Kolb-Archive.digest.vol-at
July 16, 1998 - August 10, 1998
>builders and flyers before I entertain that thought. The Laser might
>be the ticket for good cruise and so forth, but I still wonder about
>the Mark III. Just tell me, is this just a fair weather machine? Can
>the average pilot fly it on choppy days? How does it handle a cross
>wind? any input would be greatly appreciated.
>
>'Preciate it,
>
>John Hull (Kolb Pilot to be)
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Firestar II passengers |
Group,
I passed another milestone tonight, first passenger. Actually I took
three of my grandsons for rides. They all enjoyed it and the plane did
great. With an 80 pound passenger, we climbed out at 900 fpm and cruised
with no more rpm. The only thing that I noticed was a longer takeoff
roll and landing roll. We did have slightly cooler air and less than 5
gallons of gas. But I am really encouraged that the plane had the same
feel and still very good performance. I'll give another report after I
test it at gross weight.
John Jung
Firestar II N6163J 41.3 hrs
SE Wisconsin
________________________________________________________________________________
| From: | mefine1(at)juno.com (Mick Fine) |
>
>...I had a clip cut the top of the
>needle off (in flight).
Gotcha covered! I use a tiny o-ring which fits snuggly on the needle. You
pick your slot, put the clip on and roll the o-ring down on top of the
clip. There's just enough friction to keep the needle from spinning in
the clip.
I believe this came in a kit from someone who advertised it just for this
purpose but now I can't find it in CPS or LEAF. Anybody else doing this
or did I just dream it?
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| From: | "Larry Davis" <ldavis(at)netusa1.net> |
| Subject: | Re: UL: Hang 'em |
From: jon silvius <svultralight(at)snowcrest.net>
Subject: Kolb-List: UL: Hang 'em
Copies to: kolb(at)intrig.com
Send reply to: fly-ul(at)majordomo.hughes.net
> No, this is not political!!!!!!! What devices have you created for your
> craft on which to "hang your earphones". My RANS doesn't have anything and
> the cords are just a tich short that it looks like they're pulling a bit
> when lying down on seats. I'd like to find something from which to hang
> them. Any cleaver ideas? JON from along the border
>
>
I use the BRS handle above, and behind, my head. I've been "toying" with the
idea of installing a small rear view mirror ( gotta watch your six) and using that
to hang the headphones on. Would also work for fuzzy dice :)
--
Larry Davis
Marion, Indiana
http://www.netusa1.net/~ldavis
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: FS II seat modifications? |
Yeah, but there's still that bed - - - - - Big Lar.
----------
> From: wood <richard.wood(at)usa.net>
> To: kolb(at)intrig.com
> Subject: Re: FS II seat modifications?
> Date: Wednesday, July 15, 1998 2:58 PM
>
> >
> ><< Has anyone else been dissatisfied with the FSII
> > seat, and what have you done to solve it? >>
> >
> >
> >Almost let this opportunity slip by. Several years ago I saw something
that
> >might alieve the problem. The gentleman had a meticuliously built and
> >maintained FireStar and had installed a captains chair from a van in
place the
> >the stock seat. He reported that it was very comfortable. I tried it
on for
> >size and indeed it was very nice. Now if I could only find room for
that nice
> >fold down bed ....
> >
>
>
> That may get rid of some of the tail heavyness some builders have
> reported.Its a lot better than 20 lbs. of lead in the nose.
>
>
>
> Woody
>
> -
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Something's haywire, Dennis. I got back from a 3 week vacation last night,
and tonight sat down to 291 messages. Down to about 184 now and having a
ball. Big Lar.
----------
> From: DLSOUDER(at)aol.com
> To: kolb(at)intrig.com
> Subject: Kolb Mail
> Date: Tuesday, July 14, 1998 8:46 AM
>
> Haven't gotten any Kolb mail for awhile. Is the list down?
>
> Dennis
> -
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: More Toe-in ideas... |
Hi Jon: I realize this is ancient history now, since your message is
dated 6/27, but you're at least the second person I've seen that solved the
alignment problem that way. When I aligned my MK III, I came up with the
same idea, and ran out and bought a length of steel. First problem was
that it wouldn't quite fit through the holes in the fittings. Enter my 4"
belt sander to polish the ends down. Then found that the axle holes weren't
straight in line by quite a bit. They tilted down toward the outside from
the center. Not being able to hand bend that stuff that week, ( or this )
I sawed it in half, slipped the polished ends into the axle holes to where
the cut ends almost met in the center. Then clamped angle iron across the
cut ends, and drilled and bolted it up. To double check, clamped the
center of an 8' straight edge to the outside of each wheel, lined up fore
and aft. Measured the distance between front and rear tips of the straight
edges and came up with just a hair of toe-in. After watching the landing
gears of various U/Ls when they touched down at our local sand strip, I
don't think I'll worry about it. Looks like those wheels flex back and
forth at least a couple of inches, and that has to be doing some wonderful
things to the alignment. Any thoughts ?? Big Lar.
----------
> From: Jon P. Croke <joncroke(at)compuserve.com>
> To: kolb
> Subject: More Toe-in ideas...
> Date: Saturday, June 27, 1998 8:10 AM
>
>
> Here's another technique I used to address getting the proper toe-in
> setting for the mains.
>
> Before the wheel axles are inserted into the axle fittings (and after the
> fittings are installed on the gear legs) I placed a 5/8 rod (about 4
feet
> long) thru both axle holes, then
> simply drilled the fittings into the gear legs. This way, nothing could
> move while
> drilling, and no measuring of angles was required. (cause when I
measure,
> things always find a way to move or slip when I drill or cut!!!)
>
> Jon
> -
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Muffler coatings |
Hey Group: This isn't strictly airplane, but may affect peace and
harmony in the family. The statement about Teflon breaking down is very
true and I'll accept as given the toxic nature of the fumes. What must be
said however, is the fact that SELF-CLEANING ovens do their thing at 800
F. I service these things. Be very sure that the oven is empty before
initiating the self-clean cycle. Big Lar. I'll bet
some are wishing I'd stayed on vacation.
----------
> From: BICUM(at)aol.com
> To: hwortman(at)datasys.net; kolb(at)intrig.com
> Subject: Re: Muffler coatings
> Date: Wednesday, July 01, 1998 6:58 PM
>
> Henry,
>
> I am going on second hand info here. I worked my way through college in
the
> Engineering Research machine shop. We fooled with some pretty exotic
stuff at
> times. You know how them engineers are! Anyway, we did some work with
TFE
> and we had to be careful not to exceed 650 deg F or a chemical breakdown
would
> occur and toxic fumes would result. I think you will find that most
ovens
> won't go above 550 deg F unless they are on fire. Seems to bear out.
Not
> sure what temp your muffler sees but I would be cautious until I checked
this
> thouroughly.
>
> Hope I don't get jumped for this.
>
> With best intentions,
> John Bickham
> Mark III in progress
> St. Francisville, LA
> -
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Hi Sports Fans: Well, I've only got 100 to go, but I'm getting a little
fuzzy. Just a few parting shots..... A Firefly builder in our club (Tom
Margrave) set up his prop with a bubble protractor ?? and had an annoying
vibration. Got out his digital level and says he was able to get greater
accuracy - repeatable - and the vibration was gone. Also, I played the
game of buying a plastic case with clear plastic drawers for holding all
the parts when I received my kit - way back when. Spent a fair chunk of
time pulling on drawers and saying bad things while searching for the right
piece. Along came Don Nigg, club secretary, R/C model builder, and U/L
builder - and a master craftsman. His suggestion was to put up a sheet of
plywood, staple all those plastic bags onto it in rows - organized as you
like - and slit each bag just below the staples. Works wonderfully well.
All pieces are right up where you can see at a glance. Thank you, Don.
During the course of my 3 week, 4000 mile vacation, I stopped at Discovery
Bay, CA. to meet with Frank Reynen. Frank and his lovely wife have a
beatiful home with their own dock, and his MK III on Full Lotus floats
parked right out front. Talk about spoiled. Even though I had just come
down with a tremendous cold - on the first day of my first vacation in 9
years - Frank was kind enough to take me for a ride over the Sacramento
Delta area. Beautiful. He held it to 500 ft to spare my clogged head. My
first seaplane experience. What a rush!!! Frank, the pictures I took came
out very well, and I'll be sending you copies soon. Thank you again - very
much. The next day brought a stop in Montague, CA. to meet Jon + Barbara
Silvius, who have a flight school there. Very pleasant people, and very
easy to talk to. Jon was working with a student, so Barbara and another
U/L pilot and I walked down to watch Patty Hearst climb into her private
jet and roar off into the South. Must be nice. This is Mt Shasta country,
with tremendous scenery, and no such thing as a 500' AGL flight, so my
plugged head didn't permit a flight. Thanks for the hospitality, it was
greatly appreciated. Next to Port Angeles, where the flight school that
originally trained me has a 1941 Piper J-5, in which I was to obtain my
taildragger rating. Plugged head aside, the weather was so bad there was
NO flying the entire 5 days I was there. Then on Friday the 10th, to
Arlington for the big fly-in. Maybe it's just me, but it seemed a lot
smaller this year than 2 years ago. Seemed like many less planes -
especially GA types, and especially many fewer displays and accessories.
So, while it's always nice to see, I couldn't help being a little
disappointed. Now, I do believe that a Kolb display would go a long way
toward making it much more interesting. Right, Dennis?? Dennis?? zzz
zzz In all serious-ness, it would be great to see you guys at
Copperstate, now that Arlington has come and gone. Right, Dennis ?? Aw,
come on guys. There was a lot more to the trip, but not much that pertains
to aviation except for my first visit to Canyonlands and Arches National
Parks in Utah. The tremendous scale and color and beauty of the scenery
has brought on a hope to fly over parts of it next year. If any of you
Easterners ever come West on a trip, it;s a "must see."
Big Lar.
________________________________________________________________________________
> Well we have whittled down the flight by a few, but there are still
>3 of us going to Oshkosh. There will be one MKIII and 2 Maxair
Drifters.
Richard
I will be going to Oshkosh and would like to catch up with you. I have
taken advantage of many of your idea's and would like to see your latest
modifications. Unfortunately I am driving from MN and won't be able to
join your caravan in my soon to be completed Mark III.
Hanging around the Kolb trailer at 5:00PM Wed to Fri.
Ron
________________________________________________________________________________
| From: | "Ron Carroll " <ron.carroll(at)worldnet.att.net> |
| Subject: | Re: Muffler coatings |
I joined my local EAA Tech Advisor on a final inspection of an Avid Flyer
last Saturday. These guys did the most fantastic job on the plane that you
could imagine. EVERYTHING was beautiful!
My point here is that they had the exhaust system of their 582 nickel plated
(not polished), including the springs (polished). The springs were then
filled with silicone , with just the polished outer edges of the polished
springs exposed. Looked great!
The plating company told them that it would stand the temps with only a
possible slight yellowing at the hottest area. The process should reduce
the chance of rust on the system.
Has anyone tried this process? If so, how does it stand up?
Ron Carroll
Original Firestar
-----Original Message-----
From: Larry Bourne <larrybiglar(at)earthlink.net>
Date: Thursday July 16 1998 10:31 PM
Subject: Kolb-List: Re: Muffler coatings
>Hey Group: This isn't strictly airplane, but may affect peace and
>harmony in the family. The statement about Teflon breaking down is very
Snip
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Muffler coatings |
In a message dated 7/17/98 10:45:10 AM Eastern Daylight Time,
ron.carroll(at)worldnet.att.net writes:
<< My point here is that they had the exhaust system of their 582 nickel
plated
(not polished), including the springs (polished). >>
I tried this and it looked like hell after a few months. A few months later
it was pitted. The nickel plating process is expensive compared to Jet hot
and it didn't last. Save your money.
________________________________________________________________________________
| From: | "Ron Carroll " <ron.carroll(at)worldnet.att.net> |
| Subject: | Re: Muffler coatings |
Thanks for the input, Cavuontop. This input may have saved me a few bucks,
but I've included another message sent to me in response to my question
from Jon Silvius.
Jon wrote: "100 hours on my RANS12XL and its still a showpiece!!!!!!!!!
Everyone asks about it. It DOES make a difference!!!!!! Jon along the
border"
Everything is soooooooo confusing,
Ron Carroll
Original Firestar
P.S. I just put on the first coat of Poly_tone this morning and was doing a
little 'clean-up' when the cut-off soldering iron went right through the
rudder. Now I get to practice patching a Stits job.
-----Original Message-----
From: Cavuontop(at)aol.com <Cavuontop(at)aol.com>
Date: Friday July 17 1998 9:07 AM
Subject: Kolb-List: Re: Muffler coatings
>In a message dated 7/17/98 10:45:10 AM Eastern Daylight Time,
>ron.carroll(at)worldnet.att.net writes:
>
><< My point here is that they had the exhaust system of their 582 nickel
>plated
> (not polished), including the springs (polished). >>
>
>
>I tried this and it looked like hell after a few months. A few months
later
>it was pitted. The nickel plating process is expensive compared to Jet hot
>and it didn't last. Save your money.
>-
>
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
>>
>>...I had a clip cut the top of the
>>needle off (in flight).
>
>Gotcha covered! I use a tiny o-ring which fits snuggly on the needle. You
>pick your slot, put the clip on and roll the o-ring down on top of the
>clip. There's just enough friction to keep the needle from spinning in
>the clip.
>
>I believe this came in a kit from someone who advertised it just for this
>purpose but now I can't find it in CPS or LEAF. Anybody else doing this
>or did I just dream it?
>
>
>-Mick Fine
>Tulsa, Oklahoma
>http://www.angelfire.com/ok/froghair
>Green Country Ultralight Flyer's Organization (UFO)
>http://www.angelfire.com/ok/gcufo
>
>_
I think the various major suppliers like CPS or LEAF sell those
o-rings for .75$ a pop. Or you can go down to your local bearing supply
house and buy them for $3.00 for a pack of 25 and give some to all your friends.
The size is 5/64x13/64x1/16 and if you get them from Bearings, Inc.
, the part # is 01-004
I found that the o-ring caused the needle to bind a bit and cock
sideways, so I took a tiny (dental) grinding bit in my Moto-Tool, and used a
magnifying glass and light, and carefully shaved a little radius on the
underside of the nylon circlip/spring retainer.
GO SLOW! Too much is worse than not enough, and if you get too much
off one side, then it will really cock sideways.
Or you can buy a new nylon retainer from LEAF, CPS, etc.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
I had the needle drop on one carb at about 90 hours, the engine still ran
pretty good but not enough to stay airborne. CPS was selling the O rings but
you can find them at a good old fashioned hardware store and I think at some
electronics stores.
Dick C St.Louis
________________________________________________________________________________
| Subject: | o-ring for carb needle |
| From: | bobdoebler(at)juno.com (Robert L Doebler) |
>
>...I had a clip cut the top of the
>needle off (in flight).
Gotcha covered! I use a tiny o-ring which fits snuggly on the needle. You
pick your slot, put the clip on and roll the o-ring down on top of the
clip. There's just enough friction to keep the needle from spinning in
the clip.
I believe this came in a kit from someone who advertised it just for this
purpose but now I can't find it in CPS or LEAF. Anybody else doing this
or did I just dream it?
-Mick Fine
Mike the part number is 963-505 for the rubber o-ring from CPS.
I think it was around $.69!
Bob Doebler
________________________________________________________________________________
| Subject: | Re: o-ring for carb needle |
| From: | mefine1(at)juno.com (Mick Fine) |
writes:
>
>Mike the part number is 963-505 for the rubber o-ring from CPS.
> I think it was around $.69!
>
>Bob Doebler
Thanks to all for the responses! (Canceled my Alzheimers test today,
...whew!) I still don't find that part number listed in the '96 CPS book
or in the '98 LEAF book. I must have ordered the o-ring from an older
('90-92?) LEAF catalog that I gave to the club 'library' recently (I
never throw anything away). Maybe the suppliers stopped listing it
assuming that the older Bings have all surely been fixed by now.
If someone is still wondering, you can take the main needle out with the
c-clip on it and try to spin the clip. If it spins freely, follow the
advise given in other messages. I also think newer Bing c-clips have a
tighter 'notch' but a periodic 'spin-check' will remove any doubt.
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Metal Leading Edges |
Hi Group: While at Arlington last Friday, I wandered by the Earthstar
?? display and got talking to an older guy who seemed quite familiar with
the designs. Specifically, we talked mostly about the Odyssey. Guy I took
to be Mark Beierley? sp.??, was real busy with a customer. Anyway, 'tho I
am truly a dedicated Kolber - honest, Dennis, I really am - I got to
looking at that wing and talking about it. It's an aluminum leading edge (
actually the whole wing is aluminum - looks very much like the Titan
Tornado wing ) and the guy made a statement to the effect that being rigid,
it gives a truer airfoil and is therefore more efficient. Seems
reasonable. Now, thinking back to our club's fly-in last year, seems to me
there was a guy from Perris, CA, I think, with a Firestar with Aluminum
leading edges. He, too, was very pleased with them and claimed they didn't
add much weight. What do you guys think ?? Is this a feasible
modification ?? Would it be worth the time, trouble and expense ??
Big Lar Back from vacation and really enjoying this 120'
heat. Phooey. Shoulda stayed North. You know, reading this over
and pondering ponderously, seems like the Firestar owner was from the
Dakotas, trailered his plane out here and was a guest of that big, active
group at Perris. Ring any bells ?? Big Lar, again.
________________________________________________________________________________
<< Hanging around the Kolb trailer at 5:00PM Wed to Fri.
Ron >>
I'll be at Oshkosh with my son in law ...looks like this is the time to meet
the cybers.....maybe I'll even put on a nametag of GeoR38.......can't wait to
see the funny lookin people that associate with the KolbNotes!!.I'll be there
Sat for sure at 5.
GeoR3
________________________________________________________________________________
| From: | "dboll" <dboll(at)ndak.net> |
| Subject: | Re: Metal Leading Edges |
Larry
The Preceptor Pup uses a metal leading edge on the ulrta Pup and it is
faster then the N3 pup . Same air foil but more efficeint . In the N3 Pup=
they need to hold the spead down to keep it a ultralight.
Don
FS from North Dakota- Not the same that trailered.
----------
> Hi Group: While at Arlington last Friday, I wandered by the Earthst=
ar
> ?? display and got talking to an older guy who seemed quite familiar
with
> the designs. Specifically, we talked mostly about the Odyssey. Guy
I took
> to be Mark Beierley? sp.??, was real busy with a customer. Anyway, 'th=
o I
> am truly a dedicated Kolber - honest, Dennis, I really am - I got to
> looking at that wing and talking about it. It's an aluminum leading
edge (
> actually the whole wing is aluminum - looks very much like the Titan
> Tornado wing ) and the guy made a statement to the effect that being
rigid,
> it gives a truer airfoil and is therefore more efficient. Seems
> reasonable. Now, thinking back to our club's fly-in last year, seems
to me
> there was a guy from Perris, CA, I think, with a Firestar with Aluminum
> leading edges. He, too, was very pleased with them and claimed they
didn't
> add much weight. What do you guys think ?? Is this a feasible
> modification ?? Would it be worth the time, trouble and expense ??
> Big Lar Back from vacation and really enjoying this
120'
> heat. Phooey. Shoulda stayed North. You know, reading this ove=
r
> and pondering ponderously, seems like the Firestar owner was from the
> Dakotas, trailered his plane out here and was a guest of that big, acti=
ve
> group at Perris. Ring any bells ?? Big Lar, again.
>
> -
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
Hi Listers,
Sometimes right after lift off (and staying in ground effect for a bit
of time for anti-stall safety) my revs will be up to 7000 and I will
have to get the nose up fast to get the revs back down. Is my prop
"bite" to thin?
I have a 503 DCDI Rotax, electric start, intake air silencer, aux.
electric fuel pump w/ 3 blade GSC prop on a Mk III
Gerald
________________________________________________________________________________
| From: | "Ron Carroll " <ron.carroll(at)worldnet.att.net> |
How about if a couple of you lucky guys take a few pix of the 'Kolbers' and
put them on someone's homepage so that those of us not so fortunate get a
chance to see what everyone looks like. They can't 'all' be as ugly as me.
Have fun at Oshkosh, and the rest of us will be thinking about your trip
with envy,
Ron Carroll
Original Firestar
-----Original Message-----
From: GeoR38(at)aol.com <GeoR38(at)aol.com>
Date: Saturday July 18 1998 2:02 AM
Subject: Kolb-List: Re: Oshkosh
>
><< Hanging around the Kolb trailer at 5:00PM Wed to Fri.
>
> Ron >>
>I'll be at Oshkosh with my son in law ...looks like this is the time to
meet
>the cybers.....maybe I'll even put on a nametag of GeoR38.......can't wait
to
>see the funny lookin people that associate with the KolbNotes!!.I'll be
there
>Sat for sure at 5.
>GeoR3
>-
>
________________________________________________________________________________
| From: | "D Bush" <dbush(at)gte.net> |
| Subject: | Kolb Firestar II for sale |
Hi all, decided to put my plane up for sale, if you know of anyone
interested, would appreciate you passing this along..thanks.
Kolb Firestar II, 503, 52hrs TT, electric start with pull also, dual
carb, dual cdi, dual EGT's, CHT, airspeed, compass, altimeter, dual
electric fuel gauges, electric fuel pump, two accessory plugs, antenna,
two blade wood prop. $9,000. Contact Dan Bush at 909-242-5464 or
dbush(at)gte.net.
Hi all, decided to put my plane up
for sale, if
you know of anyone interested, would appreciate you passing this
along..thanks.
Kolb Firestar II, 503, 52hrs TT,
electric start
with pull also, dual carb, dual cdi, dual EGT's, CHT, airspeed, compass,
altimeter, dual electric fuel gauges, electric fuel pump, two accessory
plugs,
antenna, two blade wood prop. $9,000. Contact Dan Bush at
909-242-5464 or dbush(at)gte.net.
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Muffler coatings |
> << My point here is that they had the exhaust system of their 582 nickel
> plated
> (not polished), including the springs (polished). >>
>
> I tried this and it looked like hell after a few months. A few months later
> it was pitted. The nickel plating process is expensive compared to Jet hot
> and it didn't last. Save your money.
And an additional note of irony. Had my system done by HPC and the
finish was superb. The vibration gods (actually, I'd neglected the
Never-Seize on a one ball exhaust system) caught up with me and
produced two transverse cracks in the diverging cone. Should you ever
need to weld this area up with a coating already applied....don't.
The coating gets right into the metal matrix and the only way to get
a clean weld is to grind about .003in off the surface to be welded
else the weld just beads up on the surface and won't penetrate.
Might better cut the offending part off and splice in a new cone.
J. Baker
________________________________________________________________________________
| From: | Clive Hatcher <CliveHatcher(at)compuserve.com> |
| Subject: | Re: spark plug gaskets/drain hole |
Hi Fellow Kolbers,
On the Rotax 582 the Popular Flying Association (PFA) in the UK
recommends that the Big end/Little end clearance is checked every 5 hours=
following a few early big end bearing failures.
This is a simple test, you have to remove a plug from each cylinder and
insert a dial indicator gauge with an adapter into the plug hole. With t=
he
piston at TDC the dial indicator is touching the top of the piston, so wo=
uld
measure any up/down movement. By connecting a large syringe (medical typ=
e
about 50 cc/3 cu.in.)to the adapter you can apply alternately a pressure
and
vacuum to the cylinder head, producing an upward and downward force on th=
e
piston. The movement on the dial indicator gauge indicates the wear pres=
ent
in the little and big end bearings.
This means that, as I run my spark plugs for 25 hours, I remove and repl=
ace
them 4 times and I have never yet had to replace the seal ring. I agree w=
ith
Mick a very small dab of anti-seize compound helps, but I have been recom=
mended
to use a Moly-grease type rather than the copper based ones as these can
react
with the aluminium head under some conditions.
Clive Hatcher,
Twinstar Mk III,
Peterborough, UK.
-----
>
>.... Also, I wouldn't trust
>your EGT unless it has been tested for accuracy. I have two Westach
>senders that read 200 degrees different (single carb, one gage) and as
>I asked others, I found out that it is not uncommon.
Then,
writes:
>
>.... I don't check my plugs anymore. This plug
>checking procedure originates from days of old when leaded gas and
>heavier oil mixes were used....
Ralph and John J.,
I think it's still good practice to pull the plugs periodically, just to
satisfy yourself that you've not offended the fire god.
My Flyer has 2 Westach EGT gauges, 2 probes, and uh.. 2 engines. Since
day one, I noticed a 100-150=BA difference between engines. After swappin=
g
probes and then gauges, I found that the engines and probes were fine,
the difference was in the gauges (go figure..). So, I still pull my plugs=
every 10 hours or so just to have a look. The Solo engines use fuel mixed=
at 32:1 and when the jets are set right, the plugs look identical to the
plugs from a 'set-right' Rotax burning 50:1, so do the plugs from my 1960=
Johnson outboard (also 32:1). I don't think plug condition should be
ignored just because we've got past the old days of 'oilier' fuel mixes.
I inspect my plugs 5 or 6 times before replacing them. I just use the old=
seal-rings and haven't had a problem. I also put a small dab of
anti-seize compound (just a 'dab' ..not all gooped-up) on the plug
threads. When reinstalling, 20ft-lbs of torque is what CPS says and
that's not 'gorilla-force' despite what I see a lot of people doing.
Over-torquing might wear-out the seal ring sooner but it's just a guess.
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| From: | Kim Steiner <steiner(at)spreda.sk.ca> |
>Date: Fri, 17 Jul 1998 10:12:42
>To: owner-kolb(at)intrig.com
>From: Kim Steiner <steiner(at)spreda.sk.ca>
>Subject: Re: Carbs
>
>
>>Gotcha covered! I use a tiny o-ring which fits snuggly on the needle. You
>>pick your slot, put the clip on and roll the o-ring down on top of the
>>clip. There's just enough friction to keep the needle from spinning in
>>the clip.
>>
>>I believe this came in a kit from someone who advertised it just for this
>>purpose but now I can't find it in CPS or LEAF. Anybody else doing this
>>or did I just dream it?
>>
>>
>>-Mick Fine
I read an article about needle preservation a number of years ago in a
service bulletin from Vancouver Canada. They suggested the use of 600 grit
sandpaper to remove some material from the gap in the clip where the slot is
(where the two ends of the clip come together). You must bend the clip just
a bit after sanding it to give it more tension.
When the needle clip is reinstalled you will find the needle harder to
twist. I have 265.4 hours on my two needles in my Kolb Mark 111 with a Rotax
582. I inspected my needles last week and they still look like new.
Kim Steiner
Saskatcewan, Canada
Reach me by ICQ. My ICQ# is 4551867 or,
* Page me online through my Personal Communication Center:
http://wwp.mirabilis.com/4551867 (go there and try it!) or,
* Send me E-mail Express directly to my computer screen
4551867(at)pager.mirabilis.com
For downloading ICQ at http://www.icq.com/
For adding similar signatures to your e-mail go to:
http://www.icq.com/emailsig.html
Brian "Kim" Steiner
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Metal Leading Edges |
>there was a guy from Perris, CA, I think, with a Firestar with Aluminum
>leading edges. He, too, was very pleased with them and claimed they didn't
>add much weight. What do you guys think ?? Is this a feasible
>modification ?? Would it be worth the time, trouble and expense ??
I had an idea a few months ago I think I will use on my next project.I
will take some strips of dacron about 1" wide and lay them on the wings
length ways like longerons.After heat shrinking they should hold the next
layer of fabric up in a proper airfoil shape and not allow the scalloping
between the ribs.Whaddaya think?Light and free since there is about a foot
of fabric has to be removed from the length of each wing panel.
Woody
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Metal Leading Edges |
Larry Bourne wrote:
snip...
Now, thinking back to our club's fly-in last year, seems to me
> there was a guy from Perris, CA, I think, with a Firestar with Aluminum
> leading edges. He, too, was very pleased with them and claimed they didn't
> add much weight. What do you guys think ?? Is this a feasible
> modification ?? Would it be worth the time, trouble and expense ??
snip...
Larry,
My Firestar II has .016 aluminum, 16" wide running from the root rib
to the last rib. It starts about 2.5 inches above the leading edge tube.
It makes for a smooth, un-Kolb look. It is not difficult to do and it
adds very little weight. Does it fly better? If it does, it can't be
much. It does seem to make for a little sharper stall.
John Jung
Firestar II N6163J 41.8 hrs
SE Wisconsin
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
| Subject: | Oshkosh or Bust! |
To all,
I must be living right. Today, I snagged a seat on a private plane headed
for the promised land on Sunday (7/26). Tonight I am working on a place to
stay up there. I called the folks I usually stay with and will know
tomorrow if they will be able to put me up for the week. It has been a few
years since my last event. I am really looking forward to it.
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (49.8 hrs)
____________________|_____________________
___(+^+)___
(_)
8 8
________________________________________________________________________________
| From: | Jeff Stripling <jstripli(at)io.com> |
Forwarded to the list...
Jeff R. Stripling
jstripli(at)io.com
(512) 252-3053
---------- Forwarded message ----------
Date: Sat, 18 Jul 1998 22:49:48 -0500
From: mefine1(at)juno.com (Mick Fine)
Did anyone else on the list ever subscribe to "The Kolb Owner's
Newsletter" put out by John LeClercq? It was a nice little 6 - 8 page
publication that went out quarterly, or was supposed to anyway. It only
survived a couple years but had some very useful tips and mods.
This thread on metal leading edges prompted me to pull out my archives
and in the 'winter 1993' issue there's a piece about Richard Baker of
Grace, MD who built a pair of "speed wings" for a Firestar. It says the
wing has metal leading edges and was based on the Kitfox IV wing with a
13.5% thickness. No numbers are quoted as testing had just began.
Unfortunately, the newsletter folded about that time and I've never heard
anymore about the "speed wing". ...Maybe it didn't work-out so well?
I hadn't looked at these newsletters in quite awhile, issue 1 - number 1
(Fall 1991) has a nice 5 page article titled "Notes From Homer" - great
reading!
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| Subject: | Re: Returned mail: @gte.net... user address required |
Someone named Dan had on the list a Kolb FS ll for sale to which I responded
but it was returned because their E-Mail address was wrong. Please post
again.
HShack
SC
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Metal Leading Edges |
> >
>>
>> >will take some strips of dacron about 1" wide and lay them on the wings
>>length ways like longerons.After heat shrinking they should hold the next
>>layer of fabric up in a proper airfoil shape and not allow the scalloping
>>between the ribs.Whaddaya think?Light and free since there is about a foot
>>of fabric has to be removed from the length of each wing panel.
>>
>>
>>
>> Woody
>
> sounds like a good idea ,but how much does the scalloping hurt the drag or
>is it just a personal thing that you dont like
> dave r
>>
>>-
The scalloping dosn't bother me a bit on the Kolb.Others seem to fixate on
it and this seems like a simple fix.The scalloping won't look good on my new
design project so I have to find a simple light and cheap way around it.
Woody
________________________________________________________________________________
| From: | Jeff Stripling <jstripli(at)io.com> |
| Subject: | Re: Kolb newsletter |
Forwarded to the list...
Jeff R. Stripling
jstripli(at)io.com
(512) 252-3053
---------- Forwarded message ----------
From: Ben Ransom <ransom(at)mae.engr.ucdavis.edu>
Subject: Kolb-List: Re: Kolb newsletter
On Sat, 18 Jul 1998, Mick Fine wrote:
> ---------- Forwarded message ----------
> Date: Sat, 18 Jul 1998 22:49:48 -0500
> From: mefine1(at)juno.com (Mick Fine)
>
>
> Did anyone else on the list ever subscribe to "The Kolb Owner's
> Newsletter" put out by John LeClercq? It was a nice little 6 - 8 page
> publication that went out quarterly, or was supposed to anyway. It only
> survived a couple years but had some very useful tips and mods.
I had received that newsletter briefly also. I think I got on about the
time the wheels were falling off. It seemed to point out that in reality
it is a pain to keep up a useful newsletter. I didn't like that it
contained advertisements (a few), some reprinted material from UF!,
and options drawings from Kolb that we should have just been getting from
Kolb directly. I doubt John LeClercq was having much fun with this
anyway, as he got way behind. I think this listserver mostly replaces
the function of a newsletter anyway.
BTW, i too have been curious about what happened to the 'speed wings'.
-Ben Ransom
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
To all,
I have a friend who has been editor of a newsletter for a kit type
homebuilders support group for years and it is a labor of love... definitely
not a money maker.
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (49.8 hrs)
____________________|_____________________
___(+^+)___
(_)
8 8
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Gasket washers for 14mm plugs |
Someone asked about availability of 14mm plug gaskets.
Aircraft Spruce 800-831-2949 has gasket washers for 14mm plus. PN
AN4027-2 solid copper, 51 ea or $40.80/100.
Question: anyone out there building/flying a FireFly?
________________________________________________________________________________
| Subject: | Re: Gasket washers for 14mm plugs |
We have a Firefly nearly ready for flight in my club. It was the first Quick
build Firefly and had a few initial quality problems such as incomplete welds
,unseated rivets and ailerons hinged on the upper side instead of lower. The
plane is cute and as a FS2 owner I cant get over the small wings. As soon as a
tach problem is solved and the engine run-in is done I get to fly it and I
can't wait!
Dick C- StLouis
________________________________________________________________________________
| From: | DLSOUDER(at)aol.com |
| Subject: | Re: Metal Leading Edges |
Dear Kolbers:
A couple thoughts on leading edge wraps. A leading edge wrap makes more
sense when it is acting as a torsion member (as it is in the Titan wings).
The Titan wing has a built up C channel main spar to carry the bending loads
and the leading edge wrap (around foam) to complete the D section. Without
the leading edge wrap the Titan wing would lack torsional stiffness. Kolb
uses a large dia wing spar to gain torsional strength, so the extra weight of
the leading edge wrap would be essentially excess weight because it would be a
redundant structure. For just the 16 wrap (11 ft x .016) you gain 6.75 lb.
for both wings for a FireStar. A Mark 3 would be heavier. We spend a lot of
effort to save even a pound or two, so we view 6.75 lb. as a lot of weight.
There have been studies done on the variation in thickness with the starved
horse wings and they show no appreciable difference in performance. I have
heard that some Challengers have tried leading edge wrap and the results were
not as good as the standard ribs.
Therefore as far as performance, you will loose with a leading edge wrap
because the extra weight will be felt in take-off and climb performance, and
stall, etc. For those who prefer the appearance of a solid leading edge wrap,
I have no argument, beauty is in the eye of the beholder. Our experience is
that it is also more work to cover an aluminum leading edge wrap with fabric
than simply to install the fabric with no aluminum.
If anyone has an more specific data on leading edge wraps, I would like
to
hear from them.
