Kolb-Archive.digest.vol-mc

- - - , 20- - March 29, 2012



      But, yes, would still love to see pics, Jack.
      
      Phil H
      
      
      --- On Wed, 2/8/12, Richard Girard  wrote:
      
      
From: Richard Girard <aslsa.rng(at)gmail.com>
Subject: Re: CARB ICING 912
Date: - - - , 20-
Not to mention that if the glass on the bulb breaks, for the instant that i t survives it's a yellow hot gasoline detonator. Rick Girard On Wed, Feb 8, 2012 at 2:07 PM, Michael Welch wro te: Phil, - Using a light bulb wrapped in foil may be a horrible idea, at least as far as a carb de-icer goes. There's no telling how long that bulb would last, and it darn sure isn't so mething you aren't concerned if it -burned out, just when you need it most. - A light bulb 'expects' to lose all the heat by radiating it away from t he bulb. -If a guy were to wrap- that little sucker, he 'may' be reducing it's lifespan by a HUGE amount. -Flying in known icing conditions might be the wrong time to find out your foil coated bulb has design flaws. - Ever notice that light bulbs in your house in enclosed spaces burn out quicker than those in open air?- Heat is the light bulb's biggest enemy.- - Obviously, the MUCH better choice would be to copy Jack's M/C carb ice gizmo. -- - Time for Jack to take photos. - Regarding carb icing; -I evaded the likeliness of icing up by going w ith fuel injection and a turbocharger. I have to 'cool down' my intake air (with an intercooler)!! -I also have a manual method for Air/Fuel- Ratio changes, augmenting the ECU. - The only ice I want jingles in liquid libation. Mike Welch On Feb 8, 2012, at 12:16 PM, Phil wrote: Hi Jack: I'm holding my Tillotson in my hand. I would love to know exactly where you drilled :) A few months ago I bought a few 12v 50 Watt Halogen lamps (eBay item #12064 9527177 - they're cheap) and thought I might like to explore placing one of them, wrapped in foil or some other insulator and securely attached to the carb body near the idle fuel port, wired to an On/Off switch plus LED indi cator (to tell whenever the bulb burns out) located somewhere near my contr ols. I just measured the current flow at around 3.45amps, which is "close enough " (41 watts) for what I'm doing (amps x volts = watts). I'm amazed at the free, still-air temperature of around 450 degrees F I just registered on m y kitchen counter: http://phactor.com/50w.jpg Then, I guess it's "Carb Heat On!" as a normal part of any landing, departu re, or any other flight event where loss of power is very undesirable. But I'm still building my new FireFly so I can only play with stuff on the kitchen counter right now... Phil H FF11-4-076 --- On Wed, 2/8/12, Jack B. Hart wrote: From: Jack B. Hart <jbhart(at)onlyinternet.net> Subject: Re: Kolb-List: CARB ICING 912 Date: Wednesday, February 8, 2012, 11:06 AM From: Gary Aman <zeprep251(at)aol.com> Date: Mon, 6 Feb 2012 09:22:39 -0500 (EST) >.................My Jabiru is the most readily icing I have experienced. I t is well removed from all heat sources and really gets your attention at ANY throttle setting when it happens. If there is DEW, I got the heat on. My heat source is a conductive element attached to the throttle shaft boss on the Bing 64. It is the size of a stack of silver dollars an inch and a quarter high, attached by two screws,and externally grounded with two terminals, one for 30 watts and both for 60 I think. Super simple and effective................ > Kolbers, I have experienced icing with both the Bing and Tillotson carburetors.- T his looked like another solution to the problem. I searched the web until I found it at: http://www.motionaero.com/Products-Accessories.html The Tillotson carburetor uses a throttle butterfly and so the carburetor is prone to icing.- As the idle jet fuel flow exit is just past the butterfl y when it is in the closed position. This makes it a prime location for ice formation which blocks the idle fuel flow. I searched the web and found some small stud bolt heaters that are used on carburetors of KTM motorcycles. http://www.ktmtwins.com/ktm-950-adventure-carburetor-de-icing-kit The kit for the twin includes a temperature switch and two heaters plus som e connecting wire.- I copied out the order info below: - Item- - - - - - - - - - - - - - - - - - - Sku- - - ---Qty Subtotal- - KTM 950 Adventure Carburetor De-Icing Kit 60031003044- 1- $30.00- - -- Subtotal- - - - - - - - - - - - - - - - - - - - - - - - - $30.00--- Shipping & Handling- - - - - - - - - - - - - - - - - - ---$12.00--- Grand Total- - - - - - - - - - - - - - - - - - - - - - ---$42.00--- I believe the heaters are rated at 10 watts, so they will draw leas than on e ampere.- I drilled the bottom of the Tillotson carburetor just one down w ind of the idle fuel flow port to accept one of these heaters.- This position puts the heat at the point were the ice would form and block the fuel flow. If the weather remains cold, I will put up a page on how it was done. Jap;----> http:================== ======http://www.matronics.com/contribution<====== ====== href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics. com/Navigator?Kolb-List href="http://forums.matronics.com/">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/con tribution get="_blank">http://www.matronics.com/Navigator?Kolb-List tp://forums.matronics.com _blank">http://www.matronics.com/contribution -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - - Groucho Marx ________________________________________________________________________________
Date: Feb 08, 2012
From: chris davis <capedavis(at)yahoo.com>
Kolbers , I dont believe this is off suject as I have it to fly my Kolb and I cant afford it since I crashed in a Kolb and can no longer earn the mone y I used to . =0A------ I have a place for sale it is listed on "Barstormers" under "airport property "search for"old Florida flyin" and i t will take you to the ad for 4 acres a hanger , a house , and a 3000 ft gr ass runway . l if you are interested and cant find the ad email me off list and I will send it to you , Thanks Chris----- email capedavis@ya hoo.com=0A=0AChris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from c rash building Firefly ________________________________________________________________________________
Date: Feb 08, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: CARB ICING 912
I looked at the numbers for electric carburetor heat a couple of years ago. Using the FAA specification of 90=B0F temperature rise of the incoming air at 75% power, and calculating the airflow into the Cuyuna engine on my Ultrastar, I calculated that it would require 1500W (a 912, of course, would require more)... meaning that a 50W bulb in the air intake would do little or nothing. If you're heating the carburetor body to prevent ice from adhering, perhaps it might require less heat, but I don't think that much less. Remember, your "free still air" temperature is going to be a lot higher than a carburetor of a running engine with air flowing inside and outside it, and active cooling from air acceleration and fuel atomization. -Dana At 01:16 PM 2/8/2012, Phil wrote: >Hi Jack: I'm holding my Tillotson in my hand. I would love to know exactly >where you drilled :) > >A few months ago I bought a few 12v 50 Watt Halogen lamps (eBay item >#120649527177 - they're cheap) and thought I might like to explore placing >one of them, wrapped in foil or some other insulator and securely attached >to the carb body near the idle fuel port, wired to an On/Off switch plus >LED indicator (to tell whenever the bulb burns out) located somewhere near >my controls. > >I just measured the current flow at around 3.45amps, which is "close >enough" (41 watts) for what I'm doing (amps x volts = watts). I'm amazed >at the free, still-air temperature of around 450 degrees F I just >registered on my kitchen counter: ><http://phactor.com/50w.jpg>http://phactor.com/50w.jpg > >Then, I guess it's "Carb Heat On!" as a normal part of any landing, >departure, or any other flight event where loss of power is very undesirable. -- You're never too old to learn something stupid. ________________________________________________________________________________
From: "Kirk Smith" <kirk.smith(at)frontier.com>
Subject: Re: Looking for MKIIIC cage; airworthy or not.
Date: Feb 08, 2012
Sent you a private email with pics. -----Original Message----- From: TomD2 Sent: Wednesday, February 08, 2012 1:14 PM Subject: Kolb-List: Looking for MKIIIC cage; airworthy or not. Gentlemen and any ladies, After a long hiatus due to medical reasons and a new email address I have returned! (Who is this guy anyways?) I am in the market for a cage to continue my dusty mkiii classic project. Why not buy from Kolb you ask? I don't have 10 grand I reply. Well then perhaps you shouldn't be building an experimental aircraft you may retort. That being aside it would be greatly appreciated if anyone understanding my plight might take a look out in the barn over their unfinished or damaged project and consider parting for a reasonable price. My best to all, TomD :) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=365896#365896 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: CARB ICING 912
Date: Feb 08, 2012
Then, I guess it's "Carb Heat On!" as a normal part of any landing, departure, or any other flight event where loss of power is very undesirable. Phil H Doubt you are going to need carb heat during takeoff or other full throttle operation. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: CARB ICING 912
Date: Feb 08, 2012
Regarding carb icing; I evaded the likeliness of icing up by going with fuel injection and a turbocharger. I have to 'cool down' my intake air (with an intercooler)!! I also have a manual method for Air/Fuel Ratio changes, augmenting the ECU. The only ice I want jingles in liquid libation. Mike Welch Don't have to worry about ice on the ground. When is that bird going to fly so you can look for ice? Please note: This is in jest. john h mkIII hauck's holler, alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: RE:
Date: Feb 08, 2012
Chris/Kolbers: Is the airstrip part of your property, or a flyin community? john h mkIII Titus, Alabama Kolbers , I dont believe this is off suject as I have it to fly my Kolb and I cant afford it since I crashed in a Kolb and can no longer earn the money I used to . I have a place for sale it is listed on "Barstormers" under "airport property "search for"old Florida flyin" and it will take you to the ad for 4 acres a hanger , a house , and a 3000 ft grass runway . l if you are interested and cant find the ad email me off list and I will send it to you , Thanks Chris email capedavis(at)yahoo.com Chris Davis ________________________________________________________________________________
Date: Feb 09, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: RE:
John, It is O'Brien Airpark as it is known now ,when I first looked at it i t was Suwannee Woodlands . Chris=0A=0A=0AChris Davis=0AKXP 503 492 hrs=0AGl ider Pilot=0ADisabled from crash building Firefly=0A =0A=0A________________ ________________=0A From: John Hauck <jhauck(at)elmore.rr.com>=0ATo: kolb-list @matronics.com =0ASent: Wednesday, February 8, 2012 7:48 PM=0ASubject: Kolb -List: RE: =0A =0A=0AChris/Kolbers:=0A-=0AIs the airstrip part of your p roperty, or a flyin community?=0A-=0Ajohn h=0AmkIII=0ATitus, Alabama=0A -=0AKolbers , I dont believe this is off suject as I have it to fly my Ko lb and I cant afford it since I crashed in a Kolb and can no longer earn th e money I used to . =0A------ I have a place for sale it is lis ted on "Barstormers" under "airport property "search for"old Florida flyin" and it will take you to the ad for 4 acres a hanger , a house , and a 3000 ft grass runway . l if you are interested and cant find the ad email me of f list and I will send it to you , Thanks Chris----- email capeda === ________________________________________________________________________________
Date: Feb 09, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Fw: AIRPARK PROPERTY
Thought I would send this along in case anybody interested didnt see it =0A =0A=C2-=0AChris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from cr ash building Firefly=0A=0A----- Forwarded Message -----=0AFrom: chris davis =0ATo: charliedavis =0ASent: We dnesday, February 8, 2012 5:28 PM=0ASubject: =0A=0Ahi =0A=0A=0ASearch Resul ts=0A=0A "OLD FLORIDA" FLYIN HOME =A2 $83,000 =A2 AVAILABLE FOR SALE OR LEASE =A2 4 acres , 16 X 80 2bed 2bath Mobile home , , 4 5 X 30 Quonset hanger 10 X40 Hydraulic hanger door, 100 X 3000 runway , Hom e is furnished ready to move in, satellite tv, huge master bath HANGER is 4 years old , ready for your G.A. or ultralight etc.nice work table and benc hes, the lot is not clear cut still has giant Live Oaks that provide shade Property located i22004 117Th drive "O'Brien " Fl.20 miles south of "Live O ak" near 'Suwanee River"OWNER WILL TAKE SECOND!! o Will rent with or withou t Hanger $650 with $500 without =A2 Contact Chris F. Davis, Owner - l ocated West Chatham, MA USA =A2 Telephone: 508 982 6647 . =A2 P osted January 13, 2012 =A2 Show all Ads posted by this Advertiser =A2 Recommend This Ad to a Friend =A2 Email Advertiser =A2 S ave to Watchlist =A2 Report This Ad =A2 View Larger Pictures =A2 Finance New Lower Rates! =0A=0A=0AChris DavisKXP 503 492 hrsGlider PilotDisabled from crash building Firefly ________________________________________________________________________________
Date: Feb 09, 2012
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Tillotson Carburetor Icing
Phil and Mike, I up dated my page on the Tillotson. It can be found at: http://jackbhart.com/firefly/firefly153.html I thought about using ultra bright LEDs but it became too complicated and expensive. The next best bet was to use ceramic coated wire wound resisters. But then I found these little stud heaters, and they seemed to be the best bet for getting the heat to where it was needed, and the price was right. Dana, My object is to keep the carburetor from icing up while mucking around on or close to the ground when the engine is operating below its normal cruise speed. I did not consider a free air heater as it would be too heavy and I did not want to loose any horses too. When you do not have many, you want to keep them whipped up and running. Jack B. Hart FF004 Winchester, IN ............................................ Date: Wed, 8 Feb 2012 10:16:02 -0800 (PST) From: Phil <phactor9(at)yahoo.com> Subject: Re: Kolb-List: CARB ICING 912 Hi Jack: I'm holding my Tillotson in my hand. I would love to know exactly where you drilled :).................. ________________________________________________________________________________
Subject: A short video clip
From: "Eugene Zimmerman" <etzimm(at)gmail.com>
Date: Feb 10, 2012
http://youtu.be/62B5HQPk77M Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366021#366021 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: A short video clip
Date: Feb 10, 2012
Subject: Kolb-List: A short video clip Gene/Gang: I was born 66 air miles NNE of the Turkey Point Wind Farm, in a tiny village called Mainville, in 1939. Bloomsburg Airport was right across the mountain ridge and Susquehanna River. Mom told me Dad would take the whole family to the Airport to watch the airplanes on Sunday afternoons. My Dad continued this when we moved to Florida when I was 18 months old. We lived a few miles east of Dale Mabry Field, a WWII airbase on the west side of Tallahassee, Florida. I remember many Sundays standing at the fence near the east/west runway watching P-51's, B-25's, C-47's, and L-4's landing and taking off. My Dad got to fly one time with his oldest Son right after WWII. My brother got his Private Ticket through the GI Bill, then took my Dad flying in a new Aeronca Champ, the same Champ I got my first flight when I was 6 or 7 years old. My Dad loved aviation so much, and got to fly once. I think that love of aviation was passed down by my Dad to me and both my brothers who are/were pilots. Weather is lousy and I have a terrific sore throat. No flying for me for a while. Sun and Fun is about 45 days away. How many Kolbers going to Lakeland this year? We need to get a Kolb List Get Together organized. One year, many years ago, we all ended up at the BBQ joint on 98. I think everyone had a ball. Let's see if we can do something like that this year. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: Feb 10, 2012
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: A short video clip
I am pretty sure I'll be there, at least on one day. Ron @ KFHU ========================== ---- John Hauck wrote: ============ Subject: Kolb-List: A short video clip Gene/Gang: I was born 66 air miles NNE of the Turkey Point Wind Farm, in a tiny village called Mainville, in 1939. Bloomsburg Airport was right across the mountain ridge and Susquehanna River. Mom told me Dad would take the whole family to the Airport to watch the airplanes on Sunday afternoons. My Dad continued this when we moved to Florida when I was 18 months old. We lived a few miles east of Dale Mabry Field, a WWII airbase on the west side of Tallahassee, Florida. I remember many Sundays standing at the fence near the east/west runway watching P-51's, B-25's, C-47's, and L-4's landing and taking off. My Dad got to fly one time with his oldest Son right after WWII. My brother got his Private Ticket through the GI Bill, then took my Dad flying in a new Aeronca Champ, the same Champ I got my first flight when I was 6 or 7 years old. My Dad loved aviation so much, and got to fly once. I think that love of aviation was passed down by my Dad to me and both my brothers who are/were pilots. Weather is lousy and I have a terrific sore throat. No flying for me for a while. Sun and Fun is about 45 days away. How many Kolbers going to Lakeland this year? We need to get a Kolb List Get Together organized. One year, many years ago, we all ended up at the BBQ joint on 98. I think everyone had a ball. Let's see if we can do something like that this year. john h mkIII Titus, Alabama -- Ron @ KFHU ________________________________________________________________________________
Subject: Re: A short video clip
From: "Watkinsdw" <david.watkins0(at)gmail.com>
Date: Feb 11, 2012
I plan to come for a few days, probably arriving Thursday (barring tornadoes, etc.) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366067#366067 ________________________________________________________________________________
From: WhiskeyVictor36(at)aol.com
Date: Feb 11, 2012
Subject: Re: A short video clip
Gene, Is that Turkey Point on the Elk River/Chesapeake Bay? Doesn't look wide enough. Bill Varnes Kolb FireStar Audubon NJ In a message dated 2/10/2012 9:29:22 A.M. Eastern Standard Time, etzimm(at)gmail.com writes: --> Kolb-List message posted by: "Eugene Zimmerman" http://youtu.be/62B5HQPk77M Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366021#366021 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: A short video clip
Date: Feb 11, 2012
Is that Turkey Point on the Elk River/Chesapeake Bay? Doesn't look wide enough. Bill Varnes Just west of Lancaster, PA, on the Susquehanna River. Had to look it up to see where he was talking about after watching the video. john h mkIII Titus, Alabama ________________________________________________________________________________
From: WhiskeyVictor36(at)aol.com
Date: Feb 11, 2012
Subject: Re: A short video clip
John h Thanks for locating that turkey Point. Bill V. In a message dated 2/11/2012 6:06:33 P.M. Eastern Standard Time, jhauck(at)elmore.rr.com writes: --> Kolb-List message posted by: "John Hauck" Is that Turkey Point on the Elk River/Chesapeake Bay? Doesn't look wide enough. Bill Varnes Just west of Lancaster, PA, on the Susquehanna River. Had to look it up to see where he was talking about after watching the video. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: Feb 12, 2012
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: FireFly Wing Brace Repair
FireFlyers, This is a little late but it may still be of some use especially to those who are in the building process. Back on November 9, 2010 I was cleaning the wings when I discovered a rattle in the outboard portion of the wings. I was in the process of mounting the MZ 34 and so I didn't put the knife to the wing fabric until March 17, 2011. What I found was that the long diagonal brace from the outboard rear corner to the main spar had failed in each wing. I do not believe these to be really critical because the load that the outer wing panel carries is quite small. But because it is there, I repaired it. Finished the repairs on July 13, 2011. I took quite a few photos, and I put them up with some description of how I fixed the problem. It can be seen at: http://jackbhart.com/firefly/firefly164.html For those of you who have a FireFly under construction, it may be helpful to add a small aluminum angle to this brace to prevent the tube from going out of column when you shrink the wing fabric. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: FireFly Wing Brace Repair
Date: Feb 12, 2012
What I found was that the long diagonal brace from the outboard rear corner to the main spar had failed in each wing. I do not believe these to be really critical because the load that the outer wing panel carries is quite small. But because it is there, I repaired it. Finished the repairs on July 13, 2011. Jack B. Hart FF004 Jack H/Kolbers: Believe that is a fabric brace that does its job in tension. As the fabric is shrunk it prevents the outboard aft corner of the rear wing spar in line and not pushed backwards. Dennis Souder can correct me if I am wrong. For that matter, anyone else can too. ;-) john h mkIII Titus, Alabama - Fourth day of whining about my virus that is running rampart through the SE. ________________________________________________________________________________
Date: Feb 12, 2012
Subject: Re: FireFly Wing Brace Repair
From: Richard Girard <aslsa.rng(at)gmail.com>
Jack, I found similar damage on my Firestar when I removed the covering. Apparently it is an area of concern for the 5 rib Firestar, too. Rick Girard On Sun, Feb 12, 2012 at 2:08 PM, Jack B. Hart wrote: > > FireFlyers, > > This is a little late but it may still be of some use especially to those > who are in the building process. Back on November 9, 2010 I was cleaning > the wings when I discovered a rattle in the outboard portion of the wings. > I was in the process of mounting the MZ 34 and so I didn't put the knife to > the wing fabric until March 17, 2011. > > What I found was that the long diagonal brace from the outboard rear corner > to the main spar had failed in each wing. I do not believe these to be > really critical because the load that the outer wing panel carries is quite > small. But because it is there, I repaired it. Finished the repairs on > July 13, 2011. > > I took quite a few photos, and I put them up with some description of how I > fixed the problem. It can be seen at: > > http://jackbhart.com/firefly/firefly164.html > > For those of you who have a FireFly under construction, it may be helpful > to > add a small aluminum angle to this brace to prevent the tube from going out > of column when you shrink the wing fabric. > > Jack B. Hart FF004 > Winchester, IN > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
Date: Feb 12, 2012
From: Phil <phactor9(at)yahoo.com>
Subject: Re: FireFly Wing Brace Repair
Hi Jack: I just examined mine. I'm about a month away from covering (cold here in TN !). Those are the longest lengths of 5/16th to begin with, at over a yard e ach. Sure enough, both of mine have a-curve. The points of attachment at the t railing edge corner and the brace 9" away are both very nearly level. But t hey both then attach to the 5" spar 2+ inches up from level inducing a smal l curve. Thanks for bringing this up. Phil H FF-11-4-076 FF-11-4-076 --- On Sun, 2/12/12, Jack B. Hart wrote: From: Jack B. Hart <jbhart(at)onlyinternet.net> Subject: Kolb-List: FireFly Wing Brace Repair Date: Sunday, February 12, 2012, 3:08 PM FireFlyers, This is a little late but it may still be of some use especially to those who are in the building process.- Back on November 9, 2010 I was cleaning the wings when I discovered a rattle in the outboard portion of the wings. - I was in the process of mounting the MZ 34 and so I didn't put the knife to the wing fabric until March 17, 2011. What I found was that the long diagonal brace from the outboard rear corner to the main spar had failed in each wing.- I do not believe these to be really critical because the load that the outer wing panel carries is quite small.- But because it is there, I repaired it.- Finished the repairs o n July 13, 2011. I took quite a few photos, and I put them up with some description of how I fixed the problem.- It can be seen at: http://jackbhart.com/firefly/firefly164.html For those of you who have a FireFly under construction, it may be helpful t o add a small aluminum angle to this brace to prevent the tube from going out of column when you shrink the wing fabric.- Jack B. Hart FF004 Winchester, IN le, List Admin. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: FireFly Wing Brace Repair
Date: Feb 12, 2012
Jack, I found similar damage on my Firestar when I removed the covering. Apparently it is an area of concern for the 5 rib Firestar, too. Rick Girard More so concern for the skimpy lateral bracing of the leading edge tube that keeps those five little rib noses in column. Those little 5/16" OD .028" wall 6061 aluminum tubes are all that carry the weight and stress of the Firestar and Ultrastar. After losing both wings back to the main spar on my Firestar, I am really sensitive about these braces. In fact, I increased the lateral bracing on my MKIII wings to 1/2" OD .032 wall 6061 to insure the rib noses will stay in column on my airplane. Don't think the fabric brace on the bow tip will help keep the rib noses in column. It is a fabric brace in tension only. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: FireFly Wing Brace Repair
Date: Feb 12, 2012
Sure enough, both of mine have acurve. The points of attachment at the trailing edge corner and the brace 9" away are both very nearly level. But they both then attach to the 5" spar 2+ inches up from level inducing a small curve. Thanks for bringing this up. Phil H Normal to have a curve in the 5/16 tube brace. This tube brace works in tension only. john h mkIII ________________________________________________________________________________
From: WhiskeyVictor36(at)aol.com
Date: Feb 12, 2012
Subject: Re: FireFly Wing Brace Repair
Jack & gang, Yup, same thing happened to my original FireStar. Left wing at 38 hours and right wing at 115 hours. Fixed it (similar to Jack's repair but a little different) and they are still OK at 426 hours. Perhaps it's caused by vi bration or stress when folding the wings, which I do every time I fly. And I do have the optional 1/2" angles attached to the end ribs per Kolb. Bill Varnes Original Kolb FireStar Audubon NJ Do Not Archive In a message dated 2/12/2012 3:00:38 P.M. Eastern Standard Time, jbhart(at)onlyinternet.net writes: What I found was that the long diagonal brace from the outboard rear corner to the main spar had failed in each wing. ________________________________________________________________________________
Date: Feb 12, 2012
From: David Kulp <undoctor(at)ptd.net>
Subject: Altitude/speed control on approach
Kolbers, A short time ago I posted a question about reversing power for speed and pitch for rate of descent when in the pattern. The resulting discussion was about as vigorous as if I'd have asked if anyone ever tried flying their Kolb with the wings upside down. So I emailed a friend who flies for an airline and below is his reply. If you're interested in what he had to say start at the bottom, as usual. Jim and I talked this morning and he asserted that to do so is "counter-intuitive", which is the way I felt when I first employed the technique. Of course, when my FI and I entered the pattern we were always at 1400' ASL since Queen City Airport is 400' ASL, so there was seldom much variation from landing to landing, therefore I never had to "grab a handful of throttle." But flying the FF into different airports I've found conventional speed/altitude adjustments are sometimes required. Flying into Blairstown, NJ can be intimidating with a hill where you turn downwind to base! I'd be interested to know if anyone else has been taught this or has tried it. It's really cold here, now, but I did get some flying in about 3 weeks ago, which isn't bad for a NE winter. Hope you all are getting your required altitude fixes. POI of interest to some about Jim; he won the 2009 Iron Butt Rally, logging 12,706 miles in 11 days on his BMW motorcycle. (And I feel pretty proud of 11,014 miles in 3 weeks from Lansdale, PA to the Atigun Pass on the Haul Rd. in AK and back home on my BMW K100LT!!) If you're interested you can Google "Jim Owen Iron Butt 2009" and click on the _Rally Routing Seminar with Jim Owen_ link. Last Fall he had the misfortune of low-siding his Beemer on a rainy oil slick in Ky in a 24 hr. rally. His cycle wasn't banged up too badly, but he personally went into the guard rail legs-first and did a number on his right leg. He had it pinned and screwed together and has nothing to show for it now except the scars. Happy flying, all. Dave Kulp Bethlehem, PA FireFly 11DMK -------- Original Message -------- Subject: RE: Altitude/speed control on approach Date: Sun, 5 Feb 2012 16:42:20 -0500 From: James A Owen <eagle767@ Wow!! Cool video. No Kolb in my garage just yet. :-0 What your instructor taught is definitely the correct way to make SUBTLE adjustments when you're in sync with the approach path and speed. If you're diverging too much from airspeed you need to grab a hand full of throttle and if you're too far off the glide path a large pitch adjustment is necessary. But when you're in the groove, pitch to control airspeed and throttle to control glide path. The more swept wing, the more true. The more engines act to pitch the airplane up (as in wing mounted engines), the more true. :-) Jim -----Original Message----- From: David Kulp [mailto:undoctor(at)ptd.net] Sent: Sunday, February 05, 2012 1:58 PM Subject: Altitude/speed control on approach Jim, Rather than wait 'til Thursday and then finding you're in London, Rome or East Chibip, I decided to email a question I have for you. Did you buy the BMW R1100 powered Kolb? Just kidding. When I was taking flying lessons a couple of years ago, my flight instructor taught me that in the pattern I was to reverse the power to determine speed and elevators to control altitude mode and to use the elevators to control the airspeed as we descended and adjust the power to determine my rate of descent (altitude) in order to determine the point of touchdown. The end of the throttle control was when I was sure I would make the numbers and then pull the power off. I have a video from inside the cockpit of a jet doing an AC carrier landing, which I'll attach. You can hear him work the thrust very carefully since his margin of error is almost zilch. OK, my question; is this what you're taught to do when landing the 767s, Airbuses, etc.? I'd never heard of it before my Queen City instruction, but of course I only had 3 hours of instruction back in '90 from a fellow trucker who, although having his own air strip, was an old flyer who probably pretty much taught himself. See you Thursday, Dave ________________________________________________________________________________
Subject: Re: Altitude/speed control on approach
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 13, 2012
The technique described is not really reversing anything, the airplane does not know if it is at 500 or 5000 ft. If you are flying along in a Cessna trimmed for hands off at 2000 rpm and 90mph and increase rpm to 2400 you will not go any faster, you will climb at 90mph. If you pull the power to idle ( again without touching the yoke ) you will descend at 90mph.With the same 2,000 rpm 90mph trim you can pull back on the yoke and climb but you will lose airspeed. The problem with using pitch to control alt. on final is the constant change in airspeed, not so good when you are all ready close to stall speed. Trimming for approach speed and using power to control decent keeps the airspeed stable. Of course bumpy air or changes in lift/drag ( such as lowering flaps) may very well require pitch changes. Hard to prove in a Firefly with no pitch trim and the resulting unintentional pitch changes. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366182#366182 ________________________________________________________________________________
Date: Feb 13, 2012
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: FireFly Wing Brace Repair
> >Jack H/Kolbers: > >Believe that is a fabric brace that does its job in tension. As the fabric >is shrunk it prevents the outboard aft corner of the rear wing spar in line >and not pushed backwards. > John, I am confused. If shrinking the fabric tries to pull the rear spar forward toward the wing leading edge, anything that prevents this is in compression. It would seem logical that if the shrunk fabric is pulling the rear spar forward and inward from the wing end bow. To prevent this from happening something has to push back at the corner to prevent this from happening. What am I missing here? Your concept is not supported by what I found. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Date: Feb 13, 2012
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Firefly wing brace repair.
- On my original Firestar, the original wings had been damaged in a storm rollover.- When I opened them up, there was no sign of damage in that ar ea.- Where the braces crossed, the builder had placed a small block of st yrofoam and cross wired it in place.- Whoever built it, the construction seemed to be very meticulous. ------------------------- ----------------------- Bill Sullivan ------------------------- ----------------------- Winds or Locks, Ct. ------------------------- ----------------------- FS 44 7 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: FireFly Wing Brace Repair
Date: Feb 13, 2012
I am confused. If shrinking the fabric tries to pull the rear spar forward toward the wing leading edge, anything that prevents this is in compression. It would seem logical that if the shrunk fabric is pulling the rear spar forward and inward from the wing end bow. To prevent this from happening something has to push back at the corner to prevent this from happening. What am I missing here? Your concept is not supported by what I found. Jack B. Hart FF004 Winchester, IN Perhaps Dennis Souder can explain this much better than I can. He or Homer Kolb explained it to me. I think the fabric is actually trying to squeeze the bow tip area of the wing into an oblong shape since the sides of the bow tip area are not equidistant. It is the rounded curve of the bow tip that encourages the aft outboard corner of the wing to be push backwards as fabric is shrunk. If there was a strong compression brace installed at a 45 degree angle from the center of the bow tip curve back to the main spar, this would help prevent the problem. I have those 45 degree bow tip braces installed on my MKIII. The problem may not be as pronounced with the small curve of the FF and SS bow tip as it is with the US, FS, MKIII, and Kolbra, which uses a much larger curve. This very small 5/16" tube brace was never intended for compression. If it was, it would have been a much larger, more substantial brace. This little 5/6" brace may also act as a drag brace, since there is no other bracing in the bow tip to prevent the wind stream from pushing aft on it. Figuring out how to sequentially shrink the bow tip fabric to reduce this tendency may help. My primary concern when I shrink wing fabric is to get that fabric as tight as I can without distorting the wing, not necessarily what is happening out on the bow tip. I build for performance. Sorry if this explanation doesn't do the job. This is day 5 of the dreaded virus. That's my excuse and I'm sticking to it. ;-) Maybe someone else that understands what is happening can explain the situation better than I can. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: Looking for MKIIIC cage; airworthy or not.
