Kolb-Archive.digest.vol-mu
June 29, 2014 - August 18, 2014
With your particular installation, engine current demand, and typical
flight duration, it may not be a factor at all. For bigger homebuilts
that typically fly longer missions, it can be a big issue. In any case,
I'd want to know whether my engine will quit 10 minutes or 2 hours after
the alternator stops making energy.
Charlie
On 6/28/2014 9:56 AM, Rick Neilsen wrote:
> Charlie
>
> Lithium batteries have been used in cell phones, and laptop computers
> for years and ARE known for their large total capacity. We are now
> seeing them in cordless drills because people want light long lasting
> power. I understand the drill market is driving lithium development at
> a much faster pace than expected. My lead acid battery was a 12 AMPH
> it would just barely start the engine and if it got below 50 degrees F
> it wouldn't without a jump from my external charger. When I installed
> the new lithium battery I turned off the master fuel valve and cranked
> five times for 5-10 seconds with a cool down with no change in
> cranking speed. My old lead acid battery would drop off near the end
> of the second crank. When I first got the lithium battery I was
> convinced they forgot to put the guts in the battery case it is that
> light.
>
> Yes my ignition system is electrically dependent. Luckily I have a
> alternator that is bolted to the flywheel so as long as the engine is
> turning it will produce current. It does have a external regulator
> which could fail but so far it has been much more reliable than my
> fuel pumps. Even though the external regulator hadn't really failed it
> is now new as is most of the electrical system along with extra ground
> wires, switches, fuel pumps, fuel filters, and a host of other things
> that I fixed looking for my electrical issue.
>
> Also my empty weight was 598lbs with the new battery and lighter
> redrive it is 587lbs.
>
> Rick Neilsen
> Redrive VW Powered MKIIIC
>
>
> On Fri, Jun 27, 2014 at 10:01 PM, Charlie England
> > wrote:
>
> On 6/27/2014 5:48 PM, Rick Neilsen wrote:
>> It is finally Fixed.
>>
>> Thanks for everyone's input on the issue I was having with my VW
>> powered Kolb MKIIIC. You may not remember but I had a ammeter
>> that started fluttering from -20 amps to + 20 amps. Turns out it
>> was the primary fuel pump. Since it just started doing it after
>> 12 years it was likely it was in short failure mode.
>>
>> About seven years ago I replaced the Faucet back up fuel pump
>> when it stopped without warning but it was just a back up pump so
>> no big deal.
>>
>> The new replacement pump is a Carter automotive inline pump. This
>> pump doesn't allow fuel to pass through it when turned off so I
>> had to re plumb my fuel system to put the pumps in parallel with
>> a check valve on the Faucet pump.
>>
>> Any way it is fixed. Now I need to go back and undo some of the
>> changes I did to track down the problem.
>>
>> In the process I also changed the battery to one of the new
>> Lithium batteries like Aircraft Spruce sells called AeroVoltz it
>> is a 15 AMP battery and I usually use a cheap 12 AMP lawn mower
>> battery. Any way the battery is more than 10 lb less and boy does
>> it spin the starter.
>>
>> Rick Neilsen
>> Redrive VW Powered MKIIIC
>>
> Hi Rick,
>
> I've forgotten; is your VW 'electrically dependent'? If so, have
> you verified how long the lithium can keep it running if you lose
> the alternator? I ask, because many of the lithium starting
> batteries have tons of starting power, but very limited total
> energy. There's a big discussion among bigger homebuilt guys right
> now about how to determine total capacity. Bob Nuckolls recently
> wrote a good article about the issue in Kitplanes.
>
> FWIW,
>
> Charlie
>
________________________________________________________________________________
| Subject: | Re: Electrical Issue With My VW Powered MKIIIC |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Chairly
You have hijacked the point of my post. If you want to debate lithium on
your own thread be my guest.
I have a fixed airplane and I'm happy with it.
Rick Neilsen
1st Redrive VW powered MKIIIC
On Sat, Jun 28, 2014 at 10:34 PM, Charlie England
wrote:
> I understand all the points you make, but the batteries in cell phones,
> drills, etc are sized specifically for those applications. On the other
> hand, most, if not all of the current crop of lithium batteries being
> offered for starting duties are sized based on their ability to dump
> tremendous current in a short period of time. That ability does not address
> the *total energy* available in the battery. There's a difference between
> available power, and available energy.
>
> Consider a hypothetical Corvette with a 450 hp engine and a 5 gallon fuel
> tank of fuel, vs a long range econobox with a 100 hp engine and a 20 gallon
> tank of fuel. The Corvette has over 4 times the power, but the econobox has
> 4 times the energy available.
>
> The watercraft, motorcycles, etc using the new lithium starting batteries
> are getting batteries sized like the Corvette with big motor & small tank
> of gas.
>
> My question was, have you checked the energy capacity of your new lithium
> starting battery to be sure that it can keep your engine/fuel pumps, etc
> running long enough to find a safe landing spot if the alternator or
> regulator fails.
>
> With your particular installation, engine current demand, and typical
> flight duration, it may not be a factor at all. For bigger homebuilts that
> typically fly longer missions, it can be a big issue. In any case, I'd want
> to know whether my engine will quit 10 minutes or 2 hours after the
> alternator stops making energy.
>
> Charlie
>
>
> On 6/28/2014 9:56 AM, Rick Neilsen wrote:
>
> Charlie
>
> Lithium batteries have been used in cell phones, and laptop computers
> for years and ARE known for their large total capacity. We are now seeing
> them in cordless drills because people want light long lasting power. I
> understand the drill market is driving lithium development at a much faster
> pace than expected. My lead acid battery was a 12 AMPH it would just barely
> start the engine and if it got below 50 degrees F it wouldn't without a
> jump from my external charger. When I installed the new lithium battery I
> turned off the master fuel valve and cranked five times for 5-10 seconds
> with a cool down with no change in cranking speed. My old lead acid battery
> would drop off near the end of the second crank. When I first got the
> lithium battery I was convinced they forgot to put the guts in the battery
> case it is that light.
>
> Yes my ignition system is electrically dependent. Luckily I have a
> alternator that is bolted to the flywheel so as long as the engine is
> turning it will produce current. It does have a external regulator which
> could fail but so far it has been much more reliable than my fuel pumps.
> Even though the external regulator hadn't really failed it is now new as is
> most of the electrical system along with extra ground wires, switches, fuel
> pumps, fuel filters, and a host of other things that I fixed looking for my
> electrical issue.
>
> Also my empty weight was 598lbs with the new battery and lighter redrive
> it is 587lbs.
>
> Rick Neilsen
> Redrive VW Powered MKIIIC
>
>
> On Fri, Jun 27, 2014 at 10:01 PM, Charlie England
> wrote:
>
>> On 6/27/2014 5:48 PM, Rick Neilsen wrote:
>>
>> It is finally Fixed.
>>
>> Thanks for everyone's input on the issue I was having with my VW powered
>> Kolb MKIIIC. You may not remember but I had a ammeter that started
>> fluttering from -20 amps to + 20 amps. Turns out it was the primary fuel
>> pump. Since it just started doing it after 12 years it was likely it was in
>> short failure mode.
>>
>> About seven years ago I replaced the Faucet back up fuel pump when it
>> stopped without warning but it was just a back up pump so no big deal.
>>
>> The new replacement pump is a Carter automotive inline pump. This pump
>> doesn't allow fuel to pass through it when turned off so I had to re plumb
>> my fuel system to put the pumps in parallel with a check valve on the
>> Faucet pump.
>>
>> Any way it is fixed. Now I need to go back and undo some of the changes
>> I did to track down the problem.
>>
>> In the process I also changed the battery to one of the new Lithium batteries
>> like Aircraft Spruce sells called AeroVoltz it is a 15 AMP battery and I
>> usually use a cheap 12 AMP lawn mower battery. Any way the battery is more
>> than 10 lb less and boy does it spin the starter.
>>
>> Rick Neilsen
>> Redrive VW Powered MKIIIC
>>
>> Hi Rick,
>>
>> I've forgotten; is your VW 'electrically dependent'? If so, have you
>> verified how long the lithium can keep it running if you lose the
>> alternator? I ask, because many of the lithium starting batteries have tons
>> of starting power, but very limited total energy. There's a big discussion
>> among bigger homebuilt guys right now about how to determine total
>> capacity. Bob Nuckolls recently wrote a good article about the issue in
>> Kitplanes.
>>
>> FWIW,
>>
>> Charlie
>>
>
> *
>
>
> *
>
>
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | new subject...Nexus 7 moving map software |
A bud bought a Nexus 7 to install "free Moving map Aviation software
".. I met a guy at a flyin who was using such... I had the name of the
software but cannot locate it..using the usual search engines...
anyone using a Nexus 7? anyone know of free(non Garmin) software? Herb
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: new subject...Nexus 7 moving map software |
On 6/29/2014 8:44 AM, Herb wrote:
>
> A bud bought a Nexus 7 to install "free Moving map Aviation software
> ".. I met a guy at a flyin who was using such... I had the name of
> the software but cannot locate it..using the usual search engines...
>
> anyone using a Nexus 7? anyone know of free(non Garmin) software?
> Herb
>
I've got this one on my 1st gen nexus:
https://play.google.com/store/apps/details?id=com.ds.avare&hl=en
I've only done a few xc flights with it, but it seems to work fine.
Charlie
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: Electrical Issue With My VW Powered MKIIIC |
Hi Rick,
It was not my intention to offend you, or hijack your thread. It was
simply to ask if you'd considered one possible downside to your battery
change. Sometimes changes can have unintended consequences. I've had it
happen to me, and I suspect that it's happened to almost everyone,
especially those who dabble in experimental aviation.
Please accept my apologies, and I'll try to refrain from offending you
in the future.
Charlie
On 6/28/2014 11:49 PM, Rick Neilsen wrote:
> Chairly
>
> You have hijacked the point of my post. If you want to debate lithium
> on your own thread be my guest.
>
> I have a fixed airplane and I'm happy with it.
>
> Rick Neilsen
> 1st Redrive VW powered MKIIIC
>
>
> On Sat, Jun 28, 2014 at 10:34 PM, Charlie England
> > wrote:
>
> I understand all the points you make, but the batteries in cell
> phones, drills, etc are sized specifically for those applications.
> On the other hand, most, if not all of the current crop of lithium
> batteries being offered for starting duties are sized based on
> their ability to dump tremendous current in a short period of
> time. That ability does not address the *total energy* available
> in the battery. There's a difference between available power, and
> available energy.
>
> Consider a hypothetical Corvette with a 450 hp engine and a 5
> gallon fuel tank of fuel, vs a long range econobox with a 100 hp
> engine and a 20 gallon tank of fuel. The Corvette has over 4 times
> the power, but the econobox has 4 times the energy available.
>
> The watercraft, motorcycles, etc using the new lithium starting
> batteries are getting batteries sized like the Corvette with big
> motor & small tank of gas.
>
> My question was, have you checked the energy capacity of your new
> lithium starting battery to be sure that it can keep your
> engine/fuel pumps, etc running long enough to find a safe landing
> spot if the alternator or regulator fails.
>
> With your particular installation, engine current demand, and
> typical flight duration, it may not be a factor at all. For bigger
> homebuilts that typically fly longer missions, it can be a big
> issue. In any case, I'd want to know whether my engine will quit
> 10 minutes or 2 hours after the alternator stops making energy.
>
> Charlie
>
>
> On 6/28/2014 9:56 AM, Rick Neilsen wrote:
>> Charlie
>>
>> Lithium batteries have been used in cell phones, and laptop
>> computers for years and ARE known for their large total capacity.
>> We are now seeing them in cordless drills because people want
>> light long lasting power. I understand the drill market is
>> driving lithium development at a much faster pace than expected.
>> My lead acid battery was a 12 AMPH it would just barely start the
>> engine and if it got below 50 degrees F it wouldn't without a
>> jump from my external charger. When I installed the new lithium
>> battery I turned off the master fuel valve and cranked five times
>> for 5-10 seconds with a cool down with no change in cranking
>> speed. My old lead acid battery would drop off near the end of
>> the second crank. When I first got the lithium battery I was
>> convinced they forgot to put the guts in the battery case it is
>> that light.
>>
>> Yes my ignition system is electrically dependent. Luckily I have
>> a alternator that is bolted to the flywheel so as long as the
>> engine is turning it will produce current. It does have a
>> external regulator which could fail but so far it has been much
>> more reliable than my fuel pumps. Even though the external
>> regulator hadn't really failed it is now new as is most of the
>> electrical system along with extra ground wires, switches, fuel
>> pumps, fuel filters, and a host of other things that I fixed
>> looking for my electrical issue.
>>
>> Also my empty weight was 598lbs with the new battery and lighter
>> redrive it is 587lbs.
>>
>> Rick Neilsen
>> Redrive VW Powered MKIIIC
>>
>>
>>
>>
>> On Fri, Jun 27, 2014 at 10:01 PM, Charlie England
>> > wrote:
>>
>> On 6/27/2014 5:48 PM, Rick Neilsen wrote:
>>> It is finally Fixed.
>>>
>>> Thanks for everyone's input on the issue I was having with
>>> my VW powered Kolb MKIIIC. You may not remember but I had a
>>> ammeter that started fluttering from -20 amps to + 20 amps.
>>> Turns out it was the primary fuel pump. Since it just
>>> started doing it after 12 years it was likely it was in
>>> short failure mode.
>>>
>>> About seven years ago I replaced the Faucet back up fuel
>>> pump when it stopped without warning but it was just a back
>>> up pump so no big deal.
>>>
>>> The new replacement pump is a Carter automotive inline pump.
>>> This pump doesn't allow fuel to pass through it when turned
>>> off so I had to re plumb my fuel system to put the pumps in
>>> parallel with a check valve on the Faucet pump.
>>>
>>> Any way it is fixed. Now I need to go back and undo some of
>>> the changes I did to track down the problem.
>>>
>>> In the process I also changed the battery to one of the new
>>> Lithium batteries like Aircraft Spruce sells called
>>> AeroVoltz it is a 15 AMP battery and I usually use a cheap
>>> 12 AMP lawn mower battery. Any way the battery is more than
>>> 10 lb less and boy does it spin the starter.
>>>
>>> Rick Neilsen
>>> Redrive VW Powered MKIIIC
>>>
>> Hi Rick,
>>
>> I've forgotten; is your VW 'electrically dependent'? If so,
>> have you verified how long the lithium can keep it running if
>> you lose the alternator? I ask, because many of the lithium
>> starting batteries have tons of starting power, but very
>> limited total energy. There's a big discussion among bigger
>> homebuilt guys right now about how to determine total
>> capacity. Bob Nuckolls recently wrote a good article about
>> the issue in Kitplanes.
>>
>> FWIW,
>>
>> Charlie
>>
>
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: new subject...Nexus 7 moving map software |
Yep...that is the app that I was thinking about...I just found the
business card that I had written it on..at the flyin...
I think it was separate from Google a year or two ago... Herb
>>
>> A bud bought a Nexus 7 to install "free Moving map Aviation
>> software ".. I met a guy at a flyin who was using such... I had the
>> name of the software but cannot locate it..using the usual search
>> engines...
>>
>> anyone using a Nexus 7? anyone know of free(non Garmin) software?
>> Herb
>>
> I've got this one on my 1st gen nexus:
> https://play.google.com/store/apps/details?id=com.ds.avare&hl=en
>
> I've only done a few xc flights with it, but it seems to work fine.
>
> Charlie
>
> _
________________________________________________________________________________
| Subject: | Re: New video program |
| From: | Gary Aman <zeprep251(at)aol.com> |
Looks like you've found the right combination. Smooth and sharp video and gr
eat stills. Always enjoy seeing your work. g. Aman
Sent from my iPhone
> On Jun 28, 2014, at 2:23 PM, Larry Cottrell wrot
e:
>
> I have been having trouble with my copy of "Movie Maker" that came with my
computer. It had been cropping my videos down from full screen. So much so t
hat I decided to purchase a video program. ( drastic step there ) After look
ing on the internet I found a program called "Cyberllink power director." It
was reputed to rate a 10 for ease of use. I will not go into all the crap t
hat I had to suffer through just to download it on my computer. Lets just sa
y that it took better than two days just to get in on the computer. I was su
re that I had made a mistake, but they already had my card info, so making t
he best of it was the only option.
>
> Perhaps I am just a dummy, or the guy's that rated it easy had already bee
n through much harder learning curves than I am willing to go through. Of co
urse the manual is on line, and about 200 pages long. That in its self gives
you an idea of the problem. The damn thing does too much. I merely want to c
ut out the boring parts of the flights, add some narration and music. I real
ly don't want to be famous, I don't want world acclaim, just a simple video o
f high quality that I can share with a select number of people that share my
interest. Apparently I am close to one of a kind. That feature is tough to f
ind in this program.
>
> So far it has taken me two and half days to produce and upload to vimeo a 2
min 30 second video. I think a lot of my problems stem from me wanting to k
eep it private.
>
> I have for some time realized the handicap of a full enclosure when it com
es to pictures and videos. While the brain compensates for the distortion of
Lexan, the camera does not. I put a short wind screen on the Kolb and found
that it dropped my speed by about 7 MPH. No way, much too impatient for tha
t. I have a wrap around "full enclosure" from Kolb that is scratched from us
e on the right side where I got in and out. I decided to cut a window where I
would normally look, for the lens of my camera. I bent a couple of pieces o
f Lexan to form a wind deflector. It works fine. I got my speed back, the wi
nd doesn't hit me and I can now see, even if there isn't a camera stuck thro
ugh it.
>
> To test it out, I decided to try an early morning flight, just as the sun c
ame up, to the Pillars of Rome. I have a lot of pictures of them, but nothin
g really good. I got up before dawn, but there was a storm front blowing in a
nd the sun wasn't showing through. Finally later in the morning the clouds b
roke enough that I thought that area may possibly be in the clear. I wanted t
o test the port hole any way. I am very pleased with the result. I will be a
ble to continue to use the enclosure and not have to replace it after all.
>
> The video taken also gave me a chance to try out the new editing program. H
ere is the result.
>
> https://vimeo.com/99418916 password- owyheeflyer
>
> Larry
>
> --
> If you forward this email, or any part of it, please remove my email addre
ss before sending.
>
________________________________________________________________________________
| Subject: | Kolb Mk iii / Geo 1.3 engine |
| From: | "Dan Walker" <drwtexas(at)hotmail.com> |
I'd like to converse with anyone building a mark iii or using a geo 1.3 engine.
I'd also like to meet any of these builders who are in the north texas area.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=425814#425814
________________________________________________________________________________
| Subject: | Lithium Batteries |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
We had a discussion last year about these batteries. As time goes on we are
getting more experience with them so please share your experience in your
airplane.
Some basic facts about these batteries are they are much lighter, smaller
and currently more expensive than equivalent lead acid batteries. They need
to be charged with a special balance charger at least infrequently to
achieve a long life.
Battery manufactures rate their batteries with two terms, amperage hours
(ah) and cold cranking amps (cca). I'm not sure these terms exactly equate
to lithium batteries but this is all we get. AH is the total energy in the
battery, CCA is the short time cold starting power or in third grade
analogy a big engine with a small fuel tank. With many products there are
some that may over state the performance/values of their products.
Impressions about Lithium batteries are that they are, voltage and
temperature sensitive. The Lithium batteries that are being sold as lead
acid replacements like mine are described as Lithium Iron Phosphate. The
claim is Lithium Iron Phosphate batteries don't catch on fire and don't do
other bad things???
I have very limited experience. My new Aerovoltz lithium iron phosphate
battery is rated at 15ah, 275cca, weighing 1.8lbs it cost $180 including
shipping. My old lead acid batteries were all 12ah with app 185cca weighing
12lbs. When I installed the new lithium battery I did the recommended top
off charge then turned off the master fuel valve and cranked five times for
5-10 seconds with a cool down (for the starter) with no change in cranking
speed or voltage. My old 12ah lead acid battery would drop off near the end
of the second crank. When I first got the lithium battery I was convinced
they forgot to put the guts in the battery case, it is that light. I always
kept a battery maintainer on my old lead acid battery because it was so low
in power and they do self discharge. With the tested power of the lithium
battery I will not be using the battery maintainer. I also don't know if
the maintainer is ok with lithium batteries. The manual with my Lithium
battery states that there is less than a 10% discharge per year. Also I
stated from memory that my plane weighs 587lbs empty, well opps that was
before the battery change and redrive upgrade. It now weighs 576lbs.
Redoing my weight and balance calculations
Please share your facts and label you "impressions" as such. Also if you
are debating with someone please read the others responses.
Rick Neilsen
1st Redrive VW Powered MKIIIC
________________________________________________________________________________
| Subject: | Re: Lithium Batteries |
| From: | "olendorf" <olendorf(at)gmail.com> |
I converted my motorcycle to lithium and figured out the hard way. I used to be
able to go 3 weeks between rides and my battery would be fine. With lithium I
can't go 4 days without putting it on a charger.
I think you'll find that they do NOT rate their batteries in AH like they should.
They usually use LEAD-equivalent AH rating. So perhaps they have a 5AH lithium
and that cranks the engine like a 15AH lead acid would they can call that
15AH Equivalent. Very misleading when you are trying to figure out how long
your battery will run your load when the engine stops. If you find one rated
in real Amp-hours then you're good to go.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://sites.google.com/site/kolbfirestar/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=425869#425869
________________________________________________________________________________
| Subject: | Re: Lithium Batteries |
| From: | "209GS" <guebbing(at)aol.com> |
I have one in my Honda 1800VTX motorcycle and it started up no problem after sitting
all winter, not sure why yours discharged in 4 days?
--------
Gerry Uebbing
Firestar II 503 b-box
(not flying yet)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=425872#425872
________________________________________________________________________________
| Subject: | Re: Lithium Batteries |
| From: | "olendorf" <olendorf(at)gmail.com> |
That I'm not so sure about either. There is definitely a constant draw on this
bike for some reason. A BMW f650gs, fuel injected with a clock. I don't know what
sucks the juice down. Not really the battery's fault but those AH are really
are important to me. Maybe I just have a defective battery. All I'm saying
is to be mindful of AH and pbeq AH.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://sites.google.com/site/kolbfirestar/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=425883#425883
________________________________________________________________________________
| Subject: | Short Field Landings |
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
Went out this morning and practiced landing a bit. I setup a camera to see what
it looked like from the ground side of things. There was basically no wind
at ground level and I placed the camera 400 feet from the threshold of the runway.
I seldom actually hit the threshold because there are power lines on that
end and they make me nervous. On all the landings power was set at idle
on the downwind and not touched until I was on the ground. All these were made
with full flaps. I'm sharing this not because I think I'm particularly good
at it as you can see, but because it was fun to do. Hopefully you won't find
it too boring.
https://docs.google.com/file/d/0BxdXwdWJkFExd2hiWE9fRDRjaXc/edit
Thanks,
Allan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=425895#425895
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I have been fooling with the exposure of my Drift camera. I have been
unhappy at the quality, which to me didn't seem as good as it could have
been. I finally decided to change the exposure of the camera. These two
videos are shot with the lens stopped down 2 F stops, and it is better, but
the video still seems to be a bit overexposed. Since two F stops are all
that is available, I will have to be satisfied with that. The sun can be a
bit bright here and the terrain is a bit dull with little contrast
sometimes.
I did a video of the same area last year, but I flew up the canyon then,
and had some problems with raising terrain. This time I decided to start at
the top. I also had a camera that only shot in 480, and I wanted to try the
change in lens aperture to see if the definition was better.
https://vimeo.com/99607014
Is the first video. It is long enough that I cut it into two parts
https://vimeo.com/99607015
This is the second part. Password as always is - owyheeflyer
I had looked forward to being able to take some stills through my camera
port, and did get a few before my camera battery went dead. Sigh!
High winds were forecast for the area later in the morning, but I felt that
I could squeeze the flight in before they arrived. By the time of the
opening scenes of the first video they were picking up quite a bit, and I
was glad to drop down into the canyon where I would be sheltered from most
of the wind. When I came out of the canyon the wind was coming up pretty
good, and I finally had to drop down to the Sage where the friction slowed
the wind enough that I make some headway towards home. My GPS was showing a
ground speed of 39 MPH at 1000 feet agl.
I like the quality of the recorded video much better, but I am still behind
the curve. You might notice a bit of a glitch on the "credit" screen of
Part two.
The little Firestar handled the winds and the terrain quite well.
Larry
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| Subject: | Re: Lithium Batteries |
| From: | "olendorf" <olendorf(at)gmail.com> |
Hmmm. Possibly there is a button cell in there. Time to crack open the owner's
manual. Maybe I should just ride it more! Nothing I like more than to ride to
the airport and go flying.
Good times.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://sites.google.com/site/kolbfirestar/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=425907#425907
Attachments:
http://forums.matronics.com//files/bikeplane_163.jpg
________________________________________________________________________________
| Subject: | Re: Lithium Batteries |
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
I got my lithium battery a little over a year ago and it's been turning over my
912 very well for all that time. I have had times during the winter and during
carburetor tuning when I have had to spin it quite a bit and so far it hasn't
failed to to do well. It has also gone through several weeks of not being
used and still seems to hold a full charge. I'm not sure how it would do in
really cold weather. This information may not be helpful regarding providing
ignition for long periods but there do seem to be several types of lithium batteries.
Some designed for starting and others for deep cycle for use in powering
electric cars and the like.
My specs:
Weight: 1106 grams (2.44 lb)
Voltage (Charged): 13.6V
Amperage: 20 Pb-eq A/H
Pulse Cranking Amps: 410 CCA
Thanks,
Allan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=425915#425915
________________________________________________________________________________
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
I really love the tours you take us through there in your area of the country.
Beautiful, and and there is just nothing like seeing it from the air like that
although a lot of it just begs to be hiked, fished and camped. Thanks much
for this and all your videos. Enjoyed it a bunch.
Allan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=425916#425916
________________________________________________________________________________
| Subject: | Re: Short Field Landings |
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
I've used a number of editing software packages looking for one that is relatively
easy to use and still has the features I want. I'm currently using Pinnacle
Studio 17 largely because I had a friend who let me see his training video
and I have come to like it pretty well but with these things I think it's mainly
what you get used to. I tried Corel Video Studio, CyberLink PowerDirector,
Avidemux and a few others. I think the Corel was probably the easiest but all
of them seem to have strong and weak areas so when I actually purchased one
I just chose one with the features I wanted and determined to spend the time to
learn it. It's still a struggle because I don't use it often enough to stay
up on everything. They all seem to take time to do a decent job and I'm still
way back on that curve.
Thanks,
Allan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=425918#425918
________________________________________________________________________________
| Subject: | Re: Short Field Landings |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I liked your video, and thought that the instruments being visible when you
were doing the landings was nice. For that particular video especially.
With my intended applications, it wouldn't work. I guess what I liked about
both your software and mine is the ability to record it in MPEG 4, which
seems to be the sharpest format. Perhaps you can do some more videos soon.
:-)
Larry
On Wed, Jul 2, 2014 at 8:24 AM, Larlaeb wrote:
>
> I've used a number of editing software packages looking for one that is
> relatively easy to use and still has the features I want. I'm currently
> using Pinnacle Studio 17 largely because I had a friend who let me see his
> training video and I have come to like it pretty well but with these things
> I think it's mainly what you get used to. I tried Corel Video Studio,
> CyberLink PowerDirector, Avidemux and a few others. I think the Corel was
> probably the easiest but all of them seem to have strong and weak areas so
> when I actually purchased one I just chose one with the features I wanted
> and determined to spend the time to learn it. It's still a struggle
> because I don't use it often enough to stay up on everything. They all
> seem to take time to do a decent job and I'm still way back on that curve.
>
> Thanks,
> Allan
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=425918#425918
>
>
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address before sending.*
________________________________________________________________________________
| Subject: | Re: Short Field Landings |
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
The GPS info is just an included file that is combined using the camera software
prior to any other editing if desired. I actually think that for what I was
trying to do that just a view of the flight instruments would have been more
helpful but this looks cool.. lol.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=425923#425923
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: Short Field Landings |
On 7/1/2014 9:38 PM, Larlaeb wrote:
>
> Went out this morning and practiced landing a bit. I setup a camera to see what
it looked like from the ground side of things. There was basically no wind
at ground level and I placed the camera 400 feet from the threshold of the
runway. I seldom actually hit the threshold because there are power lines on
that end and they make me nervous. On all the landings power was set at idle
on the downwind and not touched until I was on the ground. All these were
made with full flaps. I'm sharing this not because I think I'm particularly good
at it as you can see, but because it was fun to do. Hopefully you won't find
it too boring.
>
> https://docs.google.com/file/d/0BxdXwdWJkFExd2hiWE9fRDRjaXc/edit
>
>
> Thanks,
> Allan
>
Love the format. Seeing the cockpit view, flight data, and the ground
perspective at the same time is really nice.
On the subject of power lines, have you thought about contacting the
power company to have their 'orange balls' added to the lines? They will
probably try to charge you, but one of the original members of my
airpark pitched it this way: when they asked for payment, he pointed out
that the power company owned the lines, and if someone couldn't see them
& it caused a crash, the power company would be liable. They installed
the balls for free.
Charlie
________________________________________________________________________________
| Subject: | Re: Short Field Landings |
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
Yes that has been discussed with the field management and I have made that suggestion
myself. The portion of the field that I was landing on is not actually
owned by the airport but is an extension which is privately owned. Typically
I land on the 'actual' strip which is another 5 or 6 hundred feet further on.
I think the balls would be a great thing to have in any case especially for
folks trying to land there who aren't familiar with the place.
