Kolb-Archive.digest.vol-db
August 06, 2001 - September 10, 2001
If the speed is cut in half by the gearing, the Torque is doubled, ie,
TXSXK=Hp
in other words the horsepower remains the same, but the speed and torque are
modified, ...actually the output HP is reduced by the efficiency of the
gearbox, for a very efficient gearbox, the Hp would be nearly the same as
without it. But bear in mind the thing that is enabling any HP at all to
happen is the coupling of the prop with the air...which is another story
altogether. In other words if you don't have a resistance against which to
have torque, you don't have any HP at all, do you...see how Hp = 0 when T =
0. And what happens when the prop tips break the speed of sound....does that
require a lot more torque....dunno but I bet it does and the poor Rotax is
putting too much of its Hp output into the tips and not into properly driving
your airplane....this is coupling of the prop to the air.
> > 3. If you put a 2:1 redrive on say a 4-cylinder VW -
> > Does the HP remain the same or is it doubled at the redrive output shaft?
> > Does the torque remain the same or is it doubled at redrive output shaft?
> Same argument ...the output would still be about the same hp (reduced by
> the gearbox efficiency) and the Torque would be doubled (almost). Remember
> ...you never get something for nothing in energy or power...torque and
> speed yes, but you can't create energy, which is expressed in Hp and Work.
> > 4. This has to due with EGT temps and prop load on an engine -
> > If EGT are low does the engine need more or less prop load -
> > note I under stand other things impact EGT temps, so does prop load
> >
> > Dennis had a saying that went some what to the effect of Grass green side
> > down,
> > it also had to other items of which one was prop pitch as it related to
> > engine EGT temps, any one have a copy of it -
> > dunno these last two things.....but I think old poops has a great web
> page on it GeoR38
> http://www.bcchapel.org/pages/0003/pg11.htm I believe is invaluable
> > jerryb
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: How are HP and Torque related |
>Question:
>1. Where is the rated HP measured of a Rotax engine - crank shaft or
>output flange of a redrive gearbox?
Horse power is horse power where ever it is measured.
>
>2. When a redrive is used example 2:1 (gear box out is 1/2 RPM of the
>engine crank)
>Does the HP remain the same or is it doubled at the redrive output shaft?
Same - horse power is proportional to torque times rpm
>Does the torque remain the same or is it doubled at redrive output shaft?
Doubled
>
>3. If you put a 2:1 redrive on say a 4-cylinder VW -
>Does the HP remain the same or is it doubled at the redrive output shaft?
Same
>Does the torque remain the same or is it doubled at redrive output shaft?
Doubled
>
>4. This has to due with EGT temps and prop load on an engine -
>If EGT are low does the engine need more or less prop load -
At cruise, less prop load will increase EGT.
>jerryb
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: How are HP and Torque related |
1. If you reply to a message and change the topic, please edit the subject
field to reflect it. Makes following a thread by topic easier plus us old
farts have a hard time finding things later.
2. Plugs, try a set of new plugs - remove the old plugs keeping track
which cylinder they were removed from - read the color of the plug - a
light brown is good, the darker it gets the richer that cylinder is running.
Note: I've found that usually the hot cylinder is the problem
cylinder. This may not always be true. Any type of leak, intake, exhaust,
or cylinder will cause a EGT rise in the cylinder.
3. Probes. If possible swap them between cylinders - getting them out
sometimes can be a bear. Don't damage them trying to get them out. You
can switch the wires are the gauge.
4. Are the carbs positioned correctly in vertical plane (top of carb
rotated forward or back in the boot) when the plane is in its flying
attitude, example a tail dragger sitting at rest on the ground the top of
the carb(s) will appear to be rotated slightly to the rear.
5. If two carbs, are both set to at the same vertical orientation.
6. Intake or Exhaust manifold leaks - torque the intake and exhaust
manifold folding the torque procedure - this involves a criss-cross pattern
and do not tighten each bolt down all the way. Gradually tighten them
following the criss-cross pattern to get them to tighten down flat.
7. Head gasket leaking - looks for small oil leaks around each cylinder.
Note, there can be slight miss match of airflow through the carb into each
cylinder, some times it is necessary to rotate the carb just slight to cure
this.
jerryb
>
>What would cause a difference of 100-150 degrees between front and rear EGT?
>
>Jim
>Mark III
>Charlotte, NC
>
>----- Original Message -----
>From: "Richard Pike" <richard(at)BCChapel.org>
>To:
>Sent: Sunday, August 05, 2001 11:55 AM
>Subject: Re: Kolb-List: How are HP and Torque related
>
>
> >
> > Assuming a healthy, correctly jetted engine, EGT's will normally go too
> > high when prop load is insufficient, and may go too low when prop load is
> > too great.
> > There is more detail on the web page
> > http://www.bcchapel.org/pages/0003/pg11.htm
> > Richard Pike
> > MKIII N420P (420ldPoops)
> >
> >
> >
> > >4. This has to due with EGT temps and prop load on an engine -
> > >If EGT are low does the engine need more or less prop load -
> > >note I under stand other things impact EGT temps, so does prop load
> > >
> > >jerryb
> > >
> > >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Whiskey Compass question Repost Repost |
I think Aircraft Spruce sells a kit for that, but not positive.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>
>
>My "whiskey" compass has drained down over time so the compass no longer
>floats. Other than using JD what is the correct fluid or acceptable
>fluids to use to refill my compass?
>Gregg Waligroski
>Houston, Texas
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Temp difference |
Faulty EGT gauges.
Ignition variance between cylinders. (Bad spark plug caps, bad wires,
flawed timing, failing components)
Mechanical variations (leaks, stuck rings, gross difference in ring gap,
gross difference in carbon accumulation)
For dual carbs only: uneven jetting, incorrect float levels, clean/dirty
air filters, one carb has hung enrichment circuit, one does not.
I would first switch EGT wires and see what happens. My gauges typically
run 100 degrees different, but I know which one is constant and which one
is "flakey."
If there are no other apparent answers, run a pressure/vacuum test on the
engine. California Power Systems sells a tester, it is not cheap at around
$100, but you can get a couple pals to go in with you on one, you need to
test your engine annually anyway, so go ahead and bite the bullet.
Richard Pike
MKIII N420P (420ldPoops)
>
>What would cause a difference of 100-150 degrees between front and rear EGT?
>
>Jim
>Mark III
>Charlotte, NC
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | VW Powered MKIII Update |
For the last year I have been pursuing my idea of the ideal replacement for my
direct drive VW engine. Well there is no IDEAL engine. What I have decided to
do is replace my direct drive VW for a belt drive reduction VW engine. On Saturday
I ordered a new replacement engine from a engine builder in California.
The new engine will be built with mostly forged racing parts but with a Eagle
100 cam and hydraulic lifters. The new engine will be set up to run the run the
same 3,000 cruise RPM that I'm running now. Shortly I will order a 1.6 to 1
belt drive reduction from Gene Smith with a prop shaft extension. I will then
order a 72" three bladed Power Fin type F prop.
The costs are as follows:
Engine $3325.00
Reduction Drive $1300.00
Prop $575.00
I will have a new long block engine that I will move my carburization, ignition,
exhaust, and misc parts to. I will then be selling the old Great Plains direct
drive engine.
I was seriously considering the chain reduction drive that Larry Borne and Julian
Warran are going to use but???? There are issues with both choices but the
belt reduction drive is a long term tested and proven unit. Thanks very much to
Larry and Julian for you assistance. I will keep you informed of how it goes.
Rick Neilsen
VW Powered MKIII
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Whiskey Compass question |
I believe most aircraft compasses use white kerosene, you might want
to call an instrument shop. It leaked for a reason, so fix that first.
Ed in JXN
MkII/503
----- Original Message -----
From: Waligroski, Gregg <Gregg.Waligroski(at)pantellos.com>
Sent: Monday, August 06, 2001 8:25 AM
Subject: Kolb-List: Whiskey Compass question Repost Repost
>
> I received a message that my original post and repost have gone bad so I
> have posted it yet again. Sorry to the for yet another repeat...
>
> Getting my Firestar ready for flight again I hope. Doing some
> maintenance and have a few questions.
>
> My "whiskey" compass has drained down over time so the compass no longer
> floats. Other than using JD what is the correct fluid or acceptable
> fluids to use to refill my compass?
>
> I want to replace all 6 of my wing and strut attachment pins and can't
> find my Kolb plans since the move to Houston. What is the correct
> MSxxxxx number for the clevis pin type? Is the easiest thing just to
> order from the Kolb Factory or does anyone know of a good Houston area
> MS parts store?
>
> Gregg Waligroski
> Houston, Texas
>
>
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
| Subject: | Chuck Veith Update |
I met with the family over the weekend and learned more about the accident
in the Kolb Slingshot on 7/24/01. A third witness has come forward--this
individual actually saw the crash. Chuck was preparing to land coming in
with the wind when the engine stopped--her made a 180 degree turn into the
wind and was gliding into a grassy--mostly level area about 4 city block
square. The area was cleared and being prepared for a housing development.
At less than 100 feet Chuck made a sharp left turn and stalled. the
emergency landing area had dozens of small steel fence posts(the kind you
hang electric fence wire on). We believe that Chcuk did not want to
damage his plane and he tried to turn to land on a gravel service road.
If he would have landed he probably would have had some damage but would
have lived. Lesson here is do not attempt turns at low altitude with an
engine out. Bettie went to a seminar at OshKosh where Rod Machado
reported that no one had died on an engine out on take off if they land
strainght ahead--all the related deaths came when people tried to turn.
The left gear leg hit first and was sheared off the plane--the left side of
the cage and the left wing then hit--bounced and slid then on the nose and
finally came to rest upside down. Chuck had multiple severe injuries and
internal and external bleeding. I had hoped that wearing a helmet would
have saved him but the doctors said no helmet would have worked.
The engine has been taken to Chicago and will be examined by NTSB.
The lesson here for all of us is do not try turns at low speed during
engine outs. We as pilots are taught to fly the plane in emergencies but
there comes a time when we realize that we need to try to survive the
imminent crash.
Dale Seitzer
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | Re: WANTED: FRESH FIRESTAR I/II |
Contact Michael Peer. quick503(at)yahoo.com. Last I knew he had a mark III with a
582 engine. Was doing a recover job. Its all torn down and now he is trying to
sell it. He is in Arkansas or Alabama. Can't remember which. Should only be a
day drive for you to go down and take a look.
>>> herbgh(at)nctc.com 08/05/01 02:00PM >>>
Gang
I am looking for a rebuildable Kolb or an unfinished kit. Herb in Ky
HShack(at)aol.com wrote:
>
> A gentleman at our field is looking to buy a Firestar I/II. It should be a
> late model, low time [less than 100 hours], well built craft. Should have a
> 503 DCDI, and be within 500 miles of SC.
>
> Electric start, brakes, & Warp Drive prop would be a plus.
>
> Email me off list.
>
> Howard Shackleford
> FS I
> SC
>
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
I have two 5 gallon tanks sitting side by side, instead of in tandem as you do.
I draw the fuel out through the gas caps, which I have drilled a hole through
for the fuel line. The holes are larger than the fuel line to allow venting
of the tanks. I have a tee installed just above the tanks, then go to the primers,
fuel filter, then fuel pump.
After flying I can fill one tank, leaving the other one half empty, and when i
come back, they have equalized. A siphoning effect takes place between the two.
Also if I takeoff with one tank full and the other half full they will equalize
during flight, both siphoning and the fuel being drawn from the tank with
the most fuel.
With the tandem arrangement of your tanks, depending on your cruise attitude, the
tank that is the lowest will have the mostest fuel. Asuming you set it up like
I do.
>>> jhankin(at)planters.net 08/03/01 08:34PM >>>
A friend of mine has a Firestar with two five gallon tanks, one placed
behind the other.
There is a line from both tanks to a "Y" and then to the fuel pump. How
can he gets both tanks to empty at the same rate without siphoning one
from the other and the front tank not vented.
Jimmy
Firefly #35, 447 Rotax
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Whiskey Compass question |
Gregg,
Just as I was about to decode yer msg, a plaintext came thru.
Look in Trade-A-Plane or any of the ac parts suppliers for a compass
repair kit. Contains a small bottle of so-called compass fliud, face
gasket, and new rubber bellows gasket. Just refilling probably won't fix
it, as there must have been a leak. If you want to go the el cheapo way,
refill with most any kind of CLEAN Varsol, lamp kerosene, mineral
spirits---or wild Turkey. The WT is good if you crash and need a quick
pick-me-up.
In a former life, as a lic. mech., I've "overhauled" dozens. You can
charge more by overhauling than just refilling--same job, same mat'ls.
Aircraft Supply 800-569-1747 orders $13.95 compass repair kit
Aircraft Spruce 877-477-7823 $13.75
Chief Aircraft 877-218-9029 $12.95
Bob N.
http://members.nbci.com/ronoyer
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
| Subject: | Compass Refill? Wing and Strut pins |
Wow? What's This?
Dale Seitzer
-----Original Message-----
From: Waligroski, Gregg
Sent: Sunday, August 05, 2001 10:10 AM
Subject: Kolb-List: Compass Refill? Wing and Strut pins
R2V0dGluZyBteSBGaXJlc3RhciByZWFkeSBmb3IgZmxpZ2h0IGFnYWluIEkgaG9wZS4gIERvaW5n
IHNvbWUNCm1haW50ZW5hbmNlIGFuZCBoYXZlIGEgZmV3IHF1ZXN0aW9ucy4NCiANCk15ICJ3aGlz
a2V5IiBjb21wYXNzIGhhcyBkcmFpbmVkIGRvd24gb3ZlciB0aW1lIHNvIHRoZSBjb21wYXNzIG5v
IGxvbmdlcg0KZmxvYXRzLiAgT3RoZXIgdGhhbiB1c2luZyBKRCB3aGF0IGlzIHRoZSBjb3JyZWN0
IGZsdWlkIG9yIGFjY2VwdGFibGUNCmZsdWlkcyB0byB1c2UgdG8gcmVmaWxsIG15IGNvbXBhc3M/
DQogDQpJIHdhbnQgdG8gcmVwbGFjZSBhbGwgNiBvZiBteSB3aW5nIGFuZCBzdHJ1dCBhdHRhY2ht
ZW50IHBpbnMgYW5kIGNhbid0DQpmaW5kIG15IEtvbGIgcGxhbnMgc2luY2UgdGhlIG1vdmUgdG8g
SG91c3Rvbi4gIFdoYXQgaXMgdGhlIGNvcnJlY3QNCk1TeHh4eHggbnVtYmVyIGZvciB0aGUgY2xl
dmlzIHBpbiB0eXBlPyAgSXMgdGhlIGVhc2llc3QgdGhpbmcganVzdCB0bw0Kb3JkZXIgZnJvbSB0
aGUgS29sYiBGYWN0b3J5IG9yIGRvZXMgYW55b25lIGtub3cgb2YgYSBnb29kIEhvdXN0b24gYXJl
YQ0KTVMgcGFydHMgc3RvcmU/DQogDQpJIGFtIGRvaW5nIHRvdWNoIHVwIHBhaW50aW5nIHRvIG5p
Y2tzIG9uIHRoZSBjYWdlIGZyYW1lIGFuZCBvdGhlcg0KZXhwb3NlZCBzdGVlbCBwYXJ0cywgd2hh
dCBpcyB0aGUgdG91Y2ggdXAgcGFpbnQgb2YgY2hvaWNlPyAgUnVzdG9sZXVtPw0KIA0KR3JlZ2cg
V2FsaWdyb3NraQ0KSG91c3Rvbg0K
________________________________________________________________________________
| From: | "George E. Thompson" <eagle1(at)cervnet.com> |
Hello Fellow Kolbers.
Because I have completed and am now flying my new Firestar II, I want
to sell my Firestar KXP. I just can't fly both at the same time and besides
I need the room in my hanger.
It is the KXP model (Heavy duty).
503 SC DCDI
Full enclosure
Instruments are
CHT, EGT, Tach,Compass,fuel gage,
Electric in flight Ivo three blade Prop (Colored) to match the trim.
In flight mixture control.
Apx. 9 gal fuel tanks.
Wheel pants.
Custom (comfortable seat).
Has always been hangered
275 Hrs total on engine and plane.
Of course it is Stitts covered and is White with Cub Yellow trim.
Has won the Copperstate award for "Ladies choice" ( Have a plaque to
prove it)
This is the plane that I flew back to Missouri a few years ago from Arizona.
I covered several States and had no problems. It averaged 2.8 Gals per Hr on
that trip. It has never let me down.
Wife says to "get rid of that thing" so it has to go. I do think it is
a safe and solid buy for someone wanting a solid troublefree plane.
Answer to eagle1@cervnet or call me at (928) 776 9543.
I am located in central Arizona at Prescott.
George, The Bald Eagle of Arizona.
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Whiskey Compass question Repost Repost |
Go to the drug store and buy some mineral oil.
>
>My "whiskey" compass has drained down over time so the compass no longer
>floats. Other than using JD what is the correct fluid or acceptable
>fluids to use to refill my compass?
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: How are HP and Torque related |
Ok Larry, you confirmed my understanding.
A simple clear answer right on target. Well done!!!!
Thanks for your reply.
>
>Try this for a simple explanation:
>
>A 2-to-1 redrive reduces the RPM by two and doubles the torque. Since
>horsepower is work times speed, the redrive causes the torque to double but
>at half the speed. Therefore, horsepower stays the same. "You can't get
>something for nothing." Actually, since the redrive has friction losses,
>there's a little loss in horsepower.
>
>
>Larry Davis
>http://home.indy.rr.com/challengerul/airplane.html
>
>-------
>----- Original Message -----
>From: "Larry Bourne" <biglar(at)gogittum.com>
>To:
>Sent: Monday, August 06, 2001 2:23 AM
>Subject: Re: Kolb-List: How are HP and Torque related
>
>
> >
> > Haven't seen any replies to this...............c'mon you guys, help the
>guy
> > out ! ! ! The only part I'm fairly sure about, is part of the re-drive
> > question. As I understand it, using a 2:1 re-drive will give you twice
>the
> > torque - less friction losses - at 1/2 the prop rpm. Lets you swing a
> > bigger, slower prop, which is more suited to our type of plane. Small,
> > fast, direct drive props belong on small, fast planes. Not sure how this
> > affects horsepower - I think it stays the same - but the torque is what
> > turns the prop, & drives the plane.
> > GoGittum Lar................................zero-ing
>in
> > on engine start with my mighty ( I hope ) VW with re-drive.
> >
> > Larry Bourne
> > Palm Springs, Ca.
> > Kolb Mk III - " Vamoose"
> > http://www.gogittum.com
> > ----- Original Message -----
> > From: "jerryb" <ulflyer(at)airmail.net>
> > To: "Kolb-List"
> > Sent: Saturday, August 04, 2001 10:46 PM
> > Subject: Kolb-List: How are HP and Torque related
> >
> >
> > >
> > > I been reading some post on the UL list about engine HP. Due to there
> > > being so many opinions I'm confused of what to believe. I know there are
>a
> > > few old timers with solid knowledge of this topic on the Kolb so I seek
> > > there wisdom.
> > >
> > > Question:
> > > 1. Where is the rated HP measured of a Rotax engine - crank shaft or
> > > output flange of a redrive gearbox?
> > >
> > > 2. When a redrive is used example 2:1 (gear box out is 1/2 RPM of the
> > > engine crank)
> > > Does the HP remain the same or is it doubled at the redrive output
>shaft?
> > > Does the torque remain the same or is it doubled at redrive output
>shaft?
> > >
> > > 3. If you put a 2:1 redrive on say a 4-cylinder VW -
> > > Does the HP remain the same or is it doubled at the redrive output
>shaft?
> > > Does the torque remain the same or is it doubled at redrive output
>shaft?
> > >
> > > 4. This has to due with EGT temps and prop load on an engine -
> > > If EGT are low does the engine need more or less prop load -
> > > note I under stand other things impact EGT temps, so does prop load
> > >
> > > Dennis had a saying that went some what to the effect of Grass green
>side
> > > down,
> > > it also had to other items of which one was prop pitch as it related to
> > > engine EGT temps, any one have a copy of it -
> > >
> > > jerryb
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Whiskey Compass question Repost Repost |
I would suggest ordering them from Atlantic Airplane Co. Do a search on
Google for their home web page.
There quick and can have them out the same day if in stock. They carry a
lot of hardware.
>
>
>I received a message that my original post and repost have gone bad so I
>have posted it yet again. Sorry to the for yet another repeat...
>
>Getting my Firestar ready for flight again I hope. Doing some
>maintenance and have a few questions.
>
>My "whiskey" compass has drained down over time so the compass no longer
>floats. Other than using JD what is the correct fluid or acceptable
>fluids to use to refill my compass?
>
>I want to replace all 6 of my wing and strut attachment pins and can't
>find my Kolb plans since the move to Houston. What is the correct
>MSxxxxx number for the clevis pin type? Is the easiest thing just to
>order from the Kolb Factory or does anyone know of a good Houston area
>MS parts store?
>
>Gregg Waligroski
>Houston, Texas
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Whiskey Compass question |
>
> I believe most aircraft compasses use white kerosene, you might want
>to call an instrument shop. It leaked for a reason, so fix that first.
>
>Ed in JXN
>MkII/503
>
I concur with both statements above.
jerryb
>----- Original Message -----
>From: Waligroski, Gregg <Gregg.Waligroski(at)pantellos.com>
>To: Kolb_list
>Sent: Monday, August 06, 2001 8:25 AM
>Subject: Kolb-List: Whiskey Compass question Repost Repost
>
>
>
> >
> > I received a message that my original post and repost have gone bad so I
> > have posted it yet again. Sorry to the for yet another repeat...
> >
> > Getting my Firestar ready for flight again I hope. Doing some
> > maintenance and have a few questions.
> >
> > My "whiskey" compass has drained down over time so the compass no longer
> > floats. Other than using JD what is the correct fluid or acceptable
> > fluids to use to refill my compass?
> >
> > I want to replace all 6 of my wing and strut attachment pins and can't
> > find my Kolb plans since the move to Houston. What is the correct
> > MSxxxxx number for the clevis pin type? Is the easiest thing just to
> > order from the Kolb Factory or does anyone know of a good Houston area
> > MS parts store?
> >
> > Gregg Waligroski
> > Houston, Texas
> >
> >
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: VW Powered MKIII Update |
Keep us posted, Rick..............I'm very interested. Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Richard Neilsen" <neilsenr(at)state.mi.us>
Sent: Monday, August 06, 2001 8:31 AM
Subject: Kolb-List: VW Powered MKIII Update
>
> For the last year I have been pursuing my idea of the ideal replacement
for my direct drive VW engine. Well there is no IDEAL engine. What I have
decided to do is replace my direct drive VW for a belt drive reduction VW
engine. On Saturday I ordered a new replacement engine from a engine
builder in California. The new engine will be built with mostly forged
racing parts but with a Eagle 100 cam and hydraulic lifters. The new engine
will be set up to run the run the same 3,000 cruise RPM that I'm running
now. Shortly I will order a 1.6 to 1 belt drive reduction from Gene Smith
with a prop shaft extension. I will then order a 72" three bladed Power Fin
type F prop.
>
> The costs are as follows:
> Engine $3325.00
> Reduction Drive $1300.00
> Prop $575.00
>
> I will have a new long block engine that I will move my carburization,
ignition, exhaust, and misc parts to. I will then be selling the old Great
Plains direct drive engine.
>
> I was seriously considering the chain reduction drive that Larry Borne and
Julian Warran are going to use but???? There are issues with both choices
but the belt reduction drive is a long term tested and proven unit. Thanks
very much to Larry and Julian for you assistance. I will keep you informed
of how it goes.
>
> Rick Neilsen
> VW Powered MKIII
>
>
________________________________________________________________________________
| From: | "Larry Davis" <ldavis(at)indy.rr.com> |
| Subject: | Re: How are HP and Torque related |
See, twenty nine years as a teacher/instructor wasn't wasted.
Larry Davis
http://home.indy.rr.com/challengerul/airplane.html
-------
----- Original Message -----
From: "jerryb" <ulflyer(at)airmail.net>
Sent: Monday, August 06, 2001 4:21 PM
Subject: Re: Kolb-List: How are HP and Torque related
>
>
> Ok Larry, you confirmed my understanding.
> A simple clear answer right on target. Well done!!!!
> Thanks for your reply.
>
> >
> >Try this for a simple explanation:
> >
> >A 2-to-1 redrive reduces the RPM by two and doubles the torque. Since
> >horsepower is work times speed, the redrive causes the torque to double
but
> >at half the speed. Therefore, horsepower stays the same. "You can't get
> >something for nothing." Actually, since the redrive has friction losses,
> >there's a little loss in horsepower.
> >
> >
> >Larry Davis
> >http://home.indy.rr.com/challengerul/airplane.html
> >
> >-------
> >----- Original Message -----
> >From: "Larry Bourne" <biglar(at)gogittum.com>
> >To:
> >Sent: Monday, August 06, 2001 2:23 AM
> >Subject: Re: Kolb-List: How are HP and Torque related
> >
> >
> > >
> > > Haven't seen any replies to this...............c'mon you guys, help
the
> >guy
> > > out ! ! ! The only part I'm fairly sure about, is part of the
re-drive
> > > question. As I understand it, using a 2:1 re-drive will give you
twice
> >the
> > > torque - less friction losses - at 1/2 the prop rpm. Lets you swing a
> > > bigger, slower prop, which is more suited to our type of plane.
Small,
> > > fast, direct drive props belong on small, fast planes. Not sure how
this
> > > affects horsepower - I think it stays the same - but the torque is
what
> > > turns the prop, & drives the plane.
> > > GoGittum
Lar................................zero-ing
> >in
> > > on engine start with my mighty ( I hope ) VW with re-drive.
> > >
> > > Larry Bourne
> > > Palm Springs, Ca.
> > > Kolb Mk III - " Vamoose"
> > > http://www.gogittum.com
> > > ----- Original Message -----
> > > From: "jerryb" <ulflyer(at)airmail.net>
> > > To: "Kolb-List"
> > > Sent: Saturday, August 04, 2001 10:46 PM
> > > Subject: Kolb-List: How are HP and Torque related
> > >
> > >
> > > >
> > > > I been reading some post on the UL list about engine HP. Due to
there
> > > > being so many opinions I'm confused of what to believe. I know there
are
> >a
> > > > few old timers with solid knowledge of this topic on the Kolb so I
seek
> > > > there wisdom.
> > > >
> > > > Question:
> > > > 1. Where is the rated HP measured of a Rotax engine - crank shaft or
> > > > output flange of a redrive gearbox?
> > > >
> > > > 2. When a redrive is used example 2:1 (gear box out is 1/2 RPM of
the
> > > > engine crank)
> > > > Does the HP remain the same or is it doubled at the redrive output
> >shaft?
> > > > Does the torque remain the same or is it doubled at redrive output
> >shaft?
> > > >
> > > > 3. If you put a 2:1 redrive on say a 4-cylinder VW -
> > > > Does the HP remain the same or is it doubled at the redrive output
> >shaft?
> > > > Does the torque remain the same or is it doubled at redrive output
> >shaft?
> > > >
> > > > 4. This has to due with EGT temps and prop load on an engine -
> > > > If EGT are low does the engine need more or less prop load -
> > > > note I under stand other things impact EGT temps, so does prop load
> > > >
> > > > Dennis had a saying that went some what to the effect of Grass green
> >side
> > > > down,
> > > > it also had to other items of which one was prop pitch as it related
to
> > > > engine EGT temps, any one have a copy of it -
> > > >
> > > > jerryb
> > > >
> > > >
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "richard swiderski" <swiderskir(at)earthlink.net> |
| Subject: | Re: Chuck Veith Update |
Listers,
I would agree with Dales advice if you are not familiar with doing dead
stick landings with your plane. However, a turn at 100 ft is the same as a
turn at 1000 tt (other than the fact that you might not recover from a stall
at 100 ft.) The point I am making is that if you practice dead sticks to
the point of proficiency, doing a turn at 100ft will not be a big deal nor
deadly.
Due to a period in my life when I was doing some "unusual" modifications
to my engine, I experienced quite a few unintentional dead sticks. Most of
them required last minute corrections due to previously unseen ground
conditions, like ditches, termite mounds covered with grass ect. I
performed many corrections at low alttude, once I did a 220 degree turn from
about a 150 ft after an engine out on climbout at River Ranch with a canal &
swamp in front. At no point was I endanger of stalling because I was flying
my established paramaters that I often practiced. I originally was going to
only do a 180, but it became apparent that I would be rolling through a
ditch perpendicular to my path, so I continued to turn untill just before
touch down. I hit the ditch at almost a 45 degree angle & only slightly
bent one gear leg. That was in my old UltraStar which I often gained
altitude on engine offs coaxing FL thermals. If I was in my present
SlingShot & the wind was strong, I might have only been able to get a 90 or
only 45 degrees out of that 150 ft. The point I'm trying to make is that if
you are familiar with your craft & you are flying the numbers you've
practiced before (& not ding high G turns) you will never stall your plane&
bend your gear or crash your plane because your engine is not running. Your
plane could care less if the engine is running as long as she has the
airspeed (or angle of attack for you purists.) Nothing magical happens that
changes the laws of physics when your engine stops running. You just
continue to fly your plane by the numbers you practiced & do what you can do
with the alttitude you have. And a pilot that has practiced dead sticks so
they are routine, will be in a much better position than a pilot who is
experiencing an engine out for the 1st time, whose presence of mind will be
definitely affected in a way that hinders decision making.
Respectfully submitted, Richard Swiderski
----- Original Message -----
From: "Dale Seitzer" <dale(at)gmada.com>
Sent: Saturday, August 04, 2001 12:37 PM
Subject: Kolb-List: Chuck Veith Update
>
> I met with the family over the weekend and learned more about the accident
> in the Kolb Slingshot on 7/24/01. A third witness has come forward--this
> individual actually saw the crash. Chuck was preparing to land coming
in
> with the wind when the engine stopped--her made a 180 degree turn into the
> wind and was gliding into a grassy--mostly level area about 4 city block
> square. The area was cleared and being prepared for a housing
development.
> At less than 100 feet Chuck made a sharp left turn and stalled. the
> emergency landing area had dozens of small steel fence posts(the kind you
> hang electric fence wire on). We believe that Chcuk did not want to
> damage his plane and he tried to turn to land on a gravel service road.
> If he would have landed he probably would have had some damage but
would
> have lived. Lesson here is do not attempt turns at low altitude with an
> engine out. Bettie went to a seminar at OshKosh where Rod Machado
> reported that no one had died on an engine out on take off if they land
> strainght ahead--all the related deaths came when people tried to turn.
>
> The left gear leg hit first and was sheared off the plane--the left side
of
> the cage and the left wing then hit--bounced and slid then on the nose and
> finally came to rest upside down. Chuck had multiple severe injuries
and
> internal and external bleeding. I had hoped that wearing a helmet would
> have saved him but the doctors said no helmet would have worked.
>
> The engine has been taken to Chicago and will be examined by NTSB.
>
> The lesson here for all of us is do not try turns at low speed during
> engine outs. We as pilots are taught to fly the plane in emergencies but
> there comes a time when we realize that we need to try to survive the
> imminent crash.
>
> Dale Seitzer
>
>
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | Re: How are HP and Torque related |
I'm seeing the potential of some misunderstanding in this Torque/HP issue. The
torque and HP capabilities at the output shaft of the engine stays the same, as
well as its horsepower regardless of what gearbox is mounted to it. What has
been said is basically right, with the understanding that we are not adding torque
to the engine by gear reduction, but harvesting more of it by making the
engine operate at higher RPMs where more torque is produced. Gearboxes, transmissions,
tires, and props, all rob horsepower. So as has been said, HP is HP,
wherever it is measured. As you move through the drivetrain, there is less and
less. Rotax and all engine mf'rs measure it before the gearbox for obvious reasons.
Look at it this way. You and a friend have the same engine and prop in identical
boats except his has a 1:1 ratio and yours has a 2:1 gear ratio. You both want
to try and tug 4 waterskiers at once. Say its a 350 chevy engine that makes
its best torque at 3500 rpm. Your 2:1 ratio boat pulls the skiers out easily,
but only at 20 mph, not fast enough that they can really get up on the skis.
RPM's go out of sight. Your buddies boat with the 1:1 ratio drags em forever
to get out of the water but once the boat planes and gets on top of the water,
the rpms get to 3500 rpm, skiers arms came out of their sockets on the way, but
now they are all skiing at 33 mph. Everybody is basically happy except you
cuz you can't play.
Luckily you have the business card of a guy called Theoretically Efficient Props.
He says he has the fix to your problem and forges a prop with a much steeper
pitch. You put it on and try it. The four skiers struggle to get out of the
water again, but they finally get up, the boat gets to 36 mph and you are happy
again.
Did the engine's torque capabilities change during all this? No. All that happened
was that you changed how you have loaded the engine to perform at its best
torque producing RPM. The prop guy made the prop that put your boat in it's peak
operating range. Engines that work best for heavy load applications such as
the marine application above develop torque early and maintain it throughout
the power band.
The engine in the boat example isn't the best for this application because it doesn't
produce a lot of torque at low rpms to get the skiers out of the water.
You either decide to switch to a big block engine, or pull fewer skiers.
The relationship between HP and Torque is as follows: HP = Torque X RPM or Torque
= HP/RPM. There is no constant in the equation, just a conversion of units.
Max HP and Torque do not necessarily correspond at the same point because of
varying engine efficiency at different RPM's. Gearbox ratios and prop pitching
cheat to do the same thing by attempting to achieve RPM for max HP/Torque.
Looking at the relationship how do you get high torque. The biggest number comes
from big HP and low RPM. Putting it simply, a torquey engine shows its prowess
in providing high HP at lower rpms. 2 cycle UL engines are inherently non-torquey,
as the torque and max HP happens at high rpms. While a 460 ford or 454
chev (known for their torquiness) make HP at much earlier rpms and maintain it
well through their respective powerbands. Diesel engines are the same (High
HP, low RPMs).
Or putting it simply....What Larry Said!
B.J. Moore, P.E.
Circle Four Farms Development Engineer
ASC Basic Flight Instructor - "The Flyin Moose".
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Gas tanks - Vent Method |
I fly a UL with an enclosed cockpit. Due to fuel fumes in the cockpit I
found it necessary
to vent the tank to outside. I used a metal tire valve steam installed
into the top of the tank.
There sold by NAPA auto part stores. It has a 1/4" OD to which I attached
some fuel line
and routed the other end out side the cockpit area. Works like a champ.
jerryb
>
>For whatever reason your friend does not want to vent the front tank
>directly, the fact remaines that if you want to empty the fuel from it by
>gravity at the same rate , you must allow air to enter in the top at the
>same rate as the rear and you can do this as woody says but keep the lines
>short to 1'' inside the tank so that the top connection acts like a vent
>connection equalizing the air pressure.