From: "Kirkds" <kirk.smith(at)frontier.com>
Date: Feb 13, 2012
Who called me on the Mark 3 kit I'm selling? -------- Kirk Smith Columbiaville, MI Firestar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366226#366226 ________________________________________________________________________________
Date: Feb 13, 2012
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: FireFly Wing Brace Repair
Jack this is an excellent post, and a good repair. Appreciate it. Ron Mason KFHU M3X ============================ ---- "Jack B. Hart" wrote: ============ FireFlyers, This is a little late but it may still be of some use especially to those who are in the building process. Back on November 9, 2010 I was cleaning the wings when I discovered a rattle in the outboard portion of the wings. I was in the process of mounting the MZ 34 and so I didn't put the knife to the wing fabric until March 17, 2011. What I found was that the long diagonal brace from the outboard rear corner to the main spar had failed in each wing. I do not believe these to be really critical because the load that the outer wing panel carries is quite small. But because it is there, I repaired it. Finished the repairs on July 13, 2011. I took quite a few photos, and I put them up with some description of how I fixed the problem. It can be seen at: http://jackbhart.com/firefly/firefly164.html For those of you who have a FireFly under construction, it may be helpful to add a small aluminum angle to this brace to prevent the tube from going out of column when you shrink the wing fabric. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Date: Feb 14, 2012
From: David Kulp <undoctor(at)ptd.net>
Subject: Re: Altitude/speed control on approach
Hi Ducati (so what's wrong with a Beemer?), I was aware that what you wrote was the way an ac tended to act, but I wasn't aware that the relationship was so precise. Whenever we flew out of Queen City we had a 1,900' ceiling, still flying in LVI's airspace. When we got far enough south on the way to the practice area and were beyond LVI's space he'd have me increase power, bring the yoke back in order to maintain a lower/climbing airspeed, but never taught me that the speed would remain the same as what I'd trimmed the AC for as we climbed if I didn't change the plane's attitude. In the pattern he'd have me change the flaps 3 times, which is probably normal, but each increase effects your pitch and speed, of course. In my FF I kind of "trim" my arm on the stick if I go from 4800 RPMs and 60 mph to 5300 RPMs and 70 mph, otherwise I find myself climbing quite rapidly, which a FF is good at. Interesting to learn all these relationships so you don't have to think about what's going on, but it becomes a part of you. Thanks for the responses. Dave Kulp Bethlehem, PA FireFly 11DMK On 2/13/2012 6:51 AM, Ducati SS wrote: > --> Kolb-List message posted by: "Ducati SS" > > The technique described is not really reversing anything, the airplane does not know if it is at 500 or 5000 ft. If you are flying along in a Cessna trimmed for hands off at 2000 rpm and 90mph and increase rpm to 2400 you will not go any faster, you will climb at 90mph. If you pull the power to idle ( again without touching the yoke ) you will descend at 90mph.With the same 2,000 rpm 90mph trim you can pull back on the yoke and climb but you will lose airspeed. The problem with using pitch to control alt. on final is the constant change in airspeed, not so good when you are all ready close to stall speed. Trimming for approach speed and using power to control decent keeps the airspeed stable. Of course bumpy air or changes in lift/drag ( such as lowering flaps) may very well require pitch changes. Hard to prove in a Firefly with no pitch trim and the resulting unintentional pitch changes. > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=366182#366182 > > ________________________________________________________________________________
Subject: Re: Altitude/speed control on approach
From: "gotime242" <dylanshine(at)gmail.com>
Date: Feb 15, 2012
Its all airplane relative. The whole "pitch for airspeed, power for altitude" works for flight training and smaller airplanes, but when you fly different things that changes. In a Learjet for example the engines are above the cg/mounted high on the fuselage (similar to many biz jets). If you are level and add a bunch of power, its going to 1) gain speed and 2) pitch the nose down due to engine location...which then gains you even more speed. Also...if you're on an ILS or any approach...your sure as hell not going to be using altitude for airspeed. Like i said, in the world of flight training and smaller airplanes...sure "power=altitude, pitch=airspeed"....because that's just what's taught. Beyond that its airplane and type of flying dependent. How fast we go is whatever the thrust levers are set at. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366392#366392 ________________________________________________________________________________
Date: Feb 15, 2012
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: frunt mounted radiator
I would like to remount a radiator in frunt of the starter (mag end)=0Aanyo ne have a nice aftermarket supplier for my 582. I am also looking for a aft ermufler for the stock mufler.-- mal--=0A=0AMalcolm & Jeanne Brubak er =0AMichigan Sport Pilot Repair =0ALSRM-A, PPC, WS=0AGreat Sails - Sailma ker =0Afor Ultralight & Light Sport=0A(989)513-3022 ________________________________________________________________________________
Subject: Re: front mounted radiator
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Date: Feb 15, 2012
Malcolm, I don't have a Rotax, I have a GEO, but I mounted my radiator in front of the engine. I'll send you a couple of pictures of my "dyno-focal style" radiator mount I made. Mike Welch On Feb 15, 2012, at 8:07 PM, Malcolm Brubaker wrote: > I would like to remount a radiator in frunt of the starter (mag end) > anyone have a nice aftermarket supplier for my 582. I am also looking for a aftermufler for the stock mufler. mal > > Malcolm & Jeanne Brubaker > Michigan Sport Pilot Repair > LSRM-A, PPC, WS > Great Sails - Sailmaker > for Ultralight & Light Sport > (989)513-3022 > > > ________________________________________________________________________________
Date: Feb 15, 2012
Subject: Re: frunt mounted radiator
From: Richard Girard <aslsa.rng(at)gmail.com>
Yes, Go on Ebay and find a radiator for a Honda Sabre. I've been running one for two years in Kansas, even in hundred and teens temperatures. The outlets are in the right locations and all you need is an adapter to go from 1"radiator hose to 7/8" with an inlet for the head vent. See article I wrote last year, attached. Rick Girard On Wed, Feb 15, 2012 at 8:07 PM, Malcolm Brubaker wrote: > I would like to remount a radiator in frunt of the starter (mag end) > anyone have a nice aftermarket supplier for my 582. I am also looking for > a aftermufler for the stock mufler. mal > > Malcolm & Jeanne Brubaker > Michigan Sport Pilot Repair > LSRM-A, PPC, WS > Great Sails - Sailmaker > for Ultralight & Light Sport > (989)513-3022 > > * > > * > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
Date: Feb 16, 2012
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: RE: New Belt Reduction Ratio for MZ 34
Kolbers, It took some time to get this up. I increased the belt reduction ratio from 2.34 to 2.60 in an attempt to get the last two hp out of the MZ 34. How it was done can be seen at: http://jackbhart.com/firefly/firefly161.html If one clicks on the drawings a larger view will be displayed. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Date: Feb 16, 2012
From: Phil <phactor9(at)yahoo.com>
Subject: Re: Tillotson Carburetor Icing
Thanks, Jack. Good info. Just for grins, I fashioned this device one evening out of some 1/2" alum t ubing. Does it work? No idea; it sure gets hot. I've done no testing, nor p lan to any time soon --I just wanted to share the attempt. Bulb type: JC GY6.35 12v 50w, eBay, I bought 10 of them for around $8 total. http://phactor.com/CarbHeater_3.jpg http://phactor.com/CarbHeater_2.jpg http://phactor.com/CarbHeater_off.jpg http://phactor.com/CarbHeater_on.jpg http://phactor.com/CarbHeater_1.jpg Phil H FF-11-4-0076 --- On Thu, 2/9/12, Jack B. Hart wrote: From: Jack B. Hart <jbhart(at)onlyinternet.net> Subject: Kolb-List: Tillotson Carburetor Icing Date: Thursday, February 9, 2012, 6:05 PM Phil and Mike, I up dated my page on the Tillotson.- It can be found at: http://jackbhart.com/firefly/firefly153.html I thought about using ultra bright LEDs but it became too complicated and expensive.- The next best bet was to use ceramic coated wire wound resist ers. But then I found these little stud heaters, and they seemed to be the best bet for getting the heat to where it was needed, and the price was right. Dana, My object is to keep the carburetor from icing up while mucking around on o r close to the ground when the engine is operating below its normal cruise speed.- I did not consider a free air heater as it would be too heavy and I did not want to loose any horses too.- When you do not have many, you wan t to keep them whipped up and running. Jack B. Hart FF004 Winchester, IN ............................................ Date: Wed, 8 Feb 2012 10:16:02 -0800 (PST) From: Phil <phactor9(at)yahoo.com> Subject: Re: Kolb-List: CARB ICING 912 Hi Jack: I'm holding my Tillotson in my hand. I would love to know exactly where you drilled :).................. le, List Admin. ________________________________________________________________________________
Subject: Re: Altitude/speed control on approach
From: "Frankd" <FDucker(at)aol.com>
Date: Feb 16, 2012
Hi Guys, I've been reading this post and it seems we've gone away from the original question. When I was just learning to fly my Dad told me that the throttle controls altitude and the stick controls airspeed. I did not believe him until I actually found it was true!! (cessna 172) Now.. I believe this question is being asked about Kolbs.. and it is still true. If you are a low time pilot and have not had this experience in a plane like a cessna or Kolb then it is something that might make your flying better. To the original person who posed this question, if you are flying in the pattern and you are trying to hold airspeed, set your throttle at some RPM that causes a decent, say 1700RPM, and then control your approach airspeed by pushing forward on the stick or pulling back. You will find that there is a certain attitude to the plane that equals , say 50MPH, that you get used to. If the plane is in a steady attitude (nose down, or level) and you increase or decrease throttle the aircraft should start to climb or decend. If you are approaching the runway at 50 mph but seem to be decending too quickly, apply a little power to reduce the decent. (and reduce power a bit if you don't seem to be decending enough!) Sounds weird, but after you think about it, it makes sense. I don't disagreed at all about other types of aircraft, lear jets, etc.. I have flown in an L39 where more power=faster but thats a different type of flying. To the guy learning in a KOLB or any trainer, I spent a ton of time in a citabria with an instructor, to learn how to mix power and attitude to get it just right. Keep 55MPH down the final approach in a kolb and keep going until right near the ground and then ease off the power and flare at the same time. Good luck with your training. FrankD MkIIIXtra 1014S 14Hrs into 40hr flyoff time. No bent legs yet! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366449#366449 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Altitude/speed control on approach
Date: Feb 16, 2012
If the plane is in a steady attitude (nose down, or level) and you increase or decrease throttle the aircraft should start to climb or decend. If you are approaching the runway at 50 mph but seem to be decending too quickly, apply a little power to reduce the decent. (and reduce power a bit if you don't seem to be decending enough!) Sounds weird, but after you think about it, it makes sense. FrankD Works a little different with a high thrust line pusher than does a tractor aircraft. Probably going to use a lot more pitch adjustment than power adjustment. Reducing power loses altitude, as does increasing power because the high thrust line tries to push the nose down. I generally shoot my landings power off. If I can make my touchdown point power off, I can make it if I lose the engine. Was a habit I got into way back in the early two stroke days when engines quit quite often at idle and low power settings. Hope I still have an airplane at Gantt IAP. Haven't checked on it in a while. john h mkIII Titus, Alabama ________________________________________________________________________________
From: Eugene Zimmerman <etzimm(at)gmail.com>
Subject: Re: Tillotson Carburetor Icing
Date: Feb 17, 2012
Phil, Please let us know how many in-flight " heat on" minutes the life span of the bulb is mounted in that configuration on a 2-stroke engine. On Feb 16, 2012, at 4:29 PM, Phil wrote: > Thanks, Jack. Good info. > > Just for grins, I fashioned this device one evening out of some 1/2" alum tubing. Does it work? No idea; it sure gets hot. I've done no testing, nor plan to any time soon - I just wanted to share the attempt. Bulb type: JC GY6.35 12v 50w, eBay, I bought 10 of them for around $8 total. > > http://phactor.com/CarbHeater_3.jpg > http://phactor.com/CarbHeater_2.jpg > http://phactor.com/CarbHeater_off.jpg > http://phactor.com/CarbHeater_on.jpg > http://phactor.com/CarbHeater_1.jpg > > Phil H > FF-11-4-0076 > > > --- On Thu, 2/9/12, Jack B. Hart wrote: > > From: Jack B. Hart <jbhart(at)onlyinternet.net> > Subject: Kolb-List: Tillotson Carburetor Icing > To: kolb-list(at)matronics.com > Date: Thursday, February 9, 2012, 6:05 PM > > > Phil and Mike, > > I up dated my page on the Tillotson. It can be found at: > > http://jackbhart.com/firefly/firefly153.html > > I thought about using ultra bright LEDs but it became too complicated and > expensive. The next best bet was to use ceramic coated wire wound resisters. > But then I found these little stud heaters, and they seemed to be the best > bet for getting the heat to where it was needed, and the price was right. > > Dana, > > My object is to keep the carburetor from icing up while mucking around on or > close to the ground when the engine is operating below its normal cruise > speed. I did not consider a free air heater as it would be too heavy and I > did not want to loose any horses too. When you do not have many, you want > to keep them whipped up and running. > > Jack B. Hart FF004 > Winchester, IN > > > ............................................ > Date: Wed, 8 Feb 2012 10:16:02 -0800 (PST) > From: Phil <phactor9(at)yahoo.com> > Subject: Re: Kolb-List: CARB ICING 912 > > Hi Jack: I'm holding my Tillotson in my hand. I would love to know exactly > where you drilled :).................. > > > http://www.matronics.com/Navigator?Kolb-Lis --> http://www.===================== > > > > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Tillotson Carburetor Icing
Date: Feb 17, 2012
Please let us know how manyin-flight " heat on"minutes the life span of the bulb is mounted in that configuration on a 2-stroke engine. Gene Z/Kolbers: Wayyyy back in the early days, I mounted my dual strobes, built from a kit, on my Ultrastar. One under the nose and the other on top of the cooling shroud of the screaming 447. The strobe tube lasted about an hour before it went belly up. Vibration ate it up. Bulbs may last a little longer mounted on the carb because of the rubber carb boot. Don't know if you were referring to vibration or burn time before failure, but wanted to share that little tidbit. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: Altitude/speed control on approach
Date: Feb 17, 2012
If the plane is in a steady attitude (nose down, or level) and you increase or decrease throttle the aircraft should start to climb or decend. If you are approaching the runway at 50 mph but seem to be decending too quickly, apply a little power to reduce the decent. (and reduce power a bit if you don't seem to be decending enough!) FrankD >>>>>>>>>> this seems to be implied, but not stated, that this is for a GOOD landing approach. and I'll agree 100 %. however on a cross country trip,,, you can from straight and level flight add power, retrim, and maintain altitude with an increase in airspeed. and conversely, if you are 10 miles from the airport and 4000 ft above the pattern altitude. you can trade altitude for increased airspeed by retriming for a lower nose attitude, and by leaving the power the same you will increase speed. so there are areas of flight that go outside the rules you stated,,, but retriming is required to do so. again for a GOOD landing approach I agree 100 %. boyd young ________________________________________________________________________________
From: Eugene Zimmerman <etzimm(at)gmail.com>
Subject: Re: Tillotson Carburetor Icing
Date: Feb 17, 2012
Yep vibration AND overheating in such a confined enclosure. On Feb 17, 2012, at 9:33 AM, John Hauck wrote: > Don't know if you were referring to vibration or burn time before failure, > but wanted to share that little tidbit. ________________________________________________________________________________
Subject: Re: frunt mounted radiator
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Feb 17, 2012
Why do you want one at that end? I tried that the first year I had my MKIII, and noticed two things: if you were unable to take off as soon as you wanted, the engine would overheat, and it also seemed to hurt the rate of climb. I like having the radiator just ahead of the prop so that the temps stay normal while taxiing. I do currently have a small radiator just in front of the air filter/silencer box to augment the main radiator that is behind and under the wing/in front of the prop, as the original was not quite enough in July & August. I can post pictures if you are interested. -------- Richard Pike Kolb MKIII N420P (420ldPoops) richard (at) bcchapel(dot)org Kingsport, TN 3TN0 Now faith is the substance of things hoped for, the evidence of things not seen. Hebrews 11:1 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366484#366484 ________________________________________________________________________________
Date: Feb 17, 2012
Subject: Re: frunt mounted radiator
From: Richard Girard <aslsa.rng(at)gmail.com>
Richard, I have put the Honda Magna radiator on two Kolb Mk III's now. I have a 1/2 mile taxi when the wind is from the south and have never had an overheat situation with either airplane even in last summer's 115+ temperatures. If it was a problem, I think I'd have seen it by now. The Mark III has enough issue with in flow to the prop without putting a radiator right in front. The Magna radiator also has provision for a cooling fan if it was required, but so far there has been no need. I have had overheat issues with the stock Rotax radiators mounted in front of the engine and at the gearbox. That was what started me on the trail to a single radiator. That, and the expense. Rick Girard On Fri, Feb 17, 2012 at 11:03 AM, Richard Pike wrote: > > Why do you want one at that end? I tried that the first year I had my > MKIII, and noticed two things: if you were unable to take off as soon as > you wanted, the engine would overheat, and it also seemed to hurt the rate > of climb. I like having the radiator just ahead of the prop so that the > temps stay normal while taxiing. > > I do currently have a small radiator just in front of the air > filter/silencer box to augment the main radiator that is behind and under > the wing/in front of the prop, as the original was not quite enough in July > & August. I can post pictures if you are interested. > > -------- > Richard Pike > Kolb MKIII N420P (420ldPoops) > richard (at) bcchapel(dot)org > Kingsport, TN 3TN0 > Now faith is the substance of things hoped for, the evidence of things not > seen. > Hebrews 11:1 > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=366484#366484 > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
Date: Feb 17, 2012
From: Charlie England <ceengland(at)bellsouth.net>
Subject: Re: frunt mounted radiator
Hi Rick, Next time you're at the plane, would you mind getting some measurements? I'd like to know the face area & thickness of the core itself, and also the overall dimensions including the tanks (not including fittings, hoses, etc). Thanks, Charlie On 02/17/2012 01:06 PM, Richard Girard wrote: > Richard, I have put the Honda Magna radiator on two Kolb Mk III's now. > I have a 1/2 mile taxi when the wind is from the south and have never > had an overheat situation with either airplane even in last summer's > 115+ temperatures. If it was a problem, I think I'd have seen it by > now. The Mark III has enough issue with in flow to the prop without > putting a radiator right in front. The Magna radiator also has > provision for a cooling fan if it was required, but so far there has > been no need. > I have had overheat issues with the stock Rotax radiators mounted in > front of the engine and at the gearbox. That was what started me on > the trail to a single radiator. That, and the expense. > > Rick Girard > > On Fri, Feb 17, 2012 at 11:03 AM, Richard Pike > wrote: > > > > > Why do you want one at that end? I tried that the first year I had > my MKIII, and noticed two things: if you were unable to take off > as soon as you wanted, the engine would overheat, and it also > seemed to hurt the rate of climb. I like having the radiator just > ahead of the prop so that the temps stay normal while taxiing. > > I do currently have a small radiator just in front of the air > filter/silencer box to augment the main radiator that is behind > and under the wing/in front of the prop, as the original was not > quite enough in July & August. I can post pictures if you are > interested. > > -------- > Richard Pike > Kolb MKIII N420P (420ldPoops) > richard (at) bcchapel(dot)org > Kingsport, TN 3TN0 > Now faith is the substance of things hoped for, the evidence of > things not seen. > Hebrews 11:1 > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=366484#366484 > > > ========== > arget="_blank">http://www.matronics.com/Navigator?Kolb-List > ========== > http://forums.matronics.com > ========== > le, List Admin. > ="_blank">http://www.matronics.com/contribution > ========== > > > -- > Zulu Delta > Mk IIIC > Thanks, Homer GBYM > > It isn't necessary to have relatives in Kansas City in order to be > unhappy. > - Groucho Marx > > > * > > > * ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Altitude/speed control on approach
Date: Feb 18, 2012
How fast we go is whatever the thrust levers are set at.>> Really?. Nothing to do with attitude then. Pat ________________________________________________________________________________
Subject: Re: Altitude/speed control on approach
From: "gotime242" <dylanshine(at)gmail.com>
Date: Feb 18, 2012
pj.ladd(at)btinternet.com wrote: > How fast we go is whatever the thrust levers are set at.>> > > Really?. Nothing to do with attitude then. > > Pat Obviously. It also has to do with a million other variables. All i was saying is that different airplanes fly differently. And that was just a simple statement about one of those airplanes. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366547#366547 ________________________________________________________________________________
From: "Nick Cassara" <nickc(at)mtaonline.net>
Subject: Making touchdown with high thrustline?
Date: Feb 18, 2012
John and All, Forgive me for I have not until recently been following this thread very closely. My Kolbra is still under construction, so I have only flown, or ever been in tractors. If I am on final and can see that I am headed short of my tough down point, in the Champ I just increase throttle a little for a second and I gain a little elevation and now I am lined up on touch down point. So if I am in my Kolbra flying in on approach with, or without power and I see that I am going to be short of my touchdown point..what would I do? Thanks, Nick Cassara Palmer, AK Soon to retire and work fulltime on 607AK....!!!!!!!!!!! ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Making touchdown with high thrustline?
Date: Feb 18, 2012
So if I am in my Kolbra flying in on approach with, or without power and I see that I am going to be short of my touchdown point..what would I do? Thanks, Nick Cassara If I was flying, I am not a flight instructor, my Kolb with power, I'd probably add a little power. Flying without power, adjust pitch attitude to extend my glide. If that didn't work...I'd probably say a little prayer and hope I can make it across the fence. ;-) john h mkIII Titus, Alabama ________________________________________________________________________________
Date: Feb 18, 2012
Subject: Re: Making touchdown with high thrustline?
From: Larry Cottrell <lcottrell1020(at)gmail.com>
I believe that your question deals more with what a pusher will do compared to the Champ which you are used to. With my Firestar, power equates to climb. I have seen at least one Mark III that would push the nose over with power, but I consider that to be unusual rather than normal. I don't think you are going to have any trouble if you build it right. Larry On Sat, Feb 18, 2012 at 8:12 PM, Nick Cassara wrote: > John and All, **** > > ** ** > > Forgive me for I have not until recently been following this thread very > closely. My Kolbra is still under construction, so I have only flown, or > ever been in tractors.**** > > ** ** > > If I am on final and can see that I am headed short of my tough down > point, in the Champ I just increase throttle a little for a second and I > gain a little elevation and now I am lined up on touch down point.**** > > ** ** > > So if I am in my Kolbra flying in on approach with, or without power and I > see that I am going to be short of my touchdown point=85.what would I do? *** > * > > ** ** > > Thanks,**** > > ** ** > > Nick Cassara**** > > Palmer, AK**** > > ** ** > > Soon to retire and work fulltime on 607AK=85=85..!!!!!!!!!!!**** > > * > =========== =========== =========== =========== > * > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Altitude/speed control on approach
Date: Feb 18, 2012
Try low and slow. Maybe we will understand. BTW: Who are you? john h mkIII Titus, Alabama ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Making touchdown with high thrustline?
Date: Feb 19, 2012
Larry, Dont worry about it. With the small adjustment you should be making on the approach you will not notice the difference in the thrustline. You will just do whatever is required without thinking about it. Maintain speed/attitude with the stick Adjust glide path with the throttle. Too high? Close the throttle a touch. Too low? Open up a shade. If you try to maintain your glide path with the stick you will be in trouble in any plane. If you are too low and lift the nose to regain your glide path you will lose speed and eventually stall. If you are too high and dive to regain your glide path you will add speed and when you flare you will float on forever. Just watch the inertia which is very different to the Champ. Close the throttle on the Kolb and compared to the Champ she will stop in midair. Good luck Pat ________________________________________________________________________________
Date: Feb 19, 2012
From: frank goodnight <frank.goodnight(at)att.net>
Subject: Re: Making touchdown with high thrustline?
Great answer Pat. Frank Goodnight Firestar 2 Arkansas ________________________________ From: Pat Ladd <pj.ladd(at)btinternet.com> Sent: Sun, February 19, 2012 7:17:57 AM Subject: Re: Kolb-List: Making touchdown with high thrustline? Larry, Dont worry about it. With the small adjustment you should be making on the approach you will not notice the difference in the thrustline. You will just do whatever is required without thinking about it. Maintain speed/attitude with the stick Adjust glide path with the throttle. Too high? Close the throttle a touch. Too low? Open up a shade. If you try to maintain your glide path with the stick you will be in trouble in any plane. If you are too low and lift the nose to regain your glide path you will lose speed and eventually stall. If you are too high and dive to regain your glide path you will add speed and when you flare you will float on forever. Just watch the inertia which is very different to the Champ. Close the throttle on the Kolb and compared to the Champ she will stop in midair. Good luck Pat ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Kolb quit revealed
Date: Feb 19, 2012
With my passenger we quit flying at 40. When I say quit I mean stalled. Surprised the crap out of both of us.>> You were surprised that you stalled at a higher speed when you had a passenger/higher weight? What did you expect? The stall occurs when the wing no longer produces enough lift to support the weight. If you add weight or reduce speed you WILL STALL:L. Nothing surprising about it. That is the basic physics behind flying. If you are too heavy or too slow the plane (any plane) will not fly. Planes certainly differ in their stalling characteristics and the way in which the stall is approached. Some planes will drop a wing. some don`t. Some planes, even if the stall is approached cautiously, will just stop flying and pitch nose down suddenly. The Kolb under the same condition will just drop her nose a shade and start flying again. Even with the stick held back she will just bob gently downwards. Of course if you just yank the stick back to the stops at normal flying speed you will get a very different response.because the increase in `g` will have produced an `apparent` increase in weight and the stall speed will increase in response. A laminar flow wing, as in a P51 will stall more viciously than the usually benign wing design to which we are accustomed. I only flew the P 51 once and there was a good stall warning vibration but 10,000 feet was the MINIMUM height for spins so you can draw your own conclusions. Pat ________________________________________________________________________________
Subject: Re: Altitude/speed control on approach
From: "gotime242" <dylanshine(at)gmail.com>
Date: Feb 19, 2012
John Hauck wrote: > Try low and slow. Maybe we will understand. > > BTW: Who are you? > > john h > mkIII > Titus, Alabama I have, and yes...that's a different story. I am just someone that use to have a kolb and still browse the forum. The kolb was some of the most fun flying I have done, i have a citabria now. Have fun / fly safe. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366593#366593 ________________________________________________________________________________
Subject: belt reduction
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 19, 2012
I am considering removing the Rotax from my Firefly and installing a Kawasaki. Anyone have any experience with or know of anyone using the micro v belt reduction as sold by J Bird? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366594#366594 ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: Altitude/speed control on approach
Date: Feb 19, 2012
If you are level in cruise and ATC asks you to maintain Mach .80 or greater....are you telling me your going to pitch down to do that? yes and no... if you are at mach .6 in level flight,,, and atc ask you to go .8 and maintain altitude. you will have to increase power, and the extra speed will cause you to develop more lift, so you will have to lower the nose untill the extra lift generated by the extra speed is canceled out, then you can maintain altitude. if you were at mach 2.6 and atc asked you to go to mach .8 you would have to reduce power, and increase angle of attack to maintain equal amounts of lift. like wise if you are in a kolb at 50 mph.. you will have to have aprox. 11 deg, +- in your main wings inorder to stay straight and level. at that configuration the lift provided by the aircraft wings will equal the weight of the plane. if you increase to 70 mph, you will only need aprox 8 deg +- to develop the same lift, so yes you you will have to drop the nose, lower the angle of attack in the wings, reduce back pressure on the stick, (depending on trim)... if you dont change the attitude, and change speed from 50 to 70. you will develope much more lift,, and you will be in a climb. boyd ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: Making touchdown with high thrustline?
Date: Feb 19, 2012
So if I am in my Kolbra flying in on approach with, or without power and I see that I am going to be short of my touchdown point..what would I do? Thanks, Nick Cassara >>>>>>>>>>>>>>>>>>>> exactly the same thing. depending on how you are trimed, you may need to add a bit of back pressure to over come the high thrust line, depending on how much power you add. boyd ________________________________________________________________________________
Date: Feb 19, 2012
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Tillotson Carburetor Icing
> > >......................> >Bulbs may last a little longer mounted on the carb because of the rubber >carb boot. >......................... > John, The Tillotson carburetor is designed to be direct flange mounted. No boot is necessary. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: attatude at mach numbers
Date: Feb 19, 2012
maybe i should have said, if you reference lift, and speed and airfoil shape, at those speeds the same as you do in the speeds we see in kolb s... what i said is true,,,, but,,, i am not sure,,, there may be some other aspects in aerodynamics i dont understand in the high mach numbers. boyd ________________________________________________________________________________
Subject: Re: Making touchdown with high thrustline?
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 19, 2012
Try thinking about it like this. If you have altitude you can trade it for airspeed. If you have airspeed you can trade it for altitude. ( we will assume no changes to power) So if you are coming down final at VNE you could pitch up and trade off some airspeed. But if you are approaching a short field just above stall speed you have no energy to trade for altitude, adding power at the same trim will maintain trimmed airspeed an cause the airplane to climb. The only Kolb I have experience with is the firefly, and I am still learning, but so far the high thrust line pitch is minor and easy to deal with. Coming from GA the lack of inertia is the bigger issue. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366600#366600 ________________________________________________________________________________
From: "vic" <vicsv(at)myfairpoint.net>
Subject: Re: Kolb quit revealed
Date: Feb 19, 2012
Pat Stall tests with 2 pass indicated 30. 2 mph higher than with 1 pass. It does not stall at 40 at altitude. (3000rpm) ----- Original Message ----- From: Pat Ladd To: kolb-list(at)matronics.com Sent: Sunday, February 19, 2012 9:37 AM Subject: Re: Kolb-List: Kolb quit revealed With my passenger we quit flying at 40. When I say quit I mean stalled. Surprised the crap out of both of us.>> You were surprised that you stalled at a higher speed when you had a passenger/higher weight? What did you expect? The stall occurs when the wing no longer produces enough lift to support the weight. If you add weight or reduce speed you WILL STALL:L. Nothing surprising about it. That is the basic physics behind flying. If you are too heavy or too slow the plane (any plane) will not fly. Planes certainly differ in their stalling characteristics and the way in which the stall is approached. Some planes will drop a wing. some don`t. Some planes, even if the stall is approached cautiously, will just stop flying and pitch nose down suddenly. The Kolb under the same condition will just drop her nose a shade and start flying again. Even with the stick held back she will just bob gently downwards. Of course if you just yank the stick back to the stops at normal flying speed you will get a very different response.because the increase in `g` will have produced an `apparent` increase in weight and the stall speed will increase in response. A laminar flow wing, as in a P51 will stall more viciously than the usually benign wing design to which we are accustomed. I only flew the P 51 once and there was a good stall warning vibration but 10,000 feet was the MINIMUM height for spins so you can draw your own conclusions. Pat ________________________________________________________________________________
Subject: Re: Altitude/speed control on approach
From: "gotime242" <dylanshine(at)gmail.com>
Date: Feb 19, 2012
byoungplumbing(at)gmail.c wrote: > If you are level in cruise and ATC asks you to maintain Mach .80 or greater....are you telling me your going to pitch down to do that? > > > yes and no... > if you are at mach .6 in level flight,,, and atc ask you to go .8 and maintain altitude. you will have to increase power, and the extra speed will cause you to develop more lift, so you will have to lower the nose untill the extra lift generated by the extra speed is canceled out, then you can maintain altitude. > if you were at mach 2.6 and atc asked you to go to mach .8 you would have to reduce power, and increase angle of attack to maintain equal amounts of lift. > > like wise if you are in a kolb at 50 mph.. you will have to have aprox. 11 deg, +- in your main wings inorder to stay straight and level. at that configuration the lift provided by the aircraft wings will equal the weight of the plane. if you increase to 70 mph, you will only need aprox 8 deg +- to develop the same lift, so yes you you will have to drop the nose, lower the angle of attack in the wings, reduce back pressure on the stick, (depending on trim)... if you dont change the attitude, and change speed from 50 to 70. you will develope much more lift,, and you will be in a climb. > > boyd Please re-read above. "Power changes = attitude changes....the question is what happens first or what your primary tool for those changes are based off of what type of flying you are doing. ...some are flown by power settings....adjust attitude accordingly." Attitude is a byproduct of power settings when doing that type of flying. All im saying is that the phrase "Pitch for airspeed, power for altitude" does not fit in some scenarios. It would be more like "Power for airspeed resulting in an alternate pitch setting at a specific altitude to maintain the same total lift with the resulting airspeed." Lol We are all talking about the same thing. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366602#366602 ________________________________________________________________________________
Subject: Re: belt reduction
From: Ellery Batchelder Jr <elleryweld(at)aol.com>
Date: Feb 19, 2012
I am dam sure I wouldn't replace a Rotax with Kawasaki unless you would lik e to get more glider time Ellery Batchelder Jr. -----Original Message----- From: Ducati SS <hiwingflyer6219(at)yahoo.com> Sent: Sun, Feb 19, 2012 10:19 am Subject: Kolb-List: belt reduction I am considering removing the Rotax from my Firefly and installing a Kawasa ki. nyone have any experience with or know of anyone using the micro v belt eduction as sold by J Bird? ead this topic online here: http://forums.matronics.com/viewtopic.php?p=366594#366594 -= - The Kolb-List Email Forum - -= Use the Matronics List Features Navigator to browse -= the many List utilities such as List Un/Subscription, -= Archive Search & Download, 7-Day Browse, Chat, FAQ, -= Photoshare, and much much more: - -= --> http://www.matronics.com/Navigator?Kolb-List - -======================== -= - MATRONICS WEB FORUMS - -= Same great content also available via the Web Forums! - -= --> http://forums.matronics.com - -======================== -= - List Contribution Web Site - -= Thank you for your generous support! -= -Matt Dralle, List Admin. -= --> http://www.matronics.com/contribution -======================== ________________________________________________________________________________
Subject: Re: attatude at mach numbers
From: "gotime242" <dylanshine(at)gmail.com>
Date: Feb 19, 2012
byoungplumbing(at)gmail.c wrote: > maybe i should have said, if you reference lift, and speed and airfoil shape, at those speeds the same as you do in the speeds we see in kolb s... what i said is true,,,, but,,, i am not sure,,, there may be some other aspects in aerodynamics i dont understand in the high mach numbers. > > boyd No, you were correct. Its all a wing going through the air, and something (sometimes) creating thrust to push said wing through it with resulting aerodynamic events. That other thread got way off track...we are all talking about the same thing but it seems to of just got scrambled. While the phrase "Pitch for airspeed, power for altitude" IS correct in every airplane with a wing, that's not necessarily the approach taken in some type of flying in terms of how you control those factors. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366604#366604 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Tillotson Carburetor Icing
Date: Feb 19, 2012
The Tillotson carburetor is designed to be direct flange mounted. No boot is necessary. Jack B. Hart FF004 Morning Jack H/Gang: In that case bulb life will probably be drastically shorted, unless the system is shock mounted. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: attatude at mach numbers
Date: Feb 19, 2012
but,,, i am not sure,,, there may be some other aspects in aerodynamics i dont understand in the high mach numbers. boyd Good Morning Boyd Y/Kolbers: Looked for mach numbers on my ASI and cannot find them. Have no experience with high speed. All my aviation experience has been low and slow. The only fixed wing aircraft I could out run with an AH-G1 Cobra was an O-1, and then I had to be going downhill. ;-) john h mkIII Titus, Alabama ________________________________________________________________________________
Date: Feb 19, 2012
From: Herb Gayheart <herbgh(at)nctc.com>
Subject: Re: belt reduction
Can someone tell me when the last Kawasaki 440's and other members of that engine family were last made? My research says sometime in the 1980's? Herb At 09:58 AM 2/19/2012, you wrote: >I am dam sure I wouldn't replace a Rotax with Kawasaki unless you >would like to get more glider time > > >Ellery Batchelder Jr. > > >-----Original Message----- >From: Ducati SS <hiwingflyer6219(at)yahoo.com> >To: kolb-list >Sent: Sun, Feb 19, 2012 10:19 am >Subject: Kolb-List: belt reduction > > ><hiwingflyer6219(at)yahoo.com> > >I am considering removing the Rotax from my Firefly and installing a >Kawasaki. >Anyone have any experience with or know of anyone using the micro v belt >reduction as sold by J Bird? > > >Read this topic online here: > ><http://forums.matronics.com/viewtopic.php?p=366594#366594>http://forums.matronics.com/viewtopic.php?p=366594#366594 > > >get=_blank>http://www.matronics.com/Navigator?Kolb-List >p://forums.matronics.com >blank>http://www.matronics.com/contribution > > ________________________________________________________________________________
Subject: Re: belt reduction
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 19, 2012
I spent many years as a professional motorcycle / snowmobile mechanic. I have worked on and rebuilt prior and current generation rotax engines as well as the TA 440. The TA was a good engine with the exception of center seal failure. The fix was to split the cases and install a labrinth seal. The seal problem on newer engines is supposed to be fixed, however I will split the cases and inspect be for running. The claim is that these engines are still in production for fixed equipment such as pumps. I have some question with the fan housing and the intake manifold, but the cases definitely look new. Again I will know more after disassembly. I almost bought the MZ, and I may still at a future date but I have some concerns and have received no good answers. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366611#366611 ________________________________________________________________________________
Subject: Re: Making touchdown with high thrustline?
