Kolb-Archive.digest.vol-on

April 26, 2017 - June 13, 2017



From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: aileron gap seal: when?
Date: Apr 26, 2017
Very gently.... Shoot one side and roll the wing and aileron over, being careful of course. Poly-tak cement is very tenacious. I never had a problem with separation during processing and finishing. john h mkIII Titus, Alabama From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Charlie England Sent: Wednesday, April 26, 2017 9:14 PM Subject: Re: Kolb-List: aileron gap seal: when? Hi John, Thanks for the info. Your description is how I'm reading the plans. But I'm not sure how to manage a 12' aileron (flaperon) and a 15' wing when I'll need to flip the assembly numerous times while applying multiple finish coats, and keep the two components aligned well enough to avoid peeling off the gap seal from at least one side. Charlie On 4/26/2017 9:18 AM, John Hauck wrote: Charlie E/Kolbers: Haven't covered a wing in 17 years, so if I am wrong someone will promptly correct me please. ;-) After you shoot the last coat of Polybrush (sealer), the gap seal is cemented to wing and aileron. I think I used 3" finishing tape and it is not shrunk. Use a small needle soldering iron to burn out the rivet holes. Hinges are riveted after finish painting. john h mkIII Titus, Alabama From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Charlie England Sent: Wednesday, April 26, 2017 8:47 AM Subject: Kolb-List: aileron gap seal: when? For you Twinstar builders/restorers, how/when do you install gap seals? My 1st gen plans say to install the seals before installing the hinges. I'm planning on using the latex finishing method, and I've used the Stewart water based glue for covering. Do you pre-shrink the gap seal fabric and glue it on after the rest of the finish work (final paint), then repaint after attaching the gap seal? Thanks, Charlie Virus-free. www.avast.com ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: recovering slingshot wing
Date: Apr 26, 2017
I always tried to blow them out with compressed air. Then use some adhesive tape to seal the ends. If the drill chips and mandrel ends get out of the tubes, they end up under the edge of the fabric and leading and trailing edges, eventually putting holes in the fabric. john h mkIII Titus, Alabama From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of mike stone Sent: Wednesday, April 26, 2017 6:05 PM Subject: Kolb-List: recovering slingshot wing is it acceptable to leave the rivet ends in the 5/16 tubing to rattle around ,or remove rib tops and bottoms ???? ________________________________________________________________________________
From: B Young <byoungplumbing(at)gmail.com>
Date: Apr 27, 2017
Subject: Re: Kolb-List Digest: 7 Msgs - 04/26/17
Clip Hi John, Thanks for the info. Your description is how I'm reading the plans. But I'm not sure how to manage a 12' aileron (flaperon) and a 15' wing when I'll need to flip the assembly numerous times while applying multiple finish coats, and keep the two components aligned well enough to avoid peeling off the gap seal from at least one side. Charlie End clip Another option...... Place a few clekos in the hinge when moving / turning the wing, remove to paint. Boyd Young mkiii utah ________________________________________________________________________________
Subject: Re: Kolb-List Digest: 7 Msgs - 04/26/17
From: Charlie England <ceengland7(at)gmail.com>
Date: Apr 27, 2017
On 4/27/2017 9:10 AM, B Young wrote: > > Clip > Hi John, > > Thanks for the info. Your description is how I'm reading the plans. But > I'm not sure how to manage a 12' aileron (flaperon) and a 15' wing when > I'll need to flip the assembly numerous times while applying multiple > finish coats, and keep the two components aligned well enough to avoid > peeling off the gap seal from at least one side. > > Charlie > End clip > > Another option...... Place a few clekos in the hinge when moving / > turning the wing, remove to paint. > > Boyd Young mkiii utah > Thanks; that's occurred to me, but painting them separately would be a lot easier to do solo. I'll file it as an option. Charlie --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus ________________________________________________________________________________
Subject: Re: aileron gap seal: when?
From: Charlie England <ceengland7(at)gmail.com>
Date: Apr 27, 2017
On 4/27/2017 10:54 AM, John Hauck wrote: > > Tape is ok, I guess. > > Finishing tape is much more permanent. I've got serviceable gap seals after > 25 years and more than 3400 hours service. > > john h > mkIII > Titus, Alabama > > > -----Original Message----- > From: owner-kolb-list-server(at)matronics.com > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Frankd > Sent: Thursday, April 27, 2017 10:45 AM > To: kolb-list(at)matronics.com > Subject: Kolb-List: Re: aileron gap seal: when? > > > Hi Charlie/John, > > The instructions for my MkIII Xtra was to complete the wing and attach the > ailerons. Then use two strips of 3M Book tape, 3 inch wide, that are > overlapped upon each other with about one inch of sticky side tape exposed. > This will give you a one inch sticky edge facing down on one side and up on > the opposite side. > > Then you stick this "Modified tape" to the bottom of the wing and top of the > aileron , bridging the gap between the wing and Aileron. I also did the > exact same on the horizontal stab and elevators. > It still works great and looks fine. > > (I think it was bottom of wing and top of aileron but it could be the other > way round) > > This is another option.. and can be done when all else is finished.. I > just cleaned the surface well and used tack cloth to make sure no dust , etc > , was trapped in the tape. > > My 2 cents.. > > > FrankD > > MkIII Xtra, hollister Ca. > > PS.. I have decided to sell my Kolb , in case anyone is interested.. want > to give this list the first notification before I post in Barnstormers. > > Cheers. Thanks, Frank; another option to have in my pocket. Is this a clear tape, or reinforced, or...? Any UV degradation over time? Charlie --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus ________________________________________________________________________________
Date: Apr 27, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: Gap Seal
There are several other types of gap seals that are less troublesome than the aircraft fabric style. 2 or 3 inch wide strips of thin plastic can be attached to the underside of the wing with double-stick tape, attached to the wing trailing edge only, with the other edge of the plastic sliding against the bottom of the aileron as it moves. The higher air pressure under the wing pushes the plastic up against the aileron, forming a perfect seal. A certain type of shelf paper or plastic first aid tape can be used to make a "tape" seal. All you have to do is install the tape in such a way that full deflection of the aileron does not stretch or tension the tape across the gap. Any old broken down model airplane builder (guilty, your honor) can show you how to do this. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Thu, 4/27/17, Charlie England wrote: Subject: Re: Kolb-List: Re: Kolb-List Digest: 7 Msgs - 04/26/17 To: kolb-list(at)matronics.com Date: Thursday, April 27, 2017, 10:54 AM England On 4/27/2017 9:10 AM, B Young wrote: > > Clip > Hi John, > > Thanks for the info. Your description is how I'm reading the plans. But > I'm not sure how to manage a 12' aileron (flaperon) and a 15' wing when > I'll need to flip the assembly numerous times while applying multiple > finish coats, and keep the two components aligned well enough to avoid > peeling off the gap seal from at least one side. > > Charlie > End clip > > Another option...... Place a few clekos in the hinge when moving / > turning the wing, remove to paint. > > Boyd Young mkiii utah > Thanks; that's occurred to me, but painting them separately would be a lot easier to do solo. I'll file it as an option. Charlie --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus The Kolb-List Email Forum - Navigator to browse List Un/Subscription, 7-Day Browse, Chat, FAQ, - MATRONICS WEB FORUMS - via the Web Forums! - NEW MATRONICS LIST WIKI - Email List Wiki! - List Contribution Web Site - support! -Matt Dralle, List Admin. ________________________________________________________________________________
Date: Apr 27, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: aileron gap seal: when?
"John Hauck" wrote: > Finishing tape is much more permanent. I've got serviceable gap seals after > 25 years and more than 3400 hours service. Absolutely true, a "Tape seal" is something that will have to be replaced every few years. But it is quick and easy and cheap to do. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: aileron gap seal: when?
Date: Apr 27, 2017
Bill B/Kolbers: Tape is "quick and easy". I don't know that a couple strips of finishing tape is all that expensive. Takes a little more time, but trim tape looks a lot more professional and 25 times more serviceable if I based that opinion on changing out sticky tape once a year. There is more involved in replacing old tape that simply pulling off the old and sticking on the new. There's the matter of cleaning up the old tape residue that seems to remain more on the fabric than on the tape. I have yet to see any sticky tape stay stuck when used as a gap seal, especially in the area of that pusher prop. I took a great deal of time and pride in my airplanes. It paid off. john h mkIII Titus, Alabama -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bill Berle Sent: Thursday, April 27, 2017 1:30 PM Subject: Re: Kolb-List: Re: aileron gap seal: when? "John Hauck" wrote: > Finishing tape is much more permanent. I've got serviceable gap seals after > 25 years and more than 3400 hours service. Absolutely true, a "Tape seal" is something that will have to be replaced every few years. But it is quick and easy and cheap to do. ________________________________________________________________________________
Date: Apr 28, 2017
From: mike stone <captanstone(at)yahoo.com>
Subject: RE: loose rivet ends in rib tubes
Hello all, couldn't sleep dreaming about "rattling rivets" in my plane,=C2 - I think I found the solution to the rattling rivet ends left in the rib tubes for recovering ,I used expanding foam to fill and seal tubes, and ho ld rivets in place, what do you guys think? no more rattles and tubes are s ealed with little to any weight gain ! ________________________________________________________________________________
Subject: Re: loose rivet ends in rib tubes
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: Apr 28, 2017
8) -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=468883#468883 ________________________________________________________________________________
Subject: Re: loose rivet ends in rib tubes
From: "west1m" <west1m(at)hotmail.com>
Date: Apr 28, 2017
Gotta love Spray Foam, rates right up there with Duct Tape and Bailing Wire. -------- West1m Hastings, MN Read this topic online here: http://forums.matronics.com/viewtopic.php?p=468887#468887 ________________________________________________________________________________
Subject: Re: loose rivet ends in rib tubes
From: Russ Kinne <russk50(at)gmail.com>
Date: Apr 28, 2017
Spray Foam or Sea Foam?? > On Apr 28, 2017, at 8:23 PM, west1m wrote: > > > Gotta love Spray Foam, rates right up there with Duct Tape and Bailing Wire. > > -------- > West1m > Hastings, MN > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=468887#468887 > > > > > > > > > ________________________________________________________________________________
Subject: Re: center gap seal for sale and other parts KXP!!!
From: "japowell" <japnmjp(at)twc.com>
Date: May 02, 2017
Ill take the gap seal. pm me. -------- Jim P WAR EAGLE Read this topic online here: http://forums.matronics.com/viewtopic.php?p=468924#468924 ________________________________________________________________________________
Subject: Re: aileron gap seal: when?
From: Charlie England <ceengland7(at)gmail.com>
Date: May 02, 2017
Well, I took a shot at living in both worlds. The blue stripe is painter's tape. Trying to keep primer & finish off the bond line on trailing edge & aileron leading edge. Hoping to complete the finish, then get a good bond on the finish tape as gap seal, then do the finishing on the finishing tape. :-) A bit more trouble than binding tape, but less hassle than trying to flip the wing repeatedly without assistance. I'll let the list know how it works out. As a reminder, I'm using Ekobond for fabric attachment, and latex for primer/finish. Charlie On 4/27/2017 2:47 PM, John Hauck wrote: > > Bill B/Kolbers: > > Tape is "quick and easy". > > I don't know that a couple strips of finishing tape is all that expensive. > > Takes a little more time, but trim tape looks a lot more professional and 25 times more serviceable if I based that opinion on changing out sticky tape once a year. > > There is more involved in replacing old tape that simply pulling off the old and sticking on the new. There's the matter of cleaning up the old tape residue that seems to remain more on the fabric than on the tape. I have yet to see any sticky tape stay stuck when used as a gap seal, especially in the area of that pusher prop. > > I took a great deal of time and pride in my airplanes. It paid off. > > john h > mkIII > Titus, Alabama > > > -----Original Message----- > From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bill Berle > Sent: Thursday, April 27, 2017 1:30 PM > To: kolb-list(at)matronics.com > Subject: Re: Kolb-List: Re: aileron gap seal: when? > > > "John Hauck" wrote: > > > Finishing tape is much more permanent. I've got serviceable gap seals after > 25 years and more than 3400 hours service. > > Absolutely true, a "Tape seal" is something that will have to be replaced every few years. But it is quick and easy and cheap to do. > --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus ________________________________________________________________________________
Date: May 03, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Tires and Inner Tubes
Hi Kolbers, One of the (many) options I'm looking at for tires is to start off with the "usual suspects" (Carlisle Turf Glide 8.00 x 6) for the initial flights and familiarization... and then go to the larger "bush" tires after I have some experience in the airplane. The Carlisle tires are less expensive, so if I tear them up or puncture them while I'm learning how a Kolb flies it will set me back less money. But I cannot figure out what inner tube to use with these tires, and the local tire shop tells me they can get the tires but not the matching Carlisle inner tubes. Wal Mart's website shows a whole lot of inner tubes, but I can't seem to find the one for 8.00 x 6 tires. Even Carlisle's website does not appear to list an 8.00 x 6 inner tube. If I do start off with the Turf Glide tire, which make and model inner tube is the best for it? Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: May 03, 2017
Subject: Re: Tires and Inner Tubes
Bill, have you considered going tubeless. A little less weight and a lot less hassle. Just a suggestion. George H. Firestar 1, #FS100 14GDH gdhelton(at)gmail.com Have a great day! > On May 3, 2017, at 5:06 PM, Bill Berle wrote: > > > Hi Kolbers, > > One of the (many) options I'm looking at for tires is to start off with the "usual suspects" (Carlisle Turf Glide 8.00 x 6) for the initial flights and familiarization... and then go to the larger "bush" tires after I have some experience in the airplane. > > The Carlisle tires are less expensive, so if I tear them up or puncture them while I'm learning how a Kolb flies it will set me back less money. > > But I cannot figure out what inner tube to use with these tires, and the local tire shop tells me they can get the tires but not the matching Carlisle inner tubes. > > Wal Mart's website shows a whole lot of inner tubes, but I can't seem to find the one for 8.00 x 6 tires. > > Even Carlisle's website does not appear to list an 8.00 x 6 inner tube. > > If I do start off with the Turf Glide tire, which make and model inner tube is the best for it? > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and for-profit entities > > > > ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: May 03, 2017
Subject: Re: Tires and Inner Tubes
Of all the things that you might break or ruin learning to fly a Kolb, tires are the last things that will suffer. I still have the original tires that came with my plane. Nothing wrong with them other than they did not fit my intended plans for the plane although I used them for at least ten years. The rims are a different story however. If your primary use as I suspect will be on civilized runways the 800X6 would be a good choice. Its 19 inches tall with a good tread. I just paid $75 a tube from McCreary for these tundra's. While I am at it, I am a bit disappointed by these tundra tires. I have been trying to balance them and one of them required about 6-7 oz of weight to balance, I presume because its out of round. Larry ________________________________________________________________________________
Subject: 447 & prop for sale, need a 277 prop
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: May 03, 2017
Today luck smiled on a po' boy; got a fresh from Lockwood Rotax 277, 0 time, w/2.58:1 box. Hasn't even been broken in. That lighter engine will make our cobbed together Firefly Gen-You Wine-Ly Part 103 legal w/o having to cut n' scrape the details. Which means that we now need a 277 size pusher prop. It you have something in this range: 56 X 32 - 58 X 30 - 60 X 28 - 62 X 26 - please pm me, and we can haggle. On the flip side of that; we now have a very healthy 447 engine with a 66 X 34 freshly refurbished & balanced Tennessee Propellers prop to sell; it turns 6,000 static on the 447 and the numbers on the CHT & EGT and plugs are correct. I will be posting a YouTube video of this beast in action as soon as the weather improves. It is a hoss! PM thegreybaron(at) charter.net if you are interested in any of this stuff. Or if you think I might be interested in any of your stuff. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=468948#468948 ________________________________________________________________________________
Date: May 04, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: Tires and Inner Tubes
I had not thought of tubeless, only because I want to be able to change a tube out in the field if it becomes necessary. This requires a split rim, which does not allow tubeless mounting. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Wed, 5/3/17, George Helton wrote: Subject: Re: Kolb-List: Tires and Inner Tubes To: kolb-list(at)matronics.com Date: Wednesday, May 3, 2017, 2:47 PM Helton Bill, have you considered going tubeless. A little less weight and a lot less hassle. Just a suggestion. George H. Firestar 1, #FS100 14GDH gdhelton(at)gmail.com Have a great day! > On May 3, 2017, at 5:06 PM, Bill Berle wrote: > > --> Kolb-List message posted by: Bill Berle > > Hi Kolbers, > > One of the (many) options I'm looking at for tires is to start off with the "usual suspects" (Carlisle Turf Glide 8.00 x 6) for the initial flights and familiarization... and then go to the larger "bush" tires after I have some experience in the airplane. > > The Carlisle tires are less expensive, so if I tear them up or puncture them while I'm learning how a Kolb flies it will set me back less money. > > But I cannot figure out what inner tube to use with these tires, and the local tire shop tells me they can get the tires but not the matching Carlisle inner tubes. > > Wal Mart's website shows a whole lot of inner tubes, but I can't seem to find the one for 8.00 x 6 tires. > > Even Carlisle's website does not appear to list an 8.00 x 6 inner tube. > > If I do start off with the Turf Glide tire, which make and model inner tube is the best for it? > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and for-profit entities > > > > The Kolb-List Email Forum - Navigator to browse List Un/Subscription, 7-Day Browse, Chat, FAQ, - MATRONICS WEB FORUMS - via the Web Forums! - NEW MATRONICS LIST WIKI - Email List Wiki! - List Contribution Web Site - support! -Matt Dralle, List Admin. ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: May 04, 2017
Subject: Re: Tires and Inner Tubes
Okay, it was just a suggestion. I also run split rims. I think mine are made by Hager and they have an o-ring that seals around split on the inside of t he wheel which allow you to run tubeless tires. I also have run tubeless on M atco aluminum wheels. Here's a picture of my current setup. George H. Firestar 1, #FS100 14GDH gdhelton(at)gmail.com Mesick, Michigan Have a great day! > On May 4, 2017, at 2:21 AM, Bill Berle wrote: > > > I had not thought of tubeless, only because I want to be able to change a t ube out in the field if it becomes necessary. This requires a split rim, whi ch does not allow tubeless mounting. > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and for-pro fit entities > > -------------------------------------------- > On Wed, 5/3/17, George Helton wrote: > > Subject: Re: Kolb-List: Tires and Inner Tubes > To: kolb-list(at)matronics.com > Date: Wednesday, May 3, 2017, 2:47 PM > > Helton > > Bill, have you considered going > tubeless. A little less weight and a lot less hassle. Just a > suggestion. > George H. > Firestar 1, #FS100 > 14GDH > gdhelton(at)gmail.com > Have a great day! > >> On May 3, 2017, at 5:06 PM, Bill > Berle > wrote: >> >> --> Kolb-List message posted > by: Bill Berle >> >> Hi Kolbers, >> >> One of the (many) options I'm > looking at for tires is to start off with the "usual > suspects" (Carlisle Turf Glide 8.00 x 6) for the initial > flights and familiarization... and then go to the larger > "bush" tires after I have some experience in the airplane. >> >> The Carlisle tires are less > expensive, so if I tear them up or puncture them while I'm > learning how a Kolb flies it will set me back less money. >> >> But I cannot figure out what inner > tube to use with these tires, and the local tire shop tells > me they can get the tires but not the matching Carlisle > inner tubes. >> >> Wal Mart's website shows a whole > lot of inner tubes, but I can't seem to find the one for > 8.00 x 6 tires. >> >> Even Carlisle's website does not > appear to list an 8.00 x 6 inner tube. >> >> If I do start off with the Turf > Glide tire, which make and model inner tube is the best for > it? >> >> Bill Berle >> www.ezflaphandle.com - > safety & performance upgrade for light aircraft >> www.grantstar.net > - winning proposals for non-profit and > for-profit entities >> >> >> >> > > The Kolb-List Email Forum - > Navigator to browse > List Un/Subscription, > 7-Day Browse, Chat, FAQ, > - MATRONICS WEB FORUMS - > via the Web Forums! > - NEW MATRONICS LIST WIKI - > Email List Wiki! > - List Contribution Web Site - > support! > > -Matt Dralle, List Admin. > > > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= ========================== ========= > > > ________________________________________________________________________________
Subject: Re: Tires and Inner Tubes
From: "west1m" <west1m(at)hotmail.com>
Date: May 04, 2017
lcottrell wrote: > Of all the things that you might break or ruin learning to fly a Kolb, > tires are the last things that will suffer. I still have the original > tires that came with my plane. > > Larry Yup , But stuff does happen... -------- West1m Hastings, MN Read this topic online here: http://forums.matronics.com/viewtopic.php?p=468963#468963 Attachments: http://forums.matronics.com//files/flattire_118.jpg ________________________________________________________________________________
From: B Young <byoungplumbing(at)gmail.com>
Date: May 04, 2017
Subject: Re: Tires and Inner Tubes
The old matco was split rim and has a tubeless option. The new style matco rims don't have a temp place for the oring while bolting together the halves. You may have to bolt it together, then stretch the oring over a half. But I don't see a reason it won't work. Boyd Young ________________________________________________________________________________
From: B Young <byoungplumbing(at)gmail.com>
Date: May 04, 2017
Subject: Stuff happens
I see a flat tire,,,, what made it go flat??? and what was required to fix it??? One more question in 2 parts, what tire and rim??? Boyd Young ________________________________________________________________________________
Subject: Re: Stuff happens
From: "west1m" <west1m(at)hotmail.com>
Date: May 04, 2017
The rim and tire were the ones from the "Black Max " brake kit , The rim was their wider of the two options. The hole was a just a generic puncture from something on the runway. As for the repair, I had to use the courtesy car go into town buy a tire, ratchet, extension, socket, two screwdrivers, and lunch. installing it I had to throw about 4 bucks in to the quarter jar if you know what that means. -------- West1m Hastings, MN Read this topic online here: http://forums.matronics.com/viewtopic.php?p=468966#468966 ________________________________________________________________________________
Subject: Re: 447 & prop for sale, need a 277 prop
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: May 04, 2017
The engine is no longer for sale, got a buyer. Thanks guys. Matt: you can delete this thread if you wish. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=468975#468975 ________________________________________________________________________________
Date: May 04, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: Tires and Inner Tubes
On Wed, 5/3/17, Larry Cottrell wrote: > " If your primary use as I suspect will be on civilized runways the 800X6 would be a good choice. > CIVILIZED ??? Well I've never been so insulted in all my life! :) My whole reason for wanting a Kolb was to go out away from the city and explore the non-civilized world. In Southern California we of course don't have much of the swampy and rocky riverbed type of stuff they have up in Alaska. But I was truly hoping to get as far off-road as is practicable (and safe) within the limitations of this part of the country. Flying my old 172 around on the lunch run, even within the boundaries of Los Angeles County, I've seen hundreds of exotic places where I thought I might be able to land in a STOL type ultralight. My home base is indeed a paved municipal airport; even the tiny little minimalist 12 inch Part 103 ultralight wheels will work there. It's the destinations and places where there is no runway, even a road, that I want to be able to visit safely.... and then get back out in one piece :) ________________________________________________________________________________
From: Rick Neilsen <neilsenrm(at)gmail.com>
Date: May 04, 2017
Subject: Re: Tires and Inner Tubes
Bill/All I have the Matco split wheels that came with the O ring. In practice I wasn't able to keep air in the in the tires in tube less mode so I put tubes in the tires. I not saying tubes are the answer as I have had to replace tubes a few times. One time at airventure I landed with a totally flat tire. John W almost landed on top of me because I stopped so quick. The repair shop at airventure had a bead breaker that is absolutely mandatory in getting the tire off the bead on my Matco wheels. Rick Neilsen Redrive VW Powered MKIIIC On Thu, May 4, 2017 at 12:52 PM, Bill Berle wrote: > > On Wed, 5/3/17, Larry Cottrell wrote: > > > " If your primary use as I suspect will be on civilized runways the > 800X6 would be a good choice. > > > CIVILIZED ??? Well I've never been so insulted in all my life! :) > > My whole reason for wanting a Kolb was to go out away from the city and > explore the non-civilized world. In Southern California we of course don't > have much of the swampy and rocky riverbed type of stuff they have up in > Alaska. But I was truly hoping to get as far off-road as is practicable > (and safe) within the limitations of this part of the country. Flying my > old 172 around on the lunch run, even within the boundaries of Los Angeles > County, I've seen hundreds of exotic places where I thought I might be able > to land in a STOL type ultralight. > > My home base is indeed a paved municipal airport; even the tiny little > minimalist 12 inch Part 103 ultralight wheels will work there. It's the > destinations and places where there is no runway, even a road, that I want > to be able to visit safely.... and then get back out in one piece :) > > ________________________________________________________________________________
Date: May 04, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: Tires and Inner Tubes
Thanks Rick, that is exactly what I was afraid of... having to carry a bead breaker in the back of a Firestar to fix a tire :) I changed the tire on my 172 a week ago with nothing more than jumping on the tire to get the bead loose. Granted that when powered by gravity my corpulent a** generates quite a bit more force than an FAA 170 pound pilot. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Thu, 5/4/17, Rick Neilsen wrote: Subject: Re: Kolb-List: Tires and Inner Tubes To: "kolb-list(at)matronics.com" Date: Thursday, May 4, 2017, 11:59 AM Bill/All I have the Matco split wheels that came with the O ring. In practice I wasn't able to keep air in the in the tires in tube less mode so I put tubes in the tires. I not saying tubes are the answer as I have had to replace tubes a few times. One time at airventure I landed with a totally flat tire. John W almost landed on top of me because I stopped so quick. The repair shop at airventure had a bead breaker that is absolutely mandatory in getting the tire off the bead on my Matco wheels. Rick NeilsenRedrive VW Powered MKIIIC On Thu, May 4, 2017 at 12:52 PM, Bill Berle wrote: Bill Berle On Wed, 5/3/17, Larry Cottrell wrote: > " If your primary use as I suspect will be on civilized runways the 800X6 would be a good choice. > CIVILIZED ??? Well I've never been so insulted in all my life! :) My whole reason for wanting a Kolb was to go out away from the city and explore the non-civilized world. In Southern California we of course don't have much of the swampy and rocky riverbed type of stuff they have up in Alaska. But I was truly hoping to get as far off-road as is practicable (and safe) within the limitations of this part of the country. Flying my old 172 around on the lunch run, even within the boundaries of Los Angeles County, I've seen hundreds of exotic places where I thought I might be able to land in a STOL type ultralight. My home base is indeed a paved municipal airport; even the tiny little minimalist 12 inch Part 103 ultralight wheels will work there. It's the destinations and places where there is no runway, even a road, that I want to be able to visit safely.... and then get back out in one piece :) ================= ============================== = -List" rel="noreferrer" target="_blank">http://www.matronics.com/ Navigator?Kolb-List ==== ============================== = FORUMS - eferrer" target="_blank">http://forums.matronics.com ==== ============================== = WIKI - errer" target="_blank">http://wiki.matronics.com ==== ============================== = b Site - -Matt Dralle, List Admin. rel="noreferrer" target="_blank">http://www.matronics.com/ contribution ==== ============================== = ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: May 04, 2017
Subject: Re: Tires and Inner Tubes
OK, then in that case there is no need to spend your money on anything other than what you want to end up with. I wouldn't worry about tearing up tires. The plane doesn't weigh enough to cause much wear on what ever tires you decide on. I have spent much more on gear legs than tires over my 20 year flying career. Larry On Thu, May 4, 2017 at 10:52 AM, Bill Berle wrote: > > On Wed, 5/3/17, Larry Cottrell wrote: > >> " If your primary use as I suspect will be on civilized runways the 800X6 would be a good choice. >> > CIVILIZED ??? Well I've never been so insulted in all my life! :) > > My whole reason for wanting a Kolb was to go out away from the city and explore the non-civilized world. In Southern California we of course don't have much of the swampy and rocky riverbed type of stuff they have up in Alaska. But I was truly hoping to get as far off-road as is practicable (and safe) within the limitations of this part of the country. Flying my old 172 around on the lunch run, even within the boundaries of Los Angeles County, I've seen hundreds of exotic places where I thought I might be able to land in a STOL type ultralight. > > My home base is indeed a paved municipal airport; even the tiny little minimalist 12 inch Part 103 ultralight wheels will work there. It's the destinations and places where there is no runway, even a road, that I want to be able to visit safely.... and then get back out in one piece :) > > -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: May 04, 2017
Subject: Re: Tires and Inner Tubes
For what its worth, I carry a can of "spare tire" right next to the Gorrilla tape, and tie downs. Better to have a tire that is out of balance than a flat one. A bicycle pump, ( the long slim ones that they used to put on 10 speed bikes) is not a bad back country companion as well. Larry On Thu, May 4, 2017 at 1:29 PM, Bill Berle wrote: > > Thanks Rick, that is exactly what I was afraid of... having to carry a bead breaker in the back of a Firestar to fix a tire :) > > I changed the tire on my 172 a week ago with nothing more than jumping on the tire to get the bead loose. > > Granted that when powered by gravity my corpulent a** generates quite a bit more force than an FAA 170 pound pilot. > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and for-profit entities > > -------------------------------------------- > On Thu, 5/4/17, Rick Neilsen wrote: > > Subject: Re: Kolb-List: Tires and Inner Tubes > To: "kolb-list(at)matronics.com" > Date: Thursday, May 4, 2017, 11:59 AM > > Bill/All > I have the Matco split wheels that > came with the O ring. In practice I wasn't able to keep > air in the in the tires in tube less mode so I put tubes in > the tires. I not saying tubes are the answer as I have had > to replace tubes a few times. One time at airventure I > landed with a totally flat tire. John W almost landed on top > of me because I stopped so quick. The repair shop at > airventure had a bead breaker that is absolutely mandatory > in getting the tire off the bead on my Matco > wheels. > Rick NeilsenRedrive VW Powered > MKIIIC > On Thu, May 4, 2017 at > 12:52 PM, Bill Berle > wrote: > Bill Berle > > > On Wed, 5/3/17, Larry > Cottrell > wrote: > > > > " If your primary use as I suspect will be on > civilized runways the 800X6 would be a good choice. > > > > > CIVILIZED ??? Well I've never been so insulted in > all my life! :) > > > My whole reason for wanting a Kolb was to go out away from > the city and explore the non-civilized world. In Southern > California we of course don't have much of the swampy > and rocky riverbed type of stuff they have up in Alaska. But > I was truly hoping to get as far off-road as is practicable > (and safe) within the limitations of this part of the > country. Flying my old 172 around on the lunch run, even > within the boundaries of Los Angeles County, I've seen > hundreds of exotic places where I thought I might be able to > land in a STOL type ultralight. > > > My home base is indeed a paved municipal airport; even the > tiny little minimalist 12 inch Part 103 ultralight wheels > will work there. It's the destinations and places where > there is no runway, even a road, that I want to be able to > visit safely.... and then get back out in one piece :) > > ================= ============================== = > > -List" rel="noreferrer" > target="_blank">http://www.matronics.com/ > Navigator?Kolb-List > > ==== ============================== = > > FORUMS - > > eferrer" > target="_blank">http://forums.matronics.com > > ==== ============================== = > > WIKI - > > errer" > target="_blank">http://wiki.matronics.com > > ==== ============================== = > > b Site - > > -Matt Dralle, List Admin. > > rel="noreferrer" > target="_blank">http://www.matronics.com/ > contribution > > ==== ============================== = > > -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
Subject: MK3 Xtra For Sale
From: "yellowbird1" <nationcap(at)comcast.net>
Date: May 05, 2017
I'm selling my Xtra and I have listed it on Barnstormers. If you know of any one that might be interested please pass the info along, it would be appreciated. Thanks, Brad -------- Brad Nation, Albuquerque, NM MK3 Xtra Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469034#469034 ________________________________________________________________________________
Date: May 07, 2017
From: mike stone <captanstone(at)yahoo.com>
Subject: Slingshot wing struts
Hello All,,=C2- I need a set of slingshot wing struts, anybody have any i nfo on making a set?=C2- the wing tangs are there, tried to call Kolb but cant seem to get anybody and his answering service is full and not accepti ng any more calls,,, weird=C2- way to run a company ,but hey what do I kn ow !=C2- anyway, any info on the struts would be helpful ....length,, dia meter,,2 tubes,, 1 tube,, tube fittings, ,fairing material?????? Thanks in advance Mike Stone ________________________________________________________________________________
Date: May 08, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Tailwheel Strut