>Frank Reynen MKIII/Lotus floats
>http://www.webcom.com/reynen
>----- Original Message -----
>From: "Woody" <duesouth(at)iname.com>
>To:
>Sent: Friday, August 03, 2001 9:41 PM
>Subject: Re: Kolb-List: Gas tanks
>
>
> >
> >
> > >
> > >
> > >There is a line from both tanks to a "Y" and then to the fuel pump. How
> > >can he gets both tanks to empty at the same rate without siphoning one
> > >from the other and the front tank not vented.
> >
> >
> > Drill a hole in the top of each tank and stick one piece of fuel line
> > in the holes so that it reaches the bottom of each tank This u shaped tube
> > will be a self start siphon that will keep the tanks balanced.
> >
> >
>
>
________________________________________________________________________________
| From: | "Robert Kearbey" <kearbey(at)jps.net> |
Kolb MkIII for sale. Please click on following address to see.
http://kolb.topcities.com/forsale.html
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Chuck Veith Update |
>.
Well said. I have often told people the only thing an engine does on
any airplane Ultra light or 747 is to push it forward. Physics does the
rest. To me an engine out is an aw shucks but then again my main concern in
this part of the country is that I land near a farm house so I don't have
to walk to far to a phone.
> Your
>plane could care less if the engine is running as long as she has the
>airspeed (or angle of attack for you purists.) Nothing magical happens that
>changes the laws of physics when your engine stops running.
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Beauford's ugly plugs |
Beauford; for you I have nothing but my best wild guess:
Problem definition:
If your compression is equal, then it is probably (?) not mechanical.
If the spark is correct, and timing is correct, probably (?) not electrical.
If you only have one carb, carburetion can not cause an effect
like you describe.
Therefore, if the plug at the mag end looks too lean, and
the plug at the PTO end looks too rich, or else looks
like a plug that has been oil fouled and the oil baked on:
then one end is getting too little fuel, (or too much air) and the
other is getting too much fuel, or more likely, too much oil.
I would look for a crankcase leak, specifically - leaking seals.
A leaking seal at the mag end would give you a lean appearing
plug at the front of the engine. (sucking air)
A leaking seal at the PTO end of the engine would cause
the engine to suck oil out of the gearbox, and bake it onto the plug.
Walk, don't run and check the oil level in your gearbox. If it
is down, that is confirmation. In any event, I would suggest
doing a crankcase pressure test for leaks.
If it needs new seals, DO NOT buy them from Airstar Discount Sales.
They will sell you poor quality seals that will fail in less than 20 hours.
(Guess how I know this?)
That is my best unqualified opinion on the problem.
But then...maybe it's because the front side of your air cleaner is
caked with boll weevils and love bugs, and the back is not, and the
airflow is unbalanced and dividing in the intake manifold.....????
Keep us posted.
Richard Pike
MKIII N420P (420ldPoops)
> what do I do if after 8 hours since new, my back plug
>is covered with hard, baked on crud, while the front one looks like one of
>the too-hot, too-lean gray ones in the lower left corner of the plug
>photos...? I have squared up the carb on the low-time engine (447) very
>carefully... the CDI ignition is timed... the compression is equal between
>the two cylinders... What precise effect does tilting the Bing slightly have
>on the distribution of fuel between the two... can slight tilting be used as
>a means of balancing the flow? If so, which way?
> Sigh...
>Your Humble Student,
>Beauford (still soaking in Seafoam) of Brandon FF#076
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: How are HP and Torque related -Thanks |
Wish I had teachers like you when I was in school.
Thanks again.
>
>See, twenty nine years as a teacher/instructor wasn't wasted.
>
>
>Larry Davis
>http://home.indy.rr.com/challengerul/airplane.html
>
>-------
>----- Original Message -----
>From: "jerryb" <ulflyer(at)airmail.net>
>To:
>Sent: Monday, August 06, 2001 4:21 PM
>Subject: Re: Kolb-List: How are HP and Torque related
>
>
> >
> >
> > Ok Larry, you confirmed my understanding.
> > A simple clear answer right on target. Well done!!!!
> > Thanks for your reply.
> >
> > >
> > >Try this for a simple explanation:
> > >
> > >A 2-to-1 redrive reduces the RPM by two and doubles the torque. Since
> > >horsepower is work times speed, the redrive causes the torque to double
>but
> > >at half the speed. Therefore, horsepower stays the same. "You can't get
> > >something for nothing." Actually, since the redrive has friction losses,
> > >there's a little loss in horsepower.
> > >
> > >
> > >Larry Davis
> > >http://home.indy.rr.com/challengerul/airplane.html
> > >
> > >-------
> > >----- Original Message -----
> > >From: "Larry Bourne" <biglar(at)gogittum.com>
> > >To:
> > >Sent: Monday, August 06, 2001 2:23 AM
> > >Subject: Re: Kolb-List: How are HP and Torque related
> > >
> > >
> > > >
> > > > Haven't seen any replies to this...............c'mon you guys, help
>the
> > >guy
> > > > out ! ! ! The only part I'm fairly sure about, is part of the
>re-drive
> > > > question. As I understand it, using a 2:1 re-drive will give you
>twice
> > >the
> > > > torque - less friction losses - at 1/2 the prop rpm. Lets you swing a
> > > > bigger, slower prop, which is more suited to our type of plane.
>Small,
> > > > fast, direct drive props belong on small, fast planes. Not sure how
>this
> > > > affects horsepower - I think it stays the same - but the torque is
>what
> > > > turns the prop, & drives the plane.
> > > > GoGittum
>Lar................................zero-ing
> > >in
> > > > on engine start with my mighty ( I hope ) VW with re-drive.
> > > >
> > > > Larry Bourne
> > > > Palm Springs, Ca.
> > > > Kolb Mk III - " Vamoose"
> > > > http://www.gogittum.com
> > > > ----- Original Message -----
> > > > From: "jerryb" <ulflyer(at)airmail.net>
> > > > To: "Kolb-List"
> > > > Sent: Saturday, August 04, 2001 10:46 PM
> > > > Subject: Kolb-List: How are HP and Torque related
> > > >
> > > >
> > > > >
> > > > > I been reading some post on the UL list about engine HP. Due to
>there
> > > > > being so many opinions I'm confused of what to believe. I know there
>are
> > >a
> > > > > few old timers with solid knowledge of this topic on the Kolb so I
>seek
> > > > > there wisdom.
> > > > >
> > > > > Question:
> > > > > 1. Where is the rated HP measured of a Rotax engine - crank shaft or
> > > > > output flange of a redrive gearbox?
> > > > >
> > > > > 2. When a redrive is used example 2:1 (gear box out is 1/2 RPM of
>the
> > > > > engine crank)
> > > > > Does the HP remain the same or is it doubled at the redrive output
> > >shaft?
> > > > > Does the torque remain the same or is it doubled at redrive output
> > >shaft?
> > > > >
> > > > > 3. If you put a 2:1 redrive on say a 4-cylinder VW -
> > > > > Does the HP remain the same or is it doubled at the redrive output
> > >shaft?
> > > > > Does the torque remain the same or is it doubled at redrive output
> > >shaft?
> > > > >
> > > > > 4. This has to due with EGT temps and prop load on an engine -
> > > > > If EGT are low does the engine need more or less prop load -
> > > > > note I under stand other things impact EGT temps, so does prop load
> > > > >
> > > > > Dennis had a saying that went some what to the effect of Grass green
> > >side
> > > > > down,
> > > > > it also had to other items of which one was prop pitch as it related
>to
> > > > > engine EGT temps, any one have a copy of it -
> > > > >
> > > > > jerryb
> > > > >
> > > > >
> > > >
> > > >
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| Subject: | Firestar gliders |
| From: | ul15rhb(at)juno.com |
>
>
> Listeners,
>
> I would agree with Dales advice if you are not familiar with
> doing dead stick landings with your plane. However, a turn at 100 ft is
the
> same as a turn at 1000 ft (other than the fact that you might not
recover from
> a stall at 100 ft.) The point I am making is that if you practice dead
> sticks to he point of proficiency, doing a turn at 100 ft will not be a
big
> deal nor deadly.
> Respectfully submitted, Richard Swiderski
Richards, (both you and Pike) are very good boy scouts and now you know
what it means to be prepared. When and if that day comes, there will be
no surprises and it could save you AND your plane. It's not all that bad
is it?
For all the other guys, are you ready for first-time surprises and how
will you do when that time comes without any practice?
Good Luck ..... because you will need all that you can muster up without
going through any rehearsal beforehand under an already tense situation.
As Richard Swiderski has said, a Firestar can be landed in a gradual bank
all the way to the ground. But how would any of you know this without
actually doing it.
Real flying is an art and a skill which has been lost over the years as
planes have gotten larger and faster. Flying an ultralight affords every
one of us that opportunity to relearn those lost skills if you so desire.
The Bob Hoovers' and others like him know the real art of flying, but we
can't all get in a business turbo-prop plane and do what he does, but we
can practice bringing our little planes down safely without the aid of an
engine. Yes we can, but only if you want to.
In my opinion, there are a lot of good pilots that are very good so long
as the engine is running. The better ones are the ones who know how to
fly and bring their planes down safely when the engine is not running.
Now would you rather have a little practice under your own terms (and
your own turf) or try your luck on the first shot? It's up to you.
Ralph Burlingame
Original Firestar
14 years flying
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: How are HP and Torque related - The constant |
>
>The relationship between HP and Torque is as follows: HP = Torque X RPM or
Torque = HP/RPM. There is no constant in the equation, just a conversion of
units. Max HP and Torque do not necessarily correspond at the same point
because of varying engine efficiency at different RPM's. Gearbox ratios and
prop pitching cheat to do the same thing by attempting to achieve RPM for
max HP/Torque.
>
>
>B.J. Moore, P.E.
>Circle Four Farms Development Engineer
>ASC Basic Flight Instructor - "The Flyin Moose".
By definition a mechanical Horse Power is:
One HP = 33000 ft-lb/min
The 33000 is a constant that was selected when mechanical horse power was
defined. It was the amount of work that it was thought that the average
horse could do at the time of the definition.
If you convert to shaft horse power, you must convert units to relate to
torque and rpm, but the constant remains.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | It works !!! :-) |
Greetings,
Glad to see the list is back up and running.
Regards
Will Uribe
http://home.elp.rr.com/airplane
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
Welcome back all. If this works I'm dumping that fly-ul thingy.
Was away for two days last week and found 200+ messages
of wasted space. Got carpal tunnel just deleting.
Progress! Bolted on my wings at the swivel---pulled it outside
to locate the new front attach hole on my repaired wing , get
set up and the clouds roll in, rain, wind . ---fold it back up,
try it again a few days later, same thing--weather rolls in, plane
back in the cave. Oh well, lots of practice, technique perfection.
Man, that tail is HEAVY with folded wings, dug out an old 2 wheel
hand dolly , works great under the tail wheel.
Next project: build an adjustable wooden support to prop that
wing on while I locate it. --BB
________________________________________________________________________________
| From: | Tim Gherkins <rp3420(at)email.sps.mot.com> |
Kolbers,
After settling down from our first trip to Oshkosh, here is our report
on our findings.(would have been out sooner, but it's good to have the
list back up!)
First, I want to share my sincere condolences to the family and friends
of the Oshkosh bound slingshot pilot Chuck. After reading Dale
Seitzers post and how he found out about his close friends death at the
happiest place on earth really shook both Craig and
myself. It brought back memories of close ones we have lost to
aviation. Again our sincere apologize.
Oshkosh in one word: OVERWELMING!!!
First, the weather, We arrived on tue. afternoon and immediately looked
for a dive shop to purchase fins and snorkel to
navigate through the humidity! Us desert lizards aren't use to that
much moisture going into our lungs. After meeting our
host that invited us, Tim "TC" Fox (nicest guy in the world) we set up
our tent under darkening skies. After getting a
shower( showers were great and we never had to stand and wait in line,
not even once!) we hit the sack. just as I crawled
into bed, it started to rain. It rained all night long and was a nice
way to be lulled asleep on our first night at Oshkosh.
Wed. we awoke with overcast skies but no rain, 14-20 mph winds from the
north were dryer and cooler. Thur & fri.. was
sunny and still had the same winds which kept it cool(seventies) and
dry. Sat. the winds subsided and humidity came back,
bit warmer and overcast with light sprinkling. We left Oshkosh sat. at
4:00pm and it looked eminent for rain.
It was nice to meet Kolb and their crew, but not as nice or as much fun
that the guys who own build and fly Kolbs Many
folks from the list was there and we met Sat. afternoon took pictures
and talked for a while. I asked John Hauck if he were
to do another Barrow trip? He reported "no more". I then exclaimed the
next Big trip is the "I Do" trip? He assured us all that
he wanted to keep this relationship healthy and everlasting and not mess
it up from the "I Do" syndrome.
There were more planes than you could shake a stick at, and I bet in our
5 day stay we only got to see one third of all the planes and exhibits
(including Jim and Dondi Miller). The EAA museum was overwhelming as
well. We thought we would spend a few hours in there and just about
lost most the day in the museum. All and all it was fun and I am
hooked! We are going back next year.
Tim Gherkins & Craig Nelson
________________________________________________________________________________
| From: | Herb Gearheart <herbgh(at)nctc.com> |
List
I have recently bought a Kolb Ultrastar project. Bent tail boom and some
wrinkles to the cage. I have the cage repaired and am now trying to figure a way
around the 260 dollar cost of a 5" dia 14 foot tail boom. Plans call for a 14
foot tube and this one had a 13 foot tube. ?
I would like to hear from those of you who know about the flying qualities of
this bird. It has a cuyana UlII-02 engine. I haven't found weight and balance
numbers as of yet . I have the plans.
I think this is the model that Dennis Souder flew to the extreme trying to
get a structural failure. As I recall the rear spar failed at some G load well
beyond design.
I am also planning on building a very lite enclosure. Herb
________________________________________________________________________________
| From: | DCREECH3(at)aol.com |
| Subject: | How are HP and Torque related - The constant |
"One HP = 33000 ft-lb/min. The 33000 is a constant that was selected when mechanical
horse power was defined. It was the amount of work that it was thought
that the average horse could do at the time of the definition.
If you convert to shaft horse power, you must convert units to relate to torque
and rpm, but the constant remains."
Interesting. I agree that there's a constant involved (someone earlier said there's
not), but I've seen the formula given as HP = Torque x RPM/5250. That's why,
if you see an engine's horsepower and torque plotted on the same graph, they're
always the same at 5250 rpm.
So the question is, is the 5250 somehow derived from your 33000 ft/pounds per minute?
:)
Lee in Ky
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
When I was looking for engine sites a while back I found this BMW site that
sells BMW engines with a reduction drive made specifically for the BMW
http://www.microlightsport.co.uk/Catalogue/bmwengine.htm
You may want to check it out
Rick Neilsen
VW powered Kolb MKIII
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Hans van
<<| Date: | Aug 28, 2001 |
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | How are HP and Torque related - The constant |
My face is red!
The definition should have been:
One HP = (ft-lb/min)/33000
Converting to shaft horse power:
One HP = T(ft-lb) x rpm (2pi radians/rev)/33000 = [T(ft-lb) x rpm]/5252
Jack B. Hart FF004
Jackson, MO
>
>"One HP = 33000 ft-lb/min. The 33000 is a constant that was selected when
mechanical horse power was defined. It was the amount of work that it was
thought that the average horse could do at the time of the definition.
>If you convert to shaft horse power, you must convert units to relate to
torque and rpm, but the constant remains."
>
>Interesting. I agree that there's a constant involved (someone earlier
said there's not), but I've seen the formula given as HP = Torque x
RPM/5250. That's why, if you see an engine's horsepower and torque plotted
on the same graph, they're always the same at 5250 rpm.
>
>So the question is, is the 5250 somehow derived from your 33000 ft/pounds
per minute? :)
>
>Lee in Ky
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
Does anyone have a Geo/Suzuki on a Kolb that is flying?
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | Re: How are HP and Torque related - The constant |
Jack Hart wrote:
"By definition a mechanical Horse Power is: One HP = 33000 ft-lb/min
The 33000 is a constant that was selected when mechanical horse power was
defined. It was the amount of work that it was thought that the average
horse could do at the time of the definition.
If you convert to shaft horse power, you must convert units to relate to
torque and rpm, but the constant remains."
_____________________________________
Um. Yeah. Well. I agree. Sorta.
Jack, lets look at where the 33,000 comes from. Science uses the term constant
to be a factor with with empirical basis, not definitional basis. I think of constants
as the "magic" numbers because there is little but empirical evidence
to demonstrate or prove them. Starting again where we left off on the Kolb list
3 weeks ago, looking at the relationship between hp and torque:
HP = Torque X RPM
As you said, some guy a long time ago found that a horse could exert a force equal
to 550 ft-lbs per second and defined this as 1 horsepower. 550 ft-lbs/sec
mulitiplied by 60 seconds per minute you get the 33,000 you show. Not a constant
such as the gravitational constant "G" that we pilots are always trying to
overcome, but a units conversion.
Further, lets look at how to translate linear directional horsepower to radial
horsepower such as produced by a rotating shaft or at the outer radius of a tire?
Using our relational equation between HP and Torque:
1 horsepower = 550 ft-lbs/sec X RPM
Lets call rpm our rotational speed and then use our trigonometric friend the radian
to define the rotational speed (this is the trick). Using radians per second
as the units in our rotational speed:
1 HP = 550 ft lbs X radians/second
(notice how the component of force divided by time stays in tact with radians as
the rotational component)
We are wanting to get back to revolutions per minute in the rotational speed component
of the equation
so we convert seconds to minutes as:
1 HP = 33,000 ft lbs X radians/minute
Then we convert the radians to revolutions by knowing that 1 rev = 2 pi radians
to get:
1 HP = 5252 (ft lbs) X rev/min
or what we are after 1 HP = 5252 X Torque X RPM
Many also use 5252 as the "constant" when it is actually units conversion derived
in translating linear directional HP to rotational directional HP.
It's good to be back on Kolb.
B.J. Moore, P.E.
Circle Four Farms Development Engineer
ASC Basic Flight Instructor - "The Flyin Moose".
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | Re: Kolb Ultrastar |
Herb. Let me know if you find anything for a 5" diameter tail tube. When I got
my Drifter, it had a buckled mainframe tube from a hard landing. The only thing
I found that was close to 5" aluminum tubing was 5" irrigation pipe, or to buy
the stock tube from the manufacturer. Irrigation pipe is made of weaker aluminum
and seamed, not extruded. The cost of fuselage tube replacement for the
Drifter was $1000 shipped. So $260 is a good buy if you ask me. I don't think
you would want to risk the irrigation pipe.
I think the mfr's Kolb and Maxair decided on 5" because it was such an odd size,
extruded only by special and quantity order, making you have to buy the parts
from them.
B.J. Moore, P.E.
Circle Four Farms Development Engineer
ASC Basic Flight Instructor - "The Flyin Moose".
________________________________________________________________________________
| From: | Julian Warren <jgw300(at)webolium.com> |
I am looking for some information on installing wheel pants on my Xtra.
I have solved the inboard attachment, but the outboard is giving me some
problems.
I would also like to read some information on aligning the wheels
properly on the landing gear shaft. I would like to improve on
eye-balling them.....just as sure as I do the darned thing will have a
problem. I would like my landing run-outs smooth.
Julian Warren
Eugene, Oregon
________________________________________________________________________________
| From: | "JOHN M. COOLEY" <johnc(at)datasync.com> |
Hi Gang,
Glad the list is back up and running. Was starting to get serious
withdrawal symptoms. I would like to thank Matt for his diligence and
effort. I will be sure and contribute this year when it time for donations
to the list. Glad to have all ya'll back.
Later,
John Cooley
Firestar II #1162 503 DCDI, BRS, 60 hrs.
________________________________________________________________________________
| From: | Michael Peer <quick503(at)yahoo.com> |
| Subject: | MKIII Project for sale |
I have a MKIII project with lots of extras for sale.
0-time engine, floats, BRS 900, electric start, etc.
Please take a look at my website for more info.
http://www.geocities.com/quick503/
Thanks, Mike
=====
-Please stop by my Mitchell U2 Builders Web Site.
-http://www.geocities.com/quick503/
http://phonecard.yahoo.com/
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Gas in cockpit ? |
A few weeks ago I flew to a friends private strip and after a good chat with him
I mounted up to go home. Just as I started my taxi roll I smelled strange fumes
in the cockpit and shut her down quickly and jumped clear. I stuck my head
back in to investigate and found that when I leaned back in the seat I was pressing
on the cap of a can of starting fluid I had in bag attached to the back
of my seat. Lesson for today: Be careful what
you carry on board and how it is stowed.
Duane the plane in Tallahassee, FL, FireFly SN 007, 447, Ivo, big wheels.
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
During a preflight last week I came to the part where it says tug and eyeball every
clamp on the fuel system hoses (oh hum). Yikes ! The pulse line slipped off
at the fuel pump end with only a slight tug. The white plastic clamp had snapped
at it's narrowest section and was just hanging there. It could very easily
have started leaking or completely disconnected during climbout. Replaced the
pulse tube even though it was still as new with no sign of hardening at the
engine port. Replaced clamps at both ends with new black ones. Carefully inspected
all others and found two that I was able to tighten two clicks each. It's
only been 18 months since it was all replaced. I am now getting an order together
for all new hoses and clamps and sticking very close to my preflight check
list.
This was the only white clamp in the system. All the others are black whatever
that means (UV ?). Lockwood is still selling either color.
Duane the plane in Tallahassee FL, FireFly SN 007, 447, full enclosure, Ivo
________________________________________________________________________________
| From: | "Kottke, Dwight" <dkottke(at)scherping.carlisle.com> |
You may want to consider using the stainless steel stepless clamps. The sun
does not effect them. I've switched and really like them.
Dwight Kottke
The Flying Farmer
-----Original Message-----
From: H MITCHELL [mailto:mitchmnd(at)msn.com]
Sent: Tuesday, August 28, 2001 2:49 PM
Subject: Kolb-List: Hose Clamps
During a preflight last week I came to the part where it says tug and eyeball every
clamp on the fuel system hoses (oh hum). Yikes ! The pulse line slipped off
at the fuel pump end with only a slight tug. The white plastic clamp had snapped
at it's narrowest section and was just hanging there. It could very easily
have started leaking or completely disconnected during climbout. Replaced the
pulse tube even though it was still as new with no sign of hardening at the
engine port. Replaced clamps at both ends with new black ones. Carefully inspected
all others and found two that I was able to tighten two clicks each. It's
only been 18 months since it was all replaced. I am now getting an order together
for all new hoses and clamps and sticking very close to my preflight check
list.
This was the only white clamp in the system. All the others are black whatever
that means (UV ?). Lockwood is still selling either color.
Duane the plane in Tallahassee FL, FireFly SN 007, 447, full enclosure, Ivo
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | basic arithmetic? |
First off, I'm mighty glad to have kolb-list back, and I thank Matt for
all his many troubles in getting our good list back.
Lately I have had some kinda math-shaking information. As in: 2x40?80,
and 16/1?16.
In the former, I wanted my W*M pill-roller to give (make that sell) me
80mg pills instead of 2- 40s that I take both at once. Pill roller had
to call my quack to see if the dosage was the same!
In the latter problem, I was stirring up a new batch of motion-potion
for the 447, carefully measuring out 6.5 oz of Pennzoil for each 2.5
gal. can, making it 1:50--2.5 gal=320 oz,
320/50=6.4 (close enough). BUT, for the first time I read the label on
the Pennzoil pint bottle, and it says: for 16 to 1 ratio, use TWO oz.
oilfor 1 gal!....and for 50:1, use SIX oz oil per gal of gas. Am I
missing something here?
Bob N. math impaired by too many partial differential equations
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Kolb Ultrastar |
>
>
>I think the mfr's Kolb and Maxair decided on 5" because it was such an odd
>size, extruded only by special and quantity order, making you have to buy
>the parts from them.
Kolb used irrigation pipe for years and I think they switched back. All
I have seen has been extruded.
________________________________________________________________________________
| From: | "Jim Minewiser" <flykolb(at)carolina.rr.com> |
| Subject: | Airspeed indicator |
I'm also very glad to have the list back on line. Great job Matt. I'm
sure it was very frustrating.
Now a question for the listers. On take off last sat. my airspeed
indicator went south. No indication at all to begin with, then after
flying for about 15 minutes, it s-l-o-w-l-y came up to 40-50-60 mph.
then it went up to 80 ! No way was I doing 80 mph. It even went up to
100 mph and went between there and 50. After landing it still showed
100.
Checked all tubes and inlets. everything looked ok. Do I need a new one,
can this be overhauled, or is there some other explanation?
Jim
Mark III
Charlotte, NC
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Airspeed indicator |
Jim,
Maybe something is plugging the static port, maybe internally? Be
careful blowing into the pitot port! Probably can be OH.
Bob N. old mech
________________________________________________________________________________
| From: | "rbaker(at)shop4zero.com" <rbaker(at)ccgnv.net> |
Julian,
I used a piece of EMT. I welded a nut on the end. This nut receives the bolt
from the outside of the pant. It needs to be small enough for the bolt to go
inside of the EMT. I had to ream the other end of the EMT out just a wee
bit so that it would slip easily over the threaded axle and down against the
castle nut holding the wheel bearing in place. I then tack welded it to the
castle nut. Be very careful not to get any spatter down in the threads. It
is best to force some aluminum foil on the threads just to be safe. Tacking
it in place on the axle assures that the EMT will be centered on the axle
and not spoil the threads when being installed and removed. I then removed
it from the axle and finished welding.
L. Ray Baker
Lake Butler, FL
Mark III, 912,BRS,N329RB.
99% Done,12% to go
----- Original Message -----
From: Julian Warren <jgw300(at)webolium.com>
Sent: Tuesday, August 28, 2001 1:59 PM
Subject: Kolb-List: Wheel Pants
>
> I am looking for some information on installing wheel pants on my Xtra.
> I have solved the inboard attachment, but the outboard is giving me some
> problems.
>
> I would also like to read some information on aligning the wheels
> properly on the landing gear shaft. I would like to improve on
> eye-balling them.....just as sure as I do the darned thing will have a
> problem. I would like my landing run-outs smooth.
>
> Julian Warren
> Eugene, Oregon
>
>
________________________________________________________________________________
| From: | "Jerry Carter" <jcarter8(at)midsouth.rr.com> |
| Subject: | Why build a Kolb? |
Listers,
I have just finished an RV-8A, and I find myself with this yearning to build
an ultralight. I'm very attracted to the Kitfox Lite, but I would appreciate
anyone's opinion regarding why I should build something else. Why do you
guys favor the Kolb (or any other ultralight)? I obviously have a valid
pilot certificate and medical, so, for now at least, the 103 thing does not
matter that much to me. Simplicity, ease of construction and reliability do
matter to me. I would very much appreciate your opinions.
Jerry Carter
Memphis, TN
________________________________________________________________________________
| From: | dixieshack(at)webtv.net (Mike and Dixie Shackelford) |
Hey guys, I missed ya. Got a question from a Florida buddy. Where is a
good location for the static port in a FSII? I'm using an open port on
the ASI under the panel for now and plan to experiment later.
Ready for engine break-in soon as I get my prop extension back.
By the way, before the list crashed I saw a comment about the cross
brace behind the pilot's seat back breaking the welds after several
hours. I tried merely pushing on my seat back by hand and was able to
see quite a bit of bending going on. Looks like getting in and out of
the plane is what's breaking those welds. I made a brace from THHN
galvanized 1/2" conduit and bolted it in place, tying that brace to the
parallel brace ahead of the gear leg sockets that's used for the second
seat. Primed and painted it to match the powder coat. Light and strong
and looks sorta "factory-like," and took all the movement out.
An easy fix prior to cracking for those of you who don't like the idea
of welding near that shiny fabric (like me).
If your welds aren't cracked yet, I recommed it.
It takes the flex out.
Hillbilly Mike
FSII about ready to fly in WV
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
| Subject: | Re: How are HP and Torque related - The constant |
Heres my 2 cents worth:
1hp = torque(ft.lb.) X RPM / 5252 this is in a lot of books so it must be
correct.
Let's use the old water well and bucket for an example. If the bucket full
of water weighed 33,000 pounds (big bucket) and the circumference of the drum
that the rope rolled up on is 1 foot and you were able to turn it one turn in
1 minute (superman) then you would produce one horsepower.
The circumference of the drum is 1 foot so the diameter is 1 divided by PI =
.3183'
The radius is 1/2 the diameter so the radius is .3183 divided by 2 = .15915'
Torque is a distance (.15915) times a force (33,000) = 5252
That's where the 5252 comes from.
If you reduced the circumference of the drum to 1/2 foot then it would take 2
revolutions to raise the bucket 1 foot but it would only take 1/2 the torque
because the radius is less.
A Rotax 582 is 65 hp at 6600 rpm (I think) so the torque would be 51.72
ft.lb. using the above formula.
This torque is what is produced at the crankshaft. If we use a 3:1 gear box
then we reduce the RPM to 2200 but we triple the torque (51.72 X 3 = 155.16)
The horsepower stays the same 2200 X 155.16 / 5252 = 65
Steven
________________________________________________________________________________
| From: | Herb Gearheart <herbgh(at)nctc.com> |
| Subject: | Re: Kolb Ultrastar |
Hi BJ
Kolb will sell you one. shipping will probably cost well over 100 bucks. Wicks
also has it for near 20 bucks a foot. Dillsburg did not have 6" sometime back
but may have 5". I can drive down to the Kolb factory(125 miles) and pick
mine up if I decide to go that way. 6063-t6 is what the the Ultra star had . TNK
may be selling 6061-t6 now. Herb
BJ Moore wrote:
>
> Herb. Let me know if you find anything for a 5" diameter tail tube. When I got
my Drifter, it had a buckled mainframe tube from a hard landing. The only thing
I found that was close to 5" aluminum tubing was 5" irrigation pipe, or to
buy the stock tube from the manufacturer. Irrigation pipe is made of weaker aluminum
and seamed, not extruded. The cost of fuselage tube replacement for the
Drifter was $1000 shipped. So $260 is a good buy if you ask me. I don't think
you would want to risk the irrigation pipe.
>
> I think the mfr's Kolb and Maxair decided on 5" because it was such an odd size,
extruded only by special and quantity order, making you have to buy the parts
from them.
>
> B.J. Moore, P.E.
> Circle Four Farms Development Engineer
> ASC Basic Flight Instructor - "The Flyin Moose".
>
________________________________________________________________________________
| From: | RWilton101(at)aol.com |
| Subject: | Wannamingo, MN flyin! |
I sure had a great time meeting great people and saw some nice planes. There
was a few Kolb's there, Dale S. and Jim M? Bad with names! I'm still
interested in a 2 place side by side. Saw a couple older ones that looked
nice. Oh well, still looking!
Richard
Mpls, MN
________________________________________________________________________________
| From: | "Dean Halstead" <deanbo(at)calweb.com> |
Julian:
I used a long (6 or 8 foot) 5/8" rod to align my wheel axles.
Slide the axle fittings onto the gear legs, run the rod through both axle
fittings and drill away.
Dean Halstead
Fair Oaks, California
MK-III
http://www.calweb.com/~deanbo/kolb/index.htm
________________________________________________________________________________
| From: | "Larry Davis" <ldavis(at)indy.rr.com> |
| Subject: | Re: Wheel Alignment |
Or, set a quart can against the front of each tire. Lay a straight 2x4 on
top the cans, tight against the front of each tire. Lay a carpenters square
along the outside of a tire and square with the front of the 2x4. Turn the
front of the tire in so there is a 1/8" gap between the front-side of the
tire and the square. That will give you a 1degree toe-in on a 6" tire. If
you don't want any toe-in, just make the square touch the front and back of
the tire and be square with the front of the 2x4. Drill hole. Make sure
the front-to-back axis of the airplane is at a 90 degrees angle to the 2x4
or you'll track at an angle! :) I did this procedure, after replacing two
wheel bearings (the inside bearings don't seem to last long) and I was
surprised how far off one of my "eye-balled" wheels was. Airplane rolls
much easier, now.
Larry Davis
http://home.indy.rr.com/challengerul/airplane.html
-------
----- Original Message -----
From: "Dean Halstead" <deanbo(at)calweb.com>
Sent: Tuesday, August 28, 2001 10:47 PM
Subject: Kolb-List: Wheel Alignment
>
> Julian:
>
> I used a long (6 or 8 foot) 5/8" rod to align my wheel axles.
>
> Slide the axle fittings onto the gear legs, run the rod through both axle
> fittings and drill away.
>
>
> Dean Halstead
> Fair Oaks, California
> MK-III
> http://www.calweb.com/~deanbo/kolb/index.htm
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
I have some pictures of how I did it at
http://www.bcchapel.org/pages/0003/pg6.htm
Richard Pike
MKIII N420P (420ldPoops)
>
>I am looking for some information on installing wheel pants on my Xtra.
>I have solved the inboard attachment, but the outboard is giving me some
>problems.
>Julian Warren
>Eugene, Oregon
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
Plastic clamps are an invitation to disaster.
Rubber fuel line needs screw tightened hose clamps.
IMHO there is no place for plastic clamps on our aircraft. They break.
Double wrap a length of safety wire around those urethane fuel tubes,
then spin the wire down to tighten it up. Easy, foolproof, and almost free.
I have never had any problems with using safety wire, double wrapped
and spun down on urethane tubing as a means of keeping it tight.
Safety wire can cut through plastic tubing, but we shouldn't use
plastic or vinyl tubing anyway.
Richard Pike
MKIII N420P (420ldPoops)
>
>During a preflight last week I came to the part where it says tug and eye>ball
every clamp on the fuel system hoses (oh hum). Yikes ! The pulse lin>e slipped
off at the fuel pump end with only a slight tug. The white plas>tic clamp had
snapped at it's narrowest section and was just hanging ther>e. It could very
easily have started leaking or completely disconnected d>uring climbout. Replaced
the pulse tube even though it was still as new w>ith no sign of hardening
at the engine port. Replaced clamps at both ends> with new black ones. Carefully
inspected all others and found two that I> was able to tighten two clicks
each. It's only been 18 months since it w>as all replaced. I am now getting an
order together for all new hoses and> clamps and sticking very close to my preflight
check list.
>
>This was the only white clamp in the system. All the others are black wha>tever
that means (UV ?). Lockwood is still selling either color.
