Kolb-Archive.digest.vol-mh

May 05, 2012 - June 21, 2012



      john h
      mkIII
      Titus, Alabama
      
      
________________________________________________________________________________
Subject: Monument Valley Fly in-2012
From: "miyer2u" <miyer2u(at)yahoo.com>
Date: May 05, 2012
Kolber!s, Are we having the monument valley fly in this year? If so when? It will be great to get together! Thanks, Mahesh Firestar-2 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372454#372454 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Monument Valley Fly in-2012
Date: May 05, 2012
Are we having the monument valley fly in this year? If so when? It will be great to get together! Thanks, Mahesh Firestar-2 Mahesh/Folks: Unfortunately, the old Kolb crew has discontinued the Monument Valley Flyin. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: May 05, 2012
From: william sullivan <williamtsullivan(at)att.net>
Subject: More Kolb glass
- John- Please clarify the fore and aft movement.- I was under the impr ession that the Mark III horizontal stabilizer was designed to move, for un known design reasons.- Also, unless Rick has something not shown in the p hotos, the tail won't fold. ------------------------- ----------------- Bill Sullivan --- On Sat, 5/5/12, John Hauck wrote: After I make two more, I'll mount the top and bottom seals on the boom and glass around the forward end to bond them into a single seal. Rick Girard Rick G/Folks: I'm sure you are aware of this, but will make a friendly reminder just in case.- Unless the rudder hinge line is positioned exactly, it will have f ore and aft movement of one or both horizontal stabilizers. What were the results of installing the tail boom/horizontal stabilizer gap seals. john h mkIII Titus, Alabama le, List Admin. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: More Kolb glass
Date: May 05, 2012
John- Please clarify the fore and aft movement. I was under the impression that the Mark III horizontal stabilizer was designed to move, for unknown design reasons. Bill Sullivan "Unless the rudder hinge line is positioned exactly, it will have fore and aft movement of one or both horizontal stabilizers." Bill S/Folks: Getting old isn't an excuse for mistakes. The above should have read: "Unless the ELEVATOR HINGE LINE is positioned exactly centered, it will have fore and aft movement of one or both horizontal stabilizers." I have one pretty close that does not move, and the other a little out that moves fore and aft 1/4". Sorry for the confusion. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: May 05, 2012
Subject: Re: More Kolb glass
From: Richard Girard <aslsa.rng(at)gmail.com>
John, The elevator hinge line is positioned in line with the hinge bolt in the boom tube ring fitting and shimmed to stay that way so there is no movement of the stabilizer when the elevator is moved. William, There are two options for folding. Remove the seal, fold as usual, or slit the top seal so that the two pieces align when the HS is folded out and seal with vinyl tape. Rick On Sat, May 5, 2012 at 1:54 PM, John Hauck wrote: > > > John- Please clarify the fore and aft movement. I was under the > impression that the Mark III horizontal stabilizer was designed to move, > for > unknown design reasons. > > Bill Sullivan > > "Unless the rudder hinge line is positioned exactly, it will have fore > and aft movement of one or both horizontal stabilizers." > > > Bill S/Folks: > > Getting old isn't an excuse for mistakes. The above should have read: > > "Unless the ELEVATOR HINGE LINE is positioned exactly centered, it will > have > fore and aft movement of one or both horizontal stabilizers." > > I have one pretty close that does not move, and the other a little out that > moves fore and aft 1/4". > > Sorry for the confusion. > > john h > mkIII > Titus, Alabama > > -- 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: Ignition noise suppression on Jabiru 2200
From: "Frankd" <FDucker(at)aol.com>
Date: May 05, 2012
Hello Kolbers, The question of noise has been raised in the past and I'm looking for anyone with a Jabiru 2200 who has been successful in reducing radio noise created by the ignition system on the Jab. My Mk3 Xtra is VERY noisy and the radio picks up a ton of static noise I believe is generated by the ignition of the engine. The engine itself is very loud decibel wise but I dealing with that with a noise canceling headset. If I could eliminate the radio interference I would be a much happier pilot, then I could hear other flyers in the pattern. My ideas include putting a metal shield in the front part of the motor over the distributors and flywheel which generates the spark.. I'm also searching for shielded spark plug cables.. Any ideas are welcome. Frankd Mk3 Xtra, 1014S 23 hrs into initial 40, no bent gear yet! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372475#372475 ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Ignition noise suppression on Jabiru 2200
Date: May 05, 2012
The question of noise has been raised in the past and I'm looking for anyone with a Jabiru 2200 who has been successful in reducing radio noise created by the ignition system on the Jab. Frankd Mk3 Xtra, 1014S >>>>>>>>>>>>>>>>> I cant help with the Jab... but on the 912. I put a large capacitor across the battery, double what they call for, if you are using power from the plane for the radio, a teroidal coil between the aircraft battery and the radio, both positive and negative wires. and an additional capacitor at the radio will help. also I made my wires from the cdi boxes to the kill switches out of coax, this shields the cdi noise from getting out. keep the antenna as far away as practical, mine is in the nose cone. resistor plugs or resistor plug caps may help. I have not had to do that. if you have questions ask away, maybe a Jab owner has other tips. boyd young mkiii utah ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Ignition noise suppression on Jabiru 2200
Date: May 05, 2012
resistor plugs or resistor plug caps may help. I have not had to do that. boyd young Boyd Y/Folks: 912UL and 912ULS come equipped with resistor spark plug caps and plugs. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: Monument Valley Fly in-2012
From: "miyer2u" <miyer2u(at)yahoo.com>
Date: May 05, 2012
Thanks John. That is unfortunate and we should continue this effort! I am planning to go to Monument Valley this month end and I remember that we had the flyin around this time! Hope we all can revive it back in the coming years! It's a great way for all of us to meet in person...and of course fly with our Kolb:-)) Thanks, Mahesh FS-2 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372480#372480 ________________________________________________________________________________
Subject: "Hypethetically"
From: "FIRESTARII" <CCMFarms(at)aol.com>
Date: May 05, 2012
If a guy currently had a registered and N-Numbered FSII and "Happened" to Find a really good deal on an unregistered FSII, The same exact make and model, would it be possible to use the existing paper work and N-Number on the other airplane to make it legal??? Of course this is pure theroy. Just something to mull over while hanger flying. Let's also assume the unregistered FSII is WAY nicer and newer than the registered one. Then re-power the old one with say a 447 and a 5 gallon tank, 1 seat and sell as part 103 UL???? This is of course all speculation of course but the issue "May" have come across a friends desk and if its possible I know a guy who knows a guy who may be interested in moving forward with the deal? :D. Looking for yeah or neah here not a toung lashing, please also my friend of a friend is asking BEFOR doing and not the other way around. I think my friend is a good guy who flys very safe and respects the law, when the law makes logical sense and does not make an otherwise perfectly airworthy airplane un-airworthy because of a piece of paper and a few extra bucks in uncle SAMs pockets! Let me know what you think so I cal steer my friend in the correct direction. -------- Low and Slow FireStar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372481#372481 ________________________________________________________________________________
Date: May 06, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: "Hypethetically"
It sounds like a "data plate restoration", where an antique airplane restorer has nothing but a data plate and an airwothiness certificate and, well, replaces everything else and has an original antique airplane when he's done. What you're describing, the way you're describing it, isn't legal... but it's perfectly legal to, say, replace the wings with a set of used wings, and replace the fuselage with a good used fuselage, install a new used engine and... well, you get the idea. Just a situation where the decision might be just how verbose to be in the logbook... A single seat FSII would certainly be overweight for 103, but it wouldn't be the first one. -Dana At 10:37 PM 5/5/2012, FIRESTARII wrote: > >If a guy currently had a registered and N-Numbered FSII and "Happened" to >Find a really good deal on an unregistered FSII, The same exact make and >model, would it be possible to use the existing paper work and N-Number on >the other airplane to make it legal??? Of course this is pure >theroy. Just something to mull over while hanger flying. Let's also >assume the unregistered FSII is WAY nicer and newer than the registered >one. Then re-power the old one with say a 447 and a 5 gallon tank, 1 seat >and sell as part 103 UL???? This is of course all speculation of course >but the issue "May" have come across a friends desk and if its possible I >know a guy who knows a guy who may be interested in moving forward with >the deal? :D. Looking for yeah or neah here not a toung lashing, please >also my friend of a friend is asking BEFOR doing and not the other way >around. I think my friend is a good guy who flys very safe and respects >the law, when the law makes logical sense and does not make an otherwise >perfectly airworthy airplane un-airworthy because o! > f a piece of paper and a few extra bucks in uncle SAMs pockets! Let me > know what you think so I cal steer my friend in the correct direction. > >-------- >Low and Slow FireStar II > > >Read this topic online here: > >http://forums.matronics.com/viewtopic.php?p=372481#372481 > > -- California Raisins murdered - cereal killer suspected! ________________________________________________________________________________
Subject: Re: "Hypethetically"
From: "FIRESTARII" <CCMFarms(at)aol.com>
Date: May 06, 2012
My friend was not sure about the 447 powered version meeting all the 103 criteria it was a topic of discussion though! Outside of weight I think it would fit in the categorie and unless the FAA(Friendly Aviation Associates) had a set of scales in their car they would be hard pressed to prove it! -------- Low and Slow FireStar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372499#372499 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: "Hypethetically"
Date: May 06, 2012
My friend was not sure about the 447 powered version meeting all the 103 criteria it was a topic of discussion though! Outside of weight I think it would fit in the categorie and unless the FAA(Friendly Aviation Associates) had a set of scales in their car they would be hard pressed to prove it! -------- Low and Slow FireStar II Kolbers: Wonder if this guy's friend knows you are posting this info on an open email list? Yes, even the FAA knows a FF will barely make Part 103 if starved to death. They also know that all the other models of Kolbs will not even get close to Part 103 requirements. Your friend does not seem to be very well educated in Kolb aircraft. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: May 06, 2012
From: Herb Gayheart <herbgh(at)nctc.com>
Subject: Re: "Hypethetically"
Friend of mine swears that his 377 powered, single seat, 5 rib Firestar makes UL legal wt.. Herb At 01:08 PM 5/6/2012, you wrote: > > >My friend was not sure about the 447 powered version meeting all the 103 >criteria it was a topic of discussion though! Outside of weight I think it >would fit in the categorie and unless the FAA(Friendly Aviation Associates) >had a set of scales in their car they would be hard pressed to prove it! > >-------- >Low and Slow FireStar II > > >Kolbers: > >Wonder if this guy's friend knows you are posting this info on an open email >list? > >Yes, even the FAA knows a FF will barely make Part 103 if starved to death. >They also know that all the other models of Kolbs will not even get close to >Part 103 requirements. > >Your friend does not seem to be very well educated in Kolb aircraft. > >john h >mkIII >Titus, Alabama > > ________________________________________________________________________________
Subject: Re: "Hypethetically"
From: "FIRESTARII" <CCMFarms(at)aol.com>
Date: May 06, 2012
Education is a relative term and is subject to the standards set forth by the judging party. Hence a brain surgeon is well versed on the human brain but would be relatively ignorant in a discussion with a proctologist! Never the less they could have a meaningful discussion about HMO's and frivolous law suits and mutually enjoy the various different prospectives. One might even argue that the brain surgeon and proctologist, both doctors, view the same person from opposite ends! :D The same argument could be made about aviation safety. Is it safe to do a snap roll on take off??? The answer is both yes and no, neither one is necessarily correct. If a newbie sport pilot tries it, it is reasonable to call it unsafe however, if Shaun Tucker were to do it nobody would call it unreasonably dangerous or foolish! Also what exactly is a safe, properly registered EAB airplane any how? Who knows? One FSDO's answer frequently varies quite a lot from another. What makes an EAB airworthy...the DAR and the paper work not necessarily the airplane. My friend has flown some "Certificated" "Real" airplanes that were far less physically airworthy than a non-certificated EAB's. What makes an airplane airworthy??? The paper work not the airplane. Is it legal to fly an airplane out of annual, YES. Is it legal to fly an airplane with broken parts, yes! Is it legal to fly through class B airspace without a transponder, YES! Why, because of paperwork, if paperwork is all in order then all these things become not only legal but safe if executed properly. As for the discussion taking place on a public, open forum....You hit the nail on the head of one of the major, major problems with aviation! If an individual has a question or situation that falls outside of what most consider the norm, who can he or she discuss it with? Most just bury it or hide it or pretend it never happened out of fear of false accusations/assumptions by others. That being the case more often then not, how then as aviators, are we to learn as well as teach others! I opened this thread for "My friend" because if the question/thought crossed his mind then I find it entirely likely this is not the first time the issue has come up! Perhaps if we can discuss it for what it is then rather than calling foul...we can all learn a little something and be safer and better educated in the end!!!!! -------- Low and Slow FireStar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372514#372514 ________________________________________________________________________________
Subject: Re: "Hypethetically"
From: "Dennis Thate" <retroman(at)frontier.com>
Date: May 06, 2012
[Wink] :P -------- 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=372523#372523 Attachments: http://forums.matronics.com//files/grammar_nazis_390.jpg ________________________________________________________________________________
Date: May 06, 2012
From: David Kulp <undoctor(at)ptd.net>
Subject: Re: "Hypethetically"
The lights are on but nobody's home. On 5/6/2012 8:38 PM, Dennis Thate wrote: > --> Kolb-List message posted by: "Dennis Thate" > > [Wink] :P > > -------- > 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=372523#372523 > > > Attachments: > > http://forums.matronics.com//files/grammar_nazis_390.jpg > > ________________________________________________________________________________
Subject: Re: "Hypethetically"
From: "FIRESTARII" <CCMFarms(at)aol.com>
Date: May 06, 2012
Grammar never was my strong point and at least the lights are on! Step 1, check! [Laughing] -------- Low and Slow FireStar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372526#372526 ________________________________________________________________________________
Date: May 06, 2012
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: Re: "Hypethetically"
my first kolb was a firestar KXP I bout it from Homer it was one of the - factory built demo planes all the guys flew-her she -had the 7 rib wing 447- and no N number.- that was then, NOW most would tell you its not a good idea,- but last summer- we sold Dick Rayhills FS11 with no n# =0A-for $7K . Curently- you will not find a plane for sale on My web si te that has -no N# contrary to what you mite read about me in resent post s. the hole N# and UL thing will alwase be a topic of great debate.-- - BTW I will be posting a nice low time MK3 extra with a jab 2200 in a co uple days.--- =0A=0AMalcolm & Jeanne Brubaker =0AMichigan Sport 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: FIRESTARII <CC MFarms(at)aol.com>=0ATo: kolb-list(at)matronics.com =0ASent: Sunday, May 6, 2012 5:40 PM=0ASubject: Kolb-List: Re: "Hypethetically"=0A =0A--> Kolb-List mes sage posted by: "FIRESTARII" =0A=0AEducation is a relativ e term and is subject to the standards set forth by the judging party.- H ence a brain surgeon is well versed on the human brain but would be relativ ely ignorant in a discussion with a proctologist!- Never the less they co uld have a meaningful discussion about HMO's and frivolous law suits and mu tually enjoy the various different prospectives.- One might even argue th at the brain surgeon and proctologist, both doctors, view the same person f rom opposite ends! :D =0AThe same argument could be made about aviation saf ety.- Is it safe to do a snap roll on take off???- The answer is both yes and no, neither one is necessarily correct.- If a newbie sport pilot tries it, it is reasonable to call it unsafe however, if Shaun Tucker were to do it nobody would call it unreasonably dangerous or foolish!- =0AAls o what exactly is a safe, properly registered EAB airplane any how?- Who knows?- One FSDO's answer frequently varies quite a lot from another.- What makes an EAB airworthy...the DAR and the paper work not necessarily t he airplane.- My friend has flown some "Certificated" "Real" airplanes th at were far less physically airworthy than a non-certificated EAB's.- Wha t makes an airplane airworthy???- The paper work not the airplane.- Is it legal to fly an airplane out of annual, YES.- Is it legal to fly an ai rplane with broken parts, yes!- Is it legal to fly through class B airspa ce without a transponder, YES!- Why, because of paperwork, if paperwork is all in order then all these things become not only legal but safe if exe cuted properly.=0AAs for the discussion taking place on a public, open foru m....You hit the nail on the head of one of the major, major problems with aviation!- If an individual has a question or situation that falls outsid e of what most consider the norm,- who can he or she discuss it with?- Most just bury it or hide it or pretend it never happened out of fear of f alse accusations/assumptions by others.- That being the case more often then not, how then as aviators, are we to learn as well as teach others!- =0AI opened this thread for "My friend" because if the question/thought cr ossed his mind then I find it entirely likely this is not the first time th e issue has come up!=0APerhaps if we can discuss it for what it is then rat her than calling foul...we can all learn a little something and be safer an d better educated in the end!!!!!=0A=0A--------=0ALow and Slow FireStar II =0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.matronics.co - - - - - - - - - - - - - - -Matt Dralle, List ====== ________________________________________________________________________________
Subject: Re: "Hypethetically"
From: kinne russ <russk50(at)gmail.com>
Date: May 07, 2012
Dennis This is NOT Kolb-related! Russ On May 6, 2012, at 8:38 PM, Dennis Thate wrote: > > [Wink] :P > > -------- > 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=372523#372523 > > > > > Attachments: > > http://forums.matronics.com//files/grammar_nazis_390.jpg > > > > > > > ________________________________________________________________________________
Subject: Re: "Hypethetically"
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Date: May 07, 2012
> Dennis > "This is NOT Kolb-related!" > Russ Russ, I don't think it matters to him. Several guys have tried, but nothing seems gets through to him. It's as if he thinks we're all his knitting circle, awaiting on his next little link of amazement. Frankly, I'm not sure what bothers me more, his incessant non-Kolb links, or his fascination with "winking" at everything he posts. Evidently, he is okay with winking at a forum where 99% of the readers are men. Personally, I'd rather be excluded from all the winking, it creeps me out!! I'm getting a case of the willies just thinking about it. Mike Welch > > > > > On May 6, 2012, at 8:38 PM, Dennis Thate wrote: > >> >> [Wink] :P >> ________________________________________________________________________________
Subject: Re: "Hypethetically"
From: David Kulp <undoctor(at)ptd.net>
Date: May 07, 2012
Like I said, lights are on but nobody's home. He just doesn't get it. Dave Kulp Bethlehem, PA Sent from my iPhone On May 7, 2012, at 1:12 PM, Michael Welch wrote: >> Dennis >> "This is NOT Kolb-related!" >> Russ > > > > Russ, > > I don't think it matters to him. Several guys have tried, but nothing s eems gets through to him. > It's as if he thinks we're all his knitting circle, awaiting on his next l ittle link of amazement. > > Frankly, I'm not sure what bothers me more, his incessant non-Kolb links , or his fascination > with "winking" at everything he posts. Evidently, he is okay with winking at a forum where 99% > of the readers are men. Personally, I'd rather be excluded from all the w inking, it creeps me out!! > I'm getting a case of the willies just thinking about it. > > Mike Welch > > >> >> >> >> >> On May 6, 2012, at 8:38 PM, Dennis Thate wrote: >> >>> >>> [Wink] :P >>> > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
Subject: Re: "Hypethetically"
From: "FIRESTARII" <CCMFarms(at)aol.com>
Date: May 07, 2012
How is this not Kolb related [Shocked] The entire thread was based on a Kolb question? [Crying or Very sad] frankly I like the little smiley faces :D As far as lights and not getting it, not accurate. The only part I don't get is why all you "Men" are getting your undies in a bunch over a simple question? I bet a discussion over Sunday morning coffe results in a near fist fight! the only part I don't get is why so many people think that their way is the only way and that there is only one correct answer for any given situation :( I have flown with and worked with people like that my whole life. they fly like they are sky gods and then when they make a mistake it's never ever their fault. There is always an excuse, turbulence, crosswinds or airplane problems. never once does it occur to them that it may possibly be pilot error and if it does they find a reason to blame somebody else. It's people like this who get into arguments on the tarmack with guys who don't call every leg in the pattern on a perfect VFR day. then blame the other guy because he messed up their pattern and they had to go around because he didn't follow local procedures. Ugh this is starting to sound like a bunch of privat pilot students who think they are airline pilots because they just soloed. I know these type of sky gods because I deal with them all the time. true I may not get it but that's why I asked! I fully realize I have much to learn but the ticket in my pocket also says ATP, ME-CFII, with type ratings on the back. so for those or you who think I am a fool go right ahead! I was not given those ratings, I earned them and I am going into my 24 year of flying. I have been around the pattern a few times. I have paid dues far higher than some on this forum and continue to fly professionally in some very high proformance aircraft. So Boo Whoo if ya don't like what I have to say! -------- Low and Slow FireStar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372566#372566 ________________________________________________________________________________
Subject: Re: "Hypethetically"
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Date: May 07, 2012
How about a little clarity, for those that don't see things clearly? First of all, in my opinion, Thom affixed his complaint to Dennis on a post Dennis did that wasn't bad at all. (that post dealt with Minn. private airports...a reasonably acceptable post to the Kolb list, IMO). I may be wrong, but from what Thom said, I got the impression he may have been referring Dennis' recent post "I have a Dream". But I also think therein lies the problem....things get all twisted and the next thing you know, 'some' people are getting ALL kinds of facts wrong! No, the entire thread is NOT based on your question, at least not from what I understand. The thread had your subject "Hypethetically", but it deviated from the original discussion. No one was making ANY negative reference to you, nor anything you had to say. Yes, you started the thread, but I think it got hijacked (as usual) with people not paying attention to "the original post", and making inaccurate references to who said what to whom. It seems to me, you got your panties in a bunch because you are taking offense when none was directed at you at all. At least 7 people I know of have politely requested Dennis Thate to keep his post Kolb related. Seems to last for about 2-3 days. And who in the hell said anything about smiley faces? Do you have difficulty with reading comprehension? Oh, and try signing your posts. Mike Welch On May 7, 2012, at 2:19 PM, FIRESTARII wrote: > > How is this not Kolb related [Shocked] The entire thread was based on a Kolb question? [Crying or Very sad] frankly I like the little smiley faces :D As far as lights and not getting it, not accurate. The only part I don't get is why all you "Men" are getting your undies in a bunch over a simple question? I bet a discussion over Sunday morning coffe results in a near fist fight! the only part I don't get is why so many people think that their way is the only way and that there is only one correct answer for any given situation :( I have flown with and worked with people like that my whole life. they fly like they are sky gods and then when they make a mistake it's never ever their fault. There is always an excuse, turbulence, crosswinds or airplane problems. never once does it occur to them that it may possibly be pilot error and if it does they find a reason to blame somebody else. It's people like this who get into arguments on the tarmack with guys who don't! > call every leg in the pattern on a perfect VFR day. then blame the other guy because he messed up their pattern and they had to go around because he didn't follow local procedures. Ugh this is starting to sound like a bunch of privat pilot students who think they are airline pilots because they just soloed. > I know these type of sky gods because I deal with them all the time. true I may not get it but that's why I asked! I fully realize I have much to learn but the ticket in my pocket also says ATP, ME-CFII, with type ratings on the back. so for those or you who think I am a fool go right ahead! I was not given those ratings, I earned them and I am going into my 24 year of flying. I have been around the pattern a few times. I have paid dues far higher than some on this forum and continue to fly professionally in some very high proformance aircraft. So Boo Whoo if ya don't like what I have to say! > > -------- > Low and Slow FireStar II > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=372566#372566 > > > > > > > > > > > ________________________________________________________________________________
From: kinne russ <russk50(at)gmail.com>
Subject: Re: "Hypethetically"
Date: May 07, 2012
Mike At least he's not winking at you in person! And at least he's not insulting everyone the way Jetpilot used to. WTH, we can stand this. Russ On May 7, 2012, at 1:12 PM, Michael Welch wrote: >> Dennis >> "This is NOT Kolb-related!" >> Russ > > > > Russ, > > I don't think it matters to him. Several guys have tried, but nothing seems gets through to him. > It's as if he thinks we're all his knitting circle, awaiting on his next little link of amazement. > > Frankly, I'm not sure what bothers me more, his incessant non-Kolb links, or his fascination > with "winking" at everything he posts. Evidently, he is okay with winking at a forum where 99% > of the readers are men. Personally, I'd rather be excluded from all the winking, it creeps me out!! > I'm getting a case of the willies just thinking about it. > > Mike Welch > > >> >> >> >> >> On May 6, 2012, at 8:38 PM, Dennis Thate wrote: >> >>> >>> [Wink] :P >>> > > > > ________________________________________________________________________________
Subject: 447 fuel pump firefly
From: "cdupuis" <ctdupuis(at)maine.rr.com>
Date: May 07, 2012
could someone send me a picture of how the fuel pump for the 447 is bolted to the firefly frame? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372581#372581 ________________________________________________________________________________
Subject: Re: "Hypethetically"
From: kinne russ <russk50(at)gmail.com>
Date: May 07, 2012
Why not just keep things Kolb-related? On May 7, 2012, at 3:19 PM, FIRESTARII wrote: > > How is this not Kolb related [Shocked] The entire thread was based on a Kolb question? [Crying or Very sad] frankly I like the little smiley faces :D As far as lights and not getting it, not accurate. The only part I don't get is why all you "Men" are getting your undies in a bunch over a simple question? I bet a discussion over Sunday morning coffe results in a near fist fight! the only part I don't get is why so many people think that their way is the only way and that there is only one correct answer for any given situation :( I have flown with and worked with people like that my whole life. they fly like they are sky gods and then when they make a mistake it's never ever their fault. There is always an excuse, turbulence, crosswinds or airplane problems. never once does it occur to them that it may possibly be pilot error and if it does they find a reason to blame somebody else. It's people like this who get into arguments on the tarmack with guys who don't! > call every leg in the pattern on a perfect VFR day. then blame the other guy because he messed up their pattern and they had to go around because he didn't follow local procedures. Ugh this is starting to sound like a bunch of privat pilot students who think they are airline pilots because they just soloed. > I know these type of sky gods because I deal with them all the time. true I may not get it but that's why I asked! I fully realize I have much to learn but the ticket in my pocket also says ATP, ME-CFII, with type ratings on the back. so for those or you who think I am a fool go right ahead! I was not given those ratings, I earned them and I am going into my 24 year of flying. I have been around the pattern a few times. I have paid dues far higher than some on this forum and continue to fly professionally in some very high proformance aircraft. So Boo Whoo if ya don't like what I have to say! > > -------- > Low and Slow FireStar II > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=372566#372566 > > > > > > > > > > ________________________________________________________________________________
Date: May 07, 2012
From: David Kulp <undoctor(at)ptd.net>
Subject: Re: "Hypethetically"
Low and Slot Firestar II, I was referring to the little winky, winky link that was a cartoon about "grammar police." which was sent by Thate with the Hypothetical subject. It's neither Kolb related nor interesting, and it's not a matter if whose "way" it is, it's a matter of the rules of the forum. Most of us get that; there have been some who have a problem understanding, so relax and unwad your pants. And his winks creep me out, too. It's like he's saying, "Aren't I cute?" and I stifle myself from responding as I'd like to... Dave Kulp Bethlehem, PA FireFly 11DMK On 5/7/2012 3:19 PM, FIRESTARII wrote: > --> Kolb-List message posted by: "FIRESTARII" > > How is this not Kolb related [Shocked] The entire thread was based on a Kolb question? [Crying or Very sad] frankly I like the little smiley faces :D As far as lights and not getting it, not accurate. The only part I don't get is why all you "Men" are getting your undies in a bunch over a simple question? I bet a discussion over Sunday morning coffe results in a near fist fight! the only part I don't get is why so many people think that their way is the only way and that there is only one correct answer for any given situation :( I have flown with and worked with people like that my whole life. they fly like they are sky gods and then when they make a mistake it's never ever their fault. There is always an excuse, turbulence, crosswinds or airplane problems. never once does it occur to them that it may possibly be pilot error and if it does they find a reason to blame somebody else. It's people like this who get into arguments on the tarmack with guys who don't! > call every leg in the pattern on a perfect VFR day. then blame the other guy because he messed up their pattern and they had to go around because he didn't follow local procedures. Ugh this is starting to sound like a bunch of privat pilot students who think they are airline pilots because they just soloed. > I know these type of sky gods because I deal with them all the time. true I may not get it but that's why I asked! I fully realize I have much to learn but the ticket in my pocket also says ATP, ME-CFII, with type ratings on the back. so for those or you who think I am a fool go right ahead! I was not given those ratings, I earned them and I am going into my 24 year of flying. I have been around the pattern a few times. I have paid dues far higher than some on this forum and continue to fly professionally in some very high proformance aircraft. So Boo Whoo if ya don't like what I have to say! > > -------- > Low and Slow FireStar II > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=372566#372566 > > ________________________________________________________________________________
Date: May 07, 2012
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: "Hypethetically" kolb related
last week i had my chops busted for what john called not kolb related and u nlawful activety?? =0A- flying fat ultralites?-- it was bothersome to me but I just blew him off .I dont know why he picked two sentencesfrom al l I had to say and just bust my chops --fact is there is a core group t hat often-get after people -=0Ahere and I think most of it is uncalled for you can tell they like to do this when they alwase- throw the grammer and spelling remarks and just plane argue with people for sport.=0AGneraly this group is better than some of the other 14 groups -I am on =0A=0AMal colm & Jeanne Brubaker =0AMichigan Sport Pilot Repair =0Ahttp://michigansp ortpilotrepair.com =0ALSRM-A, PPC, WS=0AGreat Sails - Sailmaker =0Afor Ultr alight & Light Sport=0A(989)513-3022 =0A- =0A=0A=0A=0A =0A=0A____________ ____________________=0A From: David Kulp <undoctor(at)ptd.net>=0ATo: kolb-list @matronics.com =0ASent: Monday, May 7, 2012 5:20 PM=0ASubject: Kolb-List: R octor(at)ptd.net>=0A=0ALow and Slot Firestar II,=0AI was referring to the litt le winky,- winky link that was a cartoon =0Aabout "grammar police." which was sent by Thate with the Hypothetical =0Asubject.- It's neither Kolb related nor interesting, and it's not a =0Amatter if whose "way" it is, it' s a matter of the rules of the forum.- =0AMost of us get that; there have been some who have a problem =0Aunderstanding, so relax and unwad your pan ts.=0A=0AAnd his winks creep me out, too.- It's like he's saying, "Aren't I =0Acute?" and I stifle myself from responding as I'd like to...=0A=0ADav e Kulp=0ABethlehem, PA=0AFireFly 11DMK=0A=0AOn 5/7/2012 3:19 PM, FIRESTARII wrote:=0A> -->- Kolb-List message posted by: "FIRESTARII"=0A>=0A> How is this not Kolb related [Shocked] The entire thread was ba sed on a Kolb question? [Crying or Very sad]- frankly I like the little smiley faces- :D As far as lights and not getting it, not accurate.- T he only part I don't get is why all you "Men" are getting your undies in a bunch over a simple question?- I bet a discussion over Sunday morning cof fe results in a near fist fight!- the only part I don't get is why so man y people think that their way is the only way and that there is only one co rrect answer for any given situation :(- I have flown with and worked wi th people like that my whole life.- they fly like they are sky gods and t hen when they make a mistake it's never ever their fault.- There is alway s an excuse,- turbulence, crosswinds or airplane problems.- never once does it occur to them that it may possibly be pilot error and if it does th ey find a reason to blame somebody else.- It's people like this who get i nto arguments on the tarmack with guys who don!=0A't!=0A>- - call every leg in the p attern on a perfect VFR day.- then blame the other guy because he messed up their pattern and they had to go around because he didn't follow local procedures.- Ugh this is starting to sound like a bunch of privat pilot s tudents who think they are airline pilots because they just soloed.=0A> I k now these type of sky gods because I deal with them all the time.- true I may not get it but that's why I asked!- I fully realize I have much to l earn but the ticket in my pocket also says ATP, ME-CFII, with type ratings on the back.- so for those or you who think I am a fool go right ahead! - I was not given those ratings, I earned them and I am going into my 24 year of flying.- I have been around the pattern a few times.- I have p aid dues far higher than some on this forum and continue to fly professiona lly in some very high proformance aircraft.- So Boo Whoo if ya don't like what I have to say!=0A>=0A> --------=0A> Low and Slow FireStar II=0A>=0A> =0A>=0A>=0A> Read this topic online here:=0A>=0A> http://forums.matronics.c om/viewtopic.php?p=372566#372566=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A> ================== ________________________________________________________________________________
Subject: Flying Bryce canyon and Monument Valley - Knowhow?