And yet another technical question for the experienced Kolbers... I have seen messages on the list about the use of several different materials for the tailwheel "stinger" spring. I believe I've seen posts about fiberglass, steel, and aluminum having been tried. My Firestar has a tailwheel spring that may be fiberglass. There are no visible fasteners (bolts, rivets, etc) holding it into either the fuselage sub-fin or the tailwheel unit. I recently read that some of the springs were fiberglass rods that were glued in with epoxy instead of bolted. From what I have read, the fiberglass is not the best choice. So if mine is fiberglass, I'm guessing I should replace it. So now... this big question! Does anyone on the Kolb list know if it is more or less desirable to use 7075-T6 aluminum, or 4130 / 4340 steel, or some other material, based on weight versus durability versus shock absorption? The reason I am asking this is that I have a good piece of 7075-T6 material available (the old original Kolb aluminum gear leg that I removed). This material is used on a very large number of aircraft landing gear legs, both FAA certified and experimental. It is the preferred material used by the #1 manufacturer of aircraft landing gear in the world (Grove Aircraft). What is the consensus among the experienced Kolbers about 7075-T6 used for the tail spring? Does it work well... does it break... is it the best balance between weight and strength... have all the people who used 7075 broken them and replaced them with steel???? Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: May 08, 2017
Subject: Re: Tailwheel Strut
Well Bill, it is really a matter of personal preference. I haven't had a lot luck with the original fiberglass rod. I had two fail. Both failed in the trailer sitting static. Go figure. I've gone with new Kolb 7075-T5 rod and new breakaway tailwheel assembly on my original Firestar it's a nice setup. Using a old landing gear leg would require a lot of machining I would think? But if you've got that kind of equipment I guess that is an option. I know some guys like to use a heat treated 4130 steel tube. I went with the aluminum only because I'd personally rather bend the rod before possibly damaging the rudder post and its weldments. Anyway, that's all my thoughts. I'm sure there are people on here with theirs too. George H. Firestar 1 #FS100 14GDH gdhelton(at)gmail.com Mesick, Michigan Have a great day! > On May 8, 2017, at 2:51 PM, Bill Berle wrote: > > > And yet another technical question for the experienced Kolbers... > > I have seen messages on the list about the use of several different materials for the tailwheel "stinger" spring. I believe I've seen posts about fiberglass, steel, and aluminum having been tried. > > My Firestar has a tailwheel spring that may be fiberglass. There are no visible fasteners (bolts, rivets, etc) holding it into either the fuselage sub-fin or the tailwheel unit. I recently read that some of the springs were fiberglass rods that were glued in with epoxy instead of bolted. From what I have read, the fiberglass is not the best choice. So if mine is fiberglass, I'm guessing I should replace it. > > So now... this big question! Does anyone on the Kolb list know if it is more or less desirable to use 7075-T6 aluminum, or 4130 / 4340 steel, or some other material, based on weight versus durability versus shock absorption? > > The reason I am asking this is that I have a good piece of 7075-T6 material available (the old original Kolb aluminum gear leg that I removed). This material is used on a very large number of aircraft landing gear legs, both FAA certified and experimental. It is the preferred material used by the #1 manufacturer of aircraft landing gear in the world (Grove Aircraft). > > What is the consensus among the experienced Kolbers about 7075-T6 used for the tail spring? Does it work well... does it break... is it the best balance between weight and strength... have all the people who used 7075 broken them and replaced them with steel???? > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and for-profit entities > > > > ________________________________________________________________________________
Date: May 08, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: Tailwheel Strut
Thanks George, I'm trying to gather a consensus of people's experience with aluminum and steel. I have read about John H's preference for 4130 heat treated steel. I'm trying to get everyone else's opinion to have a fair comparison. I happen to have this chunk of 7075 for free, so if it is a good material then it saves me the time/cost/shipping of buying material. If it is not a good material to use then of course any cost and time savings doesn't mean much. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Mon, 5/8/17, George Helton wrote: Subject: Re: Kolb-List: Tailwheel Strut To: kolb-list(at)matronics.com Date: Monday, May 8, 2017, 3:52 PM Helton Well Bill, it is really a matter of personal preference. I haven't had a lot luck with the original fiberglass rod. I had two fail. Both failed in the trailer sitting static. Go figure. I've gone with new Kolb 7075-T5 rod and new breakaway tailwheel assembly on my original Firestar it's a nice setup. Using a old landing gear leg would require a lot of machining I would think? But if you've got that kind of equipment I guess that is an option. I know some guys like to use a heat treated 4130 steel tube. I went with the aluminum only because I'd personally rather bend the rod before possibly damaging the rudder post and its weldments. Anyway, that's all my thoughts. I'm sure there are people on here with theirs too. George H. Firestar 1 #FS100 14GDH gdhelton(at)gmail.com Mesick, Michigan Have a great day! > On May 8, 2017, at 2:51 PM, Bill Berle wrote: > > --> Kolb-List message posted by: Bill Berle > > And yet another technical question for the experienced Kolbers... > > I have seen messages on the list about the use of several different materials for the tailwheel "stinger" spring. I believe I've seen posts about fiberglass, steel, and aluminum having been tried. > > My Firestar has a tailwheel spring that may be fiberglass. There are no visible fasteners (bolts, rivets, etc) holding it into either the fuselage sub-fin or the tailwheel unit. I recently read that some of the springs were fiberglass rods that were glued in with epoxy instead of bolted. From what I have read, the fiberglass is not the best choice. So if mine is fiberglass, I'm guessing I should replace it. > > So now... this big question! Does anyone on the Kolb list know if it is more or less desirable to use 7075-T6 aluminum, or 4130 / 4340 steel, or some other material, based on weight versus durability versus shock absorption? > > The reason I am asking this is that I have a good piece of 7075-T6 material available (the old original Kolb aluminum gear leg that I removed). This material is used on a very large number of aircraft landing gear legs, both FAA certified and experimental. It is the preferred material used by the #1 manufacturer of aircraft landing gear in the world (Grove Aircraft). > > What is the consensus among the experienced Kolbers about 7075-T6 used for the tail spring? Does it work well... does it break... is it the best balance between weight and strength... have all the people who used 7075 broken them and replaced them with steel???? > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and for-profit entities > > > > The Kolb-List Email Forum - Navigator to browse List Un/Subscription, 7-Day Browse, Chat, FAQ, - MATRONICS WEB FORUMS - via the Web Forums! - NEW MATRONICS LIST WIKI - Email List Wiki! - List Contribution Web Site - support! -Matt Dralle, List Admin. ________________________________________________________________________________
Subject: Re: Tailwheel Strut
From: Charlie England <ceengland7(at)gmail.com>
Date: May 08, 2017
For another data point, the original Twinstar I'm restoring appears to have a fiberglass tailspring. It's s/n22, 1st registered in 1985. No idea on how many hours are on it, but the guy I bought it from has always flown a lot, so it likely has quite a few hours. It doesn't appear to have any sag, and it's standing up fine so far for me, but I'm just rolling the bare fuselage around the shop right now. :-) Charlie On 5/8/2017 6:12 PM, Bill Berle wrote: > > Thanks George, I'm trying to gather a consensus of people's experience with aluminum and steel. I have read about John H's preference for 4130 heat treated steel. I'm trying to get everyone else's opinion to have a fair comparison. > > I happen to have this chunk of 7075 for free, so if it is a good material then it saves me the time/cost/shipping of buying material. If it is not a good material to use then of course any cost and time savings doesn't mean much. > > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and for-profit entities > > -------------------------------------------- > On Mon, 5/8/17, George Helton wrote: > > Subject: Re: Kolb-List: Tailwheel Strut > To: kolb-list(at)matronics.com > Date: Monday, May 8, 2017, 3:52 PM > > Helton > > Well Bill, it is really a matter of > personal preference. I haven't had a lot luck with the > original fiberglass rod. I had two fail. Both failed in the > trailer sitting static. Go figure. I've gone with new Kolb > 7075-T5 rod and new breakaway tailwheel assembly > on my original Firestar it's a nice > setup. Using a old landing gear leg would require a lot of > machining I would think? But if you've got that kind of > equipment I guess that is an option. I know some guys like > to use a heat treated 4130 steel tube. I went with the > aluminum only because I'd personally rather bend the rod > before possibly damaging the rudder post and its weldments. > Anyway, that's all my thoughts. I'm sure there are people on > here with theirs too. > > George H. > Firestar 1 #FS100 > 14GDH > gdhelton(at)gmail.com > Mesick, Michigan > > > Have a great day! > > > On May 8, 2017, at 2:51 PM, Bill > Berle > wrote: > > > > --> Kolb-List message posted > by: Bill Berle > > > > And yet another technical question > for the experienced Kolbers... > > > > I have seen messages on the list > about the use of several different materials for the > tailwheel "stinger" spring. I believe I've seen posts about > fiberglass, steel, and aluminum having been tried. > > > > My Firestar has a tailwheel spring > that may be fiberglass. There are no visible fasteners > (bolts, rivets, etc) holding it into either the fuselage > sub-fin or the tailwheel unit. I recently read that some of > the springs were fiberglass rods that were glued in with > epoxy instead of bolted. From what I have read, the > fiberglass is not the best choice. So if mine is fiberglass, > I'm guessing I should replace it. > > > > So now... this big question! Does > anyone on the Kolb list know if it is more or less desirable > to use 7075-T6 aluminum, or 4130 / 4340 steel, or some other > material, based on weight versus durability versus shock > absorption? > > > > The reason I am asking this is > that I have a good piece of 7075-T6 material available (the > old original Kolb aluminum gear leg that I removed). This > material is used on a very large number of aircraft landing > gear legs, both FAA certified and experimental. It is the > preferred material used by the #1 manufacturer of aircraft > landing gear in the world (Grove Aircraft). > > > > What is the consensus among the > experienced Kolbers about 7075-T6 used for the tail spring? > Does it work well... does it break... is it the best balance > between weight and strength... have all the people who used > 7075 broken them and replaced them with steel???? > > > > Bill Berle --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus ________________________________________________________________________________
Date: May 09, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: Tires and Inner Tubes
Boyd have you figured out how much it will cost to ship those tires? I am very grateful to you for your kind offer. I fully understand that you are providing me with a used, and possibly unusable set of tires, to use at my sole risk, and without any guarantee they will work safely. I further understand that the use of these tires, and the safety of the aircraft with these tires installed, is completely at my risk and is completely my sole responsibility. I understand that the tires did not work for your aircraft, that they may not work for my aircraft, and that I am responsible for determining if, how, and when these tires can or cannot be safely used on my aircraft. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Thu, 5/4/17, B Young wrote: Subject: Re: Kolb-List: Tires and Inner Tubes To: "Kolb List" Date: Thursday, May 4, 2017, 6:03 AM The old matco was split rim and has a tubeless option. The new style matco rims don't have a temp place for the oring while bolting together the halves. You may have to bolt it together, then stretch the oring over a half. But I don't see a reason it won't work. Boyd Young ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: May 09, 2017
Subject: tundra tires - balanced
After my last test flight with the tires at 4 lbs of air, and the subsequent shaking, I decided to balance them. I took a couple of long steel bars 1x1/8 and bent the ends 90 degrees so that I could secure them to my work bench. Spacing them far enough apart to allow the tire to spin freely. I made a bearing rod that would fit securely in the bearings and sat the tire on the bars. It was no problem finding the spot where the tire needed weights. The little flat stick on weights are pretty expensive and I had used all I had, but I had some "wad cutter cast lead bullets" that weighed 3 to the ounce. I reasoned that it wouldn't take too many and I could hold them in place with hot glue. One of the tires was no problem, but the other one I think was out of round, and by the time I balanced it, ( it took about 6 ounces) it was ugly. Then the weather closed in again. Today the wind finally relented, so I got to fly today. The tires really felt nice, no shake, and with the four pounds of air it like landing on pillows. Film at 11 Larry -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: May 09, 2017
Subject: Video
https://vimeo.com/216748244 I have attempted to enable every one to watch the video without a password. If not you would use the password- owyheeflyer Larry -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
Subject: Re: Video
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: May 09, 2017
Thanks Larry. Very nice. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469186#469186 ________________________________________________________________________________
Subject: Re: Tires and Inner Tubes
From: "west1m" <west1m(at)hotmail.com>
Date: May 10, 2017
I am starting to think this tire thing is a jinx! -------- West1m Hastings, MN Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469201#469201 Attachments: http://forums.matronics.com//files/flatb_170.jpg ________________________________________________________________________________
From: <lrmcf8(at)sbcglobal.net>
Subject: For Sale
Date: May 16, 2017
2000 Kolb FireStar II $7500 obo. 503 DCDI, electric start, oil injection, 600 hrs TT, IVO 2 blade prop, BRS, Poly-Fibre covering, GRT EIS, Kuntzleman hotbox, heel brakes. Always hangered Southern Calif. Contact Lloyd McFarlane 714-388-4520 ________________________________________________________________________________
Date: May 16, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Choke Control
Happy Tuesday Kolbers, I'm trying to hook up the throttle and choke cables for my HKS installation. Because I'm an "airplane guy" instead of an "ultralight guy" it's been rather frustrating, to say the least. Hooking up one way "pull-only" controls that rely on a return spring on the carburetor arm is counter-intuitive to me. There was almost no friction in the entire throttle system, including the cable "splitter", until I hooked up the throttle arm return spring. As soon as I hooked it up the entire system had way way more resistance to pulling the cable. Seemed like way too much resistance to movement. Now I understand why the Kolb has a very tall throttle lever. Finally I managed to get the throttle mostly done except for final adjustment. Now the choke is becoming a difficult problem. I moved the choke lever from behind the pilot's left shoulder (factory position) to the right side of the cockpit next to the pilot's right thigh. This seemed safer to me, because I can always see where the choke lever is, instead of forgetting it because it was out of my sight behind my head. So I ran a cable and sheath from the choke "splitter" down to the right side of the cockpit. I mounted the OEM choke lever (a piece of twisted aluminum sheet metal) using an Adel airframe clamp on one of the fuselage tubes. The problem is that the choke lever doesn't exert enough force on the cable to overcome the friction in the system when the (really strong) return springs are hooked up on the carburetor. I don't feel good about using weaker springs, because they may not allow the choke to spring back to the OFF position. I believe that these cable friction problems are "built in" because of how many bends and changes in direction that the throttle and choke cables go through on a Kolb installation. But since there have been hundreds or thousands of Kolbs flying for years with return spring type systems... I want to figure out whether I am doing something wrong, or whether everybody else has the same problems and complaints about their throttle and choke systems. The cable "splitter" units are smooth, I took them apart and lubricated them.I used new throttle cable and sheath for most of it. I used brand new brass elbow fittings screwed in to the tops of the carburetors (Bing). I verified that the throttle and choke controls worked smoothly and with little friction when I disconnected the return springs. Can anybody guess or predict if or what I'm doing wrong here? Bill Berle HKS Firestar ________________________________________________________________________________
From: "Stuart Harner" <stuart(at)harnerfarm.net>
Subject: Choke Control
Date: May 16, 2017
Bill, Possibly what you are experiencing is just normal friction plus return spring resistance. Some thoughts: The return spring for the choke needs to hold the choke open against airflow and also should be able to supply enough force to pull a broken cable through the cable housing. Suppose the cable broke at the lever end while it was pulled all the way out, you would need enough spring to overcome whatever friction could be introduced to the system if that should happen. In reality that is a very remote possibility at best because normally you would shut the choke off while still on the ground and are not likely to touch it again until the next startup. Now, the throttle is a different matter. If something should break in the linkage somewhere, what do you want the carburetor to do? Go full power as the default or go to idle? The usual choice is go to idle. In most cases that is considered the lesser of two evils. One would hope that proper pre-flight inspections would prevent any such event from ever happening. But you must always consider "what if". So, how to tell how much resistance is too much. (remember, "resistance is futile"). Here is a little test. You can probably judge it by feel alone, but if you use a small spring scale you can quantify it for your satisfaction. 1) Disconnect the cables at the carburetor and pull each control with the proper spring installed. Note the force required. 2) With the cable still disconnected (but routed the way you have them) pull from each direction and note the force required. I would think it should be the same going both ways. 3) Connect the cables to the carburetor and pull again. Forces should be the sum of those measured independently or just slightly more. Now, if you think the test # 2 has too much friction, remove the cable and lay it out straight and re-test. The difference will be what your routing added to the mix. Usually the only time this is a factor is if you have lots of turns or turns with too small of a radius. All of this assumes you have not tightened the control levers too tight and introduced a lot of friction there. For my Firefly, I played with different washer thicknesses and tensions until I found the combination that introduced as little friction as possible but still would hold the throttle against the return spring. As things have worn a little it will creep down just a little at cruise. Someday I will have to tighten it a little to stop the creeping. I had to manufacture some cable ends for the control lever side of things as none were available for purchase when I needed them. You can check it out here: http://harnerfarm.net/serenity/engine.html If I didn't explain this very well, let me know and I will try and re-word it. Sometimes what is in my head doesn't translate to the keyboard very well. Stuart -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bill Berle Sent: Tuesday, May 16, 2017 2:24 PM Subject: Kolb-List: Choke Control Happy Tuesday Kolbers, I'm trying to hook up the throttle and choke cables for my HKS installation. Because I'm an "airplane guy" instead of an "ultralight guy" it's been rather frustrating, to say the least. Hooking up one way "pull-only" controls that rely on a return spring on the carburetor arm is counter-intuitive to me. There was almost no friction in the entire throttle system, including the cable "splitter", until I hooked up the throttle arm return spring. As soon as I hooked it up the entire system had way way more resistance to pulling the cable. Seemed like way too much resistance to movement. Now I understand why the Kolb has a very tall throttle lever. Finally I managed to get the throttle mostly done except for final adjustment. Now the choke is becoming a difficult problem. I moved the choke lever from behind the pilot's left shoulder (factory position) to the right side of the cockpit next to the pilot's right thigh. This seemed safer to me, because I can always see where the choke lever is, instead of forgetting it because it was out of my sight behind my head. So I ran a cable and sheath from the choke "splitter" down to the right side of the cockpit. I mounted the OEM choke lever (a piece of twisted aluminum sheet metal) using an Adel airframe clamp on one of the fuselage tubes. The problem is that the choke lever doesn't exert enough force on the cable to overcome the friction in the system when the (really strong) return springs are hooked up on the carburetor. I don't feel good about using weaker springs, because they may not allow the choke to spring back to the OFF position. I believe that these cable friction problems are "built in" because of how many bends and changes in direction that the throttle and choke cables go through on a Kolb installation. But since there have been hundreds or thousands of Kolbs flying for years with return spring type systems... I want to figure out whether I am doing something wrong, or whether everybody else has the same problems and complaints about their throttle and choke systems. The cable "splitter" units are smooth, I took them apart and lubricated them.I used new throttle cable and sheath for most of it. I used brand new brass elbow fittings screwed in to the tops of the carburetors (Bing). I verified that the throttle and choke controls worked smoothly and with little friction when I disconnected the return springs. Can anybody guess or predict if or what I'm doing wrong here? Bill Berle HKS Firestar ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: May 16, 2017
Subject: Tundra tires
http://highdesertflier.blogspot.com/ The link is to a page of my personal blog wherein I document the problems relating to the purchase of Desser Tires, Aero Classic Smooth Tundra tire for my Firestar. It covers how I balanced them in spite of the fact that one of the tires required 14.7 ounces of weight to balance. Perhaps some of you will have a better solution, if so I would be interested to hear it. I contacted Desser and thought for a while that they were going to replace the tire. They were supposed to have contacted me by the end of the day to tell me what they had decided. I have not heard anything so I assume that they decided to shine me on. I documented my process as well as I could, and as long as I can keep the weights stuck to the rims I should be ok. If any of you were considering these tires I suggest that you wade through the page. Larry -- The older I get, the less tolerant I am of those who are intolerant of others. 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>
Date: May 16, 2017
Subject: Re: Choke Control
Bill, The Bing 64 carburetor has no choke. What it does have is a starting carburetor that is jetted richer than the 64. It only works below about 3,000 RPM so leaving it open won't be noticed until you pull power for approach and notice an unusually high idle. One thing that has always bothered me about the HKS installation of the 64 is that it is like a motorcycle, if the cable breaks the carburetor goes to idle. I'd love to change it out to the Rotax system. Like a regular airplane engine if the cable breaks the engine goes to full throttle so only a very light spring is needed. The cable pushes the throttle open and pulls it closed. McFarlane Aviation Products; http://www.mcfarlaneaviation.com/ has a dual cable throttle for the 912 that requires no mixer and uses 1 X 19 cable that easily handles the push/pull requirements. The Rotax 912 IPC has a drawing of the way their throttle works. Rick Girard On Tue, May 16, 2017 at 5:56 PM, Stuart Harner wrote: > > Bill, > > Possibly what you are experiencing is just normal friction plus return > spring resistance. > > Some thoughts: > > The return spring for the choke needs to hold the choke open against > airflow and also should be able to supply enough force to pull a broken > cable through the cable housing. Suppose the cable broke at the lever end > while it was pulled all the way out, you would need enough spring to > overcome whatever friction could be introduced to the system if that shou ld > happen. In reality that is a very remote possibility at best because > normally you would shut the choke off while still on the ground and are n ot > likely to touch it again until the next startup. > > Now, the throttle is a different matter. If something should break in the > linkage somewhere, what do you want the carburetor to do? Go full power a s > the default or go to idle? The usual choice is go to idle. In most cases > that is considered the lesser of two evils. One would hope that proper > pre-flight inspections would prevent any such event from ever happening. > But you must always consider "what if". > > So, how to tell how much resistance is too much. (remember, "resistance i s > futile"). > > Here is a little test. You can probably judge it by feel alone, but if yo u > use a small spring scale you can quantify it for your satisfaction. > > 1) Disconnect the cables at the carburetor and pull each control with the > proper spring installed. Note the force required. > 2) With the cable still disconnected (but routed the way you have them) > pull from each direction and note the force required. I would think it > should be the same going both ways. > 3) Connect the cables to the carburetor and pull again. Forces should be > the sum of those measured independently or just slightly more. > > Now, if you think the test # 2 has too much friction, remove the cable an d > lay it out straight and re-test. The difference will be what your routing > added to the mix. Usually the only time this is a factor is if you have > lots of turns or turns with too small of a radius. > > All of this assumes you have not tightened the control levers too tight > and introduced a lot of friction there. For my Firefly, I played with > different washer thicknesses and tensions until I found the combination > that introduced as little friction as possible but still would hold the > throttle against the return spring. As things have worn a little it will > creep down just a little at cruise. Someday I will have to tighten it a > little to stop the creeping. > > I had to manufacture some cable ends for the control lever side of things > as none were available for purchase when I needed them. You can check it > out here: http://harnerfarm.net/serenity/engine.html > > If I didn't explain this very well, let me know and I will try and re-wor d > it. Sometimes what is in my head doesn't translate to the keyboard very > well. > > Stuart > > > -----Original Message----- > From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list- > server(at)matronics.com] On Behalf Of Bill Berle > Sent: Tuesday, May 16, 2017 2:24 PM > To: kolb-list(at)matronics.com > Subject: Kolb-List: Choke Control > > > Happy Tuesday Kolbers, I'm trying to hook up the throttle and choke cable s > for my HKS installation. > > Because I'm an "airplane guy" instead of an "ultralight guy" it's been > rather frustrating, to say the least. Hooking up one way "pull-only" > controls that rely on a return spring on the carburetor arm is > counter-intuitive to me. There was almost no friction in the entire > throttle system, including the cable "splitter", until I hooked up the > throttle arm return spring. As soon as I hooked it up the entire system h ad > way way more resistance to pulling the cable. Seemed like way too much > resistance to movement. > > Now I understand why the Kolb has a very tall throttle lever. > > Finally I managed to get the throttle mostly done except for final > adjustment. Now the choke is becoming a difficult problem. > > I moved the choke lever from behind the pilot's left shoulder (factory > position) to the right side of the cockpit next to the pilot's right thig h. > This seemed safer to me, because I can always see where the choke lever i s, > instead of forgetting it because it was out of my sight behind my head. S o > I ran a cable and sheath from the choke "splitter" down to the right side > of the cockpit. I mounted the OEM choke lever (a piece of twisted aluminu m > sheet metal) using an Adel airframe clamp on one of the fuselage tubes. > > The problem is that the choke lever doesn't exert enough force on the > cable to overcome the friction in the system when the (really strong) > return springs are hooked up on the carburetor. I don't feel good about > using weaker springs, because they may not allow the choke to spring back > to the OFF position. > > I believe that these cable friction problems are "built in" because of ho w > many bends and changes in direction that the throttle and choke cables go > through on a Kolb installation. But since there have been hundreds or > thousands of Kolbs flying for years with return spring type systems... I > want to figure out whether I am doing something wrong, or whether everybo dy > else has the same problems and complaints about their throttle and choke > systems. > > The cable "splitter" units are smooth, I took them apart and lubricated > them.I used new throttle cable and sheath for most of it. I used brand ne w > brass elbow fittings screwed in to the tops of the carburetors (Bing). I > verified that the throttle and choke controls worked smoothly and with > little friction when I disconnected the return springs. > > Can anybody guess or predict if or what I'm doing wrong here? > > > Bill Berle > HKS Firestar > > =========== =========== =========== =========== =========== > > -- =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx <http://www.goodreads.com/author/show/43244.Groucho_Marx> ________________________________________________________________________________
Date: May 17, 2017
From: mike stone <captanstone(at)yahoo.com>
Subject: Reregistering my slingshot
Hello All, Have a question about getting my new-to-me slingshot registered to me, still quite a ways from flying but figured I better get this going, what I have is a 98 model SS ser # 012=C2- built by Bill Clark,( whom I b elieve to be in the next life) R.I.P. sold in an estate sale with no paperw ork what so ever and then bought by me from Bill Berle, (Nice Guy), in rath er poor condition but repairable, no engine, prop, instruments, landing gea r, wing struts and so on. have made a lot of repairs and will be recovering entire plane, took pics but am not the builder. How would you guys go abou t getting it legal, PS looked on registry.gov and it was deregistered some time ago. Any help? Thanks. ________________________________________________________________________________
From: "Bob" <rmurrill(at)cox.net>
Subject: Re: Reregistering my slingshot
Date: May 17, 2017
Talk to the EAA at Oshkosh headquarters first. Do not talk to the FAA until after you have got your ducks lined up with EAA. How it was =9Cderegistered=9D may matter....ie lapsed exceptions vs. formally deregistration for which there may be no exceptions.... Bob From: mike stone Sent: Wednesday, May 17, 2017 11:50 AM Subject: Kolb-List: Reregistering my slingshot Hello All, Have a question about getting my new-to-me slingshot registered to me, still quite a ways from flying but figured I better get this going, what I have is a 98 model SS ser # 012 built by Bill Clark,( whom I believe to be in the next life) R.I.P. sold in an estate sale with no paperwork what so ever and then bought by me from Bill Berle, (Nice Guy), in rather poor condition but repairable, no engine, prop, instruments, landing gear, wing struts and so on. have made a lot of repairs and will be recovering entire plane, took pics but am not the builder. How would you guys go about getting it legal, PS looked on registry.gov and it was deregistered some time ago. Any help? Thanks. ________________________________________________________________________________
From: Richard Girard <aslsa.rng(at)gmail.com>
Date: May 18, 2017
Subject: Re: Reregistering my slingshot
I got great help from Chistina at the FAA registry office when I found that I had mistaken the re-registration date and allowed my aircraft to become de-registered. Christina told me to fill out a form 8050-1 for each aircraft, send them in with the $5 fee for each aircraft, and wait for them to percolate to the top of the pile (FIFO). Three weeks later all the new registrations arrived in my mailbox. Their toll free number is (866) 762-9434. Considering the magnitude of *MY* screw-up I can't tell you how worried I was before I talked to her. I really thought I had turned my aircraft into very expensive lawn ornaments. Christina put me at ease and gave me the information I needed in less than two minutes. My experience and two cents. Rick Girard On Wed, May 17, 2017 at 3:19 PM, Bob wrote: > Talk to the EAA at Oshkosh headquarters first. Do not talk to the FAA > until after you have got your ducks lined up with EAA. How it was > =9Cderegistered=9D may matter....ie lapsed exceptions vs. for mally > deregistration for which there may be no exceptions.... > > Bob > > > *From:* mike stone > *Sent:* Wednesday, May 17, 2017 11:50 AM > *To:* kolb-list(at)matronics.com > *Subject:* Kolb-List: Reregistering my slingshot > Hello All, Have a question about getting my new-to-me slingshot registere d > to me, still quite a ways from flying but figured I better get this going , > what I have is a 98 model SS ser # 012 built by Bill Clark,( whom I > believe to be in the next life) R.I.P. sold in an estate sale with no > paperwork what so ever and then bought by me from Bill Berle, (Nice Guy), > in rather poor condition but repairable, no engine, prop, instruments, > landing gear, wing struts and so on. have made a lot of repairs and will be > recovering entire plane, took pics but am not the builder. How would you > guys go about getting it legal, PS looked on registry.gov and it was > deregistered some time ago. Any help? Thanks. > -- =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx <http://www.goodreads.com/author/show/43244.Groucho_Marx> ________________________________________________________________________________
Subject: Re: Reregistering my slingshot
From: Hoppy <herbgh(at)nctc.com>
Date: May 18, 2017
Meeee toooo....the folks at Oak city do a good job...slow it may be....Very helpful sorting through my screw up....Christina also I think....Herb On 05/18/2017 08:23 AM, Richard Girard wrote: > I got great help from Chistina at the FAA registry office when I found > that I had mistaken the re-registration date and allowed my aircraft > to become de-registered. Christina told me to fill out a form 8050-1 > for each aircraft, send them in with the $5 fee for each aircraft, and > wait for them to percolate to the top of the pile (FIFO). Three weeks > later all the new registrations arrived in my mailbox. Their toll free > number is (866) 762-9434. > Considering the magnitude of _MY_ screw-up I can't tell you how > worried I was before I talked to her. I really thought I had turned my > aircraft into very expensive lawn ornaments. > Christina put me at ease and gave me the information I needed in less > than two minutes. > My experience and two cents. > > Rick Girard > > On Wed, May 17, 2017 at 3:19 PM, Bob > wrote: > > Talk to the EAA at Oshkosh headquarters first. Do not talk to the > FAA until after you have got your ducks lined up with EAA. How it > was deregistered may matter....ie lapsed exceptions vs. formally > deregistration for which there may be no exceptions.... > Bob > *From:* mike stone > *Sent:* Wednesday, May 17, 2017 11:50 AM > *To:* kolb-list(at)matronics.com > *Subject:* Kolb-List: Reregistering my slingshot > Hello All, Have a question about getting my new-to-me slingshot > registered to me, still quite a ways from flying but figured I > better get this going, what I have is a 98 model SS ser # 012 > built by Bill Clark,( whom I believe to be in the next life) > R.I.P. sold in an estate sale with no paperwork what so ever and > then bought by me from Bill Berle, (Nice Guy), in rather poor > condition but repairable, no engine, prop, instruments, landing > gear, wing struts and so on. have made a lot of repairs and will > be recovering entire plane, took pics but am not the builder. How > would you guys go about getting it legal, PS looked on > registry.gov <http://registry.gov> and it was deregistered some > time ago. Any help? Thanks. > > > -- > > > Blessed are the cracked, for they shall let in the light. Groucho > Marx <http://www.goodreads.com/author/show/43244.Groucho_Marx> > > ________________________________________________________________________________
From: Charlie England <ceengland7(at)gmail.com>
Subject: low priced swage squeezer: quality?