>
>Duane the plane in Tallahassee FL, FireFly SN 007, 447, full enclosure, I>vo
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Why build a Kolb? |
Simplicity, ease of construction, reliability, yep, that's a Kolb all right.
Plus superb visibility, good handling, just a good airplane.
And the prop is out of the way, where it doesn't throw bugs at your
windshield. (We fly so we can look at how neat everything is,
why give the prop the best view?)
Richard Pike
MKIII N420P (420ldPoops)
>
>Listers,
>
>I have just finished an RV-8A, and I find myself with this yearning to build
>an ultralight. I'm very attracted to the Kitfox Lite, but I would appreciate
>anyone's opinion regarding why I should build something else. Why do you
>guys favor the Kolb (or any other ultralight)? I obviously have a valid
>pilot certificate and medical, so, for now at least, the 103 thing does not
>matter that much to me. Simplicity, ease of construction and reliability do
>matter to me. I would very much appreciate your opinions.
>
>Jerry Carter
>Memphis, TN
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | For Sale - Kolb FireFly/447 Nice |
Folks,
We have a Kolb FireFly we need to sell. Below is details regarding
it. It's painted white with red trim much like the factory demo unit
except our wings are solid white. Below is the URL for information on the
FireFly and a picture of their demo unit which our paint scheme
resembles. Why buy a kit when you can have a very nice one already built
and be flying right away. I also have an enclosed trailer that was build
to house a CGS Hawk but could be adapted for the FireFly that I would let
go for $1750 or $1500 with the plane as a package.
http://www.tnkolbaircraft.com/firefly.htm
For Sale Kolb FireFly
First flight mid Dec.-97
Color: Stits - mostly White with Red trim on the cage and tail feathers
Rotax 447 approx. 140 hours since new (Total Time)
Coated exhaust system - looks like it did when it came back from the
coaters
(do this if you build one)`
IVO - 2 blade prop
6 inch wheels - doesn't work the gear as hard compared to the smaller 5 inch
Mechanical brakes which actually work
Heal brakes - can be easily changed to single hand control if desired
BRS VLS-750 Chute - mounted in wing root area
(750# has higher deployment speed and if ever needed
means you will descend at a slower rate of decent)
Has soft gap seal to allow wing folding
The soft gap seal cover has been modified to accommodate the VLS chute
Short and Full Enclosures - changes in minutes
Easily removable instrument panel
- all instruments on shock mounted sub panel
- sub panel can be totally removed in about 5 minutes
- very professional looking wrinkle finish - ABS plastic - nice stuff
Grand Rapids Technologies EIS Unit - Super Size
Tach - digital
Dual CHT
Dual EGT
OAT
Compass panel mounted
2-1/4" Airspeed
3-1/8" Altimeter - Sensitive
2-1/4" Variometer - electric very sensitive vertical speed
indicator
like used in gliders
2-1/4" G-Meter
Strobe - single streamline head on vertical stab (tail)
Key West Voltage Regular
Additional secondary regulator for radio
Set up for ICOM A22 radio (radio not included)
We have invested over $14K plus our time building it.
What would you be willing to pay for a nice FireFly ready to go?
Located in North Dallas Texas area
Asking: $11000.00
Contact Information:
Jerry Bidle Email: jbidle(at)airmail.net Tel.: 972-517-0946
Gary Hansen Email: ghansen(at)airmail.net Tel.: 972-242-1620
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
You need a tail wheel dragger.
Make one out of a wheel barrow handle and a moderate size wheel maybe
slightly larger than the tail wheel mounted to the side of the handle plus
a couple large bolts to capture the tail wheel. If your interested I'll
look at how a friend made his.
jerryb
>
>Welcome back all. If this works I'm dumping that fly-ul thingy.
>Was away for two days last week and found 200+ messages
>of wasted space. Got carpal tunnel just deleting.
>Progress! Bolted on my wings at the swivel---pulled it outside
>to locate the new front attach hole on my repaired wing , get
>set up and the clouds roll in, rain, wind . ---fold it back up,
>try it again a few days later, same thing--weather rolls in, plane
>back in the cave. Oh well, lots of practice, technique perfection.
>Man, that tail is HEAVY with folded wings, dug out an old 2 wheel
>hand dolly , works great under the tail wheel.
>Next project: build an adjustable wooden support to prop that
>wing on while I locate it. --BB
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: basic arithmetic? |
I agree with you something is not right. Verify the amounts again. What
kind of Pennzoil snake oil are you using?
jerryb
>
>First off, I'm mighty glad to have kolb-list back, and I thank Matt for
>all his many troubles in getting our good list back.
>
>Lately I have had some kinda math-shaking information. As in: 2x40?80,
>and 16/1?16.
>
>In the former, I wanted my W*M pill-roller to give (make that sell) me
>80mg pills instead of 2- 40s that I take both at once. Pill roller had
>to call my quack to see if the dosage was the same!
>
>In the latter problem, I was stirring up a new batch of motion-potion
>for the 447, carefully measuring out 6.5 oz of Pennzoil for each 2.5
>gal. can, making it 1:50--2.5 gal=320 oz,
>320/50=6.4 (close enough). BUT, for the first time I read the label on
>the Pennzoil pint bottle, and it says: for 16 to 1 ratio, use TWO oz.
>oilfor 1 gal!....and for 50:1, use SIX oz oil per gal of gas. Am I
>missing something here?
>
>Bob N. math impaired by too many partial differential equations
>
>
________________________________________________________________________________
| Subject: | Re: How are HP and Torque related - The constant |
In a message dated 8/28/01 9:03:16 AM Eastern Daylight Time, jbhart(at)ldd.net
writes:
>
>
> >
> >The relationship between HP and Torque is as follows: HP = Torque X RPM or
> Torque = HP/RPM. There is no constant in the equation, just a conversion of
> units. Max HP and Torque do not necessarily correspond at the same point
> because of varying engine efficiency at different RPM's. Gearbox ratios and
> prop pitching cheat to do the same thing by attempting to achieve RPM for
> max HP/Torque.
> >
> >
> >B.J. Moore, P.E.
> >Circle Four Farms Development Engineer
> >ASC Basic Flight Instructor - "The Flyin Moose".
>
> By definition a mechanical Horse Power is:
>
> One HP = 33000 ft-lb/min
>
> The 33000 is a constant that was selected when mechanical horse power was
> defined. It was the amount of work that it was thought that the average
> horse could do at the time of the definition.
>
> If you convert to shaft horse power, you must convert units to relate to
> torque and rpm, but the constant remains.
>
> Jack B. Hart FF004
> Jackson, MO
>
>
> Jack & Louise Hart
> jbhart(at)ldd.net
>
Thank you Jack, you said it much more eloquently than I would have....
GeoR38
________________________________________________________________________________
| Subject: | Re: How are HP and Torque related - The constant |
In a message dated 8/28/01 11:56:30 AM Eastern Daylight Time, jbhart(at)ldd.net
writes:
> The definition should have been:
>
> One HP = (ft-lb/min)/33000 or stated differently... the amount of work
> or energy expended per minute = 1 HP or 3300 Lbs raised 10 feet in a
> minute or 33 lbs raised 1000 ft in a minute...... all equal 1 hp of energy
> expended....this is totally true and we know it because it was stated
> almost arbitrarily by definition.
But to go from the linear up dimension to the rotating shaft Hp
representation it is necessary to introduce 2pi which is the number of
radians in a circle. The radian is merely a radius and when expressed in
feet, will provide the 5252. Hence the mystery is solved!!...ie. there is no
mystery, part is by definition and the rest is a matter of keeping the
dimensions normal or straight.....but there definitly IS a
constant!!.....George Randolph
>
> Converting to shaft horse power:
>
> One HP = T(ft-lb) x rpm (2pi radians/rev)/33000 = [T(ft-lb) x rpm]/5252
>
> Jack B. Hart FF004
> Jackson, MO
>
________________________________________________________________________________
| Subject: | Re: How are HP and Torque related - The constant |
In a message dated 8/28/01 12:41:49 PM Eastern Daylight Time,
BJMoore(at)c4farms.com writes:
>
> We are wanting to get back to revolutions per minute in the rotational
> speed component of the equation
> so we convert seconds to minutes as:
> 1 HP = 33,000 ft lbs X radians/minute
> Then we convert the radians to revolutions by knowing that 1 rev = 2 pi
> radians to get:
> 1 HP = 5252 (ft lbs) X rev/min
> or what we are after 1 HP = 5252 X Torque X RPM
>
> Many also use 5252 as the "constant" when it is actually units conversion
> derived in translating linear directional HP to rotational directional HP.
>
> It's good to be back on Kolb.
>
BJ, I have never ever in all my life ever heard of the distinction between a
"constant" and "units conversion" . In my book as long as the dimensions
cancel and the number never changes, it is a constant ...ie. you don't have
to be pi or planck to be constant!! I agree with everything else you said,
however.
GeoR38
________________________________________________________________________________
| From: | "Terry" <tswartz(at)hydrosoft.net> |
| Subject: | Why build a Kolb? |
Jerry
An RV and a Kolb would be the perfect combination IMHO. Just for fun and
local flying, get in your Kolb. Want to go somewhere and have a different
kind of fun, get in your RV. I have a Kolb MKIII with 240 hrs of fun. I've
had my eye on the RV's for several years also.
Terry
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Jerry Carter
Sent: Wednesday, August 29, 2001 12:06 AM
Subject: Kolb-List: Why build a Kolb?
Listers,
I have just finished an RV-8A, and I find myself with this yearning to build
an ultralight. I'm very attracted to the Kitfox Lite, but I would appreciate
anyone's opinion regarding why I should build something else. Why do you
guys favor the Kolb (or any other ultralight)? I obviously have a valid
pilot certificate and medical, so, for now at least, the 103 thing does not
matter that much to me. Simplicity, ease of construction and reliability do
matter to me. I would very much appreciate your opinions.
Jerry Carter
Memphis, TN
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Why build a Kolb? |
Although my FireFly is not "done", I can say it is the most fun thing I
have ever done and I could not imagine being without it. Part of the fun
thing is keeping it legal and not having to worry about the feds. I can
tinker and change to my hearts content with out having to worry about them.
The plane is improving as time goes on. It has gone from very heavy in
the ailerons, smooth air machine to a two fingers on the stick plane that
can be flown any time of the day. Vortex generators eliminated the need
for the flaperons and give the plane a high aspect ratio feel. I wear a
goggles, a light flight helmet, and an ANR head set. By sitting up front
the view is remarkable, and landing approaches, and landings are just like
a video game.
The biggest disappointment has had nothing to do with Kolb and it is the
Rotax 447 engine. For the money you pay for the engine one would think it
would like to run at something less than 5200 rpm and push you at cruise at
something less than three gallons per hour. But I have discovered that
piston ported engines tend to load up and run rough as the throttle is
closed and they are not very fuel efficient. In an attempt get a round
this last problem, I have ordered a Simonini Victor I, 382 cc, one
cylinder, water cooled engine. It is advertised as 48 hp at 6000 rpm, and
should weigh 20 pounds less than the Rotax 447. This is supposed to be
very smooth fuel efficient reed valve engine. If it is close the published
specs, I should be able to fly 120 to 150 miles with a gallon reserve, and
this will make cross countries more fun.
With the expected weight savings, I will add some streamlining to make it
fly a little more efficiently, and may be make a full enclosure for winter.
I see you are located at Memphis. I am just up the river from you at K02.
If you get this way stop in. If I am not there, you can ask the lineman,
and I am sure he would unlock the hangar door so you can take a look at the
FireFly. Also you can look at the FireFly here too:
http://www.thirdshift.com/jack/firefly/firefly.html
An old guy, just having pure fun
Jack B. Hart FF004
Jackson, MO
>
>Listers,
>
>I have just finished an RV-8A, and I find myself with this yearning to build
>an ultralight. I'm very attracted to the Kitfox Lite, but I would appreciate
>anyone's opinion regarding why I should build something else. Why do you
>guys favor the Kolb (or any other ultralight)? I obviously have a valid
>pilot certificate and medical, so, for now at least, the 103 thing does not
>matter that much to me. Simplicity, ease of construction and reliability do
>matter to me. I would very much appreciate your opinions.
>
>Jerry Carter
>Memphis, TN
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
Herb. I thought I had visited every place on the web, and here you have found it.
Anyone else needing 5" tubing. Thanks for the lead. I guess I just gotta ask,
eh?
I bought seat foam from Wicks a while back, as well as windshield material, and
I didn't even think to look at their available stock metal. Their service is
excellent, even ordering straight off the web page. Here is the Wicks URL to
get it:
www.wicksaircraft.com/showPage.phtml?pagenum=102
B.J. Moore, P.E.
Circle Four Farms Development Engineer
ASC Basic Flight Instructor - "The Flyin Moose".
________________________________________________________________________________
| From: | Kirby Dennis Contr SMC/TM <Dennis.Kirby(at)kirtland.af.mil> |
On 8-28-01, Julian Warren wrote:
< I am looking for some information on installing wheel pants on my Xtra.
I have solved the inboard attachment, but the outboard is giving me some
problems.
I would also like to read some information on aligning the wheels
properly on the landing gear shaft. I would like to improve on
eye-balling them.....just as sure as I do the darned thing will have a
problem. I would like my landing run-outs smooth. >
Julian -
For wheel pants outboard attachment, Tony Bingelis offers an excellent
solution in his "Sportplane Construction Techniques" book. As I recall, he
brazes two AN4 bolts back to back on a large flat washer. One threads into
the end of your axle, the other protrudes as the attachement point for the
wheel pant. (Might be a bit different than what I just described - I'm
going by memory here - but several ideas are presented in the book. You
ought to have this reference as part of your library!)
Regarding alignment of wheels - this topic has come up a few times in the
past year. Toe-in or toe-out was the main question. Consensus of the List
generally favored toe-out (slight) for stability in taxi. Toe-in makes the
plane sqirrelly. Several good ideas were posted on how to best align your
axle fittings before drilling - check the archives. If you don't find what
you're looking for, contact me off list and I'll describe how I did it.
Dennis Kirby
Mk-3, Verner-1400, almost done
Cedar Crest, NM
________________________________________________________________________________
| From: | "Vic" <vicw(at)vcn.com> |
| Subject: | Re: Kolb-List Digest: 36 Msgs - 08/28/01 |
Can anyone suggest a way to fill the oil lines that run from the injection
pump to the intake manifold without getting bubbles in the lines.
________________________________________________________________________________
| From: | "JOHN M. COOLEY" <johnc(at)datasync.com> |
| Subject: | Re: Kolb-List Digest: 36 Msgs - 08/28/01 |
Vic,
Not sure what your situation is, but when I first fired up my 503 it had
a lot a air bubbles in the oil injection lines. I tried to pull the pull
starter with the ignition off and throttle wide open to get the lines full
and didn't have any luck. I went to South Ms. Light Aircraft where I
purchased the engine to run it in and I premixed the gas per the Rotax
manual for initial start-up. They were not concerned about the air in the
oil lines. As soon as the engine started one of the Smith boys immediately
held the oil pump arm in the fully open position. The oil was really flowing
fast and all the air bubbles was out in a couple of seconds.
Later,
John Cooley
Firestar II #1162
>
> Can anyone suggest a way to fill the oil lines that run from the injection
> pump to the intake manifold without getting bubbles in the lines.
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | basic arithmetic? |
Whoa..., this isn't over yet.
Here's what Ol'Bob originally said the oil label had on it for mixing:
"In the latter problem, I was stirring up a new batch of motion-potion
for the 447, carefully measuring out 6.5 oz of Pennzoil for each 2.5
gal. can, making it 1:50--2.5 gal=320 oz,
320/50=6.4 (close enough). BUT, for the first time I read the label on
the Pennzoil pint bottle, and it says: for 16 to 1 ratio, use TWO oz.
oilfor 1 gal!....and for 50:1, use SIX oz oil per gal of gas. Am I
missing something here?"
Question: So were the bottles of oil actually mislabeled or Bob did you
read and and/or type it in reversed.
________________________________________________________________________________
| From: | "Bil Ragsdale" <bilrags(at)earthlink.net> |
| Subject: | Re: Airspeed indicator |
Check the static connection as well as the pitot connection. To check the
pitot connection attach a piece of plastic tubing direct to the pitot tube.
s-l-o-w-l-y- roll it up and watch the airspeed indicator. If it doesn't
work, remove the pitot line at the indicator and connect the plastic tube to
the indicator pitot fitting and try again. To check the static connection
start with the tubing rolled up and s-l-o-w-l-y unroll. The airspeed
indicator should read upscale.
Good Luck, Bil
----- Original Message -----
From: "Jim Minewiser" <flykolb(at)carolina.rr.com>
Sent: Tuesday, August 28, 2001 5:23 PM
Subject: Kolb-List: Airspeed indicator
>
> I'm also very glad to have the list back on line. Great job Matt. I'm
> sure it was very frustrating.
>
> Now a question for the listers. On take off last sat. my airspeed
> indicator went south. No indication at all to begin with, then after
> flying for about 15 minutes, it s-l-o-w-l-y came up to 40-50-60 mph.
> then it went up to 80 ! No way was I doing 80 mph. It even went up to
> 100 mph and went between there and 50. After landing it still showed
> 100.
>
> Checked all tubes and inlets. everything looked ok. Do I need a new one,
> can this be overhauled, or is there some other explanation?
>
> Jim
> Mark III
> Charlotte, NC
>
>
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Kolb-List Digest: 36 Msgs - 08/28/01 |
In a message dated 8/29/01 12:41:18 PM Eastern Daylight Time, vicw(at)vcn.com
writes:
> Can anyone suggest a way to fill the oil lines that run from the injection
>
Pull the plugs out of the cylinders. Turn the engine over until the
air is pumped out and the lines are clear.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: Why build a Kolb? |
Well hears my $.02 worth.
The Kolb airframe is like the old Timex watches they take a lot of abuse and keep
on flying. They are made of aluminum, steel and thousands of pop rivets. Get
someone to show you the internal structure of the wing spars and the boom tubes
and you will get some idea of the quality of design in these seemingly simple
airplanes. We have members that have flown a hundred pounds over gross weight
hundreds of hours. We had a past owner that decided he wanted to personally
find what it would take to break the airframe. I understand he really had to
work at it but he did and then they fixed the weak point. I think the broken
wing is still in Homer's hanger. For you own personal feel of the planes get
some one to take you for a ride, you will not be disappointed.
As for the Kitfox, kind of hard to beat but I have some personal concern for the
bonding of the wood ribs to their aluminum spars.
Rick Neilsen
VW powered Kolb MKIII
>>> jcarter8(at)midsouth.rr.com 08/29/01 12:05AM >>>
Listers,
I have just finished an RV-8A, and I find myself with this yearning to build
an ultralight. I'm very attracted to the Kitfox Lite, but I would appreciate
anyone's opinion regarding why I should build something else. Why do you
guys favor the Kolb (or any other ultralight)? I obviously have a valid
pilot certificate and medical, so, for now at least, the 103 thing does not
matter that much to me. Simplicity, ease of construction and reliability do
matter to me. I would very much appreciate your opinions.
Jerry Carter
Memphis, TN
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
| Subject: | Toe Brakes, Azusa 5" drum brakes |
I've been working on designing "Toe Brakes" for my FSII , I have 5" Azusa drum
brakes, I made my linkage rotate with the rudder pedals to pull the brake cables
but the Darn thing "LOADS" the rudder cables too much, I might try to weaken
the spring in the brakes, but I looks like I might have to weld the bolts back
on for "Heal Brakes" then the pressure from applying the brakes would be put
on the cage...
I should have gone with disc brakes ,I was looking in the archives for some info.
about this,but didn't find any. I hope this helps somebody in the future,
it might save them a few weeks of work...
Mike in MN FSII I've got brakes but they don't work yet...
---
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
Get 250 color business cards for FREE!
http://businesscards.lycos.com/vp/fastpath/
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Toe Brakes, Azusa 5" drum brakes |
Below is a source of some good hydraulic brakes. Tracy O'Brien makes a
nice kit for Azusa wheels, with adapter kits for Hegar. See URL's below
for each. They work well and make putting a wheel on and off a snap. You
would need to check what maximum diameter of the wheel bolt patten he can
support. He uses the Hegar master cylinder for single hand control. For
the toe brakes your going to have to work that design out your
self. Suggest looking at a Kit Fox or some plane like that.
http://www.tracyobrien.com/
http://www.azusaeng.com/
jerryb
>
>I've been working on designing "Toe Brakes" for my FSII , I have 5" Azusa
>drum brakes, I made my linkage rotate with the rudder pedals to pull the
>brake cables but the Darn thing "LOADS" the rudder cables too much, I
>might try to weaken the spring in the brakes, but I looks like I might
>have to weld the bolts back on for "Heal Brakes" then the pressure from
>applying the brakes would be put on the cage...
> I should have gone with disc brakes ,I was looking in the archives for
> some info. about this,but didn't find any. I hope this helps somebody in
> the future, it might save them a few weeks of work...
> Mike in MN FSII I've got brakes but they don't work yet...
>---
>Sometimes you just have to take the leap
>and build your wings on the way down...
> Gotta Fly...
>
>
>Get 250 color business cards for FREE!
>http://businesscards.lycos.com/vp/fastpath/
>
>
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Fun with your 447 |
Jack:
Well said, Sir... I share your disappointment with the 447... On my
FireFly, with 41 hours, it has been a gas-hungry non-stop source of
trouble... with three near seizure incidents and a constant rear cylinder
plug fouling problem, I took it over to Lockwood at Sebring for a
teardown... they replaced the seals, checked everything and $500 later
pronounced it good to go... Spent all day Sunday fooling with prop pitch and
carb adjustments... it will either run too lean with chalky white plugs in
one notch, or too rich and excessive deposits in the rear cylinder on the
next richest notch setting...nothing in between... The multitude of
on-airfield Rotax gurus are all baffled...Their 503's run forever on
turpentine, spit and Murphy 2-stroke outboard oil.......
I, on the other hand, am now looking for another engine... Please let me
know how the Simonini works out...
Best Regards,
Beauford of Brandon
FF #076
----- Original Message -----
From: "Jack & Louise Hart" <jbhart(at)ldd.net>
Sent: Wednesday, August 29, 2001 9:18 AM
Subject: Re: Kolb-List: Why build a Kolb?
> >
> The biggest disappointment has had nothing to do with Kolb and it is the
> Rotax 447 engine.
I have ordered a Simonini Victor I, 382 cc, one
> cylinder, water cooled engine. It is advertised as 48 hp at 6000 rpm, and
> should weigh 20 pounds less than the Rotax 447. This is supposed to be
> very smooth fuel efficient reed valve engine. If it is close the
published
> specs, I should be able to fly 120 to 150 miles with a gallon reserve, and
> this will make cross countries more fun.
>
> I
> http://www.thirdshift.com/jack/firefly/firefly.html
>
> An old guy, just having pure fun
>
> Jack B. Hart FF004
> Jackson, MO
>
> >
> >Listers,
> >
> >I have just finished an RV-8A, and I find myself with this yearning to
build
> >an ultralight. I'm very attracted to the Kitfox Lite, but I would
appreciate
> >anyone's opinion regarding why I should build something else. Why do you
> >guys favor the Kolb (or any other ultralight)? I obviously have a valid
> >pilot certificate and medical, so, for now at least, the 103 thing does
not
> >matter that much to me. Simplicity, ease of construction and reliability
do
> >matter to me. I would very much appreciate your opinions.
> >
> >Jerry Carter
> >Memphis, TN
> >
>
>
> Jack & Louise Hart
> jbhart(at)ldd.net
>
>
________________________________________________________________________________
| From: | "Gary r. voigt" <johndeereantique(at)uswest.net> |
| Subject: | Re: MKIII Project for sale |
Mike, what state do you live in.
thanks,
Gary r. voigt
Michael Peer wrote:
>
> I have a MKIII project with lots of extras for sale.
> 0-time engine, floats, BRS 900, electric start, etc.
> Please take a look at my website for more info.
> http://www.geocities.com/quick503/
> Thanks, Mike
>
> =====
> -Please stop by my Mitchell U2 Builders Web Site.
> -http://www.geocities.com/quick503/
>
>
________________________________________________________________________________
| From: | "Paul Besing" <azpilot(at)extremezone.com> |
| Subject: | New Builder's Log Software: Kitlog Pro |
There is now a comprehensive tool that I have co-developed called Kitlog
Pro. Kitlog Pro is a software package that acts as a builder's log, expense
log, weight and balance calculator, and has all necessary FAA forms
(editable PDF files you can print), advisory circulars, etc.
You can also add pictures to your builder's log, and print your daily
entries out in a format that you can use for inspection, display at fly-ins,
use to help resale, etc.
You may find this new product at http://www.kitlog.com
It has been evaluated by numerous builders with positive response, and soon
will be featured in Sport Aviation and Kitplanes. The most common response
so far has been "I wish I had that when I was building!"
You may download a 15 day trial version that is fully functional. Try it if
you like, then you may register it for $39.95. Feedback is encouraged!
Please, let me know how you like it (or don't like it!)
Paul Besing
RV-6A N197AB Arizona
http://www.lacodeworks.com/besing
Flying
Kitlog Pro Builder's Log Software
http://www.kitlog.com
________________________________________________________________________________
| From: | Michael Peer <quick503(at)yahoo.com> |
| Subject: | Re: MKIII Project for sale |
--- "Gary r. voigt"
wrote:
>
>
> Mike, what state do you live in.
>
> thanks,
> Gary r. voigt
>
> Michael Peer wrote:
>
>
> >
> > I have a MKIII project with lots of extras for
> sale.
> > 0-time engine, floats, BRS 900, electric start,
> etc.
> > Please take a look at my website for more info.
> > http://www.geocities.com/quick503/
> > Thanks, Mike
> >
> > =====
> > -Please stop by my Mitchell U2 Builders Web Site.
> > -http://www.geocities.com/quick503/
State of confusion mostly .... rest of the time I'm in
south Louisiana. Come to think of it ..... it's
probably the same place.
Cheers, Mike
=====
-Please stop by my Mitchell U2 Builders Web Site.
-http://www.geocities.com/quick503/
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Airspeed indicator |
>
>
>Checked all tubes and inlets. everything looked ok. Do I need a new one,
>can this be overhauled, or is there some other explanation?
Depending on your skill and curiosity you may be able to overhaul it
yourself. Take it apart carefully and see if there is any gear or lever
that does not seem to do anything. It does not sound like dirt or
obstruction in the pitot tube area but the inlet is probably screwed into
the case even though it does not look like it. Grab it with pliers or
channel locks to unscrew it and look for any debris. The actual inlet hole
is very small. If completed and you want to test it run a plastic hose to
the inlet and carefully blow into it. Watch the needle and do not "peg" it
to the stops. Blow gently and keep an eye on smooth movement of the needle
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
| Subject: | Engine thrust line? |
Hi Gang,
Sure is great to have the list up and running again. You don't know what you
have until its gone.
I've been getting some flight test time on the new Verner installation any
time the winds drop below 25 knots or so, which ain't often. Things are going
well working through the prop diameter/pitch exercise. But, I believe the
thrust line is incorrect. In round numbers the engine thrust line is 5
degrees lower than the bottom of the wing. Of course, it is even lower if
compared to the chord line. The bird is flying a bit nose high compared to
the old Rotax and takes considerably more power to get any kind of cruise.
Haven't been able to glean much from the archives. Any good info on
optimizing thrust line is appreciated.
Bill George
Mk-3 - Verner 1400 - Powerfin
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | Big Lar is on the Loose |
Perhaps many of you were wondering why Larry Biglar hasn't chimed in yet. No gogittum
or nuthin! Kinda quiet without him, ain't it? I got home from my hangar
building project late last night and he had called and left a message with my
kids. He is on vacation and is headed toward Southern Utah. I hope I am around
when he calls next. I need help setting hangar trusses! he, he. :-)
He ain't in his Kolb, but if I do see him, I'll give you an update on the "Where's
Lar?" trip.
B.J. Moore, P.E.
Circle Four Farms Development Engineer
ASC Basic Flight Instructor - "The Flyin Moose".
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Engine thrust line? |
Bill,
You can see how I attacked the same problem. See:
http://www.thirdshift.com/jack/firefly/firefly55.html
http://www.thirdshift.com/jack/firefly/firefly56.html
and the "basic setup" on the bottom of:
http://www.thirdshift.com/jack/firefly/firefly.html
Good Luck
Jack B. Hart FF004
Jackson, MO
>
>Hi Gang,
>
>Sure is great to have the list up and running again. You don't know what you
>have until its gone.
>
>I've been getting some flight test time on the new Verner installation any
>time the winds drop below 25 knots or so, which ain't often. Things are
going
>well working through the prop diameter/pitch exercise. But, I believe the
>thrust line is incorrect. In round numbers the engine thrust line is 5
>degrees lower than the bottom of the wing. Of course, it is even lower if
>compared to the chord line. The bird is flying a bit nose high compared to
>the old Rotax and takes considerably more power to get any kind of cruise.
>
>Haven't been able to glean much from the archives. Any good info on
>optimizing thrust line is appreciated.
>
>Bill George
>Mk-3 - Verner 1400 - Powerfin
>
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | cajwoods(at)mindspring.com |
| Subject: | Re: Toe Brakes, Azusa 5" drum brakes |
Mike,
Place bellcrank in front of rudder pedals to attach rudder cables to. Run
linkages from pedals to bellcrank, that will take stress off rudder cables
when brakes are applied.
Bill Woods
912S Slingshot
Cartersville Ga.
----- Original Message -----
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Sent: Wednesday, August 29, 2001 6:17 PM
Subject: Kolb-List: Toe Brakes, Azusa 5" drum brakes
>
> I've been working on designing "Toe Brakes" for my FSII , I have 5" Azusa
drum brakes, I made my linkage rotate with the rudder pedals to pull the
brake cables but the Darn thing "LOADS" the rudder cables too much
________________________________________________________________________________
| From: | "Chris Davis" <scrounge(at)mediaone.net> |
| Subject: | Re: south chatham |
Jack I just toured your web site, and , I come from south chatham ma. well
south chatham is where the people learn at a young age " where to drive the
nail" you "wern't born in south chatham but you should have been"and thats
the highest compliment that you can get around here. chris , a so chatham
gutter rat who also knows" where to drive the nail""
----- Original Message -----
From: "Jack & Louise Hart" <jbhart(at)ldd.net>
Sent: Wednesday, August 29, 2001 10:18 AM
Subject: Re: Kolb-List: Why build a Kolb?
>
> Although my FireFly is not "done", I can say it is the most fun thing I
> have ever done and I could not imagine being without it. Part of the fun
> thing is keeping it legal and not having to worry about the feds. I can
> tinker and change to my hearts content with out having to worry about
them.
> The plane is improving as time goes on. It has gone from very heavy in
> the ailerons, smooth air machine to a two fingers on the stick plane that
> can be flown any time of the day. Vortex generators eliminated the need
> for the flaperons and give the plane a high aspect ratio feel. I wear a
> goggles, a light flight helmet, and an ANR head set. By sitting up front
> the view is remarkable, and landing approaches, and landings are just like
> a video game.
>
> The biggest disappointment has had nothing to do with Kolb and it is the
> Rotax 447 engine. For the money you pay for the engine one would think it
> would like to run at something less than 5200 rpm and push you at cruise
at
> something less than three gallons per hour. But I have discovered that
> piston ported engines tend to load up and run rough as the throttle is
> closed and they are not very fuel efficient. In an attempt get a round
> this last problem, I have ordered a Simonini Victor I, 382 cc, one
> cylinder, water cooled engine. It is advertised as 48 hp at 6000 rpm, and
> should weigh 20 pounds less than the Rotax 447. This is supposed to be
> very smooth fuel efficient reed valve engine. If it is close the
published
> specs, I should be able to fly 120 to 150 miles with a gallon reserve, and
> this will make cross countries more fun.
>
> With the expected weight savings, I will add some streamlining to make it
> fly a little more efficiently, and may be make a full enclosure for
winter.
>
> I see you are located at Memphis. I am just up the river from you at K02.
> If you get this way stop in. If I am not there, you can ask the lineman,
> and I am sure he would unlock the hangar door so you can take a look at
the
> FireFly. Also you can look at the FireFly here too:
>
> http://www.thirdshift.com/jack/firefly/firefly.html
>
> An old guy, just having pure fun
>
> Jack B. Hart FF004
> Jackson, MO
>
> >
> >Listers,
> >
> >I have just finished an RV-8A, and I find myself with this yearning to
build
> >an ultralight. I'm very attracted to the Kitfox Lite, but I would
appreciate
> >anyone's opinion regarding why I should build something else. Why do you
> >guys favor the Kolb (or any other ultralight)? I obviously have a valid
> >pilot certificate and medical, so, for now at least, the 103 thing does
not
> >matter that much to me. Simplicity, ease of construction and reliability
do
> >matter to me. I would very much appreciate your opinions.
> >
> >Jerry Carter
> >Memphis, TN
> >
>
>
> Jack & Louise Hart
> jbhart(at)ldd.net
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Fun with your 447 |
You may have to rejet you carb. We're in Texas and had to change the
needle and the main jet on our 447 on our FireFly. For some reason the
FireFly makes the 447 very sensitive in the mid range area as compared to
my Hawk.
Just curious, have you tried another carb on it. I had to replace a new
carb on my Hawks 447. It was out of the one year warranty so I had to eat
it. Talked to Lockwood about it but not much help there. Their weak on
carbs. My partner rebuilt it but still didn't work, something in the main
body was causing the problem but we never could figure out what. I finally
got fed up and ordered a replacement. It cured that problem but by the
fuel flow meter it seems to have a higher fuel consumption than the original.
Have you got a buddy you can barrow a carb from. Try the main body where
you don't have to mess with the disconnecting the throttle cables, or mess
with the needle, plastic thingy, clip, and that darn spring. If that
doesn't work you can try the whole thing but I suspect there wouldn't be
any difference. The problem likely is in the main body.
Are your EGT's running near the same or do you have one cylinder hotter
than the other. I also had to replace a head gasket on it. Spotted it by
slight bit of oil near base of that cylinder. Fixed it. Make sure your
exhaust and intake manifold are torqued to correct amount. Use the proper
torque sequence. Any slight air leak will usually cause the cylinder to
run lean causing high EGT for that cylinder.
jerryb
>
>Jack:
>Well said, Sir... I share your disappointment with the 447... On my
>FireFly, with 41 hours, it has been a gas-hungry non-stop source of
>trouble... with three near seizure incidents and a constant rear cylinder
>plug fouling problem, I took it over to Lockwood at Sebring for a
>teardown... they replaced the seals, checked everything and $500 later
>pronounced it good to go... Spent all day Sunday fooling with prop pitch and
>carb adjustments... it will either run too lean with chalky white plugs in
>one notch, or too rich and excessive deposits in the rear cylinder on the
>next richest notch setting...nothing in between... The multitude of
>on-airfield Rotax gurus are all baffled...Their 503's run forever on
>turpentine, spit and Murphy 2-stroke outboard oil.......