Thanks,
Allan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=425926#425926
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
with my last trip up to Larry=99s home,, the rock house,,, I picked
up Larry's old tachyon micro hd camera...( don=99t tell him,,, we w
ill keep it our secret). on my first video to the Alvord Larry helped
me set it up,,, I used Larry's old camera mount, on his plane he mounted
it on his right wing strut,,,, I kind of bent it around a bit and mounted
it on my left wing strut... it ended up a bit out of level.... when I go
t home I made a new camera mount and I am giving it a go. on my first vide
o with the new mount is still a bit out of level... sorry I am working on
in.
my first video is a flight to the Alvord from Larry=99s home. http
s://vimeo.com/98587855
and the second is a flight up the Bear river. https://vimeo.com/9974832
1
the password for both is beekeeper
hope this all works.
boyd y
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________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I liked it Boyd. It is nice to see other parts of the country where other
people are flying. The camera seems to do better than I had remembered, but
then again, If your terrain is bland, then there is a good chance your
pictures might be as well. Yours has some better definition to it than
mine. Not much green where I fly. I see that your video was produced with a
reduced screen size to it as mine was before I changed video programs.
Movie make wasn't that way until just recently, and that was the reason
that I bought another program. Perhaps there is a tweak that will make it
full screen. If you use "lithium" batteries it will record for about 5 or 6
hours.
Larry
On Wed, Jul 2, 2014 at 12:09 PM, b young wrote:
> with my last trip up to Larry=99s home,, the rock house,,, I pi
cked up
> Larry's old tachyon micro hd camera...( don=99t tell him,,, we wil
l keep it
> our secret). on my first video to the Alvord Larry helped me set it
> up,,, I used Larry's old camera mount, on his plane he mounted it on h
is
> right wing strut,,,, I kind of bent it around a bit and mounted it on my
> left wing strut... it ended up a bit out of level.... when I got home I
> made a new camera mount and I am giving it a go. on my first video with
> the new mount is still a bit out of level... sorry I am working on in.
>
> my first video is a flight to the Alvord from Larry=99s home.
> https://vimeo.com/98587855
> and the second is a flight up the Bear river.
> https://vimeo.com/99748321
>
> the password for both is beekeeper
>
> hope this all works.
>
> boyd y
>
>
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________________________________________________________________________________
| From: | B Young <byoungplumbing(at)gmail.com> |
Funny you see what get when I upload in hd. My alvord uploaded In standard
deff, with that one I can change the size to larger than the hd
video..go figure. I have another In progress, I think I finally got the
camera straight. We'll see.
Boyd
On Jul 2, 2014 12:36 PM, "Larry Cottrell" wrote:
> I liked it Boyd. It is nice to see other parts of the country where other
> people are flying. The camera seems to do better than I had remembered, b
ut
> then again, If your terrain is bland, then there is a good chance your
> pictures might be as well. Yours has some better definition to it than
> mine. Not much green where I fly. I see that your video was produced with
a
> reduced screen size to it as mine was before I changed video programs.
> Movie make wasn't that way until just recently, and that was the reason
> that I bought another program. Perhaps there is a tweak that will make it
> full screen. If you use "lithium" batteries it will record for about 5 or
6
> hours.
> Larry
>
>
> On Wed, Jul 2, 2014 at 12:09 PM, b young wrote
:
>
>> with my last trip up to Larry=99s home,, the rock house,,, I p
icked up
>> Larry's old tachyon micro hd camera...( don=99t tell him,,, we wi
ll keep it
>> our secret). on my first video to the Alvord Larry helped me set it
>> up,,, I used Larry's old camera mount, on his plane he mounted it on
his
>> right wing strut,,,, I kind of bent it around a bit and mounted it on m
y
>> left wing strut... it ended up a bit out of level.... when I got home
I
>> made a new camera mount and I am giving it a go. on my first video with
>> the new mount is still a bit out of level... sorry I am working on in.
>>
>> my first video is a flight to the Alvord from Larry=99s home.
>> https://vimeo.com/98587855
>> and the second is a flight up the Bear river.
>> https://vimeo.com/99748321
>>
>> the password for both is beekeeper
>>
>> hope this all works.
>>
>> boyd y
>>
>>
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| From: | "Larlaeb" <larlaeb(at)gmail.com> |
Nice videos and thanks for sharing. My camera mount is a bit crooked too but
luckily my plane flies with one wing low so it works out... :D
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=425941#425941
________________________________________________________________________________
| From: | undoctor <undoctor(at)ptd.net> |
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________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
Damn,
That's the nicest fly I ever saw.
=F0=9F=98=A2=F0=9F=98=A2=F0=9F=98=A2=F0=9F=98=A2=F0=9F=98=A2=F0=9F=98=A2
Dennis "Skid" Rowe
Mk3, 690L-70, Leechburg, PA
> On Jul 2, 2014, at 4:45 PM, undoctor wrote:
>
> Hi Kolbers,
> Some of you are probably aware that my FireFly is listed for sale on Barns
tormers but for the rest of you, here goes.
>
> Last fall, with a newly overhauled engine I took off for the first flight.
Before I had enough altitude to return to the strip the engine shut off. I c
hose a soybean field to land in thinking the bean plants were 7 or 8" high.
>
> When I knew I cleared the utility wires along the road I gave it full flap
s and flew it onto the beans at about 50 mph. Suddenly I watched the windshi
ed support tube come into my face and only soybeans visible through the wind
shield.
>
> My education for the day was that soybeans are over knee deep and the stem
s are like twine just before harvest, so my beloved FlagFly became a lawn da
rt the instant the mains decended into the beans.
>
> The engine started first pull about an hour later but sighting through the
exhaust port revealed a scored rear cylinder. I had a mechanic tear down th
e top end to repair the engine and I stripped the fabric from the cage for a
n airframe repairman to do the repair welding but called them both to stop t
he work. I love that little sucker so much my only thought initially was to g
et her repaired and in the sky again, but made the tough decision to sell it
and get a two place.
>
> At that point it didn't make much sense to pay to have it repaired when th
ere are lots of builders who have the skills and would love to fix it and ha
ve it for themselves.
>
> I'll be away until the 8th but if you or someone you know would like a sho
t at it, shoot me an email and I will get in touch with evertone when I get h
ome.
>
> Dave Kulp
> Bethlehem, PA
> FireFly 11DMK
>
>
>
>
>
>
> Sent from my Verizon Wireless 4G LTE Smartphone
>
>
> -------- Original message --------
> From: b young
> Date:07/02/2014 2:09 PM (GMT-05:00)
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: videos
>
> with my last trip up to Larry=C3=A2=82=AC=84=A2s home,, the rock hou
se,,, I picked up Larry's old tachyon micro hd camera...( don=C3=A2=82
=AC=84=A2t tell him,,, we will keep it our secret). on my first video
to the Alvord Larry helped me set it up,,, I used Larry's old camera mou
nt, on his plane he mounted it on his right wing strut,,,, I kind of bent i
t around a bit and mounted it on my left wing strut... it ended up a bit ou
t of level.... when I got home I made a new camera mount and I am giving it
a go. on my first video with the new mount is still a bit out of level...
sorry I am working on in.
>
> my first video is a flight to the Alvord from Larry=C3=A2=82=AC=84=A2
s home. https://vimeo.com/98587855
> and the second is a flight up the Bear river. https://vimeo.com/997483
21
>
> the password for both is beekeeper
>
> hope this all works.
>
> boyd y
>
>
>
> This email is free from viruses and malware because avast! Antivirus prote
ction is active.
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
> ky=C2=B7=C3=A8=C5=BE=C3=9B"=C3=8D=C3=AD=C5=93=C2=A2Z+=C3=93M4=C3=93G=C3=9A
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=C3=A2=C2=A8=A2=C2=B2=C3=A2=C2=B2=C3=91&j)E=C2=A2=C2=BB=C2
R=C3=87=C2=AD=C3=A3=1A=C2=B6=C2=BA'=B0=C3=8B=0B=C5-=C3=8BEy
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-+=C3=9EI=C3=C2=ABr=10=C3=A8=C3=82yhi=C3=9E=C3=83k k=C2=A3=0B=1E =16
=C2=AD=14=04=0F-=B9h=C2=B2=16=C2=ABy=C2=A9=C3=9D=C5=A1=C3=A7!=C5
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D=C3=A3H %=9E=04S=98P=C3=84=99jg =C2=AD=C3=C2=AD
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-=C3=9Bi=C3=C3=B7=C3=A8=C2=AE=C3=A9=C2=AC=84=A2=C2=ABk=C2=A2x=C5=93=C2
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k=C3=B6=C3~=B0=C3=AD=C3=BE=C5=A1=C3=9E=C3=BD=C2=BA=1D=C3=8B=C3=B8
m=C5=A1
________________________________________________________________________________
| From: | Brad Nation <nationcap(at)comcast.net> |
Kolbers,
Its time for my first annual on my Xtra. As I purchased the plane I dont have
any reference on doing an annual. What can I do myself and what must be done
by an A&P? I would think that I should have an A&P do the engine portion. Any
suggestions would be appreciated.
Brad Nation
Yellowbird1
N952DK
________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
| Subject: | Rotax 670 test run |
With Dave Lewis helping out I was able to run the 670 on the Kolb tonight for the
first time.
If the tach is correct it idles smoothly at 1600. Only revved it to 5k so far but
first impressions are positive. Very quiet, and even smoother than the very
smooth 690L-70 I took off.
Hopefully more run time tomorrow and will see what it'll turn up to wide open.
Possibly the extreme smoothness is from ignition timing that may be too retarded.
Will have to see how it revs out tomorrow to see if a little advance is in
order.
Dennis "Skid" Rowe
Mk3, 690L-70, Leechburg, PA
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
On 7/2/2014 9:50 PM, Brad Nation wrote:
>
> Kolbers,
> Its time for my first annual on my Xtra. As I purchased the plane I dont have
any reference on doing an annual. What can I do myself and what must be done
by an A&P? I would think that I should have an A&P do the engine portion. Any
suggestions would be appreciated.
>
> Brad Nation
> Yellowbird1
> N952DK
>
What kind of a/w cert? If it's experimental homebuilt, the only thing
you need an A&P to do is sign off the annual condition inspection.
Legally, anyone can do anything else. Repairs, mods, general service,
anything.
Having said that, it doesn't necessarily mean that just anyone *should*,
at least until they gain some experience. Anyone in your area that has
experience with Kolbs? If so, they could probably help the A&P, because
most A&Ps don't deal with experimentals much.
Charlie
________________________________________________________________________________
| From: | K I <wrk2win4u(at)msn.com> |
Hi Boyd=2C
That was great! I cant wait to finish up my plane and get up to BMC. I am r
esurfacing the IVO leading edge with the stainless steel tape. I need to do
some small patching of the old hanger rash still. Just a few more little t
hings still need to be done. GREAT VIDEO!
Thanks=2C
Kurt
Mark III
582 DCDI
Date: Wed=2C 2 Jul 2014 12:47:55 -0600
Subject: Re: Kolb-List: videos
From: byoungplumbing(at)gmail.com
Funny you see what get when I upload in hd. My alvord uploaded In standard
deff=2C with that one I can change the size to larger than the hd video
..go figure. I have another In progress=2C I think I finally got the ca
mera straight. We'll see.
=0A
=0A
Boyd=0A
On Jul 2=2C 2014 12:36 PM=2C "Larry Cottrell" wro
te:
=0A
I liked it Boyd. It is nice to see other parts of the country where other p
eople are flying. The camera seems to do better than I had remembered=2C bu
t then again=2C If your terrain is bland=2C then there is a good chance you
r pictures might be as well. Yours has some better definition to it than mi
ne. Not much green where I fly. I see that your video was produced with a r
educed screen size to it as mine was before I changed video programs. Movie
make wasn't that way until just recently=2C and that was the reason that I
bought another program. Perhaps there is a tweak that will make it full sc
reen. If you use "lithium" batteries it will record for about 5 or 6 hours.
=0A
=0A
Larry
On Wed=2C Jul 2=2C 2014 at 12:09 PM=2C b young w
rote:
=0A
=0A
=0A
=0A
=0A
=0A
with my last trip up to Larry=92s home=2C=2C the rock house=2C=2C=2C I
=0A
picked up Larry's old tachyon micro hd camera...( don=92t tell him=2C=2C
=2C we =0A
will keep it our secret). on my first video to the =0A
Alvord Larry helped me set it up=2C=2C=2C I used Larry's old camera =0A
mount=2C on his plane he mounted it on his right wing strut=2C=2C=2C=2C I
kind =0A
of bent it around a bit and mounted it on my left wing strut... it ended
=0A
up a bit out of level.... when I got home I made a new camera mount and I
=0A
am giving it a go. on my first video with the new mount is still a bit out
=0A
of level... sorry I am working on in. =0A
=0A
my first video is a flight to the Alvord from Larry=92s =0A
home. https://vimeo.com/98587855=0A
and the second is a flight up the Bear river. https://vimeo.com/9974832
1=0A
=0A
the password for both is =0A
beekeeper=0A
=0A
hope this all works.=0A
=0A
boyd y=0A
=0A
=0A
=0A
=0A
=0A
=0A
=0A
=0A
=0A
=0A
=0A
This email is free from viruses and malware because avast! Antivirus pr
otection is active.=0A
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=0A
=0A
=0A
=0A
=0A
=0A
=0A
=0A
=0A
get="_blank">http://www.matronics.com/Navigator?Kolb-List=0A
tp://forums.matronics.com=0A
_blank">http://www.matronics.com/contribution=0A
=0A
--
If you forward this email=2C or any part of it=2C please remove my email ad
dress before sending.
=0A
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get="_blank">http://www.matronics.com/Navigator?Kolb-List=0A
tp://forums.matronics.com=0A
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============0A
============0A
============0A
============0A
=0A
________________________________________________________________________________
| Subject: | Re: Short Field Landings |
| From: | Roy Spangler <roy.spangler(at)kirtland.edu> |
The old guys sideslipped before flaps
roy
On Wed, Jul 2, 2014 at 11:08 AM, Charlie England
wrote:
>
>
> On 7/1/2014 9:38 PM, Larlaeb wrote:
>
>>
>> Went out this morning and practiced landing a bit. I setup a camera to
>> see what it looked like from the ground side of things. There was
>> basically no wind at ground level and I placed the camera 400 feet from the
>> threshold of the runway. I seldom actually hit the threshold because
>> there are power lines on that end and they make me nervous. On all the
>> landings power was set at idle on the downwind and not touched until I was
>> on the ground. All these were made with full flaps. I'm sharing this not
>> because I think I'm particularly good at it as you can see, but because it
>> was fun to do. Hopefully you won't find it too boring.
>>
>> https://docs.google.com/file/d/0BxdXwdWJkFExd2hiWE9fRDRjaXc/edit
>>
>>
>> Thanks,
>> Allan
>>
>> Love the format. Seeing the cockpit view, flight data, and the ground
> perspective at the same time is really nice.
>
> On the subject of power lines, have you thought about contacting the power
> company to have their 'orange balls' added to the lines? They will probably
> try to charge you, but one of the original members of my airpark pitched it
> this way: when they asked for payment, he pointed out that the power
> company owned the lines, and if someone couldn't see them & it caused a
> crash, the power company would be liable. They installed the balls for free.
>
> Charlie
>
>
________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
| Subject: | EIS tach setting for single CDI Rotax |
Tach seems to read a little low on the 670, anyone out there know the programmable
EIS tach setting for a 447 or 377, should be the same as my 670.
Dennis "Skid" Rowe
Mk3, 690L-70, Leechburg, PA
________________________________________________________________________________
| From: | "woody" <n3022.176(at)gmail.com> |
When I first purchased my Firestar II, I had an A&P do an annual for me.
He charged me the outrageous sum of $50. There are no panels to open &
no hidden control housings. He took about half an hour & I was right beside him.
We then did a weight & balance to check the numbers. The paperwork took almost
as much time....... :)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426045#426045
________________________________________________________________________________
| From: | "brubakermal(at)yahoo.com" <brubakermal(at)yahoo.com> |
$50.- omg I only charge. $42=0A=0ASent from Yahoo Mail on Android=0A=0A
________________________________________________________________________________
| From: | kinne russ <russk50(at)gmail.com> |
Woody.
I don't know where you are, but $50 seems reasonable to me (I'm in Maine) for an
hour's work by a certified professional, who's spent a lot of time & money getting
certified.
Russ K
On Jul 3, 2014, at 9:09 PM, woody wrote:
>
> When I first purchased my Firestar II, I had an A&P do an annual for me.
> He charged me the outrageous sum of $50. There are no panels to open &
> no hidden control housings. He took about half an hour & I was right beside him.
We then did a weight & balance to check the numbers. The paperwork took almost
as much time....... :)
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=426045#426045
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
Russ,
I don't know, but strongly suspect that there was a missing ;-) in that
message from woody.
Charlie
On 7/3/2014 9:30 PM, kinne russ wrote:
>
> Woody.
> I don't know where you are, but $50 seems reasonable to me (I'm in Maine) for
an hour's work by a certified professional, who's spent a lot of time & money
getting certified.
> Russ K
>
>
> On Jul 3, 2014, at 9:09 PM, woody wrote:
>
>>
>> When I first purchased my Firestar II, I had an A&P do an annual for me.
>> He charged me the outrageous sum of $50. There are no panels to open &
>> no hidden control housings. He took about half an hour & I was right beside
him. We then did a weight & balance to check the numbers. The paperwork took almost
as much time....... :)
>>
>>
>>
________________________________________________________________________________
| From: | kinne russ <russk50(at)gmail.com> |
I think you're right!
On Jul 3, 2014, at 11:35 PM, Charlie England wrote:
>
> Russ,
>
> I don't know, but strongly suspect that there was a missing ;-) in that message
from woody.
>
> Charlie
>
> On 7/3/2014 9:30 PM, kinne russ wrote:
>>
>> Woody.
>> I don't know where you are, but $50 seems reasonable to me (I'm in Maine) for
an hour's work by a certified professional, who's spent a lot of time & money
getting certified.
>> Russ K
>>
>>
>> On Jul 3, 2014, at 9:09 PM, woody wrote:
>>
>>>
>>> When I first purchased my Firestar II, I had an A&P do an annual for me.
>>> He charged me the outrageous sum of $50. There are no panels to open &
>>> no hidden control housings. He took about half an hour & I was right beside
him. We then did a weight & balance to check the numbers. The paperwork took
almost as much time....... :)
>>>
>>>
>>>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Forth of July flight |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
The weather guesser site claimed that the winds would be 2 MPH until at
least 12 PM, so I rolled the Firestar out to check the ranch next door's
Pothole field for bogged cows. I decided that if the winds permitted I
would go back up into the hills for a fun flight. I filled my coffee cup,
did my preflight and headed out. I both wanted to fly, and to have
something new to practice the video editing program. So you will again be
burdened with another video. I have a friend that believes that 2 to 3
minutes is about right for a video. I guess I am too long winded to do
that. I cut this one at least three times, and it still is too long.
The flight covered 1 hour and 24 minutes, and I had a headwind both
directions. The wind went right through 2 MPH and ended up at about 10 MPH.
My destination was a ranch owned by the father of my neighbors. He has a
Cessna, and at a recent birthday party next door, enquired as to why I had
never come up to his ranch. I decided that I would take care of that
problem.
Larry
https://vimeo.com/99954471
password - owyheeflyer
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| Subject: | Re: Forth of July flight |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Thanks for that. Good video and you have excellent taste in music. I spent my day
working on the hangar. Cold front came through last night and we had a July
4th that only got up to about 78 degrees.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation. Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426110#426110
________________________________________________________________________________
| Subject: | Forth of July flight |
| From: | JC Gilpin <j.gilpin(at)bigpond.com> |
You've sure mastered that editing program, Larry. And editing is the key
to good videos. Also the choice of music, and particularly the commentary,
make your videos a joy to watch. Keep it up.
JG
________________________________________________________________________________
| Subject: | Re: Forth of July flight |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
Thank you for the compliment. Are you still in this country, or have you
gone home? You've been pretty quiet lately.
Larry
On Sat, Jul 5, 2014 at 6:07 AM, JC Gilpin wrote:
> You've sure mastered that editing program, Larry. And editing is the key
> to good videos. Also the choice of music, and particularly the commentary,
> make your videos a joy to watch. Keep it up.
>
> JG
>
> *
>
>
> *
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| Subject: | Re: EIS tach setting for single CDI Rotax |
| From: | "t41pilot" <t41pilot(at)frontier.com> |
According to my manual for an EIS 2000, tach setting for Rotax CDI engines is 6.
Rotax 912 requires a setting of 1. Most non CDI engines require a setting of
2. Hope this helps.
--------
Gregg Kaat
2011 Firefly
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426176#426176
________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
| Subject: | Re: EIS tach setting for single CDI Rotax |
Thanks, I guess mine is right, thought maybe the sled ignition was different.
Dennis "Skid" Rowe
Mk3, 690L-70, Leechburg, PA
> On Jul 5, 2014, at 8:40 PM, "t41pilot" wrote:
>
>
> According to my manual for an EIS 2000, tach setting for Rotax CDI engines is
6. Rotax 912 requires a setting of 1. Most non CDI engines require a setting
of 2. Hope this helps.
>
> --------
> Gregg Kaat
> 2011 Firefly
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=426176#426176
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | fire fly for sale |
I- got the fire fly i have for sale home to my hanger Friday .now i can g
o over it a little moor and run the engine and taxi test it , it has never
flown! of that i am sure.- we found the BRS and moor paperwork to add to
the slide show listed on my web site. the builder died last fall when a tre
e he was cutting spun and fell on him.- now his doughtier is settling the
estate , what s sad and hard thing to deal with.=0A- today i had a conve
rsation with the owner of another plane i have for sale it is really in Rou
gh- shape needing a rebuild or some real updating when i told him of an o
ffer we had for it- he said all angry like that he would give it away fir
st, meaning to his doughtier he would leave it for his only child to sell t
he mess after he is dead he is 87 , there are so many people in this same s
ituation locally and all over the country . a year ago he wanted $20,000 fo
r it- today he was offered $4K, its probably not worth that to most build
ers ..again the slide show is on my web site. =0A=0AFriday- Brian Taylor
came up and bought a quicksilver sport he payed $3,500 18 months ago we lis
ted the plane for $9K- the seller had realized its a buyers market it was
a sad day for both of us for several reasons, but at least this quicksilve
r will be flown- again i don't think this 1989 avid mk 4- with only 35
hrs and a Subaru E81- will ever- be put in the air again . =0A=0A-=0A
Malcolm & Jeanne Brubaker =0AMichigan Sport Pilot Repair =0Ahttp://michigan
sportpilotrepair.com=0ALSRM-A, PPC, WS=0AGreat Sails - Sailmaker =0Afor Ult
ralight & Light Sport=0A(989)513-3022=0A-=0A-=0A-=0A-=0A=0A=0A_____
___________________________=0A From: t41pilot <t41pilot(at)frontier.com>=0ATo:
kolb-list(at)matronics.com =0ASent: Saturday, July 5, 2014 8:40 PM=0ASubject:
Kolb-List: Re: EIS tach setting for single CDI Rotax=0A =0A=0A--> Kolb-Lis
t message posted by: "t41pilot" =0A=0AAccording to m
y manual for an EIS 2000, tach setting for Rotax CDI engines is 6. Rotax 91
2 requires a setting of 1.- Most non CDI engines require a setting of 2.
Hope this helps.=0A=0A--------=0AGregg Kaat=0A2011 Firefly=0A=0A=0A=0A=0ARe
ad this topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p
=========================0A
=
________________________________________________________________________________
| Subject: | Owyhee River flight |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
Possibly my last video of the season. Even I get bored with them. The main
change is the picture quality, and there are more photos than flying.
I had not been down to the River this year, and even though this is the
only time of the year when I don't have the area to myself, The weather was
cooperating, so no excuse not to go. I am using a 503 on the plane at this
time, and it uses a bit more fuel than the HKS, so I took four gallons with
me. The weather site assured me that if I started early I would have a tail
wind both ways. Sure, most likely a head wind both ways. They say that
"paranoia is merely an heightened sense of reality". It pays when flying
here. Sure enough there was a headwind that had a pretty bumpy layer, so I
climbed up about 1500 feet. I still had a head wind, but it was smooth.
There were a couple of campers down on the River, but for the most part I
still had it to myself. The River is very low this year. I landed in one of
the large empty smooth areas and refueled.
The flight was 2 hours and 18 minutes. I found a quiet layer of air at
about 2000 feet AGL, and made my way back home.
https://vimeo.com/100053125
password- owyheeflyer
Larry
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________________________________________________________________________________
| Subject: | Re: Forth of July flight |
| From: | JC Gilpin <j.gilpin(at)bigpond.com> |
Yeh, still in the US, really only just started this trip. Haven't done any
flying yet, been too busy on this project in Denver.
Helping friend Tony build a Savannah S kit, an all metal two place sort of
like the one I have in OZ. Today we finished the build, and prepped it for
painting. Took us 230 hrs over 20 days. Not bad for a couple of older
fellas..... This ICP Savannah kit is great. They really know how to use
CNC equipment to best advantage. 14,000 holes and they all lined up! So
just a matter of finding the right pieces in the big box and clecoing and
riveting. Slowest part is reading the construction manual, which is
pathetic..... So it's mostly just like a big jigsaw puzzle, dig around
through the pieces looking for one with the pattern of holes that will
match the last piece, and then usually it's the right piece and won't fit
anywhere else....
I'll be here until the end of the month, then on the road, and hope to
catch the biker's rally in Sturgis, SD before heading on up to Alberta for
the mandatory relatives visit.
JG
________________________________________________________________________________
| Subject: | Re: Owyhee River flight |
| From: | Gary Aman <zeprep251(at)aol.com> |
Larry,
What happened to the HKS?
Sent from my iPhone
> On Jul 6, 2014, at 5:06 PM, Larry Cottrell wrote
:
>
> Possibly my last video of the season. Even I get bored with them. The main
change is the picture quality, and there are more photos than flying.
>
> I had not been down to the River this year, and even though this is the on
ly time of the year when I don't have the area to myself, The weather was co
operating, so no excuse not to go. I am using a 503 on the plane at this tim
e, and it uses a bit more fuel than the HKS, so I took four gallons with me.
The weather site assured me that if I started early I would have a tail win
d both ways. Sure, most likely a head wind both ways. They say that "paranoi
a is merely an heightened sense of reality". It pays when flying here. Sure e
nough there was a headwind that had a pretty bumpy layer, so I climbed up ab
out 1500 feet. I still had a head wind, but it was smooth.
>
> There were a couple of campers down on the River, but for the most part I s
till had it to myself. The River is very low this year. I landed in one of t
he large empty smooth areas and refueled.
>
> The flight was 2 hours and 18 minutes. I found a quiet layer of air at abo
ut 2000 feet AGL, and made my way back home.
>
> https://vimeo.com/100053125 password- owyheeflyer
>
> Larry
>
> --
> If you forward this email, or any part of it, please remove my email addre
ss before sending.
>
>
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
>
________________________________________________________________________________
| From: | Brad Nation <nationcap(at)comcast.net> |
| Subject: | Re: Forth of July flight |
Not too long for me.
Thanks again for sharing.
Thanks in advance,
Yellow Bird 1
Brad Nation
MKIII Xtra
N952DK
On Jul 4, 2014, at 19:10 , Larry Cottrell
wrote:
> The weather guesser site claimed that the winds would be 2 MPH until
at least 12 PM, so I rolled the Firestar out to check the ranch next
door's Pothole field for bogged cows. I decided that if the winds
permitted I would go back up into the hills for a fun flight. I filled
my coffee cup, did my preflight and headed out. I both wanted to fly,
and to have something new to practice the video editing program. So you
will again be burdened with another video. I have a friend that believes
that 2 to 3 minutes is about right for a video. I guess I am too long
winded to do that. I cut this one at least three times, and it still is
too long.
>
> The flight covered 1 hour and 24 minutes, and I had a headwind both
directions. The wind went right through 2 MPH and ended up at about 10
MPH.
>
> My destination was a ranch owned by the father of my neighbors. He has
a Cessna, and at a recent birthday party next door, enquired as to why I
had never come up to his ranch. I decided that I would take care of that
problem.
> Larry
>
> https://vimeo.com/99954471 password - owyheeflyer
>
> --
> If you forward this email, or any part of it, please remove my email
address before sending.
>
>
>
________________________________________________________________________________
| Subject: | Flying the pattern at Oshkosh |
| From: | Duane Ransdell <radiobluebook(at)gmail.com> |
Hi Everyone,
Since the first time I went to Oshkosh in 1998 I've had the dream to bring
my plane to Oshkosh and fly the pattern with the ultralights. So far that
dream has never been realized and it's looking like this year could be no
different. I was very close two years ago when I trailered my yellow MK II
up there, but my ignition got wet in a rain storm and it just didn't happen.
Anyway, I got to thinking that even though my current aircraft project
isn't going to make it, perhaps someone else would have a plane there that
I could get a ride with. If you or anyone you know is planning to have a
two seat sport aircraft at Oshkosh this year, I'd be willing to pay for a
ride around the patch a couple times. You would seriously be making my year.
Email me direct off group at radiobluebook(at)gmail.com if you can point me in
the right direction.
Sincerely,
Duane
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I know that I said that I was most likely done making video's, but last
night while in the depths of boredom, and finding nothing to read on the
list, I began looking at tutorials on the Cyberlink program. Most of them
concern making little rocket ships with a sparkle trail to go across your
screen, but there was one that mentioned "video enhancement". It will also
"stabilize" the video as well. I have always been disappointed in the
quality of the video's here in the desert. Most of the time that they are
taken is in pretty inadequate light, therefore it is pretty flat. You guy's
in the watered part of the world do not have that problem.