Date: May 18, 2017
Anyone have any experience with the (very) inexpensive compound swage tools listed on this page? http://www.aircraft-tool.com/shop/search.aspx?qid=5257&PageNo=2 (If the link doesn't work, just go to the ATS page & search for 'swager'.) Part numbers JPS14 & JPS24. I need to make up new flying wires for the Twinstar I'm restoring. I have no problem using less expensive tools when appropriate, but the order of magnitude difference in price does make one wonder. Thanks, Charlie --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus ________________________________________________________________________________
Date: May 19, 2017
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: low priced swage squeezer: quality?
I used their P/N 3 cable swager. Got mine from Aircraft Spruce, under $40. Worked great, especially in tight places. Bill Sullivan -------------------------------------------- On Thu, 5/18/17, Charlie England wrote: Subject: Kolb-List: low priced swage squeezer: quality? To: kolb-list(at)matronics.com Date: Thursday, May 18, 2017, 8:09 PM England Anyone have any experience with the (very) inexpensive compound swage tools listed on this page? http://www.aircraft-tool.com/shop/search.aspx?qid=5257&PageNo=2 (If the link doesn't work, just go to the ATS page & search for 'swager'.) Part numbers JPS14 & JPS24. I need to make up new flying wires for the Twinstar I'm restoring. I have no problem using less expensive tools when appropriate, but the order of magnitude difference in price does make one wonder. Thanks, Charlie ________________________________________________________________________________
Subject: Re: low priced swage squeezer: quality?
From: Hoppy <herbgh(at)nctc.com>
Date: May 18, 2017
to use the 53 dollar version...one needs a vice to hold it...not at all easy to hold the handle and get the swage and cable and thimble in place.... I notice this one on Ebay....Herb http://www.ebay.com/itm/10-Hand-Swager-Swaging-Crimping-Tool-w-Built-in-Cable-Cutter-HIT-Tools-/151633386044?hash=item234e0dda3c:m:mf5viFJq-3MzymCpQ0SWkRw On 05/18/2017 07:09 PM, Charlie England wrote: > > Anyone have any experience with the (very) inexpensive compound swage > tools listed on this page? > http://www.aircraft-tool.com/shop/search.aspx?qid=5257&PageNo=2 > (If the link doesn't work, just go to the ATS page & search for > 'swager'.) > Part numbers JPS14 & JPS24. > > I need to make up new flying wires for the Twinstar I'm restoring. I > have no problem using less expensive tools when appropriate, but the > order of magnitude difference in price does make one wonder. > > Thanks, > > Charlie > > --- > This email has been checked for viruses by Avast antivirus software. > https://www.avast.com/antivirus > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: low priced swage squeezer: quality?
Date: May 18, 2017
http://www.aircraft-tool.com/shop/detail.aspx?PRODUCT_ID=2 The one you picked out, above, will work just fine. Good idea to grease up the bolts and washers to reduce as much drag on them as possible. I've never had a problem using the el cheapo. They used to come as part of the parts kits from Kolb Acft. john h mkIII Titus, AL -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Charlie England Sent: Thursday, May 18, 2017 7:09 PM Subject: Kolb-List: low priced swage squeezer: quality? Anyone have any experience with the (very) inexpensive compound swage tools listed on this page? http://www.aircraft-tool.com/shop/search.aspx?qid=5257&PageNo=2 (If the link doesn't work, just go to the ATS page & search for 'swager'.) Part numbers JPS14 & JPS24. I need to make up new flying wires for the Twinstar I'm restoring. I have no problem using less expensive tools when appropriate, but the order of magnitude difference in price does make one wonder. Thanks, Charlie --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus ________________________________________________________________________________
Subject: Re: low priced swage squeezer: quality?
From: Charlie England <ceengland7(at)gmail.com>
Date: May 18, 2017
Thanks for the replies. I've got access to the 'screw down' version, but I'm looking at the 'squeezer' type (faster & easier to use in place, if required). These: http://www.aircraft-tool.com/shop/detail.aspx?PRODUCT_ID=JPS14 http://www.aircraft-tool.com/shop/detail.aspx?PRODUCT_ID=JPS24 No joy on anyone using either of those? On 5/18/2017 7:09 PM, Charlie England wrote: > > Anyone have any experience with the (very) inexpensive compound swage > tools listed on this page? > http://www.aircraft-tool.com/shop/search.aspx?qid=5257&PageNo=2 > (If the link doesn't work, just go to the ATS page & search for > 'swager'.) > Part numbers JPS14 & JPS24. > > I need to make up new flying wires for the Twinstar I'm restoring. I > have no problem using less expensive tools when appropriate, but the > order of magnitude difference in price does make one wonder. > > Thanks, > > Charlie --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus ________________________________________________________________________________
Subject: Well howdy y'all!
From: "Bulldog1984" <codyzorn(at)yahoo.com>
Date: May 21, 2017
What a treasure trove of kolb info! Glad I found this place. Have owned a firestar 2 for a couple yrs, flown a little over 100 hrs in it. Just recently bought the extended gear legs thru kolb & put some larger tires on it! Really helps getting it on & off some of the sand bars down at the river! Me & my dad(he flys a woody pusher) me John hauck down at snf in 2016. Great guy, he came over & shot the bull w/us one nite for an hour or so....seriously don't think there's anything or anyplace he hasn't gone in his kolb! Anyhoo, just figured I'd introduce myself, you'll b seeing a lot more of this south ga redneck on here![/list] Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469482#469482 Attachments: http://forums.matronics.com//files/img_3428_125.jpg ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Well howdy y'all!
Date: May 21, 2017
Welcome to the Kolb List, Cody? I didn't remember you name, but got it off your N number. ;-) Yes, we had a good time telling lies and swapping stories at S&F 2016. Great to see a Father and Son so enthusiastic about grass roots aviation. Ya'll work out of Vidalia airport? Nice looking FS. Enjoy and be safe. john h mkIII Titus, Alabama -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bulldog1984 Sent: Sunday, May 21, 2017 9:32 AM Subject: Kolb-List: Well howdy y'all! What a treasure trove of kolb info! Glad I found this place. Have owned a firestar 2 for a couple yrs, flown a little over 100 hrs in it. Just recently bought the extended gear legs thru kolb & put some larger tires on it! Really helps getting it on & off some of the sand bars down at the river! Me & my dad(he flys a woody pusher) me John hauck down at snf in 2016. Great guy, he came over & shot the bull w/us one nite for an hour or so....seriously don't think there's anything or anyplace he hasn't gone in his kolb! Anyhoo, just figured I'd introduce myself, you'll b seeing a lot more of this south ga redneck on here![/list] Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469482#469482 Attachments: http://forums.matronics.com//files/img_3428_125.jpg ________________________________________________________________________________
From: Russ Kinne <russk50(at)gmail.com>
Subject: q
Date: May 21, 2017
Hello Kolbers I have a brand-new set of steel gear legs for a Mark III Xtra, and Id like to sell them. Genuine Kolb, still in original packaging. Just dont; need them Asking $600 plus shipping for quick sale. ________________________________________________________________________________
Subject: Re: Well howdy y'all!
From: "Bulldog1984" <codyzorn(at)yahoo.com>
Date: May 21, 2017
John, we actually have a 3 thousand ft grass strip at our house just out of vidalia. If ever down in our area near Kvdi let me know! Stop in & we'll shoot some more bull & swap some more stories. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469492#469492 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Well howdy y'all!
Date: May 21, 2017
Good to know info. Thanks, john h mkIII Titus, Alabama -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bulldog1984 Sent: Sunday, May 21, 2017 1:49 PM Subject: Kolb-List: Re: Well howdy y'all! John, we actually have a 3 thousand ft grass strip at our house just out of vidalia. If ever down in our area near Kvdi let me know! Stop in & we'll shoot some more bull & swap some more stories. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469492#469492 ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: May 21, 2017
Subject: video
https://vimeo.com/218394088 password owyheeflyer Larry -- The older I get, the less tolerant I am of those who are intolerant of others. 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: video
Date: May 21, 2017
Most horses I have seen on one flight. Indeed a lot of water. I'm getting ready to run the Tombigbee and Tennessee from Demopolis to Knoxville and back. Should be gone in a couple days. Trip should be about 10 days, give or take a few days, mostly give. It is about a 1300 to 1400 mile round trip. Got everything under control except the weeds, and all this rain we got yesterday and last night has set them on fire. How are the tires doing? john -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry Cottrell Sent: Sunday, May 21, 2017 9:21 PM Subject: Kolb-List: video --> https://vimeo.com/218394088 password owyheeflyer Larry -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: May 21, 2017
Subject: Re: video
I waited 4 days and didn't hear anything from Desser, so I mailed the new tire back unopened. I then got a email from the salesman saying that they wanted the heavy tire. I informed him that he should have followed through on the email. So they are sending me another and I will change the heavy one out and mail it to them. I just got a call from Arty, she is hanging with three or four guys with various and sundry planes and they want to visit tomorrow. I can't wait to see what these guy's are like. So far I haven't met even one of Artie's friends that I thought was worth the bother. I can't wait! Tried to call. but no one answered. Tub, I imagine. Mine is belly up again. Its like the Calcium went viral all of a sudden. Big build up. I am going to take the pumps apart and see if that is the problem. Larry On Sun, May 21, 2017 at 8:50 PM, John Hauck wrote: > > Most horses I have seen on one flight. > > Indeed a lot of water. > > I'm getting ready to run the Tombigbee and Tennessee from Demopolis to Knoxville and back. Should be gone in a couple days. > > Trip should be about 10 days, give or take a few days, mostly give. It is about a 1300 to 1400 mile round trip. > > Got everything under control except the weeds, and all this rain we got yesterday and last night has set them on fire. > > How are the tires doing? > > john > > > -----Original Message----- > From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry Cottrell > Sent: Sunday, May 21, 2017 9:21 PM > To: kolb-list(at)matronics.com > Subject: Kolb-List: video > > --> > > https://vimeo.com/218394088 password owyheeflyer > > Larry > > > -- > The older I get, the less tolerant I am of those who are intolerant of others. > > If you forward this email, or any part of it, please remove my email address before sending. > > -- The older I get, the less tolerant I am of those who are intolerant of others. 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: video
Date: May 21, 2017
I apologize for dumbing up and sending this msg to the Kolb List instead of Larry C direct. Bear with me. Don't think I am going to get any better. Probably worse. ;-) john h mkIII Titus, Alabama -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck Sent: Sunday, May 21, 2017 9:51 PM Subject: RE: Kolb-List: video Most horses I have seen on one flight. Indeed a lot of water. I'm getting ready to run the Tombigbee and Tennessee from Demopolis to Knoxville and back. Should be gone in a couple days. Trip should be about 10 days, give or take a few days, mostly give. It is about a 1300 to 1400 mile round trip. Got everything under control except the weeds, and all this rain we got yesterday and last night has set them on fire. How are the tires doing? john -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry Cottrell Sent: Sunday, May 21, 2017 9:21 PM Subject: Kolb-List: video --> https://vimeo.com/218394088 password owyheeflyer Larry -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
Date: May 23, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Fuel Pump
Howdy Kolbers, Has anyone found a good alternative to the little square Facet fuel pumps to pump the fuel out of the tanks? A friend of mine gave me one or two of them to play with, and they seem really heavy for what they do. Most everyone on the Kolb List has always said that excess weight is the enemy, and that "you can feel every pound" you carry in the Kolb. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities ---- ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Fuel Pump
Date: May 23, 2017
I've used Facet pumps since my FS days. They are reliable and last a long time. Some Kolbers are completely nuts about saving the weight of a washer. Some are not. I never intentionally went out of my way to save weight. The Kolb wing is a heavy hauler. It will perform better when light, but it also will perform when heavy. I don't know of an alternative for the Facet. Before I incorporated 12VDC in my FS I used a primer bulb and Mikuni pulse pump for fuel. My US used the Mikuni pump on a Cuyuna ULII02. They all worked. On the 912ULS I have a Facet boost pump and an engine driven pump. The engine is happy working off the engine driven pump alone. The Facet pump fills the carb float bowls and acts as emergency backup. I've had Mikuni pulse pumps fail, but never an engine driven pump on a 912. john h mkIII Titus, Alabama -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bill Berle Sent: Tuesday, May 23, 2017 3:48 PM Subject: Kolb-List: Fuel Pump Howdy Kolbers, Has anyone found a good alternative to the little square Facet fuel pumps to pump the fuel out of the tanks? A friend of mine gave me one or two of them to play with, and they seem really heavy for what they do. Most everyone on the Kolb List has always said that excess weight is the enemy, and that "you can feel every pound" you carry in the Kolb. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities ---- ________________________________________________________________________________
From: Richard Girard <aslsa.rng(at)gmail.com>
Date: May 23, 2017
Subject: Re: Fuel Pump
Bill, It's almost impossible to beat the Facet for price and variety of pressure ranges. What little extra weight they might bring is so slight as to be inconsequential. After a squeeze bulb shed a flapper valve and put me right back on the runway (if it had happened the day before I'd have gone in the Arkansas River) I put on the Facet and never looked back. Been pattering away for over 10 years without so much as a hiccup. Rick On Tue, May 23, 2017 at 4:16 PM, John Hauck wrote: > > I've used Facet pumps since my FS days. They are reliable and last a lon g > time. > > Some Kolbers are completely nuts about saving the weight of a washer. > Some are not. I never intentionally went out of my way to save weight. > The Kolb wing is a heavy hauler. It will perform better when light, but it > also will perform when heavy. > > I don't know of an alternative for the Facet. Before I incorporated 12VD C > in my FS I used a primer bulb and Mikuni pulse pump for fuel. My US used > the Mikuni pump on a Cuyuna ULII02. They all worked. > > On the 912ULS I have a Facet boost pump and an engine driven pump. The > engine is happy working off the engine driven pump alone. The Facet pump > fills the carb float bowls and acts as emergency backup. I've had Mikuni > pulse pumps fail, but never an engine driven pump on a 912. > > > john h > mkIII > Titus, Alabama > > > -----Original Message----- > From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list- > server(at)matronics.com] On Behalf Of Bill Berle > Sent: Tuesday, May 23, 2017 3:48 PM > To: kolb-list(at)matronics.com > Subject: Kolb-List: Fuel Pump > > > Howdy Kolbers, > > Has anyone found a good alternative to the little square Facet fuel pumps > to pump the fuel out of the tanks? > > A friend of mine gave me one or two of them to play with, and they seem > really heavy for what they do. Most everyone on the Kolb List has always > said that excess weight is the enemy, and that "you can feel every pound" > you carry in the Kolb. > > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and > for-profit entities > > ---- > > =========== =========== =========== =========== =========== > > -- =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx <http://www.goodreads.com/author/show/43244.Groucho_Marx> ________________________________________________________________________________
From: Charlie England <ceengland7(at)gmail.com>
Date: May 23, 2017
Subject: Re: Fuel Pump
If you find a better bacon saver for the weight, please let me know. As long as you install a filter ahead of it at the recommended micron level (around 100, IIRC), it will almost certainly outlast your grandkids. If you don't use the filter, it may stop at any time (that you feed it dirt). The only things that move in it are a plunger and a couple of check valves. It doesn't even have electrical contacts to make/break internally. Charlie Virus-free. www.avast.com <#DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2> On Tue, May 23, 2017 at 3:48 PM, Bill Berle wrote: > > Howdy Kolbers, > > Has anyone found a good alternative to the little square Facet fuel pumps > to pump the fuel out of the tanks? > > A friend of mine gave me one or two of them to play with, and they seem > really heavy for what they do. Most everyone on the Kolb List has always > said that excess weight is the enemy, and that "you can feel every pound" > you carry in the Kolb. > > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and > for-profit entities > > ---- > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Fuel Pump
Date: May 23, 2017
I was trying to find out how Facets operate and discovered a Cat Diesel web site. Didn't know it, but Cat uses Facets on some of their diesel applications. They were explaining that Facet produces 800,000 to 900,000 pumps a year. They also recommend replacing at 10,000.0 hours operation. Impressed me. john h mkIII Titus, AL ________________________________________________________________________________
Date: May 23, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: Fuel Pump
Thank you guys much! I was already aware of the long-term reliability reputation of the Facet pumps, they're certified in millions of GA airplanes. Just having a two pound+ steel box sitting there in my hand was getting under my skin. I'm definitely not one of those guys who seriously counts washers to save weight, but I'm already !(#*%^ heavier than the average FAA 170 pounder, and the HKS engine is 15-20 pounds heavier than the 503. And I'm using larger tires. And the HKS requires a battery. And I'll need a transponder and radio at my airport. I already removed the BRS chute to save weight (there were no aerobatics on my agenda!), and I already made a firm decision to use this only as a single seat aircraft. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Tue, 5/23/17, Charlie England wrote: Subject: Re: Kolb-List: Fuel Pump To: kolb-list(at)matronics.com Date: Tuesday, May 23, 2017, 2:41 PM If you find a better bacon saver for the weight, please let me know. As long as you install a filter ahead of it at the recommended micron level (around 100, IIRC), it will almost certainly outlast your grandkids. If you don't use the filter, it may stop at any time (that you feed it dirt). The only things that move in it are a plunger and a couple of check valves. It doesn't even have electrical contacts to make/break internally. Charlie Virus-free. www.avast.com On Tue, May 23, 2017 at 3:48 PM, Bill Berle wrote: Bill Berle Howdy Kolbers, Has anyone found a good alternative to the little square Facet fuel pumps to pump the fuel out of the tanks? A friend of mine gave me one or two of them to play with, and they seem really heavy for what they do. Most everyone on the Kolb List has always said that excess weight is the enemy, and that "you can feel every pound" you carry in the Kolb. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities ---- ==== ============================== = -List" rel="noreferrer" target="_blank">http://www.matronics.com/ Navigator?Kolb-List ==== ============================== = FORUMS - eferrer" target="_blank">http://forums.matronics.com ==== ============================== = WIKI - errer" target="_blank">http://wiki.matronics.com ==== ============================== = b Site - -Matt Dralle, List Admin. rel="noreferrer" target="_blank">http://www.matronics.com/ contribution ==== ============================== = ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: May 23, 2017
Subject: Re: Fuel Pump
Hi guys, these facet fuel pump are something new for me. Is there a particul ar model I should use to feed a 377 Rotax? George H. Firestar, FS#100 14GDH Mesick, Mi gdhelton(at)gmail.com Have a great day! > On May 23, 2017, at 6:01 PM, John Hauck wrote: > > > I was trying to find out how Facets operate and discovered a Cat Diesel we b site. Didn't know it, but Cat uses Facets on some of their diesel applica tions. They were explaining that Facet produces 800,000 to 900,000 pumps a y ear. They also recommend replacing at 10,000.0 hours operation. Impressed m e. > > > > john h > > mkIII > > Titus, AL > > ________________________________________________________________________________
Subject: Rotsx 277 dual ignition
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: May 23, 2017
Back in the 80's I designed a dual ignition for the Rotax 277 on my Maxair Hummer. Since it was simple and reliable, I wrote up an article and sent it to Mary Jones, and she published it in the March 1990 Experimenter magazine. Now I have a 277 going on the Firefly, and would like to be able to upgrade the single ignition, but I no longer have a copy of that article. Anybody got a copy of the magazine you could scan and send me that page? Save me from having to reinvent what I can no longer remember? -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469553#469553 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Rotsx 277 dual ignition
Date: May 23, 2017
http://www.ebay.com/itm/EAA-EXPERIMENTER-MAGAZINE-March-1990-Build-the-MI-Ba by-Ace-Ignition-Rotax-277-/272646271140 If you want a copy bad enough to spend 10.00, try the above. john h mkIII Titus, AL -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike Sent: Tuesday, May 23, 2017 6:16 PM Subject: Kolb-List: Rotsx 277 dual ignition --> Back in the 80's I designed a dual ignition for the Rotax 277 on my Maxair Hummer. Since it was simple and reliable, I wrote up an article and sent it to Mary Jones, and she published it in the March 1990 Experimenter magazine. Now I have a 277 going on the Firefly, and would like to be able to upgrade the single ignition, but I no longer have a copy of that article. Anybody got a copy of the magazine you could scan and send me that page? Save me from having to reinvent what I can no longer remember? -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469553#469553 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Fuel Pump
Date: May 23, 2017
2.5 to 3.0 psi Facet should work ok. I'd have to dig out the maintenance manual to get the exact psi max. Important not to over pressurize the floats and needles. john h mkIII Titus, AL From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of George Helton Sent: Tuesday, May 23, 2017 5:20 PM Subject: Re: Kolb-List: Fuel Pump Hi guys, these facet fuel pump are something new for me. Is there a particular model I should use to feed a 377 Rotax? George H. Firestar, FS#100 14GDH Mesick, Mi gdhelton(at)gmail.com Have a great day! On May 23, 2017, at 6:01 PM, John Hauck wrote: I was trying to find out how Facets operate and discovered a Cat Diesel web site. Didn't know it, but Cat uses Facets on some of their diesel applications. They were explaining that Facet produces 800,000 to 900,000 pumps a year. They also recommend replacing at 10,000.0 hours operation. Impressed me. john h mkIII Titus, AL ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: May 23, 2017
Subject: Re: Fuel Pump
I think the max is 5 lbs, but the one that you mentioned is the one you need. Larry On Tue, May 23, 2017 at 5:33 PM, John Hauck wrote: > 2.5 to 3.0 psi Facet should work ok. I'd have to dig out the maintenance > manual to get the exact psi max. Important not to over pressurize the > floats and needles. > > > john h > > mkIII > > Titus, AL > > > From: owner-kolb-list-server(at)matronics.com > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of George Helton > Sent: Tuesday, May 23, 2017 5:20 PM > To: kolb-list(at)matronics.com > Subject: Re: Kolb-List: Fuel Pump > > > Hi guys, these facet fuel pump are something new for me. Is there a > particular model I should use to feed a 377 Rotax? > > > George H. > > Firestar, FS#100 > > 14GDH > > Mesick, Mi > > gdhelton(at)gmail.com > > > Have a great day! > > > On May 23, 2017, at 6:01 PM, John Hauck wrote: > > > I was trying to find out how Facets operate and discovered a Cat Diesel web > site. Didn't know it, but Cat uses Facets on some of their diesel > applications. They were explaining that Facet produces 800,000 to 900,000 > pumps a year. They also recommend replacing at 10,000.0 hours operation. > Impressed me. > > > john h > > mkIII > > Titus, AL > > -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
From: "Stuart Harner" <stuart(at)harnerfarm.net>
Subject: Rotsx 277 dual ignition
Date: May 23, 2017
Richard, I have the Complete Archives of Sport Aviation on CD. It may be in there, not sure. Just tried installing it on my Windows 10 machine and it won't load. Grrr! I'll keep hacking at it, or possibly fire up an old PC and see what I can find. If anybody else has a copy, please chime in. Stuart -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike Sent: Tuesday, May 23, 2017 6:16 PM Subject: Kolb-List: Rotsx 277 dual ignition --> Back in the 80's I designed a dual ignition for the Rotax 277 on my Maxair Hummer. Since it was simple and reliable, I wrote up an article and sent it to Mary Jones, and she published it in the March 1990 Experimenter magazine. Now I have a 277 going on the Firefly, and would like to be able to upgrade the single ignition, but I no longer have a copy of that article. Anybody got a copy of the magazine you could scan and send me that page? Save me from having to reinvent what I can no longer remember? -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469553#469553 ________________________________________________________________________________
From: "Stuart Harner" <stuart(at)harnerfarm.net>
Subject: Rotsx 277 dual ignition
Date: May 23, 2017
Well, I did get the Archive set to install on an old PC. Unfortunately your article was not in the archive. I don't think it included Experimenter back then. Best of luck finding it. Perhaps if you contact EAA they can find it for you. Stuart -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike Sent: Tuesday, May 23, 2017 6:16 PM Subject: Kolb-List: Rotsx 277 dual ignition --> Back in the 80's I designed a dual ignition for the Rotax 277 on my Maxair Hummer. Since it was simple and reliable, I wrote up an article and sent it to Mary Jones, and she published it in the March 1990 Experimenter magazine. Now I have a 277 going on the Firefly, and would like to be able to upgrade the single ignition, but I no longer have a copy of that article. Anybody got a copy of the magazine you could scan and send me that page? Save me from having to reinvent what I can no longer remember? -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469553#469553 ________________________________________________________________________________
From: Richard Girard <aslsa.rng(at)gmail.com>
Date: May 23, 2017
Subject: Re: Fuel Pump
What you want is model 40104. You can find the specs on all the Facet pumps here: http://www.facet-purolator.com/cube-fuel-pumps.php Rick On Tue, May 23, 2017 at 6:49 PM, Larry Cottrell wrote: > > I think the max is 5 lbs, but the one that you mentioned is the one you > need. > Larry > > On Tue, May 23, 2017 at 5:33 PM, John Hauck wrote: > > 2.5 to 3.0 psi Facet should work ok. I'd have to dig out the maintenan ce > > manual to get the exact psi max. Important not to over pressurize the > > floats and needles. > > > > > > > > john h > > > > mkIII > > > > Titus, AL > > > > > > > > From: owner-kolb-list-server(at)matronics.com > > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of George Helto n > > Sent: Tuesday, May 23, 2017 5:20 PM > > To: kolb-list(at)matronics.com > > Subject: Re: Kolb-List: Fuel Pump > > > > > > > > Hi guys, these facet fuel pump are something new for me. Is there a > > particular model I should use to feed a 377 Rotax? > > > > > > > > George H. > > > > Firestar, FS#100 > > > > 14GDH > > > > Mesick, Mi > > > > gdhelton(at)gmail.com > > > > > > > > Have a great day! > > > > > > On May 23, 2017, at 6:01 PM, John Hauck wrote: > > > > > > > > I was trying to find out how Facets operate and discovered a Cat Diesel > web > > site. Didn't know it, but Cat uses Facets on some of their diesel > > applications. They were explaining that Facet produces 800,000 to > 900,000 > > pumps a year. They also recommend replacing at 10,000.0 hours operatio n. > > Impressed me. > > > > > > > > john h > > > > mkIII > > > > Titus, AL > > > > > > > -- > The older I get, the less tolerant I am of those who are intolerant of > others. > > If you forward this email, or any part of it, please remove my email > address before sending. =========== =========== =========== =========== =========== > > -- =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx <http://www.goodreads.com/author/show/43244.Groucho_Marx> ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Rotsx 277 dual ignition