Dennis Souder
Pres Kolb Aircraft
________________________________________________________________________________
| From: | Adrio Taucer <adrio(at)capitalnet.com> |
| Subject: | Re: Metal Leading Edges |
Dennis,
Just a note on leading edge wraps since you asked if anyone has some
other data. I was at a Challenger fly-in last weekend (
http://www.challenger.ca/icoa_98S_$iroquois_report.html ) and for the
group I wish there was a Kolb fly-in up here in the great white north.
Back on topic, I noticed two of the Challengers had the wrap and I asked
about any change in performance. Both owners and the Canadian dealer
said that performance did not change or degraded with the wraps. They
attribute this to the extra weight (they say 10 to 20 pounds). The same
comment was made about appearance, and I agree, looks are a personal
thing, so a performance trade off for looks is fair game (if safety is
not compromised).
A question for Dennis, I did notice that some of the Challengers had
molded wing tips (they maintained the top airfoil shape out to a squarer
tip and tapered up from the bottom at 45 degrees to meet the top). They
all claimed an increase in performance with negligible weight gain. Do
you have any comments on this approach being applied to a Kolb. I
realize the stock tips may be different so the gains may not be the
same.
Adrio Taucer
Ottawa, Canada
http://capitalnet.com/adrio
DLSOUDER(at)aol.com wrote:
>
> Dear Kolbers:
>
> A couple thoughts on leading edge wraps. A leading edge wrap makes more
> sense when it is acting as a torsion member (as it is in the Titan wings).
> The Titan wing has a built up C channel main spar to carry the bending loads
> and the leading edge wrap (around foam) to complete the D section. Without
> the leading edge wrap the Titan wing would lack torsional stiffness. Kolb
> uses a large dia wing spar to gain torsional strength, so the extra weight of
> the leading edge wrap would be essentially excess weight because it would be
a
> redundant structure. For just the 16 wrap (11 ft x .016) you gain 6.75 lb.
> for both wings for a FireStar. A Mark 3 would be heavier. We spend a lot of
> effort to save even a pound or two, so we view 6.75 lb. as a lot of weight.
> There have been studies done on the variation in thickness with the starved
> horse wings and they show no appreciable difference in performance. I have
> heard that some Challengers have tried leading edge wrap and the results were
> not as good as the standard ribs.
> Therefore as far as performance, you will loose with a leading edge wrap
> because the extra weight will be felt in take-off and climb performance, and
> stall, etc. For those who prefer the appearance of a solid leading edge wrap,
> I have no argument, beauty is in the eye of the beholder. Our experience is
> that it is also more work to cover an aluminum leading edge wrap with fabric
> than simply to install the fabric with no aluminum.
> If anyone has an more specific data on leading edge wraps, I would like
to
> hear from them.
>
> Dennis Souder
> Pres Kolb Aircraft
> -
________________________________________________________________________________
| Subject: | Gerald Nelson : rpm |
| From: | bobdoebler(at)juno.com (Robert L Doebler) |
--------- Begin forwarded message ----------
From: Gerald Nelson <gdnelson(at)agt.net>
Subject: Kolb-List: rpm
Date: Sat, 18 Jul 1998 09:38:15 -0600
Hi Listers,
Sometimes right after lift off (and staying in ground effect for a bit
of time for anti-stall safety) my revs will be up to 7000 and I will
have to get the nose up fast to get the revs back down. Is my prop
"bite" to thin?
I have a 503 DCDI Rotax, electric start, intake air silencer, aux.
electric fuel pump w/ 3 blade GSC prop on a Mk III
Gerald
Sure sounds like you could use alittle more pitch.
Bob D-
--------- End forwarded message ----------
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Hi Again: Thank you for all the input on the metal leading edges.
It's greatly appreciated. My main hope was to increase efficiency a
little, so as to cut RPM's a little for the same cruise - and therefore
less noise, fuel, etc. I've been told by a couple of people that even
though Vne for a MK III is 100 mph ( not knots ), a comfortable cruise is
really around 75 - 80 mph. Over that apparently things get a little
"twitchy." Has anyone had real life experience with this ?? Woody, the
same Tom Margrave that came up with using a digital level on his Firefly's
prop tried an idea similar to yours with the tape. Seemed to help smooth
things out a little, but says he wouldn't bother doing it again. You
should see the beautiful job he did on that little plane. As a result of
all your input, I won't worry about the metal. Not much point, eh ??
Besides, I'm one of those who prefers the scalloped look, 'tho I would have
been willing to make the sacrifice. Dennis, engine mount time approacheth
inexorably. Sure would like to see yours to glean any ideas I can from it.
Many thanks all. Big Lar.
________________________________________________________________________________
| From: | "Rutledge Fuller" <rut007(at)hotmail.com> |
Group,
It is still to early to call Lockwood or Grand Rapids Tech, so I will
inquire to the group. We fired up the 377 this weekend in the 98 degree
heat here in Florida. The engine ran good, but the EIS seemed to read
high. EGT would start reading at about 120 and jump to 135. I am
guessing that this would be 1350 degrees. Even with reduced idle for
long periods of time (CHT would drop immediately) the EGT would stay
fixed at the highest number. The CHT would also seem to read on the
high side. I could only run the engine at full throttle (6400 rpm) for
less than a minute before the CHT would read 400 degrees F. With
reduced throttle the CHT would drop into the mid to low 200's. Is this
normal CHT readings for engine breakin? I was under the assumption that
normal in flight CHT was 250-350.
I am currently using 165 main, 45 idle, 272 needle jet, 802 needle,
66-28 wood prop, with a 2.58 gearbox. Any observations on your part
would be welcomed. Thanks.
I am currently thinking that the EIS and probs might be malfunctioning,
or setup on the EIS is incorrect. I set the engine config on the EIS to
30, and finally got accurate rpm readings.
Rutledge Fuller, Tallahassee, Fl.
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Gerld,
I don't think you gave enough information for a good answer. How
many rpm's will it do static? How many rpms in a full power climb at 50
mph? If those rpm's are in the 6300 range, then you are O.K. Just don't
stay in ground effect so long. I hold mine at 50 mph for the first 500
feet of altitude. I worry more about having enough altitude for an
emergency landing than I do about a stall. But that just me.
John Jung
Firestar II N6163J
SE Wisconsin
>
> From: Gerald Nelson <gdnelson(at)agt.net>
> To: kolb(at)intrig.com
> Subject: rpm
> Date: Sat, 18 Jul 1998 09:38:15 -0600
>
> Hi Listers,
> Sometimes right after lift off (and staying in ground effect for a bit
> of time for anti-stall safety) my revs will be up to 7000 and I will
> have to get the nose up fast to get the revs back down. Is my prop
> "bite" to thin?
> I have a 503 DCDI Rotax, electric start, intake air silencer, aux.
> electric fuel pump w/ 3 blade GSC prop on a Mk III
________________________________________________________________________________
| From: | "Rutledge Fuller" <rut007(at)hotmail.com> |
| Subject: | RE: 377 Fired Up |
Thanks Scott. I think either something is wired wrong or set
incorrectly. I called Grand Rapids and am waiting for a return call. I
also talked to Leza Lockwood and am going to increase the main 165 to a
170. Even if the temps were reading wrong, Full power should be cooling
the engine not heating it. I know that this has been discussed prior,
but what exactly are the normal temps for the 377 or 447 Rotax.
CHT/EGT. If anyone has the data--what are the temps at specific rpm's.
Thanks.
----Original Message Follows----
From: Scott Bentley <Scott.Bentley(at)Bentley.Com>
Subject: Kolb-List: RE: 377 Fired Up
Date: Mon, 20 Jul 1998 09:19:21 -0400
The EIS will not read degrees/10, it will read actual degrees.
I think you've got something wired wrong. You might have it in
centigrade
as well.
-----Original Message-----
From: Rutledge Fuller [mailto:rut007(at)hotmail.com]
Sent: Monday, July 20, 1998 8:03 AM
Subject: Kolb-List: 377 Fired Up
Group,
It is still to early to call Lockwood or Grand Rapids Tech, so I will
inquire to the group. We fired up the 377 this weekend in the 98 degree
heat here in Florida. The engine ran good, but the EIS seemed to read
high. EGT would start reading at about 120 and jump to 135. I am
guessing that this would be 1350 degrees. Even with reduced idle for
long periods of time (CHT would drop immediately) the EGT would stay
fixed at the highest number. The CHT would also seem to read on the
high side. I could only run the engine at full throttle (6400 rpm) for
less than a minute before the CHT would read 400 degrees F. With
reduced throttle the CHT would drop into the mid to low 200's. Is this
normal CHT readings for engine breakin? I was under the assumption that
normal in flight CHT was 250-350.
I am currently using 165 main, 45 idle, 272 needle jet, 802 needle,
66-28 wood prop, with a 2.58 gearbox. Any observations on your part
would be welcomed. Thanks.
I am currently thinking that the EIS and probs might be malfunctioning,
or setup on the EIS is incorrect. I set the engine config on the EIS to
30, and finally got accurate rpm readings.
Rutledge Fuller, Tallahassee, Fl.
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
I've been told by a couple of people that even
though Vne for a MK III is 100 mph ( not knots ), a comfortable cruise is
really around 75 - 80 mph. Over that apparently things get a little
"twitchy." Has anyone had real life experience with this ??
Mornin Larry:
My MK III is and was happy flying 75-85 MPH with the 582 and 912, depending
on OAT, straight and level. In a decent it is happy to fly 90-100 MPH.
Control of the aircraft is excellent, no indication of being "twitchy."
Kolbs are not aerodynamically the cleanest airplanes, so they hit a brick
wall at certain airspeeds, and although they will fly faster than this, it
take a tremendous amount of HP to give a small increase in airspeed.
I generally fly 5000 rpm with the 912 and it gives me 75-80 MPH depending
on the OAT. This is where the aircraft, engine and I are comfortable. In
a hurry I fly 5200 and once I flew to Oshkosh 94 and back at 5400 rpm, to
determine fuel burn and if the engine would really perform for extended
periods putting out this much power. Rotax says the 912 can cruise 5500.
I believe it will, but for a pilot that is not in shape for extended XC
flying, the added noise and buffeting, should the air be rough, will soon
wear you down.
I believe I have the best of all worlds in my MK III. It out performs a J3
Cub in all areas: top speed, climb, glide, t/o and land distance, cargo
carrying capability, fuel economy, cost, etc. I can cover a lot of ground
at 80 MPH, especially when I can straighten out all the curves in the
highway, fly straight across mountains, lakes, swamps, eetc. On a recent
XC to Dallas, Tx, and return, it took 15 hours to fly 1300-1400 miles.
That is quick enough for me. Then when I got home I landed in my little
airstrip which is almost 750 feet long with poor approaches and departures.
I can fly with any ultralight, get in and out of some places some
ultralights will not. I have the airplane that satisfies my kind of
flying. If you are around when I land at Oshkosh you will be amazed at the
gear that comes out of that little MK III. Oh, I forgot, I have 25 gal
usable fuel capacity which gives me 5 plus hours endurance (the airplane,
not mine).
john h
________________________________________________________________________________
| From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
| Subject: | RE: 377 Fired Up: Prescribed Temps |
On Mon, 20 Jul 1998, Rutledge Fuller wrote:
> but what exactly are the normal temps for the 377 or 447 Rotax.
> CHT/EGT. If anyone has the data--what are the temps at specific rpm's.
> Thanks.
I don't believe there really is a prescribed temp vs rpm curve, at least
not from Rotax. EGT is allowed to vary among operating and atmospheric
conditions within simpler rules: max EGT=1200. CHT is more a function
of engine power output than conditions, and is usually ~280 on my 447
except in full power where it climbs to ~320-340. Of course CHT will
also change if the engine has problems (rings, timing, meltdown, etc).
EGT varies according to jetting, needle, and conditions. 1200 EGT is
based on probes being 100mm out. EGT could/should sit ~1075 cruise but
up or down 50 could be just fine too.
-Ben Ransom
http://mae.ucdavis.edu/~ransom
________________________________________________________________________________
| From: | "Rutledge Fuller" <rut007(at)hotmail.com> |
kolb(at)intrig.com, michael.highsmith(at)worldnet.att.net
| Subject: | First Flight Original Firestar 377 |
It actually flies. Glenn Rinck lifted off the ground today (7/20) at
around 10am. The CHT/EGT readings were well within the normal range
today. I guess it helps the cooling process when it's not tied to a
pole in 98 degree heat. It looks like the rudder will require a trim
tab, and the ailerons a little adj. here and there to produce straight
and level flight. Other than that it looks like I am good to go.
Another hour or so of dual instruction, and I will be ready for my first
solo ultralight flight. Wish me luck...
Rutledge Fuller (Happy Firestar Owner)
Tallahassee, Florida
________________________________________________________________________________
| From: | Jason Omelchuck <jason(at)acuityinc.com> |
| Subject: | FW: First Flight Original Firestar 377 |
You mentioned "adjusting the ailerons", the only way to trim roll is add
a tab to the aileron or adjust the flaps (if you have them). Moving one
aileron up or down will only move your stick off center and droop or
raise both ailerons in flight
> -----Original Message-----
> From: Rutledge Fuller [SMTP:rut007(at)hotmail.com]
> Sent: Monday, July 20, 1998 10:02 AM
> To: bfuller(at)Supernet.net; MitchMnD(at)aol.com; hwortman(at)datasys.net;
> kolb(at)intrig.com; michael.highsmith(at)worldnet.att.net
> Subject: First Flight Original Firestar 377
>
> It actually flies. Glenn Rinck lifted off the ground today (7/20) at
> around 10am. The CHT/EGT readings were well within the normal range
> today. I guess it helps the cooling process when it's not tied to a
> pole in 98 degree heat. It looks like the rudder will require a trim
> tab, and the ailerons a little adj. here and there to produce straight
>
> and level flight. Other than that it looks like I am good to go.
> Another hour or so of dual instruction, and I will be ready for my
> first
> solo ultralight flight. Wish me luck...
>
> Rutledge Fuller (Happy Firestar Owner)
> Tallahassee, Florida
>
> ______________________________________________________
> Get Your Private, Free Email at http://www.hotmail.com
> -
________________________________________________________________________________
| From: | "CHRISTOPHER DAVIS" <cdavis2(at)capecod.net> |
Hi Kolbers , after so much talk about "sea foam " and the fact that my
single carb 503 has never had the head off you got me started thinking . So
i called the # posted and got some very cordial responce but the sad news
is SEA FOAM hasn't made it to new england yet , if its as good as you
guys say I may just become the new england distributer , any way could any
one get acouple can s and bring the to Oshkosh i will mgladly pay the price
plus your expence! Also when i built my Kxp I installed a second chance
shute which is long past due for a repack it is the airfoil shaped soft
pack like the one that john hauck flew around the usa with as amatter of
fact I canceled my order for a BRS and ordered the second chance after the
article on Johns trip was in several mags. that is the same JOHN HAUCK
isn't it? Any way does anyone know where i can get it repacked? I think i
read somewhere last year that a former Second chance employe was doing it ?
thanks for any help.CHRIS
-----Original Message-----
From: john hauck <hawk36(at)mindspring.com>
Date: Monday, July 20, 1998 10:52 AM
>I've been told by a couple of people that even
>though Vne for a MK III is 100 mph ( not knots ), a comfortable cruise is
>really around 75 - 80 mph. Over that apparently things get a little
>"twitchy." Has anyone had real life experience with this ??
>
>Mornin Larry:
>
>My MK III is and was happy flying 75-85 MPH with the 582 and 912, depending
>on OAT, straight and level. In a decent it is happy to fly 90-100 MPH.
>Control of the aircraft is excellent, no indication of being "twitchy."
>
>Kolbs are not aerodynamically the cleanest airplanes, so they hit a brick
>wall at certain airspeeds, and although they will fly faster than this, it
>take a tremendous amount of HP to give a small increase in airspeed.
>
>I generally fly 5000 rpm with the 912 and it gives me 75-80 MPH depending
>on the OAT. This is where the aircraft, engine and I are comfortable. In
>a hurry I fly 5200 and once I flew to Oshkosh 94 and back at 5400 rpm, to
>determine fuel burn and if the engine would really perform for extended
>periods putting out this much power. Rotax says the 912 can cruise 5500.
>I believe it will, but for a pilot that is not in shape for extended XC
>flying, the added noise and buffeting, should the air be rough, will soon
>wear you down.
>
>I believe I have the best of all worlds in my MK III. It out performs a J3
>Cub in all areas: top speed, climb, glide, t/o and land distance, cargo
>carrying capability, fuel economy, cost, etc. I can cover a lot of ground
>at 80 MPH, especially when I can straighten out all the curves in the
>highway, fly straight across mountains, lakes, swamps, eetc. On a recent
>XC to Dallas, Tx, and return, it took 15 hours to fly 1300-1400 miles.
>That is quick enough for me. Then when I got home I landed in my little
>airstrip which is almost 750 feet long with poor approaches and departures.
> I can fly with any ultralight, get in and out of some places some
>ultralights will not. I have the airplane that satisfies my kind of
>flying. If you are around when I land at Oshkosh you will be amazed at the
>gear that comes out of that little MK III. Oh, I forgot, I have 25 gal
>usable fuel capacity which gives me 5 plus hours endurance (the airplane,
>not mine).
>
>john h
>
>-
>
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: 377 Fired Up |
> The engine ran good, but the EIS seemed to read
> high. EGT would start reading at about 120 and jump to 135. I am
> guessing that this would be 1350 degrees.
Got 'er wired right? Like....to the EGT port and not the AUX port?
The EGT will read 3 or 4 digits on std EIS (depending on temp)...the
only latitude you have in setup is setting it to read each degree or
in 10's of degrees.
> I am currently thinking that the EIS and probs might be malfunctioning,
> or setup on the EIS is incorrect. I set the engine config on the EIS to
> 30, and finally got accurate rpm readings.
More news.....your EMP setting is still wrong. Should be 60 for
non-CDI Rotax and 20 for CDI equipped Rotax. This setting is based on
the number of magnets on the flywheel. See page 10 of the manual.
J. Baker
________________________________________________________________________________
release (PO205-101c) ID# 605-45218U5000L500S0) with SMTP
| From: | "Vince Nicely" <vincenicely(at)intermediatn.net> |
| Subject: | Re: Oil from Air-filter |
Hi Johann,
My 503 DCDI keeps the right side of my Firestar II covered in oil. The air
filters often have oil dripping from them at the bottom after flying. The
wing end , gap seal, and vertical stabilizer have a film of oil.
I am not sure of the explanation. Might be that the push/pull action of the
air in the carb blows some fuel back into the air cleaner as the engine
runs. This creates a little mist which over a period of time leaves the
filter oily and the surrounding parts coated.
Perhaps others have noticed this also and can comment upon it. Mine has
been doing this for its 166 hour life. If any one has a better explanation
or knows this to be unusual and undesirable, I would like to know.
Vince Nicely
-----Original Message-----
From: Jhann G. Jhannsson <johann.g(at)centrum.is>
Date: Sunday, July 26, 1998 11:35 AM
Subject: Kolb-List: Oil from Air-filter
Hi Kolbers,
I noticed after my flight last night, that there is oil leaking from the
air-filter on the forward carburetor. I am using Rotax 503 DCDI.
Does anyone know what is the cause for this problem?
Best regards from Iceland.
Jhann G.
________________________________________________________________________________
| From: | "CHRISTOPHER DAVIS" <cdavis2(at)capecod.net> |
| Subject: | Re: moments not forces |
Topher ;reading you on the list makes me want togo back to school.or perhaps
I already have! thanks chris, BTW great name!!!!
-----Original Message-----
From: Christopher John Armstrong <tophera(at)centuryinter.net>
Date: Sunday, July 26, 1998 3:16 PM
Subject: Kolb-List: moments not forces
>Lots of good points,
>
>Aoa is set by the amount of lift you need, not pitch trim at all. This
>seems to be a source of trouble for a lot of people. Pitch trim is
>deffinately effected by where the thrust and drag act in the vertical
>plane. these forces times there moment arms to the center of gravity go
>into the pitch trim equation along with the lift times its moment arm to
>the cg and the tails lift times its comparatively huge moment arm. all
>these and a bunch of others that are too detailed to bother with here
>must add up to zero to be trimmed in pitch. AOA of the wing changes
>lift and pitching moment of the wing so it does effect the equation but
>the moment arm of the lift vector is ussually only a foot or so, so the
>changes dont matter so much. if your thrust line changed a foot down
>then you would take your 500 pounds or so of thrust times one foot and
>get a change in pitch trim of 500 footpounds nose up. back at the tail
>with a moment arm of about 13 feet you only need about 38 pounds of lift
>to counteract that change thrust. to counteract that change in thrust
>with wing lift, you would have to add around 500 pounds of lift
>(assumeing you have about 1 foot from aerocenter to cg which is not to
>far off) which would make you climb at 1.5 gs=16 feet per second =960
>feet/minute , so I dont think that that happened!
>
>Just remember that when your talking pitch trim you have to use the
>moments (forces times moment arms to the cg) not the just forces and
>then you will get the right trends.
>
>Topher
>-
>
________________________________________________________________________________
| From: | "CHRISTOPHER DAVIS" <cdavis2(at)capecod.net> |
| Subject: | Re: Oil from Air-filter |
Hi Johan &Vince my 503 single carb with 375 hrs has never had a drop of oil
around the air filter or any other place for that matter, perhaps its a
function or the dual carbs, I have to think you must be running rich on one
circut or another but what do I know my 1271detroit 2 cycle deisel leaks
2quarts and burns 1 every day , just my observation maybe some other dual
carb owners have the same problem but it don.t sound right to me. Chris.
-----Original Message-----
From: Vince Nicely <vincenicely(at)intermediatn.net>
Date: Sunday, July 26, 1998 5:52 PM
Subject: Kolb-List: Re: Oil from Air-filter
>Hi Johann,
>My 503 DCDI keeps the right side of my Firestar II covered in oil. The air
>filters often have oil dripping from them at the bottom after flying. The
>wing end , gap seal, and vertical stabilizer have a film of oil.
>
>I am not sure of the explanation. Might be that the push/pull action of
the
>air in the carb blows some fuel back into the air cleaner as the engine
>runs. This creates a little mist which over a period of time leaves the
>filter oily and the surrounding parts coated.
>
>Perhaps others have noticed this also and can comment upon it. Mine has
>been doing this for its 166 hour life. If any one has a better explanation
>or knows this to be unusual and undesirable, I would like to know.
>
>Vince Nicely
>-----Original Message-----
>From: Jhann G. Jhannsson <johann.g(at)centrum.is>
>To: Kolb
>Date: Sunday, July 26, 1998 11:35 AM
>Subject: Oil from Air-filter
>
>
>Hi Kolbers,
>I noticed after my flight last night, that there is oil leaking from the
>air-filter on the forward carburetor. I am using Rotax 503 DCDI.
>Does anyone know what is the cause for this problem?
>
>Best regards from Iceland.
>Jhann G.
>
>-
>
>-
>
________________________________________________________________________________
| Subject: | Re: TS rigging, AD's, Part 103 |
| From: | mefine1(at)juno.com (Mick Fine) |
>
>...Reference the instruction for rigging the rudder cables,
>the instruction booklet reads "These cables must also be rigged tight
>with no play. Don't forget the nylon tubing". ...
Hello Paul,
My TS plans are dated '85. The plane had been in flying condition at one
time but had been stored on an open trailer for a couple years (at least)
before I bought it last October. I have since stripped the 'cage' area to
bare metal and I'm re-doing it to be similar to a Mk2 (semi-enclosed).
As I recall, my plane had some short (1.5-2") pieces of polypropylene
(ice maker) tubing around the rudder cable where it went past the stick
pivot and just forward of where it enters the boom tube. These were
attached to the structure with nylon tie-wraps. It's not possible to rig
the rudder cables "tight with no play" since it's an 'open loop' with
only return springs on the pedals - I'd just rig it so you get full
travel.
>...please advise me of any problems that may
>have occurred where I might be able to modify or make changes now while
>completing the project. ..
A week or so ago, I mentioned the 'Kolb Newsletter' that went t-u several
years ago. In the summer '92 issue there were 3 notices of possible
problem areas, one of which is specific to the TS cage. Another concerns
the tailposts of FS's, TS's and Mk2's. The 3rd advises to enlarge the
1/16" dia. cotter pin holes in the throttle cable clevises out to 3/32"
and use a 3/32" cotter pin. I can fax you the info if you'll send me a
number.
>...I don't have copies of the FAR's, but have down loaded
>a lot of the regulations on ultralights, but can't find the regs.
>on trainers. ..
My copy of Advisory Circular 103.7 is dated 1/30/84 (just a little
'dated'!). Para. 13c only says that AOPA, EAA, and the USHGA have been
granted exemptions to operate 2-place trainers. Jim Baker can probably
help us here. I know there's a definition out there somewhere and asking
Jim is just easier than digging through my archives!
Keep us updated!
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| From: | "Scott Olendorf" <olendorf(at)empireone.net> |
| Subject: | Re: First Flight |
-----Original Message-----
From: Kent kathy Mead <kmead(at)up.net>
Date: Saturday, July 25, 1998 11:26 PM
Subject: Kolb-List: First Flight
> snipped <
>When I got up to 2000 ft first
>time I started hearing a funny ticking noise and couldn't figure out what
it
>was, so I landed to check it out. I had on my helmet and come to find out
>the gapseal zipper was coming loose and hitting the top of my helmet, had
me
>worried for a minute or two
This exact thing happened to me my first flight. It's a little scary
because it's pretty loud. After that I used a spare safety pin to secure
the zipper, but went to a twist tie because the pin scratched the helmet.
Scott Olendorf
Original Firestar with Rotax 377
Schenectady, NY
________________________________________________________________________________
| From: | Henry Wortman <hwortman(at)datasys.net> |
| Subject: | Re: Short Windshield |
Richard:
What would a series of vortex generators near the back edge of the
windshield do??? Would this not smooth the airflow and relieve some of
the turbulence?? thus placing the lower half of the prop in cleaner
air.
Richard Pike wrote:
>
> >I think an afternoon with a camera and a bunch of tufting is the only way to
> >understand what is happening. My 2 cents are that if you are seeing reduced
> >AOA at cruise then the wing is more efficient. The only method for that to
> >happen is cleaner (faster) flow over the surface which would improve the lift
> >capability allowing you to reduce the AOA while maintaining the required lift.
> >I always thought my FS2 was more efficient with full enclosure but you guys
> >have me wondering now.
> >Dick C, StLouis
> >-
> > I did spend an afternoon with the fuselage tufted, and the wife
> shooting pictures of flybys, and then reviewing the videos on a vcr that
> would stop the video down to one frame at a time.
> The fuselage behind the taper was a solid sheet of swirlie yarns. I
> suppose this is because of it's fast taper, plus the discontinuity caused by
> the open cockpit area just ahead.
> Since the FSII is not as wide, and the taper is more gradual, it
> surely does not have this problem. Probably your full enclosure is much more
> efficient than the MKIII could ever be.
> Richard Pike
> MKIII N420P (42oldpoops)
>
> -
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: TS rigging, AD's, Part 103 |
> >...I don't have copies of the FAR's, but have down loaded
> >a lot of the regulations on ultralights, but can't find the regs.
> >on trainers. ..
>
> My copy of Advisory Circular 103.7 is dated 1/30/84 (just a little
> 'dated'!). Para. 13c only says that AOPA, EAA, and the USHGA have been
> granted exemptions to operate 2-place trainers. Jim Baker can probably
> help us here. I know there's a definition out there somewhere and asking
> Jim is just easier than digging through my archives!
Missed the original question.....is this what yer lookin' for?
http://www.cs.fredonia.edu/~stei0302/WWW/ultra/USUA_exemption_4274.ht
ml
I only have the USUA exemption....not so sure that all the others
aren't about the same except for the holders name.
J. Baker
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Nylon tubing, File organization |
Hi Paul: I'm not positive about your nylon tubing, but I used plastic
tubing over the cables wherever they looked where they might rub and chafe.
Also down the tail tube where the cables would " clang " whenever I
bounced the tailwheel. Used clear tubing so I could see moisture and/or
rust and corrosion on the cable.
Some time ago, one of you made a statement to the effect that you had your
back messages so well organized that you could access a particular message
from any time or subject within a few - 3 or 4 ?? - minutes. Am I
remembering right ?? Hard when you suffer from CRS disease. Something like
old timers disease. Any way, if you are willing to share your secrets
and/or techniques, it would be a major blessing. I've only been at this a
few months, and erase most messages after reading. Even so, the files I've
made for reference, etc. are becoming awesome, not to mention intimidating.
Thanks in advance. Big Lar.
________________________________________________________________________________
| From: | "Jeff Stripling" <jstripli(at)io.com> |
| Subject: | File organization |
BTW, the Kolb list will soon be moving to another provider and Matt
Dralle will be taking over as list admin. At that time he will
most likely offer all the Kolb archives in an online, web based
form. We are working together to get this done right now.
Something that I was not able to do with the current provider...
Details to come...
--
Jeff R. Stripling
jstripli(at)io.com
512 252-3053
________________________________________________________________________________
| From: | ray abbruzzese <rabbruzz(at)unlinfo.unl.edu> |
A couple of caveats: this isn't about Kolbs and some, maybe most, of you
aren't interested in Bill Lishman's saga. If so, stop reading now.
For the rest of you: the next video from Bill Lishman, called "The Ultra
(today). It is on satellite GE 3, digital channel 512 for those who have the
equipment. This is a longer program from Bill, who previously had a program
out called "Come On, Geese", which was the inspiration for the Hollywood
production "Fly Away Home". The new video has lots more flying footage,
showing Bill's Easy Riser and a trike (I'm not sure of the make) in
formation with Canadian geese and Bill's efforts at training Trumpeter Swans
to fly with the ULs, so that they can be shown their old migratory routes.
The swan footage is great. This is a preview feed for PBS stations, so if
you can't see the preview, call your local PBS station and ask them to pick
it up for airing in your area. I think it is worth your time and effort.
See you in the sky !
Ray Abbruzzese E-Mail at: rabbruzz(at)unlinfo.unl.edu
Lincoln, Nebraska, USA
Standard Disclaimer: These are my opinions and you all know
about opinions (they are like butts: everybody has one). I
could be wrong and I probably am. Just please do not sue me.
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Oil from Air-filter |
In a message dated 7/26/98 11:28:35 AM Eastern Daylight Time,
johann.g(at)centrum.is writes:
<< I noticed after my flight last night, that there is oil leaking from the
air-filter on the forward carburetor >>
Might just be the K&D oil you're supposed to spray on the fliter element.
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: rigging information on a 1986 twinstar |
In a message dated 7/26/98 12:27:43 PM Eastern Daylight Time, foxcook(at)semo.net
writes:
<< Does anyone know about
this NYLON TUBING????? >>
On my Mark 2 I put tubing around the forward ends of the elevator cable by the
bellcrank because of a possible interference with the swage and the edge of
the fuse tube. On mine the swage was close enough to the edge of the tube
that I was worried it might catch and bind up.
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: rigging information on a 1986 twinstar |
In a message dated 7/26/98 12:27:43 PM Eastern Daylight Time, foxcook(at)semo.net
writes:
<< Does anyone know about
this NYLON TUBING????? >>
On my Mark 2 I put tubing around the forward ends of the elevator cable by the
bellcrank because of a possible interference with the swage and the edge of
the fuse tube. On mine the swage was close enough to the edge of the tube
that I was worried it might catch and bind up.
________________________________________________________________________________
| From: | "Mark Swihart" <mswihart(at)mindy.tcsn.net> |
| Subject: | Re: rigging information on a 1986 twinstar |
Out of Lurk Mode:
I and my pardner are working at a snail's pace on our 86 T/S...Everything
has been completed except for the rudder cables and finish covering the
wings at this time. The nylon tubes are inserts that go in the eyelits up
front along the boom tube.
Mark Swihart
http://www.tcsn.net/mswihart/kolb.htm
-----Original Message-----
From: Paul Cook <foxcook(at)semo.net>
Date: Sunday, July 26, 1998 9:31 AM
Subject: Kolb-List: rigging information on a 1986 twinstar
>I need help on plans clearification on a 1986 twinstar. I purchased an
>uncompleted twinstar early this summer and have finished the fabric and
>as soon as I get finished spraying on dope and paint, will be putting her
>back together. Reference the instruction for rigging the rudder cables,
>the instruction booklet reads "These cables must also be rigged tight
>with no play. Don't forget the nylon tubing". Does anyone know about
>this NYLON TUBING????? I called Kolb, but who-ever I talked with
>couldn't remember for sure, but thought maybe it was attached to one
>of the cables where it passed the contorl stick. I would like information
>from someone with more detailed information. The blueprints have
>no information about the nylon tubing. Any help on the location of
>nylon tubing for the rudder and or elevator cables will be appreciated.
>
>thanks, paul in southeast mo.
>-
>
________________________________________________________________________________
| From: | "Paul Cook" <foxcook(at)semo.net> |
| Subject: | Re: Nylon tubing, File organization |
----------
> Hi Paul: I'm not positive about your nylon tubing, but I used plastic
> tubing over the cables wherever they looked where they might rub and
chafe.
> Also down the tail tube where the cables would " clang " whenever I
> bounced the tailwheel. Used clear tubing so I could see moisture and/or
> rust and corrosion on the cable.
>
> Some time ago, one of you made a statement to the effect that you had your
> back messages so well organized that you could access a particular message
> from any time or subject within a few - 3 or 4 ?? - minutes. Am I
> remembering right ?? Hard when you suffer from CRS disease. Something
like
> old timers disease. Any way, if you are willing to share your secrets
> and/or techniques, it would be a major blessing. I've only been at this a
> few months, and erase most messages after reading. Even so, the files
I've
> made for reference, etc. are becoming awesome, not to mention
intimidating.
> Thanks in advance. Big Lar.
>
> -
>
________________________________________________________________________________
| From: | "Paul Cook" <foxcook(at)semo.net> |
| Subject: | Re: rigging information on a 1986 twinstar |
Thanks for the information I'm being told a lot of places that tubing
could go! You should know if you're building the same thing I am, how-
ever, what I'm refuring to may be different. The nylon incerts go into
the fairleads just aft of the rudder peddles and the instructions are clear
in the plans about the nylon inserts. What I am refuring to is on page
30 of the manual, bottom paragraph and it reads "Next, referring
to sheet 5, rig the rudder cables as shown and described in plans. These
cables must also be rigged tight with no play. Don't forget the nylon
tubing" The blue prints reference the nylon inserts that fit in the
fairleads, so
I assumed they were talking about something else, especially since I have
a role of tubing in the kit????? For what it's worth, I've been advised
thus
for that the tubing is to fit over the cable where the rudder cable exits
the
boom tube at the tale section as the cable can rub the sides of the 5 inch
boom, I've been told that it is to fit over the rudder cable in the vacinity
of the control stick. I've been told it is to fit over one cable where it
criss
crosses in the tube, I've been told that if fits immediately behind the
rudder
cables, and other places that I can't even understand! Obviously, the plans
have been misleading to several builders. All the suggestions and answers
are appreciated. Maybe some of the Kolb folks will read this and give me
their answer. Thanks again.
