Today's Message Index:
----------------------
1. 01:53 AM - Re: Kolb-List Digest: 22 Msgs - 04/08/03 (Rickgoddin@aol.com)
2. 02:32 AM - Re: Re: Kolb-List Digest: 22 Msgs - 04/08/03 (John Cooley)
3. 02:41 AM - Re: FireFly (John Cooley)
4. 06:34 AM - Patriotic Kolb Fire Fly (John Hauck)
5. 06:43 AM - Re: Re: fuel tanks (FRED2319@aol.com)
6. 07:02 AM - Re: Dallas Shepard (Peter Volum)
7. 07:17 AM - Re: Re: fuel tanks (Larry Bourne)
8. 07:23 AM - Re: Dallas Shepard (Larry Bourne)
9. 07:39 AM - Re: Re: fuel tanks (John Hauck)
10. 07:47 AM - Re: Patriotic Kolb Fire Fly (John Cooley)
11. 09:24 AM - Re: Re: fuel tanks (James, Ken)
12. 02:34 PM - Re: Dallas Shepard (woody)
13. 03:22 PM - Re: Patriotic Kolb Fire Fly (Don Gherardini)
14. 03:55 PM - Re: Patriotic Kolb Fire Fly (John Hauck)
15. 04:44 PM - Re: Patriotic Kolb Fire Fly (FIXERJONES@aol.com)
16. 08:50 PM - Re: Patriotic Kolb Fire Fly (John Hauck)
Message 1
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| Subject: | Re: Kolb-List Digest: 22 Msgs - 04/08/03 |
--> Kolb-List message posted by: Rickgoddin@aol.com
Could someone pls advise on how to unsubscribe. I bought the SKR in the end
Good flying!
Message 2
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| Subject: | Re: Kolb-List Digest: 22 Msgs - 04/08/03 |
--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
Go to the bottom of any Matronics list post and click on the UN/SUBSCRIBE
and follow the directions.
Later,
John Cooley
Do not archive
> --> Kolb-List message posted by: Rickgoddin@aol.com
>
> Could someone pls advise on how to unsubscribe. I bought the SKR in the
end
> Good flying!
>
>
Message 3
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--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
Sun-N-Funners,
I have enjoyed your post to the list from Sun-N-Fun. I think Kip was the
first to grace us with a pic of the Stars and Stripes Firefly and then John
Williamson gave an outstanding pictorial and flight recount of his
adventures. Was hoping John Hauck could give a good description of the
flying qualities of the Firefly if the flight conditions were good enough to
do some of the testing planned. Hope everyone had a safe and uneventful trip
home. The list sure has been mighty quite the past week. Good to see some
activity starting to pick up.
Later,
John Cooley
do not archive
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
> > Welcome home John Hauck,
> >
> > You gonna tell us how that new FireFly flew and performed?
> >
> > John Williamson
>
> John W/Gang:
>
> And welcome home to you also.
>
> The new Fire Fly flew just like the last one I
> flew two years ago at Lakeland. The big
> diffenerence was this one had a $10,000 paint
> job. Really, I do not know what that paint job
> cost, but it was the fanciest paint job I have
> ever seen on an ultralight. It did attract a lot
> of attention.
>
> Crowd seemed down this year, more than any of the
> other 19 S&F consectutive flyins I have attended.
> When Monday morning rolled around, there were only
> a few rail birds to watch the ultralights fly.
Message 4
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| Subject: | Patriotic Kolb Fire Fly |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
Morning Folks:
In response to an earlier post by John Cooley, I
will try to give my perceptions of flying the new
Fire Fly at Lakeland.
I flew it 6 days in a row, although I departed for
home Monday morning, two days before the show was
officially over.
After helping the Kolb gang get unloaded and set
up, I flew the Fire Fly out of the area to get a
little time in it so I would not be totally green
on opening day. First flight in two years in any
other aircraft than my own MK III, except a short
flight in Richard Pike's MK III the first of the
year.
Wind is always a factor at Lakeland. It is a way
of life if you are going to fly down that way in
April. The little Fire Fly handles turbulence and
cross winds with the best of them. Maybe better.