Date: May 23, 2017
If you don't want to spend 10.00, I'd call EAA and get them to scan the article and send it in an email. That's what we pay them dues for. Help. ;-) john h mkIII Titus, Alabama -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck Sent: Tuesday, May 23, 2017 6:33 PM Subject: RE: Kolb-List: Rotsx 277 dual ignition http://www.ebay.com/itm/EAA-EXPERIMENTER-MAGAZINE-March-1990-Build-the-MI-Ba by-Ace-Ignition-Rotax-277-/272646271140 If you want a copy bad enough to spend 10.00, try the above. john h mkIII Titus, AL -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike Sent: Tuesday, May 23, 2017 6:16 PM Subject: Kolb-List: Rotsx 277 dual ignition --> Back in the 80's I designed a dual ignition for the Rotax 277 on my Maxair Hummer. Since it was simple and reliable, I wrote up an article and sent it to Mary Jones, and she published it in the March 1990 Experimenter magazine. Now I have a 277 going on the Firefly, and would like to be able to upgrade the single ignition, but I no longer have a copy of that article. Anybody got a copy of the magazine you could scan and send me that page? Save me from having to reinvent what I can no longer remember? -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469553#469553 ________________________________________________________________________________
From: Richard Girard <aslsa.rng(at)gmail.com>
Date: May 23, 2017
Subject: Re: Rotsx 277 dual ignition
Unfortunately, the on-line archives only go back to 2012. Rick On Tue, May 23, 2017 at 7:36 PM, Stuart Harner wrote: > > Well, I did get the Archive set to install on an old PC. > > Unfortunately your article was not in the archive. I don't think it > included > Experimenter back then. > > Best of luck finding it. Perhaps if you contact EAA they can find it for > you. > > Stuart > > -----Original Message----- > From: owner-kolb-list-server(at)matronics.com > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike > Sent: Tuesday, May 23, 2017 6:16 PM > To: kolb-list(at)matronics.com > Subject: Kolb-List: Rotsx 277 dual ignition > > --> > > Back in the 80's I designed a dual ignition for the Rotax 277 on my Maxai r > Hummer. Since it was simple and reliable, I wrote up an article and sent it > to Mary Jones, and she published it in the March 1990 Experimenter > magazine. > > Now I have a 277 going on the Firefly, and would like to be able to upgra de > the single ignition, but I no longer have a copy of that article. Anybody > got a copy of the magazine you could scan and send me that page? Save me > from having to reinvent what I can no longer remember? > > -------- > Richard Pike > Kolb MKIII N420P (420ldPoops) > Kingsport, TN 3TN0 > > Forgiving is tough. Being forgiven is wonderful. > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=469553#469553 > > =========== =========== =========== =========== =========== > > -- =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx <http://www.goodreads.com/author/show/43244.Groucho_Marx> ________________________________________________________________________________
Subject: Re: Rotsx 277 dual ignition
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: May 23, 2017
John Hauck wrote: > http://www.ebay.com/itm/EAA-EXPERIMENTER-MAGAZINE-March-1990-Build-the-MI-Ba > by-Ace-Ignition-Rotax-277-/272646271140 > > > If you want a copy bad enough to spend 10.00, try the above. > > john h > mkIII > Titus, AL > > -- Thank you, I'll get it! -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469567#469567 ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: May 23, 2017
Subject: Re: Fuel Pump
Thank you for all information you Kolbers posted on this fuel pump, facet 40 104. This may seem like a strange question to most but. Can I run this off o f a standard small Rotax rectified voltage regulator without using a battery ? Thanks. George H. Have a great day! > On May 23, 2017, at 8:40 PM, Richard Girard wrote: > > What you want is model 40104. You can find the specs on all the Facet pump s here: > > http://www.facet-purolator.com/cube-fuel-pumps.php > > Rick > >> On Tue, May 23, 2017 at 6:49 PM, Larry Cottrell wrote: >> >> I think the max is 5 lbs, but the one that you mentioned is the one you n eed. >> Larry >> >> On Tue, May 23, 2017 at 5:33 PM, John Hauck wrote: >> > 2.5 to 3.0 psi Facet should work ok. I'd have to dig out the maintenan ce >> > manual to get the exact psi max. Important not to over pressurize the >> > floats and needles. >> > >> > >> > >> > john h >> > >> > mkIII >> > >> > Titus, AL >> > >> > >> > >> > From: owner-kolb-list-server(at)matronics.com >> > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of George Helto n >> > Sent: Tuesday, May 23, 2017 5:20 PM >> > To: kolb-list(at)matronics.com >> > Subject: Re: Kolb-List: Fuel Pump >> > >> > >> > >> > Hi guys, these facet fuel pump are something new for me. Is there a >> > particular model I should use to feed a 377 Rotax? >> > >> > >> > >> > George H. >> > >> > Firestar, FS#100 >> > >> > 14GDH >> > >> > Mesick, Mi >> > >> > gdhelton(at)gmail.com >> > >> > >> > >> > Have a great day! >> > >> > >> > On May 23, 2017, at 6:01 PM, John Hauck wrote: >> > >> > >> > >> > I was trying to find out how Facets operate and discovered a Cat Diesel web >> > site. Didn't know it, but Cat uses Facets on some of their diesel >> > applications. They were explaining that Facet produces 800,000 to 900, 000 >> > pumps a year. They also recommend replacing at 10,000.0 hours operatio n. >> > Impressed me. >> > >> > >> > >> > john h >> > >> > mkIII >> > >> > Titus, AL >> > >> > >> >> >> >> -- >> The older I get, the less tolerant I am of those who are intolerant of ot hers. >> >> If you forward this email, or any part of it, please remove my email >> address before sending. >> ========================= === >> -List" rel="noreferrer" target="_blank">http://www.matronics.com/Navi gator?Kolb-List >> ========================= >> FORUMS - >> eferrer" target="_blank">http://forums.matronics.com >> ========================= >> WIKI - >> errer" target="_blank">http://wiki.matronics.com >> ========================= >> b Site - >> -Matt Dralle, List Admin. >> rel="noreferrer" target="_blank">http://www.matronics.com/contributio n >> ========================= >> >> >> > > > > -- > =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx > > ________________________________________________________________________________
From: Richard Girard <aslsa.rng(at)gmail.com>
Date: May 24, 2017
Subject: Re: Fuel Pump
12 volts DC is 12 volts DC. Yes, it should work but you'd lose the advantage the electric pump brings, getting fuel to the carb(s) for easy starting. You also wouldn't be able to hear the little Facet's "thump thump" that lets you know it's working. Rick On Tue, May 23, 2017 at 10:45 PM, George Helton wrote: > Thank you for all information you Kolbers posted on this fuel pump, facet > 40104. This may seem like a strange question to most but. Can I run this > off of a standard small Rotax rectified voltage regulator without using a > battery? Thanks. > George H. > > Have a great day! > > On May 23, 2017, at 8:40 PM, Richard Girard wrote: > > What you want is model 40104. You can find the specs on all the Facet > pumps here: > > http://www.facet-purolator.com/cube-fuel-pumps.php > > Rick > > On Tue, May 23, 2017 at 6:49 PM, Larry Cottrell > wrote: > > >> >> I think the max is 5 lbs, but the one that you mentioned is the one you >> need. >> Larry >> >> On Tue, May 23, 2017 at 5:33 PM, John Hauck wrote : >> > 2.5 to 3.0 psi Facet should work ok. I'd have to dig out the >> maintenance >> > manual to get the exact psi max. Important not to over pressurize the >> > floats and needles. >> > >> > >> > >> > john h >> > >> > mkIII >> > >> > Titus, AL >> > >> > >> > >> > From: owner-kolb-list-server(at)matronics.com >> > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of George >> Helton >> > Sent: Tuesday, May 23, 2017 5:20 PM >> > To: kolb-list(at)matronics.com >> > Subject: Re: Kolb-List: Fuel Pump >> > >> > >> > >> > Hi guys, these facet fuel pump are something new for me. Is there a >> > particular model I should use to feed a 377 Rotax? >> > >> > >> > >> > George H. >> > >> > Firestar, FS#100 >> > >> > 14GDH >> > >> > Mesick, Mi >> > >> > gdhelton(at)gmail.com >> > >> > >> > >> > Have a great day! >> > >> > >> > On May 23, 2017, at 6:01 PM, John Hauck wrote: >> > >> > >> > >> > I was trying to find out how Facets operate and discovered a Cat Diese l >> web >> > site. Didn't know it, but Cat uses Facets on some of their diesel >> > applications. They were explaining that Facet produces 800,000 to >> 900,000 >> > pumps a year. They also recommend replacing at 10,000.0 hours >> operation. >> > Impressed me. >> > >> > >> > >> > john h >> > >> > mkIII >> > >> > Titus, AL >> > >> > >> >> >> >> -- >> The older I get, the less tolerant I am of those who are intolerant of >> others. >> >> If you forward this email, or any part of it, please remove my email >> address before sending. >> ======================== ==== >> -List" rel="noreferrer" target="_blank">http://www.matronics.com/ >> Navigator?Kolb-List >> ======================== =========== >> FORUMS - >> eferrer" target="_blank">http://forums.matronics.com >> ======================== =========== >> WIKI - >> errer" target="_blank">http://wiki.matronics.com >> ======================== =========== >> b Site - >> -Matt Dralle, List Admin. >> rel="noreferrer" target="_blank">http://www.matronics.com/contributi on >> ======================== =========== >> >> >> >> > > > -- > =9CBlessed are the cracked, for they shall let in the light. =9D Groucho Marx > <http://www.goodreads.com/author/show/43244.Groucho_Marx> > > -- =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx <http://www.goodreads.com/author/show/43244.Groucho_Marx> ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: May 24, 2017
Subject: Re: Fuel Pump
Good information, Rick. Thanks! I think I'll order a pump. George Have a great day! > On May 24, 2017, at 5:50 AM, Richard Girard wrote: > > 12 volts DC is 12 volts DC. Yes, it should work but you'd lose the advanta ge the electric pump brings, getting fuel to the carb(s) for easy starting. Y ou also wouldn't be able to hear the little Facet's "thump thump" that lets y ou know it's working. > > Rick > >> On Tue, May 23, 2017 at 10:45 PM, George Helton wrot e: >> Thank you for all information you Kolbers posted on this fuel pump, facet 40104. This may seem like a strange question to most but. Can I run this of f of a standard small Rotax rectified voltage regulator without using a batt ery? Thanks. >> George H. >> >> Have a great day! >> >>> On May 23, 2017, at 8:40 PM, Richard Girard wrote: >>> >>> What you want is model 40104. You can find the specs on all the Facet pu mps here: >>> >>> http://www.facet-purolator.com/cube-fuel-pumps.php >>> >>> Rick >>> >>>> On Tue, May 23, 2017 at 6:49 PM, Larry Cottrell wrote: m> >>>> >>>> I think the max is 5 lbs, but the one that you mentioned is the one you need. >>>> Larry >>>> >>>> On Tue, May 23, 2017 at 5:33 PM, John Hauck wrot e: >>>> > 2.5 to 3.0 psi Facet should work ok. I'd have to dig out the mainten ance >>>> > manual to get the exact psi max. Important not to over pressurize th e >>>> > floats and needles. >>>> > >>>> > >>>> > >>>> > john h >>>> > >>>> > mkIII >>>> > >>>> > Titus, AL >>>> > >>>> > >>>> > >>>> > From: owner-kolb-list-server(at)matronics.com >>>> > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of George Hel ton >>>> > Sent: Tuesday, May 23, 2017 5:20 PM >>>> > To: kolb-list(at)matronics.com >>>> > Subject: Re: Kolb-List: Fuel Pump >>>> > >>>> > >>>> > >>>> > Hi guys, these facet fuel pump are something new for me. Is there a >>>> > particular model I should use to feed a 377 Rotax? >>>> > >>>> > >>>> > >>>> > George H. >>>> > >>>> > Firestar, FS#100 >>>> > >>>> > 14GDH >>>> > >>>> > Mesick, Mi >>>> > >>>> > gdhelton(at)gmail.com >>>> > >>>> > >>>> > >>>> > Have a great day! >>>> > >>>> > >>>> > On May 23, 2017, at 6:01 PM, John Hauck wrote: >>>> > >>>> > >>>> > >>>> > I was trying to find out how Facets operate and discovered a Cat Dies el web >>>> > site. Didn't know it, but Cat uses Facets on some of their diesel >>>> > applications. They were explaining that Facet produces 800,000 to 90 0,000 >>>> > pumps a year. They also recommend replacing at 10,000.0 hours operat ion. >>>> > Impressed me. >>>> > >>>> > >>>> > >>>> > john h >>>> > >>>> > mkIII >>>> > >>>> > Titus, AL >>>> > >>>> > >>>> >>>> >>>> >>>> -- >>>> The older I get, the less tolerant I am of those who are intolerant of o thers. >>>> >>>> If you forward this email, or any part of it, please remove my email >>>> address before sending. >>>> === >>>> -List" rel="noreferrer" target="_blank">http://www.matronics.com/Na vigator?Kolb-List >>>> ========== >>>> FORUMS - >>>> eferrer" target="_blank">http://forums.matronics.com >>>> ========== >>>> WIKI - >>>> errer" target="_blank">http://wiki.matronics.com >>>> ========== >>>> b Site - >>>> -Matt Dralle, List Admin. >>>> rel="noreferrer" target="_blank">http://www.matronics.com/contribut ion >>>> ========== >>>> >>>> >>>> >>> >>> >>> >>> -- >>> =9CBlessed are the cracked, for they shall let in the light. =9D Groucho Marx >>> >>> > > > > -- > =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Fuel Pump
Date: May 24, 2017
Install a small battery, a Facet fuel pump, and get rid of the squeeze bulb. john h mkIII Titus, AL From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of George Helton Sent: Wednesday, May 24, 2017 6:46 AM Subject: Re: Kolb-List: Fuel Pump Good information, Rick. Thanks! I think I'll order a pump. George Have a great day! On May 24, 2017, at 5:50 AM, Richard Girard wrote: 12 volts DC is 12 volts DC. Yes, it should work but you'd lose the advantage the electric pump brings, getting fuel to the carb(s) for easy starting. You also wouldn't be able to hear the little Facet's "thump thump" that lets you know it's working. Rick On Tue, May 23, 2017 at 10:45 PM, George Helton wrote: Thank you for all information you Kolbers posted on this fuel pump, facet 40104. This may seem like a strange question to most but. Can I run this off of a standard small Rotax rectified voltage regulator without using a battery? Thanks. George H. Have a great day! On May 23, 2017, at 8:40 PM, Richard Girard wrote: What you want is model 40104. You can find the specs on all the Facet pumps here: http://www.facet-purolator.com/cube-fuel-pumps.php Rick On Tue, May 23, 2017 at 6:49 PM, Larry Cottrell wrote: I think the max is 5 lbs, but the one that you mentioned is the one you need. Larry On Tue, May 23, 2017 at 5:33 PM, John Hauck wrote: > 2.5 to 3.0 psi Facet should work ok. I'd have to dig out the maintenance > manual to get the exact psi max. Important not to over pressurize the > floats and needles. > > > john h > > mkIII > > Titus, AL > > > From: owner-kolb-list-server(at)matronics.com > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of George Helton > Sent: Tuesday, May 23, 2017 5:20 PM > To: kolb-list(at)matronics.com > Subject: Re: Kolb-List: Fuel Pump > > > Hi guys, these facet fuel pump are something new for me. Is there a > particular model I should use to feed a 377 Rotax? > > > George H. > > Firestar, FS#100 > > 14GDH > > Mesick, Mi > > gdhelton(at)gmail.com > > > Have a great day! > > > On May 23, 2017, at 6:01 PM, John Hauck wrote: > > > I was trying to find out how Facets operate and discovered a Cat Diesel web > site. Didn't know it, but Cat uses Facets on some of their diesel > applications. They were explaining that Facet produces 800,000 to 900,000 > pumps a year. They also recommend replacing at 10,000.0 hours operation. > Impressed me. > > > john h > > mkIII > > Titus, AL > > -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. === -List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?Kolb-List FORUMS - eferrer" target="_blank">http://forums.matronics.com WIKI - errer" target="_blank">http://wiki.matronics.com b Site - -Matt Dralle, List Admin. rel="noreferrer" target="_blank">http://www.matronics.com/contribution -- =9CBlessed are the cracked, for they shall let in the light.=9D <http://www.goodreads.com/author/show/43244.Groucho_Marx> Groucho Marx -- =9CBlessed are the cracked, for they shall let in the light.=9D <http://www.goodreads.com/author/show/43244.Groucho_Marx> Groucho Marx ________________________________________________________________________________
From: B Young <byoungplumbing(at)gmail.com>
Date: May 24, 2017
Subject: Re: Fuel Pump
George I think that you could run the fuel pump on the regulator without a battery...... BUT ...... information i learned about the voltage regulator is they do better (don't burn out as easily) if they have a small constant load. Charging the battery creates a constant load on the regulator... Another easy way is to run some lights on the voltage regulator output. With or without a battery, you should still have a capasitor to smooth out the voltage spikes. Boyd Young Clip This may seem like a strange question to most but. Can I run this off of a standard small Rotax rectified voltage regulator without using a battery? Thanks. > George H. > ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: May 24, 2017
Subject: Re: Fuel Pump
Thanks, Boyd. I just ordered a new voltage regulator, 40104 Facet fuel pump a nd the small battery that George A. Suggested. I appreciate all the input th at you guys have given me. Hope test fly my Firestar (original) this Friday. Weather permitting. George H. Firestar, FS#100 14GDH gdhelton(at)gmail.com Have a great day! > On May 24, 2017, at 10:15 AM, B Young wrote: > > George > I think that you could run the fuel pump on the regulator without a batter y...... BUT ...... information i learned about the voltage regulator is the y do better (don't burn out as easily) if they have a small constant load . Charging the battery creates a constant load on the regulator... Another easy way is to run some lights on the voltage regulator output. > With or without a battery, you should still have a capasitor to smooth ou t the voltage spikes. > > Boyd Young > > Clip > > This may seem like a strange question to most but. Can I run this off of a standard small Rotax rectified voltage regulator without using a battery? T hanks. > > George H. > > ________________________________________________________________________________
From: "George Bearden" <gab16(at)sbcglobal.net>
Subject: RE: Kolb-List Digest: 5 Msgs - 05/24/17
Date: May 25, 2017
Richard Girard said: "12 volts DC is 12 volts DC" This is not a true statement, since it is implying that "all we need is 12c DC" for stuff to work. Sometimes (and IIRC this time) it *isn't* really 12v DC, but only AVERAGES out to that. Sometimes this makes a big difference. Also sometimes you need 50 amps at 12v DC. Thus one can see that not ALL 12v DC's are created equal, since the Rotax cannot produce 50A. ________________________________________________________________________________
From: Denny Baber <baberdk(at)gmail.com>
Date: May 25, 2017
Subject: Re: Fuel Pump
What size capacitor should I use? Respectfully, Dennis Baber Stay Curious ________________________________________________________________________________
From: Richard Girard <aslsa.rng(at)gmail.com>
Date: May 25, 2017
Subject: Re: Fuel Pump
Dennis, Look at page 18-3 of the Two Stroke Installation manual. Rick On Thu, May 25, 2017 at 7:53 AM, Denny Baber wrote: > > What size capacitor should I use? > > > Respectfully, > Dennis Baber > > Stay Curious > -- =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx <http://www.goodreads.com/author/show/43244.Groucho_Marx> ________________________________________________________________________________
From: B Young <byoungplumbing(at)gmail.com>
Date: May 25, 2017
Subject: Re: Fuel Pump
25v 22000 mf capacitor >> >> >> What size capacitor should I use? >> >> ________________________________________________________________________________
Subject: Re: Fuel Pump
From: "west1m" <west1m(at)hotmail.com>
Date: May 27, 2017
Does anyone pump in series (or through) their Mikuni fuel pump? I ask as I had a wire break off my regulator and eventually lost all power to gauges, EIS and GPS before getting back to home field. It would have been a much shorter flight with only the Facet pump. -------- West1m Hastings, MN Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469643#469643 ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: May 27, 2017
Subject: Re: Fuel Pump
There are many schools of thought. "Mine" is that my Facet pumps fuel to the Mikuni pump, and from there to the engine. I have done so since 1997 with no problems using engines from 447-503-582 to HKS. I try to keep it as simple as I can. Others may feel differently. Your choice. Larry On Sat, May 27, 2017 at 1:19 PM, west1m wrote: > > Does anyone pump in series (or through) their Mikuni fuel pump? > I ask as I had a wire break off my regulator and eventually lost all power to gauges, EIS and GPS before getting back to home field. It would have been a much shorter flight with only the Facet pump. > > -------- > West1m > Hastings, MN > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=469643#469643 > > -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
From: B Young <byoungplumbing(at)gmail.com>
Date: May 27, 2017
Subject: Re: Fuel Pump
I pump in series.... Boyd Young mkiii ________________________________________________________________________________
Subject: Re: Fuel Pump
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: May 27, 2017
The Mikuni is perfectly happy to have the Facet feed it, and just as happy when you turn the Facet off, because a properly functioning Mikuni will pull the fuel through a properly functioning Facet. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469648#469648 ________________________________________________________________________________
Subject: Re: Fuel Pump
From: "west1m" <west1m(at)hotmail.com>
Date: May 27, 2017
Thanks, sounds like a good addition. I looked a t a couple specs on facets (maybe not the one earlier mentioned) browsing around. I saw lift specs as low as 12 inches. Where do you mount the pump? Just right outside the tank rails tank level? -------- West1m Hastings, MN Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469653#469653 ________________________________________________________________________________
Subject: Re: Fuel Pump
From: "west1m" <west1m(at)hotmail.com>
Date: May 27, 2017
I just figured out that is probably a bad question as I have a Firefly with the small 5 gallon tank and is likely completely different than the larger Kolbs. -------- West1m Hastings, MN Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469654#469654 ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: May 27, 2017
Subject: Re: Fuel Pump
I mounted mine on the boom tube in front of the tanks. Just be sure that you get the facett pump that the recent discussion was about. 2-3 lbs or something like that. Larry On Sat, May 27, 2017 at 6:09 PM, west1m wrote: > > I just figured out that is probably a bad question as I have a Firefly with the small 5 gallon tank and is likely completely different than the larger Kolbs. > > -------- > West1m > Hastings, MN > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=469654#469654 > > -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: May 27, 2017
Subject: Re: Fuel Pump
Thanks for asking the same question that I had about still using the pulse p ump along with the facet electric pump. I like redundancy when it comes to a ircraft fuel systems. And thanks all the good information that was generated . I ordered a new rectifier/ regulator, 24V 22000uf capacitor and a 40104 fue l pump last week and am waiting for everything to come. I'm going to run som e lift tests before mounting the new pump simply because I would like to mou nt the facet pump above my fuel tank if it lifts sufficiently? Time will tel l? Oh yeah guys I flew my restored Firestar (original) yesterday! It was its fi rst flight in 28 years and it was sweet. George H. Firestar #FS100 Mesick, Michigan gdhelton(at)gmail.com Have a great day! > On May 27, 2017, at 3:19 PM, west1m wrote: > > > Does anyone pump in series (or through) their Mikuni fuel pump? > I ask as I had a wire break off my regulator and eventually lost all power to gauges, EIS and GPS before getting back to home field. It would have bee n a much shorter flight with only the Facet pump. > > -------- > West1m > Hastings, MN > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=469643#469643 > > > > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= ========================== ========= > > > ________________________________________________________________________________
Date: May 28, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: The Kolb Quit strikes again!
Well Kolbers I am completely humbled and embarrassed. Because I got distracted by two or three (legitimately serious) things unrelated to the actual landing, I fell victim to the Kolb Quit and damn near wrecked Jimmy's new Mark 3 today. I flew out to Camarillo in the 172 this morning early, and after some radio equipment issues we were ready to go. Jimmy took off and we headed out away from the ultralight strip. Immediately it was obvious to both of us that there was a somewhat serious control problem. The control force on the ailerons was very heavy, and it took two hands to roll the aircraft to the right. One hand, but heavy, to make a left roll/turn. I was given control of the aircraft, and experienced this first hand. The roll rate to the right was atrocious and took both hands to accomplish. Pitch control was heavier than I expected but easily controllable.Yaw control was well within the "Reasonable" range. Jimmy and I made two or three low passes over the ultralight strip, and I was given the task of landing the airplane. The landing pattern at Camarillo UL strip was very tricky and unsafe as far as I am concerned. In order to not fly over a corporate aircraft facility and their outdoor fuel tanks, the base leg of the pattern is flown extremely close in. Base leg is essentially over the approach end of the strip. Left traffic only, at or below 300 AGL. The first landing was safe, but bouncy. The Kolb Quit dropped us in from about 2 or 3 feet, to my complete surprise. We taxied back to his hangar andtried to fix the aileron problem. The second takeoff was made, and there was only a small improvement in controlling the aircraft. It still required two hands to roll the aircraft to the right, and this was needed turning a very close-in base leg, with a hard left turn from base to final. Rolling out of this turn required a two handed right aileron input with a very very slow and not positive result. At 50 feet AGL between a large hangar and a tree. We made a couple of low passes,and Jimmy reminded me I was far too high and fast, so we went around. On the last pass, he thought I was way too slow. I used the speeds and and techniques I would use in a Taylorcraft, but I did not remember the Kolb Quit. Pulling the throttle back to idle on short final, the airplane landed very hard and seriously damaged the right main gear leg. The airplane got out of hand and headed across the runway for a chain link fence. I applied full power to get it away from the ground, but the high thrust line resulted in us screaming across the runway at below fence height. Full back stick was not getting us any higher than below fence height. We finall climbed over the fence with very little room to spare. Next time around one of the guys was standing in the middle of the runway waving his arms. What could this be? finally looked out over to the right side of the aircraft,a nd saw the right main wheel up at eye level. I knew instantly that this was going to result in a "crash landing". The next time around, I managed to keep it going faster, and put it on the remaining wheel with no Kolb Quit, but it of course settled down on tht one wheel..... and the other wingtip, and proceeded to groundloop and bend one of the wing tips. Out of guilt and furious anger, I volunteered to fix the 2 outboard ribs and fabric. So my question of the Kolb List is... now that I have experienced the wrath of the Kolb Quit, WHAT THE HELL CAUSES IT ??? Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Sat, 5/27/17, west1m wrote: Subject: Kolb-List: Re: Fuel Pump To: kolb-list(at)matronics.com Date: Saturday, May 27, 2017, 12:19 PM Does anyone pump in series (or through) their Mikuni fuel pump? I ask as I had a wire break off my regulator and eventually lost all power to gauges, EIS and GPS before getting back to home field. It would have been a much shorter flight with only the Facet pump. -------- West1m Hastings, MN Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469643#469643 The Kolb-List Email Forum - Navigator to browse List Un/Subscription, 7-Day Browse, Chat, FAQ, - MATRONICS WEB FORUMS - via the Web Forums! - NEW MATRONICS LIST WIKI - Email List Wiki! - List Contribution Web Site - support! -Matt Dralle, List Admin. ________________________________________________________________________________
Subject: Re: The Kolb Quit strikes again!