From: "tkben002" <tkben002(at)bellsouth.net>
Date: Feb 19, 2012
Sorry, dont know how to make the quotes in blue like the others. "If you try to maintain your glide path with the stick you will be in trouble in any plane." I disagree here. "exactly the same thing. depending on how you are trimed," My kolbra trim is basically useless, maybe you other kolb guys have something better. "but so far the high thrust line pitch is minor and easy to deal with. Coming from GA the lack of inertia is the bigger issue." I agree here. CFI's have argued for as long as I know (not that long) about which is the proper method to teach students to fly. Ie. pitch for point, power for airspeed, or pitch for airspeed, power for point. The thing is, is that neither are incorrect. They are just different ways/tools/skills of acheiving the same result. If I were teaching a new student to fly my Kolb, I would teach them pitch for point and power for airspeed. They need to learn what the elevator was designed for (pitch control). Once they learned how to acheive consistant results then you can teach all the other methods/tricks to produce the desired outcome. Take it for what it is worth, which is my opinion. Travis Bennett Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366614#366614 ________________________________________________________________________________
Date: Feb 19, 2012
From: Herb Gayheart <herbgh(at)nctc.com>
Subject: Re: belt reduction
I have a two or three year old "new" 440 crank from J Bird....so called....Should it have the new style seal? and can you tell me when the "non Pump" utility engines, snowmobile were last built? Good guess would be ok...Herb At 10:34 AM 2/19/2012, you wrote: > >I spent many years as a professional motorcycle / snowmobile >mechanic. I have worked on and rebuilt prior and current generation >rotax engines as well as the TA 440. The TA was a good engine with >the exception of center seal failure. The fix was to split the cases >and install a labrinth seal. The seal problem on newer engines is >supposed to be fixed, however I will split the cases and inspect be >for running. The claim is that these engines are still in production >for fixed equipment such as pumps. I have some question with the fan >housing and the intake manifold, but the cases definitely look new. >Again I will know more after disassembly. I almost bought the MZ, >and I may still at a future date but I have some concerns and have >received no good answers. > > >Read this topic online here: > >http://forums.matronics.com/viewtopic.php?p=366611#366611 > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Making touchdown with high thrustline?
Date: Feb 19, 2012
If I were teaching a new student to fly my Kolb, I would teach them pitch for point and power for airspeed. They need to learn what the elevator was designed for (pitch control). Once they learned how to acheive consistant results then you can teach all the other methods/tricks to produce the desired outcome. Travis Bennett Travis B/Kolbers: I agree. Don't really know how I land my Kolb, but been able to return to earth consistently over the years. Doesn't really make a lot of difference one way or the other. Kolbs are fun airplanes and designed to enjoy. They respond well to almost any pilot whether experienced or novice. Guaranteed to put a smile on your face. Kolbs like to be handled. They don't fly by themselves. They must be constantly flown. There are a few that have increased dihedral to make the Kolb roll stable and a rudder airplane. I find the Kolb is an aileron airplane, built and rigged per plans. They don't fly well without aileron control, or should I say they won't fly long without aileron input. Homer tried to squeeze all the performance out of his wing; high lift, good slow flight characteristics, gentle stall. The only reason he put any dihedral in the wing was because the wings looked like they were drooping when sitting on the ground. He added dihedral for aesthetic reasons only, and then minimal. However, when he rebuilt the 1985 Oshkosh Grand Champion Ultralight, the Firestar, he added quite a bit of dihedral to see what the results would be. I was honored to fly this airplane locally around the Kolb Farm. Was having so much fun I didn't even think of the increased dihedral. I was more impressed flying an original Firestar with a 503. It was a sky rocket. BTW: When Homer decided to put the 503 on the Firestar he also built 7 rib wings for it. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: belt reduction
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 19, 2012
Arctic cat used used mostly kawasaki engines until the change to the Spirit. Thats going back but I believe it was late seventies or very early eighties. I left the Suzuki, Arctic, Ski-Doo dealership in 84 and we had Spirit engines by then. Kawasaki snowmobiles of the eighties used the 440 but it may have been only th 440b. I have not opened up my engine yet. If the update is a labyrinth seal that will be easy to see, but if it is an improved conventional seal part numbers will be needed. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366618#366618 ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: Making touchdown with high thrustline?
Date: Feb 19, 2012
Ie. pitch for point, power for airspeed, or pitch for airspeed, power for point. The thing is, is that neither are incorrect. They are just different ways/tools/skills of acheiving the same result. i guess if you look at the statement above it makes sense,,,,,,, until you loose an engine,,, then what do you have left... if you pitch down to a point too far away, you are going to stall and not make it,,,, if you pitch to a point too close, the speed will build up. and you will over shoot the landing point unless you can find a way to increase drag and control the speed. Once you become a glider there are ways to waste altitude and maintain your speed,,, but you cant waste speed to conserve altitude. ie in a glider, if you are going to come up short,,, it is best to keep the speed, up. to make sure you have the best chance to flair, and make the contact with the ground as gentle as possible. guess before i get flamed here,,, you can give up speed to conserve altitude only till you reach the speed that gives the maximum glide distance,,,,, from that point giving up anymore speed will destroy altitude. till you stall and give it up all at once. so if you are thinking pitch for speed, power for point,,,, in an emergency,,, you dont have to rethink what is going on, or what to do. boyd y ________________________________________________________________________________
Subject: Re: Making touchdown with high thrustline?
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 19, 2012
If the engine quits and you trim pitch for best glide speed, then you will get maximum distance for your altitude. No need to bounce airspeed up and down.Then if you find a field close by you can circle down or otherwise bleed energy.If I am dead stick I would rather let trim take care of speed wile I look for a suitable landing area. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366624#366624 ________________________________________________________________________________
Date: Feb 19, 2012
From: David Kulp <undoctor(at)ptd.net>
Subject: Re: Making touchdown with high thrustline?
Kolbers, Great discussion, and lots to be learned from so many opinions from so many people with so many hours of flight in so many types of aircraft. If you recall, when I first posted the question I offered a video taken from inside a jet doing approach and touchdown on an aircraft carrier landing. It is very demonstrative of the control necessary to do a spot landing of a fighter jet like a STOL and is really interesting to "ride" in with the pilot. As I said originally, the file is wmv, which is Windows Media Player, and the list doesn't allow that file, so I can't post it. I have checked it with 3 programs and it's clean, so if there are any more of you who would like to see it, contact me off list and I'll shoot it your way. Dave Kulp Bethlehem, PA FireFly 11DMK On 2/19/2012 1:14 PM, b young wrote: > --> Kolb-List message posted by: "b young" > > Ie. pitch for point, power for airspeed, or pitch for airspeed, power for point. The thing is, is that neither are incorrect. They are just different ways/tools/skills of acheiving the same result. > > i guess if you look at the statement above it makes sense,,,,,,, until you loose an engine,,, then what do you have left... if you pitch down to a point too far away, you are going to stall and not make it,,,, if you pitch to a point too close, the speed will build up. and you will over shoot the landing point unless you can find a way to increase drag and control the speed. Once you become a glider there are ways to waste altitude and maintain your speed,,, but you cant waste speed to conserve altitude. ie in a glider, if you are going to come up short,,, it is best to keep the speed, up. to make sure you have the best chance to flair, and make the contact with the ground as gentle as possible. guess before i get flamed here,,, you can give up speed to conserve altitude only till you reach the speed that gives the maximum glide distance,,,,, from that point giving up anymore speed will destroy altitude. till you stall and give it up all at once. > > so if you are thinking pitch for speed, power for point,,,, in an emergency,,, you dont have to rethink what is going on, or what to do. > > boyd y > > ________________________________________________________________________________
Date: Feb 19, 2012
Subject: Re: Making touchdown with high thrustline?
From: Rick Neilsen <neilsenrm(at)gmail.com>
This is all good but I don't hear anything about Kolb Flaps. When the engine quits they are a valuable tool to use for landing where you want to touch down. I practice lowering the flaps while lowering the nose to maintain air speed then raising the flaps and raising the nose. Do this a few times on approach and watch how much the the touch down point will change. If your model Kolb doesn't have them oh well, you are missing a great tool. I normally land with one notch of flaps and some power. When I was landing at my short one way strip I could always cut power and add flaps if I misjudged my approach. If I was landing with no power and full flaps I would have fewer options. Another point is that landing with power and one notch of flaps feels just like landing with no power and no flaps. I cut power and added flaps a few times when I got surprised by a strong wind pushing me down wind into my one way strip. The FAA doesn't like this but it works well in a Kolb. If you loose power use the flaps to fine tune your approach then raise them for landing. You will have a much easier round out (flare) at a time when you may need easy. Another point is that you can get the tail down first if need be to stay up right in unprepared surfaces. With flaps down it is much more difficult to get the tail down first. I used this technique to land and stay upright in a bean field a few years ago. The beans grabbed the tail wheel kind of like the hook grabbing a wire on a aircraft carrier. As always worth what you paid for it. Rick Neilsen Redrive VW Powered MKIIIC On Sun, Feb 19, 2012 at 10:27 AM, b young wrote: > ** > > ** ** > > So if I am in my Kolbra flying in on approach with, or without power and I > see that I am going to be short of my touchdown point=85.what would I do? ** > ** > > Thanks,** ** > > Nick Cassara > > **>>>>>>>>>>>>>>>>>>>>** > > **exactly the same thing. depending on how you are trimed, you may > need to add a bit of back pressure to over come the high thrust line, > depending on how much power you add.** > > **** > > **boyd ** > > * > =========== =========== =========== =========== > * > > ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: Feb 19, 2012
Subject: Re: belt reduction
I bought a 440 w/ belt reduction from J bird. I broke in the rebuilt engine but it had a rattle at around 3200 rpm . Jim swapped it out for a " new" 440". for 500.00 more. I had a rattle at lower RPMS, but I still had reservations even though Jim said it was normal. The belt drive seemed to work smoothly but I still had some reservations. I never installed it and it is sitting in my garage . Im still not convinced it was a NEW engine Ca nt say for certain . In a message dated 2/19/2012 9:19:54 A.M. Central Standard Time, hiwingflyer6219(at)yahoo.com writes: I am considering removing the Rotax from my Firefly and installing a Kawasaki. Anyone have any experience with or know of anyone using the micro v belt reduction as sold by J Bird? I have since installed a new Rotax 447 and need to finish breaking it in. Ed Diebel ( FF 62) ________________________________________________________________________________
Subject: Re: Making touchdown with high thrustline?
From: "tkben002" <tkben002(at)bellsouth.net>
Date: Feb 19, 2012
"so if you are thinking pitch for speed, power for point,,,, in an emergency,,, you dont have to rethink what is going on, or what to do. " ....................either of the 2 methodologies only work perfectly when you have not lost one of your control inputs. ie...if you lose an engine you cannot power for point as you have no power, same as if you lose your elevator control you cannot pitch for point. You should always practice worst case scenarios so you will be prepared for them when they come. In the bigger scheme of things Kolb related....you are rarely only going to make changes to either pitch or power alone. Travis Bennett Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366644#366644 ________________________________________________________________________________
Date: Feb 19, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: belt reduction
At 10:13 AM 2/19/2012, Ducati SS wrote: > >I am considering removing the Rotax from my Firefly and installing a >Kawasaki. Anyone have any experience with or know of anyone using the >micro v belt reduction as sold by J Bird? Why the change? -Dana -- The American people get the government they deserve, and they get it good and hard. ________________________________________________________________________________
Subject: Re: belt reduction
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 19, 2012
Trying to lighten it enough to install electric start. All up weight of the TA is 6.5 lbs. lighter than the Rotax. Also exchanging some airframe parts for titanium and carbon fiber, lighter instruments and lighter prop. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366656#366656 ________________________________________________________________________________
Date: Feb 19, 2012
Subject: Re: frunt mounted radiator
From: Richard Girard <aslsa.rng(at)gmail.com>
Charlie, It's about 95.5 sq.in. (11 X 8.7) and the core is an inch thick. It's about 14 inches wide including the tanks. Rick On Fri, Feb 17, 2012 at 3:21 PM, Charlie England wrote: > Hi Rick, > > Next time you're at the plane, would you mind getting some measurements? > I'd like to know the face area & thickness of the core itself, and also the > overall dimensions including the tanks (not including fittings, hoses, etc). > > Thanks, > > Charlie > > > On 02/17/2012 01:06 PM, Richard Girard wrote: > > Richard, I have put the Honda Magna radiator on two Kolb Mk III's now. I > have a 1/2 mile taxi when the wind is from the south and have never had an > overheat situation with either airplane even in last summer's 115+ > temperatures. If it was a problem, I think I'd have seen it by now. The > Mark III has enough issue with in flow to the prop without putting a > radiator right in front. The Magna radiator also has provision for a > cooling fan if it was required, but so far there has been no need. > I have had overheat issues with the stock Rotax radiators mounted in front > of the engine and at the gearbox. That was what started me on the trail to > a single radiator. That, and the expense. > > Rick Girard > > On Fri, Feb 17, 2012 at 11:03 AM, Richard Pike wrote: > >> >> Why do you want one at that end? I tried that the first year I had my >> MKIII, and noticed two things: if you were unable to take off as soon as >> you wanted, the engine would overheat, and it also seemed to hurt the rate >> of climb. I like having the radiator just ahead of the prop so that the >> temps stay normal while taxiing. >> >> I do currently have a small radiator just in front of the air >> filter/silencer box to augment the main radiator that is behind and under >> the wing/in front of the prop, as the original was not quite enough in July >> & August. I can post pictures if you are interested. >> >> -------- >> Richard Pike >> Kolb MKIII N420P (420ldPoops) >> richard (at) bcchapel(dot)org >> Kingsport, TN 3TN0 >> Now faith is the substance of things hoped for, the evidence of things >> not seen. >> Hebrews 11:1 >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=366484#366484 >> >> >> >> >> >> >> >> ========== >> arget="_blank">http://www.matronics.com/Navigator?Kolb-List >> ========== >> http://forums.matronics.com >> ========== >> le, List Admin. >> ="_blank">http://www.matronics.com/contribution >> ========== >> >> >> >> > > > -- > Zulu Delta > Mk IIIC > Thanks, Homer GBYM > > It isn't necessary to have relatives in Kansas City in order to be > unhappy. > - Groucho Marx > > > * > > * > > > * > > * > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Making touchdown with high thrustline?
Date: Feb 20, 2012
No need to bounce airspeed up and down.Then if you find a field close by you can circle down or otherwise bleed energy.If I am dead stick I would rather let trim take care of speed wile I look for a suitable landing area.>> Hi, In my experience it is the surrounding air which is `bouncing the airspeed up and down` not the pilot. He is usually busy correcting for the wind induced speed variation. `Trim for speed?` I suppose in the still of an evening that might be possible. Probably not in normal flight conditions. Trim, in aircraft with as little inertia as ours would not maintain your speed reliably enough for you to `look around for a landing field` I always trim nose heavy so that when I am `looking around` even on a normal approach the tendency is for speed to increase NOT wander towards a stall. Regarding `looking around for a place to land`. I remember flying in a Jackaroo (a Tiger Moth with a lid on) with a very experienced pilot. In fact he later became World Gliding Champion. We were in the cruise and I said "If the engine quit now where would we land` Without a moments hesitation he said `There` pointing at the ground 1500 feet directly below us. I have only lost power twice. Once at about 300 ft agl on the approach. Nowhere to go except the field full of cows directly in front of me. Once at around 1000ft agl. Time moves quickly. There are a few seconds lost while the fact that your power has gone registers. A bit more while you sort out your airspeed and get the nose down Where is the wind? Is there time to turn into wind anyway?. Probably not. Is there a field at all. In the UK there usually is but it will usually be small with surrounding walls or hedges. Will you make the field you want? The thing I miss in the Kolb is being unable to side slip. Well, you can but it doesn`t achieve much. Previously I was able to maintain a clean wing and side slip height off. Kick straight and be back in a reasonable glide angle. Much simpler that putting flaps up and down. By the time you have sorted that lot out you are at 50ft or less going like a bat out of hell because you don`t want to stall You will probably not make a tidy landing. I arrived on the ground with brakes full on (the advantage of tricycle undercart) in a cloud of dust with the far wall approaching fast. You will spend a lot of time afterwards wondering what you did wrong. Probably nearly everything. What you did right. Well!. You walked away (With luck)What you can improve.Practice dead stick and EXPECT to lose an engine. In a glider until you get very experienced you will always know where the wind is coming from and you will have a field picked out where you will land if you can`t work the last thermal. And you will probably have a 10 mile radius to search over from 1500ft. In a Kolb from a 1000ft your time and field choices are strictly limited. Part of the trouble is that engines are now so much improved that we no longer fly expecting the engine to quit Perhaps we should. New pilots beginning to fly now will probably never experience an engine out whereas the older guys expected the engine to fail .That awareness bought that extra few seconds which you desperately need in those circumstances. Cheers Pat ________________________________________________________________________________
Subject: Re: Making touchdown with high thrustline?
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 20, 2012
Best glide speed is usually a fair bit higher than stall. Every mph above best glide speed will shorten the glide distance and reduce landing options. obviously rough air and wind will require corrections but a well designed airplane will always return to its trimmed speed. Yes our lightweight airplanes are like a leaf in the breeze and sometimes require a different technique. My comments were of a general nature. We lost a local UL pilot not long ago, last sighting had him unusually low. We may never know what happened but I often wounder how many of these crashes are caused when the pilot finds he is low and slow and tries to arrest the descent with pitch instead of power. Way back in 1980 when I was taking flying lessons I paid little attention to engine out proceedures, I thought this is an airplane engine it won't ever quit. Well in the years since I have been shocked at how many pilots have had engine failures. I had an 0200 lose power on climb out ( fortunately it recovered on it,s own ) and then days later quit just after touch down. I expect every engine in every piece of equipment I operate to quit at some point. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366690#366690 ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Kolb quit revealed
Date: Feb 20, 2012
Stall tests with 2 pass indicated 30. 2 mph higher than with 1 pass. Vic, I don`t understand. You seem to be saying that with one up you stall at 28. With 2 up you stall at 30 (2mph higher) The trend seems to be right. If you are heavier you will stall at a higher speed. You then go on to say that you DONT stall with 2 up at 40. I don`t understand what that has to do with anything. It would seem that you are comparing stalling speeds when you are landing. I would not have thought that was the ideal way to make a comparison. There are too many variable introduced by doing tests in ground effect and the variations which must be introduced in flying the machine to a safe touchdown. I would suggest comparison should take place at a safe altitude in quiet evening air and the stall should be approached with the application of back stick using the same time/movement frame. Standard measurement exist for this.The mean of a series of tests should give a more accurate picture. I would have expected the addition of a passenger (198 lbs is the accepted standard weight of a crewman here in the UK I believe) to have produced a bigger difference in stall speed. Rule of thumb, I would have flown faster Surely someone on the list can produce the math. Not my forte. It would take me a month Pat ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Making touchdown with high thrustline?
Date: Feb 20, 2012
how many of these crashes are caused when the pilot finds he is low and slow and tries to arrest the descent with pitch instead of power. It takes a lot of willpower NOT to pull the nose up when you see the ground looming up. Its the natural thing to do. Pat ________________________________________________________________________________
Date: Feb 20, 2012
From: Charlie England <ceengland(at)bellsouth.net>
Subject: Re: frunt mounted radiator
Many thanks! On 02/19/2012 11:45 PM, Richard Girard wrote: > Charlie, It's about 95.5 sq.in <http://sq.in>. (11 X 8.7) and the core > is an inch thick. It's about 14 inches wide including the tanks. > > Rick > > On Fri, Feb 17, 2012 at 3:21 PM, Charlie England > > wrote: > > Hi Rick, > > Next time you're at the plane, would you mind getting some > measurements? I'd like to know the face area & thickness of the > core itself, and also the overall dimensions including the tanks > (not including fittings, hoses, etc). > > Thanks, > > Charlie > > > On 02/17/2012 01:06 PM, Richard Girard wrote: >> Richard, I have put the Honda Magna radiator on two Kolb Mk >> III's now. I have a 1/2 mile taxi when the wind is from the south >> and have never had an overheat situation with either airplane >> even in last summer's 115+ temperatures. If it was a problem, I >> think I'd have seen it by now. The Mark III has enough issue with >> in flow to the prop without putting a radiator right in front. >> The Magna radiator also has provision for a cooling fan if it was >> required, but so far there has been no need. >> I have had overheat issues with the stock Rotax radiators mounted >> in front of the engine and at the gearbox. That was what started >> me on the trail to a single radiator. That, and the expense. >> >> Rick Girard >> >> On Fri, Feb 17, 2012 at 11:03 AM, Richard Pike >> > wrote: >> >> > >> >> Why do you want one at that end? I tried that the first year >> I had my MKIII, and noticed two things: if you were unable to >> take off as soon as you wanted, the engine would overheat, >> and it also seemed to hurt the rate of climb. I like having >> the radiator just ahead of the prop so that the temps stay >> normal while taxiing. >> >> I do currently have a small radiator just in front of the air >> filter/silencer box to augment the main radiator that is >> behind and under the wing/in front of the prop, as the >> original was not quite enough in July & August. I can post >> pictures if you are interested. >> >> -------- >> Richard Pike >> Kolb MKIII N420P (420ldPoops) >> richard (at) bcchapel(dot)org >> Kingsport, TN 3TN0 >> Now faith is the substance of things hoped for, the evidence >> of things not seen. >> Hebrews 11:1 >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=366484#366484 >> >> >> >> >> >> >> >> ========== >> arget="_blank">http://www.matronics.com/Navigator?Kolb-List >> ========== >> http://forums.matronics.com >> ========== >> le, List Admin. >> ="_blank">http://www.matronics.com/contribution >> ========== >> >> >> >> >> >> >> -- >> Zulu Delta >> Mk IIIC >> Thanks, Homer GBYM >> >> It isn't necessary to have relatives in Kansas City in order to >> be unhappy. >> - Groucho Marx >> >> >> * >> >> >> * > > * > > get="_blank">http://www.matronics.com/Navigator?Kolb-List > tp://forums.matronics.com > _blank">http://www.matronics.com/contribution > > * > > > -- > Zulu Delta > Mk IIIC > Thanks, Homer GBYM > > It isn't necessary to have relatives in Kansas City in order to be > unhappy. > - ________________________________________________________________________________
From: "vic" <vicsv(at)myfairpoint.net>
Subject: Re: Kolb quit revealed
Date: Feb 20, 2012
Pat I did do stall tests at altitude. 28mph pilot only. Landing straight and level,not diving, just letting that last 3 or 4 ft. diminish it stalls at 35mph single, 40....2 up. Unless I drop the tail.... then 28mph stall. The only thing that makes sense is ground effect. ----- Original Message ----- From: Pat Ladd To: kolb-list(at)matronics.com Sent: Monday, February 20, 2012 7:58 AM Subject: Re: Kolb-List: Kolb quit revealed Stall tests with 2 pass indicated 30. 2 mph higher than with 1 pass. Vic, I don`t understand. You seem to be saying that with one up you stall at 28. With 2 up you stall at 30 (2mph higher) The trend seems to be right. If you are heavier you will stall at a higher speed. You then go on to say that you DONT stall with 2 up at 40. I don`t understand what that has to do with anything. It would seem that you are comparing stalling speeds when you are landing. I would not have thought that was the ideal way to make a comparison. There are too many variable introduced by doing tests in ground effect and the variations which must be introduced in flying the machine to a safe touchdown. I would suggest comparison should take place at a safe altitude in quiet evening air and the stall should be approached with the application of back stick using the same time/movement frame. Standard measurement exist for this.The mean of a series of tests should give a more accurate picture. I would have expected the addition of a passenger (198 lbs is the accepted standard weight of a crewman here in the UK I believe) to have produced a bigger difference in stall speed. Rule of thumb, I would have flown faster Surely someone on the list can produce the math. Not my forte. It would take me a month Pat ________________________________________________________________________________
Subject: Re: belt reduction
From: "Thumper" <dlong1957(at)yahoo.com>
Date: Feb 20, 2012
Use the 2.6 or more ratio if you can and you will like that Micro-V drive. And 35hp will fly a Firefly quiet well as Jack Harts post prove and did pretty well on the Ultrastar. Wish I had taken a picture of the mounting plate. It was a 30 Minute change out to switch engines which allowed me to do lots of comparative testing. I did a lot of work on an Ultrastar to find a good replacement for the Cuyuna UL-II-02 and I was happy with the 440A BUT it is only 35HP equivalent to the 377 that used to be on a lot of early Firestars. IT is not 40+HP as J-bird or anyone else trying to sell one will state. You can go to the Ultrastar Yahoo group and read the archives about my experiences. The Micro-V worked well, I had the provision crankcase and it mounted right to the engine. I will try to get some pictures attached for you. You do NOT want the 38mm blue cap carb, just use the 32mm VM and it will jet up and run well. I used the Ultra Prop on the Ultrastar for its durability but don't recommend it for the firefly, IVO or wood would be better. And you need to use the Chaparell exhaustt pipe, my weight all up was 80#. I did not have electric start though. Mine ran well and I put 140 hours on it before selling it at Sun-N-Fun 2010. Youtube at thumperfour and you can watch some video at sun and fun. Here is what I posted back then but you can do a search of the Ultrastar Yahoo group and search 440A and read more. I'll try to keep it short. I wanted to get better climb since I am heavy at 225# and I have a BRS installed. History first. The Cuyuna was running well at all of the proper temps and the plane flew well, 300-400fpm climb at around 70 degrees and 400ASL. As the summer was approaching I had heard that the Cuyuna had cooling issues and it was running at 400 CHT already. So I purchased the brand new Kawasaki 440A with a provision crankcase so I could buy the compact Micro-V and have it be a simple bolt in place for the Cuyuna. Goal accomplished. I can swap engines in less than an hour. Starting with the Kaw I bought the 3 blade Ultra prop 54" and an ACS side mounted exhaust so it mounted to the engine like the Cuyuna did. I also ordered it with two prop pulleys, 2.4 and 2.0. That way I could compare the Culver prop to the larger props. With the ACS exhaust it would not spin up the Culver 50x30 prop to about 5800rpm with the 2.0 ratio. Way less than the Cuyuna. I had the same issue with it not spinning up to proper RPM with the suggested pitch blocks on the Ultraprop and the 2.4 ratio. I bought a 54" 2 blade Powerfin and had the same issue. I am only guessing here that it gave me about 30hp with that exhaust. After going to flatter pitch blocks it would fly with the Ultraprop but the climb was very marginal. I then purchased the Chaparell exhaust recommended by the trike guys who fly a lot of the Kaws. Big difference. I had to change pitch settings as now the engine would scream past 7000. After getting the pitch blocks set properly and swapping exhaust back and forth it would show a 600rpm improvement with the Chaparell exhaust. That exhaust is 7# heavier but worth it. Now the Kawasaki weighed exactly the same as the Cuyuna at 80# complete but without any prop. I am guessing 35hp now. But I have yet to reinstall the Culver prop with the 2.0 as an equal test. I was flying and having fun. I plan to do it this month if the weather will settle down. I want to know just what the power of the Kawasaki is. Now the ! advantag es of the Kaw are; lightweight, smoother at idle (same at flying speed) no steel cylinder liners it has all aluminum cylinders with Nikasil coating so it is more forgiving to seisures. The Kaw parts are available at any smowmobile shop. Forget the blue cap carb in the 38mm size it is hard to tune and gains nothing at our RPM. I installed a 32mm and it tunes fine. Now the bad about the Kaw, at the proper 1200 EGT and plug color it runs 430-440CHT on climb, higher than the Cuyuna. I installed the EGT prob where the manual from J-bird recommended 2" from piston skirt. This engine is sensitive to carb jetting in that IF you run it richer to reduce the EGT there is a noticable difference in power. The engine is peaky with this exhaust, there is a certain RPM where then engine will fall off the pipe and a very small increase in throttle and it will hit the pipe. It is managable but keeps me from flying in that rpm range. Best climb is at 1200 EGT and cruise near that and you will get 2.5 to 3 GPH at 50 airspeed. Without the steel liner for the piston I feel safe those 430+ head temps are OK. Try running it richer and you lose performance. I had good luck with J-Bird Jim other than him being long winded and going off on tangents and being stuck in the 80's for oil mix and technology lag. I have run both engines on Castrol TTS synthetic and plan to continue with it. I would have no issues now running the Cuyuna but I would buy the new Micro-V reduction in 2.4 ratio so I can run the larger prop. 2" spacer would be required to lower the engine but would add thrust and keep my climb rate near 500fpm even in the summer. Hope this helps but feel free to call me for more details and opinions. Long winded but hopefully valuable to someone. The Kawasaki is a good alternative to the Cuyuna UL-II-02 but not required. Homer had it right if I just wasn't gravitationaly challenged so much. Dennis More information from testing is now available. I am just passing on some more information I learned today. I re-installed the Culver 50x30 prop with the 2.0 pulley. I was curious what the actual HP of the Kaw 440 is since I have the pipe and carb tuned to 1200EGT on climb like I did the Cuyuna. With the 440A, 32mm Mikuni, Chaparell Exhaust and the Micro-V 2.0 redrive the engine would spin up to exactly the same RPM as the Cuyuna under the same weather conditions. This tells me that any claim to it being 38 or 40 hp is just wishfull thinking. I only have one other test to complete and that is trying the larger 38mm Blue Cap carb. I will try and get around to it this next month. I really don't think it will help as the 32mm passes as much air as this engine can use but? I tried the 38mm carb with the ACS exhaust and that carb was very difficult to tune. Lean spots and bogging. Maybe with this Chaparell exhaust it will be different? Also the "Thrum Thrum" was back just like the Cuyuna had with this two blade prop and the 2.0 reduction. It is annoying more than anything else. BUT the flat spot in the 4600-5300 rpm band was gone. This prop must keep the engine loaded differently than the Ultra Prop. I did not express that in the earlier post but the 2.4 reduction the 54" 3 blade UltraProp had a flat spot, more a feeling of the engine hitting the pipe like on the old motocross bikes. There was a flat spot between 4600 and 5300 that the engine just would not stay in no matter what I did with the jetting. Must be the ultraprop not having twist and it just not loading the engine right at that rpm. It is sensitive to prop loading near this point by climbing or decending. The larger Ultraprop spinning slower DEFINATELY helps the climb rate over the 50" Culver prop but the Culver Cruises at a lower rpm but fuel burn was approximately the same. So your best improvement with a 35hp engine is to somehow increase the prop size to gain thrust. I would love to try a 2 blade Culver set up for the 2.4 reduction, maybe 54x28? Just passing along more information as I learn. Thanks -------- Dennis Long Oakland TN 2001 Kolb Mark IIIC 160+ hours since March 2011 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366714#366714 Attachments: http://forums.matronics.com//files/100_2537_200.jpg http://forums.matronics.com//files/100_2534_152.jpg http://forums.matronics.com//files/kaw_440_redrive_22_1_micro_v_132.jpg ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: stall??????