I had no problem during the week flying in high
winds, sometimes 90 degrees to the 09/27 1,500 ft
grass strip. I might add, that during normal
flying, in and out of the ultralight strip, one
not only contends with the normal cross winds
tumbling over a large hedge row and ditch that
parallels the strip, but also the terrific amount
of mechanical turbulence created by departing
aircraft prop wash and wings. When traffic gets
heavy, we are landing pretty close to the
departing aircraft and right into all their
freshly created turbulence. My little Fire Fly
handled her duties like a pro.
My reorientation flight, day before show began,
showed me the airspeed indicator, which was
reading static pressure right out of the back of
the instrument, was about 10 mph throughout the
scale. She stalled clean at 38 mph clean and 35
mph with full flaperons (IAS). Had plenty of roll
control in the clean configuration, which I flew
most of the time due to severe turbulence which
was impossible to predict what it was going to be
doing on landing.
Exploration into some of the things we talked
about prior to S&F were left alone because the
Fire Fly was not equipped with a parachute. I
don't intentionally get into unknown situations
with new aircraft without the comforting backup of
a ballistic recovery system.
I might add that on many occassions it was
necessary to carry some power on short final and
keep my approach speed 10 to 15 mph over stall in
order to make comfortable fully controlled
landings. This was based on the chopped up air
and high winds encountered during the week.
I believe all my landings were full stall one
point landings. Tailwheel always touched down
first with the mains about 1 foot above the turf.
Even then, on several occassions, the Fire Fly
wanted to fly when encountering a gust of wind on
roll out.
Note, the Fire Fly loses airspeed quickly when the
power is chopped. Have to keep the nose down to
keep airspeed up at reduced power settings.
The 447 on the Fire Fly was a used engine and did
not seem as spunky as I remember on the other
factory Fire Fly. It seemed to take longer than
normal to spool up, but still got off the ground
in a short take off run.
I was impressed with the flight characteristics of
the short wing, 22 ft, Fire Fly. She handled
rough air during cruise, 70 to 80 mph (80 to 90
mph IAS) extremely well, much like the Sling Shot
which is a much heavier aircraft than the Fire
Fly, but basically the same outside dimensions.
The cockpit was inclosed, with the rear open. Was
very comfortable to fly with my glasses and
baseball hat. Not all that hot on the ground, but
we did have unseasonally cool weather during the
flyin.
Ground handling was good with the tiny little
wheels and tires on the semi-rough field. Not
once did I get into a possible nose over
situation. I can not say that about the Fire Fly
I flew at Lakeland two years ago. I put it on its
nose. As far as I know, both Fire Fly's were
identical. Maybe I was more careful on the ground
this time around.
john h
Message 5
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--> Kolb-List message posted by: FRED2319@aol.com
On the thought of tanks. Has anyone used the the wing spars for
tanks?(GrummanYankie) Put in end seals. (BD 4) sealed with Pro Seal (Cessna).
just a thought.
Fred Brown M111 582
Message 6
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--> Kolb-List message posted by: "Peter Volum" <peterv@etsmiami.com>
Lar, say it ain't so...
If you have a flyable plane, this list just won't be the same.
PV
Do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Larry Bourne
Subject: Re: Kolb-List: Dallas Shepard
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
You'd best be fer hustlin', old son........................as of last
Saturday, Vamoose is fly-able. Sorta. Details like W&B, sealing around
the
center gap seal, and final checking safety wiring, etc., will be pretty
much
finished this weekend, and the FAA paperwork is underway. Barring
anything
major, Monument Valley is gonna be a close thing. Go
Gittin'
Lar. Do not Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
Message 7
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
I gave it a fair amount of thought, but decided that: 1) There were too
many rivets, and the main wing strut bolt to seal dependably, 2) It
would be difficult to baffle properly, (tho' you could possibly make a kind
of wire basket to slip in and help control sloshing, as well as dividers
with "gates" like they use on RV4's, etc. Think of where the weight of all
that gas would go, when banked in a turn, and slipping or yawing a little),
3) I didn't want to compromise the strength of the spar with a filler neck
(tho' one could possibly be put in the end), 4) Proper venting of any
wing tank on a folding wing airplane could be a real challenge. After
saying all that, I do think it's possible, and a good idea that would
probably work.................just more than I wanted to fool with at the
time. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: <FRED2319@aol.com>
Subject: Re: Kolb-List: Re: fuel tanks
> --> Kolb-List message posted by: FRED2319@aol.com
>
> On the thought of tanks. Has anyone used the the wing spars for
> tanks?(GrummanYankie) Put in end seals. (BD 4) sealed with Pro Seal
(Cessna).