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: May 28, 2017
Obviously the airplane is seriously out of rig, but first we need more details: What kind of MKIII is it? Classic? Extra? Does it have flaps like the MKIII or like the Extra? At what angle were they deployed? How many hours on the airplane and has this ever happened before? How are the trim tabs set? How many hours/approaches do you have in a MKIII? -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469665#469665 ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: May 28, 2017
Subject: Re: The Kolb Quit strikes again!
Disclaimer follows. Having bent a few gear legs myself, the following should not be offensive to anyone. It certainly is not intended to be. Kolb quit, was originally I believe to have been first voiced as a tongue in cheek admission of a regularly occurring miscalculation on the "pilots" part. If you will notice the first and most often admonition to new pilots to the Kolb world that the plane loses speed very rapidly, compared to most of the planes that people regularly fly. If you flare more than a couple of feet off the ground, you will regularly find that you are behind the plane to an unrecoverable degree. What you experienced is pilot muscle memory for a different type of aircraft. I believe that one of the axioms of life is that experience comes from making mistakes. It still rankles however. Welcome to the club. Larry On Sun, May 28, 2017 at 6:28 AM, Richard Pike wrote: > > Obviously the airplane is seriously out of rig, but first we need more details: What kind of MKIII is it? Classic? Extra? > Does it have flaps like the MKIII or like the Extra? At what angle were they deployed? > How many hours on the airplane and has this ever happened before? > How are the trim tabs set? > How many hours/approaches do you have in a MKIII? > > -------- > Richard Pike > Kolb MKIII N420P (420ldPoops) > Kingsport, TN 3TN0 > > Forgiving is tough. Being forgiven is wonderful. > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=469665#469665 > > -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
Subject: Re: trailering a fire fly
From: "phcpilot" <cowan.phc(at)gmail.com>
Date: May 28, 2017
Would anyone have handy, the measurements for the foam covered plastic pipe tube assembly people use to tie the stabs and fin together on a MKIII. I am not near the plane right now. Many thanks Peter Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469668#469668 ________________________________________________________________________________
From: Rick Neilsen <neilsenrm(at)gmail.com>
Date: May 28, 2017
Subject: Re: The Kolb Quit strikes again!
Bill Larry is 100% right. It isn't Kolb quit it is pilot quit. This happens much more to transitioning GA pilots. I was one and I had the bent gear legs to prove it. Kolbs fly very well but they don't land like the bigger heavier GA airplanes. I will say this one more time and I'm sure it will be ignored again but hear goes. Maintain some power on final. Enough power will make your Kolb fly like your GA airplane. Cut the power after you touch down. You need to do this at a GA airport where you have plenty of runway. Each landing after reduce the power a bit I get reminded every time a take GA pilot for a ride. I have had GA pilots clean their shorts, others complain I should have warned them more, I even had one try to grab the stick. John H has the right set up where he can remove the passenger side stick. Fly down within inches of the ground then flair. These a unique wonderful STOL airplanes that will bite if you stall them. I once had my Kolb MKIIIC ailerons feel real heavy doing preflight control check. Turned out I had recovered one flap without removing the hinges and one very rainy night at Airventure the flap filled with water. I added some forgotten weep holes and ten minutes later everything was better. As usual worth what you paid for it. Rick Neilsen Redrive VW Powered MKIIIC On Sun, May 28, 2017 at 9:41 AM, Larry Cottrell wrote: > > Disclaimer follows. Having bent a few gear legs myself, the following > should not be offensive to anyone. It certainly is not intended to be. > > Kolb quit, was originally I believe to have been first voiced as a > tongue in cheek admission of a regularly occurring miscalculation on > the "pilots" part. If you will notice the first and most often > admonition to new pilots to the Kolb world that the plane loses speed > very rapidly, compared to most of the planes that people regularly > fly. If you flare more than a couple of feet off the ground, you will > regularly find that you are behind the plane to an unrecoverable > degree. > > What you experienced is pilot muscle memory for a different type of > aircraft. I believe that one of the axioms of life is that experience > comes from making mistakes. It still rankles however. Welcome to the > club. > Larry > > On Sun, May 28, 2017 at 6:28 AM, Richard Pike > wrote: > thegreybaron(at)charter.net> > > > > Obviously the airplane is seriously out of rig, but first we need more > details: What kind of MKIII is it? Classic? Extra? > > Does it have flaps like the MKIII or like the Extra? At what angle were > they deployed? > > How many hours on the airplane and has this ever happened before? > > How are the trim tabs set? > > How many hours/approaches do you have in a MKIII? > > > > -------- > > Richard Pike > > Kolb MKIII N420P (420ldPoops) > > Kingsport, TN 3TN0 > > > > Forgiving is tough. Being forgiven is wonderful. > > > > > > > > > > Read this topic online here: > > > > http://forums.matronics.com/viewtopic.php?p=469665#469665 > > > > > > > > > > > > > > > > > > > > > -- > The older I get, the less tolerant I am of those who are intolerant of > others. > > If you forward this email, or any part of it, please remove my email > address before sending. > > ________________________________________________________________________________
Subject: Re: The Kolb Quit strikes again!
From: Hoppy <herbgh(at)nctc.com>
Date: May 28, 2017
I think the discussion could be about the airfoil and the sharp stall . Naturally flying the bird to the ground solves any problems...then there are the unplanned landings... My take on the airfoil is that it is a high lift one...with max thickness well forward of most planes wings of the type..Max thickness is well forward of the spar actually... and I think this causes the narrow stall bucket...Separation occurs across a narrow area of the wing... I think most high lift airfoils have leading edge slats.. Guessing that those little things that folks stick on the wings mitigate the sharp stall? Herb On 05/28/2017 10:53 AM, Rick Neilsen wrote: > Bill > > Larry is 100% right. It isn't Kolb quit it is pilot quit. > > This happens much more to transitioning GA pilots. I was one and I had > the bent gear legs to prove it. Kolbs fly very well but they don't > land like the bigger heavier GA airplanes. > > I will say this one more time and I'm sure it will be ignored again > but hear goes. Maintain some power on final. Enough power will make > your Kolb fly like your GA airplane. Cut the power after you touch > down. You need to do this at a GA airport where you have plenty of > runway. Each landing after reduce the power a bit I get reminded every > time a take GA pilot for a ride. I have had GA pilots clean their > shorts, others complain I should have warned them more, I even had one > try to grab the stick. John H has the right set up where he can remove > the passenger side stick. Fly down within inches of the ground then > flair. These a unique wonderful STOL airplanes that will bite if you > stall them. > > I once had my Kolb MKIIIC ailerons feel real heavy doing preflight > control check. Turned out I had recovered one flap without removing > the hinges and one very rainy night at Airventure the flap filled with > water. I added some forgotten weep holes and ten minutes later > everything was better. > > As usual worth what you paid for it. > > Rick Neilsen > Redrive VW Powered MKIIIC > > On Sun, May 28, 2017 at 9:41 AM, Larry Cottrell > > wrote: > > > > > Disclaimer follows. Having bent a few gear legs myself, the following > should not be offensive to anyone. It certainly is not intended to be. > > Kolb quit, was originally I believe to have been first voiced as a > tongue in cheek admission of a regularly occurring miscalculation on > the "pilots" part. If you will notice the first and most often > admonition to new pilots to the Kolb world that the plane loses speed > very rapidly, compared to most of the planes that people regularly > fly. If you flare more than a couple of feet off the ground, you will > regularly find that you are behind the plane to an unrecoverable > degree. > > What you experienced is pilot muscle memory for a different type of > aircraft. I believe that one of the axioms of life is that experience > comes from making mistakes. It still rankles however. Welcome to the > club. > Larry > > On Sun, May 28, 2017 at 6:28 AM, Richard Pike > > wrote: > > > > > > Obviously the airplane is seriously out of rig, but first we > need more details: What kind of MKIII is it? Classic? Extra? > > Does it have flaps like the MKIII or like the Extra? At what > angle were they deployed? > > How many hours on the airplane and has this ever happened before? > > How are the trim tabs set? > > How many hours/approaches do you have in a MKIII? > > > > -------- > > Richard Pike > > Kolb MKIII N420P (420ldPoops) > > Kingsport, TN 3TN0 > > > > Forgiving is tough. Being forgiven is wonderful. > > > > > > > > > > Read this topic online here: > > > > http://forums.matronics.com/viewtopic.php?p=469665#469665 > <http://forums.matronics.com/viewtopic.php?p=469665#469665> > > > > > > > > > > > > > > > > > > > > > -- > The older I get, the less tolerant I am of those who are > intolerant of others. > > If you forward this email, or any part of it, please remove my email > address before sending. > ============================ > -List" rel="noreferrer" > target="_blank">http://www.matronics.com/Navigator?Kolb-List > =================================== > FORUMS - > eferrer" target="_blank">http://forums.matronics.com > =================================== > WIKI - > errer" target="_blank">http://wiki.matronics.com > =================================== > b Site - > -Matt Dralle, List Admin. > rel="noreferrer" target="_blank">http://www.matronics.com/contribution > =================================== > > ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: May 28, 2017
Subject: Re: The Kolb Quit strikes again!
Homer Kolb had saying that I just love. He use to put in the plans instruction manual. On page 57 of my 1986 Firestar manual under " SOME HELPFUL TIPS AND REMINDERS " "MORE IMPORTANT THEN ALL ELSE-KEEP UP YOUR AIRSPEED." But here are the real pearls of Homer's wisdom that I have on my wall. "KEEP THINE AIRSPEED LEST THE GROUND COME UP AND SMITE THEE." There is no such thing as "Kolb Quit" it's called a STALL. If you stall a Kolb 2 or 3 feet in the air gravity takes over and you get to experience what a lot of us have, bent landing gear. Like someone else said, "welcome to the club." Sorry to here about your rough landing. The important thing is you're okay. George H. Have a great day! > On May 28, 2017, at 4:44 AM, Bill Berle wrote: > > > Well Kolbers I am completely humbled and embarrassed. > > Because I got distracted by two or three (legitimately serious) things unrelated to the actual landing, I fell victim to the Kolb Quit and damn near wrecked Jimmy's new Mark 3 today. > > I flew out to Camarillo in the 172 this morning early, and after some radio equipment issues we were ready to go. Jimmy took off and we headed out away from the ultralight strip. Immediately it was obvious to both of us that there was a somewhat serious control problem. The control force on the ailerons was very heavy, and it took two hands to roll the aircraft to the right. One hand, but heavy, to make a left roll/turn. > > I was given control of the aircraft, and experienced this first hand. The roll rate to the right was atrocious and took both hands to accomplish. Pitch control was heavier than I expected but easily controllable.Yaw control was well within the "Reasonable" range. > > Jimmy and I made two or three low passes over the ultralight strip, and I was given the task of landing the airplane. The landing pattern at Camarillo UL strip was very tricky and unsafe as far as I am concerned. In order to not fly over a corporate aircraft facility and their outdoor fuel tanks, the base leg of the pattern is flown extremely close in. Base leg is essentially over the approach end of the strip. Left traffic only, at or below 300 AGL. > > The first landing was safe, but bouncy. The Kolb Quit dropped us in from about 2 or 3 feet, to my complete surprise. We taxied back to his hangar andtried to fix the aileron problem. > > The second takeoff was made, and there was only a small improvement in controlling the aircraft. It still required two hands to roll the aircraft to the right, and this was needed turning a very close-in base leg, with a hard left turn from base to final. Rolling out of this turn required a two handed right aileron input with a very very slow and not positive result. At 50 feet AGL between a large hangar and a tree. > > We made a couple of low passes,and Jimmy reminded me I was far too high and fast, so we went around. On the last pass, he thought I was way too slow. I used the speeds and and techniques I would use in a Taylorcraft, but I did not remember the Kolb Quit. Pulling the throttle back to idle on short final, the airplane landed very hard and seriously damaged the right main gear leg. The airplane got out of hand and headed across the runway for a chain link fence. I applied full power to get it away from the ground, but the high thrust line resulted in us screaming across the runway at below fence height. Full back stick was not getting us any higher than below fence height. We finall climbed over the fence with very little room to spare. > > Next time around one of the guys was standing in the middle of the runway waving his arms. What could this be? finally looked out over to the right side of the aircraft,a nd saw the right main wheel up at eye level. I knew instantly that this was going to result in a "crash landing". > > The next time around, I managed to keep it going faster, and put it on the remaining wheel with no Kolb Quit, but it of course settled down on tht one wheel..... and the other wingtip, and proceeded to groundloop and bend one of the wing tips. Out of guilt and furious anger, I volunteered to fix the 2 outboard ribs and fabric. > > So my question of the Kolb List is... now that I have experienced the wrath of the Kolb Quit, WHAT THE HELL CAUSES IT ??? > > > > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and for-profit entities > > -------------------------------------------- > On Sat, 5/27/17, west1m wrote: > > Subject: Kolb-List: Re: Fuel Pump > To: kolb-list(at)matronics.com > Date: Saturday, May 27, 2017, 12:19 PM > > > > Does anyone pump in series (or through) > their Mikuni fuel pump? > I ask as I had a wire break off my > regulator and eventually lost all power to gauges, EIS and > GPS before getting back to home field. It would have been a > much shorter flight with only the Facet pump. > > -------- > West1m > Hastings, MN > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=469643#469643 > > > > > > > The Kolb-List Email Forum - > Navigator to browse > List Un/Subscription, > 7-Day Browse, Chat, FAQ, > - MATRONICS WEB FORUMS - > via the Web Forums! > - NEW MATRONICS LIST WIKI - > Email List Wiki! > - List Contribution Web Site - > support! > > -Matt Dralle, List Admin. > > > > > > > > ________________________________________________________________________________
From: james.vanlaak(at)gmail.com
Date: May 28, 2017
Subject: Re: The Kolb Quit strikes again!
I have been a member of this list for many years although I have only contributed a few posts. Most of the time the group hits all of the relevant points but there is one point here that I have not seen mentioned and which I feel is important because I have had to compensate for it in some of the many types I have flown over the years. When we fly conventional airplanes we have a big nose and instrument panel in front of us that offers an unmistakable reminder of where the nose is. Many GA airplanes have the nose so high even in a gliding stall that you would have to be asleep to miss the signal. But Kolbs do not have that big nose and in fact the great visibility ahead is one of the things we all love about the planes. But the lack of that big nose means that it is easy for the nose attitude to be higher than we thought and the airspeed/energy lower. So when you feel like you have a normal glide you may be on the edge of a pre-stall mush and when you raise the nose just a big more you suddenly find the bottom dropping out. On the other hand, the fact that they have less kinetic energy and therefore slow down more quickly means there is not as big a penalty for being a little fast on approach as long as you do not force it onto the ground. I used to deadstick my Firestar 1 from time to time and probably used 50 on final just to be absolutely sure I had energy for a smooth flair, but even so I doubt I ever used more than 500 feet of runway total. If you are careful to control your energy with the proper airspeed you will find the Kolbs are all very well mannered machines. Jim On Sun, May 28, 2017 at 1:28 PM, George Helton wrote: > > Homer Kolb had saying that I just love. He use to put in the plans > instruction manual. > On page 57 of my 1986 Firestar manual under " SOME HELPFUL TIPS AND > REMINDERS " > "MORE IMPORTANT THEN ALL ELSE-KEEP UP YOUR AIRSPEED." > But here are the real pearls of Homer's wisdom that I have on my wall. > "KEEP THINE AIRSPEED LEST THE GROUND COME UP AND SMITE THEE." > There is no such thing as "Kolb Quit" it's called a STALL. If you stall a > Kolb 2 or 3 feet in the air gravity takes over and you get to experience > what a lot of us have, bent landing gear. Like someone else said, "welcome > to the club." > Sorry to here about your rough landing. The important thing is you're > okay. George H. > > Have a great day! > > > On May 28, 2017, at 4:44 AM, Bill Berle > wrote: > > > > > > Well Kolbers I am completely humbled and embarrassed. > > > > Because I got distracted by two or three (legitimately serious) things > unrelated to the actual landing, I fell victim to the Kolb Quit and damn > near wrecked Jimmy's new Mark 3 today. > > > > I flew out to Camarillo in the 172 this morning early, and after some > radio equipment issues we were ready to go. Jimmy took off and we headed > out away from the ultralight strip. Immediately it was obvious to both of > us that there was a somewhat serious control problem. The control force on > the ailerons was very heavy, and it took two hands to roll the aircraft to > the right. One hand, but heavy, to make a left roll/turn. > > > > I was given control of the aircraft, and experienced this first hand. > The roll rate to the right was atrocious and took both hands to accomplish. > Pitch control was heavier than I expected but easily controllable.Yaw > control was well within the "Reasonable" range. > > > > Jimmy and I made two or three low passes over the ultralight strip, and > I was given the task of landing the airplane. The landing pattern at > Camarillo UL strip was very tricky and unsafe as far as I am concerned. In > order to not fly over a corporate aircraft facility and their outdoor fuel > tanks, the base leg of the pattern is flown extremely close in. Base leg is > essentially over the approach end of the strip. Left traffic only, at or > below 300 AGL. > > > > The first landing was safe, but bouncy. The Kolb Quit dropped us in from > about 2 or 3 feet, to my complete surprise. We taxied back to his hangar > andtried to fix the aileron problem. > > > > The second takeoff was made, and there was only a small improvement in > controlling the aircraft. It still required two hands to roll the aircraft > to the right, and this was needed turning a very close-in base leg, with a > hard left turn from base to final. Rolling out of this turn required a two > handed right aileron input with a very very slow and not positive result. > At 50 feet AGL between a large hangar and a tree. > > > > We made a couple of low passes,and Jimmy reminded me I was far too high > and fast, so we went around. On the last pass, he thought I was way too > slow. I used the speeds and and techniques I would use in a Taylorcraft, > but I did not remember the Kolb Quit. Pulling the throttle back to idle on > short final, the airplane landed very hard and seriously damaged the right > main gear leg. The airplane got out of hand and headed across the runway > for a chain link fence. I applied full power to get it away from the > ground, but the high thrust line resulted in us screaming across the runway > at below fence height. Full back stick was not getting us any higher than > below fence height. We finall climbed over the fence with very little room > to spare. > > > > Next time around one of the guys was standing in the middle of the > runway waving his arms. What could this be? finally looked out over to the > right side of the aircraft,a nd saw the right main wheel up at eye level. I > knew instantly that this was going to result in a "crash landing". > > > > The next time around, I managed to keep it going faster, and put it on > the remaining wheel with no Kolb Quit, but it of course settled down on tht > one wheel..... and the other wingtip, and proceeded to groundloop and bend > one of the wing tips. Out of guilt and furious anger, I volunteered to fix > the 2 outboard ribs and fabric. > > > > So my question of the Kolb List is... now that I have experienced the > wrath of the Kolb Quit, WHAT THE HELL CAUSES IT ??? > > > > > > > > > > Bill Berle > > www.ezflaphandle.com - safety & performance upgrade for light aircraft > > www.grantstar.net - winning proposals for non-profit and > for-profit entities > > > > -------------------------------------------- > > On Sat, 5/27/17, west1m wrote: > > > > Subject: Kolb-List: Re: Fuel Pump > > To: kolb-list(at)matronics.com > > Date: Saturday, May 27, 2017, 12:19 PM > > > > > > > > Does anyone pump in series (or through) > > their Mikuni fuel pump? > > I ask as I had a wire break off my > > regulator and eventually lost all power to gauges, EIS and > > GPS before getting back to home field. It would have been a > > much shorter flight with only the Facet pump. > > > > -------- > > West1m > > Hastings, MN > > > > > > > > > > Read this topic online here: > > > > http://forums.matronics.com/viewtopic.php?p=469643#469643 > > > > > > > > > > > > > > The Kolb-List Email Forum - > > Navigator to browse > > List Un/Subscription, > > 7-Day Browse, Chat, FAQ, > > - MATRONICS WEB FORUMS - > > via the Web Forums! > > - NEW MATRONICS LIST WIKI - > > Email List Wiki! > > - List Contribution Web Site - > > support! > > > > -Matt Dralle, List Admin. > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: Richard Girard <aslsa.rng(at)gmail.com>
Date: May 28, 2017
Subject: Re: Fuel Pump
George, Congrats on the return to flight. Always good to hear that another Kolb is back in the air. I ran a Facet on my Mk III above the tanks, probably 20 inches of lift and never a problem. Just replumbed the fuel system on my HKS powered trike. A Facet in series with a Mikuni DF52. Flight tested it with a five minute climb at full power with the Facet off. The little HKS never missed a beat. Total lift for the Mikuni about 26 inches. Safe flying, Rick On Sat, May 27, 2017 at 8:56 PM, George Helton wrote: > Thanks for asking the same question that I had about still using the puls e > pump along with the facet electric pump. I like redundancy when it comes to > aircraft fuel systems. And thanks all the good information that was > generated. > I ordered a new rectifier/ regulator, 24V 22000uf capacitor and a 40104 > fuel pump last week and am waiting for everything to come. I'm going to r un > some lift tests before mounting the new pump simply because I would like to > mount the facet pump above my fuel tank if it lifts sufficiently? Time wi ll > tell? > Oh yeah guys I flew my restored Firestar (original) yesterday! It was its > first flight in 28 years and it was sweet. > > > George H. > Firestar #FS100 > Mesick, Michigan > gdhelton(at)gmail.com > > Have a great day! > > > On May 27, 2017, at 3:19 PM, west1m wrote: > > > > > > Does anyone pump in series (or through) their Mikuni fuel pump? > > I ask as I had a wire break off my regulator and eventually lost all > power to gauges, EIS and GPS before getting back to home field. It would > have been a much shorter flight with only the Facet pump. > > > > -------- > > West1m > > Hastings, MN > > > > > > > > > > Read this topic online here: > > > > http://forums.matronics.com/viewtopic.php?p=469643#469643 > > > > > > > > > > > > > ======================== =========== > ======================== =========== > ======================== =========== > ======================== =========== > ======================== =========== > > > > > > > > -- =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx <http://www.goodreads.com/author/show/43244.Groucho_Marx> ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: May 28, 2017
Subject: Re: Fuel Pump
Thanks, Rick! I was amazed on how well the little bird flew. It's good to ba ck in a Kolb. Hopefully the weather up here in northern Michigan will finall y decide to stop raining and give us fair winds and blue skies. George H. Firestar, #FS100 14GDH Mesick, Mi. gdhelton(at)gmail.com Have a great day! > On May 28, 2017, at 8:36 PM, Richard Girard wrote: > > George, Congrats on the return to flight. Always good to hear that another Kolb is back in the air. > I ran a Facet on my Mk III above the tanks, probably 20 inches of lift and never a problem. Just replumbed the fuel system on my HKS powered trike. A Facet in series with a Mikuni DF52. Flight tested it with a five minute clim b at full power with the Facet off. The little HKS never missed a beat. Tota l lift for the Mikuni about 26 inches. > Safe flying, > Rick > >> On Sat, May 27, 2017 at 8:56 PM, George Helton wrote : >> Thanks for asking the same question that I had about still using the puls e pump along with the facet electric pump. I like redundancy when it comes t o aircraft fuel systems. And thanks all the good information that was genera ted. >> I ordered a new rectifier/ regulator, 24V 22000uf capacitor and a 40104 f uel pump last week and am waiting for everything to come. I'm going to run s ome lift tests before mounting the new pump simply because I would like to m ount the facet pump above my fuel tank if it lifts sufficiently? Time will t ell? >> Oh yeah guys I flew my restored Firestar (original) yesterday! It was its first flight in 28 years and it was sweet. >> >> >> George H. >> Firestar #FS100 >> Mesick, Michigan >> gdhelton(at)gmail.com >> >> Have a great day! >> >> > On May 27, 2017, at 3:19 PM, west1m wrote: >> > >> > >> > Does anyone pump in series (or through) their Mikuni fuel pump? >> > I ask as I had a wire break off my regulator and eventually lost all po wer to gauges, EIS and GPS before getting back to home field. It would have b een a much shorter flight with only the Facet pump. >> > >> > -------- >> > West1m >> > Hastings, MN >> > >> > >> > >> > >> > Read this topic online here: >> > >> > http://forums.matronics.com/viewtopic.php?p=469643#469643 >> > >> > >> > >> > >> > >> > >> ========== >> ========== >> ========== >> ========== >> ========== >> > >> > >> > >> > > > > -- > =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx > > ________________________________________________________________________________
Subject: Re: The Kolb Quit strikes again!
From: "woody" <n3022.176(at)gmail.com>
Date: May 28, 2017
Those "little sticky things" that you put on your wings and tail go a long ways towards keeping the gear-legs straight [Shocked] Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469677#469677 ________________________________________________________________________________
Date: May 29, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: The Kolb Quit strikes again!
Thank you all for your input and advice. There was a bit more to the story than I put in my late-night original post. But what is done is done. I offered to repair the damaged wing and fabric of the aircraft and am in the process of doing so. The aircraft owner has ordered new landing gear legs, and has good resources to repair the steel landing gear receptacle tube in the fuselage. I believe Although there were many different contributing factors, and there is blame enough to go around between everyone, the one thing that really should have not been a part of this is that the required landing pattern to use the Camarillo UL strip created a situaiton where a lot of safer, or more cautious choices could have been made but weren't. The cause of the aircraft not having solid 3 axis control authority is still unknown. To answer a Kolb List question posted, this is a Mark 3 Classic, with flaps. The flaps were not used AT ANY TIME during these flights. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities ________________________________________________________________________________
Subject: Re: The Kolb Quit strikes again!
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: May 29, 2017
victorbravo(at)sbcglobal. wrote: > Immediately it was obvious to both of us that there was a somewhat serious control problem. The control force on the ailerons was very heavy, and it took two hands to roll the aircraft to the right. One hand, but heavy, to make a left roll/turn. > > I was given control of the aircraft, and experienced this first hand. The roll rate to the right was atrocious and took both hands to accomplish. Sitting here going through my airframe logbook, I kept notes of how I sorted my MKIII out - try raising the trailing edge of both your flaps and ailerons by a few degrees. It will lighten both pitch and roll control input force somewhat. One of the stock Kolb characteristics is heavy ailerons. My solution was to change the bellcrank throw length to make it easier to move the aileron under load. Air loads cause the aileron torque tube to twist, so if it is only going to move just so far anyway, why not make it easier? Some have objected that they want all the control authority they can get, and they don't want to give up any control authority by reducing aileron movement, but in practice it doesn't work out that way. For what it's worth, at the last Kolb fly-n before his untimely death, Norm Labheart took my MKIII up and wrung it out solo for about 20 minutes, landed and said it was the best handling MKIII he had ever flown. I haven't changed it since. http://oh2fly.net/oldpoops/pg7.htm http://oh2fly.net/oldpoops/FSII%20ailerons.html -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469686#469686 ________________________________________________________________________________
Date: May 29, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: The Kolb Quit strikes again!
Thank you Richard, I will forward your solutions to the aircraft owner. Has anyone just removed the flaps on the Mk 3 as a way to reduce the aileron forces? Are there versions of the Mk 3 that do not have flaps? What problems would be caused if the flaps were removed? Has anyone installed the "spades" or "shovels" on the ailerons like the aerbatic guys have on their ailerons? Between the first and second flights on this Mk 3, the owner moved the control rods in toward the center of the bellcrank arm. I am hearing that this is a common decision made by Kolb owners. It may have helped a little, but in this case we had a more significant problem with the aircraft nearly unable to roll to the right. I am also going to suggest that the owner lengthen the control sticks so that more force can be applied to the system by the pilot. This will make it harder to get in and out of the airplane, but that is manageable. Bill Berle ________________________________________________________________________________
Subject: Re: trailering a fire fly
From: "west1m" <west1m(at)hotmail.com>
Date: May 29, 2017
I measured the ones for my Firefly. tubes are 1" PVC 40 inches long with the knot holes at 38". (I forgot to measure the distance between) -------- West1m Hastings, MN Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469690#469690 ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: May 29, 2017
Subject: Re: Fuel Pump
Question on installation of the 24V 22000uf capacitor do I just put it betwe en the positive & negative posts on the battery or positive to ground at the Fuel pump? Thanks in advance. George H. Have a great day! > On May 28, 2017, at 8:36 PM, Richard Girard wrote: > > George, Congrats on the return to flight. Always good to hear that another Kolb is back in the air. > I ran a Facet on my Mk III above the tanks, probably 20 inches of lift and never a problem. Just replumbed the fuel system on my HKS powered trike. A Facet in series with a Mikuni DF52. Flight tested it with a five minute clim b at full power with the Facet off. The little HKS never missed a beat. Tota l lift for the Mikuni about 26 inches. > Safe flying, > Rick > >> On Sat, May 27, 2017 at 8:56 PM, George Helton wrote : >> Thanks for asking the same question that I had about still using the puls e pump along with the facet electric pump. I like redundancy when it comes t o aircraft fuel systems. And thanks all the good information that was genera ted. >> I ordered a new rectifier/ regulator, 24V 22000uf capacitor and a 40104 f uel pump last week and am waiting for everything to come. I'm going to run s ome lift tests before mounting the new pump simply because I would like to m ount the facet pump above my fuel tank if it lifts sufficiently? Time will t ell? >> Oh yeah guys I flew my restored Firestar (original) yesterday! It was its first flight in 28 years and it was sweet. >> >> >> George H. >> Firestar #FS100 >> Mesick, Michigan >> gdhelton(at)gmail.com >> >> Have a great day! >> >> > On May 27, 2017, at 3:19 PM, west1m wrote: >> > >> > >> > Does anyone pump in series (or through) their Mikuni fuel pump? >> > I ask as I had a wire break off my regulator and eventually lost all po wer to gauges, EIS and GPS before getting back to home field. It would have b een a much shorter flight with only the Facet pump. >> > >> > -------- >> > West1m >> > Hastings, MN >> > >> > >> > >> > >> > Read this topic online here: >> > >> > http://forums.matronics.com/viewtopic.php?p=469643#469643 >> > >> > >> > >> > >> > >> > >> ========== >> ========== >> ========== >> ========== >> ========== >> > >> > >> > >> > > > > -- > =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx > > ________________________________________________________________________________
Subject: Re: The Kolb Quit strikes again!
