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Kolb-Archive.digest.vol-mp
August 17, 2013 - October 27, 2013

> Larry > > -- > If you forward this email, or any part of it, please remove my email addre ss before sending. > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
Date: Aug 17, 2013
Subject: Re: video
From: Larry Cottrell <lcottrell1020(at)gmail.com>
The "eyelet" that I had connected to the oil sender wire broke. Obviously due to vibration. I have to admit that I was surprised as it broke even with the plastic nut that held it. The key to determine how serious the warning, was that the reading did not change when I throttled back. I of course landed to check it out, and repaired it by baring some of the wire and reconnecting it. Larry On Sat, Aug 17, 2013 at 5:04 PM, Frank wrote: > Hi Larry, > Please keep us HKS users in the > Loop when you find out what happened. Good luck. > Frank > > > Sent from my iPhone > > On Aug 17, 2013, at 5:55 PM, Larry Cottrell > wrote: > > https://vimeo.com/72565099 password owyheeflyer > > A short flight to check a recent fire at the base of the Steens Mtn. While > I was flying my EIS alarm went off at 7000 feet altitude. My oil pressure > jumped to 99 lbs. > > 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: video
From: Frank <frank.goodnight(at)att.net>
Date: Aug 17, 2013
Larry, Checked with a fellow HKS flyer He told me that if the wire to the Sender breaks the eis will read 99 psi. Happened to him two Times. Frank Sent from my iPhone On Aug 17, 2013, at 5:55 PM, Larry Cottrell wrote: > https://vimeo.com/72565099 password owyheeflyer > > A short flight to check a recent fire at the base of the Steens Mtn. While I was flying my EIS alarm went off at 7000 feet altitude. My oil pressure j umped to 99 lbs. > > Larry > > -- > If you forward this email, or any part of it, please remove my email addre ss before sending. > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
Subject: Re: video
From: Frank <frank.goodnight(at)att.net>
Date: Aug 17, 2013
Larry, Sorry to send extra info,I sent it Before I got your last post. Frank Sent from my iPhone On Aug 17, 2013, at 6:32 PM, Larry Cottrell wrote: > The "eyelet" that I had connected to the oil sender wire broke. Obviously d ue to vibration. I have to admit that I was surprised as it broke even with t he plastic nut that held it. The key to determine how serious the warning, w as that the reading did not change when I throttled back. I of course landed to check it out, and repaired it by baring some of the wire and reconnectin g it. > Larry > > > On Sat, Aug 17, 2013 at 5:04 PM, Frank wrote: >> Hi Larry, >> Please keep us HKS users in the >> Loop when you find out what happened. Good luck. >> Frank >> >> >> >> Sent from my iPhone >> >> On Aug 17, 2013, at 5:55 PM, Larry Cottrell wro te: >> >>> https://vimeo.com/72565099 password owyheeflyer >>> >>> A short flight to check a recent fire at the base of the Steens Mtn. Whi le I was flying my EIS alarm went off at 7000 feet altitude. My oil pressure jumped to 99 lbs. >>> >>> Larry >>> >>> -- >>> If you forward this email, or any part of it, please remove my email add ress before sending. >> >> >> 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=3 D=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=3 D=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=3 D=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=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D >> > > > > -- > If you forward this email, or any part of it, please remove my email addre ss before sending. > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
Subject: Re: Evan rides in the Kolbra
From: "planecrazzzy" <planecrazzzy(at)yahoo.com>
Date: Aug 18, 2013
I can't help but wonder if your talking about your "Step" Grandson ??? I doubt the Daughter you Molested as a Child would let you near her Child. . We've had to call Young Eagles to tell them about your Felony Child Molesting . They said they would do their best to stop you from Flying young Kids... Then we found you giving Boy Scouts rides... We called the Boy Scouts and they were going to do their best to keep you away from the kids... I still hear you give kids rides... but you go far away , where they don't know about you... . It turns my stomach every time I hear you talking about paling up to kids. . . So... Grandson or step Grandson ? . . Gotta Fly... Mike & "Jaz" the Flying Dogz . . -------- . . . . Read this topic online here: http://forums.matronics.com/viewtopic.php?p=406997#406997 Attachments: http://forums.matronics.com//files/bc_controls_check_and_shake_down_4_557.jpg ________________________________________________________________________________
Subject: Re: Evan rides in the Kolbra
From: "Ralph B" <rstar447(at)gmail.com>
Date: Aug 19, 2013
The engine and prop were stolen on my Kolbra along with all the avionics on 5/17/11. The engine serial number is easy to remember as the last 3 digits are 582. If anyone has any information on this robbery please call the Forest Lake police department at 651-325-6461. The engine is a Rotax 912UL 4cyl, 80hp. $17,000. There were quite a few other items stolen in the hanger to bring the total to $25,500 in one night. The main suspect in this theft was Mike Pierzina (planecrazzzy) who made harassing remarks on this list before the theft. The Forest Lake (MN) police department has been investigating him and we will pursue this ongoing investigation as he continues to make statements like this on this list and other aircraft lists. Forest Lake had their annual fly-in and open house just his past weekend and my Kolbra was in the hanger open for inspection. Maybe Mike saw that it's in better condition now than before the theft. My advice to all is to be very careful of this guy if you value your aircraft. Ralph B -------- Ralph B Original Firestar 447 N91493 E-AB 1000+ hours 26 years flying it Kolbra 912ULS N20386 300 hours Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407023#407023 ________________________________________________________________________________
Subject: Re: Evan rides in the Kolbra
From: "planecrazzzy" <planecrazzzy(at)yahoo.com>
Date: Aug 19, 2013
Wow Ralph.... Your a Liar Too ???? I'm not surprised... . At least "I" have PROOF for what I said... . Your just slandering someones GOOD name... . I won't "Bicker" with you... But I WILL continue to WARN others about you as long as I hear you are around kids. . . Gotta Fly... . . PS The cops asked me and every other Aviator in the close knit flying buddies of the twin cities that you reported... and we did admit we CAN'T stand you because of what you are. That was about it for an investigation... I'll use that number you gave to call him and ask if what you just wrote can was legal to do... Maybe I can press slander charges. -------- . . . . Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407026#407026 ________________________________________________________________________________
Subject: Kolbra flight to Madeline Island
From: "Ralph B" <rstar447(at)gmail.com>
Date: Aug 19, 2013
Here's a video of our day trip to Madeline Island. Gees, I hope nobody is offended by this video, but in todays' world I guess you can't please everyone. I'll keep the videos coming. http://youtu.be/umzoKr5nmR4 Ralph B -------- Ralph B Original Firestar 447 N91493 E-AB 1000+ hours 26 years flying it Kolbra 912ULS N20386 300 hours Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407064#407064 ________________________________________________________________________________
Subject: Best way to ship a 503
From: "mike91911" <ko1m.mike(at)gmail.com>
Date: Aug 20, 2013
What is the best way to package a Rotax 503 for shipping? I'm sending engine, gearbox and carbs. The guy who is overhauling it recommended a 30 x 17 x 17" 350 lb. Double Wall Corrugated Box with plywood and 2x4's on the bottom with the engine bolted to the 2x4's and then cushion with styrofoam sheeting. The box is rated to hold 150lbs and the sides are rated to take 350lbs of sidewall pressure. Others have said build a crate. If you recommend building a crate can you offer any design advice? Mike Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407137#407137 ________________________________________________________________________________
Subject: large tires
From: "Jason Omelchuck" <jason@trek-tech.com>
Date: Aug 20, 2013
Here is a link to a 21" tire that will fit on the standard 6" rims for people who want larger tires. They make 2 versions. One that has tread and one that has been shaved and is 2.5# lighter. http://www.desser.com/store/products/21%7B47%7D800%252d6-4-PLY-AERO-CLASSIC-TL%7B47%7DTT-LSA-TUNDRA-TIRE.html Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407139#407139 ________________________________________________________________________________
Subject: Boulder Junction fly-in
From: "Ralph B" <rstar447(at)gmail.com>
Date: Aug 21, 2013
After our Madeline Island trip, we attended the Boulder Junction fly-in the following day. Here is a video of the fly-in: http://youtu.be/PXyT7m16Vgw Ralph B -------- Ralph B Original Firestar 447 N91493 E-AB 1000+ hours 26 years flying it Kolbra 912ULS N20386 300 hours Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407150#407150 ________________________________________________________________________________
Subject: Kolb CO Has Moved To Bigger Shop
From: "kolbaircraft" <customersupport(at)tnkolbaircraft.com>
Date: Aug 21, 2013
Hey everyone I wanted to let you guys know that we (Kolb) CO have relocated to The London Corbin Airport (LOZ) on the charts. We are excited to have more room for the complete builds and kit building. My address is 590 Hal Rogers Drive London, KY 40744 . Email and phone contact is the same. customersupport(at)kolbaircraft.com We are very busy this year. The reason being is nothing out there can compare to the tube spar and 4130 steel cage that MR Kolb designed so many years ago.You all know this already. Anyway I thank each and everyone of you for your friendship and support . I want to keep Homers design alive forever. Kind Regards Travis Kolb Co. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407154#407154 ________________________________________________________________________________
Subject: Kolb Location
From: "kolbaircraft" <customersupport(at)tnkolbaircraft.com>
Date: Aug 21, 2013
Here is the link to my location for Kolb Aircraft http://www.london-corbinairport.com/ Travis Kolb Co. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407155#407155 ________________________________________________________________________________
From: "Nick Cassara" <nickc(at)mtaonline.net>
Subject: Dresser Tundra tires...
Date: Aug 21, 2013
Kolbers, I bought a pair of Dresser Tundra tires. Once on the rims and inflated they were only about 19.5 inches tall. There was a Desser rep at our annual spring Trade Show, at the Anchorage Airport. I inquired about the inflation height of the tires. He recommend "Stretching" the tires. He told me to increase the air press for awhile, and "stretch" the tires. My rims are rated to 30 lbs and the tires claim a maximum of 25 lbs. So I increased the air pressure to 30lbs and the tires are now 20 inches tall, laying in the garage; my project is not flying yet. The smoothed version of the tire sounds nice, but was not available when I bought mine, and is a lot more expensive. I wonder if the tires were normal inflated and working under a load if they would stretch more? Fly safe, Nick Cassara Palmer , Ak 607AK hopes to fly in 2014 ________________________________________________________________________________
Subject: Re: Kolb CO Has Moved To Bigger Shop
From: kinne russ <russk50(at)gmail.com>
Date: Aug 21, 2013
Hey Trav, congratulations. Glad you've survived (I hope) the Big Move, and all the work that had to go into it. You da man! -- hope also you find time to whang away on the banjo too Fair winds, Russ K On Aug 21, 2013, at 9:15 AM, kolbaircraft wrote: > > Hey everyone I wanted to let you guys know that we (Kolb) CO have relocated to The London Corbin Airport (LOZ) on the charts. > We are excited to have more room for the complete builds and kit building. > My address is 590 Hal Rogers Drive London, KY 40744 . Email and phone contact is the same. > customersupport(at)kolbaircraft.com > We are very busy this year. The reason being is nothing out there can compare to the tube spar and 4130 steel cage that MR Kolb designed so many years ago.You all know this already. > Anyway I thank each and everyone of you for your friendship and support . I want to keep Homers design alive forever. > > Kind Regards > > Travis > Kolb Co. > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=407154#407154 > > > > > > > > > > ________________________________________________________________________________
From: "George Bearden" <gab16(at)sbcglobal.net>
Subject: RE: Kolb-List Digest: 6 Msgs - 08/21/13
Date: Aug 22, 2013
>. He recommend "Stretching" the tires. He told me to increase the air press for awhile The down-side to that is that they don't stretch evenly- at least the tires I tried to stretch which were a different brand. Then you go down the runway Bump Bump Bump. ________________________________________________________________________________
Subject: Light Frame Rust
From: "Larlaeb" <larlaeb(at)gmail.com>
Date: Aug 22, 2013
Hi All, I have some places on the frame where a some rust stain is showing through the paint. The paint isn't chipping off and this looks almost like a stain on the paint. See attached picture. I'm curious about the best way to deal with this. I'd obviously like to avoid any radical stripping until I'm ready to replace the fabric which is still in good shape. Locally I've been told everything from a light sanding and repaint with a rust resistant paint to treating it with a 'rust converter' and then repaint with an epoxy based paint. If this has been discussed before I can do a more through search of the list. Thanks, Allan Kolb MKIII 50 Hours Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407213#407213 Attachments: http://forums.matronics.com//files/img_0032_115.jpg http://forums.matronics.com//files/img_0032_104.jpg ________________________________________________________________________________
Subject: Re: Light Frame Rust
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Date: Aug 22, 2013
Allen, From what I understand, the proper way to deal with "light" rust corrosion is with a quality rust converter. There are many brands available. See: http://www.corrosion-doctors.org/MetalCoatings/rust-converter.htm I have seen A&P's use them at annual inspections on rust spots exactly like yours. The stuff works extremely well. Mike Welch On Aug 22, 2013, at 10:07 AM, Larlaeb wrote: > > Hi All, > I have some places on the frame where a some rust stain is showing through the paint. The paint isn't chipping off and this looks almost like a stain on the paint. See attached picture. I'm curious about the best way to deal with this. I'd obviously like to avoid any radical stripping until I'm ready to replace the fabric which is still in good shape. > > Locally I've been told everything from a light sanding and repaint with a rust resistant paint to treating it with a 'rust converter' and then repaint with an epoxy based paint. If this has been discussed before I can do a more through search of the list. > > Thanks, > Allan > > Kolb MKIII > 50 Hours ________________________________________________________________________________
Subject: Smoky Mountain video
From: "Thumper" <dlong1957(at)yahoo.com>
Date: Aug 22, 2013
To all of my Kolb friends out there. I found a good weather forcast for flying in Smoky Mountains and off I went this past Memorial Day weekend. Also posted my Sun-N-Fun trip video. I'm working on my Oshkosh video. Enjoy and see you all around the MSFF events calendar. Dennis Long All Kolb's up to this airplane. Still love them. -------- Dennis Long Oakland TN 2000 Aeroprakt A20 Vista Cruiser Previously Kolb Mark IIIC, 94 Firestar, 84 Ultrastar. 700+hours since 1/1/2009 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407221#407221 ________________________________________________________________________________
Subject: Re: Mark III POH
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Aug 22, 2013
Mark, Did you get the info from someone? Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA On Aug 16, 2013, at 3:55 PM, mark rinehart wrote: > Anyone have a POH for a Mk3 Classic that I can use (will modify the V-spee d numbers for my airplane)? Thanks. > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
Date: Aug 22, 2013
Subject: Re: Mark III POH
From: Richard Girard <aslsa.rng(at)gmail.com>
Mark, Denny, Attached is AC-90-89A, "AMATEUR-BUILT AIRCRAFT & ULTRALIGHT FLIGHT TESTING HANDBOOK." Not exactly what you asked for, but with this you can determine all the "V" speeds, calculate take off distances, and fore and aft limits for the CG, etc. For first flights, use 45 for Vx (stall speed 37mph + 20%(8 mph)), and 50 mph as pattern and approach speed. The reason for the difference is that the Mk III, either version, will not do a conventional departure stall. It will just mush along on the prop. If the previous owner didn't set a maximum take off weight, start at 1000 lb.and work your way up 50 lb. at a time. I found 1100 lb. was a good upper limit, although I tested to over 1200 lb. in both models, but control travel becomes an issue (at 1240 lb. I had less than a half inch between the stick and the seat frame in the "X"). Hope this helps. Rick Girard On Thu, Aug 22, 2013 at 3:59 PM, Dennis Rowe wrote: > Mark, > Did you get the info from someone? > > Dennis "Skid" Rowe > Mk3, 690L-70, Leechburg, PA > > > On Aug 16, 2013, at 3:55 PM, mark rinehart wrote: > > Anyone have a POH for a Mk3 Classic that I can use (will modify the > V-speed numbers for my airplane)? Thanks. > > * > > * > > * > > * > > -- 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: Re: Light Frame Rust
From: "racerjerry" <gki(at)suffolk.lib.ny.us>
Date: Aug 23, 2013
CURIOUS - Is this rust underneath EPOXY primer? -------- Jerry King Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407328#407328 ________________________________________________________________________________
Subject: Re: Mark III POH
From: Mark Rinehart <capt_riney(at)yahoo.com>
Date: Aug 23, 2013
No. Guess I'll make up my own. Mark R On 22.08.2013, at 16:59, Dennis Rowe wrote: > Mark, > Did you get the info from someone? > > Dennis "Skid" Rowe > Mk3, 690L-70, Leechburg, PA > > > > On Aug 16, 2013, at 3:55 PM, mark rinehart wrote: > >> Anyone have a POH for a Mk3 Classic that I can use (will modify the V-spe ed numbers for my airplane)? Thanks. >> >> >> > > 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=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=3 D=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=3 D=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=3 D=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 > ________________________________________________________________________________
Date: Aug 23, 2013
Subject: Re: Mark III POH
From: Rick Neilsen <neilsenrm(at)gmail.com>
Rick I don't think it is a good idea to indicate in any way that maximum weight of any airplane can be increased just because it flies at that weight. I had a long talk with a engineer that helped design the MKIII and he would not budge on the recommended 1000 LB limit. Yes the airframe is very strong and is conservatively rated as all aircraft are. His concerns are things like builders skill, aging airframe, and turbulent air. At least one builder/pilot flies his plane loaded to 1200 lb. but only after a number of modifications to the airframe. Without a extensive background in aircraft design and considerable testing it is dangerous to recommend exceeding the manufacturer's limits. Rick Neilsen Redrive VW Powered MKIIIC On Thu, Aug 22, 2013 at 10:37 PM, Richard Girard wrote: > Mark, Denny, Attached is AC-90-89A, "AMATEUR-BUILT AIRCRAFT & ULTRALIGHT > FLIGHT TESTING HANDBOOK." > Not exactly what you asked for, but with this you can determine all the > "V" speeds, calculate take off distances, and fore and aft limits for the > CG, etc. > For first flights, use 45 for Vx (stall speed 37mph + 20%(8 mph)), and 50 > mph as pattern and approach speed. The reason for the difference is that > the Mk III, either version, will not do a conventional departure stall. It > will just mush along on the prop. > If the previous owner didn't set a maximum take off weight, start at 1000 > lb.and work your way up 50 lb. at a time. I found 1100 lb. was a good upper > limit, although I tested to over 1200 lb. in both models, but control > travel becomes an issue (at 1240 lb. I had less than a half inch between > the stick and the seat frame in the "X"). > Hope this helps. > > Rick Girard > > > On Thu, Aug 22, 2013 at 3:59 PM, Dennis Rowe wrote: > >> Mark, >> Did you get the info from someone? >> >> Dennis "Skid" Rowe >> Mk3, 690L-70, Leechburg, PA >> >> >> >> On Aug 16, 2013, at 3:55 PM, mark rinehart wrote: >> >> Anyone have a POH for a Mk3 Classic that I can use (will modify the >> V-speed numbers for my airplane)? Thanks. >> >> * >> >> * >> >> * >> >> 3D============================================ >> 3D============================================ >> 3D============================================ >> 3D============================================ >> * >> >> > > > -- > 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: Re: Light Frame Rust
From: "Larlaeb" <larlaeb(at)gmail.com>
Date: Aug 23, 2013
My understanding is it was powder coated then primed and painted but I don't know what kind of paint. (Not my build). I'm trying to find out though. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407353#407353 ________________________________________________________________________________
Subject: Re: Light Frame Rust
From: "Larlaeb" <larlaeb(at)gmail.com>
Date: Aug 23, 2013
My understanding is it was powder coated then primed and painted but I don't know what kind of paint. (Not my build). I'm trying to find out though. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407354#407354 ________________________________________________________________________________
Subject: Re: Mark III POH
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Aug 23, 2013
Ill take pics of my sheets and send them to you after work today, sorry for n ot getting on this sooner. Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA On Aug 23, 2013, at 9:01 AM, Mark Rinehart wrote: > No. Guess I'll make up my own. > > Mark R > > On 22.08.2013, at 16:59, Dennis Rowe wrote: > >> Mark, >> Did you get the info from someone? >> >> Dennis "Skid" Rowe >> Mk3, 690L-70, Leechburg, PA >> >> >> >> On Aug 16, 2013, at 3:55 PM, mark rinehart wrote: >> >>> Anyone have a POH for a Mk3 Classic that I can use (will modify the V-sp eed numbers for my airplane)? Thanks. >>> >>> >>> >> >> >> > > 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=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=3 D=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=3 D=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=3 D=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 > ________________________________________________________________________________
Subject: Re: Mark III POH
From: "Rex Rodebush" <jrrodebush(at)gmail.com>
Date: Aug 23, 2013
Check your indicated stall speed on first flight. I have been told by a very good source that 55 to 50 (no flaps) is normal for a Mark III Xtra. Mine is in that range. If that is the case 50 is not a good pattern speed. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407368#407368 ________________________________________________________________________________
Date: Aug 23, 2013
Subject: Re: Light Frame Rust
From: Richard Girard <aslsa.rng(at)gmail.com>
If it was powder coated it is unlikely that it would be painted, too. Powder coating steel typically involves a phosphoric acid cleaning, the powder is applied by electrostatic deposition and then baked to fuse the powder into a continuous plastic coating. Therein lies the problem, once the coating is pierced in any way, or if the phosphoric acid dip is eliminated or too long a time passes between the dip and the coating operation corrosion is sealed under the coating and the staining shown in your pictures results. Up to you as to how you repair it but AC 43-13 1b is a good place to start. Rick Girard On Fri, Aug 23, 2013 at 10:55 AM, Larlaeb wrote: > > My understanding is it was powder coated then primed and painted but I > don't know what kind of paint. (Not my build). I'm trying to find out > though. > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=407353#407353 > > -- 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: Re: Mark III POH
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Aug 23, 2013
If 50 to 55 is your normal stall in a Mk 3 of any flavor, you have an airspeed indicator error. Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA On Aug 23, 2013, at 1:52 PM, "Rex Rodebush" wrote: > > Check your indicated stall speed on first flight. I have been told by a very good source that 55 to 50 (no flaps) is normal for a Mark III Xtra. > > Mine is in that range. If that is the case 50 is not a good pattern speed. > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=407368#407368 > > > > > > > > > > ________________________________________________________________________________
Subject: Mk3 POH
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Aug 23, 2013
This should help, I'll send the next side in a minute. Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA

________________________________________________________________________________
Subject: Re: Mark III POH
From: "Rex Rodebush" <jrrodebush(at)gmail.com>
Date: Aug 23, 2013
I also thought 55 was too high for stall. I pulled the static line from the tube and put it inside the cockpit and but got the same result. The next thing is to get some good test data with the indicated airspeed and actual GPS speed. I've got about 4 hours on the plane but am waiting for a new fuel pump as mine was on the recent Rotax service notice. My pitot tube is about 6" down from the nose and about 2" left. Rex Rodebush Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407399#407399 ________________________________________________________________________________
Subject: Mk-3 POH part 2
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Aug 23, 2013
Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA

________________________________________________________________________________
Subject: Re: Mark III POH
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Aug 23, 2013
You'll find some error in the asi for sure. No big deal as long as you know where the stall is Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA On Aug 23, 2013, at 9:27 PM, "Rex Rodebush" wrote: > > I also thought 55 was too high for stall. I pulled the static line from the tube and put it inside the cockpit and but got the same result. > > The next thing is to get some good test data with the indicated airspeed and actual GPS speed. I've got about 4 hours on the plane but am waiting for a new fuel pump as mine was on the recent Rotax service notice. > > My pitot tube is about 6" down from the nose and about 2" left. > > Rex Rodebush > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=407399#407399 > > > > > > > > > > ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: Mk3 POH
Date: Aug 24, 2013
Dennis..... I read your page on engine start.... and you turn on the eis before starting???????? the voltage spikes from the starter and starter solenoid can raise havoc with all electronics. in my humble opinion you should leave off all electronics till the engine is running smoothly. to prevent this in my plane. I installed a switch between the master and the starter switch,,, it is an on--off--on in the back position it delivers power to the starter switch, and in the forward position it delivers power to all electronics in the aircraft..... this way it is impossible to start with electronics turned on. boyd young archive this one,,,, I think it is important -----Original Message----- From: Dennis Rowe Sent: Friday, August 23, 2013 7:19 PM Subject: Kolb-List: Mk3 POH This should help, I'll send the next side in a minute. Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA
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
________________________________________________________________________________
From: "Larry Dunphy" <skime2(at)roadrunner.com>
Subject: Re: Mk-3 POH part 2
Date: Aug 24, 2013
GREAT check list .../ SOP flight procedure ... is it for a 912 ???? -----Original Message----- From: Dennis Rowe Sent: 23 August, 2013 9:20 PM Subject: Kolb-List: Mk-3 POH part 2 Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA
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
________________________________________________________________________________
Subject: Re: Mk3 POH
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Aug 24, 2013
I gotcha Boyd, I have a diode across the starter switch to shunt the spike from the starter motor, still I think about that every startup and hope the diode never craps out. Also, the key switch opens the power to the electronics buss while the solenoid is picked up. Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA On Aug 24, 2013, at 10:21 AM, "b young" wrote: > > Dennis..... I read your page on engine start.... and you turn on the eis before starting???????? the voltage spikes from the starter and starter solenoid can raise havoc with all electronics. in my humble opinion you should leave off all electronics till the engine is running smoothly. > > to prevent this in my plane. I installed a switch between the master and the starter switch,,, it is an on--off--on in the back position it delivers power to the starter switch, and in the forward position it delivers power to all electronics in the aircraft..... this way it is impossible to start with electronics turned on. > > boyd young > > archive this one,,,, I think it is important > > -----Original Message----- From: Dennis Rowe > Sent: Friday, August 23, 2013 7:19 PM > To: Kolb-list > Subject: Kolb-List: Mk3 POH > > This should help, I'll send the next side in a minute. > > > > > > > > > > > Dennis "Skid" Rowe > Mk3, 690L-70, Leechburg, PA > > > >
> > 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 > >
> > > > ________________________________________________________________________________
Subject: Re: Mk-3 POH part 2
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Aug 24, 2013
No, It's for a 2si 690L-70 two stroke triple. Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA On Aug 24, 2013, at 11:30 AM, "Larry Dunphy" wrote: > > GREAT check list .../ SOP flight procedure ... is it for a 912 ???? > > -----Original Message----- From: Dennis Rowe > Sent: 23 August, 2013 9:20 PM > To: Kolb-list > Subject: Kolb-List: Mk-3 POH part 2 > > > > > > > > > > > > > Dennis "Skid" Rowe > Mk3, 690L-70, Leechburg, PA > > > >
> > 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 > >
> > > > ________________________________________________________________________________
Date: Aug 24, 2013
From: William Long <blong6826(at)sbcglobal.net>
Subject: Re: Spark Plug question
=0A=0A=0A=0A=0A________________________________=0A From: TheWanderingWench =0ATo: Kolb List =0A Sent: Saturday, June 22, 2013 7:16 PM=0ASubject: Kolb-List: Spark Plug ques tion=0A =0A=0A=0AI've always used NGK BR8ES plugs (solid cap) on both my 50 3 and 582 engines.=0A=0AToday a friend showed me NGK BR8EIX (solid cap) plu gs which he's just started using. NGK claims that this Iridium fine wire pl ug causes smoother idling, faster spark resulting in quicker engine starts, and less fouling. He's used it for about 5 hours in his 582 and says that the claims are justified. The plugs are twice as expensive as the BR8ES, bu t have a longer=0Alife. (Just how much longer he didn't know.)=0A=0A=0ADo a ny of you have experience with these plugs, and what's your verdict?=0A=0AA rty Trost=0ASandy, Oregon=0A=0A-=0Awww.LessonsFromTheEdge.com/uladventure 2009.htm=0A=0A=0A"Life's a daring adventure or nothing"=0AHelen Keller=0A =0A=0A"I refuse to tip toe through life just to arrive safely at death."=0A ============= ________________________________________________________________________________
Subject: Re: Light Frame Rust
From: "Rick Lewis" <cktman(at)wildblue.net>
Date: Aug 24, 2013
I have seen a few spots of rusts also at the weld joints on my powder coated cage, I mean crap what do I do now. I was told the tubes were oil filled to prevent corrosion, at least that's what Donnie told me before I bought my kit... Donnie's gone now from Kolb..... -------- Rick Lewis (VW Watercooled Engine) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407426#407426 ________________________________________________________________________________
Date: Aug 24, 2013
From: Charlie England <ceengland7(at)gmail.com>
Subject: Re: Light Frame Rust
On 08/24/2013 04:25 PM, Rick Lewis wrote: > > I have seen a few spots of rusts also at the weld joints on my powder coated cage, I mean crap what do I do now. I was told the tubes were oil filled to prevent corrosion, at least that's what Donnie told me before I bought my kit... Donnie's gone now from Kolb..... > > -------- > Rick Lewis > > (VW Watercooled Engine) > If the rust has made it through to the powder coat from inside the tube, you've got more serious issues than what paint to use. :-) The acro guys treat the interior of the tubes with linseed oil, weld the entire structure shut, & weld in an inflation valve & air gauge. If the gauge drops to nothing, they know that the fuselage has cracked somewhere. Charlie ________________________________________________________________________________
From: "Beauford " <beauford173(at)tampabay.rr.com>
Subject: Re: Light Frame Rust
Date: Aug 24, 2013
Brother Lewis: To the best of my limited knowledge, there is only one way to tell whether the tubes in your cage are filled with oil, or not. Each discrete tube segment of your cage would have a sealing rivet plugging the drilled hole where someone injected the Tube Seal, linseed oil, or whatever. There is no other method I know of to get oil inside the cage tubes... As far as I know, no drilled holes, no plug rivets, no oil inside. Houdini remains dead. If this is not accurate, I am sure some of our fellow Kolbers will set me straight... sans delay... :-) Worth what ye paid fer it... Riveted, soggy, beauford FF-076 Brandon, FL "...please, more rain, Drill Sergeant..." ---------------------------------------------------------------------------- --------- -----Original Message----- . I was told the tubes were oil filled to prevent corrosion, -------- ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Light Frame Rust
Date: Aug 24, 2013
To the best of my limited knowledge, there is only one way to tell whether the tubes in your cage are filled with oil, or not. Each discrete tube segment of your cage would have a sealing rivet plugging the drilled hole where someone injected the Tube Seal, linseed oil, or whatever. There is no other method I know of to get oil inside the cage tubes... As far as I know, no drilled holes, no plug rivets, no oil inside. Houdini remains dead. If this is not accurate, I am sure some of our fellow Kolbers will set me straight... sans delay... :-) Worth what ye paid fer it... Riveted, soggy, beauford FF-076 Brandon, FL "...please, more rain, Drill Sergeant..." Beauford T/Kolbers: Having had the opportunity of inspecting several Kolb airframes that were not tube sealed, prior to completion of my first Kolb, an Ultrastar, in 1984, I decided to by a quart of Ray Stitt's Tube Seal and pickup a hypodermic needle and syringe from my local veterinarian. All three of my Kolbs have been tube sealed. 1/8" holes were sealed with sealed end pop rivets. BTW, there was considerable rust inside most of the 4130 tubes in both airframes we cut up. Still have some tube seal left after treating three airframes. Almost impossible to make a perfectly sealed weld joint on an airframe. If there is a pin hole or a crack, the tube seal will work its way out and seal the problem. There will also be a tell tale black sign where the problem is. My airframe is nearly 23 years old and has more than 3,200 flight hours on it. No cracks, but have had a pin hole or two in the welds. john h mkIII Butte, MT ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Light Frame Rust
Date: Aug 24, 2013
Almost impossible to make a perfectly sealed weld joint on an airframe. If there is a pin hole or a crack, the tube seal will work its way out and seal the problem. There will also be a tell tale black sign where the problem is. Gang: Should have proof read this one before I hit the send button. Forget the paragraph above. Should have read: "Tube seal will indicate a pin hole and/or a crack. It will seal a pin hole, but not a crack. There will be a tell tale black residue to indicate there is a problem." Thanks, john h mkIII Butte, MT ________________________________________________________________________________
Subject: Re: Light Frame Rust
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Aug 25, 2013
After seeing a Firestar cage with the lower rear tubes rusted thru I decided to drill all the lower tubes in my Firefly and treat them with Corrosion X. When I inserted the aerosol tube in the 3/32 hole and pressurized the 2 lower rear tubes I could hear pressure escaping out the rear of the tube. The area that is flattened for the boom thru bolt is not sealed and I would think that any Kolb washed or exposed to rain would slowly take on water in the lower rear tubes. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407456#407456 ________________________________________________________________________________
Date: Aug 28, 2013
Subject: Rotax oil injection tank cap
From: William D Bradshaw <piperj5(at)shtc.net>