Date: Feb 20, 2012
>I did do stall tests at altitude. 28mph pilot only. Landing straight and level,not diving, just letting that last 3 or 4 ft. >diminish it stalls at 35mph single, 40....2 up. Unless I drop the tail.... then 28mph stall. >The only thing that makes sense is ground effect. >>>>>>>>>>>>>>>>>>>>>>>>>> vic sorry this got longer than I had planned.. but read to the end. maybe it will make sense. and remember the angles and speeds mentioned are only examples, and not accurate numbers. I have to jump on this one,,,, what do you mean by "the above" are you saying when 3 or 4 ft above the runway, and while slowing down when you hit 35mph single, 40....2 up. is when it starts to drop in? and if you drop the tail it wont drop till 28? if I have a clear picture in my minds eye.. then it is not stalling at 35 to 40... when you get to those speeds the amount of lift is decreasing. the faster the wing goes the more lift it can produce at any given angle of attack. examples. at 8 deg angle of attack at 50 a wing may create 1000 pounds of lift, at 60 same wing, same angle of attack it may produce 1100 pounds of lift and at 70 1200 pounds of lift. at 40 maybe 900 pounds of lift. at 30 maybe 800 pounds of lift. so lets say we have a 1000 pound airplane,,, flying at 8 deg angle of attack... at 50 mph it will fly straight and level at any faster speed it will be in a climb . and slower it will be descending because it is no longer producing enough lift to carry the weight. so how do you fly this airplane at 70 mph... you have to fly at 6 deg angle of attack. if at 6 deg angle of attack and 70 mph, the wing produces 1000 pounds of lift it will fly straight and level. lets go the other way. if we fly at 40, in order to get 1000 pounds of lift you may need 11 deg of angle of attack. produces straight and level. no stall. but the tail has to be down more. than at 50 mph. at 30 mph you need 13 deg angle of attack to produce 1000 pounds of lift. straight and level.. no stall at 28 the wing hits the critical angle of attack, (and for example purposes I will say this is 13.5 deg. ) the air over the wing separates and the wing stalls. when this happens the lift drops from 1000 to just above 0. basically you get the parachute value of the wing surface. this is the definition of a stall... so during a landing, you are flying at 50 mph at 8 deg angle of attack, and you start to slow. you will have to keep adding more angle of attack to keep the same lift and you can do this till you reach 28 and 13.5 deg angle of attack.. and at that exact moment, when the angle of attack reaches 13.5, the wing starts to fall through the air and the angle of attack will jump because the plane is no longer going level it is dropping at a 30 deg angle toward the ground,,, added to the 13.5 deg in the wing, the angle of attack is 43.5 deg. and these numbers are progressing as the stall deepens. as you slow further you may be dropping at a 45 deg angle, added to the 13.5 is a 58.5 deg angle of attack. or even more. to get out of a stall, you have to push the nose down, if you are dropping at 45 deg, you have to push over to nearing 45 deg angle, this will do 2 things, (1) the air will reattach to the wing, and (2) you will regain speed. if you pull out gently you have recovered from a stall. if you pull out too hard, you may go into an accelerated stall at an increased g level. so what does all this have to do with stalling at 28 vs 35.. if you are slowing down past 40 to 35 and you do not increase the angle of attack sufficient to maintain the lift to a degree to carry the weight of the plane. the amount of lift goes down, and the plane drops to the ground... it has not stalled. it is controlled descending flight till the wheels bounce on the ground. back to the example if we are at 40 mph and 11 deg angle of attack, 5 feet off the ground,,, and we slow to 35 without increasing angle of attack.. you will start to drop... and if the angle of drop is 5 deg. remember we were at 11 deg angle of attack add to that 5 more degrees due to the drop angle. the wing is now at 16 deg angle of attack... the wing will only go to 13.5. so yes you have stalled the wing at 35. and this would fall under the category of an accelerated stall. and something is going to get bent... if you do it 2 inches off the ground, no problems. and if you are straight and level at 2 inches from the ground and keep pulling on the stick, you can slow to 28 before the angle of attack goes beyond 13.5 and you stall. boyd young ________________________________________________________________________________
From: "vic" <vicsv(at)myfairpoint.net>
Subject: Re: stall??????
Date: Feb 20, 2012
Yes 3 or 4ft above runway. Makes sense now. A rapid descent not a stall. ----- Original Message ----- From: b young To: vic ; kolb-list(at)matronics.com Sent: Monday, February 20, 2012 12:07 PM Subject: Kolb-List: stall?????? >I did do stall tests at altitude. 28mph pilot only. Landing straight and level,not diving, just letting that last 3 or 4 ft. >diminish it stalls at 35mph single, 40....2 up. Unless I drop the tail.... then 28mph stall. >The only thing that makes sense is ground effect. >>>>>>>>>>>>>>>>>>>>>>>>>> vic sorry this got longer than I had planned.. but read to the end. maybe it will make sense. and remember the angles and speeds mentioned are only examples, and not accurate numbers. I have to jump on this one,,,, what do you mean by "the above" are you saying when 3 or 4 ft above the runway, and while slowing down when you hit 35mph single, 40....2 up. is when it starts to drop in? and if you drop the tail it wont drop till 28? if I have a clear picture in my minds eye.. then it is not stalling at 35 to 40... when you get to those speeds the amount of lift is decreasing. the faster the wing goes the more lift it can produce at any given angle of attack. examples. at 8 deg angle of attack at 50 a wing may create 1000 pounds of lift, at 60 same wing, same angle of attack it may produce 1100 pounds of lift and at 70 1200 pounds of lift. at 40 maybe 900 pounds of lift. at 30 maybe 800 pounds of lift. so lets say we have a 1000 pound airplane,,, flying at 8 deg angle of attack... at 50 mph it will fly straight and level at any faster speed it will be in a climb . and slower it will be descending because it is no longer producing enough lift to carry the weight. so how do you fly this airplane at 70 mph... you have to fly at 6 deg angle of attack. if at 6 deg angle of attack and 70 mph, the wing produces 1000 pounds of lift it will fly straight and level. lets go the other way. if we fly at 40, in order to get 1000 pounds of lift you may need 11 deg of angle of attack. produces straight and level. no stall. but the tail has to be down more. than at 50 mph. at 30 mph you need 13 deg angle of attack to produce 1000 pounds of lift. straight and level.. no stall at 28 the wing hits the critical angle of attack, (and for example purposes I will say this is 13.5 deg. ) the air over the wing separates and the wing stalls. when this happens the lift drops from 1000 to just above 0. basically you get the parachute value of the wing surface. this is the definition of a stall... so during a landing, you are flying at 50 mph at 8 deg angle of attack, and you start to slow. you will have to keep adding more angle of attack to keep the same lift and you can do this till you reach 28 and 13.5 deg angle of attack.. and at that exact moment, when the angle of attack reaches 13.5, the wing starts to fall through the air and the angle of attack will jump because the plane is no longer going level it is dropping at a 30 deg angle toward the ground,,, added to the 13.5 deg in the wing, the angle of attack is 43.5 deg. and these numbers are progressing as the stall deepens. as you slow further you may be dropping at a 45 deg angle, added to the 13.5 is a 58.5 deg angle of attack. or even more. to get out of a stall, you have to push the nose down, if you are dropping at 45 deg, you have to push over to nearing 45 deg angle, this will do 2 things, (1) the air will reattach to the wing, and (2) you will regain speed. if you pull out gently you have recovered from a stall. if you pull out too hard, you may go into an accelerated stall at an increased g level. so what does all this have to do with stalling at 28 vs 35.. if you are slowing down past 40 to 35 and you do not increase the angle of attack sufficient to maintain the lift to a degree to carry the weight of the plane. the amount of lift goes down, and the plane drops to the ground... it has not stalled. it is controlled descending flight till the wheels bounce on the ground. back to the example if we are at 40 mph and 11 deg angle of attack, 5 feet off the ground,,, and we slow to 35 without increasing angle of attack.. you will start to drop... and if the angle of drop is 5 deg. remember we were at 11 deg angle of attack add to that 5 more degrees due to the drop angle. the wing is now at 16 deg angle of attack... the wing will only go to 13.5. so yes you have stalled the wing at 35. and this would fall under the category of an accelerated stall. and something is going to get bent... if you do it 2 inches off the ground, no problems. and if you are straight and level at 2 inches from the ground and keep pulling on the stick, you can slow to 28 before the angle of attack goes beyond 13.5 and you stall. boyd young ________________________________________________________________________________
Subject: Re: belt reduction
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 20, 2012
Dennis - thanks for the info - thats more than I have been able to find in a month of poking around the internet. I have a number of options to explore. Along with the Firefly I have a CGS Hawk. The Hawk was licensed with a 440A so I may just mount the new Kawasaki on that and hope something better comes along in the future. The whole point of the swap is to save weight so if the TA is not at least 6 to 8lbs. lighter, its not worth the effort. I weigh less than 170 so the plane performs well, however my strip has only 1 good approach and if I have to go around I need alot of climb. Perhaps my fears about the MZ will prove to be a non issue and I will buy one of those for the Firefly. Another thought is that my 447 only has 13hrs. so I am in no real hurry, I may build a test stand and experiment with the TA. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366726#366726 ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Kolb quit revealed
Date: Feb 20, 2012
Unless I drop the tail.... then 28mph stall.>> I do not understand how you CANNOT be dropping the tail. If you are trying to stall you must either cut the power and try to keep her flying by raising the nose, which drops the tail or You are keeping the same power setting and losing speed by climbing, which drop the tail. If you are not doing one of those two things how are you getting back to stalling speed? Or am I just thick (which is more than possible) Pat ________________________________________________________________________________
Date: Feb 20, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: rotax377
KOLBERS, I am in search of an engine to replace the 447 the Firefly was des igned for that doesnt cost $5000 I was looking at 377s for sale did google search and ended up at Ski Do sites on Ebay and Craigslist -ETC They are selling ski do's with 377s some with electric start for $250 to $450 ! are these the same cases that the aircraft 377s come in? will a reduction gear bolt on to them?If they are and need to be rebuilt they will still be a lot cheaper than the $5000 engines I have been looking at like the MZ-201 !Any input will be appreciated. Chris=0A=0A=0AChris Davis=0AKXP 503 492 hrs=0AG lider Pilot=0ADisabled from crash building Firefly ________________________________________________________________________________
Date: Feb 20, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: NI-CAD
Kolbers , I forgot to ask in- my last post asking about the 377s , Do the NI-CAD batteries the light ones, have enough power to start a ROTAX 377- 4 47 ? Has anyone tried one? Thanks Chris=0A=0A=0AChris Davis=0AKXP 503 492 h rs=0AGlider Pilot=0ADisabled from crash building Firefly ________________________________________________________________________________
Date: Feb 20, 2012
From: Herb Gayheart <herbgh(at)nctc.com>
Subject: Re: NI-CAD
Chris A fairly small motor cycle battery works.. ES14L-A2 from Wally ... My buddy who died last May used it to start his 447... By the way...I may sell his 447... New From SMLA in 2010... Has 13 hours...I have the Bill of Sale from them.. After market GPL electric start...Heads torqued after 1 hour... One of the last "new" 447's... from what I hear... $4499 .00 when he bought it in June of 2010... B Box 2.58 to 1... Herb At 05:01 PM 2/20/2012, you wrote: >Kolbers , I forgot to ask in my last post asking about the 377s , >Do the NI-CAD batteries the light ones, have enough power to start a >ROTAX 377- 447 ? Has anyone tried one? Thanks Chris > >Chris Davis >KXP 503 492 hrs >Glider Pilot >Disabled from crash building Firefly > ________________________________________________________________________________
Date: Feb 20, 2012
From: Charlie England <ceengland(at)bellsouth.net>
Subject: Re: NI-CAD
On 02/20/2012 05:01 PM, chris davis wrote: > Kolbers , I forgot to ask in my last post asking about the 377s , Do > the NI-CAD batteries the light ones,have enough power to start a ROTAX > 377- 447 ? Has anyone tried one? Thanks Chris > Chris Davis > KXP 503 492 hrs > Glider Pilot > Disabled from crash building Firefly Hi Chris, I think you're looking for 'SLA' (sealed lead acid) or 'VR-RG' (valve regulated recombinant gas) batteries (same thing, different names). There were a few NI-CAD batteries certified for 'big iron' a/c, but there's a history of fires with them, too. SLA batteries have pretty much taken over the market for larger high current batteries used in everything from computer backup power supplies to powered wheel chairs to starting batteries for motorcycles & watercraft. SLA batteries use the same charging technology as old flooded cell batteries, don't leak, can be installed in any position, & aren't prone to thermal self destruction like the big ni-cads were. An SLA battery that weighs about 12-14 lbs (about 1/2 the size of a lawn tractor battery) will easily start a 360 cu in a/c engine. When you start looking, look for ones intended as starting batteries. The ones made for computer backup and wheel chairs don't have quite as much short term 'grunt' for starting, & won't last quite as long if used to start a motor. (Though anything over about 10 ampere-hours would probably work on a small motor like a 337.) Charlie ________________________________________________________________________________
Subject: M3c first flight, no kolb quit
From: "awcbs" <awcbsone(at)windstream.net>
Date: Feb 20, 2012
Got my First flight this evening in a kolb. nicest eve here in western Pa for months, so I figured it was a good time for me and the old girl. had been doing some crow hops at the end of of the year, and a few this year. She was running good, so couple hops this evening and we decided to go for it. Had a little private discussion between us and asked her not to kolb quit. Well she didn't and I didn't and were both very happy. Sorry couldn't help it, all this kolb quit talk had me a little worried. this was my first flight in the kolb m3, or any kolb for that matter. bought her as a project, fixed her up at the end of the year, put on a 503. I know it isn't the most powerfull eng choice, but it's what I had. She flew good, and didn't have any bad habits. I was a little worried thou with all the talk on here, flew the aproach at 60 no flaps, . I think she's an easy flyer, lands very easy also. I'm a low time ul guy, compared to some. only had time for a couple trips around the pattern. couple take offs and landings. can't wait for the next nice day here to put some time in her. looking for a decent deal on a 582 for her if anyone knows of one. thanks AJ -------- AJ Waldor MK3C 503 Phantom 503 Rans S-9 Chaos 503 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366772#366772 Attachments: http://forums.matronics.com//files/aj_234_937.jpg ________________________________________________________________________________
Date: Feb 20, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: rotax377
At 05:53 PM 2/20/2012, chris davis wrote: >KOLBERS, I am in search of an engine to replace the 447 the Firefly was >designed for that doesnt cost $5000 I was looking at 377s for sale did >google search and ended up at Ski Do sites on Ebay and Craigslist ETC >They are selling ski do's with 377s some with electric start for $250 to >$450 ! are these the same cases that the aircraft 377s come in? will a >reduction gear bolt on to them?If they are and need to be rebuilt they >will still be a lot cheaper than the $5000 engines I have been looking at >like the MZ-201 !Any input will be appreciated. How about a Cuyuna? 35HP, They go for a lot less than a Rotax, parts are cheap, and IMHO their bad reputation is largely undeserved. -Dana -- Giving money and power to government is like giving whiskey and car keys to teenage boys. ________________________________________________________________________________
Date: Feb 20, 2012
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: NI-CAD
Date: Mon, 20 Feb 2012 15:01:23 -0800 (PST) From: chris davis <capedavis(at)yahoo.com> > Kolbers , I forgot to ask in my last post asking about the 377s , Do the NI-CAD batteries the light ones, have enough power to start a ROTAX 377- 447 ? Has anyone tried one? > Chris, I have been using an UltraStart Red Battery. They are quite expensive but very light. You can view the battery and the holder that I used at: http://jackbhart.com/firefly/firefly142.html The first battery did very well, but I was disappointed with the second, in that, it did not last very long. I popped the top red part off the battery and discovered the actual battery model number. The cost of this original unmodified battery is about one quarter of the UltraStart Red. I was able to purchase a replacement battery at a local shop and add the original heavy terminals to the new battery. How it was done can be seen at: http://jackbhart.com/firefly/firefly160.html I have been working on a LiFepo4 battery. I havew four A123 cells mounted and the terminal connections welded. I believe it will shave another pound or so off the FireFly, but it has to wait until I get FireFly back in the air this coming Spring. I hope this helps. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: M3c first flight, no Kolb quit
Date: Feb 20, 2012
Got my First flight this evening in a Kolb -------- AJ Waldor Ain't nuthin' like it. Congratulations. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: Feb 20, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: rotax377
Thanks Dana I will look into it . do you know anything about the ski do rot ax 377s ? =0A=0A=0AChris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from crash building Firefly=0A=0A=0A________________________________=0AFrom : Dana Hague =0ATo: kolb-list(at)matronics.com =0ASent: Monday, February 20, 2012 8:18 PM=0ASubject: Re: Kolb-List: rotax377=0A=0A =0AAt 05:53 PM 2/20/2012, chris davis wrote:=0A=0AKOLBERS, I am in search o f an engine to replace the 447 the Firefly was designed for that doesnt cos t $5000 I was looking at 377s for sale did google search and ended up at Sk i Do sites on Ebay and Craigslist- ETC They are selling ski do's with 377 s some with electric start for $250 to $450 ! are these the same cases that the aircraft 377s come in? will a reduction gear bolt on to them?If they a re and need to be rebuilt they will still be a lot cheaper than the $5000 e ngines I have been looking at like the MZ-201 !Any input will be appreciate d. =0AHow about a Cuyuna?- 35HP, They go for a lot less than a Rotax, par ts are cheap, and IMHO their bad reputation is largely undeserved.=0A=0A-Da na=0A=0A=0A=0A=0A--=0AGiving money and power to government is like giving w == ________________________________________________________________________________
Date: Feb 20, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: NI-CAD
Jack Thanks alot for the email o- the batteries I looked for the data. It is a Portalac PX12050SHR and distributed by GS Battery. Internet replaceme nt batteries can be purchased I got a price of $14 for a 4.5 ib 12volt batt ery very nice .-- thanks again Chris=0Ap.s. do you know anything about the SkiDo 377s ?=0A-=0A-=0AChris Davis=0AKXP 503 492 hrs=0AGlider Pilot =0ADisabled from crash building Firefly=0A=0A=0A___________________________ _____=0AFrom: Jack B. Hart <jbhart(at)onlyinternet.net>=0ATo: kolb-list@matron ics.com =0ASent: Monday, February 20, 2012 10:37 PM=0ASubject: Kolb-List: N rnet.net>=0A=0ADate: Mon, 20 Feb 2012 15:01:23 -0800 (PST)=0AFrom: chris da vis =0A>=0AKolbers , I forgot to ask in- my last pos t asking about the 377s , Do the =0ANI-CAD batteries the light ones, have e nough power to start a ROTAX 377- 447 =0A? Has anyone tried one? =0A>=0A=0A Chris,=0A=0AI have been using an UltraStart Red Battery.- They are quite expensive but =0Avery light.- You can view the battery and the holder tha t I used at: =0A=0Ahttp://jackbhart.com/firefly/firefly142.html=0A=0AThe fi rst battery did very well, but I was disappointed with the second, in =0Ath at, it did not last very long.- I popped the top red part off the battery =0Aand discovered the actual battery model number.- The cost of this ori ginal =0Aunmodified battery is about one quarter of the UltraStart Red.- I was able =0Ato purchase a replacement battery at a local shop and add the original heavy =0Aterminals to the new battery.- How it was done can be seen at:=0A=0Ahttp://jackbhart.com/firefly/firefly160.html=0A=0AI have been working on a LiFepo4 battery.- I havew four- A123 cells mounted =0Aand the terminal connections welded.- I believe it will shave another pound =0Aor so off the FireFly, but it has to wait until I get FireFly back in th e =0Aair this coming Spring.=0A=0AI hope this helps.=0A=0AJack B. Hart FF00 ======================= ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: M3c first flight, no kolb quit
Date: Feb 21, 2012
Congratulations. Good, aint it? Pat ________________________________________________________________________________
Subject: Re: rotax377
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 21, 2012
It was so many years ago that I worked on the 377 I can not tell you for certain about any extra mounting points on the PTO end of the engine. But I really doubt you would be able to mount a gearbox. the sleds of that era almost all mounted the engine from the bottom and only needed an internally threaded crankshaft to mount the clutch. You may be able to use one of the plate mounted belt drives. The 377 was a good running engine but I will pass along one big warning. We sold some 377 powered Ski-Doos 2 of which returned at the start of their 2nd season not running. They both had the worst internal corrosion of any engines I have seen in 35 years of repair work. I have a theory as to what happened but I can not explain why it only happened to the 377. I believe the failure was caused by a combination of synthetic oil and oil injection. Oil injection works off both rpm and throttle opening. The system pumps very little at closed throttle low rpm. On the other hand pre mix always carries enough oil for the engines highest demand. So on shut down with premix the engine is pulling in more oil than needed, its not burned as the ignition is off, so it is left to coat the inside of the engine. Oil injection backs oil delivery way off at shut down and may not be coating internal parts as well. combine this with synthetic oils reduced resistance to corrosion and it ruined the top end of the 2 engines. Now I don't know about other parts of the country but in this part of the northeast snowmobiles are often among the most neglected machines on earth. Many times they appear to be left right where the snow melts out from under them. They would come in the shop full of leaves and mice and with the seat covers rotted from sunshine. I do not think I would buy any airplane engine sight unseen unless the deal included at least a short term return policy. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366821#366821 ________________________________________________________________________________
Subject: Re: NI-CAD
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 21, 2012
Along with full scale I also fly RC airplanes. When we went to the new lithium batteries the increase in performance was dramatic. This technology is now finding it' way to cars and motorcycles. I believe the motorcycle version is supposed to start a 500cc engine at .8lbs the car version starts at less than 2lbs. I plan to do a bit more research and if the charging system is compatible buy one for my track car. When first introduced the price was 1200 but has dropped to less than $200. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366822#366822 ________________________________________________________________________________
Subject: Re: Making touchdown with high thrustline?
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Feb 21, 2012
neilsenrm(at)gmail.com wrote: > This is all good but I don't hear anything about Kolb Flaps. When the engine quits they are a valuable tool to use for landing where you want to touch down. Ipracticelowering the flaps while lowering the nose to maintain air speed thenraisingthe flaps andraisingthe nose. Do this a few times on approach and watch how much the the touch down point will change. If your model Kolb doesn't have them oh well, you are missing a great tool. > > I normally land with one notch of flaps and some power. When I was landing at my short one way strip I could always cut power and add flaps if I misjudged my approach. If I was landing with no power and full flaps I would have fewer options. Another point is that landing with power and one notch of flaps feels just like landing with no power and no flaps. I cut power and added flaps a few times when I gotsurprisedby a strong wind pushing me down wind into my one way strip. > > > The FAA doesn't like this but it works well in a Kolb. If you loose power use the flaps to fine tune your approach then raise them for landing. You will have a mucheasierround out (flare) at a time when you may need easy. Another point is that you can get the tail down first if need be to stay up right in unprepared surfaces. With flaps down it is much more difficult to get the tail down first. I used this technique to land and stay upright in a bean field a few years ago. The beans grabbed the tail wheel kind of like the hook grabbing a wire on a aircraft carrier. > > As always worth what you paid for it. > > Rick Neilsen > Redrive VW Powered MKIIIC > > [b] Good point. Years ago when I converted the MKIII from pre-mix 532 to oil injected 582, unbeknownst to me, the oil tank had a spider web tucked away in one of the upper corners, apparently collected from years of sitting on a shelf. A couple months later, when it finally detached itself and blocked the oil feed line to the oil pump, me and #1 daughter suddenly found ourselves in a quiet airplane about 1,000 agl and on final for a miniscule R/C airplane strip. (Thank you Lord, perfect spot!) Used the stick to maintain airspeed, and flaps to control the descent, nailed it and got it stopped in the available distance. Obviously a better pilot might not have needed the flaps, but they are an excellent tool for dealing with engine outs, and they work for that exactly as Rick says. -------- Richard Pike Kolb MKIII N420P (420ldPoops) richard (at) bcchapel(dot)org Kingsport, TN 3TN0 Now faith is the substance of things hoped for, the evidence of things not seen. Hebrews 11:1 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=366832#366832 ________________________________________________________________________________
Date: Feb 21, 2012
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: NI-CAD
Date: Mon, 20 Feb 2012 20:59:42 -0800 (PST) From: chris davis <capedavis(at)yahoo.com> >Jack Thanks alot for the email o the batteries I looked for the data. It is a Portalac PX12050SHR and distributed by GS Battery. Internet replacement batteries can be purchased I got a price of $14 for a 4.5 ib 12volt battery very nice . thanks again Chrisp.s. do you know anything about the SkiDo 377s ? > Chris, I don't have any experience with SkiDo 377s. I did weigh my prototype LiFepo4 battery, and it came out at 11.4 ounces. This includes the original four cells, the two wood mounting brackets, and the connector strips that were welded to the cells. It will put out 70 continuous and a 120 ampere pulse for 10 seconds. It is rated at a 2.5 ampere battery. The MZ 34 starter pulls 30 ampere continuous, so this battery will crank the engine for about five minutes. The properly primed engine usually starts in about five seconds. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Date: Feb 21, 2012
Subject: Electrical parts for sale
From: Richard Girard <aslsa.rng(at)gmail.com>
I'm rewiring a Mk III and have the following parts as take offs; Both less than 45 hours. Kuntzlemann Hot Box for under seat mount. Long enough positive cable for "E" gearbox, includes forward wiring to a Grand Rapids EIS. No regulator/rectifier. New $240; sell for $140 + shipping ACS A-510-2 Starter switch, L R Both Start. New $124.50; sell for $85 + Shipping Going on Ebay this weekend, I thought I'd give Kolb list first shot. Rick Girard -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
Date: Feb 21, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: NI-CAD
Duc,thanks for the tip the battery is a place Im sure I can cut a lot of we ight I will spend some time finding the best price . Chris=0A=0A=0AChris Da vis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from crash building Firefly =0A=0A=0A________________________________=0AFrom: Ducati SS <hiwingflyer621 9(at)yahoo.com>=0ATo: kolb-list(at)matronics.com =0ASent: Tuesday, February 21, 2 012 9:07 AM=0ASubject: Kolb-List: Re: NI-CAD=0A=0A--> Kolb-List message pos ted by: "Ducati SS" =0A=0AAlong with full scale I also fly RC airplanes. When we went to the new lithium batteries the incr ease in performance was dramatic. This technology is now finding it' way to cars and motorcycles. I believe the motorcycle version is supposed to star t a 500cc engine at .8lbs the car version starts at less than 2lbs. I plan to do a bit more research and if the charging system is compatible buy one for my track car. When first introduced the price was 1200 but has dropped to less than $200.=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://f orums.matronics.com/viewtopic.php?p=366822#366822=0A=0A=0A=0A=0A=0A=0A=0A -======================== ________________________________________________________________________________
Subject: Re: rotax377
From: "mburdge39" <mburdge(at)windstream.net>
Date: Feb 23, 2012
I have a 377 on my Firefly. The provision 4 takes an "A" gearbox while the provision 8 takes a "B" gearbox(plus others). The Ski-doo snowmobiles have neither provision and you must use a belt reduction drive. -------- Mike Firefly Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367094#367094 Attachments: http://forums.matronics.com//files/017_resize_107.jpg ________________________________________________________________________________
Subject: Re: Kolb-List Digest: 0 Msgs - 02/22/12
From: russ kinne <russkinne(at)mac.com>
Date: Feb 23, 2012
Matt Hope this reaches you. I suddenly seem to be getting almost NO Kolb-list emails. Have I ended up on some drop-dead list? Russ K On Feb 23, 2012, at 2:59 AM, Kolb-List Digest Server wrote: > * > > ================================================= > Online Versions of Today's List Digest Archive > ================================================= > > Today's complete Kolb-List Digest can also be found in either of the > two Web Links listed below. The .html file includes the Digest formatted > in HTML for viewing with a web browser and features Hyperlinked Indexes > and Message Navigation. The .txt file includes the plain ASCII version > of the Kolb-List Digest and can be viewed with a generic text editor > such as Notepad or with a web browser. > > HTML Version: > > http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 12-02-22&Archive=Kolb > > Text Version: > > http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 12-02-22&Archive=Kolb > > > =============================================== > EMail Version of Today's List Digest Archive > =============================================== > > > ---------------------------------------------------------- > Kolb-List Digest Archive > --- > Total Messages Posted Wed 02/22/12: 0 > ---------------------------------------------------------- > > > Today's Message Index: > ---------------------- > > > > > > > > > > > ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Feb 24, 2012
Subject: RE: Kolb-List Digest: 3 Msgs - 02/23/12
Some days almost no posts on the list... like today. Her is a picture of my GPAS VW on my MarkIIIX. Am pleased with the progress on the construction in recent days. Bob G. N830PB ________________________________________________________________________________
Date: Feb 24, 2012
Subject: Re: RE: Kolb-List Digest: 3 Msgs - 02/23/12
From: Rick Neilsen <neilsenrm(at)gmail.com>
Bob How about more photos? Rick On Fri, Feb 24, 2012 at 8:54 AM, Bob Green wrote: > Some days almost no posts on the list... like today. > Her is a picture of my GPAS VW on my MarkIIIX. > Am pleased with the progress on the construction in recent days. > Bob G. > N830PB > ________________________________________________________________________________
Date: Feb 24, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: rotax377
Thank you Mike=0A=0AHow does the 377 perform ,what is your climb rate? take off distance etc / thanks again you are the first 377 flyer of any aircraf t that- I-have heard from!-=0AChris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from crash building Firefly=0A=0A=0A______________________ __________=0AFrom: mburdge39 <mburdge(at)windstream.net>=0ATo: kolb-list@matro nics.com =0ASent: Thursday, February 23, 2012 5:12 PM=0ASubject: Kolb-List: ndstream.net>=0A=0AI have a 377 on my Firefly. The provision 4 takes an "A" gearbox while the provision 8 takes a "B" gearbox(plus others). The Ski-do o snowmobiles have neither provision and you must use a belt reduction driv e.=0A=0A--------=0AMike=0AFirefly=0A=0A=0A=0A=0ARead this topic online here :=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=367094#367094=0A=0A=0A =0A=0AAttachments: =0A=0Ahttp://forums.matronics.com//files/017_resize_107. ================ ________________________________________________________________________________
Subject: Re: rotax377
From: "mburdge39" <mburdge(at)windstream.net>
Date: Feb 24, 2012
I bought the firefly last year and have not flown it myself yet. I do have a video on CD of take-offs and landings with the 377 from the former owner. I would gladly send you a copy of the video. I have an extra 447 waiting to swap on if needed, but the former owner/builder said he loved the 377 as it was a smooth running engine with plenty of power for the Firefly. Shoot me a message with your address and I will get a copy of the CD in the mail to you. I might even have an economical engine for you! -------- Mike Firefly Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367193#367193 ________________________________________________________________________________
From: "Dennis Souder" <flykolb(at)pa.net>
Subject: Re: rotax377
Date: Feb 24, 2012
Chris, As best I can recall, there was not much difference between the 377 and 447. Dennis From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of chris davis Sent: Friday, February 24, 2012 10:35 AM Subject: Re: Kolb-List: Re: rotax377 Thank you Mike How does the 377 perform ,what is your climb rate? take off distance etc / thanks again you are the first 377 flyer of any aircraft that I have heard from! Chris Davis KXP 503 492 hrs Glider Pilot Disabled from crash building Firefly From: mburdge39 <mburdge(at)windstream.net> Sent: Thursday, February 23, 2012 5:12 PM Subject: Kolb-List: Re: rotax377 I have a 377 on my Firefly. The provision 4 takes an "A" gearbox while the provision 8 takes a "B" gearbox(plus others). The Ski-doo snowmobiles have neither provision and you must use a belt reduction drive. -------- Mike Firefly Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367094#367094 Attachments: http://forummatronics.com/Navigator?Kolb-List" target=_blank>http://www.matronics.com &nbs================== ________________________________________________________________________________
Subject: Re: rotax377
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Feb 25, 2012
I've owned two early Firestars. The first one was built very light and ran a 377. Its climb performance was as good or better than the 2nd one which was built heavy and ran a 447. A suspect a light Firefly would have excellent performance with a 377. BTW, for reasons unknown to me, the 377 was far less persnickety regarding prop pitch and mixture tweaks to get proper EGT readings under various flight regimes, than the 447. I think others have had similar experience. If I didn't need the extra 5 hp, the 377 would be my preference. -------- Thom Riddle Buffalo, NY (9G0) Kolb Slingshot SS-021 Jabiru 2200A #1574 Tennessee Prop 64x32 Truth is what stands the test of experience. - Albert Einstein Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367217#367217 ________________________________________________________________________________
Subject: Kolb Mark III or Slingshot wing on Firestar II
From: "SAILNROCK" <SAILNROCK(at)VERIZON.NET>
Date: Feb 25, 2012
Happy new year to one and all. Has any one put Mark III or Slingshot wings on a firestar II ? If so how did it go? Able to get gross Wt. up and use the Mark III Flaps? How did they attach to FSII cage. How did it fly. Just thinking and asking. Out west we are getting some great Fly'n in between the wind. Happy and safe Fly'n Bob Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367224#367224 ________________________________________________________________________________
Date: Feb 25, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: rotax377