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: May 29, 2017
The owner needs to get somebody who is knowledgeable about MKIII's to go over the airplane carefully because something is wrong with it. Normal MKIII aileron forces are not that bad, you & he need to go fly in a normal Kolb to see what normalcy is. Yes, unmodified they are heavy, but no way are they 2 handed heavy to the point of being almost unmanagable as you describe. There are a number of posts about this topic in the archives. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469694#469694 ________________________________________________________________________________
Subject: Re: The Kolb Quit strikes again!
From: Charlie England <ceengland7(at)gmail.com>
Date: May 29, 2017
On 5/29/2017 3:13 PM, Richard Pike wrote: > > The owner needs to get somebody who is knowledgeable about MKIII's to go over the airplane carefully because something is wrong with it. Normal MKIII aileron forces are not that bad, you & he need to go fly in a normal Kolb to see what normalcy is. Yes, unmodified they are heavy, but no way are they 2 handed heavy to the point of being almost unmanagable as you describe. > > There are a number of posts about this topic in the archives. > > -------- > Richard Pike > Kolb MKIII N420P (420ldPoops) > Kingsport, TN 3TN0 Also, asymmetric L/R roll forces make no sense on *any* a/c. Strong indicator that it's badly out of rig. (Unless one of you is 60 lbs & the other is 350....) --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus ________________________________________________________________________________
Subject: Re: The Kolb Quit strikes again!
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: May 29, 2017
ceengland7(at)gmail.com wrote: > (Unless one of you is 60 lbs & the > other is 350....) Years ago I took a guy for a ride and I don't know what he weighed, but he was firmly wedged against the control tube that runs down the center of the cockpit - I would guess 300+ pounds easy. And I weigh 200. The only thing I really noticed as out of the ordinary was that the rate of climb was like a Cessna 150 on a hot day, and I didn't dare use any flaps. Handling seemed normal, but OTOH I was being VERY discreet... -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469698#469698 ________________________________________________________________________________
Subject: Re: Non-Kolb related
From: "3benny3" <the3benny3(at)gmail.com>
Date: May 29, 2017
Thanks for the share! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469701#469701 ________________________________________________________________________________
From: Richard Girard <aslsa.rng(at)gmail.com>
Date: May 30, 2017
Subject: Looking for a Firestar
My buddy just got his runway listed and now he wants an airplane to go with it. He's torn between an Air Bike and a Firestar. Is there anyone here who lives in the Wichita KS area who has a Firestar II he could check out? Anyone in the same area have one for sale? Yes, we've looked on Barnstormers. Rick Girard -- =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx <http://www.goodreads.com/author/show/43244.Groucho_Marx> ________________________________________________________________________________
From: "M. Domenic Perez" <perezmdomenic(at)plateautel.net>
Subject: 3 axis control authority
Date: May 31, 2017
When I first got my Firestar II, my instructor test flew it first and commented that my ailerons "were crap". I had bought the plane used and was disappointed that I might have bought a poorly built one. However, simply disassembling the joystick mixer, cleaning the metal-to-metal surfaces that are in contact during control movements, lubricating and being careful not to overtighten the nuts putting it back together "made all the difference in the world", he said. So I never personally experienced the heavy aileron problem on my own plane, I'm just relaying what the instructor thought, before mixer maintenance and after. Bill Berle, something to think about on your friend's Mk III if you haven't already. Haven't contributed to the list or even flown for a while. Life can get complicated. M. Domenic Perez FS II 503 Vaughn, NM ________________________________________________________________________________
Date: May 31, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: 3 axis control authority
M. Domenic thank you for this information. We will make sure everything is lubricated and not over-tightened. I was informed that this particular Kolb had a center stick and then was changed to dual sticks. Perhaps something got over-tightened during that upgrade. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Wed, 5/31/17, M. Domenic Perez wrote: Subject: Kolb-List: 3 axis control authority To: kolb-list(at)matronics.com Date: Wednesday, May 31, 2017, 9:19 AM When I first got my Firestar II, my instructor test flew it first and commented that my ailerons were crap. I had bought the plane used and was disappointed that I might have bought a poorly built one. However, simply disassembling the joystick mixer, cleaning the metal-to-metal surfaces that are in contact during control movements, lubricating and being careful not to overtighten the nuts putting it back together made all the difference in the world, he said. So I never personally experienced the heavy aileron problem on my own plane, Im just relaying what the instructor thought, before mixer maintenance and after. Bill Berle, something to think about on your friends Mk III if you havent already. Havent contributed to the list or even flown for a while. Life can get complicated. M. Domenic PerezFS II 503Vaughn, NM ________________________________________________________________________________
Date: May 31, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: 3 questions on aileron authority
Last night I completed the structural repairs to the two wing ribs we bent on Saturday. It was possible to replace the damaged upper rear tube "rib cap" sections, without removing the rest of the rib form the spar. Internal sleeves were fabricated to allow the replacement section to be spliced in structurally with two rivets, yielding a continuous rib cap from leading to trailing edge. I'm almost ready to recover the wingtip and am deciding whether to patch the aileron fabric or recover the entire aileron. I have a few questions I want to ask the experienced Kolb owners... Jimmy and I are desperately trying to identify the root cause of the control problem we had. 1) Have any of you experienced a situation where the aileron controls have X amount of friction (or control authority) in one direction, and 3X in the other direction? What was the cause of this? 2) I located several photos online of Kolb Mark 3 aircraft that had no flaps. Did the versions of the Mk/3 without flaps suffer from the same heavy aileron forces as the versions with flaps? 3) The Kolb instructions/blueprints that I have seen (Firestar) show that you are supposed to install the hinges with the hinge axis in the center of the gap between the wing and aileron. They telly ou to put the hinge into a "V" shape and i nstall them, as opposed to the hinges being "flat". This particular Mark 3 has the hinge axis (pin) not exactly in the center of the gap. Does anybody know whether this would or would not make the ailerons more or less difficult? Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Wed, 5/31/17, M. Domenic Perez wrote: Subject: Kolb-List: 3 axis control authority To: kolb-list(at)matronics.com Date: Wednesday, May 31, 2017, 9:19 AM When I first got my Firestar II, my instructor test flew it first and commented that my ailerons were crap. I had bought the plane used and was disappointed that I might have bought a poorly built one. However, simply disassembling the joystick mixer, cleaning the metal-to-metal surfaces that are in contact during control movements, lubricating and being careful not to overtighten the nuts putting it back together made all the difference in the world, he said. So I never personally experienced the heavy aileron problem on my own plane, Im just relaying what the instructor thought, before mixer maintenance and after. Bill Berle, something to think about on your friends Mk III if you havent already. Havent contributed to the list or even flown for a while. Life can get complicated. M. Domenic PerezFS II 503Vaughn, NM ________________________________________________________________________________
Date: May 31, 2017
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: 3 questions on aileron authority
Bill- While you have the aircraft down on the ground, check for the resistance right and left. Then disconnect pieces one at a time until you find the culprit. Yes, I have seen things that move freely in one direction and not the other. Disconnect the ailerons and see if it's a hinge doing it, too. It almost sounds like something is binding by going "over center", and you are trying to bend something to make it go back. Bill Sullivan ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: May 31, 2017
Subject: Re: 3 questions on aileron authority
Bill I would suggest that you first make sure that the conversion to dual sticks was done correctly. Larry On Wed, May 31, 2017 at 12:06 PM, william sullivan wrote: > > Bill- While you have the aircraft down on the ground, check for the resistance right and left. Then disconnect pieces one at a time until you find the culprit. Yes, I have seen things that move freely in one direction and not the other. Disconnect the ailerons and see if it's a hinge doing it, too. It almost sounds like something is binding by going "over center", and you are trying to bend something to make it go back. > > Bill Sullivan > > -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
Subject: Re: 3 questions on aileron authority
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: May 31, 2017
Don't know if this will be any help but here is how the ailerons are supposed to be attached and aligned: http://oh2fly.net/oldpoops/Lexan%20rear%20enclosure.html Note especially pages 19 & 23. Also I reinforced the aileron pivots at the tip ends to keep everything aligned: http://oh2fly.net/oldpoops/pg8.htm -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469764#469764 ________________________________________________________________________________
From: Denny Baber <baberdk(at)gmail.com>
Date: Jun 01, 2017
Subject: Re: 3 questions on aileron authority
Bill, Check to see if the 2x2 wood spacer is between the gas tanks. Respectfully, Dennis Baber Stay Curious ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: Jun 01, 2017
Subject: video
https://vimeo.com/219800134 password owyheeflyer For reasons beyond my understanding there is a rather annoying flutter in the background of the sound track. I could neither find it or filter it out. The attachment is of the Spot Page of the flight. The colors of the terrain is tending toward red due to the maturing of the Cheat Grass, which is the primary plant life covering the ground. The air was smooth enough that the biggest part of the video is at 2.25 speed. Larry -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
Date: Jun 01, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: 3 questions on aileron authority
This Kolb has a custom 25 gallon tank that is different than the standard fuel jugs. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Thu, 6/1/17, Denny Baber wrote: Subject: Re: Kolb-List: 3 questions on aileron authority To: kolb-list(at)matronics.com Date: Thursday, June 1, 2017, 5:03 AM Bill,Check to see if the 2x2 wood spacer is between the gas tanks. Respectfully, Dennis Baber Stay Curious ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: Jun 01, 2017
Subject: Re: 3 questions on aileron authority
25 Gallons! Wow, that's a lot of weight. Did he do a C.G. On the plane full fuel , coolant and at least to average weight (170#) pilot and passenger? George H. Have a great day! > On Jun 1, 2017, at 10:57 AM, Bill Berle wrote: > > > This Kolb has a custom 25 gallon tank that is different than the standard fuel jugs. > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and for-profit entities > > -------------------------------------------- > On Thu, 6/1/17, Denny Baber wrote: > > Subject: Re: Kolb-List: 3 questions on aileron authority > To: kolb-list(at)matronics.com > Date: Thursday, June 1, 2017, 5:03 AM > > > Bill, Check to > see if the 2x2 wood spacer is between the gas > tanks. > > Respectfully, > Dennis Baber > Stay Curious > > > > > > ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: Jun 01, 2017
Subject: Re: 3 questions on aileron authority
157.5 pounds just in fuel. What engine is he running, 582, 912 or something different? Aft C.G. could cause all kinds of weird handling problems. It wouldn't account for the control force problems though. I wouldn't think anyway. Anyway, for what it's worth. George H. Have a great day! > On Jun 1, 2017, at 10:57 AM, Bill Berle wrote: > > > This Kolb has a custom 25 gallon tank that is different than the standard fuel jugs. > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and for-profit entities > > -------------------------------------------- > On Thu, 6/1/17, Denny Baber wrote: > > Subject: Re: Kolb-List: 3 questions on aileron authority > To: kolb-list(at)matronics.com > Date: Thursday, June 1, 2017, 5:03 AM > > > Bill, Check to > see if the 2x2 wood spacer is between the gas > tanks. > > Respectfully, > Dennis Baber > Stay Curious > > > > > > ________________________________________________________________________________
Date: Jun 01, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: 3 questions on aileron authority
I have no idea on the weight and balance. The aircraft flew "well enough" to convince me that the weight and balance was not the cause of this particular problem. The problem I am referring to is on the longitudinal (roll) axis, not the pitch axis. We have a major problem with one of the primary flight controls, and I am looking for assistance and opinions on why a Kolb would be slightly difficult to roll left, and very difficult to roll right. The pitch and yaw response was well within the acceptable range. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Thu, 6/1/17, George Helton wrote: Subject: Re: Kolb-List: 3 questions on aileron authority To: kolb-list(at)matronics.com Date: Thursday, June 1, 2017, 11:35 AM Helton 25 Gallons! Wow, that's a lot of weight. Did he do a C.G. On the plane full fuel , coolant and at least to average weight (170#) pilot and passenger? George H. Have a great day! > On Jun 1, 2017, at 10:57 AM, Bill Berle wrote: > > --> Kolb-List message posted by: Bill Berle > > This Kolb has a custom 25 gallon tank that is different than the standard fuel jugs. > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and for-profit entities > > -------------------------------------------- > On Thu, 6/1/17, Denny Baber wrote: > > Subject: Re: Kolb-List: 3 questions on aileron authority > To: kolb-list(at)matronics.com > Date: Thursday, June 1, 2017, 5:03 AM > > > Bill, Check to > see if the 2x2 wood spacer is between the gas > tanks. > > Respectfully, > Dennis Baber > Stay Curious > > > > > > The Kolb-List Email Forum - Navigator to browse List Un/Subscription, 7-Day Browse, Chat, FAQ, - MATRONICS WEB FORUMS - via the Web Forums! - NEW MATRONICS LIST WIKI - Email List Wiki! - List Contribution Web Site - support! -Matt Dralle, List Admin. ________________________________________________________________________________
From: B Young <byoungplumbing(at)gmail.com>
Date: Jun 01, 2017
Subject: Re: New from Utah
How is the flying coming,,,, did you change the gear box or prop? Boyd mkiii Brigham city Utah On Feb 6, 2017 8:39 AM, "Wayne Schneider" wrote: > Hello fellow fliers, > > I've been lurking here for a few months and thought I should introduce > myself. Name is Wayne Schneider and I live in Utah where the air is thick > and cold, lol. > Last summer I purchased N359RT which is a modified Twinstar Mark II with a > Rotax 532. Yes, you read that correctly, it's the predecessor to the 582. > SIngle ignition but otherwise very much the same. > > Unfortunately, it has a WarpDrive propeller whose MMI is too much for the > A gearbox so I'll be swapping that out before summer. And, I need to do a > complete inspection. Does anybody need a slightly used 3 blade 68" prop? > > New guy, > Wayne > > ________________________________________________________________________________
Subject: Re: Video
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: Jun 01, 2017
Once again, thank you for sharing. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469790#469790 ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: Jun 01, 2017
Subject: Re: video
Very cool video Larry! Thanks, I really enjoyed it. George H. Have a great day! > On Jun 1, 2017, at 10:26 AM, Larry Cottrell wrote: > > https://vimeo.com/219800134 password owyheeflyer > > For reasons beyond my understanding there is a rather annoying flutter > in the background of the sound track. I could neither find it or > filter it out. > > The attachment is of the Spot Page of the flight. > > The colors of the terrain is tending toward red due to the maturing of > the Cheat Grass, which is the primary plant life covering the ground. > The air was smooth enough that the biggest part of the video is at > 2.25 speed. > > Larry > > -- > The older I get, the less tolerant I am of those who are intolerant of others. > > If you forward this email, or any part of it, please remove my email > address before sending. > ________________________________________________________________________________
Subject: Re: New from Utah
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: Jun 02, 2017
Back when I had a 532 on my MKIII, I found it worked really well with a two blade 66" Ivo. Initially I had a three blade 64" Ivo and that was just too much prop for the somewhat pipey 532. Took away one of the blades and it ran really happy, enough so that I could go to the next longer size Ivo, and that worked good too. Then I replaced the points ignition with one of Airscrew Performance's CDI ignition systems and was pleased with it. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469792#469792 ________________________________________________________________________________
From: Richard Swiderski <i2bxtn(at)gmail.com>
Date: Jun 02, 2017
Subject: kolb-list stopped
Matt, My kolb-list digest stopped coming as of as of 5/24/17. They do not show up on my gmail search, they are not under any other tab, or in spam or trash. No filters with kolb exist. My gmail is functioning normally, just not receiving the kolb-list. Your help would be greatly appreciated. -Richard Swiderski -- *Click on to Richard's Blog: <http://GodStuffRichard.blogspot.com> <http://GodStuffRichard.blogspot.com> * *Thoughts On God And Life <http://godstuffrichard.blogspot.com> -**Prose, * *Prayers, Poems & Ponderings * ________________________________________________________________________________
Subject: Re: Video
From: "west1m" <west1m(at)hotmail.com>
Date: Jun 02, 2017
Great Video Larry, keep 'em coming! -------- West1m Hastings, MN Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469794#469794 ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: Jun 02, 2017
Subject: Re: Fuel Pump
This is thanks to you Kolbers who contributed to my request for information o n the Facet fuel pump. I had to add an electrical system to my 1986 Firestar as I'd never really needed one before. I used pretty much all of your input . Here's what I came up with and it seems to work quite well. I fabricated a mount plate that mounts to the aft cage section directly unde r the engine mounts. It's mounted using 4 ea. Steel with rubber insulated ha rness clamps. The mounting plate includes the rectifier/voltage regulator, Fa cet 40104 fuel pump, 25v22000uf capiciter and sealed lead acid Duracell 12 v olt battery. I think the total cost was around $130.00 including wiring and a master power switch. Total weight came out to 3.8 pounds. Here's a couple o f pictures. Before and after installation. Thank you all your help. George H. Firestar, FS#100 14GDH Mesick, Michigan gdhelton(at)gmail.com Have a great day! > On May 28, 2017, at 8:36 PM, Richard Girard wrote: > > George, Congrats on the return to flight. Always good to hear that another Kolb is back in the air. > I ran a Facet on my Mk III above the tanks, probably 20 inches of lift and never a problem. Just replumbed the fuel system on my HKS powered trike. A Facet in series with a Mikuni DF52. Flight tested it with a five minute clim b at full power with the Facet off. The little HKS never missed a beat. Tota l lift for the Mikuni about 26 inches. > Safe flying, > Rick > >> On Sat, May 27, 2017 at 8:56 PM, George Helton wrote : >> Thanks for asking the same question that I had about still using the puls e pump along with the facet electric pump. I like redundancy when it comes t o aircraft fuel systems. And thanks all the good information that was genera ted. >> I ordered a new rectifier/ regulator, 24V 22000uf capacitor and a 40104 f uel pump last week and am waiting for everything to come. I'm going to run s ome lift tests before mounting the new pump simply because I would like to m ount the facet pump above my fuel tank if it lifts sufficiently? Time will t ell? >> Oh yeah guys I flew my restored Firestar (original) yesterday! It was its first flight in 28 years and it was sweet. >> >> >> George H. >> Firestar #FS100 >> Mesick, Michigan >> gdhelton(at)gmail.com >> >> Have a great day! >> >> > On May 27, 2017, at 3:19 PM, west1m wrote: >> > >> > >> > Does anyone pump in series (or through) their Mikuni fuel pump? >> > I ask as I had a wire break off my regulator and eventually lost all po wer to gauges, EIS and GPS before getting back to home field. It would have b een a much shorter flight with only the Facet pump. >> > >> > -------- >> > West1m >> > Hastings, MN >> > >> > >> > >> > >> > Read this topic online here: >> > >> > http://forums.matronics.com/viewtopic.php?p=469643#469643 >> > >> > >> > >> > >> > >> > >> ========== >> ========== >> ========== >> ========== >> ========== >> > >> > >> > >> > > > > -- > =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx > > ________________________________________________________________________________
Date: Jun 02, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: Fuel Pump
PLEASE be careful with having fuel lines and seals and connections just a few inches from a battery and electrical connections ! Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Fri, 6/2/17, George Helton wrote: Subject: Re: Kolb-List: Re: Fuel Pump To: kolb-list(at)matronics.com Date: Friday, June 2, 2017, 3:22 PM This is thanks to you Kolbers who contributed to my request for information on the Facet fuel pump. I had to add an electrical system to my 1986 Firestar as I'd never really needed one before. I used pretty much all of your input. Here's what I came up with and it seems to work quite well.I fabricated a mount plate that mounts to the aft cage section directly under the engine mounts. It's mounted using 4 ea. Steel with rubber insulated harness clamps. The mounting plate includes the rectifier/voltage regulator, Facet 40104 fuel pump, 25v22000uf capiciter and sealed lead acid Duracell 12 volt battery. I think the total cost was around $130.00 including wiring and a master power switch. Total weight came out to 3.8 pounds. Here's a couple of pictures. Before and after installation. Thank you all your help. George H.Firestar, FS#10014GDHMesick, Michigangdhelton(at)gmail.comHave a great day! On May 28, 2017, at 8:36 PM, Richard Girard wrote: George, Congrats on the return to flight. Always good to hear that another Kolb is back in the air.I ran a Facet on my Mk III above the tanks, probably 20 inches of lift and never a problem. Just replumbed the fuel system on my HKS powered trike. A Facet in series with a Mikuni DF52. Flight tested it with a five minute climb at full power with the Facet off. The little HKS never missed a beat. Total lift for the Mikuni about 26 inches.Safe flying,Rick On Sat, May 27, 2017 at 8:56 PM, George Helton wrote: Thanks for asking the same question that I had about still using the pulse pump along with the facet electric pump. I like redundancy when it comes to aircraft fuel systems. And thanks all the good information that was generated. I ordered a new rectifier/ regulator, 24V 22000uf capacitor and a 40104 fuel pump last week and am waiting for everything to come. I'm going to run some lift tests before mounting the new pump simply because I would like to mount the facet pump above my fuel tank if it lifts sufficiently? Time will tell? Oh yeah guys I flew my restored Firestar (original) yesterday! It was its first flight in 28 years and it was sweet. George H. Firestar #FS100 Mesick, Michigan gdhelton(at)gmail.com Have a great day! > On May 27, 2017, at 3:19 PM, west1m wrote: > > > Does anyone pump in series (or through) their Mikuni fuel pump? > I ask as I had a wire break off my regulator and eventually lost all power to gauges, EIS and GPS before getting back to home field. It would have been a much shorter flight with only the Facet pump. > > -------- > West1m > Hastings, MN > > > > > Read this topic online here: > > http://forums.matronics.com/ viewtopic.php?p=469643#469643 > > > > > > ===== ===== ===== ===== ===== ===== ===== ===== ===== ===== > > > -- Blessed are the cracked, for they shall let in the light. Groucho Marx ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: Jun 02, 2017
Subject: Re: Fuel Pump
I still have heat shrink the terminal connections on the battery wires. Thanks for the reply. George H. Have a great day! > On Jun 2, 2017, at 6:47 PM, Bill Berle wrote: > > > PLEASE be careful with having fuel lines and seals and connections just a few inches from a battery and electrical connections ! > > Bill Berle > www.ezflaphandle.com - safety & performance upgrade for light aircraft > www.grantstar.net - winning proposals for non-profit and for-profit entities > > -------------------------------------------- > On Fri, 6/2/17, George Helton wrote: > > Subject: Re: Kolb-List: Re: Fuel Pump > To: kolb-list(at)matronics.com > Date: Friday, June 2, 2017, 3:22 PM > > This is > thanks to you Kolbers who contributed to my request for > information on the Facet fuel pump. I had to add an > electrical system to my 1986 Firestar as I'd never > really needed one before. I used pretty much all of your > input. Here's what I came up with and it seems to work > quite well. I fabricated a mount > plate that mounts to the aft cage section directly under the > engine mounts. It's mounted using 4 ea. Steel with > rubber insulated harness clamps. The mounting plate includes > the rectifier/voltage regulator, Facet 40104 fuel pump, > 25v22000uf capiciter and sealed lead acid Duracell 12 volt > battery. I think the total cost was around $130.00 including > wiring and a master power switch. Total weight came out to > 3.8 pounds. Here's a couple of pictures. Before and > after installation. Thank you all your help. > > > George H.Firestar, > FS#10014GDHMesick, > Michigan gdhelton(at)gmail.comHave a great > day! > On May 28, > 2017, at 8:36 PM, Richard Girard > wrote: > > George, Congrats on the > return to flight. Always good to hear that another Kolb is > back in the air.I ran a Facet on my Mk III above the > tanks, probably 20 inches of lift and never a problem. Just > replumbed the fuel system on my HKS powered trike. A Facet > in series with a Mikuni DF52. Flight tested it with a five > minute climb at full power with the Facet off. The little > HKS never missed a beat. Total lift for the Mikuni about 26 > inches.Safe > flying,Rick > On Sat, May 27, 2017 at > 8:56 PM, George Helton > wrote: > Thanks > for asking the same question that I had about still using > the pulse pump along with the facet electric pump. I like > redundancy when it comes to aircraft fuel systems. And > thanks all the good information that was generated. > > I ordered a new rectifier/ regulator, 24V 22000uf > capacitor and a 40104 fuel pump last week and am waiting for > everything to come. I'm going to run some lift tests > before mounting the new pump simply because I would like to > mount the facet pump above my fuel tank if it lifts > sufficiently? Time will tell? > > Oh yeah guys I flew my restored Firestar (original) > yesterday! It was its first flight in 28 years and it was > sweet. > > > > > George H. > > Firestar #FS100 > > Mesick, Michigan > > gdhelton(at)gmail.com > > > > Have a great day! > > > >> On May 27, 2017, at 3:19 PM, west1m > wrote: > >> > > > >> > >> Does anyone pump in series (or through) their Mikuni > fuel pump? > >> I ask as I had a wire break off my regulator and > eventually lost all power to gauges, EIS and GPS before > getting back to home field. It would have been a much > shorter flight with only the Facet pump. > >> > >> -------- > >> West1m > >> Hastings, MN > >> > >> > >> > >> > >> Read this topic online here: > >> > >> http://forums.matronics.com/ > viewtopic.php?p=469643#469643 > >> > >> > >> > >> > >> > >> > > ===== ===== > > ===== ===== > > ===== ===== > > ===== ===== > > ===== ===== > >> > >> > >> > > > > > > -- > Blessed are > the cracked, for they shall let in the light. Groucho > Marx > > > > > > > ________________________________________________________________________________
From: Jim Thomson <mojaveclimber(at)gmail.com>
Date: Jun 02, 2017
Subject: Re: Fuel Pump
West1m I have flow my R582 powered Mk3 for four plus years operating in series with good result. Tank to filter to electric powered pump to vacuum pulse pump to filters to carbs. On Fri, Jun 2, 2017 at 4:06 PM, George Helton wrote: > > I still have heat shrink the terminal connections on the battery wires. > Thanks for the reply. George H. > > > Have a great day! > > > On Jun 2, 2017, at 6:47 PM, Bill Berle > wrote: > > > > > > PLEASE be careful with having fuel lines and seals and connections just > a few inches from a battery and electrical connections ! > > > > Bill Berle > > www.ezflaphandle.com - safety & performance upgrade for light aircraft > > www.grantstar.net - winning proposals for non-profit and > for-profit entities > > > > -------------------------------------------- > > On Fri, 6/2/17, George Helton wrote: > > > > Subject: Re: Kolb-List: Re: Fuel Pump > > To: kolb-list(at)matronics.com > > Date: Friday, June 2, 2017, 3:22 PM > > > > This is > > thanks to you Kolbers who contributed to my request for > > information on the Facet fuel pump. I had to add an > > electrical system to my 1986 Firestar as I'd never > > really needed one before. I used pretty much all of your > > input. Here's what I came up with and it seems to work > > quite well. I fabricated a mount > > plate that mounts to the aft cage section directly under the > > engine mounts. It's mounted using 4 ea. Steel with > > rubber insulated harness clamps. The mounting plate includes > > the rectifier/voltage regulator, Facet 40104 fuel pump, > > 25v22000uf capiciter and sealed lead acid Duracell 12 volt > > battery. I think the total cost was around $130.00 including > > wiring and a master power switch. Total weight came out to > > 3.8 pounds. Here's a couple of pictures. Before and > > after installation. Thank you all your help. > > > > > > George H.Firestar, > > FS#10014GDHMesick, > > Michigan gdhelton(at)gmail.comHave a great > > day! > > On May 28, > > 2017, at 8:36 PM, Richard Girard > > wrote: > > > > George, Congrats on the > > return to flight. Always good to hear that another Kolb is > > back in the air.I ran a Facet on my Mk III above the > > tanks, probably 20 inches of lift and never a problem. Just > > replumbed the fuel system on my HKS powered trike. A Facet > > in series with a Mikuni DF52. Flight tested it with a five > > minute climb at full power with the Facet off. The little > > HKS never missed a beat. Total lift for the Mikuni about 26 > > inches.Safe > > flying,Rick > > On Sat, May 27, 2017 at > > 8:56 PM, George Helton > > wrote: > > Thanks > > for asking the same question that I had about still using > > the pulse pump along with the facet electric pump. I like > > redundancy when it comes to aircraft fuel systems. And > > thanks all the good information that was generated. > > > > I ordered a new rectifier/ regulator, 24V 22000uf > > capacitor and a 40104 fuel pump last week and am waiting for > > everything to come. I'm going to run some lift tests > > before mounting the new pump simply because I would like to > > mount the facet pump above my fuel tank if it lifts > > sufficiently? Time will tell? > > > > Oh yeah guys I flew my restored Firestar (original) > > yesterday! It was its first flight in 28 years and it was > > sweet. > > > > > > > > > > George H. > > > > Firestar #FS100 > > > > Mesick, Michigan > > > > gdhelton(at)gmail.com > > > > > > > > Have a great day! > > > > > > > >> On May 27, 2017, at 3:19 PM, west1m > > wrote: > > > >> > > > > > > > >> > > > >> Does anyone pump in series (or through) their Mikuni > > fuel pump? > > > >> I ask as I had a wire break off my regulator and > > eventually lost all power to gauges, EIS and GPS before > > getting back to home field. It would have been a much > > shorter flight with only the Facet pump. > > > >> > > > >> -------- > > > >> West1m > > > >> Hastings, MN > > > >> > > > >> > > > >> > > > >> > > > >> Read this topic online here: > > > >> > > > >> http://forums.matronics.com/ > > viewtopic.php?p=469643#469643 > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > > ===== ===== > > > > ===== ===== > > > > ===== ===== > > > > ===== ===== > > > > ===== ===== > > > >> > > > >> > > > >> > > > > > > > > > > > > -- > > =9CBlessed are > > the cracked, for they shall let in the light.=9D Groucho > > Marx > > > > > > > > > > > > > > > =========== =========== =========== =========== =========== > > ________________________________________________________________________________
Subject: Re: Fuel Pump
From: "west1m" <west1m(at)hotmail.com>
Date: Jun 03, 2017
Thanks for the input on plumbing. I think I will replace the squeeze bulb thingie with a facet. There should be a good place by the tank to mount it. -------- West1m Hastings, MN Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469809#469809 ________________________________________________________________________________
Subject: Re: Fuel Pump
From: "west1m" <west1m(at)hotmail.com>
Date: Jun 04, 2017
I do remember the Eipper and the Cayuna. That was the engine that liked to quit at the most inopportune times. I had a Weedhopper before that with a single cyl motor hanging out on the end of a pole that just flopped back and forth on a couple for bolts. It two alligator clips that hooked to 6V lantern battery to run the Ford ignition coil. http://www.west1m.com/flyin/index.html -------- West1m Hastings, MN Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469822#469822 ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: Jun 04, 2017
Subject: Re: Fuel Pump
Good times. Have a great day! > On Jun 4, 2017, at 11:05 AM, west1m wrote: > > > I do remember the Eipper and the Cayuna. That was the engine that liked to quit at the most inopportune times. I had a Weedhopper before that with a single cyl motor hanging out on the end of a pole that just flopped back and forth on a couple for bolts. It two alligator clips that hooked to 6V lantern battery to run the Ford ignition coil. > http://www.west1m.com/flyin/index.html > > -------- > West1m > Hastings, MN > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=469822#469822 > > > > > > > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Test
Date: Jun 05, 2017
Test ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: Jun 05, 2017
Subject: Re: Test
What are ya testing John? Have a great day! > On Jun 5, 2017, at 7:44 PM, John Hauck wrote: > > Test ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: Jun 05, 2017
Subject: Re: Test
Worked in Oregon! Larry On Mon, Jun 5, 2017 at 5:44 PM, John Hauck wrote: > Test -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Subject: Re: Kolb-List Digest: 3 Msgs - 06/05/17
Date: Jun 06, 2017
Hello John. Bob ________________________________________________________________________________
Subject: Re: Kolb-List Digest: 3 Msgs - 06/05/17
From: jpfitt <jpfitt(at)sbcglobal.net>
Date: Jun 06, 2017
Bob green, do I know you? I have been watching the kolb list for about 2 yea rs but have not made any comments. I am actually just now completing a Fires tar ll but I don't think I have ever made contact with anyone. My name is J ohn Fitt, and live in Northern California, I don't mind if you contact me... . Sent from my iPad > On Jun 6, 2017, at 5:42 AM, Bob Green wrote: > >> Hello John. > Bob ________________________________________________________________________________
Subject: Lord Mounts?