I had a few things that I wanted to see yesterday morning, and I took off
early, just at sunrise. I took my Drift camera along out of habit more than
anything. In looking at the footage, it was pretty flat and hazy, so I set
it aside. After "watching the directions" on the editing program, I decided
that the footage was the perfect sample to try the "enhancements" on. I
made a short video, and saved it as it came from the camera, then made
another with the enhanced version. The difference is fairly striking. The
sky is still washed out, but the terrain looks better than any I have done.
Now I know this won't tell you how to build any part of your Kolb's, but it
will show you what it is like to fly one. It seems to me that no one is
doing much of anything any way.
Compare this one with some of the other ones that I have done, and I think
you will see that the pictures are a lot brighter and clearer. Perhaps I
didn't waste my money on this program after all.
https://vimeo.com/100369914 -owyheeflyer
Larry
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________________________________________________________________________________
| Subject: | Uncaged bearing - the dreaded "tink-tink" sound |
| From: | "wakataka" <wakataka(at)charter.net> |
I thought I would pass along a little tip that might save someone some grief. I've
got a 377 on my 1985 Firestar with an unknown number of hours. One thing I
always do on preflight is slowly turn the engine over and listen for any unusual
sounds. On my last preflight, I heard a slight "tink tink" sound that was
not associated with any one spot on the rotation of the engine, and irregular
in tempo. It's not very loud and you might easily think nothing of it. Fortunately,
I had heard this sound before on a snowmobile engine. It's the sound of
the balls in one of the main bearings falling down the back side of the race after
the plastic bearing cage has gone away. When the cage is gone, all the balls
drop to the bottom of the bearing. Then when the crank is turned slowly, they
climb up to the top of the bearing and then fall one by one back down again.
Each time a ball comes over the top and falls, it makes a little tink sound
when it lands on it's neighbors hanging out down in the bottom.
The engine will still run, but a catastrophic and expensive failure is in your
near future if you continue to run with an uncaged bearing. I'm not sure what
causes this. In the engine in question it was the bearing on the mag end. On the
snowmobile, it was the PTO bearing and one of the center bearings. The crank
was slightly bent on the airplane engine. I'm thinking that could have been
a symptom of running with a damaged bearing or it could be the cause of the bearing's
demise.
The bearings in the gearbox have steel cages. I've always wondered why they use
bearings with plastic cages inside the engine.
So pay attention to those little things during preflight and avoid the big things
later on.
--------
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=426412#426412
________________________________________________________________________________
| Subject: | Re: Uncaged bearing - the dreaded "tink-tink" sound |
| From: | "olendorf" <olendorf(at)gmail.com> |
Sorry about your engine. Please document your tear down and rebuild if you do
one. Some of us guys are still running Rotax 2 strokes and would be very interested
in watching along.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://sites.google.com/site/kolbfirestar/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426426#426426
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I have a 503 that has about 300 hours on it, but is still running strong.
Dual carbs It has a intake silencer, and oil injection, that I would like
to sell. I have not listed it on Barnstormers yet. I wanted to give the
list the first chance at it.
Larry - 541 586 5030
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________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | trip to spiral jetty in the great salt lake. |
this is about a 5 min video it includes area around the great salt la
ke.... for this being a desert there is a lot of water but not a drop to d
rink... the area is a lot like the area that Larry flies,,,, exactly the
same,,,,, only different.....
https://vimeo.com/100428508 password is beekeeper
boyd young
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________________________________________________________________________________
| Subject: | Re: trip to spiral jetty in the great salt lake. |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
Karen and I both liked it. This is what I envisioned- people showing the
rest of the list the areas that they fly. What could be better?
Larry
On Thu, Jul 10, 2014 at 11:39 AM, b young wrote:
> this is about a 5 min video it includes area around the great
> salt lake.... for this being a desert there is a lot of water but not a
> drop to drink... the area is a lot like the area that Larry flies,,,,
> exactly the same,,,,, only different.....
>
> https://vimeo.com/100428508 password is beekeeper
>
> boyd young
>
>
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________________________________________________________________________________
| From: | gliderx5(at)comcast.net |
| Subject: | Airventure Latex Paint Forums |
Hello Kolb friends, If you are attending Airventure 2014 in Oshkosh, stop in for
one of the Latex Paint for Aircraft forums. I used latex on my MKII a few years
ago. I have some updates to last years forum and the webinar, and it should
be fun and informative. Hope to see you there!
- Monday, July 28, 11:30-12:45 in the Forum 1 building
- Wednesday, July 30, 10:00-11:15 in the Forum 6 building
Malcolm Morrison http://wienerdogaero.com
________________________________________________________________________________
| From: | Colin Hudson <colin.scott.hudson(at)gmail.com> |
.Guys here's a picture of what can happen if you don't secure your fuel
caps good. This was a rather expensive lesson for me. In the future I'm
going to attach lanyards to my fuel caps. While flying my plastic fuel cap
came off and went through my Sensenich wooden prop on my Mark 3 Xtra. I
was lucky there was a grass strip near by. Surprisingly the vibration
wasn't too bad. Had that chunk departed, it would have caused an
unbalanced condition. As it was, it just made a loud change in the prop
noise.
Colin Hudson
N424AL
M3Xtra
Jabiru 2200
________________________________________________________________________________
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
You might want to consider a Warp Drive for your replacement prop. If you had one,
you would have discovered you lost the fuel cap at your next re-fueling stop.
Jimmy Young
Missouri City, Tx
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426516#426516
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | Fw: warp drive prop strike today |
this happened on take off the pliers were sat on top of the jab 2200 mk3 ex
tra,- and found in the grass. the runway is 100 ft wide. - the other-
prop-- is not as bad but both blades are still junk.- he flew for 20
minutes like this and did not know he had a problem till the post flight i
nspection .=0A=0A=0ASent from Yahoo Mail on Android
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
That is true, I managed to leave a heavy pair of side cutters on my wing
while testing my engine inside the hanger. The cutters hit the ceiling, but
didn't hurt the warp.
Larry
On Fri, Jul 11, 2014 at 6:27 PM, Jimmy Young wrote:
>
> You might want to consider a Warp Drive for your replacement prop. If you
> had one, you would have discovered you lost the fuel cap at your next
> re-fueling stop.
>
> Jimmy Young
> Missouri City, Tx
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=426516#426516
>
>
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________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: Uncaged bearing - the dreaded "tink-tink" sound |
Wakataka,
Thanks for the warning. That's the first time I've heard of that
happening to the Main Ball Bearing. I have heard of the Wrist Pin Needle Bearing
Cage breaking, allowing all those little needles to fall out of place and
crunch time. I had a 377 and changed those bearings to the uncaged type.
Now I have a newer 447.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
In a message dated 7/10/2014 1:02:18 A.M. Eastern Daylight Time,
wakataka(at)charter.net writes:
the balls in one of the main bearings falling down the back side of the
race after the plastic bearing cage has gone away.
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
the tips of my warp are getting kinda chewed up from grass and weeds but it
is still allot- stronger than a wood prop i liked my- GSC prop- my c
urrant- warp has no nickle edge. the one on my 2ed kolb had a nickle edge
- and i put a screw driver threw it at idle and it left only a small nick
on the flat side =0A=0A-=0AMalcolm & Jeanne Brubaker =0AMichigan Sport P
ilot Repair =0Ahttp://michigansportpilotrepair.com=0ALSRM-A, PPC, WS=0AGrea
t Sails - Sailmaker =0Afor Ultralight & Light Sport=0A(989)513-3022=0A-
=0A-=0A-=0A-=0A=0A=0A________________________________=0A From: Larry
Cottrell =0ATo: "kolb-list(at)matronics.com" =0ASent: Friday, July 11, 2014 10:11 PM=0ASubject: Re: Ko
lb-List: Re: Prop Strike=0A =0A=0A=0AThat is true, I managed to leave a hea
vy pair of side cutters on my wing while testing my engine inside the hange
r. The cutters hit the ceiling, but didn't hurt the warp.=0ALarry=0A=0A=0A
=0A=0AOn Fri, Jul 11, 2014 at 6:27 PM, Jimmy Young wro
>=0A>=0A>You might want to consider a Warp Drive for your replacement prop.
If you had one, you would have discovered you lost the fuel cap at your ne
xt re-fueling stop.=0A>=0A>Jimmy Young=0A>Missouri City, Tx=0A>=0A>=0A>=0A>
=0A>Read this topic online here:=0A>=0A>http://forums.matronics.com/viewtop
ic.php?p=426516#426516=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>======
======0A>" target="_blank">http://www.matronics.com/Navigator?K
olb-List=0A>============0A>MS -=0A>k">http://forums.m
atronics.com=0A>============0A>e -=0A>- - - -
--Matt Dralle, List Admin.=0A>t="_blank">http://www.matronics.com/cont
ribution=0A>============0A>=0A>=0A>=0A>=0A=0A=0A--
=0AIf you forward this email, or any part of it, please remove my email add
====================
________________________________________________________________________________
| Subject: | Re: Uncaged bearing - the dreaded "tink-tink" sound |
| From: | "Ducati SS" <hiwingflyer6219(at)yahoo.com> |
This type of failure occurs with metal retainers as well and often leads to a top
end melt down. Certainly there are numerous potential causes for most mechanical
failures but I believe one of the leading causes for this type of bearing
failure is rust. I remember one engine in particular ware the retainer was broken,
ground and mutilated almost beyond recognition. Customer brought the sled
in with a melted piston, piston melted because PTO seal was leaking, PTO seal
leaked because crank wobbled, crank wobbled because bearing failed, when I
examined what was left of the bearing I found rust. That engine was by no means
the only one I found corrosion in. 2 strokes are rather difficult to adequately
protect the lower end during storage. First unlike a 4 stroke a 2 stroke
draws raw fuel into the crankcase on shut down when we kill spark but the engine
spins down drawing fuel thru the idle circuit. especially bad if the fuel
contains ethanol. Oil Poured in the spark plug hole will not necessarily find
its way to the crank bearings and almost certainly will not reach the lower
rod bearing. Fogging is an option but I don't like the stress on the engine as
fogging oil forces a stall. Also on a 2 stroke if the piston is any ware near
the top of its stroke at rest there will be a direct route for moist air to
enter the crankcase thru the open intake port. This was a particularly frustrating
aspect of being a snowmobile mechanic as almost no one would bother to properly
store their machines. The failure occurs so long after the machine is put
back in service that it is almost impossible to convince the customer of the
true cause.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426531#426531
________________________________________________________________________________
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
This must be the season for it. One of the exhaust spring hooks broke and the
pieces of it went through my prop the other day. Safety wire on the spring held
so only the pieces of the hook made the hit. A couple of flat places in
the nickle leading edge were the only damage and I was able to re-shape those
pretty well as directed on the Warp Drive website. I am replacing all the hooks
on the front connection. The rear hooks look ok but all the front ones are
corroded pretty badly.I think this is because the exhaust joint faces that direction
and any exhaust leaking around it would hit those and accelerate the
corrosion process. See attached pics of the good and that broken. Anyway it's
something that might be worth checking. I know I'll pay more attention to that
area from now on.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426533#426533
Attachments:
http://forums.matronics.com//files/photo_32_134.jpg
http://forums.matronics.com//files/photo_33_647.jpg
________________________________________________________________________________
| Subject: | Ad in Trada A Plane |
| From: | "alienwes" <elliott.wesley(at)yahoo.com> |
I saw a kolb Xtra with a 912 in Trade A Plane. It had a 912 Rotax and was N numbered.
The price was $14,500.
It has already sold, but has anyone else seen them sell for this price?
Here is the broker who sold it
http://jacksaircraft.com/aircraft/
N2515F
Does anyone personally know this plane?
Wes
--------
Wesley Elliott
Sport Pilot-PPC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426534#426534
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | Fw: warp drive prop strike today |
=0A-=0A=0Athis happened on take off the pliers were sat on top of the jab
2200 mk3 extra,- and found in the grass. the runway is 100 ft wide. -
the other- prop-- is not as bad but both blades are still junk.- he
flew for 20 minutes like this and did not know he had a problem till the p
ost flight inspection .=0A=0A=0A=0A=0A=0ASent from Yahoo Mail on Android
________________________________________________________________________________
| From: | Brad Nation <nationcap(at)comcast.net> |
Ouch, that hurt!
Your lucky to be in one pice.
YellowBird 1
Brad Nation
N952DK
M3Xtra
________________________________________________________________________________
| Subject: | Custom Built Kolb Mark III Trailer. MAKE OFFER |
| From: | "lownslow" <mnmcouillard(at)yahoo.com> |
I have a great custom made trailer for a Mark III but other Kolbs would also work.
Nice wind blast shield perfect for protecting the aircraft at more rapid highway
speeds. Single Person On-load and Off-load using installed hand crank winch.
Tailwheel rides the center track shown in the photos and stops in a detent.
Main tires lock in wells held by ramps. Includes 3 new spare tires. Tires
on the trailer are in great shape. Weight in the 500 to 700 # range, very sturdy
and very stable on the road. Length 21', overall length from the tongue to
the rear of the trailer. The length of the deck itself is 18'. 3' width at the
nose. No reasonable offer refused
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426561#426561
Attachments:
http://forums.matronics.com//files/img_3635_172.jpg
http://forums.matronics.com//files/img_3635_839.jpg
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
| Subject: | Re: Prop Strike ; Corroded hooks |
> I think this is because the exhaust joint faces that direction and any
exhaust leaking around it would hit those and accelerate the corrosion
process.
Almost any chemical reaction will go faster when hotter, particularly
oxidation. It can happen completely without exhaust gas on it.
________________________________________________________________________________
| From: | GARY JINDRA <gajindra(at)sbcglobal.net> |
| Subject: | Re: Prop Strike ; Corroded hooks |
JBM industries has stainless springs available. They hold up much better-
=0A=0AGary Jindra-=0AMark 3 912 ul=0A230 hours =0A=0A=0AOn Sunday, July 1
3, 2014 6:55 AM, George Bearden wrote:=0A =0A=0A=0A-
=0A> I think this is because the exhaust- joint faces that direction and
any=0Aexhaust leaking around it would hit those and accelerate the corrosio
n=0Aprocess.=0A=0AAlmost any chemical reaction will go faster when hotter,
particularly=0Aoxidation. It can happen completely without exhaust gas on i
=================
________________________________________________________________________________
| Subject: | Re: Prop Strike ; Corroded hooks |
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
These hooks were stainless and the ones I replaced them with are also stainless.
Got them from Titan. I guess that's why they call it stain 'less' and not
stain 'proof'.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426594#426594
________________________________________________________________________________
| Subject: | Re: Prop Strike ; Corroded hooks |
When I had my FS II with 503, I got tired of all the ugly springs and
safety wire and silicone and hooks. Aircraft Spruce and others had advertised
stainless steel muffler joint clamps that worked very well. Cut off the
spring hooks and no problems for the next 6 years.
Shack
In a message dated 7/13/2014 5:04:08 P.M. Eastern Daylight Time,
gajindra(at)sbcglobal.net writes:
JBM industries has stainless springs available. They hold up much better
________________________________________________________________________________
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
Thanks for the info. I do wish these pictures were a little bigger however. My
eyes aren't what they used to be.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426600#426600
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
| Subject: | Facet fuel pumps.. |
Hello Kolb builder,
I soon will need to buy a facet fuel pump for my Kolbra. I am wondering what
make/style is favorite in the Kolb world?
Thanks as always for your input!
Nick Cassara
Palmer, Alaska
________________________________________________________________________________
| Subject: | Re: Facet fuel pumps.. |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Get one that only goes to about 3 pounds pressure, easier on the float valves.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation. Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426628#426628
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Facet fuel pumps.. |
This chart gives you all the info on each Facet model,
max/min pressure, voltage, GPH, and min lift.
You'll have to go to the engine info, you are going to use,
to determine min and max operating fuel pressure.
http://www.facet-purolator.com/cube-fuel-pumps.php
john h
mkIII
Thermopolis, Wyoming
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
Nick Cassara
Sent: Monday, July 14, 2014 12:10 AM
Subject: Kolb-List: Facet fuel pumps..
Hello Kolb builder,
I soon will need to buy a facet fuel pump for my Kolbra. I
am wondering what make/style is favorite in the Kolb world?
Thanks as always for your input!
Nick Cassara
Palmer, Alaska
=
=
=
=
________________________________________________________________________________
| Subject: | Firestar II for sale |
| From: | "Kirkds" <kirk.smith(at)frontier.com> |
$7500
--------
Kirk Smith
Columbiaville, MI
Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426633#426633
________________________________________________________________________________
| From: | daniel myers <h20maule(at)hotmail.com> |
| Subject: | Re: Firestar II for sale |
Please send me photos of the fs2 for sale
Thanks
Daniel
H20maule(at)hotmail.com
Sent from my iPhone
> On Jul 14, 2014, at 10:41 AM, "Kirkds" wrote:
>
>
> $7500
>
> --------
> Kirk Smith
> Columbiaville, MI
>
> Firestar II
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=426633#426633
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Larlaeb wrote:
> Thanks for the info. I do wish these pictures were a little bigger however.
My eyes aren't what they used to be.
Here's what you do: When somebody posts a picture that is enormous, and you have
to drag the screen back and forth to read the text, or see all of the picture,
I go to the top right of the screen and use that little plus/minus thing in
the browser to shrink the page down to where I can see the whole picture at once.
Of course, you can't read any of the text, but - whatever.
The process also works in reverse. You can make the pictures as big as you want,
and then the text is really easy to read.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation. Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426709#426709
________________________________________________________________________________
| From: | terry fivefiveseven <terry557(at)hotmail.com> |
| Subject: | For Sale MZ35, 30 hp, 40 lbs |
Never-run MZ35=2C=0A
single cylinder engine by=0A
compactradialengines. Manufactured in 2006=2C includes muffler=2C
=0A
voltage regulator=2C coil=2C solenoid etc. The engine by itself=0A
weighs 35 lbs=2C muffler/exhaust is 5lbs. Could work well on a=0A
Firefly. Price on current version is listed on=0A
website as $3370. Will sell mine for $2500. Contact me directly
for more information.
________________________________________________________________________________
| From: | "racerjerry" <gki(at)suffolk.lib.ny.us> |
Dragging the OVERSIZED photo to a new folder on your desktop allows quick convenient
viewing at a normal size. Label the new folder TEMP so that you will know
to dump it when you are done.
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426764#426764
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
racerjerry wrote:
> Dragging the OVERSIZED photo to a new folder on your desktop allows quick convenient
viewing at a normal size. Label the new folder TEMP so that you will
know to dump it when you are done.
Or maybe if people would be kind enough to simply resize their picture to "Large"
using the default windows right click on their picture before posting it, none
of us would be going through all this rigamarole and wrangling.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation. Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426767#426767
________________________________________________________________________________
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
I do agree that some pictures are larger than necessary but reducing them too much
loses resolution and detail that can be useful for some things. You can't
regain that just by increasing the magnification of the page. My thought would
be to just use some judgement as to the size needed to illustrate what you
want.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426773#426773
________________________________________________________________________________
| Subject: | fill & bleed brakes on kolb |
| From: | "barry9315" <barbob5742(at)gmail.com> |
Procedure for filling then bleeding brakes on kolb mark 3 xtra.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426780#426780
________________________________________________________________________________
| Subject: | looking for a landing gear strut on on kolb M 3 xtra |
| From: | "barry9315" <barbob5742(at)gmail.com> |
Looking for a landing gear strut on kolb M 3 xtra. 33" L X 1-3/8 " Dia. Chrome
Molly.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426781#426781
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
| Subject: | RE: Kolb-List Digest: 2 Msgs - 07/15/14 |
> I go to the top right of the screen and use that little plus/minus thing
Also try the old -Mouse wheel thingee.
GeoB
________________________________________________________________________________
| From: | Ron Hoyt <rrh(at)rrhoyt.com> |
| Subject: | Re: looking for a landing gear strut on on kolb M 3 xtra |
I have a right side steel landing gear strut for a Kolb Mk III. I beleve
it is the same as in the Extra although it was used in a classic. It is
1-1/3 in in dia. and hardened 4130 steel.
Ron
On 7/16/2014 11:33 AM, barry9315 wrote:
> --> Kolb-List message posted by: "barry9315"
>
> Looking for a landing gear strut on kolb M 3 xtra. 33" L X 1-3/8 " Dia. Chrome
Molly.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=426781#426781
>
>
________________________________________________________________________________
| Subject: | Re: looking for a landing gear strut on on kolb M 3 xtra |
| From: | "barry9315" <barbob5742(at)gmail.com> |
Sounds perfect. do u mean 1-3/8 " dia? Is it about 33" long?
I believe they can be used on either side. what do want for it?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426849#426849
________________________________________________________________________________
| From: | Ron Hoyt <rrh(at)rrhoyt.com> |
| Subject: | Re: looking for a landing gear strut on on kolb M 3 xtra |
Yes . It is 1-3/8 " in dia. However, they are not symmetric. There is
about 4.5 degrees of toe in in the one I have. I don't know how you
measured 33 inches, but depending where you measure from on the axle
tube you can see 33". The strut has roughly a 45 degree a bend about 7.5
inches from the axle. I don't remember what I paid for the pair, I'll
have to think about it. Where are you located-Shipping?
Ron
On 7/17/2014 2:03 PM, barry9315 wrote:
> --> Kolb-List message posted by: "barry9315"
>
> Sounds perfect. do u mean 1-3/8 " dia? Is it about 33" long?
> I believe they can be used on either side. what do want for it?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=426849#426849
>
>
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I have an aquaintence who is buying a Kolb that has a 503 on it with low
time. The question is concerning the oil injection that is on it. He has
heard some "horror" stories concerning oil injection. I am of the opinion
that it is a good thing to have, but I have no real experience with that
feature. I would appreciate all comments good or bad about this feature, so
that he can make up his mind about whether to leave it on the engine or not.
Thanks for all input,
Larry
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | Gary Aman <zeprep251(at)aol.com> |
Larry,
Had over 700hrs on my oil injected 503,the first 100 hrs on 100LL av gas. It
took 400hrs before the top ring got sticky andI did a decarbon. I loved it a
nd have great faith in the Rotax503 engineering team and their oil injection
system. G. Aman
Sent from my iPhone
> On Jul 17, 2014, at 4:59 PM, Larry Cottrell wrot
e:
>
> I have an aquaintence who is buying a Kolb that has a 503 on it with low t
ime. The question is concerning the oil injection that is on it. He has hea
rd some "horror" stories concerning oil injection. I am of the opinion that i
t is a good thing to have, but I have no real experience with that feature. I
would appreciate all comments good or bad about this feature, so that he ca
n make up his mind about whether to leave it on the engine or not.
> Thanks for all input,
> Larry
>
> --
> If you forward this email, or any part of it, please remove my email addre
ss before sending.
>
>
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: | Clear Lake Flight Video |
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
I decided to try a narrated video like Larry and Boyd. This is my first experiment
with this and while not very exciting, at least it was fun.
Link is below:
https://docs.google.com/file/d/0BxdXwdWJkFExSnl5M0lTM3k4bDQ/edit
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426865#426865
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | "alienwes" <elliott.wesley(at)yahoo.com> |
I premixed on my first powered parachute with a 582. I now have oil injection
on my current machine. I asked the same question on another forum and like the
following response best:
The 582's oil mixture is a variable ratio mixture and if you disable the injector
then you will be running the engine oil rich almost all of the time. When your
engine is at idle the oil/fuel ratio is 100:1. When your engine is at full
throttle the injector increases the oil volume to a ratio of 50:1. If you mix
at 50:1 then you run too much oil at all throttle settings other than wide open.
This will cause plugs to prematurely foul and will also cause excessive carbon
build up inside the engine. Some people would rather change plugs more often
and decarb the engine more frequently but my opinion is that the injector
would be better off left alone. Just make certain that when you pre-flight look
at the injector and make sure it is opening when you push the throttle to the
open position. If it does not open then you will run too lean on oil and eventually
burn up the engine, and PLEASE don't ask me how I know that! Let the oil
injector work and do the job it was intended to do.
I hope to be able to fly fixed wing one day. I have a 630 foot strip at my new
property but will need to expand it to 900 feet. I really like PPC but there's
something about these STOL capable, wing foldable, and great visibility planes!
--------
Wesley Elliott
Sport Pilot-PPC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426869#426869
________________________________________________________________________________
| Subject: | Re: Clear Lake Flight Video |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I enjoyed it very much, and I wish that others would show us where they
fly. The narration makes it so much better. The volume was a bit low, even
with headphones, but for a first try I thought it was outstanding.
I would be interested is seeing where your camera is mounted and the type
of camera that you are using. I tried to use a regular Samsung video camera
on my other wing the other day and it was terrible, would not focus, and
even with the stabilizer built into the camera was awful.
Keep it up,
Larry
On Thu, Jul 17, 2014 at 6:10 PM, Larlaeb wrote:
>
> I decided to try a narrated video like Larry and Boyd. This is my first
> experiment with this and while not very exciting, at least it was fun.
>
> Link is below:
>
> https://docs.google.com/file/d/0BxdXwdWJkFExSnl5M0lTM3k4bDQ/edit
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=426865#426865
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | GARY JINDRA <gajindra(at)sbcglobal.net> |
| Subject: | Re: looking for a landing gear strut on on kolb M 3 xtra |
They are right and left. At least mine were marked for my Mark 3 c. They do
not work on the wrong side=0A=0AGary Jindra=0AMark 3C----=0A912UL
240 hours =0A=0A=0AOn Thursday, July 17, 2014 4:54 PM, Ron Hoyt =0A=0AYes . It is 1-3/8 " in dia. However, they are not symmetric.
There is =0Aabout 4.5 degrees of toe in in the one I have. I don't know ho
w you =0Ameasured 33 inches, but depending where you measure from on the ax
le =0Atube you can see 33". The strut has roughly a 45 degree a bend about
7.5 =0Ainches from the axle. I don't remember what I paid for the pair, I'l
l =0Ahave to think about it. Where are you located-Shipping?=0ARon=0A=0AOn
7/17/2014 2:03 PM, barry9315 wrote:=0A> -->- Kolb-List message posted by:
"barry9315"=0A>=0A> Sounds perfect. do u mean 1-3/8
" dia? Is it about 33" long?=0A> I believe they can be used on either side.
- what do want for it?=0A>=0A>=0A>=0A>=0A> Read this topic online here:
=0A>=0A> http://forums.matronics.com/viewtopic.php?p=426849#426849=0A>=0A
==
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
I didn=99t get a good one till I tried 4 o4 5 times,,,, and each vid
eo had several voice over takes till I got something I could live with,,,,
thanks
boyd
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This email is free from viruses and malware because avast! Antivirus protec
tion is active.
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________________________________________________________________________________
| Subject: | Kolb brakes fittingd |
| From: | "barry9315" <barbob5742(at)gmail.com> |
Does anyone know why my clear brake line is 1/4" and where it attaches with a compression
fitting on the caliper takes a 3/16 compression nut.
Damdist thing, [/u]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426899#426899
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | "pipercolt" <bob.pipercolt(at)yahoo.com> |
I bought an overhauled 582 for my Mk 3. The man that owned it before me took his
injection off and ran the engine at 90 to 1 all the time. He said that when
they overhauled it at 700 hours it looked perfect. The engine builder recommends
running it 100 to 1.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426914#426914
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
| Subject: | to inject or not to inject... |
Hello Kolb Flyers,
I claim Not to be an expert about oil injection, and most other things too.
So here is one small data point for you to consider. Many years ago when
Johnson came out with a new oil injected 70 hp outboard we were given one to
use on a fall project. The oil was in a remote tank in the back of the boat.
The cold moved in early that fall and we ended up killing the motor due to
Oil starvation.the oil was too cold to flow well. The newer motors soon came
out with the injection oil under the cowling, to keep it warm. I hope to fly
in cold weather, and even thought I dislike premixing gas and oil. that is
what I will be doing; until Airbus sells me an Electric Fan motor to put on
my Kolbra!J
Enjoy,
Nick
Palmer, AK
________________________________________________________________________________
| Subject: | Re: to inject or not to inject... |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
Thanks for the comment. I began to wonder if every one mixed their oil, or
I was about the only one monitoring it.
Larry
On Sat, Jul 19, 2014 at 10:43 AM, Nick Cassara wrote:
> Hello Kolb Flyers,
>
>
> I claim *Not* to be an expert about oil injection, and most other things
> too. So here is one small data point for you to consider. Many years ago
> when Johnson came out with a new oil injected 70 hp outboard we were give
n
> one to use on a fall project. The oil was in a remote tank in the back of
> the boat. The cold moved in early that fall and we ended up killing the
> motor due to Oil starvationthe oil was too cold to flow well. Th
e newer
> motors soon came out with the injection oil under the cowling, to keep it
> warm. I hope to fly in cold weather, and even thought I dislike premixing
> gas and oil that is what I will be doing; until Airbus sells me
an
> Electric Fan motor to put on my Kolbra!J
>
>
> Enjoy,
>
>
> Nick
>
>
> Palmer, AK
>
> *
>
===========
onics.com/Navigator?Kolb-List>
===========
===========
om/contribution>
===========
>
> *
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | "George Alexander" <gtalexander(at)att.net> |
lcottrell wrote:
>
>
> ......SNIP.....
> I would appreciate all comments good or bad about this feature, so that he can
make up his mind about whether to leave it on the engine or not. Thanks for
all input,
> Larry
>
Pre-mix.
Not a big deal to do it. I have control over what's going into that engine. I
fill 6 gal cans with gas and at 50:1, that's a pint of oil. (Oil goes in the can
first, then the gas. Gets a good mixing that way.) Required simplicity for
a simple mind. A dis-advantage is that it is a little more of a bother if you
are fueling at an airport fuel pump. Have to calculate how much oil you need
based on how much fuel you are taking on and then making sure the oil gets mixed
in well enough.