Thanks for that Dennis I respect you opinion. Chris=0A=0A=0AChris Davis=0AK XP 503 492 hrs=0AGlider Pilot=0ADisabled from crash building Firefly=0A=0A =0A________________________________=0AFrom: Dennis Souder <flykolb(at)pa.net> =0ATo: kolb-list(at)matronics.com =0ASent: Friday, February 24, 2012 11:34 PM =0ASubject: RE: Kolb-List: Re: rotax377=0A=0A=0AChris,=0A-=0AAs best I ca n recall, there was not much difference between the 377 and 447.=0A-=0ADe nnis=0A-=0A-=0AFrom:owner-kolb-list-server(at)matronics.com [mailto:owner- kolb-list-server(at)matronics.com] On Behalf Of chris davis=0ASent: Friday, Fe bruary 24, 2012 10:35 AM=0ATo: kolb-list(at)matronics.com=0ASubject: Re: Kolb- List: Re: rotax377=0A-=0AThank you Mike=0A=0A=0AHow does the 377 perform ,what is your climb rate? take off distance etc / thanks again you are the first 377 flyer of any aircraft that- I-have heard from!-=0AChris Dav is=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from crash building Firefly =0AFrom:mburdge39 =0ATo: kolb-list(at)matronics.com =0ASent: Thursday, February 23, 2012 5:12 PM=0ASubject: Kolb-List: Re: rota net>=0A=0AI have a 377 on my Firefly. The provision 4 takes an "A" gearbox while the provision 8 takes a "B" gearbox(plus others). The Ski-doo snowmob iles have neither provision and you must use a belt reduction drive.=0A=0A- -------=0AMike=0AFirefly=0A=0A=0A=0A=0ARead this topic online here:=0A=0Aht tp://forums.matronics.com/viewtopic.php?p=367094#367094=0A=0A=0A=0A=0AAtt achments: =0A=0Ahttp://forummatronics.com/Navigator?Kolb-List" target=_bl ank>http://www.matronics.com=- - - - - - - - - - - - - - &nbs=================== =0A=0A=0A=0A=0A=0A-=0A-=0Ahttp://www.matronics.com/Navigator?Kolb-List =0Ahttp://forums.matronics.com=0Ahttp://www.matronics.com/contribution=0A ============= ________________________________________________________________________________
Date: Feb 25, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: rotax377
Thanks Thom I will put that in my book !=0A=0A=0AChris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from crash building Firefly=0A=0A=0A_________ _______________________=0AFrom: Thom Riddle <riddletr(at)gmail.com>=0ATo: kolb -list(at)matronics.com =0ASent: Saturday, February 25, 2012 8:40 AM=0ASubject: " =0A=0AI've owned two early Firestars. The first one w as built very light and ran a 377. Its climb performance was as good or bet ter than the 2nd one which was built heavy and ran a 447. A suspect a light Firefly would have excellent performance with a 377. =0A=0ABTW, for reason s unknown to me, the 377 was far less persnickety regarding prop pitch and mixture tweaks to get proper EGT readings under various flight regimes, tha n the 447. I think others have had similar experience. If I didn't need the extra 5 hp, the 377 would be my preference.=0A=0A--------=0AThom Riddle=0A Buffalo, NY (9G0)=0AKolb Slingshot SS-021=0AJabiru 2200A #1574=0ATennessee Prop 64x32=0A=0ATruth is what stands the test of experience.=0A- Albert Ein stein=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.matroni - - - - - - - - - - - - - - - -Matt Dralle, L ======= ________________________________________________________________________________
Date: Feb 25, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: KAWASAKI
KOLBERS, Has anyone flown a Kolb with a KAWASAKI 440 air cooled ? or do you know anyone who has? Chris Davis KXP 503 492 hrs Glider Pilot Disabled from crash building Firefly ________________________________________________________________________________
From: "Dennis Souder" <flykolb(at)pa.net>
Subject: KAWASAKI
Date: Feb 25, 2012
Chris, Good engines as I recall, Sky Cycle uses them. Trying to remember, but I think some have been using the Kawis all along. I think they are lighter than Rotax. As a manufacturer we went with the proven Rotax w. gearbox, but now that Rotax is fading from the 2-stroke scene. I would prefer the separate V-belt drives. A well designed redrive using the newer 3VX belts would be my preference over the poly-v belt. Less tension is needed. If a poly-V looses a little tension you can loose a lot of power. But a V-belt drive uses less tension and less likely to looses substantial power suddenly. A well designed V-belt reduction is only slightly less efficient than a synchronous belt with much less chance of torsional vibration issues. Dennis From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of chris davis Sent: Saturday, February 25, 2012 4:29 PM Subject: Kolb-List: KAWASAKI KOLBERS, Has anyone flown a Kolb with a KAWASAKI 440 air cooled ? or do you know anyone who has? Chris Davis KXP 503 492 hrs Glider Pilot Disabled from crash building Firefly ________________________________________________________________________________
Date: Feb 25, 2012
Subject: Re: KAWASAKI
From: Rick Neilsen <neilsenrm(at)gmail.com>
Hay Dennis Last time I talked to you it seems like you were working on the design of a new airplane. Anything new to report? Rick Neilsen Redrive VW Powered MKIIIC On Sat, Feb 25, 2012 at 7:03 PM, Dennis Souder wrote: > Chris,**** > > ** ** > > Good engines as I recall, Sky Cycle uses them. Trying to remember, but I > think some have been using the Kawis all along. I think they are lighter > than Rotax. As a manufacturer we went with the proven Rotax w. gearbox, > but now that Rotax is fading from the 2-stroke scene=85**** > > I would prefer the separate V-belt drives. A well designed redrive using > the newer 3VX belts would be my preference over the poly-v belt. Less > tension is needed. If a poly-V looses a little tension you can loose a l ot > of power. But a V-belt drive uses less tension and less likely to looses > substantial power suddenly. A well designed V-belt reduction is only > slightly less efficient than a synchronous belt with much less chance of > torsional vibration issues.**** > > ** ** > > Dennis**** > > ** ** > > *From:* owner-kolb-list-server(at)matronics.com [mailto: > owner-kolb-list-server(at)matronics.com] *On Behalf Of *chris davis > *Sent:* Saturday, February 25, 2012 4:29 PM > *To:* kolb-list(at)matronics.com > *Subject:* Kolb-List: KAWASAKI**** > > ** ** > > KOLBERS, Has anyone flown a Kolb with a KAWASAKI 440 air cooled ? or do > you know anyone who has? > > **** > > **** > > Chris Davis > KXP 503 492 hrs > Glider Pilot > Disabled from crash building Firefly**** > > * * > > * * > > ** > > ** > > ** > > ** > > ** > > *http://www.matronics.com/Navigator?Kolb-List* > > ** > > ** > > *http://forums.matronics.com* > > ** > > ** > > ** > > ** > > *http://www.matronics.com/contribution* > > ** > > * * > > * > =========== =========== =========== =========== > * > > ________________________________________________________________________________
Subject: Re: belt reduction
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 26, 2012
I decided to run the Rotax for the summer and experiment with the Kawasaki. Comments on other sites would seem to verify 35 hp for the TA. This is interesting as given a fixed displacement there are only two ways to alter max hp, rpm and cylinder pressure. The 447 and Ta440 have the equal displacement and are capable of the same rpm so it has to be a lower mean cylinder pressure causing the reduced hp. I have always preferred 2 strokes over 4 and enjoy working on them. Years ago I worked at a very progressive dealership where I did all the 2 stroke high performance work ( cylinder porting, piston mods, chambers and such) great fun. Should be fun to fiddle with the TA and see what I can come up with. In the mean time maybe something better will come along for the Firefly. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367290#367290 ________________________________________________________________________________
Date: Feb 26, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: belt reduction
At 08:23 PM 2/26/2012, Herb Gayheart wrote: > >Kingsport does not have DSL or Cable internet service?????? Herb I spend a good part of the summer in an area where there's no broadband of any kind. Even so, those really large pictures are a pain... so big you have to scroll back and forth and sometimes the text wraps to the width of the picture so even reading the text is a chore. -Dana -- Q. What's the difference between Mechanical and Civil Engineers? A. Mechanical Engineers build weapons; Civil Engineers build targets. ________________________________________________________________________________
Subject: Re: belt reduction
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Feb 27, 2012
herbgh(at)nctc.com wrote: > Kingsport does not have DSL or Cable internet service?????? Herb > > What Dana said. Why should we have to drag the screen back and forth to read every line, when doing what Matt plainly says to do would resolve the problem? And as far as the pictures go, I use Firefox for my browser. It is not worth the trouble to copy and paste the url for the page into Opera just so I can get the picture shrunk down to where you can see the whole thing at once. Or save the picture and open it in a picture viewer. I suppose you are familiar with the abbreviation TLDR? Too Long, Didn't Read, used when somebody posts something that is supposedly incredibly important, and then when you click on the link, it is this 25 page tome and I have other things to do. Failure to resize pictures causes a similar response: TMHFI. Too Much Hassle, Forget It. And yes I have high speed internet, I play World of Tanks online at 55 frames a second and my King Tiger can snipe you from 500 meters before you even know I'm there. 8) -------- Richard Pike Kolb MKIII N420P (420ldPoops) richard (at) bcchapel(dot)org Kingsport, TN 3TN0 Now faith is the substance of things hoped for, the evidence of things not seen. Hebrews 11:1 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367353#367353 ________________________________________________________________________________
Date: Feb 27, 2012
Subject: Re: belt reduction
From: Larry Cottrell <lcottrell1020(at)gmail.com>
So in essence these seriously thoughtless emails with attachments don't clog up your system, only your crankyness? Charlie had me feeling sorry for you, being at the mercy of dial up, and having to perhaps pick up pop cans for the deposit, so that you could occasionally fire up your plane to escape the terrible thoughtlessness of mankind. Personally I just delete the emails of people who irritate me, missed this one though. :-) Seriously though, it is possible that you might be over reacting a little bit? Don't worry, be happy! Larry On Mon, Feb 27, 2012 at 7:16 AM, Richard Pike wrote: > > > herbgh(at)nctc.com wrote: > > Kingsport does not have DSL or Cable internet service?????? Herb > > > > > > > What Dana said. Why should we have to drag the screen back and forth to > read every line, when doing what Matt plainly says to do would resolve the > problem? > > And as far as the pictures go, I use Firefox for my browser. It is not > worth the trouble to copy and paste the url for the page into Opera just so > I can get the picture shrunk down to where you can see the whole thing at > once. Or save the picture and open it in a picture viewer. > > I suppose you are familiar with the abbreviation TLDR? Too Long, Didn't > Read, used when somebody posts something that is supposedly incredibly > important, and then when you click on the link, it is this 25 page tome and > I have other things to do. Failure to resize pictures causes a similar > response: TMHFI. Too Much Hassle, Forget It. > > And yes I have high speed internet, I play World of Tanks online at 55 > frames a second and my King Tiger can snipe you from 500 meters before you > even know I'm there. 8) > > -------- > Richard Pike > Kolb MKIII N420P (420ldPoops) > richard (at) bcchapel(dot)org > Kingsport, TN 3TN0 > Now faith is the substance of things hoped for, the evidence of things not > seen. > Hebrews 11:1 > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=367353#367353 > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: belt reduction/ NOW: Needless Diatribe
Date: Feb 27, 2012
Don't worry, be happy! Larry Yes, let's prayer for better weather so I can see if I can still fly. My MKIII is growing to the dirt floor of my hanger. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: WAS: Re: belt reduction/ NOW: Needless Diatribe
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 27, 2012
Much of society believe we light plane people are crazy, foolish, rich and therefor have no use or tolerance for our hobby. Perhaps within our sport we could overlook minor infractions and personality quirks and just lend some support to each other. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367366#367366 ________________________________________________________________________________
Date: Feb 27, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: WAS: Re: belt reduction/ NOW: Needless Diatribe
=0A----I AGREE!=0A=0AChris Davis=0AKXP 503 492 hrs=0AGlider Pilot =0ADisabled from crash building Firefly=0A =0A=0A__________________________ ______=0A From: Ducati SS <hiwingflyer6219(at)yahoo.com>=0ATo: kolb-list@matro nics.com =0ASent: Monday, February 27, 2012 11:44 AM=0ASubject: Kolb-List: WAS: Re: belt reduction/ NOW: Needless Diatribe=0A =0A--> Kolb-List messag e posted by: "Ducati SS" =0A=0AMuch of society b elieve we light plane people are crazy, foolish, rich and therefor have no use or tolerance for our hobby. Perhaps within our sport we could overlook minor infractions and personality quirks and just lend some support to each other.=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.matro =- - - - - - - - - - - - - - - -Matt Dralle ======== ________________________________________________________________________________
Date: Feb 28, 2012
From: jerb <ulflyer(at)verizon.net>
Subject: *** Beware *** - Buying Metal Hangar Buildings
Hey Folks, Heads Up - While this isn't directly list topic related I think it is valid being posted here. If you are in the market now or may be in the future for a metal hangar building you may be interested in my experience with U.S. Metal buildings sales methods. I contact them to get some information on their buildings. They will not give you much of any information on the buildings themselves. Soon after the initial contact they call asking for a deposit on a building - (my initial thoughts - excuse me but I don't seem to recall we have even had discussed the size or type of building I'm looking for.) The calls continue to come from a number if different individuals with the lead in they have a number of canceled orders and you can save 50 percent if you can put down a deposit "today". Note, there may be more than one company operating in this manner. Strangest industry I've ever seen. though Trying to get some basic cost information from a number of these companies has been a real experience and an eye opener. I've now taken the route of only approaching companies that have been used by other aviation friends. Before doing business with any metal building company look them up on the internet for background information, investigate them thoroughly. There are various scam routines being used by metal building companies, resulting in deposit forfeitures or cost increases. Not all are dishonest, but check them out before giving them any funds. Might even give the Better Business Bureau a call for what it's worth. Also be aware of cost increase scams going on, again do some searches on the internet. So far I've managed not to get stung, but others out there have and these folks are looking for their next target. Don't let it be you. Regards, jerb ________________________________________________________________________________
From: "George Bearden" <gab16(at)sbcglobal.net>
Subject: RE: Kolb-List Digest: 2 Msgs - 02/28/12
Date: Feb 29, 2012
> Also be aware of cost increase scams going on, again do some searches on the internet. I just got burned by one on my wife's headstone. B*stards. My gardener burned me also. When my next wife dies I will be ready for the b*stards. They were different kinds of scams. mad as hell in fresno GeoB ________________________________________________________________________________
Subject: Re: rotax377
From: "gyrodude" <gsafrit1(at)carolina.rr.com>
Date: Feb 29, 2012
I have a Firestar with a 377 on it. I'm a lightweight toping out at 135lb. The plane has all the power I will ever need. I'd say takeoff is about 100'. Throttle foward, tail up and it's ready to fly. Cruise is in the 50-60mph range. Fuel burn is 2.5-3 gal an hour at cruise. Steve Beatty at Airscrew Performance in Glendale, Arizona has 377's and parts. I started my ultralight career many years ago flying a Teratorn TA with a 377 on it. I've never had a problem with the 377. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367553#367553 ________________________________________________________________________________
Date: Feb 29, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: rotax377
Dude, Thank you I think the 377 is the engine--for me I am around 200 l bs but the Firefly is quite a bit lighter than the Firestar. What is your r ate of climb? I flew a 330 lb Firestar KXP- for about 10 years with a 503 single carb the climb rate was over 1000ft/min jus wondering about a compa rison . thanks again Chris=0A=0A________________________________=0AFrom: gy rodude =0ATo: kolb-list(at)matronics.com =0ASent: We dnesday, February 29, 2012 2:55 PM=0ASubject: Kolb-List: Re: rotax377=0A=0A =0AI have a Firestar with a 377 on it. I'm a lightweight toping out at 135l b. The plane has all the power I will ever need. I'd say takeoff is about 1 00'. Throttle foward, tail up and it's ready to fly. Cruise is in the 50-60 mph range. Fuel burn is 2.5-3 gal an hour at cruise. Steve Beatty at Airscr ew Performance in Glendale, Arizona has 377's and parts. I started my ultra light career many years ago flying a Teratorn TA with a 377 on it. I've nev er had a problem with the 377.=0A=0A=0A=0A=0ARead this topic online here: =0A=0Ahttp://forums.matronics.com/viewtopic.php?p=367553#367553=0A=0A=0A =============== ________________________________________________________________________________
Date: Mar 01, 2012
From: Phil <phactor9(at)yahoo.com>
Subject: Selecting a new SLA battery.
I'm looking for a SLA battery for the CRE mz201 engine. It's 626cc with 9.1 :1 compression and has a 450 watt starter motor. Given the 450w starter mot or size, what AH battery would be large enough, 5AH, 7AH, 9AH? Who has some favorite battery links? Batteries you just bought and are happ y with? Phil H FF-11-4-00076 - P.S. I've seen all the Lithium suggestions... Please SLA suggestions only h ere. Thx! ________________________________________________________________________________
Subject: Re: Selecting a new SLA battery.
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Date: Mar 01, 2012
Hi Phil, I just ordered a new SLA battery on Monday for my GEO engine. The previous battery (lead/acid) I had got too old to hold a charge, so it was time for a new one. I'm trying to wrap up a few small projects, so that I can start the engine real soon. Regarding size; I didn't want to go any bigger than necessary, but I also didn't want some puny SLA that wasn't up for the task. I ended up getting the same size as I had before, only this time I went SLA, rather than usual lead acid motorcycle battery. =46rom looking up lot of "cc" motorcycles, I would suggest an 7/8 AH as a minimum for a 600cc range engine, but a 9 AH may be a better choice. One like this; http://www.ebay.com/itm/12V-9AH-Sealed-Lead-Acid-SLA-Replacement-Battery-/ 270922243286?pt=US_Batteries&hash=item3f14395cd6#ht_1433wt_1063 Of course, if someone has direct experience, maybe you could get by on a 7 AH, but I would think that that would be the absolute smallest you'd want to consider! (A quick search on eBay looking for 600-650cc motorcycle's batteries turned up 9AH batteries, FYI) Mike Welch On Mar 1, 2012, at 12:26 PM, Phil wrote: > I'm looking for a SLA battery for the CRE mz201 engine. It's 626cc with 9.1:1 compression and has a 450 watt starter motor. Given the 450w starter motor size, what AH battery would be large enough, 5AH, 7AH, 9AH? > > Who has some favorite battery links? Batteries you just bought and are happy with? > > Phil H > FF-11-4-00076 > > P.S. I've seen all the Lithium suggestions... Please SLA suggestions only here. Thx! > > > ________________________________________________________________________________
Date: Mar 01, 2012
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: Selecting a new SLA battery
Date: Thu, 1 Mar 2012 10:26:37 -0800 (PST) From: Phil <phactor9(at)yahoo.com> > I'm looking for a SLA battery for the CRE mz201 engine. It's 626cc with 9.1:1 compression and has a 450 watt starter motor. Given the 450w starter motor size, what AH battery would be large enough, 5AH, 7AH, 9AH? > Phil, Assuming that it takes all 450 watts to spin the engine and that the battery voltage drops to 12 volts during this time, you can expect one minute, 36 seconds per amp hour. This is a conservative estimate in that once the engine starts to rotate the current will fall to match the load. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: Selecting a new SLA battery.
Date: Mar 01, 2012
I'm looking for a SLA battery for the CRE mz201 engine. It's 626cc with 9.1:1 compression and has a 450 watt starter motor. Given the 450w starter motor size, what AH battery would be large enough, 5AH, 7AH, 9AH? Who has some favorite battery links? Batteries you just bought and are happy with? Phil H i have used airzona battery,,, http://arizonabattery.com/ i have purchased there several times,,, for boat battery, aircraft, generator, elect wheel chair, etc, they have always done what they told me they would do in a timely manner and no surprises in the bills. boyd young mkiii ________________________________________________________________________________
Date: Mar 01, 2012
Subject: Re: Selecting a new SLA battery.
From: Richard Girard <aslsa.rng(at)gmail.com>
For a brand, I've used Powersonic batteries for over 25 years and every one has been a great value. I just bought a 17 AH to spin up a 582. $44 from Allpak Batteries of Wichita, KS. Rick Girard On Thu, Mar 1, 2012 at 4:40 PM, b young wrote: > ** > I'm looking for a SLA battery for the CRE mz201 engine. It's 626cc > with 9.1:1 compression and has a 450 watt starter motor. Given the 450w > starter motor size, what AH battery would be large enough, 5AH, 7AH, 9AH? > > Who has some favorite battery links? Batteries you just bought and are > happy with? > > Phil H > i have used airzona battery,,, http://arizonabattery.com/ i have > purchased there several times,,, for boat battery, aircraft, generator, > elect wheel chair, etc, they have always done what they told me they would > do in a timely manner and no surprises in the bills. > > boyd young > mkiii > > * > > * > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
Subject: GPS solution
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 02, 2012
If you have an Android based smartphone, there's an aviation navigation application. (If you don't have a smartphone, this could be an excuse to get one [Idea] http://www.naviatorapp.com/default.aspx -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367635#367635 ________________________________________________________________________________
Subject: Re: Rock house fly-in
From: "R. Hankins" <rphanks(at)grantspass.com>
Date: Mar 02, 2012
I'll be there as well, Lord willin' and the crick don't rise..... -------- Roger in Oregon 1992 KXP 503 - N1782C Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367653#367653 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Rock house fly-in
Date: Mar 02, 2012
I'll be there as well, Lord willin' and the crick don't rise..... -------- Roger in Oregon Looking forward to seeing Roger H and the rest of the gang next June. Hope we have a lot better weather from Alabama to Oregon than we did last year. That was a record for endurance. 11 days out and 7 days back home. Normally, a 4 day flight each way. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: Mar 02, 2012
Subject: Re: Rock house fly-in
From: Larry Cottrell <lcottrell1020(at)gmail.com>
You don't check your mail very often do you? The last thing that I sent to the list was on the 3rd of Feb. Larry On Fri, Mar 2, 2012 at 6:25 PM, R. Hankins wrote: > > I'll be there as well, Lord willin' and the crick don't rise..... > > -------- > Roger in Oregon > 1992 KXP 503 - N1782C > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=367653#367653 > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
From: "George Bearden" <gab16(at)sbcglobal.net>
Subject: Selecting a new SLA battery.
Date: Mar 02, 2012
> The previous battery (lead/acid) I had got too old to hold a charge, so it was time for a new one. I'd like to comment on this, and I hope I can do it w/o offending... Only you know fer shure the battery condition and history (abuse or not, etc) but from just the words you used I am guessing that a desulfator would have added years to the life of the battery. I'm not sure how many people are aware of these things. They are not that rejuvenator stuff you pour into your battery. They are not quack stuff from some dark corner. MANY companies produce them, I noticed when I last replaced my RV power supply that many of them from big-name firms offer an onboard desulfator circuit. They work. They are cost effective as they last for years and can treat any number of batteries. I have used them for years. They don't work on worn out or damaged batteries. But in sports like motorcycling, off-road stuff, aircraft... it is perfect. A LA battery that is left to sit in less than full charge state will grow sulfate crystals on the surface of the plates. In WWII the submarines used a.. (what the devil did they call it?) Think equalizing charge. It was simply a higher voltage, higher amperage charge to top off with. It did two things- it topped off with a full charge, plus it burned off any sulfate that might have been building up. The sulfate is... you guys don't need alla this do you? Just ask me if you want any details... I just think a $25 desulfator will save you money. It does me. GeoB ________________________________________________________________________________
Subject: IVO prop to trailing edge clearance
From: "heavyliftpilot" <heavyliftpilot(at)gmail.com>
Date: Mar 03, 2012
Hey Guys....quick question (or two)....I have an IVO with the prop spacer. There is 5" prop clearance to the T/E.... I would like to move my 503 forward, but not sure how much clearance i should have. Reason? i bought this firestar II about 3 weeks ago, and found a 20 lb lead plate on the floor board (under the feet area)...and it's listed on the W/B sheet ((with a 220 lb pilot!!)) So, does this sound right to anyone?? i weighed the tail without the ballast and the tail weight increase from 63 to 68 lbs. The CG (with the ballast) is right at the aft limit. I would love to get rid of 20 lbs of dead weight (by moving other things forward, ie the 503) Any help? thanks, james Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367669#367669 ________________________________________________________________________________
Subject: Re: GPS solution
From: "Thumper" <dlong1957(at)yahoo.com>
Date: Mar 03, 2012
Best Free app on Droid systems is "Aviation Tools and it is Free. Great weather, AFD, and moving map with you on it if you turn on the GPS. Give it a try. I have not seen anything on I-phone even close to it unless paying. If you know of a good FREE apple app let me know. The best thing about about the Aviation Tools is search then set up as a favorite and it shows on a simple list. Touch and get instant weather with the METAR decoded and the AFD is a simple bar at the bottom of the screen. Enjoy the simplicity. Thought I would share with all. -------- Dennis Long Oakland TN 2001 Kolb Mark IIIC 160+ hours since March 2011 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367679#367679 ________________________________________________________________________________
Subject: Re: IVO prop to trailing edge clearance
From: Ellery Batchelder Jr <elleryweld(at)aol.com>
Date: Mar 03, 2012
if you have a battery on board you can move that to the front as I did in m y old firestar Ellery Batchelder Jr. -----Original Message----- From: heavyliftpilot <heavyliftpilot(at)gmail.com> Sent: Sat, Mar 3, 2012 9:18 am Subject: Kolb-List: IVO prop to trailing edge clearance > Hey Guys....quick question (or two)....I have an IVO with the prop spacer. here is 5" prop clearance to the T/E.... I would like to move my 503 forwar d, ut not sure how much clearance i should have. Reason? i bought this fire star I about 3 weeks ago, and found a 20 lb lead plate on the floor board (unde r he feet area)...and it's listed on the W/B sheet ((with a 220 lb pilot!!)) o, does this sound right to anyone?? i weighed the tail without the balla st nd the tail weight increase from 63 to 68 lbs. The CG (with the ballast) i s ight at the aft limit. I would love to get rid of 20 lbs of dead weight (by oving other things forward, ie the 503) Any help? thanks, james ead this topic online here: http://forums.matronics.com/viewtopic.php?p=367669#367669 -= - The Kolb-List Email Forum - -= Use the Matronics List Features Navigator to browse -= the many List utilities such as List Un/Subscription, -= Archive Search & Download, 7-Day Browse, Chat, FAQ, -= Photoshare, and much much more: - -= --> http://www.matronics.com/Navigator?Kolb-List - -======================== -= - MATRONICS WEB FORUMS - -= Same great content also available via the Web Forums! - -= --> http://forums.matronics.com - -======================== -= - List Contribution Web Site - -= Thank you for your generous support! -= -Matt Dralle, List Admin. -= --> http://www.matronics.com/contribution -======================== ________________________________________________________________________________
Subject: New RAF Video
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 03, 2012
http://theraf.org/news/2011/new-raf-video The Recreational Aviation Foundation Mission Keeping the legacy of recreational aviation strong by preserving, maintaining and creating public use recreational and backcountry airstrips nationwide. Worthy of a Membership Donation [Idea] -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367698#367698 ________________________________________________________________________________
Subject: Re: IVO prop to trailing edge clearance
From: "racerjerry" <gki(at)suffolk.lib.ny.us>
Date: Mar 04, 2012
I dont mean to be a smart-ass, but I do need to confirm this. When doing your W&B weight measurements to calculate CG, were you sitting in your Firestar II? I looked through my old notes and the tail weight was 42 lbs, but this is with a 447, and 190 lb pilot, but with tail boom shortened one foot from stock. -------- Jerry King Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367711#367711 ________________________________________________________________________________
Date: Mar 04, 2012
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: IVO prop to trailing edge clearance
> > Hey Guys....quick question (or two)....I have an IVO with the prop spacer. There is 5" prop clearance to the T/E.... I would like to move my 503 forward, but not sure how much clearance i should have. .............................. > James, You need to run some prop to wing distance checkers. See: http://jackbhart.com/firefly/firefly83.html Jack B> Hart FF004 Winchester, IN ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: IVO prop to trailing edge clearance
Date: Mar 04, 2012
I don?Tt mean to be a smart-ass, but I do need to confirm this. When doing your W&B weight measurements to calculate CG, were you sitting in your Firestar II? I looked through my old notes and the tail weight was 42 lbs, but this is with a 447, and 190 lb pilot, but with tail boom shortened one foot from stock. -------- Jerry King >>>>>>>>>>>>>>>>>> jerry that is a good thought, just to make sure all his ducks are in a row... it never hurts to make sure everyone is at the same starting point. and to take it one step further, when doing the W&B measurements, in addition to him being in the plane,, is the plane set in the correct pitch attitude? without looking at the plans for the mkiii. it seems like it says the bottom of the wing should be at 8 deg positive incidence. in order to achieve this I had to have my tail wheel propped up on a 2 1/2 gal plastic bucket when I weighed everything, then subtracted the weight of the bucket. boyd y mkiii ________________________________________________________________________________
Subject: fire star II full enclosure
From: "skidookid" <rwtsc(at)hotmail.com>
Date: Mar 04, 2012
I have a 1997 firestar II looking to put a full enclosure on it. Does any body have plans or pictures for this Thanks -------- roger trombley Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367716#367716 ________________________________________________________________________________
Subject: Winter Storage question ?
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 04, 2012
How often do you start your Rotax while in Winter Storage, .... or do you 'FOG'? I found this little Sport Aviation gem down in Florida http://www.piairport.com/ Enjoy ! -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367738#367738 Attachments: http://forums.matronics.com//files/dsc04179_948.jpg http://forums.matronics.com//files/still_winter_135.jpg ________________________________________________________________________________
Date: Mar 04, 2012
Subject: First flying day of the year.
From: Larry Cottrell <lcottrell1020(at)gmail.com>
The weather finally abated enough for me to roll out the Firestar and test the new spacer that I got from R Girard several months ago. It has been on the plane, but the weather has either been too cold or too windy. Not tornado's thankfully, but close. I had been using the "pipe" type spacer that came with the IVO that I bought from Dennis S in 1997 when I first got the Firestar. The thread that someone started about spacers caused me to ask some questions about the one that I was using and the consensus was that I needed one with a little more contact surface to it. Before I took the old one off I ran the engine at idle to see how rough it was running, with the thought of seeing if one with a centering "knob" would smooth things out. I am pleased to report that the one made by Rick is just the thing. The workman ship is great and all that one could ask for. The engine runs a lot smoother, and every thing should be a lot more pleasant from just flying to video. I made 12 landings and as usual the first one was as smooth as a baby's butt and the next 8 were dribbled all over the place. Finally at about the 10th one they smoothed out. Hope every one has come through all the crappy weather in the South and East with no damage to you and yours. Larry -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Date: Mar 04, 2012
From: David Kulp <undoctor(at)ptd.net>
Subject: Re: fire star II full enclosure
Roger, If you go to http://s250.photobucket.com/albums/gg273/thumbs47/Daves%20Field/?start=all you can see photos of my FF which has an almost full enclosure. If you'd like me to take close ups inside, etc., let me know and I'll take my camera next time I'm at the strip. Dave Kulp Bethlehem, PA FireFly 11DMK On 3/4/2012 10:49 AM, skidookid wrote: > --> Kolb-List message posted by: "skidookid" > > I have a 1997 firestar II looking to put a full enclosure on it. Does any body have plans or pictures for this Thanks > > -------- > roger trombley > > ________________________________________________________________________________
Subject: Keep your head moving
From: "David d." <david(at)PaulowniaTrees.com>
Date: Mar 04, 2012
Motion Induced Blindness This is frightening! It works exactly like it says, and is one major reason people in cars can look right at you (when you're on a motorcycle or bicycle)---AND NOT SEE YOU. From a former Naval Aviator. This is a great illustration of what we were taught about scanning outside the cockpit when I went through training back in the '50s. We were told to scan the horizon for a short distance, stop momentarily, and repeat the process. I can remember being told why this was the most effective technique to locate other aircraft. It was emphasized (repeatedly) to NOT fix your gaze for more than a couple of seconds on any single object. The instructors, some of whom were WWII veterans with years of experience, instructed us to continually "keep our eyes moving and our head on a swivel" because this was the best way to survive, not only in combat, but from peacetime hazards (like a midair collision) as well. We basically had to take the advice on faith (until we could experience for ourselves) because the technology to demonstrate it didn't exist at that time. Click on the link below for a demonstration ... http://www.msf-usa.org/motion.html -------- Kolb Mark IIIX 582 Blue head Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367751#367751 ________________________________________________________________________________
Subject: Re: Keep your head moving
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 04, 2012
Thanks for the post. On a related note..... I recall 30 years ago taking a 'spotter's course' while in the Civil Air Patrol, and remember how fatiguing intensive scanning was. Just glad I was the pilot not one of the scanners. -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367755#367755 ________________________________________________________________________________
Subject: Re: fire star II full enclosure
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Mar 04, 2012
We have a full enclosure, Ill try and get up some pics tomorrow. -------- Richard Pike Kolb MKIII N420P (420ldPoops) richard (at) bcchapel(dot)org Kingsport, TN 3TN0 Now faith is the substance of things hoped for, the evidence of things not seen. Hebrews 11:1 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367766#367766 ________________________________________________________________________________
Subject: Re: fire star II full enclosure
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Mar 05, 2012
Took these this after noon. Might put them on the web page in a few days, but they are pretty self explanatory. By removing one AN-3 bolt at the top and bottom of each side, the back windows pop out. There is a snap in cover to cover up the cargo compartment, to keep whatever is in there from blowing out when the windows are off. The underside of the gap seal is covered with headliner material to help keep the noise down. -------- Richard Pike Kolb MKIII N420P (420ldPoops) richard (at) bcchapel(dot)org Kingsport, TN 3TN0 Now faith is the substance of things hoped for, the evidence of things not seen. Hebrews 11:1 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367806#367806 Attachments: http://forums.matronics.com//files/p1210735_large_598.jpg http://forums.matronics.com//files/p1210736_large_420.jpg http://forums.matronics.com//files/p1210743_large_760.jpg http://forums.matronics.com//files/p1210744_large_692.jpg http://forums.matronics.com//files/p1210746_large_161.jpg http://forums.matronics.com//files/p1210749_large_457.jpg http://forums.matronics.com//files/p1210750_large_202.jpg http://forums.matronics.com//files/p1210752_large_156.jpg http://forums.matronics.com//files/p1210753_large_194.jpg http://forums.matronics.com//files/p1210754_large_162.jpg http://forums.matronics.com//files/p1210756_large_234.jpg http://forums.matronics.com//files/p1210758_large_585.jpg http://forums.matronics.com//files/p1210759_large_130.jpg ________________________________________________________________________________
Subject: FAA Wings Program
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 05, 2012
How many Pilots here participate in the FAA Wings, On-Line Safety Courses to continually update your aeronautical knowledge ! http://www.faasafety.gov/OnlineHelp/Default.aspx?page=/faq.aspx -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367813#367813 ________________________________________________________________________________
Subject: Re: Winter Storage question ?