Paul
> -----Original Message-----
> From: Paul Cook <foxcook(at)semo.net>
> To: Kolb group
> Date: Sunday, July 26, 1998 9:31 AM
> Subject: rigging information on a 1986 twinstar
>
>
> >I need help on plans clearification on a 1986 twinstar. I purchased an
> >uncompleted twinstar early this summer and have finished the fabric and
> >as soon as I get finished spraying on dope and paint, will be putting her
> >back together. Reference the instruction for rigging the rudder cables,
> >the instruction booklet reads "These cables must also be rigged tight
> >with no play. Don't forget the nylon tubing". Does anyone know about
> >this NYLON TUBING????? I called Kolb, but who-ever I talked with
> >couldn't remember for sure, but thought maybe it was attached to one
> >of the cables where it passed the contorl stick. I would like
information
> >from someone with more detailed information. The blueprints have
> >no information about the nylon tubing. Any help on the location of
> >nylon tubing for the rudder and or elevator cables will be appreciated.
> >
> >thanks, paul in southeast mo.
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
Is a guy named Bob McCardle from Bloomdale, OH with a Mark 3 part of this
group?
________________________________________________________________________________
(InterMail v03.02.03 118 118 102) with ESMTP
| From: | "merle hargis" <merlepilar(at)worldnet.att.net> |
| Subject: | Re: 1986 twinstar |
Congratulations. I have an older twinstar and fine it to be a good plane.
I did not put on the right seat and kept it as a single seater. I have a
447 and find it to be adequate for a single seater. The one thing I found
was the cg was to far to the rear and added a 6 inch section to extend the
seat forward.
----------
> From: Paul Cook <foxcook(at)semo.net>
> To: Kolb group
> Subject: 1986 twinstar
> Date: Sunday, July 26, 1998 1:29 PM
>
> This spring I purchased a 1986 twinstar from a builder who got tired of
the
> project.
> I am now nearing completion with the fabric completed and I'm putting it
> back
> together. I would appreciate hearing from some of the older twinstar
> builder/
> flyers about any modifications, plan changes, etc that may have occured
on
> the older twinstar. I was a little reluctant purchasing the older
> twinstar, but haveing
> made the purchase and finishing the excellant work that was started on
the
> twinstar, I am quite impressed with the design and simplicity of the kit.
> Hope to hear from some of you, and please advise me of any problems that
may
> have occured where I might be able to modify or make changes now while
> completeing the project.
> thanks, paul @ southeast missouri
>
> -
________________________________________________________________________________
| Subject: | Re: rigging information on a 1986 twinstar |
last message <000d01bdb9c9$d8f76960$818f72cf@lmto>
| From: | mefine1(at)juno.com (Mick Fine) |
>
>.... For what it's worth, I've been advised thus
>for that the tubing is to fit over the cable where
>the rudder cable exits the
>boom tube at the tale section as the cable
>can rub the sides of the 5 inch
>boom, I've been told that it is to fit over the
>rudder cable in the vacinity
>of the control stick. I've been told it is to fit over one cable
>where it crisscrosses in the tube, I've been told that if fits
>immediately behind the rudder
>cables, and other places that I can't even understand! ....
See there, clear as mud! With so much help, it's a wonder any of us ever
gets airborne! (Oh sure, it seems funny now but I'll be laughing out the
other side of my boom tube before long - hopefully!)
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | KOLB FireFly BuildersPlans Book Pg 26 |
On my FireFly plans book,page 26 Rev 0 the dimensions for the two cross
pc. angles (that bolt to head bolts) is stated as 7". This should be 7
1/2 or better 7 3/4. And they should be turned so that the vertical side
is FORWARD. You will have to cut a half-moon to make room for the plug
shield and to get the plug wrench down on the plug. And you'll have to
cut away the upper leg of the rear crosspiece to clear the large washer
on the bolt holding the muffler.
And maybe "egg-out" the holes in the shroud so that the head bolts don't
hang up on the edges.
Or maybe there was a revision?
Bob Noyer Winchester VA
________________________________________________________________________________
| From: | rick106(at)juno.com |
| Subject: | Re: rigging information on a 1986 twinstar |
last message <000d01bdb9c9$d8f76960$818f72cf@lmto>
Paul
This may be something new that KOLB has started doing ? On my M III
the only tubing that I had was for the hyd. brakes .
I have read where some of the builders have threaded sponge type balls
on the cables to keep the clang of the cables down. ( just an idea)
But what ever you do it may be best to do it BEFORE you put the nicro
sleave's
on .
RICK LIBERSAT
>Thanks for the information I'm being told a lot of places that tubing
>could go! You should know if you're building the same thing I am,
>how-
>ever, what I'm refuring to may be different. The nylon incerts go
>into
>the fairleads just aft of the rudder peddles and the instructions are
>clear
>in the plans about the nylon inserts. What I am refuring to is on
>page
>30 of the manual, bottom paragraph and it reads "Next, referring
>to sheet 5, rig the rudder cables as shown and described in plans.
>These
>cables must also be rigged tight with no play. Don't forget the nylon
>tubing" The blue prints reference the nylon inserts that fit in the
>fairleads, so
>I assumed they were talking about something else, especially since I
>have
>a role of tubing in the kit????? For what it's worth, I've been
>advised
>thus
>for that the tubing is to fit over the cable where the rudder cable
>exits
>the
>boom tube at the tale section as the cable can rub the sides of the 5
>inch
>boom, I've been told that it is to fit over the rudder cable in the
>vacinity
>of the control stick. I've been told it is to fit over one cable
>where it
>criss
>crosses in the tube, I've been told that if fits immediately behind
>the
>rudder
>cables, and other places that I can't even understand! Obviously, the
>plans
>have been misleading to several builders. All the suggestions and
>answers
>are appreciated. Maybe some of the Kolb folks will read this and give
>me
>their answer. Thanks again.
>Paul
>
>> -----Original Message-----
>> From: Paul Cook <foxcook(at)semo.net>
>> To: Kolb group
>> Date: Sunday, July 26, 1998 9:31 AM
>> Subject: rigging information on a 1986 twinstar
>>
>>
>> >I need help on plans clearification on a 1986 twinstar. I
>purchased an
>> >uncompleted twinstar early this summer and have finished the fabric
>and
>> >as soon as I get finished spraying on dope and paint, will be
>putting her
>> >back together. Reference the instruction for rigging the rudder
>cables,
>> >the instruction booklet reads "These cables must also be rigged
>tight
>> >with no play. Don't forget the nylon tubing". Does anyone know
>about
>> >this NYLON TUBING????? I called Kolb, but who-ever I talked with
>> >couldn't remember for sure, but thought maybe it was attached to
>one
>> >of the cables where it passed the contorl stick. I would like
>information
>> >from someone with more detailed information. The blueprints have
>> >no information about the nylon tubing. Any help on the location of
>> >nylon tubing for the rudder and or elevator cables will be
>appreciated.
>> >
>> >thanks, paul in southeast mo.
>
>-
>
________________________________________________________________________________
| From: | Gary Thacker <gthacker(at)mciunix.mciu.k12.pa.us> |
| Subject: | Our First together |
Well today was the day I have been waiting for. I was waiting for a calm
morning and everything was just right. I did all I could think of to
check out my FireStar. I had gone over every nut, bolt and pin I could
find. Shook here and there. Pushed and shoved till I couldn't stand it
any more. I had gone to every fly-in I could and asked as many questions
as people could stand. There just wasn't anything left to do but fire it
up and go. I opened the doors to the hanger and there she was waiting
for me. She was probably thinking what's takein so long, lets get goin.
I preflighted in the hanger an pushed her out into the morning sun. What
a day. Not a breath of air. Ok now what did I forget. After the 30'
move from the hanger to the grass I decided to preflight again. Not too
nervous hugh? Everything was still good so I primed the system and
pulled the rope. Took a couple of pulls and the 503 came to life. Ran
it for a few minutes and put the ear plugs in and strapped on the
helmet. Got in and started to taxi to the runway. I had done some high
speed taxing before and wasn't real impressed with myself. I figured it
was because I was just stayin on the ground to long and with a normal
takeoff I wouldn't have the problem. Now don't get me wrong I did have
second thoughts. I wasn't at ease and I wasn't comfortable. I wasn't
scared but I was TOTALY FOCUSED!!!!!!!!!!!!! As I approached the runway
I checked everything and all was good. Now do I run down the runway
again and then takeoff or go for it. It was time to get the job done and
quit playin around. I eased the throttle forward deliberately but not
suddenly. I know this thing is goin to pull to the right so I went slow
so I would keep on top of it. Finally full throttle and no turning
back. I was told once you decide to get off the ground don't look back
just go. That's what I did and we were airborn faster than I thought. I
climed to 1000' before I knew it. Just as smooth as silk. I couldn't
believe I really did it and in my own plane. First things first. I
wanted to check out the stall speeds before I tried to land her. That
out of the way I decided to make one more circle around the patch and
bring her in. The guy I bought the plane from had all the engine and air
speeds on the instrument panel so that was a good place to start. I am
about 100lbs heaver than he so I carried a little more rpm and airspeed
than he did. I figured I could bleed it off just before touchdown.
Everything went like clockwork. Hit the landing just like I knew what I
was doin. She went straight down the runway to a stop. I turned her
around and went back to the hanger. There was a fella workin in the barn
that I told I was goin up. I wanted to let him know I was back and
everything went great!!!! That out of the way I wanted to get one more
flight in. Back to the plane. I again giver her a preflight to be sure
I didn't do something I shouldn't have. She looked great so I lit the
fire once more. Taxied out again and advanced the throttle smoothly to
full again. Just as the plane lifted the left wing went down. I
corrected with right stick and continued to clime out. After I got
straighted out I wondered what in the heck was that. I guess I got just
a little air as I broke the ground. I have a buddy that lives about 3
miles from here so I decided to make my first "cross country" ;-}}. I
flew over his farm and looped back to the field. On the way back I
noticed I was crabbin a little and hoped that the wind wasn't gettin up.
As I approched the field I noticed that the sock was limp and that looked
real good. Again into the pattern and prepaired to land. Again
everything went great. I was a little hot but the strip was long and
could loose it before I touched down. Ok, this time I landed twice. The
second one was the best. (g) As I turned the courner to get back to the
hanger my buddy's wife was waiting for me with a big grin. She was the
only one at the field to see me land. Her husband saw me fly over their
farm and called her. She stopped by to congradulate me on our first
flight together. What a great day. Life is good.
Without Dennis Souder and ALL the people at Kolb Aircraft this day would
have never taken place. These people treated me like I was one of their
own. They couldn't have done more to help me out. If I were to tell you the
extent of their help you wouldn't belive me. Thanks to Dennis and all at
Kolb Aircraft this day was truly because of your help.
Gary
=========================================================================
| Gary Thacker | gthacker(at)mciunix.mciu.k12.pa.us |
| Souderton Pa. | |
| | |
=========================================================================
________________________________________________________________________________
| From: | Gary Thacker <gthacker(at)mciunix.mciu.k12.pa.us> |
| Subject: | Altimeter Watches |
My old watch died and I was talkin to a fella at a fly-in last weekend
about altimeter watches. I see in Ultralight Flying that Avocet has a
Vertech Pilot and Casio also makes a few models. Has anyone had exp.
with these things and are they worth it? Do they really work?
Thanks for the help
Gary
=========================================================================
| Gary Thacker | gthacker(at)mciunix.mciu.k12.pa.us |
| Souderton Pa. | |
| | |
=========================================================================
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Our First together |
Gary,
Congratulations on your first Kolb flight and thanks for sharing it
with us.
John Jung
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.Com> |
kolb mail list
| Subject: | RE: Altimeter Watches |
I've worn the Casio "triple sensor (has a compass and a thermometer) for a
while and it seems to work OK, but I wouldn't rely on it while trying to
fly. You'd have to keep looking at your wrist while your hand is on a
control.
-...
My old watch died and I was talkin to a fella at a fly-in last weekend
about altimeter watches. I see in Ultralight Flying that Avocet has a
Vertech Pilot and Casio also makes a few models. Has anyone had exp.
with these things and are they worth it? Do they really work?
Thanks for the help
Gary
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
| Subject: | Re: Our First together |
Gary:
Congratulations on a job well done ! ! ! ! There is nothing like that
first flight. I hope to take a first ride in my new MKIII next Monday,
August 3rd. Again - nice going.
Ron Christensen
MKIII1/2
-----Original Message-----
From: Gary Thacker <gthacker(at)mciunix.mciu.k12.pa.us>
Date: Thursday, July 30, 1998 2:19 PM
Subject: Kolb-List: Our First together
>
>
>Well today was the day I have been waiting for. I was waiting for a calm
>morning and everything was just right. I did all I could think of to
>check out my FireStar. I had gone over every nut, bolt and pin I could
>find. Shook here and there. Pushed and shoved till I couldn't stand it
>any more. I had gone to every fly-in I could and asked as many questions
>as people could stand. There just wasn't anything left to do but fire it
>up and go. I opened the doors to the hanger and there she was waiting
>for me. She was probably thinking what's takein so long, lets get goin.
>I preflighted in the hanger an pushed her out into the morning sun. What
>a day. Not a breath of air. Ok now what did I forget. After the 30'
>move from the hanger to the grass I decided to preflight again. Not too
>nervous hugh? Everything was still good so I primed the system and
>pulled the rope. Took a couple of pulls and the 503 came to life. Ran
>it for a few minutes and put the ear plugs in and strapped on the
>helmet. Got in and started to taxi to the runway. I had done some high
>speed taxing before and wasn't real impressed with myself. I figured it
>was because I was just stayin on the ground to long and with a normal
>takeoff I wouldn't have the problem. Now don't get me wrong I did have
>second thoughts. I wasn't at ease and I wasn't comfortable. I wasn't
>scared but I was TOTALY FOCUSED!!!!!!!!!!!!! As I approached the runway
>I checked everything and all was good. Now do I run down the runway
>again and then takeoff or go for it. It was time to get the job done and
>quit playin around. I eased the throttle forward deliberately but not
>suddenly. I know this thing is goin to pull to the right so I went slow
>so I would keep on top of it. Finally full throttle and no turning
>back. I was told once you decide to get off the ground don't look back
>just go. That's what I did and we were airborn faster than I thought. I
>climed to 1000' before I knew it. Just as smooth as silk. I couldn't
>believe I really did it and in my own plane. First things first. I
>wanted to check out the stall speeds before I tried to land her. That
>out of the way I decided to make one more circle around the patch and
>bring her in. The guy I bought the plane from had all the engine and air
>speeds on the instrument panel so that was a good place to start. I am
>about 100lbs heaver than he so I carried a little more rpm and airspeed
>than he did. I figured I could bleed it off just before touchdown.
>Everything went like clockwork. Hit the landing just like I knew what I
>was doin. She went straight down the runway to a stop. I turned her
>around and went back to the hanger. There was a fella workin in the barn
>that I told I was goin up. I wanted to let him know I was back and
>everything went great!!!! That out of the way I wanted to get one more
>flight in. Back to the plane. I again giver her a preflight to be sure
>I didn't do something I shouldn't have. She looked great so I lit the
>fire once more. Taxied out again and advanced the throttle smoothly to
>full again. Just as the plane lifted the left wing went down. I
>corrected with right stick and continued to clime out. After I got
>straighted out I wondered what in the heck was that. I guess I got just
>a little air as I broke the ground. I have a buddy that lives about 3
>miles from here so I decided to make my first "cross country" ;-}}. I
>flew over his farm and looped back to the field. On the way back I
>noticed I was crabbin a little and hoped that the wind wasn't gettin up.
>As I approched the field I noticed that the sock was limp and that looked
>real good. Again into the pattern and prepaired to land. Again
>everything went great. I was a little hot but the strip was long and
>could loose it before I touched down. Ok, this time I landed twice. The
>second one was the best. (g) As I turned the courner to get back to the
>hanger my buddy's wife was waiting for me with a big grin. She was the
>only one at the field to see me land. Her husband saw me fly over their
>farm and called her. She stopped by to congradulate me on our first
>flight together. What a great day. Life is good.
>
>Without Dennis Souder and ALL the people at Kolb Aircraft this day would
>have never taken place. These people treated me like I was one of their
>own. They couldn't have done more to help me out. If I were to tell you
the
>extent of their help you wouldn't belive me. Thanks to Dennis and all at
>Kolb Aircraft this day was truly because of your help.
>
>Gary
>
>=========================================================================
>| Gary Thacker | gthacker(at)mciunix.mciu.k12.pa.us |
>| Souderton Pa. | |
>| | |
>=========================================================================
>
>
>
>
>
>
>-
>
________________________________________________________________________________
| From: | "Hugh M. Pepper (610)354-7155" <hugh.pepper(at)lmco.com> |
| Subject: | Re: Altimeter Watches |
Gary,
First, Congrats on the first flight... It only gets better with more
flights, as you become more aquainted
with the plane and really start to enjoy flying....
As for the Watch.. I have been useing a Casio ALTI-THERMO -- (twin
sensor).. for almost 3 years
now..
I think that the other post on this subject mentioned a tripple sensor.. so
maybe my watch is not made
anymore.... But I have had absolutely no problem with the Casio watches.
It has the Altitude and barametric presure, and it graphes the presure for
the past 24 hours...
(shows trends...) I paid a bit over $100 a few years ago.. and I am now
on the 3rd or 4th watch band.. and the 3rd Battery.. It tracks perfectly
with the altimeter in the plane.....20 ft increments of altitude.
It is also interesting to wear it on Airliners.. where the airlines usually
presurize the passenger
cabin between 5k and 7k feet when the plane is really flying at > 30K.
PS.. We are just about neighbors!! I live in Furlong... East of
Doylestown, and trailer my plane to a
local private strip 2 miles from the house... (SLACK - private 1600 ft grass
strip.. on the VFR charts)
We'll have to go flying together sometime!! There are a few Kolbs in the
area around here, but not
many... I am in the process of looking for land in Central and Upper Bucks
county about 10 to 20 acres
with about a 1000 ft long area that can be cleared. .... Hope that in the
near future, I won't have to trailer
the plane. :-) (Funny...with this aviation hobby... the plane has
turned out to be the cheapest part of
the equation.... it's all the other stuff that cost the big $$$$ ...(land,
hangar, taxes on land... etc!!!)
See ya,
Hugh -
E-mails:
hugh(at)sjis.com
hugh.pepper(at)lmco.com
hugh(at)zdial.com
Gary Thacker wrote:
> My old watch died and I was talkin to a fella at a fly-in last weekend
> about altimeter watches. I see in Ultralight Flying that Avocet has a
> Vertech Pilot and Casio also makes a few models. Has anyone had exp.
> with these things and are they worth it? Do they really work?
>
> Thanks for the help
>
> Gary
>
> =========================================================================
> | Gary Thacker | gthacker(at)mciunix.mciu.k12.pa.us |
> | Souderton Pa. | |
> | | |
> =========================================================================
>
> -
________________________________________________________________________________
(InterMail v03.02.03 118 118 102) with ESMTP
| From: | "Robert L. Cubberly" <CUBTLC(at)worldnet.att.net> |
To the group
I just completed repairs on a damaged FireFly and was contacted by a local
individual to either purchase/trade his 1988 FireStar or finish building it
for him. In looking at the partially completed ( tail feathers done and
fuselage tacked together) aircraft, I am concerned at the slop in the
rudder, horizontal stab and linkages for the flaps. My FireFly seems to be
much, much tighter. Are there any mods or updates to correct these
problems. I realize this is a 1988 model, but after finishing the FireFly,
I'm not sure about the controls on this FireStar. Comments would be
appreciated.
Cub
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Firestar1988 |
Cub,
Some extra "slop" in the ailerons is normal in the original design.
As for the rudder and vertical stab, the cables may not be adjusted
correctly, or loose rivets. Either could be checked with a careful
inspection.
John Jung
Firestar II N6163J 46.1 hrs
SE Wisconsin
>
>Robert L. Cubberly wrote:
>
> To the group
> I just completed repairs on a damaged FireFly and was contacted by a local
> individual to either purchase/trade his 1988 FireStar or finish building it
> for him. In looking at the partially completed ( tail feathers done and
> fuselage tacked together) aircraft, I am concerned at the slop in the
> rudder, horizontal stab and linkages for the flaps. My FireFly seems to be
> much, much tighter. Are there any mods or updates to correct these
> problems. I realize this is a 1988 model, but after finishing the FireFly,
> I'm not sure about the controls on this FireStar. Comments would be
> appreciated.
> Cub
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Group,
________________________________________________________________________________
| From: | "Wally Hofmann" <whofmann(at)eudoramail.com> |
| Subject: | FireFly building questions |
Oshkosh seems to have put the kibosh on Kolb technical support. Maybe someone
can help with two questions about FireFly building:
1. On the two wing fold brackets on the wing main spar, is the idea to make them
so they will be flush with the fabric when covered? Any tips on drilling the
half inch holes so everything will be aligned when the wings are folded?
2. I just got my cage from Kolb (they did a beautiful job on the powder coating).
Reading the manual, it is unclear at what point the landing gear should be
installed. Should they be on prior to mating the fuselage tube to the cage?
Before aligning the wings etc?
Thanks in advance.
~~~~~~~~~~~~~~~~~~~
Wally Hofmann
Wickenburg, Arizona
~~~~~~~~~~~~~~~~~~~
Join 18 million Eudora users by signing up for a free Eudora Web-Mail account at http://www.eudoramail.com
________________________________________________________________________________
| Subject: | "Wally Hofmann" : FireFly |
building questions
| From: | bobdoebler(at)juno.com (Robert L Doebler) |
on 2-1 Wally wrote:
Oshkosh seems to have put the kibosh on Kolb technical support. Maybe
someone can help with two questions about FireFly building:
1. On the two wing fold brackets on the wing main spar, is the idea to
make them so they will be flush with the fabric when covered? Any tips
on drilling the half inch holes so everything will be aligned when the
wings are folded?
2. I just got my cage from Kolb (they did a beautiful job on the powder
coating). Reading the manual, it is unclear at what point the landing
gear should be installed. Should they be on prior to mating the fuselage
tube to the cage? Before aligning the wings etc?
Thanks in advance.
~~~~~~~~~~~~~~~~~~~
Wally Hofmann
Wickenburg, Arizona
~~~~~~~~~~~~~~~~~~~
Wally,
# 1: mark the fuse tube the same way as you do for the fuse/cage bolt and
the wing spar bolt. (wrapping tube with paper and marking at the horiz.
half mark.) What worked for me is- I installed wing attach tube
in rear of fuse tail. Slid braket that mounts to wing spar onto the wing
attach tube.(sticking out each side of the fuse tube). Than rivoted wing
/spar bracket to spar. NOTE: don't do this until motor and everything
else is mounted. Becuse fuse tube will bend slightly when under a load,
thus changing this measurment!
# 2 I don't think it matters when you mount the gear. Only whats convient
for you. Whats important is the rigging.
hope this helps
Bob Doebler
________________________________________________________________________________
| From: | Harvey Altergott <oldgod(at)shore.intercom.net> |
A few weeks ago there were several messages about an additive that was
reported to clean out carbon and free rings on two cycles. Lost the name.
Can someone tell me the name and the stores that might carry it? No auto
shop here knows anything except Marvel Mystery Oil.
Thanks
Harvey A
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Redrives on Kolb Flyer |
Someone asked about getting pictures of Dell Cross's Kolb Flyer with
belt reductions on the Solo engines. I took digital pictures but now I
don't remember who asked for them. Tell me who you are and I will mail
four jpeg files.
John Jung
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: FireFly building questions |
In a message dated 8/1/98 1:03:22 PM, you wrote:
<< On the two wing fold brackets on the wing main spar, is the idea to make
them so they will be flush with the fabric when covered?>>
NO you want them to stick out. Otherwise you couldn't get the hitch pin in.
You should seriously consider doing a complete assembly of the plane before
covering. It will improve your view of how things go together.
________________________________________________________________________________
| From: | "Paul Cook" <foxcook(at)semo.net> |
| Subject: | Marvil Mystery Oil |
Someone wondering about the stuff. Here in the midwest, about
any auto parts store has it, but I also noticed it advertised in Wicks
Aircraft supply in Hiland Ill.
paul
________________________________________________________________________________
| From: | "Richard Butler" <butlers(at)houseofbutler.com> |
I'm interested in Firefly building,purchase.
Prefer any kit in box..or all they all flying?
R Butler
WA State
________________________________________________________________________________
| Subject: | "Richard Butler" : Fire Fly |
| From: | bobdoebler(at)juno.com (Robert L Doebler) |
--------- Begin forwarded message ----------
From: "Richard Butler" <butlers(at)houseofbutler.com>
Subject: Kolb-List: Fire Fly
Date: Sun, 2 Aug 1998 08:31:42 -0700
I'm interested in Firefly building,purchase.
Prefer any kit in box..or all they all flying?
R Butler
WA State
You could try the factory..........bet they have some. Sorry, just some
of my tongue in cheek humor.
Bob D
--------- End forwarded message ----------
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Richard Butler's request for Kolb info |
Sent price shts on powder ctg, fabric cvg, painting, BRS chutes. spec
sht w/ info, prices, etc. Drwg of completed plane, uncovered. Color pix,
and one of mine too.
Grey Baron Winchester VA
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle 925-606-1001) |
| Subject: | Kolb Email List Now Moved! |
[This message is meant to be displayed with a fixed-width font such as
courier and with tabstops set at 8 spaces.]
[Please read this intire message as in contains important information
regarding the new Kolb email list and well new services also available.]
Hello Kolb Listers!
My name is Matt Dralle and I have been the Administrator of the RV-List
for almost 10 years and the Admin for the Zenith-List for about 3 years.
A few weeks ago I was asked by the current Admin for the Kolb List,
Jeff Stripling, if I would be interested in managing the Kolb email list too.
I gladly accepted and I just finished setting everything up on my servers
here at Matronics.
I think that you will be very pleased with the performance and features found
here. About a month ago I completed a new Archive Search engine that is
designed to specifically search the xxx-List archive files and it is
exceptionally fast and easy to use.
I have also setup a web site for the new Kolb-List. Here you can find
the search engine mentioned above as well as a easy to use page for browsing
and downloading the archives. There are also some "other sites" and
"bitmaps" pages that should be fun to check out.
You will probably notice that there are few things that are different from
the previous hosting system. I have conformed the new Kolb List to match
the existing RV and Zenith Lists to allow easy intergration into the
List managment structure I have already developed.
Here are some of the differences you'll notice right off:
* The new list is call "kolb-list" *not* "kolb".
While you can send postings to just "kolb", this is just an
alias and many things won't be supported using it. For
example, sending requested to Majordomo. Please just use
"kolb-list" from now on.
* When you reply to a posting to the kolb-list, the reply will be
by default sent back to the whole List.
Yes, I know there are pros and cons to running the List
in this mode. The overwhelming consenses on the RV and
Zenith Lists have been that this is the 'better' way since
it stimulates more discussion.
* The Subject line of each posting will have "Kolb-List: " prepended,
not "KOLB:".
Big deal.
* The message trailer is a little verbose and I know it.
It gets the job done, and is easy to filter out the text
appended to the archive file.
* The archive data will now have all of the extra email header
inforation stripped out before it is appended to the archive file.
This stripping dropped the current Kolb archive from 13.5Mb
to 7.8Mb!! Yup, its worth it! Note, no data was damaged
in the stripping of this archive...
* There's a Digest Mode Available!
Yes, there is a digest mode of the new Kolb-List available.
With the Digest Mode, all of the current day's messages
are sent in one single message once a day at 11:58PM.
See below for subscribing details.
* Messages containing MIME or UUENCODE enclosures will *not* be
forwarded to the List.
So don't even try! They will be returned to you with a
polite message indicating that these are not allowed.
* Messages containing HTML encoding will *not* be forwarded to the
List.
A few email programs like MS Outlook are sending double copies
of messages out in a email. The top part contains a plain
text version of the message, and the bottom part includes
the *same* message with a bunch of HTML tags added. It's
really quite ugly and increases the size of the Archive way
too fast. Most every email program that does this has the
ability to disable the additional HTML encoding. As with
the MIME and UUENCODEING, messages containing HTML tags
will not be forwarded to the List and a polite message will be
returned to the poster indicating it should be disabled.
* Subscribing and Unsubscribing is a little different.
Well, sort of. Actually the old way will still work, but
I strongly recommend using the method described below.
Remember, that you can also go to the new Kolb-List web page
for these same basic instructions.
To subscribe to the kolb-list, send an email message to:
kolb-list-request(at)matronics.com
and put the word:
subscribe
in the body. That's it. Nothing else. No Subject, no
thank you text, not your email address (unless your
unsubscribing from a different email address), no nothing.
If you want to unsubscribe, simply put the word:
unsubscribe
in the body instead.
You can still send requests to "majordomo" but I highly
recommend using the "kolb-list-request" address instead.
^^^^^
* Subscribing to and Using the Digest version of the Kolb List.
To subscribe to the Digest version of the new Kolb List,
simple follow the directions above but instead send the
request to:
kolb-list-digest-request(at)matronics.com
You cannot directly post messages to this List, however.
If you try to post a message to "kolb-list-digest", it
will be automatically forwarded to "kolb-list".
* The New Kolb-List Web Page.
As I mentioned earlier, I have set up a new Kolb-List web
page where you can access the Archive Search Engine as well
as view or download the archives directly. There are also
some other fun things to have a look at. If you have other
web sites or bitmaps you will like added to the "sites" and
"bitmaps" pages, please email them to "dralle(at)matronics.com"
and I'll see that they get added.
Also at this server is the RV-List and Zenith-List web sites.
You might want to surf around on these pages for other
interesting things, especially the RV pages. There are
some cool videos and other stuff that's fun to try.
The web site address for the new kolb-list site is:
http://www.matronics.com
and specifically at:
http://www.matronics.com/kolb-list
* Searching the Archives.
I received archives from Jeff Stripling dating back to
March 1996. I have intergrated these into my List Archive
search engine. The URL for the search engine is:
http://www.matronics.com/searching/search.html
There are a number of display options and methods for
searching. Be sure to scroll down and fully read the
instructions and display descriptions.
The search engine is very fast, returning 2 word ANDd searches
of the 50Mb+ RV-List archive in about 6 seconds! And that's
not even an indexed search! The web server is running on
a dual processor, 200MHz Pentium Pro system running Linux.
Very fast. Have fun!
* Matronics, The Hosting Company
Matronics is my company and we primarly manufacture aircraft
fuel flow instruments called the FuelScan. These are very
nice units, affordable, and easy to install and use. I urge
you to have a look at the product line on the Matronics web
site:
http://www.matronics.com/fuelscan
Well, I think that's about it. Please start posting messages to:
kolb-list(at)matronics.com
affective immediately. Any messages posted to the old 'intreg.com' address
will not be appended to the archives and subscribe/unsubscribe requests
to that system will *not* be reflected here. Hopefully Intreg will add an
alias soon that will point to the Matronics server just in case people forget
and post to the old address!
The current subscription email address list now on the Matronics Server is
current as of 8/2/1998 as downloaded from the Intreg server.
Please let me know what you think of the search engine and feel free to
submit any material for the Kolb-List web site!
Best Regards,
Matt Dralle
RV, Zenith, and Kolb List Admin.
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Jeff Stripling" <jstripli(at)io.com> |
| Subject: | Kolb Email List Now Moved! |
I just wanted to confirm that the Kolb list has moved to matronics.com
and Matt is the new list admin.
Thanks Matt for taking over for me and for providing a searchable archive
to past postings.
Good luck Kolb builders with all of your homebuilt endeavors.
--
Jeff R. Stripling
jstripli(at)io.com
512 252-3053
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
| Subject: | Kolb Email List Now Moved! |
Jeff,
>Thanks Matt for taking over for me and for providing a searchable archive
>to past postings.
...and thank you again and again for looking after it for so long....
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (49.8 hrs)
____________________|_____________________
___(+^+)___
(_)
8 8
________________________________________________________________________________
| From: | William V Rayfield <rayfiwv(at)mail.auburn.edu> |
We got back from Oshkosh Sunday morning. We had a great time talking with
other builders and looking at some the guys planes. Jung, Pike-good job
guys! We also met a guy from S. Wisconsin that has an Ultrastar and we
got a few pointers from him and J. Hauck on the wing gap seal. Thanks to
all the guys that showed up at the tent meetings.
Bill Rayfield
"I'm not smart, but I sure am slow!"
Mechanical Engineering Student
Auburn University
"War Eagle"
________________________________________________________________________________
| From: | "Wayland, William C." <wcw2573(at)eagle.sbeach.navy.mil> |
| Subject: | RE: KOLB: Decarbon |
Ralph, your past e-mails have sold me on the value of Sea Foam. I in turn
talked it up to several of my UL friends here in southern Calif. Called
MANY auto parts stores, marine, and motorcycle stores. No luck. From your
Fleet Farm reference below should I have tried farm (agricultural / tractor)
type stores? Called and left a msg on Sea Foam Sales Co. answer machine
about a week ago. No reply so I need to call again. Does anybody know some
dealer who will ship (UPS?) this FLAMABLE stuff??
> ----------
> From: ul15rhb(at)juno.com[SMTP:ul15rhb(at)juno.com]
> Sent: Sunday, August 02, 1998 7:10 PM
> To: kolb(at)intrig.com
> Subject: Re: KOLB: Decarbon
>
> writes:
> >A few weeks ago there were several messages about an additive that was
> >reported to clean out carbon and free rings on two cycles. Lost the
> >name. Can someone tell me the name and the stores that might carry it?
> No
> >auto shop here knows anything except Marvel Mystery Oil.
> >
> >Thanks
> >
> >Harvey A
>
>
> Hey hey, it's me, "Mr. Seafoam", to the rescue!
>
> This stuff you are referring to is the magical "Seafoam" that is the talk
> of the UL circles. I pick mine up at the local auto parts stores or the
> Fleet Farm chain here in the midwest. I understand that it's not sold in
> the northeast. Don't fly without a good dose of it. Your engine will love
> it and so will you.
>
> I'm repeating the address info for Harvey's sake. Those who have read
> this can ignore the rest.
>
> Ralph B.
>
> >From phone book:
> Sea Foam Sales Co.
> 10401 E. Bren Road
> Minnetonka, MN 55343
> (612) 938-4811
>
> Address on can:
> Sea Foam Sales Co.
> P.O. Box 5178
> Hopkins, MN 55343-1178
>
> Part # SF-16
>
> It's a 16oz round can with a red and black label. It says:
> "A 100% pure petroleum product for use in all gasoline and diesel type
> engines both 2 and 4 cycle. Oxygen sensor safe.
>
> Cleans dirty engine parts internally by removing harmful gums, varnish
> and carbon buildup. Removes moisture from oil crankcases and fuel tanks.
> Works and performs instantly.