>I, on the other hand, am now looking for another engine... Please let me
>know how the Simonini works out...
>Best Regards,
>Beauford of Brandon
>FF #076
>----- Original Message -----
>From: "Jack & Louise Hart" <jbhart(at)ldd.net>
>To:
>Sent: Wednesday, August 29, 2001 9:18 AM
>Subject: Re: Kolb-List: Why build a Kolb?
>
>
> > >
> > The biggest disappointment has had nothing to do with Kolb and it is the
> > Rotax 447 engine.
> I have ordered a Simonini Victor I, 382 cc, one
> > cylinder, water cooled engine. It is advertised as 48 hp at 6000 rpm, and
> > should weigh 20 pounds less than the Rotax 447. This is supposed to be
> > very smooth fuel efficient reed valve engine. If it is close the
>published
> > specs, I should be able to fly 120 to 150 miles with a gallon reserve, and
> > this will make cross countries more fun.
>
> >
> > I
> > http://www.thirdshift.com/jack/firefly/firefly.html
> >
> > An old guy, just having pure fun
> >
> > Jack B. Hart FF004
> > Jackson, MO
> >
>
> > >
> > >Listers,
> > >
> > >I have just finished an RV-8A, and I find myself with this yearning to
>build
> > >an ultralight. I'm very attracted to the Kitfox Lite, but I would
>appreciate
> > >anyone's opinion regarding why I should build something else. Why do you
> > >guys favor the Kolb (or any other ultralight)? I obviously have a valid
> > >pilot certificate and medical, so, for now at least, the 103 thing does
>not
> > >matter that much to me. Simplicity, ease of construction and reliability
>do
> > >matter to me. I would very much appreciate your opinions.
> > >
> > >Jerry Carter
> > >Memphis, TN
> > >
> >
> >
> > Jack & Louise Hart
> > jbhart(at)ldd.net
> >
> >
>
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Fun with your 447 |
Jerry and Beauford,
I believe Beauford and I are both having the same problem. If you put the
clip in #2 slot for summer our 447's run too lean, and if the clip to #3
slot they run much to rich. I tried an experiment today. I bought some
little #4 flat brass washers. They were .032 inches thick. I placed one
on the needle under the clip that is in the #2 slot. I took a spin around
the pattern to see what was the effect. No difference in climb out, and on
down wind at cruise the EGT's registered 1100 which is the same as before.
But upon reducing the throttle the EGT's came up a little but they did not
get close to 1200 as before. I could set the throttle at 4600 - 4700 and
push the nose down and the EGT's did not come up to 1200.
This has me excited about a possible fix and it indicates that there is not
enough needle adjustment capability with the present needle and clip
system. I purchased some flat brass. I am in the process of making flat
inserts that will go around the needle and under the clip so that the
throttle cable and spring retainer can pass through just like the present
clip but also support the entire lower surface of the clip and the spring
retainer. With .025 inch spacers, it should give another three or four
finer needle adjustments going in between slots #2 and #3. As indicated by
the use of the washer today, it should allow us to get out the peaky EGT
area of slot #2.
When I get the spacers made and try them out I will let you know how it
comes out and I will take pictures that I can put them up on the web.
Jack B. Hart FF004
Jackson, MO
>
>You may have to rejet you carb. We're in Texas and had to change the
>needle and the main jet on our 447 on our FireFly. For some reason the
>FireFly makes the 447 very sensitive in the mid range area as compared to
>my Hawk.
>Just curious, have you tried another carb on it. I had to replace a new
>carb on my Hawks 447. It was out of the one year warranty so I had to eat
>it. Talked to Lockwood about it but not much help there. Their weak on
>carbs. My partner rebuilt it but still didn't work, something in the main
>body was causing the problem but we never could figure out what. I finally
>got fed up and ordered a replacement. It cured that problem but by the
>fuel flow meter it seems to have a higher fuel consumption than the original.
>
>Have you got a buddy you can barrow a carb from. Try the main body where
>you don't have to mess with the disconnecting the throttle cables, or mess
>with the needle, plastic thingy, clip, and that darn spring. If that
>doesn't work you can try the whole thing but I suspect there wouldn't be
>any difference. The problem likely is in the main body.
>
>Are your EGT's running near the same or do you have one cylinder hotter
>than the other. I also had to replace a head gasket on it. Spotted it by
>slight bit of oil near base of that cylinder. Fixed it. Make sure your
>exhaust and intake manifold are torqued to correct amount. Use the proper
>torque sequence. Any slight air leak will usually cause the cylinder to
>run lean causing high EGT for that cylinder.
>
>jerryb
>
>
>>
>>Jack:
>>Well said, Sir... I share your disappointment with the 447... On my
>>FireFly, with 41 hours, it has been a gas-hungry non-stop source of
>>trouble... with three near seizure incidents and a constant rear cylinder
>>plug fouling problem, I took it over to Lockwood at Sebring for a
>>teardown... they replaced the seals, checked everything and $500 later
>>pronounced it good to go... Spent all day Sunday fooling with prop pitch and
>>carb adjustments... it will either run too lean with chalky white plugs in
>>one notch, or too rich and excessive deposits in the rear cylinder on the
>>next richest notch setting...nothing in between... The multitude of
>>on-airfield Rotax gurus are all baffled...Their 503's run forever on
>>turpentine, spit and Murphy 2-stroke outboard oil.......
>>I, on the other hand, am now looking for another engine... Please let me
>>know how the Simonini works out...
>>Best Regards,
>>Beauford of Brandon
>>FF #076
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "rbaker(at)shop4zero.com" <rbaker(at)ccgnv.net> |
| Subject: | Re: Big Lar is on the Loose |
BJ,
You have to admit he knew when to hit the road! {:-)
Ray
----- Original Message -----
From: BJ Moore <BJMoore(at)c4farms.com>
Sent: Thursday, August 30, 2001 12:54 PM
Subject: Kolb-List: Big Lar is on the Loose
called and left a message with my kids. He is on vacation and is headed
toward Southern Utah. I hope I am around when he calls next. I need help
setting hangar trusses! he, he. :-)
________________________________________________________________________________
| From: | "Randy Berry" <sc_bassman(at)hotmail.com> |
| Subject: | Re: basic arithmetic? |
Just to clarify, the chart on my Pennzoil yellow bottle is not wrong. The bottom
row on the Pennzoil label represents gallons of gasoline ... NOT ounces of
oil. The chart shows the amount of gasoline (bottom line) to mix with the whole
pint (middle line 16 oz) of oil to achieve a particular mixture ratio (top
line). Don't know why they did it that way, but check it again, I believe you
will see. For example, 16 ounces of oil to 2 gallons gasoline is a 16:1 ratio
(first column). Only the last column on the right yields the proper 50:1 mixture
of (approximately) 16 ounces of oil to 6 gallons of gasoline.
I've found that the easiest way to remember it is 2.6 ounces of oil to each 1 gallon
of gasoline ... for a 50:1 mixture. Then, it's simply a matter of multiplication
for a particular number of gallons of gasoline. Where did I get that
figure? My Rotax engine manual recommends 2% mixture oil to gas. 1 gallon
128 ounces. 128 x .02 2.56 (rounded to 2.6
... unless you can figure out how to measure .56 of an ounce :-) I'd rather err
on the side of slightly too much oil.
I have a chart near my gas cans for the most common can sizes similar to
the following:
Gas Oil
---- -----
1 gal 2.6 oz
2 gal 5.2 oz
2.5 gal 6.5 oz
5 gal 13 oz
6 gal 15.6 oz (which is close enough to the 16 ounces in the yellow bottle)
Randy Berry
Kolb Firestar KXP
n.com
________________________________________________________________________________
| From: | "Sam Cox" <lightflyer(at)email.msn.com> |
Are we there yet?
________________________________________________________________________________
| From: | TCowan1917(at)aol.com |
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Fun with your 447 |
What number of jet needle are you running? It sounds like
you might need to go to a different needle. Bing needles
have different taper ratios, and perhaps you could benefit
from using a different needle. I had a similar problem on
a couple different engines, and going to a different needle
cured it.
Richard Pike
MKIII N420P (420ldPoops)
>
>Jack:
>Well said, Sir... I share your disappointment with the 447... On my
>FireFly, with 41 hours, it has been a gas-hungry non-stop source of
>trouble... with three near seizure incidents and a constant rear cylinder
>plug fouling problem, I took it over to Lockwood at Sebring for a
>teardown... they replaced the seals, checked everything and $500 later
>pronounced it good to go... Spent all day Sunday fooling with prop pitch and
>carb adjustments... it will either run too lean with chalky white plugs in
>one notch, or too rich and excessive deposits in the rear cylinder on the
>next richest notch setting...nothing in between... The multitude of
>on-airfield Rotax gurus are all baffled...Their 503's run forever on
>turpentine, spit and Murphy 2-stroke outboard oil.......
>I, on the other hand, am now looking for another engine... Please let me
>know how the Simonini works out...
>Best Regards,
>Beauford of Brandon
>FF #076
>----- Original Message -----
>From: "Jack & Louise Hart" <jbhart(at)ldd.net>
>To:
>Sent: Wednesday, August 29, 2001 9:18 AM
>Subject: Re: Kolb-List: Why build a Kolb?
>
>
>> >
>> The biggest disappointment has had nothing to do with Kolb and it is the
>> Rotax 447 engine.
> I have ordered a Simonini Victor I, 382 cc, one
>> cylinder, water cooled engine. It is advertised as 48 hp at 6000 rpm, and
>> should weigh 20 pounds less than the Rotax 447. This is supposed to be
>> very smooth fuel efficient reed valve engine. If it is close the
>published
>> specs, I should be able to fly 120 to 150 miles with a gallon reserve, and
>> this will make cross countries more fun.
>
>>
>> I
>> http://www.thirdshift.com/jack/firefly/firefly.html
>>
>> An old guy, just having pure fun
>>
>> Jack B. Hart FF004
>> Jackson, MO
>>
>
>> >
>> >Listers,
>> >
>> >I have just finished an RV-8A, and I find myself with this yearning to
>build
>> >an ultralight. I'm very attracted to the Kitfox Lite, but I would
>appreciate
>> >anyone's opinion regarding why I should build something else. Why do you
>> >guys favor the Kolb (or any other ultralight)? I obviously have a valid
>> >pilot certificate and medical, so, for now at least, the 103 thing does
>not
>> >matter that much to me. Simplicity, ease of construction and reliability
>do
>> >matter to me. I would very much appreciate your opinions.
>> >
>> >Jerry Carter
>> >Memphis, TN
>> >
>>
>>
>> Jack & Louise Hart
>> jbhart(at)ldd.net
>>
>>
>
>
________________________________________________________________________________
| From: | TCowan1917(at)aol.com |
Just wanted everyone to know that I have a really nice Ultrastar for sale.
Specifics on it can be seen at:
http://hometown.aol.com/tcowan1917/page2.html. or get me at my email address.
I have not changed the price but to the right person, if you convince me you
will give it a good home, I will give you a real bargain. I am planning on a
two place at some point and want a BMW boxer for an engine. Want to buy the
engine first and then the aircraft. (probably will get a restoration job).
I have been flying a beemer bike for over thirty five years and this last one
I have had for 28 years. I GOTTA HAVE A BOXER ON MY PLANE. Anyway, if
anyone is interested, I would be happy to talk to them. I have a trailer and
could possible deliver it to them. I am glad Soobydoo is having the luck
with the blade. He is one cool guy and you would never have to worry
dealing with him. Man of Class. Glad the list is back!! Ted Cowan, Central
East Alabama
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 16 Msgs - 08/30/01 |
Hey guys, I guess I am a lurker, but I respond once in aaa while. I am 68,
have a private ticket, but haven't flown in years. I always wanted to build
my own plane and I have three different plans, but I never built more that a
practice rib.
You all are so technical you scare me. I would love to work with somebody in
my area just to do something.
Just had to say something.
Pete
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Kolb-List Digest: 16 Msgs - 08/30/01 |
Pete,
What or where is your area? May be one of us could help you out.
Jack B. Hart FF004
Jackson, MO
>
>Hey guys, I guess I am a lurker, but I respond once in aaa while. I am 68,
>have a private ticket, but haven't flown in years. I always wanted to build
>my own plane and I have three different plans, but I never built more that a
>practice rib.
>You all are so technical you scare me. I would love to work with somebody in
>my area just to do something.
>
>Just had to say something.
>
>Pete
>
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Bil Ragsdale" <bilrags(at)earthlink.net> |
| Subject: | Re: Kolb-List Digest: 16 Msgs - 08/30/01 |
Where are you Pete?
Bil San Antonio Kolb Mk III definitely un-technical
----- Original Message -----
From: <Cppjh(at)aol.com>
Sent: Friday, August 31, 2001 8:37 AM
Subject: Kolb-List: Re: Kolb-List Digest: 16 Msgs - 08/30/01
>
> Hey guys, I guess I am a lurker, but I respond once in aaa while. I am 68,
> have a private ticket, but haven't flown in years. I always wanted to
build
> my own plane and I have three different plans, but I never built more that
a
> practice rib.
> You all are so technical you scare me. I would love to work with somebody
in
> my area just to do something.
>
> Just had to say something.
>
> Pete
>
>
________________________________________________________________________________
| From: | "plane" <plane(at)atomic.net> |
| Subject: | Re: Kolb-List Digest: 16 Msgs - 08/30/01 |
Hi Pete
I don't want to here any excuses why you do not have a ultralight and not
flying When you are 68 you have the time that most of us do not have. Every
body that I fly with are not technical including me. I am now helping or
encouraging a 14 year old boy And his father on his project a sky light
type of air plane. I do not know where you are located but I can help you
get excited about building your own plane. give me a call and I will get
you started. But once you start you can not quit or I will be on you
tail.
Randy Flying The Soobydoo In NC
CALL me 336 857 2440 late at night
----- Original Message -----
From: <Cppjh(at)aol.com>
Sent: Friday, August 31, 2001 9:37 AM
Subject: Kolb-List: Re: Kolb-List Digest: 16 Msgs - 08/30/01
>
> Hey guys, I guess I am a lurker, but I respond once in aaa while. I am 68,
> have a private ticket, but haven't flown in years. I always wanted to
build
> my own plane and I have three different plans, but I never built more that
a
> practice rib.
> You all are so technical you scare me. I would love to work with somebody
in
> my area just to do something.
>
> Just had to say something.
>
> Pete
>
>
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
Pete, go for it. You don't want to just fade away without some fun
first. Just opening the garage door and looking at your evolving
masterpiece will give you a big gob of satisfaction each time.
A millionaire couldn't feel more chest-throbbin' pride. (is this
a little over the top,fellers?) That $8700 mkIII recently offered
looked good to me. --BB mkIII, western NY
________________________________________________________________________________
| From: | RWilton101(at)aol.com |
I talked to Michael in LA. about his Mk111 and he really is a nice guy with
lots of knowledge and info. I'd buy it in a minute if had the tools, space
and tech support to get it finished!
Ready to fly Richard in MPLS, MN
________________________________________________________________________________
| From: | "Geoff Thistlethwaite" <geoffthis(at)charter.net> |
| Subject: | Re: Going for it! |
----- Original Message -----
From: <RWilton101(at)aol.com>
Sent: Friday, August 31, 2001 12:12 PM
Subject: Kolb-List: Going for it!
>
> I talked to Michael in LA. about his Mk111 and he really is a nice guy
with
> lots of knowledge and info. I'd buy it in a minute if had the tools, space
> and tech support to get it finished!
>
> Ready to fly Richard in MPLS, MN
Richard,
I noticed you didn't say anything about time or money. If you have time and
money the tools, space and tech support are easy! First you got plenty of
tech support right here on the list. Second, if you got money and a Home
Depot or a Lowes nearby tools ain't no problem. Now space could be tough but
all you need is a garage or join the nearest chapter of the EAA and ask
around about hangar space. someone may have some room somewhere for you to
build.
do it
Geoff Thistlethwaite
________________________________________________________________________________
| From: | Julian Warren <jgw300(at)webolium.com> |
| Subject: | Re: Kolb-List Digest: 16 Msgs - 08/30/01 |
I wish you were in Oregon...... I enjoy working with another person
around. I also am retired and building an Xtra in Eugene, Oregon.
Just let the list know where you live, and undoubtedly you will find
someone within your area that will invite you to participate.
Julian Warren
Eugene, Oregon
Cppjh(at)aol.com wrote:
>
>
> Hey guys, I guess I am a lurker, but I respond once in aaa while. I am 68,
> have a private ticket, but haven't flown in years. I always wanted to build
> my own plane and I have three different plans, but I never built more that a
> practice rib.
> You all are so technical you scare me. I would love to work with somebody in
> my area just to do something.
>
> Just had to say something.
>
> Pete
>
________________________________________________________________________________
| From: | "Ron or Mary" <ronormar(at)apex.net> |
| Subject: | Re: Kolb-List Digest: 16 Msgs - 08/30/01 |
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Friday, August 31, 2001 08:43:35
Subject: Kolb-List: Re: Kolb-List Digest: 16 Msgs - 08/30/01
Pete--I am is West Kentucky and am building my first plane. A FireStar II.
65 years old. Haven't flown in 15 years. Before I ordered my kit, I took a
third class physical to be sure that I could pass it. Didn't know about the
status of the sport pilot thing. After getting about 50% done with the
project I went to my local airport to see what it would take to get a
bi-annual flight check. One hour and three landings plus normal stalls and
turns and I was signed off. Once you learn to fky, it is like swimming.
You never forget. Just have to study up on the changes in the FAA regs. If
you are in this area, I would be happy to help in any way I can.
Ron
_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-
________________________________________________________________________________
| From: | "Tommy & Carolyn" <TommyandCarolyn(at)centurytel.net> |
| Subject: | 3rd Annual Cajun Fly-in & Camp-out |
Hey Group,
Get your best podna and allons to Cajun Country and pass a good time with
the good folks of Cenla. We gonna have a cochon de lait and laissez les bons
temps rouler with a little lagniappe.
Merci,
C'est tout,
Tommy
Allen Parish Fall Camp-0ut / Fly-in
September 28 - 30, 2001
Supported by EAA Chapter 614
Cenla Escadrille
There will be plenty of good food, camping, with bathroom and shower
facilities. Friday the 28th, an evening pig roast for the overnight campers.
The Grand Casino Caushatta in Oberlin will be providing transportation to
and from the casino and its hotel. For hotel accommodations and area
interest contact the Allen Parish Tourist Commission at 1-888-639-4868 or on
line at www.allenparish.com.
This Fly-in will be held at the Allen Parish Airport located approximately 4
miles south of Oakdale, LA on Hwy. 165. The identifier is L42. The airport
coordinates: N30-45, W92-41.3. Field elevation is 107' MSL. Pattern altitude
is standard. Runway 18-36 has a new overlay and is 5010' X 75' asphalt.
There will be a 600' X 50' turf strip marked by cones on the northwest side
of the runway for ultralight aircraft, powered parachutes and any other
aircraft desiring to land on grass. The airspace will be controlled by the
Air National Guard air traffic control tower located on the east side of the
runway, operating on 122.8. Non radio aircraft are reminded to use extreme
caution when approaching the airport.
Upon arrivial, watch for the "FOLLOW ME" vehicle for parking. There are no
parking, tie-down, overnight, registration or camping fees. Please sign in
at the registration booth as we would like to know who attends.
FMI: Joel FMI: Tommy
318-335-9721 318-748-6308
318-215-0090 cen23370(at)centurytel.net
1-800-466-3161
airport(at)beci.net
flyallen(at)bellsouth.net
________________________________________________________________________________
| From: | "Ron or Mary" <ronormar(at)apex.net> |
| Subject: | Re: 3rd Annual Cajun Fly-in & Camp-out |
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Friday, August 31, 2001 03:51:34 PM
Subject: Kolb-List: 3rd Annual Cajun Fly-in & Camp-out
Hey Group,
I think that Sept 28th is the weekend of the Kolb flyin at their field at
London, Ky. I love Louisiana as my mother was from there and the food is
great but the Kolb thing is important to.
Ron
_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Kolb-List Digest: 16 Msgs - 08/30/01 |
Tell us where you live Pete!
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: : Kolb-List:Muffler support angle fracture |
Have 100 hrs on a FS2/503DCDI with an after silencer on top of the
muffler.The forward angle alum bracket cracked starting at the mounting hole
where it bolts to the head nearest the muffler. The crack radiated forward
thru the horizontal flange and up the vertical flange laterally for some
reason. Saw it doing a plug change. You can't see up there doing a normal
preflight so I thought I should mention it to the List.G.Aman
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Fun with your 447 |
I have never worked on a 447 but if it is a dual carb then perhaps you
could try swapping the carbs around and see if you still get the same white
and carbon combination or if it swaps cylinders too. If it does it is in
the carbs. If single carb you have to be getting an air leak in the back
cylinder some how even if it was just rebuilt. Try new gaskets on the
intake and exhaust manifolds. Maybe pressure check the back cylinder. (The
testers are cheap and easy to make.) If you are careful not to get hit by
the prop you can run the engine while passing an open but unlit propane
torch around your engine. If it idles better or faster at some point that
is where the leak is.
> >
> >
> >> >
> >> The biggest disappointment has had nothing to do with Kolb and it is the
> >> Rotax 447 engine.
> > I have ordered a Simonini Victor I, 382 cc, one
> >> cylinder, water cooled engine. It is advertised as 48 hp at 6000 rpm, and
> >> should weigh 20 pounds less than the Rotax 447. This is supposed to be
> >> very smooth fuel efficient reed valve engine. If it is close the
> >published
> >> specs, I should be able to fly 120 to 150 miles with a gallon reserve, and
> >> this will make cross countries more fun.
> >
> >>
________________________________________________________________________________
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
| Subject: | Full swival, steerable tailwheel |
Does anyone on the digest have a full swivel, steerable tailwheel that
would work on a FireFly by Kolb?
Where can one be purchsed or does anyone have a drawning of one?
My 447 Rotax has about 190 hours on it. It was cylinder inspected at
175 hours and the walls of the cylinder and the top of the piston looked
like new. No carbon build up anywhere.
I get 2.5 gallon burn per hour, use Amco middle grade octaine gas with
6.25 gallons of gas mixed with 16 ounces of Pennzoil air cooled engine
oil. Two ounces of Marvel Mystery Oil added also. In-flight temps. are
cruise EGT 1050 and CHT at 300. Plugs always have the same color when
changed, no deposits, always a clean burn.
Usually starts with two or three pulls, this morning started with one
pull.
Jimmy Hankinson
Firefly #35, 447 Rotax
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Don't know if you're done yet, but I had excellent results using my camera
tripod to support the end of the wing. Fine adjustments in height were
sooooooo simple.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Bob Bean" <slyck(at)frontiernet.net>
Sent: Tuesday, August 28, 2001 7:20 AM
Subject: Kolb-List: hallelujah
>
> Welcome back all. If this works I'm dumping that fly-ul thingy.
> Was away for two days last week and found 200+ messages
> of wasted space. Got carpal tunnel just deleting.
> Progress! Bolted on my wings at the swivel---pulled it outside
> to locate the new front attach hole on my repaired wing , get
> set up and the clouds roll in, rain, wind . ---fold it back up,
> try it again a few days later, same thing--weather rolls in, plane
> back in the cave. Oh well, lots of practice, technique perfection.
> Man, that tail is HEAVY with folded wings, dug out an old 2 wheel
> hand dolly , works great under the tail wheel.
> Next project: build an adjustable wooden support to prop that
> wing on while I locate it. --BB
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Wheel Alignment |
I went the same way, but with no weight on the gear, the bar wouldn't go
thru, cause the axle holes didn't line up. I had to cut the rod in 1/2,
slip one end of each half thru an axle hole, and clamp a straightedge across
the inner ends. Double checked it by clamping the center of a straight 2x4
lengthwise against the outside of each wheel, and measuring the distance
between the ends, fore and aft.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Dean Halstead" <deanbo(at)calweb.com>
Sent: Tuesday, August 28, 2001 8:47 PM
Subject: Kolb-List: Wheel Alignment
>
> Julian:
>
> I used a long (6 or 8 foot) 5/8" rod to align my wheel axles.
>
> Slide the axle fittings onto the gear legs, run the rod through both axle
> fittings and drill away.
>
>
> Dean Halstead
> Fair Oaks, California
> MK-III
> http://www.calweb.com/~deanbo/kolb/index.htm
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Before the "Problems", and before Vacation, a couple of people expressed
an interest in the TOK 16 gal aluminum gas tank. Because he is Such A
Nice Guy, the ol' Lar took some pictures of said tank, and got creative
with one of them in "Paint." You can see the results at
http://www.gogittum.com/img/gastank.jpg Hope this helps.
Helpful Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Fun with your 447 |
Just quick reply. Do you have a CPS catalog. They have a table of jets
and needle combinations for your altitude and temperature. It sounds to me
like you need to change the needle. I would be very careful making
internal mods. I'll be going to the airport Saturday and will try to
remember to look up the records of what were running in on our 447's. We
have them both set up the same but did have to change them from factory
settings. Our temps and altitudes are nearly the same. Your a little
lower. For some reason the mid range (1/4-3/4) throttle on the FireFly is
more sensitive than on our Hawk. If you can get you hands on CPS catalog,
read the two sections "Tuning the Bing Carburetor" and "Tuning the Bing
Carburetor - Understanding the Mid-Range Circuit".
jerryb
>
>Jerry and Beauford,
>
>I believe Beauford and I are both having the same problem. If you put the
>clip in #2 slot for summer our 447's run too lean, and if the clip to #3
>slot they run much to rich. I tried an experiment today. I bought some
>little #4 flat brass washers. They were .032 inches thick. I placed one
>on the needle under the clip that is in the #2 slot. I took a spin around
>the pattern to see what was the effect. No difference in climb out, and on
>down wind at cruise the EGT's registered 1100 which is the same as before.
>But upon reducing the throttle the EGT's came up a little but they did not
>get close to 1200 as before. I could set the throttle at 4600 - 4700 and
>push the nose down and the EGT's did not come up to 1200.
>
>This has me excited about a possible fix and it indicates that there is not
>enough needle adjustment capability with the present needle and clip
>system. I purchased some flat brass. I am in the process of making flat
>inserts that will go around the needle and under the clip so that the
>throttle cable and spring retainer can pass through just like the present
>clip but also support the entire lower surface of the clip and the spring
>retainer. With .025 inch spacers, it should give another three or four
>finer needle adjustments going in between slots #2 and #3. As indicated by
>the use of the washer today, it should allow us to get out the peaky EGT
>area of slot #2.
>
>When I get the spacers made and try them out I will let you know how it
>comes out and I will take pictures that I can put them up on the web.
>
>Jack B. Hart FF004
>Jackson, MO
>
>
> >
> >You may have to rejet you carb. We're in Texas and had to change the
> >needle and the main jet on our 447 on our FireFly. For some reason the
> >FireFly makes the 447 very sensitive in the mid range area as compared to
> >my Hawk.
> >Just curious, have you tried another carb on it. I had to replace a new
> >carb on my Hawks 447. It was out of the one year warranty so I had to eat
> >it. Talked to Lockwood about it but not much help there. Their weak on
> >carbs. My partner rebuilt it but still didn't work, something in the main
> >body was causing the problem but we never could figure out what. I finally
> >got fed up and ordered a replacement. It cured that problem but by the
> >fuel flow meter it seems to have a higher fuel consumption than the
> original.
> >
> >Have you got a buddy you can barrow a carb from. Try the main body where
> >you don't have to mess with the disconnecting the throttle cables, or mess
> >with the needle, plastic thingy, clip, and that darn spring. If that
> >doesn't work you can try the whole thing but I suspect there wouldn't be
> >any difference. The problem likely is in the main body.
> >
> >Are your EGT's running near the same or do you have one cylinder hotter
> >than the other. I also had to replace a head gasket on it. Spotted it by
> >slight bit of oil near base of that cylinder. Fixed it. Make sure your
> >exhaust and intake manifold are torqued to correct amount. Use the proper
> >torque sequence. Any slight air leak will usually cause the cylinder to
> >run lean causing high EGT for that cylinder.
> >
> >jerryb
> >
> >
>
> >>
> >>Jack:
> >>Well said, Sir... I share your disappointment with the 447... On my
> >>FireFly, with 41 hours, it has been a gas-hungry non-stop source of
> >>trouble... with three near seizure incidents and a constant rear cylinder
> >>plug fouling problem, I took it over to Lockwood at Sebring for a
> >>teardown... they replaced the seals, checked everything and $500 later
> >>pronounced it good to go... Spent all day Sunday fooling with prop
> pitch and
> >>carb adjustments... it will either run too lean with chalky white plugs in
> >>one notch, or too rich and excessive deposits in the rear cylinder on the
> >>next richest notch setting...nothing in between... The multitude of
> >>on-airfield Rotax gurus are all baffled...Their 503's run forever on
> >>turpentine, spit and Murphy 2-stroke outboard oil.......
> >>I, on the other hand, am now looking for another engine... Please let me
> >>know how the Simonini works out...
> >>Best Regards,
> >>Beauford of Brandon
> >>FF #076
> >
>
>
>Jack & Louise Hart
>jbhart(at)ldd.net
>
>
________________________________________________________________________________
| From: | "Bill Elder" <billelder(at)denver.net> |
| Subject: | Re: Kolb-List Digest: 16 Msgs - 08/30/01 |
Hey Pete - DO IT!!! I'm not technical and am builing a Mark III Classic in
my garage. Had to build an 8 foot extension onto one of the car stalls but
expenditures for tools etc haven't been too expensive. The listers are most
helpful, and the Kolb factory is always ready to give advice too. But
expect the project to take some time. I've been at it for a year and a half
and have about six months to go. But what a reward awaits me! Bill in
Colorado.
-----Original Message-----
From: Cppjh(at)aol.com <Cppjh(at)aol.com>
kolb-list-digest(at)matronics.com
Date: Friday, August 31, 2001 7:40 AM
Subject: Kolb-List: Re: Kolb-List Digest: 16 Msgs - 08/30/01
>
>Hey guys, I guess I am a lurker, but I respond once in aaa while. I am 68,
>have a private ticket, but haven't flown in years. I always wanted to build
>my own plane and I have three different plans, but I never built more that
a
>practice rib.
>You all are so technical you scare me. I would love to work with somebody
in
>my area just to do something.
>
>Just had to say something.
>
>Pete
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I tried to send this several times before vacation, and I don't think it
ever went thru, so here it is for one more try. If it Did go thru
before, please forgive me for bugging you-all with it. This is the last
time, Promise. Lar.
----- Original Message -----
From: Larry Bourne
Sent: Friday, August 17, 2001 6:37 AM
Subject: Fw: Thrust
After reading that Julian, and Rick will both have their engine/re-drive
packages running soon, I've been watching with great interest. Wish
mine was there too, but I think I'm lagging a little behind them.
Getting ready to go on vacation next week, as well. With that in
mind, just now I was visiting the friend who's built a Bensen
GyroCopter, and powers it with the original McCullough 2 stroke 4
banger. He showed me a program he downloaded for gyros, which has some
info that would also apply to our planes. I tried the website, and got
a "cannot display" page, which is par for this piece of junk. Maybe
some of you will have better luck. Try it at
http://www.icon.fi/~jtki.com . I'm going to try emailing them at
jtki(at)icon.fi a little later. What specifically interested me were the
thrust calculations. I think Julian is pretty close on his estimates.
This outfit came up with: 1.) 90 hp @ 1900 prop rpm w/ 72" prop
412 lb of thrust, and tip speed of .53 mach. This would translate
pretty closely to my anticipated numbers for Vamoose, with its' 2:1
re-drive. Should also back up my belief that it should be comparatively
quiet. 2.) 90 hp @ 2400 prop rpm w/ 72" prop 412 lb of
thrust, and tip speed of .67 mach. I think this is a close match for
Julian and Rick, with their 1.6:1 re-drives. Puzzled me a bit at 1st,
cause the thrust numbers are exactly the same, but I'm now reasoning
that if you have to soak up 90 hp with a 72" prop, you'd need more or
less pitch to attain different rpm's, but still transmitting 90 hp.
Anyone pick holes in this ?? I didn't write down the numbers, but as I
recall, at full throttle, Vamoose should run 130 hp or so at around 5000
rpm, which would give about 525 lb of thrust, with tip speeds of around
.7 mach. If so, takeoffs should be rather exciting, eh ???
Hot Rod Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
For the jump listed below, try:
http://www.icon.fi/~jtki/gyrocomp.html
Jack B. Hart FF004
Jackson, MO
>
>I tried to send this several times before vacation, and I don't think it
>ever went thru, so here it is for one more try. If it Did go thru
>before, please forgive me for bugging you-all with it. This is the last
>time, Promise. Lar.
>
>----- Original Message -----
>From: Larry Bourne
>To: Home
>Sent: Friday, August 17, 2001 6:37 AM
>Subject: Fw: Thrust
>
>
>After reading that Julian, and Rick will both have their engine/re-drive
>packages running soon, I've been watching with great interest. Wish
>mine was there too, but I think I'm lagging a little behind them.
>Getting ready to go on vacation next week, as well. With that in
>mind, just now I was visiting the friend who's built a Bensen
>GyroCopter, and powers it with the original McCullough 2 stroke 4
>banger. He showed me a program he downloaded for gyros, which has some
>info that would also apply to our planes. I tried the website, and got
>a "cannot display" page, which is par for this piece of junk. Maybe
>some of you will have better luck. Try it at
>http://www.icon.fi/~jtki.com . I'm going to try emailing them at
>jtki(at)icon.fi a little later. What specifically interested me were the
>thrust calculations. I think Julian is pretty close on his estimates.
>This outfit came up with: 1.) 90 hp @ 1900 prop rpm w/ 72" prop
> 412 lb of thrust, and tip speed of .53 mach. This would translate
>pretty closely to my anticipated numbers for Vamoose, with its' 2:1
>re-drive. Should also back up my belief that it should be comparatively
>quiet. 2.) 90 hp @ 2400 prop rpm w/ 72" prop 412 lb of
>thrust, and tip speed of .67 mach. I think this is a close match for
>Julian and Rick, with their 1.6:1 re-drives. Puzzled me a bit at 1st,
>cause the thrust numbers are exactly the same, but I'm now reasoning
>that if you have to soak up 90 hp with a 72" prop, you'd need more or
>less pitch to attain different rpm's, but still transmitting 90 hp.