From: "miyer2u" <miyer2u(at)yahoo.com>
Date: May 07, 2012
John/Team, I am trailering my Kolb to fly these sites and wanted some knowhow! Since many of you have flown these sites, I wanted to understand any caution that comes to your minds. Bryce is located at almost 7600 feet so did you find a great difference with a firestar climbing out with a Rotax 503? Is it underpowered for take off in such high elevations with high density altitude? Also at monument valley, any cautions and wanted to know the service ceiling for a Firestar-2. Thanks in advance! Mahesh FS-2 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372602#372602 ________________________________________________________________________________
Date: May 08, 2012
From: william sullivan <williamtsullivan(at)att.net>
Subject: Firestar rebuild
- After a couple of years of my kids needing money more than I did, I sta rted working on the Firestar again.- The 447 had been pickled in fogging oil, and one of my sons had never heard it run.- Got it off the trailer, unfolded it, tied it down, and put a little gas in the tank.- First probl em- couldn't get any gas up to the engine.- I have a bottom feed tank, an d some gas was leaking around the grommet.- Can I use some gas resistant RTV to seal it? - Second problem- the elbow at the bottom was rusted inside to the extent that gas wouldn't go through it.- I should have left some gas with Stabi l in it. - I jury rigged a gas can to the plane, and put the primer bulb back in. - Tried to start, and the bowl gasket leaked.- Took the gasket off and re-installed, and the leak stopped.- the engine fired right up and sounde d good.- I could only get 5100 rpm on it, so I have to adjust the prop pi tch.- - Another problem- looks like all the rubber cracked.- The cable boots split, and the 3 year old carb mounting rubber doesn't look that good.- A ll are Rotax parts, so I am going to try JBM this time. - My 32 year old son was like a two year old at Christmas. - Lots more work to go, plus the trailer. ------------------------- ----------------- Bill Sullivan ------------------------- ----------------- Windsor Locks, Ct. ------------------------- ----------------- Old FS, 447 ________________________________________________________________________________
Date: May 08, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Firestar rebuild
Bill Glad to hear you are back at it! Check everything 3 or 4 times.=0A=0A =0AChris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from crash build ing Firefly=0A=0AFrom: william sullivan <williamtsullivan(at)att.net>=0ATo: ko lb list =0ASent: Tuesday, May 8, 2012 8:42 AM=0AS ubject: Kolb-List: Firestar rebuild=0A=0A- After a couple of years of my kids needing money more than I did, I started working on the Firestar again .- The 447 had been pickled in fogging oil, and one of my sons had never heard it run.- Got it off the trailer, unfolded it, tied it down, and put a little gas in the tank.- First problem- couldn't get any gas up to the engine.- I have a bottom feed tank, and some gas was leaking around the grommet.- Can I use some gas resistant RTV to seal it?=0A- Second probl em- the elbow at the bottom was rusted inside to the extent that gas wouldn 't go through it.- I should have left some gas with Stabil in it.=0A- I jury rigged a gas can to the plane, and put the primer bulb back in.- Tr ied to start, and the bowl gasket leaked.- Took the gasket off and re-ins talled, and the leak stopped.- the engine fired right up and sounded good .- I could only get 5100 rpm on it, so I have to adjust the prop pitch. - =0A- Another problem- looks like all the rubber cracked.- The cable boots split, and the 3 year old carb mounting rubber doesn't look that goo d.- All are Rotax parts, so I am going to try JBM this time.=0A- My 32 year old son was like a two year old at Christmas.=0A- Lots more work to go, plus the trailer.=0A=0A---------------- ------------------------- - Bill Sullivan=0A------------------ ------------------------ Wi ndsor Locks, Ct.=0A------------------ ------------------------ Ol ================== ________________________________________________________________________________
Subject: Re: Firestar rebuild
From: Dana Hague <d-m-hague(at)comcast.net>
Date: May 08, 2012
First: Don't use RTV anywhere in your fuel system, even supposedly "fuel resistant" grades will be eaten by raw gas. Get the proper rubber bushings, you can likely get them at your local lawnmower shop, if not, one of the aircraft supply houses like ACS, Air-Tech, or CPS. They'll have the metal fittings, too. Do replace the carb bout, cracks lead to air leaks which lead to lean running which leads to a seized engine. Low rpm could be too much prop pitch, or it could be carb jetting or something else. Is it the same prop from before? What's left to do? -Dana william sullivan wrote: > After a couple of years of my kids needing money more than I did, I >started working on the Firestar again. The 447 had been pickled in >fogging oil, and one of my sons had never heard it run. Got it off the >trailer, unfolded it, tied it down, and put a little gas in the tank. >First problem- couldn't get any gas up to the engine. I have a bottom >feed tank, and some gas was leaking around the grommet. Can I use some >gas resistant RTV to seal it? > Second problem- the elbow at the bottom was rusted inside to the >extent that gas wouldn't go through it. I should have left some gas >with Stabil in it. > I jury rigged a gas can to the plane, and put the primer bulb back >in. Tried to start, and the bowl gasket leaked. Took the gasket off >and re-installed, and the leak stopped. the engine fired right up and >sounded good. I could only get 5100 rpm on it, so I have to adjust the >prop pitch. > Another problem- looks like all the rubber cracked. The cable boots >split, and the 3 year old carb mounting rubber doesn't look that good. >All are Rotax parts, so I am going to try JBM this time. > My 32 year old son was like a two year old at Christmas. > Lots more work to go, plus the trailer. > > Bill Sullivan > Windsor Locks, Ct. > Old FS, 447 ________________________________________________________________________________
Date: May 08, 2012
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Firestar rebuild
- I just put in a big order to JBM, so no RTV.- I had to change the pro p blades after it flipped over, and went conservative on the pitch.- I al so put in a carb rebuild kit, including a new enrichener.- Runs a lot bet ter now, but I won't play with the carb adjustments before the pitch adjust ments.- Another week, weather permitting. --- On Tue, 5/8/12, Dana Hague wrote: From: Dana Hague <d-m-hague(at)comcast.net> Subject: Re: Kolb-List: Firestar rebuild Date: Tuesday, May 8, 2012, 3:29 PM First:- Don't use RTV anywhere in your fuel system, even supposedly "fuel resistant" grades will be eaten by raw gas.- Get the proper rubber bushi ngs, you can likely get them at your local lawnmower shop, if not, one of t he aircraft supply houses like ACS, Air-Tech, or CPS.- They'll have the m etal fittings, too. Do replace the carb bout, cracks lead to air leaks which lead to lean runni ng which leads to a seized engine. Low rpm could be too much prop pitch, or it could be carb jetting or someth ing else.- Is it the same prop from before? What's left to do? -Dana william sullivan wrote: >- After a couple of years of my kids needing money more than I did, I >started working on the Firestar again.- The 447 had been pickled in >fogging oil, and one of my sons had never heard it run.- Got it off the >trailer, unfolded it, tied it down, and put a little gas in the tank.- >First problem- couldn't get any gas up to the engine.- I have a bottom >feed tank, and some gas was leaking around the grommet.- Can I use some >gas resistant RTV to seal it? >- Second problem- the elbow at the bottom was rusted inside to the >extent that gas wouldn't go through it.- I should have left some gas >with Stabil in it. >- I jury rigged a gas can to the plane, and put the primer bulb back >in.- Tried to start, and the bowl gasket leaked.- Took the gasket off >and re-installed, and the leak stopped.- the engine fired right up and >sounded good.- I could only get 5100 rpm on it, so I have to adjust the >prop pitch.- >- Another problem- looks like all the rubber cracked.- The cable boots >split, and the 3 year old carb mounting rubber doesn't look that good.- >All are Rotax parts, so I am going to try JBM this time. >- My 32 year old son was like a two year old at Christmas. >- Lots more work to go, plus the trailer. > >------------------------ ------------------ Bill Sullivan >------------------------ ------------------ Windsor Locks, Ct. >------------------------ ------------------ Old FS, 447 le, List Admin. ________________________________________________________________________________
Subject: Re: Firestar rebuild
From: "Richard Pike" <richard(at)bcchapel.org>
Date: May 09, 2012
If it used to turn up to 6,000 or so and now it turns only 5,100 your problem is not the prop. Leave the prop alone and look for something else. Is it a CDI 447 or points? If you have points, check them. After this long, might not be a bad idea to do a crankcase pressure check. Or look for mud daubers in the muffler.... Taking pitch out of the prop is simply adjusting the prop to accommodate reduced horsepower. -------- 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=372689#372689 ________________________________________________________________________________
Date: May 09, 2012
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Firestar rebuild
- Richard- good point.- I'll start with the carb adjustments.- I have n't started it since putting a kit in.- I'm not touching it until I get t he new parts from JBM.- Could it be a leak in the carb boot?- New one c oming. --- On Wed, 5/9/12, Richard Pike wrote: From: Richard Pike <richard(at)bcchapel.org> Subject: Kolb-List: Re: Firestar rebuild Date: Wednesday, May 9, 2012, 10:11 AM If it used to turn up to 6,000 or so and now it turns only 5,100 your probl em is not the prop. Leave the prop alone and look for something else. Is it a CDI 447 or points? If you have points, check them. After this long, migh t not be a bad idea to do a crankcase pressure check. Or look for mud daube rs in the muffler.... Taking pitch out of the prop is simply adjusting the prop to accommodate re duced horsepower. -------- 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=372689#372689 le, List Admin. ________________________________________________________________________________
Date: May 09, 2012
Subject: Pitot tubes and air speed Plus Wind on the Alvord
From: Larry Cottrell <lcottrell1020(at)gmail.com>
You may remember that I posted an email about the difference made in indicated airspeed due to the angle of cut on the pitot tube some time ago. To recap the idea came from John H about cutting the pitot tube at an angle to allow a correct reading when landing in a three point stance. I thought the idea had merit, and cut mine at about a 20 degree angle. I found that angle was too much and lowered my ASI reading by about 10 MPH. I decided that I would decrease the angle to see if that would better reflect what I see on my GPS. I cut it to about 40 degrees this morning and went for a flight to the Alvord and found that it read within about 2 MPH of what I was seeing on my GPS. Much better, much nicer. My conclusion is that your ASI can be adjusted by how much air pressure you allow into your pitot tube. Perfectly round uncut tube allows the least airpressure due to the overall smaller size of the opening. Longer the angle, more opening to push air into the tube. Of course I could be wrong about the airpressure, but I am not wrong that the angle affects the reading on your ASI. Now of course I have a commercial static tube fitting mounted on the side of my plane. If your ASI is not reading correctly, give it a try. If you don't like it you can always cut it back to square and not lose more than 1/4 inch off the overall length. As I said I visited the Alvord Desert this morning. We have had a greatly reduced rain fall here in the High Desert this fall. So far here at the house we have only had 3.25 inches of rain so far since November. That may seem insignificant to most of you, but it is pretty close to normal here. The Water this spring is about where it was last year in September. After I made a circle of the Lake bed and was heading home I saw that someone had tossed out a tire on the Lake bed. After cussing pilgrims in general I noticed that there was visible evidence of the wind this spring. Larry -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Date: May 09, 2012
From: TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: Re: Flying Bryce canyon and Monument Valley - Knowhow?
Hi Mahesh -=0A=0AI haven't seen any responses to your questions, and althou gh my experience is limited to three flights to Monument Valley and Bruce C anyon, I'll share my experiences. As you know, I was flying a Maxair Drifte r, not a Kolb, but I was flying with a 503, so there is one area of similar ity. Depending on the flight, I was flying with either a Thundergull with a 503, a Carrera with a 503, and a Skyraider with a 447.=0A=0A=0A1. At Bryce , both I and my fellow pilots used up almost the entire runway taking off. However, we were taking off in the afternoons and evenings. If you take off in the cool of the morning you probably would have an easier time climbing . After rotation, I was climbing VERY slowly, at about 200'/minute. (I usua lly climb out @ 900-1000'/minute.) Happily, Bryce is on a plateau and there was plenty of time to gain altitude before the canyons.=0A=0A2. Land only at airstrips in Monument Valley. There are a number of high plateaus that a re tempting, but Monument Valley is Indian land, not federal park or monume nt, and the tribe doesn't want you landing off-field.-=0A=0A3. Both Bryce and Monument Valley are spectacular flying!- =0A=0A=0A4. When are you pl anning on going? I was always there the third week in May, and by then it w as already hot...once almost suffocatingly so. There can also be a lot of w ind, so flying in the early morning and evenings worked best. Of my three f lights to Bryce and Monument Valley, only once was it calm enough to fly du ring the day.- I remember thinking that I'd never want to fly there betwe en June and September, due to even greater heat and what that would do to d ensity altitude.=0A=0AHave a great trip.=0A=0AArty=0A=0A-=0Awww.LessonsFr omTheEdge.com/oshkosh/=0A=0A=0A"Life's a daring adventure or nothing"=0AHel en Keller=0A=0A=0A"I refuse to tip toe through life just to arrive safely a t death."=0A=0A=0A________________________________=0A From: miyer2u <miyer2 u(at)yahoo.com>=0ATo: kolb-list(at)matronics.com =0ASent: Monday, May 7, 2012 7:0 9 PM=0ASubject: Kolb-List: Flying Bryce canyon and Monument Valley - Knowho =0AJohn/Team,=0AI am trailering my Kolb to fly these sites and wanted some knowhow!=0ASince many of you have flown these sites, I wanted to understand any caution that comes to your minds. =0ABryce is located at almost 7600 f eet so did you find a great difference with a firestar climbing out with a Rotax 503? Is it underpowered for take off in such high elevations with hig h density altitude?=0AAlso at monument valley, any cautions and wanted to k now the service ceiling for a Firestar-2.=0A=0AThanks in advance!=0AMahesh =0AFS-2=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.matro =- - - - - - - - - - - - - - - -Matt Dralle ======== ________________________________________________________________________________
Subject: Re: Flying Bryce canyon and Monument Valley - Knowhow?
From: "miyer2u" <miyer2u(at)yahoo.com>
Date: May 10, 2012
Hello Arty, Thanks so much for your input. I was always wondering as to how a 503 would perform in such light conditions. I will surely look out for the right weather conditions. Hope you are having some good flights in your Titan!. Mahesh Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372795#372795 ________________________________________________________________________________
Subject: Re: Pitot tubes and air speed Plus Wind on the Alvord
From: "Jason Omelchuck" <jason@trek-tech.com>
Date: May 10, 2012
My guess is the tire was not floating but sliding on a film of goo when it rained. There are rocks in the Mojave that do the same thing Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372798#372798 ________________________________________________________________________________
Subject: Re: Flying Bryce canyon and Monument Valley - Knowhow?
From: kinne russ <russk50(at)gmail.com>
Date: May 11, 2012
On May 10, 2012, at 10:25 PM, miyer2u wrote: > > Hello Arty, > Thanks so much for your input. I was always wondering as to how a 503 would perform in such light conditions. I will surely look out for the right weather conditions. > > Hope you are having some good flights in your Titan!. > > Mahesh > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=372795#372795 > > > > > > > > > > ________________________________________________________________________________
Subject: Re: Flying Bryce canyon and Monument Valley - Knowhow?
Date: May 11, 2012
From: "Kirby, Dennis Civ USAF AFMC AFNWC/ENS" <Dennis.Kirby(at)kirtland.af.mil>
"miyer2u" wrote: << I was always wondering as to how a 503 would perform in such light conditions. I will surely look out for the right weather conditions. Mahesh >> Hello, Mahesh - Regarding your question about how a Firestar might perform at high density altitudes: Here is one observation for you. This morning I flew my Mark-3 in formation with a Kolb Firefly (447 powered), and I was amazed at how Homer's tiniest Kolb was having no problem climbing out, and keeping up with me. Our field elevation is 6500 feet, and at one point we climbed all the way to 9000 feet to get over a mountain range here in central New Mexico. Admittedly, I was throttled back a bit (4200 rpm), but he was right on my wingtip the whole flight. Our indicated airspeeds matched exactly (53 mph), and his 447 was running at 5400. After the flight, he said his Firefly still flew crisp and spritely, not sluggish at all. Although he admitted his takeoff roll was a bit longer than usual compared to lower elevations, but not a whole lot. In a post earlier this week, Arty Trost shared with us that taking off from the Monument Valley airstip took most of the runway. What Arty left out was, she was talking about the PAVED part of the runway! Back before 2008, the first several hundred feet of that airstrip was paved, and the other few thousand feet was dirt. It was always a fun challenge to see if we could get into the air before our tires hit the dirt part! (Am I right, Arty?) For what it's worth ... Dennis Kirby Mark-3, 912ul, "Magic Bike" ________________________________________________________________________________
Date: May 11, 2012
Subject: Re: Flying Bryce canyon and Monument Valley - Knowhow?
From: Larry Cottrell <lcottrell1020(at)gmail.com>
To expand on these answers, I flew my Firestar II there with a 503 in 2007 the last of May. Temps were about 80 degrees. I am used to flying at 4000 feet altitude, and I noticed no real problem with the plane. It will of course reduce your performance a bit depending on the density altitude at the time, but both the plane and the engine will handle it. Have Fun Larry On Fri, May 11, 2012 at 10:01 AM, Kirby, Dennis Civ USAF AFMC AFNWC/ENS < Dennis.Kirby(at)kirtland.af.mil> wrote: > "miyer2u" wrote: << I was always wondering as to how a 503 would perform > in such light conditions. I will surely look out for the right weather > conditions. Mahesh >>**** > > ** ** > > Hello, Mahesh '**** > > ** ** > > Regarding your question about how a Firestar might perform at high densit y > altitudes: Here is one observation for you.**** > > ** ** > > This morning I flew my Mark-3 in formation with a Kolb Firefly (447 > powered), and I was amazed at how Homer=92s tiniest Kolb was having no > problem climbing out, and keeping up with me. Our field elevation is 650 0 > feet, and at one point we climbed all the way to 9000 feet to get over a > mountain range here in central New Mexico. Admittedly, I was throttled > back a bit (4200 rpm), but he was right on my wingtip the whole flight. > Our indicated airspeeds matched exactly (53 mph), and his 447 was running > at 5400.**** > > ** ** > > After the flight, he said his Firefly still flew crisp and spritely, not > sluggish at all. Although he admitted his takeoff roll was a bit longer > than usual compared to lower elevations, but not a whole lot.**** > > ** ** > > In a post earlier this week, Arty Trost shared with us that taking off > from the Monument Valley airstip took most of the runway. What Arty left > out was, she was talking about the PAVED part of the runway! Back before > 2008, the first several hundred feet of that airstrip was paved, and the > other few thousand feet was dirt. It was always a fun challenge to see i f > we could get into the air before our tires hit the dirt part! (Am I righ t, > Arty?)**** > > ** ** > > For what it=92s worth =85**** > > ** ** > > Dennis Kirby**** > > Mark-3, 912ul, =93Magic Bike=94**** > > ** ** > > ** ** > > ** ** > > * > =========== =========== =========== =========== > * > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Date: May 11, 2012
From: gittlj(at)q.com
Subject: Kolb Kolbra for sale
________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: RE: back in the air in Michigan
Date: May 12, 2012
got the firestar ll serviced and back in the air today....wonderful thing...made a very good landing to my surprise....now to put on some hours ...Jim Swan Jim S/Folks: You are an inspiration to us younger flyers. Hope I am still as active flying my Kolb if and when I reach your age. Still waiting on my exhaust system to be delivered from Titan Aircraft. New carb boots and spark plugs are on the shelf waiting for installation. Need to replace some rivets in the rudder T. Big tail wheels, hours, and rough fields, take their toll on equipment. Can't complain though, with nearly 3200 hours on the old gal. Another month and it will be time to head West to the Rock House Fly In. Hopefully, we will have better weather for a cross country flight than we did last year in May. john h Putney, Kentucky ________________________________________________________________________________
Subject: Re: Flying Bryce canyon and Monument Valley - Knowhow?
From: "miyer2u" <miyer2u(at)yahoo.com>
Date: May 12, 2012
Thank you Dennis and Larry for your inputs! Appreciate it!. I always had an element of trust on the Kolb, but at times I have seen the 503 to be underpowered. Just today I was flying in an canyon and I had a sink of almost 1000 feet, even with 6200 RPM I was just managing to stay level. I have noticed that in critical situations, climbing out in turbulent air with a 503 is difficult. I just carry more altitude in situations like these! With Thinner air in Bryce, I was wondering as to how it behaved and your answers really helped! Mahesh FS-2 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372922#372922 ________________________________________________________________________________
Date: May 12, 2012
From: Herb Gayheart <herbgh(at)nctc.com>
Subject: RE: back in the air in Michigan
Putney Ky??? You up there working your moonshine still?? :-) Herb At 09:31 AM 5/12/2012, you wrote: > > > got the firestar ll serviced and back in the air >today....wonderful thing...made a very good landing to my >surprise....now to put on some hours ...Jim Swan > > >Jim S/Folks: > >You are an inspiration to us younger flyers. Hope I am >still as active flying my Kolb if and when I reach your age. > >Still waiting on my exhaust system to be delivered from >Titan Aircraft. New carb boots and spark plugs are on the >shelf waiting for installation. Need to replace some rivets >in the rudder T. Big tail wheels, hours, and rough fields, >take their toll on equipment. Can't complain though, with >nearly 3200 hours on the old gal. Another month and it will >be time to head West to the Rock House Fly In. Hopefully, >we will have better weather for a cross country flight than >we did last year in May. > >john h >Putney, Kentucky > > ________________________________________________________________________________
Subject: Re: back in the air in Michigan
From: "t41pilot" <t41pilot(at)frontier.com>
Date: May 12, 2012
Just started covering a firefly today. I'm a newbie at it so it's going to take awhile but hopefully another kolb will be in the Michigan sky later this summer. Bought one of the last 447's for power. Sounds like there are enough Kolbs in Michigan for a get together sometime. Keep me in mind. I'm in Howard City 40 min north of Grand Rapids. Before I try to fly mine, I'm going to need a ride from somebody since I don't have any Kolb experience. CES308 in Houghton lake said he might be able to but it was last year when I mentioned it. Haven't talked to him again yet. I'm looking forward to flying up the muskegon River. The scenery is great here. Lake Michigan may be within my reach. I fly out of Grant (01c) -------- Gregg Kaat 2011 Firefly Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372926#372926 ________________________________________________________________________________
Date: May 12, 2012
Subject: Re: Flying Bryce canyon and Monument Valley - Knowhow?
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Just where are you flying out of now, and what is the altitude there? My Firestar is probably heavier than yours, but I really never flew it at less than 61 or 6200 unless I was landing. You do have it propped to run WOT to 6700 RPM's I assume. The only time that I ever had any problem with mine was between Wendover Utah and Elko Neveda. I wasted too much time flying low approaching the Mountains and thought for a while that I was going to have to land on the road and taxi over the pass. Larry On Sat, May 12, 2012 at 5:18 PM, miyer2u wrote: > > Thank you Dennis and Larry for your inputs! > Appreciate it!. I always had an element of trust on the Kolb, but at times > I have seen the 503 to be underpowered. Just today I was flying in an > canyon and I had a sink of almost 1000 feet, even with 6200 RPM I was just > managing to stay level. I have noticed that in critical situations, > climbing out in turbulent air with a 503 is difficult. I just carry more > altitude in situations like these! > > With Thinner air in Bryce, I was wondering as to how it behaved and your > answers really helped! > > Mahesh > FS-2 > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=372922#372922 > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Subject: Re: Flying Bryce canyon and Monument Valley - Knowhow?
From: "miyer2u" <miyer2u(at)yahoo.com>
Date: May 12, 2012
Hi Larry, The field elevation is 4600 feet from where I fly out and my prop is maxed out at 6500RPM. I have always had consistent performance with the FS-2. I cruise at around 5800 RPM with a speed of 65 MPH. In winters I have gone as low as 5400 RPM maintaining the same speed. So when I hit 6300 RPM and I am not able to climb out in rough air, I just feel that its underpowered.May be its just me :-)). I never get to Max RPM of 6500 unless I am taking off... I would also admit that its the density altitude that is also making all the difference. Larry, I want to fly the Alvord desert with you and Arty someday! :D Thanks. Mahesh Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372936#372936 ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Flying Bryce canyon and Monument Valley - Knowhow?
Date: May 13, 2012
I had a sink of almost 1000 feet, even with 6200 RPM I was just managing to stay level. >> Hi Thats not an underpowered engine. All engine can sometimes be overwhelmed. If you get in a load of sink, downwind of a mountain crest or in a cold corner of a canyon no engine power will save you. Learn something about the air and dont go there. Fly where the sun has warmed the rockface and get close. You will go up. As the warmed air is going up the cold air in the shadow will be going down to replace it. Whatever your normal climb rate down flowing air can go faster in some circumstances. Read Saint Exupery. `Sand and Stars` I think. He was flying the mails and got in the downdraft from a mountain range. There is a great description of him flying at full power and being pushed steadily towards the sea below. Use the air, don`t fight it. You can`t win. Cheers Pat ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Sad day
Date: May 13, 2012
Hi all, with all the good news of various listers getting their planes into the air I am sorry to say that one is is heading in the other direction. I am grounded. An old back injury, originally caused by carrying a glider wing back in the 70`s has finally bitten me in the backside. Now although I can fly, I dare not chance it by pushing and pulling the plane on the ground, carrying fuel and doing all the twisting and turning involved in manhandling and maintaining the Xtra. I solo`d in a Grunau glider in 1965 ended flying a 19 metre wingspan Jantar.. I have flown more than 50 different planes including gliders, microlights, hang gliders and `real` planes`. I have talked myself into some really nice stuff, a couple of T 6`s, `Crazy Horse` Mustang at Kissimee, a Jet Provost, Tiger Moth, Jackaroo ( a sort of Tiggy with a lid on) A jet fighter (I have forgotten the type) down in the Keys somewhere.. I solo`d in ultralights in a Quicksilver. Not the plane flying now but a real stick and string machine with little winglets attached to the wing tips which dragged a wingtip round when you wanted to turn. I have flown a couple of ultralight amphibians. One on Lake Wales and one in Quiberon Bay off the coast of France Altogether I have met some interesting people and thoroughly enjoyed my flying, even the heartstopping moments when things go quiet up front. I almost got ingested by a Japanese Airliner while I was sitting in my glider fat, happy and lost at 5000 ft agl while he was stacking to line up for Heathrow. I know it was Japanese because I could read it on the fuselage as he went by. I suppose I have had a good innings. Except for a few years when I went sailing I have flown every year since `65. I shall be 83 in August and I had expected to have another 3 or 4 years flying but it is not to be. The doctor said " Let me get this right. You have bought a wheelchair and you have a ``Blue Badge` (In the UK this entitles you to park your car in stupid places, on bends with double yellow lines, and probably not pay in car parks) And you are arguing about flying a microlight. Have a bit of common sense". The doc. hasn`t actualy withdrawn my medical flying license (You need one to be legal over here) but he did point out that it was pretty stupid and the pain in my back and legs backed him up. So the Xtra is up for sale with a Jabi 2200 and only about 90 hours. I hope she goes to a good home. I shall go on being a member of the list for a while. reading about other peoples flying is next best to doing it yourself. Cheers Pat ________________________________________________________________________________
Date: May 13, 2012
Subject: Re: Sad day
From: Robert Laird <rlaird(at)cavediver.com>
Sorry to hear it, Pat. Hopefully you've got some good mates who will let you fly with them from time to time. Altitude sickness is hard to get over. Kindest regards, -- Robert On Sun, May 13, 2012 at 9:40 AM, Pat Ladd wrote: > ** > Hi all, > > with all the good news of various listers getting their planes into the > air I am sorry to say that one is is heading in the other direction. I am > grounded. An old back injury, originally caused by carrying a glider wing > back in the 70`s has finally bitten me in the backside. Now although I can > fly, I dare not chance it by pushing and pulling the plane on the ground, > carrying fuel and doing all the twisting and turning involved in > manhandling and maintaining the Xtra. > I solo`d in a Grunau glider in 1965 ended flying a 19 metre wingspan > Jantar.. I have flown more than 50 different planes including gliders, > microlights, hang gliders and `real` planes`. I have talked myself into > some really nice stuff, a couple of T 6`s, `Crazy Horse` Mustang at > Kissimee, a Jet Provost, Tiger Moth, Jackaroo ( a sort of Tiggy with a lid > on) A jet fighter (I have forgotten the type) down in the Keys somewhere.. > I solo`d in ultralights in a Quicksilver. Not the plane flying now but a > real stick and string machine with little winglets attached to the wing > tips which dragged a wingtip round when you wanted to turn. I have flown a > couple of ultralight amphibians. One on Lake Wales and one in Quiberon Bay > off the coast of France > Altogether I have met some interesting people and thoroughly enjoyed my > flying, even the heartstopping moments when things go quiet up front. I > almost got ingested by a Japanese Airliner while I was sitting in my glider > fat, happy and lost at 5000 ft agl while he was stacking to line up for > Heathrow. I know it was Japanese because I could read it on the fuselage as > he went by. > I suppose I have had a good innings. Except for a few years when I went > sailing I have flown every year since `65. I shall be 83 in August and I > had expected to have another 3 or 4 years flying but it is not to be. > The doctor said " Let me get this right. You have bought a wheelchair and > you have a ``Blue Badge` (In the UK this entitles you to park your car in > stupid places, on bends with double yellow lines, and probably not pay in > car parks) And you are arguing about flying a microlight. Have a bit of > common sense". The doc. hasn`t actualy withdrawn my medical flying license > (You need one to be legal over here) but he did point out that it was > pretty stupid and the pain in my back and legs backed him up. So the Xtra > is up for sale with a Jabi 2200 and only about 90 hours. I hope she goes to > a good home. > > I shall go on being a member of the list for a while. reading about other > peoples flying is next best to doing it yourself. > > Cheers > > Pat > > > * > > * > > ________________________________________________________________________________
Date: May 13, 2012
From: TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: Re: Flying Bryce canyon and Monument Valley - Knowhow?
I agree 100% with Pat - a sink doesn't mean you're underpowered. -I remem ber flying up the Columbia River Gorge (between Oregon and Washington) and suddenly I started going down...down...down, sinking like the proverbial ro ck. Going to full power (with a 503) didn't help, just slowed the descent s lightly. I radio'd to my buddy who was up ahead that my engine seemed sudde nly not to have enough power, and he cheerfully radio'd back "That's a hell of a downdraft back there, isn't it? You'll be through it soon." -And I was - since I had plenty of altitude.=0A=0ASomething that might be helpful. When I'm flying in high elevation, high density altitude country - hot day s in Utah, Nevada, etc. -I look for cloud shadows, and hopscotch to fly i n the shadows. I always get some lift in the shadows. Of course, there's no t always clouds - or they may be far apart - but they never fail to provide lift. That seems to be opposite of what Pat writes below about cold air in the shadows - all I know is that it's never failed me.=0A=0AArty Trost- =0A-Sandy, Oregon=0A=0Awww.LessonsFromTheEdge.com/oshkosh/=0A=0A"Life's a daring adventure or nothing"=0AHelen Keller=0A=0A=0A"I refuse to tip toe t hrough life just to arrive safely at death."=0A=0A=0A______________________ __________=0A From: Pat Ladd <pj.ladd(at)btinternet.com>=0ATo: kolb-list@matro nics.com =0ASent: Sunday, May 13, 2012 2:13 AM=0ASubject: Re: Kolb-List: Re : Flying Bryce canyon and Monument Valley - Knowhow?=0A =0A--> Kolb-List me ssage posted by: "Pat Ladd" =0A=0AI had a sink of a lmost 1000 feet, even with 6200 RPM I was just managing to stay level. >> =0A=0AHi=0AThats not an underpowered engine. All engine can sometimes be ov erwhelmed. If you get in a load of sink, downwind of a mountain crest or in a cold corner of a canyon no engine power will save you. Learn something a bout the air and dont go there. Fly where the sun has warmed the rockface a nd get close. You will go up. As the warmed air is going up the cold air- in the shadow will be going down to replace it. Whatever your normal climb rate down flowing air can go faster in some circumstances.=0ARead Saint Ex upery. `Sand and Stars` I think. He was flying the mails and got in the dow ndraft from a mountain range. There is a great description of him flying at full power and being pushed steadily towards the sea below.=0A=0AUse the a =- - - - - - - - - - - - - - - -Matt Dralle ======== ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Flying Bryce canyon and Monument Valley - Knowhow?