>
> Stabilizes and conditions fuels from becoming stale. Excellent for engine
> storage."
>
> The side of the can shows all types of engines from cars and trucks to
> snowmobiles and chainsaws. It says that it can be added to the fuel tank,
> oil, injected into the carb, or into the sparkplug hole. It's been
> around since 1942.
>
> I paid $4.69 for the can, but I see it on sale for $2.69. It's worth
> every penny since I've seen what it does. I use a synthetic oil now in my
> engine and I have not had a problem except that it fouled a plug the
> first time I used it. This last time it didn't. I suggest using some old
> plugs, then put in the new ones once the carbon has been blown out.
>
> Ralph Burlingame
> Original FireStar
>
>
>
> _____________________________________________________________________
> Get completely free e-mail from Juno at http://www.juno.com
> Or call Juno at (800) 654-JUNO [654-5866]
> -
> To unsubscribe send email to: majordomo(at)intrig.com
> Include in the body: unsubscribe kolb yourname@yourdomain
>
________________________________________________________________________________
| From: | Gary Thacker <gthacker(at)mciunix.mciu.k12.pa.us> |
| Subject: | Experimental Crash a Oshkosh |
I saw on the news the other night about an experimental plane crash at
Oshkosh. Does anyone have any of the details? It was only mentioned.
Gary
=========================================================================
=========================================================================
________________________________________________________________________________
| From: | "JD Stewart" <jstewart(at)ncfcomm.com> |
| Subject: | Experimental Crash a Oshkosh |
I spent a half-hour looking at the local news about it, but no-one
mentioned it. My friend and I did see the smoke billowing up from the
North, but didn't think much about it, since we saw similar smoke about 2
miles south of the UL field the day before, and nobody said anything about
the smoke then. Just thought someone was burning tires or something.
Wen we got back to camp, we heard the local station WOSH reporting it.
Turns out it was a Spanish war jet trainer. A guy that saw it go over the
lake said it was way too low. The pilot must have figured he wasn't going
to make it, so he apparently tried to get back to the lake to ditch it.
When I couldn't make that, he put it down on Doty St. around 21st and 22nd.
Didn't hit a single house, but spread the wreckage along a whole block.
With all the jet fuel, it went up in flames immediately. Some residents got
the pilot out and hosed him down and put blankets around him to put out the
fire. The woman passenger was unable to be rescued, and burned in the
plane. There was some difference reported as to whether she was conscious
or not after the crash. Truly sad.
J.D. Stewart
UltraFun AirSports http://www.users.ncfcomm.com/ultrafunairsports
Northeast Nebraska Flying Club
http://www.users.ncfcomm.com/nnfc/index.html
> I saw on the news the other night about an experimental plane crash at
> Oshkosh. Does anyone have any of the details? It was only mentioned.
>
> Gary
>
> =========================================================================
> =========================================================================
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | More info on Oskosh Crash |
This was taken from Avweb:
JET WARBIRD CRASHES ON APPROACH TO RWY 27 OSH: Shortly after 0900 Sunday
morning a CASA Saeta jet trainer crashed one-half mile northeast of
Wittman Field. A female passenger in the two-seat warbird was killed
when the jet, piloted by Edward Snyder of Lafayette, Ind., made a forced
landing onto a residential street while on approach to runway 27.
Snyder was reported in serious condition. The passenger's identity
couldn't be confirmed at press time. EAA prez Tom Poberezny commended
the pilot for guiding the airplane away from houses. "The reports of
witnesses have the common thread that validates (the pilot's skill).
It's also validated by reality in that there was a very confined damage
pattern that can only be accomplished with direction. Someone used the
term 'hero' earlier today. It's a term that can be misused and abused,
but is appropriate in this case."
FYI,
John Bickham
Mark III Parts Owner
St. Francisville, LA
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Experimental Crash a Oshkosh |
Gary Thacker wrote:
>
>
> I saw on the news the other night about an experimental plane crash at
> Oshkosh. Does anyone have any of the details? It was only mentioned.
>
> Gary
>
A burning plane landed (crashed?) on a street in Oshkosh. Local
people helped the pilot out but were unable to get the passenger out.
The passenger died, and the pilot was upgraded to serious condition by
this morning. That's all that I caught on the Milwaukee news on my way
to work.
John Jung
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | [Fwd: UL: Aviation Maint. Alerts] |
Date: Mon, 03 Aug 1998 13:28:30 -0400
From: bob n <ronoy(at)shentel.net>
Subject: UL: Aviation Maint. Alerts
I get an interesting monthly DOT/FAA publication (AC no.43-16A) that,
while not really addressing ULs (we ain't aircraft), has a lot of
trouble reportssome on homebuilts and small engines. This month's has
two on Rotax catastrophic failures. For FailMail, send Name, Address,
zip and date, requesting to be put on mailing list for AC.-16A and send
to FAA, Regulatory Support Div., ATTN: AFS-640 (Phil Lomax), POB 25082,
OKLAHOMA CITY OK 73125-5029.
Current and back issues: http://www.fedworld.gov/ftp.htm.
I pass mine around to mechs at airport. Save a tree.
Grey Baron
________________________________________________________________________________
| From: | Gary Thacker <gthacker(at)mciunix.mciu.k12.pa.us> |
| Subject: | New Hanover Ultraliters |
Is anyone on the list from the New Hanover Ultralighters in Pa.? I need to
get some info for the coming events.
Thanks
Gary
Gary Thacker
____F i r e S t a r____
___(+)___
(_)
\ /
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: RE: KOLB: Decarbon |
>Ralph, your past e-mails have sold me on the value of Sea Foam. I in turn
>talked it up to several of my UL friends here in southern Calif. Called
>MANY auto parts stores, marine, and motorcycle stores. No luck. From your
>Fleet Farm reference below should I have tried farm (agricultural / tractor)
>type stores? Called and left a msg on Sea Foam Sales Co. answer machine
>about a week ago. No reply so I need to call again. Does anybody know some
>dealer who will ship (UPS?) this FLAMABLE stuff??
Do you have NAPA auto parts stores? I saw a big display with SeaFoam recently
in a local NAPA store. I think it's a national chain... maybe give them a try.
Good luck,
Rusty
________________________________________________________________________________
| From: | Christopher John Armstrong <tophera(at)centuryinter.net> |
Scott.Pierskalla(at)HBC.honeywell.com
| Subject: | Re: KOLB: The 5pm meetings |
I didnt make it!! First time in 15 years that I have missed Oshkosh. I
hope you all write notes about the most interesting things you saw.
Topher.
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
| Subject: | Airworthiness Certificate |
Hey Group:
I was granted an Airworthiness Certificate today for my 912 powered MKIII
after about 2 1/2 hours with a very accommodating DAR. He looked at ALL my
documentation and spent over an hour inspecting the airplane. Then he asked
me to taxi around the tie-down area a bit to demonstrate that everything
worked; then he granted the AC to me. Whooopppeee ! ! ! !
He finished around 11:00 AM and by then, the temperatures at Chino Airport
(Southern California) were around 95 degrees, going to 105 degrees, so I
kissed the day goodbye. I'll be back rolling the airplane out at sunrise
Tuesday when it should be around 65 degrees.
I have written a detailed taxi and flight test program; I will broadcast
temperature, performance and speed information to a friend and he will
record all the data for me. He will of course look for any negative trends.
He will also prompt me for the next step in the test plan. This procedure
will permit me to just fly and talk without the distraction of reading
anything.
I'll put out a first flight test report Tuesday evening - - even if no one
cares.
Cheers;
Ron Christensen
MKIII1/2
N313DR
________________________________________________________________________________
| Subject: | Re: Airworthiness Certificate |
Ron,
Good luck !!!!!!! I'm about 85 % finished on my Mk 3 with the 912, and I
can only dream of being in your place right now.
Rich Bragassa
Mk 3 N816OZ
Miami, Fl
________________________________________________________________________________
| From: | jon silvius <svultralight(at)snowcrest.net> |
| Subject: | Re: RE: KOLB: Decarbon |
Just picked up two cans from "CarQuest" in Yreka, Ca at $4.65 each....Jon
>
>Ralph, your past e-mails have sold me on the value of Sea Foam. I in turn
>talked it up to several of my UL friends here in southern Calif. Called
>MANY auto parts stores, marine, and motorcycle stores. No luck. From your
>Fleet Farm reference below should I have tried farm (agricultural / tractor)
>type stores? Called and left a msg on Sea Foam Sales Co. answer machine
>about a week ago. No reply so I need to call again. Does anybody know some
>dealer who will ship (UPS?) this FLAMABLE stuff??
>
>> ----------
>> From: ul15rhb(at)juno.com[SMTP:ul15rhb(at)juno.com]
>> Sent: Sunday, August 02, 1998 7:10 PM
>> To: kolb(at)intrig.com
>> Subject: Re: KOLB: Decarbon
>>
>> writes:
>> >A few weeks ago there were several messages about an additive that was
>> >reported to clean out carbon and free rings on two cycles. Lost the
>> >name. Can someone tell me the name and the stores that might carry it?
>> No
>> >auto shop here knows anything except Marvel Mystery Oil.
>> >
>> >Thanks
>> >
>> >Harvey A
>>
>>
>> Hey hey, it's me, "Mr. Seafoam", to the rescue!
>>
>> This stuff you are referring to is the magical "Seafoam" that is the talk
>> of the UL circles. I pick mine up at the local auto parts stores or the
>> Fleet Farm chain here in the midwest. I understand that it's not sold in
>> the northeast. Don't fly without a good dose of it. Your engine will love
>> it and so will you.
>>
>> I'm repeating the address info for Harvey's sake. Those who have read
>> this can ignore the rest.
>>
>> Ralph B.
>>
>> >From phone book:
>> Sea Foam Sales Co.
>> 10401 E. Bren Road
>> Minnetonka, MN 55343
>> (612) 938-4811
>>
>> Address on can:
>> Sea Foam Sales Co.
>> P.O. Box 5178
>> Hopkins, MN 55343-1178
>>
>> Part # SF-16
>>
>> It's a 16oz round can with a red and black label. It says:
>> "A 100% pure petroleum product for use in all gasoline and diesel type
>> engines both 2 and 4 cycle. Oxygen sensor safe.
>>
>> Cleans dirty engine parts internally by removing harmful gums, varnish
>> and carbon buildup. Removes moisture from oil crankcases and fuel tanks.
>> Works and performs instantly.
>>
>> Stabilizes and conditions fuels from becoming stale. Excellent for engine
>> storage."
>>
>> The side of the can shows all types of engines from cars and trucks to
>> snowmobiles and chainsaws. It says that it can be added to the fuel tank,
>> oil, injected into the carb, or into the sparkplug hole. It's been
>> around since 1942.
>>
>> I paid $4.69 for the can, but I see it on sale for $2.69. It's worth
>> every penny since I've seen what it does. I use a synthetic oil now in my
>> engine and I have not had a problem except that it fouled a plug the
>> first time I used it. This last time it didn't. I suggest using some old
>> plugs, then put in the new ones once the carbon has been blown out.
>>
>> Ralph Burlingame
>> Original FireStar
>>
>>
>>
>> _____________________________________________________________________
>> Get completely free e-mail from Juno at http://www.juno.com
>> Or call Juno at (800) 654-JUNO [654-5866]
>> -
>> To unsubscribe send email to: majordomo(at)intrig.com
>> Include in the body: unsubscribe kolb yourname@yourdomain
>>
>
>
>
>
>
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
My 582 has been operating great, but the last few flights I noticed that
my EGT temps are about 1000 degrees on one side and about 900 on the
other. I don't want to lean it out cause it might make one cylinder run
hotter than the other. It was running with both temps at 1000 at 5000
rpm. Any one have any ideas as to why one is running cooler than the
other.
Frank Marino
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Airworthiness Certificate |
Ron Christensen wrote:
> I'll put out a first flight test report Tuesday evening - - even if no one
> cares.
>
Ron,
I think plenty of people will "care". Even those without Mark III's,
like myself, can learn about flight tests, from your reports.
John Jung
Firestar II N6163J 46 hrs
SE Wisconsin
________________________________________________________________________________
ETAtAhUAvO0kQmhSzjxQvLfb3LV8cfN5o2QCFCzbfICAHL/HfqirGo66phg5PBN8
| From: | FSTAR(at)webtv.net (Jamie S) |
| Subject: | Re: engine temps |
Frank, before I'd draw any conculsions about the cylinders, I'd swap egt
probes first to see what you get, then change plugs next. If your temps
are still the same you then can assume something has changed. It's a
possibilty that theres a slight carbon buildup on one of your probes.
Fstar
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: engine temps |
Frank,
My money is on the senders/gages as the problem. My 503 has two
senders and one gage and runs 200 degrees different. In asking a number
of others how consistant their 2 cylinder Rotaxes run for EGT, it is not
uncommon. And they have switched the senders to confirm that they were
the source of the problem. I haven't switched the senders yet, but I
have one carb, so I doubt that I have 200 degrees "real" difference. My
plan is to get an EIS system at the end of this season, and stop using
Westach junk.
John Jung
>
>Marino, Frank J (Youngstown ARB) wrote:
> My 582 has been operating great, but the last few flights I noticed that
> my EGT temps are about 1000 degrees on one side and about 900 on the
> other. I don't want to lean it out cause it might make one cylinder run
> hotter than the other. It was running with both temps at 1000 at 5000
> rpm. Any one have any ideas as to why one is running cooler than the
> other.
> Frank Marino
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
Thanks, I am going to leave work right now and change the probes around
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
Thanks John, I am going to swap probes around right now I'am going to
leave work as I speak. I kind of thought that the probes might be the
problem, thats what is great about this kolb internet, you can get a lot
of information from it.
Frank, PS I'am a government employee so I can leave when I feel like
it..
> ----------
> From: John Jung[SMTP:jrjung(at)execpc.com]
> Sent: Tuesday, August 04, 1998 8:53 AM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: engine temps
>
>
> Frank,
> My money is on the senders/gages as the problem. My 503 has two
> senders and one gage and runs 200 degrees different. In asking a
> number
> of others how consistant their 2 cylinder Rotaxes run for EGT, it is
> not
> uncommon. And they have switched the senders to confirm that they were
> the source of the problem. I haven't switched the senders yet, but I
> have one carb, so I doubt that I have 200 degrees "real" difference.
> My
> plan is to get an EIS system at the end of this season, and stop using
> Westach junk.
> John Jung
> >
> >Marino, Frank J (Youngstown ARB) wrote:
> > My 582 has been operating great, but the last few flights I noticed
> that
> > my EGT temps are about 1000 degrees on one side and about 900 on the
> > other. I don't want to lean it out cause it might make one cylinder
> run
> > hotter than the other. It was running with both temps at 1000 at
> 5000
> > rpm. Any one have any ideas as to why one is running cooler than the
> > other.
> > Frank Marino
>
>
>
>
________________________________________________________________________________
| From: | Cpeterhu(at)aol.com |
| Subject: | Re: engine temps |
hey Frank, how do i get one of those jobs? pete ;-)
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.COM> |
| Subject: | New Hanover Ultraliters |
To find out about the airport, see:
http://www.airnav.com/cgi-bin/airport-info?N62
I put a picture of the airport I took last October on:
http://scott.bentley.com/newhanover.jpg
You might want to call United Parachute Club, which operates from the field:
They have two listings in http://www.bigyellow.com/
United Parachute Club Inc
Rt 663 & Swamp Pke NW, Gilbertsville, PA 19525
(610) 323-9667
United Parachute Club Inc
Rt 663 & Swamp Pk, Gilbertsville, PA 19525
(610) 323-8565
Finally, you might want to check out Pennsyvlania aviation events (though I
see nothing for New Hanover.)
http://www.dot.state.pa.us/penndot/aviation.nsf/airshows?Readform
Finally, call the Kolb factory when they return.
...
Is anyone on the list from the New Hanover Ultralighters in Pa.? I need to
get some info for the coming events.
________________________________________________________________________________
| From: | arnwine(at)toad.net |
| Subject: | Re: Airworthiness Certificate |
Ron, Please don't think we don't care. All of us which are in progressive
stages of completing our projects appreciate greatly the first flight
reports, and when they are in a narative/story form with local color, all
the better.
It puts me right there on the field with you. And from each report
something is learned. Since I am still on the first kit of my firestar I need
to hear of others success. Keep the reports coming my way especially.
thanks Ron,
Hank Arnwine
>
>Hey Group:
>
>I was granted an Airworthiness Certificate today for my 912 powered MKIII
>after about 2 1/2 hours with a very accommodating DAR. He looked at ALL my
>documentation and spent over an hour inspecting the airplane. Then he asked
>me to taxi around the tie-down area a bit to demonstrate that everything
>worked; then he granted the AC to me. Whooopppeee ! ! ! !
>
>He finished around 11:00 AM and by then, the temperatures at Chino Airport
>(Southern California) were around 95 degrees, going to 105 degrees, so I
>kissed the day goodbye. I'll be back rolling the airplane out at sunrise
>Tuesday when it should be around 65 degrees.
>
>I have written a detailed taxi and flight test program; I will broadcast
>temperature, performance and speed information to a friend and he will
>record all the data for me. He will of course look for any negative trends.
>He will also prompt me for the next step in the test plan. This procedure
>will permit me to just fly and talk without the distraction of reading
>anything.
>
>I'll put out a first flight test report Tuesday evening - - even if no one
>cares.
>
>Cheers;
>Ron Christensen
>MKIII1/2
>N313DR
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Airworthiness Certificate |
| From: | rbaker2(at)JUNO.COM (Ray L Baker) |
Ron,
Congratulations on your certification.
By the time you read this I hope to have read your 1st report. I am
looking forward to it and want to express my appreciation to you for
making this information available.
L. Ray Baker
Lake Butler, FL
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
Today is my question day, I went an bought a can of sea foam, now do I
dump the whole can in the fuel tanks or what. The other question, has
anyone flown with just the full doors minus the rear enclosure and what
kind of performance did you get.
Frank
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
| Subject: | Airworthiness Certificate |
Ron I am especially interested in how your dual controls work, I told
you that since I put mine in that they are a lot heavier to move but
makes the Kolb more airplane like and natural to fly with the sticks in
between your legs. Good luck on your first flight. My first flight was
sort of eventfull with the little fuel cap, "cap" going through the
prop,$200 to fix and another prop $200 which a washer went through again
another $200 repair bottom line is check for loose junk . I have 42
hours now and it flies great.
Frank Marino
> ----------
> From: Ron
> Christensen[SMTP:spectruminternational(at)email.msn.com]
> Sent: Tuesday, August 04, 1998 12:10 AM
> To: KOLB Mail List
> Subject: Kolb-List: Airworthiness Certificate
>
>
>
> Hey Group:
>
> I was granted an Airworthiness Certificate today for my 912 powered
> MKIII
> after about 2 1/2 hours with a very accommodating DAR. He looked at
> ALL my
> documentation and spent over an hour inspecting the airplane. Then he
> asked
> me to taxi around the tie-down area a bit to demonstrate that
> everything
> worked; then he granted the AC to me. Whooopppeee ! ! ! !
>
> He finished around 11:00 AM and by then, the temperatures at Chino
> Airport
> (Southern California) were around 95 degrees, going to 105 degrees, so
> I
> kissed the day goodbye. I'll be back rolling the airplane out at
> sunrise
> Tuesday when it should be around 65 degrees.
>
> I have written a detailed taxi and flight test program; I will
> broadcast
> temperature, performance and speed information to a friend and he will
> record all the data for me. He will of course look for any negative
> trends.
> He will also prompt me for the next step in the test plan. This
> procedure
> will permit me to just fly and talk without the distraction of reading
> anything.
>
> I'll put out a first flight test report Tuesday evening - - even if no
> one
> cares.
>
> Cheers;
> Ron Christensen
> MKIII1/2
> N313DR
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Jason Omelchuck <jason(at)acuityinc.com> |
| Subject: | Airworthiness Certificate |
Ron
When you say he looked at ALL your documentation, what exactly does that
mean? I have been building for about 3 years now and haven't done the
best job of taking pictures or keeping a builders log. Would that have
been a problem with this DAR?
> -----Original Message-----
> From: Marino, Frank J (Youngstown ARB)
> [SMTP:Frank.Marino(at)yng.afres.af.mil]
> Sent: Tuesday, August 04, 1998 11:23 AM
> To: 'kolb-list(at)matronics.com'
> Subject: RE: Kolb-List: Airworthiness Certificate
>
>
>
> Ron I am especially interested in how your dual controls work, I told
> you that since I put mine in that they are a lot heavier to move but
> makes the Kolb more airplane like and natural to fly with the sticks
> in
> between your legs. Good luck on your first flight. My first flight
> was
> sort of eventfull with the little fuel cap, "cap" going through the
> prop,$200 to fix and another prop $200 which a washer went through
> again
> another $200 repair bottom line is check for loose junk . I have 42
> hours now and it flies great.
>
> Frank Marino
>
> > ----------
> > From: Ron
> > Christensen[SMTP:spectruminternational(at)email.msn.com]
> > Sent: Tuesday, August 04, 1998 12:10 AM
> > To: KOLB Mail List
> > Subject: Kolb-List: Airworthiness Certificate
> >
> >
> >
> > Hey Group:
> >
> > I was granted an Airworthiness Certificate today for my 912 powered
> > MKIII
> > after about 2 1/2 hours with a very accommodating DAR. He looked
> at
> > ALL my
> > documentation and spent over an hour inspecting the airplane. Then
> he
> > asked
> > me to taxi around the tie-down area a bit to demonstrate that
> > everything
> > worked; then he granted the AC to me. Whooopppeee ! ! ! !
> >
> > He finished around 11:00 AM and by then, the temperatures at Chino
> > Airport
> > (Southern California) were around 95 degrees, going to 105 degrees,
> so
> > I
> > kissed the day goodbye. I'll be back rolling the airplane out at
> > sunrise
> > Tuesday when it should be around 65 degrees.
> >
> > I have written a detailed taxi and flight test program; I will
> > broadcast
> > temperature, performance and speed information to a friend and he
> will
> > record all the data for me. He will of course look for any negative
> > trends.
> > He will also prompt me for the next step in the test plan. This
> > procedure
> > will permit me to just fly and talk without the distraction of
> reading
> > anything.
> >
> > I'll put out a first flight test report Tuesday evening - - even if
> no
> > one
> > cares.
> >
> > Cheers;
> > Ron Christensen
> > MKIII1/2
> > N313DR
> >
> >
> >
> >
> >
> >
> >
>
>
>
________________________________________________________________________________
| Subject: | Re: : Kolb-List:Odds and Ends |
I trailered my FS2 to Oshkosh but had to leave quickly due to a family
emergency, I put the plane together later and flew around a while to see what
was missing. When I checked the Hobbs meter I found I had flown 22.5 hours!
My good old vibration meter had recorded all the trailering time to Oshkosh
and back. Makes for a different log entry than usual.
Dick C StLouis
________________________________________________________________________________
| From: | ul15rhb(at)JUNO.COM (Ralph H Burlingame) |
Frank,
Add the Seafoam in the sparkplug holes and not in the gas tank. I know it
says that you can add it to the tank, but I haven't tried that yet. It
may eat up the tank. I don't know. For now, it's best to keep it in the
engine. Do one cylinder at a time with each at TDC. I add about 4 capfuls
to each cylinder and let it sit there for a few days if you can. the
longer it sits, the better the treatment.
Ralph Burlingame
Original FireStar
writes:
>
>
>Today is my question day, I went an bought a can of sea foam, now do
>I
>dump the whole can in the fuel tanks or what. The other question, has
>anyone flown with just the full doors minus the rear enclosure and
>what
>kind of performance did you get.
>
> Frank
>
>
>
>
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
| Subject: | Airworthiness Certificate |
To all,
>When you say he looked at ALL your documentation, what exactly does that
>mean? I have been building for about 3 years now and haven't done the
>best job of taking pictures or keeping a builders log. Would that have
>been a problem..."?
I made quick notes on a wall calander about what I was doing on the plane
that day, noted things like when I applied for an N number, mailed any
important papers, had an inspection, etc. It made an easy log. Also some
pics or videos with YOU in them as well as the plane under construction.
Also I made notations of any change or mod on the plans. Also I kept all
patterns and jigs to show. Also had it inspected by an EAA tech counselor
before cover. Also I kept all receipts for the kit and materials, shipping
manifests, etc. Then I papered the heck out of them until they said,
"Enough! Enough!"
If I were you I would prepare a log record as accurately as you can remember
what has already progressed and start keeping it up to date and taking some
pics, saving receipts, etc. You do have to provide evidence that you were
the builder.
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (49.8 hrs)
________________________________________________________________________________
| From: | "Ron Carroll " <ron.carroll(at)WORLDNET.ATT.NET> |
Ralph, I'm getting closer all the time and find that I don't know how to put
in the seat belt. I'm not sure what came with the original kit, but all I
have is an auto supply variety of assembly. Not a clue as to how it is
connected to the airframe. Possibly around the gear leg sockets? I
wouldn't trust anything that would be 'bolted' to some part of the airframe.
As an alternative, maybe I should consider buying a 4-point harness from
someone like Aircraft Spruce, but I still don't know where or how it
connects to the plane. maybe you can describe how yours is fastened to your
Original Firestar.
Also, I am unable to find a source for SeaFoam here in the great (or not so
great) state of Oregon. I didn't think to ask any of the locals that went
to OSH to bring a pint back with them. I suppose I won't be bothered with
carbon for quite some time anyway, the way things going on the plane. I'm
also saving lots of money on fuel.
Thanks,
Ron Carroll
Original Firestar
-----Original Message-----
From: Ralph H Burlingame <ul15rhb(at)JUNO.COM>
Date: Tuesday August 04 1998 4:53 PM
Subject: Re: Kolb-List: sea foam
>
>Frank,
>
>Add the Seafoam in the sparkplug holes and not in the gas tank. I know it
>says that you can add it to the tank, but I haven't tried that yet. It
>may eat up the tank. I don't know. For now, it's best to keep it in the
>engine. Do one cylinder at a time with each at TDC. I add about 4 capfuls
>to each cylinder and let it sit there for a few days if you can. the
>longer it sits, the better the treatment.
>
>Ralph Burlingame
>Original FireStar
>
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Fw: [Fwd: Grand Champion] |
-----Original Message-----
From: David Thomas <dthomas(at)compumise.com>
; Bill Griffin ; Jim Baker
; Jerry Adams ; D. Neil Smiley
; Charles Linderman ; Ike Isenhour
; Charles Waller ; Jamie Strong
; Dave Hatchett ; Ed & Devona Shoemake
; Bill Sims ; Chuck Jordan
; Bruce Johnson ; Addison
Don
Date: Tuesday, August 04, 1998 10:32 AM
Subject: [Fwd: Grand Champion]
>News Flash! This just in. Congratulations Dan, the honor is well
>deserved.
>
From: ULDAD(at)aol.com
Date: Tue, 4 Aug 1998 11:03:52 EDT
Subject: Grand Champion
Hi Dave: Got the official call from Dan last night: he's the new OSH Light
Plane Grand Champion. He said to pass the word around. We all had a great time
up there and his winning just tops it all off.
Bill
________________________________________________________________________________
| Subject: | Re: KOLB: Snow skis |
| From: | lavasseur(at)JUNO.COM (Jon D LaVasseur) |
I am flying a Firestar 503 year round in Minnesota. The field I fly from
is being paved so I won't be able to take off with skis during the
winter. The problem is that once in the air I will want to land on snow
covered lakes and fields. Has anyone had any experience setting up skis
in combination with wheels protruding just enough to be "amphibious"?
Any suggestions would be appreciated.
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle 925-606-1001) |
| Subject: | Search Engine Problem Resolved... |
Hi Kolb Listers,
It was pointed out to me today that the archive search engine wasn't working
quite right and was returning some bogus matches. I had a look and discovered
that the crontab job that processes the archive and builds an index each day
at 2am wasn't firing correctly. I fixed the problem and then ran the
program by hand. Searching of the Kolb archive is working great again.
Sorry about that!
Matt Dralle
Kolb List Admin.
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Bruce Steinhagen" <bsteinhagen(at)itol.com> |
John, I have a fellow in Sheyboygan who is looking for a fix-wing BFI
closer than I am. Can you recommend someone in Milw area? He's
considering purchase of used Challenger. thanks, Bruce
----------
> From: John Jung <jrjung(at)execpc.com>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Airworthiness Certificate
> Date: Tuesday, August 04, 1998 7:09 AM
>
>
> Ron Christensen wrote:
> > I'll put out a first flight test report Tuesday evening - - even if no
one
> > cares.
> >
> Ron,
> I think plenty of people will "care". Even those without Mark III's,
> like myself, can learn about flight tests, from your reports.
> John Jung
> Firestar II N6163J 46 hrs
> SE Wisconsin
>
>
>
________________________________________________________________________________
| From: | jerryb(at)jmd.ods.com |
| Subject: | Kolb Email List Now Moved! |
Hey Cliff,
What's this trying to sneak out and sell your plane at Oshkosh. You
have been caught by the by North end FireFly owners.
Sorry to hear this, are you bailing out or got something else in mind.
Jerry
______________________________ Reply Separator _________________________________
Subject: RE: Kolb-List: Kolb Email List Now Moved!
Date: 8/3/98 8:48 AM
Jeff,
>Thanks Matt for taking over for me and for providing a searchable archive
>to past postings.
...and thank you again and again for looking after it for so long....
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (49.8 hrs)
____________________|_____________________
___(+^+)___
(_)
8 8
________________________________________________________________________________
| From: | mefine1(at)JUNO.COM (Mick Fine) |
Ralph,
Since there seems to be so much interest in the "Sea-Foam" treatment
lately, maybe you could summarize your test of the product so far.
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Milw Instructor |
Bruce,
I recommend Paul Knieriem. He flys a Quicksilver out of Hartford and
his daytime number is 414-250-4843. There also is instruction available
in a Mark III at Aero Park, Menomonie Falls by Bill Gentemann
414-790-1902.
John Jung
________________________________________________________________________________
| From: | NGB6011B(at)aol.com |
Hey Mark 111 owners. My name is gary blecha from Idaho. My Mark 111 about 6hrs
of flying time on her. I seem to have a problem in the tail - rudder. It
oscilate. I have to keep my feet on the pedals and it is ok then. If i remove
my feet it starts and will shake the complete tail assembly and tube. It seem
to be something with the rudder. What do u all think. Plus I have a 912 on her
and it a little noisy. Any ideas. Thank you gary.
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
NGB6011B(at)aol.com wrote:
> Hey Mark 111 owners.
snip... If i remove
> my feet it starts and will shake the complete tail assembly and tube.
snip...
>
Gary,
The only time that I have heard of that on a Kolb is when a weight
(like a light) has been added to the rudder.
John Jung
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
Gary: sounds like your rudder cables are not tight, if there is any
slack at all it will flutter back and forth, by putting your feet on the
pedals "where their suppose to be while flying" you are just keeping
them stable. I would call Dennis at Kolb to see what he has to say.
About the noise learn to live with it and put ear plugs in. I'am
thinking about flying with nose plugs in also to keep from getting sinus
blocks from the wind blasting in my big nose. Keep use posted on what
you find out about the rudder.
Frank Marino
> ----------
> From: NGB6011B(at)aol.com[SMTP:NGB6011B(at)aol.com]
> Sent: Wednesday, August 05, 1998 12:19 AM
> To: kolb(at)intrig.com
> Subject: Kolb-List: MARK 111
>
>
> Hey Mark 111 owners. My name is gary blecha from Idaho. My Mark 111
> about 6hrs
> of flying time on her. I seem to have a problem in the tail - rudder.
> It
> oscilate. I have to keep my feet on the pedals and it is ok then. If i
> remove
> my feet it starts and will shake the complete tail assembly and tube.
> It seem
> to be something with the rudder. What do u all think. Plus I have a
> 912 on her
> and it a little noisy. Any ideas. Thank you gary.
>
>
>
>
________________________________________________________________________________
| From: | LLMoore(at)tapnet.net (Lauren L. Moore) |
| Subject: | Hello Kolb types |
I recently sent a request for help on doing Weight and Balance on my
Firestar. Before I rivit on any trim tabs, etc, I want to do a weight
and balance as a baseline. However, I think I sent it to the
kolb@Intrig address. If anyone has done this W/B on their plane, could
you send anything that might be of help to me. How its done. What
scales were used. etc. Thanks all, and boy, what nice flying weather
last weekend. I put 8 hours on the firestar. Great fun! Thanks Larry
in Sussex Original FS
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
Gary and all,
>I seem to have a problem in the tail - rudder. It
>oscilate. I have to keep my feet on the pedals and it is ok then. If i remove
>my feet it starts and will shake the complete tail assembly and tube.
I have only noticed a tail sachay (wiggle) once since I have been flying my
MKIII... sort of a slow wiggle that builds up if you do not stop it by
putting your feet back on the rudders. I really never gave it much thought
as the whole rudder system is on two opposing springs and is likely to do
that with no dampning of your feet resting against the control peddles.
More tension on the springs might help? I tend to lay my left foot lightly
on the rudder most of the time anyway as a trim against flying a little
yawed much of the time. Your engine has more horses than the 582 so that
probably has something to do with it too (greater prop blast against the tail).
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (49.8 hrs)
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Experimental Crash a Oshkosh |
>
>Gary Thacker wrote:
>>
>>
>> I saw on the news the other night about an experimental plane crash at
>> Oshkosh. Does anyone have any of the details? It was only mentioned.
>>
There was one other incident which may be what you are refering to. A
Hummel bird had a mag failure and made an emergency landing on a road.He was
able to make a repair and continue on but the state troopers wanted to
ticket him for going through a stop sign.
Woody
ur feet are off.If it is sloppy there is no reason why your rudder won't
flop in the breeze like a flag.
Woody
________________________________________________________________________________
| From: | "Wayland, William C." <wcw2573(at)eagle.sbeach.navy.mil> |
>
>
......... maybe I should consider buying a 4-point harness from
> someone like Aircraft Spruce, but I still don't know where or how it
> connects to the plane. ........
>
Following up on an e-mail fron the Kolb List I just bought a 5 point
harness from Summit Racing Equipment 1-800-230-3030. I will not be using
the "submarine belt" (crouch) so it will install in my FireFly as a 4 point
"Y" type harness. I got the RCI Junior Dragster Harness model for $65.39
($69.89 with shipping charge) since it comes in the 2" strap width I wanted.
Their regular RCI ($59.95 + shipping) comes only with 3" wide straps but is
offered in either a "Y" or a "Dual" (shoulder belts joined behind the neck)
configuration. The garish yellow RCI Racing sewn on labels are easy to
remove if you employ a seam ripper from your wife's sewing kit.
All the hardware on these are steel and I was just wondering if any
of the harness used on ULs have aluminum hardware. ???