Injection.
Just one more mechanical thing that can fail. Don't hear of it often, but you
only need once. Based on an incident (I believe at Oshkosh), having the oil tank
mounted to the rear of the engine and doing repeated steep climb outs is something
that should be avoided. Oil starvation can cause the two stroke to get
a little testy and want to quit working. Travis may be able to correct or
corroborate this.
As Beauford says.... Worth what you paid fer it.
--------
George Alexander
FS II R503 N709FS
http://www.oh2fly.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426956#426956
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
Thanks for your thoughts.
Larry
On Sat, Jul 19, 2014 at 2:57 PM, George Alexander
wrote:
>
>
> lcottrell wrote:
> >
> >
> > ......SNIP.....
> > I would appreciate all comments good or bad about this feature, so that
> he can make up his mind about whether to leave it on the engine or not.
> Thanks for all input,
> > Larry
> >
>
>
> Pre-mix.
> Not a big deal to do it. I have control over what's going into that
> engine. I fill 6 gal cans with gas and at 50:1, that's a pint of oil. (Oil
> goes in the can first, then the gas. Gets a good mixing that way.)
> Required simplicity for a simple mind. A dis-advantage is that it is a
> little more of a bother if you are fueling at an airport fuel pump. Have
> to calculate how much oil you need based on how much fuel you are taking on
> and then making sure the oil gets mixed in well enough.
>
> Injection.
> Just one more mechanical thing that can fail. Don't hear of it often, but
> you only need once. Based on an incident (I believe at Oshkosh), having
> the oil tank mounted to the rear of the engine and doing repeated steep
> climb outs is something that should be avoided. Oil starvation can cause
> the two stroke to get a little testy and want to quit working. Travis may
> be able to correct or corroborate this.
>
> As Beauford says.... Worth what you paid fer it.
>
> --------
> George Alexander
> FS II R503 N709FS
> http://www.oh2fly.net
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=426956#426956
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | B Young <byoungplumbing(at)gmail.com> |
I had an oil injection on a snow Mobile go bad. Twice. Had to rebuild
twice... changed to pre mix and never looked back
Boyd
On Jul 19, 2014 3:00 PM, "George Alexander" wrote:
>
>
> lcottrell wrote:
> >
> >
> > ......SNIP.....
> > I would appreciate all comments good or bad about this feature, so that
> he can make up his mind about whether to leave it on the engine or not.
> Thanks for all input,
> > Larry
> >
>
>
> Pre-mix.
> Not a big deal to do it. I have control over what's going into that
> engine. I fill 6 gal cans with gas and at 50:1, that's a pint of oil. (Oil
> goes in the can first, then the gas. Gets a good mixing that way.)
> Required simplicity for a simple mind. A dis-advantage is that it is a
> little more of a bother if you are fueling at an airport fuel pump. Have
> to calculate how much oil you need based on how much fuel you are taking on
> and then making sure the oil gets mixed in well enough.
>
> Injection.
> Just one more mechanical thing that can fail. Don't hear of it often, but
> you only need once. Based on an incident (I believe at Oshkosh), having
> the oil tank mounted to the rear of the engine and doing repeated steep
> climb outs is something that should be avoided. Oil starvation can cause
> the two stroke to get a little testy and want to quit working. Travis may
> be able to correct or corroborate this.
>
> As Beauford says.... Worth what you paid fer it.
>
> --------
> George Alexander
> FS II R503 N709FS
> http://www.oh2fly.net
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=426956#426956
>
>
________________________________________________________________________________
| From: | "alienwes" <elliott.wesley(at)yahoo.com> |
Can a Kolb Mark 3 take off like other STOL aircraft? I have been watching youtube
videos on short takeoffs. Lots of Zenith, Kitfox, and Cubs. Is is just because
their are less Kolb out there?
--------
Wesley Elliott
Sport Pilot-PPC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426985#426985
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | JC Gilpin <j.gilpin(at)bigpond.com> |
A very timely discussion.
After a short flight yesterday, I found oil all over the front of the
engine. One of the delivery lines from the oil pump had cracked open at
the fitting on the pump. Sure lucky it wasn't a longer flight..... New
lines on order.....
JG
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | "Thumper" <dlong1957(at)yahoo.com> |
OK now. For disenting opinion on oil injection. Think of this scenario, you are
on a long climb out, you pull the throttle back and that small moment where
you go lean and egt's spike. With oil injection you still have good oil flowing
because your throttle setting is still pretty high, with premix you just went
lean on oil too. Or on an unloaded engine set at say 4500 for a decent but
the prop is unloaded so the engine isn't using much fuel, hence not much oil.
The Reason rotax was able to get them ASTM certified was because of the oil
injection. Do your maintenance, check cable is moving the oil pump lever on
your preflight, annually check the shaft that drives the pump, maybe replace the
pump annually if you want to and you will love your oil injection. It gets
a bad rap from older setups like the remote oil tank on early evinrude/johnson
outboards. Suzuki has always had the oil tank above the pump and probably has
never had lube failures? OR jet ski folks who just never added oil to the
tank. That Mikuni oil pump is well proven. BUT don't trust the stained oil level
mark in the tank, look inside. And monitor your oil usage to your fuel used
and calculate your fuel to oil ratio. If so I bet you will never have problems.
I love the oil injection, but of course I fly a lot. But I'm still an
old guy from the premix days but I learned. Thanks for listening, Dennis
--------
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=427005#427005
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Oil injection? |
I flew 785.0 hours on premixed fuel, back in the 80's. On flights to
the NE US with my 447 powered FS. I carried 12 quarts of Pennzoil for
air cooled engines. This was before Rotax recommended two stroke oil
for air cooled engines. Could not buy it locally. Made contact with
the SE US Pennzoil distributor to work out a plan to drop ship cases of
Pennzoil Air Cooled Oil to the Jiffy Lube in Montgomery, AL. Only had
one problem on cross country flights. Refueled at Norwich, NY. Dumped
in the amount of oil I needed, topped off with 100LL, and took off. Low
power on climb out. Looked behind me and saw a smoke screen. Pulled
the enricher full open. That gave me enough power to do a 180 and land.
Big mistake when I refueled. I forgot to rock the FS back and forth to
mix the oil. All the oil was in the bottom of the tank. My float bowl
was full of oil.
In 1992, I originally powered my newly constructed MKIII with a 582.
Used oil injection and loved it. Saved a lot of oil. Simplified cross
country flying. Put 225.0 hours on the 582 before I swapped it out of a
912 in 1993. If I was flying a two stroke, I would fly it with the oil
injection.
I believe to inject or not is a personal decision. Really doesn't
matter one way or the other.
Sorry for the late reply. First WIFI in a while.
john h
mkIII
Rifle, Colorado
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
This is not a take off, but a short field landing:
http://www.youtube.com/watch?v=oMYsdarPcnY
Here's a takeoff and landing:
http://www.youtube.com/watch?v=TXmqZBeWOrs
Kolbs are great super STOL aircraft.
john h
mkIII
Rifle, Colorado
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
alienwes
Sent: Saturday, July 19, 2014 10:18 PM
Subject: Kolb-List: Kolb STOL
Can a Kolb Mark 3 take off like other STOL aircraft? I have
been watching youtube videos on short takeoffs. Lots of
Zenith, Kitfox, and Cubs. Is is just because their are less
Kolb out there?
--------
Wesley Elliott
Sport Pilot-PPC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426985#426985
=
Photoshare, and much much more:
=
=
=
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
| Subject: | RE: to inject or not to inject... |
My only experience with oil injection was years ago on 2-stroke motorcycles.
I loved it. I used far less oil, I kept my hands clean when fueling, the
engine carboned up less. I am interested in using it on my 447 or 503.
OPTIONAL (off-topic):
Years ago I bought a Rototiller at a yard sale. Huge heavy thing,
self-propelled, gear box, built like they usta build. Cast iron, etc. It had
a big single cyl engine under a cowling in front. So, I used the thing a few
times, it ran great, it was quite a machine. After a while I figgered I'd
check the valve lash, change the oil, etc. Tore into it, to my surprise it
was a 2-stroke! Yeah, I know, makes me sound dumb. But it ran so slow and
had such torque. So after a few hours of operation I finally started giving
it oil in the gas. No apparent damage.
________________________________________________________________________________
| From: | "alienwes" <elliott.wesley(at)yahoo.com> |
John, thanks for the links to your videos. I bet your were off the ground in under
200 feet. Is that a 912 100 hp?
Frank, thanks for sharing your experiences and how you shoot approaches.
--------
Wesley Elliott
Sport Pilot-PPC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427031#427031
________________________________________________________________________________
| From: | Jon LaVasseur <firestar503(at)yahoo.com> |
| Subject: | Re: RE: to inject or not to inject... |
Hi guys,=0A=0AMy only Rotax 2-cycle experience is on a 503 with injection.
- My Firestar has over 500 hours on it and the injection system has perfo
rmed faultlessly.- I suspect the injection system is responsible for long
plug life and reduced oil expense.- I have had no problems in cold weath
er.=0A=0AJon L=0AMinnesota=0A=0A=0A=0AOn Sunday, July 20, 2014 9:21 PM, Geo
rge Bearden wrote:=0A =0A=0A=0A--> Kolb-List message
posted by: "George Bearden" =0A=0AMy only experience w
ith oil injection was years ago on 2-stroke motorcycles.=0AI loved it. I us
ed far less oil, I kept my hands clean when fueling, the=0Aengine carboned
up less. I am interested in using it on my 447 or 503.=0A=0AOPTIONAL (off-t
opic):=0A=0AYears ago I bought a Rototiller at a yard sale. Huge heavy thin
g,=0Aself-propelled, gear box, built like they usta build. Cast iron, etc.
It had=0Aa big single cyl engine under a cowling in front. So, I used the t
hing a few=0Atimes, it ran great, it was quite a machine. After a while I f
iggered I'd=0Acheck the valve lash, change the oil, etc. Tore into it, to m
y surprise it=0Awas a 2-stroke!- Yeah, I know, makes me sound dumb. But i
t ran so slow and=0Ahad such torque. So after a few hours of operation I fi
nally started giving=0Ait oil in the gas. No apparent damage.=0A=0A=0A=0A
==============
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
The smoke finally cleared enough that I could make a trip to the Alvord. I
had been trying since Friday to get over there, but the smoke from the
fires was just too heavy. It finally cleared today.
https://vimeo.com/101271886
-password - owyheeflyer
Larry
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | JC Gilpin <j.gilpin(at)bigpond.com> |
To clarify, I really like the oil injection as well, but would add another
item of maintenance, after my last experience with the broken oil line.
Any such plastic/nylon/rubber lines carrying oil or fuel and exposed to
the weather need to be replaced regularly, even if they still look OK.
JG
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
Thanks to all of you for your insights and information. Like most things,
simple is better and as close to foolproof as possible. As with most things
however maintenence is the main solution.
Larry
On Mon, Jul 21, 2014 at 6:49 AM, JC Gilpin wrote:
> To clarify, I really like the oil injection as well, but would add another
> item of maintenance, after my last experience with the broken oil line.
> Any such plastic/nylon/rubber lines carrying oil or fuel and exposed to
> the weather need to be replaced regularly, even if they still look OK.
>
> JG
>
> *
>
>
> *
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Wes:
Yes, 100hp 912ULS.
Those of us that have flown the Kolbs a bit forget what it
is like to fly other aircraft. We get used to the great
performance and forgiving attitude Homer Kolb designed into
them.
john h
mkIII
Lake City, Colorado
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
alienwes
Sent: Sunday, July 20, 2014 9:12 PM
Subject: Kolb-List: Re: Kolb STOL
John, thanks for the links to your videos. I bet your were
off the ground in under 200 feet. Is that a 912 100 hp?
Frank, thanks for sharing your experiences and how you shoot
approaches.
--------
Wesley Elliott
Sport Pilot-PPC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427031#427031
=
Photoshare, and much much more:
=
=
=
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | "alienwes" <elliott.wesley(at)yahoo.com> |
For every failure of oil injection there is probably a failure of the pilot to
remember to add oil when pre-mixing.
--------
Wesley Elliott
Sport Pilot-PPC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427090#427090
________________________________________________________________________________
| Subject: | Re: RE: to inject or not to inject... |
| From: | Gary Aman <zeprep251(at)aol.com> |
In my Firestar 2 503 oil injected over 700 hrs, the first 100 on 100LL.Did
a de-carbon at 450hrs when the top ring got sticky at inspection time.I hav
e lots of faith in the Rotax engineers that developed the oil -injection sy
stem.
G.Aman FS-2 700hrs MK-3 Jabiru 2200A 850 hrs
-----Original Message-----
From: George Bearden <gab16(at)sbcglobal.net>
Sent: Sun, Jul 20, 2014 10:20 pm
Subject: Kolb-List: RE: to inject or not to inject...
My only experience with oil injection was years ago on 2-stroke motorcycles
.
I loved it. I used far less oil, I kept my hands clean when fueling, the
engine carboned up less. I am interested in using it on my 447 or 503.
OPTIONAL (off-topic):
Years ago I bought a Rototiller at a yard sale. Huge heavy thing,
self-propelled, gear box, built like they usta build. Cast iron, etc. It ha
d
a big single cyl engine under a cowling in front. So, I used the thing a fe
w
times, it ran great, it was quite a machine. After a while I figgered I'd
check the valve lash, change the oil, etc. Tore into it, to my surprise it
was a 2-stroke! Yeah, I know, makes me sound dumb. But it ran so slow and
had such torque. So after a few hours of operation I finally started giving
it oil in the gas. No apparent damage.
________________________________________________________________________________
| Subject: | Re: RE: to inject or not to inject... |
Hi everyone:
This subject of oil injection is pretty timely since I'm on the verge of
installing an injection unit on a Rotax 503 DCDI. It seems to be pretty
straightforward but there is also a problem. I use prime instead of
manual choke on the 503 to get it started and the prime line goes to the
nipple on each intake manifold. That seems to be the same place where
the oil lines have to go also. Can anyone suggest a workaround? Would a
tee fitting work? Does the manifold need another nipple?
Thanks for any help anyone can give.
Frank Fanelli
On 7/21/2014 7:37 PM, Gary Aman wrote:
> In my Firestar 2 503 oil injected over 700 hrs, the first 100 on
> 100LL.Did a de-carbon at 450hrs when the top ring got sticky at
> inspection time.I have lots of faith in the Rotax engineers that
> developed the oil -injection system.
> G.Aman FS-2 700hrs MK-3 Jabiru 2200A 850 hrs
>
>
> -----Original Message-----
> From: George Bearden <gab16(at)sbcglobal.net>
> To: kolb-list
> Sent: Sun, Jul 20, 2014 10:20 pm
> Subject: Kolb-List: RE: to inject or not to inject...
>
> --> Kolb-List message posted by: "George Bearden">
>
> My only experience with oil injection was years ago on 2-stroke motorcycles.
> I loved it. I used far less oil, I kept my hands clean when fueling, the
> engine carboned up less. I am interested in using it on my 447 or 503.
>
> OPTIONAL (off-topic):
>
> Years ago I bought a Rototiller at a yard sale. Huge heavy thing,
> self-propelled, gear box, built like they usta build. Cast iron, etc. It had
> a big single cyl engine under a cowling in front. So, I used the thing a few
> times, it ran great, it was quite a machine. After a while I figgered I'd
> check the valve lash, change the oil, etc. Tore into it, to my surprise it
> was a 2-stroke! Yeah, I know, makes me sound dumb. But it ran so slow and
> had such torque. So after a few hours of operation I finally started giving
> it oil in the gas. No apparent damage.
>
>
> get="_blank">http://www.matronics.com/Navigator?Kolb-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
>
> *
>
>
> *
________________________________________________________________________________
| Subject: | RE: Kolb-List Digest: 6 Msgs - 07/21/14 |
| From: | kkcmax <kkcmax(at)msn.com> |
Prime lines go to the carbs. Injection lines go to the manifolds
Sent from my U.S. Cellular=C2=AE Smartphone
<div>-------- Original message --------</div><div>From: Kolb-List Digest Se
rver Date:07/22/2014 2:08 AM (GMT-06
:00)
To: Kolb-List Digest List
Subject: Kolb-List Digest: 6 Msgs - 07/21/14
*
========================
Online Versions of Today's List Digest Archive
========================
Today's complete Kolb-List Digest can also be found in either of the
two Web Links listed below. The .html file includes the Digest formatted
in HTML for viewing with a web browser and features Hyperlinked Indexes
and Message Navigation. The .txt file includes the plain ASCII version
of the Kolb-List Digest and can be viewed with a generic text editor
such as Notepad or with a web browser.
HTML Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=htm
l&Chapter 14-07-21&Archive=Kolb
Text Version:
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&Chapter 14-07-21&Archive=Kolb
========================
=======================
EMail Version of Today's List Digest Archive
========================
=======================
----------------------------------------------------------
Kolb-List Digest Archive
---
Total Messages Posted Mon 07/21/14: 6
----------------------------------------------------------
Today's Message Index:
----------------------
1. 05:50 AM - Re: Oil injection? (JC Gilpin)
2. 06:20 AM - Re: Re: Oil injection? (Larry Cottrell)
3. 08:45 AM - Re: Re: Kolb STOL (John Hauck)
4. 03:13 PM - Re: Oil injection? (alienwes)
5. 04:37 PM - Re: Re: to inject or not to inject... (Gary Aman)
6. 06:06 PM - Re: Re: to inject or not to inject... (Frank Fanelli)
________________________________ Message 1 ______________________________
_______
Subject: Kolb-List: Re: Oil injection?
From: JC Gilpin <j.gilpin(at)bigpond.com>
To clarify=2C I really like the oil injection as well=2C but would add anot
her
item of maintenance=2C after my last experience with the broken oil line.
Any such plastic/nylon/rubber lines carrying oil or fuel and exposed to
the weather need to be replaced regularly=2C even if they still look OK.
JG
________________________________ Message 2 ______________________________
_______
Subject: Re: Kolb-List: Re: Oil injection?
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Thanks to all of you for your insights and information. Like most things
=2C
simple is better and as close to foolproof as possible. As with most things
however maintenence is the main solution.
Larry
On Mon=2C Jul 21=2C 2014 at 6:49 AM=2C JC Gilpin wro
te:
> To clarify=2C I really like the oil injection as well=2C but would add an
other
> item of maintenance=2C after my last experience with the broken oil line.
> Any such plastic/nylon/rubber lines carrying oil or fuel and exposed to
> the weather need to be replaced regularly=2C even if they still look OK.
>
> JG
>
> *
>
>
> *
>
>
--
*If you forward this email=2C or any part of it=2C please remove my email
address before sending.*
________________________________ Message 3 ______________________________
_______
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: RE: Kolb-List: Re: Kolb STOL
Wes:
Yes=2C 100hp 912ULS.
Those of us that have flown the Kolbs a bit forget what it
is like to fly other aircraft. We get used to the great
performance and forgiving attitude Homer Kolb designed into
them.
john h
mkIII
Lake City=2C Colorado
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
alienwes
Sent: Sunday=2C July 20=2C 2014 9:12 PM
Subject: Kolb-List: Re: Kolb STOL
John=2C thanks for the links to your videos. I bet your were
off the ground in under 200 feet. Is that a 912 100 hp?
Frank=2C thanks for sharing your experiences and how you shoot
approaches.
--------
Wesley Elliott
Sport Pilot-PPC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427031#427031
Photoshare=2C and much much more:
________________________________ Message 4 ______________________________
_______
Subject: Kolb-List: Re: Oil injection?
From: "alienwes" <elliott.wesley(at)yahoo.com>
For every failure of oil injection there is probably a failure of the pilot
to
remember to add oil when pre-mixing.
--------
Wesley Elliott
Sport Pilot-PPC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427090#427090
________________________________ Message 5 ______________________________
_______
Subject: Re: Kolb-List: RE: to inject or not to inject...
From: Gary Aman <zeprep251(at)aol.com>
In my Firestar 2 503 oil injected over 700 hrs=2C the first 100 on 100LL.Di
d
a de-carbon at 450hrs when the top ring got sticky at inspection time.I hav
e lots of faith in the Rotax engineers that developed the oil -injection sy
stem.
G.Aman FS-2 700hrs MK-3 Jabiru 2200A 850 hrs
-----Original Message-----
From: George Bearden <gab16(at)sbcglobal.net>
Sent: Sun=2C Jul 20=2C 2014 10:20 pm
Subject: Kolb-List: RE: to inject or not to inject...
My only experience with oil injection was years ago on 2-stroke motorcycles
..
I loved it. I used far less oil=2C I kept my hands clean when fueling=2C th
e
engine carboned up less. I am interested in using it on my 447 or 503.
OPTIONAL (off-topic):
Years ago I bought a Rototiller at a yard sale. Huge heavy thing=2C
self-propelled=2C gear box=2C built like they usta build. Cast iron=2C etc.
It ha
d
a big single cyl engine under a cowling in front. So=2C I used the thing a
fe
w
times=2C it ran great=2C it was quite a machine. After a while I figgered I
'd
check the valve lash=2C change the oil=2C etc. Tore into it=2C to my surpri
se it
was a 2-stroke! Yeah=2C I know=2C makes me sound dumb. But it ran so slow
and
had such torque. So after a few hours of operation I finally started giving
it oil in the gas. No apparent damage.
________________________________ Message 6 ______________________________
_______
From: Frank Fanelli <frankf@flying-models.com>
Subject: Re: Kolb-List: RE: to inject or not to inject...
Hi everyone:
This subject of oil injection is pretty timely since I'm on the verge of
installing an injection unit on a Rotax 503 DCDI. It seems to be pretty
straightforward but there is also a problem. I use prime instead of
manual choke on the 503 to get it started and the prime line goes to the
nipple on each intake manifold. That seems to be the same place where
the oil lines have to go also. Can anyone suggest a workaround? Would a
tee fitting work? Does the manifold need another nipple?
Thanks for any help anyone can give.
Frank Fanelli
On 7/21/2014 7:37 PM=2C Gary Aman wrote:
> In my Firestar 2 503 oil injected over 700 hrs=2C the first 100 on
> 100LL.Did a de-carbon at 450hrs when the top ring got sticky at
> inspection time.I have lots of faith in the Rotax engineers that
> developed the oil -injection system.
> G.Aman FS-2 700hrs MK-3 Jabiru 2200A 850 hrs
>
>
> -----Original Message-----
> From: George Bearden <gab16(at)sbcglobal.net>
> To: kolb-list
> Sent: Sun=2C Jul 20=2C 2014 10:20 pm
> Subject: Kolb-List: RE: to inject or not to inject...
>
> --> Kolb-List message posted by: "George Bearden">
>
> My only experience with oil injection was years ago on 2-stroke motorcycl
es.
> I loved it. I used far less oil=2C I kept my hands clean when fueling=2C
the
> engine carboned up less. I am interested in using it on my 447 or 503.
>
> OPTIONAL (off-topic):
>
> Years ago I bought a Rototiller at a yard sale. Huge heavy thing=2C
> self-propelled=2C gear box=2C built like they usta build. Cast iron=2C et
c. It had
> a big single cyl engine under a cowling in front. So=2C I used the thing
a few
> times=2C it ran great=2C it was quite a machine. After a while I figgered
I'd
> check the valve lash=2C change the oil=2C etc. Tore into it=2C to my surp
rise it
> was a 2-stroke! Yeah=2C I know=2C makes me sound dumb. But it ran so slo
w and
> had such torque. So after a few hours of operation I finally started givi
ng
> it oil in the gas. No apparent damage.
>
>
> get="_blank">http://www.matronics.com/Navigator?Kolb-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
>
> *
>
>
> *
________________________________________________________________________________
| Subject: | Re: RE: to inject or not to inject... |
| From: | Gary Aman <zeprep251(at)aol.com> |
Frank,it needs another nipple,it's on the bottom of the manifold
Sent from my iPhone
> On Jul 21, 2014, at 7:05 PM, Frank Fanelli <frankf@flying-models.com> wrot
e:
>
> Hi everyone:
>
> This subject of oil injection is pretty timely since I'm on the verge of i
nstalling an injection unit on a Rotax 503 DCDI. It seems to be pretty strai
ghtforward but there is also a problem. I use prime instead of manual choke o
n the 503 to get it started and the prime line goes to the nipple on each in
take manifold. That seems to be the same place where the oil lines have to g
o also. Can anyone suggest a workaround? Would a tee fitting work? Does the m
anifold need another nipple?
>
> Thanks for any help anyone can give.
>
> Frank Fanelli
>
>
>
>> On 7/21/2014 7:37 PM, Gary Aman wrote:
>> In my Firestar 2 503 oil injected over 700 hrs, the first 100 on 100LL.Di
d a de-carbon at 450hrs when the top ring got sticky at inspection time.I ha
ve lots of faith in the Rotax engineers that developed the oil -injection sy
stem.
>> G.Aman FS-2 700hrs MK-3 Jabiru 2200A 850 hrs
>>
>>
>>
>> -----Original Message-----
>> From: George Bearden <gab16(at)sbcglobal.net>
>> To: kolb-list
>> Sent: Sun, Jul 20, 2014 10:20 pm
>> Subject: Kolb-List: RE: to inject or not to inject...
>>
>>
>> My only experience with oil injection was years ago on 2-stroke motorcycl
es.
>> I loved it. I used far less oil, I kept my hands clean when fueling, the
>> engine carboned up less. I am interested in using it on my 447 or 503.
>>
>> OPTIONAL (off-topic):
>>
>> Years ago I bought a Rototiller at a yard sale. Huge heavy thing,
>> self-propelled, gear box, built like they usta build. Cast iron, etc. It h
ad
>> a big single cyl engine under a cowling in front. So, I used the thing a f
ew
>> times, it ran great, it was quite a machine. After a while I figgered I'd
>> check the valve lash, change the oil, etc. Tore into it, to my surprise i
t
>> was a 2-stroke! Yeah, I know, makes me sound dumb. But it ran so slow an
d
>> had such torque. So after a few hours of operation I finally started givi
ng
>> it oil in the gas. No apparent damage.
>>
>>
>>
>>
>> get="_blank">http://www.matronics.com/Navigator?Kolb-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>>
>>
>>
>>
>>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>>
________________________________________________________________________________
| Subject: | Re: RE: to inject or not to inject... |
| From: | Gary Aman <zeprep251(at)aol.com> |
The prime nipple is on the carb
Sent from my iPhone
> On Jul 21, 2014, at 7:05 PM, Frank Fanelli <frankf@flying-models.com> wrot
e:
>
> Hi everyone:
>
> This subject of oil injection is pretty timely since I'm on the verge of i
nstalling an injection unit on a Rotax 503 DCDI. It seems to be pretty strai
ghtforward but there is also a problem. I use prime instead of manual choke o
n the 503 to get it started and the prime line goes to the nipple on each in
take manifold. That seems to be the same place where the oil lines have to g
o also. Can anyone suggest a workaround? Would a tee fitting work? Does the m
anifold need another nipple?
>
> Thanks for any help anyone can give.
>
> Frank Fanelli
>
>
>
>> On 7/21/2014 7:37 PM, Gary Aman wrote:
>> In my Firestar 2 503 oil injected over 700 hrs, the first 100 on 100LL.Di
d a de-carbon at 450hrs when the top ring got sticky at inspection time.I ha
ve lots of faith in the Rotax engineers that developed the oil -injection sy
stem.
>> G.Aman FS-2 700hrs MK-3 Jabiru 2200A 850 hrs
>>
>>
>>
>> -----Original Message-----
>> From: George Bearden <gab16(at)sbcglobal.net>
>> To: kolb-list
>> Sent: Sun, Jul 20, 2014 10:20 pm
>> Subject: Kolb-List: RE: to inject or not to inject...
>>
>>
>> My only experience with oil injection was years ago on 2-stroke motorcycl
es.
>> I loved it. I used far less oil, I kept my hands clean when fueling, the
>> engine carboned up less. I am interested in using it on my 447 or 503.
>>
>> OPTIONAL (off-topic):
>>
>> Years ago I bought a Rototiller at a yard sale. Huge heavy thing,
>> self-propelled, gear box, built like they usta build. Cast iron, etc. It h
ad
>> a big single cyl engine under a cowling in front. So, I used the thing a f
ew
>> times, it ran great, it was quite a machine. After a while I figgered I'd
>> check the valve lash, change the oil, etc. Tore into it, to my surprise i
t
>> was a 2-stroke! Yeah, I know, makes me sound dumb. But it ran so slow an
d
>> had such torque. So after a few hours of operation I finally started givi
ng
>> it oil in the gas. No apparent damage.
>>
>>
>>
>>
>> get="_blank">http://www.matronics.com/Navigator?Kolb-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>>
>>
>>
>>
>>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>>
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | "pipercolt" <bob.pipercolt(at)yahoo.com> |
I have a question. On an engine with oil injection, as you add or retard the throttle
aren't you adding or retarding oil in roughly the same ratio from idle
to full throttle and back? If you are suppose to run 50 to 1, wont you be at about
that setting regardless of throttle position?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427182#427182
________________________________________________________________________________
| From: | jimbaker(at)npacc.net |
| Subject: | Re: Oil injection? |
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CgoK
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | RE: to inject or not to inject... |
Study your 503 operators manual. Follow the instructions
for starting a cold and a warm 503 using the enricher. Next
remove the primer system. It is not necessary and poses
additional chance for fire if you crash. I have never had a
problem starting a Rotax two stroke in the winter with the
enricher only. That goes for the 912 series engines as
well.
My opinion only. It works for me.
john h
Lake City, Colorado
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
Frank Fanelli
Sent: Monday, July 21, 2014 7:05 PM
Subject: Re: Kolb-List: RE: to inject or not to inject...