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 06, 2012
700 hours ...That's impressive ! I start mine every week, just to hear it run, when I'm here. It always starts on the first pull now, thanks to your advice. -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367845#367845 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Recreational Aviation Fountdation
Date: Mar 06, 2012
http://theraf.org/news/2011/new-raf-video The Recreational Aviation Foundation Mission Keeping the legacy of recreational aviation strong by preserving, maintaining and creating public use recreational and backcountry airstrips nationwide. Worthy of a Membership Donation [Idea] Dennis T/Kolbers: Does that mean your airstrip is open to Kolbers that are flying cross country? john h mkIII Gulf Breeze, FL ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: First flying day of the year.
Date: Mar 06, 2012
The engine runs a lot smoother, and every thing should be a lot more pleasant from just flying to video. Larry Larry C/Kolbers: That is good news. I never had much confidence in the tube type prop spacer since the first one I saw that IVO introduced at Lakeland many, many years ago. john h MKIII Gulf Breeze, Florida ________________________________________________________________________________
Subject: Re: Recreational Aviation Fountdation
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Mar 06, 2012
My airstrip is. Let me know you're coming and the coffee pot will be on! -------- Richard Pike Kolb MKIII N420P (420ldPoops) richard (at) bcchapel(dot)org Kingsport, TN 3TN0 Now faith is the substance of things hoped for, the evidence of things not seen. Hebrews 11:1 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367905#367905 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Recreational Aviation Fountdation
Date: Mar 06, 2012
My airstrip is. Let me know you're coming and the coffee pot will be on! -------- Richard Pike Thanks, Rev. Last time I came through there was flying to and from Homer's funeral. Had terrible weather flying north. Took two days. Flew home in one day, 10.5 flight hours. By the time I got home, just at last light, I think I was totally deaf. I have never flown into Richard's strip in my MKIII, but have taken off and landed in his MKIII. It is an exciting strip to get into. Mine is the same way for the uninitiated, but to me, it is business as usual. By the way, my airstrip is always open for Kolbers and others. It is 750 feet long with less than desirable approaches and departures for all but Kolb-like aircraft. I don't know what the GPS coordinates are, but if you plan to stop by for a visit, give me a call and I'll get you the info. john h mkIII Destin, FL ________________________________________________________________________________
Subject: Re: fire star II full enclosure
From: Eugene Zimmerman <etzimm(at)gmail.com>
Date: Mar 07, 2012
Richard, Very nice work on the Firestar rebuild. I like the way you enclosed it. Just a coupla questions. Is the area behind the fuel tanks accessible for baggage or additional fuel? Where did you get the seat? What is your empty weight? What is the rationale for the radiators? Does it have cabin heat? Thanks, Gene Z On Mar 5, 2012, at 6:17 PM, Richard Pike wrote: > > Took these this after noon. Might put them on the web page in a few days, but they are pretty self explanatory. By removing one AN-3 bolt at the top and bottom of each side, the back windows pop out. There is a snap in cover to cover up the cargo compartment, to keep whatever is in there from blowing out when the windows are off. > > The underside of the gap seal is covered with headliner material to help keep the noise down. > > -------- > Richard Pike > Kolb MKIII N420P (420ldPoops) > richard (at) bcchapel(dot)org > Kingsport, TN 3TN0 > Now faith is the substance of things hoped for, the evidence of things not seen. > Hebrews 11:1 > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=367806#367806 > > > > > Attachments: > > http://forums.matronics.com//files/p1210735_large_598.jpg > http://forums.matronics.com//files/p1210736_large_420.jpg > http://forums.matronics.com//files/p1210743_large_760.jpg > http://forums.matronics.com//files/p1210744_large_692.jpg > http://forums.matronics.com//files/p1210746_large_161.jpg > http://forums.matronics.com//files/p1210749_large_457.jpg > http://forums.matronics.com//files/p1210750_large_202.jpg > http://forums.matronics.com//files/p1210752_large_156.jpg > http://forums.matronics.com//files/p1210753_large_194.jpg > http://forums.matronics.com//files/p1210754_large_162.jpg > http://forums.matronics.com//files/p1210756_large_234.jpg > http://forums.matronics.com//files/p1210758_large_585.jpg > http://forums.matronics.com//files/p1210759_large_130.jpg > > > > > > > ________________________________________________________________________________
Subject: Re: fire star II full enclosure
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 07, 2012
Nice Job Richard, Thanks for sharing. -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367945#367945 ________________________________________________________________________________
Subject: Cable Tightness
From: "David d." <david(at)PaulowniaTrees.com>
Date: Mar 07, 2012
Greetings, My rudder and elevator cables are adjusted with turnbuckles. What tightness are they adjusted to? Is there a way to test or measure this tightness. I think they should be tight, but I don't want to pull the tail-feathers up the tube. Please, How did you do yours? Thanks, David d. -------- Kolb Mark IIIX 582 Blue head Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367954#367954 ________________________________________________________________________________
Subject: Re: Cable Tightness
From: "racerjerry" <gki(at)suffolk.lib.ny.us>
Date: Mar 08, 2012
David, I do not know which airplane you have, but dont get too up tight about cable tension. On my Firestar II, rudder tension is determined solely by the springs attached forward of the rudder pedals. The cables are loose and normally slap the boom tube on taxi in grass. Elevator cable tension is adjusted by the turnbuckles and could be set accurately with the use of an expensive cable tensiometer; however, Kolb provides no specifications. You dont want the darned things too tight for bind and wear reasons. Kolb only specifies that the elevator cables be rigged with no slack. Set cable tension on a cool day so that tension will not be excessive with boom expansion. You dont want the cables so loose that they try to hop off a pulley, but freedom from binding is much more important. You dont want the cables to be drum tight. You should be to be able to easily deflect the cable with one finger. Turnbuckles: Make sure that the turnbuckle forks have plenty of thread engagement within the barrel; measure and record overall fork length beforehand so that you will be able later determine where the fork end lies within the barrel. It is very important to make sure that the forward turnbuckle forks do not bind or bottom out at the extremes of full travel; grind the pivot for plenty of clearance (not the fork). You do not want to set up any condition where the forks could start to bend very dangerous. Make sure that turnbuckles are safety wired after adjustment. . It is important to see that the cables are not twisted (wrapped over one another) within the boom tube. It is very important to see that the cables are not REVERSED. Make sure that when you pull back on the stick, that the elevator goes UP and when you push right pedal, that the rudder goes right, or you will have a very bad day. -------- Jerry King Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367972#367972 ________________________________________________________________________________
Subject: Re: fire star II full enclosure
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Mar 08, 2012
Eugene Zimmerman wrote: > Richard, > > Very nice work on the Firestar rebuild. > I like the way you enclosed it. > Just a coupla questions. > Is the area behind the fuel tanks accessible for baggage or additional fuel? > Where did you get the seat? > What is your empty weight? > What is the rationale for the radiators? > Does it have cabin heat? > > Thanks, > > Gene Z > > Thanks for the kind words. Yes the area behind the seat is accessible, notice the gray covered panel behind the seat with a blue lever at the bottom: turn the lever and that comes out. It is a piece of thin plywood covered with foam and headliner material. With the rear fuselage enclosed, it is noisy, it is like sitting at the mouth of a megaphone. This is to kill the noise. It also keeps papers and things from blowing out when you take out the side rear windows. Since the two tanks that are in the airplane are 6 gallons, with about 11.5 usable fuel, it already has 3.5 hours duration, for us, fuel is sufficient. Your preferences may vary - Added a couple pictures so you can see what the cargo shelf looks like. Welded in some additional 5/16" tubing for the shelf, and a length of 1/2" tubing which runs along the top back of the gas tanks and gives you a place to tie the tank handles to, and it doubles as the forward bottom of the shelf. The shelf bottom is two layers of Stits, the sides are one layer. Here is the seat: http://www.bcchapel.org/pages/0003/FSII%20seat%20page.html Empty weight is 488. A bit heavy for a single seater, but since the 582 pushes it along nicely at 65 while loafing at 4,800 - 5,000, fuel burn is about 3 gph, and climb rate is always around 1,000 fpm or better. So weight is not really a problem. The radiators - the one closest to the fuselage was almost enough, but not quite. Since we just happened to have another one handy, I just piggy-backed them and it works fine. No cabin heat. Remember the empty weight ... it's fat enough now. -------- Richard Pike Kolb MKIII N420P (420ldPoops) richard (at) bcchapel(dot)org Kingsport, TN 3TN0 Now faith is the substance of things hoped for, the evidence of things not seen. Hebrews 11:1 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=367991#367991 Attachments: http://forums.matronics.com//files/p1150600_large_176.jpg http://forums.matronics.com//files/p1150565_large_698.jpg ________________________________________________________________________________
Date: Mar 08, 2012
From: Herb Gayheart <herbgh(at)nctc.com>
Subject: Good chuckle
Guys... This is 2012 and as Gomer would say...surprise! Surprise!! Rotax just discovered fuel injection!! :-) Likely several hundred fuel injected planes , gyro's and trikes flying with fuel injected auto engines in this country... mostly Suzuki and Geo models...1.0 and 1.3 liter... What will they think of next?? Price reduction?? You bet!! Cynical Herb ________________________________________________________________________________
Subject: Re: Good chuckle
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 08, 2012
http://www.rotax-owner.com/information/elearning-videos/333-912iS -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368003#368003 Attachments: http://forums.matronics.com//files/rotax_912is_100hp_fuel_injected_126.jpg ________________________________________________________________________________
Date: Mar 08, 2012
From: william sullivan <williamtsullivan(at)att.net>
Subject: Small engines
- Now that Rotax is doing away with their smaller 2-stroke engines, what is the Kolb factory looking at for a suggested stock engine on the Firefly? - ------------------------- ------------------- Bill Sullivan ------------------------- ------------------- Windsor Locks, Ct . ------------------------- ------------------- FS 447 - ________________________________________________________________________________
Date: Mar 08, 2012
From: Herb Gayheart <herbgh(at)nctc.com>
Subject: Re: Small engines
Strikes me that Mr. Hart up in Indianny...has already done the research for them...? Those engines or a half Vw...at 84 lbs...Herb At 11:21 AM 3/8/2012, you wrote: > Now that Rotax is doing away with their smaller 2-stroke engines, > what is the Kolb factory looking at for a suggested stock engine on > the Firefly? > > Bill Sullivan > Windsor Locks, Ct. > FS 447 > > ________________________________________________________________________________
Date: Mar 08, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Small engines
They . the Kolb factory that is just set up Phils Firefly with a mz 201 but he is the Guinea pig for this one I dont know what they will recommend.Chr is=0A=0A=0AChris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from cra sh building Firefly=0A =0A=0A________________________________=0A From: will iam sullivan =0ATo: kolb list =0ASent: Thursday, March 8, 2012 12:21 PM=0ASubject: Kolb-List: Smal l engines=0A =0A- Now that Rotax is doing away with their smaller 2-str oke engines, what is the Kolb factory looking at for a suggested stock engi ne on the Firefly?- =0A=0A--------------- ------------------------- ---- Bill Sullivan=0A--------------- ------------------------- ---- Windsor Locks,=0A Ct.=0A------------ ------------------------- == ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Cable Tightness
Date: Mar 08, 2012
David, do not set the cables up too tight. There should be slack in the system and there should be noise from the slapping cables in the boom tube when you taxi.. I remember in my gliding club someone set the rudder cables on a glider too tight and when the pilot hit a bump during the landing run the extra `g` imparted to the pilots feet pulled the horns off the rudder. Good job it didn`t happen on take off. Pat ________________________________________________________________________________
Date: Mar 08, 2012
From: Phil <phactor9(at)yahoo.com>
Subject: Re: Small engines
I am a couple of months (maybe sooner) away from firing up my CRE mz201 for my new Firefly, which I've been building all winter. Here's a page I poste d a month or two back: http://phactor.com/Kolb/201/201.htm By last calculations, the total dry engine weight is approaching 82lbs, but that's including things I don't have on that page, and not including a bat tery. http://phactor.com/eng_a.jpg Phil H FF11-4-00076 --- On Thu, 3/8/12, william sullivan wrote: From: william sullivan <williamtsullivan(at)att.net> Subject: Kolb-List: Small engines Date: Thursday, March 8, 2012, 12:21 PM - Now that Rotax is doing away with their smaller 2-stroke engines, what is the Kolb factory looking at for a suggested stock engine on the Firefly? - ------------------------- ------------------- Bill Sullivan ------------------------- ------------------- Windsor Locks, Ct . ------------------------- ------------------- FS 447 - ________________________________________________________________________________
Subject: Re: Small engines
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Date: Mar 08, 2012
Herb, Half VW engine?? Cutting a VW engine in half, and leaving two of the cylinders back in your shop, would be like planting corn on the last 500 feet of your 800 foot runway. Don't meck no sentz a'toll. Just sayin'...... hahaha Mike Welch On Mar 8, 2012, at 11:41 AM, Herb Gayheart wrote: > > Strikes me that Mr. Hart up in Indianny...has already done the research for them...? Those engines or a half Vw...at 84 lbs...Herb > > > At 11:21 AM 3/8/2012, you wrote: >> Now that Rotax is doing away with their smaller 2-stroke engines, what is the Kolb factory looking at for a suggested stock engine on the Firefly? >> >> Bill Sullivan >> Windsor Locks, Ct. >> FS 447 >> >> > > > > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Good chucklehttp://www.avweb.com/eletter/archives/avflash/2146-full.html#206291
Date: Mar 08, 2012
This is 2012 and as Gomer would say...surprise! Surprise!! Rotax just discovered fuel injection!! :-) Cynical Herb Herb G/Kolbers: Saw that this morning on AVWEB, then noticed just now I have an email from Rotax on the same subject. I felt the same way you did for many years because the carb system on the 912 series were more maintenance intensive and all the rest of the systems on the 912 combined. Some years ago I asked Eric Tucker, Rotax guru, why we didn't have fuel injection available for the 912. He said the problem was suppliers, and the cost of certifying engines for the European market. This was before LSA days. Cost a lot of money to certify the engine with fuel injection. If for some reason the supplier went out of business, Rotax would have to recertify with the new system. They would not take that kind of risk. Undoubtedly, Rotax has found a supplier of fuel injection systems that they feel is going to be around long enough to make it worth their while to certify the engine again. Has no bearing on us experimental guys though. Wish they had gone ahead and supplied us with a system. I am curious what the new fuel injection engine with computer will cost. I don't have any idea what a 912ULS cost these days. Doubt I'll ever be in the market for the new system. My old 912uls should be around for a long time to come. BTW the designation of the new engine, which is 100hp, is 912iS. john h Destin, Florida ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Good chucklehttp://www.avweb.com/eletter/archives/avflash/2146-full.html#206291
Date: Mar 08, 2012
www.avweb.com/eletter/archives/avflash/2146-full.html#206291 Don't know how that got in the subject line, but it did on my previous. The article on the 912iS. john h mkIII Destin, FL ________________________________________________________________________________
Subject: Re: Good chuckle
From: "Rex Rodebush" <jrrodebush(at)gmail.com>
Date: Mar 08, 2012
A couple of years at an Oshkosh Phil Lockwood was asked about fuel injection. He said Rotax had contacted several makers of fuel injection systems and were told the small quantity was not worth the liability issues. Either that has changed or Rotax has developed their own injection system? Rex Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368015#368015 ________________________________________________________________________________
Date: Mar 08, 2012
From: Herb Gayheart <herbgh(at)nctc.com>
Subject: Re: Small engines
Some time ago...maybe next to the last Homecoming, a fellow from Tenn. brought his Firestar with a loaner half vw .. Homer looked it over and remarked that it sure does vibrate a lot!! His "loaner buddy" down near Knoxville.Tenn. flies a 45 hp super stroker on his Fly..all praise...Haven't talked to him in a year , so I do not know currrent status.. I have two Global, half vw's and one is on an N3 Pup...Idles well at 6 to 700 rpm...but vibrates a lot at 2850 to 2900 cruise... The crank and other rotating and reciprocating parts can be balanced to yield a decent 35 to 45 hp engine.. My case is purpose cast and has proper front and rear seals...engine runs on a single mag though some have installed dual ign. using gm hei modules and an electric system or waste energy.. I surely got comfortable flying behind it...mixture control and less than 2 gph...at abt 63 mph... Never had a problem with a 447 on the Firefly either... Herb At 12:06 PM 3/8/2012, you wrote: >Herb, > > Half VW engine?? Cutting a VW engine in half, and leaving two of > the cylinders back in your shop, would be like >planting corn on the last 500 feet of your 800 foot runway. Don't >meck no sentz a'toll. Just sayin'...... > >hahaha > >Mike Welch > > >On Mar 8, 2012, at 11:41 AM, Herb Gayheart wrote: > >><herbgh(at)nctc.com> >> >>Strikes me that Mr. Hart up in Indianny...has already done the >>research for them...? Those engines or a half Vw...at 84 lbs...Herb >> >> >>At 11:21 AM 3/8/2012, you wrote: >>> Now that Rotax is doing away with their smaller 2-stroke >>> engines, what is the Kolb factory looking at for a suggested >>> stock engine on the Firefly? >>> >>> Bill Sullivan >>> Windsor Locks, Ct. >>> FS 447 >>http://www.matronics========================http://www.matronics.com/co================ >> >> >> >> >> >> ________________________________________________________________________________
Subject: Re: Small engines
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 08, 2012
Shucks ! I should not have given my "love Bug" engine away ... KdF Wagen. KdF stood for "Kraft durch Freude" which meant "Strength through Joy." [Minus the vibration and extra weight.] -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368036#368036 Attachments: http://forums.matronics.com//files/21bc35d8ec5a81fcbd709b256a3ed51d_scale_519_389_339.jpg ________________________________________________________________________________
Subject: Re: Cable Tightness
From: "David d." <david(at)PaulowniaTrees.com>
Date: Mar 08, 2012
Thanks, Jerry and Pat I plan to increase the up elevator cable size by 1/32" to a 1/8. My Kolb is a Mk III extra. The newer ones have a 1/8 which is suspose to reduce stretch. David d. -------- Kolb Mark IIIX 582 Blue head Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368041#368041 ________________________________________________________________________________
Subject: Southern Utah??
From: "johngilpin" <j.gilpin(at)bigpond.com>
Date: Mar 09, 2012
Any Kolbs in southern Utah - Kanab, St George ?? Or know of any ultralights of any brand in that area?? JG Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368050#368050 ________________________________________________________________________________
Date: Mar 09, 2012
Subject: Fuel injected 912
From: Tim Bjork <tdbjork(at)gmail.com>
Fwd: ROTAX announces new fuel injected engine!<http://groups.yahoo.com/group/EAAUL66/message/1101;_ylc=X3oDMTJyNzA3a2tkBF9TAzk3MzU5NzE1BGdycElkAzE2NzM4OTg3BGdycHNwSWQDMTcwNTc4NjA4MwRtc2dJZAMxMTAxBHNlYwNkbXNnBHNsawN2bXNnBHN0aW1lAzEzMzEzMDYyNjg-> I found this and thought some may like to see it. Tim ________________________________________________________________________________
Subject: Re: Fuel injected 912
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 09, 2012
'Lady Liberty' might get a little tail heavy. [Wink] -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368065#368065 ________________________________________________________________________________
From: Eugene Zimmerman <etzimm(at)gmail.com>
Subject: Re: Cable Tightness
Date: Mar 09, 2012
David, I'd suggest you not worry too much about rudder cable tension, but I'd advise you to forget about all the advise you heard about elevator cables. Just block your elevators so they will not move up or down, or have a buddy hold them in a fixed straight position, and then adjust your elevator cable tension to the amount of stick "slop" that you are willing to put up with, and still feel will give you the control authority you wish to have in an emergency situation. Most Kolb pilots will be surprised at the amount of sloppy stick travel they have with almost no movement in the elevator when the elevator is under load. I'd strongly recommend that all kolb pilots do this check out periodically. Gene Z On Mar 7, 2012, at 7:29 PM, David d. wrote: > Greetings, > > My rudder and elevator cables are adjusted with turnbuckles. What tightness are they adjusted to? > Is there a way to test or measure this tightness. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Cable Tightness
Date: Mar 09, 2012
Most Kolb pilots will be surprised at the amount of sloppy stick travel they have with almost no movement in the elevator when the elevator is under load. I'd strongly recommend that all kolb pilots do this check out periodically. Gene Z Gene Z/Kolbers: I like my elevator cables tight. Rudder cables tighten automatically when I get scared enough. ;-) We made a new flying airplane out of Larry Cottrell's FSII a few years back. I flew it with the cables loose. It was a bear to get comfortable with. Being new to VG's thought it was maybe the VG's that were causing it until I got back on the ground and we checked elevator cable tension. Larry snugged them up and went flying. He discovered an airplane he had never experienced before, since he had only flown it with loose elevator cables. Since my memory is getting worse each day, Larry can correct me if my recollection of this is a bit off. john h MKIII Destin, FL ________________________________________________________________________________
Date: Mar 09, 2012
Subject: Re: Cable Tightness
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Nothing wrong with your memory, Can't speak to the rest of you. :=) Larry On Fri, Mar 9, 2012 at 1:37 PM, John Hauck wrote: > > > Most Kolb pilots will be surprised at the amount of sloppy > stick travel they have with almost no movement in the > elevator when the elevator is under load. > > I'd strongly recommend that all kolb pilots do this check > out periodically. > > Gene Z > > > Gene Z/Kolbers: > > I like my elevator cables tight. > > Rudder cables tighten automatically when I get scared > enough. ;-) > > We made a new flying airplane out of Larry Cottrell's FSII a > few years back. I flew it with the cables loose. It was a > bear to get comfortable with. Being new to VG's thought it > was maybe the VG's that were causing it until I got back on > the ground and we checked elevator cable tension. Larry > snugged them up and went flying. He discovered an airplane > he had never experienced before, since he had only flown it > with loose elevator cables. > > Since my memory is getting worse each day, Larry can correct > me if my recollection of this is a bit off. > > john h > MKIII > Destin, FL > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Subject: Finally! A decent radio antenna
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Mar 10, 2012
After a year of frustration, finally got good radio reception on the FSII. Before the crash, the antenna was on the bottom of the fuselage under the seat, and it had a ground plane, and it worked pretty good. After the rebuild, decided to try using an old ELT antenna located on the front of the gap seal/cabin top as the com antenna, but that didn't work. Figured that an antenna tuned to 121.5 ought to be in the spectrum, but apparently not. A lot of hash and static, couldn't understand anything or anybody. Took it to an avionics shop and they replaced the ELT antenna with a Comant style fiberglass antenna in the same location - no good either, still noisy. Put a ground plane under the seat and put the antenna on the bottom of the fuselage. Same results. Tried a different radio - same results. Tried all sorts of combinations of antennas and radios, - and then got lucky. Carried the hand held all around the airplane with the engine running and the headset plugged into it and at the top of the vertical fin found a dead spot that was free of hash. Several test flights today confirmed that this is a very quiet spot with great reception in almost all directions - except dead ahead of the airplane. You can semi-sorta maybe hear whatever the airplane is pointed at, everything else works fine. We can live with that. Tried the Icom's rubber duck antenna, the home made whip is twice as good. Here's how it's made: 24 1/4" long from the end of the BNC connector to the little rounded curl on it's end. There is a jack-to-jack BNC bulkhead pass-through screwed into the bracket. The ground plane consists of the front of the vertical fin, the boom tube, and the stab brace wires and the stab, so you have a ground plane in front and to the sides, not much in back. Maybe that's why reception stinks straight ahead? Transmission is good in all directions. Go figure - The antenna is made by taking a Radio Shack twist-on male BNC connector, part # 278-103 and a length of 1/16" model airplane pushrod steel wire, and combining them like this: take one end of the steel wire, and taper it on a grinder until it will fit into the connector until the end just pokes through the end of the middle terminal connector. Solder it to the connector at that end. Fill the shank up with epoxy, and after it hardens, cut it to about 25 inches total length, and trim it to final length while checking an SWR meter. If you don't have an SWR meter, make it 24 1/4" long total length, ground plane to curly end tip, it will work. I suggest putting a little curl on the end, or Murphy's Law says someone will poke it in their eye. Cost? $8. Weight? 2 ounces. Worth what ya paid for it. -------- Richard Pike Kolb MKIII N420P (420ldPoops) richard (at) bcchapel(dot)org Kingsport, TN 3TN0 Now faith is the substance of things hoped for, the evidence of things not seen. Hebrews 11:1 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368140#368140 Attachments: http://forums.matronics.com//files/p1210762_large_188.jpg http://forums.matronics.com//files/p1210766_large_464.jpg http://forums.matronics.com//files/p1210772_large_724.jpg ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Finally! A decent radio antenna
Date: Mar 10, 2012
After the rebuild, decided to try using an old ELT antenna located on the front of the gap seal/cabin top as the com antenna, but that didn't work. Figured that an antenna tuned to 121.5 ought to be in the spectrum, but apparently not. A lot of hash and static, couldn't understand anything or anybody. -------- Richard Pike Richard P/Kolbers: I have used an ELT antenna for my com radio since FS days with good results. Use a small 6 or 8 inch disc for ground plane under the nose of the FS and MKIII. Cut the coax to a specific length. Can't remember what it is right now, but 6 feet pops in my brain housing group. Transmitting is critical to antenna tuning. Reception is not, as far as I know. You can lay a piece of wire on the ground and it will receive. Didn't some aircraft use a trailing wire antenna to receive UHF or was it SSB. Ignition and alternator noise a greatly reduced with a 22,000mf capacitor between the 12VDC + wire and ground. Getting the antenna as far away with as much mass between it and the engine helped on my FS and MKIII. Glad you finally got yours working. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: Finally! A decent radio antenna
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Mar 11, 2012
The antenna on my Slingshot is on the tail boom and has given trouble-free service with good transmit and reception. It is mounted on a hat shaped piece of aluminum, roughly 5"x5" riveted to the top of the boom tube with coax run through boom tube. It has room between the hat and boom tube to get to the connections. Seems that getting it behind the engine is indeed a good idea. I don't have detail photo, but this shot shows its location. -------- Thom Riddle Buffalo, NY (9G0) Kolb Slingshot SS-021 Jabiru 2200A #1574 Tennessee Prop 64x32 Truth is what stands the test of experience. - Albert Einstein Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368148#368148 Attachments: http://forums.matronics.com//files/rtfrntqrtrcropped_125.jpg ________________________________________________________________________________
Subject: Re: Finally! A decent radio antenna
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Mar 11, 2012
Roger that John, it seemed to me that an ELT antenna would be right on the money. In hindsight, it was the location. I am sure that if we still had the ELT antenna in place of my home made whip it would do just fine. Unfortunately it didn't come back from the avionics shop. We have a noise filter installed, it is a multi stage capacitor setup designed for cars that make electrical noise and mess up the stereo. It goes into the power line for the radio, it helped a little, but not much. The antenna is now directly opposite the magneto end of the engine, almost exactly in line with the crankshaft. I am guessing that the mag is making the electrical racket and having the antenna right where the engine blocks it off is why it works at that spot. -------- Richard Pike Kolb MKIII N420P (420ldPoops) richard (at) bcchapel(dot)org Kingsport, TN 3TN0 Now faith is the substance of things hoped for, the evidence of things not seen. Hebrews 11:1 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368149#368149 ________________________________________________________________________________
Date: Mar 11, 2012
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: Finally! A decent radio antenna
> Richard, Initially, I experienced a lot of engine radio noise. Found that the unshielded magneto kill switch wire was radiating like crazy. Rather than replace it with a shielded wire, I mounted the kill switch back on the engine. With that move good things happened. To activate the switch I use some woven fish line. Saved a little weight. No condenser was used on the voltage regulator output. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Finally! A decent radio antenna
Date: Mar 11, 2012
I am guessing that the mag is making the electrical racket and having the antenna right where the engine blocks it off is why it works at that spot. -------- Richard Pike Richard P/Kolbers: Ignition noise and alternator noise are different and change with engine rpm. Pretty easy to distinguish between the two. Forgot to mention last night, I had more problems eliminating RF noise with the 447 two stroke than the 912 4 stroke. Back in the 1980's it was a sin to fly with resistor spark plugs because the spark plug wire caps had internal resistors. However, I discovered the 447 flew great with Bosch resistor plugs and cut down on ignition noise. Cannot remember the number, but it was the equivalent of the NGK. In fact, they were Bosch Platinum. I went that route after the fine wire NGK plug came apart and put me down on Grand Island, NY, in 1988. Never fouled a Bosch Platinum. In order to use the Bosch Platinum plugs I also had to run Bosch spark plug wires. A mid-1970's Volvo wire set by Bosch came with metal caps and internal resistors. I was able to get two sets of wires out of one Volvo set. If one flew a lot, the caps wore out, usually stress cracking the metal caps. The above set up with the large capacitor did a good job of quieting the 447, in addition to locating the antenna under the nose pod. I started using the ELT, a Pointer, antennas on the FS because they could be purchased for $15.00 in the 80's. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "Andy and Sheila Slinkard" <andysheila(at)eltopia.com>
Subject: Firestar IILanding Gear
Date: Mar 11, 2012
Question: Has anyone put Slingshot steel landing gear on a Firestar II? Process? Success? Pictures please. Thanks, Andy ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Past Flights
Date: Mar 11, 2012
Kolbers: Rice, Dike, and the Mississippi River, 29 May 2009. Last day out on a flight from the Rock House, near Burns Junction, OR. Hopefully, the weather will be much better for the Rock House Gang when we get together the last week of June this year. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "Nick Cassara" <nickc(at)mtaonline.net>
Subject: Rotax 912 in Drones...
Date: Mar 11, 2012
Hello Kolber's, Uncle Sam is using the Rotax 912 is in some of the drones that we are now sharing the skies with. My guess is "we" are the deep pocket that allowed for the development of the fuel injection upgrade project. Nick Cassara Palmer Alaska ________________________________________________________________________________
Date: Mar 11, 2012
Subject: Re: Rotax 912 in Drones...