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Hello Kolb types |
LaurenI can send you cys of stuff from Kolb on my FireFly that shows
how to do W&B on A FF, but W&B is kinda generic to airplanes. I've done
it on many GA planes since I hold FAA Mech rating. Got to have your
FailMail address though. Will put in mail tomorrow if you want it, and
send address. Grey Baronronoy(at)shentel.net
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
>
>>and tried to say hi to john Hauck but he was allways to busy talking to
>everyone and answering questions.The Kolbs sure showed the other guys what
>for at the fly about.
>
>
>
> Woody
Woody:
I am never too busy to say hi to a Kolb owner/flyer. Next time just grab
me and shake me and say hi. Sorry I missed meeting you.
BTW, I departed OSH 1230 Mon and arv'd home at 1945 last night. Between 11
and 12 hours flt time, don't know for sure yet. Haven't had time to do my
log book. Rain got me again in southern Indiana, but found a neat
ultralight strip at Washington, In, to RON. They put me and the MK III in
a beautiful, fully inclosed hangar, and I got to sleep on the floor of a
airconditioned office. What luxury! Next morning Darell Stoll took me to
breakfast, the Washington newspaper came out to do a story and pics, and I
was off for Alabama by 1030. It worked out great, as it was raining like
Hell all night and up until just before I took off.
My friend, Dan Horton, builder/owner of the scratch built Early Bird Jenny,
is the new 1998 OSH Grand Champion Lt Plane "Gold Lindy". He lives,
builds, and flies, out of my local area. We are very proud of him and his
airplane (even though it is not a Kolb).
My MK III performed flawlessly for the flight up and back, through sun and
rain, as usual. That was the 5th flight to OSH and back for Miss P'fer.
The hour meter turned 1200 hours just prior to touch down at Sullivan,
Indiana, Monday evening. She has been and continues to be a tremedous bird.
Glad to be home.
john h
PS: Dan Horton and his family are still in OSH as of this morning waiting
for weather to fly the Jenny and her Gold Lindy home to Alabama. I just
checked weather and Wisconsin is covered up with rain. Glad I left a day
early to miss the weather.
________________________________________________________________________________
| From: | William V Rayfield <rayfiwv(at)mail.auburn.edu> |
John Hauck,
Just wanted to say thanks to you and everyone for talking to us about our
Ultrastar (the red and yellow one) at Osh. In particular, we are going to
use your advice and use a thin sheet metal wing gap seal connected with
small cam-lock fittings. It should hold up well and not get the cloudy,
scratched appearance lexan tends to get with a little age.
Question: We are looking to use the clear tape for an aileron gap seal
instead of the Poly-Fiber method. We saw it on the Slingshot demo. plane
and really liked it. Has anyone used it? Would you mind telling us how
you like it and where we can get it?
Thanks guys.
Bill Rayfield
"I'm not smart, but I sure am slow!"
Mechanical Engineering Student
Auburn University
"War Eagle"
________________________________________________________________________________
| Subject: | Re: Milw Instructor |
Bruce:
Jeff Frye instructs in a Quick and lives just east of Fond du Lac. I can't
locate his number at the moment but if you need it, e-mail me and I'll look it
up for you
Pete Krotje
________________________________________________________________________________
| From: | "Ron Carroll " <ron.carroll(at)WORLDNET.ATT.NET> |
Sounds good, but how will it attach to the airframe?
Ron
-----Original Message-----
From: Wayland, William C. <wcw2573(at)eagle.sbeach.navy.mil>
Date: Wednesday August 05 1998 7:51 AM
Subject: RE: Kolb-List: Seat belt
>
>>
>>
> ......... maybe I should consider buying a 4-point harness from
>> someone like Aircraft Spruce, but I still don't know where or how it
>> connects to the plane. ........
>>
> Following up on an e-mail fron the Kolb List I just bought a 5 point
>harness from Summit Racing Equipment 1-800-230-3030. I will not be using
>the "submarine belt" (crouch) so it will install in my FireFly as a 4 point
>"Y" type harness. I got the RCI Junior Dragster Harness model for $65.39
>($69.89 with shipping charge) since it comes in the 2" strap width I
wanted.
>Their regular RCI ($59.95 + shipping) comes only with 3" wide straps but is
>offered in either a "Y" or a "Dual" (shoulder belts joined behind the neck)
>configuration. The garish yellow RCI Racing sewn on labels are easy to
>remove if you employ a seam ripper from your wife's sewing kit.
>
> All the hardware on these are steel and I was just wondering if any
>of the harness used on ULs have aluminum hardware. ???
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Search Engine Problem Resolved... |
Can you refresh my memory (or maybe I never knew) : how do you access the
acrhives
Thasnks:
Bill Griffin
________________________________________________________________________________
<35C6875E.1CD1(at)centuryinter.net>
Jon
Last fall there was a lot of talk about skies on this list. Richard Pike
had a lot of experience with skies and wheels on his previous plane. He
used roller skates to keep the tails from dragging. I plan on skies, but
first I have to get my MarkIII flying. By the way I live in Apple Valley MN.
Ron
>
>I am flying a Firestar 503 year round in Minnesota. The field I fly from
>is being paved so I won't be able to take off with skis during the
>winter. The problem is that once in the air I will want to land on snow
>covered lakes and fields. Has anyone had any experience setting up skis
>in combination with wheels protruding just enough to be "amphibious"?
>
>Any suggestions would be appreciated.
>
>
>
>
>
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle 925-606-1001) |
| Subject: | Re: Search Engine Problem Resolved... |
>--------------
>
>Can you refresh my memory (or maybe I never knew) : how do you access the
>acrhives
>
>Thasnks:
>Bill Griffin
>--------------
Point your web browser at the following URL:
http://www.matronics.com/kolb-list
Lots of fun stuff here.
Matt
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
Ron I bought seat belts from one of the companies like CPS or LEAF and
they hook just like the ones Kolb sends with the kit, on the gear legs,
mine are the four point belts. The belts actually rap around the legs
and back through a metal tab.
Frank Marino
> ----------
> From: Ron Carroll [SMTP:ron.carroll(at)WORLDNET.ATT.NET]
> Sent: Wednesday, August 05, 1998 1:08 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Seat belt
>
>
>
> Sounds good, but how will it attach to the airframe?
>
> Ron
>
> -----Original Message-----
> From: Wayland, William C. <wcw2573(at)eagle.sbeach.navy.mil>
> To: 'kolb-list(at)matronics.com'
> Date: Wednesday August 05 1998 7:51 AM
> Subject: RE: Kolb-List: Seat belt
>
>
>
> >
> >>
> >>
> > ......... maybe I should consider buying a 4-point harness from
> >> someone like Aircraft Spruce, but I still don't know where or how
> it
> >> connects to the plane. ........
> >>
> > Following up on an e-mail fron the Kolb List I just bought a 5 point
> >harness from Summit Racing Equipment 1-800-230-3030. I will not be
> using
> >the "submarine belt" (crouch) so it will install in my FireFly as a 4
> point
> >"Y" type harness. I got the RCI Junior Dragster Harness model for
> $65.39
> >($69.89 with shipping charge) since it comes in the 2" strap width I
> wanted.
> >Their regular RCI ($59.95 + shipping) comes only with 3" wide straps
> but is
> >offered in either a "Y" or a "Dual" (shoulder belts joined behind the
> neck)
> >configuration. The garish yellow RCI Racing sewn on labels are easy
> to
> >remove if you employ a seam ripper from your wife's sewing kit.
> >
> > All the hardware on these are steel and I was just wondering if any
> >of the harness used on ULs have aluminum hardware. ???
> >
> >
> >
> >
> >
>
>
>
>
>
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.COM> |
| Subject: | Mark III 912 Noise Reduction |
.... Plus I have a 912 on her
and it a little noisy. Any ideas. Thank you
...
Be sure to speak to the factory when they get back from Oshkosh about the
prop extension and IVOPROP combination.
I have installed this (I think the second plane after the factory testing,)
and it reduced noise considerably by moving the prop back about 6 inches,
further away from the flap tubes. That is apparently where most of the
noise originates. When you put the prop extension on, you have to move to a
lighter prop, which is why I have the IVOPROP now rather than the Warp Drive
I started with.
I have a 912, but this should work for other engines as well, I would think.
I don't remember what it cost.
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
>
>Hey Mark 111 owners. My name is gary blecha from Idaho. My Mark 111 about 6hrs
>of flying time on her. I seem to have a problem in the tail - rudder. It
>oscilate. I have to keep my feet on the pedals and it is ok then. If i remove
>my feet it starts and will shake the complete tail assembly and tube. It seem
>to be something with the rudder. What do u all think. Plus I have a 912 on her
>and it a little noisy. Any ideas. Thank you gary.
>
> I had the same problem, I suspect from putting the nav light on the
rear end of the rudder, and having too much weight out on the back end of
the rudder.
I solved the problem by putting a mass balance weight on the rudder.
Took a 3" long steel tube and welded a 1/2" x 18" steel tube onto the top of
it at 90 degrees, so that the 3" tube fits down into the top of the rudder
main tube, and the 18" long tube sticks straight forward.
Same principle as the FSII aileron mass balances. I started out with
1 pound of weight on the nose of the 18" tube, and that almost fixed it.
Added another 6 ounces, and it was cured. Trial and error.
Be sure you fix it. Vince Nicely flew his FSII behind me to help me
check it out before I fixed mine, and he said that that when the rudder
starts to flutter like that, the main fuselage tube looked like it had a
sine wave curve in it. I imagine not even a MKIII would tolerate much of that.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | Kim Steiner <steiner(at)spreda.sk.ca> |
| Subject: | Re: KOLB: Snow skis |
>
>I am flying a Firestar 503 year round in Minnesota. The field I fly from
>is being paved so I won't be able to take off with skis during the
>winter. The problem is that once in the air I will want to land on snow
>covered lakes and fields. Has anyone had any experience setting up skis
>in combination with wheels protruding just enough to be "amphibious"?
>
>Any suggestions would be appreciated.
>
>
>
>
I have been doing it for years with my Kolb Mark 111 (582 C drive, 3 to one
gear ratio, 66 inch three blade Warp drive). I made my skis out of aluminum
and skinned them with Extra High Molecular Weight plastic. My original
wheels protrude out of the bottom of the skis about 1.25 inches. This
system works well on paved runways and gravel roads. I would not want to
land on gravel roads with excessive amounts or gravel or gravel with large
stones. The wheel skis work great for moving my Mark 111 in and out of my
garage.
The disadvantages of the system are increased drag in snow and extra weight
of wheels plus skis. I have a difficult time getting airborne with two
adults in deep snow. On one occasion I had to ask my passenger to get out
and then I reloaded her on a country road and took off with no difficulty.
I have always been able to get airborne in snow when I fly solo.
I have been considering a change in gear ratios to a 2.62 to one for
improved takeoff performance, anyone have any suggestions?
Kim Steiner
Reach me by ICQ. My ICQ# is 4551867 or,
* Page me online through my Personal Communication Center:
http://wwp.mirabilis.com/4551867 (go there and try it!) or,
* Send me E-mail Express directly to my computer screen
4551867(at)pager.mirabilis.com
For downloading ICQ at http://www.icq.com/
For adding similar signatures to your e-mail go to:
http://www.icq.com/emailsig.html
Brian "Kim" Steiner
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
Got home Sunday evening from flying to Oshkosh and back. Total
distance was about 1300 miles, and total flight time was about 30 hours.
Since the two Drifter XP503's I was flying with liked to fly at about 52
mph, it took a little longer than it might, but that was OK. Perfect weather
the whole trip, except the strong headwind coming across Indiana on the way up.
Those of you that I got to meet up there, it was great, a nice bunch
of people.
Some of you may remember that I was having engine trouble, the 532
was just acting wimpy, gradually losing power. Several people wondered if it
could be timing, but since I had just set the points the previous weekend, I
kept looking for something else. Turned out it was the points. The 532 wants
the points to open at .077 BTDC, and one cylinder was firing at .004, and
the other at .034 BTDC. We reset the points and the beast was back to
normal. By the time I got home they had again worn to one firing at .035,
and the other at .047 BTDC.
Now it's flaming time: Back in May, I bought the points, a
crankshaft mag end seal, and 3 each of the short muffler springs, and 3 each
of the long muffler springs from Airstar Discount Sales, the ones that run
the 4 page ads (with purple highlights) in the middle of each month's
Ultralight Flying! magazine.
When the parts arrived, they were all loose in one bag, one of the
springs had punctured the little tube that had the point grease, and grease
and mess was all over everything. Two of the long muffler springs were used,
not new, you could see the hook and rub marks on them. Also they were
stretched. Correct inside length is to be 2.9" when stretched and hooked.
Unstretched length should be about 2.48", but one was 2.65", and one was
2.85". My letter of complaint to Airstar was unanswered.
One of the Drifter pilots that went with me had purchased a set of
the Instruct-A-Com 2000 helmets from them 2 weeks before we left. One of the
helmets came with no liner. When the liner arrived the next week, it was
broken and had been taped back together.
It is not normal for Rotax points to wear that badly that quickly.
When I sold my Hummer, the Rotax 277 had not had the points reset for more
than 8 years, and 400 hours, and all it needed was to just be checked at
each annual.
Why did they wear that bad? Good question. Maybe if they sell used
and broken parts, they will sell bogus ones too. Caveat Emptor. I know they
will never get any more of my business.
The MKIII flew just fine, and the stock, unpadded web sling seat was
quite comfortable. Flying at 52 mph, I was running at 52-5300 rpm, and
burning 3.2 gph.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | "Wayland, William C." <wcw2573(at)eagle.sbeach.navy.mil> |
All the straps come with bare ends. You wrap each strap end around an
appropriate structural member and secure them back on themselves with simple
two slot buckles that are provided. Be sure to rout the lap belt so that it
pulls down as low across your waist as is possible (vs. being up on your
tummy). By the way the RCI Junior comes in red, blue, or black.
> ----------
>
>
>
> Sounds good, but how will it attach to the airframe?
>
> Ron
>
>
> >
> > Following up on an e-mail fron the Kolb List I just bought a 5 point
> >harness from Summit Racing Equipment 1-800-230-3030. I will not be using
> >the "submarine belt" (crouch) so it will install in my FireFly as a 4
> point
> >"Y" type harness. I got the RCI Junior Dragster Harness model for
> $65.39.......
>
> >>
> >>
> > ......... maybe I should consider buying a 4-point harness from
> >> someone like Aircraft Spruce, but I still don't know where or how it
> >> connects to the plane. ........
>
>
________________________________________________________________________________
| From: | "merle hargis" <merlepilar(at)WORLDNET.ATT.NET> |
| Subject: | Re: Airworthiness Certificate |
I for one am looking forward to your flight test report. good luck and keep
the info coming.
Merle from Orlando
----------
> From: Ron Christensen <spectruminternational(at)email.msn.com>
> To: KOLB Mail List
> Subject: Kolb-List: Airworthiness Certificate
> Date: Tuesday, August 04, 1998 12:10 AM
>
>
>
> I'll put out a first flight test report Tuesday evening - - even if no
one
> cares.
>
> Cheers;
> Ron Christensen
> MKIII1/2
> N313DR
________________________________________________________________________________
| Subject: | Re: Oshkosh flight |
| From: | rbaker2(at)JUNO.COM (Ray L Baker) |
Richard,
Thanks for the "heads up" on the quality of products you received from
Airstar.
L. Ray Baker
________________________________________________________________________________
| From: | "merle hargis" <merlepilar(at)WORLDNET.ATT.NET> |
| Subject: | Re: Airworthiness Certificate |
I for one am looking forward to your flight test report. good luck and keep
the info coming.
Merle from Orlando
----------
> From: Ron Christensen <spectruminternational(at)email.msn.com>
> To: KOLB Mail List
> Subject: Kolb-List: Airworthiness Certificate
> Date: Tuesday, August 04, 1998 12:10 AM
>
>
>
> I'll put out a first flight test report Tuesday evening - - even if no
one
> cares.
>
> Cheers;
> Ron Christensen
> MKIII1/2
> N313DR
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
| Subject: | Re: Airworthiness Certificate |
Hi Jason:
Your asked:
>When you say he looked at ALL your documentation, what exactly does that
>mean? I have been building for about 3 years now and haven't done the
>best job of taking pictures or keeping a builders log. Would that have
>been a problem with this DAR?
In the end, I suppose any problems with a DAR are largely a function of who
the DAR is, and his/her personality. In my case, it would have been a BIG
problem if I hadn't had a complete record of the construction process. My
long winded answer below is based on the assumption that you are building a
plane that will be N-numbered.
Early in the construction process, I contacted the local - Los Angeles, CA -
FAA "Manufacturing Inspection District Office" (MIDO). These are the people
in the FAA who are responsible for issuing Airworthiness Certificates. The
MIDO people were very friendly and helpful. They sent a huge package of
information to me to aquatint me all the rules; the package included the
following FAA Advisory Circulars (AC):
AC No. Title
1. 20-27D CERTIFICATION AND OPERATION OF AMATEUR-BUILT AC
2. 65-23A CERTIFICATION OF REPAIRMEN (EXPERIMENTAL AC BUILDERS)
3. 39-7B AIRWORTHINESS DIRECTIVES
4. 90-89A AMATEUR-BUILT AC AND UL FLIGHT TESTING HANDBOOK
5. 20-139 COMMERCIAL ASSIST. DURING CONST. OF AMATEUR-BUILT AC
6. 21-12A APPL. FOR U.S. AIRWORTH. CERTIF. FAA FORM 8130-6
Each of these documents should be thoroughly read and understood by the
builder in order to avoid delays and disappointments at the end of the
construction process.
Regarding the certification process, and your specific question, AC 20-27D
says:
- QUOTE -
The applicant should be prepared to furnish the following to the FAA
inspector or DAR:
a. An aircraft complete and ready to fly except for cowlings, fairings, and
panels opened for inspection.
b. An Aircraft Registration Certificate, AC Form 8050-3, or the pink copy of
Aircraft Registration Application, AC Form 8050-1 (with N-number).
c. Evidence of inspections, such as logbook entries signed by the amateur
builder, describing all inspections conducted during construction of the
aircraft in addition to photographic documentation of construction details.
This will substantiate that the construction has been accomplished in
accordance with acceptable workmanship methods, techniques, and practices.
It is recommended that this evidence be documented in some form (E. G., the
Service and Maintenance Manual available from the EAA).
d. A logbook for the aircraft, engine, and propeller to allow for review of
service records and recording of inspection and certification by the FAA
inspector or DAR.
- END of QUOTE -
AC 20-27D describes recommendations for inspections during the construction
process done by "knowledgeable persons", design advice from EAA people
during construction, requirements for the 51% rule, placards and labels,
etc., etc.
In my case, I had a log book of construction work by day/date, describing
tasks down to the 15 minute increment. I did it on a "spread sheet" program
on my computer so that a running total of the hours worked would be
displayed. This is perhaps a bit extreme, but actually I enjoyed recording
tasks. It's great to go back to look at; all sorts of scraped knuckles are
brought back to memory.
In addition to the construction log, I had a bunch - perhaps 150 - photos of
the construction process in chronological order in a photo album. The punch
line was that the DAR was very pleased with the package and the whole thing
went very smoothly. It is clear that the process is heavily bureaucratic,
but probably for very good reasons. If all your paper work is in order,
your inspector will probably be inclined to think that your airplane work is
also in order.
It's probably not too late to reconstruct your project with logs and photos.
In any case, I highly recommend that you obtain a set of the above listed
ACs and perhaps other documents as soon as possible.
Good luck with your project.
Ron Christensen
MKIII1/2
N313DR
-----Original Message-----
From: Jason Omelchuck <jason(at)acuityinc.com>
Date: Tuesday, August 04, 1998 3:45 PM
Subject: FW: Kolb-List: Airworthiness Certificate
________________________________________________________________________________
| Subject: | Warning: it's a big wwworld out there! |
| From: | mefine1(at)JUNO.COM (Mick Fine) |
writes:
>
>... Now it's flaming time: Back in May, I bought the points, a
>crankshaft mag end seal, and 3 each of the short muffler springs, and
>3 each
>of the long muffler springs from... [NAMELESS PARTS PEDDLAR - mf]
Now, here's the only drawback to having the archives of this list out on
the web for all to see. When it was just "us", we could speak pretty
freely but now, it might be good to consider who will be reading our
messages. (With this in mind, it's kinda scary to see ALL the old
messages out there!)
I could back-up Richard's impression of the "NAMELESS PARTS PEDDLAR" with
a tale of woe involving some wheels that were shipped with the wrong size
bearings and the many irate phone calls that followed and never resolved
the problem anyway, but I hesitate to do so - now.
Probably, it's a small price to pay for being able to search the archives
for the answer to a specific Kolb question but knowing that anything I
send to this list from now on will be accessible to the "whole world"
will certainly give me pause to think. Actually, maybe it's a good thing
after all!
-Mick (What, me - worry?) Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Oshkosh flight |
> Two of the long muffler springs were used,
> not new, you could see the hook and rub marks on them. Also they were
> stretched. Correct inside length is to be 2.9" when stretched and hooked.
> Unstretched length should be about 2.48", but one was 2.65", and one was
> 2.85". My letter of complaint to Airstar was unanswered.
So, why pay $2.50 to $3.50 per spring from ANYONE when you can get a
package of six for less than the cost of just one? I got tired of
seeing folks getting ripped off on this item. Try MSC Industrial
Supply. Call 1-800-645-7270, tell them your company name (or make
one up) and get a free 2300 page catalog. Lots of tools, parts,
machinery....and springs. All kinds of extension type springs....and
compression, torsion....
J. Baker
________________________________________________________________________________
| Subject: | Warning: it's a big wwworld out there! |
| From: | mefine1(at)JUNO.COM (Mick Fine) |
AND HERE'S HOW IT WAS SUPPOSED TO LOOK:
________________________________________________________________________________
| From: | ul15rhb(at)JUNO.COM (Ralph H Burlingame) |
Ron,
The seat belt wraps around the gear leg sockets. You do not use a bolt to
fasten it. There is a page in the plans that shows how to tie it. You
probably are missing that page I would guess. I think mine wrapped twice
around and then back through the last wrap.
Sounds as though you are getting close. Time to make "real" airplane
noises!
Ralph
writes:
>
>
>Ralph, I'm getting closer all the time and find that I don't know how
>to put in the seat belt. I'm not sure what came with the original kit,
but all I
>have is an auto supply variety of assembly. Not a clue as to how it is
>connected to the airframe. Possibly around the gear leg sockets? I
>wouldn't trust anything that would be 'bolted' to some part of the
>airframe. As an alternative, maybe I should consider buying a 4-point
harness
>from someone like Aircraft Spruce, but I still don't know where or how
it
>connects to the plane. maybe you can describe how yours is fastened
>to your Original Firestar.
>Also, I am unable to find a source for SeaFoam here in the great (or
>not so great) state of Oregon. I didn't think to ask any of the locals
that
>went to OSH to bring a pint back with them. I suppose I won't be
bothered
>with carbon for quite some time anyway, the way things going on the
plane.
>I'm also saving lots of money on fuel.
>
>Thanks,
>
>Ron Carroll
>Original Firestar
ze your test of the product so far.
>
>
>-Mick Fine
>Tulsa, Oklahoma
>http://www.angelfire.com/ok/froghair
>Green Country Ultralight Flyer's Organization (UFO)
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: First Flight - MKIII |
>
>Today, Wednesday, I did another static run-up and found the RPM came in at
>5,200, which is about where I thought it should be to achieve 5,800 RPM in
>flight. Am I mis-informed; shouldn't the in-flight RPM be higher than the
>static RPM ? ? ? ? ? ? ? Anyway, I decided that perhaps I had mis-read the
>tach. during the crow-hops on Tuesday, so I went out and did another
>crow-hop flight with the same results - 5,000 RPM @ full throttle. Hummmmm
>???
>
> Ron, this may not be applicable in your case, but when I had my J-6
with a Rotax and Warp Drive prop, I discovered that it you had too much
pitch cranked into the prop, it would turn up the appropriate static rpm,
yet the blades would apparently be partly stalled. After you took off, the
increase in airspeed would allow the blades to unstall, and rpm would drop.
(And that was really BAD!)
As I started taking pitch out, static rpm dropped, (prop unstalled,
slowed the engine down) and then as I took more pitch out, rpm went back up.
Possibility in your situation?
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | kmead(at)up.net (Kent kathy Mead) |
Hi ALL
Just trying to my E-mail working
Hi All
Just thought I would drop a line and tell everyone that Oshkosh was great.
It sure was nice to meet the guys on the list that showed up at the Kolb
tent.I would like to thank all the guys from Kolb for the info and help I
got. I hope the seat foam the guys got works out for them. Also there was a
Chinook in the ultralight area that had wing tanks attached to the struts.
The owners name was Gordon Radtke from Mosinee Wi. The tanks looked like
footballs. Does anyone know Mr Radtke or know where he got the tanks from? I
was thinking of putting one under the belly between the gear legs as a
removable tank and just use it for long flights. Paint it to look like a
500 pounder, Ha Ha. What do you think.
Kent
1985 Firestar
________________________________________________________________________________
dwegner(at)isd.net
| From: | ul15rhb(at)JUNO.COM (Ralph H Burlingame) |
Gary,
I had a serious oscillating rudder problem once when I flew over a
nuclear power plant smoke stack. At the time I did not have my feet on
the rudder pedals and the oscillation caused the wing to start yawing
back and forth. If I had not taken action, it may have bent the fuselage
tube. I backed off on the power and pulled up into a stall. The
oscillation stopped and it flew ok after that. I suspect the open-ended
rudder started this oscillation when I hit the man-made thermal.
I have not had a problem since and I now fly with both feet on the
pedals.
BTW, I do not have anything on the rudder. It is built according to
plans.
I have a Rotax 377.
Ralph Burlingame
Original FireStar 400 hrs
>
>Hey Mark 111 owners. My name is gary blecha from Idaho. My Mark 111
>about 6hrs of flying time on her. I seem to have a problem in the tail -
rudder.
>It oscilate. I have to keep my feet on the pedals and it is ok then. If
i
>remove my feet it starts and will shake the complete tail assembly and
tube.
>It seem to be something with the rudder. What do u all think. Plus I
have a
>912 on her and it a little noisy. Any ideas. Thank you gary.
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
>
>
>
>
>
>
> I
>was thinking of putting one under the belly between the gear legs as a
>removable tank and just use it for long flights. Paint it to look like a
>500 pounder, Ha Ha. What do you think.
>Kent
>1985 Firestar
>
>
> I think if you don't be careful, BATF will post snipers around your
hangar.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
| Subject: | Re: Warning: it's a big wwworld out there! |
[NAMELESS PARTS PEDDLAR - mf]
I think many of us seem to have had difficulty with "nameless" - me too -
with respect to quality of parts and quality of service. In my case, I did
eventually get satisfaction. I guess the only thing positive I can say is
they are the cheapest supplier on most items.
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (49.8 hrs)
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle 925-606-1001) |
| Subject: | New Daily Message Count Graphs! |
Hello Listers,
I've added something new and fun to each of the List web pages. At the
bottom of each of the pages you will find a new link to the "Daily Message
Traffic Graphs". These are graphs of the daily message traffic for each
of the Lists dating back to the start of each List. Its really kind of
neat to see how the traffic has grown over the years. Please have a
look; I'm sure you'll find them interesting. The graphs are updated
each day at 4:00am so you can keep up-to-the-day tabs on your favorite
List! ;-)
The URLs:
http://www.matronics.com/rv-list
http://www.matronics.com/kolb-list
http://www.matronics.com/zenith-list
Have fun, and best regards,
Matt Dralle
The Lists Admin.
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | William V Rayfield <rayfiwv(at)mail.auburn.edu> |
The football-shaped gas tanks on the Chinook are actually standard on that
plane. Since it is a relatively small plane and a two place (two full
cockpits), there is no room to put a single large tank behind the second
seat. The idea of putting one under neath yours sounds neat, whether for
extra fuel or a little cargo pod. It would certainly be a neater
installation than some I've seen. Example: I know of a Titan Tornado that
the owner (who knows everything!) fabbed his own fuel tanks out of three
pieces of 3-4 inch diameter PVC tubing, capped them, connected them, and
installed them on the belly of his plane. It looks terrible and quite
unsafe. The fuel draws from the back- not the bottom- I expect if he is
ever low on fuel and in a long descent his engine will die and he'll be
SOL!
Bill Rayfield
"I'm not smart, but I sure am slow!"
Mechanical Engineering Student
Auburn University
"War Eagle"
On Wed, 5 Aug 1998, Kent kathy Mead wrote:
>
>
>
>
>
> Hi All
> Just thought I would drop a line and tell everyone that Oshkosh was great.
> It sure was nice to meet the guys on the list that showed up at the Kolb
> tent.I would like to thank all the guys from Kolb for the info and help I
> got. I hope the seat foam the guys got works out for them. Also there was a
> Chinook in the ultralight area that had wing tanks attached to the struts.
> The owners name was Gordon Radtke from Mosinee Wi. The tanks looked like
> footballs. Does anyone know Mr Radtke or know where he got the tanks from? I
> was thinking of putting one under the belly between the gear legs as a
> removable tank and just use it for long flights. Paint it to look like a
> 500 pounder, Ha Ha. What do you think.
> Kent
> 1985 Firestar
>
>
>
>
>
________________________________________________________________________________
| From: | Jim Gerken <gerken(at)us.ibm.com> |
| Subject: | Aileron gap seal info. |
>Question: We are looking to use the clear tape for an aileron gap seal
>instead of the Poly-Fiber method. We saw it on the Slingshot demo. plane
>and really liked it. Has anyone used it? Would you mind telling us how
>you like it and where we can get it?
>Thanks guys.
>Bill Rayfield
Bill (and interested others); to find the information concerning aileron gap
seals that was discussed in this forum in the past months, go to the Matronics
home page, select KOLB, selct the SEARCH engine, and enter the following search
criteria:
gap & seal & fabric & tape
The search tool is now working great and when I did the above criteria this
morning I received back 28 messages which seemed to summarize the topic pretty
well. Included, I noticed, was the 3M tape model number, and some other good
ideas and info concerning the pros and cons about the self-adhesive tape and
the fabric tape methods.
I like the search tool! Mick, don't fear history, learn from it 8-) !
Jim
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
> I know of a Titan Tornado that
> the owner (who knows everything!) fabbed his own fuel tanks out of three
> pieces of 3-4 inch diameter PVC tubing, capped them, connected them, and
> installed them on the belly of his plane. It looks terrible and quite
> unsafe. The fuel draws from the back- not the bottom- I expect if he is
> ever low on fuel and in a long descent his engine will die and he'll be
> SOL!
Aside from the fuel draw aspect, he's a damn fool for using PVC with
gasoline which contains aromatics.
Aromatics are used as octane boosters in gasoline, as
they usually have very high octanes. However, the amounts present in
gasoline is being reduced, since many aromatic compounds are toxins.
Most common in gasoline are benzene and toluene, which are also
common laboratory solvents.
The effect of an aromatic on PVC is to soften the material. It is
not recommended.
Material data sheets:
http://www.bibby-sterilin.co.uk/cat/azlon/pvc.htm
Gasoline tutorial:
http://wwitch.unl.edu/kelter/kenkel/mod_6/struc_gas.htm
J. Baker
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
>The idea of putting one under neath yours sounds neat, whether for
>extra fuel
To all,
I wanted to relay to everyone some thoughts of another person about hanging
a tank under the belly. I forget who it was but they thought it not a good
place to mount a tank in that general area because in case of a crash it
would be a greater fire hazzard. Something to think about...
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (49.8 hrs)
________________________________________________________________________________
| From: | Jerry Bidle <jbidle(at)airmail.net> |
| Subject: | Re: Selling your plane |
Gee Cliff,
I figured your were selling your plane to solve the hangar problem. Build
a bigger gargage and more property for a runway. But then you would have
to contend with what to fly, lawn chair and iced tea reading the UL
magazine about the fun others are having. You might reconsider buying or
building a trailer.
Jerry
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Warning: it's a big wwworld out there! |
>
>
>Probably, it's a small price to pay for being able to search the archives
>for the answer to a specific Kolb question but knowing that anything I
>send to this list from now on will be accessible to the "whole world"
>will certainly give me pause to think. Actually, maybe it's a good thing
>after all!
>
Don't worry so much.
If what you say is true print it ,give names so others don't have a
similar bad experience.Telling the truth is not flaming it's helping others
out.Anything I have ever posted to the list I stand behind from gluing my
fabric to the ribs instead of rivits or the problems I had with Falconair
and Hirth in Alberta.If any one calls it slander or disagrees I can document
my opinions so I have no regrets posting them.I may be wrong and if someone
else can set me straight I can accept that but if I were afraid to express
my knowledge or lack of it I would be in serious trouble.
Dick(the crude country Hick)Wood
Woody
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
out for them. Also there was a Chinook in the ultralight area that had wing
tanks attached to the struts.
>The owners name was Gordon Radtke from Mosinee Wi. The tanks looked like
>footballs. Does anyone know Mr Radtke or know where he got the tanks from?
Thanks for the foam.Someday I may get around to installing it. The tanks
were original equipment from Chinook back in the 80's.Keep an eye in the
parts section of the classifieds or post what you are looking for in an ad
or just ask on a list eg. Does anyone know where I can find a set of
Vector 600 sails? Just that simple.
Woody
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)mindspring.com> |
It would certainly be a neater
>installation than some I've seen. Example: I know of a Titan Tornado that
>the owner (who knows everything!) fabbed his own fuel tanks out of three
>pieces of 3-4 inch diameter PVC tubing, capped them, connected them, and
>installed them on the belly of his plane. It looks terrible and quite
>unsafe+
I know the plane that William is referring to. It is a sight to see...it
should come complete with grave marker 'cause that's were it's going to put
him. The other thing about the plane is what it has done to performance on
an already high wing-loading/fast landing speed aircraft. He has to land at
about 80 to keep the thing from stalling, and you should have seen him at
the last bomb drop competition at the Smith Station fly-in. Talk about
heart-stoppage!!! I thought he was a goner for sure when he accidentally
pushed the stick forward trying to push the door open against the 80+ mph
airstream...at about 20' off the deck! This is the kind of stuff that gets
UL's the "wonderful" write-ups in the press that we all hate to read. Be
safe...live, Be Dumb...Die. It's a simple choice...My $.02 worth.
Jeremy Casey jrcasey(at)mindspring.com
________________________________________________________________________________
| From: | "Ron Carroll " <ron.carroll(at)WORLDNET.ATT.NET> |
| Subject: | Re: Warning: it's a big wwworld out there! |
Jim, you have my total support with your feelings on this matter. Why
shouldn't we advise others of poor quality service and/or parts? It could
save someone a lot of wasted time and money.
Ron Carroll
Original Firestar (99.8% complete)
-----Original Message-----
From: Jim Baker <jlbaker(at)telepath.com>
Date: Thursday August 06 1998 8:49 AM
Subject: Re: Kolb-List: Warning: it's a big wwworld out there!