Date: May 13, 2012
I look for cloud shadows, and hopscotch to fly in the shadows.>> Hi Arty, It sounds as though by accident you have found thermals.Very useful. Clouds, particularly the fat fluffy Cu. are formed by warm air going up. Thermals. Get into one and up you go. Learn to circle in one and you can switch your engine off. Ask a glider pilot how and fit a variometer. The cloud in fact is the warm air turning into water vapour. At this point there is a major energy release and if you are close to the bottom of the cloud you can get sucked up into it. This is good or bad depending upon how good you are on instruments in rough conditions. When all the warm air has been drawn up into the cloud it stops working. If the cloud tends to go on building, stay away. You can get sucked up and spat out with no wings if you get in the wrong one.Gliders have speed limiting brakes. We do not. If you lose it in a glider you just pull the speed brakes and wait until you fall out of the cloud and then sort it out and close the brakes. In the UK we are (or were in my day) allowed to fly in cloud although it was not allowed in Europe. We just went into cloud and radioed our height and approx. position for the information of others.. There was one occasion when a pilot radioed ` I am at 5000 ft in cloud over Salisbury. This message was followed by several more all saying `So am I` and a number of gliders coming out of the sides of the cloud at high speed. By definition half the clouds in the sky have stopped working. You can tell this by the colour. When a thermal begins to turn into a cloud it looks hazy and a milky colour. When it stops it turns a grey colour and begins to dissipate. It is said that this can be detected more easily with sunglasses although I could never tell the difference.Unless you are near cloudbase it is probably easier to identify a thermal source by looking at the ground. Thermals form where the earth warms at different rates. The house roofs of a town with grassland around. The change from grass to plough. A concrete runway on an airfield or a blacktop road through open country. Thermals lean downwind so if you can identify a source and fly upwind towards it or better still find the cloud which it is feeding and position yourself accordingly you will go up.Birds are a good indicator. They don`t practice turns for fun. If they are circling it is because there is a thermal. Join them. There may be enough lift to help you as well.Sometimes if you are lucky when you circle you might be joined by a soaring bird such as a hawk or a buzzard or a kite which will sit as your wingman just off the wingtip.. What goes up must come down and your thermal will be surrounded by descending air. As you approach the thermal your rate of descent will go up so fly through that area quickly. Then the air will feel sort of bubbly. Like flying in Champagne. With luck one wing will lift. Slow up and turn towards it and up you go. Maybe. Otherwise search around . It is more art that science and it sounds as if you have cracked it by good observation and canny flying. All the best Pat.. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Sad day
Date: May 13, 2012
I am grounded. An old back injury Pat Patrick L/Folks: Sorry to hear you have grounded yourself. Hope I can continue to fly as long as you have. john h London, Kentucky (Be at the Kolb Plant tomorrow) ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Sad day
Date: May 13, 2012
with all the good news of various listers getting their planes into the air I am sorry to say that one is is heading in the other direction. I am grounded. the Xtra is up for sale with a Jabi 2200 and only about 90 hours. I hope she goes to a good home. I shall go on being a member of the list for a while. reading about other peoples flying is next best to doing it yourself. Cheers Pat Patrick L/Kolbers: In addition to Patrick's other aviation accomplishments, it can be said he has traveled further than anyone else to attend the Monument Valley Unplanned/Unorganized Fly In. john h London, KY ________________________________________________________________________________
From: "Eddie" <e.bayliss(at)blueyonder.co.uk>
Subject: Re: Sad day
Date: May 13, 2012
Pat Sorry to hear your news ,I am a few hours away from you in liverpool but if your ever in this area you would be welcome to come and give me the pleasure of your company (and the benefit of your experience ) for a potter around this part of england ( Liverpool ,Merseyside ) in my old mk111 c , I am usually found at the airfield ( ince blundell )most weekemds if the weather is flyable and stay normally untill darkness tells me to put her away. just let me know through the list ( I am an avid follower but seldom poster ) I usually catch up with all the posts on friday night or saturday morning as I am often away from home all week for work Eddie mk111c rotax 582 ________________________________________________________________________________
Subject: Re: Sad day
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: May 13, 2012
Pat, So sorry to hear your back is acting up to the point you can no longer man-handle your Xtra on the ground. BUT... "...Now although I can fly, I dare not chance it by pushing and pulling the plane on the ground, carrying fuel and doing all the twisting and turning involved in manhandling and maintaining the Xtra. ..." Since you can still FLY, perhaps you could find a youngster (anyone able to do what you no longer can) to fly with you for the price of man-handling the Xtra on the ground. Just a thought. If I were in the situation you describe I would be very tempted to do what I have just suggested. Surely there is at least one guy/gal in your area who would jump at the opportunity, assuming your physician approves of such a scheme. In any case, I too am very glad to know you will at the very least, stay on the Kolb List and continue offering your nearly always wise insight to us other Kolbers. Once a Kolber, ALWAYS a Kolber, whether you are flying or not. -------- 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=372991#372991 ________________________________________________________________________________
Subject: NASA , Jets of the future
From: "Dennis Thate" <retroman(at)frontier.com>
Date: May 13, 2012
Not Kolb Related, but profoundly interesting; http://www.popsci.com/technology/article/2012-04/jets-future -------- 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=373004#373004 ________________________________________________________________________________
From: "Lee Morgan" <lmorgan100(at)charter.net>
Subject: CG on a MK II twinstar
Date: May 16, 2012
Hi all, I am looking for info on the CG for a MK II Twinstar. My measurements were done with the bottom of the wing at 9% I am using a weight and balance sheet from a Kolb Firestar but I think the calculations are the same for a MK II Twinstar. I am coming up with a CG of 37 % with me in it, I am 175 pounds, Has anyone else had to add weight to the front to get the CG within limits ? thanks, Lee.. ________________________________________________________________________________
Subject: Re: CG on a MK II twinstar
From: "Eugene Zimmerman" <etzimm(at)gmail.com>
Date: May 16, 2012
Lee, I don't have the specific info you ask for but if you are intending to fly the Mark II two up, I can tell you you do not want any extra weight up front as the elevator on the Mark II is rather underpowered for keeping the nose up at slower flight speeds with two up. If it was up to me I'd fly it as is. I can assure you it will fly just fine with your weight. If you have any doubts just make the first flight with half a tank of fuel, and you will be more than pleased with how she flies. If it flies like the nose is light and must be held down, adjust the ailerons down a tad. Gene Read this topic online here: http://forums.matronics.com/viewtopic.php?p=373193#373193 ________________________________________________________________________________
Subject: Re: Friendly Airport People
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: May 17, 2012
Denis, That is a wonderful Kolb story. I know most aviators are nice folks but that one actually knocked a few chunks of cynicism off my crusty exterior :-). -------- 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=373213#373213 ________________________________________________________________________________
Subject: Re: CG on a MK II twinstar
From: Gary Aman <zeprep251(at)aol.com>
Date: May 17, 2012
Gene, I really believe adjusting the controls to overcome a CG problem does a ter rible disservice to a normally good handling airplane.The weight and balanc e is the way to go.Someone will give you the info you need Lee,How about it Crystal,do you still have that info? G.Aman MK3C -----Original Message----- From: Eugene Zimmerman <etzimm(at)gmail.com> Sent: Wed, May 16, 2012 9:20 pm Subject: Kolb-List: Re: CG on a MK II twinstar Lee, I don't have the specific info you ask for but if you are intending to fly the Mark II two up, I can tell you you do not want any extra weight up front as the elevator on the Mark II is rather underpowered for keeping the nose up at s lower flight speeds with two up. If it was up to me I'd fly it as is. I can assur e you it will fly just fine with your weight. If you have any doubts just make th e first flight with half a tank of fuel, and you will be more than pleased wi th how she flies. If it flies like the nose is light and must be held down, adjust the ailero ns down a tad. Gene Read this topic online here: http://forums.matronics.com/viewtopic.php?p=373193#373193 ________________________________________________________________________________
Subject: Re: CG on a MK II twinstar
From: "Richard Pike" <richard(at)bcchapel.org>
Date: May 17, 2012
zeprep251(at)aol.com wrote: > Gene, > I really believe adjusting the controls to overcome a CG problem does a terrible disservice to a normally good handling airplane.The weight and balance is the way to go. Someone will give you the info you need Lee, How about it Crystal,do you still have that info? > G.Aman MK3C > -- I think "adjusting the controls to overcome a CG problem" is an oversimplification when it comes to fine tuning the Kolb wing and how it works. The normal procedure is to get the CG right where it needs to be, and then fly it. If it flies like it wants to keep nosing up, you can either put a trim tab on the elevator to hold the nose down, or droop the ailerons. (or flaps) If it flies like it wants to keep nosing down, once again, you can adjust a trim tab to raise the elevators, or raise the ailerons. (or flaps) The airplane responds well to moving the center of lift aft or forwards across the wing and is the accepted way of fine tuning the aircraft for trim once the CG is correct and everything else is suitable. That is why I modified my flap lever with 3 positions close together at the nominally up position, to fine tune how the airplane behaves in conjunction with the normal MKIII trim system. -------- 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=373220#373220 ________________________________________________________________________________
Date: May 17, 2012
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: MK II twinstar plans and drawings
i came acrost my set of plans and drawings from my mk11 that i sold 15 year s ago- =0A-there up for grabs please contact me off list for moor info --- mal=0A=0AMalcolm & Jeanne Brubaker =0AMichigan Sport 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: Richard Pike <richard@b cchapel.org>=0ATo: kolb-list(at)matronics.com =0ASent: Thursday, May 17, 2012 9:17 AM=0ASubject: Kolb-List: Re: CG on a MK II twinstar=0A =0A--> Kolb-Li st message posted by: "Richard Pike" =0A=0A=0Azeprep2 51(at)aol.com wrote:=0A> Gene,=0A>- I really believe adjusting the contro ls to overcome a CG problem does a terrible disservice to a normally good h andling airplane.The weight and balance is the way to go. Someone will give you the info you need Lee, How about it Crystal,do you still have that inf o? =0A>- - - G.Aman MK3C- =0A>- - --=0A=0A=0AI think "adjustin g the controls to overcome a CG problem" is an oversimplification when it c omes to fine tuning the Kolb wing and how it works. The normal procedure is to get the CG right where it needs to be, and then fly it. If it flies lik e it wants to keep nosing up, you can either put a trim tab on the elevator to hold the nose down, or droop the ailerons. (or flaps) If it flies like it wants to keep nosing down, once again, you can adjust a trim tab to rais e the elevators, or raise the ailerons. (or flaps) The airplane responds we ll to moving the center of lift aft or forwards across the wing and is the accepted way of fine tuning the aircraft for trim once the CG is correct an d everything else is suitable.=0A=0AThat is why I modified my flap lever wi th 3 positions close together at the nominally up position, to fine tune ho w the airplane behaves in conjunction with the normal MKIII trim system.=0A =0A--------=0ARichard Pike=0AKolb MKIII N420P (420ldPoops)=0Arichard (at) b cchapel(dot)org=0AKingsport, TN 3TN0=0ANow faith is the substance of things hoped for, the evidence of things not seen. =0AHebrews 11:1=0A=0A=0A=0A=0A Read this topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php = ________________________________________________________________________________
Subject: "Hypothetically"
Date: May 17, 2012
From: "Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det"
Is it legal? No. (Serial numbers have to match) Can you do it? Yes! And you could fly it for the next 20-30 years and no one would ever know the difference UNLESS you get in accident and the investigator learns your secret. Lots of bad things happen in that scenario. Jack in Key West Kolb M3C (N33040) Rotax 582 and PJ floats -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of FIRESTARII Sent: Saturday, May 05, 2012 22:38 Subject: Kolb-List: "Hypethetically" If a guy currently had a registered and N-Numbered FSII and "Happened" to Find a really good deal on an unregistered FSII, The same exact make and model, would it be possible to use the existing paper work and N-Number on the other airplane to make it legal??? Of course this is pure theroy. Just something to mull over while hanger flying. Let's also assume the unregistered FSII is WAY nicer and newer than the registered one. Then re-power the old one with say a 447 and a 5 gallon tank, 1 seat and sell as part 103 UL???? This is of course all speculation of course but the issue "May" have come across a friends desk and if its possible I know a guy who knows a guy who may be interested in moving forward with the deal? :D. Looking for yeah or neah here not a toung lashing, please also my friend of a friend is asking BEFOR doing and not the other way around. I think my friend is a good guy who flys very safe and respects the law, when the law makes logical sense and does not make an otherwise perfectly airworthy airplane un-airworthy because o! f a piece of paper and a few extra bucks in uncle SAMs pockets! Let me know what you think so I cal steer my friend in the correct direction. -------- Low and Slow FireStar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372481#372481 ________________________________________________________________________________
Subject: Ignition noise suppression on Jabiru 2200
Date: May 17, 2012
From: "Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det"
Hi Frank, You may already have the answer to your question since I am late in responding.... however, you might want to check out the AERO ELECTRONICS List on the Matronics website. Search 'ignition noise filter' and you will see hundreds if not thousands of responses to your query. Some very smart fellers on that list when it comes electronics. Pretty sure you will find you are not the first person to have the problem and you will find a cheap (and easy...) solution to fix it. Just my advice. Worth what you paid for it.... nothing. V/R, Jack in Key West Kolb M3C (N33040) Rotax 582 and PJ Floats -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Frankd Sent: Saturday, May 05, 2012 20:55 Subject: Kolb-List: Ignition noise suppression on Jabiru 2200 Hello Kolbers, The question of noise has been raised in the past and I'm looking for anyone with a Jabiru 2200 who has been successful in reducing radio noise created by the ignition system on the Jab. My Mk3 Xtra is VERY noisy and the radio picks up a ton of static noise I believe is generated by the ignition of the engine. The engine itself is very loud decibel wise but I dealing with that with a noise canceling headset. If I could eliminate the radio interference I would be a much happier pilot, then I could hear other flyers in the pattern. My ideas include putting a metal shield in the front part of the motor over the distributors and flywheel which generates the spark.. I'm also searching for shielded spark plug cables.. Any ideas are welcome. Frankd Mk3 Xtra, 1014S 23 hrs into initial 40, no bent gear yet! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372475#372475 ________________________________________________________________________________
From: "Lee Morgan" <lmorgan100(at)charter.net>
Subject: another Twinstar Mark II question
Date: May 17, 2012
first, thanks Gene for the response, I will do some hops before I fly to get a feel for what it wants to do. My next question is about getting in and out of this thing. I am not as nimble as I used to be and lifting a leg and bending my head at the same time is quite a workout. Has anyone tried splitting the windshield in half with a piano hinge so the windshield could be opened up more ? orany other ideas for easier access ? thanks, Lee.. From: "Lee Morgan" <lmorgan100(at)charter.net> Subject: Kolb-List: CG on a MK II twinstar Hi all, I am looking for info on the CG for a MK II Twinstar. My measurements were done with the bottom of the wing at 9% I am using a weight and balance sheet from a Kolb Firestar but I think the calculations are the same for a MK II Twinstar. I am coming up with a CG of 37 % with me in it, I am 175 pounds, Has anyone else had to add weight to the front to get the CG within limits ? thanks, Lee.. Subject: Kolb-List: Re: CG on a MK II twinstar From: "Eugene Zimmerman" <etzimm(at)gmail.com> Lee, I don't have the specific info you ask for but if you are intending to fly the Mark II two up, I can tell you you do not want any extra weight up front as the elevator on the Mark II is rather underpowered for keeping the nose up at slower flight speeds with two up. If it was up to me I'd fly it as is. I can assure you it will fly just fine with your weight. If you have any doubts just make the first flight with half a tank of fuel, and you will be more than pleased with how she flies. If it flies like the nose is light and must be held down, adjust the ailerons down a tad. Gene ________________________________________________________________________________
From: "George Myers" <gmyers(at)grandecom.net>
Subject: "Hypothetically"
Date: May 17, 2012
Normally the serial number is on a tag, pop riveted to the frame, or boom...................................... -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det Sent: Thursday, May 17, 2012 1:08 PM Subject: RE: Kolb-List: "Hypothetically" Is it legal? No. (Serial numbers have to match) Can you do it? Yes! And you could fly it for the next 20-30 years and no one would ever know the difference UNLESS you get in accident and the investigator learns your secret. Lots of bad things happen in that scenario. Jack in Key West Kolb M3C (N33040) Rotax 582 and PJ floats -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of FIRESTARII Sent: Saturday, May 05, 2012 22:38 Subject: Kolb-List: "Hypethetically" If a guy currently had a registered and N-Numbered FSII and "Happened" to Find a really good deal on an unregistered FSII, The same exact make and model, would it be possible to use the existing paper work and N-Number on the other airplane to make it legal??? Of course this is pure theroy. Just something to mull over while hanger flying. Let's also assume the unregistered FSII is WAY nicer and newer than the registered one. Then re-power the old one with say a 447 and a 5 gallon tank, 1 seat and sell as part 103 UL???? This is of course all speculation of course but the issue "May" have come across a friends desk and if its possible I know a guy who knows a guy who may be interested in moving forward with the deal? :D. Looking for yeah or neah here not a toung lashing, please also my friend of a friend is asking BEFOR doing and not the other way around. I think my friend is a good guy who flys very safe and respects the law, when the law makes logical sense and does not make an otherwise perfectly airworthy airplane un-airworthy because o! f a piece of paper and a few extra bucks in uncle SAMs pockets! Let me know what you think so I cal steer my friend in the correct direction. -------- Low and Slow FireStar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372481#372481 ________________________________________________________________________________
Date: May 17, 2012
From: Herb Gayheart <herbgh(at)nctc.com>
Subject: Re: another Twinstar Mark II question
Gull wing doors worked on my MkIII.... Single tube down the middle...and a frame on each side to support the Lexan...Herb At 05:26 PM 5/17/2012, you wrote: > >first, > thanks Gene for the response, I will do some hops before I fly to get a >feel for what it wants to do. > >My next question is about getting in and out of this thing. I am not as >nimble as I used to be and lifting a leg and bending my head at the same >time is quite a workout. Has anyone tried splitting the windshield in half >with a piano hinge so the windshield could be opened up more ? orany other >ideas for easier access ? >thanks, >Lee.. > > >From: "Lee Morgan" <lmorgan100(at)charter.net> >Subject: Kolb-List: CG on a MK II twinstar > >Hi all, I am looking for info on the CG for a MK II Twinstar. > >My measurements were done with the bottom of the wing at 9% > >I am using a weight and balance sheet from a Kolb Firestar but I think the >calculations are the same for a MK II Twinstar. > >I am coming up with a CG of 37 % with me in it, I am 175 pounds, Has anyone >else had to add weight to the front to > >get the CG within limits ? > >thanks, > >Lee.. > > >Subject: Kolb-List: Re: CG on a MK II twinstar >From: "Eugene Zimmerman" <etzimm(at)gmail.com> > > >Lee, > >I don't have the specific info you ask for but if you are intending to fly >the >Mark II two up, I can tell you you do not want any extra weight up front as >the >elevator on the Mark II is rather underpowered for keeping the nose up at >slower >flight speeds with two up. If it was up to me I'd fly it as is. I can assure >you it will fly just fine with your weight. If you have any doubts just make >the first flight with half a tank of fuel, and you will be more than pleased >with how she flies. >If it flies like the nose is light and must be held down, adjust the >ailerons down >a tad. > >Gene > > ________________________________________________________________________________
Subject: Re: MK II twinstar plans and drawings
From: "Richard Pike" <richard(at)bcchapel.org>
Date: May 17, 2012
Dude: Why don't you scan them and put them on the list? That is something that deserves to be archived, and you would be doing something that many would appreciate! Yeah, it's a lot of work, but still... -------- 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=373258#373258 ________________________________________________________________________________
Date: May 17, 2012
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: Re: MK II twinstar plans and drawings
i would consider that, any body wanta pay for it? I cant scan that large a stuff=0A=0A=0AMalcolm & Jeanne Brubaker =0AMichigan Sport Pilot Repair =0A http://michigansportpilotrepair.com =0ALSRM-A, PPC, WS=0AGreat Sails - Sail maker =0Afor Ultralight & Light Sport=0A(989)513-3022 =0A- =0A=0A=0A=0A =0A=0A________________________________=0A From: Richard Pike <richard@bccha pel.org>=0ATo: kolb-list(at)matronics.com =0ASent: Thursday, May 17, 2012 10:2 7 PM=0ASubject: Kolb-List: Re: MK II twinstar plans and drawings=0A =0A--> Kolb-List message posted by: "Richard Pike" =0A=0ADu de: Why don't you scan them and put them on the list? That is something tha t deserves to be archived, and you would be doing something that many would appreciate! Yeah, it's a lot of work, but still...=0A=0A--------=0ARichard Pike=0AKolb MKIII N420P (420ldPoops)=0Arichard (at) bcchapel(dot)org=0AKin gsport, TN 3TN0=0ANow faith is the substance of things hoped for, the evide nce of things not seen. =0AHebrews 11:1=0A=0A=0A=0A=0ARead this topic onlin e here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=373258#373258=0A =========================0A =================== ________________________________________________________________________________
Subject: "Hypothetically"
Date: May 18, 2012
From: "Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det"
You are correct George. I guess my point is/was that you essentially do anything you want to do, until you get caught. I have LOTS of friends on the west coast in Central CA who own their own production model aircraft (Cessnas, Pipers, Twin Comanche, etc.) who don't even have a PVT Pilots, no BFR, or a third class medical! These are guys who taught themselves to fly or had taken just enough lessons to feel confident enough to fly solo. These same guys stay away from Class D (tower controlled fields) airspace and tend to only fly from non-controlled or private fields all their lives. I have been flying since 1987 and NOT ONCE have I ever been asked for my PPL, aircraft registration, etc. by an official. I had a catastrophic prop failure and ultimately crashed my homebuilt at a tower controlled airport on 8 SEP 2002. Even during the post accident investigation, neither the FAA or NTSB asked to see of any of my 'documents' to verify my pilot status or the aircraft status. Final thoughts on the matter.... millions of people drive vehicles every day with a valid driver's license. They will also most likely get away with this 'crime' so long as they aren't involved in an accident or pulled over for a driving violation. Same thing goes for us pilots. I could probably fly the rest of my life without having another BFR, medical exam, etc. and no one would be the wiser. I 'could do it.... but I won't.' V/R, Jack L. Lockamy NAS Key West, FL -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of George Myers Sent: Thursday, May 17, 2012 18:59 Subject: RE: Kolb-List: "Hypothetically" Normally the serial number is on a tag, pop riveted to the frame, or boom...................................... -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det Sent: Thursday, May 17, 2012 1:08 PM Subject: RE: Kolb-List: "Hypothetically" Is it legal? No. (Serial numbers have to match) Can you do it? Yes! And you could fly it for the next 20-30 years and no one would ever know the difference UNLESS you get in accident and the investigator learns your secret. Lots of bad things happen in that scenario. Jack in Key West Kolb M3C (N33040) Rotax 582 and PJ floats -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of FIRESTARII Sent: Saturday, May 05, 2012 22:38 Subject: Kolb-List: "Hypethetically" If a guy currently had a registered and N-Numbered FSII and "Happened" to Find a really good deal on an unregistered FSII, The same exact make and model, would it be possible to use the existing paper work and N-Number on the other airplane to make it legal??? Of course this is pure theroy. Just something to mull over while hanger flying. Let's also assume the unregistered FSII is WAY nicer and newer than the registered one. Then re-power the old one with say a 447 and a 5 gallon tank, 1 seat and sell as part 103 UL???? This is of course all speculation of course but the issue "May" have come across a friends desk and if its possible I know a guy who knows a guy who may be interested in moving forward with the deal? :D. Looking for yeah or neah here not a toung lashing, please also my friend of a friend is asking BEFOR doing and not the other way around. I think my friend is a good guy who flys very safe and respects the law, when the law makes logical sense and does not make an otherwise perfectly airworthy airplane un-airworthy because o! f a piece of paper and a few extra bucks in uncle SAMs pockets! Let me know what you think so I cal steer my friend in the correct direction. -------- Low and Slow FireStar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=372481#372481 ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: Kolb-List Digest: 11 Msgs - 05/17/12
Date: May 18, 2012
If a guy currently had a registered and N-Numbered FSII and "Happened" to Find a really good deal on an unregistered FSII, The same exact make and model, would it be possible to use the existing paper work and N-Number on the other airplane to make it legal??? >>>>>>>>>>>>>>>>>>>>> I do not know what is legal or not legal here, only telling a story. it seems while hanger flying at the airport. I have heard of a&p's who have bought a crashed super cub, Waco, the name is of little importance here. but they have taken as little as 1 foot of strait tube found in the rudder, and rebuilt the aircraft. all the parts used were purchased new except for the 1 foot of tubing. and when completed they reattached the data plate from the crashed plane. when they got finished they had a 1947 vintage certified aircraft that had been restored. I think it could have been registered as a new home built experimental. but there was an advantage to calling it a rebuild. I am not sure if the rebuilt vintage aircraft would be more valuable, quicker resale, worth what you paid. boyd y ________________________________________________________________________________
From: Eugene Zimmerman <etzimm(at)gmail.com>
Subject: Re: CG on a MK II twinstar
Date: May 18, 2012
G, How much experience do you have with a Mark II? I was not telling anyone how to overcome a CG "problem", since at this point a CG "problem" has not been established. Since there was no mention of any modifications made to the Kolb designed Mark II in question, my assumption is that it is highly unlikely that it has an actual CG "problem". As a matter of list member information, an in-flight adjustable elevator trim tab is part of the Mark II's standard equipment. Gene, On May 17, 2012, at 8:50 AM, Gary Aman wrote: > Gene, > I really believe adjusting the controls to overcome a CG problem does a terrible disservice to a normally good handling airplane.The weight and balance is the way to go.Someone will give you the info you need Lee,How about it Crystal,do you still have that info? > G.Aman MK3C ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Thanks.
Date: May 18, 2012
Hi All, I would just like to say thank you to all those listers who sent messages, on and off list, after my `retirement`post. Many offering cures for bad backs and suggestions on how to keep flying. Several said that they would miss my contributions from my `vast experience`. I think that was overstating the case. Varied maybe but if you want `vast ` listen to John H. John also made the point that I was the lister who had travelled furthest to attend Monument Valley. It is agreat experience how ever you get there.Try it. We drove from San Diego. expressly avoiding Interstates. motorways etc to Palm Springs. Vegas, Bryce..I remember that at one point the GPS showed `Drive 102 miles.Turn Right` We were flown by someone whose name I have forgotten around the Camping Grounds area. Much appreciated and remembered. On the ground we were taken by Big Lar in his massive camper up tracks which no self respecting goat would have considered for a moment. Great Stuff. We went on through Medicine Hat and Durango and met up again with Lar at Santa Fe where again he became a guide around the area.Lar is interested in everything.He takes photos to a professional standard. Read his blog. Thanks to everyone for their kind messages Cheers Pat ________________________________________________________________________________
Subject: Re: CG on a MK II twinstar
From: Gary Aman <zeprep251(at)aol.com>
Date: May 18, 2012
Gene, None with a Mk2,but quite a bit with the FS and Mk3.I did the same thing yo u did,made an assumption.He was looking for cg info and I assumed he wanted to do a weight /balance check, which I would recommend.I would not make tr im changes until the CG has been established.It's possible to make an out o f balance plane fly level with trim changes but it really screws up the han dling,especially in rough air.No offense meant Gene. Gary Aman Mk3C 690hrs Jabiru2200A -----Original Message----- From: Eugene Zimmerman <etzimm(at)gmail.com> Sent: Fri, May 18, 2012 10:30 am Subject: Re: Kolb-List: Re: CG on a MK II twinstar G, How much experience do you have with a Mark II? I was not telling anyone how to overcome a CG "problem", since at this poin t a CG "problem" has not been established. Since there was no mention of an y modifications made to the Kolb designed Mark II in question, my assumptio n is that it is highly unlikely that it has an actual CG "problem". As a matter of list member information, an in-flight adjustable elevator tr im tab is part of the Mark II's standard equipment. Gene, On May 17, 2012, at 8:50 AM, Gary Aman wrote: Gene, I really believe adjusting the controls to overcome a CG problem does a ter rible disservice to a normally good handling airplane.The weight and balanc e is the way to go.Someone will give you the info you need Lee,How about it Crystal,do you still have that info? G.Aman MK3C ________________________________________________________________________________
Date: May 19, 2012
Subject: Gad, more VG's!
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Sorry, but bored minds are inquisitive. Landings have always been less than satisfactory for me. I have made a lot of them, but everyone Else's seem to be better. Perhaps there is some poor smuck out there that lands worse than me, but I haven't met him. John on one of his trips out here pointed out that the slack in my stick was making it harder to look like someone smart. We tightened that up and they improved a lot. Then we tightened the cables on the horizontal stab, and they got better still. I have done a lot of landings this spring in an attempt to improve things and I noticed that even though I pulled the stick back as far as my various protuberances would allow, I was still sinking enough that I could not keep it in the air as long as I thought that I still had flying airspeed. My thoughts were that I was still above stall when the wheels touched down. My stall has been 36 MPH or something real close to that. I neglected to do a stall today for some reason. >From the list it was obvious that there was two things that I could do to possibly improve things. Gap seal on the stab. and VG's. I had resisted the seal because I had not gotten off my butt to get anything suitable, and the VG's on the idea that I still had elevator authority right through to stall. As most of you will remember from my vids there are a lot of places that I like to go that have less than a paved runway. So I decided that I would go the VG route. I decided on 6 total, three on each side. I know that there are some who ascribe to more is better, but I think that only applies to fattening and sin full things. Anyway yesterday I "Shoe Goo'ed" them on. The weather this week is supposed to be "breezy" but it warmed up to less than icing conditions and the wind was calm, so I rolled her out and warmed her up. The first thing that I noticed was that she took off by herself, at 40 MPH and the climb at 45 was seriously steeper than I am used to. By the time I hit the end of the runway I was about 250 feet up and before I could turn to land, hitting 600 feet. I had leveled out quite a bit, because even though my butt was telling me that there was no problem, my mind was telling me that my butt was lying through its shorts. I held it on 50 MPH on the approach and cut the throttle to idle as is my normal procedure. only this time I kept my eye on the ASI. I was able to hold it off the ground until the ASI passed through 30 MPH. Unfortunately I was not able to do test with and without on the same day, so this would not stand up to a test by Jack H, but I am fairly confident that I was able to hold it off until the wing quit flying, and I had never been able to do that before. I am fairly confident that my previous airspeed without, was in the 40 MPH range. If I can go over that rock at 10 MPH less airspeed, it is a good thing. Quoting Beauford " Worth what ye paid for it" Larry -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Date: May 19, 2012
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Gad, more VG's!
- Larry- Just a thought, but what about duct tape for the gap seal?- I think it's vinyl covered, so it should be compatible with the Stits paint. - Anybody know how it would work?- I have to do all of mine, and everyb ody seems to have a favorite. ------------------------- --------------- Bill Sullivan ------------------------- --------------- Windsor Locks, Ct. ------------------------- --------------- FS 447 --- On Sat, 5/19/12, Larry Cottrell <lcottrell1020(at)gmail.com> wrote:From th e list it was obvious that there was two things that I could do to possibly improve things. Gap seal on the stab. and VG's. I had resisted the seal be cause I had not gotten off my butt to get anything suitable...=0A =0A=0A ________________________________________________________________________________
Date: May 19, 2012
Subject: Re: Gad, more VG's!
From: Larry Cottrell <lcottrell1020(at)gmail.com>
I thought of Duct tape, but While I have great luck sticking things with it, it always seems to leave a mess. I guess I will have to get some "book binding tape", unless someone has a better idea. Larry On Sat, May 19, 2012 at 12:20 PM, william sullivan wrote: > Larry- Just a thought, but what about duct tape for the gap seal? I > think it's vinyl covered, so it should be compatible with the Stits paint. > Anybody know how it would work? I have to do all of mine, and everybody > seems to have a favorite. > > Bill Sullivan > Windsor Locks, Ct. > FS 447 > > --- On *Sat, 5/19/12, Larry Cottrell <lcottrell1020(at)gmail.com>*wrote:From the list it was obvious that there was two things that I could > do to possibly improve things. Gap seal on the stab. and VG's. I had > resisted the seal because I had not gotten off my butt to get anything > suitable... > > * > * > > * > > * > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Date: May 19, 2012
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Gad, more VG's!
- I was thinking about using it.- Overlap sticky side to sticky side, s o it's about 3" wide.- Then you can do the "over and under" application. - Also, short lengths- hinge to hinge, and get a helper because of the th ree handed juggling act with any tape.- I was just waiting for somebody t o mention it. --- On Sat, 5/19/12, Larry Cottrell wrote: From: Larry Cottrell <lcottrell1020(at)gmail.com> Subject: Re: Kolb-List: Gad, more VG's! Date: Saturday, May 19, 2012, 2:53 PM I thought of Duct tape, but While I have great luck sticking things with it , it always seems to leave a mess. I guess I will have to get some "book bi nding tape", unless someone has a better idea. Larry =0A On Sat, May 19, 2012 at 12:20 PM, william sullivan wrote: =0A- Larry- Just a thought, but what about duct tape for the gap seal?- I think it's vinyl covered, so it should be compatible with the Stits pain t.- Anybody know how it would work?- I have to do all of mine, and ever ybody seems to have a favorite. =0A ------------------------- --------------- Bill Sullivan ------------------------- --------------- Windsor Locks,=0A Ct. ------------------------- --------------- FS 447 --- On Sat, 5/19/12, Larry Cottrell <lcottrell1020(at)gmail.com> wrote:From th e list it was obvious that there was two things that I could do to possibly improve things. Gap seal on the stab. and VG's. I had resisted the seal be cause I had not gotten off my butt to get anything suitable...=0A=0A =0A=0A=0A=0A=0Aget="_blank">http://www.matronics.com/Navigator?Kolb-List =0Atp://forums.matronics.com=0A_blank">http://www.matronics.com/contributio n=0A=0A -- If you forward this email, or any part of it, please remove my email addres s before sending. =0A ===================0A=0A ________________________________________________________________________________
Subject: Re: Gad, more VG's!
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Date: May 19, 2012
Bill, As an emergency, I'd imagine duct tape would work just fine. But long term I'd think it won't work so well. It will eventually leave a glue residue that is true nightmare to clean up, plus, if you leave it on long enough, the whole mess gets sun-baked and the duct tape starts to delaminate. If I were to add gap seals, and I will, I just haven't gotten to them yet, I'd use some of that PolyFiber fabric. I found if you use Polybrush, you can build up a fairly study fabric. Two layers of fabric when glued together with Polybrush) can be sort turned into one "more heavy -duty" layer. This double-thick fabric is what you can cut down into 2" wide strips, and then use your regular PolyFiber tape to glue it on. Once you get your PolyFiber gap seals all glued on, tape off the area and spray the unpainted parts with your PolyTone paint. At least, that's what I'd do. Oh yeah, don't forget to preshrink the 2" strips....we don't want them distorting due sitting in the hot sun. Mike Welch On May 19, 2012, at 1:20 PM, william sullivan wrote: > Larry- Just a thought, but what about duct tape for the gap seal? I think it's vinyl covered, so it should be compatible with the Stits paint. Anybody know how it would work? I have to do all of mine, and everybody seems to have a favorite. > > Bill Sullivan > Windsor Locks, Ct. > FS 447 > > --- On Sat, 5/19/12, Larry Cottrell wrote:=46rom the list it was obvious that there was two things that I could do to possibly improve things. Gap seal on the stab. and VG's. I had resisted the seal because I had not gotten off my butt to get anything suitable... > > > > ________________________________________________________________________________
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: Gad, more VG's!