>Anyone pick holes in this ?? I didn't write down the numbers, but as I
>recall, at full throttle, Vamoose should run 130 hp or so at around 5000
>rpm, which would give about 525 lb of thrust, with tip speeds of around
>.7 mach. If so, takeoffs should be rather exciting, eh ???
> Hot Rod Lar.
>
>Larry Bourne
>Palm Springs, Ca.
>Kolb Mk III - " Vamoose"
>http://www.gogittum.com
>
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Fun with your 447 |
>
>Just quick reply. Do you have a CPS catalog.
Or you can download it here:
http://www.800-airwolf.com/articles.htm
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
Larry Bourne wrote:
>
snip
Vamoose should run 130 hp or so at around 5000
> rpm, which would give about 525 lb of thrust, with tip speeds of around
> .7 mach. If so, takeoffs should be rather exciting, eh ???
> Hot Rod Lar.
>
Sounds mighty unrealistic to me for an aircraft VW. You sure your not
dreaming? I expect you'll have challenges cooling that VW at half that
much HP. I could be wrong,(I was one time :) but please proceed with caution.
Eugene
________________________________________________________________________________
| From: | "Ron or Mary" <ronormar(at)apex.net> |
| Subject: | Weight of Poly-Spray |
I had heard several different opinions on the added weight on our planes
due to Poly-Spray. After covering my FireStar with fabric and two coats of
Poly-Brush, the first one brushed on and the second coat sprayed on, I
weighed the entire thing. All components totaled 135.75 pounds. On all top
and vertical surfaces I applied three cross coats of Poly-Spray. On all
bottom surfaces, I applied two cross coats of Poly-Spray. After two to
three weeks curing time I re-weighed the thing and it now weighs 140.5
pounds for a weight gain of 4.75 pounds. I used about 3.75 gallons of
Poly-Spray and one gallon of reducer. These numbers will vary from person
to person due to how thick each person applies the coats. Oh well, just a
thought.
Ron Payne
Gilbertsville, Ky
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 28 Msgs - 08/31/01 |
Hey everybody, I sure do feel I am noticed. I live in the middle of NY, on
the East end of Oneida Lake, Blossvale, near
Sylvan Beach to be more specific. I just learned there is guy close by who
has an ULTRALIGHT. Next step is to see him, but I sure want to thank
everybody who replied.
Will try to keep you informed.
Pete
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
This awful thing has changed its' settings again.........on its' own.
Am I getting sick of this ?? Naw.................. S.O.B.
Testing send to the List.............again.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
How does msn manage to change its' own settings on my computer ?? Let's
see if this goes thru...................... testing, 1, 2, 3.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
C'mon, c'mon, s.o.b.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Engine thrust line? |
Seems like things may be going again, so for the umpteenth time, I'll try
sending this. Cross 'em.
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Sent: Saturday, September 01, 2001 7:51 AM
Subject: Re: Kolb-List: Engine thrust line?
> Hmmmm.................interesting. I don't want to sound too much like a
> dummy, but this has been one of my concerns too, and I want to be sure I
> understand. I know that with the high thrust line of a Kolb, adding power
> will tend to push the nose down, and reducing power will cause nose up
> pitch. On your spec page, you're showing 5.5 deg. "down" pitch to the
> engine, which I can see would tend to offset that tendency. How effective
> has that been ?? How do you determine what the optimum angle would be ??
> Seems like too much "down" on the engine would cause "plowing", kinda like
> an outboard motor with the leg set too far out. Could this be what Bill
is
> feeling ?? On Vamoose, the thrust line is pretty high, and this could be
an
> important factor. It looks like you've put a lot of thought and effort
into
> this, and shared it to our benefit. Thanks. Lar.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.gogittum.com
>
> ----- Original Message -----
> From: "Jack & Louise Hart" <jbhart(at)ldd.net>
> To:
> Sent: Thursday, August 30, 2001 10:26 AM
> Subject: Re: Kolb-List: Engine thrust line?
>
>
> >
> > Bill,
> >
> > You can see how I attacked the same problem. See:
> >
> > http://www.thirdshift.com/jack/firefly/firefly55.html
> >
> > http://www.thirdshift.com/jack/firefly/firefly56.html
> >
> > and the "basic setup" on the bottom of:
> >
> > http://www.thirdshift.com/jack/firefly/firefly.html
> >
> > Good Luck
> >
> > Jack B. Hart FF004
> > Jackson, MO
> >
> > >
> > >Hi Gang,
> > >
> > >Sure is great to have the list up and running again. You don't know
what
> you
> > >have until its gone.
> > >
> > >I've been getting some flight test time on the new Verner installation
> any
> > >time the winds drop below 25 knots or so, which ain't often. Things are
> > going
> > >well working through the prop diameter/pitch exercise. But, I believe
the
> > >thrust line is incorrect. In round numbers the engine thrust line is 5
> > >degrees lower than the bottom of the wing. Of course, it is even lower
if
> > >compared to the chord line. The bird is flying a bit nose high compared
> to
> > >the old Rotax and takes considerably more power to get any kind of
> cruise.
> > >
> > >Haven't been able to glean much from the archives. Any good info on
> > >optimizing thrust line is appreciated.
> > >
> > >Bill George
> > >Mk-3 - Verner 1400 - Powerfin
> > >
> > >
> >
> >
> > Jack & Louise Hart
> > jbhart(at)ldd.net
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: One More Test |
Gee Lar,
Hope you didn't get sucked into one of those $400 off deals when you buy
something if you sign a 2-3 year contract to MSN for $20+ a month when you
can better service cheaper.
I learned not to load AOL try it software, you'll never get it all off your
system. They don't have a complete uninstall utility so you be
screwed. What's worst, it can interfere with the operation of other
browsers you load to replace there software. Their doing it with some of
the cable modem software also. Get it on your system you can't get it
off. Really hoses it up.
>
>How does msn manage to change its' own settings on my computer ?? Let's
>see if this goes thru...................... testing, 1, 2, 3.
>
>Larry Bourne
>Palm Springs, Ca.
>Kolb Mk III - " Vamoose"
>http://www.gogittum.com
>
>
________________________________________________________________________________
| From: | TCowan1917(at)aol.com |
I think I will put my two cents in here. I know no one will believe it but I
have had about the same problems with idling and running and midrange as some
have talked about and the cure was weird. I replaced my standard 8 needle
with an 11G2. This is a 532 needle. Please do not use the 15K the 503 has
for dual carbs. The 11G2 has about the perfect tapper for down here in
Alabama. I use the same everywhere and I have been in Tennessee and in
Texoma, Texas and lower Florida without any problems at all. My egts run
around the 1100 to 1150 mark and the chts about 300 to 335 usually all year
long. I never change the notches once they are set, winter or summer.
Before anyone po poos me, try it. Just cause it is in the book dont make it
right or applicable. Our high set engines get more air than normal and so
the leaner needle with the wide taper seems to work really well. Everyone
around here seems to think I am nuts but I have used it in two 447s so far
and it runs and starts great. One nice thing is it seems to warm up faster
on idles and idles better. I also run an after muffler and have tried it on
or off on both 447s and the idle is definately better with it on and it is a
lot ---- repeat --- a lot quieter. All you have to lose is the cost of a
needle. Ted Cowan. By the way, I have a two blade ground adjust IVO and
love it. It also runs a lot quieter without the TAPE!!
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Engine thrust line? |
Larry,
I know it looks like the engine is pushing down on the wing, and it is.
But the most important thing is for the engine to push you in the direction
you wish to go. For me, I want to get the best fuel ecomony at cross
country cruise - 63 mph. If your engine is aligned so the thrust is
parallel to the bottom of the wing, you will have little better climb but a
less efficient cruise. The trick is to find out what the wing angle of
attack is during cruise and from this and using an incline meter and a
level surface you can set your engine.
I flew with the angle of attack meter installed and it indicated six
degrees up to the bottom of the wing at 50 mphi which is for my FireFly
about 60 mph true. With the plane setting on a level floor, the angle of
the wing to the horizontal surface was measured to be eleven degrees. So
if I want the engine to push in the direction it was going at cruise I
would subtract six from eleven and this would give five degree that the
engine should be set to on level ground. I added the half degree for a
little lower angle of attack conditions, such as, higher speed cruise,
cooler air, and below gross weight.
I hope this helps.
Jack B. Hart FF004
Jackson, MO
>
>Seems like things may be going again, so for the umpteenth time, I'll try
>sending this. Cross 'em.
>
>----- Original Message -----
>From: "Larry Bourne" <biglar(at)gogittum.com>
>To:
>Sent: Saturday, September 01, 2001 7:51 AM
>Subject: Re: Kolb-List: Engine thrust line?
>
>
>> Hmmmm.................interesting. I don't want to sound too much like a
>> dummy, but this has been one of my concerns too, and I want to be sure I
>> understand. I know that with the high thrust line of a Kolb, adding power
>> will tend to push the nose down, and reducing power will cause nose up
>> pitch. On your spec page, you're showing 5.5 deg. "down" pitch to the
>> engine, which I can see would tend to offset that tendency. How effective
>> has that been ?? How do you determine what the optimum angle would be ??
>> Seems like too much "down" on the engine would cause "plowing", kinda like
>> an outboard motor with the leg set too far out. Could this be what Bill
>is
>> feeling ?? On Vamoose, the thrust line is pretty high, and this could be
>an
>> important factor. It looks like you've put a lot of thought and effort
>into
>> this, and shared it to our benefit. Thanks. Lar.
>>
>> Larry Bourne
>> Palm Springs, Ca.
>> Kolb Mk III - " Vamoose"
>> http://www.gogittum.com
>>
>> ----- Original Message -----
>> From: "Jack & Louise Hart" <jbhart(at)ldd.net>
>> To:
>> Sent: Thursday, August 30, 2001 10:26 AM
>> Subject: Re: Kolb-List: Engine thrust line?
>>
>>
>> >
>> > Bill,
>> >
>> > You can see how I attacked the same problem. See:
>> >
>> > http://www.thirdshift.com/jack/firefly/firefly55.html
>> >
>> > http://www.thirdshift.com/jack/firefly/firefly56.html
>> >
>> > and the "basic setup" on the bottom of:
>> >
>> > http://www.thirdshift.com/jack/firefly/firefly.html
>> >
>> > Good Luck
>> >
>> > Jack B. Hart FF004
>> > Jackson, MO
>> >
>> > >
>> > >Hi Gang,
>> > >
>> > >Sure is great to have the list up and running again. You don't know
>what
>> you
>> > >have until its gone.
>> > >
>> > >I've been getting some flight test time on the new Verner installation
>> any
>> > >time the winds drop below 25 knots or so, which ain't often. Things are
>> > going
>> > >well working through the prop diameter/pitch exercise. But, I believe
>the
>> > >thrust line is incorrect. In round numbers the engine thrust line is 5
>> > >degrees lower than the bottom of the wing. Of course, it is even lower
>if
>> > >compared to the chord line. The bird is flying a bit nose high compared
>> to
>> > >the old Rotax and takes considerably more power to get any kind of
>> cruise.
>> > >
>> > >Haven't been able to glean much from the archives. Any good info on
>> > >optimizing thrust line is appreciated.
>> > >
>> > >Bill George
>> > >Mk-3 - Verner 1400 - Powerfin
>> > >
>> > >
>> >
>> >
>> > Jack & Louise Hart
>> > jbhart(at)ldd.net
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>>
>>
>
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Engine thrust line? |
If your engine is aligned so the thrust is
> parallel to the bottom of the wing, you will have little better climb but a
> less efficient cruise.
> Jack B. Hart FF004
Good morning Gang:
Experimenting with my Firestar, back in the 80's, I
discovered, at times, it would fly faster with less power
than WOT. This was caused by soft Lord Mounts allowing the
engine to move about dramatically from its static (engine
off) position. If I remember correctly, torque caused the
engine to shift forward and to the left, placing most of the
load on the left front mount. That is, the engine, under
power, raised itself in the rear, rolled left and depressed
the left front mount. By reducing power I was able to get
more airspeed out of it. By playing with the throttle, I
could eventually get the Firestar to fly aprx 85 mph with a
point ign 447. Course the 447 had been cleaned up and put
out an honest 40 hp.
For the MK III, I adjust the engine thrust line to be
parallel to the bottom of the wing on the ground, eng off.
I figure I will get a similar change in engine attitude
under power. However, not as dramatic as the old soft Lord
Mounts. We have the hardest Lord Mounts available on the MK
III's.
I experimented a little bit with engine in the stock
position and in the raised in the front position before I
left for Alaska. Couldn't tell much difference in
performance, but decided to stay with the engine raised 5/8"
in the front as it has been since very early on in the
airplane's life.
I used aluminum 3/8" ID bushing stock on top of 2" fender
washers on top of the Lord Mounts. The fender washers are
1/4" aircraft fender washers drilled to 3/8". These washers
are used on the front two mounts and prevent thrust/torque
from depressing the bushings down into the Lord Mounts.
Take care,
john h (Too wet to fly in Central Alabama today. If I can
find time I will try and give you all a quick briefing of my
flight to Barrow. I am also trying to find time to get some
pics on my web page of the flight.)
________________________________________________________________________________
| Subject: | Oops - Safety Wire on Matco Brakes |
Hello list,
Had a little problem on a landing a week ago and wanted to share with the
list, just in case others had made the same mistake as I did.
I have been enjoying the heck out of my Kolb Mark III. I have been
stretching out my xc's a little at a time. I had hoped to make it to London
in a few weeks but don't think we will be ready to take that big a bite that
soon. Anyway a couple of Wednesday's ago, I flew to Marksville, LA (MKV).
Upon landing there was a pull to the right with a slight nose over. I
managed to keep it together and no harm done. I attributed the swerve to the
right to a slight crosswind and pilot error.
Taxied to parking. Met the locals. Enjoyed the compliments on my work on
the Mark III. It really feels good to get those compliments on the looks and
flying characteristics of my plane. Little did I know that the quality of my
work was in question at that very moment.
Landed back at my home base (LA46) and heard a thud, thud, thud....... in my
right wheel. Upon inspection, found one of the three allen screws that
secure the brake disc to the rim had backed out. It was hitting on the wheel
brake cylinder with every rotation. OK this is when I find the holes in the
disc itself for safety wire of each screw. This was just an oversight on my
part. Could have been worse. A nose over or ground loop due to a locked
wheel on landing.
Anyone have a source for stainless, 10 x 24, 3/4" allen screws (drilled for
safety wire)? Can't find any in AS or Wick's.
That is what these longer xc's are for. To find those little problems that
only show themselves with hours.
Please learn from my mistakes. Most of you probably were smart enough to
catch this right off the bat. Don't assume that your airworthiness inspector
will catch little details like this. Every now and then, a super duper
prefilght and inspection is probably warranted as the hours build.
Thanks,
John Bickham
St. Francisville, LA
Kolb Mark III - 912
49 hours since May 5
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Oops - Safety Wire on Matco Brakes |
> Anyone have a source for stainless, 10 x 24, 3/4" allen screws (drilled for
> safety wire)? Can't find any in AS or Wick's.
> John Bickham
John and Gang:
Thanks for the "heads up."
Call George at MATCO if you want drilled socket head
screws. Or go to the local fastener shop to purchase and
drill your own.
I had good luck using safety wire, although it is time
consuming everytime you need to pull a wheel. Before I
upgraded to the new wheels and brakes I used some bearing
locker on the screws. Had no problem with the trying to
back out. In fact, it was difficult removing them when the
time came.
Take care,
john h
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
Guys,
While the list was down I had a bird strike my wing. Here is what I wrote
at the time.
.........................................
Monday August 13th, 2001:
I went flying this morning to Lino Lakes airpark to meet my brother for
lunch. After lunch, he was taking digital pictures of me on takeoff. At
200' in a left bank, I saw something big and brown out of the corner of
my eye descending off to my left side. I thought it to be a hawk and
continued on. As I throttled back to cruise, the windscreen was vibrating
a little and noticed I had to hold right rudder which is very unusual.
I made it all the way home crossing over the Mississippi River at Anoka,
down through Maple Grove and on to Maple Plain, a distance of about 38
miles.
I made a good landing and got out of the plane and noticed a 4" long
indentation about an inch in depth in the middle of the last rib on top
of the wing. I was shocked and was trying to think how this could happen.
I then remembered that big brown object I saw as I was climbing out of
Lino.
The dent was on the straight section of the upper part of the rib. I
repaired it by cutting out the dented area and replacing it with a new
tube, sliding a 1/4" tube inside. The repaired section will have a .063"
wall thickness with the addition of the .035" tube in the center.
During the repair I also found a broken 5/16" brace that has been
rattling around for quite some time (there was black metal powder on the
bottom of the fabric). This brace has no structural integrity for the
wing, but is supposed to relieve stress on the bow tip when handling
during wing fold. This is the 2nd time it has broken. The original tube
was 1/4" and I replaced it with a 5/16" tube 12 years ago. At that time I
cut a 2 foot square section out of the bottom of the wing. This time I
made a small aluminum bracket and riveted the 5/16" tube to it and the
spar. This should last a long time.
I'm back in the air now and this bird strike was a very rare event and am
happy to report that I could get it fixed so quickly. I never thought
birds were a problem with slow flying ultralights, but this has made me
think about the potential damage they can do.
Ralph Burlingame
Original Firestar
14 years flying (one bird down with my killer Firestar and another patch
to the wing)
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> During the repair I also found a broken 5/16" brace that has been
> rattling around for quite some time (there was black metal powder on the
> bottom of the fabric). This brace has no structural integrity for the
> wing, but is supposed to relieve stress on the bow tip when handling
> during wing fold.
> Ralph Burlingame
Ralph and Gang:
Reference the above mentioned brace. Exactly where is it
connected? From main spar to leading edge tube, on the
outboard end?
Take care,
john h
________________________________________________________________________________
| From: | "Peter Volum" <PVolum(at)etsmiami.com> |
| Subject: | Max flaps down air speed / Mk III |
Could anybody tell me what the maximum flaps down air speed is on the Mk.
III? I cant seem to find it in the Kolb manuals or in the archives.
Thanks,
Peter
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Max flaps down air speed / Mk III |
> Could anybody tell me what the maximum flaps down air speed is on the Mk.
> III? I cant seem to find it in the Kolb manuals or in the archives.
> Peter
Peter and Gang:
Me either. I usually look for 60 to 70 mph to droop the
flaps.
Please take note!!! That is the way I have been doing it
for the last 1,600 hours on my MK III. It works and does
not seem to have caused any damage.
I do not know what the official Kolb Aircraft limits are on
flap employment.
BTW: I use the flaps every landing unless I am screwing
around and experimenting with landing clean, or............I
have a lot of turbulence with or without a cross wind. Then
I land clean.
Take care,
john h
________________________________________________________________________________
| Subject: | 1/4" brace in wing |
| From: | ul15rhb(at)juno.com |
> Ralph and Gang:
>
> Reference the above mentioned brace. Exactly where is it
> connected? From main spar to leading edge tube, on the
> outboard end?
>
> Take care,
>
> john h
John and others,
This is the 1/4" brace in the wing (and is the only 1/4" tubing in the
wing) that stretches from the rear of the 5" spar to the trailing edge on
the bowtip corner where is joins the ailerons. It breaks at the bend
where it's riveted to the spar. If it does break it's not that big of a
problem if caught early (see below) but when it does, it falls down and
rubs on the false rib closest to the spar indicated by a lot of black
powder on the bottom of the fabric.
If this 1/4" tube was attached to the spar according to the plans, I can
almost guarantee it is broken in any Firestar airframe that has 400 hours
or more.
The fix is to make an aluminum bracket and bend it to the same angle the
1/4" tube was bent and rivet one end to the spar and the other to the
1/4" tube. It would be wise to use 5/16" x .035" if it is replaced.
The check to see if it is broken would be to swing the folded wing out
and turn it upside down, then find the tube in the corner on top of the
wing (now bottom), through the fabric, and see if it will drop through
and bang on the fabric near the spar. Another check would be to swing the
folded wing out and rest the leading edge on a canoe mount, then wiggle
the wing at the bowtip (where it joins the ailerons) back and forth
listening for the clanking tube.
This 1/4" brace looks like it has two functions. One to relieve stress on
the bowtip during wing fold and the other is to help keep the bowtip
rigid during flight.
If your plane has developed a slight roll tendency since build, this
could be the problem, or if your plane had a slight roll tendency and it
disappeared without explanation, this could be why. The latter case was
the one I had, so when I replaced the brace, the slight roll came back
during cruise.
The fix for roll tendency is to install an offset drilled universal joint
which will raise or lower the trailing edge to correct the roll. I did
this today and I will let you guys know how it flies.
Thanks John for asking about this and maybe that bird did me a favor.
I love helping other Kolb builders out there and this is the purpose of
this list.
Ralph Burlingame
Original Firestar
14 years flying
________________________________________________________________________________
| From: | "George E. Thompson" <eagle1(at)cervnet.com> |
| Subject: | Firestar muffler brackets |
This to warn all your Firestar drivers that your muffler brackets are going
to crack (break). I am on my second Firestar and both have had broken
(cracked) muffler brackets.
They will crack just next to the head bolt mount and the muffler bolt
on the muffler side. So far I have had to make three sets of these brackets.
I do not know what the answer to this is, but I just keep close watch on
them.
These can not be seen on a normal preflight, as they are too high so
you must get up on a chair or whatever to see them.
Be careful. George, The Bald Eagle of Arizona
eagle1@cervnet
________________________________________________________________________________
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
Maby someone can get an answer this time, Second try.
Does anyone have a source of a tail wheel that is full swivel and
steerable that would work on a Kolb FireFly??
Jimmy Hankinson
Firefly #35, 447 Rotax
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Jimmy and Gang:
Try Kolb Aircraft. They have a full swiveling tailwheel
option.
Take care,
john h
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
Interesting. My plane is mostly a bright yellow and there's been a couple
times now I've had Hawks charge at it. It's got to be something with the
color. Now I try to give them a wide distance when I see them. They make
big dents.
jerryb
>
>Guys,
>
>While the list was down I had a bird strike my wing. Here is what I wrote
>at the time.
>.........................................
>
>Monday August 13th, 2001:
>
>I went flying this morning to Lino Lakes airpark to meet my brother for
>lunch. After lunch, he was taking digital pictures of me on takeoff. At
>200' in a left bank, I saw something big and brown out of the corner of
>my eye descending off to my left side. I thought it to be a hawk and
>continued on. As I throttled back to cruise, the windscreen was vibrating
>a little and noticed I had to hold right rudder which is very unusual.
>
>I made it all the way home crossing over the Mississippi River at Anoka,
>down through Maple Grove and on to Maple Plain, a distance of about 38
>miles.
>
>I made a good landing and got out of the plane and noticed a 4" long
>indentation about an inch in depth in the middle of the last rib on top
>of the wing. I was shocked and was trying to think how this could happen.
>I then remembered that big brown object I saw as I was climbing out of
>Lino.
>
>The dent was on the straight section of the upper part of the rib. I
>repaired it by cutting out the dented area and replacing it with a new
>tube, sliding a 1/4" tube inside. The repaired section will have a .063"
>wall thickness with the addition of the .035" tube in the center.
>
>During the repair I also found a broken 5/16" brace that has been
>rattling around for quite some time (there was black metal powder on the
>bottom of the fabric). This brace has no structural integrity for the
>wing, but is supposed to relieve stress on the bow tip when handling
>during wing fold. This is the 2nd time it has broken. The original tube
>was 1/4" and I replaced it with a 5/16" tube 12 years ago. At that time I
>cut a 2 foot square section out of the bottom of the wing. This time I
>made a small aluminum bracket and riveted the 5/16" tube to it and the
>spar. This should last a long time.
>
>I'm back in the air now and this bird strike was a very rare event and am
>happy to report that I could get it fixed so quickly. I never thought
>birds were a problem with slow flying ultralights, but this has made me
>think about the potential damage they can do.
>
>Ralph Burlingame
>Original Firestar
>14 years flying (one bird down with my killer Firestar and another patch
>to the wing)
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Firestar muffler brackets |
Greetings,
I had the same thing happen to me on our way back from Oregon. As I was
doing my preflight, before departing the Lordsburg airport, I noticed the
crack.
http://home.elp.rr.com/airplane/P7130169.JPG
We didn't want to be suck there on our last leg into El Paso so we safety
wired it.
http://home.elp.rr.com/airplane/P7130170.JPG
http://home.elp.rr.com/airplane/P7130171.JPG
We took off the following morning towards El Paso.
http://home.elp.rr.com/airplane/P7140172.JPG
Regards
Will Uribe
El Paso, TX
FireStar II
Happy to be back home from Mexico
Acapulco.jpg
Acapulco01.jpg
Acapulco02.jpg
Ixtapa.JPG
http://home.elp.rr.com/airplane/P7130169.JPG
http://home.elp.rr.com/airplane/P7140172.JPG
http://home.elp.rr.com/airplane/P7130170.JPG
http://home.elp.rr.com/airplane/P7130171.JPG
http://home.elp.rr.com/airplane/DSC00044.JPG
In a message dated 9/2/01 6:31:53 PM Eastern Daylight Time,
eagle1(at)cervnet.com writes:
> This to warn all your Firestar drivers that your muffler brackets are going
> to crack (break). I am on my second Firestar and both have had broken
> (cracked) muffler brackets.
> They will crack just next to the head bolt mount and the muffler bolt
> on the muffler side. So far I have had to make three sets of these brackets.
> I do not know what the answer to this is, but I just keep close watch on
> them.
> These can not be seen on a normal preflight, as they are too high so
> you must get up on a chair or whatever to see them.
> Be careful. George, The Bald Eagle of Arizona
> eagle1@cervnet
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
Try this source. AVIATION PRODUCTS 805-646-6042 TAILWHEEL ASSYS
You need to find one with a round inside diameter that will fit on the
Kolbs tail spring.
Check what they have. This is one of the sources the RV builders get
there's from.
You will also need to watch review CG and the extra weight that far back
will make a noticeable difference.
There was a post by Jack Hart, on one of his pictures, he has one about
shorting the tail spring.
May want to review it. Make sure the rudder clears the wheel assembly well
went sitting. If there not adequate clearance it can drive the tail wheel
into the bottom of the rudder if you do a hard (carrier) landing hitting on
the tail wheel.
jerryb
>
>Maby someone can get an answer this time, Second try.
>
>Does anyone have a source of a tail wheel that is full swivel and
>steerable that would work on a Kolb FireFly??
>
>
>Jimmy Hankinson
>Firefly #35, 447 Rotax
>Rocky Ford, Georgia 30455
>Southeast, Georgia
>JYL -- Airport
>
>
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
>
>Interesting. My plane is mostly a bright yellow and there's been a couple
>times now I've had Hawks charge at it. It's got to be something with the
>color. Now I try to give them a wide distance when I see them. They make
>big dents.
>jerryb
Hawks have an attitude. They don't get out of your way like a buzzard would.
Never had one charge at me though, but have flown behind them a lot.
They will look back at you and dare you to run over them sometimes.
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Re: Fun with your 447 |
Woody:
She's single carb... a peaky little bitch... am still playing... may try the
torch trick if the carb mess doesn't pan out... helluva breeze around
there... Thankee for your thoughts, Sir...
Are you coming down to London this time?
Regards,
Beauford
----- Original Message -----
From: "Woody" <duesouth(at)iname.com>
Sent: Friday, August 31, 2001 5:59 PM
Subject: Re: Kolb-List: Fun with your 447
>
>
> I have never worked on a 447 but if it is a dual carb then perhaps you
> could try swapping the carbs around and see if you still get the same
white
> and carbon combination or if it swaps cylinders too. If it does it is in
> the carbs. If single carb you have to be getting an air leak in the back
> cylinder some how even if it was just rebuilt. Try new gaskets on the
> intake and exhaust manifolds. Maybe pressure check the back cylinder.
(The
> testers are cheap and easy to make.) If you are careful not to get hit by
> the prop you can run the engine while passing an open but unlit propane
> torch around your engine. If it idles better or faster at some point that
> is where the leak is.
>
>
> > >
> > >
> > >> >
> > >> The biggest disappointment has had nothing to do with Kolb and it is
the
> > >> Rotax 447 engine.
> > > I have ordered a Simonini Victor I, 382 cc, one
> > >> cylinder, water cooled engine. It is advertised as 48 hp at 6000
rpm, and
> > >> should weigh 20 pounds less than the Rotax 447. This is supposed to
be
> > >> very smooth fuel efficient reed valve engine. If it is close the
> > >published
> > >> specs, I should be able to fly 120 to 150 miles with a gallon
reserve, and
> > >> this will make cross countries more fun.
> > >
> > >>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Firestar muffler brackets |
Sure like that last pic, but I also hope that's at sunRISE ! ! !
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Sunday, September 02, 2001 5:28 PM
Subject: Re: Kolb-List: Firestar muffler brackets
>
> Greetings,
> I had the same thing happen to me on our way back from Oregon. As I was
> doing my preflight, before departing the Lordsburg airport, I noticed the
> crack.
> http://home.elp.rr.com/airplane/P7130169.JPG
>
> We didn't want to be suck there on our last leg into El Paso so we safety
> wired it.
> http://home.elp.rr.com/airplane/P7130170.JPG
> http://home.elp.rr.com/airplane/P7130171.JPG
>
> We took off the following morning towards El Paso.
> http://home.elp.rr.com/airplane/P7140172.JPG
>
> Regards
> Will Uribe
> El Paso, TX
> FireStar II
> Happy to be back home from Mexico
> Acapulco.jpg
> Acapulco01.jpg
> Acapulco02.jpg
> Ixtapa.JPG
> http://home.elp.rr.com/a
irplane/P7130169.JPG
> http://home.elp.rr.com/a
irplane/P7140172.JPG
> http://home.elp.rr.com/a
irplane/P7130170.JPG
> http://home.elp.rr.com/a
irplane/P7130171.JPG
> http://home.elp.rr.com/a
irplane/DSC00044.JPG
>
> In a message dated 9/2/01 6:31:53 PM Eastern Daylight Time,
> eagle1(at)cervnet.com writes:
>
>
> > This to warn all your Firestar drivers that your muffler brackets are
going
> > to crack (break). I am on my second Firestar and both have had broken
> > (cracked) muffler brackets.
> > They will crack just next to the head bolt mount and the muffler
bolt
> > on the muffler side. So far I have had to make three sets of these
brackets.
> > I do not know what the answer to this is, but I just keep close watch on
> > them.
> > These can not be seen on a normal preflight, as they are too high
so
> > you must get up on a chair or whatever to see them.
> > Be careful. George, The Bald Eagle of Arizona
> > eagle1@cervnet
>
>
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
Larry Bourne wrote:
>
>
> Grrrrrr.................! ! ! Naw, I'll be good, honest. In reality, I've
> read quite a few dyno tests in respected magazines that bear the 130 hp
> numbers out, and actually seem a little conservative. Read some while I was
> at it that got kind of far out, especially for the turbo-ed engines. Also,
> after many years of hot rodding, I've gone by the rough rule of thumb that
> for high performance engines, 100 hp per liter of disp. isn't too far out.
> Vamoose is 2.1 L., but I don't feel that the VW is suited to that kind of
> strain. Also, I don't plan on full power for anything but urgent take-offs.
> Projected cruise is about 3800 rpm/90 hp. Cooling is another thing
> entirely, and is my main concern. I'm looking very hard at practical means
> of maintaining temps - especially on take-offs, after a long taxi in the
> Palm Springs summer sun. A common thing I've run into is people saying,
> "yeah, but it's a v-dub - 36 hp - right ??" Like saying a pit bull is just
> a puppy dog, eh ?? Think of it as a 4 cyl, 2.1 liter engine, not just as a
> v-dub, and look at specs anywhere. 'Course, as the man said, I've been
> wrong before too. If I am, there'll be some frantic scrambling in the near
> future. If I really thought that, I wouldn't have started all this, but
> there IS the possibility. Also, look on my website, under "Building
> Vamoose," engine & redrive section. VERY thorough description there. Read
> that, then let me know your thoughts, Eugene. Lar.
>
Hi,
Lar, I have no trouble believing that your engine can produce the HP but
I have serious doubts that it can be reliable for aircraft use with that
HP. Perhaps you have more self discipline than I do and will never ask
your engine to produce more power than it can reliably maintain but my
opinion is that your engine is a bomb with a hair trigger that can very
easily self-destruct when used in an aircraft application. My concern is
that it has a very great potential for damage from overheating.
I could be wrong. (I was one time:)
Eugene
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Fun with your 447 |
>
I'll be there but I don't know if I will be bringing any Canadian beer
with me. Last year I had to drink it all myself
I'll bet a twelve pack that you have an airleak in that back cylinder
and once you find it all your problems will be over.
>Woody:
>She's single carb... a peaky little bitch... am still playing... may try the
>torch trick if the carb mess doesn't pan out... helluva breeze around
>there... Thankee for your thoughts, Sir...
>Are you coming down to London this time?
>Regards,
>Beauford
________________________________________________________________________________
| From: | "Clay Stuart" <cstuart(at)searnet.com> |
Picked up my aero-yellow powder coated kit #2 at Kolb last Wednesday. I
have serial #21 which may be the last of the Mark IIIXtras of the heavier
type. As Rody mentioned after OshKosh, the new Xtra has flaperons and other
weight reduction changes to get the plane under 500 pounds to qualify as an
ultralight trainer. They had the plane loaded in the trailer to take to a
fly-in. It has a central stick control that terminates in a U-shape with a
control handle over both seats to allow flying from either seat.
I talked to Danny Mullins about the change in the position of the front
portion of the horizontal stabilizer. Original plans called for the
attachment to be at the top of the fuselage tube. The other 20 kit builders
(and I) will be receiving revised plans, new L-brackets, rivets, and
something to pop into the old holes in the tube. He said it just flies
better with this configuration with the tail a bit lower. I don't know if
the Classic Mark III had the front of the horizontal stabilizer this high or
not.
One nice feature of the new kits is packaging of the parts. I got 4
plastic-sectioned boxes with a legend in the lid to identify the parts. It
helps Kolb insure that everything is complete and helps the builder with
organization and no more searching through zip-lock bags for parts (unless
you use a big board to tack on the bags as Big Lar suggested).
Someone was assembling a Pelican in the building. Kolb is now a dealer for
this plane which is Canadian I believe.
Less than 4 weeks until the fly-in. Maybe Kolb will provide name tags for
everyone.
Clay Stuart
Danville KY
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Mark IIIXtra |
A
>Less than 4 weeks until the fly-in. Maybe Kolb will provide name tags for
>everyone.