My Rotax oil injection tank cap cracked around the threads . Anybody know of an economical replacement ? CPS wants $ 24.40 for the Rotax part. Danny Bradshaw Firestar 503 McBee, SC ________________________________________________________________________________
Date: Aug 28, 2013
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Rotax oil injection tank cap
I had a friend who used a champagne cork for years... not recommending, just sayin'. Dana At 07:04 PM 8/28/2013, William D Bradshaw wrote: >My Rotax oil injection tank cap cracked around the threads . > Anybody know of an economical replacement ? >CPS wants $ 24.40 for the Rotax part. -- An angry bull is less dangerous than an angry woman. ________________________________________________________________________________
Date: Aug 28, 2013
From: herb <herbgh(at)nctc.com>
Subject: Re: Rotax oil injection tank cap
might think about retro-fitting a tank from a ski do? Herb On 08/28/2013 07:42 PM, Dana Hague wrote: > I had a friend who used a champagne cork for years... not > recommending, just sayin'. > > Dana > > At 07:04 PM 8/28/2013, William D Bradshaw wrote: >> My Rotax oil injection tank cap cracked around the threads . >> Anybody know of an economical replacement ? >> CPS wants $ 24.40 for the Rotax part. > > -- > An angry bull is less dangerous than an angry woman. > * > > > * ________________________________________________________________________________
Subject: can you put a 582 on a mark iijavascript:emoticon(':?:')
From: "ASchlem" <aschlem77(at)yahoo.com>
Date: Aug 28, 2013
I have a good twinstar mark II, I would like to upgrade to the 582. are there any reasons not to. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407684#407684 ________________________________________________________________________________
Subject: Re: can you put a 582 on a mark ii
From: "ASchlem" <aschlem77(at)yahoo.com>
Date: Aug 29, 2013
I guess what I'm trying to ask is will the plane handle the extra weight and torque. Seems like I read that the larger spares and boom were added to the mark iii to handle the 582 and larger engines. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407707#407707 ________________________________________________________________________________
Subject: Re: can you put a 582 on a mark ii
From: "Eugene Zimmerman" <etzimm(at)gmail.com>
Date: Aug 29, 2013
Yes. I have a Mark II with a 582 on it since the early 1990's and have had no problems with it. The extra power of a 582 is no problem on a MarkII as long as you respect the gross weight limitation and vne. The main problem is, you will have to give up the wing fold ability since there is an interference issue between the wing and the location of the carburetors on a 582. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407733#407733 ________________________________________________________________________________
Subject: Mark III upholstery package
From: "mike91911" <ko1m.mike(at)gmail.com>
Date: Aug 29, 2013
Does anyone have pictures of the upholstery package in a Mark III? Also what exactly is included. The sling style seats need to be replaced in mine. After a few hours of removing fabric yesterday I was sitting in my plane making airplane noises when it occurred to me how uncomfortable it was, especially the bottom. I know I could use a cushion but I want a "professional" look when I'm done. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407737#407737 ________________________________________________________________________________
Subject: Re: New Mark 3C owner
From: "mike91911" <ko1m.mike(at)gmail.com>
Date: Aug 29, 2013
Rick, I looked for Bob's manual on the aeroelectric forum but couldn't find it. Could you provide a link? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407741#407741 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Mark III upholstery package
Date: Aug 29, 2013
Does anyone have pictures of the upholstery package in a Mark III? Also what exactly is included. The sling style seats need to be replaced in mine. After a few hours of removing fabric yesterday I was sitting in my plane making airplane noises when it occurred to me how uncomfortable it was, especially the bottom. I know I could use a cushion but I want a "professional" look when I'm done. "mike91911"/Kolbers: Why not give Travis Brown a call. I'm sure he can answer your questions. http://www.kolbaircraft.com/contactingus.htm john h mkIII Thermopolis, Wyoming ________________________________________________________________________________
Subject: Re: Mark III upholstery package
From: "Watkinsdw" <david.watkins0(at)gmail.com>
Date: Aug 30, 2013
I bought some sunbrella, uv resistant canvas used for boat cushions and some "piping" and took it to a professional seamstress. I also bought some 2-inch "memory foam." Here is the result on my MkIII sling seats. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407757#407757 Attachments: http://forums.matronics.com//files/image_321.jpg ________________________________________________________________________________
Date: Aug 30, 2013
Subject: Re: New Mark 3C owner
From: Richard Girard <aslsa.rng(at)gmail.com>
http://www.aeroelectric.com/ Rick On Thu, Aug 29, 2013 at 5:33 PM, mike91911 wrote: > > Rick, > I looked for Bob's manual on the aeroelectric forum but couldn't find it. > Could you provide a link? > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=407741#407741 > > -- 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: covered canopy
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Aug 31, 2013
I am new here, plan on picking up a Kolb Firestar KXP next weekend. Can I easily put a covered canopy over cockpit? Currently the original owner has tall windshield, however with winter approaching I would like to stay as warm as possible when flying. I have seen some other Firestar's with closed canopy and one even having heat. So if someone can point me in the right direction that would be greatly appreciated. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407819#407819 ________________________________________________________________________________
Subject: Training Firestar
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Aug 31, 2013
Next weekend I should be picking up a firestar. I need to know whom I could contact for training. This plan is N numbered. I do have a sport pilots license with Powered Parachute endorsement, and Gyro. So need to know what endorsement I need for the Kolb so that I am flying legally. I have seen a lot of Kolb posted on barnstormers that don't make FAR 103, but people listing them as such. My goal is to have fun, do it safe and legal. I am located near Toledo, OH (Michigan/Ohio line). Also is this the main forum people tend to check it with Kolb? Thanks! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407820#407820 ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: Training Firestar
Date: Aug 31, 2013
this should be the right place for kolb information,,,, but lately the list has been slow. to fly legally with a N number tail dragger, you will have to add a tail wheel endorsement in your log book from your local CFI. now for the SAFE part,,, every one is different in their experience,,,, but the general consensus is you should have some IN TYPE training. how much may depend on what you have been flying and how fast you catch on boyd young mkiii utah -----Original Message----- From: funnyb0nz Sent: Saturday, August 31, 2013 1:09 PM Subject: Kolb-List: Training Firestar Next weekend I should be picking up a firestar. I need to know whom I could contact for training. This plan is N numbered. I do have a sport pilots license with Powered Parachute endorsement, and Gyro. So need to know what endorsement I need for the Kolb so that I am flying legally. I have seen a lot of Kolb posted on barnstormers that don't make FAR 103, but people listing them as such. My goal is to have fun, do it safe and legal. I am located near Toledo, OH (Michigan/Ohio line). Also is this the main forum people tend to check it with Kolb? Thanks! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407820#407820 ________________________________________________________________________________
Date: Aug 31, 2013
From: herb <herbgh(at)nctc.com>
Subject: Re: Training Firestar
Boyd,Dan There in lies the problem..."in type"... I know of no one, in recent years, who does it..? Travis and Bryan may know...? Herb On 08/31/2013 09:44 PM, b young wrote: > > this should be the right place for kolb information,,,, but lately > the list has been slow. to fly legally with a N number tail > dragger, you will have to add a tail wheel endorsement in your log > book from your local CFI. now for the SAFE part,,, every one is > different in their experience,,,, but the general consensus is you > should have some IN TYPE training. how much may depend on what you > have been flying and how fast you catch on > > boyd young > mkiii utah > > -----Original Message----- From: funnyb0nz > Sent: Saturday, August 31, 2013 1:09 PM > To: kolb-list(at)matronics.com > Subject: Kolb-List: Training Firestar > > > Next weekend I should be picking up a firestar. I need to know whom I > could contact for training. This plan is N numbered. I do have a sport > pilots license with Powered Parachute endorsement, and Gyro. So need > to know what endorsement I need for the Kolb so that I am flying legally. > I have seen a lot of Kolb posted on barnstormers that don't make FAR > 103, but people listing them as such. My goal is to have fun, do it > safe and legal. I am located near Toledo, OH (Michigan/Ohio line). > Also is this the main forum people tend to check it with Kolb? > > Thanks! > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=407820#407820 > > ________________________________________________________________________________
Date: Sep 01, 2013
From: <nationcap(at)comcast.net>
Subject: Kolb Xtra weight. & balance
I have recently purchased a Kolb Xtra and have installed a BRS on it. I had to jump through a few hurdles and have yet to fly it. Now that the BRS is installed I am unable to get the correct CG. According to the information I have the CG should between 11.5% and 35% of the chord of the wing, in my case the wing chord is 66inches. Which equates to a CG range of 7.5 - 23.1 inches aft datum. However, I'm getting about 28. I used bathroom scales to measure, but could only get one per wheel to work, I was unable to get two scales per main wheel to work. When I put a board across the two only one scale would notice the weight. So my questions are: Is the CG range and/or the %s used (11.5 and 35) correct ? Could the weights be that far off? Could the bathroom scales be that much of POSs? The total AF weight from the previous owner's W&B was 601lbs and mine came out to be (on the last weighting as I have done at least 1/2 dozen) was 751lbs. As far as I can tell the previous owner added tundra tires after his last W&B and the weight of the BRS is only 18.6 lbs (which may not include the mounting hardware. But I don't think that adds up to 150lbs. Any help, suggestions, or comments would be greatly appreciated. I really to get in the air! Brad Nation Xtra N952DK

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Subject: Re: Kolb Xtra weight. & balance
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Aug 31, 2013
Without good scales you are pissing into the wind, both those weights sound high, my Mk3 weighs 475 pounds but I really built it light and have a light two stroke engine, I guess the Xtra have a lot more bells and whistles. I hope to add some weight to it in the form of a 912 engine someday. Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA On Aug 31, 2013, at 9:29 PM, wrote: > I have recently purchased a Kolb Xtra and have installed a BRS on it. I had to jump through a few hurdles and have yet to fly it. Now that the BRS is installed I am unable to get the correct CG. > According to the information I have the CG should between 11.5% and 35% of the chord of the wing, in my case the wing chord is 66inches. Which equates to a CG range of 7.5 - 23.1 inches aft datum. However, I'm getting about 28. > I used bathroom scales to measure, but could only get one per wheel to work, I was unable to get two scales per main wheel to work. When I put a board across the two only one scale would notice the weight. > > So my questions are: > Is the CG range and/or the %s used (11.5 and 35) correct ? > > Could the weights be that far off? > Could the bathroom scales be that much of POSs? > The total AF weight from the previous owner's W&B was 601lbs and mine came out to be (on the last weighting as I have done at least 1/2 dozen) was 751lbs. As far as I can tell the previous owner added tundra tires after his last W&B and the weight of the BRS is only 18.6 lbs (which may not include the mounting hardware. But I don't think that adds up to 150lbs. > > Any help, suggestions, or comments would be greatly appreciated. > I really to get in the air! > > Brad Nation > Xtra N952DK >
> > >
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Subject: Re: Training Firestar
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Sep 01, 2013
Well thanks for the info. I did a search for taildraggers CFI, and came up with this site. http://taildraggersinc.com/category/cfi/oh/#.UiNPuq_D_DA Looks like I may have someone that is 3.5 hours away. So not too bad I guess. I will be making a phone call on Tuesday. If anyone knows of anyone that is closer to Toledo, OH please let me know. I take it that taildraggers is dying breed? Or is everyone just flying Far103 or illegally now? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407848#407848 ________________________________________________________________________________
Date: Sep 01, 2013
From: Jack <pcarillonsr(at)neo.rr.com>
Subject: Re: Training Firestar
On 9/1/2013 10:34 AM, funnyb0nz wrote: > > Well thanks for the info. I did a search for taildraggers CFI, and came up with this site. > http://taildraggersinc.com/category/cfi/oh/#.UiNPuq_D_DA > > Looks like I may have someone that is 3.5 hours away. So not too bad I guess. I will be making a phone call on Tuesday. If anyone knows of anyone that is closer to Toledo, OH please let me know. I take it that taildraggers is dying breed? Or is everyone just flying Far103 or illegally now? > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=407848#407848 > > Check out Skypark 15G, 5 miles east of Wadsworth, about an hour closer. (Check out flyskypark.com) They have two taildrager instructors that I know of. Also a cessna 140 to rent. The catch is in type. Jack carillon, FS II Akron oh. > > ________________________________________________________________________________
Date: Sep 01, 2013
From: Jack <pcarillonsr(at)neo.rr.com>
Subject: Re: Training Firestar
On 9/1/2013 11:21 AM, Jack wrote: > > On 9/1/2013 10:34 AM, funnyb0nz wrote: >> >> Well thanks for the info. I did a search for taildraggers CFI, and >> came up with this site. >> http://taildraggersinc.com/category/cfi/oh/#.UiNPuq_D_DA >> >> Looks like I may have someone that is 3.5 hours away. So not too bad >> I guess. I will be making a phone call on Tuesday. If anyone knows of >> anyone that is closer to Toledo, OH please let me know. I take it >> that taildraggers is dying breed? Or is everyone just flying Far103 >> or illegally now? >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=407848#407848 >> >> Check out Skypark 15G, 5 miles east of Wadsworth, about an hour >> closer. (Check out flyskypark.com) They have two taildrager >> instructors that I know of. Also a cessna 140 to rent. The catch is >> in type. > Jack carillon, FS II Akron oh. >> >> >> >> >> >> >> >> >> > Correction To my post last. Should have read 5 west of Wadsworth. > Jack > > ________________________________________________________________________________
From: "pcking" <pc.king(at)comcast.net>
Subject: Re: Training Firestar
Date: Sep 01, 2013
Tony, I'm glad that you see Assata's agendas. Remember when Matt told you that he wants you grading and on the floor, not breaking down the truck. In his terms he shouldn't have had to tell you that. But you don't have the cultural background of having come up therough the ranks for 20 years. Assata was OK with that until Kara went to her with a litany of stacker complaints that you weren't helping them. Then Assata wanted you to get along with the staff. Now she checks your work every day before you clock out and gives you more stacker work to do. Assata wants you to see yourself as a super stacker in her store, and not as a PM elsewhere. She doesn't want you to quit. She doesn't want you to step down. She just doesn't want you to leave her store. You make her look good. Matt is sending a very different message. And it wasn't to you. He checked out Produce and only found a crooked sign, too many flower boxes in the cooler, clutter in the back room and a sticking fire door. Of those, the clutter and door were on her, not you. He was telling her that the Produce department was fine while she had some building issues to take care of. That could be a counter to her complaints that you weren't ready for a department. Lots of agendas out there. Peter ----- Original Message ----- From: "funnyb0nz" <dan_eshman(at)hotmail.com> Sent: Sunday, September 01, 2013 10:34 AM Subject: Kolb-List: Re: Training Firestar > > Well thanks for the info. I did a search for taildraggers CFI, and came up > with this site. > http://taildraggersinc.com/category/cfi/oh/#.UiNPuq_D_DA > > Looks like I may have someone that is 3.5 hours away. So not too bad I > guess. I will be making a phone call on Tuesday. If anyone knows of anyone > that is closer to Toledo, OH please let me know. I take it that > taildraggers is dying breed? Or is everyone just flying Far103 or > illegally now? > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=407848#407848 > > > ________________________________________________________________________________
From: "pcking" <pc.king(at)comcast.net>
Subject: Ooops
Date: Sep 01, 2013
Ooops, Sorry. I have no idea how I sent this email to the Kolb List. My bad, PCKing ----- Original Message ----- From: "pcking" <pc.king(at)comcast.net> Sent: Sunday, September 01, 2013 5:13 PM Subject: Re: Kolb-List: Re: Training Firestar > > > Tony, > > I'm glad that you see Assata's agendas. Remember when Matt told you that > he wants you grading and on the floor, not breaking down the truck. In his > terms he shouldn't have had to tell you that. But you don't have the > cultural background of having come up therough the ranks for 20 years. > Assata was OK with that until Kara went to her with a litany of stacker > complaints that you weren't helping them. Then Assata wanted you to get > along with the staff. > > Now she checks your work every day before you clock out and gives you more > stacker work to do. > > Assata wants you to see yourself as a super stacker in her store, and not > as a PM elsewhere. She doesn't want you to quit. She doesn't want you to > step down. She just doesn't want you to leave her store. You make her look > good. > > Matt is sending a very different message. And it wasn't to you. He checked > out Produce and only found a crooked sign, too many flower boxes in the > cooler, clutter in the back room and a sticking fire door. Of those, the > clutter and door were on her, not you. He was telling her that the Produce > department was fine while she had some building issues to take care of. > That could be a counter to her complaints that you weren't ready for a > department. > > Lots of agendas out there. > > Peter > > > ----- Original Message ----- > From: "funnyb0nz" <dan_eshman(at)hotmail.com> > To: > Sent: Sunday, September 01, 2013 10:34 AM > Subject: Kolb-List: Re: Training Firestar > > >> >> Well thanks for the info. I did a search for taildraggers CFI, and came >> up with this site. >> http://taildraggersinc.com/category/cfi/oh/#.UiNPuq_D_DA >> >> Looks like I may have someone that is 3.5 hours away. So not too bad I >> guess. I will be making a phone call on Tuesday. If anyone knows of >> anyone that is closer to Toledo, OH please let me know. I take it that >> taildraggers is dying breed? Or is everyone just flying Far103 or >> illegally now? >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=407848#407848 >> >> >> >> >> >> >> >> >> >> > > > ________________________________________________________________________________
Date: Sep 01, 2013
Subject: Re: Kolb Xtra weight. & balance
From: Colin Hudson <colin.scott.hudson(at)gmail.com>
Brad I got my builders manual for my Mark 3 X-tra out and your numbers are a little off, close but off. Your mixing your % and inches. This is what my manual states. The chord of an airfoil is the straight line distance from the leading edge to the trailing edge. Our wings have a flat bottom surface so the chord is measured along it. The average wing chord is 58" (You stated yours was 66", quite a difference.) and the airplane will be safe to fly if the center of gravity is between 20% and 35% of the wing chord as measured from datum (the leading edge). 20% chord is 11.6" aft of the leading edge and 35% chord is 20.3". The airplane is in balance if the CG falls between 11.6 and 20.3" aft of the leading edge of the wing. For reference the mounting tab on the wing root for the main spar is 18" aft of the leading edge. You said your empty weight came out to be 751. My Mark3Xtra with a Jabiru engine and canister BRS has an empty weight of 567 lbs. The canister system weight may be a little more than the VLS, it weighs 21 lbs 4 oz. Here's what my manual says about weighing your aircraft: The weight and balance can be done in one weighing if you have two high capacity scales and a bathroom scale or five bathroom scales (two for each main wheel and one for the tail). This is the easiest and you are less likely to make a mistake. When using two scales for each main wheel, bridge them with a board and pace the wheel in the center. Add both scale readins together and subtract the weight of the board from your totals. If you are limited to three scales or less, block up the wheel(s) not on the scales as needed to level the airplane and read the weight one wheel at a time. The basis weight and balance equation is Weight X Distance = Moment 1. Weigh each wheel 2. Multiply each wheel weight by its distance from the datum point. 3. Add the three resulting moments together. 4, Divide the resultant moment by the total empty weigh (the sum of the readings of all scales.) This will give the distance of the center of gravity (CG) from the datum. I know this is a little lengthy, but hope it helps you some. Colin Colin S. Hudson A&P/ ATP N424AL On Sat, Aug 31, 2013 at 9:00 PM, Dennis Rowe wrote: > > Without good scales you are pissing into the wind, both those weights > sound high, my Mk3 weighs 475 pounds but I really built it light and have a > light two stroke engine, I guess the Xtra have a lot more bells and > whistles. I hope to add some weight to it in the form of a 912 engine > someday. > > Dennis "Skid" Rowe > Mk3, 690L-70, Leechburg, PA > > > On Aug 31, 2013, at 9:29 PM, wrote: > > > I have recently purchased a Kolb Xtra and have installed a BRS on it. I > had to jump through a few hurdles and have yet to fly it. Now that the BRS > is installed I am unable to get the correct CG. > > According to the information I have the CG should between 11.5% and 35% > of the chord of the wing, in my case the wing chord is 66inches. Which > equates to a CG range of 7.5 - 23.1 inches aft datum. However, I'm getting > about 28. > > I used bathroom scales to measure, but could only get one per wheel to > work, I was unable to get two scales per main wheel to work. When I put a > board across the two only one scale would notice the weight. > > > > So my questions are: > > Is the CG range and/or the %s used (11.5 and 35) correct ? > > > > Could the weights be that far off? > > Could the bathroom scales be that much of POSs? > > The total AF weight from the previous owner's W&B was 601lbs and mine > came out to be (on the last weighting as I have done at least 1/2 dozen) > was 751lbs. As far as I can tell the previous owner added tundra tires > after his last W&B and the weight of the BRS is only 18.6 lbs (which may > not include the mounting hardware. But I don't think that adds up to 150lbs. > > > > Any help, suggestions, or comments would be greatly appreciated. > > I really to get in the air! > > > > Brad Nation > > Xtra N952DK > >
> > > > > >
> > ________________________________________________________________________________
Subject: Re: Kolb Xtra weight. & balance
From: Colin Hudson <colin.scott.hudson(at)gmail.com>
Date: Sep 01, 2013
Brad something else I forgot to mention earlier. I've used bathroom scales in the past and you have to find their pressure points. You can't just lay a board across them. Put a chunk of 2x4 on the spot where the scales read accurate then run you board across the two scales. Just remember to subtract you total board weight, this is known as Tare weight. Colin Hudson N424AL Mark3Xtra Sent from my iPhone On Aug 31, 2013, at 9:00 PM, Dennis Rowe wrote: > > Without good scales you are pissing into the wind, both those weights sound high, my Mk3 weighs 475 pounds but I really built it light and have a light two stroke engine, I guess the Xtra have a lot more bells and whistles. I hope to add some weight to it in the form of a 912 engine someday. > > Dennis "Skid" Rowe > Mk3, 690L-70, Leechburg, PA > > > > On Aug 31, 2013, at 9:29 PM, wrote: > >> I have recently purchased a Kolb Xtra and have installed a BRS on it. I had to jump through a few hurdles and have yet to fly it. Now that the BRS is installed I am unable to get the correct CG. >> According to the information I have the CG should between 11.5% and 35% of the chord of the wing, in my case the wing chord is 66inches. Which equates to a CG range of 7.5 - 23.1 inches aft datum. However, I'm getting about 28. >> I used bathroom scales to measure, but could only get one per wheel to work, I was unable to get two scales per main wheel to work. When I put a board across the two only one scale would notice the weight. >> >> So my questions are: >> Is the CG range and/or the %s used (11.5 and 35) correct ? >> >> Could the weights be that far off? >> Could the bathroom scales be that much of POSs? >> The total AF weight from the previous owner's W&B was 601lbs and mine came out to be (on the last weighting as I have done at least 1/2 dozen) was 751lbs. As far as I can tell the previous owner added tundra tires after his last W&B and the weight of the BRS is only 18.6 lbs (which may not include the mounting hardware. But I don't think that adds up to 150lbs. >> >> Any help, suggestions, or comments would be greatly appreciated. >> I really to get in the air! >> >> Brad Nation >> Xtra N952DK >>
>> >> >>
> > > > > ________________________________________________________________________________
Subject: Re: Kolb Xtra weight. & balance
From: "racerjerry" <gki(at)suffolk.lib.ny.us>
Date: Sep 02, 2013
Oh; remember to put your ass in seat before weighing. I am afraid that you will need someone else to read the scales. With my lighter Firestar II, I purchased 3 flat top $10 bath scales from Walmart and had no trouble at all with weighing. Especially when using bathroom scales, you need to take care not to side load the scales or it will distort readings. What I did was pick up one main wheel and gently lay it back down on the scale. This keeps a toe error from causing a side load when rolling on to the scales (changing distance between main wheels). I am sure you can get one of your local stock car guys interested enough in your project to pay a visit and bring along their digital scales; the scales are very portable and easily set up. A cold case of beer can work wonders with racers; just make sure it comes out afterwards. -------- Jerry King Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407923#407923 ________________________________________________________________________________
Date: Sep 02, 2013
From: <nationcap(at)comcast.net>
Subject: Re: Kolb Xtra weight. & balance
If I add me to the weight then I'm not calculating the empty weight and the CG be off, even though it's not within range now which is the problem. I haven't measured the arm for the seats so I don't know how much off it will be. But just looking at it it looks like the seats are pretty close to the datum point. I tried to using regular scales but they were very inaccurate , I lastly used two digital bathroom scales with a 2x6 but I could only get one of the scales to register. At first I rolled onto the scales but I wasn't confident in the reading that I started over and lowered the wheels onto the scales. But even then I was getting inconsistent readings. So for now the weight seems heavy with an aft out of range CG. As for adding the pilot to the basic equation, I'll crunch some numbers and see if that might make a difference. Thanks shine for all the input. Brad Sent from Xfinity Connect Mobile App so there may be some typos. -----Original Message----- From: racerjerry Sent: September 2, 2013, 8:32 Subject: Kolb-List: Re: Kolb Xtra weight. & balance Oh; remember to put your ass in seat before weighing. I am afraid that you will need someone else to read the scales. With my lighter Firestar II, I purchased 3 flat top $10 bath scales from Walmart and had no trouble at all with weighing. Especially when using bathroom scales, you need to take care not to side load the scales or it will distort readings. What I did was pick up one main wheel and gently lay it back down on the scale. This keeps a toe error from causing a side load when rolling on to the scales (changing distance between main wheels). I am sure you can get one of your local stock car guys interested enough in your project to pay a visit and bring along their digital scales; the scales are very portable and easily set up. A cold case of beer can work wonders with racers; just make sure it comes out afterwards. -------- Jerry King Read this topic online here: http://forums.matronics.com/viewtopic.php?p=407923#407923

________________________________________________________________________________
Date: Sep 02, 2013
Subject: Re: Kolb Xtra weight. & balance
From: Richard Girard <aslsa.rng(at)gmail.com>
Brad, Okay, I don't understand what you're saying here. Are you worried that the empty CG is too far aft? If that's the case you don't understand the process. You HAVE to know the arm to the pilot seat. With that info you can then calculate the minimum pilot weight, in order to get the CG into the aft end of it's range, and maximum pilot and passenger weight to keep the CG from running out the forward end of the range. Consider the Blanik L-13 sailplane. It's empty CG is at 78% of chord. Put a 150 lb pilot into the front seat and the loaded CG comes into the aft end of the range. Rick Girard On Mon, Sep 2, 2013 at 11:45 AM, wrote: > If I add me to the weight then I'm not calculating the empty weight and > the CG be off, even though it's not within range now which is the problem. > I haven't measured the arm for the seats so I don't know how much off it > will be. But just looking at it it looks like the seats are pretty close to > the datum point. > > I tried to using regular scales but they were very inaccurate , I lastly > used two digital bathroom scales with a 2x6 but I could only get one of the > scales to register. > At first I rolled onto the scales but I wasn't confident in the reading > that I started over and lowered the wheels onto the scales. But even then I > was getting inconsistent readings. > So for now the weight seems heavy with an aft out of range CG. As for > adding the pilot to the basic equation, I'll crunch some numbers and see if > that might make a difference. > > Thanks shine for all the input. > > Brad > > Sent from Xfinity Connect Mobile App so there may be some typos. > > -----Original Message----- > From: racerjerry > To: kolb-list > Sent: September 2, 2013, 8:32 > Subject: Kolb-List: Re: Kolb Xtra weight. & balance > > > Oh; remember to put your ass in seat before weighing. I am afraid that > you will need someone else to read the scales. With my lighter Firestar > II, I purchased 3 flat top $10 bath scales from Walmart and had no trouble > at all with weighing. > > Especially when using bathroom scales, you need to take care not to side > load the scales or it will distort readings. What I did was pick up one > main wheel and gently lay it back down on the scale. This keeps a toe > error from causing a side load when rolling on to the scales (changing > distance between main wheels). > > I am sure you can get one of your local stock car guys interested enough > in your project to pay a visit and bring along their digital scales; the > scales are very portable and easily set up. A cold case of beer can work > wonders with racers; just make sure it comes out afterwards. > > -------- > Jerry King > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=407923#407923 > > >
> > http://www.matronics.com/Navigator?Kolb-List> > http://forums.matronics.com> > http://www.matronics.com/contribution> > >
-- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
Date: Sep 02, 2013
Subject: Re: Kolb Xtra weight. & balance
From: Richard Girard <aslsa.rng(at)gmail.com>
Dang it, hit return before I was ready. Attached is the spread sheet for an Xtra. Put 0 into pilot weight in the last section and you'll see the CG is too far aft. You must figure in the pilot weight at some minimum to get the CG into range. Rick On Mon, Sep 2, 2013 at 3:49 PM, Richard Girard wrote: > Brad, Okay, I don't understand what you're saying here. Are you worried > that the empty CG is too far aft? If that's the case you don't understand > the process. > You HAVE to know the arm to the pilot seat. With that info you can then > calculate the minimum pilot weight, in order to get the CG into the aft end > of it's range, and maximum pilot and passenger weight to keep the CG from > running out the forward end of the range. > Consider the Blanik L-13 sailplane. It's empty CG is at 78% of chord. Put > a 150 lb pilot into the front seat and the loaded CG comes into the aft end > of the range. > > Rick Girard > > > On Mon, Sep 2, 2013 at 11:45 AM, wrote: > >> If I add me to the weight then I'm not calculating the empty weight and >> the CG be off, even though it's not within range now which is the problem. >> I haven't measured the arm for the seats so I don't know how much off it >> will be. But just looking at it it looks like the seats are pretty close to >> the datum point. >> >> I tried to using regular scales but they were very inaccurate , I lastly >> used two digital bathroom scales with a 2x6 but I could only get one of the >> scales to register. >> At first I rolled onto the scales but I wasn't confident in the reading >> that I started over and lowered the wheels onto the scales. But even then I >> was getting inconsistent readings. >> So for now the weight seems heavy with an aft out of range CG. As for >> adding the pilot to the basic equation, I'll crunch some numbers and see if >> that might make a difference. >> >> Thanks shine for all the input. >> >> Brad >> >> Sent from Xfinity Connect Mobile App so there may be some typos. >> >> -----Original Message----- >> From: racerjerry >> To: kolb-list >> Sent: September 2, 2013, 8:32 >> Subject: Kolb-List: Re: Kolb Xtra weight. & balance >> >> >> Oh; remember to put your ass in seat before weighing. I am afraid that >> you will need someone else to read the scales. With my lighter Firestar >> II, I purchased 3 flat top $10 bath scales from Walmart and had no trouble >> at all with weighing. >> >> Especially when using bathroom scales, you need to take care not to side >> load the scales or it will distort readings. What I did was pick up one >> main wheel and gently lay it back down on the scale. This keeps a toe >> error from causing a side load when rolling on to the scales (changing >> distance between main wheels). >> >> I am sure you can get one of your local stock car guys interested enough >> in your project to pay a visit and bring along their digital scales; the >> scales are very portable and easily set up. A cold case of beer can work >> wonders with racers; just make sure it comes out afterwards. >> >> -------- >> Jerry King >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=407923#407923 >> >> >> >> >> >> >> >> >> >> >> >>
>> >> http://www.matronics.com/Navigator?Kolb-List> >> http://forums.matronics.com> >> http://www.matronics.com/contribution> >> >>
> > > -- > Zulu Delta > Mk IIIC > Thanks, Homer GBYM > > It isn't necessary to have relatives in Kansas City in order to be unhappy. > - Groucho Marx > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
From: daniel myers <h20maule(at)hotmail.com>
Subject: Exhaust for sale
Date: Sep 03, 2013
I have a like new=2C barely used Titan Exhaust for a Rotax 912 for sale in the box ready to ship. Pictures are available...New is $1375.00 from Lockwo od...I am not looking to get anywhere close to that=2C but make a reasonabl e offer and its yours!Daniel Myers407 920 7700h20maule(at)hotmail.com ________________________________________________________________________________
Subject: Couple question
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Sep 07, 2013
Hey guys, I see a lot of Kolb Firestar II's for sale on Barnstormers. I plan on picking up a KXP. There are a couple others that are newer, however don't have current annual and there was one with no N number. Is it best to stay clear from them if they are not current? I currently fly out of airport, so thinking its best to stay with something that has current annual, and also N numbered? What are your thoughts? Get older KOLB KXP that is current? or get a 2003 that is year passed annual and cost a couple grand more? Thanks Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408197#408197 ________________________________________________________________________________
Date: Sep 07, 2013
From: herb <herbgh(at)nctc.com>
Subject: Re: Couple question