Date: May 19, 2012
Oops! Typo. I found you can build up some "sturdy" fabric. I missed the R. M ________________________________________________________________________________
Date: May 19, 2012
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Gad, more VG's!
- Mike- I was wondering if a top coat of the Stits paint would protect th e duct tape.- Duct tape out in the open does deteriorate pretty quickly. - My FS won't be in the air for quite a while, so maybe I'll try it on so mething like the old plastic bench in my back yard.- i get plenty of sun back there.- My curiosity is getting to me, and the bench is getting read y for the dump anyway. --- On Sat, 5/19/12, Michael Welch wrote: From: Michael Welch <mdnanwelch7(at)hotmail.com> Subject: Re: Kolb-List: Gad, more VG's! Date: Saturday, May 19, 2012, 3:07 PM Bill, - As an emergency, I'd imagine duct tape would work just fine. -But lon g term I'd think it won't work so well.It will eventually leave a glue resi due that is true nightmare to clean up, plus, if you leave it on long-eno ugh, the whole mess gets sun-baked and the duct tape starts to delaminate. - If I were to add gap seals, and I will, I just haven't gotten to them y et, I'd use some of that PolyFiberfabric. -I found if you use Polybrush, you can build up a fairly study fabric. -Two layers of fabricwhen glued t ogether with Polybrush)-can be sort turned into one "more heavy -duty" la yer. -This-double-thick fabric is what-you can cut down into 2" wide strips, and then use your regular PolyFiber-tape to glue it on. -- On ce you get your PolyFiber gap seals all glued on, tape off the area and spr ay theunpainted parts with your-PolyTone paint. - At least, that's what I'd do. -Oh yeah, don't forget to preshrink the 2" strips....we don't want them distortingdue sitting in the hot sun. Mike Welch On May 19, 2012, at 1:20 PM, william sullivan wrote: - Larry- Just a thought, but what about duct tape for the gap seal?- I think it's vinyl covered, so it should be compatible with the Stits paint. - Anybody know how it would work?- I have to do all of mine, and everyb ody seems to have a favorite. ------------------------- --------------- Bill Sullivan ------------------------- --------------- Windsor Locks,=0A Ct. ------------------------- --------------- FS 447 --- On Sat, 5/19/12, Larry Cottrell <lcottrell1020(at)gmail.com> wrote:From th e list it was obvious that there was two things that I could do to possibly improve things. Gap seal on the stab. and VG's. I had resisted the seal be cause I had not gotten off my butt to get anything suitable...=0A =0A=0A=0A=0A=0Ahref="http://www.matronics.com/Navigator?Kolb-List">http:/ /www.matronics.com/Navigator?Kolb-List=0Ahref="http://forums.matronics.co m/">http://forums.matronics.com=0Ahref="http://www.matronics.com/contribu tion">http://www.matronics.com/contribution=0A=0A ==================0A=0A ________________________________________________________________________________
Subject: Nice day
From: Gary Aman <zeprep251(at)aol.com>
Date: May 19, 2012
Listers, Perfect day,10 minute walk to a breakfast place ( the whiffle tree) In Butl er Ohio from old Swank airfield,still mowed but not showing on the maps,aft er a 50 min flight from 1D4 in Akron.Five of us there about 8:45, one campe r under the wing of his, Rans S14 I think,but before we could start walking 13 more aircraft showed up and about 9:15, 22 of us headed for breakfast.S adly only one Kolb. G.Aman MK3C Jabiru 2200 A 692hrs ________________________________________________________________________________
Date: May 19, 2012
From: William Long <blong6826(at)sbcglobal.net>
Subject: Re: Gad, more VG's!
Find some thick clear 2 inch tape and overlap a little more than the gap to fill start on the top and then under for the back it will last years. Bill Long UL002 FireFly ________________________________ From: william sullivan <williamtsullivan(at)att.net> Sent: Sat, May 19, 2012 2:28:15 PM Subject: Re: Kolb-List: Gad, more VG's! Larry- Just a thought, but what about duct tape for the gap seal? I think it's vinyl covered, so it should be compatible with the Stits paint. Anybody know how it would work? I have to do all of mine, and everybody seems to have a favorite. Bill Sullivan Windsor Locks, Ct. FS 447 --- On Sat, 5/19/12, Larry Cottrell <lcottrell1020(at)gmail.com> wrote:From the list it was obvious that there was two things that I could do to possibly improve things. Gap seal on the stab. and VG's. I had resisted the seal because I had not gotten off my butt to get anything suitable... > ________________________________________________________________________________
Date: May 19, 2012
Subject: Re: Gad, more VG's!
From: Larry Cottrell <lcottrell1020(at)gmail.com>
OK, you two got me to thinking and I remembered that I had some Scotch brand two inch rubber type tape that I have been using for a leading edge tape. It has been on the plane for at least 6 years and shows no sign of deteriation at all. I bought it from Aircraft Spruce for that purpose. So now I am VGed and Sealed. Larry On Sat, May 19, 2012 at 1:07 PM, Michael Welch wrote: > Bill, > > As an emergency, I'd imagine duct tape would work just fine. But long > term I'd think it won't work so well. > It will eventually leave a glue residue that is true nightmare to clean > up, plus, if you leave it on long > enough, the whole mess gets sun-baked and the duct tape starts to > delaminate. > > If I were to add gap seals, and I will, I just haven't gotten to them > yet, I'd use some of that PolyFiber > fabric. > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Gad, more VG's!
Date: May 19, 2012
At least, that's what I'd do. Oh yeah, don't forget to preshrink the 2" strips....we don't want them distorting due sitting in the hot sun. Mike Welch Mike W/Kolbers: Get a Kolb Manual for any model Kolb from the old Kolb Aircraft. If you don't have one, I'll scan mine and send it to you when I get home next week. Homer Kolb recommended the use of polyester dacron trim tape for gap seals. I can't remember 2 or 3 inch tape. Tape is cemented to the trailing edge of the wing and the leading edge of the aileron and flap with Polytak. Then the tape is processed with Polybrush and Polyspray. The finish tape is not heat shrunk. The sun will not shrink or loosen polyester dacron fabric finishing tape. If done according to instructions the gap seal will last a very long time. The gap seal on my MKIII is over 20 years old and has more than 3,200 flight hours on it. Book binding tape is a temporary fix. I find it easier to fit and predrill the hinge rivet lines before covering the wings and applying the gap seal. After painting is finished, then the hinges are permanently installed. john h mkIII Sevierville, Tennessee ________________________________________________________________________________
Date: May 20, 2012
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: Re: plans Mk II
I have recently sold the plans I had for the Mk II to a guy in OH.- He is re-building a kolb.- =0AIt was suggested that I scan & distribute the pl ans here on-list.- Not only am I not able to scan items that large, it wo uld be an infringement of copy-right.=0AHopefully, the sharing of these his torical plans can continue; anyone with the capability to scan large items could contact Kolb and ask if they would object to that type of sharing.=0A I remember meeting & speaking with Barbara at the-old Kolb factory severa l times.- If you knew her, you will quickly recognize the grammar pattern s in the pictured assembly manual. I asked her about it years ago, and she admitted her contributions.- I could "hear" her speaking as I read.=0A- =0ABlue skies & tailwinds.=0A-=0A=0AMalcolm & Jeanne Brubaker =0AMichigan Sport Pilot Repair- =0Ahttp://michigansportpilotrepair.com =0ALSRM-A, P PC, WS=0AGreat Sails - Sailmaker =0Afor Ultralight & Light Sport=0A(989)513 -3022 =0A- =0A=0A=0A=0A =0A=0A________________________________=0A From: " Ron @ KFHU" =0ATo: kolb-list(at)matronics.com =0ASent: Saturday, May 19, 2012 10:50 PM=0ASubject: Re: Kolb-List: Re: "Hypethetical @cox.net>=0A=0AMalcolm;=0AAs another not one of the great speller this far out from the sun, I do find that a spell checker is a great helper in posti ng on the internet. From what I gather just about every mail program has an embedded spell checker. So the question and suggestion is why not let the computer help you out with it, it will make your communications much better .=0A=0ASometimes I think that there are some people that intentionally want to misspell so as to establish their genuineness with the common man. Well it may be cute for a short time, and that's about it.=0A=0ANot a criticism merely an opinion; worth what you pay for it.=0A=0ARon @ KFXE=0A=0Ado not archive=0A=0A==================== =================0A=0A=0A=0A---- Malcolm Br ubaker wrote: =0A=0A========== ====0Amy first kolb was a firestar KXP I bout it from Homer it was on e of the -factory built demo planes all the guys flew-her she -had th e 7 rib wing 447- and no N number.- that was then, NOW most would tell you its not a good idea,- but last summer- we sold Dick Rayhills FS11 w ith no n# =0A-for $7K . Curently- you will not find a plane for sale on My web site that has -no N# contrary to what you mite read about me in r esent posts. the hole N# and UL thing will alwase be a topic of great debat e.--- BTW I will be posting a nice low time MK3 extra with a jab 2200 in a couple days.--- =0A=0AMalcolm & Jeanne Brubaker =0AMichigan Spo rt Pilot Repair- =0Ahttp://michigansportpilotrepair.com =0ALSRM-A, PPC, W S=0AGreat Sails - Sailmaker =0Afor Ultralight & Light Sport=0A(989)513-3022 =0A- =0A=0A=0A=0A=0A=0A________________________________=0AFrom: FIRESTAR II =0ATo: kolb-list(at)matronics.com =0ASent: Sunday, May 6, 2012 5:40 PM=0ASubject: Kolb-List: Re: "Hypethetically"=0A- =0A--> Kolb- List message posted by: "FIRESTARII" =0A=0AEducation is a relative term and is subject to the standards set forth by the judging par ty.- Hence a brain surgeon is well versed on the human brain but would be relatively ignorant in a discussion with a proctologist!- Never the less they could have a meaningful discussion about HMO's and frivolous law suit s and mutually enjoy the various different prospectives.- One might even argue that the brain surgeon and proctologist, both doctors, view the same person from opposite ends! :D =0AThe same argument could be made about avia tion safety.-- Is it safe to do a snap roll on take off???- The answe r is both yes and no, neither one is necessarily correct.-- If a newbie sport pilot tries it, it is reasonable to call it unsafe however, if Shaun Tucker were to do it nobody would call it unreasonably dangerous or foolis h!- =0AAlso what exactly is a safe, properly registered EAB airplane any how?-- Who knows?- One FSDO's answer frequently varies quite a lot fr om another.- What makes an EAB airworthy...the DAR and the paper work not necessarily the airplane.- My friend has flown some "Certificated" "Real " airplanes that were far less physically airworthy than a non-certificated EAB's.- What makes an airplane airworthy???- The paper work not the ai rplane.- Is it legal to fly an airplane out of annual, YES.- Is it lega l to fly an airplane with broken parts, yes!- Is it legal to fly through class B airspace without a transponder, YES!-- Why, because of paperwor k, if paperwork is all in order then all these things become not only legal but safe if executed properly.=0AAs for the discussion taking place on a p ublic, open forum....You hit the nail on the head of one of the major, majo r problems with aviation!- If an individual has a question or situation t hat falls outside of what most consider the norm,- who can he or she disc uss it with?-- Most just bury it or hide it or pretend it never happene d out of fear of false accusations/assumptions by others.-- That being the case more often then not, how then as aviators, are we to learn as well as teach others!- =0AI opened this thread for "My friend" because if the question/thought crossed his mind then I find it entirely likely this is n ot the first time the issue has come up!=0APerhaps if we can discuss it for what it is then rather than calling foul...we can all learn a little somet hing and be safer and better educated in the end!!!!!=0A=0A--------=0ALow a nd Slow FireStar II=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp:// forums.matronics.co- - - - - - - - - - - - - - ________________________________________________________________________________
Subject: Kolb FS1 back in the air
From: "tombaisley" <tombaisley(at)yahoo.com>
Date: May 20, 2012
Just got this firestar in the air this past Fri. I have put 6 hours on so far and it fly's sweet https://plus.google.com/u/0/photos/105882701230048673401/albums/5692480552009874817/organize Read this topic online here: http://forums.matronics.com/viewtopic.php?p=373437#373437 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb FS1 back in the air
Date: May 20, 2012
Just got this firestar in the air this past Fri. I have put 6 hours on so far and it fly's sweet Looks good. I like the long gear legs. john h mkIII Sevierville, TN ________________________________________________________________________________
Subject: Re: Kolb FS1 back in the air
From: "olendorf" <olendorf(at)gmail.com>
Date: May 20, 2012
Hey I just saw that plane at Cooperstown. Nice. -------- Scott Olendorf Original Firestar, Rotax 447, Powerfin prop Schenectady, NY http://sites.google.com/site/kolbfirestar/ Read this topic online here: http://forums.matronics.com/viewtopic.php?p=373451#373451 ________________________________________________________________________________
Subject: Re: Kolb FS1 back in the air
From: "tombaisley" <tombaisley(at)yahoo.com>
Date: May 21, 2012
olendorf wrote: > Hey I just saw that plane at Cooperstown. Nice. I liked your gap seal and instrument panel, are you still at Duanesberg? My son lives in Rotterdamn and wants me to fly up for the weekend sometime, and I need a place to tie down? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=373459#373459 ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Sad day
Date: May 21, 2012
Thanks Ron. Now to get the old girl sold. Sniff Sniff Pat ________________________________________________________________________________
Subject: Re: Kolb FS1 back in the air
From: "olendorf" <olendorf(at)gmail.com>
Date: May 21, 2012
tombaisley wrote: > > olendorf wrote: > > Hey I just saw that plane at Cooperstown. Nice. > > > I liked your gap seal and instrument panel, are you still at Duanesberg? My son lives in Rotterdamn and wants me to fly up for the weekend sometime, and I need a place to tie down? Yes, I am in Duanesburg still. There are a few tiedown points available on the field. You are free to use any one you find. There is a concrete pad to the far east of the runway behind the Bank parking lot. You may need your own ropes. There are a few others in the middle of the field just west of the chain link fence but I haven't been over there to see them. The grass may be pretty long over there. There are two tiedown anchors right next to my white trailer also but no anchor for the tail wheel. -------- Scott Olendorf Original Firestar, Rotax 447, Powerfin prop Schenectady, NY http://sites.google.com/site/kolbfirestar/ Read this topic online here: http://forums.matronics.com/viewtopic.php?p=373468#373468 ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Monument Valley
Date: May 22, 2012
Hi All Big Lar reminds me that the pilot who flew Wendy and I at Monument Valley was Dave Rains with his Cessna 185 Skylark. Thanks Dave and shame on me for not remembering your name. As it happens while looking yesterday for a pic of my Kolb to include in my selling advert. I came across a pic of the three of us standing by the plane. For the benefit of non attendees Dave had spent the entire afternoon flying groups of local Indian kids around the area. This was purely to help cement relationships with the locals who were getting a bit edgy and threatening heavy charges on anyone unlucky enough to land out in their hallowed hunting grounds. It must have cost him a bomb in fuel as it was pretty expensive even then. I didn`t even have the good sense to offer to pay for my flight. That has worried me since although I know that he would have refused. Not even to have offered was the height of bad manners. Limey freeloaders! Cheers Pat ________________________________________________________________________________
Subject: Re: another Twinstar Mark II question
From: "cristalclear13" <cristalclearwaters(at)gmail.com>
Date: May 22, 2012
lmorgan100(at)charter.net wrote: > first, > Has anyone tried splitting the windshield in half > with a piano hinge so the windshield could be opened up more ? That is how my Mark II is built. You might be able to see a little bit of it in this video or maybe one of my other videos. If you want any closer pics let me know and I'll get some. http://youtu.be/KdnNCubZA8Y -------- 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=373596#373596 ________________________________________________________________________________
Subject: Re: CG on a MK II twinstar
From: "cristalclear13" <cristalclearwaters(at)gmail.com>
Date: May 22, 2012
lmorgan100(at)charter.net wrote: > Hi all, I am looking for info on the CG for a MK II Twinstar. > thanks, > Lee.. > Lee, I will go out to the airport and take a look at my W&B and email you. Sorry for the delay, I haven't been on the forum lately. -------- 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=373599#373599 ________________________________________________________________________________
Date: May 23, 2012
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: aftermarket starter
we need a starter for our 582 cbox- so we need the front mount rotax type =0Abut prefer the aftermarket price. from-- NAPA- any body know the part # or a on line supplier?=0A- =0AMalcolm & Jeanne Brubaker =0AMichiga n Sport Pilot Repair =0Ahttp://michigansportpilotrepair.com =0ALSRM-A, PPC , WS=0AGreat Sails - Sailmaker =0Afor Ultralight & Light Sport=0A(989)513-3 022 =0A- =0A=0A=0A=0A =0A=0A________________________________=0A From: cri stalclear13 =0ATo: kolb-list(at)matronics.com =0ASent: Tuesday, May 22, 2012 5:59 PM=0ASubject: Kolb-List: Re: CG on a MK talclearwaters(at)gmail.com>=0A=0A=0Almorgan100(at)charter.net wrote:=0A> Hi a ll, I am looking for info on the CG for a MK II Twinstar.- =0A> thanks, - =0A> Lee..- =0A> =0A=0A=0ALee, =0AI will go out to the airport and ta ke a look at my W&B and email you.- Sorry for the delay, I haven't been o n the forum lately.=0A=0A--------=0ACristal Waters=0AKolb Mark II Twinstar Rotax 503 DCSI- Sept 2007=0APrivate Pilot Aug 2008=0AELSA Repairman for N 193Y April 2008=0ARotax 2 stroke maintenance April 2009=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p= = ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: another Twinstar Mark II question
Date: May 23, 2012
Recent emails indicate there is a Kolb Mark "II" Twinstar model aircraft. I was under the assumption that the nickname "Twinstar" was given to the Kolb Mark "III" Classic aircraft. What am I missing here. Thanks, Jack in Key West Jack in KW/Folks: Think you are missing a little history. First two place Kolb was a Twinstar. Second was the MKII Twinstar. Third was the MKIII Twinstar. There was no "mkIII classic" until The New Kolb Aircraft Company kit'd the MKIII Extra. TNK gave the MKIII the handle MKIII Classic. I fly a MKIII Twinstar, built in 1991/92, long before it was renamed by TNK. john h mkIII Titus, Alabama ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: May 23, 2012
Subject: RE: Kolb-List Digest: Split windshield...
Thanks Crystal. The video shows the installation on your plane clearly. I have been wondering about the same thing as I am 6' 3" tall and at 68 years of age do not bend as easily as when I was younger. The opening in the MKIII Extra is great... especially for smaller, younger people. The hinge down the middle ruins the great view but looks like it might work better for this old codger... well old anyway. :) Bob Green MKIIIX, N830P GPAS VW with re-drive ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: RE: Kolb-List Digest: Split windshield...
Date: May 23, 2012
just forget the hinge.... let the plexiglass / lexan. become the hinge. if you do so, you may have to have another attach point on the side front and back to keep it in position when closed. but you would not have to look around the hinge. boyd y >>>>>>>>>>>>>>>> Thanks Crystal. The video shows the installation on your plane clearly. I have been wondering about the same thing as I am 6' 3" tall and at 68 years of age do not bend as easily as when I was younger. The opening in the MKIII Extra is great... especially for smaller, younger people. The hinge down the middle ruins the great view but looks like it might work better for this old codger... well old anyway. :) Bob Green MKIIIX, N830P ________________________________________________________________________________
Date: May 23, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: engine woes
My engine is not running quite "right". It's a Cuyuna ULII-02 on my UltraStar. Always ran great (though at the end of last season I had to replace the rear crankshaft seal which was leaking, and it again ran great after that). Last week, after flying to another airport and filling up there (with avgas), on the flight home it started behaving like it was running rich, wouldn't hold cruise rpm without sagging so I was constantly jockeying the throttle. Today, I couldn't get the proper 6500 rpm static, more like 6100, and after some extended low throttle running it wouldn't accelerate to full throttle, just wanted to quit. That's happened before if set to rich and dropping the needle one notch fixed that, but the WOT rpm is still low. EGT is also lower than it should be I dropped a jet size (one size smaller than it should be for the current air temperature) and it's a _bit_ better but still not right. Fuel consumption also seems to be up but I haven't quantified it. Avgas does tend to run a bit richer than ethanol contaminated autogas but now the tank is half avgas and half autogas and it's still running crappy. I tried running without the air filter, no change. Spark plugs look OK. I might suspect the float level but how would that change? Float needle was replaced last year with a viton needle, shouldn't be bad yet. Any ideas? -Dana ________________________________________________________________________________
Date: May 23, 2012
From: Charlie England <ceengland(at)bellsouth.net>
Subject: Re: engine woes
On 05/23/2012 08:11 PM, Dana Hague wrote: > My engine is not running quite "right". > > It's a Cuyuna ULII-02 on my UltraStar. Always ran great (though at > the end of last season I had to replace the rear crankshaft seal which > was leaking, and it again ran great after that). Last week, after > flying to another airport and filling up there (with avgas), on the > flight home it started behaving like it was running rich, wouldn't > hold cruise rpm without sagging so I was constantly jockeying the > throttle. Today, I couldn't get the proper 6500 rpm static, more like > 6100, and after some extended low throttle running it wouldn't > accelerate to full throttle, just wanted to quit. That's happened > before if set to rich and dropping the needle one notch fixed that, > but the WOT rpm is still low. EGT is also lower than it should be I > dropped a jet size (one size smaller than it should be for the current > air temperature) and it's a _bit_ better but still not right. Fuel > consumption also seems to be up but I haven't quantified it. Avgas > does tend to run a bit richer than ethanol contaminated autogas but > now the tank is half avgas and half autogas and it's still running crappy. > > I tried running without the air filter, no change. Spark plugs look > OK. I might suspect the float level but how would that change? Float > needle was replaced last year with a viton needle, shouldn't be bad yet. > > Any ideas? > > -Dana Well, for a little wild speculation (& a very easy 1st step), I'd change the plugs. Avgas is really nasty on plugs (and valve guides, and....etc etc). The guys flying rotaries on experimentals who run avgas have to replace plugs every 20-30 hrs. The damage can't be seen without a microscope, but the symptom a major sag in power. The thing that doesn't seem consistent (unless it really is extremely rich) is the drop in EGT. Avgas burns so much slower that it usually causes EGT to go up; it's still burning in the exhaust. Anyway, a plug swap is about as simple as you can get for troubleshooting. Charlie ________________________________________________________________________________
Date: May 23, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: engine woes
At 09:51 PM 5/23/2012, Charlie England wrote: >Well, for a little wild speculation (& a very easy 1st step), I'd change >the plugs. Avgas is really nasty on plugs (and valve guides, and....etc >etc). The guys flying rotaries on experimentals who run avgas have to >replace plugs every 20-30 hrs. The damage can't be seen without a >microscope, but the symptom a major sag in power. The thing that doesn't >seem consistent (unless it really is extremely rich) is the drop in EGT. >Avgas burns so much slower that it usually causes EGT to go up; it's still >burning in the exhaust. I would have changed the plugs but I didn't have a feeler gage handy to gap them, and I know (from recent experience) that improperly gapped plugs can cause a 500 rpm drop. I do plan on changing the plugs next time I go out to fly, even though they probably have about 5 hours on them. Avgas doesn't actually burn slower; it's just more resistant to detonation so EGT shouldn't be affected. However, the ethanol in car gas does affect the mixture... it burns leaner, my experience is that it's worth about half a jet size. -Dana -- The city is not a concrete jungle. It is a human zoo. ________________________________________________________________________________
Date: May 24, 2012
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: engine woes
I had a similar problem that in fact forced me down, it was an air leak from a crack in the primer bulb. Ron @ KFFL =============================================== ---- Dana Hague wrote: ============ My engine is not running quite "right". It's a Cuyuna ULII-02 on my UltraStar. Always ran great (though at the end of last season I had to replace the rear crankshaft seal which was leaking, and it again ran great after that). Last week, after flying to another airport and filling up there (with avgas), on the flight home it started behaving like it was running rich, wouldn't hold cruise rpm without sagging so I was constantly jockeying the throttle. Today, I couldn't get the proper 6500 rpm static, more like 6100, and after some extended low throttle running it wouldn't accelerate to full throttle, just wanted to quit. That's happened before if set to rich and dropping the needle one notch fixed that, but the WOT rpm is still low. EGT is also lower than it should be I dropped a jet size (one size smaller than it should be for the current air temperature) and it's a _bit_ better but still not right. Fuel consumption also seems to be up but I haven't quantified it. Avgas does tend to run a bit richer than ethanol contaminated autogas but now the tank is half avgas and half autogas and it's still running crappy. I tried running without the air filter, no change. Spark plugs look OK. I might suspect the float level but how would that change? Float needle was replaced last year with a viton needle, shouldn't be bad yet. Any ideas? -Dana -- Ron @ KFHU ________________________________________________________________________________
Date: May 24, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: engine woes
At 05:17 AM 5/24/2012, Ron @ KFHU wrote: > >I had a similar problem that in fact forced me down, it was an air leak >from a crack in the primer bulb. But an air leak would cause a lean condition... all my symptoms point to rich running. -Dana -- There is always a law against doing anything interesting. ________________________________________________________________________________
Date: May 24, 2012
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: engine woes
- Dana- This might be a really dumb question, but does your gas smell lik e gas?- My 447 started OK, but no full RPM.- I am checking carb setting s, and for crud, before going further.- But, using the same gas, I have a Husky brush saw giving me trouble.- This is new gas, too.- It doesn't smell right, so maybe a bad load?- Too much ethanol?- Both of us got ga s through the New Haven terminal.- Might not affect a car, with computers adjusting things.- Something to think about.- KISS.- My truck seems to be sucking a lot of gas, too. ------------------------- ----------------- Bill Sullivan ------------------------- --------------- - --- On Thu, 5/24/12, Dana Hague wrote: From: Dana Hague <d-m-hague(at)comcast.net> Subject: Re: Kolb-List: engine woes Date: Thursday, May 24, 2012, 6:50 AM =0AAt 05:17 AM 5/24/2012, Ron- @- KFHU wrote: et> =0AI had a similar problem that in fact forced me down, it was an air leak =0Afrom a crack in the primer bulb. =0ABut an air leak would cause a lean condition... all my symptoms point to =0Arich running. =0A-Dana =0A--=0AThere is always a law against doing anything=0Ainteresting.-- ======================0A=0A ________________________________________________________________________________
Date: May 24, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: engine woes
I doubt it... the trouble seemed to start after filling up with avgas (which has pretty good quality control and no ethanol) at Simsbury. -Dana At 07:31 AM 5/24/2012, william sullivan wrote: > Dana- This might be a really dumb question, but does your gas smell > like gas? My 447 started OK, but no full RPM. I am checking carb > settings, and for crud, before going further. But, using the same gas, I > have a Husky brush saw giving me trouble. This is new gas, too. It > doesn't smell right, so maybe a bad load? Too much ethanol? Both of us > got gas through the New Haven terminal. Might not affect a car, with > computers adjusting things. Something to think about. KISS. My truck > seems to be sucking a lot of gas, too. -- "If you want to build a ship, then don't drum up men to gather wood, give orders, and divide the work. Rather, teach them to yearn for the far and endless sea." - Antoine de Saint-Exup=E9ry ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: engine woes
Date: May 24, 2012
I had a similar problem that in fact forced me down, it was an air leak from a crack in the primer bulb. But an air leak would cause a lean condition... all my symptoms point to rich running. -Dana -- >>>>>>>>>>>>>>>... could there be a hair, grain of dirt, or other debris, in the float needle. this could cause a high fuel level in the float bowl. it may not be bad enough for the float bowl to over fill and run out, but run rich. just thinking out loud. boyd y ________________________________________________________________________________
Date: May 24, 2012
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: engine woes
- You should have called me when you were there.- It's 10 minutes away. - I wonder where the avgas comes from, and who mixes it? --- On Thu, 5/24/12, Dana Hague wrote: From: Dana Hague <d-m-hague(at)comcast.net> Subject: Re: Kolb-List: engine woes Date: Thursday, May 24, 2012, 8:17 AM =0AI doubt it... the trouble seemed to start after filling up=0Awith avgas (which has pretty good quality control and no ethanol) at=0ASimsbury. =0A-Dana =0AAt 07:31 AM 5/24/2012, william sullivan wrote: =0A- Dana- This might be a really=0Adumb question, but does your gas smel l like gas?- My 447 started OK,=0Abut no full RPM.- I am checking carb settings, and for crud, before=0Agoing further.- But, using the same gas, I have a Husky brush saw=0Agiving me trouble.- This is new gas, too.- It doesn't smell=0Aright, so maybe a bad load?- Too much ethanol?- Both of us got=0Agas through the New Haven terminal.- Might not affect a car, with=0Acomputers adjusting things.- Something to think about.-=0AKISS. - My truck seems to be sucking a lot of gas,=0Atoo. =0A--=0A"If you want to build a ship, then don't drum up men to gather=0Awo od, give orders, and divide the work. Rather, teach them to yearn for=0Athe =============0A=0A ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: engine woes
Date: May 24, 2012
could there be a hair, grain of dirt, or other debris, in the float needle. this could cause a high fuel level in the float bowl. it may not be bad enough for the float bowl to over fill and run out, but run rich. boyd y Folks: My Cuyuna ULII02 was very sensitive to over-rich condition. I installed a CPS in-flight adjustable main jet on the Mikuni carb. Just a tad rich over optimum power settings, the Cuyuna would shut down, just like hitting the kill switch. Never had an engine that was so sensitive to a slightly over-rich condition. The Cuyuna, mounted on my 1984 Ultrastar, consumed a lot of 100LL. It ran the same on 100LL as it did on 93 octane mogas without alcohol. My 447 operated the same, as well as the 80 and 100 hp Rotax 912. Only noticeable difference between 100LL and mogas on the two strokes was slightly lower EGT. Don't know about the 4 strokes, I don't run an EGT gauge. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: engine woes
From: "Richard Pike" <richard(at)bcchapel.org>
Date: May 24, 2012
A couple thoughts - does it have a metal float or a composite one? I have seen composite floats set lower than they should and cause excessive richness. Do you have a Mikuni and does it have an enrichner circuit like the Bing? Is it possible for the seat of the device to have a leak, and let fuel seep around it? If you have an enrichner, how is it actuated? I had a friend with a J-3 kitten and his panel mounted lever got a glitch and would not let the enrichner seat properly as the problem made the cable a bit too short. And probably none of this is pertinent, but here's hoping. -------- 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=373749#373749 ________________________________________________________________________________
Subject: Re: engine woes
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Date: May 24, 2012
Boyd, Your suggestion is exactly what I was thinking, and also what I saw my instructor experience (crap in the fuel system on my his QS II ). Dana, if your engine ran fine at some previous point, I would suggest NOT changing needle settings. You don't fix an ailing engine by readjusting it to work with what is screwing it up. You analyze what the problem is BEFORE you make any changes, otherwise you never truly know if you fixed the problem properly. If an engine is generally running good, and then starts running lousy, you look for the likely causes first. Start out by scrubbing your entire fuel system to spotless condition. Then, verify all the components of your electrical system (plugs, wires, connections, etc.) Next, check compression, followed by a timing check. If the problem still persists after verifying that all of the above are perfect, consider pulling the carb, and checking to see if the float has developed a leak. I had this happen on my Cessna Marvel-Shebler carburetor. The way to check for leaks in a brass float is; you get two glasses of water. Ice cold and microwave hot. Hold the float underwater in the cold water for several seconds. If there is a leak, the shrinking air in the float will suck in a little water. Then, take your float out of the cold, and hold it under the hot water. The rapidly expanding air will literally blast out that sucked-in water, creating a dirty stream of clearly obvious filth, along with lots of bubbles. If the float is still in excellent shape, the dips in the cold and them hot won't make any difference. Consider an air leak by spraying some carb cleaner at the joint and mounting places of the carb. Make sure not to get close to the air inlet. If the engine accelerates from the carb cleaner, you have an intake leak. Just some thoughts......... Mike Welch On May 24, 2012, at 7:26 AM, b young wrote: > > I had a similar problem that in fact forced me down, it was an air leak from a crack in the primer bulb. > But an air leak would cause a lean condition... all my symptoms point to rich running. > > -Dana > -- > > >>>>>>>>>>>>>>>... > > could there be a hair, grain of dirt, or other debris, in the float needle. this could cause a high fuel level in the float bowl. it may not be bad enough for the float bowl to over fill and run out, but run rich. > > just thinking out loud. > > boyd y > > > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: engine woes
Date: May 24, 2012
Do you have a Mikuni and does it have an enrichner circuit like the Bing? Is it possible for the seat of the device to have a leak, and let fuel seep around it? Richard Pike Richard P/Folks: That is a good point. Had forgotten about the leaking enricher seat. Cannot remember if the Mikuni uses similar system as the Bing. Those seats get old, hard, and leak with age. When they do, they present an over-rich condition. The ULII02 has CDI ign, so doubt Dana has a timing problem. Malfunctioning float/needle valve? Like I mentioned earlier, the ULII02 doesn't like an over-rich condition and will shut down in a second. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: May 24, 2012
From: 1planeguy <1planeguy(at)kilocharlie.us>
Subject: Cheap covering job
Well I have a semi off topic post. Can't think of anywhere where I am more likely to get an intelligent answer than here so hang on... I have had an odd job thrown in my lap. I have a CNC router table and got ask to make a fairly large scale Gee Bee R1 racer display model. Hanging from the ceiling will be as close to "airworthy" as it will ever need to be...so certified procedure and design went out the window. I am about done cutting the pieces out and will start assembly tonight, but I am going to have to cover this rascal. I don't want to waste "Poly-stuff" on a display plane so thought I would use dacron (sold by Aircraft Spruce for "peel-ply", because it is cheap and heat shrinkable) and I plan to just do latex house paint for color. What would work good for a glue to attach this to wood? -- */Jeremy Casey/* */K/**/ilo/**/C/**/harlie/**//**/D/**/etailing, Inc./**//* */Jeremy(at)kilocharlie.us /* */ /* ________________________________________________________________________________
Subject: Re: Cheap covering job
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Date: May 24, 2012
Jeremy, I think the lightest-weight non-certified polyester fabric that Aircraft Spruce sells might be a better choice the the peel-ply. The peel-ply has sort of a coating on it, which is why it peels off fiberglass resin so well. IIRC, ACS has 1.7 oz stuff that would work fine, or maybe the 2.7 oz. Since we are talking display model ONLY, I think if it were me, I'd try a hot glue gun and an iron. If the heat of the hot glue makes it difficult to work with, then the next stuff I'd try is that yellow Carpenter's Glue that they sell at all the lumber stores. It dries pretty quickly. Lastly, the fact is, the Poly Tac cement would probably work very well, too. So would the clear PVC glue, which is obviously a very close chemical formula to the Poly Tac. Since a small can is only $3, give the PVC glue a try. Mike Welch On May 24, 2012, at 4:13 PM, 1planeguy wrote: > Well I have a semi off topic post. Can't think of anywhere where I am more likely to get an intelligent answer than here so hang on... > > I have had an odd job thrown in my lap. I have a CNC router table and got ask to make a fairly large scale Gee Bee R1 racer display model. Hanging from the ceiling will be as close to "airworthy" as it will ever need to be...so certified procedure and design went out the window. I am about done cutting the pieces out and will start assembly tonight, but I am going to have to cover this rascal. I don't want to waste "Poly-stuff" on a display plane so thought I would use dacron (sold by Aircraft Spruce for "peel-ply", because it is cheap and heat shrinkable) and I plan to just do latex house paint for color. What would work good for a glue to attach this to wood? > > > -- > Jeremy Casey > KiloCharlie Detailing, Inc. > Jeremy(at)kilocharlie.us > > > > ________________________________________________________________________________
From: kinne russ <russk50(at)gmail.com>
Subject: Re: Cheap covering job
Date: May 24, 2012
You should be talking to the model makers -- they'll likely have answers. On May 24, 2012, at 5:13 PM, 1planeguy wrote: > Well I have a semi off topic post. Can't think of anywhere where I am more likely to get an intelligent answer than here so hang on... > > I have had an odd job thrown in my lap. I have a CNC router table and got ask to make a fairly large scale Gee Bee R1 racer display model. Hanging from the ceiling will be as close to "airworthy" as it will ever need to be...so certified procedure and design went out the window. I am about done cutting the pieces out and will start assembly tonight, but I am going to have to cover this rascal. I don't want to waste "Poly-stuff" on a display plane so thought I would use dacron (sold by Aircraft Spruce for "peel-ply", because it is cheap and heat shrinkable) and I plan to just do latex house paint for color. What would work good for a glue to attach this to wood? > > > -- > Jeremy Casey > KiloCharlie Detailing, Inc. > Jeremy(at)kilocharlie.us > > > > ________________________________________________________________________________
Subject: MKIII accident back in March
From: "Jason Omelchuck" <jason@trek-tech.com>
Date: May 24, 2012
I just came across this and did not remember seeing it on the list. NTSB Report: On March 24, 2012, about 1015 eastern daylight time, an experimental amateur-built New Kolb Aircraft Company Mark III Classic, N528DJ, was substantially damaged when it impacted trees while approaching DeLand Municipal Airport (DED), DeLand, Florida. The certificated private pilot and the passenger were not injured. The local personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. According to preliminary information provided by the Federal Aviation Administration (FAA), the airplane was on final approach to runway 23 when the engine lost power. The pilot deployed the airplane's parachute, and the airplane settled into the trees. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=373813#373813 ________________________________________________________________________________