>
>> >of the long muffler springs from... [NAMELESS PARTS PEDDLAR - mf]
>>
>> Now, here's the only drawback to having the archives of this list out on
>> the web for all to see. When it was just "us", we could speak pretty
>> freely but now, it might be good to consider who will be reading our
>> messages
>
>Disagree....bad service deserves bad press. If the company truly
>wants to keep customers, they'll do the right thing. If not, others
>should know and avoid. It's simply a matter of mediocrity....demand
>it and that's what you'll get. Cavet emptor, but ......no harm in
>helping the other guy get a leg-up based on any other individual's
>experience with a company.
>
>
>J. Baker
________________________________________________________________________________
| From: | "Ron Carroll " <ron.carroll(at)WORLDNET.ATT.NET> |
| Subject: | Re: Airworthiness Certificate |
Ron, this is valuable information, even for those of us not currently
involved in building a plane that would require certification.
I certainly appreciate your time and effort (lots of typing) in providing us
with it, just in case I decide, at some later date, to go with something
larger. Your thorough reply, and the documentation methods you used during
the building process would certainly be influential to me, were I the
inspector.
Ron Carroll
Original Firestar (99.8% complete)
-----Original Message-----
From: Ron Christensen <spectruminternational(at)email.msn.com>
Date: Wednesday August 05 1998 5:57 PM
Subject: Re: Kolb-List: Airworthiness Certificate
>
>Hi Jason:
>
>Your asked:
>>When you say he looked at ALL your documentation, what exactly does that
>>mean? I have been building for about 3 years now and haven't done the
>>best job of taking pictures or keeping a builders log. Would that have
>>been a problem with this DAR?
>
>In the end, I suppose any problems with a DAR are largely a function of who
>the DAR is, and his/her personality. In my case, it would have been a BIG
>problem if I hadn't had a complete record of the construction process. My
>long winded answer below is based on the assumption that you are building a
>plane that will be N-numbered.
>
>Early in the construction process, I contacted the local - Los Angeles,
CA -
>FAA "Manufacturing Inspection District Office" (MIDO). These are the
people
>in the FAA who are responsible for issuing Airworthiness Certificates. The
>MIDO people were very friendly and helpful. They sent a huge package of
>information to me to aquatint me all the rules; the package included the
>following FAA Advisory Circulars (AC):
>
> AC No. Title
>1. 20-27D CERTIFICATION AND OPERATION OF AMATEUR-BUILT AC
>2. 65-23A CERTIFICATION OF REPAIRMEN (EXPERIMENTAL AC BUILDERS)
>3. 39-7B AIRWORTHINESS DIRECTIVES
>4. 90-89A AMATEUR-BUILT AC AND UL FLIGHT TESTING HANDBOOK
>5. 20-139 COMMERCIAL ASSIST. DURING CONST. OF AMATEUR-BUILT AC
>6. 21-12A APPL. FOR U.S. AIRWORTH. CERTIF. FAA FORM 8130-6
>
>Each of these documents should be thoroughly read and understood by the
>builder in order to avoid delays and disappointments at the end of the
>construction process.
>
>Regarding the certification process, and your specific question, AC 20-27D
>says:
>
>- QUOTE -
>
>The applicant should be prepared to furnish the following to the FAA
>inspector or DAR:
>
>a. An aircraft complete and ready to fly except for cowlings, fairings, and
>panels opened for inspection.
>
>b. An Aircraft Registration Certificate, AC Form 8050-3, or the pink copy
of
>Aircraft Registration Application, AC Form 8050-1 (with N-number).
>
>c. Evidence of inspections, such as logbook entries signed by the amateur
>builder, describing all inspections conducted during construction of the
>aircraft in addition to photographic documentation of construction details.
>This will substantiate that the construction has been accomplished in
>accordance with acceptable workmanship methods, techniques, and practices.
>It is recommended that this evidence be documented in some form (E. G., the
>Service and Maintenance Manual available from the EAA).
>
>d. A logbook for the aircraft, engine, and propeller to allow for review
of
>service records and recording of inspection and certification by the FAA
>inspector or DAR.
>
>- END of QUOTE -
>
>AC 20-27D describes recommendations for inspections during the construction
>process done by "knowledgeable persons", design advice from EAA people
>during construction, requirements for the 51% rule, placards and labels,
>etc., etc.
>
>In my case, I had a log book of construction work by day/date, describing
>tasks down to the 15 minute increment. I did it on a "spread sheet"
program
>on my computer so that a running total of the hours worked would be
>displayed. This is perhaps a bit extreme, but actually I enjoyed recording
>tasks. It's great to go back to look at; all sorts of scraped knuckles are
>brought back to memory.
>
>In addition to the construction log, I had a bunch - perhaps 150 - photos
of
>the construction process in chronological order in a photo album. The
punch
>line was that the DAR was very pleased with the package and the whole thing
>went very smoothly. It is clear that the process is heavily bureaucratic,
>but probably for very good reasons. If all your paper work is in order,
>your inspector will probably be inclined to think that your airplane work
is
>also in order.
>
>It's probably not too late to reconstruct your project with logs and
photos.
>In any case, I highly recommend that you obtain a set of the above listed
>ACs and perhaps other documents as soon as possible.
>
>Good luck with your project.
>
>
>Ron Christensen
>MKIII1/2
>N313DR
>
>-----Original Message-----
>From: Jason Omelchuck <jason(at)acuityinc.com>
>To: 'Kolb builders'
>Date: Tuesday, August 04, 1998 3:45 PM
>Subject: FW: Kolb-List: Airworthiness Certificate
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Mark III For Sale at Oshkosh |
At Oshkosh this past weekend, I saw a Mark III for sale. It was located in the
first row of ultralights next to the fence (the most northern row), was painted
mostly green and white, and was owned by someone in Wisconsin. I believe they
were asking about $19,900 for it.
I seemed to have lost the phone number of the person who was selling it. Does
anyone have it or know how I could get in contact with them?
Thank you,
Scott Hagberg
West St. Paul, MN
________________________________________________________________________________
| From: | "merle hargis" <merlepilar(at)WORLDNET.ATT.NET> |
| Subject: | Re: Warning: it's a big wwworld out there! |
I agree. I appreciate the info. It might save me or several other buyers
some grief.
Merle from Orlando
----------
> From: Jim Baker <jlbaker(at)telepath.com>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Warning: it's a big wwworld out there!
> Date: Thursday, August 06, 1998 6:39 AM
>
>
> > >of the long muffler springs from... [NAMELESS PARTS PEDDLAR - mf]
> >
> > Now, here's the only drawback to having the archives of this list out
on
> > the web for all to see. When it was just "us", we could speak pretty
> > freely but now, it might be good to consider who will be reading our
> > messages
>
> Disagree....bad service deserves bad press. If the company truly
> wants to keep customers, they'll do the right thing. If not, others
> should know and avoid. It's simply a matter of mediocrity....demand
> it and that's what you'll get. Cavet emptor, but ......no harm in
> helping the other guy get a leg-up based on any other individual's
> experience with a company.
>
>
> J. Baker
>
>
>
________________________________________________________________________________
| From: | "Richard Butler" <butlers(at)houseofbutler.com> |
Kit preferred..will consider low hour completed.
Thanks ..R Butler
________________________________________________________________________________
| From: | DLSOUDER(at)aol.com |
| Subject: | Re: KOLB: Snow skis |
<<
I have been considering a change in gear ratios to a 2.62 to one for
improved takeoff performance, anyone have any suggestions? >>
Change to 3.47:1 ratio
Raise engine 3 inches
Install 72" dia prop
Dennis Souder
Pres Kolb Aircraft
________________________________________________________________________________
I made a luggage pod from a 12 inch dia cardboard concrete form, molded round
ends by stuffing a ball in the ends and overlaid 2 layers of glass to make one
removable and one fixed end. I wrapped 2 rings of 1 inch tape about a foot
back and another at the tail. Two struts to clamps around the gear leg
sockets and one strut bent and held to the boom with a large hose type clamp.
Its big enough to stuff a tent and sleeping bag in which frees up a lot of
room elsewhere. No noticeable effect in flying but it hangs low in the rear
and drags in grass. Maybe a 8 inch dia. will be better,
Dick C, St.Louis FS2
________________________________________________________________________________
| From: | jerryb(at)jmd.ods.com |
I just recently saw those tanks in a recent issue of EAA Experimenter.
I have also seen ad for them just recently so there still being sold.
Jerry
______________________________ Reply Separator _________________________________
Subject: Re: Kolb-List: Wing Tanks;
Date: 8/6/98 1:20 PM
out for them. Also there was a Chinook in the ultralight area that had wing
tanks attached to the struts.
>The owners name was Gordon Radtke from Mosinee Wi. The tanks looked like
>footballs. Does anyone know Mr Radtke or know where he got the tanks from?
Thanks for the foam.Someday I may get around to installing it. The tanks
were original equipment from Chinook back in the 80's.Keep an eye in the
parts section of the classifieds or post what you are looking for in an ad
or just ask on a list eg. Does anyone know where I can find a set of
Vector 600 sails? Just that simple.
Woody
________________________________________________________________________________
| From: | "CHRISTOPHER DAVIS" <cdavis2(at)capecod.net> |
Hey JOhn I did't get a chance to talk to either . But I put a name with a
face . Its seems I had my first ride in an ultralight with you at Sun&Fun
about 1990 . I got in and you promtlytold me "dont touch anything " Good
short demo I went home and order a firestar .THanks ! chris
-----Original Message-----
From: john hauck <hawk36(at)mindspring.com>
Date: Wednesday, August 05, 1998 11:31 AM
Subject: Re: Kolb-List: Oshkosh!
>
>>
>>>and tried to say hi to john Hauck but he was allways to busy talking to
>>everyone and answering questions.The Kolbs sure showed the other guys what
>>for at the fly about.
>>
>>
>>
>> Woody
>
>
>Woody:
>
>I am never too busy to say hi to a Kolb owner/flyer. Next time just grab
>me and shake me and say hi. Sorry I missed meeting you.
>
>BTW, I departed OSH 1230 Mon and arv'd home at 1945 last night. Between 11
>and 12 hours flt time, don't know for sure yet. Haven't had time to do my
>log book. Rain got me again in southern Indiana, but found a neat
>ultralight strip at Washington, In, to RON. They put me and the MK III in
>a beautiful, fully inclosed hangar, and I got to sleep on the floor of a
>airconditioned office. What luxury! Next morning Darell Stoll took me to
>breakfast, the Washington newspaper came out to do a story and pics, and I
>was off for Alabama by 1030. It worked out great, as it was raining like
>Hell all night and up until just before I took off.
>
>My friend, Dan Horton, builder/owner of the scratch built Early Bird Jenny,
>is the new 1998 OSH Grand Champion Lt Plane "Gold Lindy". He lives,
>builds, and flies, out of my local area. We are very proud of him and his
>airplane (even though it is not a Kolb).
>
>My MK III performed flawlessly for the flight up and back, through sun and
>rain, as usual. That was the 5th flight to OSH and back for Miss P'fer.
>The hour meter turned 1200 hours just prior to touch down at Sullivan,
>Indiana, Monday evening. She has been and continues to be a tremedous
bird.
>
>Glad to be home.
>
>john h
>
>PS: Dan Horton and his family are still in OSH as of this morning waiting
>for weather to fly the Jenny and her Gold Lindy home to Alabama. I just
>checked weather and Wisconsin is covered up with rain. Glad I left a day
>early to miss the weather.
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | jerryb(at)jmd.ods.com |
| Subject: | Re: Fire Fly Wanted |
We got a FireFly were thinking about selling. It's flying. Has about
30-35 hours on a 447. Has a VLS chute, 4-point seat belts, EIS, lots
of instruments (Real 3-1/4" altimeter, VSI-electic variometer like
used in gliders, G-Meter, hobbs). Price would be around $14K.
I am out of the country so contact my partner below. He's the guy you
would need to talk to.
Contact: Gary Hansen Dallas TX area 972-242-1620 email:
ghansen(at)airmail.net
______________________________ Reply Separator _________________________________
Subject: Kolb-List: Fire Fly Wanted
Date: 8/6/98 3:46 PM
Kit preferred..will consider low hour completed.
Thanks ..R Butler
________________________________________________________________________________
| From: | BPSP74A(at)prodigy.com (MR JIM MILLER) |
Hi,
I've been asked to join your group,
I am the one who supplies the fabric stuff for the Kolb kits.
any questions concerning fabric, or fabricing, don't hesitate to
write or call!!
Our toll free number is (877) 877-3334
thanx,
Jim & Dondi Miller
Aircraft Technical Support, Inc.
bpsp74a(at)prodigy.com
________________________________________________________________________________
| From: | Jerry Bidle <jbidle(at)airmail.net> |
What happened to R&R and Randy? I thought R&R was the covering material
supplier for Kolb. Have they changed suppliers or do they have more than
one (good ideal today).
Jerry
>
>Hi,
>I've been asked to join your group,
>
>I am the one who supplies the fabric stuff for the Kolb kits.
>
>any questions concerning fabric, or fabricing, don't hesitate to
>write or call!!
>
>Our toll free number is (877) 877-3334
>
>thanx,
>
>Jim & Dondi Miller
>Aircraft Technical Support, Inc.
>
>bpsp74a(at)prodigy.com
>
>
>
>
>
________________________________________________________________________________
| Subject: | Aluminum Fuel Tank |
To the more experienced,
I am seriously considering installing a larger aluminum tank (~20 gal) in my
Mark III. I can weld aluminum and would like to do it myself. I need some
help with the design (hope John Hauck is listening).
This search engine stuff is great! This is an excerpt from an earlier John
Hauck reply:
"We built a 25 gal aluminum tank for my MK III. We needed that much fuel
capacity to do my big trip with a 582 that I thought I was going to be
using. However, it is nice to have a large fuel capacity. It allows me to
make to X/C with one less problem, fuel.
We needed cargo space for my gear so the tank went upstairs in the open
area behind my head. This position also allowed me to have a sight gauge
on the left bulk head that is easy to see while flying. Trying to peek
through holes or over or between seats behind you can create difficult
situations, like fuel starvation.
My brother Jim welded up the tank from .052 5052 aluminum."
I'd like to install my tank in a similar manner. I work in a chemical plant
and really like the idea of a sight glass. We have been bitten by level
instruments failing more than once.
John if you are listening, how did you mount your tank in the upper part of
the cage? I am assuming it must be on legs.
Do you have a sump drain to check for condensate/contamination?
Any special venting precautions?
Any help with rough dimensions would also be appreciated. I haven't seen an
uncovered cage and am not sure what space is available for sliding a tank
through the cross braces. I had read where tubing on the cage had to be cut
and riveted back with internal sleeve.
I did talk to Dennis via E-mail about this. He said he would be glad to send
some plans if he had them and I was more than welcome to come by the factory
and see their design. It is just a little too far a walk. I did get my
serial number today (M3-308).
Any help from John or others would be greatly appreciated.
Thanks,
John Bickham
St. Francisville, LA
Mark III Parts Owner
M3-308
________________________________________________________________________________
| From: | "Rutledge Fuller" <rut007(at)hotmail.com> |
| Subject: | Re: Fire Fly Wanted |
Richard,
Tom Hertz in Tallahassee, Fl. has a brand new Firefly. It is beautiful,
and hardy has any hours. This was also not his first Kolb kit. It
won't last long--he has several people interested. You can contact him
at: Home (850) 562-6764 or Work (850) 488-0279.
Good Luck
Rutledge Fuller
----Original Message Follows----
From: "Richard Butler" <butlers(at)houseofbutler.com>
Subject: Kolb-List: Fire Fly Wanted
Date: Thu, 6 Aug 1998 12:55:24 -0700
Kit preferred..will consider low hour completed.
Thanks ..R Butler
________________________________________________________________________________
| From: | DLSOUDER(at)aol.com |
<<
What happened to R&R and Randy? I thought R&R was the covering material
supplier for Kolb. Have they changed suppliers or do they have more than
one (good ideal today).
Jerry >>
Randy retired from the aircraft covering business and we will miss him. Randy
was very helpful to us and Kolb builders. Randy was the original nice guy,
but had trouble making his business provide a reasonable living. So he
decided to travel around the country and possibly settle down further south.
He sold his business to Jim and Dondi Miller whose business is called Aircraft
Technical Support, Inc., near Columbus, Ohio. They were PolyFiber
distributors already and are expanding with the addition of Randy's business.
Jim and Dondi are very nice folks too and have no doubt they will continue the
excellent level of support we all enjoyed from Randy.
Dennis Souder
Pres Kolb Aircraft
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
To All, a friend of mine bought some STUFF from the same company and it
wasn't even worth using, when he called the company about it they sort
of told him that you got what you paid for. He wanted to return it and
they refused to take it back. Bottom line is when you stap your butt to
any airplane I would like to know that all parts and equipment is A/C
certified not from some outlet like Airstar or local hardware store,
it's my life and yours so what are a couple of pennies more.
Frank Marino
> ----------
> From: Richard Pike[SMTP:rpike(at)preferred.com]
> Sent: Wednesday, August 05, 1998 4:31 PM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Oshkosh flight
>
>
> Got home Sunday evening from flying to Oshkosh and back. Total
> distance was about 1300 miles, and total flight time was about 30
> hours.
> Since the two Drifter XP503's I was flying with liked to fly at about
> 52
> mph, it took a little longer than it might, but that was OK. Perfect
> weather
> the whole trip, except the strong headwind coming across Indiana on
> the way up.
> Those of you that I got to meet up there, it was great, a nice
> bunch
> of people.
> Some of you may remember that I was having engine trouble, the
> 532
> was just acting wimpy, gradually losing power. Several people wondered
> if it
> could be timing, but since I had just set the points the previous
> weekend, I
> kept looking for something else. Turned out it was the points. The 532
> wants
> the points to open at .077 BTDC, and one cylinder was firing at .004,
> and
> the other at .034 BTDC. We reset the points and the beast was back to
> normal. By the time I got home they had again worn to one firing at
> .035,
> and the other at .047 BTDC.
> Now it's flaming time: Back in May, I bought the points, a
> crankshaft mag end seal, and 3 each of the short muffler springs, and
> 3 each
> of the long muffler springs from Airstar Discount Sales, the ones that
> run
> the 4 page ads (with purple highlights) in the middle of each month's
> Ultralight Flying! magazine.
> When the parts arrived, they were all loose in one bag, one of
> the
> springs had punctured the little tube that had the point grease, and
> grease
> and mess was all over everything. Two of the long muffler springs were
> used,
> not new, you could see the hook and rub marks on them. Also they were
> stretched. Correct inside length is to be 2.9" when stretched and
> hooked.
> Unstretched length should be about 2.48", but one was 2.65", and one
> was
> 2.85". My letter of complaint to Airstar was unanswered.
> One of the Drifter pilots that went with me had purchased a
> set of
> the Instruct-A-Com 2000 helmets from them 2 weeks before we left. One
> of the
> helmets came with no liner. When the liner arrived the next week, it
> was
> broken and had been taped back together.
> It is not normal for Rotax points to wear that badly that
> quickly.
> When I sold my Hummer, the Rotax 277 had not had the points reset for
> more
> than 8 years, and 400 hours, and all it needed was to just be checked
> at
> each annual.
> Why did they wear that bad? Good question. Maybe if they sell
> used
> and broken parts, they will sell bogus ones too. Caveat Emptor. I know
> they
> will never get any more of my business.
> The MKIII flew just fine, and the stock, unpadded web sling
> seat was
> quite comfortable. Flying at 52 mph, I was running at 52-5300 rpm, and
> burning 3.2 gph.
> Richard Pike
> MKIII N420P (42oldpoops)
>
>
>
>
>
________________________________________________________________________________
| From: | DLSOUDER(at)aol.com |
<<
Hi,
I've been asked to join your group,
I am the one who supplies the fabric stuff for the Kolb kits.
any questions concerning fabric, or fabricing, don't hesitate to
write or call!!
Our toll free number is (877) 877-3334
thanx,
Jim & Dondi Miller
Aircraft Technical Support, Inc.
bpsp74a(at)prodigy.com >>
Dear Jim and Dondi,
Welcome aboard the Kolb group! I have already sent an email to the group
explaing your appearance ... and Randy's departure.
Dennis Souder
Pres Kolb Aircraft
________________________________________________________________________________
| From: | Jim Gerken <gerken(at)us.ibm.com> |
| Subject: | Dealing with "nameless" suppliers |
Someone wrote:
>To All, a friend of mine bought some STUFF from the same company and it
>wasn't even worth using, when he called the company about it they sort
>of told him that you got what you paid for. He wanted to return it and
>they refused to take it back. Bottom line is when you strap your butt to
It would be a good idea to always use your Visa card when ordering from these
places. In the past Visa has been very helpful to me in resolving these
issues. In fact, Visa refunded my money and said they would deal directly with
the vendor I had a problem with (this was not the above-mentioned "nameless"
a/c parts co.). No one ever asked me to send the parts back. I don't know how
it came out but if Visa actually took the money away from the company, and if
it could happen more often, maybe they'd get the message. Or maybe not, but at
least you'd get some cheap unuseable stuff for free.
Jim
________________________________________________________________________________
| From: | "Richard Butler" <butlers(at)houseofbutler.com> |
| Subject: | Re: Fire Fly Wanted |
Thanks for the lead..I'll call him today.
R Butler
-----Original Message-----
From: Rutledge Fuller <rut007(at)hotmail.com>
Date: Friday, August 07, 1998 5:02 AM
Subject: Re: Kolb-List: Fire Fly Wanted
>
>Richard,
>
>Tom Hertz in Tallahassee, Fl. has a brand new Firefly. It is beautiful,
>and hardy has any hours. This was also not his first Kolb kit. It
>won't last long--he has several people interested. You can contact him
>at: Home (850) 562-6764 or Work (850) 488-0279.
>
>Good Luck
>Rutledge Fuller
>
>
>----Original Message Follows----
>From: "Richard Butler" <butlers(at)houseofbutler.com>
>To: "Kolb-list"
>Subject: Kolb-List: Fire Fly Wanted
>Date: Thu, 6 Aug 1998 12:55:24 -0700
>Reply-To: kolb-list(at)matronics.com
>
>
>
>Kit preferred..will consider low hour completed.
>Thanks ..R Butler
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Wayland, William C." <wcw2573(at)eagle.sbeach.navy.mil> |
Regarding SeaFoam availability. I followed up on the NAPA Auto Parts
lead and ended up calling the NAPA So. CA warehouse. They confirmed
that NAPA is advertising it back east and say that it will be stocked in
NAPA owned stores in So. CA starting in September.
>
>
>Mick and others,
>
>I haven't performed a complete engine overhaul to look over the results
>of the Seafoam treatment, but based my observations and what I have
>learned from others who have used it, I believe it is doing what I want
>it to do:
________________________________________________________________________________
| From: | Gary Thacker <gthacker(at)mciunix.mciu.k12.pa.us> |
I went to my locan NAPA dealer and he has heard nothing about it. In
fact I can't find the stuff anywhere. I have gone to farm equipment
places. Seems as though nobody has heard of it. Anyone been able to get
it on the east coast?
Gary
____F i r e S t a r____
___(+)___
(_)
\ /
On Fri, 7 Aug 1998, Wayland, William C. wrote:
>
> Regarding SeaFoam availability. I followed up on the NAPA Auto Parts
> lead and ended up calling the NAPA So. CA warehouse. They confirmed
> that NAPA is advertising it back east and say that it will be stocked in
> NAPA owned stores in So. CA starting in September.
>
> >
> >
> >Mick and others,
> >
> >I haven't performed a complete engine overhaul to look over the results
> >of the Seafoam treatment, but based my observations and what I have
> >learned from others who have used it, I believe it is doing what I want
> >it to do:
>
>
>
>
________________________________________________________________________________
| From: | bobdoebler(at)JUNO.COM (Robert L Doebler) |
I'm going on vacation next week and am stopping by "THE NO-NAME-AIRCRAFT
PARTS COMPANY", to pick up some axles.
Yah, I will definitely check them over before buying them! I will let
them know that they are getting a rep. for bad parts and service. No
names will be mentioned. If they know they are " shooting themselves in
the foot" and still don't care-well I'm sure are money is just as welcome
someplace else. Will let you guys know.
Bob Doebler
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Aluminum Fuel Tank |
>
>To the more experienced,
>
>I am seriously considering installing a larger aluminum tank (~20 gal) in my
>Mark III.
I have 15.5 gallons in my MKIII, and it is plenty, using a Rotax
532. Having the former tank space for a cargo/storage area as useful as
having the extra fuel.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
If your town has a CarQuest auto parts store, they stock Seafoam.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | "Richard neilsen" <NEILSENR(at)state.mi.us> |
| Subject: | Re: KOLB: Snow skis -Reply |
I have a VW powered MKIII that I have made skis for. I mounted the skis next to
the standard wheels on the inside (I leave the wheels on). This allows for easy
movement in and out of the hanger and use on non snow covered strips. I attached
the skis to the bolts that hold the axles to the gear legs using door hinges.
I purchased some fiber glass water skis on sale and attached the door hinge
to a wood block that is screwed and glued to the skis. The hinge allows the
skis to pitch up and down yet keep the skis pointed straight forward. I then
attached cables from the front and backs of the skis to the lower strut fitting
to keep the skis from pitching up and down too far. The front cables have two
loops were I attach bungee cords to keep the ski tips up yet will keep the
skis from dropping too far if the bungee fails. The mounting point on the ski
is just behind the center balance so that the planes weight pushes down on the
back of the skis.
I haven't flown with the skis yet but taxi testing seemed to work just fine. My
$.02 worth.
________________________________________________________________________________
| Subject: | Airstar Discount Sales |
Kolbers,
RE: Airstar Discount Sales
I ordered a set of 4 point restraint harness's for $79. When I called they
said those were no longer available and the new ones were $99.......but they
were on backorder. I waited 3 weeks and called back on there 800 number and
never got an answer. I ordered them COD, and now would like to call and cancel
the order. I think I'll just go with a reliable supplier.
Rich Bragassa
Mk lll N8160Z
Miami, Fl
________________________________________________________________________________
| From: | William V Rayfield <rayfiwv(at)mail.auburn.edu> |
| Subject: | Re: Airstar Discount Sales |
Group:
We ordered a five-point harness for our Ultrastar from Hooker Harness.
Even though it took a few weeks (each belt is custom-made to your type of
aircraft), the workmanship is excellent and worth the few extra bucks. Any
time we called to see at what point he was at, he knew who we were and
told us exactly what was going on with our belt. I highly recommend
Hooker over the infamous "discount" store.
Bill Rayfield
"I'm not smart, but I sure am slow!"
Mechanical Engineering Student
Auburn University
"War Eagle"
On Fri, 7 Aug 1998 Lrb1476(at)aol.com wrote:
>
> Kolbers,
>
> RE: Airstar Discount Sales
>
> I ordered a set of 4 point restraint harness's for $79. When I called they
> said those were no longer available and the new ones were $99.......but they
> were on backorder. I waited 3 weeks and called back on there 800 number and
> never got an answer. I ordered them COD, and now would like to call and cancel
> the order. I think I'll just go with a reliable supplier.
>
> Rich Bragassa
> Mk lll N8160Z
> Miami, Fl
>
>
>
>
________________________________________________________________________________
| From: | William V Rayfield <rayfiwv(at)mail.auburn.edu> |
| Subject: | Re: Airstar Discount Sales |
Group:
We ordered a five-point harness for our Ultrastar from Hooker Harness.
Even though it took a few weeks (each belt is custom-made to your type of
aircraft), the workmanship is excellent and worth the few extra bucks. Any
time we called to see at what point he was at, he knew who we were and
told us exactly what was going on with our belt. I highly recommend
Hooker over the infamous "discount" store.
Bill Rayfield
"I'm not smart, but I sure am slow!"
Mechanical Engineering Student
Auburn University
"War Eagle"
On Fri, 7 Aug 1998 Lrb1476(at)aol.com wrote:
>
> Kolbers,
>
> RE: Airstar Discount Sales
>
> I ordered a set of 4 point restraint harness's for $79. When I called they
> said those were no longer available and the new ones were $99.......but they
> were on backorder. I waited 3 weeks and called back on there 800 number and
> never got an answer. I ordered them COD, and now would like to call and cancel
> the order. I think I'll just go with a reliable supplier.
>
> Rich Bragassa
> Mk lll N8160Z
> Miami, Fl
>
>
>
>
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
| Subject: | virginia area kolbers |
I am considering a move from Louisiana to the DC area, hopefully living in
Virginia. Just want to talk to some fliers about the avialability of fields
and hangars in the area.
My wifes job will be near DC so thats a starting point for us to live etc. I
spent 4 months working up there 2 years ago and foud some real great strips
and hangars in Pennsylvania but I think they would be a bit far for me to
hangar. I can also keep it at home in the garage I guess but I have gotten
used to having my Firestar 2 in a hangar so I can go flying any time easily.
Any advice would be helpful.
thanks tim loehrke
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: virginia area kolbers |
For Tim L. There are several UL sites in N. Va, two around Warrenton.
None nearer in towards Malfunction Junction that I know of. I keep my
FireFly at Winchester Regional Arpt, the only UL here and kinda
lonesome, but I live only 15 min from field, and have a hangar. Used to
have my Cardinal here, but lost medical and sold it. I'll ck around and
tell you more later. my email ronoy(at)shentel.com
Grey Baron
________________________________________________________________________________
| From: | jon silvius <svultralight(at)snowcrest.net> |
Also, don't forget to check out CarQuest Auto Parts...NAPA didn't have it
either. (No. CAl)....and I haven't checked it out completely but based on
my assumptions after adding capfuls into my 503 I have now added it into my
lawnmower and poured a can into the oil of my Subaru (it has knocked down
the "knocking" going up hill [not all of it, but a lot of the knocking has
gone away]...yeah, I'm liking it too..........Jon along the border...
>
>Regarding SeaFoam availability. I followed up on the NAPA Auto Parts
>lead and ended up calling the NAPA So. CA warehouse. They confirmed
>that NAPA is advertising it back east and say that it will be stocked in
>NAPA owned stores in So. CA starting in September.
>
>>
>>
>>Mick and others,
>>
>>I haven't performed a complete engine overhaul to look over the results
>>of the Seafoam treatment, but based my observations and what I have
>>learned from others who have used it, I believe it is doing what I want
>>it to do:
>
>
>
>
>
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: virginia area kolbers |
>
>I am considering a move from Louisiana to the DC area, hopefully living in
>Virginia.
Just in case you don't know: If you are under Part 91, Virginia
requires a state pilots license in addition to the FAA license.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | "CHRISTOPHER DAVIS" <cdavis2(at)capecod.net> |
Richard, glad to see your post , I was about to ask thje list if any bvody
knew if youn made it home as Ihadn' t seenyour name on the list I figured
no news is good news , but I was courious how did your trip home go? I didnt
realize you had apoints ignition 532 untill Iheard you and your friends
talking the night before you left . I useed to have a hanger mate with a
points ing. 532 in an Avid flyer an upside down insallation to boot I flew
110hrs that year and he flew 10 hrs and worked on his engine 100hrs. then
the next year he got cdi and only had to work on his engine 50hrs FWIW go
cdi Hey glad your home safe, Nice to meet you , nice plane. chris
-- P.S. did you see my firestar on floats in the sept. kit
planes?---Original Message-----
From: Richard Pike <rpike(at)preferred.com>
Date: Friday, August 07, 1998 1:18 PM
Subject: Kolb-List: Seafoam
>
> If your town has a CarQuest auto parts store, they stock Seafoam.
>
> Richard Pike
> MKIII N420P (42oldpoops)
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | WGrooms511(at)aol.com |
| Subject: | Re: virginia area kolbers |
Richard;
You are mistaken. Virginia did away with it's state pilots license years
ago. You are however supposed to get a state license for your ultralight. It
costs only five bucks, but they will not sell it to you unless you can prove
you have at least $100,000 liability insurance on your craft. They will then
send your name and information to the department of taxation, who will require
you to pay a two percent tax on the value of your ultralight. You will be
required to pay another two percent tax when you sell it.
These requirements have not been enforced very stringently, untill very
recently.
I know of several EAA members who have just in the last month, received the
hated letter telling them to pay up! These guys have had an aircraft in the
state for years
without paying any taxes on them. But it looks like the party is over now.
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
> Bottom line is when you stap your butt to
> any airplane I would like to know that all parts and equipment is A/C
> certified not from some outlet like Airstar or local hardware store,
> it's my life and yours so what are a couple of pennies more.
Don't take this the wrong way........It's not meant to
inflame.....
It's dang near impossible (out on a limb....it IS
impossible) to find A/C certified springs of any description. If
you know of a source (or better - an NAS, MS, AN or
other specification) for such items I'd love to see it. Yeah... I
know they're used in various locations in control and actuating
linkages in certified A/C and such parts are manufacturer
specified/quantified...... that doesn't make it a nationally
standardized, certified part.
By the way.......how many of you ask the seller for the source
certification of any AN or MS fasteners? Seller is supposed to
supply such info on request IAW Fastener Quality Act. Just 'cause
it has an "X" on the head doesn't mean it's real.........something
else to worry about.
J. Baker
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Dealing with "nameless" suppliers |
> It would be a good idea to always use your Visa card when ordering from these
> places. In the past Visa has been very helpful to me in resolving these
> issues.
Short, (well, maybe not ) boring rant on latest frustration....
Ordered a high pressure washer from MN company. Used VISA. Asked if
they could ship cheaper than UPS..."Nope...we only use UPS". They
have two piles for shipment on their dock, one UPS, the other RPS. My
box gets a UPS label and stuck into the RPS pile. A week later I ask
where the item is, get UPS tracking number and check progress via
Internet.....it hasn't moved since order day (well of course it
hasn't....UPS doesn't have it, RPS does). Shipper puts trace on "UPS"
shipment. Meantime, RPS has been sending the pkg all over the
country and it's getting really beat up. RPS sends me a card two
weeks later and ask for delivery instructions. The shipment is in two
boxes. RPS delivers one box but said they couldn't deliver the second
box (with the gas engine and pump) because "The box doesn't meet our
standards for integrity/beauty." Duh! I make the 140mile round trip
to their facility to see this ugly box and determine if the contents
are still intact....nope....the box is ugly and the contents
are smashed, carburetor and intake manifold are broken off and lying
in the bottom of the box. Refuse shipment.
So, come Monday morning, I'll call the company, see if they'll make
it right by shipping a new unit, for which, I will not be charged
dime-one for shipping costs. If not, I'll just order it anyway and
send my letter to VISA explaining why I'm not going to pay shipping
costs.
Now here's the sad part......UPS doen't have to have physical
possession of the package before it's entered into the tracking
system. Seller slaps a sticker on and tells UPS about the
package. At that point, anyone can walk out the door with the goods
and claim that UPS has it.......neat system, huh?
J. Baker
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: virginia area kolbers |
>
>Richard;
> You are mistaken. Virginia did away with it's state pilots license years
>ago. You are however supposed to get a state license for your ultralight.