I have a friend who swears that his 7 rib Firestar with a 377 is UL legal....So..would not discount that possibility.... Herb On 09/07/2013 02:53 PM, funnyb0nz wrote: > > Hey guys, I see a lot of Kolb Firestar II's for sale on Barnstormers. I plan on picking up a KXP. There are a couple others that are newer, however don't have current annual and there was one with no N number. Is it best to stay clear from them if they are not current? > I currently fly out of airport, so thinking its best to stay with something that has current annual, and also N numbered? > What are your thoughts? Get older KOLB KXP that is current? or get a 2003 that is year passed annual and cost a couple grand more? > > Thanks > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=408197#408197 > > ________________________________________________________________________________
Date: Sep 07, 2013
Subject: Re: Couple question
From: Larry Cottrell <lcottrell1020(at)gmail.com>
I have a Firestar II and I like it. However a friend of mine has a KXP with a 7 rib wing, and the honest truth is that his plane will run circles around mine. Take offs are shorter, landings are shorter, climb is better, and the thing with a 503 will run as fast or faster than mine with a HKS. Of course I get better mileage with the HKS, and my plane is heavier, and I am heavier, but I would have to think long and hard if he wanted to trade. There is no way that I would consider any plane without a N number, it is just trouble that you don't really need. Larry On Sat, Sep 7, 2013 at 8:53 AM, funnyb0nz wrote: > > Hey guys, I see a lot of Kolb Firestar II's for sale on Barnstormers. I > plan on picking up a KXP. There are a couple others that are newer, however > don't have current annual and there was one with no N number. Is it best to > stay clear from them if they are not current? > I currently fly out of airport, so thinking its best to stay with > something that has current annual, and also N numbered? > What are your thoughts? Get older KOLB KXP that is current? or get a 2003 > that is year passed annual and cost a couple grand more? > > Thanks > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=408197#408197 > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Date: Sep 07, 2013
From: herb <herbgh(at)nctc.com>
Subject: Re: Couple question
I think,early on, the fuselage for some of the smaller Kolbs were built with .028(029?) cro molly...and I think the early Firestar's were quite light...Not sure that the factory has specs for pre TNK Firestars....? Surprised that the 377 weighs more than the 447? How can that be? Electronic ign. vs points? Dennis. can you weigh in on this...I am looking for a "light" Firestar...Herb On 09/07/2013 05:42 PM, Richard Girard wrote: > Dan, If you look at any Firestar that claims to be UL legal make sure > your pre buy inspection specifies a weight and balance done by an > independent shop that you pay. That way you know what you are getting > isn't someone's bright idea of an ultralight. You should also do the > AC 103-7 worksheet which should also show that a Firestar is about 25 > mph too fast to be an ultralight as well. > If you want to think about getting an unregistered plane "brought in" > by getting it registered, talk to your local FSDO or contact a DAR. > The official line is that the only option available is Experimental > Exhibition, but who knows. My advice is get it in writing if they tell > you there's a path to Experimental Amateur Built and make sure they > understand that the plane is built and flying, not some kit you're > going to complete. > Herb, According to Rotax, the 377 actually weighs 2.2 lb. (1 kg) MORE > than a 447 (assuming their both using the same gearbox and exhaust). > Kolb listed the empty weight of the Firestar as typically 325 lb. I > think you're friend has rather generous scales. > > Rick Girard > ________________________________________________________________________________
Subject: Re: Couple question
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Sep 07, 2013
Hey guys, thanks for the info. I am taking a road trip about 6 hours away tomorrow to look at the KXP. It has current annual, and also N number which I prefer. I will keep you all updated. If I buy it, I am sure I am going to have lots of questions. Thanks for feedback! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408208#408208 ________________________________________________________________________________
Subject: Re: Couple question
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Sep 07, 2013
A guess on weight....Though I have had them apart I never measured the thickness of a 377 cylinder liner, but it would not be at all unusual for a manufacturer to use a much thicker liner than needed on a new design to allow for a future increase in displacement. That would account for the smaller displacement engines extra weight. The Suzuki TM 100 comes to mind, much heaver cylinder than the otherwise identical TM 125. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408216#408216 ________________________________________________________________________________
Subject: Re: Couple question
From: "R. Hankins" <rphanks(at)grantspass.com>
Date: Sep 07, 2013
As long as the aircraft has been well maintained, I would go with the older, current KXP. Mine is a 1992 kit that has been flying since 1999. It has 640 hrs on it at the moment. I flew it 291 miles today in just over 4 hrs and burned 15.3 gals of gas. That is 19mpg at an avg of 71mph with a dual carb 503. Do make sure it has 7 main wing ribs. If it has 5, it is not a KXP. The 2 extra ribs were added for the 503 engine. -------- Roger in Oregon 1992 KXP 503 - N1782C Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408218#408218 Attachments: http://forums.matronics.com//files/p1080565_132.jpg ________________________________________________________________________________
Subject: Re: Couple question
From: "R. Hankins" <rphanks(at)grantspass.com>
Date: Sep 07, 2013
As long as the aircraft has been well maintained, I would go with the older, current KXP. Mine is a 1992 kit that has been flying since 1999. It has 640 hrs on it at the moment. I flew it 291 miles today in just over 4 hrs and burned 15.3 gals of gas. That is 19mpg at an avg of 71mph with a dual carb 503. Do make sure it has 7 main wing ribs. If it has 5, it is not a KXP. The 2 extra ribs were added for the 503 engine. -------- Roger in Oregon 1992 KXP 503 - N1782C Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408219#408219 Attachments: http://forums.matronics.com//files/p1080565_132.jpg ________________________________________________________________________________
Subject: Re: covered canopy
From: "R. Hankins" <rphanks(at)grantspass.com>
Date: Sep 07, 2013
It takes some work, but you can enclose the cockpit pretty easily, if you are handy with tubing and lexan. The KXP came stock with a winshield that goes from the nose up to the wings, but no doors. Make sure the kolb you are looking at has 7 full ribs in each wing. If it has five, it is NOT a KXP. -------- Roger in Oregon 1992 KXP 503 - N1782C Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408220#408220 ________________________________________________________________________________
Subject: Re: Best way to ship a 503
From: "R. Hankins" <rphanks(at)grantspass.com>
Date: Sep 07, 2013
My 503 was shipped to me from Kolb in the original Rotax box. It was bolted to a 2x4 wooden base that filled the bottom of the box out to the edges. The box was a sturdy double wall that allowed quite a bit of room around the engine. Remove the carbs, bundle them in bubble wrap and put them in with the engine. Yellow Freight bent up a lot of my order, but the engine arrived in good shape. -------- Roger in Oregon 1992 KXP 503 - N1782C Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408221#408221 ________________________________________________________________________________
Subject: Re: Kolb Xtra weight. & balance
From: Brad Nation <nationcap(at)comcast.net>
Date: Sep 03, 2013
I guess I didn't understand the process. I crunched some numbers using my we ight as the pilot weight and indeed it brought the CG within range. As I did n't have the correct ARM I'll be heading out to the hanger to get the real m easurements and go from there. Thanks for the visual aid spread sheet. I measured the bottom of the wing including the flap to be 66", w/o flap, 50 ". I looked at the builder's notes and his wing measurements are the same. L ooking back at my post yes I did mix up the inches and %. (Probably didn't h elp doing the typing on my iPhone. ) My Xtra has a Rotax 912 80 hp, BRS VLS ( it weights 18.6 lbs), tundra tires, basic instruments, nothing out of the ordinary, as far as I can tell from m y limited experience with Xtras, so I agree that the weight is high. The que stion is why, we're the scales crappy, was I maxing out the scales, did I we igh it incorrectly, or does it really weigh that much. When I weighed it I raised the tail so that the wing trailing edge was 7.5 i nches lower than he leading edge. I lowered the wheels onto the scales vs. r olling onto them. I repeated the process for each wheel at least 4 times unt il I got a couple consistent weights on each wheel. It seems that I need to go and remeasure and get an accurate higher capacity set of scales. Sent from my iPad Brad On Sep 2, 2013, at 15:00, Richard Girard wrote: > Dang it, hit return before I was ready. Attached is the spread sheet for a n Xtra. Put 0 into pilot weight in the last section and you'll see the CG is too far aft. You must figure in the pilot weight at some minimum to get the CG into range. > > Rick > > > On Mon, Sep 2, 2013 at 3:49 PM, Richard Girard wrote : >> Brad, Okay, I don't understand what you're saying here. Are you worried t hat the empty CG is too far aft? If that's the case you don't understand the process. >> You HAVE to know the arm to the pilot seat. With that info you can then c alculate the minimum pilot weight, in order to get the CG into the aft end o f it's range, and maximum pilot and passenger weight to keep the CG from run ning out the forward end of the range. >> Consider the Blanik L-13 sailplane. It's empty CG is at 78% of chord. Put a 150 lb pilot into the front seat and the loaded CG comes into the aft end of the range. >> >> Rick Girard >> >> >> On Mon, Sep 2, 2013 at 11:45 AM, wrote: >>> If I add me to the weight then I'm not calculating the empty weight and t he CG be off, even though it's not within range now which is the problem. I h aven't measured the arm for the seats so I don't know how much off it will b e. But just looking at it it looks like the seats are pretty close to the da tum point. >>> >>> I tried to using regular scales but they were very inaccurate , I lastl y used two digital bathroom scales with a 2x6 but I could only get one of th e scales to register. >>> At first I rolled onto the scales but I wasn't confident in the reading t hat I started over and lowered the wheels onto the scales. But even then I w as getting inconsistent readings. >>> So for now the weight seems heavy with an aft out of range CG. As for a dding the pilot to the basic equation, I'll crunch some numbers and see if t hat might make a difference. >>> >>> Thanks shine for all the input. >>> >>> Brad >>> >>> Sent from Xfinity Connect Mobile App so there may be some typos. >>> >>> -----Original Message----- >>> From: racerjerry >>> To: kolb-list >>> Sent: September 2, 2013, 8:32 >>> Subject: Kolb-List: Re: Kolb Xtra weight. & balance >>> >>> >>> Oh; remember to put your ass in seat before weighing. I am afraid that y ou will need someone else to read the scales. With my lighter Firestar II, I purchased 3 flat top $10 bath scales from Walmart and had no trouble at all with weighing. >>> >>> Especially when using bathroom scales, you need to take care not to side load the scales or it will distort readings. What I did was pick up one ma in wheel and gently lay it back down on the scale. This keeps a toe error f rom causing a side load when rolling on to the scales (changing distance bet ween main wheels). >>> >>> I am sure you can get one of your local stock car guys interested enough in your project to pay a visit and bring along their digital scales; the sc ales are very portable and easily set up. A cold case of beer can work wond ers with racers; just make sure it comes out afterwards. >>> >>> -------- >>> Jerry King >>> >>> >>> >>> >>> Read this topic online here: >>> >>> http://forums.matronics.com/viewtopic.php?p=407923#407923 >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>>
>>> >>> ========== >>> om/Navigator?Kolb-List" target="_blank">http://www.matronics.com/Navig ator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List> >>> ========== >>> s.com" target="_blank">http://forums.matronics.com">http://forums.matr onics.com >>> ========== >>> le, List Admin. >>> om/contribution" target="_blank">http://www.matronics.com/contribution ">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 unhapp y. >> - Groucho Marx > > > > -- > Zulu Delta > Mk IIIC > Thanks, Homer GBYM > > It isn't necessary to have relatives in Kansas City in order to be unhappy . > - Groucho Marx > > ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Sep 08, 2013
Subject: Kolb-List Digest:
Hello Kolbers: Can anyone tell me the required inside width and length of a trailer in which to haul a MKIIIX with the wings attached and in the folded position? Thank you all for any and all information and suggestions. Bob MKIIIX with GPAS VW N830PB ________________________________________________________________________________
Subject: Re: Kolb-List Digest:
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Date: Sep 08, 2013
Bob, You're going to need at least 24' long and probably every inch of 7' 6" wide, inside measurements. Mike On Sep 8, 2013, at 9:20 PM, "Bob Green" wrote: > > Hello Kolbers: > Can anyone tell me the required inside width and length of a trailer in which to haul a MKIIIX with the wings attached and in the folded position? > Thank you all for any and all information and suggestions. > Bob > MKIIIX with GPAS VW > N830PB > > > > ________________________________________________________________________________
Subject: Re: Kolb-List Digest:
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Sep 09, 2013
Don't forget height, with a two blade prop a little over 7' should do it, if you have three blades you'll need close to 8'. Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA On Sep 8, 2013, at 10:23 PM, Mike Welch wrote: > > Bob, > > You're going to need at least 24' long and probably every inch of 7' 6" wide, inside measurements. > > Mike > > > > > On Sep 8, 2013, at 9:20 PM, "Bob Green" wrote: > >> >> Hello Kolbers: >> Can anyone tell me the required inside width and length of a trailer in which to haul a MKIIIX with the wings attached and in the folded position? >> Thank you all for any and all information and suggestions. >> Bob >> MKIIIX with GPAS VW >> N830PB >> >> >> >> > > > > > ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Sep 09, 2013
Subject: RE: Kolb-List Digest: 3 Msgs - 09/08/13
Thanks Mike W. Bob . Subject: Re: Kolb-List: Kolb-List Digest: From: Mike Welch <mdnanwelch7(at)hotmail.com> Bob, You're going to need at least 24' long and probably every inch of 7' 6" wide, inside measurements. Mike On Sep 8, 2013, at 9:20 PM, "Bob Green" wrote: > Hello Kolbers: > Can anyone tell me the required inside width and length of a trailer > in which to haul a MKIIIX with the wings attached and in the folded position? > Thank you all for any and all information and suggestions. > Bob > MKIIIX with GPAS VW > N830PB > > > > ________________________________________________________________________________
Subject: Re: Kolb-List Digest:
From: Gary Aman <zeprep251(at)aol.com>
Date: Sep 09, 2013
Bob My call hauler trailer,a 24ft unit,modified by raising the roof 1 foot and v nosing the front,an extra 30 inches approx, has 82 in. between the wheel wells.my MK3C wheels with the special nuts for wheel pants fit between the wells.I have the spring steel gear legs,pretty low to the ground.If the tal l tubular legs are the same width you'd be OK.I have close to 2ft extra len gth loaded.The kicker is the inside door height when you are loading.I have hauled a MK3C /912 3blade with the tall new tubular gear legs and it was c lose to the blade tips.I use a boom cradle on casters which also makes the engine higher when coming up the ramp,but it travels in the cradle and the cradle gives some leading edge clearance when loading. G.Aman MK3C Jabiru 2200 840hrs sensenich 2blade over 15,000 trailer ed miles -----Original Message----- From: Bob Green <bgreen(at)bimi.org> Sent: Sun, Sep 8, 2013 10:18 pm Subject: Kolb-List: Kolb-List Digest: Hello Kolbers: Can anyone tell me the required inside width and length of a trailer in wh ich to haul a MKIIIX with the wings attached and in the folded position? Thank you all for any and all information and suggestions. Bob MKIIIX with GPAS VW N830PB ________________________________________________________________________________
Date: Sep 09, 2013
Subject: Re: Kolb Xtra weight. & balance
From: Richard Girard <aslsa.rng(at)gmail.com>
Brad, When I was working on 125KP Travis told me that the average "X" came in at an empty weight of 650 lb. As I recall 125KP was 655 lb. when I put it on a weight reduction plan and I was able to get it down to 615. That was a 582 powered airplane. Add 35 to 40 lb. for the 912 and you're back up in the 660 lb weight range. The wing chord includes the flaps, i.e. it is 66". Rick On Tue, Sep 3, 2013 at 7:37 PM, Brad Nation wrote: > I guess I didn't understand the process. I crunched some numbers using my > weight as the pilot weight and indeed it brought the CG within range. As I > didn't have the correct ARM I'll be heading out to the hanger to get the > real measurements and go from there. > > Thanks for the visual aid spread sheet. > > I measured the bottom of the wing including the flap to be 66", w/o flap, > 50". I looked at the builder's notes and his wing measurements are the > same. Looking back at my post yes I did mix up the inches and %. (Probably > didn't help doing the typing on my iPhone. ) > My Xtra has a Rotax 912 80 hp, BRS VLS ( it weights 18.6 lbs), tundra > tires, basic instruments, nothing out of the ordinary, as far as I can tell > from my limited experience with Xtras, so I agree that the weight is high. > The question is why, we're the scales crappy, was I maxing out the scales, > did I weigh it incorrectly, or does it really weigh that much. > When I weighed it I raised the tail so that the wing trailing edge was 7.5 > inches lower than he leading edge. I lowered the wheels onto the scales vs. > rolling onto them. I repeated the process for each wheel at least 4 times > until I got a couple consistent weights on each wheel. > > It seems that I need to go and remeasure and get an accurate higher > capacity set of scales. > > Sent from my iPad > > Brad > > On Sep 2, 2013, at 15:00, Richard Girard wrote: > > Dang it, hit return before I was ready. Attached is the spread sheet for > an Xtra. Put 0 into pilot weight in the last section and you'll see the CG > is too far aft. You must figure in the pilot weight at some minimum to get > the CG into range. > > Rick > > > On Mon, Sep 2, 2013 at 3:49 PM, Richard Girard wrote: > >> Brad, Okay, I don't understand what you're saying here. Are you worried >> that the empty CG is too far aft? If that's the case you don't understand >> the process. >> You HAVE to know the arm to the pilot seat. With that info you can then >> calculate the minimum pilot weight, in order to get the CG into the aft end >> of it's range, and maximum pilot and passenger weight to keep the CG from >> running out the forward end of the range. >> Consider the Blanik L-13 sailplane. It's empty CG is at 78% of chord. Put >> a 150 lb pilot into the front seat and the loaded CG comes into the aft end >> of the range. >> >> Rick Girard >> >> >> On Mon, Sep 2, 2013 at 11:45 AM, wrote: >> >>> If I add me to the weight then I'm not calculating the empty weight and >>> the CG be off, even though it's not within range now which is the problem. >>> I haven't measured the arm for the seats so I don't know how much off it >>> will be. But just looking at it it looks like the seats are pretty close to >>> the datum point. >>> >>> I tried to using regular scales but they were very inaccurate , I >>> lastly used two digital bathroom scales with a 2x6 but I could only get one >>> of the scales to register. >>> At first I rolled onto the scales but I wasn't confident in the reading >>> that I started over and lowered the wheels onto the scales. But even then I >>> was getting inconsistent readings. >>> So for now the weight seems heavy with an aft out of range CG. As for >>> adding the pilot to the basic equation, I'll crunch some numbers and see if >>> that might make a difference. >>> >>> Thanks shine for all the input. >>> >>> Brad >>> >>> Sent from Xfinity Connect Mobile App so there may be some typos. >>> >>> -----Original Message----- >>> From: racerjerry >>> To: kolb-list >>> Sent: September 2, 2013, 8:32 >>> Subject: Kolb-List: Re: Kolb Xtra weight. & balance >>> >>> >>> Oh; remember to put your ass in seat before weighing. I am afraid that >>> you will need someone else to read the scales. With my lighter Firestar >>> II, I purchased 3 flat top $10 bath scales from Walmart and had no trouble >>> at all with weighing. >>> >>> Especially when using bathroom scales, you need to take care not to side >>> load the scales or it will distort readings. What I did was pick up one >>> main wheel and gently lay it back down on the scale. This keeps a toe >>> error from causing a side load when rolling on to the scales (changing >>> distance between main wheels). >>> >>> I am sure you can get one of your local stock car guys interested enough >>> in your project to pay a visit and bring along their digital scales; the >>> scales are very portable and easily set up. A cold case of beer can work >>> wonders with racers; just make sure it comes out afterwards. >>> >>> -------- >>> Jerry King >>> >>> >>> >>> >>> Read this topic online here: >>> >>> http://forums.matronics.com/viewtopic.php?p=407923#407923 >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>>
>>> >>> ========== >>> om/Navigator?Kolb-List" target="_blank"> >>> http://www.matronics.com/Navigator?Kolb-List"> >>> http://www.matronics.com/Navigator?Kolb-List> >>> ========== >>> s.com" target="_blank">http://forums.matronics.com"> >>> http://forums.matronics.com> >>> ========== >>> le, List Admin. >>> om/contribution" target="_blank">http://www.matronics.com/contribution"> >>> http://www.matronics.com/contribution> >>> ========== >>> >>>
>>> >> >> >> >> -- >> Zulu Delta >> Mk IIIC >> Thanks, Homer GBYM >> >> It isn't necessary to have relatives in Kansas City in order to be >> unhappy. >> - Groucho Marx >> >> > > > -- > Zulu Delta > Mk IIIC > Thanks, Homer GBYM > > It isn't necessary to have relatives in Kansas City in order to be unhappy. > - Groucho Marx > > > > * > > * > > -- 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: Re: covered canopy
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Sep 09, 2013
Well I did buy it, long day but it does have 7 ribs. Wathced the guy fly it, really clean machine. Well documented from previous owners. The windshield does go up to wings, be nice for some doors for the winter. maybe I will have to get creative or ask to see some of other members pics to get ideas. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408315#408315 ________________________________________________________________________________
Subject: Re: Couple question
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Sep 09, 2013
Hey guys, I am now the new owner of a KXP, it did have 7 ribs, that is one thing the old owner told me. He actually told me about this forum. I am sure I will have many questions. So if anyone has pics of a full enclosure that I could see to get some ideas, that would be greatly appreciated. Want to have it ready for winter flying, but also like to take the doors off for spring/summer flying. What is best to use to clean the material of the kxp, it needs a nice bath and would like to detail it up so looks really nice before I get trained to fly it. Thanks! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408316#408316 ________________________________________________________________________________
Subject: Re: Couple question
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Sep 10, 2013
I use dish soap in water and a car cleaning sponge or mitten. Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA On Sep 9, 2013, at 9:45 PM, "funnyb0nz" wrote: > > Hey guys, I am now the new owner of a KXP, it did have 7 ribs, that is one thing the old owner told me. He actually told me about this forum. I am sure I will have many questions. So if anyone has pics of a full enclosure that I could see to get some ideas, that would be greatly appreciated. Want to have it ready for winter flying, but also like to take the doors off for spring/summer flying. > What is best to use to clean the material of the kxp, it needs a nice bath and would like to detail it up so looks really nice before I get trained to fly it. > > > Thanks! > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=408316#408316 > > > > > > > > > > ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Sep 10, 2013
Subject: RE: Kolb-List Digest: 6 Msgs - 09/09/13
Thanks for the info on the size for a trailer to haul a MKIIIX. I appreciate all the help. Bob N830PB ________________________________________________________________________________
From: "Beauford " <beauford173(at)tampabay.rr.com>
Subject: Re: Couple question
Date: Sep 10, 2013
Brother Dan: Have had good luck (no evident aluminum or 4130 corrosion) with a little common dishwashing detergent highly diluted in water. FWIW, I would definitely stay away from any alkaline-based cleaners such as Simple Green or TSP. Many are reactive with aluminum and if the cleaning solution gets trapped against tubing, such as under fabric or inside the wing, they can attack the protective aluminum oxide surface and initiate corrosion. Worth about what ye paid fer it... Enjoy your new Kolb.... beauford FF-076 Brandon, FL ---------------------------------------------------------- On Sep 9, 2013, at 9:45 PM, "funnyb0nz" wrote: " Hey guys, I am now the new owner of a KXP> What is best to use to clean the material of the kxp, it needs a nice bath and would like to detail it up so looks really nice before I get trained to fly it. Thanks! ________________________________________________________________________________
Subject: Re: Kolb Xtra weight. & balance
From: Brad Nation <nationcap(at)comcast.net>
Date: Sep 10, 2013
Rick, That weight of 660 lb seems about what it should be, I'm thinking/hoping th at the 751 lb that it weighted out on the last measuring is incorrect as I w as getting such a large range of weights that I think the scales I was using were not accurate. At 750 lb doesn't leave me much caring capacity for pass engers, fuel, or baggage. So I'm trying to acquire a set of military rolling stock scales or some certified scales and re-weigh it. Im not ignoring all the help from the the Kolb forum, I'm just in a holding p attern until I get some better scales and get a more accurate weight, then I 'll update the forum. Thanks for all the input from everyone who weighed in with help. (pun intend ed) Sent from my iPad Brad On Sep 9, 2013, at 10:32, Richard Girard wrote: > Brad, When I was working on 125KP Travis told me that the average "X" came in at an empty weight of 650 lb. As I recall 125KP was 655 lb. when I put i t on a weight reduction plan and I was able to get it down to 615. That was a 582 powered airplane. Add 35 to 40 lb. for the 912 and you're back up in th e 660 lb weight range. > The wing chord includes the flaps, i.e. it is 66". > > Rick > > > On Tue, Sep 3, 2013 at 7:37 PM, Brad Nation wrote: >> I guess I didn't understand the process. I crunched some numbers using my weight as the pilot weight and indeed it brought the CG within range. As I d idn't have the correct ARM I'll be heading out to the hanger to get the real measurements and go from there. >> >> Thanks for the visual aid spread sheet. >> >> I measured the bottom of the wing including the flap to be 66", w/o flap, 50". I looked at the builder's notes and his wing measurements are the same . Looking back at my post yes I did mix up the inches and %. (Probably didn' t help doing the typing on my iPhone. ) >> My Xtra has a Rotax 912 80 hp, BRS VLS ( it weights 18.6 lbs), tundra tir es, basic instruments, nothing out of the ordinary, as far as I can tell fro m my limited experience with Xtras, so I agree that the weight is high. The q uestion is why, we're the scales crappy, was I maxing out the scales, did I w eigh it incorrectly, or does it really weigh that much. >> When I weighed it I raised the tail so that the wing trailing edge was 7. 5 inches lower than he leading edge. I lowered the wheels onto the scales vs . rolling onto them. I repeated the process for each wheel at least 4 times u ntil I got a couple consistent weights on each wheel. >> >> It seems that I need to go and remeasure and get an accurate higher capac ity set of scales. >> >> Sent from my iPad >> >> Brad >> >> On Sep 2, 2013, at 15:00, Richard Girard wrote: >> >>> Dang it, hit return before I was ready. Attached is the spread sheet for an Xtra. Put 0 into pilot weight in the last section and you'll see the CG i s too far aft. You must figure in the pilot weight at some minimum to get th e CG into range. >>> >>> Rick >>> >>> >>> On Mon, Sep 2, 2013 at 3:49 PM, Richard Girard wro te: >>>> Brad, Okay, I don't understand what you're saying here. Are you worried that the empty CG is too far aft? If that's the case you don't understand t he process. >>>> You HAVE to know the arm to the pilot seat. With that info you can then calculate the minimum pilot weight, in order to get the CG into the aft end of it's range, and maximum pilot and passenger weight to keep the CG from r unning out the forward end of the range. >>>> Consider the Blanik L-13 sailplane. It's empty CG is at 78% of chord. P ut a 150 lb pilot into the front seat and the loaded CG comes into the aft e nd of the range. >>>> >>>> Rick Girard >>>> >>>> >>>> On Mon, Sep 2, 2013 at 11:45 AM, wrote: >>>>> If I add me to the weight then I'm not calculating the empty weight an d the CG be off, even though it's not within range now which is the problem. I haven't measured the arm for the seats so I don't know how much off it wi ll be. But just looking at it it looks like the seats are pretty close to th e datum point. >>>>> >>>>> I tried to using regular scales but they were very inaccurate , I las tly used two digital bathroom scales with a 2x6 but I could only get one of t he scales to register. >>>>> At first I rolled onto the scales but I wasn't confident in the readin g that I started over and lowered the wheels onto the scales. But even then I was getting inconsistent readings. >>>>> So for now the weight seems heavy with an aft out of range CG. As for adding the pilot to the basic equation, I'll crunch some numbers and see if that might make a difference. >>>>> >>>>> Thanks shine for all the input. >>>>> >>>>> Brad >>>>> >>>>> Sent from Xfinity Connect Mobile App so there may be some typos. >>>>> >>>>> -----Original Message----- >>>>> From: racerjerry >>>>> To: kolb-list >>>>> Sent: September 2, 2013, 8:32 >>>>> Subject: Kolb-List: Re: Kolb Xtra weight. & balance >>>>> >>>>> >>>>> Oh; remember to put your ass in seat before weighing. I am afraid tha t you will need someone else to read the scales. With my lighter Firestar I I, I purchased 3 flat top $10 bath scales from Walmart and had no trouble at all with weighing. >>>>> >>>>> Especially when using bathroom scales, you need to take care not to si de load the scales or it will distort readings. What I did was pick up one m ain wheel and gently lay it back down on the scale. This keeps a toe error f rom causing a side load when rolling on to the scales (changing distance bet ween main wheels). >>>>> >>>>> I am sure you can get one of your local stock car guys interested enou gh in your project to pay a visit and bring along their digital scales; the s cales are very portable and easily set up. A cold case of beer can work won ders with racers; just make sure it comes out afterwards. >>>>> >>>>> -------- >>>>> Jerry King >>>>> >>>>> >>>>> >>>>> >>>>> Read this topic online here: >>>>> >>>>> http://forums.matronics.com/viewtopic.php?p=407923#407923 >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>>
>>>>> >>>>> ========== >>>>> om/Navigator?Kolb-List" target="_blank">http://www.matronics.com/Nav igator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List> >>>>> ========== >>>>> s.com" target="_blank">http://forums.matronics.com">http://forums.ma tronics.com >>>>> ========== >>>>> le, List Admin. >>>>> om/contribution" target="_blank">http://www.matronics.com/contributi on">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 unha ppy. >>>> - Groucho Marx >>> >>> >>> >>> -- >>> Zulu Delta >>> Mk IIIC >>> Thanks, Homer GBYM >>> >>> It isn't necessary to have relatives in Kansas City in order to be unhap py. >>> - Groucho Marx >>> >>> >> >> >> get="_blank">http://www.matronics.com/Navigator?Kolb-List >> tp://forums.matronics.com >> _blank">http://www.matronics.com/contribution >> > > > > -- > Zulu Delta > Mk IIIC > Thanks, Homer GBYM > > It isn't necessary to have relatives in Kansas City in order to be unhappy . > - Groucho Marx > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
Subject: Classifieds for the Experimental Aviation Community
From: "EdKranz" <ed.kranz(at)gmail.com>
Date: Sep 11, 2013
Hello, Kolb builders and flyers! Over the past few years I've noticed that many homebuilders tend to stick to their own online groups. Also, when people are looking to buy or sell parts (or planes), that experience is also quite fragmented. There will be different postings on individual email lists, dedicated builder forums, and the big general aviation classifieds sites... but often these listings would be of interest to everyone regardless of which type of plane they are building or flying. To try to help people reach across those divisions, I am launching a new website: www.SkySwapper.com It's an online classifieds site purely dedicated to the experimental aviation community. Of course, since it's brand new, it's pretty empty... but I'm hoping you all can help me with that. Posting ads with one photo will always be free, but sign up using the promo code: matronics and you'll get the ability to post ads with 4 up to pictures for free as thanks for being one of the early adopters, along with some other perks. (Or simply register with this link:) http://www.skyswapper.com/register.php?registration_code=matronics Since I'm a -10 builder that frequents the Matronics forums, I decided that this was the best community to begin the initial launch with. The site is still in a beta release, so comments, suggestions, and complaints are all very important to me. If you see anything that is broken, or have ideas about how to make the site function better, please let me know thru the Contact Us page on the site. Thanks for your time and happy building and flying! Ed Kranz RV10 Builder www.SkySwapper.com www.EdandColleen.com (my build site) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408439#408439 ________________________________________________________________________________
Subject: Classifieds for the Experimental Aviation Community
From: "EdKranz" <ed.kranz(at)gmail.com>
Date: Sep 11, 2013
Hello, Kolb builders and flyers! Over the past few years I've noticed that many homebuilders tend to stick to their own online groups. Also, when people are looking to buy or sell parts (or planes), that experience is also quite fragmented. There will be different postings on individual email lists, dedicated builder forums, and the big general aviation classifieds sites... but often these listings would be of interest to everyone regardless of which type of plane they are building or flying. To try to help people reach across those divisions, I am launching a new website: www.SkySwapper.com It's an online classifieds site purely dedicated to the experimental aviation community. Of course, since it's brand new, it's pretty empty... but I'm hoping you all can help me with that. Posting ads with one photo will always be free, but sign up using the promo code: matronics and you'll get the ability to post ads with 4 up to pictures for free as thanks for being one of the early adopters, along with some other perks. (Or simply register with this link:) http://www.skyswapper.com/register.php?registration_code=matronics Since I'm a -10 builder that frequents the Matronics forums, I decided that this was the best community to begin the initial launch with. The site is still in a beta release, so comments, suggestions, and complaints are all very important to me. If you see anything that is broken, or have ideas about how to make the site function better, please let me know thru the Contact Us page on the site. Thanks for your time and happy building and flying! Ed Kranz RV10 Builder www.SkySwapper.com www.EdandColleen.com (my build site) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408440#408440 ________________________________________________________________________________
Subject: My latest video
From: "tkben002" <tkben002(at)bellsouth.net>
Date: Sep 11, 2013
Had a real good flight over the weekend playing around down low over the river on the way to a pancake breakfast. I took some video so I thought I would share with the group. (nothing fancy as my video editing skills are severely lacking). http://www.youtube.com/watch?v=2leJ5ZiWz8A Travis Bennett Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408460#408460 ________________________________________________________________________________
Subject: Re: My latest video