Perhaps we should just plan to bring our own tags. It would be nice if
they could at least put out a roll of masking tape and a marker.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Mark IIIXtra |
> Perhaps we should just plan to bring our own tags. It would be nice if
> they could at least put out a roll of masking tape and a marker.
Woody and Gang:
would be nice if Kolb Aircraft would maybe put out some
information about the flyin on the Kolb Builders List, since
there are a bunch of us on it.
Personally, I have heard nothing except what I have read
some time ago on the Kolb Aircraft Web Page. Better take
another look to see if they have updated the Flyin Info,
before I stick my big foot in my big mouth. :-)
Take care,
john h
________________________________________________________________________________
| From: | "Roland Lambert" <marotod(at)mindspring.com> |
Does the new Firestar 2 come with in-flight trim?
R.Lambert
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | New Kolb Aircraft Flyin 2001 |
Hi Gang:
Here is the url to the Kolb Flyin:
http://www.tnkolbaircraft.com/flyin.htm
If you have any special request for what you would like to
have or see or do while at the Flyin, please send Danny
Mullins a special request so he can get it fired up for us:
customersupport(at)tnkolbaircraft.com
Us the above address and in the body put ATTN: Danny
Mullins.
I plan on flying up and camping. Look forward to seeing all
you guys and gals there.
Take care,
john h
________________________________________________________________________________
| From: | "G. Krunnfusz" <pentref(at)baraboo.com> |
| Subject: | Kolb-List Digest: Kolb for Sale |
Don't know if this is an approved used of this or not.
Doctors say no more flying (after 25+ years of dealing with heart stuff), so must
sell my two-year-old
Firestar II. It's a beautiful plane, 103 hours TTAE. If interested, give me a
call at 608-356-8036 (no
answering machine) or 608-356-1722 (answering machine there), and ask for Gordon.
Located north of 45
miles north of Madison in Baraboo, Wisconsin.
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Any FireFly's for Sale in Florida |
Hi Guys,
I had posted our FireFly as being for sale and got interest from a person
in Florida. He's a long way off and I feel he may be better off trying to
find one closer by. Any one have a FireFly for sale in the Florida or
South Georgia area.
We just had a guy go all the way to WV when he lives within 3 miles from
the airport when its based. The next week he saw my post. Let's just say
he upset after driving 2400 miles.
If you have one please forward it directly to me
and I'll forward it to him or send a reply directly to him at
"Frank & Margie Clyma"
Let's not make this man drive so far to pick one up, there has to be a good
one closer to home.
Thanks,
Jerryb
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Obviously, I disagree with you. If you've taken the time to read the engine
& redrive section of my website, you'll have a pretty good idea of my
reasoning, and how it came about; and also how the thing is put together.
However, it IS an experimental, and will be thoroughly tested during the 40
hr flyoff. I, too, have been wrong a time or 2 over the years, freely admit
it, and firmly believe I have a winner in my power package. I also firmly
believe progress is made by those willing to stand up and - carefully - try
new ideas & techniques. Big Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Eugene Zimmerman" <eugenezimmerman(at)dejazzd.com>
Sent: Monday, September 03, 2001 5:58 AM
Subject: Re: Kolb-List: Fw: Thrust >
Lar, I have no trouble believing that your engine can produce the HP but
> I have serious doubts that it can be reliable for aircraft use with that
> HP. Perhaps you have more self discipline than I do and will never ask
> your engine to produce more power than it can reliably maintain but my
> opinion is that your engine is a bomb with a hair trigger that can very
> easily self-destruct when used in an aircraft application. My concern is
> that it has a very great potential for damage from overheating.
>
> I could be wrong. (I was one time:)
>
> Eugene
>
>
________________________________________________________________________________
| From: | "Paul Sasseville" <sassevilleapiaries(at)hotmail.com> |
| Subject: | Re: Firestar muffler brackets |
Hay Will
What did you do to fix it so it doesn't happen again? Is that crack a result
of the vibration of the oil tank?
Paul Sasseville
building FSll
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Sunday, September 02, 2001 8:28 PM
Subject: Re: Kolb-List: Firestar muffler brackets
>
> Greetings,
> I had the same thing happen to me on our way back from Oregon. As I was
> doing my preflight, before departing the Lordsburg airport, I noticed the
> crack.
> http://home.elp.rr.com/airplane/P7130169.JPG
>
> We didn't want to be suck there on our last leg into El Paso so we safety
> wired it.
> http://home.elp.rr.com/airplane/P7130170.JPG
> http://home.elp.rr.com/airplane/P7130171.JPG
>
> We took off the following morning towards El Paso.
> http://home.elp.rr.com/airplane/P7140172.JPG
>
> Regards
> Will Uribe
> El Paso, TX
> FireStar II
> Happy to be back home from Mexico
> Acapulco.jpg
> Acapulco01.jpg
> Acapulco02.jpg
> Ixtapa.JPG
> http://home.elp.rr.com/a
irplane/P7130169.JPG
> http://home.elp.rr.com/a
irplane/P7140172.JPG
> http://home.elp.rr.com/a
irplane/P7130170.JPG
> http://home.elp.rr.com/a
irplane/P7130171.JPG
> http://home.elp.rr.com/a
irplane/DSC00044.JPG
>
> In a message dated 9/2/01 6:31:53 PM Eastern Daylight Time,
> eagle1(at)cervnet.com writes:
>
>
> > This to warn all your Firestar drivers that your muffler brackets are
going
> > to crack (break). I am on my second Firestar and both have had broken
> > (cracked) muffler brackets.
> > They will crack just next to the head bolt mount and the muffler
bolt
> > on the muffler side. So far I have had to make three sets of these
brackets.
> > I do not know what the answer to this is, but I just keep close watch on
> > them.
> > These can not be seen on a normal preflight, as they are too high
so
> > you must get up on a chair or whatever to see them.
> > Be careful. George, The Bald Eagle of Arizona
> > eagle1@cervnet
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Firestar muffler brackets |
Paul,
I haven't repaired it, I've been working in Mexico ever sense I got back from
the trip. I just got back Friday night, and have spent the weekend updating
my webpage and working on my car.
I'm thinking of changing the Aluminum angles to stainless steel. I think the
crack was the result from the vibration of the prop when it lost the leading
edge tape twice.
Regards,
Will Uribe
El Paso, TX
FireStar II
http://home.elp.rr.com/airplane
In a message dated 9/3/01 6:42:10 PM Eastern Daylight Time,
sassevilleapiaries(at)hotmail.com writes:
>
> Hay Will
>
> What did you do to fix it so it doesn't happen again? Is that crack a result
> of the vibration of the oil tank?
>
>
> Paul Sasseville
> building FSll
> ----- Original Message -----
> From: <WillUribe(at)aol.com>
> To:
> Sent: Sunday, September 02, 2001 8:28 PM
> Subject: Re: Kolb-List: Firestar muffler brackets
>
>
> >
> > Greetings,
> > I had the same thing happen to me on our way back from Oregon. As I was
> > doing my preflight, before departing the Lordsburg airport, I noticed the
> > crack.
> > http://home.elp.rr.com/airplane/P7130169.JPG
> >
> > We didn't want to be suck there on our last leg into El Paso so we safety
> > wired it.
> > http://home.elp.rr.com/airplane/P7130170.JPG
> > http://home.elp.rr.com/airplane/P7130171.JPG
> >
> > We took off the following morning towards El Paso.
> > http://home.elp.rr.com/airplane/P7140172.JPG
> >
> > Regards
> > Will Uribe
> > El Paso, TX
> > FireStar II
> > Happy to be back home from Mexico
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
| Subject: | Re: Firestar muffler brackets |
Will, I may have missed it but what is the total time on your ship?
Kip Laurie
Firestar II
94.0 hours and looking for cracks
Atlanta
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Monday, September 03, 2001 7:05 PM
Subject: Re: Kolb-List: Firestar muffler brackets
>
> Paul,
> I haven't repaired it, I've been working in Mexico ever sense I got back
from
> the trip. I just got back Friday night, and have spent the weekend
updating
> my webpage and working on my car.
> I'm thinking of changing the Aluminum angles to stainless steel. I think
the
> crack was the result from the vibration of the prop when it lost the
leading
> edge tape twice.
>
> Regards,
> Will Uribe
> El Paso, TX
> FireStar II
> http://home.elp.rr.com/airplane
>
> In a message dated 9/3/01 6:42:10 PM Eastern Daylight Time,
> sassevilleapiaries(at)hotmail.com writes:
>
>
> >
> > Hay Will
> >
> > What did you do to fix it so it doesn't happen again? Is that crack a
result
> > of the vibration of the oil tank?
> >
> >
> > Paul Sasseville
> > building FSll
> > ----- Original Message -----
> > From: <WillUribe(at)aol.com>
> > To:
> > Sent: Sunday, September 02, 2001 8:28 PM
> > Subject: Re: Kolb-List: Firestar muffler brackets
> >
> >
> > >
> > > Greetings,
> > > I had the same thing happen to me on our way back from Oregon. As I
was
> > > doing my preflight, before departing the Lordsburg airport, I noticed
the
> > > crack.
> > > http://home.elp.rr.com/airplane/P7130169.JPG
> > >
> > > We didn't want to be suck there on our last leg into El Paso so we
safety
> > > wired it.
> > > http://home.elp.rr.com/airplane/P7130170.JPG
> > > http://home.elp.rr.com/airplane/P7130171.JPG
> > >
> > > We took off the following morning towards El Paso.
> > > http://home.elp.rr.com/airplane/P7140172.JPG
> > >
> > > Regards
> > > Will Uribe
> > > El Paso, TX
> > > FireStar II
> > > Happy to be back home from Mexico
>
>
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
Larry Bourne wrote:
>
>
> Obviously, I disagree with you. If you've taken the time to read the engine
> & redrive section of my website, you'll have a pretty good idea of my
> reasoning, and how it came about; and also how the thing is put together.
> However, it IS an experimental, and will be thoroughly tested during the 40
> hr flyoff. I, too, have been wrong a time or 2 over the years, freely admit
> it, and firmly believe I have a winner in my power package.
I also firmly
> believe progress is made by those willing to stand up and - carefully - try
> new ideas & techniques. Big Lar.
>
Yeah, I agree.
Hey Lar,
You have a top notch web page. I've been enjoying it and checking it out
regularly. You are obviously a meticulous builder and I believe you have
done an EXCELLENT job on the engine too. I am eager to see Vamoose fly
and hoping you are right again :)
Perhaps my problem is that my Pappy used to tell me that, "Anticipation
is often greater Realization".
When is the target date for the maiden flight?
Eugene
P.S. I enjoy your posts to the list, I love your humor.
I'm mostly a heavy duty lucker.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Firestar muffler brackets |
My FireStar II has 141 hrs.
In a message dated 9/3/01 7:14:33 PM Eastern Daylight Time,
dama(at)mindspring.com writes:
> Will, I may have missed it but what is the total time on your ship?
> Kip Laurie
> Firestar II
> 94.0 hours and looking for cracks
> Atlanta
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Firestar muffler brackets |
> I'm thinking of changing the Aluminum angles to stainless steel. I think the
> crack was the result from the vibration of the prop when it lost the leading
> edge tape twice.
>
> Regards,
> Will Uribe
Will and Gang:
I had the same problem way back when in the 80's. Went from
aluminum to steel. Only thing I did was prolong their life
a little longer and add more weight to the airplane.
SS is one of the least resistant steels to fatigue cracks.
I believe the problem stems from hard mounting the brackets
to the engine, i.e., the cylinder head, in combination to
the huge exhaust system hanging out there a ways on the arm
of the brackets. Maybe attachment to the engine cases would
be a better alternative for mounting. That is where we
mounted them on the 582's, if I remember correctly.
Take care,
john h
________________________________________________________________________________
| From: | "Paul Sasseville" <sassevilleapiaries(at)hotmail.com> |
| Subject: | Re: Firestar muffler brackets |
Hay Will
Did you have the oil tank on for the 141 hrs?
Paul Sasseville
Building FSII
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Monday, September 03, 2001 7:22 PM
Subject: Re: Kolb-List: Firestar muffler brackets
>
> My FireStar II has 141 hrs.
>
> In a message dated 9/3/01 7:14:33 PM Eastern Daylight Time,
> dama(at)mindspring.com writes:
>
>
> > Will, I may have missed it but what is the total time on your ship?
> > Kip Laurie
> > Firestar II
> > 94.0 hours and looking for cracks
> > Atlanta
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Firestar muffler brackets |
Sure did
http://members.aol.com/n8754k/page/200.jpg
In a message dated 9/3/01 7:49:30 PM Eastern Daylight Time,
sassevilleapiaries(at)hotmail.com writes:
> Hay Will
>
> Did you have the oil tank on for the 141 hrs?
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
Guys,
I reported yesterday about changing the universal joint with one that is
drilled off center. I had to raise the angle of my right wing to
compensate for a slight right roll. I lowered the trailing edge of the
right wing with this offset universal joint. I'm happy to report that it
worked great and the stick is now well centered.
It's a good feeling flying a plane that flies straight and true.
Ralph Burlingame
Original Firestar
14 years flying
________________________________________________________________________________
| From: | "Bill Orth" <orthbill(at)sover.net> |
| Subject: | Fw: Returned mail: see transcript for details |
----- Original Message -----
From: "Mail Delivery Subsystem" <MAILER-DAEMON(at)sover.net>
Sent: Monday, September 03, 2001 6:50 PM
Subject: Returned mail: see transcript for details
> from arc1a108.burl.sover.net [207.136.201.236]
>
> ----- The following addresses had permanent fatal errors -----
>
> (reason: 550 5.1.1 ... User unknown)
>
> ----- Transcript of session follows -----
> ... while talking to mail.matronics.com.:
> >>> RCPT To:
> <<< 550 5.1.1 ... User unknown
> 550 5.1.1 ... User unknown
>
----
> Return-Path:
> Received: from default (arc1a108.burl.sover.net [207.136.201.236])
> by mailgate1.sover.net (8.11.5/8.11.5) with SMTP id f83ModE24265
> Message-ID: <008401c134ca$0e90e6e0$ecc988cf@default>
> From: "Bill Orth" <orthbill(at)sover.net>
> To:
> Subject:
> Date: Mon, 3 Sep 2001 18:21:49 -0400
> MIME-Version: 1.0
> X-Priority: 3
> X-MSMail-Priority: Normal
> X-Mailer: Microsoft Outlook Express 5.50.4133.2400
> X-MimeOLE: Produced By Microsoft MimeOLE V5.50.4133.2400
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Greetings,
I just finished updating my webpage. I added a link to the flight log and
pictures regarding the flight Dave and I took to Oregon and back.
Some list member have complained to me that the pictures are to large to
download in thier slow connections so It took me all day to make the pictures
smallar.
Regards,
Will Uribe
El Paso, TX
FireStar II
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Oregon flight |
Sorry, forgot the URL
http://home.elp.rr.com/airplane/
Greetings,
I just finished updating my webpage. I added a link to the flight log and
pictures regarding the flight Dave and I took to Oregon and back.
Some list members have complained to me that the pictures are too large to
download in their slow connections so it took me all day to make the pictures
smaller
Regards,
Will Uribe
El Paso, TX
FireStar II
http://home.elp.rr.com/airplane/
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
Well only time will tell for sure but the odds are with the VW. This engine just
refuses to die. There are VW engines turning close to 300 HP in dune buggies
and dragsters. There are thousands of VWs already in air planes and few have
had problems if properly set up. I for one have a direct drive 2.2L VW in my kolb
MKIII and have had no problems with the engine. On the ground I have to limit
the time at high power settings to keep it cool but once I get moving my problems
go away. In flight my CHT runs 300-325 degrees on a 90 degree day even
at full throttle the temps stay WELL under the recommended 375 degree cruse limit
let alone the 420 degree climb limit. My oil temps do climb to the 230 degree
limit on a hot day at a high cruse but that's a matter of low air flow over
a small oil cooler. Now I do have a thrust problem that I hope will be fixed
when the new reduction drive engine arrives (I'm having a real problem waiting).
Also I'm not currently getting more than 75 HP out of my engine and I likely
will not produce more than 80 HP with the new engine.
As for the hair trigger waiting to blow I don't think so. You nay sayers probably
don't know the development that has gone into these engines over the last 30
years. There is very little in our engines that is really a VW. Racing and dune
buggy usage has improved most everything in these engines. Its really neat
to select from the high quality parts available for these engines at really low
prices.
My $.03 cents worth
Rick Neilsen
VW powered MKIII
>>> eugenezimmerman(at)dejazzd.com 09/03/01 19:29 PM >>>
>
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Firestar muffler brackets |
In a message dated 9/2/01 6:31:53 PM Eastern Daylight Time,
eagle1(at)cervnet.com writes:
> They will crack just next to the head bolt mount and the muffler bolt
> on the muffler side. So far I have had to make three sets of these brackets.
> I do not know what the answer to this is, but I just keep close watch on
> them.
>
This is a problem inherent in the design, which is the same as the way
the muffler was supported on the old Mark 2. I reported this problem to
Dennis Souder when my brace cracked after about 40 hours on the mark 2. I
sent the cracked part to him for his inspection and what we both concluded
was that deburring the holes on that part is especially important. I
carefully deburred the holes in the replacement set I fabricated and then
polished them a little with a scotchbrite pad. They lasted another 100 hours
until I sold the plane and still had not cracked. Good luck.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
Didn't Rotax and fee other start from people adapting their snow mobile
engines.
jerryb
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> Sorry, I can't log the time you do John
> Ralph Burlingame
Ralph and Gang:
Whoa! Think you took my last post the wrong way. Was not
trying to compare flight time. Only trying to find out if
you had been flying the same original Firestar for 14 years
and how much time had been accrued on it. The original
Firestar is still my favorite UL. I built mine in 1986 and
1987. Flew it 755 hours from July 1987 until March 1990.
That is when I totaled it. My Ultrastar didn't last but 385
hours from July 1984 until November 1985, before I totaled
it. :-) Well, I am doing better with this airplane, the MK
III. Slowly learning to fly. Been flying it since March
1992, and it was still flying yesterday afternoon.
I think you deserve a pat on the back, along with all the
other guys who are still flying, and I say this with
respect, antique Kolb aircraft.
Brother Jim went by Homer Kolb's last month for a short
visit. Told me Homer had the 1985 Oshkosh Grand Champion
Ultralight, original Kolb Firestar, rebuilt and flying.
Also informed me that Homer is experimenting with some
pretty hefty amounts of dihedral in those wings. Will try
to get an update if I can catch Homer in the house near the
phone. :-)
Take care,
john h
Flying and breaking Kolb aircraft since 1984....
________________________________________________________________________________
Fly5k(at)yahoogroups.com, powerchutes(at)yahoogroups.com, EAAUL12(at)yahoogroups.com,
kolb-list(at)matronics.com, zenith-list(at)matronics.com, FunPPC(at)yahoogroups.com
| From: | Dan Mattsen <dmattsen(at)usfamily.net> |
| Subject: | Garmin GPS model 45 |
Sorry about the subject not being directly related to flying or building,
but there must be many helpful AV8TORS out there still using the Garmin 45.
Anyone know how to "safely" disassemble a Garmin receiver, model 45?
We have one with a loose antenna connector (BNC type) and are concerned the
internal antenna connections will fail soon. It appears we've removed all
the screws but can't get the case halves apart, at least not without
employing an air hammer or cutting torch.
An email to Garmin asking for an exploded view or description of how
dismantle it prompted a response to the effect of; we don't provide
schematics of our products, but do provide repair for the outdated models.
With the relatively low cost of new units it doesn't appear feasible to pay
for shipping and repair for an older one, especially when the repair
'should' be rather simplistic, involving tightening a nut on the connector.
Looking for anyone who's had a similar problem with this series of Garmin
receivers and how they've handled repair.
Dan Mattsen
from a place called Minnesota
------ http://USFamily.Net/info - Unlimited Internet - From $8.99/mo! ------
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
<< Now I do have a thrust problem that I hope will be fixed when the new
reduction drive engine arrives (I'm having a real problem waiting). Also I'm
not currently getting more than 75 HP ! out of my engine and I likely will
not produce more than 80 HP with the new engine. >>
The flight test on the Verner 1400 has resumed. The engine is running
smoothly from max rpm down to idle. Haven't figured out the combo for cold
starts but once run it starts instantly. Airplane weight, due to engine and
other mods, is 100 pounds more than the 582. All comparisons to 582 are made
with similar weight.
Takeoff acceleration and climb are very good. Climb rates at the same weights
are the same or slightly better that with 582. Takeoff from the 2700 foot
elevation airport with a density altitude of 4000 feet provide an initial
climb of 800 to 1000 fpm. Airplane weight of 870 pounds.
But, the cruise is very poor. Started out with a 72 inch prop and played with
the pitch. Then cut it down to 69 and played with the pitch. Now It's at 68
inches and 11 degrees. To achieve the same cruise as the 582 requires 400 rpm
above max continuous (4000).
Possible factors at work here:
1. Mine is a late version of the Verner and has a 2.0 redrive. Original was
2.2. This may be a factor. Fellow in Florida with 2.2 and Warp drive on Mk-3
reports outstanding performance.
2. Drag. The big hunk of iron obviously has more drag than a 582
installation, but on an already draggy airplane how much can this contribute?
3. Verner performance numbers may be inflated. But, if that is true, how come
the climb is so impressive?
4. Powerfin prop airfoil not optimized for Verner curves?
The Verner is a very sweet motor. Great sound and smooth running. Smooth
throttle response. It virtually sips gas. Will start fuel consumption checks
today if Wx cooperates.ntribute you can send e-mail direct and post to the
list please.
Bill George
Mk-3 - Verner 1400 - Powerfin
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
Interesting. I assume you are running a three bladed prop. Is it a type F? If it
is, it will be the same prop I ordered for my VW. The 2.2 to one reduction would
handle the 72" prop better with slightly better thrust. Why did you cut the
prop down to 68"? Were you getting a lot of noise or were you having to reduce
the pitch down below the props effective pitch range or below flying speed
to get your engine RPMs up? My expectation is that with these slow turning props,
the speed range that the prop will push the plane to will be more narrow
than a smaller high RPM prop with lots of slippage. You should be able to recover
some if not all your cruse speed by going to a higher pitch. I would guess
there will be a trade off of a lower climb rate. Please keep us informed.
Rick Neilsen
VW powered MKIII
>>> WGeorge737(at)aol.com 09/04/01 11:20AM >>>
<< Now I do have a thrust problem that I hope will be fixed when the new
reduction drive engine arrives (I'm having a real problem waiting). Also I'm
not currently getting more than 75 HP ! out of my engine and I likely will
not produce more than 80 HP with the new engine. >>
The flight test on the Verner 1400 has resumed. The engine is running
smoothly from max rpm down to idle. Haven't figured out the combo for cold
starts but once run it starts instantly. Airplane weight, due to engine and
other mods, is 100 pounds more than the 582. All comparisons to 582 are made
with similar weight.
Takeoff acceleration and climb are very good. Climb rates at the same weights
are the same or slightly better that with 582. Takeoff from the 2700 foot
elevation airport with a density altitude of 4000 feet provide an initial
climb of 800 to 1000 fpm. Airplane weight of 870 pounds.
But, the cruise is very poor. Started out with a 72 inch prop and played with
the pitch. Then cut it down to 69 and played with the pitch. Now It's at 68
inches and 11 degrees. To achieve the same cruise as the 582 requires 400 rpm
above max continuous (4000).
________________________________________________________________________________
| From: | "Whata 75" <whata75(at)hotmail.com> |
| Subject: | Yet Another Lurker |
Hello Listers,
I've been lurking on the list for several months now and thought I would
introduce myself. My inspiration to hang in there comes from reading UL
Flying! magazine and following several lister's (Ben and Will mostly)web
sites. Although I didn't realize it at the time, the first UL I ever saw up
close (in 1995)was the famous Miss P'fer. It was parked at the airport not
too far from where I lived at the time but John was no where to be seen. All
I could do was marvel at its beauty and wait until he came back. He never
did show up and my wife, who was sitting in the car, was ready to move on.
Since that day, I've moved 3 more times (I'm in the USAF) and now find
myself back in the Montgomery Alabama area. I'm going to track John down
this time since I know so much more about ULs and since he lives within 20
miles of me. My wife and I have already planned to go to the Kolb fly-in at
the end of the month. Hopefully I'll get to meet some of you and place some
faces to some of the names I've seen on the list.
Thanks for the great (and the not so great) discussions on the list.
James "Whata" Tripp
Lurking and Learning
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Yet Another Lurker |
Although I didn't realize it at the time, the first UL I
ever saw up
> close (in 1995)was the famous Miss P'fer. It was parked at the airport not
> too far from where I lived at the time but John was no where to be seen. I'm
going to track John down
> this time since I know so much more about ULs and since he lives within 20
> miles of me.
> James "Whata" Tripp
James and Gang:
What airport did you see Miss P'fer?
I am not hard to track down:
334-567-6280 (h)
334-220-5414 (c)
255 Coosa Rd
Titus, AL 36080
I live in Holiday Shores on the east side of Lake Jordan
(the Weoka Creek area).
Ya'll come.
I was gonna send this bc, but there may be others in the
area looking for me (hope it isn't to collect past due
bills).
Take care,
john h
________________________________________________________________________________
| From: | "Marv Pribble" <marv(at)surfbest.net> |
| Subject: | Re: Firestar muffler brackets |
Will,
I have mixed feelings about you shrinking your images. I live on the
end of a 26.4KB connection (out in the boonies in low-tech Indiana) so
it can take a while for the pictures to download. However, with the
increased resolution, they make great screen backgrounds. Also, I have
an internet browser called Opera that lets you zoom the browser window.
With the larger pictures (more resolution) I can increase the picture
size by 200 to 250% to see details (like on your broken bracket) and
still not loose any clarity.
I just appreciate the effort you make to post them, regardless of
resolution.
Marv
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Sunday, September 02, 2001 7:28 PM
Subject: Re: Kolb-List: Firestar muffler brackets
>
> Greetings,
> I had the same thing happen to me on our way back from Oregon. As I
was
> doing my preflight, before departing the Lordsburg airport, I noticed
the
> crack.
> http://home.elp.rr.com/airplane/P7130169.JPG
>
> We didn't want to be suck there on our last leg into El Paso so we
safety
> wired it.
> http://home.elp.rr.com/airplane/P7130170.JPG
> http://home.elp.rr.com/airplane/P7130171.JPG
>
> We took off the following morning towards El Paso.
> http://home.elp.rr.com/airplane/P7140172.JPG
>
> Regards
> Will Uribe
> El Paso, TX
> FireStar II
> Happy to be back home from Mexico
> Acapulco.jpg
> Acapulco01.jpg
> Acapulco02.jpg
> Ixtapa.JPG
> http://home.elp.rr.c
om/airplane/P7130169.JPG
> http://home.elp.rr.c
om/airplane/P7140172.JPG
> http://home.elp.rr.c
om/airplane/P7130170.JPG
> http://home.elp.rr.c
om/airplane/P7130171.JPG
> http://home.elp.rr.c
om/airplane/DSC00044.JPG
>
> In a message dated 9/2/01 6:31:53 PM Eastern Daylight Time,
> eagle1(at)cervnet.com writes:
>
>
> > This to warn all your Firestar drivers that your muffler brackets
are going
> > to crack (break). I am on my second Firestar and both have had
broken
> > (cracked) muffler brackets.
> > They will crack just next to the head bolt mount and the
muffler bolt
> > on the muffler side. So far I have had to make three sets of these
brackets.
> > I do not know what the answer to this is, but I just keep close
watch on
> > them.
> > These can not be seen on a normal preflight, as they are too
high so
> > you must get up on a chair or whatever to see them.
> > Be careful. George, The Bald Eagle of Arizona
> > eagle1@cervnet
>
>
________________________________________________________________________________
| From: | "Richard Swiderski" <swiderskir(at)earthlink.net> |
| Subject: | Re: Geo / Suzuki |
----- Original Message -----
From: "Possum" >
> Does anyone have a Geo/Suzuki on a Kolb that is flying? >
Possum,
YES!! I've been flying my turbocharged Suzuki Slingshot almost every
day now. She takes off in about 50 feet like a scalded eagle at 2500 fpm at
70 mph right up to 8000 ft. She cruises at 95 mph with my 3-blade inflight
adjustable Ivo cranked in to 20 degrees of pitch with only 3800 rpm, 5lbs of
boost, & sipping 3.5 gph. She runs smooth as silk & is amazingly quiet as
the turbo really muffles the exhaust. Under sustained 85% power, the
stainless steel exhaust stack actually glows a dull orange.
Every time I finish flying her, I climb out of the cockpit with a smile
on my face, close the canopy, cover her back up with her K-Mart fitted bed
sheet, then I cut the power to the air compressor, check the valves on the
gas welder, turn off the garage lights & go to bed.
.....Richard Swiderski
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Geo / Suzuki |
>
>
>----- Original Message -----
>From: "Possum" >
>> Does anyone have a Geo/Suzuki on a Kolb that is flying? >
>
>Possum,
>
> YES!! I've been flying my turbocharged Suzuki Slingshot almost every
>day now. She takes off in about 50 feet like a scalded eagle at 2500 fpm at
>70 mph right up to 8000 ft. She cruises at 95 mph with my 3-blade inflight
>adjustable Ivo cranked in to 20 degrees of pitch with only 3800 rpm, 5lbs of
>boost, & sipping 3.5 gph. She runs smooth as silk & is amazingly quiet as
>the turbo really muffles the exhaust. Under sustained 85% power, the
>stainless steel exhaust stack actually glows a dull orange.
> Every time I finish flying her, I climb out of the cockpit with a smile
>on my face, close the canopy, cover her back up with her K-Mart fitted bed
>sheet, then I cut the power to the air compressor, check the valves on the
>gas welder, turn off the garage lights & go to bed.
> .....Richard Swiderski
Gee ... sounds like one of Larry's wet dreams.
________________________________________________________________________________
| From: | Herb Gearheart <herbgh(at)nctc.com> |
| Subject: | ultrastar questions |
Kolbers
Went to TNK today and bought a scrach and dent boom tube for my ultrastar.
I
had seen them behind the factory when I have been there before. They are
cosmetically disadvantaged tubes. Nothing structural that I can see. Got it for
half price. Now on to attaching the H section and lining up the horizonal and
vertical stabs. Should be ready to cover by week end.
Need to know why I have an ultra star with a 13 foot tube while the plans
call for 14 feet?? Going to go with 13 feet if no satisfactory answer is to be
found. Rudder cables and elevator cables are cut for the 13 footer.
I also wonder about the drag spar beef up?? Anybody know about this mod??
Herb
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Firestar muffler brackets |
Just goes to show you I can't please everyone ;-)
But I'm glad someone appreciates my effort. It takes time to do this and
sometimes I wander if it's worth it.
I have been thinking of taking down the builder's log and pictures because
they are over a year old so no one looks at them anymore.
Thanks
Will Uribe
El Paso, TX
FireStar II
In a message dated 9/4/01 6:31:11 PM Eastern Daylight Time, marv(at)surfbest.net
writes:
> I have mixed feelings about you shrinking your images. I live on the
> end of a 26.4KB connection (out in the boonies in low-tech Indiana) so
> it can take a while for the pictures to download. However, with the
> increased resolution, they make great screen backgrounds. Also, I have
> an internet browser called Opera that lets you zoom the browser window.
> With the larger pictures (more resolution) I can increase the picture
> size by 200 to 250% to see details (like on your broken bracket) and
> still not loose any clarity.
>
> I just appreciate the effort you make to post them, regardless of
> resolution.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Firestar muffler brackets |
Think hard.................I pulled some oldies off a while back, and got
bitched at. Seems like some people archive them.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Tuesday, September 04, 2001 6:40 PM
Subject: Re: Kolb-List: Firestar muffler brackets
>
> Just goes to show you I can't please everyone ;-)
> But I'm glad someone appreciates my effort. It takes time to do this and
> sometimes I wander if it's worth it.
> I have been thinking of taking down the builder's log and pictures because
> they are over a year old so no one looks at them anymore.
>
> Thanks
> Will Uribe
> El Paso, TX
> FireStar II
>
> In a message dated 9/4/01 6:31:11 PM Eastern Daylight Time,
marv(at)surfbest.net
> writes:
>
>
> > I have mixed feelings about you shrinking your images. I live on the
> > end of a 26.4KB connection (out in the boonies in low-tech Indiana) so
> > it can take a while for the pictures to download. However, with the
> > increased resolution, they make great screen backgrounds. Also, I have
> > an internet browser called Opera that lets you zoom the browser window.
> > With the larger pictures (more resolution) I can increase the picture
> > size by 200 to 250% to see details (like on your broken bracket) and
> > still not loose any clarity.
> >
> > I just appreciate the effort you make to post them, regardless of
> > resolution.
>
>
________________________________________________________________________________
| From: | "Phil & Sara Lohiser" <philsara(at)modex.com> |
Just wanted to make a couple comments about the 5 in. boom / spar tube that
comes up every so often, I believe the tube referred to as Irrigation pipe
is 6063-T8 and not T6 , I have a couple 10 ft. lengths and took a sample to
work for a simple tensile break test, sample was 5 in. O.D. X .050 in. wall
and it broke at between 37,000 and 41,000 PSI, not too bad for water pipe .
The cost of this pipe or tube is approx. $5.00 per ft. and it is sold in
20 ft. lengths , Wick's was mentioned as a source , they sell 5 in. X .065
wall for approx. $20.00 per ft. and weight is 30% more also,comes in 12ft.
length.
Am not an engineer but have always wondered why the Kolb attach point for
wing / strut was at the mid point of wing panel and not at 66% as most AC
are located, would appear that H section would allow spar to elongate under
heavy load , have also thought that H section could be extended to a length
of 36 or 40 in. and made into a truss to spread load over larger area.
Guess one can"t argue with success but after smashing some of this tube
to pieces , it still looks fragile .
Thanks for listening
Phil Lohiser
EAA 12873
________________________________________________________________________________
| Subject: | dihedral in wings |
| From: | ul15rhb(at)juno.com |
> Also informed me that Homer is experimenting with some
> pretty hefty amounts of dihedral in those wings. Will try
> to get an update if I can catch Homer in the house near the
> phone. :-)
>
> Take care,
>
> john h
> Flying and breaking Kolb aircraft since 1984....
John and others,
This was one modification that I made to my plane when I built it 14
years ago. I have about an inch and a half more dihedral (2-5/8") in the
wings than what Homer had designed into it. I wanted a little more roll
stability than a standard Firestar for rough air. It still has great roll
control.
It feels great having a plane that flies straight and true with the stick
centered. Not all homebuilts turn out like this.