Hi everyone:
This subject of oil injection is pretty timely since I'm on
the verge of installing an injection unit on a Rotax 503
DCDI. It seems to be pretty straightforward but there is
also a problem. I use prime instead of manual choke on the
503 to get it started and the prime line goes to the nipple
on each intake manifold. That seems to be the same place
where the oil lines have to go also. Can anyone suggest a
workaround? Would a tee fitting work? Does the manifold need
another nipple?
Thanks for any help anyone can give.
Frank Fanelli
On 7/21/2014 7:37 PM, Gary Aman wrote:
In my Firestar 2 503 oil injected over 700 hrs, the first
100 on 100LL.Did a de-carbon at 450hrs when the top ring got
sticky at inspection time.I have lots of faith in the Rotax
engineers that developed the oil -injection system.
G.Aman FS-2 700hrs MK-3 Jabiru 2200A 850 hrs
-----Original Message-----
From: George Bearden <mailto:gab16(at)sbcglobal.net>
Sent: Sun, Jul 20, 2014 10:20 pm
Subject: Kolb-List: RE: to inject or not to inject...
My only experience with oil injection was years ago on
2-stroke motorcycles.
I loved it. I used far less oil, I kept my hands clean when
fueling, the
engine carboned up less. I am interested in using it on my
447 or 503.
OPTIONAL (off-topic):
Years ago I bought a Rototiller at a yard sale. Huge heavy
thing,
self-propelled, gear box, built like they usta build. Cast
iron, etc. It had
a big single cyl engine under a cowling in front. So, I used
the thing a few
times, it ran great, it was quite a machine. After a while I
figgered I'd
check the valve lash, change the oil, etc. Tore into it, to
my surprise it
was a 2-stroke! Yeah, I know, makes me sound dumb. But it
ran so slow and
had such torque. So after a few hours of operation I finally
started giving
it oil in the gas. No apparent damage.
get="_blank">http://www.matronics.com/Navigator?Kolb-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
=
=
=
=
________________________________________________________________________________
| Subject: | Re: Alternative Tail Wheel Steering System |
| From: | "barry9315" <barbob5742(at)gmail.com> |
Would love to see a few pics of the tail wheelcompression springs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427213#427213
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
| Subject: | Wing hinge size...? |
Hello builder,
Does someone know what size piano hinges are on the Mark lll wing? I am
drilling hinges and realized I have size MS20057-5 and -6..plans just say
"wing hinges".
Thanks,
Nick Cassara
________________________________________________________________________________
| Subject: | Re: Alternative Tail Wheel Steering System |
| From: | "Rex Rodebush" <jrrodebush(at)gmail.com> |
I went to compression springs also but had to disassemble them and pinch the inside
hooks to clear the spring I.D. so they would extend freely.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427234#427234
________________________________________________________________________________
| From: | David Kulp <undoctor(at)ptd.net> |
| Subject: | Re: Alternative Tail Wheel Steering System |
Hi Barry,
Here's a shot of the compression springs (other side is the same, of
course) on the FlagFly. Also shows a wider tail wheel to replace pizza
cutter.
Dave Kulp
Bethlehem, PA
11DMK
On 7/23/2014 1:32 PM, barry9315 wrote:
>
> Would love to see a few pics of the tail wheelcompression springs
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=427213#427213
>
>
---
This email is free from viruses and malware because avast! Antivirus protection
is active.
http://www.avast.com
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | "pipercolt" <bob.pipercolt(at)yahoo.com> |
Thanks James. If Rotax recommends running the engine at 50 to 1, at what power
setting is that? Is it an average?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427244#427244
________________________________________________________________________________
| From: | jimbaker(at)npacc.net |
| Subject: | Re: Oil injection? |
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________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
| Subject: | Re: Oil injection? |
It's just like a chainsaw, or two stroke MX bike, weed whacker, leaf blower, whatever,
mix a good oil at the manufacturer suggested ratio and let her rip.
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
> On Jul 23, 2014, at 8:18 PM, "pipercolt" wrote:
>
>
> Thanks James. If Rotax recommends running the engine at 50 to 1, at what power
setting is that? Is it an average?
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=427244#427244
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | FW: Rotax Releases two updated Service Letters |
You all have been discussing oil injection recently. Scroll down on
the Rotax email to find a short video on oil injection. Don't know if
it is good or bad. Did not take the time to watch it.
Sitting under a shade tree in Lake City, Colorado, at Mean Jeans Coffee
Shop, enjoying a cup of latte, and their free, but slow, WIFI.
john h
mkIIII
Lake City, Colorado
From: info(at)rotaxowner.com [mailto:info(at)rotaxowner.com]
Sent: Wednesday, July 23, 2014 11:06 AM
Subject: Rotax Releases two updated Service Letters
ROTAX-OWNER.COM
<http://lm.rotaxowner.com/mo/20140723/images/email_top.png>
<http://legacy.rotaxowner.com/si_tb_info/serviceletter/sl-912i-005.pdf>
get the service letter
ROTAX RELEASES: SL-912i-005
Service Letter:
"NON-APPROVED MODIFICATIONS OR USE OF ROTAX-UNAPPROVED ENGINE COMPONENTS
OR ACCESSORIES FOR ROTAX AIRCRAFT ENGINES"
This updates the previous service letter (for all engine types) to
expand its applicability to the 912iS / iS Sport.
It is recommended that users of all Rotax engine types review this
service letter.
Download the Service Letter
<http://legacy.rotaxowner.com/si_tb_info/serviceletter/sl-912i-005.pdf>
_____
<http://legacy.rotaxowner.com/si_tb_info/serviceletter/sl-912i-006.pdf>
post <http://www.rotax-owner.com/support-topmenu/engine-manuals>
ROTAX RELEASES:
Revised 912/914 Service Letter
ROTAX has updated a 912/914 series Service Letter, to expand its
applicability to include the 912iS / iS Sport.
It is recommended that users of all Rotax 912i / 912 / 914 engine types
review this service letter.
download
<http://legacy.rotaxowner.com/si_tb_info/serviceletter/sl-912i-006.pdf>
Service Letter SL-912i-006
"USE OF THIRD-PARTY AFTERMARKET PISTON KITS IN ROTAX ENGINES TYPE 912i,
912, 914 (SERIES)"
_____
<http://www.rotax-owner.com/rotax-blog/item/23-rotaxflightschool> post
<http://www.rotax-owner.com/rotax-blog/item/23-rotaxflightschool> View
the Blog Post
Reminder for Flight Schools:
the ROTAX Flight School Locator
ROTAX has created a global flight school locator web application. It's
simple to use, and free. Flight schools world-wide are encouraged to add
their listings! For full details, see our ROTAX-OWNER BLOG posting
<http://www.rotax-owner.com/rotax-blog/item/23-rotaxflightschool> .
_____
RECENT VIDEOS
_____
<http://www.rotax-owner.com/videos-topmenu/rotax-minute/343-2-oil-inj>
Video Thumbnail
<http://www.rotax-owner.com/videos-topmenu/rotax-minute/343-2-oil-inj>
WATCH VIDEO
Rotax Minute - 2 Stroke Oil Injection Hookup & Purging
This video demonstrates how to set the oil injection arm position and
how to purge the oil pump ready for first start up on a Rotax 2 Stroke
Aircraft Engine.
Video Length: 2:53
<http://www.rotax-owner.com/videos-topmenu/rotax-minute/343-2-oil-inj>
WATCH VIDEO
_____
<http://www.rotax-owner.com/videos-topmenu/expanded-video-instructions/43
4-912is-ecu-flash-1> Video Thumbnail
<http://www.rotax-owner.com/videos-topmenu/expanded-video-instructions/43
4-912is-ecu-flash-1> WATCH VIDEO
Engine Control Unit (ECU) firmware update SB-912i-002
Clarifies the procedure for flashing of updated ECU firmware on the
Rotax 912iS engine - while the ECU is installed in the aircraft.
Released in conjunction with service bulletin SB-912i-002.
Video Length: 14:31
<http://www.rotax-owner.com/videos-topmenu/expanded-video-instructions/43
4-912is-ecu-flash-1> WATCH VIDEO
_____
BUILDER SERIES
_____
<http://www.rotax-owner.com/videos-topmenu/builder/441-912is-ch750-10>
Video Thumbnail
<http://www.rotax-owner.com/videos-topmenu/builder/441-912is-ch750-10>
WATCH VIDEO
Rotax Builder Series =93 912 iS CH750 #10
The tenth installment in our series of videos following Skytek as they
build a Rotax fuel injected 912iS powered Zenith CH750.
In this video, our ROTAX Technical Expert discusses the first flight of
the 912iS-powered CH750 with Zenair test pilot Roger Dubbert, and
demonstrates the simplicity and elegant ergonomics of the panel systems.
Video Length: 9:23
<http://www.rotax-owner.com/videos-topmenu/builder/441-912is-ch750-10>
WATCH VIDEO
_____
Previous episodes in this series:
<http://www.rotax-owner.com/all-videos/builder/405-bs-750-1> #1 - 912
iS CH750 ---
<http://www.rotax-owner.com/all-videos/builder/415-bs-750-2> #2 - 912 iS
CH750 --- <http://www.rotax-owner.com/all-videos/builder/425-750-4>
#3 - 912 iS CH750
<http://www.rotax-owner.com/all-videos/builder/426-7504> #4 - 912 iS
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<http://www.rotax-owner.com/videos-topmenu/builder/436-912is-ch750-5> #5
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<http://www.rotax-owner.com/videos-topmenu/builder/438-912is-ch750-7>
#7 - 912 iS CH750 ---
<http://www.rotax-owner.com/videos-topmenu/builder/439-912is-ch750-8> #8
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________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Alternative Tail Wheel Steering System |
Google tail wheel compression springs and hit photos.
john h
mkIII
Lake City, Colorado
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
barry9315
Sent: Wednesday, July 23, 2014 11:32 AM
Subject: Kolb-List: Re: Alternative Tail Wheel Steering
System
Would love to see a few pics of the tail wheelcompression
springs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427213#427213
=
Photoshare, and much much more:
=
=
=
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | "pipercolt" <bob.pipercolt(at)yahoo.com> |
Thanks Jim for your reply. I have ridden snowmobiles since the 70,s and obviously
a lot of things have changed when it comes to oil. The man that I purchased
my 582 from ran 90 to 1 all the time with no problems. I will be doing the same
thing. I wonder why Rotax recommends 40 to 1 for a 583 engine. That engine
puts out about 105 horsepower and uses RAVE valves.
Bob
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427304#427304
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: Alternative Tail Wheel Steering System |
Or, google 'screen door springs'. Much easier to find. :-)
http://www.lowes.com/pd_192145-37672-543001_4294710978__?productId=3115801&Ns=p_product_qty_sales_dollar|1&pl=1¤tURL=%3FNs%3Dp_product_qty_sales_dollar%7C1&facetInfo
On 7/24/2014 12:40 PM, John Hauck wrote:
>
> Google tail wheel compression springs and hit photos.
>
> john h
> mkIII
> Lake City, Colorado
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
> barry9315
> Sent: Wednesday, July 23, 2014 11:32 AM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Re: Alternative Tail Wheel Steering
> System
>
>
>
> Would love to see a few pics of the tail wheelcompression
> springs
>
________________________________________________________________________________
| From: | jimbaker(at)npacc.net |
| Subject: | Re: Oil injection? |
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PT09PT09PT09PT09PT09PT09PT09CgoKCgo
________________________________________________________________________________
| Subject: | Re: Wing hinge size...? |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
They are 2" wide overall, outside to outside.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation. Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427352#427352
________________________________________________________________________________
| Subject: | Re: Wing hinge size...? |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
If you need the diagram, let me know and I will scan it and post it.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation. Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427353#427353
________________________________________________________________________________
| From: | mojavjoe(at)comcast.net |
I'm trying to attach my aluminum gear leg to the axle fitting but it=C2-w
ill only go a half inch or so into the fitting.=C2- I'm assuming that I n
eed to heat the fitting to expand it but before I do=C2- would someone pl
ease advise me.
=C2-
thanks
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
| Subject: | Hinge sizes...... |
Hello Kolbers,
When I bought my kit, it came from a third party. The kit was taken back to
Kolb and Travis checked it over and then handle the packing and shipping. Of
course Travis did a great job and the kit made it to Alaska in perfect
shape. At the time Travis mentioned that where were extra materials that
came in with the kit. It turns out that there were extra hinges in the kit,
of the wrong size. It is pretty easy to mix up the sizes, and my direction
where not clear on what the right size was. Travis was in route to Oshkosh,
but I was able to get all call through to him and get straightened out.
Thanks for the help Richard!
Ailerons and Flaps use MS20257-5,
Rudder and Elevators use MS20257-2
Nick Cassara
Palmer, Alaska
________________________________________________________________________________
| Subject: | Re: landing gear |
| From: | "Rex Rodebush" <jrrodebush(at)gmail.com> |
I installed the steel legs on my Xtra. Had to use a flapper wheel with extensions
to slowly work the legs into the leg tubes.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427374#427374
________________________________________________________________________________
| Subject: | Re: Oil injection? |
| From: | "pipercolt" <bob.pipercolt(at)yahoo.com> |
Thanks Jim for your replies.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427387#427387
________________________________________________________________________________
| From: | mojavjoe(at)comcast.net |
I have a Firestar II Side by Side kit. it has both a tail dragger and a tri
ke fitting. the taper of the aluminum leg will go an inch and a half into t
he tail=C2-dragger fitting, just as the steel leg on my f/sII=C2-=C2-
inserts into its fitting. The large portion of the=C2-"y" on the trike fi
tting is shorter then the tail dragger however there is in inch and a half
available before bottoming out if the=C2-taper would allow it. There is n
o lip to remove on the fitting and I'm not sure I can take enough out of th
e fitting. That leaves reducing the taper on the leg or expanding the fitti
ng with heat (since no one has suggested this I guess its not an option). I
'd like as many suggestions as possible on this.
=C2-
thanks=C2-=C2-
I'
________________________________________________________________________________
| Subject: | Re: landing gear |
| From: | "Frankd" <FDucker(at)aol.com> |
Hi guys,
I have a MkIII Xtra and I have never had to use heat to get the axle fittings on
or the legs into or out of the fuselage tubes..
I originally had the aluminum gear legs and then switched over to the steel gear.
I would certainly recommend the steel gear legs for the Xtra. I did put lots of
grease on the legs before sliding them into the tubes and I think I did the
same to the axle fittings.
If you switch to the steel gear be careful to install left and right correctly,
they are marked and it does make a difference.
Maybe the Aluminum legs were not machined to the correct size for the axle fittings?
I would check with the factory for size and advice before using heat. I
think that would only stress the parts unnecessarily.
FrankD
N1014S.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427417#427417
________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
| Subject: | Re: re landing gear |
Definitely call Kolb on this, these parts should fit with no modifications.
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
> On Jul 27, 2014, at 5:47 PM, mojavjoe(at)comcast.net wrote:
>
> I have a Firestar II Side by Side kit. it has both a tail dragger and a tr
ike fitting. the taper of the aluminum leg will go an inch and a half into t
he tail dragger fitting, just as the steel leg on my f/sII inserts into its
fitting. The large portion of the "y" on the trike fitting is shorter then t
he tail dragger however there is in inch and a half available before bottomi
ng out if the taper would allow it. There is no lip to remove on the fitting
and I'm not sure I can take enough out of the fitting. That leaves reducing
the taper on the leg or expanding the fitting with heat (since no one has s
uggested this I guess its not an option). I'd like as many suggestions as po
ssible on this.
>
> thanks
> I'
>
>
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: re landing gear |
| From: | "woody" <n3022.176(at)gmail.com> |
I had some legs made out of 4130 for my firestar II, I had them turned .010 and
they just made it into the sockets. It seems that the holes drilled into the
sockets has left some sizeable amounts of attached flashing on the inside of the
sockets. Sandpaper & a file did little to remove them.......
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427420#427420
________________________________________________________________________________
| Subject: | Re: re landing gear |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I have never seen a Firestar II side by side, how about some pictures.
Larry
On Sun, Jul 27, 2014 at 6:37 PM, Dennis Rowe
wrote:
> Definitely call Kolb on this, these parts should fit with no modifications.
>
> Dennis "Skid" Rowe
> Mk3, Rotax 670,
> Leechburg, PA
>
>
> On Jul 27, 2014, at 5:47 PM, mojavjoe(at)comcast.net wrote:
>
> I have a Firestar II Side by Side kit. it has both a tail dragger and a
> trike fitting. the taper of the aluminum leg will go an inch and a half
> into the tail dragger fitting, just as the steel leg on my f/sII inserts
> into its fitting. The large portion of the "y" on the trike fitting is
> shorter then the tail dragger however there is in inch and a half available
> before bottoming out if the taper would allow it. There is no lip to remove
> on the fitting and I'm not sure I can take enough out of the fitting. That
> leaves reducing the taper on the leg or expanding the fitting with heat
> (since no one has suggested this I guess its not an option). I'd like as
> many suggestions as possible on this.
>
> thanks
> I'
>
> *
>
> D============================================
> List"">http://www.matronics.com/Navigator?Kolb-List
> D============================================
> //forums.matronics.com <http://forums.matronics.com>
> D============================================
> ot;">http://www.matronics.com/contribution
> D============================================
>
> *
>
> *
>
>
> *
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | Fred K <fredkt46(at)hotmail.com> |
I have never seen a Firestar II side by side=2C
It is a recent Model. Check the Factory web site.
________________________________________________________________________________
| From: | "Bob" <rmurrill(at)cox.net> |
| Subject: | Re: landing gear |
Talking to Kolb folks and figuring out what is wrong with the bores and
diameters and fixing them would clearly be the first approach. If you must
thermal fit, dry ice makes a lot more sense than heat. The thermal
expansion coefficient for the Al is double that of the steel.
-----Original Message-----
From: Frankd
Sent: Sunday, July 27, 2014 4:05 PM
Subject: Kolb-List: Re: landing gear
Hi guys,
I have a MkIII Xtra and I have never had to use heat to get the axle
fittings on or the legs into or out of the fuselage tubes..
I originally had the aluminum gear legs and then switched over to the steel
gear.
I would certainly recommend the steel gear legs for the Xtra. I did put
lots of grease on the legs before sliding them into the tubes and I think I
did the same to the axle fittings.
If you switch to the steel gear be careful to install left and right
correctly, they are marked and it does make a difference.
Maybe the Aluminum legs were not machined to the correct size for the axle
fittings? I would check with the factory for size and advice before using
heat. I think that would only stress the parts unnecessarily.
FrankD
N1014S.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427417#427417
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
| Subject: | Wiring conduit and Airspeed indicator |
Hello Builder and flyer,
I soon will need to run electrical wires in my wings, and I am asking for
conduit suggestions. I will have wingtip running lights and strobes, and
landing/Taxi light that I bought from Kuntzleman.
Also, am interested in the Belite Airspeed/ Vertical speed combo indicator;
is anyone using Belite instruments?
Thanks for the help!
Nick Cassara
Palmer, AK
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: Wiring conduit and Airspeed indicator |
I had the same problem running wires through odd pieces of truck equipment, and
used plastic air brake tubing. Secure it with hot glue. Weighs next to nothing,
and is slick- so it can't chafe. Use a length of speedometer cable to
pull wires through- the rough surface lets you push it through, tapes wires securely,
and pull without breaking. You can get a length as long as you want from
an auto parts store.
Bill Sullivan
Windsor
Locks, Ct.
FS 447
--------------------------------------------
On Mon, 7/28/14, Nick Cassara wrote:
Subject: Kolb-List: Wiring conduit and Airspeed indicator
To: kolb-list(at)matronics.com
Date: Monday, July 28, 2014, 12:18 AM
Hello Builder and
flyer, I soon will need to run
electrical wires in my wings, and I am asking for conduit
suggestions. I will have wingtip running lights and strobes,
and landing/Taxi light that I bought from Kuntzleman. Also, am interested in the
Belite Airspeed/ Vertical speed combo indicator; is anyone
using Belite instruments? Thanks for the help! Nick CassaraPalmer, AK
________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
| Subject: | Re: Wiring conduit and Airspeed indicator |
The spar tube is a built in conduit, use a p-clamp at both ends to keep the w
ire from moving around, hold the p-clamps in place with 1/8 pop rivets but u
se a washer between the rivet and the clamp if you use plastic clamps.
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
> On Jul 28, 2014, at 12:18 AM, "Nick Cassara" wrote:
>
> Hello Builder and flyer,
>
> I soon will need to run electrical wires in my wings, and I am asking for c
onduit suggestions. I will have wingtip running lights and strobes, and land
ing/Taxi light that I bought from Kuntzleman.
>
> Also, am interested in the Belite Airspeed/ Vertical speed combo indicator
; is anyone using Belite instruments?
>
> Thanks for the help!
>
> Nick Cassara
> Palmer, AK
>
>
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
>
________________________________________________________________________________
| From: | mojavjoe(at)comcast.net |
Thanks for the input . I solved the problem by sanding the inside of the fi
tting=C2-then slathered on grinding compound and turned the leg by hand u
ntil it bottomed out. No ridge on the leg and the only way=C2-you can tel
l anything was done is that it is polished where it enters the fitting.
________________________________________________________________________________
| Subject: | Re: looking for a landing gear strut on on kolb M 3 xtra |
| From: | "barry9315" <barbob5742(at)gmail.com> |
Need left seat pilot side strut. can you take photo and text it me or email. 843-566-3104?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427550#427550
________________________________________________________________________________
| Subject: | Re: looking for a landing gear strut on on kolb M 3 xtra |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
Why not contact Travis @Kolb for the strut that you need. I am pretty sure
that he can fix you up, and you can be assured that the one that you do get
will be new and will fit as well.
Just a thought,
Larry
On Wed, Jul 30, 2014 at 9:51 AM, barry9315 wrote:
>
> Need left seat pilot side strut. can you take photo and text it me or
> email. 843-566-3104?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=427550#427550
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | Re: looking for a landing gear strut on on kolb M 3 xtra |
i am ready to taxi test and crow hop a firefly I would like to talk on the
phone to some firefly pilots please call me for some advise--- i have
owned a fire star and a mk2-- and have over 1,200 hrs in lite planes a
nd flew a fire fly a couple times several years ago, -- please call som
ebody =0A=0A-=0AMalcolm & Jeanne Brubaker =0AMichigan Sport Pilot Repair
=0Ahttp://michigansportpilotrepair.com=0ALSRM-A, PPC, WS=0AGreat Sails - Sa
ilmaker =0Afor Ultralight & Light Sport=0A(989)513-3022=0A-=0A-=0A-
=0A-=0A=0A=0A________________________________=0A From: barry9315 <barbob5
742(at)gmail.com>=0ATo: kolb-list(at)matronics.com =0ASent: Wednesday, July 30, 2
014 11:51 AM=0ASubject: Kolb-List: Re: looking for a landing gear strut on
bob5742(at)gmail.com>=0A=0ANeed left seat pilot side strut. can you take photo
and text it me or email. 843-566-3104?=0A=0A=0A=0A=0ARead this topic onlin
e here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=427550#427550=0A
=========================0A
===================
________________________________________________________________________________
| Subject: | Re: looking for a landing gear strut on on kolb M 3 xtra |
| From: | "barry9315" <barbob5742(at)gmail.com> |
Thanks much
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427552#427552
________________________________________________________________________________
| From: | Denny Baber <baberdk(at)gmail.com> |
Someone told me they have the first kit for sale on this forum. I asked how
much they wanted, and I never recieved a reply. I can't find the e-mail,
but I still want to buy the kit to go with my frame. Please respond if this
is you or you know who it is. Thanks.
Sincerely,
Denny Baber
baberdk(at)gmail.com
309-796-2476
Preconceived notions are the locks on the door to wisdom
________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: looking for a landing gear strut on on kolb M 3 xtra |
Dont do it. If it will fly get well clear of the ground,do some stalls
to fix a landing speed. 1200 hours in Light planes will not prepare you
for the way a Kolb will lose flying speed when you close the
throttle.There is no inertia like a `normal` plane. She will just stop.
Keep a trickle of power on right down to the ground, inches, not feet
.Hold her off with progressive back stick and she will settle
beautifully.
Pat
From: Malcolm Brubaker
Sent: Wednesday, July 30, 2014 5:05 PM
Subject: Re: Kolb-List: Re: looking for a landing gear strut on on kolb
M 3 xtra
i am ready to taxi test and crow hop a firefly I would like to talk on
the phone to some firefly pilots please call me for some advise i
have owned a fire star and a mk2 and have over 1,200 hrs in lite
planes and flew a fire fly a couple times several years ago, please
call somebody
Malcolm & Jeanne Brubaker
Michigan Sport Pilot Repair
http://michigansportpilotrepair.com
LSRM-A, PPC, WS
Great Sails - Sailmaker
for Ultralight & Light Sport
(989)513-3022
-------------------------------------------------------------------------
-------
From: barry9315 <barbob5742(at)gmail.com>
Sent: Wednesday, July 30, 2014 11:51 AM
Subject: Kolb-List: Re: looking for a landing gear strut on on kolb M 3
xtra
Need left seat pilot side strut. can you take photo and text it me or
email. 843-566-3104?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427550#427550
--> http://fo= - List Contribution Web Site
&nbs="http://www.matronics.com/contribution"
target="_blank">http://www.mat==============
======
________________________________________________________________________________
| Subject: | repairing bent chrom molly landing strut |
| From: | "barry9315" <barbob5742(at)gmail.com> |
I know these can be fixex by bending hot or cold. hard landing bent my left strut
3-4 degrees.
Anyone have a procedure for straighting?
its for a kolb M3. I emailed kolb 2 days ago but no reply.
better yet if someone has one to sell.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427628#427628
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
There were a lot of Kit 1's, I assume. At least for each model, both
prototype and production.
Which one are you interested in?
john h
mkIII - Kit number 11, production.
Conway, Arkansas
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Denny Baber
Sent: Thursday, July 31, 2014 9:02 AM
Subject: Kolb-List: Kit 1
Someone told me they have the first kit for sale on this forum. I asked
how much they wanted, and I never recieved a reply. I can't find the
e-mail, but I still want to buy the kit to go with my frame. Please
respond if this is you or you know who it is. Thanks.
Sincerely,
Denny Baber
baberdk(at)gmail.com
309-796-2476
Preconceived notions are the locks on the door to wisdom
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: looking for a landing gear strut on on kolb M 3 xtra |
Patrick L/Kolbers:
Quit trying to scare new FF pilots. If one is half a pilot
he probably has enough aptitude to maintain airspeed,
airspeed over altitude.
The FF will not stop if power is retarded, and it does have
inertia, just not as much as a heavier, cleaner aircraft.
The FF is a normal Kolb aircraft.
Only thing abnormal about Kolbs is the pilots.
john h
mkIII
Conway, Arkansas
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
Pat Ladd
Sent: Thursday, July 31, 2014 10:18 AM
Subject: Re: Kolb-List: Re: looking for a landing gear strut
on on kolb M 3 xtra
Dont do it. If it will fly get well clear of the ground,do
some stalls to fix a landing speed. 1200 hours in Light
planes will not prepare you for the way a Kolb will lose
flying speed when you close the throttle.There is no inertia
like a `normal` plane. She will just stop. Keep a trickle of
power on right down to the ground, inches, not feet .Hold
her off with progressive back stick and she will settle
beautifully.
Pat
From: Malcolm Brubaker <mailto:brubakermal(at)yahoo.com>
Sent: Wednesday, July 30, 2014 5:05 PM
Subject: Re: Kolb-List: Re: looking for a landing gear strut
on on kolb M 3 xtra
i am ready to taxi test and crow hop a firefly I would like
to talk on the phone to some firefly pilots please call me
for some advise i have owned a fire star and a mk2 and
have over 1,200 hrs in lite planes and flew a fire fly a
couple times several years ago, please call somebody
Malcolm & Jeanne Brubaker
Michigan Sport Pilot Repair
http://michigansportpilotrepair.com
<http://michigansportpilotrepair.com/>
LSRM-A, PPC, WS
Great Sails - Sailmaker
for Ultralight & Light Sport
(989)513-3022
_____
From: barry9315 <barbob5742(at)gmail.com>
Sent: Wednesday, July 30, 2014 11:51 AM
Subject: Kolb-List: Re: looking for a landing gear strut on
on kolb M 3 xtra
Need left seat pilot side strut. can you take photo and text
it me or email. 843-566-3104?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427550#427550
-- <http://www.matronics.com/Navigator?Kolb-List> >
http://fo= - List
Contribution Web Site
&nbs="http://www.matronics.com/contribution"
target="_blank">http://www.mat====================
<http://forums.matronics.com/>
<http://forums.matronics.com/>
<http://forums.matronics.com/>
href="http://www.matronics.com/Navigator?Kolb-List">http://w
ww.matronics.com/Navigator?Kolb-List
href="http://forums.matronics.com">http://forums.matronics.c
om
href="http://www.matronics.com/contribution">http://www.matr
onics.com/c
=
=
=
=
________________________________________________________________________________
| Subject: | Re: repairing bent chrom molly landing strut |
| From: | "barry9315" <barbob5742(at)gmail.com> |
thanks much. that what i was thinking. just wanted to be sure
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427634#427634
________________________________________________________________________________
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
| From: | "barry9315" <barbob5742(at)gmail.com> |
Really confussef. if your kolb m 3 x wants to fly left why the hell do you put
the rudder trim on the left. trimming the rudder on the right side i would think
would even things out
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427648#427648
________________________________________________________________________________
| From: | Frank Goodnight <frank.goodnight(at)att.net> |
Hi all,
Just bought a mk3 classic with a 912 uls. The tach reading on the GR EIS reads
about
1/2 the actual RPM , previous owner said it had just started.