From: "Rick Lewis" <cktman(at)wildblue.net>
Date: Sep 11, 2013
That was so awesome, I can't wait to finish my Kolb and fly it. Thank you for the video..... -------- Rick Lewis (VW Watercooled Engine) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408469#408469 ________________________________________________________________________________
Date: Sep 11, 2013
Subject: Re: Kolb Xtra weight. & balance
From: Richard Girard <aslsa.rng(at)gmail.com>
Brad, Do you have a local EAA Chapter? Ask around at the airport, someone has to have a set of scales. I bought a set of go kart racing scales that can handle up to 500 lb. each. Rick On Tue, Sep 10, 2013 at 8:24 PM, Brad Nation wrote: > Rick, > That weight of 660 lb seems about what it should be, I'm thinking/hoping > that the 751 lb that it weighted out on the last measuring is incorrect as > I was getting such a large range of weights that I think the scales I was > using were not accurate. At 750 lb doesn't leave me much caring capacity > for passengers, fuel, or baggage. So I'm trying to acquire a set of > military rolling stock scales or some certified scales and re-weigh it. > > Im not ignoring all the help from the the Kolb forum, I'm just in a > holding pattern until I get some better scales and get a more accurate > weight, then I'll update the forum. > > Thanks for all the input from everyone who weighed in with help. (pun > intended) > > Sent from my iPad > > Brad > > On Sep 9, 2013, at 10:32, Richard Girard wrote: > > Brad, When I was working on 125KP Travis told me that the average "X" came > in at an empty weight of 650 lb. As I recall 125KP was 655 lb. when I put > it on a weight reduction plan and I was able to get it down to 615. That > was a 582 powered airplane. Add 35 to 40 lb. for the 912 and you're back up > in the 660 lb weight range. > The wing chord includes the flaps, i.e. it is 66". > > Rick > > > On Tue, Sep 3, 2013 at 7:37 PM, Brad Nation wrote: > >> I guess I didn't understand the process. I crunched some numbers using my >> weight as the pilot weight and indeed it brought the CG within range. As I >> didn't have the correct ARM I'll be heading out to the hanger to get the >> real measurements and go from there. >> >> Thanks for the visual aid spread sheet. >> >> I measured the bottom of the wing including the flap to be 66", w/o flap, >> 50". I looked at the builder's notes and his wing measurements are the >> same. Looking back at my post yes I did mix up the inches and %. (Probably >> didn't help doing the typing on my iPhone. ) >> My Xtra has a Rotax 912 80 hp, BRS VLS ( it weights 18.6 lbs), tundra >> tires, basic instruments, nothing out of the ordinary, as far as I can tell >> from my limited experience with Xtras, so I agree that the weight is high. >> The question is why, we're the scales crappy, was I maxing out the scales, >> did I weigh it incorrectly, or does it really weigh that much. >> When I weighed it I raised the tail so that the wing trailing edge was >> 7.5 inches lower than he leading edge. I lowered the wheels onto the scales >> vs. rolling onto them. I repeated the process for each wheel at least 4 >> times until I got a couple consistent weights on each wheel. >> >> It seems that I need to go and remeasure and get an accurate higher >> capacity set of scales. >> >> Sent from my iPad >> >> Brad >> >> On Sep 2, 2013, at 15:00, Richard Girard wrote: >> >> Dang it, hit return before I was ready. Attached is the spread sheet for >> an Xtra. Put 0 into pilot weight in the last section and you'll see the CG >> is too far aft. You must figure in the pilot weight at some minimum to get >> the CG into range. >> >> Rick >> >> >> On Mon, Sep 2, 2013 at 3:49 PM, Richard Girard wrote: >> >>> Brad, Okay, I don't understand what you're saying here. Are you worried >>> that the empty CG is too far aft? If that's the case you don't understand >>> the process. >>> You HAVE to know the arm to the pilot seat. With that info you can then >>> calculate the minimum pilot weight, in order to get the CG into the aft end >>> of it's range, and maximum pilot and passenger weight to keep the CG from >>> running out the forward end of the range. >>> Consider the Blanik L-13 sailplane. It's empty CG is at 78% of chord. >>> Put a 150 lb pilot into the front seat and the loaded CG comes into the aft >>> end of the range. >>> >>> Rick Girard >>> >>> >>> On Mon, Sep 2, 2013 at 11:45 AM, wrote: >>> >>>> If I add me to the weight then I'm not calculating the empty weight and >>>> the CG be off, even though it's not within range now which is the problem. >>>> I haven't measured the arm for the seats so I don't know how much off it >>>> will be. But just looking at it it looks like the seats are pretty close to >>>> the datum point. >>>> >>>> I tried to using regular scales but they were very inaccurate , I >>>> lastly used two digital bathroom scales with a 2x6 but I could only get one >>>> of the scales to register. >>>> At first I rolled onto the scales but I wasn't confident in the reading >>>> that I started over and lowered the wheels onto the scales. But even then I >>>> was getting inconsistent readings. >>>> So for now the weight seems heavy with an aft out of range CG. As for >>>> adding the pilot to the basic equation, I'll crunch some numbers and see if >>>> that might make a difference. >>>> >>>> Thanks shine for all the input. >>>> >>>> Brad >>>> >>>> Sent from Xfinity Connect Mobile App so there may be some typos. >>>> >>>> -----Original Message----- >>>> From: racerjerry >>>> To: kolb-list >>>> Sent: September 2, 2013, 8:32 >>>> Subject: Kolb-List: Re: Kolb Xtra weight. & balance >>>> >>>> >>>> Oh; remember to put your ass in seat before weighing. I am afraid that >>>> you will need someone else to read the scales. With my lighter Firestar >>>> II, I purchased 3 flat top $10 bath scales from Walmart and had no trouble >>>> at all with weighing. >>>> >>>> Especially when using bathroom scales, you need to take care not to >>>> side load the scales or it will distort readings. What I did was pick up >>>> one main wheel and gently lay it back down on the scale. This keeps a toe >>>> error from causing a side load when rolling on to the scales (changing >>>> distance between main wheels). >>>> >>>> I am sure you can get one of your local stock car guys interested >>>> enough in your project to pay a visit and bring along their digital scales; >>>> the scales are very portable and easily set up. A cold case of beer can >>>> work wonders with racers; just make sure it comes out afterwards. >>>> >>>> -------- >>>> Jerry King >>>> >>>> >>>> >>>> >>>> Read this topic online here: >>>> >>>> http://forums.matronics.com/viewtopic.php?p=407923#407923 >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>>
>>>> >>>> ========== >>>> om/Navigator?Kolb-List" target="_blank"> >>>> http://www.matronics.com/Navigator?Kolb-List"> >>>> http://www.matronics.com/Navigator?Kolb-List> >>>> ========== >>>> s.com" target="_blank">http://forums.matronics.com"> >>>> http://forums.matronics.com> >>>> ========== >>>> le, List Admin. >>>> om/contribution" target="_blank">http://www.matronics.com/contribution >>>> ">http://www.matronics.com/contribution> >>>> ========== >>>> >>>>
>>>> >>> >>> >>> >>> -- >>> Zulu Delta >>> Mk IIIC >>> Thanks, Homer GBYM >>> >>> It isn't necessary to have relatives in Kansas City in order to be >>> unhappy. >>> - Groucho Marx >>> >>> >> >> >> -- >> Zulu Delta >> Mk IIIC >> Thanks, Homer GBYM >> >> It isn't necessary to have relatives in Kansas City in order to be >> unhappy. >> - Groucho Marx >> >> >> >> * >> >> get="_blank">http://www.matronics.com/Navigator?Kolb-Listtp://forums.matronics.com >> _blank">http://www.matronics.com/contribution >> * >> >> > > > -- > Zulu Delta > Mk IIIC > Thanks, Homer GBYM > > It isn't necessary to have relatives in Kansas City in order to be unhappy. > - Groucho Marx > > * > > ================================== > ://www.matronics.com/Navigator?Kolb-List > ===================================cs.com > ===================================matronics.com/contribution > ================================== > * > > * > > * > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
Date: Sep 11, 2013
Subject: Re: Kolb Xtra weight. & balance
From: Rick Neilsen <neilsenrm(at)gmail.com>
Hey guys try this. I used three cheep bathroom scales to weigh my plane but first I calibrated them. I used a high quality balance beam scale to weigh me. It seems like I even put so weight on the scale to increase my weight a bit. Then I got on two of the scales that I would use as the main gear scales and made sure they showed the same weight. You need to step on and off the scales a few times to make sure that it will return to the calibrated weight each time. For the tail wheel I used a known weight closer to the estimated tail weight. With the plane in the hanger with the doors closed I put the plane on the scales and lifted the tail on boxes to get it at the correct height for the required weighing position and slid the tail wheel scale in place. Cheep and fairly accurate. I used the instructions that came with the kit for balance of the pilot and passenger weight to figure minimum and maximum weight to stay in the CG limits. My empty weight is now 598LBS. I was real careful to limit washers, no more than three threads showing on any bolt, anything not necessary got cut off and drilling hundreds of holes in non structural parts. Rick Neilsen 1st Redrive VW Powered MKIIIC On Wed, Sep 11, 2013 at 9:26 PM, Richard Girard wrote: > Brad, Do you have a local EAA Chapter? Ask around at the airport, someone > has to have a set of scales. I bought a set of go kart racing scales that > can handle up to 500 lb. each. > > Rick > > > On Tue, Sep 10, 2013 at 8:24 PM, Brad Nation wrote: > >> Rick, >> That weight of 660 lb seems about what it should be, I'm thinking/hoping >> that the 751 lb that it weighted out on the last measuring is incorrect as >> I was getting such a large range of weights that I think the scales I was >> using were not accurate. At 750 lb doesn't leave me much caring capacity >> for passengers, fuel, or baggage. So I'm trying to acquire a set of >> military rolling stock scales or some certified scales and re-weigh it. >> >> Im not ignoring all the help from the the Kolb forum, I'm just in a >> holding pattern until I get some better scales and get a more accurate >> weight, then I'll update the forum. >> >> Thanks for all the input from everyone who weighed in with help. (pun >> intended) >> >> Sent from my iPad >> >> Brad >> >> On Sep 9, 2013, at 10:32, Richard Girard wrote: >> >> Brad, When I was working on 125KP Travis told me that the average "X" >> came in at an empty weight of 650 lb. As I recall 125KP was 655 lb. when I >> put it on a weight reduction plan and I was able to get it down to 615. >> That was a 582 powered airplane. Add 35 to 40 lb. for the 912 and you're >> back up in the 660 lb weight range. >> The wing chord includes the flaps, i.e. it is 66". >> >> Rick >> >> >> On Tue, Sep 3, 2013 at 7:37 PM, Brad Nation wrote: >> >>> I guess I didn't understand the process. I crunched some numbers using >>> my weight as the pilot weight and indeed it brought the CG within range. As >>> I didn't have the correct ARM I'll be heading out to the hanger to get the >>> real measurements and go from there. >>> >>> Thanks for the visual aid spread sheet. >>> >>> I measured the bottom of the wing including the flap to be 66", w/o >>> flap, 50". I looked at the builder's notes and his wing measurements are >>> the same. Looking back at my post yes I did mix up the inches and %. >>> (Probably didn't help doing the typing on my iPhone. ) >>> My Xtra has a Rotax 912 80 hp, BRS VLS ( it weights 18.6 lbs), tundra >>> tires, basic instruments, nothing out of the ordinary, as far as I can tell >>> from my limited experience with Xtras, so I agree that the weight is high. >>> The question is why, we're the scales crappy, was I maxing out the scales, >>> did I weigh it incorrectly, or does it really weigh that much. >>> When I weighed it I raised the tail so that the wing trailing edge was >>> 7.5 inches lower than he leading edge. I lowered the wheels onto the scales >>> vs. rolling onto them. I repeated the process for each wheel at least 4 >>> times until I got a couple consistent weights on each wheel. >>> >>> It seems that I need to go and remeasure and get an accurate higher >>> capacity set of scales. >>> >>> Sent from my iPad >>> >>> Brad >>> >>> On Sep 2, 2013, at 15:00, Richard Girard wrote: >>> >>> Dang it, hit return before I was ready. Attached is the spread sheet for >>> an Xtra. Put 0 into pilot weight in the last section and you'll see the CG >>> is too far aft. You must figure in the pilot weight at some minimum to get >>> the CG into range. >>> >>> Rick >>> >>> >>> On Mon, Sep 2, 2013 at 3:49 PM, Richard Girard wrote: >>> >>>> Brad, Okay, I don't understand what you're saying here. Are you worried >>>> that the empty CG is too far aft? If that's the case you don't understand >>>> the process. >>>> You HAVE to know the arm to the pilot seat. With that info you can then >>>> calculate the minimum pilot weight, in order to get the CG into the aft end >>>> of it's range, and maximum pilot and passenger weight to keep the CG from >>>> running out the forward end of the range. >>>> Consider the Blanik L-13 sailplane. It's empty CG is at 78% of chord. >>>> Put a 150 lb pilot into the front seat and the loaded CG comes into the aft >>>> end of the range. >>>> >>>> Rick Girard >>>> >>>> >>>> On Mon, Sep 2, 2013 at 11:45 AM, wrote: >>>> >>>>> If I add me to the weight then I'm not calculating the empty weight >>>>> and the CG be off, even though it's not within range now which is the >>>>> problem. I haven't measured the arm for the seats so I don't know how much >>>>> off it will be. But just looking at it it looks like the seats are pretty >>>>> close to the datum point. >>>>> >>>>> I tried to using regular scales but they were very inaccurate , I >>>>> lastly used two digital bathroom scales with a 2x6 but I could only get one >>>>> of the scales to register. >>>>> At first I rolled onto the scales but I wasn't confident in the >>>>> reading that I started over and lowered the wheels onto the scales. But >>>>> even then I was getting inconsistent readings. >>>>> So for now the weight seems heavy with an aft out of range CG. As for >>>>> adding the pilot to the basic equation, I'll crunch some numbers and see if >>>>> that might make a difference. >>>>> >>>>> Thanks shine for all the input. >>>>> >>>>> Brad >>>>> >>>>> Sent from Xfinity Connect Mobile App so there may be some typos. >>>>> >>>>> -----Original Message----- >>>>> From: racerjerry >>>>> To: kolb-list >>>>> Sent: September 2, 2013, 8:32 >>>>> Subject: Kolb-List: Re: Kolb Xtra weight. & balance >>>>> >>>>> >>>>> Oh; remember to put your ass in seat before weighing. I am afraid >>>>> that you will need someone else to read the scales. With my lighter >>>>> Firestar II, I purchased 3 flat top $10 bath scales from Walmart and had no >>>>> trouble at all with weighing. >>>>> >>>>> Especially when using bathroom scales, you need to take care not to >>>>> side load the scales or it will distort readings. What I did was pick up >>>>> one main wheel and gently lay it back down on the scale. This keeps a toe >>>>> error from causing a side load when rolling on to the scales (changing >>>>> distance between main wheels). >>>>> >>>>> I am sure you can get one of your local stock car guys interested >>>>> enough in your project to pay a visit and bring along their digital scales; >>>>> the scales are very portable and easily set up. A cold case of beer can >>>>> work wonders with racers; just make sure it comes out afterwards. >>>>> >>>>> -------- >>>>> Jerry King >>>>> >>>>> >>>>> >>>>> >>>>> Read this topic online here: >>>>> >>>>> http://forums.matronics.com/viewtopic.php?p=407923#407923 >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> >>>>>
>>>>> >>>>> ========== >>>>> om/Navigator?Kolb-List" target="_blank"> >>>>> http://www.matronics.com/Navigator?Kolb-List"> >>>>> http://www.matronics.com/Navigator?Kolb-List> >>>>> ========== >>>>> s.com" target="_blank">http://forums.matronics.com"> >>>>> http://forums.matronics.com> >>>>> ========== >>>>> le, List Admin. >>>>> om/contribution" target="_blank">http://www.matronics.com/contribution >>>>> ">http://www.matronics.com/contribution> >>>>> ========== >>>>> >>>>>
>>>>> >>>> >>>> >>>> >>>> -- >>>> Zulu Delta >>>> Mk IIIC >>>> Thanks, Homer GBYM >>>> >>>> It isn't necessary to have relatives in Kansas City in order to be >>>> unhappy. >>>> - Groucho Marx >>>> >>>> >>> >>> >>> -- >>> Zulu Delta >>> Mk IIIC >>> Thanks, Homer GBYM >>> >>> It isn't necessary to have relatives in Kansas City in order to be >>> unhappy. >>> - Groucho Marx >>> >>> >>> >>> * >>> >>> get="_blank">http://www.matronics.com/Navigator?Kolb-Listtp://forums.matronics.com >>> _blank">http://www.matronics.com/contribution >>> * >>> >>> >> >> >> -- >> Zulu Delta >> Mk IIIC >> Thanks, Homer GBYM >> >> It isn't necessary to have relatives in Kansas City in order to be >> unhappy. >> - Groucho Marx >> >> * >> >> ========= >> ://www.matronics.com/Navigator?Kolb-List >> ==========cs.com >> ==========matronics.com/contribution >> ========= >> * >> >> * >> >> get="_blank">http://www.matronics.com/Navigator?Kolb-List >> tp://forums.matronics.com >> _blank">http://www.matronics.com/contribution >> * >> >> > > > -- > Zulu Delta > Mk IIIC > Thanks, Homer GBYM > > It isn't necessary to have relatives in Kansas City in order to be unhappy. > - Groucho Marx > > * > > > * > > ________________________________________________________________________________
Subject: when not to fly?
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Sep 12, 2013
Hey guys I just bought Jeff Nelson's KXP. My question is what is probably the cut off for wind when you decide it's to windy to fly? I come from Powered Parachute and Gyro Copters. PPC 15mph is the cut off, gyro is different story you can fly them in 50mph winds. Just curious to know where the Kolb's cut off is. Thanks! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408503#408503 ________________________________________________________________________________
Date: Sep 12, 2013
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: when not to fly?
At 12:01 PM 9/12/2013, funnyb0nz wrote: > >Hey guys I just bought Jeff Nelson's KXP. My question is what is probably >the cut off for wind when you decide it's to windy to fly? I come from >Powered Parachute and Gyro Copters. PPC 15mph is the cut off, gyro is >different story you can fly them in 50mph winds. >Just curious to know where the Kolb's cut off is. PPG or Kolb, if I ask myself "is it too windy to fly?" more than 3 times, it probably is. But it's not just a number, a steady 20mph wind down the runway is better than a 10-15 gusting crosswind. Dana -- To be sure of hitting the target, shoot first and call whatever you hit the target. ________________________________________________________________________________
Subject: Re: when not to fly?
From: Frank <frank.goodnight(at)att.net>
Date: Sep 12, 2013
Hard question for me to answer. I have about 250 hrs in my firestar2 Learned to fly it in south Texas where The usual wind was 20 with gust To 30. It was at an old army training base that I think had 6 runways that Covered all directions so I all ways Had pretty much a direct headwind. After I learned to fly it ,never thought Much about how strong the wind was The plane handles gust well and if At other airports if I had to crab more Than I wanted to, ( more x wind than I thought I could handle) it is a simple mater to land across the runway. With practice I felt comfortable in 20 Wind. Of course at firestar speed You are not apt to have much range If going anywhere but downwind, and you might get bonced Around a bit. After reading this , I don't think it helps Much. I don't think anyone can truly Answer your question. If you start On calm days and progress towards More wind as you learn the capabilites of your plane and yourself I think You can be HAPPY and SAFE. Good luck Frank Sent from my iPhone On Sep 12, 2013, at 11:01 AM, "funnyb0nz" wrote: > > Hey guys I just bought Jeff Nelson's KXP. My question is what is probably the cut off for wind when you decide it's to windy to fly? I come from Powered Parachute and Gyro Copters. PPC 15mph is the cut off, gyro is different story you can fly them in 50mph winds. > Just curious to know where the Kolb's cut off is. > > > Thanks! > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=408503#408503 > > > > > > > > > > ________________________________________________________________________________
Date: Sep 12, 2013
Subject: Re: when not to fly?
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Your question has two answers to it. What the plane can handle and what you are comfortable with. I personally prefer to fly mine when the wind is calm. Of course when it was new to me, and I could not stay out of it, I flew in a lot windier conditions, but the fun factor was greatly reduced. As light as it is you will bounce around a lot. When you are just getting familiar with the plane, wait for a calm day, then stretch your limits. Larry On Thu, Sep 12, 2013 at 10:01 AM, funnyb0nz wrote: > > Hey guys I just bought Jeff Nelson's KXP. My question is what is probably > the cut off for wind when you decide it's to windy to fly? I come from > Powered Parachute and Gyro Copters. PPC 15mph is the cut off, gyro is > different story you can fly them in 50mph winds. > Just curious to know where the Kolb's cut off is. > > > Thanks! > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=408503#408503 > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Subject: Re: when not to fly?
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Sep 12, 2013
Hey guys thanks for the replys, I was just curious if there was the cut off point for the Kolb. I understand about getting used to the plane. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408524#408524 ________________________________________________________________________________
Subject: how to get heat into kxp
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Sep 12, 2013
Hey guys I've seen some pics of people getting heat into the cockpit. Is this something you can buy or is it something you have to make? I would like to make full enclosed cockpit before winter hits with getting heat inside as well. So if anyone can steer me in right direction that would be greatly appreciated. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408539#408539 ________________________________________________________________________________
Subject: Re: My latest video
From: "wakataka" <wakataka(at)charter.net>
Date: Sep 12, 2013
Here's some more inspiration. Build it right and it will last you for decades. My Firestar was built in 1985 and still flies with the original cover and engine. I plan to recover / restore it in about 2 years after I retire. Meanwhile I'm having a blast flying it. http://www.youtube.com/watch?v=Q5Dey6QXHT4 http://www.youtube.com/watch?v=9uOCAwEj8VQ Martin Barackman -------- There is something fascinating about science. One gets such wholesale returns of conjecture out of such a trifling investment of fact. Mark Twain Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408540#408540 ________________________________________________________________________________
From: Arksey(at)aol.com
Date: Sep 13, 2013
Subject: Re: My latest video
Good video's Martin.....you do a good job staying on the center line when taking off and landing....wonder what video camera you used...thanks...Jim Swan 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 facebook link _https://www.facebook.com/JIMSWAN1930 In a message dated 9/12/2013 11:36:09 P.M. Eastern Daylight Time, wakataka(at)charter.net write _ (https://www.facebook.com/JIMSWAN1930In a message dated 9/12/2013 11:36:09 P.M. Eastern Daylight Time, wakataka(at)charter.net write) ________________________________________________________________________________
Subject: Re: My latest video
From: "wakataka" <wakataka(at)charter.net>
Date: Sep 13, 2013
Jim - the camera is a Drift HD-720. The quality is not quite as good as my friends GoPro, but the Drift has a remote on/off switch that you can wear on your wrist or mount anywhere you like. The range is sufficient to trigger the camera mounted out on the wing or on the tail. It also has a very clever lens that you can rotate to cancel out any tilt in the camera mounting. That makes it just great for a helmet cam because you can put it anywhere on the helmet without regard to tilt and then just level up the scene by rotating the lens back to vertical. I'm quite happy with it. I'm not sure they even make the 720 anymore, but they have some with even better specs. http://driftinnovation.com/products/ Martin B. -------- There is something fascinating about science. One gets such wholesale returns of conjecture out of such a trifling investment of fact. Mark Twain Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408566#408566 ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Sep 19, 2013
Subject: RE: Kolb-List Digest: 0 Msgs - 09/18/13
Kolbers: Everyone must be out flying and enjoying the beautiful weather, since there are no posts. OR, maybe the rest are working away at getting the kits finished. I always enjoy hearing from each of you. John Hauck, anything going on with you? Travis, how goes the transition to the new location? Does anyone have an "oil separator" on their MKIIIC or MKIIIX? Where do you have it mounted? Thank you. Bob Green MKIIIX , GPAS VW with re-drive. ________________________________________________________________________________
Date: Sep 19, 2013
Subject: Re: RE: Kolb-List Digest: 0 Msgs - 09/18/13
From: Rick Neilsen <neilsenrm(at)gmail.com>
Bob I used a Bug Pack oil separator. The big VWs need to breathe or they will push oil out everywhere. This unit connects to the redrive breather and both valve covers. I mounted it high on the engine so residual oil drains back into the engine. I fabricated a mounting strap that I bolted to the flange next to the flywheel then bolted the oil separator to that strap. See the attached photo. Rick Neilsen Redrive VW Powered MKIIIC On Thu, Sep 19, 2013 at 10:19 AM, Bob Green wrote: > > Kolbers: > Everyone must be out flying and enjoying the beautiful weather, since > there are no posts. OR, maybe the rest are working away at getting the > kits finished. I always enjoy hearing from each of you. John Hauck, > anything going on with you? > Travis, how goes the transition to the new location? > Does anyone have an "oil separator" on their MKIIIC or MKIIIX? Where do > you have it mounted? > Thank you. > Bob Green > MKIIIX , GPAS VW with re-drive. > > ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Sep 20, 2013
Subject: RE: Kolb-List Digest: 2 Msgs - 09/19/13
Sorry Rick I could not find the photo. Where do I look? Thanks for the help. BOB Bob I used a Bug Pack oil separator. The big VWs need to breathe or they will push oil out everywhere. This unit connects to the redrive breather and both valve covers. I mounted it high on the engine so residual oil drains back into the engine. I fabricated a mounting strap that I bolted to the flange next to the flywheel then bolted the oil separator to that strap. See the attached photo. Rick Neilsen Redrive VW Powered MKIIIC ________________________________________________________________________________
Subject: New Firefly Video
From: "t41pilot" <t41pilot(at)frontier.com>
Date: Sep 21, 2013
I thought I would add a video to the available mix. Flight with a Firefly here in Michigan on a cool evening with light winds. We are fast running out of time here in the north. I quit about the middle of October last year. I was already wearing a coat for this flight. Camera used was a Contour Roam mounted to my headset. http://youtu.be/fGq4gwImTcw -------- Gregg Kaat 2011 Firefly Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408942#408942 ________________________________________________________________________________
Date: Sep 21, 2013
From: William Long <blong6826(at)sbcglobal.net>
Subject: Re: New Firefly Video
Good video but you need a full shield. I live near lansing MI so I put a fu ll shield on my firefly and life's been great in the air. cost me $300.00 w ell worth the money. Added 5 mph to my cruse speed.=0A=0ABill Long=0A2000 F irefly=0A=0A=0A________________________________=0A From: william sullivan < williamtsullivan(at)att.net>=0ATo: "kolb-list(at)matronics.com" =0ASent: Saturday, September 21, 2013 5:02 PM=0ASubject: Re: Kolb- List: New Firefly Video=0A =0A=0A=0A- Gregg- Nice video!- More!!!=0Ado not archive=0A=0A------------------- ------------------------- ----------------- Bill Sullivan=0A-- ------------------------- ------------------------- --------- Windsor Locks,=0A Ct.=0A------- ------------------------- ------------------------- ----- FS 447=0A=0A=0A=0A________________________________=0A From: t41pilot =0ATo: kolb-list(at)matronics.com =0ASent: Sa turday, September 21, 2013 2:37 PM=0ASubject: Kolb-List: New Firefly Video m>=0A=0AI thought I would add a video to the available mix.- Flight with a Firefly here in Michigan on a cool evening with light winds.- We are fa st running out of time here in the north.- I quit about the middle of Oct ober last year. I was already wearing a coat for this flight. Camera used w as a Contour Roam mounted to my headset. =0A=0A=0Ahttp://youtu.be/fGq4gwImT cw=0A=0A--------=0AGregg Kaat=0A2011 Firefly=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=408942#408 ======================== ht ======== ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: New Firefly Video
Date: Sep 22, 2013
Gregg, Nice video. Pity about the Ride of the Valkyries. You should have had the Dambusters March in there. Lovely country but landing places look a bit few and far between for when it all goes quiet. Pat ________________________________________________________________________________
Subject: Re: New Firefly Video
From: "t41pilot" <t41pilot(at)frontier.com>
Date: Sep 22, 2013
Yes, I agree, the landing places are few where I live unless I hang around the farmers fields but no fun in that. I'll have to do the best I can in any given situation. It's been many years since I've seen the Dambusters movie and didn't know there was a song that went with it. Wish I would have thought of that. Sounds like a better choice. As far as the windshield idea, I wouldn't mind having one and brakes as well but can't afford the extra weight or speed. I'm operating as a legal ultralight. I'm already flying at the legal speed limits and then some with a tail wind. My ground speed on the return trip from the Dam was 70 mph already on my GPS with my rpms at 5300. -------- Gregg Kaat 2011 Firefly Read this topic online here: http://forums.matronics.com/viewtopic.php?p=408984#408984 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: New Firefly Video
Date: Sep 22, 2013
Yes, I agree, the landing places are few where I live I'm already flying at the legal speed limits and then some with a tail wind. My ground speed on the return trip from the Dam was 70 mph already on my GPS with my rpms at 5300. -------- Gregg Kaat 2011 Firefly Hi Gregg K/Kolbers: When I anticipate flying over water, where water is the best forced landing area available, I wear a co2 inflatable life jacket. It is very small and very light. Saw a nice wind breaker in a marine store recently that doubles as a PFD (personal flotation device). No co2 cartridge involved. I like that idea. If you go down in water the PFD may not save your life, but it will give you a much better chance than none at all. About the same as a parachute, maybe.... Trying to get out of a Kolb Firestar, that is on its back in a cotton field is very difficult, or hanging in the harness of a MKIII on its back in a clump of wild roses on a fence row isn't easy either. Upside down under water would really be a trying situation, getting the harness off and out of the cockpit. john h mkIII Rock House, OR ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: New Firefly Video
Date: Sep 22, 2013
I'm already flying at the legal speed limits >> You have a speed limit? What is the rationale for that? Pat ________________________________________________________________________________
Date: Sep 22, 2013
Subject: Re: New Firefly Video
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Look up part 103 that covers Ultra light planes in the US. As for the rational? it is only necessary to know that it is in man's nature to regulate themselves and especially the ones that insist on having fun. Larry On Sun, Sep 22, 2013 at 12:00 PM, Pat Ladd wrote: > > I'm already flying at the legal speed limits >> > > You have a speed limit? What is the rationale for that? > > Pat > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Subject: Re: New Firefly Video
From: "t41pilot" <t41pilot(at)frontier.com>
Date: Sep 22, 2013
Thanks John. I'm using the CO2 vest option. It is lightweight enough and not too cumbersome. I agree that if you land any plane upside down, the options are worse in that situation especially in water. I make sure I'm within gliding distance to shore and will try the best for a nice full stall right side up landing in shallow water if the situation arises. I hope to be doing a Lake Michigan flight yet this year down the shoreline when the fall colors are cooking. They've just started. Another week or 2 and they should be peaking. -------- Gregg Kaat 2011 Firefly Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409000#409000 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: New Firefly Video
Date: Sep 22, 2013
I hope to be doing a Lake Michigan flight yet this year down the shoreline when the fall colors are cooking. They've just started. Another week or 2 and they should be peaking. -------- Gregg Kaat Gregg K/Kolbers: Been fortunate to fly all the Great Lakes over the years in my MKIII. Really enjoyed the scenery and the people. Flew over Erie, Huron, and Michigan, in my Firestar, back in 1989, on the way from New England to Oshkosh. That was an exciting flight all the way from Alabama and back home. Wish I had flown more cross country flights when I was younger, but there are only 24 hours in a day. john h mkIII Rock House, OR ________________________________________________________________________________
Date: Sep 22, 2013
From: Charlie England <ceengland7(at)gmail.com>
Subject: Re: New Firefly Video
On 9/21/2013 1:37 PM, t41pilot wrote: > > I thought I would add a video to the available mix. Flight with a Firefly here in Michigan on a cool evening with light winds. We are fast running out of time here in the north. I quit about the middle of October last year. I was already wearing a coat for this flight. Camera used was a Contour Roam mounted to my headset. > > > http://youtu.be/fGq4gwImTcw > > -------- > Gregg Kaat > 2011 Firefly > > Love the helmet mounted camera. I always have an underlying frustration when watching a flight video done with a fixed camera, because the camera is rarely looking where I would be looking if I were flying the plane. Keep up the good work! Charlie ________________________________________________________________________________
From: WhiskeyVictor36(at)aol.com
Date: Sep 22, 2013
Subject: Re: New Firefly Video
Gregg, I'm no expert on the Part 103 rules for ultralight's, but I believe that the 63 MPH limit is Air Speed, not ground speed. So, whatever tailwind benefit you get for a faster ground speed, does not effect a breaking of the rule. Really enjoyed your video. Bill Varnes Audubon, NJ 85 Kolb FireStar In a message dated 9/22/2013 2:53:18 P.M. Eastern Daylight Time, t41pilot(at)frontier.com writes: I'm operating as a legal ultralight. I'm already flying at the legal speed limits and then some with a tail wind. My ground speed on the return trip from the Dam was 70 mph already on my GPS with my rpms at 5300. ________________________________________________________________________________
Date: Sep 22, 2013
Subject: Firestar II help
From: David Pemberton <pemberton.david(at)gmail.com>
I bought a Firestar II and in the process of getting it certified with N number and airworthiness. Does anyone have a copy of the Owners Handbook they created that I can buy to use as a guide to make my own. I am in the process of redoing my brakes, installing a fuel pump, filling out weight and balance, and a few other details. Thanks for any suggestions. David from Louisiana On 9/22/13, WhiskeyVictor36(at)aol.com wrote: > Gregg, > > I'm no expert on the Part 103 rules for ultralight's, but I believe that > the 63 MPH limit is Air Speed, not ground speed. So, whatever tailwind > benefit you get for a faster ground speed, does not effect a breaking of > the > rule. Really enjoyed your video. > > Bill Varnes > Audubon, NJ > 85 Kolb FireStar > > > In a message dated 9/22/2013 2:53:18 P.M. Eastern Daylight Time, > t41pilot(at)frontier.com writes: > > I'm operating as a legal ultralight. I'm already flying at the legal > speed limits and then some with a tail wind. My ground speed on the return > > trip from the Dam was 70 mph already on my GPS with my rpms at 5300. > > -- *David T. Pemberton* *Senior Engineer* *Rapid Energy Services* *318 990-1077* ** ________________________________________________________________________________
Subject: Trip to the beach
From: "Larlaeb" <larlaeb(at)gmail.com>
Date: Sep 22, 2013
Just a quick run down to the coast this morning and landing on the beach. Pretty good cross wind but at least the beach was relatively clear. https://docs.google.com/file/d/0BxdXwdWJkFExVUZkY2RVdTRjRGs/edit?usp=sharing Thanks, Allan MKIII Classic N308JB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409027#409027 ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: New Firefly Video
Date: Sep 23, 2013