Ralph Burlingame
Original Firestar, built in Dec. 1986
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: dihedral in wings |
Ralph and Gang:
Homer's philosophy was to make the wings provide as much
lift as possible. Thus, straight or almost straight wings.
He tried staight wings, no dihedral, eventually putting the
small amount of dihedral in for asthetic purposes. With
straight wings, on the ground, the aircraft looked like both
wing tips were drooped. Therefore, he added a little
dihedral to prevent this impression.
His forte was extremely slow flight. Thus the large barn
door ailerons and tail surfaces. His idea of an enjoyable
flight was a lazy, slow flight, not much above stall
speeds. At those speeds the ailerons lose their stiffness
and give the Ultrastar and Firestar a rapid roll rate with
complete control. He also wanted full roll and pitch
control through the stall.
The last hour this evening I flew a non-aviator friend
around the local area. He weighs 210 lbs. We had 15 gal
(90 lbs) fuel on board and my 175 lbs of senior citizen
body. About 85F, no wind, and we were off the ground in
about half the length of my 750 strip. What a pleasant
change from ripping out the bathroom for the last couple
weeks. I think I like late afternoon flying better than
renovating the bathroom. We checked out stall speeds.
Clean aprx 43 mph indicated, 40 deg flaps aprx 38 mph
indicated. That puts stalling in ground effect a little over
30 mph. Easing up to the stall, the MK III nibbles at it a
little and flies away. However, this is flying straight and
level. I think this very, very gentle flight characteristic
of Kolb aircraft sometimes misleads folks to think that all
stalls and stall warnings will be similar. Not hardly.
Especially close to the ground. In that situation, usually
in a tight high banked turn at slow speeds, the Kolb
aircraft will bite you right in the ass before you realize
it. Ask anyone who has survived a Kolb stall/crash. Got to
keep your airspeed up to survive near the ground. I try to
anyhow.
Take care,
john h
________________________________________________________________________________
| From: | "Dean Halstead" <deanbo(at)calweb.com> |
| Subject: | Builder Log / Photos |
Will:
I would argue with your desire to remove your builder log / photo
collection from your web site.
When I am in the building mode, I scan numerous sites for ideas and
methods. I appreciate the opportunity to see other builders work since
many of us are located far from other builders. I have picked up
numerous ideas and learned substantially from other builders web sites
and from this list.
I thank you and any one else who has taken the time to post their ideas,
logs and photos.
Dean Halstead
Fair Oaks, California
MK-III
http://www.calweb.com/~deanbo/kolb/index.htm
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: 5 in. Tubing |
If I recall right the source they used for the larger dia. tubing was an
aluminum company in AZ. Yes it was irrigation pipe. I used to have the
name of it and the source of the rivets they used. As for strength why
change what has withstood the test of time and proven its self to
work. Kolb are good airplanes, why mess with what isn't broke.
>
>Just wanted to make a couple comments about the 5 in. boom / spar tube that
>comes up every so often, I believe the tube referred to as Irrigation pipe
>is 6063-T8 and not T6 , I have a couple 10 ft. lengths and took a sample to
>work for a simple tensile break test, sample was 5 in. O.D. X .050 in. wall
>and it broke at between 37,000 and 41,000 PSI, not too bad for water pipe .
> The cost of this pipe or tube is approx. $5.00 per ft. and it is sold in
>20 ft. lengths , Wick's was mentioned as a source , they sell 5 in. X .065
>wall for approx. $20.00 per ft. and weight is 30% more also,comes in 12ft.
>length.
> Am not an engineer but have always wondered why the Kolb attach point for
>wing / strut was at the mid point of wing panel and not at 66% as most AC
>are located, would appear that H section would allow spar to elongate under
>heavy load , have also thought that H section could be extended to a length
>of 36 or 40 in. and made into a truss to spread load over larger area.
> Guess one can"t argue with success but after smashing some of this tube
>to pieces , it still looks fragile .
> Thanks for listening
> Phil Lohiser
> EAA 12873
>
>
________________________________________________________________________________
| From: | "Paul Sasseville" <honeyman(at)megalink.net> |
| Subject: | Re: Firestar muffler brackets |
Hay Will
Please don't take down the builders log. This helps me with small details in
building and I am sure that others that are building and don't have a FS in
their area to look at use it.
The best part in the good close up picks. You have done a great job.
Paul Sasseville
Building FS II
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Tuesday, September 04, 2001 9:40 PM
Subject: Re: Kolb-List: Firestar muffler brackets
>
> Just goes to show you I can't please everyone ;-)
> But I'm glad someone appreciates my effort. It takes time to do this and
> sometimes I wander if it's worth it.
> I have been thinking of taking down the builder's log and pictures because
> they are over a year old so no one looks at them anymore.
>
> Thanks
> Will Uribe
> El Paso, TX
> FireStar II
>
> In a message dated 9/4/01 6:31:11 PM Eastern Daylight Time,
marv(at)surfbest.net
> writes:
>
>
> > I have mixed feelings about you shrinking your images. I live on the
> > end of a 26.4KB connection (out in the boonies in low-tech Indiana) so
> > it can take a while for the pictures to download. However, with the
> > increased resolution, they make great screen backgrounds. Also, I have
> > an internet browser called Opera that lets you zoom the browser window.
> > With the larger pictures (more resolution) I can increase the picture
> > size by 200 to 250% to see details (like on your broken bracket) and
> > still not loose any clarity.
> >
> > I just appreciate the effort you make to post them, regardless of
> > resolution.
>
>
________________________________________________________________________________
| Subject: | Re: : Kolb-List:Jetsetplace |
In a message dated 9/2/01 8:29:59 PM Eastern Daylight Time, WillUribe(at)aol.com
writes:
> I had the same thing happen to me on our way back from Oregon. As I was
> doing my preflight, before departing the Lordsburg airport, I noticed the
> crack.
> http://home.elp.rr.com/airplane/P7130169.JPG
>
> We didn't want to be suck there on our last leg into El Paso so we safety
> wired it.
> http://home.elp.rr.com/airplane/P7130170.JPG
> http://home.elp.rr.com/airplane/P7130171.JPG
>
> We took off the following morning towards El Paso.
> http://home.elp.rr.com/airplane/P7140172.JPG
>
> Regards
> Will Uribe
> El Paso, TX
> FireStar II
> Happy to be back home from Mexico
> Acapulco.jpg
> Acapulco01.jpg
> Acapulco02.jpg
> Ixtapa.JPG
> http://home.elp.rr.com/airplane/P7130169.JPG
> http://home.elp.rr.com/airplane/P7140172.JPG
> http://home.elp.rr.com/airplane/P7130170.JPG
> http://home.elp.rr.com/airplane/P7130171.JPG
> http://home.elp.rr.com/airplane/DSC00044.JPG
>
Hey Will and gang
you didn't go to Ixtapa or Acapulco in your little airplane by Homer Kolb did
you? I had my most bone chilling speed boat ride by a Cheshire Smiling
Mexican boy at in the bay between Xtapa and Zihuatanejo....I'll never forget
it....or the riptides that ultimately killed a friend of mine...
GeoR38
________________________________________________________________________________
In a message dated 9/2/01 8:55:49 PM Eastern Daylight Time,
possums(at)mindspring.com writes:
> >Interesting. My plane is mostly a bright yellow and there's been a couple
> >times now I've had Hawks charge at it. It's got to be something with the
> >color. Now I try to give them a wide distance when I see them. They make
> >big dents.
> >jerryb
>
>
> Hawks have an attitude. They don't get out of your way like a buzzard
> would.
> Never had one charge at me though, but have flown behind them a lot.
> They will look back at you and dare you to run over them sometimes.
>
I was not actually attacked by a great big brown hawk (I think) with a great
big black eye looking right at me in my ugly pterodactyl 10 years ago when I
decided to soar in his gaggle . I didn't get the message that I wasn't wanted
....only that I was ...strange. But as soon as he banked off and away from
me, I never saw him.....or his gaggle again. I think I gained about 1500 ft
in that one....and not a peck mark to be seen.
GeoR38
________________________________________________________________________________
In a message dated 9/4/01 12:14:56 AM Eastern Daylight Time,
hawk36(at)mindspring.com writes:
> Brother Jim went by Homer Kolb's last month for a short
> visit. Told me Homer had the 1985 Oshkosh Grand Champion
> Ultralight, original Kolb Firestar, rebuilt and flying.
> Also informed me that Homer is experimenting with some
> pretty hefty amounts of dihedral in those wings. Will try
> to get an update if I can catch Homer in the house near the
> phone. :-)
>
> Take care,
>
John and gang
I have been having discussions around the Akron/Geneva area about the high
angle of incidence between the wing and the horizontal stabilizer. ...and the
lack of Dihedral. Could it be that Homer is trading off that high angle for
more dihedral? His answer last TNK festival was "it just flies better with
that high of an angle". That sounds like it could have been a statement about
stability to me, which could be achieved by more dihedral instead of angle.
Just wundrin'.
GeoR38
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
What, Richard, don't you pat her on the nose, too? I thought everyone
did
that! :>)
J.D. Stewart
UltraFun AirSports
http://www.ultrafunairsports.com
Challenger Owners E-mail list and Website Administrator
http://challenger.inebraska.com
> Every time I finish flying her, I climb out of the cockpit
> with a smile
> on my face, close the canopy, cover her back up with her K-Mart fitted bed
> sheet, then I cut the power to the air compressor, check the valves on the
> gas welder, turn off the garage lights & go to bed.
> .....Richard Swiderski
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
<>
Your are right Richard. It is an "F" model prop and I cut it down as I had to
pitch it down to 9 degrees to get proper engine rpm. It is currently at 11
degrees and provides the good takeoff and climb performance I mentioned.
Increasing pitch starts affecting climb and does very little for cruise.
The 582 with the same prop ended up at 13 degrees for good climb and cruise.
However, when we run the 582 at 5800 rpm for cruise it is not the old
airplane standard of 75% power. It is more like 90% or 58 hp. So, if you are
going to cruise your 80 hp four stroker at 75 percent you get 60 hp, not much
difference in engine output.
When we look at torque curves (manufacturer published) we get the following:
The 582 at 3.0 to 1 redrive at 5800 rpm would produce 53 ft. lb. of torque x
3 = 159 ft/lbs.
The Verner produces 93 ft. lbs at 3800 cruise x 2.0 = 186 ft/lbs. The
question is how can the 582 pull 13 degrees of pitch and the Verner only 11?
The Verner dealer, Steve Flynn, says that when they changed to the Warp drive
taper tip on the Mk-3 Verner they picked up almost 15 mph in cruise with no
change in climb performance. Don't know what their original prop was.
Flight test yesterday was aborted due to small leak in fuel shutoff valve.
Bill George
Mk-3 - Verner 1400 - Powerfin 72
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Could it be that Homer is trading off that high angle for
> more dihedral? His answer last TNK festival was "it just flies better with
> that high of an angle".
> GeoR38
GeoR38 and Gang:
I am not an aeronautical engineer, by any means. Just a
"back yard" homebuilder and flyer.
I believe the reason for increased incidence (angle of
attack) is to facilitate take offs and landings. Other than
the Ultrastar, Sling Shot, and Kolbra, the remaining Kolb
models sit low to the ground in a level position. This set
up makes it difficult to rotate on takeoff or flare on
landing, preventing stalls close to the ground. The
airplane must takeoff and land in a semi-level attitude. In
addition, most of the aircraft weight is on the main gear to
facilitate ease of ground handling (taxiing). However, this
also makes them prone to nose over, especially the MKIII
when carrying a passenger. I don't like those
characteristics. That is why my MKIII is configured
differently: a. More weight on tailwheel and b. Nose of
the aircraft much higher in the 3 point stance.
The differential between horizontal stab and wing is
necessary to fly in a more level attitude. At lower speeds
the tail does not drop excessively to increase angle of
attack for necessary lift. On the other hand, the Sling
Shot, when brought back close to the stall is in an
exagerated tail low attitude because there is much less
built in incidence in the wings.
I have no experience flying any fixed wing with more
dihedral than the Kolbs.
Take care,
john h
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | Re: dihedral in wings |
john h wrote:
>Homer's philosophy was to make the wings provide as much
lift as possible. Thus, straight or almost straight wings.
He tried staight wings, no dihedral, eventually putting the
small amount of dihedral in for asthetic purposes. With
straight wings, on the ground, the aircraft looked like both
wing tips were drooped. Therefore, he added a little
dihedral to prevent this impression.
His forte was extremely slow flight. Thus the large barn
door ailerons and tail surfaces. His idea of an enjoyable
flight was a lazy, slow flight, not much above stall
speeds. At those speeds the ailerons lose their stiffness
and give the Ultrastar and Firestar a rapid roll rate with
complete control. He also wanted full roll and pitch
control through the stall.<
Hi John. It is my understanding that dihedral has the three following effects,
if it is pronounced.
1. Adds Stability
2. Loss of Lift.
3. Loss of Speed.
I doubt that the small amount of dihedral in the Kolb contributes to a lowering
of it's speed, but may contribute to 1, maybe 2 mph? Here I thought there was
no dihedral in the Kolbs at all and thats why they have 10 mph plus over similar
designs.
B.J. Moore, P.E.
Circle Four Farms Development Engineer
ASC Basic Flight Instructor - "The Flyin Moose".
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
The
> question is how can the 582 pull 13 degrees of pitch and the Verner only 11?
>
> The Verner dealer, Steve Flynn, says that when they changed to the Warp drive
> taper tip on the Mk-3 Verner they picked up almost 15 mph in cruise with no
> change in climb performance.
> Bill George
Hi Bill and Gang:
Seems the 582 is producing more torque/power than the
Verner. Takes twisting power to turn that prop and the 582
is twisting it with more pitch.
I have no experience with the Type F prop. I fly a fast
taper Warp Drive. Tested it at 72" and 70". Get very
similar performance from both diamters. About one degree
pitch difference to get the same figures.
Here is what Verner says about its engine:
*********************************************
80 BHP (58 kW) @ 5,000 rpm (5 minutes
maximum!)
70 BHP (52 kW) @ 4,000 rpm
*********************************************
If you are pitched to turn 5,000 rpm at takeoff (good for 5
min mx) for good climb performance, when you come back to
4,000 rpm (max continuous), you have lost your cruise.
The way I set up the 912 80 hp for best overall climb and
cruise performance:
***************************************************
81 hp at 5,800 rpm (5 min max)
79 hp at 5,500 rpm (max continuous)
***************************************************
Since I do not have an inflight adjustable prop, I use 5,500
to 5,600 for my redline.
I pitch the prop so the engine will turn 5,500 to 5,600 rpm,
WOT, straight and level flight. This gives me best climb
and cruise performance.
75% power is attained at 5,000 rpm.
The 912S figures look like this:
*********************************************
100 hp at 5,800 rpm (max 5 min)
95 hp at 5,500 rpm (max continuous)
*********************************************
75% power is attained at 5,000 rpm
Bill, what you may have to do is give up a little climb
performance and pitch the prop to give you 4,000 rpm WOT
straight and level.
Even if you go with a Warp Drive fast taper prop, you will
still have to use 4,000 rpm as redline WOT straight and
level in order to get the best of both climb and cruise with
a ground adjustable prop.
john h
________________________________________________________________________________
| From: | "Bruce Fletcher" <bwf(at)emailmn.com> |
| Subject: | Re: Builder Log / Photos |
Has anyone or everyone seen this web site
http://www.thirdshift.com/jack/firefly/firefly.html
Lots of good ideas
Bruce
----- Original Message -----
From: "Dean Halstead" <deanbo(at)calweb.com>
Sent: Tuesday, September 04, 2001 10:24 PM
Subject: Kolb-List: Builder Log / Photos
>
> Will:
>
> I would argue with your desire to remove your builder log / photo
> collection from your web site.
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
This just doesn't sound right. Does the Verner weigh a lot more than the 582 or
has anything changed with your air speed indicator. If none of this has changed
then about the only thing it could be is the torque figures you have been given
are inaccurate.
This prop selection thing is kind of a black science. My guess would be that the
tapered tip warp drive requires less torque to turn the same RPMs and allows
the Verner to turn a larger 72" prop within its effective pitch range which would
give more thrust and speed at cruse. If my limited knowledge (assumptions)
are correct the app.1900 RPMs at cruse are about right for a 72" prop at MKIII
speeds. The testing that my reduction drive manufacture and also Great Plains
VW indicate static thrusts of around 250lbs. direct drive 3600RPM with a 60"
prop, 500lbs. with a 1.6 to one reduction turning a 72' prop, and 600lbs. thrust
with a 2 to one reduction turning a 84" prop. This seems to tell me that
the larger prop you can turn the more thrust you get for your HP. I don't know
the exact props that were used for these tests but the 84" is a two bladed wood
prop.
I would go with Verener's recommendations for props and take advantage of their
testing. If you want to stay with the Power Fin maybe a smaller profile 72" would
work better???
My $.01 cent worth
Rick Neilsen
VW powered MKIII
>>> WGeorge737(at)aol.com 09/05/01 10:24AM >>>
Your are right Richard. It is an "F" model prop and I cut it down as I had to
pitch it down to 9 degrees to get proper engine rpm. It is currently at 11
degrees and provides the good takeoff and climb performance I mentioned.
Increasing pitch starts affecting climb and does very little for cruise.
The 582 with the same prop ended up at 13 degrees for good climb and cruise.
However, when we run the 582 at 5800 rpm for cruise it is not the old
airplane standard of 75% power. It is more like 90% or 58 hp. So, if you are
going to cruise your 80 hp four stroker at 75 percent you get 60 hp, not much
difference in engine output.
When we look at torque curves (manufacturer published) we get the following:
The 582 at 3.0 to 1 redrive at 5800 rpm would produce 53 ft. lb. of torque x
3 = 159 ft/lbs.
The Verner produces 93 ft. lbs at 3800 cruise x 2.0 = 186 ft/lbs. The
question is how can the 582 pull 13 degrees of pitch and the Verner only 11?
The Verner dealer, Steve Flynn, says that when they changed to the Warp drive
taper tip on the Mk-3 Verner they picked up almost 15 mph in cruise with no
change in climb performance. Don't know what their original prop was.
Flight test yesterday was aborted due to small leak in fuel shutoff valve.
Bill George
Mk-3 - Verner 1400 - Powerfin 72
________________________________________________________________________________
| From: | "rbaker(at)shop4zero.com" <rbaker(at)ccgnv.net> |
| Subject: | Re: Builder Log / Photos |
Dean other Kolbers
I have posted all the construction photos of my Mark III on
www.photopoint.com For access use my Email address rbaker(at)ccgnv.net. The
number of the photo is the day worked on the plane.
L. Ray Baker
Lake Butler, FL
Mark III, 912,BRS,N329RB.
Waiting on FAA
----- Original Message -----
From: Dean Halstead <deanbo(at)calweb.com>
Sent: Wednesday, September 05, 2001 1:24 AM
Subject: Kolb-List: Builder Log / Photos
>
> Will:
>
> I would argue with your desire to remove your builder log / photo
> collection from your web site.
>
> When I am in the building mode, I scan numerous sites for ideas and
> methods. I appreciate the opportunity to see other builders work since
> many of us are located far from other builders. I have picked up
> numerous ideas and learned substantially from other builders web sites
> and from this list.
>
> I thank you and any one else who has taken the time to post their ideas,
> logs and photos.
>
>
> Dean Halstead
> Fair Oaks, California
> MK-III
> http://www.calweb.com/~deanbo/kolb/index.htm
>
>
________________________________________________________________________________
| From: | BILLBEAM(at)aol.com |
Can someone give me the dates for the Kolb fly-in this month.
Thanks
Bill Beam
________________________________________________________________________________
| From: | "Roland Lambert" <marotod(at)mindspring.com> |
| Subject: | Re: Kolb fly in?? |
Sept. 28th thru 30th.
----- Original Message -----
From: <BILLBEAM(at)aol.com>
Sent: Wednesday, September 05, 2001 1:13 PM
Subject: Kolb-List: Kolb fly in??
>
>
> Can someone give me the dates for the Kolb fly-in this month.
> Thanks
> Bill Beam
>
>
>
>
>
>
________________________________________________________________________________
| From: | RWilton101(at)aol.com |
| Subject: | Re: : Kolb-List:Jetsetplace |
Awesome!! You could have landed next to my motorhome in Puerto
Vallarta..There for 3 1/2 months last season!!
Richard Wilton
Mpls, MN
________________________________________________________________________________
| From: | "Ron or Mary" <ronormar(at)apex.net> |
| Subject: | FireStar Overhead |
My FireStar is still in pieces so I can't measure the height. I am building
an inclosed trailer along with the FireStar project. Could anyone tell me
the overhead clearance needed using a three bladed IVO prop?
Ron Payne
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Garmin GPS model 45 |
>
>
>Anyone know how to "safely" disassemble a Garmin receiver, model 45?
If there is a label or instructions pasted on the back there may be a
screw hidden under it. Sometimes if you are carefull you can feel the
depression for the screw through the paper. Perhaps there is another screw
hidden in the battery compartment. These are the usual hiding places. If
not there try to pry it apart with a butter knife. Sometimes with careful
examination you can determine where that last screw is hiding by looking at
what isn't lifting up. If in doubt break it open at the side seam (if there
is one) and glue it back together when you are done.
________________________________________________________________________________
| From: | "Paul Sasseville" <sassevilleapiaries(at)hotmail.com> |
| Subject: | Re: FireStar Overhead |
I had a measurement of 76" with IVO 3 blade. I will need to order my
trailer custom built.
Paul Sasseville
Building FSII
----- Original Message -----
From: "Ron or Mary" <ronormar(at)apex.net>
Sent: Wednesday, September 05, 2001 2:32 PM
Subject: Kolb-List: FireStar Overhead
>
> My FireStar is still in pieces so I can't measure the height. I am
building
> an inclosed trailer along with the FireStar project. Could anyone tell me
> the overhead clearance needed using a three bladed IVO prop?
>
> Ron Payne
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: dihedral in wings |
>
> Ask anyone who has survived a Kolb stall/crash. Got to
>keep your airspeed up to survive near the ground. I try to
>anyhow.
I did that. Stall spin from about 75 ft. Bit my ass before I knew what
happened and was to near the ground to figure it out. 90* impact with the
dirt. I have been a believer in the Kolb steel airframe ever since.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Garmin GPS model 45 |
Gang:
If the problem is a lose BNC connector, super glue it, or
epoxy, or one of the space age cements, from the outside to
lock it in place and prevent it from moving around with the
possibility of breaking the antenna wire inside the case.
john h
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
>
>This just doesn't sound right. Does the Verner weigh a lot more than the
582 or has anything changed with your air speed indicator. If none of this
has changed then about the only thing it could be is the torque figures you
have been given are inaccurate.
>
>This prop selection thing is kind of a black science. My guess would be
that the tapered tip warp drive requires less torque to turn the same RPMs
and allows the Verner to turn a larger 72" prop within its effective pitch
range which would give more thrust and speed at cruse. If my limited
knowledge (assumptions) are correct the app.1900 RPMs at cruse are about
right for a 72" prop at MKIII speeds. The testing that my reduction drive
manufacture and also Great Plains VW indicate static thrusts of around
250lbs. direct drive 3600RPM with a 60" prop, 500lbs. with a 1.6 to one
reduction turning a 72' prop,
That seems like an allful lot of thrust - (500 lbs.) I could almost go
straight up
with that 72' prop. Got to get me one of those engines.
________________________________________________________________________________
| From: | TAILDRAGGER503(at)aol.com |
| Subject: | Re: Firestar muffler brackets |
Will,your website is has been one of my favorites.It inspired me to build ,
as I use it for a guide. Thanks
Dave Snyder Long Branch ,N.J. Building FSII
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Garmin GPS model 45 repair |
Hi all,
I second that about most cements, especially JB Weld. Careful with
super glue around electric doodads though, it acts as a (poor) insulator.
Hawk's on the money again on letting the nitrogen out. As is true with most
electric gizzies, they quit workin' when the smoke gets out. :
)
Ed in JXN
MkII/503
----- Original Message -----
From: "John Hauck" <hawk36(at)mindspring.com>
Sent: Wednesday, September 05, 2001 5:33 PM
Subject: Re: Kolb-List: Garmin GPS model 45
>
> Gang:
>
> If the problem is a lose BNC connector, super glue it, or
> epoxy, or one of the space age cements, from the outside to
> lock it in place and prevent it from moving around with the
> possibility of breaking the antenna wire inside the case.
>
> john h
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Builder Log / Photos |
For remote builders, posting on web sites are very valuable to review how
things are assembled since they may not have examples close by to see.
>
>Will:
>
>I would argue with your desire to remove your builder log / photo
>collection from your web site.
>
>When I am in the building mode, I scan numerous sites for ideas and
>methods. I appreciate the opportunity to see other builders work since
>many of us are located far from other builders. I have picked up
>numerous ideas and learned substantially from other builders web sites
>and from this list.
>
>I thank you and any one else who has taken the time to post their ideas,
>logs and photos.
>
>
>Dean Halstead
>Fair Oaks, California
>MK-III
>http://www.calweb.com/~deanbo/kolb/index.htm
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Kolb fly in?? |
See Kolb's flyin web page at the following URL:
http://www.tnkolbaircraft.com/flyin.htm
>
>
>Can someone give me the dates for the Kolb fly-in this month.
>Thanks
>Bill Beam
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: FireStar Overhead |
Does the "Y" have to be up or down when the wings are in the folded
position. It will made a difference in height. I believe it has to be up.
>
>My FireStar is still in pieces so I can't measure the height. I am building
>an inclosed trailer along with the FireStar project. Could anyone tell me
>the overhead clearance needed using a three bladed IVO prop?
>
>Ron Payne
>
>
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Firestar muffler brackets |
Kolb has you place 3 flat washers under the angle brackets.I am trying an
aluminum washer 1 1/4" in dia. under the bracket with a 1" washer on top.The
bracket that failed on my Firestar was the forward one,outside hole nearest
the muffler.G.Aman FS2 105hrs
________________________________________________________________________________
| From: | "Ron or Mary" <ronormar(at)apex.net> |
| Subject: | Re: FireStar Overhead |
I assume it has to be up to give the lowest overhead. At least this is what
I was planning on. --
-----Original Message-------
From: kolb-list(at)matronics.com
Date: Wednesday, September 05, 2001 23:21:40
Subject: Re: Kolb-List: FireStar Overhead
Does the "Y" have to be up or down when the wings are in the folded
position. It will made a difference in height. I believe it has to be up
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
It might be interesting to go to the website that Jack & Louise Hart found
for us on 9/1, after I gave you the wrong address. Plug in the horsepower,
rpm, and prop specs, and it'll give you the thrust. As I recall, I think
2400 prop rpm, and 90 hp gave a little over 400 lb. of thrust with a 72"
prop. My feeling is that the Verner's horsepower is over-rated.
Skeptical Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Possum" <possums(at)mindspring.com>
Sent: Wednesday, September 05, 2001 6:43 PM
Subject: Re: Kolb-List: FW: Thrust
>
> >
> >This just doesn't sound right. Does the Verner weigh a lot more than the
> 582 or has anything changed with your air speed indicator. If none of this
> has changed then about the only thing it could be is the torque figures
you
> have been given are inaccurate.
> >
> >This prop selection thing is kind of a black science. My guess would be
> that the tapered tip warp drive requires less torque to turn the same RPMs
> and allows the Verner to turn a larger 72" prop within its effective pitch
> range which would give more thrust and speed at cruse. If my limited
> knowledge (assumptions) are correct the app.1900 RPMs at cruse are about
> right for a 72" prop at MKIII speeds. The testing that my reduction drive
> manufacture and also Great Plains VW indicate static thrusts of around
> 250lbs. direct drive 3600RPM with a 60" prop, 500lbs. with a 1.6 to one
> reduction turning a 72' prop,
>
> That seems like an allful lot of thrust - (500 lbs.) I could almost go
> straight up
> with that 72' prop. Got to get me one of those engines.
>
>
________________________________________________________________________________
| From: | "Johann G." <johann(at)caa.is> |
| Subject: | Re: FireStar Overhead |
Hi Ron.
Take a look at my homepage.
http://www.gi.is/fis/
The picture on the bottom of the Kolb page.
This is showing my trailer, and the Ivo prop is in a Y.
I am at work at this time, but I will send you the overhead measurements
tonight.
This trailer is wide enough for me to work on the plane inside.
If you need any more info. please let me know.
Johann G.
Iceland.
Ron or Mary wrote:
>
> I assume it has to be up to give the lowest overhead. At least this is what
> I was planning on. --
>
> -----Original Message-------
> From: kolb-list(at)matronics.com
> Date: Wednesday, September 05, 2001 23:21:40
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: FireStar Overhead
> Does the "Y" have to be up or down when the wings are in the folded
> position. It will made a difference in height. I believe it has to be up
>
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
<>
The airplane has gained about 100 pounds, most but not all due to Verner
weight over 582. However, all my data is referenced to weight. A 900 pound
Mk-3 with a 582 is the same as a 900 pound Mk-3 with the Verner. Speeds are
GPS verified and flight attitude is also a good barometer of cruise
performance. Stall speed is the major reference. If your cruise speed is only
a few knots above stall at published cruise rpm there is a problem.
Will be testing the installation with a Warp Drive 70" taper tip next week,
weather permitting.
Bill George
Mk-3 - Verner 1400
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
If your cruise speed is only
> a few knots above stall at published cruise rpm there is a problem.
>
> Will be testing the installation with a Warp Drive 70" taper tip next week,
> weather permitting.
>
> Bill George
> Mk-3 - Verner 1400
Bill and Gang:
If your cruise speed is only a few knots above stall at
published cruise rpm, it is because you are trying to cruise
with climb pitch. Pitched at 4900 rpm climb, reduced 450
prop rpm to get back down to max continuous cruise at 4000,
again, is like trying for Ferrari cruise with Farmall
gearing.
I firmly believe if you try to fly this airplane and engine
with a 70" fast taper Warp Drive, set up to climb ate 4900
rpm, you will be no better off than you are now.
In order to get the best of both climb and cruise you must
compromise with a ground adjustable prop, i.e., you got to
pitch for 4000 rpm max continuous power and loose a little
climb, or pitch higher and loose a lot of cruise. You can
not have both when the prop rpm spread is 500 rpm from 5000
to 4000 eng rpm.
Take care,
john h
________________________________________________________________________________
| From: | "Johann G. Johannsson" <johann-g(at)tal.is> |
| Subject: | Re: FireStar Overhead |
Hi Ron and Kolb list members.
I just measured the height of my trailer.
The height is 84"
Width is 78"
These are inside trailer measurements, not overall height from ground.
With a 64" IVO three blade prop. the space from prop tip to the top of
trailer
is 7 ", and the side space is 12 ".
Hope this helps.
Best regards,
Johann G.
----- Original Message -----
From: "Ron or Mary" <ronormar(at)apex.net>
Sent: Wednesday, September 05, 2001 7:32 PM
Subject: Kolb-List: FireStar Overhead
>
> My FireStar is still in pieces so I can't measure the height. I am
building
> an inclosed trailer along with the FireStar project. Could anyone tell me
> the overhead clearance needed using a three bladed IVO prop?
>
> Ron Payne
>
>
________________________________________________________________________________
| From: | "Clay Stuart" <cstuart(at)searnet.com> |
| Subject: | aileron deflection |
I have temporarily installed the aileron and flap on one wing of my Mark
IIIXtra. The manual says to verify 30-35 degrees upward deflection. I have
about 70 degrees upward. It then says that "the ailerons must be able to
fold downward to within 6" or less of the bottom of the wing during wing
folding". I don't know what they mean by this. I have around 120 degrees
deflection downward, but it would take around160 degrees to get the trailing
edge of the aileron within 6" of the bottom of the wing. Please clarify,
and do I have reason for concern?
Thanks,
Clay Stuart
Danville KY
________________________________________________________________________________
| From: | Jack Carillon <pcarillonsr(at)neo.rr.com> |
| Subject: | ivo 3 blade knife |
Ron & Mary and listers,
Watch out for the sharp trailing edges of the Ivo blades when folding
the wings. I had a bad experience with mine when folding the wings . I
had placed the prop in the Y position and proceded to fold the right
wing and then noticed that the botton blade was not centered over the
boom tube. As i grabed the prop to move it the prop kicked forward and
sliced a nice 8 inch hole in the bottom of the right wing, aparently i
had one piston on top dead center and didn't realize it . When i grab
the prop and started to move it the compression kicked the prop out of
my hand slicing the wing . I now place a large cardboard tube over the
bottom blade when folding the wings for protection as i think someone
could just as easily pull on the prop and do the same thing.
Jack Carillon Akron ,Oh Firestar II
________________________________________________________________________________
In a message dated 9/5/01 10:33:02 AM Eastern Daylight Time,
hawk36(at)mindspring.com writes:
>
> Could it be that Homer is trading off that high angle for
> > more dihedral? His answer last TNK festival was "it just flies better with
> > that high of an angle".
> > GeoR38
>
>
> GeoR38 and Gang:
>
> I am not an aeronautical engineer, by any means. Just a
> "back yard" homebuilder and flyer.
>
> I believe the reason for increased incidence (angle of
> attack) is to facilitate take offs and landings. Other than
> the Ultrastar, Sling Shot, and Kolbra, the remaining Kolb
> models sit low to the ground in a level position. This set
> up makes it difficult to rotate on takeoff or flare on
> landing, preventing stalls close to the ground. The
> airplane must takeoff and land in a semi-level attitude. In
> addition, most of the aircraft weight is on the main gear to
> facilitate ease of ground handling (taxiing). However, this
> also makes them prone to nose over, especially the MKIII
> when carrying a passenger. I don't like those
> characteristics. That is why my MKIII is configured
> differently: a. More weight on tailwheel and b. Nose of
> the aircraft much higher in the 3 point stance.
>
> The differential between horizontal stab and wing is
> necessary to fly in a more level attitude. At lower speeds
> the tail does not drop excessively to increase angle of
> attack for necessary lift. On the other hand, the Sling
> Shot, when brought back close to the stall is in an
> exagerated tail low attitude because there is much less
> built in incidence in the wings.
>
> I have no experience flying any fixed wing with more
> dihedral than the Kolbs.
>
> Take care,
>
> john h
>
John, as usual, your argument is bullet proof.... and I'm sure is 100%
correct. And I really mean it.
I sell little model gliders that fly. I sell really CHEAP model gliders that
fly. So cheap as a matter of fact, that they only cost about $.25 each. One
of the reasons that they are so cheap is that they are made of polystyene
foam, and consist of only 4 parts, a weight for the nose, a stamped out
fuselage, wing, and horizontal stabilizer.
All the three stamped parts are flat. That's why they are so CHEAP! Slide em
all together and they fly, and with quite good stability, surprisingly
enough.