How odd. The poster in the window at Virginia Highlands Airport
didn't seem to read that way two weeks ago, I will take another look at it
tomorrow. Thanks.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| Subject: | Re: Warning: it's a big wwworld out there! |
| From: | mefine1(at)JUNO.COM (Mick Fine) |
writes:
>
>
>Jim, you have my total support with your feelings on this matter. Why
>shouldn't we advise others of poor quality service and/or parts? It
>could
>save someone a lot of wasted time and money.
For those who read my original message and thought I said, "just take
your lumps and keep quiet" then it was either poorly said or poorly read!
I'll repeat my point as simply as I can: All our messages can now be read
by virtually anyone - not just the members of this list.
Maybe I underestimated but I thought there might be some list members who
didn't understand this point. I agree that we should report poor service
and/or quality but do it with the knowledge that the supplier can now
read your words just as easily as anyone else. Of course, this means
nothing to those who never say anything in private that they wouldn't
repeat in public.
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | Re: KOLB: Nylon tubing, File organization |
Larry Bourne wrote:
>
> Hi Paul: I'm not positive about your nylon tubing, but I used plastic
> tubing over the cables wherever they looked where they might rub and chafe.
> Also down the tail tube where the cables would " clang " whenever I
> bounced the tailwheel. Used clear tubing so I could see moisture and/or
> rust and corrosion on the cable.
>
> Some time ago, one of you made a statement to the effect that you had your
> back messages so well organized that you could access a particular message
> from any time or subject within a few - 3 or 4 ?? - minutes. Am I
> remembering right ?? Hard when you suffer from CRS disease. Something like
> old timers disease. Any way, if you are willing to share your secrets
> and/or techniques, it would be a major blessing. I've only been at this a
> few months, and erase most messages after reading. Even so, the files I've
> made for reference, etc. are becoming awesome, not to mention intimidating.
> Thanks in advance. Big Lar.
>
> -
> To unsubscribe send email to: majordomo(at)intrig.com
> Include in the body: unsubscribe kolb yourname@yourdomain
Hi Larry,
This is what I do in Windows 95 and Netscape Mail:
Click on File, click on "New Folder" and type in your choice of words.
Then click on OK. Drag the letter you want to file into that folder.
Hope this helps.
Gerald
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: KOLB: Nylon tubing, File organization |
Thanks for your reply, Gerald. What you're suggesting is pretty much what
I've been doing so far. But, as I mentioned, the sheer quantity of files
is becoming a struggle to wade through. Maybe I'll try breaking down into
more specific subjects, or maybe this new business with Matronics will make
searching simpler. What is your reaction to Matronics ?? On the subject
of rip-offs, I thought that I, too, had been had by the infamous one.
However, a check of my records showed it to be Skysports in Linden, MI.
They advertised a slip indicator for, I think, $29.95. When I called to
order, I was snottily informed that the price was really $39.95. It was
still a competitive price, and the only one of that configuration ( 1/2 of
a 2 1/4" instrument to fit my need and space ), so I ordered it anyway.
The whole thing, and especially her attitude, really burned my feathers,
though. Obviously, I agree with the guy who said, " if they done wrong,
put their name up for all to see." You bet. Make sure you can document
it, though.....
On a slightly different track, I have to agree with Ron Christensen about
"Crow Hops." I've seen the pro and con discussions too, and like Ron, if
something goes really phooey on me, I'd rather be at 10' than at 1000'.
Nuff sed. Same track, -- Ron, you are really doing the members of this
group a dis-service by not publishing the pictures you showed me of your MK
III 1/2. Hope I'm not out of line saying all this, but that is one of the
most beautiful aircraft I've ever seen. MK III 1/2 is an entirely
appropriate name. Since I drove over to see it last year, I can also
say the pics don't do it justice. Workmanship and thoughtfulness are
superb, to the point where I copied your door and windshield treatment.
Big Lar.
----------
> From: Gerald Nelson <gdnelson(at)agt.net>
> To: Larry Bourne
> Cc: Kolb
> Subject: Re: KOLB: Nylon tubing, File organization
> Date: Friday, August 07, 1998 9:21 PM
>
> Larry Bourne wrote:
> >
> > Hi Paul: I'm not positive about your nylon tubing, but I used
plastic
> > tubing over the cables wherever they looked where they might rub and
chafe.
> > Also down the tail tube where the cables would " clang " whenever I
> > bounced the tailwheel. Used clear tubing so I could see moisture
and/or
> > rust and corrosion on the cable.
> >
> > Some time ago, one of you made a statement to the effect that you had
your
> > back messages so well organized that you could access a particular
message
> > from any time or subject within a few - 3 or 4 ?? - minutes. Am I
> > remembering right ?? Hard when you suffer from CRS disease. Something
like
> > old timers disease. Any way, if you are willing to share your secrets
> > and/or techniques, it would be a major blessing. I've only been at
this a
> > few months, and erase most messages after reading. Even so, the files
I've
> > made for reference, etc. are becoming awesome, not to mention
intimidating.
> > Thanks in advance. Big Lar.
> >
> > -
> > To unsubscribe send email to: majordomo(at)intrig.com
> > Include in the body: unsubscribe kolb yourname@yourdomain
> Hi Larry,
> This is what I do in Windows 95 and Netscape Mail:
> Click on File, click on "New Folder" and type in your choice of words.
> Then click on OK. Drag the letter you want to file into that folder.
> Hope this helps.
> Gerald
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Sorry I'm not John, but I do have a couple of thoughts. First, I bought
the 15 gal. tank from Kolb when I ordered my kit. Workmanship is superb,
and 15 gal. will take you a bladder straining long way. Second, which ever
you choose, the most common - and serious - problem I've seen with Al tanks
is cracking. Pay very close attention to how you mount it.
Big Lar.
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: KOLB: Snow skis -Reply |
Hi Richard. How's your plane ?? Hope you didn't crunch it too badly,
or did I get the wrong impression ?? Whatever you can tell me about flying
qualities with the VW will be greatly appreciated. I would also be very
interested in specifics on your engine mounts. Thanks in advance.
Big Lar.
----------
> From: Richard neilsen <NEILSENR(at)state.mi.us>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Re: KOLB: Snow skis -Reply
> Date: Friday, August 07, 1998 10:32 AM
>
>
> I have a VW powered MKIII that I have made skis for. I mounted the skis
next to the standard wheels on the inside (I leave the wheels on). This
allows for easy movement in and out of the hanger and use on non snow
covered strips. I attached the skis to the bolts that hold the axles to the
gear legs using door hinges. I purchased some fiber glass water skis on
sale and attached the door hinge to a wood block that is screwed and glued
to the skis. The hinge allows the skis to pitch up and down yet keep the
skis pointed straight forward. I then attached cables from the front and
backs of the skis to the lower strut fitting to keep the skis from pitching
up and down too far. The front cables have two loops were I attach bungee
cords to keep the ski tips up yet will keep the skis from dropping too far
if the bungee fails. The mounting point on the ski is just behind the
center balance so that the planes weight pushes down on the back of the
skis.
>
> I haven't flown with the skis yet but taxi testing seemed to work just
fine. My $.02 worth.
>
>
>
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | Re: Search Engine Problem Resolved... |
Matt Dralle 925-606-1001 wrote:
>
>
> Hi Kolb Listers,
>
> It was pointed out to me today that the archive search engine wasn't working
> quite right and was returning some bogus matches. I had a look and discovered
> that the crontab job that processes the archive and builds an index each day
> at 2am wasn't firing correctly. I fixed the problem and then ran the
> program by hand. Searching of the Kolb archive is working great again.
>
> Sorry about that!
>
> Matt Dralle
> Kolb List Admin.
>
> --
>
> Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
> 925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
> http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
>
I read your info email but I still do not know how to do a search. Can
you help me?
Gerald
________________________________________________________________________________
| Subject: | Re: KOLB: Short Windshield |
<< Conclusion: With the whole prop working efficiently, the effective
thrust line is lower, and the wing can fly at a lower angle of attack, since
it no longer needs to fight against a thrust line that is effectively
15"-17" above it, and which tends to push the nose over as thrust increases
with increased throttle settings >>
It sounds great rpike, but the ultimate thrust line is always going to be at
the point of connectivity, namely the prop hub, and that's not 15" to 17"
above where it actually is. GeoR38
________________________________________________________________________________
| From: | rick106(at)JUNO.COM |
| Subject: | Re: Selling your plane |
Jerry
I would be willing to help Cliff build a hanger what about you , if that
would make him reconsider
Rick Libersat
writes:
>
>Gee Cliff,
>
>I figured your were selling your plane to solve the hangar problem.
>Build
>a bigger gargage and more property for a runway. But then you would
>have
>to contend with what to fly, lawn chair and iced tea reading the UL
>magazine about the fun others are having. You might reconsider buying
>or
>building a trailer.
>
>Jerry
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Warning: it's a big wwworld out there! |
> I'll repeat my point as simply as I can: All our messages can now be read
> by virtually anyone - not just the members of this list.
>
> Maybe I underestimated but I thought there might be some list members who
> didn't understand this point. I agree that we should report poor service
> and/or quality but do it with the knowledge that the supplier can now
> read your words just as easily as anyone else. Of course, this means
> nothing to those who never say anything in private that they wouldn't
> repeat in public.
I understood what you were trying to say Mick.....it's just that I
don't care what the manufacturer/vendor reads. If the service is
mutually acceptable between seller and buyer there would be nothing
to post. If the service isn't acceptable and good faith effort has
been made on the buyers part, post and let the vendor take their
lumps. There are very few consumer arbitration services for the
small buyer. Threaten legal action and they'll just laugh....vendors
know it's unlikely to happen. Give them plenty of bad press
and the laughing may subside. One "Awww shoot!" kills a boatload of
"Atta boys!" every time.
J. Baker
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Kitplanes Completions |
Hi all,
I guess Kolb is going to be busy sending out those free goodies to all the
people that were published in the August Kitplanes Completions section :-)
I counted nine Kolbs, which seems to be a pretty respectable showing. It was
interesting to see pictures of planes and recognize the names of list members.
Russell Duffy
Navarre, FL
Kolb SlingShot N8754K (for sale)
RV-8A, 80587 (wings)
rad(at)pen.net
________________________________________________________________________________
| From: | rick106(at)JUNO.COM |
| Subject: | Re: Fire Fly Wanted |
Jerry
you and cliff ???? what do you two/three have up your selves??
Rick
On Fri, 07 Aug 98 09:36:00 cst jerryb(at)jmd.ods.com writes:
>
> We got a FireFly were thinking about selling. It's flying. Has
>about
> 30-35 hours on a 447. Has a VLS chute, 4-point seat belts, EIS,
>lots
> of instruments (Real 3-1/4" altimeter, VSI-electic variometer
>like
> used in gliders, G-Meter, hobbs). Price would be around $14K.
>
> I am out of the country so contact my partner below. He's the
>guy you
> would need to talk to.
>
> Contact: Gary Hansen Dallas TX area 972-242-1620 email:
> ghansen(at)airmail.net
>
>
>
>______________________________ Reply Separator
>_________________________________
>Subject: Kolb-List: Fire Fly Wanted
>Author: kolb-list(at)matronics.com at MAILGATE
>Date: 8/6/98 3:46 PM
>
>
>
>
>Kit preferred..will consider low hour completed.
>Thanks ..R Butler
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | rick106(at)JUNO.COM |
welcome ,JIM your input will be needed
RICK LIBERSAT
writes:
>
>Hi,
>I've been asked to join your group,
>
>I am the one who supplies the fabric stuff for the Kolb kits.
>
>any questions concerning fabric, or fabricing, don't hesitate to
>write or call!!
>
>Our toll free number is (877) 877-3334
>
>thanx,
>
>Jim & Dondi Miller
>Aircraft Technical Support, Inc.
>
>bpsp74a(at)prodigy.com
>
>
>
>
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | R&D pipes- take two |
Hi all,
Remember just a couple short months ago when I ordered an R&D pipe for my 503
SS, then changed my mind and canceled the order? Well...... I just re-ordered
it. I need more power and this seems to be the only economical way to get it.
It should arrive next week, but with my current schedule, who knows when I'll be
able to test it out. I promise to keep everyone posted.
BTW- they recommend a new needle for use with the pipe. It's a 14 vs the stock
11. Previously, they said no change was needed, but they admitted that there
had been a few seizures. Hopefully, this won't lead up to my first engine
failure :-)
Russell Duffy
Navarre, FL
Kolb SlingShot N8754K (for sale)
RV-8A, 80587 (wings)
rad(at)pen.net
________________________________________________________________________________
| From: | Charles Davis <davisc(at)CompuServe.COM> |
| Subject: | Re: KOLB: Short Windshield |
<< Conclusion: With the whole prop working efficiently, the effective
thrust line is lower, and the wing can fly at a lower angle of attack,
since
it no longer needs to fight against a thrust line that is effectively
15"-17" above it, and which tends to push the nose over as thrust
increases
with increased throttle settings >>
It sounds great rpike, but the ultimate thrust line is always going to be
at
the point of connectivity, namely the prop hub, and that's not 15" to 17"
above where it actually is. GeoR38
The point at which the forces are transfered to the airframe will of course
remain at the prop hub. However, if the top half of the prop is producing
more thrust than the lower half, then there are two forces at the prop hub:
1. Thrust
2. Torque
The added torque will tend to push the nose over. The ultimate affect is
dictated soley by the location of the forces, not the location of the
transmitting structural members.
Another thought: If the torque caused by uneven efficiency in your prop is
significant, the added stress to your bearings will wear them out quicker.
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Aluminum Fuel Tank |
>
>
>John if you are listening, how did you mount your tank in the upper part of
>the cage? I am assuming it must be on legs.
Mounted fuel tank on two longitudinal tubes covered with neoprene fuel
line. Welded two tabs fore and aft, used regular fuel tank SS strap,
rubber covered, and cinched it down.
>Do you have a sump drain to check for condensate/contamination?
Yes. I have a finger strainer in bottom of tank (regular aviation type).
I loop of fuel line around the boom tube up to Facet pump. T in bottom of
loop runs forward to cockpit with valve and overboard drain line. Loop and
line act as a gascolator, but only cost pennies.
>Any special venting precautions?
Yes. Always vent from top of tank with vent line running out bottom of
fuselage. That way if you find yourself inverted, especially on the
ground, fuel will remain in the tank and vent line and not down the back of
your neck.
>Any help with rough dimensions would also be appreciated. I haven't seen an
>uncovered cage and am not sure what space is available for sliding a tank
>through the cross braces. I had read where tubing on the cage had to be cut
>and riveted back with internal sleeve.
Sorry, I have no dimensions of my 25 gal ultimate, 25 gal useable fuel
tank. It is mounted in the upper area of the fuselage that is normally
open on standard kit. Two side braces were cut, flanges welded in place,
and after installation of tank, 3/16 bolts attach braces back where they
should be. Will be simple to remove tank if necessary, minus cutting
fabric of course.
IMHO all welded fuel tanks should be sloshed with Randolph Fuel Tank
Sloshing Compound for Auto/Aviation Fuel. I sloshed mine 4 times. It has
been crashed once, had an exptremely hard landing once (spread the main
gear, heat treated 4130), and flown over 1200 hours without a leak, seep,
ooze, or drip. The reason I emphasize sloshing is because we welded up an
18 gal tank for my Firestar, did not slosh, and even though we repeatedly
pressure and water tested the tank to get all leaks repaired, we missed
one. Had we sloshed, we would not have had that one aggrevating leak.
By mounting the fuel tank up top in an area that was only there for the
view, we opened up everything below it for cargo. Miss P'fer totes a
bunch, everything I need to make very long extended XCs. 25 gal capacity
lets me be a little selective when and where I buy fuel, plus I always have
adequate reserve (most of the time) when weather or availability of fuel is
not on my side.
The above has worked for me 1204.9 hrs with this MK III, SN M3-011.
john h
PS: Just got back from our monthly flight to Alexander City, Alabama, for
breakfast. Got weather both ways, as if I didn't have enough on the flight
to and from OSH.
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: virginia area kolbers |
Been flying here in VA 10 years and never heard of pilot licensing, but
that would be the only luck I've had! Grey Baron
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | More on Fuel Tanks |
Hey Gang:
Forgot a very important bit of info on aluminum fuel tanks. Don't forget
to place adequate baffles in your tank, especially if you construct a large
one. In our tank, which is configured to fit in the space in the airframe,
we have two baffles one way and one or two the other way. The tank if
multi-sided, can't remember how many sides it does have, but was built to
take advantage of the not symetrical area inside the fuselage. It has paid
for its self many times over.
john h
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: Aluminum Fuel Tank |
>IMHO all welded fuel tanks should be sloshed with Randolph Fuel Tank
>Sloshing Compound for Auto/Aviation Fuel. I sloshed mine 4 times. It has
John,
How about if you try the tank first, then slosh only if needed? In the RV
world, the tanks are part of the leading edge of the wing, which means they're
riveted together. A thick sealer is used on all the riveted joints which is
sufficient to stop all the leaks when done properly. However, for years
builders were advised to slosh the tanks also "just to be safe". Unfortunately,
for unexplained reasons, the slosh sometimes peels off in sheets after the tank
has been in use for some time. This is a horrendous mess, not to mention the
effect it can have on your fuel flow when it instantly plugs the pickup tube
and/or filter. Many an RV tank has had this problem, and the current
recommendation is to slosh only if needed. BTW- I believe Randolfs is the slosh
that most people used.
Rusty (hold the slosh) Duffy
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Aluminum Fuel Tank |
>
>>IMHO all welded fuel tanks should be sloshed with Randolph Fuel Tank
>>Sloshing Compound for Auto/Aviation Fuel. I sloshed mine 4 times. It has
>
>
>John,
>
>How about if you try the tank first, then slosh only if needed? In the RV
>builders were advised to slosh the tanks also "just to be safe".
Unfortunately,
>for unexplained reasons, the slosh sometimes peels off in sheets after the
tank
>has been in use for some time. This is a horrendous mess, not to mention the
>recommendation is to slosh only if needed. BTW- I believe Randolfs is the
slosh
>that most people used.
>
>Rusty (hold the slosh) Duffy
Rusty:
I have done it both ways. Tried it without sloshing and it leaked.
Problem: Not worth cutting fabric to pull tank and then slosh.
Sloshed and it continues to work for over six years and 1200+ hours. I
think I will stick to the method that works. Can't recommend anyother way
to do it.
I have a homemade plug I used to slosh my tank. It has four coats of slosh
sealer on it. I'll wager my retirement check you can't peel the sealer off
with your hands. It is tough stuff. There are two formulas: Avn fuel and
Auto fuel/Avn fuel. Us the Auto/Avn formula and you are covered. I think
the most important thing in sloshing is cleaning the inside of the tank.
How? With MEK. I used a gallon of MEK. Poured in tank, sealed tank, and
shook and sloshed until I felt I had gotten all the grease, oil, silicone,
or anything else out of it that might make the sealer not want to stick
like it is supposed to. Poured that out and did the same thing again.
Then I put oen or two qts (CRS) of sealer in and shook and rolled and made
sure I had covered everything inside real good. Then I drained all out
that would come out in a reasonable time, left the tank outside draining
and sealed up the remainder of slosh sealer. Went through this process
four time over a period of four days. The sealer that was left over went
to my Brother Jim in Woodville, Florida, and he sloshed his fuel tank as well.
If applied properly to a properly prepared tank, IMHO, it ain't gonna come
off in sheets, specks, slabs, or anyother way. Again, I only have
experience with three tanks. Two done properly and one that was not sloshed.
For me, it would be traumatic to have to cut fabric off a fuselage to pull
a fuel tank that was leaking because I didn't slosh it or did not slosh it
properly.
My old buddy, Seth Mathews built an RV-4 way back in the early 80's. He
sloshed his fuel tanks and had no problem with leaks or sealer that
wouldn't stay stuck. That airplane is still flying.
Take my word for it, it is a pain in the butt to have to deal with a fuel
tank that leaks, expecially after it is permanently installed in the
aircraft. I been there and done that.
john h
________________________________________________________________________________
| Subject: | Rotax 447--changes?? |
Hi Guy's,
My buddy, Ken Mancus, has completed 550 hours on his FireStar KXP with a Rotax
447. Rather than rebuild it, he decided to sell it (already sold) and replace
it with a brand new one. We picked it up from Kolb's on Thursday 8/6 and
while installing it, we found a couple of changes.
Previously, the exhaust 'Y' manifold came out from the cylinders sloping
downward slightly. This prevented us from using a torque wrench (socket set
extension with allen wrench) to install, or remove, the two lower allen head
bolts. On the new engine, the manifold comes out straighter, leaving room for
the tool to fit.
The other thing we saw was a hole located in the top cowling. This hole is
about 1-1/2" dia., surrounded by three smaller 1/8" holes. The hole is
centered at the MAG cylinder head on the curved portion of the cowling, that
is, next to the muffler. Inside of the cowl, just to the rear of the hole,
there is a baffle to direct some of the fan air onto the MAG head. So, the
question of the day is: What is the purpose of this hole?
Now, this is not a contest like someone had before. There are no prizes. The
only reward you will receive is the sastifaction of knowing that your
knowledge may edcuate us Kolbers!
BTW, we intend to close off the hole with a small patch pop riveted on.
Bill Varnes
Audubon, NJ
Original FireStar (284 hours since 6/7/94)
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
>Thanks for the foam.
I also appreciate the two pieces I got for my buddy that is just about
finished with his MKIII. It was very thoughtful and some trouble I am sure
to carry all the way to Oshkosk to share. He is excited to get it and it
will be put to good use.
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (49.8 hrs)
________________________________________________________________________________
Kolbers,
Just a thought on the factory Al gas tanks. I'm building a Mk lll with the 17
gak tank (15 gal usable?). I'm thinking of welding tabs on the front for a
water seperator and ele. fuel pump....might save some some space.
Rich Bragassa
Miami, Fl
________________________________________________________________________________
| From: | "Richard Butler" <butlers(at)houseofbutler.com> |
| Subject: | Re: Fire Fly Wanted |
Thanks for the reply..Probably too rich for my blood...but appreciate
answer.
RB
-----Original Message-----
From: rick106(at)JUNO.COM <rick106(at)JUNO.COM>
Date: Saturday, August 08, 1998 7:36 AM
Subject: Re: Kolb-List: Fire Fly Wanted
>
>Jerry
>
>you and cliff ???? what do you two/three have up your selves??
>
>Rick
>On Fri, 07 Aug 98 09:36:00 cst jerryb(at)jmd.ods.com writes:
>>
>> We got a FireFly were thinking about selling. It's flying. Has
>>about
>> 30-35 hours on a 447. Has a VLS chute, 4-point seat belts, EIS,
>>lots
>> of instruments (Real 3-1/4" altimeter, VSI-electic variometer
>>like
>> used in gliders, G-Meter, hobbs). Price would be around $14K.
>>
>> I am out of the country so contact my partner below. He's the
>>guy you
>> would need to talk to.
>>
>> Contact: Gary Hansen Dallas TX area 972-242-1620 email:
>> ghansen(at)airmail.net
>>
>>
>>
>>______________________________ Reply Separator
>>_________________________________
>>Subject: Kolb-List: Fire Fly Wanted
>>Author: kolb-list(at)matronics.com at MAILGATE
>>Date: 8/6/98 3:46 PM
>>
>>
>>
>>
>>Kit preferred..will consider low hour completed.
>>Thanks ..R Butler
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: KOLB: Short Windshield |
| From: | rbaker2(at)JUNO.COM (Ray L Baker) |
Hi Kolb'rs,
This does not address the thrust line but does delve into the effects of
dirty air on pusher type props. Submitted for information and comment.
The August issue of Sport Aviation, Craftsman's Corner (by Ben Owen) page
114, article titled "Propeller, Pusher Design.
Quote "pushers have their own dirty secrets. Their major drawback is that
the airframe disturbs the air before it reaches the propeller. This
causes the prop to go into all sorts of undulations that waste power and
can lead to catastrophic failure."
In a subsequent paragraph he states that "Composites and metal don't seem
to be able to handle that kind of flexing.
"So we have to run a fixed pitch wood prop on pushers"
I hope that this applies to higher performance type of aircraft such as
the Cozy and Velocity and not to the world of Kolb.
L. Ray Baker
Lake Butler, FL
(Working my way down the check list to a MK III kit)
writes:
>
>
><< Conclusion: With the whole prop working efficiently, the
>effective
> thrust line is lower, and the wing can fly at a lower angle of
>attack,
>since
> it no longer needs to fight against a thrust line that is effectively
> 15"-17" above it, and which tends to push the nose over as thrust
>increases
> with increased throttle settings >>
>
>
>It sounds great rpike, but the ultimate thrust line is always going to
>be
>at
>the point of connectivity, namely the prop hub, and that's not 15" to
>17"
>above where it actually is.
>GeoR38
>
>
>The point at which the forces are transfered to the airframe will of
>course
>remain at the prop hub. However, if the top half of the prop is
>producing
>more thrust than the lower half, then there are two forces at the prop
>hub:
>
>1. Thrust
>2. Torque
>
>The added torque will tend to push the nose over. The ultimate affect
>is
>dictated soley by the location of the forces, not the location of the
>transmitting structural members.
>
>Another thought: If the torque caused by uneven efficiency in your
>prop is
>significant, the added stress to your bearings will wear them out
>quicker.
>
>
>
>
>
>when I'll be
>able to test it out. I promise to keep everyone posted.
>
>BTW- they recommend a new needle for use with the pipe. It's a 14 vs
>the stock
>11. Previously, they said no change was needed, but they admitted
>that there
>had been a few seizures. Hopefully, this won't lead up to my first
>engine
>failure :-)
>
>Russell Duffy
>Navarre, FL
>Kolb SlingShot N8754K (for sale)
>RV-8A, 80587 (wings)
>rad(at)pen.net
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
Hi Listers,
On the plugs that have the EGT sensors under them, does one remove the
gasket?
Gerald
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
What is the best way to tell if the tach is accurate?
Gerald
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
| Subject: | Re: KOLB: Nylon tubing, File organization |
-----Original Message-----
From: Larry Bourne <larrybiglar(at)earthlink.net>
Date: Friday, August 07, 1998 10:42 PM
Subject: Kolb-List: Re: KOLB: Nylon tubing, File organization
>
Ron, you are really doing the members of this
>group a dis-service by not publishing the pictures you showed me of your MK
>III 1/2. Hope I'm not out of line saying all this, but that is one of the
>most beautiful aircraft I've ever seen. MK III 1/2 is an entirely
>appropriate name. Since I drove over to see it last year, I can also
>say the pics don't do it justice. Workmanship and thoughtfulness are
>superb, to the point where I copied your door and windshield treatment.
> Big Lar.
Hey Larry:
Thanks much for your kind words - - I'm going to take some pix next week
with a digital camera and will attach them to an e-mail. Again, thanks.
Ron Christensen
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | Re: KOLB: Nylon tubing, File organization |
Ron Christensen wrote:
>
>
> -----Original Message-----
> From: Larry Bourne <larrybiglar(at)earthlink.net>
> To: gdnelson(at)agt.net
> Cc: Kolb
> Date: Friday, August 07, 1998 10:42 PM
> Subject: Kolb-List: Re: KOLB: Nylon tubing, File organization
>
> >
> Ron, you are really doing the members of this
> >group a dis-service by not publishing the pictures you showed me of your MK
> >III 1/2. Hope I'm not out of line saying all this, but that is one of the
> >most beautiful aircraft I've ever seen. MK III 1/2 is an entirely
> >appropriate name. Since I drove over to see it last year, I can also
> >say the pics don't do it justice. Workmanship and thoughtfulness are
> >superb, to the point where I copied your door and windshield treatment.
> > Big Lar.
>
> Hey Larry:
>
> Thanks much for your kind words - - I'm going to take some pix next week
> with a digital camera and will attach them to an e-mail. Again, thanks.
>
> Ron Christensen
>
I am curious what the "1/2" means.
Gerald
________________________________________________________________________________
| From: | jon silvius <svultralight(at)snowcrest.net> |
| Subject: | Re: R&D pipes- take two |
Looking forward to hearing more about your power increase. What did they say
you should gain by the new exhaust on your 503? And did they seem confident
that they had discovered any significant problems registered with their
customers? JON along the border...
>
>Hi all,
>
>Remember just a couple short months ago when I ordered an R&D pipe for my 503
>SS, then changed my mind and canceled the order? Well...... I just re-ordered
>it. I need more power and this seems to be the only economical way to get it.
>It should arrive next week, but with my current schedule, who knows when
I'll be
>able to test it out. I promise to keep everyone posted.
>
>BTW- they recommend a new needle for use with the pipe. It's a 14 vs the stock
>11. Previously, they said no change was needed, but they admitted that there
>had been a few seizures. Hopefully, this won't lead up to my first engine
>failure :-)
>
>Russell Duffy
>Navarre, FL
>Kolb SlingShot N8754K (for sale)
>RV-8A, 80587 (wings)
>rad(at)pen.net
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Using a Garmin GPS |
Group,
I have a new web page about how I use a non-aviation Garmin GPS for
flying. If you have an interest, please check it out at:
http://www.execpc.com/~jrjung/Waypoints_and_Maps.html
I invite your comments, but please send them to me direct (offline).
Don't just reply to this message, because the new server will send it to
the group by default. I made that mistake once already. If it keeps
raining here, I may even get my Firestar wep page updated to my new
Firestar II.
John Jung
Firestar II N6163J 46 hrs
SE Wisconsin
________________________________________________________________________________
| Subject: | Re: R&D pipes- take two |
In a message dated 8/8/98 9:32:45 AM Central Daylight Time, rad(at)pen.net
writes:
<< Subj: Kolb-List: R&D pipes- take two
Date: 8/8/98 9:32:45 AM Central Daylight Time
From: rad(at)pen.net (Russell Duffy)
Sender: owner-kolb-list-server(at)matronics.com
Reply-to: kolb-list(at)matronics.com
To: kolb(at)intrig.com (Kolb list)
Hi all,
Russell Duffy
Navarre, FL
Kolb SlingShot N8754K (for sale)
RV-8A, 80587 (wings)
rad(at)pen.net
----------------------- Headers --------------------------------
Return-Path:
Received: from rly-zc03.mx.aol.com (rly-zc03.mail.aol.com [172.31.33.3]) by
Received: from matronics.com (mail.matronics.com [207.171.250.179])
Received: (from daemon@localhost)
Message-ID: <003e01bdc2d7$ba12e6c0$0100a8c0@rad.pen.net>
From: "Russell Duffy" <rad(at)pen.net>
To: "Kolb list"
Subject: Kolb-List: R&D pipes- take two
Date: Sat, 8 Aug 1998 09:20:41 -0500
X-Priority: 3
Sender: owner-kolb-list-server(at)matronics.com
Precedence: bulk
Reply-To: kolb-list(at)matronics.com
>>
Be cautious with the tuned pipe. A 503 powered spyder in our club seized the
rear cylinder on the first flight with the pipe. Seizure occurred on descent
with power reduced. Could have been coincidence but it was the only variable,
BTW pilot said power band was very peaky. Please post your results when you
get set up.
Dick C St.Louis
________________________________________________________________________________
Borrow a model aircraft optical tach that reads prop rpm and figure engine rpm
as that times your gear ratio.
FRC
________________________________________________________________________________
| Subject: | Re: R&D pipes- take two |
| From: | mefine1(at)JUNO.COM (Mick Fine) |
>
>Hi all,
>
>Remember just a couple short months ago when I ordered an R&D pipe for
>my 503
>SS, then changed my mind and canceled the order? Well...... I just
>re-ordered
>it. ....
Rusty,
Is this for the plane that was for sale then wasn't, then was again?
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: KOLB: Nylon tubing, File organization |
I think the 1/2 means it's a major step toward the MK IV. Big
Lar.
----------
> From: Gerald Nelson <gdnelson(at)agt.net>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Re: KOLB: Nylon tubing, File organization
> Date: Saturday, August 08, 1998 6:21 PM
>
>
> Ron Christensen wrote:
> >
> >
> > -----Original Message-----
> > From: Larry Bourne <larrybiglar(at)earthlink.net>
> > To: gdnelson(at)agt.net
> > Cc: Kolb
> > Date: Friday, August 07, 1998 10:42 PM
> > Subject: Kolb-List: Re: KOLB: Nylon tubing, File organization
> >
> > >
> > Ron, you are really doing the members of this
> > >group a dis-service by not publishing the pictures you showed me of
your MK
> > >III 1/2. Hope I'm not out of line saying all this, but that is one of
the
> > >most beautiful aircraft I've ever seen. MK III 1/2 is an entirely
> > >appropriate name. Since I drove over to see it last year, I can
also
> > >say the pics don't do it justice. Workmanship and thoughtfulness are
> > >superb, to the point where I copied your door and windshield
treatment.
> > > Big Lar.
> >
> > Hey Larry:
> >
> > Thanks much for your kind words - - I'm going to take some pix next
week
> > with a digital camera and will attach them to an e-mail. Again,
thanks.
> >
> > Ron Christensen
> >
> I am curious what the "1/2" means.
> Gerald
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Hi Gerald: I think you mean CHT sensor, but yes, remove the gasket.
Big Lar.
----------
> From: Gerald Nelson <gdnelson(at)agt.net>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: EGT sensor
> Date: Saturday, August 08, 1998 5:53 PM
>
>
> Hi Listers,
> On the plugs that have the EGT sensors under them, does one remove the
> gasket?
> Gerald
>
>
>
>
>
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Aluminum Fuel Tank |
> >>IMHO all welded fuel tanks should be sloshed with Randolph Fuel Tank
> >>Sloshing Compound for Auto/Aviation Fuel. I sloshed mine 4 times. It has
>> In the RV
> >builders were advised to slosh the tanks also "just to be safe".
> Unfortunately,
> >for unexplained reasons, the slosh sometimes peels off in sheets after the
> tank
> >has been in use for some time. This is a horrendous mess, not to mention the
> >recommendation is to slosh only if needed. BTW- I believe Randolfs is the
> slosh
> >that most people used.
All of this advice is pretty odd when you consider that the Randolphs
Sloshing Sealer can I'm holding in my hand has the admonition "This
product is not recommended for use in aircraft fuel tanks" on the
front of the label. Better hope the insurance folks never see this
should a fuel related problem force you down.
On the other hand, that's why they're called "Experimental"......
J. Baker
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: R&D pipes- take two |
>is the unit from R & D. which I assume is what you have ordered. I will
>be very interested in your results.
Correct, I ordered the R&D pipe and I will post the results (if I survive the
testing).
>On the first test run after changing to the new pipe, the RPM's jumped
>way up. They had to crank a lot more bite into the prop. Would it be a
>wise precaution to increase the prop pitch before running the 1st test
>after installation to avoid over revving?