Date: May 24, 2012
From: Herb Gayheart <herbgh(at)nctc.com>
Subject: Re: MKIII accident back in March
There is a MkIII project/wreck for sale on Barnstomers...In Fla as I recall...Herb At 05:15 PM 5/24/2012, you wrote: > >I just came across this and did not remember seeing it on the list. > >NTSB Report: >On March 24, 2012, about 1015 eastern daylight time, an experimental >amateur-built New Kolb Aircraft Company Mark III Classic, N528DJ, >was substantially damaged when it impacted trees while approaching >DeLand Municipal Airport (DED), DeLand, Florida. The certificated >private pilot and the passenger were not injured. The local personal >flight was conducted under the provisions of 14 Code of Federal >Regulations Part 91. > >According to preliminary information provided by the Federal >Aviation Administration (FAA), the airplane was on final approach to >runway 23 when the engine lost power. The pilot deployed the >airplane's parachute, and the airplane settled into the trees. > > >Read this topic online here: > >http://forums.matronics.com/viewtopic.php?p=373813#373813 > > ________________________________________________________________________________
Date: May 24, 2012
Subject: Re: Cheap covering job
From: Richard Girard <aslsa.rng(at)gmail.com>
Mike, Sorry buddy but you're full of BS about peel ply. Here's the Spruce part number for DACRON FULL WIDTH PEEL PLY 1.8 OZ #611<http://www.aircraftspruce.com/catalog/cmpages/peelply3.php> listed under Composites / fabric, p/n 09-00100 and the part number for 1.8 oz. polyester fabric under Covering Materials / fabric p/n 09-00100. Same stuff, no magic coatings, epoxy just doesn't stick to polyester. Rick Girard On Thu, May 24, 2012 at 4:33 PM, kinne russ wrote: > You should be talking to the model makers -- they'll likely have answers. > > > On May 24, 2012, at 5:13 PM, 1planeguy wrote: > > Well I have a semi off topic post. Can't think of anywhere where I am > more likely to get an intelligent answer than here so hang on... > > I have had an odd job thrown in my lap. I have a CNC router table and got > ask to make a fairly large scale Gee Bee R1 racer display model. Hanging > from the ceiling will be as close to "airworthy" as it will ever need to > be...so certified procedure and design went out the window. I am about > done cutting the pieces out and will start assembly tonight, but I am going > to have to cover this rascal. I don't want to waste "Poly-stuff" on a > display plane so thought I would use dacron (sold by Aircraft Spruce for > "peel-ply", because it is cheap and heat shrinkable) and I plan to just do > latex house paint for color. What would work good for a glue to attach > this to wood? > > > -- > > *Jeremy Casey* > > *K**ilo**C**harlie** **D**etailing, Inc.*** > > *Jeremy(at)kilocharlie.us* > > * > * > > * > > * > > > * > > * > > -- 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: "Lee Morgan" <lmorgan100(at)charter.net>
Subject: twinstar MK II
Date: May 24, 2012
Thanks for the reply on the windshield, I copied what you have with the hinge and it does make it easier to get into. Also could you please check your W + B figures just so I can do some comparisons to make sure mine is correct. thanks, Lee.. lmorgan100(at)charter.net wrote: > first, > Has anyone tried splitting the windshield in half > with a piano hinge so the windshield could be opened up more ? That is how my Mark II is built. You might be able to see a little bit of it in this video or maybe one of my other videos. If you want any closer pics let me know and I'll get some. http://youtu.be/KdnNCubZA8Y -------- 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 ________________________________________________________________________________
Date: May 24, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: MKIII accident back in March
At 06:15 PM 5/24/2012, Jason Omelchuck wrote: >According to preliminary information provided by the Federal Aviation >Administration (FAA), the airplane was on final approach to runway 23 when >the engine lost power. The pilot deployed the airplane's parachute, and >the airplane settled into the trees. The question is what was he doing so low in FINAL APPROACH that he couldn't make the runway? -Dana -- Newton's Seventeenth Law of American Life: For every action, there is an unequal and moronic overreaction. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: MKIII accident back in March
Date: May 24, 2012
The question is what was he doing so low in FINAL APPROACH that he couldn't make the runway? -Dana Folks: I imagine he was wishing he had bought a Rotax 912 instead of a Jabiru. john h mkIII Titus, Alabama ________________________________________________________________________________
From: kinne russ <russk50(at)gmail.com>
Subject: Re: MKIII accident back in March
Date: May 24, 2012
Dana You & I think alike. I always want to be where I can land safely when/if the engine quits. Lots of pilots simply drag it in with power, on final, and sometimes get in trouble. I suspect that's what killed Norm Labhart. Why NOT fly defensively? Russ On May 24, 2012, at 8:31 PM, Dana Hague wrote: > At 06:15 PM 5/24/2012, Jason Omelchuck wrote: > >> According to preliminary information provided by the Federal Aviation Administration (FAA), the airplane was on final approach to runway 23 when the engine lost power. The pilot deployed the airplane's parachute, and the airplane settled into the trees. > > The question is what was he doing so low in FINAL APPROACH that he couldn't make the runway? > > -Dana > -- > Newton's Seventeenth Law of American Life: For every action, there is an unequal and moronic overreaction. > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Test Flight
Date: May 24, 2012
Kolbers: Yesterday installed new NGK DCPR8E spark plugs, new carb boots, and my newly repaired and modified Titan exhaust system. Today I got an hour's flight time, first flight since I landed on my return from Lakeland two months ago. Neither the MKIII or I had forgotten how to fly. All went well. Had a great flight and refresher on what a great little airplane the 20 year old MKIII is. After landing at Gantt International Airport, I let the engine idle, got out to check the exhaust and other stuff on the airplane. Noticed something dripping from the fuel pump on the 912ULS. Shut down the engine and discovered the fuel pump is leaking and will have to be replaced. Glad I discovered the leak when I did. Strictly by fate. Much rather find it now than half way across the country next month. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: May 24, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: engine woes
Float level, either submerged float or debris on / bad needle sounds likely, but I shut the fuel valve off while the engine was running, thinking if a high level in the bowl was the problem it would run better as the level dropped before it quit. There was no change. I changed the jetting not so much as a fix but as an experiment. The floats are plastic, not brass, so that's unlikely anyway. An air leak is also unlikely as all the symptoms point to rich running, not lean. Richard suggested the enrichener (yes, the Mikuni has an enrichener circuit) and that's something I intend to check... I have a new remote one that I never got around to installing. That could very well be it... operating it at full throttle has minimal effect, though it still makes a big difference at lower throttle setting. I'll also replace the plugs (even though they look fine) and add fresh fuel. All of this will have to wait until after the holiday weekend, though. I can check the compression but I don't know what the proper values are for this engine. -Dana At 08:58 AM 5/24/2012, Michael Welch wrote: >Boyd, > > Your suggestion is exactly what I was thinking, and also what I saw my > instructor experience (crap in the fuel system >on my his QS II ). > > Dana, if your engine ran fine at some previous point, I would suggest > NOT changing needle >settings. You don't fix an ailing engine by readjusting it to work with >what is screwing it up. You analyze what >the problem is BEFORE you make any changes, otherwise you never truly know >if you fixed the problem >properly. > > > If an engine is generally running good, and then starts running lousy, > you look for the likely >causes first. Start out by scrubbing your entire fuel system to spotless >condition. Then, verify >all the components of your electrical system (plugs, wires, connections, >etc.) Next, check compression, >followed by a timing check. > > If the problem still persists after verifying that all of the above are > perfect, consider pulling the carb, >and checking to see if the float has developed a leak. I had this happen >on my Cessna Marvel-Shebler >carburetor. The way to check for leaks in a brass float is; you get two >glasses of water. Ice cold and >microwave hot. Hold the float underwater in the cold water for several >seconds. If there is a leak, the >shrinking air in the float will suck in a little water. Then, take your >float out of the cold, and hold it under the >hot water. The rapidly expanding air will literally blast out that >sucked-in water, creating a dirty stream of >clearly obvious filth, along with lots of bubbles. > If the float is still in excellent shape, the dips in the cold and them > hot won't make any difference. > > Consider an air leak by spraying some carb cleaner at the joint and > mounting places of the carb. Make >sure not to get close to the air inlet. If the engine accelerates from >the carb cleaner, you have an intake >leak. > > Just some thoughts......... > >Mike Welch > > >On May 24, 2012, at 7:26 AM, b young wrote: > >> >>I had a similar problem that in fact forced me down, it was an air leak >>from a crack in the primer bulb. >>But an air leak would cause a lean condition... all my symptoms point to >>rich running. >> >>-Dana >>-- >> >> >>>>>>>>>>>>>>>... >> >>could there be a hair, grain of dirt, or other debris, in the float >>needle. this could cause a high fuel level in the float bowl. it may >>not be bad enough for the float bowl to over fill and run out, but run rich. >> >>just thinking out loud. >> >>boyd y >> >> >> >> >>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/contribution >> > > > ><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navigator?Kolb-List ><http://www.matronics.com/contribution>http://www.matronics.com/contribution > -- What's brown and sticky? A stick! ________________________________________________________________________________
Date: May 25, 2012
From: gliderx5(at)comcast.net
Subject: Re: Latex Paint Forum
For anyone interested, I just posted the slides from the forum on my web si te. I hope that they are useful. http://home.comcast.net/~mmorrison123/Latex.htm Malcolm Morrison ----- Original Message ----- From: "Malcolm Brubaker" <brubakermal(at)yahoo.com> Sent: Sunday, April 22, 2012 9:02:54 PM Subject: Re: Kolb-List: Latex Paint Forum Hi malcolm malcolm from michigan here do you think ther is a posabilety you could have the speach recorded and put on youtube? i would love to see it cant make the show i would like to learn moor about painting white dacron w ith Latex. I know rans uses paint on there planes dacron planes some times mal ps please check out my web site Malcolm & Jeanne Brubaker Michigan Sport Pilot Repair http://michigansportpilotrepair.com LSRM-A, PPC, WS Great Sails - Sailmaker for Ultralight & Light Sport (989)513-3022 From: "gliderx5(at)comcast.net" <gliderx5(at)comcast.net> Sent: Sunday, April 22, 2012 8:07 PM Subject: Kolb-List: Latex Paint Forum Just an FYI for anyone in the Suffolk, VA area. I will be at the VA Festiva l of flight this coming weekend presenting a forum on painting your airplan e with inexpensive latex paint. The forum is currently scheduled to run fro m 11:15 to 12:15 on Saturday (maybe Sunday too). I will talk about finishin g my Kolb MKII, Titan Tornado, and Pietenpol Aircamper. Weather permitting I will have the Titan with me. Stop by and say hi if you get the chance. Be low is a link to the festival=99s web site. http://virginiaflyin.org/ Malcolm Morrison http://home.comcast.net/%7Emmorrison123/Airplanes.htm http://www.matro= == == ________________________________________________________________________________
Date: May 24, 2012
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: engine woes
Your symptoms sounded a lot like my lean symptoms. :-) Ron @ KFFL ======================= ---- Dana Hague wrote: ============ At 05:17 AM 5/24/2012, Ron @ KFHU wrote: > >I had a similar problem that in fact forced me down, it was an air leak >from a crack in the primer bulb. But an air leak would cause a lean condition... all my symptoms point to rich running. -Dana -- There is always a law against doing anything interesting. -- Ron @ KFHU ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: MKIII accident back in March
Date: May 25, 2012
I imagine he was wishing he had bought a Rotax 912 instead of a Jabiru.>> Naughty. Naughty!. My solicitors will commence the libel suite forthwith. You may have to defend your statement in court. Cheers Pat Xtra with Jabi (but you can buy it if you like) ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: MKIII accident back in March
Date: May 25, 2012
The pilot deployed the airplane's parachute, and the airplane settled into the trees. The question is what was he doing so low in FINAL APPROACH that he couldn't make the runway?>> Same question the other way round. How far out was he if he had enough height to deploy and develop the parachute and still land in atree. Anyone know how much height loss there is between pulling the chute and it becoming useful? I remember in my gliding days watching a fairly new pilot who had got too low trying to make it back to the field. We watched with interest as he sank and it was obvious that he was not going to make it over the surrounding tall hedge. Suddenly the guy dived out of sight and we decided that he had landed in the next field. The tension relaxed and then the guy reappeared just clearing the hedge before plopping down very untidily on the airfield. All the theory and sums say that is the wrong thing to do. You cannot regain height that you have thrown away otherwise you would have a perpetual motion machine. Nevertheless in this case it worked. Stranger things, Horatio..... Pat -Dana ________________________________________________________________________________
Subject: Re: MKIII accident back in March
From: Ellery Batchelder Jr <elleryweld(at)aol.com>
Date: May 25, 2012
That's not even fair to say things like that about an engine you don't use , It could be the mechanic/Owner self induced issue How would You like it if someone else said something like that when JW went in I'm not trying to start a rant here just looking at it from two perspective s Ellery Batchelder Jr. -----Original Message----- From: John Hauck <jhauck(at)elmore.rr.com> Sent: Thu, May 24, 2012 8:48 pm Subject: RE: Kolb-List: MKIII accident back in March The question is what was he doing so low in FINAL APPROACH that he couldn't ake the runway? -Dana olks: I imagine he was wishing he had bought a Rotax 912 instead of a Jabiru. john h kIII itus, Alabama -======================== -= - 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: MKIII accident back in March
From: Gary Aman <zeprep251(at)aol.com>
Date: May 25, 2012
Cold John,real cold -----Original Message----- From: John Hauck <jhauck(at)elmore.rr.com> Sent: Thu, May 24, 2012 8:48 pm Subject: RE: Kolb-List: MKIII accident back in March The question is what was he doing so low in FINAL APPROACH that he couldn' t make the runway? -Dana Folks: I imagine he was wishing he had bought a Rotax 912 instead of a Jabiru. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: MKIII accident back in March
Date: May 25, 2012
That's not even fair to say things like that about an engine you don't use, It could be the mechanic/Owner self induced issue How would You like it ifsomeone else said something like that when JW went in I'm not trying to start a rant here just looking at it from two perspectives Ellery Batchelder Jr. Lighten up a little, Ellery. My comment was made in jest. My good friend John Williamson was killed 4 years ago today. RIP, Brother. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: MKIII accident back in March
Date: May 25, 2012
On Behalf Of Gary Aman Cold John,real cold Hopefully, you all will recover from my small attempt at humor. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: RE: Test Flight
Date: May 25, 2012
" Shut down the engine and discovered the fuel pump is leaking and will have to be replaced " Folks: Should have indicated the fuel pump that failed on the 912ULS is the engine driven pump. Nothing more than a Pierberg automotive pump, but Lockwood wants 167.84 for the pump and nearly 45.00 for the gaskets and spacer. Maybe I should have bought a Jabiru. ;-) john h mkIII - 3,131.1 hours 912ULS - 562.6 hours ________________________________________________________________________________
Subject: Re: RE: Test Flight
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Date: May 25, 2012
> > "Maybe I should have bought a Jabiru". ;-) > > john h > mkIII - 3,131.1 hours > 912ULS - 562.6 hours Now, THAT is humor!! Mike ________________________________________________________________________________
Subject: Re: Test Flight
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: May 25, 2012
Most of the parts on a Jabiru that need periodic replacement, are auto parts. Examples: coils (mags) distributors/caps/rotors starter valves and seats pistons rings pushrods connecting rods (I think) mechanical fuel pump are automotive parts whose auto brand and p/n are known and published. The cost (including labor) of a top overhaul - at 1,000 hour intervals, for the 4 cylinder Jabiru typically is about $1,000 (~60% of which is labor). The major overhaul (2,000 hours) is about double that. The 120hp 6 cylinder is about 50% higher. Yes, there have been quite a number of Jabiru engines reaching TBO with proper and regular maintenance, so the TBO numbers are realistic if maintained and operated properly. -------- 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=373906#373906 ________________________________________________________________________________
From: kinne russ <russk50(at)gmail.com>
Subject: Re: MKIII accident back in March
Date: May 25, 2012
Pat Could it not have been that the glider pilot dived, got into ground-effect to get more speed with less drag; then popped up over the hedge? Risky and I'm sure unnerving but it could work. Maybe did? Russ On May 25, 2012, at 4:56 AM, Pat Ladd wrote: > The pilot deployed the airplane's parachute, and the airplane settled into the trees. > The question is what was he doing so low in FINAL APPROACH that he couldn't make the runway?>> > > Same question the other way round. How far out was he if he had enough height to deploy and develop the parachute and still land in atree. Anyone know how much height loss there is between pulling the chute and it becoming useful? > > I remember in my gliding days watching a fairly new pilot who had got too low trying to make it back to the field. We watched with interest as he sank and it was obvious that he was not going to make it over the surrounding tall hedge. Suddenly the guy dived out of sight and we decided that he had landed in the next field. > The tension relaxed and then the guy reappeared just clearing the hedge before plopping down very untidily on the airfield. > All the theory and sums say that is the wrong thing to do. You cannot regain height that you have thrown away otherwise you would have a perpetual motion machine. Nevertheless in this case it worked. > Stranger things, Horatio..... > > Pat > > > -Dana > > > > ________________________________________________________________________________
Date: May 25, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: MKIII accident back in March
Actually a not uncommon glider technique... come in low and fast. A glider can glide a long way at ground level if it comes in fast, slowly bleeding speed off, and if timed right, still have enough speed [kinetic energy] to convert back into altitude [potential energy]. Not even particularly risky if you know what you're doing. I used to do something similar in my T-Craft, fly low and fast over the water just offshore. knowing that if my engine quit I had enough speed to zoom up and have enough altitude to shoot a landing on the beach. Of course it doesn't work in a slow draggy airplane like a Kolb... -Dana At 02:33 PM 5/25/2012, kinne russ wrote: >Pat >Could it not have been that the glider pilot dived, got into ground-effect >to get more speed with less drag; then popped up over the hedge? >Risky and I'm sure unnerving but it could work. Maybe did? >Russ > >On May 25, 2012, at 4:56 AM, Pat Ladd wrote: > >>The pilot deployed the airplane's parachute, and the airplane settled >>into the trees. >>The question is what was he doing so low in FINAL APPROACH that he >>couldn't make the runway?>> >> >>Same question the other way round. How far out was he if he had enough >>height to deploy and develop the parachute and still land in atree. >>Anyone know how much height loss there is between pulling the chute and >>it becoming useful? >> >>I remember in my gliding days watching a fairly new pilot who had got too >>low trying to make it back to the field. We watched with interest as he >>sank and it was obvious that he was not going to make it over the >>surrounding tall hedge. Suddenly the guy dived out of sight and we >>decided that he had landed in the next field. >>The tension relaxed and then the guy reappeared just clearing the hedge >>before plopping down very untidily on the airfield. >>All the theory and sums say that is the wrong thing to do. You cannot >>regain height that you have thrown away otherwise you would have a >>perpetual motion machine. Nevertheless in this case it worked. >>Stranger things, Horatio..... >> >>Pat >> >> >>-Dana >> >> >> >>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/contribution >> > > > ><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navigator?Kolb-List ><http://www.matronics.com/contribution>http://www.matronics.com/contribution > -- Some people have a large circle of friends, while others have only friends that they like. ________________________________________________________________________________
From: "Lee Morgan" <lmorgan100(at)charter.net>
Subject: Twinstar MK II W+ B solved
Date: May 25, 2012
I finally figured out why my weight and balance was not coming out correct. I am ashamed to say that I happened to notice a bulge in the tarp that was over my engine and that bulge turned out to be about two gallons of water hanging behind the wing. This was making my calculations show a slightly tail heavy plane, now without the water, I come in at 35% with one person and at 25% with two people. I could still use something from a Twinstar manual that states that this is the correct range in case I am asked where I got the numbers from for my airworthiness certificate. thanks, Lee.. ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: MKIII accident back in March
Date: May 25, 2012
got into ground-effect to get more speed with less drag;.. Could be. it was certainly accidental. I don`t think any of us at that stage would have dreamed up an explanation like that. Pat ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: MKIII accident back in March
Date: May 25, 2012
Actually a not uncommon glider technique... come in low and fast.>> Yep, I have done it myself in a 19 metre Jantar full of water. If you pull up and dump the ballast at the same time it is most impressive. I don`t think it would have worked in a Grunau when the guy was crawling in at minimum sink. I think the fact that he got away with it surprised the pilot as much as it did the watchiing club members who thought that they were going to have to go on a long walking retrieve . Could happen I suppose. Pat ________________________________________________________________________________
From: "pcking" <pc.king(at)comcast.net>
Subject: Re: MKIII accident back in March
Date: May 25, 2012
Soaring magazine carried an article many moons ago that proved that flying at max l/d, adjusted for headwind gave the pilot the longest glide. Lower efficiency at higher speed, even in ground effect, did not result in more distance. That's with a high efficiency sailplane wing. The Kolb wing loses efficiency faster at speed. The struts generate more drag. It's not going to work. ----- Original Message ----- From: Pat Ladd To: kolb-list(at)matronics.com Sent: Friday, May 25, 2012 6:54 PM Subject: Re: Kolb-List: MKIII accident back in March Actually a not uncommon glider technique... come in low and fast.>> Yep, I have done it myself in a 19 metre Jantar full of water. If you pull up and dump the ballast at the same time it is most impressive. I don`t think it would have worked in a Grunau when the guy was crawling in at minimum sink. I think the fact that he got away with it surprised the pilot as much as it did the watchiing club members who thought that they were going to have to go on a long walking retrieve . Could happen I suppose. Pat ________________________________________________________________________________
From: kinne russ <russk50(at)gmail.com>
Subject: Re: MKIII accident back in March
Date: May 25, 2012
Dana Good point. The owner's manual for the Beech Staggerwing says if the engine quits, immediately zoom up 500'! Only possible in a VERY clean and fast aircraft. Russ On May 25, 2012, at 5:04 PM, Dana Hague wrote: > Actually a not uncommon glider technique... come in low and fast. A glider can glide a long way at ground level if it comes in fast, slowly bleeding speed off, and if timed right, still have enough speed [kinetic energy] to convert back into altitude [potential energy]. Not even particularly risky if you know what you're doing. > > I used to do something similar in my T-Craft, fly low and fast over the water just offshore. knowing that if my engine quit I had enough speed to zoom up and have enough altitude to shoot a landing on the beach. Of course it doesn't work in a slow draggy airplane like a Kolb... > > -Dana > > > > At 02:33 PM 5/25/2012, kinne russ wrote: >> Pat >> Could it not have been that the glider pilot dived, got into ground-effect to get more speed with less drag; then popped up over the hedge? >> Risky and I'm sure unnerving but it could work. Maybe did? >> Russ >> >> On May 25, 2012, at 4:56 AM, Pat Ladd wrote: >> >>> The pilot deployed the airplane's parachute, and the airplane settled into the trees. >>> The question is what was he doing so low in FINAL APPROACH that he couldn't make the runway?>> >>> >>> Same question the other way round. How far out was he if he had enough height to deploy and develop the parachute and still land in atree. Anyone know how much height loss there is between pulling the chute and it becoming useful? >>> >>> I remember in my gliding days watching a fairly new pilot who had got too low trying to make it back to the field. We watched with interest as he sank and it was obvious that he was not going to make it over the surrounding tall hedge. Suddenly the guy dived out of sight and we decided that he had landed in the next field. >>> The tension relaxed and then the guy reappeared just clearing the hedge before plopping down very untidily on the airfield. >>> All the theory and sums say that is the wrong thing to do. You cannot regain height that you have thrown away otherwise you would have a perpetual motion machine. Nevertheless in this case it worked. >>> Stranger things, Horatio..... >>> >>> Pat >>> >>> >>> -Dana >>> >>> >>> >>> 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/co ntribution >>> >> >> >> http://www.matronics.com/Navigator?Kolb-List >> - MATRONICS WEB FORUMS - >> http://forums.matronics.com >> - List Contribution Web Site - >> -Matt Dralle, List Admin. >> http://www.matronics.com/contribution >> > > -- > Some people have a large circle of friends, while others have only friends that they like. > > > ________________________________________________________________________________
From: WhiskeyVictor36(at)aol.com
Date: May 25, 2012
Subject: Re: Cheap covering job
Jeremy, I know a fella that uses regular hardware store 'Contact Cement' to glue the fabric on his homebuilt. Works well for him. I used Poly Tak on my Kolb. Bill Varnes Original Kolb FireStar Audubon NJ Do Not Archive In a message dated 5/24/2012 5:14:34 P.M. Eastern Daylight Time, 1planeguy(at)kilocharlie.us writes: What would work good for a glue to attach this to wood? ________________________________________________________________________________
Subject: Re: Twinstar MK II W+ B solved
From: Ellery Batchelder Jr <elleryweld(at)aol.com>
Date: May 26, 2012
i am Just thinking out loud so you plan to fly the airplane with that plast ic on it? would it be ok to pile a bunch of items on the airplane some whe re and leave em there during the W&B process" NOT" any weight is weight suppose to do a W&B with only what you would normally have on the airplane during flight operations Ellery Batchelder Jr. -----Original Message----- From: Lee Morgan <lmorgan100(at)charter.net> Sent: Fri, May 25, 2012 5:14 pm Subject: Kolb-List: Twinstar MK II W+ B solved finally figured out why my weight and balance was not coming out correct. am ashamed to say that I happened to notice a bulge in the tarp that was ver my engine and that bulge turned out to be about two gallons of water anging behind the wing. This was making my calculations show a slightly ail heavy plane, now without the water, I come in at 35% with one person nd at 25% with two people. I could still use something from a Twinstar anual that states that this is the correct range in case I am asked where I ot the numbers from for my airworthiness certificate. hanks, ee.. -======================== -= - 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: Morning flight
From: "Richard Pike" <richard(at)bcchapel.org>
Date: May 26, 2012
Just a couple pictures to share. Did the Condition Inspection on N582EF yesterday, went flying this morning to see if we forgot anything... Apparently we found all the pieces, this is headed back to the field. -------- 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=374017#374017 Attachments: http://forums.matronics.com//files/tri_102.jpg http://forums.matronics.com//files/boone_lake_544.jpg http://forums.matronics.com//files/wingman_250.jpg ________________________________________________________________________________
From: "Lee Morgan" <lmorgan100(at)charter.net>
Subject: Twinstar MK II W+ B solved
Date: May 27, 2012
Ellery, Your right, I said I was ashamed, But I am still looking for a copy of the page in the Twinstar Mk II manual that gives the acceptable CG range. thanks, Lee.. _____________________________________ Subject: Re: Kolb-List: Twinstar MK II W+ B solved From: Ellery Batchelder Jr <elleryweld(at)aol.com> i am Just thinking out loud so you plan to fly the airplane with that plast ic on it? would it be ok to pile a bunch of items on the airplane some whe re and leave em there during the W&B process" NOT" any weight is weight suppose to do a W&B with only what you would normally have on the airplane during flight operations Ellery Batchelder Jr. -----Original Message----- From: Lee Morgan <lmorgan100(at)charter.net> Sent: Fri, May 25, 2012 5:14 pm Subject: Kolb-List: Twinstar MK II W+ B solved finally figured out why my weight and balance was not coming out correct. am ashamed to say that I happened to notice a bulge in the tarp that was ver my engine and that bulge turned out to be about two gallons of water anging behind the wing. This was making my calculations show a slightly ail heavy plane, now without the water, I come in at 35% with one person nd at 25% with two people. I could still use something from a Twinstar anual that states that this is the correct range in case I am asked where I ot the numbers from for my airworthiness certificate. hanks, ee.. ________________________________________________________________________________
Subject: Re: Twinstar MK II W+ B solved
From: "cristalclear13" <cristalclearwaters(at)gmail.com>
Date: May 27, 2012
lmorgan100(at)charter.net wrote: > I finally figured out why my weight and balance was not coming out correct. > I am ashamed to say that I happened to notice a bulge in the tarp that was > over my engine and that bulge turned out to be about two gallons of water > hanging behind the wing. This was making my calculations show a slightly > tail heavy plane, now without the water, I come in at 35% with one person > and at 25% with two people. I could still use something from a Twinstar > manual that states that this is the correct range in case I am asked where I > got the numbers from for my airworthiness certificate. > thanks, > Lee.. Lee, I haven't had time to look up all my original measurements and calculations, but I do recall someone telling me that the CG should be 20-30% of the wing. My datum was 69.75" forward of the main wheels and so I set my CG at 80-89" aft of the datum. I'm glad you found your issue. Let me know if you need any more info. Sorry for the delay. -------- 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=374041#374041 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Twinstar MK II W+ B solved
Date: May 27, 2012
> I finally figured out why my weight and balance was not coming out correct. > Lee.. Lee/Kolbers: In my humble opinion and experience building and flying Kolbs for many years, problems with getting a Kolb aircraft into a flyable approved cg range is more paper than airplane. In the beginning no weight and balance form was used with the 1984 Ultrastar. Build it close to what the plans called for and it would be within cg and fly like a bird. In fact, Homer Kolb said if you wanted to check the cg, hang the Ultrastar from a rafter with the rope attached at the main spar carry through of the fuselage. If it balanced, it was good to go. I never tried that. 1987 Firestar was built and flown with the same instructions from Homer Kolb. 1992 MKIII had a weight and balance formula. Needed it to pass the airworthiness inspection for homebuilt experimental classification. We worked on that problem for quite a while, then gave up and used an "M-1 pencil" to complete the form to make the MKIII flyable. The numbers kept saying we had a severe aft cg problem. One way to demonstrate that I did not have an aft cg problem, I installed and flew a 12 lb Maule Tundra Tail Wheel on my MKIII. Did I have an aft cg problem? Nope. Should everyone who builds and flies Kolbs use the same weight and balance check that I do? Would not say or recommend one way or the other. I flew the MKIII with that 12 lb tail wheel, 150 lbs of fuel and 125 lbs of cargo behind the cg, for about 5 years. That includes 5 or 6 flights to the West Coast and Lakeland, plus a couple to Oshkosh. I think I am good to go. Still flying with a 7 lb Maule 6" solid rubber tail wheel. Works great. Take care, john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: Twinstar MK II W+ B solved
From: Gary Aman <zeprep251(at)aol.com>
Date: May 27, 2012
You certainly can fly a Kolb relatively safely with it way aft CG wise.But you cannot say it will fly the same as it would if it were in range.All you have to do is try it both ways,preferably in rough air,and you can make yo ur own decision. G.Aman Mk3 Jabiru 2200A 700 hrs -----Original Message----- From: John Hauck <jhauck(at)elmore.rr.com> Sent: Sun, May 27, 2012 1:34 pm Subject: RE: Kolb-List: Re: Twinstar MK II W+ B solved > I finally figured out why my weight and balance was not coming out correct. > Lee.. Lee/Kolbers: In my humble opinion and experience building and flying Kolbs for many years, problems with getting a Kolb aircraft into a flyable approved cg range is more paper than airplane. In the beginning no weight and balance form was used with the 1984 Ultrastar. Build it close to what the plans called for and it would be within cg and fly like a bird. In fact, Homer Kolb said if you wanted to check the cg, hang the Ultrastar from a rafter with the rope attached at th e main spar carry through of the fuselage. If it balanced, it was good to go . I never tried that. 1987 Firestar was built and flown with the same instructions from Homer Kolb. 1992 MKIII had a weight and balance formula. Needed it to pass the airworthiness inspection for homebuilt experimental classification. We worked on that problem for quite a while, then gave up and used an "M-1 pencil" to complete the form to make the MKIII flyable. The numbers kept saying we had a severe aft cg problem. One way to demonstrate that I did not have an aft cg problem, I installed and flew a 12 lb Maule Tundra Tail Wheel on my MKIII. Did I have an aft cg problem? Nope. Should everyone who builds and flies Kolbs use the same weight and balance check that I do? Would not say or recommend one way or the other. I flew the MKIII with that 12 lb tail wheel, 150 lbs of fuel and 125 lbs of cargo behind the cg, for about 5 years. That includes 5 or 6 flights to the West Coast and Lakeland, plus a couple to Oshkosh. I think I am good to go. Still flying with a 7 lb Maule 6" solid rubber tail wheel. Works great. Take care, john h mkIII Titus, Alabama ________________________________________________________________________________
From: "Dennis Souder" <flykolb(at)pa.net>
Subject: Twinstar MK II W+ B solved
Date: May 27, 2012
I found the following in the archives. It may or may not help for what you are looking for, but it was the determination way back then. Dennis To Kolb Builders, When we installed the 912 we simply added some weight (about (20 lb.) in the nose and went flying. We then started removing the weight gradually and wound up eventually removing it all. We thus wound up with a C.G. at 40% with our flight instructor (who weighs about 170 lb.). To our amazement the Mark-III still stalls fairly well. This is how we are currently flying our own Mark-III. The Mark-III has been certified in England and they tested the C.G. as far back as 39% and found that it still had adequate stall characteristics. At 35-37%, all Kolb aircraft have good stall characteristics. Even though we know the C.G. can be further back than 35%, we will be officially leaving it at 35%, the margin is to absorb a certain amount of scale error. Eventually we will be exploring even more aft C.G. conditions. Our large chord wing and large tail volume, would seem to help in handling a more aft C.G. condition. If anyone has any further questions on C.G. please feel free to ask. Sincerely, Dennis L. Souder President, Kolb Aircraft -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Lee Morgan Sent: Sunday, May 27, 2012 8:37 AM Subject: Kolb-List: Twinstar MK II W+ B solved Ellery, Your right, I said I was ashamed, But I am still looking for a copy of the page in the Twinstar Mk II manual that gives the acceptable CG range. thanks, Lee.. _____________________________________ Subject: Re: Kolb-List: Twinstar MK II W+ B solved From: Ellery Batchelder Jr <elleryweld(at)aol.com> i am Just thinking out loud so you plan to fly the airplane with that plast ic on it? would it be ok to pile a bunch of items on the airplane some whe re and leave em there during the W&B process" NOT" any weight is weight suppose to do a W&B with only what you would normally have on the airplane during flight operations Ellery Batchelder Jr. -----Original Message----- From: Lee Morgan <lmorgan100(at)charter.net> Sent: Fri, May 25, 2012 5:14 pm Subject: Kolb-List: Twinstar MK II W+ B solved finally figured out why my weight and balance was not coming out correct. am ashamed to say that I happened to notice a bulge in the tarp that was ver my engine and that bulge turned out to be about two gallons of water anging behind the wing. This was making my calculations show a slightly ail heavy plane, now without the water, I come in at 35% with one person nd at 25% with two people. I could still use something from a Twinstar anual that states that this is the correct range in case I am asked where I ot the numbers from for my airworthiness certificate. hanks, ee.. ________________________________________________________________________________
From: "Lee Morgan" <lmorgan100(at)charter.net>
Subject: twinstar MK II thanks and another endless question
Date: May 28, 2012
Thanks everyone for answering my W+B questions, I have another question. I am filling out the W + B paperwork for the airworthiness certificate, in the specs for the Kolb Twinstar MK II, it says total weight limit is 750 LBS. mine comes in at 814 lbs with two 170 lb people and 10 gallons of gas. what do I do with this ? thanks Lee.. ________________________________________________________________________________
Subject: Re: twinstar MK II thanks and another endless question
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: May 28, 2012
If you are the manufacturer, you get to establish the MTOW. The KIT manufacturer makes recommendations but the builder(manufacturer of complete aircraft) has the last word. Even subsequent owners can change the MTOW of an experimental aircraft, with notification to FSDO and resuming phase 1 testing for some short period, in which you are supposed to verify that the aircraft is safe to fly at the new MTOW. Anyone who has actually made this type of change, please correct me if I am wrong. I'm just relating what my FSDO told me when I asked the question. -------- 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=374104#374104 ________________________________________________________________________________
Subject: Strut Base
From: "LeoCruz" <leocruz.cruz1(at)gmail.com>
Date: May 28, 2012
Roof Stuff is selling pipe supports and strut base for pipe hangers at reasonable price. If you want then you can purchase these anytime from their website at roofstuffinc.com for arranging your piping system. Strut Base is on sale. Roof Stuff Inc is selling highest quality strut base for pipe hangers or duct supports at lowest price. You can place your order from roofstuffinc.com Read this topic online here: http://forums.matronics.com/viewtopic.php?p=374139#374139 ________________________________________________________________________________
Subject: Wing Strut drag...