It is wired through a kuntzelman hot box. All the info I can find says the pickup
Comes off a trigger coil that terminates at a two pin connecter. I can't find that
Coil, or the 2 pin connector. I've looked in the rotax manuals, ( line maint, operating
instructions
and the heavy maint ). As the problem , I'm told , is likely a dirty connection
, I would
like to run that circuit down and clean up the connections. If anyone could show
me how
to find that coil and connection . Or just advise me on how to proceed I would
sure
thank you.
Frank Goodnight
Fayetteville , Arkansas
MK 111 Clasic
Sent from my iPad
________________________________________________________________________________
| From: | Colin Hudson <colin.scott.hudson(at)gmail.com> |
| Subject: | Re: looking for a landing gear strut on on kolb M 3 xtra |
John I have to side wit Pat. I thought he gave Malcolm some sound advice. T
he Kolb Quit is real. With all that flat plat drag airspeed bleeds fast whe
n the throttle is cut. My M3xtra has a single control stick. I made the mi
stake of letting my best friend try to land it (an ATP with 8500 hrs). I wa
rned him the best I could, but at 3 foot he chopped the power and tried to l
and it like a Cessna. Airspeed instantly bled off and we hit hard. I had t
o replace the right landing gear. I've found if I carry power till the whee
ls touch, I never have a problem.
Scott Hudson
N424AL
ATP/CFII
10,200+
Sent from my iPhone
> On Jul 31, 2014, at 2:26 PM, "John Hauck" wrote:
>
> Patrick L/Kolbers:
>
> Quit trying to scare new FF pilots. If one is half a pilot he probably ha
s enough aptitude to maintain airspeed, airspeed over altitude.
>
> The FF will not stop if power is retarded, and it does have inertia, just n
ot as much as a heavier, cleaner aircraft. The FF is a normal Kolb aircraft
.
>
> Only thing abnormal about Kolbs is the pilots.
>
> john h
> mkIII
> Conway, Arkansas
>
> From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server@
matronics.com] On Behalf Of Pat Ladd
> Sent: Thursday, July 31, 2014 10:18 AM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Re: looking for a landing gear strut on on kolb M 3
xtra
>
> Dont do it. If it will fly get well clear of the ground,do some stalls to f
ix a landing speed. 1200 hours in Light planes will not prepare you for the w
ay a Kolb will lose flying speed when you close the throttle.There is no ine
rtia like a `normal` plane. She will just stop. Keep a trickle of power on r
ight down to the ground, inches, not feet .Hold her off with progressive bac
k stick and she will settle beautifully.
>
> Pat
>
> From: Malcolm Brubaker
> Sent: Wednesday, July 30, 2014 5:05 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Re: looking for a landing gear strut on on kolb M 3
xtra
>
> i am ready to taxi test and crow hop a firefly I would like to talk on the
phone to some firefly pilots please call me for some advise i have owned
a fire star and a mk2 and have over 1,200 hrs in lite planes and flew a f
ire fly a couple times several years ago, please call somebody
>
> Malcolm & Jeanne Brubaker
> Michigan Sport Pilot Repair
> http://michigansportpilotrepair.com
> LSRM-A, PPC, WS
> Great Sails - Sailmaker
> for Ultralight & Light Sport
> (989)513-3022
>
>
>
>
>
> From: barry9315 <barbob5742(at)gmail.com>
> To: kolb-list(at)matronics.com
> Sent: Wednesday, July 30, 2014 11:51 AM
> Subject: Kolb-List: Re: looking for a landing gear strut on on kolb M 3 xt
ra
>
>
> Need left seat pilot side strut. can you take photo and text it me or emai
l. 843-566-3104?
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=427550#427550
>
>
>
>
>
> --> http://fo= - List Contribution Web Site
&nbs="http://www.matronics.com/contribution" target="_blank">http://w
ww.mat====================
>
>
>
>
>
>
>
>
> 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/c
>
>
> - The Kolb-List Email Forum -
> --> http://www.matronics.com/Navigator?Kolb-List
> - MATRONICS WEB FORUMS -
> --> http://forums.matronics.com
> - List Contribution Web Site -
> Thank you for your generous support!
> -Matt Dralle, List Admin.
> --> http://www.matronics.com/contribution
>
>
>
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: looking for a landing gear strut on on kolb M 3 xtra |
| From: | "George Alexander" <gtalexander(at)att.net> |
colin.scott.hudson(at)gma wrote:
> John I have to side wit Pat. I thought he gave Malcolm some sound advice.
>
>
> Malcolm wrote:
>
> i am ready to taxi test and crow hop a firefly I would like to talk on the phone
to some firefly pilots please call me for some advise i have owned a fire
star and a mk2 and have over 1,200 hrs in lite planes and flew a fire fly
a couple times several years ago, please call somebody
>
>
>
> Malcolm & Jeanne Brubaker
> Michigan Sport Pilot Repair
>
What may have been overlooked from Malcolm's original post is that he has owned
(and I assume flown some of those 1200 hours) in a Firestar and a MK 2. The
FireFly will be only slightly different in handling on landing than the Firestar.
A hundred hours in other Kolbs prepares one to land a FireFly much better than
thousands of hours in heavier aircraft.
IMO...
Worth what you paid for it.
--------
George Alexander
FS II R503 N709FS
http://www.oh2fly.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427661#427661
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: looking for a landing gear strut on on kolb M 3 xtra |
Learn to fly the airplane, no matter what it is.
Without power, engine at idle, try landing the airplane on the ground,
not three feet in the air. This maneuver does not take power to
accomplish and the Kolb, no matter what model, will not fall out of the
air, e.g., "Kolb quit", unless it gets below stall speed. All fixed
wing airplanes quit flying when they get below stall speed. We keep our
Kolbs above stall speed by pushing the nose down, maintaining airspeed
above stall.
Again, learn to fly the airplane.
Your friend should be aware, when he is flying a Kolb, not to try to fly
it like a Cessna. An ATP with 8500 hours, he should know how to fly by
now.
I have been flying Kolbs for 30 years as of this month. I taught myself
to fly fixed wing aircraft, a Kolb Ultrastar, the first of three Kolbs
I built and flew. I still fly my MKIII. My first fixed wing flight was
also my test flight for the Ultrastar. Did pretty good on the first
landing. No "Kolb quit". Not bad for a newbie, but ran out of cow
pasture before I had finished my landing roll (no brakes installed).
These little Kolbs are easy to fly, forgiving, with no real surprises,
unless one quits flying at 3 feet when they are attempting to land.
Kolbs do not stop flying when power is reduced to idle. As a matter of
fact, Kolbs are great fun to fly dead stick. They really handle well.
Makes good practice for the time when the engine stops.
john h
mkIII
Memphis, Tennessee
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Colin Hudson
Sent: Thursday, July 31, 2014 5:51 PM
Subject: Re: Kolb-List: Re: looking for a landing gear strut on on kolb
M 3 xtra
John I have to side wit Pat. I thought he gave Malcolm some sound
advice. The Kolb Quit is real. With all that flat plat drag airspeed
bleeds fast when the throttle is cut. My M3xtra has a single control
stick. I made the mistake of letting my best friend try to land it (an
ATP with 8500 hrs). I warned him the best I could, but at 3 foot he
chopped the power and tried to land it like a Cessna. Airspeed
instantly bled off and we hit hard. I had to replace the right landing
gear. I've found if I carry power till the wheels touch, I never have a
problem.
Scott Hudson
N424AL
ATP/CFII
10,200+
Sent from my iPhone
On Jul 31, 2014, at 2:26 PM, "John Hauck" wrote:
Patrick L/Kolbers:
Quit trying to scare new FF pilots. If one is half a pilot he probably
has enough aptitude to maintain airspeed, airspeed over altitude.
The FF will not stop if power is retarded, and it does have inertia,
just not as much as a heavier, cleaner aircraft. The FF is a normal
Kolb aircraft.
Only thing abnormal about Kolbs is the pilots.
john h
mkIII
Conway, Arkansas
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Pat Ladd
Sent: Thursday, July 31, 2014 10:18 AM
Subject: Re: Kolb-List: Re: looking for a landing gear strut on on kolb
M 3 xtra
Dont do it. If it will fly get well clear of the ground,do some stalls
to fix a landing speed. 1200 hours in Light planes will not prepare you
for the way a Kolb will lose flying speed when you close the
throttle.There is no inertia like a `normal` plane. She will just stop.
Keep a trickle of power on right down to the ground, inches, not feet
.Hold her off with progressive back stick and she will settle
beautifully.
Pat
From: Malcolm Brubaker <mailto:brubakermal(at)yahoo.com>
Sent: Wednesday, July 30, 2014 5:05 PM
Subject: Re: Kolb-List: Re: looking for a landing gear strut on on kolb
M 3 xtra
i am ready to taxi test and crow hop a firefly I would like to talk on
the phone to some firefly pilots please call me for some advise i
have owned a fire star and a mk2 and have over 1,200 hrs in lite
planes and flew a fire fly a couple times several years ago, please
call somebody
Malcolm & Jeanne Brubaker
Michigan Sport Pilot Repair
http://michigansportpilotrepair.com
<http://michigansportpilotrepair.com/>
LSRM-A, PPC, WS
Great Sails - Sailmaker
for Ultralight & Light Sport
(989)513-3022
_____
From: barry9315 <barbob5742(at)gmail.com>
Sent: Wednesday, July 30, 2014 11:51 AM
Subject: Kolb-List: Re: looking for a landing gear strut on on kolb M 3
xtra
Need left seat pilot side strut. can you take photo and text it me or
email. 843-566-3104?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427550#427550
-- <http://www.matronics.com/Navigator?Kolb-List> > http://fo=
<http://forums.matronics.com/> - List Contribution Web Site
&nbs="http://www.matronics.com/contribution"
target="_blank">http://www.mat==============
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--> http://www.matronics.com/contribution
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3D
List"">http://www.matronics.com/Navigator?Kolb-List
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3D
//forums.matronics.com
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=
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3D
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
In a message dated 7/31/2014 6:22:30 P.M. Eastern Daylight Time,
barbob5742(at)gmail.com writes:
Really confussef. if your kolb m 3 x wants to fly left why the hell do you
put the rudder trim on the left. trimming the rudder on the right side i
would think would even things out
Hi Barry,
If you are using your right foot to maintain straight flight, that means
your rudder is swinging to the right, which turns your Kolb to the right,
thus making you fly straight. Now install a trim tab on the rudder so you
don't have to use your foot pressure. The trim tab can be mechanically
attached to either side of the rudder, BUT the bend, or off set of the tab, has
to be towards the left (as viewed from the rear of the plane). The trim
tab will then push the rudder to the right which will relieve the foot
pressure you previously used to maintain straight flight.
How much of a bend? Start with 10 or 15 degrees. Test fly and then bend
more or less as needed to get straight flight without using your foot
pressure.
Hope this will help you understand how a trim tab works.
Bill Varnes
Original Kolb FireStar - builder & pilot
Audubon NJ
My 20th season flying Kolb
________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
Hi John,
Not trying to frighten anyone and I don`t believe in the Kolb Quit but
you know as well as I do that the techniques for landing a Kolb and a
(say) Cessna are different.
If you close the throttle just above the stall at 10 or 15ft in a Cessna
its inertia will bring you in.
if you try it in a Kolb she will shed flying speed VERY quickly and
unless you are quick, which by definition in this case, you are NOT, she
will stall like any other a/c and you do not have enough height to
recover.
That means a hard landing at best.
As i said in my post, you should land inches above the ground NOT feet.
Happy flying
Pat
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
If you close the throttle just above the stall at 10 or 15ft in a Cessna
its inertia will bring you in.
if you try it in a Kolb she will shed flying speed VERY quickly and
unless you are quick, which by definition in this case, you are NOT, she
will stall like any other a/c and you do not have enough height to
recover.
That means a hard landing at best.
As i said in my post, you should land inches above the ground NOT feet.
Happy flying
Pat
Close the throttle, push the stick forward to maintain airspeed, land
the Kolb.
john
________________________________________________________________________________
| From: | kinne russ <russk50(at)gmail.com> |
| Subject: | Re: Kolb landing |
Pat
Think you meant this for John?
More later,
Russ
On Aug 1, 2014, at 6:21 AM, Pat Ladd wrote:
>
> Hi John,
>
> Not trying to frighten anyone and I don`t believe in the Kolb Quit but
you know as well as I do that the techniques for landing a Kolb and a
(say) Cessna are different.
>
> If you close the throttle just above the stall at 10 or 15ft in a
Cessna its inertia will bring you in.
> if you try it in a Kolb she will shed flying speed VERY quickly and
unless you are quick, which by definition in this case, you are NOT, she
will stall like any other a/c and you do not have enough height to
recover.
> That means a hard landing at best.
>
> As i said in my post, you should land inches above the ground NOT
feet.
>
> Happy flying
>
> Pat
>
>
>
________________________________________________________________________________
| From: | James Swan <arksey(at)aol.com> |
I agree with John.......on landing a Kolb.....I have lots of
runway and I most of the time use a bit of power and w
heel land the firestar.. helps a lazy old pilot to land sm
ooth....we are creatures of habit and those habit's are hard
to change....yes a Kolb is light in weight and slows up fa
st....a person can carry a bit more speed and no power and
do the same type of landing as I do with a bit of p
ower....that you have to do with a engine out.....I find it
difficult to make good landings doing a full stall 3 point
landing...I seem to be to high or to low and only once i
n awhile do I get it right...yes it boils down to fly th
e airplane....and if you do that the Kolb is a fun airplan
e and in a price range that is hard to beat....I am goin
g out right now and gas up.....blue skys and safe flying
jswan
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Clear Lake Flight Video |
> I decided to try a narrated video like Larry and Boyd. This is my first
experiment with this and while not very exciting, at least it was fun.
>
> Link is below:
>
> https://docs.google.com/file/d/0BxdXwdWJkFExSnl5M0lTM3k4bDQ/edit
Good example of a Kolb landing. Don't stop flying, e.g., stall, before you
land.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
I agree with John.......on landing a Kolb.....I have lots of runway and I
most of the time use a bit of power and wheel land the firestar.. helps a
lazy old pilot to land smooth....we are creatures of habit and those habit's
are hard to change....yes a Kolb is light in weight and slows up fast....a
person can carry a bit more speed and no power and do the same type of
landing as I do with a bit of power....that you have to do with a engine
out.....I find it difficult to make good landings doing a full stall 3 point
landing...I seem to be to high or to low and only once in awhile do I get it
right...yes it boils down to fly the airplane....and if you do that the Kolb
is a fun airplane and in a price range that is hard to beat....I am going
out right now and gas up.....blue skys and safe flying jswan
Yep, fly the plane.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Frank Goodnight <frank.goodnight(at)att.net> |
Hi all,
Can someone tell me the max airspeed at wich i can lower full flaps and the max
speed
I can go with 1/2 flaps in a MK 3 Clasic .
Thanks Frank Goodnight
Sent from my iPad
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Can someone tell me the max airspeed at wich i can lower full flaps and the
max speed I can go with 1/2 flaps in a MK 3 Clasic .
Thanks Frank Goodnight
Frank G/Kolbers:
Never seen anything published on flap extension speed.
I usually use 60 to 70 mph for 20 and 40 degrees of flaps.
Have experimented up to 80 mph max flaps, 40 degrees.
Was demonstrating my MKIII at Lakeland some years ago. Had never done this
maneuver before. Had an aviation reporter on board, a friend. Pulled in
full flaps, pulled power back to idle, pushed the nose over straight down.
At 80 to 90 mph I pulled the stick back abruptly. The MKIII continued in
its vertical dive until I retracted the flaps, then pulled the stick back.
Reckon those big flaps took the air off the tail section rendering my
elevators useless in that situation.
Other than the above, never had a problem with elevators and flaps.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Colin Hudson <colin.scott.hudson(at)gmail.com> |
| Subject: | Re: Mk3 flap speed |
Frank my research shows VFE for the classic to be 100 km, 52 knts or 62 MPH. Anything
above that can cause structure damage.
Scott Hudson
Sent from my iPhone
> On Aug 1, 2014, at 8:49 PM, Frank Goodnight wrote:
>
>
> Hi all,
> Can someone tell me the max airspeed at wich i can lower full flaps and the max
speed
> I can go with 1/2 flaps in a MK 3 Clasic .
> Thanks Frank Goodnight
>
> Sent from my iPad
>
>
>
>
________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
| Subject: | Rotax 670 update |
Figured I'd update everyone on my 670 swap.
I now have over 5 hrs on the 670 and am very happy with the performance. The Ski
Doo Denso single ignition is incredibly smooth and idles fine at 1600 rpm with
a two blade or three blade prop. Easily the best starting two stroke I ever
owned. My old three cylinder 2SI 690L with 28mm Mikuni carbs is super smooth
but this thing is even smoother. Must be the huge flywheel and I guess the crank
rebuild is dead nuts on.
I'm still fine tuning the pitch and am currently running two 68 inch Powerfin F
blades until I get three blades cut to 66 inches.
Performance is stout, it turns the same prop and pitch I ran on my 670 about 600
rpm higher than the 690 did.
I added pitch to limit the over rev and am still fine tuning, basically my solo
climb went from 850 fpm to 1250 fpm, top speed increased from 72mph to 85.
Cruise at 5400 rpm used to be 62mph, now it's 70.
Fuel burn is looking pretty close the same, around 4.5 gallon per hour at 5400
rpm.
Still have some testing to do but am very happy so far.
The 618 style exhaust is much quieter than my old engine and family and flying
buddies say it sounds stronger from the ground.
It definitely shits and gets on take off.
So far so good.
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
________________________________________________________________________________
| Subject: | Re: Mk3 flap speed |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Frank, Watch my video on transitioning to the Kolb Mk III for GA pilots
here:
https://www.youtube.com/watch?v=mQ-YaW9WgEU
Here's a view from outside the cockpit:
https://www.youtube.com/watch?v=sGMvpQRHS-0
As for your question about flap deployment speed, I use 60 mph then settle
on 50 for approach. Hope this helps.
Rick Girard
On Fri, Aug 1, 2014 at 10:31 PM, Colin Hudson
wrote:
> colin.scott.hudson(at)gmail.com>
>
> Frank my research shows VFE for the classic to be 100 km, 52 knts or 62
> MPH. Anything above that can cause structure damage.
>
> Scott Hudson
>
> Sent from my iPhone
>
> > On Aug 1, 2014, at 8:49 PM, Frank Goodnight
> wrote:
> >
> frank.goodnight(at)att.net>
> >
> > Hi all,
> > Can someone tell me the max airspeed at wich i can lower full flaps and
> the max speed
> > I can go with 1/2 flaps in a MK 3 Clasic .
> > Thanks Frank Goodnight
> >
> > Sent from my iPad
> >
> >
> >
> >
>
>
--
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: Clear Lake Flight Video |
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
Yes pretty much everyone has had trouble hearing this. It sounds ok on my computer
except when I mumble but I will probably redo the voice track when I get
a minute to mess with it. Thanks.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427813#427813
________________________________________________________________________________
| Subject: | Re: Kolb landing |
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
I'm still a low time pilot in the Kolb, just passed 200 hours in her and I have
a little less than 1000 landings now. I try to do 2 or 3 at least every time
I fly and I try to vary the type of landing I do each time. Full flaps, no flaps,
wheel, three point, over obstacle, stop short etc.
I think the Kolb, at least my Mark III, is a pretty easy airplane to land but it
is not easy to land 'perfectly' 3 point power off EVERY TIME at least for me.
As has been stated over and over it has to be flown all the way to the ground.
You can't just get it in ground effect and let it land on automatic like some
I have flown. Small mistakes turn what I think is a perfect landing into
an average landing with a small bounce or a little bump.
Leaving a little power on can make it float a little more like a GA plane and I
found that easier in the beginning. Now the game is to pull all the power off
on the down wind leg, not touch it again and put it where I want it, perfectly
soft with as short a roll as possible. Oh yeah, and to walk away. :)
(That's what I was trying to do in the short field landing video I posted a while
back.)
Thanks,
Allan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=427814#427814
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Rotax 670 update |
Sounds good!
john h
mkIII
Titus, Alabama
Figured I'd update everyone on my 670 swap.
The 618 style exhaust is much quieter than my old engine and family and
flying buddies say it sounds stronger from the ground.
It definitely shits and gets on take off.
So far so good.
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
________________________________________________________________________________
| Subject: | Re: Mk3 flap speed |
| From: | Frank <frank.goodnight(at)att.net> |
Thanks to all that answered
the flap question.
Frank Goodnight ( new to mk3 )
Sent from my iPhone
On Aug 1, 2014, at 10:31 PM, Colin Hudson wrote:
>
> Frank my research shows VFE for the classic to be 100 km, 52 knts or 62 MPH.
Anything above that can cause structure damage.
>
> Scott Hudson
>
> Sent from my iPhone
>
>> On Aug 1, 2014, at 8:49 PM, Frank Goodnight wrote:
>>
>>
>> Hi all,
>> Can someone tell me the max airspeed at wich i can lower full flaps and the
max speed
>> I can go with 1/2 flaps in a MK 3 Clasic .
>> Thanks Frank Goodnight
>>
>> Sent from my iPad
>
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb landing |
Allan/Kolbers:
Homer designed his airplanes for low time pilots. He wanted the aircraft to
sit level, or nearly level on the ground. His reason was to require more
airspeed to take off, prevent pulling off too soon, flying out of ground
effect and stalling. He also wanted them to land faster, thus the level
attitude.
I didn't like this level attitude. I wanted to get the nose of the aircraft
up in a more conventional three point attitude. This helps me get off the
ground a little quicker and land in a three point attitude.
Homer also put most of the weight on the main gear to make his airplanes
handle better on the ground. This works well with one exception, the
tendency to nose over because of the light tail. I overcame this by moving
the main gear 8" forward from the stock position. My MKIII is a now a true
tail dragger. It is more difficult to handle on the ground, but has no
tendency to nose over in most any terrain. There is over 100 lbs on the
tail wheel.
All the mods my Brother Jim and I did to my MKIII seem to be working well.
They have been on this MKIII for more than 22 years and 3,300.0 hours. It
is nice to fly an airplane that satisfies all your needs. Don't think there
is anything else to do to Miss P'fer except maintain and fly her.
Allan, I have seen your landings. They look good.
john h
mkIII
Titus, Alabama
I'm still a low time pilot in the Kolb, just passed 200 hours in her and I
have a little less than 1000 landings now. I try to do 2 or 3 at least
every time I fly and I try to vary the type of landing I do each time. Full
flaps, no flaps, wheel, three point, over obstacle, stop short etc.
I think the Kolb, at least my Mark III, is a pretty easy airplane to land
but it is not easy to land 'perfectly' 3 point power off EVERY TIME at least
for me. As has been stated over and over it has to be flown all the way to
the ground. You can't just get it in ground effect and let it land on
automatic like some I have flown. Small mistakes turn what I think is a
perfect landing into an average landing with a small bounce or a little
bump.
Leaving a little power on can make it float a little more like a GA plane
and I found that easier in the beginning. Now the game is to pull all the
power off on the down wind leg, not touch it again and put it where I want
it, perfectly soft with as short a roll as possible. Oh yeah, and to walk
away. :)
(That's what I was trying to do in the short field landing video I posted a
while back.)
Thanks,
Allan
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
| Subject: | RE: Kolb-List Digest: 13 Msgs - 08/01/14 |
> The MKIII continued in its vertical dive
Wow. I feel a spasm of my sphincter and I wasn't even there.
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I have finished re-installing my HKS on my Firestar, with the help of Roger
Hankins, who is much smarter than I, not to mention much more patient.
The HKS is a great engine, but the installation for Kolbs means the muffler
has to be mounted in front of the engine on the root tube of the cage.
Since this thing is about 8 inches in diameter and round, the wind is very
disturbed, and overheating has been a problem. I overcame it by shrouds
over the heads, which kept the heat within acceptable limits. I decided
that failing a better muffler configuration, or a smaller muffler, a
streamlined one would be a help. Streamlining was out of my expertise, so I
just made a flat plate that I attached to the back of the muffler. The
theory being that it would at least direct the air into the heads. Well it
works to the point of about 30 degrees or more CHT temps. I needed to make
a longer flight to see for sure how it was going to do.
The skies were very hazy with smoke, and visibility was not all that great,
but the flight was just fine. The baffle kept things very cool. The highest
reading was 289 at WOT, climbing up the face of a long hill, the average
was about 268, and the lowest was 256.
The water situation here is pretty severe. There are only two springs still
producing water on the Sheep Heads. The only other water is that supplied
by the ranch next door. Wild horses drank most of the water hauled up
there.
The flight covered an hour of time, I flew for 60 miles, burning 3 gallons
of gas. An average of 60 MPH under all the conditions that I encountered,
uphill and down hill.
https://vimeo.com/102764515 Password-owyheeflyer
--
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address before sending.*
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I forgot to mentiion that the upper limit of CHT is 340 in the HKS.
Larry
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address before sending.*
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
I liked the new video...... do you know a rain dance? or how is your ar
tistic creativity for making one up.... you know it needs to happen...
boyd
From: Larry Cottrell
Sent: Wednesday, August 06, 2014 2:30 PM
Subject: Kolb-List: video
I have finished re-installing my HKS on my Firestar, with the help of Roger
Hankins, who is much smarter than I, not to mention much more patient.
The HKS is a great engine, but the installation for Kolbs means the muffler
has to be mounted in front of the engine on the root tube of the cage. Sin
ce this thing is about 8 inches in diameter and round, the wind is very dis
turbed, and overheating has been a problem. I overcame it by shrouds over t
he heads, which kept the heat within acceptable limits. I decided that fail
ing a better muffler configuration, or a smaller muffler, a streamlined one
would be a help. Streamlining was out of my expertise, so I just made a fl
at plate that I attached to the back of the muffler. The theory being that
it would at least direct the air into the heads. Well it works to the point
of about 30 degrees or more CHT temps. I needed to make a longer flight to
see for sure how it was going to do.
The skies were very hazy with smoke, and visibility was not all that great,
but the flight was just fine. The baffle kept things very cool. The highes
t reading was 289 at WOT, climbing up the face of a long hill, the average
was about 268, and the lowest was 256.
The water situation here is pretty severe. There are only two springs still
producing water on the Sheep Heads. The only other water is that supplied
by the ranch next door. Wild horses drank most of the water hauled up there
=2E
The flight covered an hour of time, I flew for 60 miles, burning 3 gallons
of gas. An average of 60 MPH under all the conditions that I encountered, u
phill and down hill.
https://vimeo.com/102764515 Password-owyheeflyer
--
If you forward this email, or any part of it, please remove my email addres
s before sending.
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This email is free from viruses and malware because avast! Antivirus protec
tion is active.
http://www.avast.com
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | fire fly first flight |
i'm getting ready to fly this new firefly for the first time and would like
to talk to a firefly pilot before i begin.-- so somebody please call!
- mal =0A=0A-=0AMalcolm & Jeanne Brubaker =0AMichigan Sport Pilot Repai
r =0Ahttp://michigansportpilotrepair.com=0ALSRM-A, PPC, WS=0AGreat Sails -
Sailmaker =0Afor Ultralight & Light Sport=0A(989)513-3022
________________________________________________________________________________
| From: | "Larlaeb" <larlaeb(at)gmail.com> |
Enjoyed the video as always. Glad the engine cooling is improved and hoping you
get some rain out there soon. I have a friend with that type of engine on his
Kolb. I'll have to give the exhaust setup a closer look.
Thanks,
Allan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428165#428165
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
If you need more detailed photos let me know.
Larry
On Thu, Aug 7, 2014 at 12:27 PM, Larlaeb wrote:
>
> Enjoyed the video as always. Glad the engine cooling is improved and
> hoping you get some rain out there soon. I have a friend with that type of
> engine on his Kolb. I'll have to give the exhaust setup a closer look.
>
> Thanks,
> Allan
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=428165#428165
>
>
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address before sending.*
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
It took me two tries to get airborne this morning. There was a freak shower
that basically covered my house and hanger. I had taxied out to the spot
that I warm the engine up and the sprinkle turned into a rain shower. The
wife suggested that I return to the hanger to wait it out. The shock to my
system was so much that the wife had to throw a bucket of sand in my face
to wake me up.
It took about 5 minutes to stop so I rolled out and took off for my morning
check of the Cows. I have been a little disappointed in the quality of my
Drift video camera. The image just isn't as sharp and rich as I would like
it. Operator error I am sure. I shut down the shutter two stops, and I
intended to try it to see if it was better. The last couple of videos that
I have made used the "enhancement " feature of my editing program, and they
were better, but still washed out somewhat. I am expecting the delivery of
a Garmin Virb camera this afternoon, and will be comparing it to the drift.
I wanted the drift to be set properly for that comparison. I have since
decided that one F stop would have been better.
After I was in the air, I remembered that I had not turned on the camera
for my second try. I didn't want to go home just yet, so I landed on the
dirt road that goes to the Alvord from the ranch. The road is pretty
smooth, but only one car wide, with an 8 inch berm on each side of the
road. There were some twists and turns in the road for a ways, so I drove
down the road looking for a straight enough road to take off on. After a
couple of minutes I hit a bit of a straight stretch and started my take
off. I was not quite up to comfortable flying speed when a curve in the
road was fast approaching. No worries, I popped it up into ground effects
and leveled it out just above the brush and kept it there for the few
seconds that it took to gain flying speed. No problem!
https://vimeo.com/102946520
owyheeflyer
Larry
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________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: ground effects |
guess I thought the drift had a remote start... before I can pop up in gro
und effect I need longer gear legs,,,, always something to spend more mone
y on.
starting a soft checked as he typed =9CI want to see the video of th
e rain dance=9D he decided it might not be something he really want
ed to see. LOL
boyd
From: Larry Cottrell
Sent: Friday, August 08, 2014 1:13 PM
Subject: Kolb-List: ground effects
It took me two tries to get airborne this morning. There was a freak shower
that basically covered my house and hanger. I had taxied out to the spot t
hat I warm the engine up and the sprinkle turned into a rain shower. The wi
fe suggested that I return to the hanger to wait it out. The shock to my sy
stem was so much that the wife had to throw a bucket of sand in my face to
wake me up.