They warned me about this. In fact, one of their first questions was if I had
an adjustable pitch prop. Currently, I have more pitch than any 503 should have
in my IVO prop, and I plan to cautiously approach full throttle on the first
static run after installing the pipe.
Rusty
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: R&D pipes- take two |
>Looking forward to hearing more about your power increase. What did they say
>you should gain by the new exhaust on your 503? And did they seem confident
>that they had discovered any significant problems registered with their
>customers? JON along the border...
The pipe is supposed to put out 62 hp on a 503, which they claim is all a stock
582 puts out on their dyno. There have been a few seizures, but they were temp
related and subject to all the normal finicky crap that 2-strokes have to live
with. R&D provides a richer needle to compensate for some of the problems, and
I will use what they send. I will also do plenty of static runs to (hopefully)
make sure that I won't end up in the trees on the first takeoff.
Rusty
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: R&D pipes- take two |
>Is this for the plane that was for sale then wasn't, then was again?
Geez, I didn't know anyone was keeping score :-) Actually, it's the plane
that's still for sale if anyone want's to pay what it's worth. Unfortunately,
I
keep seeing nice planes for half the price, so I can't imagine how I'll ever
sell the SS. Due to the liability of selling it, I'd rather keep it than sell
it for nothing.
Rusty (RV-8 wing skins being installed this weekend) Duffy
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
Yes, Big Lar, I meant CHT. Thanks for the correction. Must be my 65
years are beginning to show the wear!!!
Gerald
Larry Bourne wrote:
>
> Hi Gerald: I think you mean CHT sensor, but yes, remove the gasket.
> Big Lar.
>
> ----------
> > From: Gerald Nelson <gdnelson(at)agt.net>
> > To: kolb-list(at)matronics.com
> > Subject: Kolb-List: EGT sensor
> > Date: Saturday, August 08, 1998 5:53 PM
> >
> >
> > Hi Listers,
> > On the plugs that have the EGT sensors under them, does one remove the
> > gasket?
> > Gerald
> >
> >
> >
> >
> >
>
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | Re: R&D pipes- take two |
What are you asking for it? What year is it and how many hours on a/f
and engine?
Gerald
Russell Duffy wrote:
>
>
> >Is this for the plane that was for sale then wasn't, then was again?
>
> Geez, I didn't know anyone was keeping score :-) Actually, it's the plane
> that's still for sale if anyone want's to pay what it's worth. Unfortunately,
I
> keep seeing nice planes for half the price, so I can't imagine how I'll ever
> sell the SS. Due to the liability of selling it, I'd rather keep it than sell
> it for nothing.
>
> Rusty (RV-8 wing skins being installed this weekend) Duffy
>
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | SS price, was R&D pipes- take two |
>What are you asking for it? What year is it and how many hours on a/f
>and engine?
>Gerald
I was asking $15K in hopes of getting $14K for it. This is about what you'd
have invested if you built one as inexpensively as you could, plus it includes
the Garmin 55AVD that's on the panel. The first flight was just about a year
ago, so I guess the plane is a '97 model. Currently, I have about 45 hours on
the aircraft and the 503 engine. My plane is "no frills", meaning that it's
all white, has no fancy interior, and no battery. I consider it to be very
well built though, and the panel has everything you could need.
My reason for selling is to have more time and money to work on the current RV-8
project.
If you know anyone that's interested, please send them my way.
Thanks,
Russell Duffy
Navarre, FL
850-936-8791
Kolb SlingShot N8754K (for sale)
RV-8A, 80587 (wings)
rad(at)pen.net
________________________________________________________________________________
| From: | "Jhann G. Jhannsson" <johann.g(at)centrum.is> |
| Subject: | Re: Aluminum Fuel Tank |
Hi John and other Kolbers.
I own another ultralight, a Phantom , and it has a fiberglass tank. This is
approx. 1998 model, so the tank is old. It needs some work and sealing, but i do
not know what to use to seal the inside. What kind of slosh sealer are you using?
To Kolb subject. I flew my first x-country in my Firestar II, last week.
It was to a fly-in approx. 100 nm east of Keflavik.
The weather was sunny but windy on the way to the fly-in, bumpy air, but the
Firestar performed perfectly. I cruised at 70MPH at 5000RPM. (My Firestar stalls
at 40MPH, so my airspeed could be wrong by 5MPH) Fuel consumption is 2,5-3 GPH.
I must addmit, that it got a little scary when the turbulant air schook my plane,
but I got to trust my strong plane as I got closer to my destination.
The flight lasted one and half hour, and I had landing spots almost everywhere
along the route of flight. This is a long stretch of farmland along the south
coast of Iceland with only grass fields, no corn or tall grass. It was a change
from the area where our local airstrip is located, which is mostly lawa rock.
On the way back home, the wind was picking up, 15-20 kts. and rain was forcasted
for the evening, from the south-east. I wanted to fly my plane home before that
started.
I flew for approx. 45min, until I saw some rain showers approach from the sea,
closing my route along the south coastline to Keflavik. On my left, ocean, on my
right, mountains.
So I turned around to an airstrip I had owerflown 15 min. before. The rain had
also creaped in behind me, so I could not see the airport, but I could follow a
river that passes along side the small town -airport that I wantet to land at.
I flew at 150-200 feet, and could see approx. 1/2 mile. Wind was up to 20 kts.
but
it was directly into my landing direction.
I landed safely, first time in this kind of winds, taxied to a hanger, where I
folded the wings, and there it sat for one week, until yeasterday, when I flew
back home in a windy weather but dry.
I am very pleased with my Firestar after this experiance in bad weather and rough
air.
I know this is not any IFR aircraft and not to be flown in bad weather, but the
weather in Iceland is not easy to forcast or predict. It can change wery quickly
from nice calm weather into windy rainy and shitty weather in no time at all. Ask
anyone who has been stationed at Keflavik Nato base for some time. Like they say
here in Iceland, "we do not get any weather here, just samples".
Sorry for a long mail.
Best regards from Iceland.
Jhann G.
john hauck wrote:
>
> >
> >>IMHO all welded fuel tanks should be sloshed with Randolph Fuel Tank
> >>Sloshing Compound for Auto/Aviation Fuel. I sloshed mine 4 times. It has
> >
> >
> >John,
> >
> >How about if you try the tank first, then slosh only if needed? In the RV
> >builders were advised to slosh the tanks also "just to be safe".
> Unfortunately,
> >for unexplained reasons, the slosh sometimes peels off in sheets after the
> tank
> >has been in use for some time. This is a horrendous mess, not to mention the
> >recommendation is to slosh only if needed. BTW- I believe Randolfs is the
> slosh
> >that most people used.
> >
> >Rusty (hold the slosh) Duffy
>
> Rusty:
>
> I have done it both ways. Tried it without sloshing and it leaked.
> Problem: Not worth cutting fabric to pull tank and then slosh.
>
> Sloshed and it continues to work for over six years and 1200+ hours. I
> think I will stick to the method that works. Can't recommend anyother way
> to do it.
>
> I have a homemade plug I used to slosh my tank. It has four coats of slosh
> sealer on it. I'll wager my retirement check you can't peel the sealer off
> with your hands. It is tough stuff. There are two formulas: Avn fuel and
> Auto fuel/Avn fuel. Us the Auto/Avn formula and you are covered. I think
> the most important thing in sloshing is cleaning the inside of the tank.
> How? With MEK. I used a gallon of MEK. Poured in tank, sealed tank, and
> shook and sloshed until I felt I had gotten all the grease, oil, silicone,
> or anything else out of it that might make the sealer not want to stick
> like it is supposed to. Poured that out and did the same thing again.
> Then I put oen or two qts (CRS) of sealer in and shook and rolled and made
> sure I had covered everything inside real good. Then I drained all out
> that would come out in a reasonable time, left the tank outside draining
> and sealed up the remainder of slosh sealer. Went through this process
> four time over a period of four days. The sealer that was left over went
> to my Brother Jim in Woodville, Florida, and he sloshed his fuel tank as well.
>
> If applied properly to a properly prepared tank, IMHO, it ain't gonna come
> off in sheets, specks, slabs, or anyother way. Again, I only have
> experience with three tanks. Two done properly and one that was not sloshed.
>
> For me, it would be traumatic to have to cut fabric off a fuselage to pull
> a fuel tank that was leaking because I didn't slosh it or did not slosh it
> properly.
>
> My old buddy, Seth Mathews built an RV-4 way back in the early 80's. He
> sloshed his fuel tanks and had no problem with leaks or sealer that
> wouldn't stay stuck. That airplane is still flying.
>
> Take my word for it, it is a pain in the butt to have to deal with a fuel
> tank that leaks, expecially after it is permanently installed in the
> aircraft. I been there and done that.
>
> john h
>
________________________________________________________________________________
| From: | "Jhann G. Jhannsson" <johann.g(at)centrum.is> |
| Subject: | Correction to Phantom model |
Hi Kolbers,
Sorry for the misprint on my Phantom model. It was supposed to be 1984
model, not 1998.
hope you forgive me.
Johann G.
Iceland.
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Aluminum Fuel Tank |
<000401bdc2f0$9257a940$0100a8c0@rad.pen.net>
>All of this advice is pretty odd when you consider that the Randolphs
>Sloshing Sealer can I'm holding in my hand has the admonition "This
>product is not recommended for use in aircraft fuel tanks" on the
>front of the label. Better hope the insurance folks never see this
>
>
>J. Baker
Hey Guys:
Can't speak for the can that Jim B is holding in his hand, but as for the
two cans that I used I don't recall seeing that warning. Of course that
was 1991.
What formula is it? Auto fuel or Avn fuel?
Maybe they ecided to do the warning to cover their ass.
john h
PS: It may not work for everyoine, but it damn sure works for me and my
fuel tank.
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
Hi listers,
I plan to practice some stalls and some flap TO's/L's. Any
advice/cautions you can give me would really be appreciated. I have a Mk
III TwinStar with a 503 DCDI. I have about 125 hrs as a GA and about 20
hrs in my Lazair/Pioneers - both some years ago. I now have about 25 hrs
in my TwinStar.
Gerald
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Johann's Windy Trip |
That was a great story, Johannwe should place it among The Icelandic
Sagas!
I have a kinda non-flying Iceland storey, but connected to aviation.
1952 I'm at Keflavik as a civilian engineer monitoring the installation
of a prototype IFF (beacon) modification that I had been developing for
the TPS-1C radar. After a few hours operation, the coaxial rotary joint
burned away. No spares as this was IT. We took it to the Base dentist
who strapped it into his chair and proceeded to build up the burned
contact ring with same stuff as tooth fillingwithout Novacaine,
either. Worked just fine for a month or so until I got back to my lab
and got the metal-geniuses to design a new ring. This was written up in
Stars & Stripes.
I enjoyed Reykjavik except that at that time beer was only 1/2% and it
took a half case to do much good! Loved the fish, and the bananas
growing in the geysir-heated greenhouses. Never had the chance to travel
much except to Akureyri once. But have stopped overnight twice since
with good wife on el cheapo air trips to EuropeLoftlieder in 62.
Grey Baron FireFly
________________________________________________________________________________
| From: | "Brad Houston" <HoustonBW(at)WORLDNET.ATT.NET> |
| Subject: | Re: Oshkosh flight |
As a consumer I would write a certified, return receipt requested letter to
the company requesting the company return my money. Give them ten (10) days
from receipt of your letter to respond. If they do not respond advise them
that you will seek assistance from the consumer protection division (in the
state in which the business operates) and send a copy of your complaint to
the Better Business Bureau. I would also tell them that you will post a
notice with aircraft builders that they are supplying faulty and or used
equipment and do not honor nor stand behind their product. You can bet this
will get their attention.
Brad Houston
Consumer Affairs Investigator, and Kolb owner
----------
> From: Marino, Frank J (Youngstown ARB) <Frank.Marino(at)yng.afres.af.mil>
> To: 'kolb-list(at)matronics.com'
> Subject: RE: Kolb-List: Oshkosh flight
> Date: Friday, August 07, 1998 8:24 AM
>
>
> To All, a friend of mine bought some STUFF from the same company and it
> wasn't even worth using, when he called the company about it they sort
> of told him that you got what you paid for. He wanted to return it and
> they refused to take it back. Bottom line is when you stap your butt to
> any airplane I would like to know that all parts and equipment is A/C
> certified not from some outlet like Airstar or local hardware store,
> it's my life and yours so what are a couple of pennies more.
>
> Frank Marino
>
> > ----------
> > From: Richard Pike[SMTP:rpike(at)preferred.com]
> > Sent: Wednesday, August 05, 1998 4:31 PM
> > To: kolb-list(at)matronics.com
> > Subject: Kolb-List: Oshkosh flight
> >
> >
> > Got home Sunday evening from flying to Oshkosh and back. Total
> > distance was about 1300 miles, and total flight time was about 30
> > hours.
> > Since the two Drifter XP503's I was flying with liked to fly at about
> > 52
> > mph, it took a little longer than it might, but that was OK. Perfect
> > weather
> > the whole trip, except the strong headwind coming across Indiana on
> > the way up.
> > Those of you that I got to meet up there, it was great, a nice
> > bunch
> > of people.
> > Some of you may remember that I was having engine trouble, the
> > 532
> > was just acting wimpy, gradually losing power. Several people wondered
> > if it
> > could be timing, but since I had just set the points the previous
> > weekend, I
> > kept looking for something else. Turned out it was the points. The 532
> > wants
> > the points to open at .077 BTDC, and one cylinder was firing at .004,
> > and
> > the other at .034 BTDC. We reset the points and the beast was back to
> > normal. By the time I got home they had again worn to one firing at
> > .035,
> > and the other at .047 BTDC.
> > Now it's flaming time: Back in May, I bought the points, a
> > crankshaft mag end seal, and 3 each of the short muffler springs, and
> > 3 each
> > of the long muffler springs from Airstar Discount Sales, the ones that
> > run
> > the 4 page ads (with purple highlights) in the middle of each month's
> > Ultralight Flying! magazine.
> > When the parts arrived, they were all loose in one bag, one of
> > the
> > springs had punctured the little tube that had the point grease, and
> > grease
> > and mess was all over everything. Two of the long muffler springs were
> > used,
> > not new, you could see the hook and rub marks on them. Also they were
> > stretched. Correct inside length is to be 2.9" when stretched and
> > hooked.
> > Unstretched length should be about 2.48", but one was 2.65", and one
> > was
> > 2.85". My letter of complaint to Airstar was unanswered.
> > One of the Drifter pilots that went with me had purchased a
> > set of
> > the Instruct-A-Com 2000 helmets from them 2 weeks before we left. One
> > of the
> > helmets came with no liner. When the liner arrived the next week, it
> > was
> > broken and had been taped back together.
> > It is not normal for Rotax points to wear that badly that
> > quickly.
> > When I sold my Hummer, the Rotax 277 had not had the points reset for
> > more
> > than 8 years, and 400 hours, and all it needed was to just be checked
> > at
> > each annual.
> > Why did they wear that bad? Good question. Maybe if they sell
> > used
> > and broken parts, they will sell bogus ones too. Caveat Emptor. I know
> > they
> > will never get any more of my business.
> > The MKIII flew just fine, and the stock, unpadded web sling
> > seat was
> > quite comfortable. Flying at 52 mph, I was running at 52-5300 rpm, and
> > burning 3.2 gph.
> > Richard Pike
> > MKIII N420P (42oldpoops)
> >
> >
> >
> >
> >
>
>
>
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
| Subject: | Re: virginia area kolbers |
without looking, whats part 91, I hold a private license.
tim
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: Aluminum Fuel Tank |
>PS: It may not work for everyoine, but it damn sure works for me and my
>fuel tank.
We believe you really :-)
The only other caveat I could add to the whole fuel compatibility issue is the
change of formulas in auto fuel. I assume that avgas won't get any new
additives without lots of testing being done, but auto fuel can change from one
tank to the next. Years ago, I restored a '65 Corvette and drove it for a few
years, then sold it to build an AC Cobra replica. In both cars, I used plastic
T's that were sold for use with fuel, and always bought gas at the same station.
One day, I cranked the Cobra and drove a few miles to my house. During the
trip, I thought I smelled fuel, and by the time I got to my garage it was sure
of it. Figuring it was a small leak, I popped the hood with the engine still
running and was horrified to see fuel spraying all over the hot engine. I shut
it down and grabbed the fire extinguisher but fortunately didn't need it. Upon
inspection, I found that the T fitting which had proven to be fuel safe for all
those years had dissolved. The station where I bought fuel had just begun
advertising some super new cleaning additive that very week.
A question for John: You mentioned an 18 gallon tank for your FireStar. Where
was it mounted (normal fuel area, back seat, ???).
If the R&D pipe gives me some extra power, I'd like to put my back seat in again
because I owe a few people rides. I'd love to find a real tank that would fit
in the tank area, without having to cut any metal. Basically, what I need is a
flexible fuel cell, but I haven't found one yet.
Rusty (dreading the RV-8 tanks) Duffy
________________________________________________________________________________
| Subject: | Re: Composite props on pusher types |
| From: | rbaker2(at)JUNO.COM (Ray L Baker) |
John,
Happy to hear that your experience contradicts the information in the
article as my future plans include an quick adjust Ivo. I appreciate
your input.
May all your blades stay in place!
L. Ray Baker
Lake Butler, FL
________________________________________________________________________________
| From: | William Weber <bweber2(at)earthlink.net> |
Gerald Nelson wrote:
>
>
> What is the best way to tell if the tach is accurate?
> Gerald
You can pick up an optical tach at most Radio Control hobby shop. I used
one to set my prop pitch. My panel tach reads about 200 RPM fast.
--
***********************************************
* Bill Weber * Keep *
* Voiceboard Corp * the shiny *
* Simi Valley, CA * side up *
***********************************************
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Aluminum Fuel Tank |
>
>
>
>
>A question for John: You mentioned an 18 gallon tank for your FireStar.
Where
>was it mounted (normal fuel area, back seat, ???).
My FS was a 1985 model. We did just like the MK III. Put the tank in the
area above the normal tank location. Made a cardboard mockup that was many
sided and fit in the upper area. Then cut out the alum panels (.040 5052)
and welded it up. That left normal fuel tank area open for my gear. I did
a 21 and 25 day flight in the FS with all my gear inside, plus a bunch of
shorter ones.
We learned to put the MK III tank together with alum pop rivets, then weld
up the tank and over the rivet heads. Worked out great.
john h
PS: Don't think we used baffles in the 18 gal tank. Never had a problem
with it.
________________________________________________________________________________
| From: | Jerry Bidle <jbidle(at)airmail.net> |
| Subject: | Re: R&D pipes- take two |
Hi Russ,
Jerry Bidle here. I thought you were changing the engine in your bird then
went on to selling it.
Have you decided to keep it for a while yet. Funding two projects close
together back to back can be painful. I was watching the SlingShot at
Oshkosh and it flew nice. Didn't exactly appear to sit around and let
grass grow under its wheels either.
Let us know how that pipe works out and how burn is affected also.
Jerry Bidle
>
>Hi all,
>
>Remember just a couple short months ago when I ordered an R&D pipe for my 503
>SS, then changed my mind and canceled the order? Well...... I just
re-ordered
>it. I need more power and this seems to be the only economical way to get
it.
>It should arrive next week, but with my current schedule, who knows when
I'll be
>able to test it out. I promise to keep everyone posted.
>
>BTW- they recommend a new needle for use with the pipe. It's a 14 vs the
stock
>11. Previously, they said no change was needed, but they admitted that there
>had been a few seizures. Hopefully, this won't lead up to my first engine
>failure :-)
>
>Russell Duffy
>Navarre, FL
>Kolb SlingShot N8754K (for sale)
>RV-8A, 80587 (wings)
>rad(at)pen.net
>
>
>
>
>
>
>
>
having. You might reconsider buying
>>or
>>building a trailer.
>>
>>Jerry
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Aluminum Fuel Tank |
>
>Hi John and other Kolbers.
>I own another ultralight, a Phantom , and it has a fiberglass tank. This is
>approx. 1998 model, so the tank is old. It needs some work and sealing,
but i do
>not know what to use to seal the inside. What kind of slosh sealer are you
using?
Hi Jhann:
Don't know that I personally would try slosh sealer on an old, used, tired
fiberglass tank. Think I might try to find the areas leaking, clean and
reglass those areas. Probably be a lot easier, if you can get all the oil
out of the glass. That might be another big problem in its self.
john h
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: R&D pipes- take two |
>
>Hi Russ,
>
>Jerry Bidle here. I thought you were changing the engine in your bird then
>went on to selling it.
>
>Have you decided to keep it for a while yet. Funding two projects close
>together back to back can be painful. I was watching the SlingShot at
>Oshkosh and it flew nice. Didn't exactly appear to sit around and let
>grass grow under its wheels either.
>
>Let us know how that pipe works out and how burn is affected also.
>
>Jerry Bidle
Hey Jerry:
That's cuz I was peddling really fast.
john h
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Aluminum Fuel Tank |
> admonition "This
> >product is not recommended for use in aircraft fuel tanks" on the
> >front of the label. Better hope the insurance folks never see this
> >
> >
> >J. Baker
>
> Hey Guys:
>
> Can't speak for the can that Jim B is holding in his hand, but as for the
> two cans that I used I don't recall seeing that warning. Of course that
> was 1991.
>
> What formula is it? Auto fuel or Avn fuel?
>
> Maybe they ecided to do the warning to cover their ass.
>
> john h
Randolph Product 912, Alcohol Resistant Sloshing Sealer....Think it's
about 5 years old. I bought it to use in a snowmobile that my Dad
keeps for me (and his use as needed) but never used it since the tank
was already beyond hope so just replaced it. Nothing like sealing a
whole bunch of rust flakes on the inside surface of the tank.
J. Baker
________________________________________________________________________________
| From: | jerryb(at)jmd.ods.com |
07 Aug 98 15:57:47 cst
| Subject: | Message originator ID is lost with new system |
Hey,
Don't know if you all have noticed that the messages from the Kolb
list now come in under one common name rather than the originator.
I liked the originator because if you wanted to reply to that person
alone you could plus it also carried his address if you wanted to
contact them later for some reason.
I also used it to select which messages to read first based upon
common interest since I got to know people by name and to sort on when
trying to find information.
System Coordinator, can get that feature back like it was.
When you view a message, you should see two addresses, one being the
message originator, and the second being the common kolb mail list
address.
What do you other think?
Thanks,
Jerry Bidle
________________________________________________________________________________
| From: | jerryb(at)jmd.ods.com |
| Subject: | Single Place Laser |
Dennis,
Now that you teased us all for so long with the Laser, when will the
single place UL version be available. I want one.
What if it were cut it down the middle and enough tubes cut out could
we get it near the 254#. I like tractor & low wing makes it just that
much sweeter.
When can I get it?
Jerry Bidle
________________________________________________________________________________
| From: | "Richard Butler" <butlers(at)houseofbutler.com> |
| Subject: | Re: Message originator ID is lost with new system |
I agree>
RButler
-----Original Message-----
From: jerryb(at)jmd.ods.com <jerryb(at)jmd.ods.com>
Date: Sunday, August 09, 1998 6:33 PM
Subject: Kolb-List: Message originator ID is lost with new system
>
> Hey,
>
> Don't know if you all have noticed that the messages from the Kolb
> list now come in under one common name rather than the originator.
>
> I liked the originator because if you wanted to reply to that person
> alone you could plus it also carried his address if you wanted to
> contact them later for some reason.
>
> I also used it to select which messages to read first based upon
> common interest since I got to know people by name and to sort on when
> trying to find information.
>
> System Coordinator, can get that feature back like it was.
>
> When you view a message, you should see two addresses, one being the
> message originator, and the second being the common kolb mail list
> address.
>
> What do you other think?
>
>
> Thanks,
>
> Jerry Bidle
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Message originator ID is lost with new system |
<< System Coordinator, can get that feature back like it was.
When you view a message, you should see two addresses, one being the
message originator, and the second being the common kolb mail list
address.
>>
now I understand why the length of my list is hopelessly beyond my ability to
read....therefore watered down.
GeoR38
________________________________________________________________________________
| From: | RSCRacing(at)aol.com |
| Subject: | Re: Sea-Foam Test |
Hello all,
I also checked two Napa stores in my area and
found both to have the Seafoam treatment. Cost
$4.69 plus tax per can. FWIW.
Bob
Akron, OH
________________________________________________________________________________
| Subject: | Re: Aluminum Fuel Tank |
I used sloshing compound in Bultaco motorcycle fiberglass tanks and a
fiberglass main tank on my T18 aircraft. Its totally effective whereas trying
to reglass is ify due to contamination of the fibers wetted by the leak.
Sloshing is my recomendation based on experience,
Dick C
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Hi Group: I thoroughly enjoyed Johann's account of his adventurous
flight. I'd love to explore his area - with-out that weather of course.
I, for one, would like to hear more of that type of thing, since I look on
this group as entertainment, as well as education. Johann's participation
also makes me wonder how many people we have in which countries joining
in. How about it, guys ?? Big Lar.
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Message originator ID is lost with new system |
At , you wrote:
>
> Hey,
>
> Don't know if you all have noticed that the messages from the Kolb
> list now come in under one common name rather than the originator.
> When you view a message, you should see two addresses, one being the
> message originator, and the second being the common kolb mail list
> address.
> What do you other think?
>
> Thanks,
>
> Jerry Bidle
>
> Looks to me that the new format is the common kolb mail list,
then the message originator, then the date, etc. It's just reversed.
I prefer it this way because now I never get duplicate messages.
On the other hand, if I want to send a private reply, I have to
write down the return address of who I want to send it to, and then
type it in.
Not a bad trade off IMHO.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | Re: Message originator ID is lost with new system |
Richard Pike wrote:
>
>
> At , you wrote:
> >
> > Hey,
> >
> > Don't know if you all have noticed that the messages from the Kolb
> > list now come in under one common name rather than the originator.
> > When you view a message, you should see two addresses, one being the
> > message originator, and the second being the common kolb mail list
> > address.
> > What do you other think?
> >
> > Thanks,
> >
> > Jerry Bidle
> >
> > Looks to me that the new format is the common kolb mail list,
> then the message originator, then the date, etc. It's just reversed.
> I prefer it this way because now I never get duplicate messages.
> On the other hand, if I want to send a private reply, I have to
> write down the return address of who I want to send it to, and then
> type it in.
> Not a bad trade off IMHO.
>
> Richard Pike
> MKIII N420P (42oldpoops)
>
Hi Richard,
Just hi-lite, control "C", control "V".
Gerald
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
Dennis,
I for one am interested in the new Lazer and think that it is time that
you tell us a bit about it. I like what I hear about it so far, but am not
really sure that what I hear is for real? You arent going to make us buy a
new video just to find out about the plane are you.;-) For instance does
the wings fold so that it can be stored in a trailer?
Curious in Oregon!!!!-Larry
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle 925-606-1001) |
"Kolb-List: Message originator ID is lost with new system" (Aug 9, 6:43pm)
| Subject: | Re: Message originator ID is lost with new system |
>--------------
>
> Hey,
>
> Don't know if you all have noticed that the messages from the Kolb
> list now come in under one common name rather than the originator.
>
> I liked the originator because if you wanted to reply to that person
> alone you could plus it also carried his address if you wanted to
> contact them later for some reason.
>
> I also used it to select which messages to read first based upon
> common interest since I got to know people by name and to sort on when
> trying to find information.
>
> System Coordinator, can get that feature back like it was.
>
> When you view a message, you should see two addresses, one being the
> message originator, and the second being the common kolb mail list
> address.
>
> What do you other think?
>
>
> Thanks,
>
> Jerry Bidle
>--------------
Jerry et al,
Yes, I know there are pros and cons to running the List such that default
replies are sent back to the whole List. This topic has come up a couple
of times on the RV and Zenith Lists. I have done polls to see how people
prefered it and the overwelming response has always been to keep it this
way with default replies going back to the List.
As an aside, I did an experiment for a month back about a year ago where
I changed the operation such that the default reply would go back to the
sender instead of the List. The thought being that people would CC the
List in their reply. The result was the the List traffic dropped in about
1/2 because most of the time people would forget the CC the list. Person
'A' would post a message; person 'B' would reply back to only person 'A';
person 'A' might respond back to person 'B' and generally never the List.
Bottom line? Running the List with the default replies going back to the
person just doesn't stimulate to same amount of discussion on the List and
many good discussions go on between individuals and the List is excluded.
So anyway, that's why I run the list in this manner. Note that the first
line of each message contains the email address of the poster and this
address can be easially cut and pasted into the "To:" field if you
choose to reply only to the poster of the message.
I'm not quite sure why you still arn't seeing the poster name in your
'From' lines, though. The email header "From: " line of all posted messages
do in fact contain the actual poster's email address. It would seem that
your particular email program isn't using this header and is perhaps
using the "From " (note the lack of the ':') header instead. This is
generally considered a violation of email protocol, however. I have the
"From " header set to the "owner-kolb-list-server" so that all of the
non-fatal errors messages go to the bit-bucket instead of the List or
worse yet, me!
Anyway, hope that explains the operation of the List a little better.
Matt Dralle
RV, Zenith, and Kolb List Admin.
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Jhann G." <johann.g(at)centrum.is> |
| Subject: | Re: Aluminum Fuel Tank |
Thank you John.
I have already reglassed the leaky areas, and closed the outlet holes. They were
leaking around the rubber sealers, so I will need to redrill a clean hole for a
better sealing.
I'll just use this tank until next year. Then order a new one.
Best regards,
Jhann G ( misspell again on my name in last few posts, jhann. looks like arabic
name.no affence ment)
john hauck wrote:
>
> >
> >Hi John and other Kolbers.
> >I own another ultralight, a Phantom , and it has a fiberglass tank. This is
> >approx. 1998 model, so the tank is old. It needs some work and sealing,
> but i do
> >not know what to use to seal the inside. What kind of slosh sealer are you
> using?
>
> Hi Jhann:
>
> Don't know that I personally would try slosh sealer on an old, used, tired
> fiberglass tank. Think I might try to find the areas leaking, clean and
> reglass those areas. Probably be a lot easier, if you can get all the oil
> out of the glass. That might be another big problem in its self.
>
> john h
>
________________________________________________________________________________
| From: | "Jhann G." <johann.g(at)centrum.is> |
| Subject: | Re: Johann's Windy Trip |
Hallo Bob (Grey Baron)
Thank you for your kind words and a great story. Must have been hard to do any
kind of technical work at a place like this in 52. We had just crawled out of the
turf houses at that time, and hardly knew what radar or IFF beacon. was. No such
thing off base.
But things have changed here lately, the beer is 5% and things are looking better
in the tech. dept. The internet is a part of live and the rest of the world is
much closer to us in this island in the middle of the Atlantic ocean.
Even though Brian Milton flew through here on his trike, a few weeks ago, the trip
across the atlantic to America or Europe, seems out of the question to me, on my
Firestar.
I'll just use the Iceair B757 to Florida next Nov.
Best regards,
Jhann G.
Iceland.
bob n wrote:
>
> That was a great story, Johannwe should place it among The Icelandic
> Sagas!
>
> I have a kinda non-flying Iceland storey, but connected to aviation.
>
> 1952 I'm at Keflavik as a civilian engineer monitoring the installation
> of a prototype IFF (beacon) modification that I had been developing for
> the TPS-1C radar. After a few hours operation, the coaxial rotary joint
> burned away. No spares as this was IT. We took it to the Base dentist
> who strapped it into his chair and proceeded to build up the burned
> contact ring with same stuff as tooth fillingwithout Novacaine,
> either. Worked just fine for a month or so until I got back to my lab
> and got the metal-geniuses to design a new ring. This was written up in
> Stars & Stripes.
>
> I enjoyed Reykjavik except that at that time beer was only 1/2% and it
> took a half case to do much good! Loved the fish, and the bananas
> growing in the geysir-heated greenhouses. Never had the chance to travel
> much except to Akureyri once. But have stopped overnight twice since
> with good wife on el cheapo air trips to EuropeLoftlieder in 62.
>
> Grey Baron FireFly
>
________________________________________________________________________________
| From: | Jim Gerken <gerken(at)us.ibm.com> |
| Subject: | Re: Rotax 447--changes?? |
Bill: What you describe sounds like what my 1982 Rotax engine in a Ski-Doo
snowmobile had. The hole had a fitting rivited over it and allowed some of the
air from the fan-cooling system to be ducted to the muffler. The muffler had
an extra layer of metal wrapped around it and the cooling air was sent thru
there, I don't know why for sure. Probably to make it cooler under the hood.
Yup, block it.
Jim Gerken
owner-kolb-list-server(at)matronics.com on 08-08-98 04:05:02 PM
Please respond to kolb-list(at)matronics.com
cc:
Subject: Kolb-List: Rotax 447--changes??
Hi Guy's,
447.
The other thing we saw was a hole located in the top cowling. This hole is
about 1-1/2" dia., surrounded by three smaller 1/8" holes. The hole is
centered at the MAG cylinder head on the curved portion of the cowling, that
is, next to the muffler.
question of the day is: What is the purpose of this hole?
BTW, we intend to close off the hole with a small patch pop riveted on.
Bill Varnes
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Message originator ID is lost with new system |
Jerry,
It doesn't happen with Netscape mail. I suspect that your mail
system is the problem.
John Jung
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
>
>Dennis,
> I for one am interested in the new Lazer and think that it is time that
>you tell us a bit about it. I like what I hear about it so far, but am not
>really sure that what I hear is for real? You arent going to make us buy a
>new video just to find out about the plane are you.;-) For instance does
>the wings fold so that it can be stored in a trailer?
>Curious in Oregon!!!!-Larry
Me too, Larry. The Laser has my juices going again. I talked to Dennis and
the rest of them at the show. Seems the tail feathers and outer main wing
kits (10 of them) will be ready by Oct/98 and the fuselages around Jan/99 if
my memory is correct. They were about to finish or finalize fiberglass
mouldings for the cowl. They said everything was pretty much on schedule
and the plans were being readied for printing. They brought the "bare
bones" Laser up to the show, but had no trailer room for the flying Laser.
I didn't see any dimensions for the folded Laser on the hand out "poop
sheet", but it might not be possible to put in a single car garage or a
typical enclosed box trailer. I may be speaking incorrectly here... just
judging from eyeball examination. What are those folded dimensions, Dennis?
The kit looks really quick and easy to build with all the chromolly stucture
already in it. Anyone want to bet me I can't build it in 30 days... and pay
for the project? I'll bet that would make a good TV show ;<) The $20K
price tag with a Rotax 582 is a bit of a downer. Anyone want to buy a
really nice MKIII?
As far as the video is concerned, there is (or was) some footage of the
Laser on the one I have before the Shot and Fly were introduced. It might
have been edited out when the company decided to put the Laser on the back
burner for awhile.
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (49.8 hrs)
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Message originator ID is lost with new system |
> > Don't know if you all have noticed that the messages from the Kolb
> > list now come in under one common name rather than the originator.
July 16, 1998 - August 10, 1998
Kolb-Archive.digest.vol-at