Date: May 29, 2012
From: "Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det"
So as not to 'high-jack' an earlier email re:March crash, there was a comment about the Kolb wing strut drag which I am curious about hence the new thread. For those who have installed fairings on your wing/lift struts, what are the noticeable benefits (or detractors...) of flight/handling qualities before and after the fairings were installed? What material did you use (Alum or PVC) for your struts? Personally fabricated or purchased from vendor? Any final observations... are the fairings worth installing or not? Thanks in advance! Jack Lockamy Key West Kolb M3C/582/Floats ________________________________________________________________________________
Subject: Wing Strut drag...
Date: May 29, 2012
From: "Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det"
Corrected sentence below to read: What material did you use (Alum or PVC) for your FAIRINGS? Sorry for any confusion. Jack in Key West -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det Sent: Tuesday, May 29, 2012 9:05 Subject: Kolb-List: Wing Strut drag... So as not to 'high-jack' an earlier email re:March crash, there was a comment about the Kolb wing strut drag which I am curious about hence the new thread. For those who have installed fairings on your wing/lift struts, what are the noticeable benefits (or detractors...) of flight/handling qualities before and after the fairings were installed? What material did you use (Alum or PVC) for your struts? Personally fabricated or purchased from vendor? Any final observations... are the fairings worth installing or not? Thanks in advance! Jack Lockamy Key West Kolb M3C/582/Floats ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Wing Strut drag...
Date: May 29, 2012
For those who have installed fairings on your wing/lift struts, what are the noticeable benefits (or detractors...) of flight/handling qualities before and after the fairings were installed? What material did you use (Alum or PVC) for your struts? Personally fabricated or purchased from vendor? Any final observations... are the fairings worth installing or not? Jack Lockamy Jack L/Folks: Streamlined lift struts improve glide, reduce drag and vibration. The best struts are streamlined 4130, but 20 years ago the price was already out of sight. I replaced the round aluminum lift struts on my Firestar with streamlined 4130, in 1987. The improved glide was responsible finding the money to install brakes. Had difficulty getting the Firestar stopped on my short grass strip. My MKIII is equipped with extruded aluminum lift struts included in the early kits. They work great. There are many different ways to streamline lift struts. I am sure others will chime in and share their method. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: twinstar MK II thanks and another endless question
Date: May 29, 2012
From: "Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det"
Hi Lee, I may be about to 'stir up a hornet's nest' here but I think it's a risk worth taking in order to answer your question. The kit manufacturer (Kolb Aircraft, Inc) sets the RECOMMENDED max gross/allowable weight for each model aircraft kit they produce. YOU, as the manufacturer/builder of said kit can set the max gross/allowable weight of YOUR aircraft to whatever weight you feel comfortable with. Kolb recommends 750 lbs as the max weight. This is a limit they RECOMMEND and with that comes many variables (engineering calculations, liability concerns, etc.). That said, there is NOTHING to stop YOU from making your max weight limit on YOUR aircraft 800, 825, 850 or even 1000 LBS! What do YOU feel comfortable with knowing what the factory recommends? If it were my aircraft and I built it per the plans without deviation, I would not hesitate to increase the max gross weight to 850 lbs given that most manufacturers use a 10-15% margin of error/caution in their favor mostly for liability reasons. Let the firestorm begin.... Jack in Key West -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Lee Morgan Sent: Monday, May 28, 2012 8:13 Subject: Kolb-List: twinstar MK II thanks and another endless question Thanks everyone for answering my W+B questions, I have another question. I am filling out the W + B paperwork for the airworthiness certificate, in the specs for the Kolb Twinstar MK II, it says total weight limit is 750 LBS. mine comes in at 814 lbs with two 170 lb people and 10 gallons of gas. what do I do with this ? thanks Lee.. ________________________________________________________________________________
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: Wing Strut drag...
Date: May 29, 2012
Jack, Polycarbonate (Lexan) Mike Welch On May 29, 2012, at 8:17 AM, Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det wrote: > Corrected sentence below to read: > > What material did you use (Alum or PVC) for your FAIRINGS? > > Sorry for any confusion. > > Jack in Key West > > > -----Original Message----- > From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det > Sent: Tuesday, May 29, 2012 9:05 > To: kolb-list(at)matronics.com > Subject: Kolb-List: Wing Strut drag... > > So as not to 'high-jack' an earlier email re:March crash, there was a comment about the Kolb wing strut drag which I am curious about hence the new thread. > > For those who have installed fairings on your wing/lift struts, what are the noticeable benefits (or detractors...) of flight/handling qualities before and after the fairings were installed? What material did you use (Alum or PVC) for your struts? Personally fabricated or purchased from vendor? Any final observations... are the fairings worth installing or not? > > Thanks in advance! > > Jack Lockamy > Key West > Kolb M3C/582/Floats > > ________________________________________________________________________________
Date: May 29, 2012
From: GARY JINDRA <gajindra(at)sbcglobal.net>
Subject: Re: Wing Strut drag...
Kolb has a plastic fairing that goes over the round tube and is rivited on. It is =0Awhat I used on my Mark 3=0A-=0AGary Jindra=0AMark 3 =0A56 hours =0A=0A=0A=0A=0A________________________________=0AFrom: John Hauck <jhauck@ elmore.rr.com>=0ATo: kolb-list(at)matronics.com=0ASent: Tue, May 29, 2012 9:37 :46 AM=0ASubject: RE: Kolb-List: Wing Strut drag...=0A=0A--> Kolb-List mess age posted by: "John Hauck" =0A=0A=0A=0A=0AFor those who have installed fairings on your wing/lift struts, what are the=0Anotice able benefits (or detractors...) of flight/handling qualities before=0Aand after the fairings were installed?- What material did you use (Alum or=0A PVC) for your struts?- Personally fabricated or purchased from vendor?- Any=0Afinal observations... are the fairings worth installing or not?=0A =0AJack Lockamy=0A=0A=0A=0AJack L/Folks:=0A=0AStreamlined lift struts impro ve glide, reduce drag and vibration.=0A=0AThe best struts are streamlined 4 130, but 20 years ago the price was already=0Aout of sight.=0A=0AI replaced the round aluminum lift struts on my Firestar with streamlined=0A4130, in 1987.- The improved glide was responsible finding the money to=0Ainstall brakes.- Had difficulty getting the Firestar stopped on my short=0Agrass strip.=0A=0AMy MKIII is equipped with extruded aluminum lift struts include d in the=0Aearly kits.- They work great.=0A=0AThere are many different wa ys to streamline lift struts.- I am sure others=0Awill chime in and share -======================== ________________________________________________________________________________
Subject: Re: twinstar MK II thanks and another endless question
From: "cristalclear13" <cristalclearwaters(at)gmail.com>
Date: May 29, 2012
lmorgan100(at)charter.net wrote: > Thanks everyone for answering my W+B questions, I have another question. > I am filling out the W + B paperwork for the airworthiness certificate, in > the specs for the Kolb Twinstar MK II, it says total weight limit is 750 > LBS. mine comes in at 814 lbs with two 170 lb people and 10 gallons of gas. > what do I do with this ? > thanks > Lee.. Lee, My Mark II would also weigh that much with those specs. On my W&B I put that I have a max weight of 800lbs. On the Most Aft Loading I use 170lb pilot and 10 gallons of gas, on the Most Fwd Loading section I use 170lb pilot, 170lb passenger but less than 10 gallons to make it under the 800lb limit, then on the Flight Test Loading I put 195lb pilot and 6 gallons of fuel. I have flown it with at least, if not a little more than, 850 lbs though and had no issues. There should be a place on your W&B that says whether you got the data from the manufacturer or from your own data. You can put that you got it from your own data and as long as you test it out during your testing period, the kit manufacturer's weight limit does not come into the picture (as Jack and Thom also mentioned). -------- 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=374200#374200 ________________________________________________________________________________
Date: May 29, 2012
Subject: Re: twinstar MK II thanks and another endless question
From: Rick Neilsen <neilsenrm(at)gmail.com>
Lee I'm not a big fan of betting that the factory is wrong on the weight limits. There are a lot of factors involved here. Do you know how well the plane was built? As a plane gets older some of the metal parts may fatigue and loose strength. Flying heavy and in rough air can increase the rate of fatigue. Some times corrosion can weaken parts. My plane spent six months in Florida. I couldn't believe how much corrosion developed in that salt air and it was hangered. Your MKII is a older model with a weaker air frame than the MKIII so don't confuse the weight limits set for the MKIII. You also have to use common sense that if you exceed the recommended limits you should only do it in calm air. Yes you have the right to set the weight limits as you see fit. Just be sure, if you choose to fly much beyond the recommended limit, leave a record of what you did with someone on the ground so we can learn what the absolute limit was. Again worth what you paid for it. Rick Neilsen Redrive VW Powered MKIIIC On Tue, May 29, 2012 at 2:28 PM, cristalclear13 < cristalclearwaters(at)gmail.com> wrote: > cristalclearwaters(at)gmail.com> > > > lmorgan100(at)charter.net wrote: > > Thanks everyone for answering my W+B questions, I have another question. > > I am filling out the W + B paperwork for the airworthiness certificate, > in > > the specs for the Kolb Twinstar MK II, it says total weight limit is 750 > > LBS. mine comes in at 814 lbs with two 170 lb people and 10 gallons of > gas. > > what do I do with this ? > > thanks > > Lee.. > > > Lee, > My Mark II would also weigh that much with those specs. On my W&B I put > that I have a max weight of 800lbs. On the Most Aft Loading I use 170lb > pilot and 10 gallons of gas, on the Most Fwd Loading section I use 170lb > pilot, 170lb passenger but less than 10 gallons to make it under the 800lb > limit, then on the Flight Test Loading I put 195lb pilot and 6 gallons of > fuel. > > I have flown it with at least, if not a little more than, 850 lbs though > and had no issues. > > There should be a place on your W&B that says whether you got the data > from the manufacturer or from your own data. You can put that you got it > from your own data and as long as you test it out during your testing > period, the kit manufacturer's weight limit does not come into the picture > (as Jack and Thom also mentioned). > > -------- > 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=374200#374200 > > ________________________________________________________________________________
Subject: Mark III Classic wing/boom incidence angles
Date: May 30, 2012
From: "Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det"
On the Mark III Classic, with the wing incidence angle set at 9 degrees... can someone tell me what the tail boom angle is? Need this info as I prepare to install floats on my M3C. Re-installing my own wings and taking the measurements/readings would be a MAJOR undertaking (if not impossible) considering the area/space my plane is currently confined to. Any help by someone able to take those angle readings on their M3C and passing the info along would be MOST APPRECIATED!!! I spoke with Brian at KOLB but they only have a M3X on hand and the measurements are different. Thanks in advance! Jack Lockamy Key West, FL 2009 Kolb M3C (N33040) ------------------------------- Ex-owner/builder Sonerai II Ex-owner/builder Sonex TD Ex-owner/builder RV-7A Ex-50% owner Cirrus SR-20 ________________________________________________________________________________
From: Michael Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: Mark III Classic wing/boom incidence angles
Date: May 30, 2012
Jack, The tail boom is 6.0 degrees. If you are calling the wing's incidence "positive", then the tail boom is negative 6.0 degrees, BTW, the motor mount in this configuration is 0.0 degrees. Mike Welch On May 30, 2012, at 10:03 AM, Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det wrote: > On the Mark III Classic, with the wing incidence angle set at 9 degrees... can someone tell me what the tail boom angle is? > > Need this info as I prepare to install floats on my M3C. Re-installing my own wings and taking the measurements/readings would be a MAJOR undertaking (if not impossible) considering the area/space my plane is currently confined to. Any help by someone able to take those angle readings on their M3C and passing the info along would be MOST APPRECIATED!!! I spoke with Brian at KOLB but they only have a M3X on hand and the measurements are different. > > Thanks in advance! > > Jack Lockamy > Key West, FL > 2009 Kolb M3C (N33040) > ------------------------------- > Ex-owner/builder Sonerai II > Ex-owner/builder Sonex TD > Ex-owner/builder RV-7A > Ex-50% owner Cirrus SR-20 ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: twinstar MK II thanks and another endless question
Date: May 30, 2012
I'm not a big fan of betting that the factory is wrong on the weight limits>> Hi, I guess that in view of the litigious nature of American Society you all carry insurance. What does the insurer say about flying outside the manufacturers limits? I would have expected them to use that as a reason for not paying out on a claim. Cheers Pat ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: twinstar MK II thanks and another endless question
Date: May 30, 2012
What does the insurer say about flying outside the manufacturers limits? I would have expected them to use that as a reason for not paying out on a claim. Pat The builder is the manufacturer. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: twinstar MK II thanks and another endless question
Date: May 30, 2012
The builder is the manufacturer.>> Hi John, Hmmm. I would have thought that only pushes the liability back one step. What is the situation if the manufacturer, or the builder as manufacturer produces a plane which is obviously not airworthy. How do you get insurance? Does the insurance company not apply any yardstick at all? How do they know without inspection or testing if it will fly well, badly, or at all? I understand that unlike the UK there is no such thing as an approved design in the US. Who applies what standards in that case? Curious Pat ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Flight West 2012
Date: May 30, 2012
Hi Folks: Making final plans and preparation for my annual flight West. Will be departing Gantt International Airport in one to two weeks, depending on wind and weather between here and the Rock House near Burns Junction, Oregon. Normal route is 1,876 sm. Flight time is 25.0 hours at 75 mph ground speed. Fuel consumption will be 125 gal. At 5.50 to 6.00 a gal, that's between 687.50 and 750.00 for the flight West, one way. Is it worth it? You bet!!! I always enjoy it, not matter how tough it gets. I also try to remember that normal folks don't get to experience a flight like this at any price. Route of flight is: -Gantt International Airport, Alabama -M40 Aberdeen, MS -KTUA Tunica, MS -KHBZ Heber Springs, AR -KEOS Neosho, MO (RON (remain overnight)) -KEQA El Dorado, KS -KGBD Great Bend, KS -KGLD Goodland, KS -KAKO Akron, CO (RON) -KLAR Laramie, WY -KRWL Rawlins, WY -KRKS Rock Springs, WY -KBMC Brigham City, UT (RON) -06U Jackpot, NV -U91 Grasmere, ID -The Rock House, OR Where I spend the night is tentative depending on me, wind, weather, and the airplane. I have flown this route both ways many times. It is very boring until about Akron, CO, when I have the Rockies in sight. Nearly always windy between Great Bend, KS and Brigham City, UT. Hopefully, the wind will be on my back. Getting excited about making another cross continent flight and seeing my old friends, and meeting new ones. Give me a shout if you are near my route of flight and want to have lunch or a cup of coffee. john h mkIII Titus, Alabama 334-567-6280 home 334-315-2621 cell ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: twinstar MK II thanks and another endless question
Date: May 30, 2012
What is the situation if the manufacturer, or the builder as manufacturer produces a plane which is obviously not airworthy. How do you get insurance? Does the insurance company not apply any yardstick at all? How do they know without inspection or testing if it will fly well, badly, or at all? I understand that unlike the UK there is no such thing as an approved design in the US. Who applies what standards in that case? Curious Pat Patrick L/Gang: In the amateur experimental/homebuilt class we must have our aircraft inspected and issued an "airworthiness certificate", in addition to a 40 test flight period. "How do I get insurance?" Obviously, I pay through the nose for it. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: May 30, 2012
From: Phil <phactor9(at)yahoo.com>
Subject: Re: twinstar MK II thanks and another endless question
Speaking of insurance... - 1. Who uses what insurance company? 2. What type of insurance do you subscribe to, or recommend? 3. What class bird? FAR-103? Other? - Phil H. FF11-4-00076 --- On Wed, 5/30/12, John Hauck wrote: From: John Hauck <jhauck(at)elmore.rr.com> Subject: RE: Kolb-List: Re: twinstar MK II thanks and another endless quest ion Date: Wednesday, May 30, 2012, 3:44 PM What is the situation if the manufacturer, or the builder as manufacturer produces a plane which is obviously not airworthy. How do you get insurance ? Does the insurance company not apply any yardstick at all? How do they know without inspection or testing if it will fly well, badly, or at all? I understand that unlike the UK there is no such thing as an approved design in the US. Who applies what standards in that case? Curious Pat Patrick L/Gang: In the amateur experimental/homebuilt class we must have our aircraft inspected and issued an "airworthiness certificate", in addition to a 40 test flight period. "How do I get insurance?"- Obviously, I pay through the nose for it. john h mkIII Titus, Alabama le, List Admin. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: twinstar MK II thanks and another endless question
Date: May 30, 2012
1. Who uses what insurance company? 2. What type of insurance do you subscribe to, or recommend? 3. What class bird? FAR-103? Other? Phil H. Phil H/Gang: 1. Falcon, indorsed by EAA. 2. Hull, moving and stationary. Enough to replace my airplane should I total it. Plus, 1,000,000.00 liability. 3. Experimental/homebuilt. john h mkIII Titus, Alabama ________________________________________________________________________________
From: kinne russ <russk50(at)gmail.com>
Subject: Re: twinstar MK II thanks and another endless question
Date: May 30, 2012
Pat I think it's safe to say we all TRY to carry insurance. But I'm also sure the ins co's in the UK are similar to ours here in the Colonies -- their attitude is to reject claims if at all possible, on most any excuse, then say "Thanks for the premiums, have a nice day, goodbye" Russ On May 30, 2012, at 2:13 PM, Pat Ladd wrote: > I'm not a big fan of betting that the factory is wrong on the weight limits>> > > Hi, > I guess that in view of the litigious nature of American Society you all carry insurance. > What does the insurer say about flying outside the manufacturers limits? I would have expected them to use that as a reason for not paying out on a claim. > > > Cheers > > Pat > > > > ________________________________________________________________________________
Date: May 30, 2012
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: twinstar MK II thanks and another endless question
At 04:03 PM 5/30/2012, Phil wrote: >Speaking of insurance... > >1. Who uses what insurance company? >2. What type of insurance do you subscribe to, or recommend? >3. What class bird? FAR-103? Other? I get insurance (liability only) from First Flight via USUA's group plan for my Part 103 Ultrastar. -Dana -- We are sorry, you have reached an imaginary number. Please rotate your phone ninety degrees and try again. ________________________________________________________________________________
Subject: Re: twinstar MK II thanks and another endless question
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: May 30, 2012
I carry liability and "not-in-flight" hull insurance which covers damage or loss to my Slingshot while on the ground except during take-off and landing. I have a policy with Global Aerospace which was obtained through EAA insurance affiliate, Falcon Insurance. Not paying for in-flight hull insurance saves me about $500-600/year. I figure if I crash it in flight the airplane repairs will be the least of my problems. -------- 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=374331#374331 ________________________________________________________________________________
Subject: Re: twinstar MK II thanks and another endless question
From: "Richard Pike" <richard(at)bcchapel.org>
Date: May 30, 2012
pj.ladd(at)btinternet.com wrote: > The builder is the manufacturer.>> > > > What is the situation if the manufacturer, or the builder as manufacturer > produces a plane which is obviously not airworthy. How do you get insurance? > Does the insurance company not apply any yardstick at all? How do they know without inspection or testing if it will fly well, badly, or at all? I > understand that unlike the UK there is no such thing as an approved design > in the US. Who applies what standards in that case? > Curious > Pat Years ago I talked to a FAA man in that department about how they went about determining how to issue an Airworthiness Certificate to a problematic design. His answer was to the effect that you can design anything you want, but then you have to build it according to approved methods and practices. Assuming you build it well, but it is still a problematic design, he said they can issue you an Airworthiness Certificate with limitations that precludes you flying it more than 2' off the ground, or anywhere other than immediately above the runway. In other words, if they don't think it will fly, they can restrict your flying to a minimum. Never seen such a situation, but it makes sense to me - -------- 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=374336#374336 ________________________________________________________________________________
Date: May 31, 2012
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: no hits om the extra ??
can-some -body look at my barnstormers add and give a sugestion why we have not had any hits?=0A=0A=0AMalcolm & Jeanne Brubaker =0AMichigan Sport Pilot Repair =0Ahttp://michigansportpilotrepair.com =0ALSRM-A, PPC, WS=0AG reat Sails - Sailmaker =0Afor Ultralight & Light Sport=0A(989)513-3022 =0A - =0A=0A=0A=0A =0A=0A________________________________=0A From: Richard Pi ke =0ATo: kolb-list(at)matronics.com =0ASent: Wednesday, May 30, 2012 9:12 PM=0ASubject: Kolb-List: Re: twinstar MK II thanks and a ke" =0A=0A=0Apj.ladd(at)btinternet.com wrote:=0A> The builder is the manufacturer.>>=0A> =0A> =0A> What is the situation if the manufacturer, or the builder as manufacturer =0A> produces a plane which is obviously not airworthy. How do you get insurance? =0A> Does the insurance company not apply any yardstick at all? How do they know without inspectio n or testing if it will fly well, badly, or at all? I =0A> understand that unlike the UK there is no such thing as an approved design =0A> in the US. Who applies what standards in that case?=0A> Curious=0A> Pat=0A=0A=0AYears ago I talked to a FAA man in that department about how they went about dete rmining how to issue an Airworthiness Certificate to a problematic design. His answer was to the effect that you can design anything you want, but the n you have to build it according to approved methods and practices. Assumin g you build it well, but it is still a problematic design, he said they can issue you an Airworthiness Certificate with limitations that precludes you flying it more than 2' off the ground, or anywhere other than immediately above the runway. =0A=0AIn other words, if they don't think it will fly, th ey can restrict your flying to a minimum.=0A=0ANever seen such a situation, but it makes sense to me -=0A=0A--------=0ARichard Pike=0AKolb MKIII N420P (420ldPoops)=0Arichard (at) bcchapel(dot)org=0AKingsport, TN 3TN0=0ANow fa ith is the substance of things hoped for, the evidence of things not seen. =0AHebrews 11:1=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://foru ============= ________________________________________________________________________________
Subject: Re: no hits om the extra ??
From: Daniel Myers <h20maule(at)hotmail.com>
Date: May 31, 2012
Looks good to me. Just wait it out Thanks, Daniel Myers Cell: 407 920 7700 SouthEastAmphibs.com On May 31, 2012, at 7:43 AM, Malcolm Brubaker wrote: > can some body look at my barnstormers add and give a sugestion why we hav e not had any hits? > > Malcolm & Jeanne Brubaker > Michigan Sport Pilot Repair > http://michigansportpilotrepair.com > LSRM-A, PPC, WS > Great Sails - Sailmaker > for Ultralight & Light Sport > (989)513-3022 > > > > > > From: Richard Pike <richard(at)bcchapel.org> > To: kolb-list(at)matronics.com > Sent: Wednesday, May 30, 2012 9:12 PM > Subject: Kolb-List: Re: twinstar MK II thanks and another endless question > > > > pj.ladd(at)btinternet.com wrote: > > The builder is the manufacturer.>> > > > > > > What is the situation if the manufacturer, or the builder as manufacture r > > produces a plane which is obviously not airworthy. How do you get insura nce? > > Does the insurance company not apply any yardstick at all? How do they k now without inspection or testing if it will fly well, badly, or at all? I > > understand that unlike the UK there is no such thing as an approved desi gn > > in the US. Who applies what standards in that case? > > Curious > > Pat > > > Years ago I talked to a FAA man in that department about how they went abo ut determining how to issue an Airworthiness Certificate to a problematic de sign. His answer was to the effect that you can design anything you want, bu t then you have to build it according to approved methods and practices. Ass uming you build it well, but it is still a problematic design, he said they c an issue you an Airworthiness Certificate with limitations that precludes yo u flying it more than 2' off the ground, or anywhere other than immediately a bove the runway. > > In other words, if they don't think it will fly, they can restrict your fl ying to a minimum. > > Never seen such a situation, but it makes sense to me - > > -------- > 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=374336#374336http://www.matr onics.com/Navigator?Kolb-List > > > > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
Date: May 31, 2012
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: no hits om the extra ??