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: Jun 06, 2017
Broke the 277 in today, very pleased! All the numbers were good, it makes good power, now we need to order a prop for it. (We broke it in using a tractor prop off a Fisher ultralight. Since it was a tractor prop it blew the cool air across the engine instead of at the tail) Question: we seem to be getting a lot of vibration into the airframe. We are still using the original Lord mounts to mount the engine plate which were intended to mount a 447. Do Lord mounts get stiffer and harden with age? These are now 30 years old. They look and feel OK, but... Would mounts designed for a 447 be unnecessarily hard or stiff for a 277? Called the factory but got no answer - guess Bryan is out playing with the new green Firefly - he posted the pictures on FB yesterday. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469846#469846 ________________________________________________________________________________
Subject: Re: Lord Mounts?
From: "wakataka" <wakataka(at)charter.net>
Date: Jun 06, 2017
I don't think the mounts get stiff with age. The 277 is just a vibrating little beast. You can use softer mounts but it will decrease your thrust measurably. I tried three different grades of mount when I was setting up my 277. I don't remember the numbers exactly, but I think it was on the order of 30 pounds static thrust difference between the stiffest and softest mounts. I had been told to expect a difference in thrust with different mounts but I was really surprised at how big a difference it made. The vibration was still very noticeable even with the soft mounts, so I ended up going with the middle grade. I eventually replaced the 277 with a Kawasaki 440 using the same mounts and it felt like turbine engine compared to that 277. But the 277 made almost as much thrust as the Kawasaki and weighed considerably less. So like everything else in aviation, it's a trade off. -------- 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=469847#469847 ________________________________________________________________________________
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Date: Jun 06, 2017
Subject: Tire Balance
I bought a pair of the Aero Classic tundra tires from Desser. One of them required a lot of weight to balance. 14.8 ounces to be exact. I called them and talked to one of their salesman. After a bit of fumbling around they sent me another tire that arrived yesterday. I put it on and balanced it out. This one only required 3.4 oz of weight which is much more like it. As a matter of fact I believe that it is the rim rather than the tire that caused me to have to add lead to get it balanced. My other tire that seemed normal required 3.6 oz of weight to balance. The rims are the new Matco "spun rims". My reason for that statement is that the tires have a red dot stamped on them to indicate the light spot on the tire. I lined up the valve stem with that red dot on the first two, and the light spot was always where the valve stem was located. This time with the new tire, I put the red dot directly across from the valve stem. The tire still rotated so that the valve stem was straight up. I dismounted the tire from the rim and realigned it to the valve stem and the red dot, ( as it should have been first) and the light spot was still the valve stem. After balancing I needed 3.4 oz of weight to allow the tire to remain in neutral balance. Here is a short video of the process. https://vimeo.com/220527865 It should not require a password. If it does use - owyheeflyer Larry -- The older I get, the less tolerant I am of those who are intolerant of others. If you forward this email, or any part of it, please remove my email address before sending. ________________________________________________________________________________
From: B Young <byoungplumbing(at)gmail.com>
Date: Jun 06, 2017
Subject: Re: Lord Mounts?
Three dollar question!!! Is the tractor prop balanced? Boyd Young On Jun 6, 2017 1:43 PM, "Richard Pike" wrote: > > Broke the 277 in today, very pleased! All the numbers were good, it makes > good power, now we need to order a prop for it. (We broke it in using a > tractor prop off a Fisher ultralight. Since it was a tractor prop it blew > the cool air across the engine instead of at the tail) > Question: we seem to be getting a lot of vibration into the airframe. We > are still using the original Lord mounts to mount the engine plate which > were intended to mount a 447. > Do Lord mounts get stiffer and harden with age? These are now 30 years > old. They look and feel OK, but... Would mounts designed for a 447 be > unnecessarily hard or stiff for a 277? > Called the factory but got no answer - guess Bryan is out playing with the > new green Firefly - he posted the pictures on FB yesterday. > > -------- > Richard Pike > Kolb MKIII N420P (420ldPoops) > Kingsport, TN 3TN0 > > Forgiving is tough. Being forgiven is wonderful. > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=469846#469846 > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Test
Date: Jun 06, 2017
Test ________________________________________________________________________________
From: Russ Kinne <russk50(at)gmail.com>
Subject: Re: Test
Date: Jun 06, 2017
Test arrived in Maine OK > On Jun 6, 2017, at 7:35 PM, John Hauck wrote: > > Test ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Test
Date: Jun 06, 2017
Test not arriving hauck's holler. john h mkIII Titus, Alabama From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Russ Kinne Sent: Tuesday, June 06, 2017 6:56 PM Subject: Re: Kolb-List: Test Test arrived in Maine OK On Jun 6, 2017, at 7:35 PM, John Hauck wrote: Test ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Test
Date: Jun 06, 2017
Finally, first msg from Kolb List since 24 May. And I also have received a few more from the Kolb List. I hope little problems like this don't bother you near as much as they do me. ;-) Now it's time to do an annual on Miss P'fer. Seems like I just did that. Weather has not been aviation friendly in my neck of the woods. john h mkIII Titus, Alabama From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck Sent: Tuesday, June 06, 2017 7:16 PM Subject: RE: Kolb-List: Test Test not arriving hauck's holler. john h mkIII Titus, Alabama From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Russ Kinne Sent: Tuesday, June 06, 2017 6:56 PM Subject: Re: Kolb-List: Test Test arrived in Maine OK On Jun 6, 2017, at 7:35 PM, John Hauck wrote: Test ________________________________________________________________________________
Date: Jun 06, 2017
Subject: Re: Lord Mounts?
From: Charlie England <ceengland7(at)gmail.com>
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From: Denny Baber <baberdk(at)gmail.com>
Date: Jun 07, 2017
Subject: Re: Test
Arrived at Fort Myers, Florida Respectfully, Dennis Baber baberdk(at)gmail.com Stay Curious ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: Jun 07, 2017
Subject: Re: Test
Arrived Mesick, Michigan! Have a great day! > On Jun 7, 2017, at 8:36 AM, Denny Baber wrote: > > Arrived at Fort Myers, Florida > > > Respectfully, > Dennis Baber > baberdk(at)gmail.com > > Stay Curious ________________________________________________________________________________
Subject: Re: Lord Mounts?
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: Jun 07, 2017
I don't think the props are the problem. We have two props, and we balanced both of them before running the engine. We broke the engine in with the tractor, it was a 60 x 28 Tennessee prop, then took it off and switched to a 60 x 30 Arrowprop pusher, but it vibrated a lot worse and also over revved to 7,000. Go figure. I guess one man's 28" pitch and another man's 30" pitch don't necessarily have anything in common. Anyway, we put it together today and measured for the gap seal and a few other details, here are some pictures. Ordered a 20' endoscope that will fit the usb port on the laptop, next week we inspect the inside of the wings and if all looks good we repaint them. If it doesn't look good we recover them. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469880#469880 Attachments: http://forums.matronics.com//files/p1050949_medium_137.jpg http://forums.matronics.com//files/p1050951_medium_130.jpg http://forums.matronics.com//files/p1050952_medium_347.jpg http://forums.matronics.com//files/p1050953_medium_146.jpg http://forums.matronics.com//files/p1050958_medium_808.jpg ________________________________________________________________________________
From: Roy Spangler <roy.spangler(at)kirtland.edu>
Date: Jun 07, 2017
Subject: Re: New from Utah
New Guy, Is it a ground adjustable prop ? Roy spangler(at)kirtland.edu On Thursday, June 1, 2017, B Young wrote: > How is the flying coming,,,, did you change the gear box or prop? > > Boyd mkiii > Brigham city Utah > > On Feb 6, 2017 8:39 AM, "Wayne Schneider" > wrote: > >> Hello fellow fliers, >> >> I've been lurking here for a few months and thought I should introduce >> myself. Name is Wayne Schneider and I live in Utah where the air is thick >> and cold, lol. >> Last summer I purchased N359RT which is a modified Twinstar Mark II with >> a Rotax 532. Yes, you read that correctly, it's the predecessor to the >> 582. SIngle ignition but otherwise very much the same. >> >> Unfortunately, it has a WarpDrive propeller whose MMI is too much for the >> A gearbox so I'll be swapping that out before summer. And, I need to do a >> complete inspection. Does anybody need a slightly used 3 blade 68" prop? >> >> New guy, >> Wayne >> >> >> ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: Jun 07, 2017
Subject: Re: Lord Mounts?
Nice pictures. And I know this may sound like less then intelligent question but, you said the props were both balanced so you might check the prop tracking tip to tip and you might put a dial indicator on the actual gearbox hub and check how much runout you have? Its just a suggestion of something that could be checked. I doubt that it's the lord mounts unless they are in really bad shape. Softer mounts would move around even more I would thing? George H. Firestar, #FS100 14GDH Mesick, Michigan Have a great day! > On Jun 7, 2017, at 2:43 PM, Richard Pike wrote: > > > I don't think the props are the problem. We have two props, and we balanced both of them before running the engine. We broke the engine in with the tractor, it was a 60 x 28 Tennessee prop, then took it off and switched to a 60 x 30 Arrowprop pusher, but it vibrated a lot worse and also over revved to 7,000. Go figure. I guess one man's 28" pitch and another man's 30" pitch don't necessarily have anything in common. > Anyway, we put it together today and measured for the gap seal and a few other details, here are some pictures. Ordered a 20' endoscope that will fit the usb port on the laptop, next week we inspect the inside of the wings and if all looks good we repaint them. If it doesn't look good we recover them. > > -------- > Richard Pike > Kolb MKIII N420P (420ldPoops) > Kingsport, TN 3TN0 > > Forgiving is tough. Being forgiven is wonderful. > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=469880#469880 > > > > > Attachments: > > http://forums.matronics.com//files/p1050949_medium_137.jpg > http://forums.matronics.com//files/p1050951_medium_130.jpg > http://forums.matronics.com//files/p1050952_medium_347.jpg > http://forums.matronics.com//files/p1050953_medium_146.jpg > http://forums.matronics.com//files/p1050958_medium_808.jpg > > > > > > ________________________________________________________________________________
Subject: Re: Lord Mounts?
From: "japowell" <japnmjp(at)twc.com>
Date: Jun 07, 2017
Looking good Richard. What was the final weight? -------- Jim P WAR EAGLE Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469889#469889 ________________________________________________________________________________
Subject: Re: Lord Mounts?
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: Jun 07, 2017
japowell wrote: > Looking good Richard. What was the final weight? Today while we had it all together, since we had a friend's deer weighing scale, we tried using that along with a chain hoist in my hangar to check the overall weight. So we hung the airplane from the hoist and the scale - showed that the airplane with a 277 was the same weight as it was with a 447. [Shocked] Really? But - the 277 is 20 pounds lighter! (Give the man back his scale) Will try some more upscale technology tomorrow (electronic scale in the garage, one wheel at a time) and hope for more accurate results. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469891#469891 ________________________________________________________________________________
Subject: Re: Lord Mounts?
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: Jun 07, 2017
[quote] ="gdhelton(at)gmail.com" Nice pictures. And I know this may sound like less then intelligent question but, you said the props were both balanced so you might check the prop tracking tip to tip and you might put a dial indicator on the actual gearbox hub and check how much runout you have? George H. Firestar, #FS100 14GDH Mesick, Michigan Have a great day! [quote] Very true. And the Arrowprop did have too much runout, it would have needed to be shimmed. So yes, very much a factor in the vibration. But it has become a moot point; The Arrowprop revved to 7,000 (And it was sold with a 503 as part of a 2 seat Drifter kit ?!?!?) so we couldn't use it anyway. I ordered a new two blade 62" Ivoprop this afternoon. They said it will show up in 5 weeks, which gives us time to do a meticulous job of inspecting inside the wings and repainting them, and for me to spend some time riding the back roads on my NX 250. (Best ride I've ever had, and I've had quite a few) -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469893#469893 Attachments: http://forums.matronics.com//files/rightside1jpg_large_493.jpg ________________________________________________________________________________
Subject: Re: Lord Mounts?
From: "wakataka" <wakataka(at)charter.net>
Date: Jun 08, 2017
Are those JATO bottles on either side of the tail rack? I bet that would would really help when passing semi-trucks on an uphill grade. Maybe you could mount them on the Kolb to help that 277 on a hot day. On a serious note, that's a very nice looking bike and airplane you've got there. -------- 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=469908#469908 ________________________________________________________________________________
Subject: Re: Lord Mounts?
From: "wakataka" <wakataka(at)charter.net>
Date: Jun 08, 2017
One more thing to consider about the vibration. That wood airframe on the mini-max likely soaks up a whole lot more vibration than the chrome-moly cage on the kolb. I found the IVO to be a good match for the 277. I was getting over 200 pounds of static thrust with a 60" Ivo on my 277. I did have some cooling problems with the free-air 277 in a pusher configuration. I built several different aluminum air scoops to direct the slipstream across the cylinder head. I could never prevent the aluminum from cracking either at the mounting points or on one of the bends. I became convinced that any long-lived scoop bolted on a 277 would need to be made from composite materials. In the end I was able to richen the mixture and keep the CHT within limits without a scoop. The engine was running too rich, but it's really easy to decarbon a free-air 277. -------- 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=469912#469912 ________________________________________________________________________________
Subject: Re: Lord Mounts?
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: Jun 09, 2017
wakataka wrote: > Are those JATO bottles on either side of the tail rack? I bet that would would really help when passing semi-trucks on an uphill grade. Maybe you could mount them on the Kolb to help that 277 on a hot day. > > On a serious note, that's a very nice looking bike and airplane you've got there. Thanks. Those are home made panniers that hold the Frog Togs. PVC pipe & caps from Home Depot, plus a square sheet of plastic from ebay. Total investment $25. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469919#469919 ________________________________________________________________________________
Subject: Re: Lord Mounts?
From: chris davis <capedavis(at)yahoo.com>
Date: Jun 09, 2017
Richard looking good ! I got a question as I am STILL building my Firefly , what is with the dihedral being so much ?as I put mine together by plans ,almost , there is very little . I am aware that you have more experience than I do that is why I'm asking , thanks CHRIS Sent from my iPhone > On Jun 7, 2017, at 2:43 PM, Richard Pike wrote: > > > I don't think the props are the problem. We have two props, and we balanced both of them before running the engine. We broke the engine in with the tractor, it was a 60 x 28 Tennessee prop, then took it off and switched to a 60 x 30 Arrowprop pusher, but it vibrated a lot worse and also over revved to 7,000. Go figure. I guess one man's 28" pitch and another man's 30" pitch don't necessarily have anything in common. > Anyway, we put it together today and measured for the gap seal and a few other details, here are some pictures. Ordered a 20' endoscope that will fit the usb port on the laptop, next week we inspect the inside of the wings and if all looks good we repaint them. If it doesn't look good we recover them. > > -------- > Richard Pike > Kolb MKIII N420P (420ldPoops) > Kingsport, TN 3TN0 > > Forgiving is tough. Being forgiven is wonderful. > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=469880#469880 > > > > > Attachments: > > http://forums.matronics.com//files/p1050949_medium_137.jpg > http://forums.matronics.com//files/p1050951_medium_130.jpg > http://forums.matronics.com//files/p1050952_medium_347.jpg > http://forums.matronics.com//files/p1050953_medium_146.jpg > http://forums.matronics.com//files/p1050958_medium_808.jpg > > > > > > ________________________________________________________________________________
Subject: Re: Lord Mounts?
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: Jun 09, 2017
[quote="capedavis(at)yahoo.com"]Richard looking good ! I got a question as I am STILL building my Firefly , what is with the dihedral being so much ?as I put mine together by plans ,almost , there is very little . I am aware that you have more experience than I do that is why I'm asking , thanks CHRIS Sent from my iPhone [quote] Because that's how much we have in the Firestar II, and it will fly hands off. It's a tradeoff between being more docile when landing in a stiff cross wind (less dihedral is better) or able to fly hands off the rest of the time with no apparent loss of manueverability. (More dihedral is better) One thing: no matter how much dihedral I put in my MKIII, I couldn't get it to fly hands off. Not saying that it can't be done, just that I couldn't do it with mine. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469927#469927 Attachments: http://forums.matronics.com//files/p1180917_large_317.jpg ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Lord Mounts?
Date: Jun 09, 2017
George H/Kolbers: Homer told me he did not want any dihedral because he was more interested in performance than flying hands off. However, an early prototype with straight wings sitting on the ground in the 3 point stance looked as though the wings were drooping. Homer did not like that, so he put in a little dihedral to make them look better. IIRC the US and FS got 1" at the outboard rib and the MKIII got 1.5" at the outboard rib. When Homer rebuilt the 1985 Oshkosh Grand Champion Ultralight, his prototype Firestar, he added considerable dihedral and a 503 DC. Back in 1985, Homer would not ship me a FS with a 447 because he felt it was too much power for that airframe. Folks change over the years. I flew his FS last time I visited with Homer at the farm. It was a delight to fly. Loads of performance. I was having so much fun I forgot about the added dihedral until sometime later on. So....I don't really have any opinion of increased dihedral. I also flew this same aircraft in 1986, at Sun and Fun, with the 377. I was building my FS at the time. Homer asked me if I wanted to fly the FS. ;-) Yes, with a big grin on my face, and I did fly the FS. In fact, they had a hard time getting me to land. Was fortunate to do a lot of flying for Homer over the years. Not disputing George H, but sharing what I got from Homer. He liked the rib valleys and felt they increased performance of the Kolb wing. He said removing the valleys by adding sheet metal leading edges degraded wing performance. I sure miss Homer and the rest of the old Kolb gang. john h mkIII Titus, Alabama I called Homer Kolb and asked about the lack of dihedral. He told that because of leading edge design of wing ( rib valleys) he felt that his aircraft needed very little if any dihedral. George H. Firestar, FS100 14GDH Mesick, Michigan gdhelton(at)gmail.com ________________________________________________________________________________
Subject: Re: Lord Mounts?
From: chris davis <capedavis(at)yahoo.com>
Date: Jun 09, 2017
Sent from my iPad > On Jun 9, 2017, at 5:05 PM, Richard Pike wrote: > > > [quote="capedavis(at)yahoo.com"]Richard looking good ! I got a question as I am STILL building my Firefly , what is with the dihedral being so much ?as I put mine together by plans ,almost , there is very little . I am aware that you have more experience than I do that is why I'm asking , thanks CHRIS > Sent from my iPhone [quote] > > Because that's how much we have in the Firestar II, and it will fly hands off. It's a tradeoff between being more docile when landing in a stiff cross wind (less dihedral is better) or able to fly hands off the rest of the time with no apparent loss of manueverability. (More dihedral is better) > > One thing: no matter how much dihedral I put in my MKIII, I couldn't get it to fly hands off. Not saying that it can't be done, just that I couldn't do it with mine. > > -------- > Richard Pike > Kolb MKIII N420P (420ldPoops) > Kingsport, TN 3TN0 > > Forgiving is tough. Being forgiven is wonderful. > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=469927#469927 > > > > > Attachments: > > http://forums.matronics.com//files/p1180917_large_317.jpg > > > > > > ________________________________________________________________________________
Subject: Re: Lord Mounts?