it is in man's nature to regulate themselves and especially the ones that insist on having fun.>> Hi Larry, there is certainly some truth in that. In the UK we have specified microlights as being below a certain all up weight,and they must have a stall speed less than a set figure. The stall speed must also interact with the wing area to stop the development of high speed `lead sleds`. This was the reason that the Extra was only approved with vortex generators as without them the required low stall speed was not attainable. Consequently we now have machines in the microlight category which cruise happily with 2 up at over 100 mph on 11 litres an hour with several hours range. Admittedly we are rather more regulated than you but at least we do not have your problems with build/design quality.Particularly in the second hand market. Any plane flying here will have had the build quality checked during construction and the design will have been tested and approved for engineering/aerodynamic integrity. We have recently introduced another category of very, very light weight and very relaxed rules. This is producing one or two interesting designs. Although we moan at the restrictions and Europe keep interfering when we look at other countries restrictions we are lucky. I don`t think that Switzerland for instance allow any microlights at all unless they have changes recently. Cheers Pat ________________________________________________________________________________
Subject: Re: New Firefly Video
From: "t41pilot" <t41pilot(at)frontier.com>
Date: Sep 23, 2013
Hello Bill. Thanks for the kudos on my video. It was my first attempt at using the Windows Movie Maker software that came free on my ancient yet still serviceable Computer. I believe you are right on part 103. It is the way I'm interpreting it anyway. My indicated airspeed is typically between 60 and 65 mph so I'm still at the limit anyway. The reason probably is that I'm only 150 pounds with my clothes on. I think I read somewhere that the never exceed speed for the firefly was 80 mph so a ground speed of 70 is fine with me. Don't really need to go much faster than that anyway. It's quick enough to get me to the pancake breakfasts in the area. Flew with a Super Cub a month ago on the way to one. He had to dial in some flap to stay back with me but was a trooper and stayed with me about 15 minutes. It was fun flying formation with somebody else. Wish I had somebody to fly with more often. -------- Gregg Kaat 2011 Firefly Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409045#409045 ________________________________________________________________________________
Subject: Re: Trip to the beach
From: "Larlaeb" <larlaeb(at)gmail.com>
Date: Sep 23, 2013
This was on the Texas Gulf coast just a few miles southwest of Freeport. Wind was from the north but the beach (obviously) slants down toward the water to the south, made the landing interesting. The camera changed files just before landing which made that part pretty choppy. It was fun though. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409047#409047 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Trip to the beach
Date: Sep 23, 2013
Just a quick run down to the coast this morning and landing on the beach. Pretty good cross wind but at least the beach was relatively clear. https://docs.google.com/file/d/0BxdXwdWJkFExVUZkY2RVdTRjRGs/ edit?usp=sharing Thanks, Allan Allan/Kolbers: Your video brought back some very good memories of the Texas coast. Four of us flew from Beaumont, down the beach low level, to the Rio Grande River. On the way we RON'd in the FBO at Mustang Beach Airport. We were lucky that the wind was off the water, although very strong, not a ripple in the air. We turned right at the Rio Grande, flying it until we reached Del Rio, where we camped out on the field. Next morning we flew north up the Rio Grande to the Pecos River, then up the Pecos to the Interstate, turned east to Houston. John Williamson, Kolbra, and Ken Korenek, Titan, flew to Arlington, TX. Gary Haley, MKIIIC, and I, MKIIIC, Flew to Gary's airstrip west of Houston. Next day I flew back to Gantt International Airport, Titus, Alabama. BTW that flight was conducted the first of December 2005. Was going to attach some photos of the flight, but unfortunately do not have any on this lap top. ;-( john h mkIII Rock House, Oregon ________________________________________________________________________________
Subject: Re: Trip to the beach
From: "Larlaeb" <larlaeb(at)gmail.com>
Date: Sep 23, 2013
Thanks John. I'd certainly be interested in seeing those if you come across them at some point. Sounds like it was a very interesting and enjoyable trip. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409064#409064 ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: New Firefly Video
Date: Sep 24, 2013
I think I read somewhere that the never exceed speed for the firefly was 80 mph so a ground speed of 70 is fine with me.>> Sounds as though there is some confusion here. In the fist place `I think I read somewhere.." is not good enough. Find out the real figure. Never Exceed speed is IMPORTANT. BUT!. That is your AIRSPEED . Your speed over the ground has no relevance. Consider 50 on the clock plus 50 on the tail is 100 over the ground. 50 on the nose and you will go nowhere. Stresses and strains on the a/c (which is what limiting speed is all about) are those associated with 50 airspeed. These are the same no matter what the wind is doing. Very nice video. Pat ________________________________________________________________________________
Subject: Re: New Firefly Video
From: "Rex Rodebush" <jrrodebush(at)gmail.com>
Date: Sep 24, 2013
Pat, Just curious. What was you stall speed with and without V.G.'s? Rex Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409126#409126 ________________________________________________________________________________
Date: Sep 24, 2013
From: TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: Stuck in Baker City, Oregon
Hi all,=0A=0AYou know we were hoping to fly out Saturday, but rain and low ceilings prevented that. Monday morning didn't look great either, but we ke pt checking the weather and the ceiling in the Columbia River Gorge, (that bisects the Cascade mountain range,) and by noon we decided to try it. We f igured we could always turn around and come home. The ceiling was about 230 0- 2500' - lower than I like for flying the Gorge, but we wanted to see if it would lift as we flew. (How's that for hopefulness?)-=0A=0AAs we flew towards the Columbia, I was @ 1700' MSL and radio'ed Bob that if the ceilin g didn't lift by the time we turned east up the Gorge, I was going to turn back. As those of you from Oregon know, there's few spots to land as you fl y the Gorge, and 1700' doesn't give you a lot of decision-making time. The ceiling lifted slowly, and by the time we were at Cascade Locks (30 miles i nto the Gorge) it was up to 3000', and I was flying @ 2500'. Good, but not great. Looking east beyond Cascade Locks, I couldn't see beyond a bend in t he river, but it looked like clouds down lower than we were. Bob sprinted a head in his Titan and reported that the ceiling was actually lifting! So we continued on as the ceiling continued to lift. By the time we got to Hood River - about 3/4 through the Gorge - the ceiling was @ 4000' and at our fi rst refueling spot at The Dalles, Oregon, the ceiling was close to 4500'. O nce we got to The Dalles, we were in eastern Oregon - high desert, sagebrush and windmill turbine-covered hills, large ranches w ith giant irrigation circles, and lots of places to land. There was still a heavy cloud cover, but it was high enough that we were no longer worried. =0A=0AWe had a nice tailwind of about 15-17 mph and my GPS averaged 97 mph over the ground, sometimes getting up as high as 102 mph. Bob said that his highest was 115 mph over the ground. We flew on the north side of the Colu mbia to avoid the restricted airspace around Boardman and Arlington (Oregon .) We left the Columbia @ Hermiston and passed Pendleton, winging our way o ver the Blue Mountains. The Blues aren't very high - maybe 4000' at the top peaks - and as you follow Interstate 84 there is also a road paralleling t he freeway that I was pretty sure I could land on if I had to. But flying o ver those ravines and forests in the Blues made me subconsciously keep pull ing back on the stick. Altitude is safety! Soon I was at 5500' and when I r ealized what I was doing, I leveled out and stayed at that altitude. The ce iling was at 7000' but it felt lower, as the dark grey clouds were a contin uous blanket above us.=0A=0AWe landed at Baker City without any trouble at 4:45 p.m. Bob was willing to press on to Ontario - another 71 miles - but s unset was about 6:30 p.m. and I don't like to set up my tent in the dark. S o we set up our tents on the lawn on the FBO and borrowed the courtesy car to go into town for dinner.=0A=0AToday - Tuesday - has not been a flying da y. Although we could have flown out of Baker City this morning, there were low ceilings and rain along our entire route. And the Elkhorn mountains are nothing I want to get caught in with low ceilings. The highest peak is 700 0' and the terrain is really inhospitable. I want to be HIGH over the Elkho rns. So we've been relaxing at the FBO, borrowing the courtesy car to wande r around downtown Baker City, and trying to relax while checking the radar every 20 or 30 minutes!=0A=0AKeep an eye on my SPOT - hopefully we'll be ab le to fly out tomorrow and continue on our journey.-=0A=0Ahttp://share.fi ndmespot.com/shared/gogl.jsp?glId=0j61d1nv67p9JS1b9PcrXbpphQ5YVWYgJ-=0A =0A=0A-Arty=0ATalon Typhoon=0ASandy, Oregon=0A=0Awww.LessonsFromTheEdge.c om/uladventure2009.htm=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." ________________________________________________________________________________
Subject: Re: Training Firestar
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Sep 24, 2013
Well I started my training at Red Stewart Airfield in Waynesville, OH in a champ. Cost for plane with fuel and instructor is close to 100. Per hour. My question is how different will the Kolb be to fly than the champ? Wish I knew someone near me with a 2seater Kolb to take me up. So how did the majority of you train or transition to the Kolb? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409166#409166 ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Training Firestar
Date: Sep 25, 2013
So how did the majority of you train or transition to the Kolb?>> Short answer. Carefully! You will get plenty of advice from the list but the main thing to remember is that because of the low weight of the Firestar THERE IS LITTLE INERTIA. When you close the throttle the plane will almost stop. Therefore when you ease the throttle closed be ready to maintain flying speed by getting your nose down. When you close the throttle on the approach or at the flare be within inches of the ground, Not feet. You have a lot of fun to come. Happy Days Pat.. ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: New Firefly Video
Date: Sep 25, 2013
What was you stall speed with and without V.G.'s?>> Hi, Sorry, flew the Xtra by the seat of my pants for so long and now not flying at all I have forgotten the actual figure but the VG`s made at least 5 knots difference.# Remember these are not MY figures but the figures produced by testing by the authorities. Without the VG`s the Xtra would not have been cleared in the UK as a microlight. Microlight is our nearest approximation to your ultralight category Slightly more controlled than you but the upside is that microlights are treated in the same way as `normal` a/c and can fly under the same rules at any height and any speed. Only VFR but there is some talk of relaxing that for flight at night in the case of suitably equipped machines. Cheers Pat. ________________________________________________________________________________
Subject: Re: Training Firestar
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Sep 25, 2013
Pat is correct about low inertia being the big difference. That said, the Champ is a pretty good airplane to train in for flying a Kolb. However, the Champ with instructor and pilot weighs a good bit more than a Kolb solo. One big difference in the Kolbs and a Champ, also due to the weight difference, is the acceleration during take-off roll. In a Kolb, going easy on throttle changes, both increasing and decreasing, is important and will become very natural to you in short order. My private pilot flight training was in 1966 in a Cessna 150, $7/hr wet for the airplane and $4/hr for the instructor. Got my tailwheel training shortly afterwards in a PA-11. For a long time pilot who has flown pre-war designed airplanes, the transition to a Kolb is easy. For newbies, just be careful with the throttle and keep your airspeed where it belongs, as Pat said. -------- Thom Riddle Buffalo, NY (9G0) Don't worry about old age... it doesn't last very long. - Anonymous Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409172#409172 ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Sep 25, 2013
Subject: RE: Kolb-List Digest: 4 Msgs - 09/24/13
Greetings to the person starting their training in Ohio. The Aeronca will be very good school. Having begun in a 7AC in 1963 and transitioned to many additional aircraft, tail draggers and tricycle types I believe it will go along way in helping you prepare. The biggest difference when transitioning to a Kolb is the weight (Momentum or inertia) and drag. There are many Kolbers that have many hours in their planes that can give you pointers that will help you. Flying in a Kolb with someone is certainly a great idea. Bob MKIIIX ________________________________________________________________________________
Date: Sep 25, 2013
From: David Kulp <undoctor(at)ptd.net>
Subject: SCDI ignition question
Good morning all, I have new plug caps and the boots for my 447 Rotax. I gently pulled on the cable to remove it from the SCDI component but it didn't easily unplug, so rather than damage a $500 item I'm throwing the question out to those who have performed this procedure. Would someone who knows please instruction me on how to both remove the caps from the cables and the cables from the SCDI? I'd appreciate it very much. Thanks in advance, Dave Kulp Bethlehem, PA FireFly 11DMK ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: SCDI ignition question
Date: Sep 25, 2013
Would someone who knows please instruction me on how to both remove the caps from the cables and the cables from the SCDI? I'd appreciate it very much. Thanks in advance, Dave Kulp Dave K/Kolbers: If I remember correctly, the caps and modules are equipped with a threaded stud. Wire must be unscrewed. Right hand threads. john h mkIII Rock House, OR ________________________________________________________________________________
Date: Sep 25, 2013
From: herb <herbgh(at)nctc.com>
Subject: Re: SCDI ignition question
Look inside the cable end of the new cap....you will notice that they unscrew...Should be the same for the Ignition module end...Herb On 09/25/2013 09:45 AM, David Kulp wrote: > > Good morning all, > > I have new plug caps and the boots for my 447 Rotax. I gently pulled > on the cable to remove it from the SCDI component but it didn't easily > unplug, so rather than damage a $500 item I'm throwing the question > out to those who have performed this procedure. Would someone who > knows please instruction me on how to both remove the caps from the > cables and the cables from the SCDI? I'd appreciate it very much. > > Thanks in advance, > > Dave Kulp > Bethlehem, PA > FireFly 11DMK > > ________________________________________________________________________________
Subject: Re: Training Firestar
From: "Larlaeb" <larlaeb(at)gmail.com>
Date: Sep 25, 2013
I was in something of the same boat, moving from GA aircraft to the Kolb MKIII I had purchased although I'm sure the Firestar is a little different from what I have. I could not find anyone who could give me instruction in the Kolb so I was forced to train myself to make the transition. I read everything I could find here and elsewhere on flying and landing the Kolb and what the differences were. As has been stated here many times, the Kolb is a pretty easy and forgiving airplane to fly and land but it IS different and as has also already been mentioned, that difference is primarily one of low weight and drag meaning that the Kolb will slow down very fast once the power is pulled off. This means you cannot flair high and allow the plane to settle, you must flair very close to the ground. Don't expect ground effect to help you much. I'm sure it's there but practicing approach stalls at altitude I can't tell much difference in the time I have after leveling off before stall there and when I'm next to the ground. Although I've been accused of making a mountain out of a molehill, here is how I did it: 1. Sit in the airplane where you can see down the runway, not just once but several times to get a good feel for how high it sits and the perspective you have. 2. Taxi the airplane. Slowly at first and then when you feel good about it, fast enough to raise the tail and hold the plane on the ground. I did this for a couple of hours over several days until I felt I had the controls down well and could 'feel' the plane. 3. I did about 10 landings in a Cub the day before I flew the Kolb for the first time, mainly as a confidence builder. 4. Pick a good day with no wind or low wind down the runway. Check everything, go carefully, have a plan of what you are going to do. 5. I took off and climbed to 2500ft, staying close to the Airport and practiced maneuvering the plane. Doing some turns, checking behavior and different power settings. Practiced doing approach angles and holding approach speed. I practiced a couple of landing approaches leveling off at 1000' seeing how that felt. 6. I suggest leaving a little power on for your first few landings. This will make the plane act a little more like a GA plane in terms of momentum. I wouldn't use flaps (if you have them) until later either. 7. Land the plane, if the approach doesn't look right, go around. Watch airspeed, a little too much speed is better than too little, it will go away fast. Most of this is probably obvious and I'm sure there are other methods but I'm still alive and have around 250 landings in my Kolb so far this year, knock on wood. Hope that helps. Thanks, Allan Kolb MKIII N308JB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409198#409198 ________________________________________________________________________________
Subject: Re: Training Firestar
From: "Larlaeb" <larlaeb(at)gmail.com>
Date: Sep 25, 2013
I was in something of the same boat, moving from GA aircraft to the Kolb MKIII I had purchased although I'm sure the Firestar is a little different from what I have. I could not find anyone who could give me instruction in the Kolb so I was forced to train myself to make the transition. I read everything I could find here and elsewhere on flying and landing the Kolb and what the differences were. As has been stated here many times, the Kolb is a pretty easy and forgiving airplane to fly and land but it IS different and as has also already been mentioned, that difference is primarily one of low weight and drag meaning that the Kolb will slow down very fast once the power is pulled off. This means you cannot flair high and allow the plane to settle, you must flair very close to the ground. Don't expect ground effect to help you much. I'm sure it's there but practicing approach stalls at altitude I can't tell much difference in the time I have after leveling off before stall there and when I'm next to the ground. Although I've been accused of making a mountain out of a molehill, here is how I did it: 1. Sit in the airplane where you can see down the runway, not just once but several times to get a good feel for how high it sits and the perspective you have. 2. Taxi the airplane. Slowly at first and then when you feel good about it, fast enough to raise the tail and hold the plane on the ground. I did this for a couple of hours over several days until I felt I had the controls down well and could 'feel' the plane. 3. I did about 10 landings in a Cub the day before I flew the Kolb for the first time, mainly as a confidence builder. 4. Pick a good day with no wind or low wind down the runway. Check everything, go carefully, have a plan of what you are going to do. 5. I took off and climbed to 2500ft, staying close to the Airport and practiced maneuvering the plane. Doing some turns, checking behavior and different power settings. Practiced doing approach angles and holding approach speed. I practiced a couple of landing approaches leveling off at 1000' seeing how that felt. 6. I suggest leaving a little power on for your first few landings. This will make the plane act a little more like a GA plane in terms of momentum. I wouldn't use flaps (if you have them) until later either. 7. Land the plane, if the approach doesn't look right, go around. Watch airspeed, a little too much speed is better than too little, it will go away fast. Most of this is probably obvious and I'm sure there are other methods but I'm still alive and have around 250 landings in my Kolb so far this year, knock on wood. Hope that helps. Thanks, Allan Kolb MKIII N308JB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409199#409199 ________________________________________________________________________________
Subject: Re: Training Firestar
From: "Larlaeb" <larlaeb(at)gmail.com>
Date: Sep 25, 2013
I was in something of the same boat, moving from GA aircraft to the Kolb MKIII I had purchased although I'm sure the Firestar is a little different from what I have. I could not find anyone who could give me instruction in the Kolb so I was forced to train myself to make the transition. I read everything I could find here and elsewhere on flying and landing the Kolb and what the differences were. As has been stated here many times, the Kolb is a pretty easy and forgiving airplane to fly and land but it IS different and as has also already been mentioned, that difference is primarily one of low weight and drag meaning that the Kolb will slow down very fast once the power is pulled off. This means you cannot flair high and allow the plane to settle, you must flair very close to the ground. Don't expect ground effect to help you much. I'm sure it's there but practicing approach stalls at altitude I can't tell much difference in the time I have after leveling off before stall there and when I'm next to the ground. Although I've been accused of making a mountain out of a molehill, here is how I did it: 1. Sit in the airplane where you can see down the runway, not just once but several times to get a good feel for how high it sits and the perspective you have. 2. Taxi the airplane. Slowly at first and then when you feel good about it, fast enough to raise the tail and hold the plane on the ground. I did this for a couple of hours over several days until I felt I had the controls down well and could 'feel' the plane. 3. I did about 10 landings in a Cub the day before I flew the Kolb for the first time, mainly as a confidence builder. 4. Pick a good day with no wind or low wind down the runway. Check everything, go carefully, have a plan of what you are going to do. 5. I took off and climbed to 2500ft, staying close to the Airport and practiced maneuvering the plane. Doing some turns, checking behavior and different power settings. Practiced doing approach angles and holding approach speed. I practiced a couple of landing approaches leveling off at 1000' seeing how that felt. 6. I suggest leaving a little power on for your first few landings. This will make the plane act a little more like a GA plane in terms of momentum. I wouldn't use flaps (if you have them) until later either. 7. Land the plane, if the approach doesn't look right, go around. Watch airspeed, a little too much speed is better than too little, it will go away fast. Most of this is probably obvious and I'm sure there are other methods but I'm still alive and have around 250 landings in my Kolb so far this year, knock on wood. Hope that helps. Thanks, Allan Kolb MKIII N308JB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409201#409201 ________________________________________________________________________________
Date: Sep 25, 2013
Subject: Re: Training Firestar
From: james.vanlaak(at)gmail.com
I would add that these planes sit so flat they do not want to be stalled onto the ground. If you do a full stall landing the main gear will be a foot in the air and hit hard. Instead, fly them on like a sailplane and you will get a very nice landing. Start with a good approach speed for your airplane, hold a little power, and fly it on and it is as easy as pie. Then when you are comfortable with that you should do some power off as practice for a potential engine failure some day. On Wed, Sep 25, 2013 at 12:40 PM, Larlaeb wrote: > > I was in something of the same boat, moving from GA aircraft to the Kolb > MKIII I had purchased although I'm sure the Firestar is a little different > from what I have. I could not find anyone who could give me instruction in > the Kolb so I was forced to train myself to make the transition. I read > everything I could find here and elsewhere on flying and landing the Kolb > and what the differences were. As has been stated here many times, the > Kolb is a pretty easy and forgiving airplane to fly and land but it IS > different and as has also already been mentioned, that difference is > primarily one of low weight and drag meaning that the Kolb will slow down > very fast once the power is pulled off. This means you cannot flair high > and allow the plane to settle, you must flair very close to the ground. > Don't expect ground effect to help you much. I'm sure it's there but > practicing approach stalls at altitude I can't tell much difference in the > time I have after leveling off before s! > tall there and when I'm next to the ground. Although I've been accused > of making a mountain out of a molehill, here is how I did it: > > 1. Sit in the airplane where you can see down the runway, not just once > but several times to get a good feel for how high it sits and the > perspective you have. > 2. Taxi the airplane. Slowly at first and then when you feel good about > it, fast enough to raise the tail and hold the plane on the ground. I did > this for a couple of hours over several days until I felt I had the > controls down well and could 'feel' the plane. > 3. I did about 10 landings in a Cub the day before I flew the Kolb for > the first time, mainly as a confidence builder. > 4. Pick a good day with no wind or low wind down the runway. Check > everything, go carefully, have a plan of what you are going to do. > 5. I took off and climbed to 2500ft, staying close to the Airport and > practiced maneuvering the plane. Doing some turns, checking behavior and > different power settings. Practiced doing approach angles and holding > approach speed. I practiced a couple of landing approaches leveling off > at 1000' seeing how that felt. > 6. I suggest leaving a little power on for your first few landings. This > will make the plane act a little more like a GA plane in terms of momentum. > I wouldn't use flaps (if you have them) until later either. > 7. Land the plane, if the approach doesn't look right, go around. Watch > airspeed, a little too much speed is better than too little, it will go > away fast. > > Most of this is probably obvious and I'm sure there are other methods but > I'm still alive and have around 250 landings in my Kolb so far this year, > knock on wood. Hope that helps. > > Thanks, > Allan > Kolb MKIII > N308JB > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=409198#409198 > > ________________________________________________________________________________
Date: Sep 25, 2013
Subject: Re: Training Firestar
From: Martin Koxxy <martinkoxxy(at)gmail.com>
I decided to build an Earthstar eGull 2000, but am still lurking on this interesting forum. The purchase agreement with Mark Beierle includes 2 hours of transition training in his Odyssey, as well as him doing the first flight in my plane (which means, he will check it out extra carefully!). I will have to cover the cost for him to fly his Odyssey up to Oregon from his home base near San Luis Obispo. Before then, I plan to regain my "air legs" in a small rental here. It makes business sense for kit providers to do everything they can to avoid the bad press resulting from customers crashing on their first flight - even if it is caused by pilot error. Mark's willingness to put this into the contract also helped convince me that I was buying a well-proven kit from a reputable company. On Tue, Sep 24, 2013 at 8:05 PM, funnyb0nz wrote: > > Well I started my training at Red Stewart Airfield in Waynesville, OH in a > champ. Cost for plane with fuel and instructor is close to 100. Per hour. > My question is how different will the Kolb be to fly than the champ? Wish I > knew someone near me with a 2seater Kolb to take me up. So how did the > majority of you train or transition to the Kolb? > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=409166#409166 > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: SCDI ignition question
Date: Sep 26, 2013
Glad that you added that bit of info. I thought maybe cutting off the ignition wire might make it too short. If you're replacing the spark plug caps, I guess it might be a good time to replace the wires with new ones anyway. Bill Varnes Bill V/Kolbers: Copper core wire should last a very long time. Can check with an OHM Meter to see if you are getting resistance in the wire. Disconnect from the cap and coil before checking. john h mkIII Rock House, Burns Junction, OR ________________________________________________________________________________
Subject: Re: Training Firestar
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Sep 26, 2013
Thanks for the advice guys. The training in champ, we are pretty much bring the throttle all the way down before landing. In ppc and gyro usually use a little bit of power to land unless doing engine out scenarios.so good to know with the Kolb that I will need to have a little power before landing. Looks like a few more lessons I will have the endorsement. They are teaching me slips which is cool but man feels like your going to crash. Guess I gotta get used to it, I gotta say anyone looking for training in Ohio or northern Kentucky go to red Stewart in Waynesville oh. Great people and you cant beat their rates. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409317#409317 ________________________________________________________________________________
From: "SPG" <kr02g(at)cox.net>
Subject: Rick Girard
Date: Sep 27, 2013
Trying to contact Rick Girard. Anyone have a phone number? I can't seem to get him on email regarding some parts. Thanks, Steve G. KCNO 714-293-9787 ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Sep 27, 2013
Subject: Kolb Factory
I had the opportunity to visit with the folk at Kolb (Brian & wife, Travis, Dennis and Frank) yesterday. Their new location on the London, KY airport is ideal. They have a great hanger facility in which to work and things are progressing as they continue to sell Kolb aircraft and do the build up of quick build kits. If you are going along I-75 stop in and see them. It will be a good experience for you. A bunch of great folk. Thank God for Homer Kolb and these guys. Bob Green N830PB MKIIIX with GPAS VW w-re-drive ________________________________________________________________________________
Date: Sep 28, 2013
From: TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: Home again, without our planes
=0A=0AHello all,=0A=0AIf you were following my SPOT, you know that we were marooned in Baker =0ACity, Oregon for 3.5 days. It felt like a week. On Tue sday and Wednesday we =0Amight have been able to fly around the Baker valle y - but there was bad =0Aweather that had settled right over our route east - the Elkhorn =0Amountains, Ontario, Caldwell, Nampa, Boise - and it just wouldn't move. =0AWe kept checking the radar pictures, but no luck. So we s tayed put. =0A=0A=0AThe FBO folks were great. We read, (happily, both Bob a nd I are avid =0Areaders;) we had full use of the courtesy car to go into B aker City =0A(which happily has a good bookstore;) we spent an afternoon at the =0AOregon Trail Historical Interpretive Center (which is absolutely =0Awonderful;) we checked our e-mail on the FBO computer; we read some =0Am ore...and more...and more. =0A=0A=0AThursday =0Athe ceiling lifted and the storm over our route was dissipating - but =0ABaker City was pummeled by st rong gusting winds. As we watched the trees bending and twisting, we agreed that flying out was not an option. We =0Aalso agreed to bag our flight to Monument Valley. I have to be back at work on =0AMonday, Oct. 7, and there just wasn't time left. The forecast =0Alooked good to get home on Friday, a nd we agreed to be out at =0Adawn...6:45 a.m.=0A=0A=0AOn Friday at 6:45 a.m . it was beautiful flying weather - some stratus =0Aclouds in a beautiful b lue sky. No wind. We were packed and ready to =0Afly. But...it was 30=B0 an d our planes were covered in a thin sheet of ice. And of course, in the air =0Athe temps would drop and there was the wind chill factor. (For me - not =0Afor Bob, who's in a fully enclosed cockpit.)=0A=0ASo we scraped off the ice and waited for the sun to warm the temps up to a whole 39=B0 before we took off! I was in my Pillsbury Doughboy outfit and was surprisingly comfo rtable even in the cold air.=0A=0A=0AThe flying was great to LaGrande and t hen over the Blue Mountains. Ceiling =0Awas about 6000', more than enough f or safety. The strong tailwind we'd =0Ahad getting to Baker City had lessen ed, so although we had a headwind it wasn't terrible. And it was steady - n o gusting - which is always great when you're flying over mountains.=0A=0AA s we passed Pendleton, the sky ahead seemed to be getting hazier and =0Ahaz ier. Still over 10 miles of visibility, but it was hard to see if it =0Awou ld last. And the headwind really picked up - so much that when I =0Atried t o taxi out of Hermiston after refueling, I was spinning in circles for a =0Aminute or two. That's a taildragger for you! The flight from The Dalles =0Ato Hermiston had taken just a little over an hour - it took almost two =0Ahours for me to fly from Hermiston back to The Dalles. Air speed =0Aindi cated 85-90 mph; speed over the ground was 48-52 mph. I cheered =0Aevery ti me I got up to 55 mph! We flew for about ten minutes through =0Alight rain as we flew along the Columbia River. =0A=0A=0AAfter refueling in The Dalles , we decided to try and make it home - a flight =0Aof about 60 miles throug h the Columbia River Gorge. We passed Hood River without a problem although the =0Aclouds looked ominous up ahead. But we still had over 10 miles visi bility and a ceiling of =0Aabout 3000'. Bob was, as usual, weather dummy, s ince he flies faster =0Athan I. I was about five miles behind him as I flew past Cascade Locks - only 30 miles from home! But we were getting into lig ht mist and =0Alooking downriver we saw a bank of low clouds. Bob radio'd t hat he was =0Aturning around and I promptly agreed. =0A=0A=0AWe landed at H ood River and tied the planes down and called Norm to come =0Aget us. It wa s pouring by the time he arrived - our decision to stop was a really good o ne. So now I'm home listening to the rain's steady =0Adrumbeat.Supposedly t he weather is going to be better on Tuesday - so we'll take the first good opportunity to get our planes and head home.=0A=0ANorm thought I'd be reall y bummed about not making it to Monument Valley. =0ABut it's all part of fl ying a "fat ultralight turned LSA" and I'm still =0Aglad we went. There's a lways next year!=0AArty=0A-=0Awww.LessonsFromTheEdge.com/uladventure2009. htm=0A=0A=0A"Life's a daring adventure or nothing"=0AHelen Keller=0A=0A=0A" I refuse to tip toe through life just to arrive safely at death." ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Sep 29, 2013
Subject: RE: Kolb-List Digest: 1 Msgs - 09/28/13
Thanks for the great post. B Green MKIIIX ________________________________________________________________________________
From: "Beauford " <beauford173(at)tampabay.rr.com>
Subject: Possible Firestar accident
Date: Oct 02, 2013
Kolbers: Bad news. A pilot friend in Kansas City sent me this last night. It looks to me like a 7-rib Firestar. and according to a witness it went down on final approach to a grass strip in Jackson Co., Kansas, just NW of Kansas city. It burned and there was reported to be a fatality. Anyone recognize the airplane? Beauford FF-076 Brandon, FL http://www.kmbc.com/news/kansas-city/images-small-plane-crashes-in-jackson-c ounty-field/-/11664182/22221522/-/nto . ________________________________________________________________________________
Date: Oct 02, 2013
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: 2 SI outta business?
Anyone knows what happened to 2SI, they'r site is down. ________________________________________________________________________________
Date: Oct 02, 2013
From: Jack <pcarillonsr(at)neo.rr.com>
Subject: Re: Possible Firestar accident
On 10/2/2013 8:14 AM, Beauford wrote: > > Kolbers: > > Bad news... > > A pilot friend in Kansas City sent me this last night. > > It looks to me like a 7-rib Firestar... and according to a witness it > went down > > on final approach to a grass strip in Jackson Co., Kansas, just NW of > > Kansas city. It burned and there was reported to be a fatality. > > Anyone recognize the airplane? > > Beauford > > FF-076 > > Brandon, FL > > http://www.kmbc.com/news/kansas-city/images-small-plane-crashes-in-jackson-county-field/-/11664182/22221522/-/nto > > .Beauford, from the screen shot on the video I don't see a center spar > on the wing thats uncovered. Wonder if it was a Kolb ? Kind of hard > to tell from the picture. > Jack Akron Oh. FSII > * > > > * ________________________________________________________________________________
Subject: Re: 2 SI outta business?