- The only thing I see is that it's the highest priced one on the list. - Not an unreasonable amount, but maybe just because there are others rig ht now. --- On Thu, 5/31/12, Daniel Myers wrote: From: Daniel Myers <h20maule(at)hotmail.com> Subject: Re: Kolb-List: no hits om the extra ?? Date: Thursday, May 31, 2012, 8:11 AM Looks good to me. Just wait it out- Thanks,Daniel MyersCell: 407 920 7700SouthEastAmphibs.com On May 31, 2012, at 7:43 AM, Malcolm Brubaker wrote : can-some -body look at my barnstormers add and give a sugestion why we have not had any hits?-Malcolm & Jeanne Brubaker Michigan Sport Pilot Repair =0Ahttp://michigansportpilotrepair.com=0ALSRM-A , PPC, WS Great Sails - Sailmaker for Ultralight & Light Sport (989)513-3022=0A-=0A-=0A-=0A- From: Richard Pike <richard(at)bcchapel.org> To: kolb-list(at)matronics.com Sent: Wednesday, May 30, 2012 9:12 PM Subject: Kolb-List: Re: twinstar MK II thanks and another endless question pj.ladd(at)btinternet.com wrote: > The builder is the manufacturer.>> > > > What is the situation if the manufacturer, or the builder as manufacturer > produces a plane which is obviously not airworthy. How do you get insuran ce? > Does the insurance company not apply any yardstick at all? How do they kn ow without inspection or testing if it will fly well, badly, or at all? I > understand that unlike the UK there is no such thing as an approved desig n > in the US. Who applies what standards in that case? > Curious > Pat Years ago I talked to a FAA man in that department about how they went abou t determining how to issue an Airworthiness Certificate to a=0A problematic design. His answer was to the effect that you can design anything you want , but then you have to build it according to approved methods and practices . Assuming you build it well, but it is still a problematic design, he said they can issue you an Airworthiness Certificate with limitations that prec ludes you flying it more than 2' off the ground, or anywhere other than imm ediately above the runway. In other words, if they don't think it will fly, they can restrict your fly ing to a minimum. Never seen such a situation, but it makes sense to me - -------- 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=0A here: http://forums.matronics.com/viewtopic.php?p=374336#374336http://www.matro nics.com/Navigator?Kolb-List =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=0A=0A ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: twinstar MK II thanks and another endless question
Date: May 31, 2012
limitations that precludes you flying it more than 2' off the ground, or anywhere other than immediately above the runway. >> Yeah! I guess that would do it as far as the Airworthiness Cert is concerned but would any insurance company touch it? You may roll it into a ball from 2 feet but suppose you flew it into a crowd of people or parked aircraft at 2 feet. Pat. ________________________________________________________________________________
From: "James, Ken" <KDJames(at)berkscareer.com>
Subject: RE: Kolb-List Digest: 14 Msgs - 05/30/12
Date: May 31, 2012
Hi all Long story short, I'm looking for a link to a builder's page that had a jig set up for doing hinges for ailerons and rudder/vert stab etc. Thanks Ken James MK III extra ================== IMPORTANT/CONFIDENTIAL: This communication is intended solely for the use of the individual or entity to which it is addressed. This e-mail contains information from the Berks Career & Technology Center that may be privileged, confidential, and exempt from disclosure under applicable law. If the reader of this communication is not the intended recipient, you are hereby notified that any dissemination, distribution, or copying of this communication is strictly prohibited. If you have received this communication in error, please notify us immediately and permanently delete this message including all attachments. Thank you. ================== ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: twinstar MK II thanks and another endless question
Date: May 31, 2012
Hi Thom, obviously you can get insurance flying a Kolb as you can point to a well tried design and the Insurers can asses the risk from their records. What happens if you put a jet engine on it, turn it into a twin, redesign and fit a twin fin and rudder.? Even if you are the manufacturer and can set what parameters you like you may have no aerodesign or engineering skill whatever. I would have thought the insurers wouldn`t touch it with a barge pole. Then you fly it into someone, or their plane. . You could be in Sing Sing for the rest of your natural. Certainly in Bankruptcy Court. Shudder! Pat ________________________________________________________________________________
Date: May 31, 2012
From: Phil <phactor9(at)yahoo.com>
Subject: Re: RE: Kolb-List Digest: 14 Msgs - 05/30/12
I pretty much followed page 10 of the Firefly plans. http://phactor.com/HingeDrilling.jpg http://phactor.com/HingeJig.jpg http://phactor.com/HingeJig2.jpg http://phactor.com/HingeJig3.jpg - Phil H FF11-4-00076 --- On Thu, 5/31/12, James, Ken wrote: From: James, Ken <KDJames(at)berkscareer.com> Subject: Kolb-List: RE: Kolb-List Digest: 14 Msgs - 05/30/12 Date: Thursday, May 31, 2012, 9:02 AM Hi all Long story short, I'm looking for a link to a builder's page that had a jig set up for doing hinges for ailerons and rudder/vert stab etc. Thanks Ken James MK III extra ================== IMPORTANT/CONFIDENTIAL: This communication is intended solely for the use o f the individual or entity to which it is addressed. This e-mail contains i nformation from the Berks Career & Technology Center that may be privileged , confidential, and exempt from disclosure under applicable law. If the rea der of this communication is not the intended recipient, you are hereby not ified that any dissemination, distribution, or copying of this communicatio n is strictly prohibited. If you have received this communication in error, please notify us immediately and permanently delete this message including all attachments. Thank you. ================== le, List Admin. ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: twinstar MK II thanks and another endless question
Date: May 31, 2012
their attitude is to reject claims if at all possible>> Hi Russ, I am sure that is true but speak as I find. When I flew into the barn through starting the engine when the throttle was open the insurance Company sent an assessor .It was obvious that the starboard wing had to be rebuilt. There was some discussion over possible twisting of the cage due to the backwards movement of the wing. This was decided in consultation with the Inspector and the cage was condemned. This meant a total strip of instruments etc and rebuild of the whole front end. Including the car I managed to drive the nose cone into I think that the bill was in excess of 20,000 pounds. The insurers paid up with no quibble. On the other hand my partner, when we had the Aerostar, was always worried because if the two of us took off with a full fuel load we were above the certified weight. The problem was not that the plane wouldn`t handle it but because if we took off overweight we were no longer classed as a `microlight` and we were into a whole new ballgame. We were a Light Aircraft and therefore outside our insured category He was afraid that if we crunched it was a fairly simple matter to back calculate what our take off weight had been and that would be used to let the insurers of the hook. Incidentally I employed a couple of guys from the local carwash to wash my plane yesterday. Just to smarten it up before the prospective buyers start lining up to view it. There are hundreds of teams of men all over the UK who have moved into disused garage sites and set up car washes. Of course the garages had sumps already built to in to stop oil and muck going down the drains. Electricity and water were laid on. Just waiting for someone to find a use for them. These guys are usually Polish. I know one lot who are Lithuanians and the guys I used are, would you believe it from Iraq. They all do a fast and reasonably priced job.It is not easy as they are in the cold and wet all day, usually no resting facilities or shelter if it pours. I am sure the income tax is being wangled as no one knows how much money they take in a day.. Probably all sorts of `elf and safety issues being ignored as well. We have several million unemployed in the UK but I have not found a team of car washers who are English. Makes you think. Cheers Pat ________________________________________________________________________________
Subject: no hits om the extra ??
Date: May 31, 2012
From: "Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det"
Sorry to be blunt... but you asked.... IMHO the plane is OVER PRICED! I recently purchased a completed, 2009 Mark III Classic, air worthiness certificated, N-numbered, (w/Rotax 582 Gray head), brand new Warp drive 3-bladed prop, MATCO hydraulic disk brakes, Ameri-King ELT, ICOM A-6 VHF handheld transceiver, Sportys 2-place portable intercom, excellent logs both airframe and engine with only 11 hours TTAE... for $5,000 (on the same Barnstormers.com website)! Jack in Key West -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Malcolm Brubaker Sent: Thursday, May 31, 2012 7:44 Subject: Kolb-List: no hits om the extra ?? can some body look at my barnstormers add and give a sugestion why we have not had any hits? Malcolm & Jeanne Brubaker Michigan Sport Pilot Repair http://michigansportpilotrepair.com LSRM-A, PPC, WS Great Sails - Sailmaker for Ultralight & Light Sport (989)513-3022 From: Richard Pike <richard(at)bcchapel.org> Sent: Wednesday, May 30, 2012 9:12 PM Subject: Kolb-List: Re: twinstar MK II thanks and another endless question pj.ladd(at)btinternet.com wrote: > The builder is the manufacturer.>> > > > What is the situation if the manufacturer, or the builder as manufacturer > produces a plane which is obviously not airworthy. How do you get insurance? > Does the insurance company not apply any yardstick at all? How do they know without inspection or testing if it will fly well, badly, or at all? I > understand that unlike the UK there is no such thing as an approved design > in the US. Who applies what standards in that case? > Curious > Pat Years ago I talked to a FAA man in that department about how they went about determining how to issue an Airworthiness Certificate to a problematic design. His answer was to the effect that you can design anything you want, but then you have to build it according to approved methods and practices. Assuming you build it well, but it is still a problematic design, he said they can issue you an Airworthiness Certificate with limitations that precludes you flying it more than 2' off the ground, or anywhere other than immediately above the runway. In other words, if they don't think it will fly, they can restrict your flying to a minimum. Never seen such a situation, but it makes sense to me - -------- 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: ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Any Old Sandbar Will Do
Date: May 31, 2012
On a beautiful winter day, any old sand bar will do for an exciting landing spot on the Tallapoosa River between Wetumpka and Montgomery, Alabama, 2010. john h mkIII Titus, Alabama ________________________________________________________________________________
From: kinne russ <russk50(at)gmail.com>
Subject: Re: no hits om the extra ??
Date: May 31, 2012
One reason might be that there are no Kolbs! -- (is this Kolb-related?) Nice website tho; I'm surprised no hits Good luck. Russ K On May 31, 2012, at 7:43 AM, Malcolm Brubaker wrote: > can some body look at my barnstormers add and give a sugestion why we have not had any hits? > > Malcolm & Jeanne Brubaker > Michigan Sport Pilot Repair > http://michigansportpilotrepair.com > LSRM-A, PPC, WS > Great Sails - Sailmaker > for Ultralight & Light Sport > (989)513-3022 > > > > > > From: Richard Pike <richard(at)bcchapel.org> > To: kolb-list(at)matronics.com > Sent: Wednesday, May 30, 2012 9:12 PM > Subject: Kolb-List: Re: twinstar MK II thanks and another endless question > > > > pj.ladd(at)btinternet.com wrote: > > The builder is the manufacturer.>> > > > > > > What is the situation if the manufacturer, or the builder as manufacturer > > produces a plane which is obviously not airworthy. How do you get insurance? > > Does the insurance company not apply any yardstick at all? How do they know without inspection or testing if it will fly well, badly, or at all? I > > understand that unlike the UK there is no such thing as an approved design > > in the US. Who applies what standards in that case? > > Curious > > Pat > > > Years ago I talked to a FAA man in that department about how they went about determining how to issue an Airworthiness Certificate to a problematic design. His answer was to the effect that you can design anything you want, but then you have to build it according to approved methods and practices. Assuming you build it well, but it is still a problematic design, he said they can issue you an Airworthiness Certificate with limitations that precludes you flying it more than 2' off the ground, or anywhere other than immediately above the runway. > > In other words, if they don't think it will fly, they can restrict your flying to a minimum. > > Never seen such a situation, but it makes sense to me - > > -------- > 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=374336#374336http://www.matr onics.com/Navigator?Kolb-List > > > > > > > ________________________________________________________________________________
Subject: Experimental in USA vs Europe and other parts of the world
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: May 31, 2012
This is not strictly Kolb related, but should be of interest to all builders and pilots of experimental aircraft. http://macsblog.com/2012/05/european-rules-coming-to-homebuilts/ -------- 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=374438#374438 ________________________________________________________________________________
From: "Jack Lockamy" <jacklockamy(at)comcast.net>
Subject: Cover for Mark III Classic
Date: Jun 01, 2012
Looking for a full cover (nose to tail feathers) for a Kolb Mark II Classic. Can anyone recommend a source or cover (boat cover, RV cover, car cover, etc.) that worked for them? Thanks in advance! Jack in Key West ________________________________________________________________________________
From: "Jack Lockamy" <jacklockamy(at)comcast.net>
Subject: Missing gasket?
Date: Jun 02, 2012
For those with Rotax 582 w/C-Box knowledge. is there a gasket or O-ring to seal where the gearbox mates with the engine block/case? I see what looks like an O-ring in some illustrations, but not in others. Thanks, Jack in KW ________________________________________________________________________________
Subject: Re: Cover for Mark III Classic
From: "Tom O'Hara" <tohara(at)alphagraphics.com>
Date: Jun 02, 2012
You might try Bert Padelt, Best Aviation, 16108457857. He is located in Bally, PA.- about 30 minutes south of Allentown, PA and Queen City-XLL. Bert is FAA certified repair station for balloons, builds both gas and hot air from scratch. And, was Steve Fossetts systems manager for the around the world attemps. If you need any kind of stitching for aviation he is the guy. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=374554#374554 ________________________________________________________________________________
Subject: Re: Cover for Mark III Classic
From: "Tom O'Hara" <tohara(at)alphagraphics.com>
Date: Jun 02, 2012
I should have also mentioned that he is 30 minutes from Homer's home. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=374555#374555 ________________________________________________________________________________
Date: Jun 02, 2012
Subject: Re: Missing gasket?
From: Richard Girard <aslsa.rng(at)gmail.com>
No, the mating surface there is dry. All that's in that section is the donut and the connecting shafts between the crankshaft and the gearbox. Rick Girard On Sat, Jun 2, 2012 at 1:46 PM, Jack Lockamy wrote : > For those with Rotax 582 w/C-Box knowledge=85 is there a gasket or O-rin g > to seal where the gearbox mates with the engine block/case? I see what > looks like an O-ring in some illustrations, but not in others. **** > > ** ** > > Thanks,**** > > ** ** > > Jack in KW**** > > * > =========== =========== =========== =========== > * > > -- 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: "Bob" <rmurrill(at)cox.net>
Subject: Firestar as a Lawn Ornament
Date: Jun 02, 2012
An well known aviation website lists a broken no N# Firestar for auction next weekend in Arizona. It should go really cheap. I am toying with the idea of adding to my still in work Mk III project. I know that several folks on the list have a really good knowledge of the regs and actual implementation regarding E-LSA and ask for a little insight on the applicable rules. The owner at the time of the mishap, who may or may not have been the initial builder, bought new cage, LG legs, and tail boom to repair, then decided not to proceed and the hole package ended up in the hands of a local club. They now have decided not to pursue the rebuild..... so...Can this airplane ever legally fly ? There appears to be clean paperwork on ownership of the original kit and the repair parts. Can one rebuild like a certified aircraft based on a data plate.... of another damaged N# Firestar aircraft and then fly off the experimental hours with the combined parts I guess is my basic question? Alternatively any ideas on how one would pitch the FSDO or local DAR on the new parts plus original kit to get a fresh Experimental certificate? Bob ________________________________________________________________________________
Date: Jun 03, 2012
Subject: Re: Firestar as a Lawn Ornament
From: Richard Girard <aslsa.rng(at)gmail.com>
Bob, There is no way to license the Firestar in E-LSA. That opportunity ended 1-31-2010 when the grandfathering offered by FAR 21.91i(1) expired. So you are limited to two types of experimental, MAYBE. The big maybe is E-AB. Since there will be an extensive rebuild you might be able to convince your DAR that you have done required work. Since you are going to build up a new fuselage and could create an extensive builder log, he might go for it. I would pursue the topic with your DAR along the lines of, "I'm thinking of acquiring a Firestar fuselage project and I've located a set of wings that will speed up the project, would it be eligible for E-AB? He might say okay, but wouldn't be able to give you a repairman's certificate for it since such a large portion of the building will not be done by you. It's a crap shoot, but you should be able to get a decision without risking any money. The other option is E-E, Experimental Exhibition. This is a much more limited certificate and, depending on your FSDO, you will have yearly hoops to jump through and you would be limited to training flights and flying to airshows and fly ins. Because of this the value of the aircraft would be diminished, but how much is anyone's guess. Rick Girard On Sat, Jun 2, 2012 at 10:32 PM, Bob wrote: > > An well known aviation website lists a broken no N# Firestar for auction > next weekend in > Arizona. It should go really cheap. I am toying with the idea of adding > to my still in work Mk III project. I know that several folks on the list > have a really good knowledge of the regs and actual implementation > regarding E-LSA and ask for > a little insight on the applicable rules. The owner at the time of the > mishap, who may or may not have been the initial builder, bought new cage, > LG legs, and tail boom to repair, then decided not to proceed and the hole > package ended up in the hands of a local club. They now have decided not > to pursue the rebuild..... so...Can this airplane ever legally fly ? There > appears to be clean paperwork on ownership of the original kit and the > repair parts. > > Can one rebuild like a certified aircraft based on a data plate.... of > another damaged N# Firestar aircraft and then fly off the experimental > hours > with the combined parts I guess is my basic question? Alternatively any > ideas on how one would pitch the FSDO or local DAR on the new parts plus > original kit to get a fresh Experimental certificate? > > Bob > > -- 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: "Bob" <rmurrill(at)cox.net>
Subject: Re: Firestar as a Lawn Ornament
Date: Jun 03, 2012
Thank you Richard for your response. You are pretty much confirming what I thought I understood regarding the E-AB rules and the expiration of the grandfathering. It amazes me that there are so many of these airplanes around that somebody put lots of money into and lots of hours of labor and then didn=99t spend the few hundred additional to get it licensed. I suppose it is possible the cage and boom on this Firestar were damaged by a hanger door mishap on the day the DAR was coming to do the inspection. I will check with one of the local DARs and see if he thinks there is a path to licensing, but sounds like I=99ll be better off leaving the pile of parts gathering dust in someone else's hanger rather than mine..Thanks Bob From: Richard Girard Sent: Sunday, June 03, 2012 7:28 AM Subject: Re: Kolb-List: Firestar as a Lawn Ornament Bob, There is no way to license the Firestar in E-LSA. That opportunity ended 1-31-2010 when the grandfathering offered by FAR 21.91i(1) expired. So you are limited to two types of experimental, MAYBE. The big maybe is E-AB. Since there will be an extensive rebuild you might be able to convince your DAR that you have done required work. Since you are going to build up a new fuselage and could create an extensive builder log, he might go for it. I would pursue the topic with your DAR along the lines of, "I'm thinking of acquiring a Firestar fuselage project and I've located a set of wings that will speed up the project, would it be eligible for E-AB? He might say okay, but wouldn't be able to give you a repairman's certificate for it since such a large portion of the building will not be done by you. It's a crap shoot, but you should be able to get a decision without risking any money. The other option is E-E, Experimental Exhibition. This is a much more limited certificate and, depending on your FSDO, you will have yearly hoops to jump through and you would be limited to training flights and flying to airshows and fly ins. Because of this the value of the aircraft would be diminished, but how much is anyone's guess. Rick Girard On Sat, Jun 2, 2012 at 10:32 PM, Bob wrote: An well known aviation website lists a broken no N# Firestar for auction next weekend in Arizona. It should go really cheap. I am toying with the idea of adding to my still in work Mk III project. I know that several folks on the list have a really good knowledge of the regs and actual implementation regarding E-LSA and ask for a little insight on the applicable rules. The owner at the time of the mishap, who may or may not have been the initial builder, bought new cage, LG legs, and tail boom to repair, then decided not to proceed and the hole package ended up in the hands of a local club. They now have decided not to pursue the rebuild..... so...Can this airplane ever legally fly ? There appears to be clean paperwork on ownership of the original kit and the repair parts. Can one rebuild like a certified aircraft based on a data plate.... of another damaged N# Firestar aircraft and then fly off the experimental hours with the combined parts I guess is my basic question? Alternatively any ideas on how one would pitch the FSDO or local DAR on the new parts plus original kit to get a fresh Experimental certificate? Bob 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 ________________________________________________________________________________
Subject: Balistic reserve chute
From: "cdupuis" <ctdupuis(at)maine.rr.com>
Date: Jun 03, 2012
Hi Guys, What's the best BRS? Will a soft pack fit? Where's the best place to buy? Thanks! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=374631#374631 ________________________________________________________________________________
Date: Jun 04, 2012
From: 1planeguy <1planeguy(at)kilocharlie.us>
Subject: Re: Any Old Sandbar Will Do
Have to pee John? ;-) Jeremy Casey Ft. Mitchell Al. home of the BriarPatch On 5/31/2012 11:48 AM, John Hauck wrote: > On a beautiful winter day, any old sand bar will do for an exciting landing > spot on the Tallapoosa River between Wetumpka and Montgomery, Alabama, 2010. > > john h > mkIII > Titus, Alabama *//* ________________________________________________________________________________
Subject: Re: Cover for Mark III Classic
Date: Jun 05, 2012
From: "Kirby, Dennis Civ USAF AFMC AFNWC/ENS" <Dennis.Kirby(at)kirtland.af.mil>
wrote: << Looking for a full cover (nose to tail feathers) for a Kolb Mark II Classic. Can anyone recommend a source or cover (boat cover, RV cover, car cover, etc.) that worked for them? Jack in Key West >> Hi, Jack - You should check with your local boat cover and awning shop. I imagine that in Key West there would be several, with so many boats. In my home town (a thousand miles from the nearest ocean), I found an awning shop that fabricated a custom-made cover for my Mark-3, for about six hundred dollars. I brought my Kolb to the shop (on its trailer), and had to leave it there for about two weeks. When I picked it up, it had a beautiful cover on it that fit like a glove. Zippered closed on the ends and laced on the bottom, to hold it shut. They used a UV-resistant canvas material, so I can leave it parked outside indefinitely. I'll try to find pictures, and mail 'em to you off list. Hope this helps . Dennis Kirby Sandia Park, NM ________________________________________________________________________________
Subject: New wheels, tires, axles and brakes for my Mark II
From: "cristalclear13" <cristalclearwaters(at)gmail.com>
Date: Jun 06, 2012
Tracy O'Brien has sent my new wheels, tires, axles and brakes. When cutting the hole in the axle to line up with my leg strut, how do I get the right angle for the tire so that the wheels are angled right? The old axle had an "8"-shaped cut in it where it looks like they tried it in one position and had to redrill to readjust it. I'd rather not have to do that. -------- 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=374848#374848 Attachments: http://forums.matronics.com//files/img00406_20120512_1054_107.jpg http://forums.matronics.com//files/img00405_20120512_1052_207.jpg ________________________________________________________________________________
Date: Jun 06, 2012
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: New wheels, tires, axles and brakes for my Mark II
- I think Jack Hart has something on his web site about it.- I would dr ill for the axle first, then clamp some vice grips around the gear so it ca n't go in too far.- Then you can rotate it until you get the correct alig nment, drill half way from one side, and through from the other.- Or just start the hole from each side, pull it, and use a drill press. --- On Wed, 6/6/12, cristalclear13 wrote: From: cristalclear13 <cristalclearwaters(at)gmail.com> Subject: Kolb-List: New wheels, tires, axles and brakes for my Mark II Date: Wednesday, June 6, 2012, 10:38 AM .com> Tracy O'Brien has sent my new wheels, tires, axles and brakes.- When cutting the hole in the axle to line up with my leg strut, how do I ge t the right angle for the tire so that the wheels are angled right?- The old axle had an "8"-shaped cut in it where it looks like they tried it in o ne position and had to redrill to readjust it.- I'd rather not have to do that. -------- 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=374848#374848 Attachments: http://forums.matronics.com//files/img00406_20120512_1054_107.jpg http://forums.matronics.com//files/img00405_20120512_1052_207.jpg le, List Admin. ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: New wheels, tires, axles and brakes for my Mark II
Date: Jun 06, 2012
Tracy O'Brien has sent my new wheels, tires, axles and brakes. When cutting the hole in the axle to line up with my leg strut, how do I get the right angle for the tire so that the wheels are angled right? The old axle had an "8"-shaped cut in it where it looks like they tried it in one position and had to redrill to readjust it. I'd rather not have to do that. -------- Cristal Waters >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> guess I am not exactly sure how the axel fits to the leg strut... a photo of what needs drilling may help. that said.... if I were to start again. I think I would take a straight (I mean very straight) 2x4 and strap it to the wheels with a ratcheting tie down before installing tires. have the wheels and axels attached to the plane and have the weight of the plane on the wheels installed on grease plates on the floor, the 2x4 should be elevated to the same height off the floor as the axel. that should put the wheels in parallel alignment, if you want a bit of toe in, put a small shim between the 2x4 and the outside lip of the wheel. assuming the inside lip and outside lip are 5.75 inches, center to center. and you want 1 deg of toe in. take 1 deg divide by 10 then divide by 2 and that is the thickness of the shim. on each outside rim surface, between the rim and the 2x4. see attachment. the amount of toe in is dependent on the flexability of the landing gear. the more rigid the gear the less toe in, on my mkIII I have the tapered steel legs that I got from kolb and I ended up with 1.22 deg toe in. also I found the more air pressure in the tires and the harder the runway surface,, the more exact the toe in needs to be to drive straight.. a grease plate is made by putting some grease between two pieces of aluminum plate, the wheels on the grease plates should be able to slide side to side, for and aft and twist freely. in a pinch I have used some 1/8 inch floor tiles. but they are fragile. to keep from denting the alum grease plates, it could be set under a piece of plywood. hope this helps boyd y mkiii utah instead of a 2x4 you may be straighter if you use an 1 1/2 inch aluminum angle or straight angle iron. ________________________________________________________________________________
Subject: Re: Cover for Mark III Classic
From: "Tom O'Hara" <tohara(at)alphagraphics.com>
Date: Jun 07, 2012
Jack-- don't know if you had a chance to talk to Bert. However I do know he is leaving today for SC. He is delivering a sport gas balloon to a customer and is hoping for good weather to get it off the ground. If weather is not good they probably will hang out until Wednesday/Thursday. Tom Read this topic online here: http://forums.matronics.com/viewtopic.php?p=374956#374956 ________________________________________________________________________________
From: "Jack Lockamy" <1pelican(at)comcast.net>
Subject: Re: Cover for Mark III Classic
Date: Jun 07, 2012
Tom, I've tried calling him three times. No luck. I'll try again next week. Thanks, Jack -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Tom O'Hara Sent: Thursday, June 07, 2012 2:40 PM Subject: Kolb-List: Re: Cover for Mark III Classic Jack-- don't know if you had a chance to talk to Bert. However I do know he is leaving today for SC. He is delivering a sport gas balloon to a customer and is hoping for good weather to get it off the ground. If weather is not good they probably will hang out until Wednesday/Thursday. Tom Read this topic online here: http://forums.matronics.com/viewtopic.php?p=374956#374956 ________________________________________________________________________________
Subject: Ignition/kill switch for 447
From: "cdupuis" <ctdupuis(at)maine.rr.com>
Date: Jun 07, 2012
Hi Guys, Anyone have info on how to stop the 447? Do you ground something in the ignition circuit? What's normally done? Thanks! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=374972#374972 ________________________________________________________________________________
From: sada <phoenix(at)ja2.so-net.ne.jp>
Subject: Re: Ignition/kill switch for 447
Date: Jun 08, 2012
Hello It a normal. Motor has made for running in flying even with open circuit for safety. while open circuit, motor continues running. Like a sea boat of Kill Switch, by making short the motor stop. Sada On 2012/06/08, at 8:29, cdupuis wrote: > > Hi Guys, > > Anyone have info on how to stop the 447? Do you ground something in the ignition circuit? What's normally done? > > Thanks! > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=374972#374972 > > > > > > > > > > ________________________________________________________________________________
From: "Beauford " <beauford173(at)verizon.net>
Subject: Ignition/kill switch for 447
Date: Jun 07, 2012
Hi Guys, Anyone have info on how to stop the 447? Do you ground something in the ignition circuit? What's normally done? Thanks! ---------------------------------------------- Brother cdupuis... Bet you had a fun time with that name in high school, eh...? Beauford was nearly as bad, I reckon... Anyway, the 447 kill switch ("shorting cable") wire is black and yellow... Ungrounded is the "run" condition, ground it to kill it. Getting mine to stop running has never been the problem.... Good luck with yours... Worth what ye paid fer it... beauford FF-076 Brandon, FL ________________________________________________________________________________
From: sada <phoenix(at)ja2.so-net.ne.jp>
Subject: Re: Ignition/kill switch for 447
Date: Jun 08, 2012
Hi Make 2 wires SHORT comes from magnet part of motor. na Sada On 2012/06/08, at 9:21, Beauford wrote: > > > > Hi Guys, > > Anyone have info on how to stop the 447? Do you ground something in the > ignition circuit? What's normally done? > > Thanks! > > ---------------------------------------------- > Brother cdupuis... > > Bet you had a fun time with that name in high school, eh...? Beauford was > nearly as bad, I reckon... > > Anyway, the 447 kill switch ("shorting cable") wire is black and yellow... > Ungrounded is the "run" condition, ground it to > kill it. > > Getting mine to stop running has never been the problem.... Good luck with > yours... > > Worth what ye paid fer it... > > beauford > FF-076 > Brandon, FL > > > > > > > > ________________________________________________________________________________
Date: Jun 07, 2012
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: Flight West 2012
Well John I flew my Sierra from FHU to FLL last week about 2000 miles, it was a beautiful flight, going from the drought ridden great SW Desert to the wet gulf states. would have been a lot more fun and adventuresome in a Kolb. Lots I don't see at a mile above the ground doing 130 knots, still it was a great flight, about 13 hrs flight time in total. Now looking for a home for the Kolb the T-hanger I got here ain't big enough for the Kolb and the Beech. Ron @ FLL ========================== ======================================== ---- John Hauck wrote: ============ Hi Folks: Making final plans and preparation for my annual flight West. Will be departing Gantt International Airport in one to two weeks, depending on wind and weather between here and the Rock House near Burns Junction, Oregon. Normal route is 1,876 sm. Flight time is 25.0 hours at 75 mph ground speed. Fuel consumption will be 125 gal. At 5.50 to 6.00 a gal, that's between 687.50 and 750.00 for the flight West, one way. Is it worth it? You bet!!! I always enjoy it, not matter how tough it gets. I also try to remember that normal folks don't get to experience a flight like this at any price. Route of flight is: -Gantt International Airport, Alabama -M40 Aberdeen, MS -KTUA Tunica, MS -KHBZ Heber Springs, AR -KEOS Neosho, MO (RON (remain overnight)) -KEQA El Dorado, KS -KGBD Great Bend, KS -KGLD Goodland, KS -KAKO Akron, CO (RON) -KLAR Laramie, WY -KRWL Rawlins, WY -KRKS Rock Springs, WY -KBMC Brigham City, UT (RON) -06U Jackpot, NV -U91 Grasmere, ID -The Rock House, OR Where I spend the night is tentative depending on me, wind, weather, and the airplane. I have flown this route both ways many times. It is very boring until about Akron, CO, when I have the Rockies in sight. Nearly always windy between Great Bend, KS and Brigham City, UT. Hopefully, the wind will be on my back. Getting excited about making another cross continent flight and seeing my old friends, and meeting new ones. Give me a shout if you are near my route of flight and want to have lunch or a cup of coffee. john h mkIII Titus, Alabama 334-567-6280 home 334-315-2621 cell -- Ron @ KFHU ________________________________________________________________________________
Subject: Re: Flight West 2012
From: kinne russ <russk50(at)gmail.com>
Date: Jun 08, 2012
Ron Just a suggestion, but why doncha fly your Sierra at 500' ? With a dependable aircraft it's a LOT more fun. Made 6 coast-coast trips in my 170 that way. Much better than high & boring, IMHO. Sorry not quite Kolb-related. On Jun 7, 2012, at 9:55 PM, Ron @ KFHU wrote: > > Well John I flew my Sierra from FHU to FLL last week about 2000 miles, it was a beautiful flight, going from the drought ridden great SW Desert to the wet gulf states. would have been a lot more fun and adventuresome in a Kolb. Lots I don't see at a mile above the ground doing 130 knots, still it was a great flight, about 13 hrs flight time in total. Now looking for a home for the Kolb the T-hanger I got here ain't big enough for the Kolb and the Beech. > > Ron @ FLL > ========================== > > ======================================== > ---- John Hauck wrote: > > ============ > Hi Folks: > > Making final plans and preparation for my annual flight West. > > Will be departing Gantt International Airport in one to two weeks, depending > on wind and weather between here and the Rock House near Burns Junction, > Oregon. > > Normal route is 1,876 sm. > > Flight time is 25.0 hours at 75 mph ground speed. > > Fuel consumption will be 125 gal. At 5.50 to 6.00 a gal, that's between > 687.50 and 750.00 for the flight West, one way. > > Is it worth it? You bet!!! I always enjoy it, not matter how tough it > gets. I also try to remember that normal folks don't get to experience a > flight like this at any price. > > Route of flight is: > > -Gantt International Airport, Alabama > > -M40 Aberdeen, MS > > -KTUA Tunica, MS > > -KHBZ Heber Springs, AR > > -KEOS Neosho, MO (RON (remain overnight)) > > -KEQA El Dorado, KS > > -KGBD Great Bend, KS > > -KGLD Goodland, KS > > -KAKO Akron, CO (RON) > > -KLAR Laramie, WY > > -KRWL Rawlins, WY > > -KRKS Rock Springs, WY > > -KBMC Brigham City, UT (RON) > > -06U Jackpot, NV > > -U91 Grasmere, ID > > -The Rock House, OR > > Where I spend the night is tentative depending on me, wind, weather, and the > airplane. > > I have flown this route both ways many times. It is very boring until about > Akron, CO, when I have the Rockies in sight. Nearly always windy between > Great Bend, KS and Brigham City, UT. Hopefully, the wind will be on my > back. > > Getting excited about making another cross continent flight and seeing my > old friends, and meeting new ones. > > Give me a shout if you are near my route of flight and want to have lunch or > a cup of coffee. > > john h > mkIII > Titus, Alabama > > 334-567-6280 home > 334-315-2621 cell > > > > > -- > Ron @ KFHU > > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Flight West 2012