From: chris davis <capedavis(at)yahoo.com>
Date: Jun 09, 2017
Richard , thank you for your explanation it's an easy change to make perhaps I will Increase my dihedral how much above level is yours ? It looks like5 or 6 inches . Thanks Chris Sent from my iPad > On Jun 9, 2017, at 5:05 PM, Richard Pike wrote: > > > [quote="capedavis(at)yahoo.com"]Richard looking good ! I got a question as I am STILL building my Firefly , what is with the dihedral being so much ?as I put mine together by plans ,almost , there is very little . I am aware that you have more experience than I do that is why I'm asking , thanks CHRIS > Sent from my iPhone [quote] > > Because that's how much we have in the Firestar II, and it will fly hands off. It's a tradeoff between being more docile when landing in a stiff cross wind (less dihedral is better) or able to fly hands off the rest of the time with no apparent loss of manueverability. (More dihedral is better) > > One thing: no matter how much dihedral I put in my MKIII, I couldn't get it to fly hands off. Not saying that it can't be done, just that I couldn't do it with mine. > > -------- > Richard Pike > Kolb MKIII N420P (420ldPoops) > Kingsport, TN 3TN0 > > Forgiving is tough. Being forgiven is wonderful. > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=469927#469927 > > > > > Attachments: > > http://forums.matronics.com//files/p1180917_large_317.jpg > > > > > > ________________________________________________________________________________
Date: Jun 10, 2017
From: mojavjoe(at)comcast.net
Subject: fuel fittings
I'd like to put fuel outlets in the bottom of my fuel tank. Had considered gluing a 1/4" block of plastic to the tank and tapping a hole for a !/4"mpt to compression fitting, but I could not find any glue that would stick to the plastic tank. Dose anyone have a supply house that has rubber sealed fittings that would meat my needs. Thanks Joe ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: Jun 10, 2017
Subject: Re: fuel fittings
Try Leading Edge Airfoils They rubber/ plastic tank inserts and the appropriate valves and/or fittings . George H. Have a great day! > On Jun 10, 2017, at 4:43 PM, mojavjoe(at)comcast.net wrote: > > I'd like to put fuel outlets in the bottom of my fuel tank. Had considered gluing a 1/4" block of plastic to the tank and tapping a hole for a !/4"mpt to compression fitting, but I could not find any glue that would stick to t he plastic tank. Dose anyone have a supply house that has rubber sealed fitt ings that would meat my needs. > > Thanks > > Joe ________________________________________________________________________________
From: George Helton <gdhelton(at)gmail.com>
Date: Jun 10, 2017
Subject: Re: fuel fittings
You also might try Aircraft Spruce , their large catalog. George H. Have a great day! > On Jun 10, 2017, at 4:43 PM, mojavjoe(at)comcast.net wrote: > > I'd like to put fuel outlets in the bottom of my fuel tank. Had considered gluing a 1/4" block of plastic to the tank and tapping a hole for a !/4"mpt to compression fitting, but I could not find any glue that would stick to t he plastic tank. Dose anyone have a supply house that has rubber sealed fitt ings that would meat my needs. > > Thanks > > Joe ________________________________________________________________________________
From: Richard Girard <aslsa.rng(at)gmail.com>
Date: Jun 10, 2017
Subject: Re: fuel fittings
Guys, you don't need to look any further than Kolb. Give them a call on Monday morning and tell them what you want to do. They have the parts and the tanks, too. Rick Girard On Sat, Jun 10, 2017 at 4:44 PM, George Helton wrote: > You also might try Aircraft Spruce , their large catalog. > George H. > > Have a great day! > > On Jun 10, 2017, at 4:43 PM, mojavjoe(at)comcast.net wrote: > > I'd like to put fuel outlets in the bottom of my fuel tank. Had considere d > gluing a 1/4" block of plastic to the tank and tapping a hole for a !/4"m pt > to compression fitting, but I could not find any glue that would stick to > the plastic tank. Dose anyone have a supply house that has rubber sealed > fittings that would meat my needs. > > Thanks > > Joe > > -- =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx <http://www.goodreads.com/author/show/43244.Groucho_Marx> ________________________________________________________________________________
Subject: Re: fuel fittings
From: "Richard Pike" <thegreybaron(at)charter.net>
Date: Jun 10, 2017
What Rick said - Call Kolb But for future reference: http://www.cps-parts.com/catalog/appages/ffelbow.php?clickkey=32633 http://www.cps-parts.com/catalog/appages/fueltankvalve.php?clickkey=75834 http://www.cps-parts.com/catalog/appages/ftb01.php?clickkey=8505 Replace the rubber bushing frequently -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Forgiving is tough. Being forgiven is wonderful. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=469952#469952 ________________________________________________________________________________
Subject: Strange Flying characteristics of new to me Mark III clasic
From: "jonealjr" <jonealjr(at)gmail.com>
Date: Jun 12, 2017
PLEASE HELP IF ANYONE HAS EXPERIENCE WITH THIS :) I have a mark III classic w 912 uls Acting odd during taxi needs lots of left rudder to keep on the runway with tail on and off the ground and while flying needs lots of right stick to keep plane level. If you let go of the controls during straight and level flight the plane wants to roll to the left has anyone had similar experiences and or has anybody had any luck with adjusting engine mounts changing the thrust angle to help with aileron trim etc Read this topic online here: http://forums.matronics.com/viewtopic.php?p=470012#470012 ________________________________________________________________________________
From: Rick Neilsen <neilsenrm(at)gmail.com>
Date: Jun 12, 2017
Subject: Re: Strange Flying characteristics of new to me Mark III clasic
A Kolb with lots of power does take a bit of rudder to keep it flying straight. Most people add a trim tab to reduce the effect. A Kolb that wants to roll right or left is a plane that isn't rigged right. The common cause is the wings aren't flying with the same pitch or angle of attack. Kolb sells a wide aft wing attachment fitting that allows one wing to be adjusted by moving washers around on the attachment bolt to trim out minor alignment issues. Use one on both wings for more adjustment. Some people add a bungee cord that pulls the stick to the side. I trim my plane for neutral stick force flying solo but requires a bit of pressure with a passenger. Kolbs are almost never able to fly hands off. As usual worth what you paid for it. Rick Neilsen Redrive VW Powered MKIIIC On Mon, Jun 12, 2017 at 4:31 PM, jonealjr wrote: > > PLEASE HELP IF ANYONE HAS EXPERIENCE WITH THIS :) > > I have a mark III classic w 912 uls Acting odd during taxi needs lots of > left rudder to keep on the runway with tail on and off the ground and while > flying needs lots of right stick to keep plane level. If you let go of the > controls during straight and level flight the plane wants to roll to the > left has anyone had similar experiences and or has anybody had any luck > with adjusting engine mounts changing the thrust angle to help with aileron > trim etc > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=470012#470012 > > ________________________________________________________________________________
Date: Jun 12, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: Strange Flying characteristics of new to me Mark III clasic
In my very limited experience with this particular aircraft, the issue of it being "out of trim" or "out of rig" is the lesser of the problems. An aircraft with adequate primary control authority can be flown, tested, trim-tabbed, adjusted, bent, hammered, shimmed, tweaked, and "figured out" until it flies correctly. Like a car that "pulls" to one side, it may be somewhat annoying to drive but it is not unsafe. An aircraft that does not have sufficient primary control authority to adequately overcome the other (relatively minor) issues cannot or should not be operated until the source of the control problem can be identified and corrected. Essentially I believe you have to be able to maneuver the aircraft safely and with authority first, then you can start making it fly easier, better, straighter, etc. It is my strongest possible recommendation that no further test flying be performed until the cause of the major control difficulties (excess stick force required, insufficient roll authority in one direction) can be resolved. My recommendation is to perform what the FAA calls "proof of control" testing as part of this. Once the cause of the friction and poor cont6rol response is addressed, it is my further recommendation that initial flight testing be performed at another location where the physical environment and local restrictions do not create a serious safety hazard as they did on the flights I was involved with two weeks ago. Only after the source of the control issue has been identified, resolved, and the results have been validated (demonstration of full three-axis control response and authority) do I believe that "normal" flight operations can resume at the aircraft's home base of Camarillo UL strip. Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Mon, 6/12/17, Rick Neilsen wrote: Subject: Re: Kolb-List: Strange Flying characteristics of new to me Mark III clasic To: "kolb-list(at)matronics.com" Date: Monday, June 12, 2017, 2:11 PM A Kolb with lots of power does take a bit of rudder to keep it flying straight. Most people add a trim tab to reduce the effect. A Kolb that wants to roll right or left is a plane that isn't rigged right. The common cause is the wings aren't flying with the same pitch or angle of attack. Kolb sells a wide aft wing attachment fitting that allows one wing to be adjusted by moving washers around on the attachment bolt to trim out minor alignment issues. Use one on both wings for more adjustment. Some people add a bungee cord that pulls the stick to the side. I trim my plane for neutral stick force flying solo but requires a bit of pressure with a passenger. Kolbs are almost never able to fly hands off. As usual worth what you paid for it. Rick NeilsenRedrive VW Powered MKIIIC On Mon, Jun 12, 2017 at 4:31 PM, jonealjr wrote: "jonealjr" PLEASE HELP IF ANYONE HAS EXPERIENCE WITH THIS :) I have a mark III classic w 912 uls Acting odd during taxi needs lots of left rudder to keep on the runway with tail on and off the ground and while flying needs lots of right stick to keep plane level. If you let go of the controls during straight and level flight the plane wants to roll to the left has anyone had similar experiences and or has anybody had any luck with adjusting engine mounts changing the thrust angle to help with aileron trim etc Read this topic online here: http://forums.matronics.com/ viewtopic.php?p=470012#470012 ==== ============================== = -List" rel="noreferrer" target="_blank">http://www.matronics.com/ Navigator?Kolb-List ==== ============================== = FORUMS - eferrer" target="_blank">http://forums.matronics.com ==== ============================== = WIKI - errer" target="_blank">http://wiki.matronics.com ==== ============================== = b Site - -Matt Dralle, List Admin. rel="noreferrer" target="_blank">http://www.matronics.com/ contribution ==== ============================== = ________________________________________________________________________________
From: Richard Girard <aslsa.rng(at)gmail.com>
Date: Jun 12, 2017
Subject: Re: Strange Flying characteristics of new to me Mark III clasic
If you don't have a set of plans and the construction book you should contact the factory. I've attached the factory blue print for the rudder trim tab required. For the roll issue first make sure the flaps are rigged correctly then you need to check the angle of incidence of each wing and the horizontal stabilizers. Rick Girard On Mon, Jun 12, 2017 at 4:11 PM, Rick Neilsen wrote: > A Kolb with lots of power does take a bit of rudder to keep it flying > straight. Most people add a trim tab to reduce the effect. > > A Kolb that wants to roll right or left is a plane that isn't rigged > right. The common cause is the wings aren't flying with the same pitch or > angle of attack. Kolb sells a wide aft wing attachment fitting that allow s > one wing to be adjusted by moving washers around on the attachment bolt t o > trim out minor alignment issues. Use one on both wings for more adjustmen t. > Some people add a bungee cord that pulls the stick to the side. I trim m y > plane for neutral stick force flying solo but requires a bit of pressure > with a passenger. Kolbs are almost never able to fly hands off. > > As usual worth what you paid for it. > > Rick Neilsen > Redrive VW Powered MKIIIC > > On Mon, Jun 12, 2017 at 4:31 PM, jonealjr wrote: > >> >> PLEASE HELP IF ANYONE HAS EXPERIENCE WITH THIS :) >> >> I have a mark III classic w 912 uls Acting odd during taxi needs lots of >> left rudder to keep on the runway with tail on and off the ground and wh ile >> flying needs lots of right stick to keep plane level. If you let go of t he >> controls during straight and level flight the plane wants to roll to the >> left has anyone had similar experiences and or has anybody had any luck >> with adjusting engine mounts changing the thrust angle to help with aile ron >> trim etc >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=470012#470012 >> >> >> >> >> >> >> ======================== =========== >> -List" rel="noreferrer" target="_blank">http://www.matronics.com/ >> Navigator?Kolb-List >> ======================== =========== >> FORUMS - >> eferrer" target="_blank">http://forums.matronics.com >> ======================== =========== >> WIKI - >> errer" target="_blank">http://wiki.matronics.com >> ======================== =========== >> b Site - >> -Matt Dralle, List Admin. >> rel="noreferrer" target="_blank">http://www.matronics.com/contributi on >> ======================== =========== >> >> >> >> > -- =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx <http://www.goodreads.com/author/show/43244.Groucho_Marx> ________________________________________________________________________________
From: B Young <byoungplumbing(at)gmail.com>
Date: Jun 13, 2017
Subject: Re: Strange Flying characteristics of new to me Mark III clasic
Kolbers,,,,,, I remember a few years back that someone mentioned that they trimmed a Kolb by adjusting the thrust line of the engine by raising or lowering the front or back of the motor mounts. I haven't found the correct search term to find it in the archives... Is there anyone that is still on the list who can shed some light? Boyd mkiii Utah On Jun 12, 2017 2:34 PM, "jonealjr" wrote: > > PLEASE HELP IF ANYONE HAS EXPERIENCE WITH THIS :) > > I have a mark III classic w 912 uls Acting odd during taxi needs lots of > left rudder to keep on the runway with tail on and off the ground and while > flying needs lots of right stick to keep plane level. If you let go of the > controls during straight and level flight the plane wants to roll to the > left has anyone had similar experiences and or has anybody had any luck > with adjusting engine mounts changing the thrust angle to help with aileron > trim etc > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=470012#470012 > > ________________________________________________________________________________
Subject: Re: Strange Flying characteristics of new to me Mark III clasic
From: "Ralph B" <rstar447(at)gmail.com>
Date: Jun 13, 2017
Here are pictures of the Kolb U-joint adjust for roll control. Put washers in on top or bottom for whichever the way you want to correct the roll. Ralph B -------- Ralph B Original Firestar 447 N91493 E-AB 1000+ hours 28 years flying it Kolbra 912ULS N20386 500 hours Read this topic online here: http://forums.matronics.com/viewtopic.php?p=470049#470049 Attachments: http://forums.matronics.com//files/left_u_joint__847.jpg http://forums.matronics.com//files/trim_adjust__128.jpg ________________________________________________________________________________
From: "Stuart Harner" <stuart(at)harnerfarm.net>
Subject: Strange Flying characteristics of new to me Mark III clasic
Date: Jun 13, 2017
Jack Hart has a lot of info about this on a Firefly. http://jackbhart.com/firefly/firefly56.html From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of B Young Sent: Tuesday, June 13, 2017 8:49 AM Subject: Re: Kolb-List: Strange Flying characteristics of new to me Mark III clasic Kolbers,,,,,, I remember a few years back that someone mentioned that they trimmed a Kolb by adjusting the thrust line of the engine by raising or lowering the front or back of the motor mounts. I haven't found the correct search term to find it in the archives... Is there anyone that is still on the list who can shed some light? Boyd mkiii Utah On Jun 12, 2017 2:34 PM, "jonealjr" wrote: PLEASE HELP IF ANYONE HAS EXPERIENCE WITH THIS :) I have a mark III classic w 912 uls Acting odd during taxi needs lots of left rudder to keep on the runway with tail on and off the ground and while flying needs lots of right stick to keep plane level. If you let go of the controls during straight and level flight the plane wants to roll to the left has anyone had similar experiences and or has anybody had any luck with adjusting engine mounts changing the thrust angle to help with aileron trim etc Read this topic online here: http://forums.matronics.com/viewtopic.php?p=470012#470012 -List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?Kolb-List FORUMS - eferrer" target="_blank">http://forums.matronics.com WIKI - errer" target="_blank">http://wiki.matronics.com b Site - -Matt Dralle, List Admin. rel="noreferrer" target="_blank">http://www.matronics.com/contribution ________________________________________________________________________________
Subject: Re: Strange Flying characteristics of new to me Mark III clasic
From: "Ralph B" <rstar447(at)gmail.com>
Date: Jun 13, 2017
Along with the U-joints, there is also the offset fin. This was installed by the builder and I don't see how I would do without it. I've also included a picture of the adjustable rudder trim tab. Between the U-joints, offset fin, and rudder trim tab, the Kolbra can fly hands off in calm air. For pitch trim, the builder installed a motorized bungee windup to move the stick forward or aft. It is controlled with a toggle switch for nose up or down trim. Ralph B -------- Ralph B Kolb Kolbra 912uls N20386 550 hours Read this topic online here: http://forums.matronics.com/viewtopic.php?p=470058#470058 Attachments: http://forums.matronics.com//files/trim_tab__102.jpg http://forums.matronics.com//files/offset_4__316.jpg http://forums.matronics.com//files/offset_1__128.jpg ________________________________________________________________________________
Date: Jun 13, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: Strange Flying characteristics of new to me Mark III
clasic One or more Kolbers has pointed to the flaps as a possible reason for the problems we had. This may be the problem... does the following make sense to the experienced Kolbers??? : Let's say that the airplane was not built perfectly straight, and it wanted to roll one way (like many homebuilts). One owner installed the "adjustable" U-joint on one side of the fuselage on this aircraft, hoping to trim out the problem that way. The same owner, or perhaps a subsequent owner, tried to adjust one of the wing flaps a little more up or down, still trying to solve the problem. But because the flaps are hinged directly to the aileron torque tubes, adjusting the flap will have an unfortunate side effect of inducing different forces on the ailerons as well. If one flap has been adjusted downward (attempt to trim airplane to fly straight), then when the stick is moved in that direction the pilot has to use more force, because the pilot is pushing that FLAP down into the airstream more than he has to push the other flap. Jimmy removed the adjustable U-joint and replaced it with the standard U-joint, on advice from the factory. This may have also taken out HALF of the previous corrective efforts to trim the airplane. Does this make sense to any of you? Have any of you seen Kolbs where the owner tried to adjust the flaps in order to correct a wing issue? Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Strange Flying characteristics of new to me Mark III
clasic
Date: Jun 13, 2017
If the aircraft was mine and I had all those problems, I'd start from scratch, insure the aircraft was built correctly, had not been modified (especially the control system), and everything was rigged as specified in the plans and instructions. I would insure I was starting my journey from a standard beginning. Once I got it back to standard configuration, then I would test fly it, insuring I did the test flight alone, not with a passenger on board. If I wasn't an experienced MKIII pilot, I'd find one that was to do my test flying. He would know what to expect from the MKIII in flight. If I still encountered the same problems, I'd put the standard (large) rudder trim tab on temporarily. It can be attached with Gorilla Tape to test fly. Sometimes the rudder trim tab will correct adverse roll problems, when your mind is telling you that it is aileron or wing incidence problems. Always change only one thing at a time. After each change, test fly to see what that change has affected. I would not change thrust line in any way, unless it has been modified. Then I would change it back to what it should be per the instructions. The thrust lines on Kolb aircraft, all models, are correct the way they were designed and fabricated. Incorrect thrust lines would not affect the aircrafts flight characteristic as described unless you mounted the engine backwards. I would not try to trim the aircraft with flap(s). Aileron trim tabs are effective for slight roll problems, not the problems you all describe. I test flew the latest model MKIII Extra. It demonstrated similar characteristics. Wanted to fly straight if it was allowed to roll 10 to 15 degrees to the right. Was a terrible, unnatural feeling. Took a Hell of a lot of left stick to fly it straight and level, but was happy flying rolled right. This flight was without a rudder trim tab. We installed the large rudder trim tab, test flew, and the problem was gone. Hard for me to grasp, but it worked. These are my thoughts and experiences. It is the way I would do it. I am not recommending anyone else try this at home. John h Fayetteville, NC -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bill Berle Sent: Tuesday, June 13, 2017 5:00 PM Subject: Re: Kolb-List: Re: Strange Flying characteristics of new to me Mark III clasic One or more Kolbers has pointed to the flaps as a possible reason for the problems we had. This may be the problem... does the following make sense to the experienced Kolbers??? : Let's say that the airplane was not built perfectly straight, and it wanted to roll one way (like many homebuilts). One owner installed the "adjustable" U-joint on one side of the fuselage on this aircraft, hoping to trim out the problem that way. The same owner, or perhaps a subsequent owner, tried to adjust one of the wing flaps a little more up or down, still trying to solve the problem. But because the flaps are hinged directly to the aileron torque tubes, adjusting the flap will have an unfortunate side effect of inducing different forces on the ailerons as well. If one flap has been adjusted downward (attempt to trim airplane to fly straight), then when the stick is moved in that direction the pilot has to use more force, because the pilot is pushing that FLAP down into the airstream more than he has to push the other flap. Jimmy removed the adjustable U-joint and replaced it with the standard U-joint, on advice from the factory. This may have also taken out HALF of the previous corrective efforts to trim the airplane. Does this make sense to any of you? Have any of you seen Kolbs where the owner tried to adjust the flaps in order to correct a wing issue? Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities ________________________________________________________________________________
Date: Jun 13, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: Strange Flying characteristics of new to me Mark
III clasic John H thank you for your reply, but I am still left with a specific question: If you were test flying someone's Mk 3 Classic, and you found that it was 2X or 3X as difficult to roll the aircraft to the right as opposed to rolling it the left, and if the roll rate to the right was 1/2 as fast as the roll rate to the left, what would you suspect as the cause of this condition? Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Tue, 6/13/17, John Hauck wrote: Subject: RE: Kolb-List: Re: Strange Flying characteristics of new to me Mark III clasic To: kolb-list(at)matronics.com Date: Tuesday, June 13, 2017, 3:18 PM Hauck" If the aircraft was mine and I had all those problems, I'd start from scratch, insure the aircraft was built correctly, had not been modified (especially the control system), and everything was rigged as specified in the plans and instructions. I would insure I was starting my journey from a standard beginning. Once I got it back to standard configuration, then I would test fly it, insuring I did the test flight alone, not with a passenger on board. If I wasn't an experienced MKIII pilot, I'd find one that was to do my test flying. He would know what to expect from the MKIII in flight. If I still encountered the same problems, I'd put the standard (large) rudder trim tab on temporarily. It can be attached with Gorilla Tape to test fly. Sometimes the rudder trim tab will correct adverse roll problems, when your mind is telling you that it is aileron or wing incidence problems. Always change only one thing at a time. After each change, test fly to see what that change has affected. I would not change thrust line in any way, unless it has been modified. Then I would change it back to what it should be per the instructions. The thrust lines on Kolb aircraft, all models, are correct the way they were designed and fabricated. Incorrect thrust lines would not affect the aircrafts flight characteristic as described unless you mounted the engine backwards. I would not try to trim the aircraft with flap(s). Aileron trim tabs are effective for slight roll problems, not the problems you all describe. I test flew the latest model MKIII Extra. It demonstrated similar characteristics. Wanted to fly straight if it was allowed to roll 10 to 15 degrees to the right. Was a terrible, unnatural feeling. Took a Hell of a lot of left stick to fly it straight and level, but was happy flying rolled right. This flight was without a rudder trim tab. We installed the large rudder trim tab, test flew, and the problem was gone. Hard for me to grasp, but it worked. These are my thoughts and experiences. It is the way I would do it. I am not recommending anyone else try this at home. John h Fayetteville, NC -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bill Berle Sent: Tuesday, June 13, 2017 5:00 PM To: kolb-list(at)matronics.com Subject: Re: Kolb-List: Re: Strange Flying characteristics of new to me Mark III clasic Bill Berle One or more Kolbers has pointed to the flaps as a possible reason for the problems we had. This may be the problem... does the following make sense to the experienced Kolbers??? : Let's say that the airplane was not built perfectly straight, and it wanted to roll one way (like many homebuilts). One owner installed the "adjustable" U-joint on one side of the fuselage on this aircraft, hoping to trim out the problem that way. The same owner, or perhaps a subsequent owner, tried to adjust one of the wing flaps a little more up or down, still trying to solve the problem. But because the flaps are hinged directly to the aileron torque tubes, adjusting the flap will have an unfortunate side effect of inducing different forces on the ailerons as well. If one flap has been adjusted downward (attempt to trim airplane to fly straight), then when the stick is moved in that direction the pilot has to use more force, because the pilot is pushing that FLAP down into the airstream more than he has to push the other flap. Jimmy removed the adjustable U-joint and replaced it with the standard U-joint, on advice from the factory. This may have also taken out HALF of the previous corrective efforts to trim the airplane. Does this make sense to any of you? Have any of you seen Kolbs where the owner tried to adjust the flaps in order to correct a wing issue? Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities The Kolb-List Email Forum - Navigator to browse List Un/Subscription, 7-Day Browse, Chat, FAQ, - MATRONICS WEB FORUMS - via the Web Forums! - NEW MATRONICS LIST WIKI - Email List Wiki! - List Contribution Web Site - support! -Matt Dralle, List Admin. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Strange Flying characteristics of new to me Mark
III clasic
Date: Jun 13, 2017
In my experience it was lack of an adequate trim tab, if all else was rigged to specs and the control system had not been changed or modified. The aircraft I was flying was much easier to roll right than left. John h mkIII Fayetteville, NC -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bill Berle Sent: Tuesday, June 13, 2017 6:32 PM Subject: RE: Kolb-List: Re: Strange Flying characteristics of new to me Mark III clasic John H thank you for your reply, but I am still left with a specific question: If you were test flying someone's Mk 3 Classic, and you found that it was 2X or 3X as difficult to roll the aircraft to the right as opposed to rolling it the left, and if the roll rate to the right was 1/2 as fast as the roll rate to the left, what would you suspect as the cause of this condition? Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Tue, 6/13/17, John Hauck wrote: Subject: RE: Kolb-List: Re: Strange Flying characteristics of new to me Mark III clasic To: kolb-list(at)matronics.com Date: Tuesday, June 13, 2017, 3:18 PM Hauck" If the aircraft was mine and I had all those problems, I'd start from scratch, insure the aircraft was built correctly, had not been modified (especially the control system), and everything was rigged as specified in the plans and instructions. I would insure I was starting my journey from a standard beginning. Once I got it back to standard configuration, then I would test fly it, insuring I did the test flight alone, not with a passenger on board. If I wasn't an experienced MKIII pilot, I'd find one that was to do my test flying. He would know what to expect from the MKIII in flight. If I still encountered the same problems, I'd put the standard (large) rudder trim tab on temporarily. It can be attached with Gorilla Tape to test fly. Sometimes the rudder trim tab will correct adverse roll problems, when your mind is telling you that it is aileron or wing incidence problems. Always change only one thing at a time. After each change, test fly to see what that change has affected. I would not change thrust line in any way, unless it has been modified. Then I would change it back to what it should be per the instructions. The thrust lines on Kolb aircraft, all models, are correct the way they were designed and fabricated. Incorrect thrust lines would not affect the aircrafts flight characteristic as described unless you mounted the engine backwards. I would not try to trim the aircraft with flap(s). Aileron trim tabs are effective for slight roll problems, not the problems you all describe. I test flew the latest model MKIII Extra. It demonstrated similar characteristics. Wanted to fly straight if it was allowed to roll 10 to 15 degrees to the right. Was a terrible, unnatural feeling. Took a Hell of a lot of left stick to fly it straight and level, but was happy flying rolled right. This flight was without a rudder trim tab. We installed the large rudder trim tab, test flew, and the problem was gone. Hard for me to grasp, but it worked. These are my thoughts and experiences. It is the way I would do it. I am not recommending anyone else try this at home. John h Fayetteville, NC -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bill Berle Sent: Tuesday, June 13, 2017 5:00 PM To: kolb-list(at)matronics.com Subject: Re: Kolb-List: Re: Strange Flying characteristics of new to me Mark III clasic Bill Berle One or more Kolbers has pointed to the flaps as a possible reason for the problems we had. This may be the problem... does the following make sense to the experienced Kolbers??? : Let's say that the airplane was not built perfectly straight, and it wanted to roll one way (like many homebuilts). One owner installed the "adjustable" U-joint on one side of the fuselage on this aircraft, hoping to trim out the problem that way. The same owner, or perhaps a subsequent owner, tried to adjust one of the wing flaps a little more up or down, still trying to solve the problem. But because the flaps are hinged directly to the aileron torque tubes, adjusting the flap will have an unfortunate side effect of inducing different forces on the ailerons as well. If one flap has been adjusted downward (attempt to trim airplane to fly straight), then when the stick is moved in that direction the pilot has to use more force, because the pilot is pushing that FLAP down into the airstream more than he has to push the other flap. Jimmy removed the adjustable U-joint and replaced it with the standard U-joint, on advice from the factory. This may have also taken out HALF of the previous corrective efforts to trim the airplane. Does this make sense to any of you? Have any of you seen Kolbs where the owner tried to adjust the flaps in order to correct a wing issue? Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities The Kolb-List Email Forum - Navigator to browse List Un/Subscription, 7-Day Browse, Chat, FAQ, - MATRONICS WEB FORUMS - via the Web Forums! - NEW MATRONICS LIST WIKI - Email List Wiki! - List Contribution Web Site - support! -Matt Dralle, List Admin. ________________________________________________________________________________
Date: Jun 13, 2017
From: Bill Berle <victorbravo(at)sbcglobal.net>
Subject: Re: Strange Flying characteristics of new to me Mark
III clasic That is very helpful, thank you for taking time to respond. Over and above the potential causes and fixes for this, another thing I am getting out of all this discussion is that significant aileron system issues (control heaviness, asymmetrical loads and high required force) is not seen as being rare or abnormal for a Kolb. As a suggestion, I will advise Jimmy O'Neal to find the original Kolb rigging and control setup specifications and start by making sure that this is all set back to the factory specs. That way he will know where he is starting from. I will also advise him to make a proper series of measurements to determine whether there is a warp, twist, or other "big picture" issue with the aircraft. As far as resolving the high force to actuate the aileron system, does anyone on the Kolb list know whether the aerobatic style "spades" that were developed for one Kolb actually solved this problem? It seems like a lot of effort and modification, but I also know that these spades do work (on aerobatic aircraft and for a different intended purpose). Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Tue, 6/13/17, John Hauck wrote: Subject: RE: Kolb-List: Re: Strange Flying characteristics of new to me Mark III clasic To: kolb-list(at)matronics.com Date: Tuesday, June 13, 2017, 3:45 PM Hauck" In my experience it was lack of an adequate trim tab, if all else was rigged to specs and the control system had not been changed or modified. The aircraft I was flying was much easier to roll right than left. John h mkIII Fayetteville, NC -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bill Berle Sent: Tuesday, June 13, 2017 6:32 PM To: kolb-list(at)matronics.com Subject: RE: Kolb-List: Re: Strange Flying characteristics of new to me Mark III clasic Bill Berle John H thank you for your reply, but I am still left with a specific question: If you were test flying someone's Mk 3 Classic, and you found that it was 2X or 3X as difficult to roll the aircraft to the right as opposed to rolling it the left, and if the roll rate to the right was 1/2 as fast as the roll rate to the left, what would you suspect as the cause of this condition? Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities -------------------------------------------- On Tue, 6/13/17, John Hauck wrote: Subject: RE: Kolb-List: Re: Strange Flying characteristics of new to me Mark III clasic To: kolb-list(at)matronics.com Date: Tuesday, June 13, 2017, 3:18 PM "John Hauck" If the aircraft was mine and I had all those problems, I'd start from scratch, insure the aircraft was built correctly, had not been modified (especially the control system), and everything was rigged as specified in the plans and instructions. I would insure I was starting my journey from a standard beginning. Once I got it back to standard configuration, then I would test fly it, insuring I did the test flight alone, not with a passenger on board. If I wasn't an experienced MKIII pilot, I'd find one that was to do my test flying. He would know what to expect from the MKIII in flight. If I still encountered the same problems, I'd put the standard (large) rudder trim tab on temporarily. It can be attached with Gorilla Tape to test fly. Sometimes the rudder trim tab will correct adverse roll problems, when your mind is telling you that it is aileron or wing incidence problems. Always change only one thing at a time. After each change, test fly to see what that change has affected. I would not change thrust line in any way, unless it has been modified. Then I would change it back to what it should be per the instructions. The thrust lines on Kolb aircraft, all models, are correct the way they were designed and fabricated. Incorrect thrust lines would not affect the aircrafts flight characteristic as described unless you mounted the engine backwards. I would not try to trim the aircraft with flap(s). Aileron trim tabs are effective for slight roll problems, not the problems you all describe. I test flew the latest model MKIII Extra. It demonstrated similar characteristics. Wanted to fly straight if it was allowed to roll 10 to 15 degrees to the right. Was a terrible, unnatural feeling. Took a Hell of a lot of left stick to fly it straight and level, but was happy flying rolled right. This flight was without a rudder trim tab. We installed the large rudder trim tab, test flew, and the problem was gone. Hard for me to grasp, but it worked. These are my thoughts and experiences. It is the way I would do it. I am not recommending anyone else try this at home. John h Fayetteville, NC -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bill Berle Sent: Tuesday, June 13, 2017 5:00 PM To: kolb-list(at)matronics.com Subject: Re: Kolb-List: Re: Strange Flying characteristics of new to me Mark III clasic Bill Berle One or more Kolbers has pointed to the flaps as a possible reason for the problems we had. This may be the problem... does the following make sense to the experienced Kolbers??? : Let's say that the airplane was not built perfectly straight, and it wanted to roll one way (like many homebuilts). One owner installed the "adjustable" U-joint on one side of the fuselage on this aircraft, hoping to trim out the problem that way. The same owner, or perhaps a subsequent owner, tried to adjust one of the wing flaps a little more up or down, still trying to solve the problem. But because the flaps are hinged directly to the aileron torque tubes, adjusting the flap will have an unfortunate side effect of inducing different forces on the ailerons as well. If one flap has been adjusted downward (attempt to trim airplane to fly straight), then when the stick is moved in that direction the pilot has to use more force, because the pilot is pushing that FLAP down into the airstream more than he has to push the other flap. Jimmy removed the adjustable U-joint and replaced it with the standard U-joint, on advice from the factory. This may have also taken out HALF of the previous corrective efforts to trim the airplane. Does this make sense to any of you? Have any of you seen Kolbs where the owner tried to adjust the flaps in order to correct a wing issue? Bill Berle www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities The Kolb-List Email Forum - Navigator to browse List Un/Subscription, 7-Day Browse, Chat, FAQ, - MATRONICS WEB FORUMS - via the Web Forums! - NEW MATRONICS LIST WIKI - Email List Wiki! - List Contribution Web Site - support! -Matt Dralle, List Admin. The Kolb-List Email Forum - Navigator to browse List Un/Subscription, 7-Day Browse, Chat, FAQ, - MATRONICS WEB FORUMS - via the Web Forums! - NEW MATRONICS LIST WIKI - Email List Wiki! - List Contribution Web Site - support! -Matt Dralle, List Admin.


April 26, 2017 - June 13, 2017

Kolb-Archive.digest.vol-on