From: Larry Cottrell <lcottrell1020(at)gmail.com>
With their record of Toilet seats and hammers, kind of makes you wonder what they are paying for them. Larry On Sun, Mar 11, 2012 at 10:37 PM, Nick Cassara wrote: > Hello Kolber=92s,**** > > ** ** > > Uncle Sam is using the Rotax 912 is in some of the drones that we are no w > sharing the skies with. My guess is =93we=94 are the deep pocket that al lowed > for the development of the fuel injection upgrade project.**** > > ** ** > > Nick Cassara**** > > Palmer Alaska**** > > ** ** > > ** ** > > ** ** > > ** ** > > ** ** > > ** ** > > * > =========== =========== =========== =========== > * > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Sun and Fun 2012
Date: Mar 12, 2012
Kolbers: Just got off the phone with Travis, Bryan, and Dennis. Kolb Aircraft will be arriving Lakeland Sunday after next, 25 Mar 2011. Looks like it is time to push Miss P'fer (P fer plane) out of the old sagging, rusty tin covered hanger, fly over to Ronnie Collin's airstrip, across the lake and six miles west of Gantt International Airport, borrow his water hose and wash the barn dust, bird and bug crap off in preparation for the flight to Sun and Fun. The last cross country flights I did was in Nov 2011, and May/Jun 2011. Boy am I rusty. In fact, haven't done a whole lot of flying this past year or so far this year. Look forward to seeing all the old familiar faces again, and new ones I haven't had a chance to meet. Always good to put a face with posts to the Kolb List. This will be my 29th consecutive visit to Sun and Fun, the first was in Mar 1984, where I hung on the fence, watched Dennis Souder wring out the new Ultrastar, and drooled on it when it was not flying. I purchased my first Kolb Kit, had received the plans and building manual prior to departing for Lakeland. When I got home my engine and several large boxes of material and parts were waiting for me to pick up at the country store up the road. Anyone else heading to Lakeland this year? Plan to arrive Lakeland Monday or Tuesday, weather permitting. Will stay as long as I can stand it. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: Rotax 912 in Drones...
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 12, 2012
[quote="lcottrell"]With their record of Toilet seats and hammers, kind of makes you wonder what they are paying for them. Larry On Sun, Mar 11, 2012 at 10:37 PM, Nick Cassara wrote: > > Hello Kolbers, > > Uncle Sam is using the Rotax 912 is in some of the drones that we are now sharing the skies with. My guess is we are the deep pocket that allowed for the development of the fuel injection upgrade project. > > > > > Nick Cassara > Palmer Alaska > > > > > > > > > > > > > get="_blank">http://www.matronics.com/Navigator?Kolb-List > > tp://forums.matronics.com > > _blank">http://www.matronics.com/contribution > > > > > > -- If you forward this email, or any part of it, please remove my email address before sending. > [b] http://blog.chron.com/newswatch/2012/03/police-drone-test-flight-crashes-near-houston/ Their in my backyard ... -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368253#368253 ________________________________________________________________________________
Subject: Re: Rotax 912 in Drones...
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 12, 2012
[quote="nickc(at)mtaonline.net"]Hello Kolbers, Uncle Sam is using the Rotax 912 is in some of the drones that we are now sharing the skies with. My guess is we are the deep pocket that allowed for the development of the fuel injection upgrade project. Nick Cassara Palmer Alaska Their right in our own backyards http://blog.chron.com/newswatch/2012/03/police-drone-test-flight-crashes-near-houston/ > [b] -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368254#368254 ________________________________________________________________________________
Date: Mar 12, 2012
Subject: Re: Sun and Fun 2012
From: Rick Neilsen <neilsenrm(at)gmail.com>
John/ All I will be driving in and camping for most of the week. Rick Neilsen Redrive VW Powered MKIIIC On Mon, Mar 12, 2012 at 11:13 AM, John Hauck wrote: > > Kolbers: > > Just got off the phone with Travis, Bryan, and Dennis. Kolb Aircraft will > be arriving Lakeland Sunday after next, 25 Mar 2011. > > Looks like it is time to push Miss P'fer (P fer plane) out of the old > sagging, rusty tin covered hanger, fly over to Ronnie Collin's airstrip, > across the lake and six miles west of Gantt International Airport, borrow > his water hose and wash the barn dust, bird and bug crap off in preparation > for the flight to Sun and Fun. > > The last cross country flights I did was in Nov 2011, and May/Jun 2011. > Boy > am I rusty. In fact, haven't done a whole lot of flying this past year or > so far this year. > > Look forward to seeing all the old familiar faces again, and new ones I > haven't had a chance to meet. Always good to put a face with posts to the > Kolb List. > > This will be my 29th consecutive visit to Sun and Fun, the first was in Mar > 1984, where I hung on the fence, watched Dennis Souder wring out the new > Ultrastar, and drooled on it when it was not flying. I purchased my first > Kolb Kit, had received the plans and building manual prior to departing for > Lakeland. When I got home my engine and several large boxes of material > and > parts were waiting for me to pick up at the country store up the road. > > Anyone else heading to Lakeland this year? > > Plan to arrive Lakeland Monday or Tuesday, weather permitting. Will stay > as > long as I can stand it. > > john h > mkIII > Titus, Alabama > > ________________________________________________________________________________
Date: Mar 12, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Sun and Fun 2012
John, Becky and I will be there I not sure when but we will see you sometim e. Chris=0A=0A=0AChris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled fr om crash building Firefly=0A =0A=0A________________________________=0A From : John Hauck =0ATo: kolb-list(at)matronics.com =0ASent: Monday, March 12, 2012 11:13 AM=0ASubject: Kolb-List: Sun and Fun 2012=0A =0AKolbers:=0A=0AJust got off the phone with Travis, Bryan, and Dennis.- Kolb- Aircraft will=0Abe arriving Lakeland Sunday after next, 25 Mar 2011 .=0A=0ALooks like it is time to push Miss P'fer (P fer plane) out of the ol d=0Asagging, rusty tin covered hanger, fly over to Ronnie Collin's airstrip ,=0Aacross the lake and six miles west of Gantt International Airport, borr ow=0Ahis water hose and wash the barn dust, bird and bug crap off in prepar ation=0Afor the flight to Sun and Fun.- =0A=0AThe last cross country flig hts I did was in Nov 2011, and May/Jun 2011.- Boy=0Aam I rusty.- In fac t, haven't done a whole lot of flying this past year or=0Aso far this year. =0A=0ALook forward to seeing all the old familiar faces again, and new ones I=0Ahaven't had a chance to meet.- Always good to put a face with posts to the=0AKolb List.=0A=0AThis will be my 29th consecutive visit to Sun and Fun, the first was in Mar=0A1984, where I hung on the fence, watched Dennis Souder wring out the new=0AUltrastar, and drooled on it when it was not fl ying.- I purchased my first=0AKolb Kit, had received the plans and buildi ng manual prior to departing for=0ALakeland.- When I got home my engine a nd several large boxes of material and=0Aparts were waiting for me to pick up at the country store up the road. =0A=0AAnyone else heading to Lakeland this year?=0A=0APlan to arrive Lakeland Monday or Tuesday, weather permitti ng.- Will stay as=0Along as I can stand it. =0A=0Ajohn h=0AmkIII=0ATitus, ================== ________________________________________________________________________________
From: russ kinne <russkinne(at)mac.com>
Subject: Re: Rotax 912 in Drones...
Date: Mar 12, 2012
Larry I'm sure it's a wild price! -- but surely you know that a lot of the inflated cost of hammers etc goes to supporting the clandestine-services budget? Can't beat it; got to accept it. At least it's well spent. Russ K On Mar 12, 2012, at 1:13 AM, Larry Cottrell wrote: > With their record of Toilet seats and hammers, kind of makes you wonder what they are paying for them. > Larry > > > On Sun, Mar 11, 2012 at 10:37 PM, Nick Cassara wrote: > Hello Kolber=92s, > > > > Uncle Sam is using the Rotax 912 is in some of the drones that we are now sharing the skies with. My guess is =93we=94 are the deep pocket that allowed for the development of the fuel injection upgrade project. > > > > Nick Cassara > > Palmer Alaska > > > > > > > > > > > > > > > > get="_blank">http://www.matronics.com/Navigator?Kolb-List > tp://forums.matronics.com > _blank">http://www.matronics.com/contribution > > > > > -- > If you forward this email, or any part of it, please remove my email address before sending. > > > > ________________________________________________________________________________
Date: Mar 12, 2012
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: Re: Sun and Fun 2012
=0A----- a year ago a friend and I were looking into the commerci al usefulness of the club plane format to introduce people to aviation and familiarization to ultralite flying. =0Aour hope was to gather enough info to build a process that would allow pilots to utilize their plane - wether experimental, amateur built or certified, to introduce people to flying. This could mean training use for cfi's, for ultralite pilots to gain experi ence before flying alone, or for people to just get a ride in a cool lookin g plane at a pancake breakfast. =0Amy friend mark has become a CFI and star ted a flying club in a exp challenger.last year I had 11 paying club member s. a lot of people have contacted me about my fly for fun club. i am still building a data base of info on flying clubs and am willing to share this with anyone wanting to learn how to start one. =0AI will be at sun fun all week and can be found in the old ultralite headqurters tent in Paradise c ity's new sport plane area=0A=0A=0AMalcolm & Jeanne Brubaker =0AMichigan Sp ort Pilot Repair =0Ahttp://michigansportpilotrepair.com =0ALSRM-A, PPC, WS =0AGreat Sails - Sailmaker =0Afor Ultralight & Light Sport=0A(989)513-3022 =0A- =0A=0A=0A=0A =0A=0A________________________________=0A From: Rick Ne ilsen =0ATo: kolb-list(at)matronics.com =0ASent: Monday, March 12, 2012 11:54 AM=0ASubject: Re: Kolb-List: Sun and Fun 2012=0A =0A =0AJohn/ All=0A=0AI will be driving in and camping for most of the week.=0A =0ARick Neilsen=0ARedrive VW Powered MKIIIC=0A=0A=0AOn Mon, Mar 12, 2012 at 11:13 AM, John Hauck wrote:=0A=0A--> Kolb-List mess age posted by: "John Hauck" =0A>=0A>Kolbers:=0A>=0A>J ust got off the phone with Travis, Bryan, and Dennis. -Kolb -Aircraft w ill=0A>be arriving Lakeland Sunday after next, 25 Mar 2011.=0A>=0A>Looks li ke it is time to push Miss P'fer (P fer plane) out of the old=0A>sagging, r usty tin covered hanger, fly over to Ronnie Collin's airstrip,=0A>across th e lake and six miles west of Gantt International Airport, borrow=0A>his wat er hose and wash the barn dust, bird and bug crap off in preparation=0A>for the flight to Sun and Fun.=0A>=0A>The last cross country flights I did was in Nov 2011, and May/Jun 2011. -Boy=0A>am I rusty. -In fact, haven't d one a whole lot of flying this past year or=0A>so far this year.=0A>=0A>Loo k forward to seeing all the old familiar faces again, and new ones I=0A>hav en't had a chance to meet. -Always good to put a face with posts to the =0A>Kolb List.=0A>=0A>This will be my 29th consecutive visit to Sun and Fun , the first was in Mar=0A>1984, where I hung on the fence, watched Dennis S ouder wring out the new=0A>Ultrastar, and drooled on it when it was not fly ing. -I purchased my first=0A>Kolb Kit, had received the plans and buildi ng manual prior to departing for=0A>Lakeland. -When I got home my engine and several large boxes of material and=0A>parts were waiting for me to pic k up at the country store up the road.=0A>=0A>Anyone else heading to Lakela nd this year?=0A>=0A>Plan to arrive Lakeland Monday or Tuesday, weather per mitting. -Will stay as=0A>long as I can stand it.=0A>=0A>john h=0A>mkIII =0A>Titus, Alabama=0A>=0A>=0A>============0A>arget= "_blank">http://www.matronics.com/Navigator?Kolb-List=0A>====== ======0A>http://forums.matronics.com=0A>======== ====0A>le, List Admin.=0A>="_blank">http://www.matronics.com/contri ========== ________________________________________________________________________________
Subject: Re: Sun and Fun 2012
From: "209GS" <guebbing(at)aol.com>
Date: Mar 12, 2012
I'll be at the campground Sat. through Friday. Hopefully my tent won't end up in the pond again this year ( no more tornado's please! ) -------- Gerry Uebbing Firestar II 503 b-box (not flying yet) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368318#368318 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Sun and Fun 2012
Date: Mar 12, 2012
I'll be at the campground Sat. through Friday. Hopefully my tent won't end up in the pond again this year ( no more tornado's please! ) -------- Gerry Uebbing Firestar II 503 b-box (not flying yet) Don't know if my old MKIII would stand another tornado or not. Don't want to find out. Hopefully, we will have great weather. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: Sun and Fun 2012
From: "Watkinsdw" <david.watkins0(at)gmail.com>
Date: Mar 13, 2012
I hope to fly up on Thursday and stay thru Saturday morning. If the weather isn't right, I will drive up. Not sure if I'll camp at LAL or S. Lakeland. Dave Watkins MkIII-C Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368332#368332 ________________________________________________________________________________
Subject: For the birds
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 13, 2012
http://www.parahawkusa.com/Home.html Enjoy ! -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368350#368350 ________________________________________________________________________________
Subject: Re: Sun and Fun 2012
From: "Rex Rodebush" <jrrodebush(at)gmail.com>
Date: Mar 13, 2012
Will be in the area that week & at the fly in for a day or so. Not sure exactly when. Hope to see some of you guys there. Rex Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368371#368371 ________________________________________________________________________________
From: "Creative Eagles Corp" <info@creative-eagles.com>
Subject: First Composite Pedal Kitplane
Date: Mar 13, 2012
Good day everyone! I thought that I mention here that the First Composite Pedal Kitplane is now available! The first GOTCHA! Gotcha3.jpg Gotcha Composite Pedal Kitplane turns your kids tricycle into something wonderful and exciting rides. The Gotcha composite pedal kitplane is a bolt-in project into your kids existing tricycle. The kit consist of the fuselage, the propeller, seat back, wings, horizontal stabilizer and hardwares. Build your Gotcha now and enjoy watching your young pilots as they fly around the neighborhood. Their smile will touch your heart! Their website www.creative-eagles.com or contact at info@creative-eagles.com Gotcha Pedal Plane.JPG Unleash your young eagles and let them enjoy the power of flight. Enjoy! ________________________________________________________________________________
Subject: Re: First Composite Pedal Kitplane
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 13, 2012
I still prefer my first 'all metal' pedal plane . :) -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368411#368411 Attachments: http://forums.matronics.com//files/3837_114.jpg ________________________________________________________________________________
Subject: Re: Sun and Fun 2012
From: "cspoke" <cspoke(at)mediacombb.net>
Date: Mar 14, 2012
John and All, I will be driving in on Wednesday and staying through Saturday. Looking forward to seeing everybody again and meeting new Kolbers. -------- Craig Spoke Mark111 Xtra VW Redrive Lillian, AL cspoke(at)mediacombb.net Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368496#368496 ________________________________________________________________________________
Subject: WWII Vet / Pilot checks out my Kolb Firestar
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 14, 2012
............ and 'Still likes the stick better' ! [Wink] -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368505#368505 Attachments: http://forums.matronics.com//files/wwii_vet_537.jpg ________________________________________________________________________________
From: FlyColt45(at)aol.com
Date: Mar 14, 2012
Subject: Greetings from Afghanistan - from one of You!
Kolbers, Greetings from my +7k ft mountain top, vacation resort retreat chateau, way up & out - in a FOB (forward op base), somewhere in AF. May sound nice except that we're surrounded by much higher mountains; and on a bad day - that's not a good thing ; ) I'm sitting here tonight in my little container type room, on a pitch dark, starless night under blackout conditions reading my Kolb list and the activity surrounding this years Sun & Fun. Was just there with Dick Kuntzleman a couple of yrs ago (when I could afford it : ) It's been snowing about 2 in every evening & warming to the 40 in the AM - just enough to turn that new snow into 4 in of mud. The bone chilling, freezing weather has left for the season. For fellow flyers who know about such military things (& many have had it worse I'm sure), also know that life gets more active as bad weather leaves. I can tell you that you haven't seen mountains - until you've flown above and around these babies : ) Whether I'm strapped in a rotary or can walk to a small window in a C-130 or 17, I'm always looking for a safe (survivable), place in case things go wrong. I'm sure that every Kolber would be thinking the same : ) The answer to that safe place is: Faith in God, the Flight Crew and the Equipment, that you good people back home sent over here. If you haven't gotten a "Thank You" lately; I can assure you that every soldier thinks about all three more than a few times while over here. Whatever your opinion on the war - You are Officially Thanked! For those of you who don't know me, I'm a Kolber. Owned 3. But more importantly than that; I was/am privileged to have known Homer & family & the Old Kolb company people. All fine people - as I know the New Kolb Co to be. For me - there is nothing like reading Dennis or John giving insight from their deep history with these planes, a spirited debate over the use of VGs : ) or even the occasional petty stuff. (The mud slingers we can all do without). And just so that you Kolb builders/flyers feel some connection to me - be it known that I celebrated my 60th b-day last month - here, (not that you're all 60ish : ) {The worse part for me - in getting this deployment was the train up. Wasn't a sign on my back that said "take it easy on this old man, he's gonna be 60" : } Army doesn't much care about individual challenges. Either you make it or you don't! I was lucky. So -- get that Kolb built and get into the air! Or - for you "Lurkers": Yes - the Kolb is the safest plane to fly! Get off the fence, (you ain't that old), spend the money; build or get help building a Kolb; and start living the rest of your life - if flying is your passion. As they say, "Just Do It"! In my job as an advisor, I've gotten to many places around this country and parts of it are beyond beautiful. The sky on most nights is majestic! Brilliant stars look like the perfect planetarium against a lighter than Navy blue sky. All the more illuminated by the waves and waves of snow covered mountain tops seemingly running up to it. Totally belies what's going on under it all - on the ground. And then there's the "well traveled" areas that resemble the ugliest side of the farthermost planet! And the smells are putrid and the dust storms clog your breathing. Before I turn this note into a novel, I should mention the people. For the most part - not unlike any of us or your kids. Was pelted by kids playfully throwing snowballs one day as we passed by. They of course didn't recognize our perceived threat & why we weren't enjoying it - since anyone of those snowballs could have been something worse! But kids will be kids and I would have done the same as a little guy : ) I must admit that I had a fleeting thought about dropping my gear and tossing a few back at them. A few of the byproducts of our involvement here is that we use thousands of plastic water bottles. Hydration is important and the Army takes care of it soldiers by providing pallets and pallets of water. Those discarded plastic water bottles are used as a source to heat "homes" on those bone chilling nights. Also (& I'll be delicate): In this country we don't flush used toilet paper! It gets dried out and used for heat & building material etc. So there! I said it : ) This Matronic's Kolb sight is great & reading what you all are up to makes my day! (Betcha never knew that your questions, insights and even the spats are appreciated over here : ) Can't get into things to deeply but I have a handful of friends who are instructors to the Afghan Police & they also like reading the site. Also met a Lithuanian soldier (Priest) who has a C-172 and we talk Kolb (Lite Sport & Exp) stuff all the time. His take is - that Rotax is pricing themselves out of the market. Yeah! the new 912 is the price of an average home in FL these days. (That's bad news on both counts : ( I'll be back home to the Villages in FL about a month after the baseball AllStar break. Between planes at the moment but would like to build another MKIII - so maybe see you all at Sun & Fun next year. Or maybe back at Homer's place. Keep em all straight - John H.! Out! (from my mountain top vacation resort retreat chateau) "When in Doubt - Attack!" Gen Geo S Patton Jim Jim Cote, CW3 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Greetings from Afghanistan - from one of You!
Date: Mar 14, 2012
I'll be back home to the Villages in FL about a month after the baseball AllStar break. Between planes at the moment but would like tobuild another MKIII - so maybe see you all at Sun & Fun next year. Or maybe back at Homer's place. Jim Cote, CW3 Hurry home and get that new MKIII. Kolb Aircraft can use the business. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: Mar 14, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Greetings from Afghanistan - from one of You!
Jim , Thank you for your service and your letter . What is a 60 year old ko lber doing in AF? Hope you make it through your tour safely and come home t o build and fly again. C=0A=0A=0AChris Davis=0AKXP 503 492 hrs=0AGlider Pil ot=0ADisabled from crash building Firefly=0A=0A=0A_________________________ _______=0AFrom: "FlyColt45(at)aol.com" <FlyColt45(at)aol.com>=0ATo: kolb-list@mat ronics.com =0ASent: Wednesday, March 14, 2012 5:13 PM=0ASubject: Kolb-List: Greetings from Afghanistan - from one of You!=0A=0A=0AKolbers,=0A=0AGreeti ngs from my-+7k ft mountain top, vacation resort retreat chateau, way up & out-- in a FOB (forward op base), somewhere in AF.- May sound nice ex cept that we're surrounded by much higher mountains; and-on a bad day - t hat's not a good thing ; )=0AI'm sitting here tonight in my little containe r type room, on a pitch dark, starless night under blackout conditions read ing my Kolb list and the activity surrounding-this years Sun & Fun.- Wa s just there with Dick Kuntzleman a couple of yrs ago (when I could afford it : )=0A=0AIt's been snowing about 2 in every evening & warming to the 40 in the AM --just enough to-turn that new snow into 4 in of mud. The bon e chilling, freezing weather has left for the season.- For fellow flyers -who know about such military things (&- many-have had it worse I'm s ure), also know that life gets more active as bad weather leaves. =0A=0AI -can tell you that you haven't seen mountains - until you've flown above and around these babies : )---=0AWhether I'm strapped in a rotary or can walk to a small window in a C-130 or 17,-I'm always looking for a saf e (survivable), place in case things go wrong. I'm sure that every Kolber w ould be thinking the same : )--=0AThe answer to that safe place is: Fai th in God, the Flight Crew and the Equipment,-that you good people back h ome sent over here.- If you haven't gotten a "Thank You" lately; I can as sure you that every soldier thinks about all three more than a few times wh ile over here. Whatever your opinion on the war - You are Officially Thanke d!=0A=0AFor those of you who don't know me, I'm a Kolber. Owned 3.- But m ore importantly than that; I was/am-privileged to have known Homer & fami ly & the Old Kolb company people.- All fine people - as I know the New Ko lb Co to be.- =0AFor me - there is nothing like reading Dennis or John gi ving insight from their deep history with these planes, a spirited debate o ver the use of VGs : ) or even the occasional petty stuff. (The mud slinger s we can all do without).-=0AAnd just so that you Kolb builders/flyers- feel some connection to me - be it known that I celebrated my 60th b-day la st month - here, (not that you're all 60ish : )-{The worse part for me - in getting this deployment was the train up.- Wasn't a sign-on my back that said "take it easy on this old man, he's gonna be 60" : } - Army doe sn't much care about individual challenges.- Either you make it or you do n't!- I was lucky.=0ASo -- get that Kolb built and get into the air!- O r - for you "Lurkers":-Yes - the Kolb is the safest plane to fly!- Get off the fence, (you ain't that old), spend the money; build or get help bui lding a Kolb;-and start living the rest of your life - if flying is your passion.--As they say, "Just Do It"!=0A=0AIn my job as an advisor, I've gotten-to-many places around this country and parts of it are beyond b eautiful. =0AThe sky on most nights is majestic!- Brilliant stars look li ke the perfect planetarium against a lighter than Navy blue sky. All the mo re illuminated by the waves and waves of snow covered mountain tops seeming ly running up to it. Totally belies what's going on under it all-- on the ground.-=0AAnd then there's the "well traveled" areas that resemble the ugliest side of the farthermost planet!- And the smells are-putrid and the dust storms clog your breathing.=0A=0ABefore I turn this note into a no vel, I should mention the people.- For the most part - not unlike any of us or your kids.- Was pelted by kids playfully throwing snowballs one day as we passed by.- They of course didn't recognize our perceived threat & why we weren't enjoying it- - since anyone of those snowballs could have been something worse!- But kids will be kids and I would have done the s ame as a little guy : )-- I must admit that I had a fleeting thought ab out dropping my gear and tossing a few back at them.=0A=0AA few of the bypr oducts of our involvement here is that we use thousands of plastic water bo ttles. Hydration is important and the Army takes care of it soldiers by pro viding pallets and pallets of water.- Those discarded plastic water bottl es are used as a source to heat "homes" on those bone chilling nights.=0AAl so (& I'll be delicate): In this country we don't flush used toilet paper! -It gets dried out and used for heat & building material etc.- So there ! I said it : )=0A=0AThis Matronic's Kolb sight is great & reading what you all are up to makes my day! (Betcha never knew that your questions, insigh ts and even the spats are appreciated over here : ) Can't get into things t o deeply but I have a handful of friends who are instructors to the Afghan Police & they also like reading the site. Also met a Lithuanian soldier (Pr iest) who has a C-172 and we talk Kolb (Lite Sport & Exp) stuff all the tim e. His take is - that Rotax is pricing themselves out of the market. Yeah! - the new 912 is the price of an average home in FL these days.- (That' s bad news on both counts : (=0A=0AI'll be back home to the Villages in FL about a month after the baseball AllStar break.- Between planes at the mo ment but would like to-build another MKIII - so maybe see you all at Sun & Fun next year.- Or maybe back at Homer's place.-=0A=0AKeep em all str aight - John H.!=0A=0AOut!- (from my mountain top vacation resort retreat chateau)=0A=0A"When in Doubt - Attack!"--- Gen Geo S Patton=0A=0AJim ==================== ________________________________________________________________________________
Subject: Re: Greetings from Afghanistan - from one of You!
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Date: Mar 14, 2012
Chris, An explanation; I'm sure Jim will correct me if I'm wrong....but here is how "I" understood him. He said he was at a FOB (forward operating base)....somewhere in Afghanistan. Very likely he is a civilian, working as an independent contractor (like both of my boys were doing). Speaking of my boys in Afghanistan.....the oldest one finally came home two weeks ago, permanently. No more going back back. He said his last night at Bagram AB the anti-American maggots were lobbing hand-thrown bombs over the base walls all night. He finally managed to snag a VERY well nice job just south of Minneapolis, not too far from his home in Buffalo, MN. (The youngest one came home permanently a year and a half ago) Jim Cote; speaking of "The Villages", I'm moving there to retire as soon as I can unload my present house. I've been there for their tour for the last two summers. Someday............ To keep this Kolb related, everybody buy a Kolb airplane. (there! better than a dumb video, it'n it) Mike Welch On Mar 14, 2012, at 6:57 PM, chris davis wrote: > Jim , Thank you for your service and your letter . What is a 60 year old kolber doing in AF? Hope you make it through your tour safely and come home to build and fly again. C > > Chris Davis > KXP 503 492 hrs > Glider Pilot > Disabled from crash building Firefly > From: "FlyColt45(at)aol.com" <FlyColt45(at)aol.com> > To: kolb-list(at)matronics.com > Sent: Wednesday, March 14, 2012 5:13 PM > Subject: Kolb-List: Greetings from Afghanistan - from one of You! > > Kolbers, > > Greetings from my +7k ft mountain top, vacation resort retreat chateau, way up & out - in a FOB (forward op base), somewhere in AF. May sound nice except that we're surrounded by much higher mountains; and on a bad day - that's not a good thing ; ) > I'm sitting here tonight in my little container type room, on a pitch dark, starless night under blackout conditions reading my Kolb list and the activity surrounding this years Sun & Fun. Was just there with Dick Kuntzleman a couple of yrs ago (when I could afford it : ) > > It's been snowing about 2 in every evening & warming to the 40 in the AM - just enough to turn that new snow into 4 in of mud. The bone chilling, freezing weather has left for the season. For fellow flyers who know about such military things (& many have had it worse I'm sure), also know that life gets more active as bad weather leaves. > > I can tell you that you haven't seen mountains - until you've flown above and around these babies : ) > Whether I'm strapped in a rotary or can walk to a small window in a C-130 or 17, I'm always looking for a safe (survivable), place in case things go wrong. I'm sure that every Kolber would be thinking the same : ) > The answer to that safe place is: Faith in God, the Flight Crew and the Equipment, that you good people back home sent over here. If you haven't gotten a "Thank You" lately; I can assure you that every soldier thinks about all three more than a few times while over here. Whatever your opinion on the war - You are Officially Thanked! > > For those of you who don't know me, I'm a Kolber. Owned 3. But more importantly than that; I was/am privileged to have known Homer & family & the Old Kolb company people. All fine people - as I know the New Kolb Co to be. > For me - there is nothing like reading Dennis or John giving insight from their deep history with these planes, a spirited debate over the use of VGs : ) or even the occasional petty stuff. (The mud slingers we can all do without). > And just so that you Kolb builders/flyers feel some connection to me - be it known that I celebrated my 60th b-day last month - here, (not that you're all 60ish : ) {The worse part for me - in getting this deployment was the train up. Wasn't a sign on my back that said "take it easy on this old man, he's gonna be 60" : } Army doesn't much care about individual challenges. Either you make it or you don't! I was lucky. > So -- get that Kolb built and get into the air! Or - for you "Lurkers": Yes - the Kolb is the safest plane to fly! Get off the fence, (you ain't that old), spend the money; build or get help building a Kolb; and start living the rest of your life - if flying is your passion. As they say, "Just Do It"! > > In my job as an advisor, I've gotten to many places around this country and parts of it are beyond beautiful. > The sky on most nights is majestic! Brilliant stars look like the perfect planetarium against a lighter than Navy blue sky. All the more illuminated by the waves and waves of snow covered mountain tops seemingly running up to it. Totally belies what's going on under it all - on the ground. > And then there's the "well traveled" areas that resemble the ugliest side of the farthermost planet! And the smells are putrid and the dust storms clog your breathing. > > Before I turn this note into a novel, I should mention the people. For the most part - not unlike any of us or your kids. Was pelted by kids playfully throwing snowballs one day as we passed by. They of course didn't recognize our perceived threat & why we weren't enjoying it - since anyone of those snowballs could have been something worse! But kids will be kids and I would have done the same as a little guy : ) I must admit that I had a fleeting thought about dropping my gear and tossing a few back at them. > > A few of the byproducts of our involvement here is that we use thousands of plastic water bottles. Hydration is important and the Army takes care of it soldiers by providing pallets and pallets of water. Those discarded plastic water bottles are used as a source to heat "homes" on those bone chilling nights. > Also (& I'll be delicate): In this country we don't flush used toilet paper! It gets dried out and used for heat & building material etc. So there! I said it : ) > > This Matronic's Kolb sight is great & reading what you all are up to makes my day! (Betcha never knew that your questions, insights and even the spats are appreciated over here : ) Can't get into things to deeply but I have a handful of friends who are instructors to the Afghan Police & they also like reading the site. Also met a Lithuanian soldier (Priest) who has a C-172 and we talk Kolb (Lite Sport & Exp) stuff all the time. His take is - that Rotax is pricing themselves out of the market. Yeah! the new 912 is the price of an average home in FL these days. (That's bad news on both counts : ( > > I'll be back home to the Villages in FL about a month after the baseball AllStar break. Between planes at the moment but would like to build another MKIII - so maybe see you all at Sun & Fun next year. Or maybe back at Homer's place. > > Keep em all straight - John H.! > > Out! (from my mountain top vacation resort retreat chateau) > > "When in Doubt - Attack!" Gen Geo S Patton > > Jim > > Jim Cote, CW3 > > > > > =nofollow target=_blank>http://www.matronics.com/Navigator?Kolb-List > et=_blank>http://forums.matronics.com > llow target=_blank>http://www.matronics.com/contribution > > > > > > ________________________________________________________________________________
Subject: Re: Greetings from Afghanistan - from one of You!
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 14, 2012
Jim , In-spite of your wonderful and feel-good propaganda rant for the home front friends. The Narcissistic self indulgence of a few here have driven away tons of enthusiastic Kolb flyers . I doubt Homer, a good friend , would have approved ! :( -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368553#368553 ________________________________________________________________________________
Date: Mar 14, 2012
From: David Kulp <undoctor(at)ptd.net>
Subject: Re: Greetings from Afghanistan - from one of You!
Dennis, If ever you were to make a list of your shortcomings, could we agree that speaking for Homer should be rather close to the top of it? Dave Kulp Bethlehem, PA FireFly 11DMK On 3/14/2012 9:25 PM, Dennis Thate wrote: > --> Kolb-List message posted by: "Dennis Thate" > > Jim , > > In-spite of your wonderful and feel-good propaganda rant for the home front friends. The Narcissistic self indulgence of a few here have driven away tons of enthusiastic Kolb flyers . I doubt Homer, a good friend , would have approved ! :( > > -------- > Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=368553#368553 > > ________________________________________________________________________________
Subject: Hug your Kolb Daily,and Homer will smile on you!
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 15, 2012
INCREASING YOUR ODDS If you view the BRS web site, you will see testimonials regarding many successful deployments at or below 300 feet; in some cases much lower. http://brsparachutes.com/lives_saved.aspx If you view this video, you will begin to understand why low altitude recoveries are possible with the rocket/canister version of the BRS chute. http://www.eaa.org/news/2010/2010-08-17_BRS-WingSeparate.asp What you need to be concerned with is possible reasons for UNSUCCESSFUL deployment of the chute; there are a few: 1 Exceeding the parachute design speed limitations / delayed deployment 2 Misrouting or binding in the release cable / firing mechanism 3 Improper installation not following manufacturers recommendations 4 Aircraft failure mode wing failure blocking canister and preventing proper deployment 5 Pusher prop snagging parachute bridle / lines kill engine or at least retard throttle before deployment with a pusher type aircraft 6 System / component degradation moisture, corrosion, UV damage The BRS chute system is not 100% fail-safe. It does; however, improve your odds of survival quite a bit. The Firestar is a very strong and well engineered little airplane. Structural failure is exceedingly rare. When assembling and unfolding your aircraft for flight, use a CHECKLIST to insure that you have installed lock-rings on all clevis pins & cables. BTW, lock-rings do not snag on tall grass safety pin types do! Dont use miniature lock rings. I use small SS rings about one inch O.D. with large diameter wire from a marine supply store. Setting up for flight while talking to you buddy and forgetting a clevis pin locking device is a vastly more likely scenario than a structural failure on a Kolb Firestar. Use the checklist religiously. I laminated mine and taped a copy inside the cockpit. Do install the aileron mass balance weights to prevent flutter and possible aileron hinge damage/separation. The weights and use of a checklist will increase your odds for a safe flight much more than a parachute ever will. -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368627#368627 ________________________________________________________________________________
From: WhiskeyVictor36(at)aol.com
Date: Mar 16, 2012
Subject: Re: Greetings from Afghanistan - from one of You!