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Oct 02, 2013
Yep, The last I talked to Roger Zerkle he said the place was pad locked. Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA > On Oct 2, 2013, at 9:40 AM, "Ron @ KFHU" wrote: > > > Anyone knows what happened to 2SI, they'r site is down. > > > > ________________________________________________________________________________
Date: Oct 02, 2013
Subject: Mark 3 Xtra for sale
From: james.vanlaak(at)gmail.com
The very nice Mark 3 Xtra that I bought this year is for sale. It flies great but I am based at a tower field and it just does not fit in with the other traffic. Rotax 912, excellent com radio, intercom, transponder, lights, BRS, heavy duty brakes. Email for pictures. Jim ________________________________________________________________________________
Subject: Re: Mark 3 Xtra for sale
From: Will Ricketts <agramjak(at)gmail.com>
Date: Oct 02, 2013
Sounds like the tower's problem, not yours Sent from my iPhone > On Oct 2, 2013, at 5:47 PM, james.vanlaak(at)gmail.com wrote: > > The very nice Mark 3 Xtra that I bought this year is for sale. It flies g reat but I am based at a tower field and it just does not fit in with the ot her traffic. Rotax 912, excellent com radio, intercom, transponder, lights, BRS, heavy duty brakes. > > Email for pictures. > > Jim > > 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=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=3 D=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=3 D=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=3 D=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 > ________________________________________________________________________________
Date: Oct 02, 2013
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: 2 SI outta business?
That sucks! ================ ---- Dennis Rowe wrote: ============ Yep, The last I talked to Roger Zerkle he said the place was pad locked. Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA > On Oct 2, 2013, at 9:40 AM, "Ron @ KFHU" wrote: > > > Anyone knows what happened to 2SI, they'r site is down. > > > > -- Ron @ KFHU ________________________________________________________________________________
Date: Oct 02, 2013
Subject: Re: Mark 3 Xtra for sale
From: Wilton Ricketts <agramjak(at)gmail.com>
I would like to see pictures and some idea of what you want for it... On Wed, Oct 2, 2013 at 5:51 PM, Will Ricketts wrote: > Sounds like the tower's problem, not yours > > Sent from my iPhone > > On Oct 2, 2013, at 5:47 PM, james.vanlaak(at)gmail.com wrote: > > The very nice Mark 3 Xtra that I bought this year is for sale. It flies > great but I am based at a tower field and it just does not fit in with the > other traffic. Rotax 912, excellent com radio, intercom, transponder, > lights, BRS, heavy duty brakes. > > Email for pictures. > > Jim > > * > > * > > ________________________________________________________________________________
Subject: Re: Mark 3 Xtra for sale
From: Brad Nation <nationcap(at)comcast.net>
Date: Oct 02, 2013
". . .just doesn't fit in with other traffic"? Sent from my iPad Brad > On Oct 2, 2013, at 16:47, james.vanlaak(at)gmail.com wrote: > > The very nice Mark 3 Xtra that I bought this year is for sale. It flies g reat but I am based at a tower field and it just does not fit in with the ot her traffic. Rotax 912, excellent com radio, intercom, transponder, lights, BRS, heavy duty brakes. > > Email for pictures. > > Jim > > 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=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=3 D=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=3 D=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=3 D=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 > ________________________________________________________________________________
Subject: Re: 2 SI outta business?
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Oct 03, 2013
Sure does, my 690 has been pretty good, other than the gearbox, sigh Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA > On Oct 2, 2013, at 8:28 PM, "Ron @ KFHU" wrote: > > > That sucks! > > > ================ > ---- Dennis Rowe wrote: > > ============ > > > Yep, > The last I talked to Roger Zerkle he said the place was pad locked. > Dennis "Skid" Rowe > Mk3, 690L-70, Leechburg, PA > > > >> On Oct 2, 2013, at 9:40 AM, "Ron @ KFHU" wrote: >> >> >> Anyone knows what happened to 2SI, they'r site is down. > > > > > > > -- > Ron @ KFHU > > > > > ________________________________________________________________________________
Date: Oct 03, 2013
From: herb <herbgh(at)nctc.com>
Subject: Re: 2 SI outta business?
Last time I looked at their web site; they were not selling to the public...some years back...Herb On 10/03/2013 09:34 AM, Dennis Rowe wrote: > > Sure does, my 690 has been pretty good, other than the gearbox, sigh > > Dennis "Skid" Rowe > Mk3, 690L-70, Leechburg, PA > > >> On Oct 2, 2013, at 8:28 PM, "Ron @ KFHU" wrote: >> >> >> That sucks! >> >> >> ================ >> ---- Dennis Rowe wrote: >> >> ============ >> >> >> Yep, >> The last I talked to Roger Zerkle he said the place was pad locked. >> Dennis "Skid" Rowe >> Mk3, 690L-70, Leechburg, PA >> >> >> >>> On Oct 2, 2013, at 9:40 AM, "Ron @ KFHU" wrote: >>> >>> >>> Anyone knows what happened to 2SI, they'r site is down. >> >> >> >> >> >> -- >> Ron @ KFHU >> >> >> >> >> > > ________________________________________________________________________________
Subject: Re: 2 SI outta business?
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Oct 03, 2013
Parts were and are still available through back channels, just disappointed that manufacturer of parts is done. Just a matter of time till you can't get parts. Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA > On Oct 3, 2013, at 10:38 AM, herb wrote: > > > Last time I looked at their web site; they were not selling to the public...some years back...Herb > > >> On 10/03/2013 09:34 AM, Dennis Rowe wrote: >> >> Sure does, my 690 has been pretty good, other than the gearbox, sigh >> >> Dennis "Skid" Rowe >> Mk3, 690L-70, Leechburg, PA >> >> >> >>> On Oct 2, 2013, at 8:28 PM, "Ron @ KFHU" wrote: >>> >>> >>> That sucks! >>> >>> >>> ================ >>> ---- Dennis Rowe wrote: >>> >>> ============ >>> >>> >>> Yep, >>> The last I talked to Roger Zerkle he said the place was pad locked. >>> Dennis "Skid" Rowe >>> Mk3, 690L-70, Leechburg, PA >>> >>> >>> >>>> On Oct 2, 2013, at 9:40 AM, "Ron @ KFHU" wrote: >>>> >>>> >>>> Anyone knows what happened to 2SI, they'r site is down. >>> >>> >>> >>> >>> >>> -- >>> Ron @ KFHU >>> >>> >>> >>> >>> >> >> >> >> > > > > > ________________________________________________________________________________
Subject: Re: Victim's Name- Firestar accident
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Date: Oct 03, 2013
Beauford, The report I read said the crash wouldn't be investigated by the FAA since it was an "ultralight". It was going to be handled by the local sherif's office (or police dept), so maybe an actual official cause" may never be known. Supposedly, he was a VERY experienced pilot, including ultralights, IIRC. Mike Welch ________________________________________________________________________________
Date: Oct 03, 2013
From: TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: Home at Last!
Hi folks,=0A=0AToday was the first day without rain, rain, and more rain - since last Friday, when we had to leave our planes at Hood River. Even thou gh I had covered my engine really carefully, because of the high winds and torrential rain, I called the Hood River Airport three different times aski ng that they check to make sure that the cover (a Hefty garbage bag) was st ill intact. They were tolerant about my anxiety and assured me that it was fine. And it was!- =0A=0AToday started out really foggy, but the forecast was for sunshine by 2:00 p.m. Penelope drove me and Bob up to Hood River a nd waited patiently for us to take off. Both Bob and I did really careful p reflight inspections and everything looked really good. =0A=0A=0AIt wasn't until I started suiting up that I realized that I didn't have my helmet! I panicked and went through Penelope's car with a fine tooth comb - but I mus t have left it in my own car , at Sandy River Airport. Penelope, bless her heart, asked "Do you want to go get it?" and all I could think about was th at meant a 90 minute drive back to SRA, and then another 90 minutes back to Hood River. I told myself that I know plenty of ultralight/LSA pilots who never wear a helmet, and that it was only a 45-50 minute flight home. But i t really rattled me, since I have NEVER flown without a helmet!- And down the Columbia Gorge, no less! And - no helmet, no access to my radio. I dec ided to take the risk, and Bob agreed to announce for both of us as we depa rted.=0A=0AOf course, I hadn't taken into consideration how LOUD the engine is without the insulation provided by the helmet. Or how cold my ears coul d get. But the flight home was great for the first 40 minutes. Blue skies, high cumulus clouds, steady headwind but no turbulence. The forested mounta ins with the river between are absolutely gorgeous. I was still heading wes t down the Gorge, about 15 miles from Sandy River when the clouds lowered a nd got dark...dark...dark. But it looked like I'd be able to get underneath them. I descended from 2500' to 2000' - then down to 1700'. (I usually lik e to be @ 3500-4000' flying the Gorge.) I finally settled on 1500' and didn 't need to go any lower - until I turned south, out of the Gorge. I couldn' t fly down low and just follow the Sandy River as it was full of fog, so I had to fly over fields and forest. The closer I got to Sandy, the lower the ceiling and the less visibility. By the time Sandy River Airport was in si ght I was at 1100' (Sandy River Airport's elevation is 700',) and I had only t he legally required 3 miles visibility.-- I was SO RELIEVED when I ente red the pattern and turned to final.=0A=0AMy ears rang for at least ten min utes after I turned off the engine - but my baby is home where it belongs! =0A=0AArty=0A-=0Awww.LessonsFromTheEdge.com/uladventure2009.htm=0A=0A"Lif e's a daring adventure or nothing"=0AHelen Keller=0A=0A=0A"I refuse to tip toe through life just to arrive safely at death." ________________________________________________________________________________
Date: Oct 03, 2013
From: TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: Home at Last!
=0A=0AHi folks,=0A=0AToday was the first day without rain, rain, and more r ain - since last =0AFriday, when we had to leave our planes at Hood River. Even though I had =0Acovered my engine really carefully, because of the hig h winds and =0Atorrential rain, I called the Hood River Airport three diffe rent times =0Aasking that they check to make sure that the cover (a Hefty g arbage bag) was still intact. They were tolerant about my =0Aanxiety and as sured me that it was fine. And it was!- =0A=0AToday started out really fo ggy, but the forecast was for sunshine by 2:00 =0Ap.m. Penelope drove me an d Bob up to Hood River and waited patiently for us to take off. Both Bob an d I did really careful preflight inspections and everything looked really g ood. =0A=0A=0AIt wasn't until I started suiting up that I realized that I d idn't have my helmet! I panicked and went through Penelope's car with a fin e tooth =0Acomb - but I must have left it in my own car , at Sandy River Ai rport. =0APenelope, bless her heart, asked "Do you want to go get it?" and all I =0Acould think about was that meant a 90 minute drive back to SRA, an d then another 90 minutes back to Hood River. I told myself that I know ple nty of ultralight/LSA pilots who never wear a helmet, and that it was only a 45-50 minute flight home. But it really rattled me, since I have NEVER fl own without a =0Ahelmet!- And down the Columbia Gorge, no less! And - no helmet, no =0Aaccess to my radio. I decided to take the risk, and Bob agree d to =0Aannounce for both of us as we departed.=0A=0AOf course, I hadn't ta ken into consideration how LOUD the engine is =0Awithout the insulation pro vided by the helmet. Or how cold my ears could get. But the flight home was great for the first 40 minutes. Blue skies, high cumulus clouds, steady he adwind but no turbulence. The forested mountains with the river =0Abetween are absolutely gorgeous. I was still heading west down the =0AGorge, about 15 miles from Sandy River when the clouds lowered and got =0Adark...dark... dark. But it looked like I'd be able to get underneath =0Athem. I descended from 2500' to 2000' - then down to 1700'. (I usually =0Alike to be @ 3500- 4000' flying the Gorge.) I finally settled on 1500' =0Aand didn't need to g o any lower - until I turned south, out of the =0AGorge. I couldn't fly dow n low and just follow the Sandy River as it was full of fog, so I had to fl y over fields and forest. The closer I got =0Ato Sandy, the lower the ceili ng and the less visibility. By the time =0ASandy River Airport was in sight I was at 1100' (Sandy River Airport's elevation is 700',) and I had only t he legally required 3 miles visibility.-- I was SO RELIEVED when I ente red the pattern and turned to final.=0A=0AMy ears rang for at least ten min utes after I turned off the engine - but my baby is home where it belongs! =0A=0AArty=0A-=0Awww.LessonsFromTheEdge.com/uladventure2009.htm=0A=0A=0A" Life's a daring adventure or nothing"=0AHelen Keller=0A=0A=0A"I refuse to t ip toe through life just to arrive safely at death." ________________________________________________________________________________
Date: Oct 03, 2013
Subject: Re: Home at Last!
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Glad that you finally made it home. The weather has been screwy the entire year. Larry On Thu, Oct 3, 2013 at 6:21 PM, TheWanderingWench < thewanderingwench(at)yahoo.com> wrote: > Hi folks, > > Today was the first day without rain, rain, and more rain - since last > Friday, when we had to leave our planes at Hood River. Even though I had > covered my engine really carefully, because of the high winds and > torrential rain, I called the Hood River Airport three different times > asking that they check to make sure that the cover (a Hefty garbage bag) > was still intact. They were tolerant about my anxiety and assured me that > it was fine. And it was! > > Today started out really foggy, but the forecast was for sunshine by 2:00 > p.m. Penelope drove me and Bob up to Hood River and waited patiently for us > to take off. Both Bob and I did really careful preflight inspections and > everything looked really good. > > It wasn't until I started suiting up that I realized that I didn't have my > helmet! I panicked and went through Penelope's car with a fine tooth comb - > but I must have left it in my own car , at Sandy River Airport. Penelope, > bless her heart, asked "Do you want to go get it?" and all I could think > about was that meant a 90 minute drive back to SRA, and then another 90 > minutes back to Hood River. I told myself that I know plenty of > ultralight/LSA pilots who never wear a helmet, and that it was only a 45-50 > minute flight home. But it really rattled me, since I have NEVER flown > without a helmet! And down the Columbia Gorge, no less! And - no helmet, > no access to my radio. I decided to take the risk, and Bob agreed to > announce for both of us as we departed. > > Of course, I hadn't taken into consideration how LOUD the engine is > without the insulation provided by the helmet. Or how cold my ears could > get. But the flight home was great for the first 40 minutes. Blue skies, > high cumulus clouds, steady headwind but no turbulence. The forested > mountains with the river between are absolutely gorgeous. I was still > heading west down the Gorge, about 15 miles from Sandy River when the > clouds lowered and got dark...dark...dark. But it looked like I'd be able > to get underneath them. I descended from 2500' to 2000' - then down to > 1700'. (I usually like to be @ 3500-4000' flying the Gorge.) I finally > settled on 1500' and didn't need to go any lower - until I turned south, > out of the Gorge. I couldn't fly down low and just follow the Sandy River > as it was full of fog, so I had to fly over fields and forest. The closer I > got to Sandy, the lower the ceiling and the less visibility. By the time > Sandy River Airport was in sight I was at 1100' (Sandy River Airport's > elevation is 700',) and I had only the legally required 3 miles > visibility. I was SO RELIEVED when I entered the pattern and turned to > final. > > My ears rang for at least ten minutes after I turned off the engine - but > my baby is home where it belongs! > > Arty > > www.LessonsFromTheEdge.com/uladventure2009.htm > > "Life's a daring adventure or nothing" > Helen Keller > > > "I refuse to tip toe through life just to arrive safely at death." > > * > > * > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
From: "John Gilpin" <j.gilpin(at)bigpond.com>
Subject: Re: Home at Last!
Date: Oct 04, 2013
A great real life flying story Arty. A challenging situation, but you were aware and capable of it all the way. I love your signature quote by Helen Kellor, =9CI refuse to tiptoe though life, just to arrive safely at death.=9D JG ________________________________________________________________________________
Date: Oct 04, 2013
Subject: Re: Home at Last!
From: JC Gilpin <j.gilpin(at)bigpond.com>
*A great real life flying story Arty. * *A challenging situation, but you were aware and capable of it all the way. * * * *I love your signature quote by Helen Kellor, * *=93I refuse to tiptoe though life, just to arrive safely at death.=94* * * *JG* ________________________________________________________________________________
Date: Oct 04, 2013
Subject: JG's Flying/Roadtrip 2013
From: JC Gilpin <j.gilpin(at)bigpond.com>
*I had so much fun last time that I couldn't resist doing more....* *The story of how it all happened, and photos, are in a blog at* http://jgflyingroadtrip2013.blogspot.com.au/2013/08/blog-post.html* * Cheers, JG ________________________________________________________________________________
Date: Oct 04, 2013
Subject: Re: JG's Flying/Roadtrip 2013
From: Larry Cottrell <lcottrell1020(at)gmail.com>
access was denied. Larry On Fri, Oct 4, 2013 at 2:06 AM, JC Gilpin wrote: > *I had so much fun last time that I couldn't resist doing more....* > *The story of how it all happened, and photos, are in a blog at* > http://jgflyingroadtrip2013.blogspot.com.au/2013/08/blog-post.html* > * > > Cheers, > JG > > * > > * > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Date: Oct 04, 2013
Subject: Re: JG's Flying/Roadtrip 2013
From: Larry Cottrell <lcottrell1020(at)gmail.com>
This blog is open to invited readers only http://jgflyingroadtrip2013.blogspot.com/ It doesn't look like you have been invited to read this blog. If you think this is a mistake, you might want to contact the blog author and request an invitation. You're signed in as *lcottrell1020(at)gmail.com* - Sign in with a different accounthttp://www.blogger.com/blogin.g?blogspotURL%3Dhttp://jgflyingroadtrip2013.blogspot.com.au/2013/08/blog-post.html%26zx%3Dh2y0909yt5t6> On Fri, Oct 4, 2013 at 2:06 AM, JC Gilpin wrote: > *I had so much fun last time that I couldn't resist doing more....* > *The story of how it all happened, and photos, are in a blog at* > http://jgflyingroadtrip2013.blogspot.com.au/2013/08/blog-post.html* > * > > Cheers, > JG > > * > > * > > -- *If you forward this email, or any part of it, please remove my email address before sending.* ________________________________________________________________________________
Date: Oct 05, 2013
Subject: Re: JGs Flying/Roadtrip 2013
From: JC Gilpin <j.gilpin(at)bigpond.com>
Ooops! As soon as I'd posted that, I remembered that I intend to do it in the Tailwindsplease website instead of the blog format. A couple too many glasses of red affected memory... The blog gets too cumbersome, and I can present the story much better on the website format. That'll take awhile, since I have a daughter's wedding taking over for next few weeks, but will post it when ready..... JG ________________________________________________________________________________
Date: Oct 05, 2013
Subject: Mark 3 performance up high
From: james.vanlaak(at)gmail.com
I have a potential buyer for my Mark 3X who lives out in the mountains (6000' elevation). Anyone have takeoff and landing distances under such circumstances? Jim ________________________________________________________________________________
Date: Oct 06, 2013
From: Paul Littleton <ka5biw(at)swcp.com>
Subject: Firefly at High Altitude
Hello, I am new to the list. I am considering a legal 103 ultralight Firefly with a 40hp engine. The bad news is that I live at 7171 ft ASL. Other near by fields are still above 6000 ft ASL. Will a 40hp Firefly be able to fly at these kinds of altitudes. Thank you for any information. Best Regards, Paul ________________________________________________________________________________
Date: Oct 06, 2013
From: Robert Gillisse <thermal_hunter2002(at)yahoo.com>
Subject: Re: Firefly at High Altitude
Kolb Firestar II @ 11,000' w/ Rotax 503...no performance problems.=0A=0A=0A =0A________________________________=0AFrom: Paul Littleton <ka5biw(at)swcp.com >=0ATo: kolb-list(at)matronics.com =0ASent: Sunday, October 6, 2013 3:31 PM=0A Subject: Kolb-List: Firefly at High Altitude=0A=0A=0A--> Kolb-List message posted by: Paul Littleton =0A=0AHello,=0A=0AI am new to th e list.- I am considering a legal 103 ultralight Firefly with a 40hp engi ne.- The bad news is that I live at 7171 ft ASL.- Other near by fields are still above 6000 ft ASL.- Will a 40hp Firefly be able to fly at these kinds of altitudes.=0A=0AThank you for any information.=0A=0ABest Regards, =============== ________________________________________________________________________________
From: "Beauford " <beauford173(at)tampabay.rr.com>
Subject: Firefly at High Altitude
Date: Oct 06, 2013
Brother Littleton: Welcome to the List, sir. I do not presume to offer myself as an expert in this matter, never having operated a Firefly at the altitudes you mention, rather having only run one down at sea level for a while. I do have some limited experience with higher altitude operations, however. I flew my 'ol Stinson off Meadowlake airport at Colorado Springs for three years... That field is at about 6,800 feet. Here are a few things I learned, some of which may help with your question: - In the summertime it was common to see density altitudes on the airport at or near the service ceilings of many small airplanes and the scattered small remains of past kinetic events in the weeds off the higher north end of the asphalt strip bore testament to that fact.. About four months of the year, my 165 hp bird would become a 120 hp clunker which I never dared fuel at more than half capacity and which became incapable of carrying an average adult in the back seat. I don't know what the "service ceiling" of a FireFly might be, but I once took a fit and coaxed mine to eight K feet. It clearly wasn't a happy participant in that particular experiment once it "climbed" past 7K with my flabby butt perched in the front. I am certain the longer wing of a Firestar would have performed much better. - Rules of thumb can be dangerous, but here are a couple anyway: Subtract 3.5 to 4 percent from the rated horsepower of the engine for every thousand feet above S.L. Add about 12 percent to the takeoff roll for every thousand feet of altitude, then add 12 percent more to the above numbers for every 15 degrees F above the standard 59F SL value for your altitude (which is 38F). Do the math. Weigh yourself. You didn't mention your weight, but that would likely be a significant factor, one way or another on a 6K ft. elev. airfield with a 31 hp. machine. My Fly never actually groans out loud when it sees my 208 lbs coming, but I know what the little buggar is thinking, even here at 20 feet MSL. I would suppose that if you are near my weight, you would need a pretty good airfield and some very well balanced wheels and tires. If you are heavier than me, I suspect you may well need Rand McNally and some reliable street directions. Hope this may help a little. I don't know your level of aviation experience and I trust my free advice hasn't insulted you should you prove to be a retired Delta 747 captain who just lost his medical and retired to Colorado. Worth what ye paid fer it... Good luck. beauford FF-076, N173BW Brandon, FL -----Original Message----- Subject: Kolb-List: Firefly at High Altitude . I am considering a legal 103 ultralight Firefly with a 40hp engine. The bad news is that I live at 7171 ft ASL. Other near by fields are still above 6000 ft ASL. Will a 40hp Firefly be able to fly at these kinds of altitudes. Thank you for any information. Best Regards, Paul ________________________________________________________________________________
Date: Oct 07, 2013
Subject: Re: Kolb FireFly at High Altitude
From: JC Gilpin <j.gilpin(at)bigpond.com>
I flew my 40hp FireFly off 7000+ft strips a couple of times, no problem. And many times climbed to 10,000ft, no problem, still climbing at 200fpm. And that's without re-jetting for that altitude, so EGTs were down around 800F..... I weigh 165lb. This wasn't on really hot days, but not brisk either. You really do need to heed the change in density altitude with increasing temp..... Longer wing FireStar would definitely be better. The real shortcoming of the FireFly is that too short 22ft wing..... JG ________________________________________________________________________________
Subject: Re: Firefly at High Altitude
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Oct 07, 2013
I have a spreadsheet that was written by some aeronautical engineer and published either on EAA's website or CAFE website (can't remember after so many years) that predicts performance of a light aircraft when plugging in specific physical attributes of the airplane. I plugged in the known values for the 40 hp Rotax powered Firefly and this spreadsheet predicts a service ceiling(where climb degrades to 100 fpm) of about 12,010' density altitude at gross wt of 550 lb. These numbers seem reasonable to me. As Beauford said, the longer wing Firestar, though a bit heavier, should have a bit higher ceiling. With same engine and an extra 100 lb of airframe the spreadsheet predicts a service ceiling of about 13,300' DA. Having owned a 35 hp Firestar and also a 40 hp Firestar, these figures seem reasonable too, though I never flew either Firestar over about 8,000' DA. -------- Thom Riddle Buffalo, NY (9G0) Don't worry about old age... it doesn't last very long. - Anonymous Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409984#409984 ________________________________________________________________________________
Subject: Re: Firefly at High Altitude
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Oct 07, 2013
In case anyone is interested in the spreadsheet I mentioned in my previous post, here is a link to it on Google Docs. You should be able to down load it and modify it for your own use. https://docs.google.com/spreadsheet/ccc?key=0Ap6b4DzV2dGZdGVsWGxrdHJFRzBfT3V1N0dLWGp3N0E&usp=sharing The YELLOW fields are for the user to fill in. The BLUE fields are calculated estimates for various parameters. The numbers in the spreadsheet now are for the 40 hp Firestar I used to fly. -------- Thom Riddle Buffalo, NY (9G0) Don't worry about old age... it doesn't last very long. - Anonymous Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409988#409988 ________________________________________________________________________________
Subject: Beauford's Firefly
From: "George Alexander" <gtalexander(at)att.net>
Date: Oct 07, 2013
Not nearly the quality of other videos being posted.... but not bad for a smart phone held by a not-so-smart operator. http://youtu.be/-NmaN9yLuOQ -------- George Alexander FS II R503 N709FS http://www.oh2fly.net Read this topic online here: http://forums.matronics.com/viewtopic.php?p=410021#410021 ________________________________________________________________________________
Subject: Re: Beauford's Firefly
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Oct 08, 2013
Looks pretty good 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=410057#410057 ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Oct 08, 2013
Subject: RE: Kolb-List Digest: 4 Msgs - 10/07/13
George: Enjoyed the video. Glad someone is flying. Nice looking bird. Bob G MKIIIX, GPAS VW 2180 cc. w/re-drive ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Firefly e
Date: Oct 08, 2013
Beauford Pretty plane and nice pics. Thanks Pat ________________________________________________________________________________
Subject: Looking for Classic or Xtra flyers near Rochester, New York
From: "AussieDrik" <dkwebster(at)gmail.com>
Date: Oct 09, 2013
Hi. I'm new to the list. I'm looking at purchasing a Mk III Xtra kit and would like to meet up with any Classic or Xtra flyers near to Rochester NY. Can anyone recommend flight schools nearby to complete my flight training? Many thanks Dirk Read this topic online here: http://forums.matronics.com/viewtopic.php?p=410144#410144 ________________________________________________________________________________
Subject: Re: Looking for Classic or Xtra flyers near Rochester, New
York
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Oct 10, 2013
Dirk, Check out this link to make contact with more than one Kolb pilot/owner in Rochester area. http://www.ul95.eaachapter.org/ -------- Thom Riddle Buffalo, NY (9G0) Don't worry about old age... it doesn't last very long. - Anonymous Read this topic online here: http://forums.matronics.com/viewtopic.php?p=410208#410208 ________________________________________________________________________________
Subject: Re: Looking for Classic or Xtra flyers near Rochester, New
York
From: "AussieDrik" <dkwebster(at)gmail.com>
Date: Oct 10, 2013
Thanks Thom I've already been there for an open meeting and found one Classic (for sale) but no Xtras. I'm not a small chap so I wanted to try an Xtra for size before committing to one or the other. Thanks also to the people who have pm'd me with information. Dirk Read this topic online here: http://forums.matronics.com/viewtopic.php?p=410209#410209 ________________________________________________________________________________
Subject: Larger, one-piece fuel tank for a Mark-3
Date: Oct 10, 2013
From: "Kirby, Dennis Civ USAF AFMC AFNWC/ENS" <Dennis.Kirby(at)kirtland.af.mil>
Kolb Friends - I am looking for suggestions and recommendations for installing a new, larger-capacity fuel tank in my Mark-3 Classic. Currently, I'm using the twin 6-gal polyethylene fuel jugs, supplied by Kolb. A recent fly-out I attended in the Gila Wilderness in New Mexico made it clear that 12 gallons is not really enough gas for flying into these remote areas of the Southwest! Where have you Mark-3 guys gone to have your custom-made aluminum fuel tanks fabricated? I've seen several references on this List over the years to larger-capacity, one-piece aluminum tanks, and this is just what I'm looking for. I realize installation will likely require me to cut a steel tube on the cage, to get access. An easy repair - I'm OK with that. Does anyone know of a shop who has fabricated a tank for a Mark-3, that maybe has a pattern already? My other option would be to build up a cardboard-and-tape pattern, and take it in to a local custom-fabricator. But I thought I'd check with you List guys first, to see if there might be a shop somewhere that has done this before. Many thanks - Dennis Kirby Mark-3, 912ul, in Sandia Park, NM ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Larger, one-piece fuel tank for a Mark-3
Date: Oct 10, 2013
Hi Denis, I cannot remember who it was but there was someone on the list who had added another tank . They had a simple system with the plumbing which seemed from the drawings to be OK. I never went ahead with that as I found a source for some larger tanks with the same footprint as the original ones which just dropped into place without cutting anything. They were just a bit taller... Needed to modify my filling method a bit. I think that I added a pump which clamped to the opening in a standard jerry can rather than pouring direct. It also meant that I could carry a spare 20 litre jerry can in the passenger space to give even more capacity. Pat ________________________________________________________________________________
Subject: Re: Larger, one-piece fuel tank for a Mark-3
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Oct 11, 2013
Or for about a weeks work and a couple hundred bucks you can make your own. http://www.bcchapel.org/pages/0003/pg1.htm Just be sure not to put any ethanol in it or you'll get to make it twice. Guess how I know this? -------- 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=410300#410300 ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Oct 11, 2013
Subject: RE: Kolb-List Digest: 4 Msgs - 10/10/13
About larger gas tanks... Contact Travis at Kolb Aircraft. He can point you in the right direction. BCG ________________________________________________________________________________
Subject: Re: Xtra Owners in Casa Grande
From: "Arizona Flyer" <heracesthesun(at)yahoo.com>
Date: Oct 12, 2013
Hello from Casa Grande! I recently bought a Firestar II. Don't know any Kolb owners here as I fly off my private property. You are visiting at the best time of the year, the weather here is perfect. Also, the EAA Copperstate fly in is Oct 24th thru 26th at the airport, a very nice smaller fly in. Hope you enjoy your visit :) -------- "Life should be lived as a bold adventure, I refuse to tiptoe through life just to arrive safely at death" Read this topic online here: http://forums.matronics.com/viewtopic.php?p=410411#410411 ________________________________________________________________________________
Subject: Re: Beauford's Firefly
From: "Eugene Zimmerman" <etzimm(at)gmail.com>
Date: Oct 14, 2013
George, What kind of video stabilization program did you use on that clip? It did an excellent job of keeping the image of the plane stable as the camera obviously moved around. Gene Read this topic online here: http://forums.matronics.com/viewtopic.php?p=410566#410566 ________________________________________________________________________________
Subject: Re: Beauford's Firefly
From: "George Alexander" <gtalexander(at)att.net>
Date: Oct 14, 2013
Eugene Zimmerman wrote: > George, > > What kind of video stabilization program did you use on that clip? > ------SNIP------- > > Gene Gene et al: You Tube did it. After the file loads, it came back with a msg like "your video appears a little shaky. Would you like us to correct that?" That was it. Obviously I didn't say No Thanks. I was pleasantly surprised at the results. -------- George Alexander FS II R503 N709FS http://www.oh2fly.net Read this topic online here: http://forums.matronics.com/viewtopic.php?p=410569#410569 ________________________________________________________________________________
From: "Nick Cassara" <nickc(at)mtaonline.net>
Subject: Looking for an alternative to "Scat"
Date: Oct 18, 2013
Hello Kolbers, I visited my local air parts store the other day planning to but 15 feet of "Scat" to route hot air coming from the outer surface of my exhaust pipes down and forward to my wind shield. When they quoted a price over $200, I reconsider using Scat. Has anyone come up with an alternative insulated flexible piping to "Scat"? Thanks, Nick Cassara Palmer, Alaska 607AK ________________________________________________________________________________
Subject: Re: Looking for an alternative to "Scat"
From: Dennis Rowe <rowedenny(at)windstream.net>
Date: Oct 18, 2013
Check with McMaster Carr Dennis "Skid" Rowe Mk3, 690L-70, Leechburg, PA > On Oct 18, 2013, at 11:46 AM, "Nick Cassara" wrote: > > Hello Kolbers, > > I visited my local air parts store the other day planning to but 15 feet o f =9CScat=9D to route hot air coming from the outer surface of m y exhaust pipes down and forward to my wind shield. When they quoted a price over $200, I reconsider using Scat. Has anyone come up with an alternative i nsulated flexible piping to =9CScat=9D? > > Thanks, > > Nick Cassara > Palmer, Alaska > > 607AK > > 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=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=3 D=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=3 D=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=3 D=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 > ________________________________________________________________________________
Date: Oct 18, 2013
Subject: Re: Looking for an alternative to "Scat"
From: Richard Girard <aslsa.rng(at)gmail.com>
http://www.mcmaster.com/#flexible-duct-hose-for-air-knives/=ozreiq Rick Girard On Fri, Oct 18, 2013 at 10:46 AM, Nick Cassara wrote: > Hello Kolbers,**** > > ** ** > > I visited my local air parts store the other day planning to but 15 feet > of =93Scat=94 to route hot air coming from the outer surface of my exhau st > pipes down and forward to my wind shield. When they quoted a price over > $200, I reconsider using Scat. Has anyone come up with an alternative > insulated flexible piping to =93Scat=94?**** > > ** ** > > Thanks,**** > > ** ** > > Nick Cassara**** > > Palmer, Alaska**** > > ** ** > > 607AK**** > > * > =========== =========== =========== =========== > * > > -- 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: Dual seat Kolb flying in nw ohio?