It took about 5 minutes to stop so I rolled out and took off for my morning
check of the Cows. I have been a little disappointed in the quality of my
Drift video camera. The image just isn't as sharp and rich as I would like
it. Operator error I am sure. I shut down the shutter two stops, and I inte
nded to try it to see if it was better. The last couple of videos that I ha
ve made used the "enhancement " feature of my editing program, and they wer
e better, but still washed out somewhat. I am expecting the delivery of a G
armin Virb camera this afternoon, and will be comparing it to the drift. I
wanted the drift to be set properly for that comparison. I have since decid
ed that one F stop would have been better.
After I was in the air, I remembered that I had not turned on the camera fo
r my second try. I didn't want to go home just yet, so I landed on the dirt
road that goes to the Alvord from the ranch. The road is pretty smooth, bu
t only one car wide, with an 8 inch berm on each side of the road. There we
re some twists and turns in the road for a ways, so I drove down the road l
ooking for a straight enough road to take off on. After a couple of minutes
I hit a bit of a straight stretch and started my take off. I was not quite
up to comfortable flying speed when a curve in the road was fast approachi
ng. No worries, I popped it up into ground effects and leveled it out just
above the brush and kept it there for the few seconds that it took to gain
flying speed. No problem!
https://vimeo.com/102946520 owyheeflyer
Larry
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________________________________________________________________________________
| Subject: | Re: ground effects |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
The drift does have a remote start, just not a turn on remote start. :-)
There was no rain dance- I couldn't believe that it was actually going to
rain. It started sprinkling just a bit as I prepared to get in the plane. I
looked up and there was a hankerchief sized cloud up there. I thought well
that will blow away soon, so I taxied out. When I couldn't see out of the
windscreen, Karen asked "Are you going to take off in that"? That was when
I realized it was actually raining, at least for a bit. Nothing got wet but
my windscreen however.
Larry
On Fri, Aug 8, 2014 at 2:09 PM, b young wrote:
> guess I thought the drift had a remote start... before I can pop up in
> ground effect I need longer gear legs,,,, always something to spend more
> money on.
>
> starting a soft checked as he typed =9CI want to see the video of
the rain
> dance=9D he decided it might not be something he really wanted to
see.
> LOL
>
> boyd
>
> *From:* Larry Cottrell
> *Sent:* Friday, August 08, 2014 1:13 PM
> *To:* kolb-list(at)matronics.com
> *Subject:* Kolb-List: ground effects
>
> It took me two tries to get airborne this morning. There was a freak
> shower that basically covered my house and hanger. I had taxied out to th
e
> spot that I warm the engine up and the sprinkle turned into a rain shower
.
> The wife suggested that I return to the hanger to wait it out. The shock
to
> my system was so much that the wife had to throw a bucket of sand in my
> face to wake me up.
>
> It took about 5 minutes to stop so I rolled out and took off for my
> morning check of the Cows. I have been a little disappointed in the quali
ty
> of my Drift video camera. The image just isn't as sharp and rich as I wou
ld
> like it. Operator error I am sure. I shut down the shutter two stops, and
I
> intended to try it to see if it was better. The last couple of videos tha
t
> I have made used the "enhancement " feature of my editing program, and th
ey
> were better, but still washed out somewhat. I am expecting the delivery o
f
> a Garmin Virb camera this afternoon, and will be comparing it to the drif
t.
> I wanted the drift to be set properly for that comparison. I have since
> decided that one F stop would have been better.
>
> After I was in the air, I remembered that I had not turned on the camera
> for my second try. I didn't want to go home just yet, so I landed on the
> dirt road that goes to the Alvord from the ranch. The road is pretty
> smooth, but only one car wide, with an 8 inch berm on each side of the
> road. There were some twists and turns in the road for a ways, so I drove
> down the road looking for a straight enough road to take off on. After a
> couple of minutes I hit a bit of a straight stretch and started my take
> off. I was not quite up to comfortable flying speed when a curve in the
> road was fast approaching. No worries, I popped it up into ground effects
> and leveled it out just above the brush and kept it there for the few
> seconds that it took to gain flying speed. No problem!
>
> https://vimeo.com/102946520
>
> owyheeflyer
>
> Larry
>
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________________________________________________________________________________
| From: | "t41pilot" <t41pilot(at)frontier.com> |
It's finally time to stick some brakes on my Firefly and I would like to attempt
to use mountain bike brakes. If anybody is currently using that type of setup,
I could use a couple of photos of your install to help get me on my way. I
plan to use either a stick mount or lever next to me as a control. I sat in
a firefly with the standard heel brakes and being short in stature, I found them
too difficult to operate. Independent brakes are great but not a must have.
I would like to try to fabricate something instead of buying commercial to save
cost and give this retired guy something to do. I've got a buddy that knows
somebody with a Bike shop so I may be able to get some parts reasonable in cost.
--------
Gregg Kaat
2011 Firefly
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428242#428242
________________________________________________________________________________
| Subject: | testing a new camera! |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I finally decided to try Garmin's Virb video camera. I have been dithering
for months as to whether it was worth the expense or not. Finally I decided
to give up and get the thing. One of the features that I liked was that you
could show your speed on the camera. I seem to have trouble remembering my
actual flying speed, since there are so many distractions when one is
suspended between the clouds and the ground.
After I added the "baffle" to the muffler,( a 5 inch flat plate that seems
to realign the air flow coming off the 8 inch round muffler ) I seemed to
be going a lot faster than I remembered before I added it. One of the
things about the Virb is that the GPS in the camera records the speed, and
a whole lot of other things. Not being that interested in my heart rate, I
think I will pass on that one. My measurement of excitement is how dry my
mouth gets.
I stuck it on the other wing on the tube that holds the wing when it is
folded. That seems to be the least amount of vibration on the entire plane.
I did get some harmonics, especially when I throttled back. The camera is
supposed to have a "stabilization feature" but apparently flying isn't that
stable.
The colors produced by the camera did not require me to use the
"enhancement feature" of my editing program. It seemed to be a little dark,
but I tend to fly early in the morning and the lighting is not always the
best then. In Sept the air should stabilize enough to be able to fly during
the middle of the day when light is better.
All in all, I like the camera. There are lots of features that could be if
not helpful, at least interesting. As for the comparison to the Drift-
About the only improvement to the drift is the GPS features. When the drift
is set properly ( in this case minus one f stop) there is not a lot of
difference between the two. I still think I will keep the Virb however.
https://vimeo.com/103023194
owyheeflyer
Larry
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________________________________________________________________________________
| From: | "olendorf" <olendorf(at)gmail.com> |
I put these on my Firestar. They work great. One finger will bring me to a screeching
halt.
They are cable activated bike brakes.
Avid BB7 Road Disc Brake 140mm x 6 Bolt
I hope you can see what I did there. I had to make two brackets out of aluminum.
One bracket plate has the four bolts going through the rim on one side and
six bolts holding the rotor on the other side. I switched to narrower tires
to make this work. I may have been able to use longer bolts but I like the way
this came out. The second bracket is for the caliper to mount to. I thought
three bolts on the axle plate would work but I couldn't get a bolt through there
so it is held on with just two bolts and is plenty.
The nice feature of these brakes is that the individual side pads can be adjusted
easily with your fingers.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://sites.google.com/site/kolbfirestar/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428252#428252
Attachments:
http://forums.matronics.com//files/brakes3_114.jpg
http://forums.matronics.com//files/brakes2_125.jpg
http://forums.matronics.com//files/brakes1_187.jpg
________________________________________________________________________________
| From: | "olendorf" <olendorf(at)gmail.com> |
Forgot the hand controls. One lever controls both cables. I also use a wooden
wedge to lock the lever open as a parking brake.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://sites.google.com/site/kolbfirestar/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428253#428253
Attachments:
http://forums.matronics.com//files/rebuild4_139.jpg
________________________________________________________________________________
| From: | "t41pilot" <t41pilot(at)frontier.com> |
Thanks for the help Scott. Pictures are always worth a thousand words in my book.
Just a couple questions if you don't mind. Do you use the brakes on your landing
rollout to slow down or just on the ramp? I used to fly off a grass strip
and brakes weren't really necessary but that airport closed so now I'm on a
paved airport. I'm concerned about a noseover if the brakes are applied too hard
after landing. Also, did you have to buy new axles from Kolb or did you buy
some stock yourself? I'm pretty sure the original axles are heat treated. My
axles were cut down to fit during my build since I wasn't using brakes, so I
need some new ones to accommodate the brake assembly. I'm not sure if a regular
pipe threader for plumbing can do steel for the threads needed on the end of
the axle. You can buy 5/8 #8 Bolts at the hardware which are hardened but I'm
not sure they are strong enough to do the job. My landings are pretty good but
not all are greasers.
--------
Gregg Kaat
2011 Firefly
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428258#428258
________________________________________________________________________________
| From: | Gary Aman <zeprep251(at)aol.com> |
Nicely done,very light clean installation
Sent from my iPhone
> On Aug 9, 2014, at 9:36 PM, "olendorf" wrote:
>
>
> I put these on my Firestar. They work great. One finger will bring me to a screeching
halt.
>
> They are cable activated bike brakes.
>
> Avid BB7 Road Disc Brake 140mm x 6 Bolt
>
> I hope you can see what I did there. I had to make two brackets out of aluminum.
One bracket plate has the four bolts going through the rim on one side and
six bolts holding the rotor on the other side. I switched to narrower tires
to make this work. I may have been able to use longer bolts but I like the way
this came out. The second bracket is for the caliper to mount to. I thought
three bolts on the axle plate would work but I couldn't get a bolt through
there so it is held on with just two bolts and is plenty.
>
> The nice feature of these brakes is that the individual side pads can be adjusted
easily with your fingers.
>
> --------
> Scott Olendorf
> Original Firestar, Rotax 447, Powerfin prop
> Schenectady, NY
> http://sites.google.com/site/kolbfirestar/
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=428252#428252
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/brakes3_114.jpg
> http://forums.matronics.com//files/brakes2_125.jpg
> http://forums.matronics.com//files/brakes1_187.jpg
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "olendorf" <olendorf(at)gmail.com> |
I do use the brakes on landing rollout, taxiing and as a parking brake while I'm
getting into the plane since I start the engine outside then get in.
You need to use the brakes carefully because you will nose over. Not as much an
issue when landing because you have more air over the tail to help keep it down.
Its really only an issue when trying to do a run up with the brakes locked.
I can't get over 4000rpms in a runup without nosing over.
Another concern with using a single handle brake lever is that you will want to
adjust your calipers so you get an even pull on both sides. I do that by holding
a little brake while taxiing and feel if it is pulling one way or the other,
then get out and adjust them.
My axles were already adapted for brakes. They had the flange welded on. I don't
have the knowledge to turn a bolt into an axle. That seems like a bad place
to take a shortcut. I would buy the proper axles and have a flange welded on.
I do know that plumbing threads are not the same as regular nuts and bolts threads.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://sites.google.com/site/kolbfirestar/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428260#428260
________________________________________________________________________________
| From: | "t41pilot" <t41pilot(at)frontier.com> |
Thanks Scott. You've been most helpful. I mis-spoke on the bolt. I meant Grade
8 not #8. They make those bolts long enough already to use as axles and are threaded
on the ends but I'm guessing they are not strong enough or they would
be in use already. Unless there are any other ideas for new axles, I will have
to call Kolb for a price on new ones. Ultimately I will compare the cost of building
a brake system and compare it to the cost of a commercial black max system.
--------
Gregg Kaat
2011 Firefly
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428261#428261
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
You should check with Travis, they have the axles already made up with the
flange already there. I am sure if you needed something special that Travis
could have it for you in nothing flat. Not a whole lot of sense in cobbling
something together.
I liked the hand brake, but I wanted independent braking. Since I have
little patience and a welder I decided to make my own. Its not all that
much different than the single brake lever.
Larry
On Sun, Aug 10, 2014 at 7:53 AM, t41pilot wrote:
>
> Thanks Scott. You've been most helpful. I mis-spoke on the bolt. I meant
> Grade 8 not #8. They make those bolts long enough already to use as axles
> and are threaded on the ends but I'm guessing they are not strong enough or
> they would be in use already. Unless there are any other ideas for new
> axles, I will have to call Kolb for a price on new ones. Ultimately I will
> compare the cost of building a brake system and compare it to the cost of a
> commercial black max system.
>
> --------
> Gregg Kaat
> 2011 Firefly
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=428261#428261
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
I installed mountain bike brakes on my Firefly...worked fine...cost
about 70 bucks...using my lathe and labor...Herb
ps the long cable runs caused some stretching...so they felt a bit spongy..
On 08/10/2014 08:53 AM, t41pilot wrote:
>
> Thanks Scott. You've been most helpful. I mis-spoke on the bolt. I meant Grade
8 not #8. They make those bolts long enough already to use as axles and are
threaded on the ends but I'm guessing they are not strong enough or they would
be in use already. Unless there are any other ideas for new axles, I will have
to call Kolb for a price on new ones. Ultimately I will compare the cost of
building a brake system and compare it to the cost of a commercial black max
system.
>
> --------
> Gregg Kaat
> 2011 Firefly
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=428261#428261
>
>
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
Here is a set for sale on ebay...Herb
http://www.ebay.com/itm/BB5-BB-5-MTB-Mechanical-Disc-Brake-Front-and-Rear-160mm-Rotor-Black-/251448329773?pt=US_Brakes&var=&hash=item3a8b7d062d
ps if I were doing it again...I would try the hydraulic versions...
On 08/10/2014 10:17 AM, Herb wrote:
>
> I installed mountain bike brakes on my Firefly...worked fine...cost
> about 70 bucks...using my lathe and labor...Herb
>
> ps the long cable runs caused some stretching...so they felt a bit
> spongy..
> On 08/10/2014 08:53 AM, t41pilot wrote:
>>
>> Thanks Scott. You've been most helpful. I mis-spoke on the bolt. I
>> meant Grade 8 not #8. They make those bolts long enough already to
>> use as axles and are threaded on the ends but I'm guessing they are
>> not strong enough or they would be in use already. Unless there are
>> any other ideas for new axles, I will have to call Kolb for a price
>> on new ones. Ultimately I will compare the cost of building a brake
>> system and compare it to the cost of a commercial black max system.
>>
>> --------
>> Gregg Kaat
>> 2011 Firefly
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=428261#428261
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | "Thumper" <dlong1957(at)yahoo.com> |
These are the same BB7 brakes but I used the parallel levers under the seat and
just reached down for equal braking or differential braking. Worked great.
Sold the airplane but these pictures should help.
Dennis
--------
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=428268#428268
Attachments:
http://forums.matronics.com//files/100_3392_128.jpg
http://forums.matronics.com//files/100_3391_210.jpg
http://forums.matronics.com//files/100_3364_158.jpg
http://forums.matronics.com//files/100_3394_152.jpg
http://forums.matronics.com//files/100_3393_946.jpg
http://forums.matronics.com//files/100_3301_977.jpg
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
I used spacers also...I wanted to turn two spools instead..but I could
not find any large diameter aluminum at the salvage yard... plus , my
wheel barrow rims were not true and I needed to add shims...Herb
On 08/10/2014 10:50 AM, Thumper wrote:
>
> These are the same BB7 brakes but I used the parallel levers under the seat and
just reached down for equal braking or differential braking. Worked great.
Sold the airplane but these pictures should help.
>
> Dennis
>
> --------
> 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=428268#428268
>
>
> Attachments:
>
> http://forums.matronics.com//files/100_3392_128.jpg
> http://forums.matronics.com//files/100_3391_210.jpg
> http://forums.matronics.com//files/100_3364_158.jpg
> http://forums.matronics.com//files/100_3394_152.jpg
> http://forums.matronics.com//files/100_3393_946.jpg
> http://forums.matronics.com//files/100_3301_977.jpg
>
>
________________________________________________________________________________
| From: | "Bob" <rmurrill(at)cox.net> |
With apparently lots of available braking, why would you go with the
hydraulic version next time? Looks like price is only a little higher. I
need to change from band brakes on a MkIII, and this looks like a really
elegant solution, along with the dual under seat handle configuration.
Bob
"ps if I were doing it again...I would try the hydraulic versions..."
On 08/10/2014 10:17 AM, Herb wrote:
>
-----Original Message-----
From: Herb
Sent: Sunday, August 10, 2014 8:34 AM
Subject: Re: Kolb-List: Re: Brakes
Here is a set for sale on ebay...Herb
http://www.ebay.com/itm/BB5-BB-5-MTB-Mechanical-Disc-Brake-Front-and-Rear-160mm-Rotor-Black-/251448329773?pt=US_Brakes&var=&hash=item3a8b7d062d
ps if I were doing it again...I would try the hydraulic versions...
On 08/10/2014 10:17 AM, Herb wrote:
>
> I installed mountain bike brakes on my Firefly...worked fine...cost about
> 70 bucks...using my lathe and labor...Herb
>
> ps the long cable runs caused some stretching...so they felt a bit
> spongy..
> On 08/10/2014 08:53 AM, t41pilot wrote:
>>
>> Thanks Scott. You've been most helpful. I mis-spoke on the bolt. I meant
>> Grade 8 not #8. They make those bolts long enough already to use as
>> axles and are threaded on the ends but I'm guessing they are not strong
>> enough or they would be in use already. Unless there are any other ideas
>> for new axles, I will have to call Kolb for a price on new ones.
>> Ultimately I will compare the cost of building a brake system and compare
>> it to the cost of a commercial black max system.
>>
>> --------
>> Gregg Kaat
>> 2011 Firefly
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=428261#428261
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
Just the ease of running the lines...and I do not think the cost is very
much more? And the cable stretch that I mentioned...
Kolbs do not need super brakes...that is certain...Haven't check on
the price of a nose cone lately! :-)
On 08/10/2014 12:59 PM, Bob wrote:
>
> With apparently lots of available braking, why would you go with the
> hydraulic version next time? Looks like price is only a little
> higher. I need to change from band brakes on a MkIII, and this looks
> like a really elegant solution, along with the dual under seat handle
> configuration.
> Bob
>
> "ps if I were doing it again...I would try the hydraulic versions..."
> On 08/10/2014 10:17 AM, Herb wrote:
>>
>
> -----Original Message----- From: Herb
> Sent: Sunday, August 10, 2014 8:34 AM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Re: Brakes
>
>
> Here is a set for sale on ebay...Herb
> http://www.ebay.com/itm/BB5-BB-5-MTB-Mechanical-Disc-Brake-Front-and-Rear-160mm-Rotor-Black-/251448329773?pt=US_Brakes&var=&hash=item3a8b7d062d
>
>
> ps if I were doing it again...I would try the hydraulic versions...
> On 08/10/2014 10:17 AM, Herb wrote:
>>
>> I installed mountain bike brakes on my Firefly...worked fine...cost
>> about 70 bucks...using my lathe and labor...Herb
>>
>> ps the long cable runs caused some stretching...so they felt a bit
>> spongy..
>> On 08/10/2014 08:53 AM, t41pilot wrote:
>>>
>>> Thanks Scott. You've been most helpful. I mis-spoke on the bolt. I
>>> meant Grade 8 not #8. They make those bolts long enough already to
>>> use as axles and are threaded on the ends but I'm guessing they are
>>> not strong enough or they would be in use already. Unless there are
>>> any other ideas for new axles, I will have to call Kolb for a price
>>> on new ones. Ultimately I will compare the cost of building a brake
>>> system and compare it to the cost of a commercial black max system.
>>>
>>> --------
>>> Gregg Kaat
>>> 2011 Firefly
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=428261#428261
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | "t41pilot" <t41pilot(at)frontier.com> |
The separate spacers were stiff enough to keep the brake disk from getting out
of calibration? I hadn't considered that. I thought the spacer would have to be
a solid assembly of some type. I guess the key would be to buy a brake disk
whose mounting holes line up with the wheel bolt holes if possible. I'm running
the stock azusalite 5 inch wheels right now. I figured I would have to make
a template of the hole pattern to take to the bike shop/amazon/ebay and see if
I could get something to already line up. That would make the job easier compared
to having somebody fabricate a special spacer for me. Thanks for all the
photos. They are saved in my archives now
--------
Gregg Kaat
2011 Firefly
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428280#428280
________________________________________________________________________________
| Subject: | Re: testing a new camera! |
| From: | undoctor <undoctor(at)ptd.net> |
R2xhZCBpdCdzIG5vdCBhIHByb2JsZW0gd2l0aCBvdGhlcnMuIEknbGwgdHJ5IGFnYWluIGxhdGVy
LiBNeSBzZXJ2ZXIgbWF5IGhhdmUgYmVlbiBvdmVybG9hZGVkLsKgCgoKU2VudCBmcm9tIG15IFZl
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________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I am beginning to think that I might have a problem. I am going to check in
to videographers rehab tomorrow.
I plugged my Virb into the computer and they informed me that there was an
update available. Well I think they have a bug. I wasn't able to use it and
had to use my regular editing program, so there is not speed or altitude
information on this video. It is a bit different than the others however,
and the quality is good.
https://vimeo.com/103099119
owyheeflyer
Larry
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| Subject: | Re: another One :-/ |
| From: | "George Alexander" <gtalexander(at)att.net> |
lcottrell wrote:
> I am beginning to think that I might have a problem. I am going to check in to
videographers rehab tomorrow.
>
>
Great video, Larry. We're going to have to get you a travel mug for your coffee.
Wouldn't want you to spill any. [Laughing]
--------
George Alexander
FS II R503 N709FS
http://www.oh2fly.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428291#428291
________________________________________________________________________________
| Subject: | Re: another One :-/ |
| From: | "alienwes" <elliott.wesley(at)yahoo.com> |
Thanks for sharing. I think the new camera has a better picture.
--------
Wesley Elliott
Sport Pilot-PPC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428323#428323
________________________________________________________________________________
| From: | "yellowbird1" <nationcap(at)comcast.net> |
My kolb is registered as an N numbered experimental
--------
Brad Nation,
Albuquerque, NM
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428339#428339
________________________________________________________________________________
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Brad, There are two types of experimental certificates most commonly. One
is experimental amateur built (EAB), and the other is experimental light
sport aircraft (ELSA).
Only the original builder can get a repairman certificate for an EAB so a
non-builder owner has to hire an A & P to do the annual conditional
inspection.
The owner of an ELSA can take a 16 hour class and get a repairman
inspection certificate for his/her airplane ONLY. When you get the license
from the FAA it will have the N number of your aircraft on it.
There's also the off chance that your aircraft is registered experimental
exhibition (EE). If you have that you'd be making annual reports to your
local FAA Flight Standards District Office (FSDO) outlining what flying
you're going to be allowed to do, so I doubt your aircraft is EE, but you
should check, just in case.
For all you $50, one hour annual folks. Go to FAR 43 Appendix D and take a
look at all the things required on an annual and tell me how you check all
that in one hour and do the paperwork. Either you've hired Speedy Gonzalez
or you're doing a pencil whip.
Since you're already in FAR 43, go to 43.12 and contemplate what it says.
Take a moment to think about what a lawyer could do to you if there were a
crash involving serious injury or loss of life. Think about having
everything you've worked for in life taken from you, possibly even your
freedom.
Still think that $50 looks reasonable?
Rick Girard
On Mon, Aug 11, 2014 at 11:00 PM, yellowbird1 wrote:
>
> My kolb is registered as an N numbered experimental
>
> --------
> Brad Nation,
> Albuquerque, NM
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=428339#428339
>
>
--
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: | Video of me folding my Kolb. Sped up to 46 seconds. |
| From: | "olendorf" <olendorf(at)gmail.com> |
I added a sped up video of me folding my Kolb on to YouTube.
http://youtu.be/nNyJ5oMBD3o
I know, boring, but you don't have to watch it. :)
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://sites.google.com/site/kolbfirestar/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428369#428369
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: Video of me folding my Kolb. Sped up to 46 seconds. |
Must be the way my ailerons are hinged, but mine don't fold all the way down
like that. Mine have to stay up, also to avoid getting tangled with the vacuum
line and fuel lines.
Bill Sullivan
Windsor Locks, Ct.
FS 447
--------------------------------------------
On Tue, 8/12/14, olendorf wrote:
Subject: Kolb-List: Video of me folding my Kolb. Sped up to 46 seconds.
To: kolb-list(at)matronics.com
Date: Tuesday, August 12, 2014, 11:58 AM
"olendorf"
I added a sped up video of me folding my Kolb on to
YouTube.
http://youtu.be/nNyJ5oMBD3o
Forum -
- MATRONICS WEB FORUMS -
List Contribution Web Site -
-Matt
Dralle, List Admin.
________________________________________________________________________________
| Subject: | Re: Video of me folding my Kolb. Sped up to 46 seconds. |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I didn't find it boring at all. You cut 2 minutes off my best time.
Larry
On Tue, Aug 12, 2014 at 9:58 AM, olendorf wrote:
>
> I added a sped up video of me folding my Kolb on to YouTube.
>
> http://youtu.be/nNyJ5oMBD3o
>
> I know, boring, but you don't have to watch it. :)
>
> --------
> Scott Olendorf
> Original Firestar, Rotax 447, Powerfin prop
> Schenectady, NY
> http://sites.google.com/site/kolbfirestar/
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=428369#428369
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | Brad Nation <nationcap(at)comcast.net> |
It is listed as an EAB.
Is it even possible to get the registration changed to ELSA?
Brad Nation
On Aug 12, 2014, at 9:18 , Richard Girard wrote:
> Brad, There are two types of experimental certificates most commonly.
One is experimental amateur built (EAB), and the other is experimental
light sport aircraft (ELSA).
> Only the original builder can get a repairman certificate for an EAB
so a non-builder owner has to hire an A & P to do the annual conditional
inspection.
> The owner of an ELSA can take a 16 hour class and get a repairman
inspection certificate for his/her airplane ONLY. When you get the
license from the FAA it will have the N number of your aircraft on it.
> There's also the off chance that your aircraft is registered
experimental exhibition (EE). If you have that you'd be making annual
reports to your local FAA Flight Standards District Office (FSDO)
outlining what flying you're going to be allowed to do, so I doubt your
aircraft is EE, but you should check, just in case.
> For all you $50, one hour annual folks. Go to FAR 43 Appendix D and
take a look at all the things required on an annual and tell me how you
check all that in one hour and do the paperwork. Either you've hired
Speedy Gonzalez or you're doing a pencil whip.
> Since you're already in FAR 43, go to 43.12 and contemplate what it
says. Take a moment to think about what a lawyer could do to you if
there were a crash involving serious injury or loss of life. Think about
having everything you've worked for in life taken from you, possibly
even your freedom.
> Still think that $50 looks reasonable?
>
> Rick Girard
>
>
> On Mon, Aug 11, 2014 at 11:00 PM, yellowbird1
wrote:
>
> My kolb is registered as an N numbered experimental
>
> --------
> Brad Nation,
> Albuquerque, NM
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=428339#428339
>
>
>
>
>
>
>
> ==========
> " target="_blank">http://www.matronics.com/Navigator?Kolb-List
> ==========
> MS -
> k">http://forums.matronics.com
> ==========
> e -
> -Matt Dralle, List Admin.
> t="_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: | "alienwes" <elliott.wesley(at)yahoo.com> |
My A and P charges $200 to do my annual on a Powered Parachute. I think its a deal
because the local shop at the airport told me $550. Maybe one day I will have
a Kolb. :?
--------
Wesley Elliott
Sport Pilot-PPC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428385#428385
________________________________________________________________________________
| From: | gliderx5(at)comcast.net |
Brad
I believe that you cannot change to ELSA. Only airplane kits that have been demonstrated
to be SLSA (factory built LSA) and are offered as a kit that cannot
be modified at all are eligible to be ELSA. Furthermore, once it's registered
EAB it cannot be changed. The only change allowed is for an SLSA to move to ELSA.
Malcolm Morrison
wienerdogaero.com
----- Original Message -----
From: "Brad Nation" <nationcap(at)comcast.net>
Sent: Tuesday, August 12, 2014 7:32:41 PM
Subject: Re: Kolb-List: Re: Annual
It is listed as an EAB.
Is it even possible to get the registration changed to ELSA?
Brad Nation
On Aug 12, 2014, at 9:18 , Richard Girard < aslsa.rng(at)gmail.com > wrote:
Brad, There are two types of experimental certificates most commonly. One is experimental
amateur built (EAB), and the other is experimental light sport aircraft
(ELSA).
Only the original builder can get a repairman certificate for an EAB so a non-builder
owner has to hire an A & P to do the annual conditional inspection.
The owner of an ELSA can take a 16 hour class and get a repairman inspection certificate
for his/her airplane ONLY. When you get the license from the FAA it
will have the N number of your aircraft on it.
There's also the off chance that your aircraft is registered experimental exhibition
(EE). If you have that you'd be making annual reports to your local FAA
Flight Standards District Office (FSDO) outlining what flying you're going to
be allowed to do, so I doubt your aircraft is EE, but you should check, just in
case.
For all you $50, one hour annual folks. Go to FAR 43 Appendix D and take a look
at all the things required on an annual and tell me how you check all that in
one hour and do the paperwork. Either you've hired Speedy Gonzalez or you're
doing a pencil whip.