Well Hello Jim Cote, Yes, I remember you from the Homer Kolb Homecoming Get Togethers. You were the one that gave out the GI Rations. I showed them to my grandson and he was real interested, but wouldn't taste them. I was the oldest Kolb Pilot there at the age of 70, now hit 75. It was good to hear from you. Keep up the good work that I am sure you are doing over there. Bill Varnes Original Kolb FireStar Audubon NJ Do Not Archive In a message dated 3/14/2012 5:14:17 P.M. Eastern Daylight Time, FlyColt45(at)aol.com writes: For those of you who don't know me, I'm a Kolber. Owned 3. But more importantly than that; I was/am privileged to have known Homer & family & the Old Kolb company people. All fine people - as I know the New Kolb Co to be. ________________________________________________________________________________
Subject: Will the SS take over America !
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 17, 2012
http://www.youtube.com/watch?v=1HJkjLcuNF8 Has anyone here made the switch-over to the SS ! -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368780#368780 ________________________________________________________________________________
Subject: Re: Sun and Fun 2012
From: "gyrodude" <gsafrit1(at)carolina.rr.com>
Date: Mar 17, 2012
For anyone interested March 21-25 At the Wauchula, Florida Muncipal Airport is the Annual Bensen Days Spring homebuilt rotorcraft Fly-in. Wauchula is about 35 minutes south of Lakeland down US-17. It is more of a family atmosphere type of gathering. Come see the latest in Gyros and experimental helicopters. Camping and food is offered at the airport. A lot of guys camp at Wauchula and attend SunFun. It's a big event for the rotorcraft crowd and people will be there from all over the world. If you ever thought of flying rotorcraft it is worth the trip. Thanks Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368782#368782 ________________________________________________________________________________
Subject: Re: Sun and Fun 2012
From: "Kip" <klaurie(at)mindspring.com>
Date: Mar 19, 2012
I'll be down on either Wednesday or Thursday in the Waiex. Homebuilt camping area... :D -------- 2000 Firestar II R503 DCDI VLS 750 2010 Waiex Jabiru 3300 2020 Pitts Special S-1C Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368907#368907 ________________________________________________________________________________
Subject: VGs on vertical stabilizer
From: "mburdge39" <mburdge39(at)yahoo.com>
Date: Mar 20, 2012
Hi all! I am hoping someone can help me with my placement of VGs on my vertical stabilizer. The directions on my Airwave vortex generators state "5 degrees from level flight". Would someone be able to give me the angle, in relation to the rudder, as my Firefly sits on the ground? Installing on the wing & horizontal stabilizer went smoothly and don't want to screw this up. Thanks! -------- Mike Firefly Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368947#368947 Attachments: http://forums.matronics.com//files/vertical_stab_195_798.jpg ________________________________________________________________________________
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: VGs on vertical stabilizer
Date: Mar 20, 2012
Mike, Wouldn't "level" flight be referenced from your horizontal stabilizer. Raise you hor. stab. up to level position, and that is "level flight". No? Mike Welch On Mar 20, 2012, at 6:38 AM, mburdge39 wrote: > > Hi all! I am hoping someone can help me with my placement of VGs on my vertical stabilizer. The directions on my Airwave vortex generators state "5 degrees from level flight". Would someone be able to give me the angle, in relation to the rudder, as my Firefly sits on the ground? Installing on the wing & horizontal stabilizer went smoothly and don't want to screw this up. > Thanks! > > -------- > Mike > Firefly > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=368947#368947 > > > > > Attachments: > > http://forums.matronics.com//files/vertical_stab_195_798.jpg > > > > > > > > ________________________________________________________________________________
Subject: Re: VGs on vertical stabilizer
From: "mburdge39" <mburdge39(at)yahoo.com>
Date: Mar 20, 2012
I guess I have over-complicated things here. With the boom tube angled up during level flight it appeared to me that the horizontal stabilizer was also at an angle. Thanks! -------- Mike Firefly Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368952#368952 ________________________________________________________________________________
Subject: Re: VGs on vertical stabilizer
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Mar 20, 2012
I suspect that gap sealing the vertical stab to the rudder would also help. But you've probably already done that. -------- Richard Pike Kolb MKIII N420P (420ldPoops) richard (at) bcchapel(dot)org Kingsport, TN 3TN0 Now faith is the substance of things hoped for, the evidence of things not seen. Hebrews 11:1 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368964#368964 ________________________________________________________________________________
Subject: Mark II (crashed) for sale??
From: "FIRESTARII" <CCMFarms(at)aol.com>
Date: Mar 20, 2012
Hey everybody! My post is regarding an older MKII that was put down in a bean field and is now for sale. She is pretty rough but has potential if you take ten steps back and squint your eyes [Laughing] The boom tube is bent just aft of the cage, the left main gear was whipped out and there are some very slightly bent tubes where the boom attaches to the cage. Other than that the wings and tail are undamaged. The engine is an older 503 SCSI with the points style ignition and a 2 blade Tenn wood prop. Needless to say the airplane is in tough shape and has been sitting in a barn in Ohio. My question is what every body thinks the airplane is worth, how many dollars it would take to get her airworthy again and if its even worth the effort? The project may not be for me but if any one else is interested its posted on the Akron, Ohio Craig's list for only 3K. It would obviously need re-powered, re-covered and gone over with a fine tooth comb. It is however N-Number and has AWC. Just some thing to talk about over coffee this weekend! Fly often and fly safe :D -------- Low and Slow FireStar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368970#368970 ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: VGs on vertical stabilizer
Date: Mar 20, 2012
Hi all! I am hoping someone can help me with my placement of VGs on my vertical stabilizer. Mike Firefly First of all,,, do you lack rudder authority? if no,, why vg's there? which side of the rudder or both sides? in straight and level flight, do you need to hold right or left rudder to center the ball? maybe you only need one side. for W&B it says to have your wing at some angle of attack,,,, with the wing at that angle, is the horizontal stabilizer level? if so you could measure from there. OR you could go for a flight and take a level and some shims with you, while in level flight place the level on the floor along the center line of the plane. and see what size of shim is needed to show level, then calculate from there. OR, an electronic level on the floor, then push the hold lock button and read the angle. duplicate that on the ground, then measure. OR better yet, tuft the tail and have someone take a picture with you in the air. that way you would be 5 deg from the air flow, not withstanding where level is. the wind from the prop may cause some swirling of the air past the vertical stabilizer, which would be different if the engine quit, or at an idle on approach. as for me, I don't lack for rudder authority. I have considered vg's,,,, on the wing and bottom of the horizontals... but never the vertical. the empennage on the kolbs have a long moment arm and accelerated air from the prop, it should not run out of authority. food for thought boyd young mkiii ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: VGs on vertical stabilizer
Date: Mar 20, 2012
placement of VGs on my vertical stabilizer>> You need extra lift on your VERTICAL stab.? You fly on your side a lot do you? Pat ________________________________________________________________________________
Subject: Re: VGs on vertical stabilizer
From: "mburdge39" <mburdge39(at)yahoo.com>
Date: Mar 20, 2012
Haha! I really just didn't want to waste half a box of VGs! I will just keep them with my other "extras". I will stick with just the horizontal stabilizer & wing. -------- Mike Firefly Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368996#368996 ________________________________________________________________________________
Date: Mar 20, 2012
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: VGs on vertical stabilizer
> >Hi all! I am hoping someone can help me with my placement of VGs on my vertical stabilizer. >Mike >Firefly > > >First of all,,, do you lack rudder authority? if no,, why vg's there? Additional rudder authority lets one hold greater forward and side slips. This can be helpful in spilling altitude and enables landing in higher cross winds. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Subject: Gabrielle Gifford's Drug Bill Targets Ultralight Aircraft
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 21, 2012
http://flake.house.gov/News/DocumentSingle.aspx?DocumentID=276424 Good News ! -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369041#369041 ________________________________________________________________________________
Subject: Re: Gabrielle Gifford's Drug Bill Targets Ultralight Aircraft
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Mar 21, 2012
Interesting. The FAA refers to ultralights as vehicles and uses that as it's justification for not providing ATC services to ultralights - because they are legally not aircraft. So now a different branch of the feds are going to refer to them as aircraft after all. Be interesting to see how this plays out, or maybe the feds will simply choose to ignore this particular aspect of their cognitive dissonance. Unfortunately, anybody flying near the border will probably learn first hand that while the feds will turn a blind eye to illegals coming into the country, drugs are a whole nuther ball game. Also known as follow the money... -------- Richard Pike Kolb MKIII N420P (420ldPoops) richard (at) bcchapel(dot)org Kingsport, TN 3TN0 Now faith is the substance of things hoped for, the evidence of things not seen. Hebrews 11:1 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369058#369058 ________________________________________________________________________________
Subject: Re: Gabrielle Gifford's Drug Bill Targets Ultralight Aircraft
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 21, 2012
Good point ! I guess they figure they can 'double standard' when it comes to 'THE WAR ON DRUGS'. BTW. .... I haven't heard anyone use Cognitive Dissonance since my Freshman College Social Psychology Class. [Wink] -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369060#369060 ________________________________________________________________________________
Date: Mar 21, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Gabrielle Gifford's Drug Bill Targets Ultralight
Aircraft At 11:00 AM 3/21/2012, Richard Pike wrote: > >Interesting. The FAA refers to ultralights as vehicles and uses that as >it's justification for not providing ATC services to ultralights - because >they are legally not aircraft. A common misconception. I don't have the references handy, but the definitions section of the FARs defines "aircraft" as anything that flies. Part 91 applies to "aircraft other than ultralight vehicles", but never says that an ultralight isn't an aircraft... rather, an "ultralight vehicle" is a type of "aircraft". So this new law is stupid, language reiterating something that is already law. But it makes politicians feel good... -Dana -- Giving money and power to government is like giving whiskey and car keys to teenage boys. ________________________________________________________________________________
Subject: Sun 'n Fun event in Lakeland, Florida!
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 21, 2012
FAA Safety Forum Schedule : Forum Schedule. On the schedule you will find a webinar link for each forum session. http://qrs.ly/471nfnz http://faasafety.gov/QR/Forums.PDF -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369102#369102 ________________________________________________________________________________
Subject: Re: Gabrielle Gifford's Drug Bill Targets Ultralight Aircraft
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Mar 21, 2012
I disagree. "Part 91 Subpart AGeneral 91.1 Applicability. (a) Except as provided in paragraphs (b) and (c) of this section and 91.701 and 91.703, this part prescribes rules governing the operation of aircraft (other than moored balloons, kites, unmanned rockets, and unmanned free balloons, which are governed by part 101 of this chapter, and ultralight vehicles operated in accordance with part 103 of this chapter) within the United States, including the waters within 3 nautical miles of the U.S. coast." FAR part 103 always refers to Ultralights as vehicles, never as aircraft. On a more personal level, I spent most of my ATC career at TRI, and (back in 1983-1987) because of this very issue, I finally licensed my Part 103 legal Hummer as an Experimental Homebuilt under part 91. The regional office told the tower chief who then briefed all of us that U/L vehicles could not be given any ATC services because there was no way of ascertaining if the operator could adhere to ATC instructions, (no license or knowledge requirements) and since there were no requirements for ultralight vehicles to have altimeters or compasses, it was impossible to issue instructions requiring headings or altitudes because there was no way to know if they could be carried out. The fact that I had a radio and was a known licensed pilot was irrelevant. Since my airstrip is just inside the class D, (used to be called the Airport Traffic Area) trying to deal with the hoop-jumping-through of part 103 was a real hassle. If they have changed that since I retired, I would be interested to hear about it and read the applicable regs if you have a part and paragraph quote. -------- Richard Pike Kolb MKIII N420P (420ldPoops) richard (at) bcchapel(dot)org Kingsport, TN 3TN0 Now faith is the substance of things hoped for, the evidence of things not seen. Hebrews 11:1 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369111#369111 ________________________________________________________________________________
Date: Mar 22, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Gabrielle Gifford's Drug Bill Targets Ultralight
Aircraft Title 14: Aeronautics and Space =A7 1.1 General definitions. Aircraft means a device that is used or intended to be used for flight in the air. 91.1(a) says it it applies to "aircraft other than... ultralight vehicles". It doesn't say that an "ultralight vehicle" isn't an aircraft, just that it's not subject to Part 91. The FAA has ruled that ultralights are a legitimate "aeronautical activity" and must be allowed at any airport receiving federal funds, except where it would be unsafe to do so. Ultralights DO need prior permission to enter Class D, unlike an N-numbered plane which merely has to "establish contact-- this usually means a phone call first, not a radio call 5 miles out--- but it's generally allowed if it's not too busy. I know of guys who regularly fly PPGs into towered fields. I used to fly PPG with a group operating from a sod farm that was barely (about 1/4 mile) inside a class D. We had no radios, and just had to call the tower first. The rules were stay below 200' and depart the class D. We lost it because some clown in a PPC (not one of our group) was flying there without permission, and flying low over the town. When I talked [unsuccessfully] with the local FSDO about restoring permission, I asked about flying in to the airport itself in my Ultrastar, and was told no problem, just call the tower first. -Dana At 11:29 PM 3/21/2012, Richard Pike wrote: > >I disagree. "Part 91 Subpart A=94General =C2=A7 91.1 Applicability. > >(a) Except as provided in paragraphs (b) and (c) of this section and >=C2=A7=C2=A791.701 and 91.703, this part prescribes rules governing the operation >of aircraft (other than moored balloons, kites, unmanned rockets, and >unmanned free balloons, which are governed by part 101 of this chapter, >and ultralight vehicles operated in accordance with part 103 of this >chapter) within the United States, including the waters within 3 nautical >miles of the U.S. coast." > >FAR part 103 always refers to Ultralights as vehicles, never as aircraft. > >On a more personal level, I spent most of my ATC career at TRI, and (back >in 1983-1987) because of this very issue, I finally licensed my Part 103 >legal Hummer as an Experimental Homebuilt under part 91. The regional >office told the tower chief who then briefed all of us that U/L vehicles >could not be given any ATC services because there was no way of >ascertaining if the operator could adhere to ATC instructions, (no license >or knowledge requirements) and since there were no requirements for >ultralight vehicles to have altimeters or compasses, it was impossible to >issue instructions requiring headings or altitudes because there was no >way to know if they could be carried out. The fact that I had a radio and >was a known licensed pilot was irrelevant. > >Since my airstrip is just inside the class D, (used to be called the >Airport Traffic Area) trying to deal with the hoop-jumping-through of part >103 was a real hassle. > >If they have changed that since I retired, I would be interested to hear >about it and read the applicable regs if you have a part and paragraph quote. > >-------- >Richard Pike >Kolb MKIII N420P (420ldPoops) >richard (at) bcchapel(dot)org >Kingsport, TN 3TN0 >Now faith is the substance of things hoped for, the evidence of things not >seen. >Hebrews 11:1 > > >Read this topic online here: > >http://forums.matronics.com/viewtopic.php?p=369111#369111 > > -- Computers run on smoke. If it leaks out, they don't work. ________________________________________________________________________________
Subject: Amelia Earhart, evidence "circumstantial" but &qu
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 22, 2012
Now, some folks from the International Group for Historic Aircraft Recovery have enhanced a photo from 1937 that they say shows what may be the landing gear of her plane near the island of Nikumaroro, in what is now the nation of Kiribati. http://www.latimes.com/news/nationworld/nation/la-na-amelia-earhart-20120321,0,7442466.story -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369165#369165 ________________________________________________________________________________
Subject: Re: Amelia Earhart, evidence "circumstantial" but &qu
From: kinne russ <russk50(at)gmail.com>
Date: Mar 22, 2012
Denis Jut FYI I have met & talked with Gillespie of the TIGHAR, and got the impression that, frankly, he saw whatever he wanted to see. I'm not impressed with this "new' old pic, and I frankly doubt if AE's Lockheed really landed on the reef and then was washed off into 1600' of water. But that's me. I'm a suspicious sort. But I do wish him luck. Russ K On Mar 22, 2012, at 4:48 PM, Dennis Thate wrote: > > Now, some folks from the International Group for Historic Aircraft Recovery have enhanced a photo from 1937 that they say shows what may be the landing gear of her plane near the island of Nikumaroro, in what is now the nation of Kiribati. > > http://www.latimes.com/news/nationworld/nation/la-na-amelia-earhart-20120321,0,7442466.story > > -------- > Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=369165#369165 > > > > > > > > > > ________________________________________________________________________________
Subject: Re: Gabrielle Gifford's Drug Bill Targets Ultralight Aircraft
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Mar 23, 2012
Well good. Hopefully no one else will have to play the silly games that I did. Appreciate it. -------- Richard Pike Kolb MKIII N420P (420ldPoops) richard (at) bcchapel(dot)org Kingsport, TN 3TN0 Now faith is the substance of things hoped for, the evidence of things not seen. Hebrews 11:1 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369204#369204 ________________________________________________________________________________
Subject: Re: Amelia Earhart, evidence "circumstantial" but &qu
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 23, 2012
Thanks Russ, A lot of opportunist out there. -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369248#369248 ________________________________________________________________________________
Subject: Fill-Rite Refueler
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 23, 2012
After a strong endorsement from my local FBO, I decided on this cast iron hand pump lightweight re fueler from a local farm store where replacement parts are readily available, if needed. About $130. Safe Flying All, and keep the water out of your gasoline. -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369252#369252 Attachments: http://forums.matronics.com//files/dsc04265_832.jpg http://forums.matronics.com//files/dsc04268_108.jpg http://forums.matronics.com//files/dsc04266_865.jpg ________________________________________________________________________________
From: "pcking" <pc.king(at)comcast.net>
Subject: Re: Fill-Rite Refueler
Date: Mar 23, 2012
And which cast iron hand pump lightweight refueler did you buy? ----- Original Message ----- From: "Dennis Thate" <retroman(at)frontier.com> Sent: Friday, March 23, 2012 3:34 PM Subject: Kolb-List: Fill-Rite Refueler > > After a strong endorsement from my local FBO, I decided on this cast iron > hand pump lightweight re fueler from a local farm store where replacement > parts are readily available, if needed. About $130. > > > Safe Flying All, and keep the water out of your gasoline. > > -------- > Both optimists and pessimists contribute to our society. The optimist > invents the airplane and the pessimist the parachute. ~Gil Stern > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=369252#369252 > > > Attachments: > > http://forums.matronics.com//files/dsc04265_832.jpg > http://forums.matronics.com//files/dsc04268_108.jpg > http://forums.matronics.com//files/dsc04266_865.jpg > > > ________________________________________________________________________________
Subject: Re: Fill-Rite Refueler
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 23, 2012
pc.king(at)comcast.net wrote: > And which cast iron hand pump lightweight refueler did you buy? > > --- Fill-Rite FR -152 I posted three pictures. -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369261#369261 ________________________________________________________________________________
Date: Mar 24, 2012
From: Lanny Fetterman <donaho1(at)verizon.net>
Subject: What to do to resuscitate a 912
I have never worked on a 912, but I have worked on 4-strokes all my life. I would change the oil and check the spark plugs, exchange the old fuel for new fuel, and give it a try. Last week I got a 1943 Dodge dump truck running, that haden`t been run for at least five years. All that took was fresh fuel, and a new battery, off she went. I`m sure people that own 912`s will have more information for you. Lanny Rotax 503 FSII ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Lakeland 2012
Date: Mar 25, 2012
Hi Folks: Got the MKIII cleaned up and topped off. In the morning will load and take off for Lakeland. Will be my 29th consecutive Sun and Fun. Sure doesn't seem like it. Looking forward to seeing everyone. Route of flight is Gantt IAP, AL - Bainbridge, GA - Perry, FL - Cross City, FL - Lakeland, FL. Distance - 411 sm Flight Time - 5.5 hours Fuel - 27.5 gal Should have a little tail wind to push me along. Tuesday and Tuesday night are forecast for high winds out of the east at Lakeland. We are having those winds here at hauck's holler today. Was good training flying in these winds today. I am not used to it. john h mkIII - 3,118.5 hours (airframe) 912ULS - 550.0 (engine) Titus, Alabama ________________________________________________________________________________
From: FlyColt45(at)aol.com
Date: Mar 25, 2012
Subject: Re: Lakeland 2012
Safe travels Sun & Fun - all! Flew from Glenn Rinck's place in Grand Ridge east through Cross City area in route to Loves landing (Cent Fl). Now I have a better idea of where the Holler is. I'd just fly west & hang a right at Cross City. Hoping for a non eventful event. Jim Islamic Repub of AF In a message dated 3/25/2012 6:56:27 P.M. Eastern Daylight Time, jhauck(at)elmore.rr.com writes: --> Kolb-List message posted by: "John Hauck" Hi Folks: Got the MKIII cleaned up and topped off. In the morning will load and take off for Lakeland. Will be my 29th consecutive Sun and Fun. Sure doesn't seem like it. Looking forward to seeing everyone. Route of flight is Gantt IAP, AL - Bainbridge, GA - Perry, FL - Cross City, FL - Lakeland, FL. Distance - 411 sm Flight Time - 5.5 hours Fuel - 27.5 gal Should have a little tail wind to push me along. Tuesday and Tuesday night are forecast for high winds out of the east at Lakeland. We are having those winds here at hauck's holler today. Was good training flying in these winds today. I am not used to it. john h mkIII - 3,118.5 hours (airframe) 912ULS - 550.0 (engine) Titus, Alabama ________________________________________________________________________________
From: "Lee Morgan" <lmorgan100(at)charter.net>
Subject: twinstar MK II info
Date: Mar 27, 2012
Hi All, I am still in the process of rebuilding a Mark II twinstar that I purchased last fall. I just finished new covering on the wings and am ready to paint them. My question is this, what are the operating limitations on this aircraft such as VNE and also how to calculate weight and balance. I am sure it has been asked before but I could not locate the info. thanks for any help, Lee.. CGS Hawk, Goldwing, Vector quicksilver mx ________________________________________________________________________________
Subject: Re: twinstar MK II info
From: "cristalclear13" <cristalclearwaters(at)gmail.com>
Date: Mar 27, 2012
lmorgan100(at)charter.net wrote: > Hi All, > what are the operating limitations on this aircraft such as VNE and also how to calculate weight and balance. > I am sure it has been asked before but I could not locate the info. > thanks for any help, > Lee.. > CGS Hawk, > Goldwing, > Vector > quicksilver mx > Hi Lee, I asked similar questions 4-5 years ago. Mike Roper provided some stats that he had in this thread: http://forums.matronics.com/viewtopic.php?p=135429&highlight=#135429 I also had a scan (don't remember where I got it) from the Mark II kit. I will attempt to attach it here. I don't know if it was for a kit that was enclosed or open though. My stats were closer to what Mike provided. I got several answers when asking about the level flight attitude to do the weight and balance. You can weed through them. I never did measure the exact angle, but took an educated guess. http://forums.matronics.com/viewtopic.php?p=142161&highlight=#142161 -------- Cristal Waters Kolb Mark II Twinstar Rotax 503 DCSI Sept 2007 Private Pilot Aug 2008 ELSA Repairman for N193Y April 2008 Rotax 2 stroke maintenance April 2009 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369427#369427 Attachments: http://forums.matronics.com//files/mark_ii_specifications_192.jpg ________________________________________________________________________________
Subject: Re: twinstar MK II info
From: "cristalclear13" <cristalclearwaters(at)gmail.com>
Date: Mar 27, 2012
lmorgan100(at)charter.net wrote: > Hi All, > and also how to calculate weight and balance. > Not sure if I answered your question fully the first time. If you mean you want the directions for how to do a weight and balance (like you don't know where to start), then Mike Huffman from Sport Aviation Specialities has a great article: http://www.sportaviationspecialties.com/May_07_%20Wt_&_Bal_for_E-LSA.pdf And even if you know how to do it, it has some great points and reminders that someone might forget about when doing it. Page 3 starts the detailed instructions. -------- Cristal Waters Kolb Mark II Twinstar Rotax 503 DCSI Sept 2007 Private Pilot Aug 2008 ELSA Repairman for N193Y April 2008 Rotax 2 stroke maintenance April 2009 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369428#369428 ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: twinstar MK II info
Date: Mar 28, 2012
what are the operating limitations on this aircraft such >> Does no one ever think of asking the manufacturers this sort of stuff?. . They have all this at their fingertips and would be delighted to have another owners name and address. to add to their data bank. They can supply or put you in touch with the suppliers of anything you may need and will help you in any way they can. They are nice people and in these straightened times could probably do with anything which may lead to a sale. Pat ________________________________________________________________________________
Date: Mar 28, 2012
From: Herb Gayheart <herbgh(at)nctc.com>
Subject: Re: twinstar MK II info
Pat I think the Mk II is an orphan... The design died back at the old Kolb factory...same with the earlier Ultra Star... The last I knew the New New Kolb will build and support the Two versions of the MKIII,. the Firestar and its variants and the Firefly...Might even build a Kolbra or Slingshot? Good question for Travis...what's in the stable? Then again...they are likely at Sun N Fun... Herb At 06:57 AM 3/28/2012, you wrote: >what are the operating limitations on this aircraft such >> > >Does no one ever think of asking the manufacturers this sort of stuff?. >. They have all this at their fingertips and would be delighted to >have another owners name and address. to add to their data bank. >They can supply or put you in touch with the suppliers of anything >you may need and will help you in any way they can. They are nice >people and in these straightened times could probably do with >anything which may lead to a sale. > >Pat > ________________________________________________________________________________
Subject: Re: twinstar MK II info
From: "cristalclear13" <cristalclearwaters(at)gmail.com>
Date: Mar 28, 2012
pj.ladd(at)btinternet.com wrote: > what are the operating limitations on this aircraft such >> > > Does no one ever think of asking the manufacturers this sort of stuff?. > . They have all this at their fingertips > Pat > Actually I remembered last night that the scan I provided did come from the only specs documentation Travis or Dennis from The New Kolb Aircraft Co. had on the Mark II Twinstar. The New Kolb Aircraft Co. never did sell the Mark II kit (it was before their time), but they will help as much as possible since they do have information about it. They have always been very helpful with me when I had a question or needed a part. -------- Cristal Waters Kolb Mark II Twinstar Rotax 503 DCSI Sept 2007 Private Pilot Aug 2008 ELSA Repairman for N193Y April 2008 Rotax 2 stroke maintenance April 2009 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369460#369460 ________________________________________________________________________________
Date: Mar 28, 2012
From: Herb Gayheart <herbgh(at)nctc.com>
Subject: Re: twinstar MK II info
The wing is quite similar to the Firestar and Firefly version...Same ribs and same spar... 5 inch... Root rib is different, but the new Firestar version should work...Drag spar and main spar H section could be the same as the Firestar II? Near as I know there are only two rib designs in all of the Kolbs from the US forward... So...NNK can sell you ribs, spars and boom tubes for them... Aluminum tubing naturally..Cro Molly too... Landing gear legs....Wheels and brakes... Spar to lift strut bolts...H sections... for spar and tail boom... All that I can think of at the moment. Travis loves to sell parts...!! :-) Herb At 07:25 AM 3/28/2012, you wrote: > > > >pj.ladd(at)btinternet.com wrote: > > what are the operating limitations on this aircraft such >> > > > > Does no one ever think of asking the manufacturers this sort of stuff?. > > . They have all this at their fingertips > > Pat > > > > >Actually I remembered last night that the scan I provided did come >from the only specs documentation Travis or Dennis from The New Kolb >Aircraft Co. had on the Mark II Twinstar. > >The New Kolb Aircraft Co. never did sell the Mark II kit (it was >before their time), but they will help as much as possible since >they do have information about it. They have always been very >helpful with me when I had a question or needed a part. > >-------- >Cristal Waters >Kolb Mark II Twinstar Rotax 503 DCSI Sept 2007 >Private Pilot Aug 2008 >ELSA Repairman for N193Y April 2008 >Rotax 2 stroke maintenance April 2009 > > >Read this topic online here: > >http://forums.matronics.com/viewtopic.php?p=369460#369460 > > ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: twinstar MK II info
Date: Mar 28, 2012
lmorgan100(at)charter.net wrote: > Hi All, > what are the operating limitations on this aircraft such as VNE and also how to calculate weight and balance. > I am sure it has been asked before but I could not locate the info. > thanks for any help, > Lee.. after reading this mornings mail, something happened and the light turned on...[ reverse senior moment] I went to my archive and found an article, I am guessing it is a reprint from ultra light flying magazine December 1993, there are 4 pages 11 X 17 on the firestar II the specifications is a small corner of the last page. Firestar II (with two seats) specifications engine rotax 447 wing span 27 ft 8 in wing area 149 sq ft length 20 ft 3 in empty weight 275 lbs gross weight 725 lbs fuel capacity 10 gal cruise speed 60 mph vne 90 mph rate of climb 650 fpm ( with 2 people) takeoff distance 250 ft (with two people ) Kolb Company Phoenixvile, pa it would take some time but I could scan the article in sections and send to any one who would need it. boyd y mkiii ________________________________________________________________________________
Subject: =?ISO-8859-1?Q?=9Cgood?= guy =?ISO-8859-1?Q?law=9D?= Private
Strips
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Mar 28, 2012
Yesthe bill has been introduced! It adds non-commercial aviation activities to the Recreational Use Statutes in Minnesota. The RUS is called the good guy lawbasically, if you allow people to use your land WITHOUT CHARGE and dont CREATE a problem (like digging a ditch across a runway) that you cant be sued. Heres a link to our bill in Minnesota http://theraf.org/menu/recreational-use-statutes https://www.revisor.mn.gov/bin/bldbill.php?bill=S2377.0.html&session=ls87 Get Involved ! -------- Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369472#369472 ________________________________________________________________________________
Subject: Wing Cradle Dimensions...
Date: Mar 28, 2012
From: "Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det"
Hello fellow 'Kolbers', I am new to the list (first time posting...). I recently purchased a Kolb Mark III Classic (M3C) that I will have to transport in an enclosed 24' car hauler/trailer to its new home in Key West, FL. The wings have been removed from the plane and I would like to pre-build a wing dolly/cradle to safely hold the wings for the long ride. Does anyone have drawings or instructions I could build a wing dolly or cradle from? Thanks in advance, Jack Lockamy Key West, FL Kolb Mark III-C w/582 --------------------------- Ex Co-Owner: Cirrus SR-20 Ex Builder/Owner: RV-7A Ex Builder/Owner: Sonex TD Ex Builder/Owner: Sonerai II TD ________________________________________________________________________________
Subject: Re: Wing Cradle Dimensions...
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Date: Mar 28, 2012
Hi Jack, You might consider one of these; if this is something you are interested in, let me know and I'll see if I can come up with some dimensions for you. BTW, it makes rolling your plane around on your shop floor mighty easy, es[ecially whe you add my handy-dandy front wheel dollys, too. Mike Welch MkIII Xtra wannabe On Mar 28, 2012, at 3:33 PM, Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det wrote: > Hello fellow 'Kolbers', > > I am new to the list (first time posting...). I recently purchased a Kolb Mark III Classic (M3C) that I will have to transport in an enclosed 24' car hauler/trailer to its new home in Key West, FL. The wings have been removed from the plane and I would like to pre-build a wing dolly/cradle to safely hold the wings for the long ride. > > Does anyone have drawings or instructions I could build a wing dolly or cradle from? > > Thanks in advance, > > Jack Lockamy > Key West, FL > Kolb Mark III-C w/582 > --------------------------- > Ex Co-Owner: Cirrus SR-20 > Ex Builder/Owner: RV-7A > Ex Builder/Owner: Sonex TD > Ex Builder/Owner: Sonerai II TD ________________________________________________________________________________
Subject: Re: Wing Cradle Dimensions...
From: "jackinkeywest" <jack.lockamy(at)navy.mil>
Date: Mar 28, 2012
Hi Mike, Thanks for the pics and reply. That is a cradle I can definitely use once I get the wings hung again and start transporting the plane to/from the field. For this first transport, I am looking to build a plywood cradle for the two wings so I can strap them against the wall of the car hauler. I just need the dimensions of the wings so I can make my cut-outs in the plywood and lay down some old carpet or foam for padding against the surfaces. Something cheap, easy to build but sturdy enoughto handle the long ride. Thanks again! Jack in Key West Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369489#369489 ________________________________________________________________________________
Subject: Re: Sun and Fun 2012
From: "tombaisley" <tombaisley(at)yahoo.com>
Date: Mar 28, 2012
any pics? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=369500#369500 ________________________________________________________________________________
Date: Mar 28, 2012
Subject: Re: Sun and Fun 2012
From: Larry Cottrell <lcottrell1020(at)gmail.com>
of what? On Wed, Mar 28, 2012 at 6:03 PM, tombaisley wrote: > > any pics? > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=369500#369500 > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
From: "Lee Morgan" <lmorgan100(at)charter.net>


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