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Oct 18, 2013
Hey checking to see if any other Kolb owners are near me. I hangar near Toledo, oh. Just about done with my tail dragger training and looking to see if anyone lives near me that can take me up in their Kolb so that I can see what the difference in flying will be from the champ that I've been training in. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=410845#410845 ________________________________________________________________________________
Subject: Re: Dual seat Kolb flying in nw ohio?
From: "Frankd" <FDucker(at)aol.com>
Date: Oct 20, 2013
Hello fellow kolb owner, I did exactly what you did, flew a champ and got a ride in a Standard Mark 3 locally to get the sight picture. I'm in california so thats a little far to go. I would also recommend getting a flight in a cub, especially for landing speeds. As others have said, keep some power on as you approach and be prepared that you will be much lower than the champ when you actually touch down. With power on you can stay flying that last foot or two as you "Feel" for the runway, then ease back on the power and your there.. After getting past those first few landings, then start your training with less power and you will see that once you round out near the ground your speed will drop VERY fast, so its crucial that you know your close to the ground at that point. This becomes one of the best things about the Kolb, dropping in nearly directly over the runway, no power , very steep approach, round out right at the runway, slow down, land in less than 400 feet. Feel smug as you taxi off the runway as all those other planes land long. Good luck, your nearly there.. Frankd Read this topic online here: http://forums.matronics.com/viewtopic.php?p=410927#410927 ________________________________________________________________________________
Subject: New Firestar battery Lithium Iron 1.46 lbs.
From: "Arizona Flyer" <heracesthesun(at)yahoo.com>
Date: Oct 20, 2013
The lead acid battery in my Firestar II leaked acid into the fuse and layed on the fabric for days. It did no damage which is a testament to how strong the fabric is. I cleaned it with vinegar & water. The battery was upright and acid was forced out the caps. I had the plane out in the Arizona 90*+ heat for a few days with a white towel over the battery but found the acid leak when the plane was at home under shade and I'm guessing the heat swelled the battery causing the leak? The former owner put in a cheapo from China Mart (Walmart) No way am I putting that battery back in the plane and risk another leak. In research I came upon Lithium Iron batteries. The weight savings is amazing. The old lead acid weighed 11 lbs. and the new Shorai Lithium-Iron Battery LFX14L2-BS12 weighs only 1.46 lbs. It was hard to spend the extra money but I did, $144.00 for battery, and I ordered the balance/storage charger also for $77.00 My Firestar is on the heavy side and I'm glad to take 9.54 lbs. off the weight. These Lithium Iron batteries are said to have more starting power than lead acid for the same amp hour rating. They are said to take more heat and last about 3 times longer, are sealed, and can be positioned any way you want with no danger of leaking. Was wondering if any other Kolb owners have looked into or purchased one of these newer Lithium Iron batteries? It can get confusing with amp hour ratings, but the specs for Rotax starter battery says minimum 16 Ah and higher is better. The old lead acid was 11 Ah and started the 503 just fine. The Lithium Iron I ordered is 14 Ah but puts out more power than lead acid so it should be better. When not using a lead acid it should be kept fully charged, but Lithium should be stored at 70% to 80% charge to extend it's life which is why I ordered the charger/balancer with 'storage' feature. I ordered mine from Rocky Mountain, an ATV/Motorcycle supply place. I found when you look for 'aircraft' Lithium Iron batteries the price goes up of course. Battery Mart carries them ! for $152 .00 but for $144.00 I got mine here... http://www.rockymountainatvmc.com/p/44/54/227/730/5796/31299/Shorai-Lithium-Iron-Battery -------- "Life should be lived as a bold adventure, I refuse to tiptoe through life just to arrive safely at death" Read this topic online here: http://forums.matronics.com/viewtopic.php?p=410930#410930 ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: New Firestar battery Lithium Iron 1.46 lbs.
Date: Oct 20, 2013
this is the type of battery I am using.. http://www.arizonabattery.com/?page=shop/flypage&product_id=58&category_id=b291dca6cea297f2a41f49052a63d38d& .. I found one of these in an ups (uninterruptable power supply ) that had a split down one side across several cells and there was no leaks or damage to the ups. at $40.00 it is cheap. .... when I first built my mkiii I bought a "quick start" from harbor freight for about $35.00 and used the battery in my plane. it was still working 5 or 6 years later.. I ordered a replacement battery from harbor frt for the quick start,,, seems it was only 16 dollars. so I ordered 2,,, one for the plane and one to put back in the quick start, it took a long time on the boat from china. seems the freight was under 10 dollars for both. the second is going on 6 years.. if you order from Arizona battery, it will be there in 3 days or so verses the 3 months from china. the Lithium iron sounds intriguing. if they last 3 times longer, it is still quite a bargain, provided 3 times means 3 x 5 years,,, not 3 x 1 year. and the weight savings is good... my plane could loose that much weight if I would put less popcorn in my mouth.... boyd young >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> -----Original Message----- From: Arizona Flyer Sent: Sunday, October 20, 2013 11:35 AM Subject: Kolb-List: New Firestar battery Lithium Iron 1.46 lbs. The lead acid battery in my Firestar II leaked acid into the fuse and layed on the fabric for days. It did no damage which is a testament to how strong the fabric is. I cleaned it with vinegar & water. The battery was upright and acid was forced out the caps. I had the plane out in the Arizona 90*+ heat for a few days with a white towel over the battery but found the acid leak when the plane was at home under shade and I'm guessing the heat swelled the battery causing the leak? The former owner put in a cheapo from China Mart (Walmart) No way am I putting that battery back in the plane and risk another leak. In research I came upon Lithium Iron batteries. The weight savings is amazing. The old lead acid weighed 11 lbs. and the new Shorai Lithium-Iron Battery LFX14L2-BS12 weighs only 1.46 lbs. It was hard to spend the extra money but I did, $144.00 for battery, and I ordered the balance/storage charger also for $77.00 My Firestar is on the heavy side and I'm glad to take 9.54! lbs. off the weight. These Lithium Iron batteries are said to have more starting power than lead acid for the same amp hour rating. They are said to take more heat and last about 3 times longer, are sealed, and can be positioned any way you want with no danger of leaking. Was wondering if any other Kolb owners have looked into or purchased one of these newer Lithium Iron batteries? It can get confusing with amp hour ratings, but the specs for Rotax starter battery says minimum 16 Ah and higher is better. The old lead acid was 11 Ah and started the 503 just fine. The Lithium Iron I ordered is 14 Ah but puts out more power than lead acid so it should be better. When not using a lead acid it should be kept fully charged, but Lithium should be stored at 70% to 80% charge to extend it's life which is why I ordered the charger/balancer with 'storage' feature. I ordered mine from Rocky Mountain, an ATV/Motorcycle supply place. I found when you look for 'aircraft' Lithium Iron bat! teries the price goes up of course. Battery Mart carries them ! for $152 .00 but for $144.00 I got mine here... http://www.rockymountainatvmc.com/p/44/54/227/730/5796/31299/Shorai-Lithium-Iron-Battery -------- "Life should be lived as a bold adventure, I refuse to tiptoe through life just to arrive safely at death" Read this topic online here: http://forums.matronics.com/viewtopic.php?p=410930#410930 ________________________________________________________________________________
Subject: Re: Dual seat Kolb flying in nw ohio?
From: "funnyb0nz" <dan_eshman(at)hotmail.com>
Date: Oct 20, 2013
Thanks for feedback frank. They have cub where I am training at. Maybe ill see if we can take that up this Thursday. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=410962#410962 ________________________________________________________________________________
Subject: Re: Dual seat Kolb flying in nw ohio?
From: "racerjerry" <gki(at)suffolk.lib.ny.us>
Date: Oct 21, 2013
PLEASE dont be in too big of a hurry to solo your Kolb. One hour of dual instruction in a Mark III literally saved my ass when three separate things went horribly wrong during my first solo flight in a Firestar II. If no one answers your call here, locate an ultralight fly-in and travel to it. Frank definitely has the right idea about the importance of sight picture and landing speed/approach with power on at least initially. The big difference between your Champ and the Kolb is that when you cut power, the Kolb immediately loses airspeed. The Kolb is very draggy and cutting power with the high thrust-line causes the nose to come up, further decreasing airspeed; be ready to push that stick forward. Go get that ride in a Mark III. -------- Jerry King Read this topic online here: http://forums.matronics.com/viewtopic.php?p=410985#410985 ________________________________________________________________________________
Subject: Flying update
From: "Rex Rodebush" <jrrodebush(at)gmail.com>
Date: Oct 21, 2013
I've got about 10 hours on My Kolb now. First flight was in July. It's an Xtra with 912s engine and 3 blade Warp prop. I set up the wings, tail and rudder trim tab per TNK's recommendations. It flies great at cruse with only finger tip pressure needed on the stick. I also set up the prop per John Hauck's recommendation and it's right on the money. Full throttle climb is 5450 rpm. I did a number of speed runs with the gps and the cruse speed at 4800-5000 rpm is about 82 mph. I have a UMA airspeed indicator and it reads about 15 mph high at cruse and about 9 mph high at stall. I have changed the static and pitot locations with no change so I'm sure it's the indicator. I checked the net and that seemed to be a common complaint with UMA. At least it's very consistant. The actual stall at 1 notch of flaps appears to be in the mid to low 40's. Rick Neilsen said that landing like a Champ or Cub would be a problem with the Kolb. He was right on. I have about 50 hours in a Cub and without some instruction I'm sure I would have some bent gear or worse. When you flair (I think level off is a better term for the Kolb) you do it just a foot or two about the runway and it only takes an inch or two movement on the stick. It's not at all like a nose high flair, stick back in your belly like a cub. If you do that in a Kolb you'll immediately 20 feet high and starting to stall. Just hold it level and it will slow down and settle in. It is no where as touchy as a Cbe ub. If you land a little crossways it actually tends to straighten out on its own. You still have to work the rudder to keep it straight but it's much easier than with a Cub. Get some instruction in a Kolb before you fly!!! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411007#411007 ________________________________________________________________________________
Subject: Re: Training Firestar
From: "Rex Rodebush" <jrrodebush(at)gmail.com>
Date: Oct 22, 2013
I had a few flights with Red in a J3 in 1986. He was quite a character! I think he retired from instructing a year or two later. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411137#411137 ________________________________________________________________________________
From: Clyde MacQuarrie <clydemacquarrie(at)eastlink.ca>
Subject: First solo flight.
Date: Oct 22, 2013
I purchased a Kolb Mark 111 Classic in 2008 which had the wings, rudder and elevators built and covered. Later on in the summer of 2008 I purchased a Rotex 582 complete with reduction gear box and prop from Travis. It was the early part of the summer of 2011 before I started driving 520 kilometers to the location of my Ultralight Flight Instructor to start my training. All went well but in the spring of 2012 things started to go wrong. On our first flight we lost power at 1000 ft. but my able instructor was able to make it back to his landing strip with no trouble. The problem was a ruptured fuel line which we replaced that afternoon. Next morning the engine seized on take-off at 450 feet and we were fortunate that a vacant field was within reach. The rear piston was badly scuffed and had to be replaced. Next problem was a hole burnt into the top of the other cylinder piston. We removed the automatic oil injection system and premixed the fuel. As a result the engine ran fine this year. My instructor has a grass strip on his property which runs north and south. The predominate wind is out of the west which of course causes lots of problems for a beginner. Plus all takeoffs have to be made towards the south and all landings towards the north. On Sept. 29th I soloed and proved that you can teach an old dog new tricks, as it was two days after I turned 81. Since then I returned and after having an hour of takeoff and landings we took the wings off and fogged the engine and put the aircraft into my trailer. My flying season is over for this year but the smile is still on my face. Clyde MacQuarrie, Alder Point, Nova Scotia, Canada ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: First solo flight.
Date: Oct 22, 2013
On Sept. 29th I soloed and proved that you can teach an old dog new tricks, as it was two days after I turned 81. Since then I returned and after having an hour of takeoff and landings we took the wings off and fogged the engine and put the aircraft into my trailer. My flying season is over for this year but the smile is still on my face. Clyde MacQuarrie, Alder Point, Nova Scotia, Canada Clyde MacQuarrie/Kolbers: You are an inspiration to me. I hope I can do as well as you when and if I reach 81. I hope you have an enjoyable adventure with your MKIII. Congratulations on your solo. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: Oct 22, 2013
Subject: Re: First solo flight.
From: Robert Laird <rlaird(at)cavediver.com>
On Tue, Oct 22, 2013 at 8:48 PM, Clyde MacQuarrie < clydemacquarrie(at)eastlink.ca> wrote: > I purchased a Kolb Mark 111 Classic in 2008 which had the wings, rudder > and elevators built and covered. Later on in the summer of 2008 I purchased > a Rotex 582 complete with reduction gear box and prop from Travis. It was > the early part of the summer of 2011 before I started driving 520 > kilometers to the location of my Ultralight Flight Instructor to start my > training. All went well but in the spring of 2012 things started to go > wrong. On our first flight we lost power at 1000 ft. but my able instructor > was able to make it back to his landing strip with no trouble. The problem > was a ruptured fuel line which we replaced that afternoon. Next morning the > engine seized on take-off at 450 feet and we were fortunate that a vacant > field was within reach. The rear piston was badly scuffed and had to be > replaced. Next problem was a hole burnt into the top of the other cylinder > piston. We removed the automatic oil injection system and premixed the > fuel. As a result the engine ran fine this year. My instructor has a grass > strip on his property which runs north and south. The predominate wind is > out of the west which of course causes lots of problems for a beginner. > Plus all takeoffs have to be made towards the south and all landings > towards the north. On Sept. 29th I soloed and proved that you can teach an > old dog new tricks, as it was two days after I turned 81. Since then I > returned and after having an hour of takeoff and landings we took the wings > off and fogged the engine and put the aircraft into my trailer. My flying > season is over for this year but the smile is still on my face. Clyde > MacQuarrie, Alder Point, Nova Scotia, Canada You are to be admired and congratulated, Clyde.... way to go! You overcame all the obstacles and are reaping the rewards! (I just wish you had a longer flying season!) -- Robert MkIIIC/912ULS near Houston, TX ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: First solo flight.
Date: Oct 23, 2013
Congratulations Clyde, Glad to hear that someone is starting more are less at the point where I had to pack up. Last year, at 82 My back finally succumbed to an injury received carrying a glider wing about 40 years ago. I can still fly but I can no longer do the pulley hauley, carrying fuel etc entailed in man handling , servicing a plane etc. Good luck to you.Times a-wasting. Pat. ________________________________________________________________________________
Subject: Firestar II for sale
From: "Kirkds" <kirk.smith(at)frontier.com>
Date: Oct 23, 2013
I'm selling my Firestar II...503 DCDI, 3 blade IVO, Second Chanz chute $8000.00 Also have Mark III classic kit for sale or package deal. Kirk -------- Kirk Smith Columbiaville, MI Firestar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411170#411170 ________________________________________________________________________________
Subject: Firestar Fuel Tanks
From: "Bob Etherton" <ethertonr(at)webtv.net>
Date: Oct 23, 2013
I just bought a Firestar and replaced the fuel tanks and pickups. It had the pickups in the bottom of the tanks but I changed to the top pickups. But my question, is there any method to hold the tanks down or is the tight fit enough? I don't see any past method that was used to hold them down. Just wondering about the occasional -G. -------- Bob E Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411175#411175 ________________________________________________________________________________
Subject: Re: Firestar Fuel Tanks
From: Gary Aman <zeprep251(at)aol.com>
Date: Oct 23, 2013
Bob, They are held by a strap that weaves over them and under the fuselage tube. G.Aman -----Original Message----- From: Bob Etherton <ethertonr(at)webtv.net> Sent: Wed, Oct 23, 2013 8:49 am Subject: Kolb-List: Firestar Fuel Tanks I just bought a Firestar and replaced the fuel tanks and pickups. It had th e pickups in the bottom of the tanks but I changed to the top pickups. But my question, is there any method to hold the tanks down or is the tight fit en ough? I don't see any past method that was used to hold them down. Just wondering about the occasional -G. -------- Bob E Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411175#411175 ________________________________________________________________________________
Date: Oct 23, 2013
Subject: Re: New Firestar battery Lithium Iron 1.46 lbs.
From: Rick Neilsen <neilsenrm(at)gmail.com>
I'm very interested in how things go with the lithium battery. The weight savings is huge I have been considering them for a few years now. Our planes fly better the lighter they are so this is a big deal. Cookies are my downfall so pilot weight is most likely going to continue to be a problem. I talked to Steve Bennett at Great Plains about them, we decided that with my single compufire ignition system that I would wait a bit longer to switch. If I had to disconnect the battery in flight my alternator would not provided the proper power to keep the spark going. I'm in Florida for the winter and have removed my redrive from the plane so that I can send it back to Valley Engineering for a free upgrade. The upgrade is lightening the redrive by 6-8 oz. My redrive is a pre production version. Every ounce helps. Last time I weighed my redrive VW powered MKIIIC it was 598lbs. Lighter redrive, lighter battery, four small bolts that are too long, etc., maybe be a few less cookies, who knows how light it could be. Rick Neilsen Redrive VW Powered MKIIIC On Sun, Oct 20, 2013 at 1:35 PM, Arizona Flyer wrote: > > The lead acid battery in my Firestar II leaked acid into the fuse and > layed on the fabric for days. It did no damage which is a testament to how > strong the fabric is. I cleaned it with vinegar & water. The battery was > upright and acid was forced out the caps. I had the plane out in the > Arizona 90*+ heat for a few days with a white towel over the battery but > found the acid leak when the plane was at home under shade and I'm guessing > the heat swelled the battery causing the leak? The former owner put in a > cheapo from China Mart (Walmart) No way am I putting that battery back in > the plane and risk another leak. In research I came upon Lithium Iron > batteries. The weight savings is amazing. The old lead acid weighed 11 lbs. > and the new Shorai Lithium-Iron Battery LFX14L2-BS12 weighs only 1.46 lbs. > It was hard to spend the extra money but I did, $144.00 for battery, and I > ordered the balance/storage charger also for $77.00 My Firestar is on the > heavy side and I'm glad to take 9.54! > lbs. off the weight. These Lithium Iron batteries are said to have more > starting power than lead acid for the same amp hour rating. They are said > to take more heat and last about 3 times longer, are sealed, and can be > positioned any way you want with no danger of leaking. Was wondering if any > other Kolb owners have looked into or purchased one of these newer Lithium > Iron batteries? It can get confusing with amp hour ratings, but the specs > for Rotax starter battery says minimum 16 Ah and higher is better. The old > lead acid was 11 Ah and started the 503 just fine. The Lithium Iron I > ordered is 14 Ah but puts out more power than lead acid so it should be > better. When not using a lead acid it should be kept fully charged, but > Lithium should be stored at 70% to 80% charge to extend it's life which is > why I ordered the charger/balancer with 'storage' feature. I ordered mine > from Rocky Mountain, an ATV/Motorcycle supply place. I found when you look > for 'aircraft' Lithium Iron bat! > teries the price goes up of course. Battery Mart carries them ! > for $152 > > .00 but for $144.00 I got mine here... > http://www.rockymountainatvmc.com/p/44/54/227/730/5796/31299/Shorai-Lithium-Iron-Battery > > -------- > "Life should be lived as a bold adventure, I refuse to tiptoe through life > just to arrive safely at death" > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=410930#410930 > > ________________________________________________________________________________
Date: Oct 23, 2013
Subject: Electrical Problem
From: Rick Neilsen <neilsenrm(at)gmail.com>
I have been fighting a new electrical issue on my VW powered Kolb MKIIIC half the summer. My ammeter flutters from 10 amps plus to 10 amps minus at cruise RPMs. The engine runs fine and even flies great but the ammeter is try to warn me something is wrong. Talking to Steve Bennet at Great Plains Aircraft (he sells the alternator) he says that this will happen if the alternator regulator isn't properly grounded and that there is a diagnostic guide at the Kohler Engine web site for their V twin engines that is useful. It looks like the same alternator. Anyway I have replaced the regulator, cleaned bolts and stand offs where the regulator is bolted to the Diel accessory case, replaced the ammeter, and added an additional ground wire from the regulator to the engine case. I have checked the AC running voltage unregulated from the alternator (29VAC), verified there is no grounding of the alternator power wires (I will check next spring if there is a grounding when hot), the voltage regulator is grounded (seem like is showed .002 ohms) between the regulator and (the engine and also the ground on the battery). I disconnected the alternator from the electrical system and the ammeter showed a steady 5 amp discharge so it appears it is a alternator problem. I'm at the limit of what I can do. Someone suggested I add a capacitor to smooth out the voltage but that seems like a fix for the symptoms not the problem. I'm afraid to fly out of the pattern with this going on. Does anyone have any ideas on what else I can check or what the problem is???? Thanks Rick Neilsen Redrive VW Powered MKIIIC ________________________________________________________________________________
Subject: Re: New Firestar battery Lithium Iron 1.46 lbs.
From: "Arizona Flyer" <heracesthesun(at)yahoo.com>
Date: Oct 23, 2013
Rick; I'll post updates of my experience with the new lithium battery here. I've read reviews where people pick up the battery for the first time and is so light they think it's empty, then are amazed at how much power they put out. I fly RC model airplanes all with brushless motors and have a fleet of lithium 'LiPo' batteries so I'm used to them, but this will be the 1st time I use one this large for a full size airplane. I am happy to lose the weight of the lead acid battery. Good luck with your redrive. When I was airplane shopping I strongly considered the Valley Engineering Backyard Flyer 4-stroke ultralight but could not get comfortable with IMO that ugly looking wing on it. Boyd. Thanks for the info on Arizona battery, I had already ordered my new Shorai when I read it. -------- "Life should be lived as a bold adventure, I refuse to tiptoe through life just to arrive safely at death" Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411237#411237 ________________________________________________________________________________
Subject: Re: Firestar Fuel Tanks
From: "Arizona Flyer" <heracesthesun(at)yahoo.com>
Date: Oct 23, 2013
zeprep251(at)aol.com wrote: > Bob, > They are held by a strap that weaves over them and under the fuselage tube. > G.Aman > > > > > -- Hi Gary, Jeff here, I have your former yellow Firestar II. After I cleaned my tanks and reinstalled, one of the plastic strap holder latches broke. They had become brittle over the years so I used staples and super glue to repair. Next time I pull the tanks I'll need new straps & latches, wonder where I could find them, hardware or sporting goods store? Hope all is well with you, and thanks again for all the info you've given me about the plane. I only flew it once, but am getting ready for it's next flights soon... -------- "Life should be lived as a bold adventure, I refuse to tiptoe through life just to arrive safely at death" Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411238#411238 ________________________________________________________________________________
Subject: Series Fuel Pumps
From: "Bob Etherton" <ethertonr(at)webtv.net>
Date: Oct 23, 2013
I have read both ways that series pumps won't work because of excessive pressure and I have read where it works ok. How many members are running 503 Rotax with the series set up? Will it run with the vacuum pump pulling through the electric while the electric is off? -------- Bob E Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411251#411251 ________________________________________________________________________________
Date: Oct 23, 2013
Subject: Re: Series Fuel Pumps
From: Richard Girard <aslsa.rng(at)gmail.com>
Sorry, no 503 experience, but two 582's and an HKS all have Facet low pressure electric pumps pushing to Mikuni pumps on the 582's (D52's) and a Bing on the HKS. All work fine, neither Bing 54 or 64 carbs have ever so much as hick upped by being fed by serial pumps, and, yes, you can shut the Facet pumps off and the pneumatic pumps chug right along. Rick Girard On Wed, Oct 23, 2013 at 2:16 PM, Bob Etherton wrote: > > I have read both ways that series pumps won't work because of excessive > pressure and I have read where it works ok. How many members are running > 503 Rotax with the series set up? Will it run with the vacuum pump pulling > through the electric while the electric is off? > > -------- > Bob E > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=411251#411251 > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
Date: Oct 23, 2013
From: Charlie England <ceengland7(at)gmail.com>
Subject: Re: Series Fuel Pumps
Caution: The Facet pumps sold by some (probably most) homebuilt suppliers will work as Rick describes. However, Facet does make a model that looks identical but will not pass fuel if it's not running. (Actually, there are quite a few variations in feature sets out there.) Check part numbers carefully, if you're buying from a generic interweb seller. http://www.facet-purolator.com/cube-fuel-pumps.php Charlie On 10/23/2013 6:05 PM, Richard Girard wrote: > Sorry, no 503 experience, but two 582's and an HKS all have Facet low > pressure electric pumps pushing to Mikuni pumps on the 582's (D52's) > and a Bing on the HKS. All work fine, neither Bing 54 or 64 carbs have > ever so much as hick upped by being fed by serial pumps, and, yes, you > can shut the Facet pumps off and the pneumatic pumps chug right along. > > Rick Girard > > > On Wed, Oct 23, 2013 at 2:16 PM, Bob Etherton > wrote: > > > > > I have read both ways that series pumps won't work because of > excessive pressure and I have read where it works ok. How many > members are running 503 Rotax with the series set up? Will it run > with the vacuum pump pulling through the electric while the > electric is off? > > -------- > Bob E > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=411251#411251 > > > ========== > arget="_blank">http://www.matronics.com/Navigator?Kolb-List > ========== > http://forums.matronics.com > ========== > le, List Admin. > ="_blank">http://www.matronics.com/contribution > ========== > > > -- > Zulu Delta > Mk IIIC > Thanks, Homer GBYM > > It isn't necessary to have relatives in Kansas City in order to be > unhappy. > - Groucho Marx > ________________________________________________________________________________
From: kinne russ <russk50(at)gmail.com>
Subject: Re: First solo flight.
Date: Oct 23, 2013
Clyde My congrats to you! -- you persisted, AND were smart enough to get adequate instruction before you tried flying your Kolb. You probably would-a crashed it. And now you've got a lot more knowledge of your aircraft and your engine, and it sounds as tho everything will go well from now on. You should have many happy flights in the future. Sure hope so. It may be a long winter! -- but best wishes for your spring flying . Fair winds, Russ K On Oct 22, 2013, at 9:48 PM, Clyde MacQuarrie wrote: > I purchased a Kolb Mark 111 Classic in 2008 which had the wings, rudder and elevators built and covered. Later on in the summer of 2008 I purchased a Rotex 582 complete with reduction gear box and prop from Travis. It was the early part of the summer of 2011 before I started driving 520 kilometers to the location of my Ultralight Flight Instructor to start my training. All went well but in the spring of 2012 things started to go wrong. On our first flight we lost power at 1000 ft. but my able instructor was able to make it back to his landing strip with no trouble. The problem was a ruptured fuel line which we replaced that afternoon. Next morning the engine seized on take-off at 450 feet and we were fortunate that a vacant field was within reach. The rear piston was badly scuffed and had to be replaced. Next problem was a hole burnt into the top of the other cylinder piston. We removed the automatic oil injection system and premixed the fuel. As a result the engine ran fine this year. My instructor has a grass strip on his property which runs north and south. The predominate wind is out of the west which of course causes lots of problems for a beginner. Plus all takeoffs have to be made towards the south and all landings towards the north. On Sept. 29th I soloed and proved that you can teach an old dog new tricks, as it was two days after I turned 81. Since then I returned and after having an hour of takeoff and landings we took the wings off and fogged the engine and put the aircraft into my trailer. My flying season is over for this year but the smile is still on my face. Clyde MacQuarrie, Alder Point, Nova Scotia, Canada > > > ________________________________________________________________________________
Subject: Re: Electrical Problem
From: Gary Aman <zeprep251(at)aol.com>
Date: Oct 23, 2013
Rick, Do you have an aluminum support and cover bolted to the flywheel end of the engine containing the alternator with the starter bolted to it ? If so,check the starter attach bolts .One may be long enough to pass throug h the housing and ground the windings of the stator intermittently. G.Aman -----Original Message----- From: Rick Neilsen <neilsenrm(at)gmail.com> Sent: Wed, Oct 23, 2013 4:49 pm Subject: Kolb-List: Electrical Problem I have been fighting a new electrical issue on my VW powered Kolb MKIIIC ha lf the summer. My ammeter flutters from 10 amps plus to 10 amps minus at cr uise RPMs. The engine runs fine and even flies great but the ammeter is try to warn me something is wrong. Talking to Steve Bennet at Great Plains Air craft (he sells the alternator) he says that this will happen if the altern ator regulator isn't properly grounded and that there is a diagnostic guide at the Kohler Engine web site for their V twin engines that is useful. It looks like the same alternator. Anyway I have replaced the regulator, cleaned bolts and stand offs where th e regulator is bolted to the Diel accessory case, replaced the ammeter, and added an additional ground wire from the regulator to the engine case. I h ave checked the AC running voltage unregulated from the alternator (29VAC), verified there is no grounding of the alternator power wires (I will check next spring if there is a grounding when hot), the voltage regulator is gr ounded (seem like is showed .002 ohms) between the regulator and (the engin e and also the ground on the battery). I disconnected the alternator from t he electrical system and the ammeter showed a steady 5 amp discharge so it appears it is a alternator problem. I'm at the limit of what I can do. Someone suggested I add a capacitor to s mooth out the voltage but that seems like a fix for the symptoms not the pr oblem. I'm afraid to fly out of the pattern with this going on. Does anyone have any ideas on what else I can check or what the problem is???? Thanks Rick Neilsen Redrive VW Powered MKIIIC ________________________________________________________________________________
Subject: Re: Firestar Fuel Tanks
From: Gary Aman <zeprep251(at)aol.com>
Date: Oct 23, 2013
Jeff, Hope you enjoy it as much as I did. G.Aman -----Original Message----- From: Arizona Flyer <heracesthesun(at)yahoo.com> Sent: Wed, Oct 23, 2013 4:49 pm Subject: Kolb-List: Re: Firestar Fuel Tanks zeprep251(at)aol.com wrote: > Bob, > They are held by a strap that weaves over them and under the fuselage tu be. > G.Aman > > > > > -- Hi Gary, Jeff here, I have your former yellow Firestar II. After I cleaned my tanks and reinstalled, one of the plastic strap holder latches broke. They had become brittle over the years so I used staples and super glue to repair. N ext time I pull the tanks I'll need new straps & latches, wonder where I could find them, hardware or sporting goods store? Hope all is well with you, and than ks again for all the info you've given me about the plane. I only flew it once , but am getting ready for it's next flights soon... -------- "Life should be lived as a bold adventure, I refuse to tiptoe through life just to arrive safely at death" Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411238#411238 ________________________________________________________________________________
From: HGRAFF(at)aol.com
Date: Oct 23, 2013
Subject: Re: Electrical Problem
A very interesting situation! My guess is, it's a problem with the voltage sensing lead. I don't know the type of rectifier/regulator you have, but most have a sense input that actually allows a connection all the way to the battery, to get the best voltage regulation there at the battery. A cheaper way would be to connect the sense wire to the regulator output, right near the regulator itself. I have a suspicion that the sense wire might just be open. Since you reported nice steady 29 volt AC input to the regulator, changed the regulator itself, the only other source of problem behavior is the wiring. HerbG In a message dated 10/23/2013 4:49:42 P.M. Eastern Daylight Time, neilsenrm(at)gmail.com writes: I have been fighting a new electrical issue on my VW powered Kolb MKIIIC half the summer. My ammeter flutters from 10 amps plus to 10 amps minus at cruise RPMs. The engine runs fine and even flies great but the ammeter is try to warn me something is wrong. Talking to Steve Bennet at Great Plains Aircraft (he sells the alternator) he says that this will happen if the alternator regulator isn't properly grounded and that there is a diagnostic guide at the Kohler Engine web site for their V twin engines that is useful. It looks like the same alternator. Anyway I have replaced the regulator, cleaned bolts and stand offs where the regulator is bolted to the Diel accessory case, replaced the ammeter, and added an additional ground wire from the regulator to the engine case. I have checked the AC running voltage unregulated from the alternator (29VAC), verified there is no grounding of the alternator power wires (I will check next spring if there is a grounding when hot), the voltage regulator is grounded (seem like is showed .002 ohms) between the regulator and (the engine and also the ground on the battery). I disconnected the alternator from the electrical system and the ammeter showed a steady 5 amp discharge so it appears it is a alternator problem. I'm at the limit of what I can do. Someone suggested I add a capacitor to smooth out the voltage but that seems like a fix for the symptoms not the problem. I'm afraid to fly out of the pattern with this going on. Does anyone have any ideas on what else I can check or what the problem is???? Thanks Rick Neilsen Redrive VW Powered MKIIIC ________________________________________________________________________________
Date: Oct 23, 2013
Subject: Re: Electrical Problem
From: Rick Neilsen <neilsenrm(at)gmail.com>
All good suggestions. The unregulated AC voltage is app .5 volts low of the range GP specified for the alternator at 2500 RPM I assumed it might be a measurement error but? I do have a oil filter mount drilled, tapped, then bolted into the Diel accessory case in the area of the alternator. Again cold not running the alternator wires don't show any grounding but hot and running there could be a intermittent grounding. I will pull the bolts and shorten them a bit. The alternator is pretty simple. Nothing electronic is internal in the alternator, just windings and magnets. Two wires go to the regulator one additional lead on the regulator feeds DC power. Grounding is provided by the mounting lugs. One suggested that maybe the battery is a bit old and causing the problem. The problem started about the time I replaced the battery so maybe that is the cause. Batteries are inexpensive so worth replacing. I see two solid suggestions to check out next spring. Thanks for the help. Any other suggestions? Rick Neilsen Redrive VW Powered MKIIIC On Wed, Oct 23, 2013 at 8:40 PM, wrote: > ** > A very interesting situation! My guess is, it's a problem with the voltage > sensing lead. I don't know the type of rectifier/regulator you have, but > most have a sense input that actually allows a connection all the way to > the battery, to get the best voltage regulation there at the battery. A > cheaper way would be to connect the sense wire to the regulator output, > right near the regulator itself. I have a suspicion that the sense wire > might just be open. Since you reported nice steady 29 volt AC input to the > regulator, changed the regulator itself, the only other source of problem > behavior is the wiring. > > HerbG > > In a message dated 10/23/2013 4:49:42 P.M. Eastern Daylight Time, > neilsenrm(at)gmail.com writes: > > I have been fighting a new electrical issue on my VW powered Kolb MKIIIC > half the summer. My ammeter flutters from 10 amps plus to 10 amps minus at > cruise RPMs. The engine runs fine and even flies great but the ammeter is > try to warn me something is wrong. Talking to Steve Bennet at Great Plains > Aircraft (he sells the alternator) he says that this will happen if the > alternator regulator isn't properly grounded and that there is a diagnostic > guide at the Kohler Engine web site for their V twin engines that is > useful. It looks like the same alternator. > > Anyway I have replaced the regulator, cleaned bolts and stand offs where > the regulator is bolted to the Diel accessory case, replaced the ammeter, > and added an additional ground wire from the regulator to the engine case. > I have checked the AC running voltage unregulated from the alternator > (29VAC), verified there is no grounding of the alternator power wires (I > will check next spring if there is a grounding when hot), the voltage > regulator is grounded (seem like is showed .002 ohms) between the regulator > and (the engine and also the ground on the battery). I disconnected the > alternator from the electrical system and the ammeter showed a steady 5 amp > discharge so it appears it is a alternator problem. > > I'm at the limit of what I can do. Someone suggested I add a capacitor to > smooth out the voltage but that seems like a fix for the symptoms not the > problem. I'm afraid to fly out of the pattern with this going on. Does > anyone have any ideas on what else I can check or what the problem is???? > > Thanks > > Rick Neilsen > Redrive VW Powered MKIIIC > > * > > ="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-Lists.matronics.com/">http://forums.matronics.com > p://www.matronics.com/contribution">http://www.matronics.com/contribution > * > > * > > * > > ________________________________________________________________________________
Subject: Re: Firestar Fuel Tanks
From: "Arizona Flyer" <heracesthesun(at)yahoo.com>
Date: Oct 24, 2013
zeprep251(at)aol.com wrote: > Jeff, > Hope you enjoy it as much as I did. > G.Aman > > > > > > > -- Thanks buddy. I'm trying to enjoy it since the desert heat is finally gone but heavy rains washed out parts of my 1 1/2 mile road to my desert property and washed out part of my new runway. For 3 weeks all I do is go out on my tractor and work in the dirt & dust. And I still have to get the plane ready for it's next flight, load it on the trailer and bounce it out to my property. I'll be exhausted by the time I fly again but it will all be worth it when I'm up there free as a bird. Question... On my first 4 landings I had a problem with the plane wandering to the left. I know when I get used to it more I'll learn to track straight but was wondering if you remember it had a tendency to wander left on landing? I'm thinking maybe the left drum brake grabs a little more than the right one? Those first landings were south of my property, since I extended my runway I'll be landing there but a tree is on the left side and it haunts me thinking if I stray left again I might hit it. Next flight I hope to land on a desert road a few times until I'm confident I can track straight. Those first landings were nerve racking because the field was short and I had to lay on the brakes quickly to stop in time. I'm thinking too much was going on at the same time and now that I have more length I can roll out more relaxed and gently apply brakes and be able to pay more attention to tracking straight, I hope... -------- "Life should be lived as a bold adventure, I refuse to tiptoe through life just to arrive safely at death" Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411339#411339 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Firestar Fuel Tanks
Date: Oct 24, 2013
On my first 4 landings I had a problem with the plane wandering to the left. I know when I get used to it more I'll learn to track straight but was wondering if you remember it had a tendency to wander left on landing? Arizona: Push right rudder pedal on landing. ;-) john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: New Firestar battery Lithium Iron 1.46 lbs.