Since you're already in FAR 43, go to 43.12 and contemplate what it says. Take
a moment to think about what a lawyer could do to you if there were a crash involving
serious injury or loss of life. Think about having everything you've worked
for in life taken from you, possibly even your freedom.
Still think that $50 looks reasonable?
Rick Girard
On Mon, Aug 11, 2014 at 11:00 PM, yellowbird1 < nationcap(at)comcast.net > wrote:
My kolb is registered as an N numbered experimental
--------
Brad Nation,
Albuquerque, NM
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428339#428339
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t="_blank"> http://www.matronics.com/contribution
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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: | "racerjerry" <gki(at)suffolk.lib.ny.us> |
Please correct me if I am wrong; but why in hell would anyone even want to change
the registration from EAB to ELSA? If the airplane is registered with a max
gross takeoff weight of 1320 pounds or less, most any Kolb qualifies for operation
as a Light Sport Aircraft.
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428398#428398
________________________________________________________________________________
| From: | gliderx5(at)comcast.net |
Jerry
=C2-
Someone might want to so that they could do their own inspections (assuming
they don't hold the repairman certificate for their EAB already). By takin
g the 2 day course you can do your own inspections on your ELSA. But, since
you can't change the certification on your EAB it is dosen't matter.
=C2-
Malcolm Morrison
Wiener Dog Aero
----- Original Message -----
From: "racerjerry" <gki(at)suffolk.lib.ny.us>
Sent: Wednesday, August 13, 2014 7:44:48 AM
Subject: Kolb-List: Re: Annual
Please correct me if I am wrong; but why in hell would anyone even want to
change the registration from EAB to ELSA? =C2-If the airplane is register
ed with a max gross takeoff weight of 1320 pounds or less, most any Kolb qu
alifies for operation as a Light Sport Aircraft.
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428398#428398
===========
===========
MS -
===========
e -
=C2- =C2- =C2- =C2- =C2--Matt Dralle, List Admin.
===========
________________________________________________________________________________
| From: | Brad Nation <nationcap(at)comcast.net> |
Because according to my understanding of the FAR if it registered as a
ELSA and I take the 16 hour maintenance course I can do my own annuals.
Brad
___________________________
=93Freedom is never more than one generation away from extinction. We
didn't pass it to our children in the bloodstream. It must be fought
for, protected, and handed on for them to do the same, or one day we
will spend our sunset years telling our children and our children's
children what it was once like in the United States where men were
free.=94
-- President Ronald Reagan
On Aug 13, 2014, at 5:44 , racerjerry wrote:
>
> Please correct me if I am wrong; but why in hell would anyone even
want to change the registration from EAB to ELSA? If the airplane is
registered with a max gross takeoff weight of 1320 pounds or less, most
any Kolb qualifies for operation as a Light Sport Aircraft.
>
> --------
> Jerry King
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=428398#428398
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Weak gear leg fitting? |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
More FSII gear leg problems today. Several years ago we virtually totaled N582EF
for a really bad landing where the welded fitting that joins the landing gear
leg to the axle failed. Had the fitting not failed, it would have been bad,
but not a virtual total. So we rebuilt it.
Today Ed landed the FSII in a friends hay field due to a fuel problem. It was a
hard landing, but nothing remarkable. It should have been maybe a slightly bent
gear at worst, pull the gear leg out and straighten it. Yet the fitting failed
in exactly the same fashion as happened several years ago. Once we get the
airplane home - hopefully tomorrow - I plan to take the factory fittings and
beef them up as much as I can. I no longer trust them, and will be welding some
straps or saddles over and around them.
Just something for the rest of you guys to think about.
PS: Note that the file has been resized to 64 kb, and fits very nicely onto the
page. No resizing of the page or scrolling back and forth is necessary. [Wink]
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation. Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428472#428472
Attachments:
http://forums.matronics.com//files/p1030786_medium_507.jpg
________________________________________________________________________________
| Subject: | Re: Weak gear leg fitting? |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I may be wrong,( the photo was so small :-) ) but the fitting appeared to
be one of the early axles. Those were 60 thousands in thickness. The
current models are the 120 thousand thickness.
I had the thin ones on my plane and they too caused me a lot of problems. I
have since gone to heat treated 4130 because of the problems with the axles
and gear legs. I wouldn't go back.
I realize that Homer felt that it would prevent damage to the cage to have
the gear legs fail first, as a limit to the damage. That has not been
reflective of my experience. Failing gear legs and sockets have caused
heavy damage to the cage due to the legs failing for what would have been
no more than a rough landing with the proper gear legs.
for what its worth,
Larry
On Thu, Aug 14, 2014 at 8:38 PM, Richard Pike wrote:
>
> More FSII gear leg problems today. Several years ago we virtually totaled
> N582EF for a really bad landing where the welded fitting that joins the
> landing gear leg to the axle failed. Had the fitting not failed, it would
> have been bad, but not a virtual total. So we rebuilt it.
>
> Today Ed landed the FSII in a friends hay field due to a fuel problem. It
> was a hard landing, but nothing remarkable. It should have been maybe a
> slightly bent gear at worst, pull the gear leg out and straighten it. Yet
> the fitting failed in exactly the same fashion as happened several years
> ago. Once we get the airplane home - hopefully tomorrow - I plan to take
> the factory fittings and beef them up as much as I can. I no longer trust
> them, and will be welding some straps or saddles over and around them.
>
> Just something for the rest of you guys to think about.
>
> PS: Note that the file has been resized to 64 kb, and fits very nicely
> onto the page. No resizing of the page or scrolling back and forth is
> necessary. [Wink]
>
> --------
> Richard Pike
> Kolb MKIII N420P (420ldPoops)
> Kingsport, TN 3TN0
> My soul shall be joyful in the LORD; It shall rejoice in His salvation.
> Psalm 35:9
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=428472#428472
>
>
> Attachments:
>
> http://forums.matronics.com//files/p1030786_medium_507.jpg
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| Subject: | Re: Weak gear leg fitting? |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
OK, did not know that they are now .120. After we get the airplane home, I'll call
Travis and get some. Thanks.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation. Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428489#428489
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Weak gear leg fitting? |
Fourteen years ago a single failed gear leg/axle socket put a stop to my
second attempt to fly my MKIII to Point Barrow, Alaska. That single
gear leg/axle socket cost me a torn up airplane, a lot of grief and
money, plus 30 days to hitchhike and fly commercial to Alabama, find a
24 foot enclosed trailer, then drive back to northern British Columbia
to retrieve my airplane.
I have been using heat treated 4130 gear legs since 1987, but I was
still using a bolt on gear leg/axle socket because it was easier for me
to align the main gear. Brother Jim wanted to fabricate the steel gear
legs with .120" axle sockets welded to the end of the gear leg, but I
resisted and ended up paying dearly for that decision. I have been
flying with the same set of steel gear legs with welded axle sockets
since I rebuilt the MKIII in 2000 and 2001. Don=99t know how many
hours or landings I have on those gear legs, but I am still flying with
them.
I have torn up Firestar fuselages with aluminum gear legs, i.e., ripped
out gear leg sockets. The aluminum gear legs my save fuselages in some
cases, but not in all cases.
john h
mkIII
Titus, Alabama
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry
Cottrell
Sent: Thursday, August 14, 2014 11:51 PM
Subject: Re: Kolb-List: Weak gear leg fitting?
I may be wrong,( the photo was so small :-) ) but the fitting appeared
to be one of the early axles. Those were 60 thousands in thickness. The
current models are the 120 thousand thickness.
I had the thin ones on my plane and they too caused me a lot of
problems. I have since gone to heat treated 4130 because of the problems
with the axles and gear legs. I wouldn't go back.
I realize that Homer felt that it would prevent damage to the cage to
have the gear legs fail first, as a limit to the damage. That has not
been reflective of my experience. Failing gear legs and sockets have
caused heavy damage to the cage due to the legs failing for what would
have been no more than a rough landing with the proper gear legs.
for what its worth,
Larry
On Thu, Aug 14, 2014 at 8:38 PM, Richard Pike
wrote:
More FSII gear leg problems today. Several years ago we virtually
totaled N582EF for a really bad landing where the welded fitting that
joins the landing gear leg to the axle failed. Had the fitting not
failed, it would have been bad, but not a virtual total. So we rebuilt
it.
Today Ed landed the FSII in a friends hay field due to a fuel problem.
It was a hard landing, but nothing remarkable. It should have been maybe
a slightly bent gear at worst, pull the gear leg out and straighten it.
Yet the fitting failed in exactly the same fashion as happened several
years ago. Once we get the airplane home - hopefully tomorrow - I plan
to take the factory fittings and beef them up as much as I can. I no
longer trust them, and will be welding some straps or saddles over and
around them.
Just something for the rest of you guys to think about.
PS: Note that the file has been resized to 64 kb, and fits very nicely
onto the page. No resizing of the page or scrolling back and forth is
necessary. [Wink]
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation.
Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428472#428472
Attachments:
http://forums.matronics.com//files/p1030786_medium_507.jpg
<http://forums.matronics.com/files/p1030786_medium_507.jpg>
" target="_blank">http://www.matronics.com/Navigator?Kolb-List
MS -
k">http://forums.matronics.com
e -
-Matt Dralle, List Admin.
t="_blank">http://www.matronics.com/contribution
--
If you forward this email, or any part of it, please remove my email
address before sending.
________________________________________________________________________________
| Subject: | Re: Weak gear leg fitting? |
| From: | Denny Baber <baberdk(at)gmail.com> |
You might want to rethink modifying that. Forced landings will cause
damage, it's just where you want it to happen.
Sincerely,
Denny Baber
baberdk(at)gmail.com
309-796-2476
Preconceived notions are the locks on the door to wisdom
________________________________________________________________________________
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Malcolm, all, An ELSA must only be exactly like its SLSA qualifying
aircraft at the time of inspection for the experimental certificate. Once
the certificate is issued it's an experimental and you can change ANYTHING
you want.
Rick Girard
On Tue, Aug 12, 2014 at 9:04 PM, wrote:
> Brad
>
> I believe that you cannot change to ELSA. Only airplane kits that have
> been demonstrated to be SLSA (factory built LSA) and are offered as a kit
> that cannot be modified at all are eligible to be ELSA. Furthermore, once
> it's registered EAB it cannot be changed. The only change allowed is for an
> SLSA to move to ELSA.
>
> Malcolm Morrison
> wienerdogaero.com
>
> ------------------------------
> *From: *"Brad Nation" <nationcap(at)comcast.net>
> *To: *"kolb-list"
> *Sent: *Tuesday, August 12, 2014 7:32:41 PM
> *Subject: *Re: Kolb-List: Re: Annual
>
>
> It is listed as an EAB.
> Is it even possible to get the registration changed to ELSA?
>
> Brad Nation
>
> On Aug 12, 2014, at 9:18 , Richard Girard wrote:
>
> Brad, There are two types of experimental certificates most commonly. One
> is experimental amateur built (EAB), and the other is experimental light
> sport aircraft (ELSA).
> Only the original builder can get a repairman certificate for an EAB so a
> non-builder owner has to hire an A & P to do the annual conditional
> inspection.
> The owner of an ELSA can take a 16 hour class and get a repairman
> inspection certificate for his/her airplane ONLY. When you get the license
> from the FAA it will have the N number of your aircraft on it.
> There's also the off chance that your aircraft is registered experimental
> exhibition (EE). If you have that you'd be making annual reports to your
> local FAA Flight Standards District Office (FSDO) outlining what flying
> you're going to be allowed to do, so I doubt your aircraft is EE, but you
> should check, just in case.
> For all you $50, one hour annual folks. Go to FAR 43 Appendix D and take a
> look at all the things required on an annual and tell me how you check all
> that in one hour and do the paperwork. Either you've hired Speedy Gonzalez
> or you're doing a pencil whip.
> Since you're already in FAR 43, go to 43.12 and contemplate what it says.
> Take a moment to think about what a lawyer could do to you if there were a
> crash involving serious injury or loss of life. Think about having
> everything you've worked for in life taken from you, possibly even your
> freedom.
> Still think that $50 looks reasonable?
>
> Rick Girard
>
>
> On Mon, Aug 11, 2014 at 11:00 PM, yellowbird1
> wrote:
>
>>
>> My kolb is registered as an N numbered experimental
>>
>> --------
>> Brad Nation,
>> Albuquerque, NM
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=428339#428339
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> " target="_blank">http://www.matronics.com/Navigator?Kolb-List
>> ==========
>> MS -
>> k">http://forums.matronics.com
>> ==========
>> e -
>> -Matt Dralle, List Admin.
>> t="_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============================================
> -List"" target="_blank" data-mce-href="3D"http://www.matronics.com/Navigator?Kolb-List "">http://www.matronics.com/Navigator?Kolb-List
> 3D============================================
> et="_blank" data-mce-href="3D"http://forums.matronics.com "">http://forums.matronics.com
> 3D============================================
> uot;" target="_blank" data-mce-href="3D"http://www.matronics.com/contribution "">http://www.matronics.com/contribution
> 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
________________________________________________________________________________
| From: | "Ducati SS" <hiwingflyer6219(at)yahoo.com> |
Firefly brakes. Have not taxied with these yet but they work well on the considerable
slope of my driveway. Changed to these to save weight, had Black Max which
worked extremely well but this setup is 4 to 4.25 lbs. lighter.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428555#428555
Attachments:
http://forums.matronics.com//files/image_800x800_146.jpg
http://forums.matronics.com//files/image_800x598_161.jpg
http://forums.matronics.com//files/image_800x598_2_242.jpg
http://forums.matronics.com//files/brake_2_800x598_270.jpg
http://forums.matronics.com//files/brake_1_800x598_141.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Very clean and professional installation.
What size tires are you using? They look very small.
Larger tires and low air pressure take a lot of shock load off the gear legs
and airframe.
john h
mkIII
Titus, Alabama
Firefly brakes. Have not taxied with these yet but they work well on the
considerable slope of my driveway. Changed to these to save weight, had
Black Max which worked extremely well but this setup is 4 to 4.25 lbs.
lighter.
________________________________________________________________________________
| From: | "Ducati SS" <hiwingflyer6219(at)yahoo.com> |
I will need to go out to the hanger to check size but yes they are narrow. Given
a choice I would much rather have the Black Max rims and tires, landings with
those were very gentle. Unfortunately they were to heavy. With the products
on the market I do not believe it possible to get much lighter than this setup.
I called Travis and requested a new set of gear sockets with the axle tube 9/16"
shorter than standard, this saved over 1" of 4130 and axle. All the bolts
and axles are Ti, axle nuts are nylock AL, cable splitter is CF, Ti and AL, lever
is a 37 gram bicycle unit, the splitter is under the rear of the seat to
save running two cables to the lever, caliper carriers are drilled and wheel spacers
are plastic. I also made an AL and CF BRS mount saving 1 lb and am currently
adapting an auto racing 4 point harness, again saving about 1lb. Longer
term I have a Kawasaki TA440 to install which will be about 10 lbs. lighter and
allow me to reinstall the Black Max brakes if the narrow tires do not work out.
One plus to the current system is a reduction of drag.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428558#428558
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
Hello All,
In my case I bought a kit to recreate a prototype aircraft that no longer
exists. It will not be an exact copy of the prototype plane that no longer
exists, and the design was and will remain significantly deferent from the
production model. Do you think I will be able to get an ELSA?
Thanks,
Nick Cassara
Palmer, Alaska
________________________________________________________________________________
| From: | B Young <byoungplumbing(at)gmail.com> |
If the kit was an approved as an esla kit you should be ok. Even if the
prototype no longer exist. The inspector will only be able to compare your
finished project to the esla approved plans. If you don't have esla
plans. Imho in my humble opinion,, your only option is eab. And if
you have esla plans and have made any modifications while building your
plane does not fit esla rules. You would be left with eab
Boyd young
On Aug 16, 2014 9:40 AM, "Nick Cassara" wrote:
> Hello All,
>
>
> In my case I bought a kit to recreate a prototype aircraft that no longer
> exists. It will not be an exact copy of the prototype plane that no longer
> exists, and the design was and will remain significantly deferent from the
> production model. Do you think I will be able to get an ELSA?
>
>
> Thanks,
>
>
> Nick Cassara
>
> Palmer, Alaska
>
>
> *
>
>
> *
>
>
________________________________________________________________________________
| From: | "olendorf" <olendorf(at)gmail.com> |
DucattiSS, Those brakes look so clean they almost look like they were computer
generated. Time to get them dirty.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://sites.google.com/site/kolbfirestar/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428585#428585
________________________________________________________________________________
| Subject: | Re: Weak gear leg fitting? |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
John Hauck wrote:
> Fourteen years ago a single failed gear leg/axle socket put a stop to my second
attempt to fly my MKIII to Point Barrow, Alaska. That single gear leg/axle
socket cost me a torn up airplane, a lot of grief and money, plus 30 days to hitchhike
and fly commercial to Alabama, find a 24 foot enclosed trailer, then
drive back to northern British Columbia to retrieve my airplane.
>
> I have been using heat treated 4130 gear legs since 1987, but I was still using
a bolt on gear leg/axle socket because it was easier for me to align the main
gear. Brother Jim wanted to fabricate the steel gear legs with .120" axle sockets
welded to the end of the gear leg, but I resisted and ended up paying dearly
for that decision. I have been flying with the same set of steel gear legs
with welded axle sockets since I rebuilt the MKIII in 2000 and 2001. Dont know
how many hours or landings I have on those gear legs, but I am still flying
with them.
>
> I have torn up Firestar fuselages with aluminum gear legs, i.e., ripped out gear
leg sockets. The aluminum gear legs my save fuselages in some cases, but not
in all cases.
>
> john h
> mkIII
> Titus, Alabama
>
>
Talked to Travis and ordered new FSII aluminum gear legs and steel end fittings
for the axle, he did not mention steel gear legs for the FSII. Are there any
steel FSII gear legs? If so, I would like to know about it.
Should I call Travis back on Monday and change my order?
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation. Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428588#428588
________________________________________________________________________________
| Subject: | Re: Weak gear leg fitting? |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
baberdk wrote:
> You might want to rethink modifying that. Forced landings will cause damage,
it's just where you want it to happen.
>
> Sincerely,
> Denny Baber baberdk(at)gmail.com (baberdk(at)gmail.com)
> 309-796-2476
> Preconceived notions are the locks on the door to wisdom
>
This is what happens when the fitting on the end of the gear leg breaks, the wheel
comes off, and the end of the gear leg stobs into the ground. How much worse
could it be?
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation. Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428589#428589
Attachments:
http://forums.matronics.com//files/p1130313_large_medium_490.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Weak gear leg fitting? |
I don't know.
john h
mkIII
Titus, Alabama
Talked to Travis and ordered new FSII aluminum gear legs and steel end
fittings for the axle, he did not mention steel gear legs for the FSII. Are
there any steel FSII gear legs? If so, I would like to know about it.
Should I call Travis back on Monday and change my order?
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation.
Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428588#428588
________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
What kind of redrive are you planning for the Kawi?
I've only ever seen belt drives but have heard that someone once made cases that
were gearbox compatable for the 440.
> Longer term I have a Kawasaki TA440 to install which will be about 10 lbs. lighter
and allow me to reinstall the Black Max brakes
________________________________________________________________________________
| From: | "Ducati SS" <hiwingflyer6219(at)yahoo.com> |
Scott, Probably will not get them dirty this year - perhaps next summer.
If you are ever up around the Argyle area I would like to see your Firestar. I
have a 8 to 900 ft. strip about 4 miles south of Dick's, near the cell tower,
east of Rt. 40. Approach from the north, approx. first 500ft upgrade, at shrub
line starts down grade last 100 to 150ft. very sloped. Depart to north. Hump
at about 100ft. from North end, ask Bill S. Wind sock near shed.
I have a micro v reduction for the TA - design and machining are impressive.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428616#428616
________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
Would love to see a pic of the reduction. Can it be mounted up like a gearbox?
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
> On Aug 17, 2014, at 2:47 PM, "Ducati SS" wrote:
>
>
> Scott, Probably will not get them dirty this year - perhaps next summer.
> If you are ever up around the Argyle area I would like to see your Firestar.
I have a 8 to 900 ft. strip about 4 miles south of Dick's, near the cell tower,
east of Rt. 40. Approach from the north, approx. first 500ft upgrade, at shrub
line starts down grade last 100 to 150ft. very sloped. Depart to north. Hump
at about 100ft. from North end, ask Bill S. Wind sock near shed.
>
>
> I have a micro v reduction for the TA - design and machining are impressive.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=428616#428616
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
https://vimeo.com/103283685
owyheeflyer
My neighbor has problems with Geese pulling up the new grass at the ranch,
so in addition to checking for stuck Cows, I haze the Geese on the way back
home. They then go down to our neighbors and tear up his fields. ( He is a
bit , no that's too vague, make that a BUTT! )
This is my first run in with them. I didn't take my camera the second time
that I flew so that I wouldn't be tempted to make a video of it as well.
Its a bit too bad because the next chase was an arieal "dog fight". I had
to be very careful not to close too quickly with them, and to keep above
them. Its a bit more difficult than one might imagine. This first time I
was splitting the flock, and they would go back to the ranch. My second
time, I learned to herd them by always turning back to the ranch lands
before they could.
The third time I went over, as soon as they heard the plane they would take
wing and head to the other Ranch for the day. In the evening they would go
back over to the Ranch to spend the night. At least they were not eating
both day and night. In case you were wondering, as my neighbor's "agent" I
can harrass the Geese enough to keep them off the property.
This video was done about a week ago. I made a two hour flight today down
in the Owyhee, burning about 7 gallons of fuel, and having a good time
while I was at it.
Larry
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Nick, Here are the applicable FAR's on Light Sport Aircraft. For your
Kolbra, Kolb would have to build a qualifying aircraft per the ASTM
standard, document that it meets the standard, and get the FAA to certify
their production and supply system. The manufacturer would then sell you a
kit EXACTLY like their prototype. If you were to make ANY changes to the
kit, the manufacturer would have to issue a letter of authorization (LOA)
for EACH change. Part of the kit package would be a certificate of
conformity that would be presented to the FAA or the DAR, along with any
LOA's at the time your aircraft is presented for inspection for the
experimental certificate, mistakenly called the airworthiness certificate
by most people.
So, the simple answer is that for you to get an ELSA designation, Kolb
would have to have built an SLSA prototype of the Kolbra.
Rick Girard
21.190 Issue of a special airworthiness certificate for a light-sport
category aircraft.
(a) Purpose. The FAA issues a special airworthiness certificate in the
light-sport category to operate a light-sport aircraft, other than a
gyroplane.
(b) Eligibility. To be eligible for a special airworthiness certificate in
the light-sport category:
(1) An applicant must provide the FAA with=94
(i) The aircraft's operating instructions;
(ii) The aircraft's maintenance and inspection procedures;
(iii) The manufacturer's statement of compliance as described in paragraph
(c) of this section; and
(iv) The aircraft's flight training supplement.
(2) The aircraft must not have been previously issued a standard, primary,
restricted, limited, or provisional airworthiness certificate, or an
equivalent airworthiness certificate issued by a foreign civil aviation
authority.
(3) The aircraft must be inspected by the FAA and found to be in a
condition for safe operation.
(c) Manufacturer's statement of compliance for light-sport category
aircraft. The manufacturer's statement of compliance required in paragraph
(b)(1)(iii) of this section must=94
(1) Identify the aircraft by make and model, serial number, class, date of
manufacture, and consensus standard used;
(2) State that the aircraft meets the provisions of the identified
consensus standard;
(3) State that the aircraft conforms to the manufacturer's design data,
using the manufacturer's quality assurance system that meets the identified
consensus standard;
(4) State that the manufacturer will make available to any interested
person the following documents that meet the identified consensus standard:
(i) The aircraft's operating instructions.
(ii) The aircraft's maintenance and inspection procedures.
(iii) The aircraft's flight training supplement.
(5) State that the manufacturer will monitor and correct safety-of-flight
issues through the issuance of safety directives and a continued
airworthiness system that meets the identified consensus standard;
(6) State that at the request of the FAA, the manufacturer will provide
unrestricted access to its facilities; and
(7) State that the manufacturer, in accordance with a production acceptance
test procedure that meets an applicable consensus standard has=94
(i) Ground and flight tested the aircraft;
(ii) Found the aircraft performance acceptable; and
(iii) Determined that the aircraft is in a condition for safe operation.
(d) Light-sport aircraft manufactured outside the United States. For
aircraft manufactured outside of the United States to be eligible for a
special airworthiness certificate in the light-sport category, an applicant
must meet the requirements of paragraph (b) of this section and provide to
the FAA evidence that=94
(1) The aircraft was manufactured in a country with which the United States
has a Bilateral Airworthiness Agreement concerning airplanes or Bilateral
Aviation Safety Agreement with associated Implementation Procedures for
Airworthiness concerning airplanes, or an equivalent airworthiness
agreement; and
(2) The aircraft is eligible for an airworthiness certificate, flight
authorization, or other similar certification in its country of manufacture
.
21.191 Experimental certificates.
(i) Operating light-sport aircraft. Operating a light-sport aircraft that
=94
(1) Has not been issued a U.S. or foreign airworthiness certificate and
does not meet the provisions of =C2=A7103.1 of this chapter. An experimenta
l
certificate will not be issued under this paragraph for these aircraft
after January 31, 2008;
(2) Has been assembled=94
(i) From an aircraft kit for which the applicant can provide the
information required by =C2=A721.193(e); and
(ii) In accordance with manufacturer's assembly instructions that meet an
applicable consensus standard; or
(3) Has been previously issued a special airworthiness certificate in the
light-sport category under =C2=A721.190.
21.193 Experimental certificates: general.
(e) In the case of a light-sport aircraft assembled from a kit to be
certificated in accordance with =C2=A721.191(i)(2), an applicant must provi
de
the following:
(1) Evidence that an aircraft of the same make and model was manufactured
and assembled by the aircraft kit manufacturer and issued a special
airworthiness certificate in the light-sport category.
(2) The aircraft's operating instructions.
(3) The aircraft's maintenance and inspection procedures.
(4) The manufacturer's statement of compliance for the aircraft kit used in
the aircraft assembly that meets =C2=A721.190(c), except that instead of me
eting
=C2=A721.190(c)(7), the statement must identify assembly instructions for t
he
aircraft that meet an applicable consensus standard.
(5) The aircraft's flight training supplement.
(6) In addition to paragraphs (e)(1) through (e)(5) of this section, for an
aircraft kit manufactured outside of the United States, evidence that the
aircraft kit was manufactured in a country with which the United States has
a Bilateral Airworthiness Agreement concerning airplanes or a Bilateral
Aviation Safety Agreement with associated Implementation Procedures for
Airworthiness concerning airplanes, or an equivalent airworthiness
agreement.
On Sat, Aug 16, 2014 at 10:38 AM, Nick Cassara wrote:
> Hello All,
>
>
> In my case I bought a kit to recreate a prototype aircraft that no longer
> exists. It will not be an exact copy of the prototype plane that no longe
r
> exists, and the design was and will remain significantly deferent from th
e
> production model. Do you think I will be able to get an ELSA?
>
>
> Thanks,
>
>
> Nick Cassara
>
> Palmer, Alaska
>
>
> *
>
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onics.com/Navigator?Kolb-List>
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om/contribution>
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>
> *
>
>
--
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: | "Ducati SS" <hiwingflyer6219(at)yahoo.com> |
Uses plates bolted to various locations on the engine, not the same as a Rotax
gear box. It is currently stored in a box, I will try to pull it out and take
a photo some time this week.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=428643#428643
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
Here are a couple of videos that I took yesterday on a flight to Jordan
Craters, and on to the Owyhee River.
https://vimeo.com/103685104
I managed to get the date wrong.
https://vimeo.com/103685105
Password for both- owyheeflyer
A little better than 120 miles, 2 hours and 6 minutes, 7 gallons of fuel.
Larry
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | videos/Flight West |
I have decided to take Larry Cottrell up on his offer to see the
countryside around the Rock House. Plan to fly my MKIII back through
Monument Valley, Utah, on the way West. Hope to depart Gantt IAP about
7 Sep. My flight will take me about 2,100 sm and 26.0 flight hours one
way. If I decide to return to Alabama the shortest route, I will fly
about 1,850 sm and 24.0 flight hours. I plan to celebrate my 75th year
and my MKIII's (Miss P'er) 22d year. I'll burn 300.0 gallons of 100LL
in transit there and back, between 1,700.00 and 1,800.00 dollars for
fuel alone. Ouch! I can fly commercial round trip for about 500.00,
but it isn't near as much fun and I wouldn't have Miss P'fer to fly when
I got there. Besides, I don't like flying commercial. I'd rather be in
charge.
My general route of flight is:
Titus, AL
Memphis, TN
Sherman, TX
Clovis, NM
Los Lunas, NM
Gallup, NM
Monument Valley, UT
Wendover, UT
Wells, NV
Rock House, OR
Return flight:
Rock House, OR
Buhl, ID
Rock Springs, WY
Laramie, WY
Fort Morgan, CO
Goodland, KS
Neosho, MO
Memphis, TN
Columbus, MS
Gantt IAP, AL
I plan my flights to average 75 mph ground speed. Over the years this
has proven pretty accurate. My airspeed is 80-85 mph depending on how
heavy I am.
Probably get 75.0 hours on this flight counting the hours I fly after I
get there.
john h
mkIII
Titus, Alabama
Here are a couple of videos that I took yesterday on a flight to Jordan
Craters, and on to the Owyhee River.
https://vimeo.com/103685104 I managed to get the
date wrong.
https://vimeo.com/103685105 Password for both-
owyheeflyer
A little better than 120 miles, 2 hours and 6 minutes, 7 gallons of
fuel.
Larry
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
June 29, 2014 - August 18, 2014
Kolb-Archive.digest.vol-mu