When viewed from the side it is easy to see the high angle of incidence
between the wing and the horizontal stabilizer. There is NO dihedral. And the
plane is very stable in the air. Sometimes the wings have accidental anhedral
and the darn thing still flys good. Blows me away as I have made little
gliders since I was 3, and learned then that wings and horizontal stabs
usually were pretty darn close....but I never really understood what was
going on, I actually thought that the horizontal stab was another flying
surface!! But how could it be if the leading edge is pointing .....down.
Well, that's enough for now....see if someone else is challenged by such wild
inferences....which I didn't even state, ie, that the dihedral of a plane,
which is only there for stability, can be replaced by a horizontal stabilizer
with the leading edge canted down.....just like the Kolb models that JH
described, one of which is, the Firestar, that I have.
GeoR38
Akron, Oh
driver of ByGeorge! the Firestar
________________________________________________________________________________
| From: | "Guy Swenson" <guys(at)rrt.net> |
| Subject: | Re: aileron deflection |
Clay,
If your ailerons are installed correctly they will NOT fold as the manual
says. I visited with Ray about this problem, he has fabricated a bracket
that inserts into the backside of the aileron counter balance tube at the
tip of the wing. This will keep the ailerons in a normal or flying position
while the wings are folded. I did take a picture of the bracket but
unfortunately I do not have the disk with me right now. Let me know if you
still want the picture and I'll send it next week.
Guy S.
MKIII Xtra
85%done
----- Original Message -----
From: "Clay Stuart" <cstuart(at)searnet.com>
Sent: Thursday, September 06, 2001 6:52 PM
Subject: Kolb-List: aileron deflection
>
> I have temporarily installed the aileron and flap on one wing of my Mark
> IIIXtra. The manual says to verify 30-35 degrees upward deflection. I
have
> about 70 degrees upward. It then says that "the ailerons must be able
to
> fold downward to within 6" or less of the bottom of the wing during wing
> folding". I don't know what they mean by this. I have around 120
degrees
> deflection downward, but it would take around160 degrees to get the
trailing
> edge of the aileron within 6" of the bottom of the wing. Please clarify,
> and do I have reason for concern?
>
> Thanks,
> Clay Stuart
> Danville KY
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
When I started assembling my engine.............and some other
areas.............I found myself drilling a lot of nuts and bolts for
safety wire. (All metric) Sure did use a lot of those little 1/16"
drill bits for a while, especially on the nuts. Going at them at an
angle like that in the jig really pops the end off the drill bit, and I
couldn't get oil to them. Here's what I finally worked
out................. http://www.gogittum.com/img/paintdrilling.jpg .
Hope someone finds this useful. Helpful Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Military Cargo Jet |
Great story, George. Bet you had real trouble letting go of the seat when
you got back on the ground. Reminds me of a day when I was
flying solo over Sequim, Wa., prior to getting my pilot's license. Humming
along, just as happy as if I had brains, and hit...............dunno, wind
shear, or something............ BANGBANG......BANG.......so hard, it cracked
my teeth together, and even with the seat belt, bounced my head off the
ceiling. Wow ! ! ! Took a look out the left window, and there was an inch
wide band of bright paint on the strut, where it comes out of the upper
fairing at the wing. ( Cessna 172 ) Felt my stomach clench up instantly,
and I'm sure my heart stopped for a second. I KNEW I was done. You don't
survive a broken strut from 3000'. Then looked at the other side, and it
was the same...........and I was still flying. New
fairings..........smaller than the old. Had trouble not throwing up, and
was still shaky when I got that awful thing back on the ground. It DO get
your attention. Big Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: <GeoR38(at)aol.com>
> right and saw a huge mass of metal and glass right beside me ....banking
> with the closest wing below me and the farthest one, away and above me!!!
> Scared the &$&
%$#
%$
out of me as the guy flying it looked at me through
> his cockpit window and grinned! I think this all happened at around 1500'
and
> as far as El Capitan was conscerned, I was just on his baseleg for touch n
> goes, and he wanted to follow Frank's (my friend?) suggestion and scare
me.
> Shortly thereafter I had a heart attack and died....naw, just teasin bout
the
> die'n business ....but everything else is true.
> Trust me it was so close that awesome it the nearest word that I can
think
> of to describe the event that I will NEVER forget!
>
> GeoR38
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
Using those cheap China made bits again aren't ya Lar. I was breaking the
tips off right and left drilling out pop rivets. The American made ones
are better, its like the China made ones are so hard there brittle.
Drill steel, slow speed, lots of pressure, and lots of oil. If you turn it
to fast you'll just smoke the drill bit. Slow it down give lots of
pressure. It will cut the best that way.
>
>When I started assembling my engine.............and some other
>areas.............I found myself drilling a lot of nuts and bolts for
>safety wire. (All metric) Sure did use a lot of those little 1/16"
>drill bits for a while, especially on the nuts. Going at them at an
>angle like that in the jig really pops the end off the drill bit, and I
>couldn't get oil to them. Here's what I finally worked
>out................. http://www.gogittum.com/img/paintdrilling.jpg .
>Hope someone finds this useful. Helpful Lar.
>
>Larry Bourne
>Palm Springs, Ca.
>Kolb Mk III - " Vamoose"
>http://www.gogittum.com
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: FireStar Overhead |
I was trying to point out that the prop could be positioned "Y" up or
down, While the Y up position would require the least ceiling height, get
confirmation in a folded condition everything clears it in that position
versus the other position. You would be a very unhappy trailer builder if
you learned you built the trailer too short because a conflict existed
between the prop blades and the wings when the blade is in the "Y" up
position with the wings in the folded position.
>
>I assume it has to be up to give the lowest overhead. At least this is what
>I was planning on. --
>
>
>-----Original Message-------
>From: kolb-list(at)matronics.com
>Date: Wednesday, September 05, 2001 23:21:40
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: FireStar Overhead
>Does the "Y" have to be up or down when the wings are in the folded
>position. It will made a difference in height. I believe it has to be up
>
>
________________________________________________________________________________
| From: | "Ron or Mary" <ronormar(at)apex.net> |
| Subject: | Re: ivo 3 blade knife |
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Thursday, September 06, 2001 21:01:54
Subject: Kolb-List: ivo 3 blade knife
Very good information. I would not have thought of this but now I will take
the proper precautions.
Ron Payne
Ron & Mary and listers,
Watch out for the sharp trailing edges of the Ivo blades when folding
the wings. I had a bad experience with mine when folding the wings . I
had placed the prop in the Y position and proceded to fold the right
wing and then noticed that the botton blade was not centered over the
boom tube. As i grabed the prop to move it the prop kicked forward and
sliced a nice 8 inch hole in the bottom of the right wing, aparently i
had one piston on top dead center and didn't realize it . When i grab
the prop and started to move it the compression kicked the prop out of
my hand slicing the wing . I now place a large cardboard tube over the
bottom blade when folding the wings for protection as i think someone
could just as easily pull on the prop and do the same thing.
Jack Carillon Akron ,Oh Firestar II
_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | 582 Muffler Bracket Bolts |
Gentlemen:
I was looking at the muffler on my 582 yesterday and noticed that the
steel brackets holding the muffler supports to the engine case did not have
lock washers. After reflecting on it for a moment I decided to consult my
builder's manual. Page 20 of the supplemental drawing book, drawing revision
3-96, shows 8mm bolts 20mm long holding the muffler bracket to the case. No
locking washer is shown. What is the current recommendation from Kolb? Have
other builders installed washers or lock washers?
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
Larry,
You really need to get your plane flying. :)
John Jung
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Yah, I'd buy those ones that Ace Hardware & Aircraft Supply sells - lots of
them. No idea where they were made, tho' it's well known that I'll avoid
buying Chinese whenever I can............but I try not to be fanatical about
it. If I need some doo-dad, and the only one available is Chinese, so be
it. If I have a choice, even a more expensive choice, I'll avoid the Ch.
The culprit in breaking off the tips seems to be starting the bit against
the angled side of the nut. Too much pressure too soon pops them right
off...........wherever they were made. Enjoy ! ! ! Do not
Archive.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "jerryb" <ulflyer(at)airmail.net>
Sent: Thursday, September 06, 2001 11:54 PM
Subject: Re: Kolb-List: Drilling
>
> Using those cheap China made bits again aren't ya Lar. I was breaking the
> tips off right and left drilling out pop rivets. The American made ones
> are better, its like the China made ones are so hard there brittle.
>
> Drill steel, slow speed, lots of pressure, and lots of oil. If you turn
it
> to fast you'll just smoke the drill bit. Slow it down give lots of
> pressure. It will cut the best that way.
>
> >
> >When I started assembling my engine.............and some other
> >areas.............I found myself drilling a lot of nuts and bolts for
> >safety wire. (All metric) Sure did use a lot of those little 1/16"
> >drill bits for a while, especially on the nuts. Going at them at an
> >angle like that in the jig really pops the end off the drill bit, and I
> >couldn't get oil to them. Here's what I finally worked
> >out................. http://www.gogittum.com/img/paintdrilling.jpg .
> >Hope someone finds this useful. Helpful Lar.
> >
> >Larry Bourne
> >Palm Springs, Ca.
> >Kolb Mk III - " Vamoose"
> >http://www.gogittum.com
> >
> >
>
>
________________________________________________________________________________
My aero engineer consultant has told me many times he could design a complete
light aircraft in the time it would take to design the optimum propeller for
that aircraft. He retired after 20 years at Douglas Aircraft '194?- 1972.
Still consulting for Reno racers on prop & airframe design.
Elbie
Elbie Mendenhall, EM aviation, LLC www.riteangle.com EAA 38308
________________________________________________________________________________
| Subject: | Re: : Kolb-List:shearfear |
In a message dated 9/7/01 2:28:45 AM Eastern Daylight Time,
biglar(at)gogittum.com writes:
<< Reminds me of a day when I was
flying solo over Sequim, Wa., prior to getting my pilot's license. Humming
along, just as happy as if I had brains, and hit...............dunno, wind
shear, or something............ BANGBANG......BANG.......so hard, it cracked
my teeth together, and even with the seat belt, bounced my head off the
ceiling. Wow ! ! ! Took a look out the left window, and there was an inch
wide band of bright paint on the strut, where it comes out of the upper
fairing at the wing. ( Cessna 172 ) Felt my stomach clench up instantly,
and I'm sure my heart stopped for a second. I KNEW I was done. You don't
survive a broken strut from 3000'. Then looked at the other side, and it
was the same...........and I was still flying. New
fairings..........smaller than the old. Had trouble not throwing up, and
was still shaky when I got that awful thing back on the ground. It DO get
your attention. Big Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
Hey Lar....what was it, just wind shear coupled with the new fairings that
threw your mind into a tizzy? ....That's kinda like when I was taking Glider
lessons out by Will U in Las Cruzes and the instructor said ...George,
dyawannadoawingover?...Not knowing what it was I said "sure" After all, it
was a well proven glider, a schweizer 2-33 2 place trainer and the good
Colonel should know its limitations ....right.
To expedite the story, we were towed up and he says " here goes" and down,
down, down, he goes to pick up speed, puts the stick in his private place and
up, up up, we go....ever ....slower...til ..he kicks rudder just before we
stopped going straight up...(good thing) ...and then down, down, down we go
picking up mountains of speed in this glider with 2 heavy guys in it as he
starts pullin it out. I look out the window at the strut on the right wing
and it seems to be holding ok but the wing out beyond the strut is receding
up out of my vision....gawd, I hope it holds....well...just about that time
....BANG ...I hear this gawdoffal explosion and knew that I had bought the
big one! After all we were only at 45 degrees out of the dive and the ground
was coming up ...and we only had ....gravity as our power source.
Needles to say I was so scared I have no idea to this day of any of my
surroundings or how we got down or....anything.
When on the ground and everything was settled, I approached the good Colonel
and asked if we were just lucky considering that some major part had busted!
He responded with a lacadaisical " you mean that bang?.. probably just a
rivet somewhere"
case closed
GeoR38
----- Original Message -----
From: <GeoR38(at)aol.com>
> right and saw a huge mass of metal and glass right beside me ....banking
> with the closest wing below me and the farthest one, away and above me!!!
> Scared the &$&
%$#
%$
out of me as the guy flying it looked at me through
> his cockpit window and grinned! I think this all happened at around 1500'
and
> as far as El Capitan was conscerned, I was just on his baseleg for touch n
> goes, and he wanted to follow Frank's (my friend?) suggestion and scare
me.
> Shortly thereafter I had a heart attack and died....naw, just teasin bout
the
> die'n business ....but everything else is true.
> Trust me it was so close that awesome it the nearest word that I can
think
> of to describe the event that I will NEVER forget!
>
> GeoR38
> >>
________________________________________________________________________________
| Subject: | Re: Military Cargo Jet |
I spoke to you some time ago. I grew up in Shamokin and went to school with
JImmy Beaver. I believe his dad test flew your Firestar. Do you still fly out
of Beaver's airfield? I live near Ocean City, Md. and still get up to Pa.
occassionally. I would like to see your Kolb if I'm in Pa. Rick Klebon
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Firestar muffler brackets |
Greetings,
I had forgotten why I had originally setup my webpage, to inspire other
builders. But I think I put a disclaimer not to use it as a guide because
half the time I didn't know what I was doing, and still don't.
I originally had AOL and now I also have Roadrunner for faster connections.
The cost for AOL has gone up to 21.95 per month and I kept it because I
travel a lot. I could connect from any where AOL had a node. I just got a
letter from Roadrunner, they are increasing my rate to $44.95 per month but
they are going to add a toll free number for travelers.
That means I don't need AOL for traveling. If I cancel AOL I won't have
anyplace to upload my builder's webpage. So as you can see it will come down
to money.
Regards,
Will Uribe
El Paso, TX
FireStar II
http://home.elp.rr.com/airplane/
In a week I'll be working in Anaheim, CA and San Fernando, CA.
In a message dated 9/5/01 7:36:31 PM Eastern Daylight Time,
TAILDRAGGER503(at)aol.com writes:
> Will,your website is has been one of my favorites.It inspired me to build ,
> as I use it for a guide. Thanks
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: aileron deflection |
I'm not sure you really got a answer to why they recommend that the aileron should
fold within 6". The concern is that when you fold the wing up against the
other wing for storage and/or travel you will need the to have the ailerons fold
out of the way to get both wings connected to the tail fold fitting without
bending anything. If you don't plan to fold the wings there is no problem. Some
people have figured a way to keep the ailerons out strait when folding the
wings so this is also no problem. Hope this helps.
Rick Neilsen
VW powered MKIII
>>> cstuart(at)searnet.com 09/06/01 09:52PM >>>
I have temporarily installed the aileron and flap on one wing of my Mark
IIIXtra. The manual says to verify 30-35 degrees upward deflection. I have
about 70 degrees upward. It then says that "the ailerons must be able to
fold downward to within 6" or less of the bottom of the wing during wing
folding". I don't know what they mean by this. I have around 120 degrees
deflection downward, but it would take around160 degrees to get the trailing
edge of the aileron within 6" of the bottom of the wing. Please clarify,
and do I have reason for concern?
Thanks,
Clay Stuart
Danville KY
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
| Subject: | Wing camera mount |
Here is a photo from a camera mount using the wing fold bracket and some
left over angle aluminium. I had landed at an RC field and asked a fellow to
hit the shutter on "timer" mode. This is where I was was at 10 seconds
later. My video camera also fits on the mount and made an excellent video.
And yes the thing flys great with it on, I can't tell the difference. Email
me if you want a photo of the mount. By the way, my website is 90% done and
I just about ready to publish which will include the Kolb builder/pilot
database.
Kip Laurie
Firestar II
Atlanta
http://www16.brinkster.com/msirull/EAF/members/klaurie.htm
dama(at)mindspring.com
________________________________________________________________________________
| From: | "Vic Worthington" <vicw(at)vcn.com> |
I have a dual brake control mounted on the stick of my Firestar. It is made
from bicycle store parts. If anyone would like a photo contact me directly.
Vic
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
When I go down to Kentucky later this month I will be bringing an
electric flap actuator I designed and built that will bolt right onto a
Mk111 without drilling or welding. Perhaps a 10 min. job not including the
wiring. Does anyone have anything they would want to swap for it? It does
not even have to be aviation related.
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
dihedral and horizontal stabilizer incidence are completely unrelated to
each other and have very different effects on flying characteristics of a
plane. stabilizer incidence is set as needed to hold the nose up. On kolbs
they are set at a fairly steep angle because they are low aspect ratio delta
wings that have a low lift curve slope and a high stall aoa. they make
little lift per degree aoa and make maximum lift at a high aoa. this only
effects pitch stability.
dihedral primarily effects roll stability, with very little effect on pitch
stability. Kolbs are about neutral in roll stability, with more dihedral
they can be made as stable in roll as you like. will it cost some lift,
yah, but unless you went above 10 degrees you probably wouldn't notice.
cos(10)=.98 so you lose around 2 percent lift at ten degrees, not enough to
worry about. what you do lose is roll control. the extra stability keeps
you from rolling as fast. you are also rolled around more due to gusts of
wind, with less roll control available to catch yourself.
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
They didn't have PC's back then, used slide rules. In fact calculators
were just coming on the market.
>
>My aero engineer consultant has told me many times he could design a complete
>light aircraft in the time it would take to design the optimum propeller for
>that aircraft. He retired after 20 years at Douglas Aircraft '194?- 1972.
>Still consulting for Reno racers on prop & airframe design.
>Elbie
>Elbie Mendenhall, EM aviation, LLC www.riteangle.com EAA 38308
>
>
________________________________________________________________________________
| From: | Lanny Fetterman <donaho(at)csrlink.net> |
| Subject: | Military Cargo Jet |
Brett,
I know that I thanked you in advance, however I had to acknowledge your
response. I always thought I was alone at the low agl`s you talk about, I
GUESS NOT.
I think you nailed it when you describe the AAA or SAM drills, after
passing under me the C-130 started a climbing right turn. That`s why I
thought they may have seen me. I`m glad they didn`t start that maneuver 30
sec. sooner.
Thanks Again
Lanny ASC Reg. #(A10LRF)
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Can someone tell me, what's the length of the square tubing used to make the brake
pedal....and what size is the tube 3/4 x 3/4 ???
it looks like 4" would do the job... After my toe brakes "FLOPPED" I've welded
2 new grade 8 bolts for heel brakes, and I looked in my wallet to see if I had
$45.00 to blow on brake pedals....I don't think so...I was born at night,But
it wasn't LAST NIGHT !
Gotta Fly...
Mike in MN FSII
Get 250 color business cards for FREE!
http://businesscards.lycos.com/vp/fastpath/
________________________________________________________________________________
| From: | Herb Gearheart <herbgh(at)nctc.com> |
Hi Mike and all
Make the pedals from locally acquired steel---take your hack saw to the salvage
yard and you will find something that is suitable. Only the structural parts
of the plane need be cro-molly in my opinion. Try bending some sheet steel
into a suitable shape is
another thought.
I need to figure out some cheap brakes for this Ultra Star that I will begin
to cover next week. The rims,tires and bearings look to be from a hardware store.
Herb
Mike Pierzina wrote:
>
> Can someone tell me, what's the length of the square tubing used to make the
brake pedal....and what size is the tube 3/4 x 3/4 ???
> it looks like 4" would do the job... After my toe brakes "FLOPPED" I've welded
2 new grade 8 bolts for heel brakes, and I looked in my wallet to see if I
had $45.00 to blow on brake pedals....I don't think so...I was born at night,But
it wasn't LAST NIGHT !
> Gotta Fly...
>
> Mike in MN FSII
>
> Get 250 color business cards for FREE!
> http://businesscards.lycos.com/vp/fastpath/
>
________________________________________________________________________________
| From: | RWilton101(at)aol.com |
| Subject: | Re: Garmin GPS model 45 |
Hmm, I've got a Garmin 55avd that's been upgraded top 95 avd and I've not
used it yet! Not sure if it can be upgraded anymore!
Richard
Mn... still looking to fly
________________________________________________________________________________
| From: | "Jim Minewiser" <flykolb(at)carolina.rr.com> |
Has anybody had experience with the rotax 532? Someone nearby has one
for sale for $1000 including prop. Thinking about it for my Mark III.
Any comments?
Jim
Mark III
Charlotte, NC
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
I would try to avoid using the Azusa style drum brakes with the internal
brake mechanism. Instead use the external band brake instead.
I assume you have the steel rim wheel barrow style wheels. The tires are
rims are fine but the China bearings that they come with suck. Wheel
barrows were never intended to go 50 MPH. They help contribute to the
brakes erratic grabbing when using the internal brake set mentioned
above. Replace them with some quality bearings - USA/Japan, no China -
shouldn't cost more than $5 each, if so let me know and I'll get them for
you. (TIP: Drill the holes in wheel for mounting the drum one at a
time. Means a lot of assembly and disassembly but it produces better
centering alignment.)
FYI: Good quality wheel bearings for Kolb steel wheels - P/N 499502H
These are a little different - these have something like a snap ring around
one side of them which acts like the retainer flange on the ones being
replaced - good bearing will help reduce random brake grabbing - cost
should be less than $5 each or $20 for two wheels. Source - most any
bearing sales. Anybody got anything better bears with the flange please
let me know.
The external band brake system still uses the Azusa drum but instead of the
internal brake mechanism it uses a band about the width of the depth of the
drum. See Web Page URL below. Azusa has a problem with their stamp die
press operation which results in the drums having high points. The band
goes around the outside of the drum and is mounted at one point. This
allows the band to float so there is less grabbing with this
configuration. This band solution should also save weight. See the URL
below for an illustration. A bracket with an brake cable adjuster maybe
mounted to position the cable and allow fine adjustment. It can also
provide the band mounting stud for securing the band. The brake cable goes
thru the secured end of the band and fastens to the floating end. When you
apply the brakes it pulls the cable and squeezes the band around the
drum. They work better than the internal shoe/spring mechanism and should
be lighter.
If you have a Northern Hydraulic catalog or visit their web site. They
sell the drums and bands, cables, etc. Also look under Karts as in
go-karts on google.com.
See URL's below:
Band: http://www.azusaeng.com/brakes/bandbrk.html
Internal: http://www.azusaeng.com/brakes/4brk.html
Hope this is useful,
jerryb
>
>Hi Mike and all
> Make the pedals from locally acquired steel---take your hack saw to
> the salvage yard and you will find something that is suitable. Only the
> structural parts of the plane need be cro-molly in my opinion. Try
> bending some sheet steel into a suitable shape is
>another thought.
> I need to figure out some cheap brakes for this Ultra Star that I will
> begin to cover next week. The rims,tires and bearings look to be from a
> hardware store.
> Herb
>
>Mike Pierzina wrote:
>
> >
> > Can someone tell me, what's the length of the square tubing used to
> make the brake pedal....and what size is the tube 3/4 x 3/4 ???
> > it looks like 4" would do the job... After my toe brakes "FLOPPED"
> I've welded 2 new grade 8 bolts for heel brakes, and I looked in my
> wallet to see if I had $45.00 to blow on brake pedals....I don't think
> so...I was born at night,But it wasn't LAST NIGHT !
> > Gotta Fly...
> >
> > Mike in MN FSII
> >
> > Get 250 color business cards for FREE!
> > http://businesscards.lycos.com/vp/fastpath/
> >
>
>
________________________________________________________________________________
| From: | "williams brett" <dbwilliams52(at)hotmail.com> |
| Subject: | Re: Military Cargo Jet |
Lanny,
Yes, we have strobes and we fly with our wingtip lights while on day visual low-level.
Sometimes, we will put on our landing lights out, however most C-130's
have a 165KIAS limitation on the landing lights, the model H3 that I fly has
a 250KIAS restriction. The Kolbs have excellent visibility from the 9 to 3 o'clock
position and you will usually see a C-130 sized airplane in plenty of time
to get out of our way if approached from that direction, we will probably see
you from almost any angle exept coming directly at us or away from us, what
is scary is to think about fighter type aircraft at low-altitude, they may not
see you in time to avoid and you probably won't see them in time to avoid, however
outside of Restricted, Warning areas and MOA's these aircraft are usually
on the VR IR routes marked on sectionals. I'll ask some of my fast mover buddies
about their training routes and share with the list.
Brett Williams, Firefly
Brett,
During day operations, when flying low do you fly with recognition or
landing lights on?
-- Kolb-List message posted by: "williams brett"
Lanny,
I am a proud owner of a Firefly and a C-130 pilot, the aircraft you
saw may have been a C-130. We fly day visual low-level at 300'agl, after
sunset we fly low-levels at 500'agl above the highest obstruction to
flight (man-made obstacle, terrain feature, or spot elevation), or
400'agl plus one chart contour interval above the highest depicted
terrain countour, whichever is highest.(Air Force Instruction 11-2C130
vol 3 pg. 196). Lanny, we fly low!!
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Need Suggestion for Web Page Utilitiy SW |
OK, it going down.
Group, what's the best Web Site sucker downer program? (Copies entire web
site or pages there of for viewing later also what is available that you
can copy a web page and edit, cut, paste parts of it.)
jerryb
>
>Greetings,
>I had forgotten why I had originally setup my webpage, to inspire other
>builders. But I think I put a disclaimer not to use it as a guide because
>half the time I didn't know what I was doing, and still don't.
>I originally had AOL and now I also have Roadrunner for faster connections.
>The cost for AOL has gone up to 21.95 per month and I kept it because I
>travel a lot. I could connect from any where AOL had a node. I just got a
>letter from Roadrunner, they are increasing my rate to $44.95 per month but
>they are going to add a toll free number for travelers.
>That means I don't need AOL for traveling. If I cancel AOL I won't have
>anyplace to upload my builder's webpage. So as you can see it will come down
>to money.
>
>Regards,
>Will Uribe
>El Paso, TX
>FireStar II
>http://home.elp.rr.com/airplane/
>In a week I'll be working in Anaheim, CA and San Fernando, CA.
>
>In a message dated 9/5/01 7:36:31 PM Eastern Daylight Time,
>TAILDRAGGER503(at)aol.com writes:
>
>
> > Will,your website is has been one of my favorites.It inspired me to
> build ,
> > as I use it for a guide. Thanks
>
>
________________________________________________________________________________
| From: | MEMATUZAK(at)aol.com |
| Subject: | Re: Military Cargo Jet |
Question remains, would or could you see a FSll before impact??
________________________________________________________________________________
| From: | "Jon" <jon(at)joncroke.com> |
| Subject: | Web page preservation |
>
.
> That means I don't need AOL for traveling. If I cancel AOL I won't have
> anyplace to upload my builder's webpage. So as you can see it will come
down
> to money.
>
> Regards,
> Will Uribe
>
> > Will,your website is has been one of my favorites.It inspired me to
build ,
> > as I use it for a guide. Thanks
Friends and pilots,
As the manager of www.Kolbpilot.com , I welcome Kolb related web pages, like
Will's, to take a home on this site (free of charge) to help all of us in
this Kolb community. While I always prefer LINKS (less work!), anyone who
needs space for the actual web pages and pics can submit them to the site
email, and I will get them posted. Yes, this means if you dont have a
website, you can send me your pics and let the world see! (Kolb related
ONLY)
Now, remember, tho, this is a hobby for me and I dont get paid for it, so
be civil and patient in your requests and submissions, as I travel alot and
cant always get to it as fast as our planes go...... but this IS the
purpose of www.Kolbpilot.com so please visit, contribute and suggest
improvements.... and if anyone is FrontPage knowledgeable, maybe you can
take some of the load off from me and do the maintenance (Ill set up an
account for you, etc) In the mean time, lets not lose Will's site, send it
to me as a last resort (its just disk space after all!). And for those of
you following national trends... the same problem that hit Matronics (loss
of DSL vendors and related network problems) can also happen to me (Im on a
T1 for now) so NO guarantees of service (i.e. back up anything you submit!)
Thanks
Jon near Green Bay
FS II (now building a Zenith 701)
---------------------------------------------
www.Joncroke.com
________________________________________________________________________________
| From: | George Alexander <gtalexander(at)att.net> |
| Subject: | Re: Web page preservation |
Jon wrote:
>
>
> >
<<>>
> and if anyone is FrontPage knowledgeable, maybe you can
> take some of the load off from me and do the maintenance (Ill set up an
> account for you, etc)
Jon:
I am willing to help with the site maintenance.
George Alexander
Original Firestar
http://gtalexander.home.att.net
________________________________________________________________________________
| From: | "Paul Besing" <azpilot(at)extremezone.com> |
| Subject: | Re: Need Suggestion for Web Page Utilitiy SW |
Try Microsoft Front Page 2000. I use it for both of my webpages, and had to
recently switch providers, so I had to download the entire website. I also
downloaded my RV website to a CD rom for my DAR to look at when the RV was
inspected. I used Front Page for this, and it worked fine.
Paul Besing
RV-6A N197AB Arizona
http://www.lacodeworks.com/besing
Flying
Kitlog Pro Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: "jerryb" <ulflyer(at)airmail.net>
Sent: Saturday, September 08, 2001 4:11 PM
Subject: Kolb-List: Need Suggestion for Web Page Utilitiy SW
>
> OK, it going down.
> Group, what's the best Web Site sucker downer program? (Copies entire web
> site or pages there of for viewing later also what is available that you
> can copy a web page and edit, cut, paste parts of it.)
> jerryb
>
> >
> >Greetings,
> >I had forgotten why I had originally setup my webpage, to inspire other
> >builders. But I think I put a disclaimer not to use it as a guide
because
> >half the time I didn't know what I was doing, and still don't.
> >I originally had AOL and now I also have Roadrunner for faster
connections.
> >The cost for AOL has gone up to 21.95 per month and I kept it because I
> >travel a lot. I could connect from any where AOL had a node. I just got
a
> >letter from Roadrunner, they are increasing my rate to $44.95 per month
but
> >they are going to add a toll free number for travelers.
> >That means I don't need AOL for traveling. If I cancel AOL I won't have
> >anyplace to upload my builder's webpage. So as you can see it will come
down
> >to money.
> >
> >Regards,
> >Will Uribe
> >El Paso, TX
> >FireStar II
> >http://home.elp.rr.com/airplane/
> >In a week I'll be working in Anaheim, CA and San Fernando, CA.
> >
> >In a message dated 9/5/01 7:36:31 PM Eastern Daylight Time,
> >TAILDRAGGER503(at)aol.com writes:
> >
> >
> > > Will,your website is has been one of my favorites.It inspired me to
> > build ,
> > > as I use it for a guide. Thanks
> >
> >
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
I have used a 532 on my MKIII for several hundred hours with good results.
It is bulletproof (so far!) but has had a few problems. It had a small leak
in the original case joint by the magneto housing. It was sucking
air/blowing oil into the magneto cavity. This was from the factory. A CPS
crankcase pressure tester found it.
The original point ignition caused some problems on the way to Oshkosh in
98, was replaced with a CDI magneto from Airscrew Performance. Excellent
reliability since then, starts easy.
The 532 has a tighter torque band than the 582. I had poor luck with an IVO
64" three blade prop, the three blade loads up the torque curve quicker
than the two blade, and the 532 has less mid range torque than the 582. I
am currently using an IVO 66" two blade with very good results.
The engine will probably have some pipey places where it will not stay. It
will either get on the pipe or fall off the pipe and have a band about 400
rpm wide where it will not stay. This is a kind of minor nuisance, and is
not worth spending the price of a new engine to cure. Depending on the prop
and how you pitch it, and also on your exhaust pipe, is where that band is.
My MKIII has been modified somewhat for less drag and better lift, and will
fly at 58 MPH with fuel burn of less than 3 gph solo. With two adults and
75 MPH, it burns about 4.5 gph. Top end is just under 90.
You do have to mix the oil and gas, but that is not a big deal once you get
used to it. I carry around a big funnel that fits my gas tank opening, and
allows me to dribble the oil in while pumping avgas in at the same time,
mixes it pretty good that way.
If you can afford it, a new blue head 582 is the way to go, but if not, I
think a good 532 might be more reliable than the early 582's. I have heard
that between those two choices, the 532 has a better crank. But that is
hearsay.
I am satisfied that a 532 can be good value for the money, assuming it is
in good shape.
There are some pictures of it on my web page,
http://www.bcchapel.org/pages/0003/kolb.htm
Richard Pike
MKIII N420P (420ldPoops)
>
>Has anybody had experience with the rotax 532? Someone nearby has one
>for sale for $1000 including prop. Thinking about it for my Mark III.
>Any comments?
>
>Jim
>Mark III
>Charlotte, NC
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
For you guys, I go thru this ! ! ! Roaring and bellowing foul
words...........slamming aching fists on the
tabletop...........but............finally...........the deed is done.
Open http://www.gogittum.com , scroll down to, and click on,
"PicturePage 1." The last 5 help pages I published are all on there.
Hope these help someone.............I'm starting to run out of
inspiration..........not too sure how many more of these you'll see.
Updated engine pics should be along in a couple or 3 weeks, and from
there we'll have to see. To you-all who use MicroSoft Front
Page professionally............me hats off to ye ! ! ! What a raging
pain in the A.......... to work with; the learning curve is steep &
high ! ! ! Homestead is MUCH simpler and easier. Wore Out
Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
________________________________________________________________________________
| Subject: | Re: Firestar II with floats |
Someone has a nice FS II with Full Lotus Monofloat for sale in eastern NC.
Will that person please email me directly [again].
Howard Shackleford
SC
________________________________________________________________________________
| From: | "williams brett" <dbwilliams52(at)hotmail.com> |
| Subject: | Re: Military Cargo Jet |
Question remains, would or could you see a FSll before impact??
Answer: Probably!
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: Web page preservation |
Will and Group,
I have recently moved my web page to a free server. Also, it came down
to money. I had changes ISP's, after moving to the Upper Michigan, and
kept my old ISP just to keep my web page free of advertising. But $18
per month is too much to keep advertising off my web page, so now it is
with the free web provider, 0catch. Yes, there is really a catch. They
put advertising at the bottom. But I prefer that to the top. One can
make each page large enough so that the advertising is hidden, unless
scrolled. Those that want to keep a web page for free and still have
control of it, may want to consider 0catch.
Take a look at my Firestar II page on 0catch:
http://jrjung.0catch.com/Firestar.html
John Jung
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
Someone, a while back, wanted info on the movie Those Magnificant Men in
Their Flying Machines. Ctc me off list, pls.
Bob N.
________________________________________________________________________________
| From: | "Michael Sharp" <mlsharp_1(at)hotmail.com> |
| Subject: | Re: Wing camera mount |
Hi Kip,
Please send photo of mount...
I'm about 95% complete with a Mark III Classic....
Later,
mike
August 06, 2001 - September 10, 2001
Kolb-Archive.digest.vol-db