From: "wakataka" <wakataka(at)charter.net>
Date: Oct 24, 2013
I just mounted a Shorai 14 amp hour equivalent battery on my other airplane with a Kawasaki 440. I've only got 2 hours on it so far. Last evening, I flooded the engine and had to crank about 10 or 12 times to finally get it running. The battery wasn't fully charged to start with, but it managed a surprising amount of cranking. After 10 or more attempted starts it was just about done (voltage down to 12.7v). If you read the label on the battery, it only has about 4.5 amp hours of energy in it, but it can put out the equivalent starting amps of a 14 amp hour lead acid battery. So if your engine is balky, this battery would probably run down faster than the lead acid battery. It doesn't contain as much total energy. It also cautions you never to drain it all the way down or it can be permanently damaged. Lithium is much less forgiving of abuse than lead acid. But it sure puts out the amps. The starter spins faster on this battery than when I jump it off my truck battery. -------- There is something fascinating about science. One gets such wholesale returns of conjecture out of such a trifling investment of fact. Mark Twain Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411348#411348 ________________________________________________________________________________
Subject: Re: New Firestar battery Lithium Iron 1.46 lbs.
From: "Arizona Flyer" <heracesthesun(at)yahoo.com>
Date: Oct 24, 2013
That's great info thanks. With my RC airplane lithium batteries I know to never drain them below about 7.2 volts for each cell or they can be ruined. They can't take discharge like a lead acid can. Glad my Rotax 503 fires right up. The only time I started running down my lead acid in the Firestar was when I first got it and the 2nd time starting it I forgot to turn the under seat ignition switches on, flipped them on and it fired right up. With lithium, for storage it's also good to bring the voltage down to 70% to 80% of full charge. They don't like to be stored at 100% and will shorten the life, they also tend to puff or swell when stored at 100% That is why I bought the charger/balancer/storage unit specially made for these Shorai lithium batteries. When my new battery & charger was delivered, I picked up the shipping box and it was so light I figured no way is there enough power in here to start a 503 or anything else, I know I will be surprised after I install it... -------- "Life should be lived as a bold adventure, I refuse to tiptoe through life just to arrive safely at death" Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411356#411356 ________________________________________________________________________________
Subject: Re: Firestar Fuel Tanks
From: "Arizona Flyer" <heracesthesun(at)yahoo.com>
Date: Oct 24, 2013
John Hauck wrote: > On my first 4 landings I had a problem with the plane > wandering to the left. I know when I get used to it more > I'll learn to track straight but was wondering if you > remember it had a tendency to wander left on landing? > > > Arizona: > > Push right rudder pedal on landing. ;-) > > john h > mkIII > Titus, Alabama Really? My right pedal is broken, I've been using my right hand as a friction brake on the right tire during landings ;-) -------- "Life should be lived as a bold adventure, I refuse to tiptoe through life just to arrive safely at death" Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411359#411359 ________________________________________________________________________________
Subject: Re: Electrical Problem
From: Gary Aman <zeprep251(at)aol.com>
Date: Oct 24, 2013
Hi Rick, Have a friend with a Preceptor pup /2180 VW power and that alternator syste m inside that mount/cover .The starter bolt just touched the windings on th e stator,and it took a lot of hours before the tail of the bolt wore throug h the varnish insulating coating on one of the wire windings.Just thought m aybe might be something there. G.A. -----Original Message----- From: Rick Neilsen <neilsenrm(at)gmail.com> Sent: Thu, Oct 24, 2013 5:15 am Subject: Re: Kolb-List: Electrical Problem All good suggestions. The unregulated AC voltage is app .5 volts low of the range GP specified for the alternator at 2500 RPM I assumed it might be a measurement error but? I do have a oil filter mount drilled, tapped, then bolted into the Diel accessory case in the area of the alternator. Again co ld not running the alternator wires don't show any grounding but hot and ru nning there could be a intermittent grounding. I will pull the bolts and sh orten them a bit. The alternator is pretty simple. Nothing electronic is internal in the alte rnator, just windings and magnets. Two wires go to the regulator one additi onal lead on the regulator feeds DC power. Grounding is provided by the mou nting lugs. One suggested that maybe the battery is a bit old and causing the problem. The problem started about the time I replaced the battery so maybe that is the cause. Batteries are inexpensive so worth replacing. I see two solid suggestions to check out next spring. Thanks for the help. Any other suggestions? Rick Neilsen Redrive VW Powered MKIIIC On Wed, Oct 23, 2013 at 8:40 PM, wrote: A very interesting situation! My guess is, it's a problem with the voltage sensing lead. I don't know the type of rectifier/regulator you have, but mo st have a sense input that actually allows a connection all the way to the battery, to get the best voltage regulation there at the battery. A cheaper way would be to connect the sense wire to the regulator output, right near the regulator itself. I have a suspicion that the sense wire might just be open. Since you reported nice steady 29 volt AC input to the regulator, ch anged the regulator itself, the only other source of problem behavior is th e wiring. HerbG In a message dated 10/23/2013 4:49:42 P.M. Eastern Daylight Time, neilsenrm @gmail.com writes: I have been fighting a new electrical issue on my VW powered Kolb MKIIIC half the summer. My ammeter flutters from 10 amps plus to 10 amps minus a t cruise RPMs. The engine runs fine and even flies great but the ammeter is try to warn me something is wrong. Talking to Steve Bennet at Great Plai ns Aircraft (he sells the alternator) he says that this will happen if th e alternator regulator isn't properly grounded and that there is a diagno stic guide at the Kohler Engine web site for their V twin engines that is useful. It looks like the same alternator. Anyway I have replaced the regulator, cleaned bolts and stand offs where the regulator is bolted to the Diel accessory case, replaced the ammeter, a nd added an additional ground wire from the regulator to the engine case. I have checked the AC running voltage unregulated from the alternator (2 9VAC), verified there is no grounding of the alternator power wires (I wi ll check next spring if there is a grounding when hot), the voltage regul ator is grounded (seem like is showed .002 ohms) between the regulator an d (the engine and also the ground on the battery). I disconnected the alt ernator from the electrical system and the ammeter showed a steady 5 amp discharge so it appears it is a alternator problem. I'm at the limit of what I can do. Someone suggested I add a capacitor to smooth out the voltage but that seems like a fix for the symptoms not the problem. I'm afraid to fly out of the pattern with this going on. Does an yone have any ideas on what else I can check or what the problem is???? Thanks Rick Neilsen Redrive VW Powered MKIIIC ="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/ Navigator?Kolb-List s.matronics.com/">http://forums.matronics.com p://www.matronics.com/contribution">http://www.matronics.com/contribution get="_blank">http://www.matronics.com/Navigator?Kolb-List tp://forums.matronics.com _blank">http://www.matronics.com/contribution ________________________________________________________________________________
Subject: Re: Looking for an alternative to "Scat"
From: SPG <kr02g(at)cox.net>
Date: Oct 24, 2013
Hi Rick, I hadn't received that latch yet. Have you had a chance to send it out? Thanks, Steve Glover Sent from my iPhone > On Oct 18, 2013, at 12:44, Richard Girard wrote: > > http://www.mcmaster.com/#flexible-duct-hose-for-air-knives/=ozreiq > > Rick Girard > > >> On Fri, Oct 18, 2013 at 10:46 AM, Nick Cassara wrot e: >> Hello Kolbers, >> >> >> >> I visited my local air parts store the other day planning to but 15 feet o f =9CScat=9D to route hot air coming from the outer surface of m y exhaust pipes down and forward to my wind shield. When they quoted a price over $200, I reconsider using Scat. Has anyone come up with an alternative i nsulated flexible piping to =9CScat=9D? >> >> >> >> Thanks, >> >> >> >> Nick Cassara >> >> Palmer, Alaska >> >> >> >> 607AK >> >> >> >> get="_blank">http://www.matronics.com/Navigator?Kolb-List >> tp://forums.matronics.com >> _blank">http://www.matronics.com/contribution >> > > > > -- > Zulu Delta > Mk IIIC > Thanks, Homer GBYM > > It isn't necessary to have relatives in Kansas City in order to be unhappy . > - Groucho Marx > > > 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=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=3 D=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=3 D=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=3 D=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 > ________________________________________________________________________________
Subject: fuel tank anchouring
From: Gary Aman <zeprep251(at)aol.com>
Date: Oct 24, 2013
I found the straps that hold the Firestar tanks down, at ACE hardware in th e section with bunge cords and other straps. G.Aman ________________________________________________________________________________
Date: Oct 25, 2013
Subject: Re: Electrical Problem
From: Rick Neilsen <neilsenrm(at)gmail.com>
Gary I wish I could make a quick trip to the airport to look at the starter bolts but it seems like the starter bolts are well outside the diameter of the alternator. I will check that also when I get back to Michigan in the spring. Thanks Rick Neilsen Redrive VW powered MKIIIC On Thu, Oct 24, 2013 at 8:43 PM, Gary Aman wrote: > Hi Rick, > Have a friend with a Preceptor pup /2180 VW power and that alternator > system inside that mount/cover .The starter bolt just touched the windings > on the stator,and it took a lot of hours before the tail of the bolt wore > through the varnish insulating coating on one of the wire windings.Just > thought maybe might be something there. > G.A. > > -----Original Message----- > From: Rick Neilsen <neilsenrm(at)gmail.com> > To: kolb-list > Sent: Thu, Oct 24, 2013 5:15 am > Subject: Re: Kolb-List: Electrical Problem > > All good suggestions. The unregulated AC voltage is app .5 volts low of > the range GP specified for the alternator at 2500 RPM I assumed it might > be a measurement error but? I do have a oil filter mount drilled, tapped, > then bolted into the Diel accessory case in the area of the alternator. > Again cold not running the alternator wires don't show any grounding but > hot and running there could be a intermittent grounding. I will pull the > bolts and shorten them a bit. > > The alternator is pretty simple. Nothing electronic is internal in the > alternator, just windings and magnets. Two wires go to the regulator one > additional lead on the regulator feeds DC power. Grounding is provided by > the mounting lugs. > > One suggested that maybe the battery is a bit old and causing the > problem. The problem started about the time I replaced the battery so maybe > that is the cause. Batteries are inexpensive so worth replacing. > > I see two solid suggestions to check out next spring. Thanks for the > help. Any other suggestions? > > Rick Neilsen > Redrive VW Powered MKIIIC > > > On Wed, Oct 23, 2013 at 8:40 PM, wrote: > >> ** >> A very interesting situation! My guess is, it's a problem with the >> voltage sensing lead. I don't know the type of rectifier/regulator you >> have, but most have a sense input that actually allows a connection all the >> way to the battery, to get the best voltage regulation there at the >> battery. A cheaper way would be to connect the sense wire to the regulator >> output, right near the regulator itself. I have a suspicion that the sense >> wire might just be open. Since you reported nice steady 29 volt AC input to >> the regulator, changed the regulator itself, the only other source of >> problem behavior is the wiring. >> >> HerbG >> >> In a message dated 10/23/2013 4:49:42 P.M. Eastern Daylight Time, >> neilsenrm(at)gmail.com writes: >> >> I have been fighting a new electrical issue on my VW powered Kolb >> MKIIIC half the summer. My ammeter flutters from 10 amps plus to 10 amps >> minus at cruise RPMs. The engine runs fine and even flies great but the >> ammeter is try to warn me something is wrong. Talking to Steve Bennet at >> Great Plains Aircraft (he sells the alternator) he says that this will >> happen if the alternator regulator isn't properly grounded and that there >> is a diagnostic guide at the Kohler Engine web site for their V twin >> engines that is useful. It looks like the same alternator. >> >> Anyway I have replaced the regulator, cleaned bolts and stand offs >> where the regulator is bolted to the Diel accessory case, replaced the >> ammeter, and added an additional ground wire from the regulator to the >> engine case. I have checked the AC running voltage unregulated from the >> alternator (29VAC), verified there is no grounding of the alternator power >> wires (I will check next spring if there is a grounding when hot), the >> voltage regulator is grounded (seem like is showed .002 ohms) between the >> regulator and (the engine and also the ground on the battery). I >> disconnected the alternator from the electrical system and the ammeter >> showed a steady 5 amp discharge so it appears it is a alternator problem. >> >> I'm at the limit of what I can do. Someone suggested I add a capacitor >> to smooth out the voltage but that seems like a fix for the symptoms not >> the problem. I'm afraid to fly out of the pattern with this going on. Does >> anyone have any ideas on what else I can check or what the problem is???? >> >> Thanks >> >> Rick Neilsen >> Redrive VW Powered MKIIIC >> >> * >> >> ="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-Lists.matronics.com/">http://forums.matronics.com >> p://www.matronics.com/contribution">http://www.matronics.com/contribution >> * >> >> * >> >> get="_blank">http://www.matronics.com/Navigator?Kolb-List >> tp://forums.matronics.com >> _blank">http://www.matronics.com/contribution >> * >> >> > * > > > tor?Kolb-List">http://www.matronics.com/Navigator?Kolb-List > tp://forums.matronics.com > > bution">http://www.matronics.com/contribution > * > > * > > * > > ________________________________________________________________________________
Subject: Re: Electrical Problem
From: Gary Aman <zeprep251(at)aol.com>
Date: Oct 25, 2013
Well, I know where you are now! Enjoy! G.A. -----Original Message----- From: Rick Neilsen <neilsenrm(at)gmail.com> Sent: Fri, Oct 25, 2013 3:29 pm Subject: Re: Kolb-List: Electrical Problem Gary I wish I could make a quick trip to the airport to look at the starter bolt s but it seems like the starter bolts are well outside the diameter of the alternator. I will check that also when I get back to Michigan in the sprin g. Thanks Rick Neilsen Redrive VW powered MKIIIC On Thu, Oct 24, 2013 at 8:43 PM, Gary Aman wrote: Hi Rick, Have a friend with a Preceptor pup /2180 VW power and that alternator syste m inside that mount/cover .The starter bolt just touched the windings on th e stator,and it took a lot of hours before the tail of the bolt wore throug h the varnish insulating coating on one of the wire windings.Just thought m aybe might be something there. G.A. -----Original Message----- From: Rick Neilsen <neilsenrm(at)gmail.com> Sent: Thu, Oct 24, 2013 5:15 am Subject: Re: Kolb-List: Electrical Problem All good suggestions. The unregulated AC voltage is app .5 volts low of the range GP specified for the alternator at 2500 RPM I assumed it might be a measurement error but? I do have a oil filter mount drilled, tapped, then bolted into the Diel accessory case in the area of the alternator. Again co ld not running the alternator wires don't show any grounding but hot and ru nning there could be a intermittent grounding. I will pull the bolts and sh orten them a bit. The alternator is pretty simple. Nothing electronic is internal in the alte rnator, just windings and magnets. Two wires go to the regulator one additi onal lead on the regulator feeds DC power. Grounding is provided by the mou nting lugs. One suggested that maybe the battery is a bit old and causing the problem. The problem started about the time I replaced the battery so maybe that is the cause. Batteries are inexpensive so worth replacing. I see two solid suggestions to check out next spring. Thanks for the help. Any other suggestions? Rick Neilsen Redrive VW Powered MKIIIC On Wed, Oct 23, 2013 at 8:40 PM, wrote: A very interesting situation! My guess is, it's a problem with the voltage sensing lead. I don't know the type of rectifier/regulator you have, but mo st have a sense input that actually allows a connection all the way to the battery, to get the best voltage regulation there at the battery. A cheaper way would be to connect the sense wire to the regulator output, right near the regulator itself. I have a suspicion that the sense wire might just be open. Since you reported nice steady 29 volt AC input to the regulator, ch anged the regulator itself, the only other source of problem behavior is th e wiring. HerbG In a message dated 10/23/2013 4:49:42 P.M. Eastern Daylight Time, neilsenrm @gmail.com writes: I have been fighting a new electrical issue on my VW powered Kolb MKIIIC half the summer. My ammeter flutters from 10 amps plus to 10 amps minus a t cruise RPMs. The engine runs fine and even flies great but the ammeter is try to warn me something is wrong. Talking to Steve Bennet at Great Plai ns Aircraft (he sells the alternator) he says that this will happen if th e alternator regulator isn't properly grounded and that there is a diagno stic guide at the Kohler Engine web site for their V twin engines that is useful. It looks like the same alternator. Anyway I have replaced the regulator, cleaned bolts and stand offs where the regulator is bolted to the Diel accessory case, replaced the ammeter, a nd added an additional ground wire from the regulator to the engine case. I have checked the AC running voltage unregulated from the alternator (2 9VAC), verified there is no grounding of the alternator power wires (I wi ll check next spring if there is a grounding when hot), the voltage regul ator is grounded (seem like is showed .002 ohms) between the regulator an d (the engine and also the ground on the battery). I disconnected the alt ernator from the electrical system and the ammeter showed a steady 5 amp discharge so it appears it is a alternator problem. I'm at the limit of what I can do. Someone suggested I add a capacitor to smooth out the voltage but that seems like a fix for the symptoms not the problem. I'm afraid to fly out of the pattern with this going on. Does an yone have any ideas on what else I can check or what the problem is???? Thanks Rick Neilsen Redrive VW Powered MKIIIC ="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/ Navigator?Kolb-List s.matronics.com/">http://forums.matronics.com p://www.matronics.com/contribution">http://www.matronics.com/contribution get="_blank">http://www.matronics.com/Navigator?Kolb-List tp://forums.matronics.com _blank">http://www.matronics.com/contribution tor?Kolb-List">http://www.matronics.com/Navigator?Kolb-List tp://forums.matronics.com bution">http://www.matronics.com/contribution get="_blank">http://www.matronics.com/Navigator?Kolb-List tp://forums.matronics.com _blank">http://www.matronics.com/contribution ________________________________________________________________________________
Date: Oct 26, 2013
From: George Bearden <gab16(at)sbcglobal.net>
Subject: Michigan
> I will check that also when I get back to Michigan in the-spring.=0A=0A Ah! This explains the perturbations of the earth's orbit that we have been monitoring! -All the northern folks heading south for the winter! Why did n't we think of that? ________________________________________________________________________________
Subject: Re: Michigan
From: Gary Aman <zeprep251(at)aol.com>
Date: Oct 26, 2013
I'll be adding to those perturbations shortly after Thanksgiving. -----Original Message----- From: George Bearden <gab16(at)sbcglobal.net> Sent: Sat, Oct 26, 2013 11:30 am Subject: Kolb-List: Michigan > I will check that also when I get back to Michigan in the spring. Ah! This explains the perturbations of the earth's orbit that we have been monitoring! All the northern folks heading south for the winter! Why didn' t we think of that? ________________________________________________________________________________
From: Brad Nation <nationcap(at)comcast.net>
Subject: Xtra Steering Problems
Date: Oct 26, 2013
I=92m having steering problems with my Xtra. Two Issues: I was doing some familiarization taxing. I taxied it down the runway at about 3000 RPM and it was all over the place. At first I though I was just over controlling it but I don=92t think that is the case. I tried a few times with the same result. I the last attempt I ended running off the side of the runway. I had another experienced Kolb pilot (Dennis Kirby) taxi it as well. We aborted the taxi test because we were unable to turn to the right even with full right brake and power. After getting back to the hanger we had a look at the tail wheel and noticed that the linkage from the rudder to the tail wheel seemed loose. I shortened the chains by one link. However, can the chain linkage be too tight? The tail wheel is somewhat hard to unlock going clockwise (nose is 12:00) and very very difficult, if at all, going counter clock wise. I have regressed the tailwheel but that doesn=92t seem to help. Thanks in advance, Yellow Bird 1 (Brad) MKIII Xtra N952DK ________________________________________________________________________________
Subject: Re: Michigan
From: "Rick Lewis" <cktman(at)wildblue.net>
Date: Oct 26, 2013
What on earth are you talking about...? -------- Rick Lewis (VW Watercooled Engine) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=411477#411477 ________________________________________________________________________________
Date: Oct 26, 2013
Subject: Re: Xtra Steering Problems
From: james.vanlaak(at)gmail.com
I bought an Xtra this year and had a terrible time with it despite having 3000 hours of tailwheel time. Here are the problems I fixed: 1. The rudders were not rigged right. Because of the offset between where the two rudder pedals mount, the builder making the cables the same length put the right pedal about an inch forward of the left when the rudder was centered. This felt funny, limited the right rudder travel, and made the brake pedal really ineffective when turning to the right. 2. There was a ton of air in the brakes lines. I purged it and the brakes (dual puck) work great. 3. I extended the length of the bar on the bottom of the rudder to add travel to the tailwheel. Now the point where the tailwheel chains attach are about 3/4" further out than before. This makes the tailwheel much more effective (see next) and lets you break it into full swivel only at extreme travel. 4. I had the little 4 inch tailwheel and it was not very good. I put the larger 6 incher on and it and it is much better. Now it almost drives like a car. A strong left crosswind can make it veer to the left until there is enough airflow over the tail so I start the throttle forward slowly and aim slightly to the right on takeoff. Landings are not a problem. Jim On Sat, Oct 26, 2013 at 3:43 PM, Brad Nation wrote: > I=92m having steering problems with my Xtra. Two Issues: > > 1. I was doing some familiarization taxing. I taxied it down the > runway at about 3000 RPM and it was all over the place. At first I tho ugh I > was just over controlling it but I don=92t think that is the case. I t ried a > few times with the same result. I the last attempt I ended running off the > side of the runway. I had another experienced Kolb pilot (Dennis Kir by) > taxi it as well. We aborted the taxi test because we were unable to t urn > to the right even with full right brake and power. After getting back to > the hanger we had a look at the tail wheel and noticed that the linkag e > from the rudder to the tail wheel seemed loose. I shortened the chains by > one link. However, can the chain linkage be too tight? > > 2. The tail wheel is somewhat hard to unlock going clockwise (nose is > 12:00) and very very difficult, if at all, going counter clock wise. I > have regressed the tailwheel but that doesn=92t seem to help. > > > Thanks in advance, > > Yellow Bird 1 > (Brad) > MKIII Xtra > N952DK > > > * > =========== =========== =========== =========== > * > > ________________________________________________________________________________
Date: Oct 26, 2013
From: Terry Frantz <tkrolfe(at)toast.net>
Subject: Re: Firestar II for sale
On 10/23/2013 6:30 AM, Kirkds wrote: > > I'm selling my Firestar II...503 DCDI, 3 blade IVO, Second Chanz chute > $8000.00 Also have Mark III classic kit for sale or package deal. Kirk > > -------- > Kirk Smith > Columbiaville, MI > > Firestar II Kirk, How many hour's on the Firestar II and who built it? Terry ________________________________________________________________________________
Date: Oct 26, 2013
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: Re: Firestar II for sale
Ii have a xtra at my airport but have not had a channce to fly it yet. Michigan is a great place Sent from Yahoo Mail on Android ________________________________________________________________________________
Date: Oct 27, 2013
Subject: Re: Xtra Steering Problems
From: Roy Spangler <roy.spangler(at)kirtland.edu>
Brad, In the for what it's worth department. If the wheels toe out even a little bit you'll have a handful. roy On Sat, Oct 26, 2013 at 3:43 PM, Brad Nation wrote: > I=92m having steering problems with my Xtra. Two Issues: > > 1. I was doing some familiarization taxing. I taxied it down the > runway at about 3000 RPM and it was all over the place. At first I tho ugh I > was just over controlling it but I don=92t think that is the case. I t ried a > few times with the same result. I the last attempt I ended running off the > side of the runway. I had another experienced Kolb pilot (Dennis Kir by) > taxi it as well. We aborted the taxi test because we were unable to t urn > to the right even with full right brake and power. After getting back to > the hanger we had a look at the tail wheel and noticed that the linkag e > from the rudder to the tail wheel seemed loose. I shortened the chains by > one link. However, can the chain linkage be too tight? > > 2. The tail wheel is somewhat hard to unlock going clockwise (nose is > 12:00) and very very difficult, if at all, going counter clock wise. I > have regressed the tailwheel but that doesn=92t seem to help. > > > Thanks in advance, > > Yellow Bird 1 > (Brad) > MKIII Xtra > N952DK > > > * > =========== =========== =========== =========== > * > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Xtra Steering Problems
Date: Oct 27, 2013
Yellow Bird 1/Kolbers: I use compression springs. Some of the springs issued with Kolb kits do not have enough tension to do the job. The rudder is deflected, but the spring stretches and the tail wheel does not respond. Here are some from Aircraft Spruce: http://www.aircraftspruce.com/catalog/lgpages/06-15700.php john h mkIII Titus, Alabama I'm having steering problems with my Xtra. Two Issues: 1. I was doing some familiarization taxing. I taxied it down the runway at about 3000 RPM and it was all over the place. At first I though I was just over controlling it but I don't think that is the case. I tried a few times with the same result. I the last attempt I ended running off the side of the runway. I had another experienced Kolb pilot (Dennis Kirby) taxi it as well. We aborted the taxi test because we were unable to turn to the right even with full right brake and power. After getting back to the hanger we had a look at the tail wheel and noticed that the linkage from the rudder to the tail wheel seemed loose. I shortened the chains by one link. However, can the chain linkage be too tight? 2. The tail wheel is somewhat hard to unlock going clockwise (nose is 12:00) and very very difficult, if at all, going counter clock wise. I have regressed the tailwheel but that doesn't seem to help. Thanks in advance, Yellow Bird 1 (Brad) MKIII Xtra N952DK ________________________________________________________________________________
From: "Larry Dunphy" <skime2(at)roadrunner.com>
Subject: Re: Xtra Steering Problems
Date: Oct 27, 2013
I just did my solo today in a Kolb Mk III Xtra, and during my training, I did a few hard landings. My landing gear (s) are bent out some. I will be replacing them this winter, but want to get flight time in before the cold weather sets in and I put the plane away. Am I at risk in take off/ taxi with my gear bow legged???? From: Roy Spangler Sent: 27 October, 2013 12:48 PM Subject: Re: Kolb-List: Xtra Steering Problems Brad, In the for what it's worth department. If the wheels toe out even a little bit you'll have a handful. roy On Sat, Oct 26, 2013 at 3:43 PM, Brad Nation wrote: I=92m having steering problems with my Xtra. Two Issues: 1.. I was doing some familiarization taxing. I taxied it down the runway at about 3000 RPM and it was all over the place. At first I though I was just over controlling it but I don=92t think that is the case. I tried a few times with the same result. I the last attempt I ended running off the side of the runway. I had another experienced Kolb pilot (Dennis Kirby) taxi it as well. We aborted the taxi test because we were unable to turn to the right even with full right brake and power. After getting back to the hanger we had a look at the tail wheel and noticed that the linkage from the rudder to the tail wheel seemed loose. I shortened the chains by one link. However, can the chain linkage be too tight? 2.. The tail wheel is somewhat hard to unlock going clockwise (nose is 12:00) and very very difficult, if at all, going counter clock wise. I have regressed the tailwheel but that doesn=92t seem to help. Thanks in advance, Yellow Bird 1 (Brad) MKIII Xtra N952DK get="_blank">http://www.matronics.com/Navigator?Kolb-List tp://forums.matronics.com _blank">http://www.matronics.com/contribution ________________________________________________________________________________
From: kinne russ <russk50(at)gmail.com>
Subject: Re: Xtra Steering Problems
Date: Oct 27, 2013

August 17, 2013 - October 27, 2013

Kolb-Archive.digest.vol-mp