Date: Jun 08, 2012
would have been a lot more fun and adventuresome in a Kolb. Lots I don't see at a mile above the ground doing 130 knots, Ron @ FLL Kolbers: Still waiting on a decent weather window to fly to Oregon. When you have the Great Plains and the Rockies to contend with, it is difficult to get good weather all the way across the country in a 4 day time frame. Probably have to do like I did in the old days, fly until the wind and/or weather stops me. Wait until it gets flyable again, and do it all over until I reach my destination. Good wind and weather until Goodland, KS, in the NW part of the state. Then high winds blowing out of the SW, W, and NW. Windy until I get over the Rockies and into Brigham City, UT. That's not good conditions to cross the Rockies. I'll keep waiting until things get a little better. john h MKIII Titus, Alabama ________________________________________________________________________________
Subject: Re: Ignition/kill switch for 447
From: "cdupuis" <ctdupuis(at)maine.rr.com>
Date: Jun 08, 2012
Thanks for the info! Much appreciated. Drawings need to be fleshed out a bit. Charlie Read this topic online here: http://forums.matronics.com/viewtopic.php?p=375046#375046 ________________________________________________________________________________
Date: Jun 08, 2012
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: New wheels, tires, axles and brakes for my Mark II
> >Tracy O'Brien has sent my new wheels, tires, axles and brakes. > >When cutting the hole in the axle to line up with my leg strut, how do I get the right angle for the tire so that the wheels are angled right? The old axle had an "8"-shaped cut in it where it looks like they tried it in one position and had to redrill to readjust it. I'd rather not have to do that. > >-------- Cristal, Not too many options. If possible, support the fuselage on jacks to take the weight off the gear. Remove the old gear and slide the new axles into place. Using a straight edge lock both axles together so they are in a line with each other. Check to see if you can drill a new hole through the whole assembly at a slightly different location. If not you must work with the old axle mounts. Using the old mounts, try to locate one side of the hole as close as you can to the original. Drill this hole a 1/32 inch larger than the mounting bolt. Slide it into to place, insert the mounting bolt through the new hole and into the leg to see if the assembly lines up with the straight edge. If not, enlarge the newly drilled hole on the proper side until things line up. At this point clamp everything in position and proceed to drill the correct diameter hole on through the landing gear leg out the other side. Try your mounting bolt again to see if things still line up. They should. Once this is done you can proceed to the second side. Once everything is mounted, you can check for proper camber. This can only be adjusted by bending the lower gear leg. How to do this can be found at: http://jackbhart.com/firefly/firefly126.html Hope this helps. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: New wheels, tires, axles and brakes for my Mark II
Date: Jun 08, 2012
Once everything is mounted, you can check for proper camber. This can only be adjusted by bending the lower gear leg. How to do this can be found at: http://jackbhart.com/firefly/firefly126.html Hope this helps. Jack B. Hart FF004 Folks: The 5/8" axles are also very bendable to get the correct alignment and camber. Slip a 5/8" ID pipe over the axle and bend the desired direction. I have 3/4" axles and have not tried to bend them. Don't know how well that will work with the 3/4" axles or not. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: Jun 08, 2012
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: Flight West 2012
Well its flying, all I can do now is think I am in a Kolb. the thing about the sierra unlike a Kolb is the mindset. In the Sierra I want to get there, even at lean of peak burning only 8.4 x 6 bucks per gallons its still is some sort of a budgetary hit. I don't know what John burns in his 912 but it gotta be way less than 8 gph and he can burn mogas if he can get to it. Ron @ FFL =============================== ---- kinne russ wrote: ============ Ron Just a suggestion, but why doncha fly your Sierra at 500' ? With a dependable aircraft it's a LOT more fun. Made 6 coast-coast trips in my 170 that way. Much better than high & boring, IMHO. Sorry not quite Kolb-related. On Jun 7, 2012, at 9:55 PM, Ron @ KFHU wrote: > > Well John I flew my Sierra from FHU to FLL last week about 2000 miles, it was a beautiful flight, going from the drought ridden great SW Desert to the wet gulf states. would have been a lot more fun and adventuresome in a Kolb. Lots I don't see at a mile above the ground doing 130 knots, still it was a great flight, about 13 hrs flight time in total. Now looking for a home for the Kolb the T-hanger I got here ain't big enough for the Kolb and the Beech. > > Ron @ FLL > ========================== > > ======================================== > ---- John Hauck wrote: > > ============ > Hi Folks: > > Making final plans and preparation for my annual flight West. > > Will be departing Gantt International Airport in one to two weeks, depending > on wind and weather between here and the Rock House near Burns Junction, > Oregon. > > Normal route is 1,876 sm. > > Flight time is 25.0 hours at 75 mph ground speed. > > Fuel consumption will be 125 gal. At 5.50 to 6.00 a gal, that's between > 687.50 and 750.00 for the flight West, one way. > > Is it worth it? You bet!!! I always enjoy it, not matter how tough it > gets. I also try to remember that normal folks don't get to experience a > flight like this at any price. > > Route of flight is: > > -Gantt International Airport, Alabama > > -M40 Aberdeen, MS > > -KTUA Tunica, MS > > -KHBZ Heber Springs, AR > > -KEOS Neosho, MO (RON (remain overnight)) > > -KEQA El Dorado, KS > > -KGBD Great Bend, KS > > -KGLD Goodland, KS > > -KAKO Akron, CO (RON) > > -KLAR Laramie, WY > > -KRWL Rawlins, WY > > -KRKS Rock Springs, WY > > -KBMC Brigham City, UT (RON) > > -06U Jackpot, NV > > -U91 Grasmere, ID > > -The Rock House, OR > > Where I spend the night is tentative depending on me, wind, weather, and the > airplane. > > I have flown this route both ways many times. It is very boring until about > Akron, CO, when I have the Rockies in sight. Nearly always windy between > Great Bend, KS and Brigham City, UT. Hopefully, the wind will be on my > back. > > Getting excited about making another cross continent flight and seeing my > old friends, and meeting new ones. > > Give me a shout if you are near my route of flight and want to have lunch or > a cup of coffee. > > john h > mkIII > Titus, Alabama > > 334-567-6280 home > 334-315-2621 cell > > > > > -- > Ron @ KFHU > > > > -- Ron @ KFHU ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Flight West 2012
Date: Jun 09, 2012
Hi Folks: Getting a late start, but should be able to make Neosho, MO, before dark. If not, I'll find someplace else to hang my hat for the night. May have to wait out weather in Neosho or Goodland, KS, tomorrow, but if I don't get out of Alabama this morning, it may be late next week before I will be able to depart. Still got wind in CO and WY, but that should start subsiding some by Monday. Always amazes me how much stuff it takes to cross country in a Kolb comfortably. Somehow it all finds a place on board. Should have tailwinds all the way to Neosho, but never count on it 100% because Mother Nature has a way of changing her mind. I'm out the door and heading for Gantt International Airport. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: Flight West 2012
From: kinne russ <russk50(at)gmail.com>
Date: Jun 09, 2012
Good on you Mate! -- as the Aussies would say Fair winds, happy days Russ On Jun 9, 2012, at 11:07 AM, John Hauck wrote: > > Hi Folks: > > Getting a late start, but should be able to make Neosho, MO, before dark. > If not, I'll find someplace else to hang my hat for the night. May have to > wait out weather in Neosho or Goodland, KS, tomorrow, but if I don't get out > of Alabama this morning, it may be late next week before I will be able to > depart. > > Still got wind in CO and WY, but that should start subsiding some by Monday. > > Always amazes me how much stuff it takes to cross country in a Kolb > comfortably. Somehow it all finds a place on board. > > Should have tailwinds all the way to Neosho, but never count on it 100% > because Mother Nature has a way of changing her mind. > > I'm out the door and heading for Gantt International Airport. > > john h > mkIII > Titus, Alabama > > > > > ________________________________________________________________________________
Date: Jun 09, 2012
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: Flight West 2012
good luck, enjoy the ride. Ron @ KFFL ======================== ---- John Hauck wrote: ============ Hi Folks: Getting a late start, but should be able to make Neosho, MO, before dark. If not, I'll find someplace else to hang my hat for the night. May have to wait out weather in Neosho or Goodland, KS, tomorrow, but if I don't get out of Alabama this morning, it may be late next week before I will be able to depart. Still got wind in CO and WY, but that should start subsiding some by Monday. Always amazes me how much stuff it takes to cross country in a Kolb comfortably. Somehow it all finds a place on board. Should have tailwinds all the way to Neosho, but never count on it 100% because Mother Nature has a way of changing her mind. I'm out the door and heading for Gantt International Airport. john h mkIII Titus, Alabama -- Ron @ KFHU ________________________________________________________________________________
Date: Jun 10, 2012
From: <jhauck(at)elmore.rr.com>
Subject: Re: Flight West 2012
Got into Neosho, MO, yesterday. What a ride. Most of it was 110 to 116 mph ground speed. Flew 5.8 hours/about 550 sm. Tail wind all the way. Today I will wait out the wind in Kansas, Colorado, and Wyoming. The wind was honking when I got up early this morning. I have a tailwind here, but it soon turns to a headwind. I have decided to hole up here at Neosho until tomorrow morning and this wind blows out of here. I am in a good place. Have access to an old beat up truck, air conditioned pilots lounge, TV, and a computer. I have spent a lot of nights here at Neosho Airport. Six nights on last year's flight. The airplane and engine are doing good. The pilot is out of shape for long cross country flying. Hopefully, he'll get back in the groove in a few days. I made 3 landings yesterday. All with interesting high cross winds on pavement. All got my pulse rate up a bit. Today will be a good day to check out my airplane real well. john h mkIII Neosho, Missiouri ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Jun 10, 2012
Subject: RE: Kolb-List Digest: 3 Msgs - 06/09/12
SOUNDS GOOD John. So many of us enjoy your trip logs. Thanks for keeping us posted. Bob G Kolb MKIIIX, N830P ________________________________________________________________________________
Date: Jun 10, 2012
Subject: Kolb MkIIIC for sale
From: Robert Laird <rlaird(at)cavediver.com>
Kolb MkIIIC for sale, 100hp Rotax 912ULS, Grand Rapids EIS, just completed 5-yr carb overhaul, N553RL (E-LSA)... $29k includes fully enclosed trailer for it.... $27k without trailer. Located near Waller, Texas (northwest of Houston). *I'll be working on more details and photos soon.* Am offering it on the Kolb list first, but will try Barnstormers if I don't get any interest here. -- Robert ________________________________________________________________________________
Date: Jun 10, 2012
Subject: Re: Kolb MkIIIC for sale
From: Robert Laird <rlaird(at)cavediver.com>
Some photos: https://www.facebook.com/media/set/?set=a.4298307717.41.500807717&type=3&l=40c89cb160 On Sun, Jun 10, 2012 at 9:20 PM, Robert Laird wrote: > Kolb MkIIIC for sale, 100hp Rotax 912ULS, Grand Rapids EIS, just completed > 5-yr carb overhaul, N553RL (E-LSA)... $29k includes fully enclosed trailer > for it.... $27k without trailer. Located near Waller, Texas (northwest > of Houston). > > *I'll be working on more details and photos soon.* Am offering it on the > Kolb list first, but will try Barnstormers if I don't get any interest here. > > -- Robert > > > * > > * > > ________________________________________________________________________________
Subject: Michigan Kolb Fly-In
From: "ces308" <ces308(at)ldaco.com>
Date: Jun 11, 2012
Hello everyone ! Just a reminder that if anyone can make it,I am hosting a Kolb Fly-In the weekend of August 17,18 and 19. There will be a simple dinner Friday evening...a fly out for breakfast Saturday morning (some place close) dinner Saturday night...and a continental breakfast Sunday morning. Lots of room at the airport for camping or there are motels within walking distance from the airport.There is one right at the end of the runway ! And it's cheap ! All you will need is what ever you are drinking and your camping stuff. You are also welcome to the hangar for sleeping too . Let me know if you are planning on coming so we can figure on food. Oh yeah...the airport...5Y2,Houghton Lake State Airport. If you have any questions,please email me at ces308(at)ldaco.com Thanks,and hope to see you there ! chris ambrose Read this topic online here: http://forums.matronics.com/viewtopic.php?p=375350#375350 ________________________________________________________________________________
Subject: BRS vs sencond chantz
From: "cdupuis" <ctdupuis(at)maine.rr.com>
Date: Jun 12, 2012
Any opinions on manufacturers other than BRS? thanks, Charlie Read this topic online here: http://forums.matronics.com/viewtopic.php?p=375421#375421 ________________________________________________________________________________
Date: Jun 12, 2012
From: <jhauck(at)elmore.rr.com>
Subject: Re: Flight West 2012
> Hi Folks: > > Life is good. I am on the ground in Laramie, WY. Took off from Goodland, KS, this morning at 0600. Was a wise decision on my part, for a change. Had 110 mph ground speed on take off and over 100 mph ground speed for two hours. As I approached the mountains on the east side of Laramie, my ground speed dropped to 50 mph with turbulence up to 10,500 feet. The third hour was spent crawling into Laramie. > > Got a good look at the monster forrest fire north of Denver. At first I thought the smoke was another cloud it is so large and white. > > Breeze conditions are in effect for here west to Logan, UT for the next two days. I am already holed up in a nice motel with hot tub. Soon as I get a bite to eat, I am heading for the tub. Been 4 days since I have enjoyed a good soak. ;-) > > If I am up to it, I will attempt to fly the remainder of my trip Thursday. Very doable with some decent winds. Getting over the Rockies is the primary mission and the most difficult due to winds and weather. Today, the mkIII did not want to climb much over 10.000 feet. That would put me in a bind getting on the west side of the mountains. > > The MKIII and 912ULS are performing great. Amazing little airplane and also an amazing combination. Every flight West takes some readjusting to the wind and tubulence. I have been flying in it for 9 hours so far on this flight. The first 6 hours, other than low visability and rain, was a piece of cake, with great tailwinds all the way to Neosho, MO. > > So far, 15 hours into this flight, with three days flying and one on the ground. > > Take care, > > john h > MKIII > Laramie, WY ________________________________________________________________________________
From: Sky Biker <smlplanet(at)msn.com>
Subject: BRS vs sencond chantz
Date: Jun 12, 2012
What size chute are you looking for? I have two 500 lb BRS's I have no use for any more. One is new and never been installed and the other was only on for a short time. Both would need to be inspected as they are out of date. Skybiker SW Florida > Subject: Kolb-List: BRS vs sencond chantz > From: ctdupuis(at)maine.rr.com > Date: Tue=2C 12 Jun 2012 09:55:42 -0700 > To: kolb-list(at)matronics.com > > > Any opinions on manufacturers other than BRS? > > thanks=2C > Charlie > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=375421#375421 > > > > > > > =========== =========== =========== =========== > > > ________________________________________________________________________________
Subject: Re: BRS vs sencond chantz
From: "cdupuis" <ctdupuis(at)maine.rr.com>
Date: Jun 12, 2012
I need a 550 for a firefly. How old are they? How much? Thanks, Charlie Read this topic online here: http://forums.matronics.com/viewtopic.php?p=375438#375438 ________________________________________________________________________________
Subject: Re: Flight West 2012
From: kinne russ <russk50(at)gmail.com>
Date: Jun 12, 2012
John Delighted to hear you've made such good progress. All Kolbers are watching/listening & cheering you on I'm sure. And even non-Kolbers like me. The few times I've crossed the Rockies I've followed the 4-lanes, don't recall having to go over 6-7K or so. As I recall, Billings, Jackson, Rawlins & then way south. All the best, fair winds, Russ On Jun 12, 2012, at 2:23 PM, wrote: > > >> Hi Folks: >> >> Life is good. I am on the ground in Laramie, WY. Took off from Goodland, KS, this morning at 0600. Was a wise decision on my part, for a change. Had 110 mph ground speed on take off and over 100 mph ground speed for two hours. As I approached the mountains on the east side of Laramie, my ground speed dropped to 50 mph with turbulence up to 10,500 feet. The third hour was spent crawling into Laramie. >> >> Got a good look at the monster forrest fire north of Denver. At first I thought the smoke was another cloud it is so large and white. >> >> Breeze conditions are in effect for here west to Logan, UT for the next two days. I am already holed up in a nice motel with hot tub. Soon as I get a bite to eat, I am heading for the tub. Been 4 days since I have enjoyed a good soak. ;-) >> >> If I am up to it, I will attempt to fly the remainder of my trip Thursday. Very doable with some decent winds. Getting over the Rockies is the primary mission and the most difficult due to winds and weather. Today, the mkIII did not want to climb much over 10.000 feet. That would put me in a bind getting on the west side of the mountains. >> >> The MKIII and 912ULS are performing great. Amazing little airplane and also an amazing combination. Every flight West takes some readjusting to the wind and tubulence. I have been flying in it for 9 hours so far on this flight. The first 6 hours, other than low visability and rain, was a piece of cake, with great tailwinds all the way to Neosho, MO. >> >> So far, 15 hours into this flight, with three days flying and one on the ground. >> >> Take care, >> >> john h >> MKIII >> Laramie, WY > > > > > ________________________________________________________________________________
Date: Jun 12, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: BRS vs sencond chantz
I also need a 500 for a firefly ! How much ? Chris=0A=0A=0AChris Davis=0AKX P 503 492 hrs=0AGlider Pilot=0ADisabled from crash building Firefly=0A=0AFr om: Sky Biker =0ATo: kolb-list(at)matronics.com =0ASent: Tu esday, June 12, 2012 2:35 PM=0ASubject: RE: Kolb-List: BRS vs sencond chant z=0A=0A=0AWhat size chute are you looking for? I have two 500 lb BRS's I ha ve no use for any more. One is new and never been installed and the other w as only on for a short time.=0ABoth would need to be inspected as they are out of date. =0A-=0ASkybiker=0ASW Florida=0A-=0A=0A> Subject: Kolb-List : BRS vs sencond chantz=0A> From: ctdupuis(at)maine.rr.com=0A> Date: Tue, 12 J st message posted by: "cdupuis" =0A> =0A> Any opinio ns on manufacturers other than BRS?=0A> =0A> thanks,=0A> Charlie=0A> =0A> =0A> =0A> =0A> Read this topic online here:=0A> =0A> http://forums.matronic s.com/viewtopic.php?p=375421#375421=0A> =0A> =0A> =0A> =0A> =0A> =0A> =0A &========================0A&g == ________________________________________________________________________________
Date: Jun 12, 2012
From: <jhauck(at)elmore.rr.com>
Subject: Re: Flight West 2012
> The few times I've crossed the Rockies I've followed the 4-lanes, don't recall having to go over 6-7K or so. As I recall, Billings, Jackson, Rawlins & then way south. > All the best, > fair winds, > Russ Russ K/Kolbers: Times have changed, I reckon, since you flew those routes. Field elevation at Laramie is 7284 and Rawlins is 6817, as are most of the air fields west of Laramie. I prefer the shorter routes than following the Interstate Highways, but do not hesitate to use any pass I need to get safely across the Rockies or any other mountain. With winds gusting to 40 mph, especially from the West, just ain't productive to try and fly through that over the Rockies. I think I can fly from here to the Rock House Thursday if the wind cooperates a little. john h ________________________________________________________________________________
Subject: Re: Flight West 2012
From: kinne russ <russk50(at)gmail.com>
Date: Jun 12, 2012
John Obviously your info is better than my memory. Fair winds, Russ On Jun 12, 2012, at 7:03 PM, wrote: > > >> The few times I've crossed the Rockies I've followed the 4-lanes, don't recall having to go over 6-7K or so. As I recall, Billings, Jackson, Rawlins & then way south. >> All the best, >> fair winds, >> Russ > > > > Russ K/Kolbers: > > Times have changed, I reckon, since you flew those routes. Field elevation at Laramie is 7284 and Rawlins is 6817, as are most of the air fields west of Laramie. I prefer the shorter routes than following the Interstate Highways, but do not hesitate to use any pass I need to get safely across the Rockies or any other mountain. > > With winds gusting to 40 mph, especially from the West, just ain't productive to try and fly through that over the Rockies. > > I think I can fly from here to the Rock House Thursday if the wind cooperates a little. > > john h > > > > > > ________________________________________________________________________________
Date: Jun 12, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Flight West 2012
John , Glad to hear you are making such progress , Ill wish for a tailwind ! Chris=0A=0A=0AChris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled fro m crash building Firefly=0A=0A=0A________________________________=0AFrom: " jhauck(at)elmore.rr.com" =0ATo: kolb-list(at)matronics.com =0ASent: Tuesday, June 12, 2012 7:03 PM=0ASubject: Re: Kolb-List: Re: Fligh =0A=0A> The few times I've crossed the Rockies I've followed the 4-lanes, d on't recall having to go over 6-7K or so. As I recall, Billings, Jackson, R awlins & then way south.=0A> All the best, =0A> fair winds,=0A> Russ=0A=0A =0A=0ARuss K/Kolbers:=0A=0ATimes have changed, I reckon, since you flew tho se routes.- Field elevation at Laramie is 7284 and Rawlins is 6817, as ar e most of the air fields west of Laramie.- I prefer the shorter routes th an following the Interstate Highways, but do not hesitate to use any pass I need to get safely across the Rockies or any other mountain.=0A=0AWith win ds gusting to 40 mph, especially from the West, just ain't productive to tr y and fly through that over the Rockies.=0A=0AI think I can fly from here t o the Rock House Thursday if the wind cooperates a little.=0A=0Ajohn h=0A ============= ________________________________________________________________________________
From: Arksey(at)aol.com
Date: Jun 12, 2012
Subject: Re: Flight West 2012
John thanks for posting the info on your flight west....blue skys and safe flying....what a wonderful way to view our country using the Kolb.... Jim Swan Kolb Firestar ll, 503 Rotax , 6147 Wilcox Rd., Eaton Rapids, Mi 48827 ph 517-663-8488 GPS GPS FOR MY RUNWAY N 42 deg 28.581 W084deg 44.825 In a message dated 6/12/2012 2:25:02 P.M. Eastern Daylight Time, jhauck(at)elmore.rr.com writes: --> Kolb-List message posted by: > Hi Folks: > > Life is good. I am on the ground in Laramie, WY. Took off from Goodland, KS, this morning at 0600. Was a wise decision on my part, for a change. Had 110 mph ground speed on take off and over 100 mph ground speed for two hours. As I approached the mountains on the east side of Laramie, my ground speed dropped to 50 mph with turbulence up to 10,500 feet. The third hour was spent crawling into Laramie. > > Got a good look at the monster forrest fire north of Denver. At first I thought the smoke was another cloud it is so large and white. > > Breeze conditions are in effect for here west to Logan, UT for the next two days. I am already holed up in a nice motel with hot tub. Soon as I get a bite to eat, I am heading for the tub. Been 4 days since I have enjoyed a good soak. ;-) > > If I am up to it, I will attempt to fly the remainder of my trip Thursday. Very doable with some decent winds. Getting over the Rockies is the primary mission and the most difficult due to winds and weather. Today, the mkIII did not want to climb much over 10.000 feet. That would put me in a bind getting on the west side of the mountains. > > The MKIII and 912ULS are performing great. Amazing little airplane and also an amazing combination. Every flight West takes some readjusting to the wind and tubulence. I have been flying in it for 9 hours so far on this flight. The first 6 hours, other than low visability and rain, was a piece of cake, with great tailwinds all the way to Neosho, MO. > > So far, 15 hours into this flight, with three days flying and one on the ground. > > Take care, > > john h > MKIII > Laramie, WY ________________________________________________________________________________
Date: Jun 12, 2012
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: Flight West 2012
Good to hear from you, and that you are moving along at your comfort, only way to do go. Ron @ KFHU (temporarily) =========================================== ---- jhauck(at)elmore.rr.com wrote: ============ > Hi Folks: > > Life is good. I am on the ground in Laramie, WY. Took off from Goodland, KS, this morning at 0600. Was a wise decision on my part, for a change. Had 110 mph ground speed on take off and over 100 mph ground speed for two hours. As I approached the mountains on the east side of Laramie, my ground speed dropped to 50 mph with turbulence up to 10,500 feet. The third hour was spent crawling into Laramie. > > Got a good look at the monster forrest fire north of Denver. At first I thought the smoke was another cloud it is so large and white. > > Breeze conditions are in effect for here west to Logan, UT for the next two days. I am already holed up in a nice motel with hot tub. Soon as I get a bite to eat, I am heading for the tub. Been 4 days since I have enjoyed a good soak. ;-) > > If I am up to it, I will attempt to fly the remainder of my trip Thursday. Very doable with some decent winds. Getting over the Rockies is the primary mission and the most difficult due to winds and weather. Today, the mkIII did not want to climb much over 10.000 feet. That would put me in a bind getting on the west side of the mountains. > > The MKIII and 912ULS are performing great. Amazing little airplane and also an amazing combination. Every flight West takes some readjusting to the wind and tubulence. I have been flying in it for 9 hours so far on this flight. The first 6 hours, other than low visability and rain, was a piece of cake, with great tailwinds all the way to Neosho, MO. > > So far, 15 hours into this flight, with three days flying and one on the ground. > > Take care, > > john h > MKIII > Laramie, WY -- Ron @ KFHU ________________________________________________________________________________
Date: Jun 15, 2012
From: <jhauck(at)elmore.rr.com>
Subject: Flight West 20112
Hi Folks: Took off from Laramie, WY, at 0600 yesterday. Landed at the Rock House at 1700. Had a nine hour flight day. Trip took 6 days, 4 flying and two on the ground. Total time was 24.1 hours, 6, 6, 3, and 9 hour days, which average out to 6 hours a day X 4 days. The Kolb MKIII and Rotax 912ULS performed flawlessly. Only mechanical problem was loss of the little metal cap on the top of the Maule tail wheel between Burley and Buhl, ID. Even after all these years, this little airplane still impresses me. It does some amazing stuff hauling me and my gear to some exotic places. Feels to good to take it easy and not have to fly today. ;-) john h mkIII Rock House, near Burns Junction, Oregon ________________________________________________________________________________
Date: Jun 15, 2012
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Flight West 20112
John , Sounds like you had good trip .Glad to hear you had another successf ul voyage , take it easy , put your feet up and rest a spell=0A=0AYour frie nd and admirer-=0AChris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from crash building Firefly=0A=0AFrom: "jhauck(at)elmore.rr.com" <jhauck@elmo re.rr.com>=0ATo: " kolb-list(at)matronics.com" =0ASe nt: Friday, June 15, 2012 12:25 PM=0ASubject: Kolb-List: Flight West 20112 :=0A=0ATook off from Laramie, WY, at 0600 yesterday.- Landed at the Rock House at 1700.- Had a nine hour flight day.=0A=0ATrip took 6 days, 4 flyi ng and two on the ground.=0A=0ATotal time was 24.1 hours, 6, 6, 3, and 9 ho ur days, which average out to 6 hours a day X 4 days.=0A=0AThe Kolb MKIII a nd Rotax 912ULS performed flawlessly.- Only mechanical problem was loss o f the little metal cap on the top of the Maule tail wheel between Burley an d Buhl, ID.=0A=0AEven after all these years, this little airplane still imp resses me.- It does some amazing stuff hauling me and my gear to some exo tic places.=0A=0AFeels to good to take it easy and not have to fly today. - ;-)=0A=0Ajohn h=0AmkIII=0ARock House, near Burns Junction, Oregon=0A=0A -======================== ________________________________________________________________________________
Date: Jun 16, 2012
Subject: John and I flew to the Alvord today
From: Larry Cottrell <lcottrell1020(at)gmail.com>
John and I made a trip to the Alvord today, and I entered a post in my blog. There is a short video of the flight at the end of the post. Larry -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Date: Jun 16, 2012
Subject: John and I flew to the Alvord today
From: Larry Cottrell <lcottrell1020(at)gmail.com>
I have been fighting Vimeo and Google all day long trying to get this uploaded. A bit punchy I guess. Sorry here is the link http://owyheeflyer.blogspot.com/ Larry ---------- Forwarded message ---------- From: Larry Cottrell <lcottrell1020(at)gmail.com> Date: Sat, Jun 16, 2012 at 9:13 PM Subject: Kolb-List: John and I flew to the Alvord today John and I made a trip to the Alvord today, and I entered a post in my blog. There is a short video of the flight at the end of the post. Larry -- *If you forward this email, or any part of it, please remove my email address before sending.* * * -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Subject: Re: John and I flew to the Alvord today
From: "Jimmy Young" <jdy100(at)comcast.net>
Date: Jun 17, 2012
Pretty cool stuff. Wish I was there, but your videos & posts are the next best thing. Have fun & keep 'um coming. Jimmy Y. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=375879#375879 ________________________________________________________________________________
Subject: Re: John and I flew to the Alvord today
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Jun 17, 2012
Larry, As always your excellent videos give us green-land Kolbers a view so unfamiliar to us. Your choice of music enhances the "America's Outback" feeling of the place. I know you've told us before but I don't remember. What is the length of your rock house airstrip and what is its elevation above sea level? -------- 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=375881#375881 ________________________________________________________________________________
Date: Jun 17, 2012
Subject: Re: John and I flew to the Alvord today
From: Larry Cottrell <lcottrell1020(at)gmail.com>
The airstrip is 2800 usable for take off. and the altitude is 4000 above sea level. Larry On Sun, Jun 17, 2012 at 5:55 AM, Thom Riddle wrote: > > Larry, > As always your excellent videos give us green-land Kolbers a view so > unfamiliar to us. Your choice of music enhances the "America's Outback" > feeling of the place. > > I know you've told us before but I don't remember. What is the length of > your rock house airstrip and what is its elevation above sea level? > > -------- > 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=375881#375881 > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Subject: Re: John and I flew to the Alvord today
From: "miyer2u" <miyer2u(at)yahoo.com>
Date: Jun 17, 2012
Thanks Larry! Thats was a nice video! Finally saw your Rock House runway! Mahesh Read this topic online here: http://forums.matronics.com/viewtopic.php?p=375954#375954 ________________________________________________________________________________
Date: Jun 18, 2012
From: Phil <phactor9(at)yahoo.com>
Subject: Which David Clark headset?
I'm pretty sold on getting a David Clark headset. I'll be flying an open cockpit Kolb (no windshield, no nuthin'). Do I want high or low impedance earphones? What's the difference? Who owns what model, and why do you like it? Phil H. ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Jun 19, 2012
Subject: RE: Kolb-List Digest: 1 Msgs - 06/18/12
Phil: I use the David Clark H10-13S and am very satisfied with it, but I also use and like the H10-13X better. I have used these in production aircraft such as C-180, 206 and also Aeronca 7AC. The 13X has great noise cancellation. I plan to purchase a DC helmet or at least a leather flying helmet that can be used with these headsets for flying my MKIIIX... soon I hope. Hope you get the info you need. John H. How are things going for you? BCG N830PB, MKIIIX project ________________________________________________________________________________
Date: Jun 19, 2012
From: <jhauck(at)elmore.rr.com>
Subject: Re: RE: Kolb-List Digest: 1 Msgs - 06/18/12
> John H. How are things going for you? > BCG > N830PB, MKIIIX project Bob G/Folks: All is well in the high desert of SE Oregon. Larry C and I are staying busy. Were going to fly in to the Owyhee River Canyon this morning to fish and camp, but the weather is forecast to drop to 39F in the morning. We'll figure out something else to do despite the fact that both the Firestar and MKIII are loaded and ready to go. Larry and Karen are getting everything ready for the arrival of our Kolb friends this weekend. We look forward to another fun get together of Kolbers that met beginning with the first Unplanned/Unorganized Kolb Flying Monument Valley, Utah, 2003. I flew .5 hours yesterday morning in smooth, cool, clean air. Was a pleasure to putt around the local area. john h mkIII Burns Junction, OR ________________________________________________________________________________
Date: Jun 19, 2012
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Kolb is being packed to go to Florida
http://www.youtube.com/watch?v=P-NRrzoz7To A 26 foot Penske makes small work of transporting the Kolb M3X to FLL 2200 miles. Ron @ KHWO ========================================= ---- Jimmy Young wrote: ============ Pretty cool stuff. Wish I was there, but your videos & posts are the next best thing. Have fun & keep 'um coming. Jimmy Y. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=375879#375879 -- Ron @ KFHU ________________________________________________________________________________
Subject: Recreational Aviation Foundation legislation , is lead story
From: "Dennis Thate" <retroman(at)frontier.com>
Date: Jun 20, 2012
http://www.midwestflyer.com/ It's time to move this victory for Aviation to your State ! [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=376160#376160 ________________________________________________________________________________
Subject: rotax 447 propeller recomendation high temps
From: "tombaisley" <tombaisley(at)yahoo.com>
Date: Jun 21, 2012
I have a FS1 w/ 447 2.58 box, spinning a 66" two blade IVO. I am have trouble with high EGT and CHT. With the propeller pitched to give me 6200rpm at climb out ,I'm seeing EGT in the 1100-1150 at 5700rpm which seems to cause the CHT to start climbing thru 400F. If I increase the prop pitch to 6000 rpm at climb out my EGT are stable at 1050 or so, but I'm still seeing CHT of 390-410F. I also have high EGT ( 1150 - 1230 ) in the 3900-4600rpm range, I suspect that may just be the nature of the beast. I spoke with IVO prop and his recommendation was "more pitch", But that seems to aggravate the CHT. I'm starting to wonder if I'm over propped and should maybe cut down the diameter or go to a three blade prop? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=376194#376194 ________________________________________________________________________________
Subject: Re: rotax 447 propeller recomendation high temps
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Jun 21, 2012
You are running stock jets and have pressure/vacuum tested your engine I assume? Do you have an intake silencer? Because it will cause you to lose a hair of power, and IMO you can't afford to lose any power, because you already have too much prop. Back in the day when I had a 532 on the MKIII, IVO started me out with a 3 blade 64" - that was way too much prop for that engine, took one blade off and it was a sweetheart. Then I put a 2 blade 66" on it and that was good too. If I remember correctly (HAH) my buddies ran 3 blade 62" IVO's on their 503's. I am running a 68" 2 blade on my 582, and you are trying to run almost as much prop on a much smaller engine, so I would guess you are way overloaded on prop. Before I spent any money on another prop, I would start by shortening your current blades a bit at a time and see what happens. I suspect that when you get down around 62" - 64" you will find things to be OK assuming that all else is as it should be. -------- 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=376200#376200 ________________________________________________________________________________
Date: Jun 21, 2012
From: <jhauck(at)elmore.rr.com>
Subject: Re: rotax 447 propeller recomendation high temps
---- tombaisley wrote: > I'm starting to wonder if I'm over propped and should maybe cut down the diameter or go to a three blade prop? Tom B/Folks: I prop a Kolb by flying straight and level, wide open throttle. A correctly propped engine should turn the max continuous red line. This will give best cruise and climb performance with a fixed or ground adjustable prop. I flew a 60X30 Culver two blade fixed pitch prop on my original Firestar and 447. This gave me 6500 rpm straight and level, WOT. john h mkIII Burns Junction, OR ________________________________________________________________________________
Subject: Re: rotax 447 propeller recomendation high temps
From: "tombaisley" <tombaisley(at)yahoo.com>
Date: Jun 21, 2012


May 05, 2012 - June 21, 2012

Kolb-Archive.digest.vol-mh