> just a thought.
>
> Fred Brown M111 582
>
>
Message 8
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| Subject: | Re: Dallas Shepard |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
And THIS from a buddy. Omigawd......................the
pain..................! ! ! See - while you guys were foolin' around SnF,
ol' Lar's been a busy boy - tho' I did say "fly-able," not "flown."
Lar. Do not Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Peter Volum" <peterv@etsmiami.com>
Subject: RE: Kolb-List: Dallas Shepard
> --> Kolb-List message posted by: "Peter Volum" <peterv@etsmiami.com>
>
> Lar, say it ain't so...
>
> If you have a flyable plane, this list just won't be the same.
>
> PV
> Do not archive
>
>
> -----Original Message-----
> From: owner-kolb-list-server@matronics.com
Message 9
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> > On the thought of tanks. Has anyone used the the wing spars for
> > tanks?
> > Fred Brown M111 582
Fred/Gang:
I discovered during my Firestar days that a
properly fabricated 5052 aluminum tank would fill
the bill and could be designed to fit in available
space and still allow for an adequate cargo
compartment for cross country flying support. We
ended up with 18 gals usable.
Was a no brainer when it came time to design fuel
system for MK III. Had a ready made space in the
upper rear of the fuselage that was not being used
for anything except observing where the aircraft
had been. A 25 gal useable 5052 tank was designed
and constructed by Brother Jim to mount in this
space, opening up the entire lower rear area of
the fuselage for cargo compartment.
I might add that these fuel systems have and are
working as required. I am happy with my present
system on the MK III. This fuel system was
designed and built 12 years ago.
Requirements like fuel systems and other changes
from the normal design specs of the aircraft kit
need to be addressed prior to completion of the
aircraft. My requirements dictated more than 5
gal of fuel for a Firestar and more than 10 gal of
fuel for a MK III. Not only is more available
fuel convenient, but down right safer for cross
country flying. Fuel in the lower 50% of the fuel
tank burns 10 times faster than the upper 50%.
Weather usually gets lousy, winds pick up and
change direction, airports get farther away, and
fuel is conveniently unavailable as soon as it
gets below the 1/2 full mark on the sight gauge.
Another note about refueling. I have been
refueling from 5 gal cans and a 7/8" plastic hose
6 ft long for many years. It is fool proof, fast,
and convenient. My fuel filler is on top of the
gap seal at about the 1000 o'clock position from
the engine. When I get too old to hold a 5 gal
plastic can over my head, I will get some 2.5 gal
cans to refuel with or quit flying homemade
airplanes out of grass airstrips and refuel at the
airport.
john h
Message 10
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| Subject: | Re: Patriotic Kolb Fire Fly |
--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
Hi John / Gang,
Thanks for the report John. Sounds like a fun flying airplane.
I did some testing in my Firestar a couple of weeks ago around some of the
discussions that had been on the list. I think the discussion was about the
airplane being stalled and the airspeed indicating that the speed was above
normal stall speed. I tested this in my Firestar just to see what the
numbers looked like. I had done it before but didn't pay attention to
airspeed or rate of decent. After getting to safe altitude I brought the
power back to idle and slowly pulled back on the stick to full up elevator
(note: the up deflection on my Firestar is not as much as the Twinstar or
Mark III that I have compared against) the plane did its normal stall at a
indicated 35 mph and then started to fall in a stalled mode at approximately
38~42 mph. The VSI on my EIS was indicating around 900~1000 fpm decent. My
plane also wants to rock from side to side while in this mode. I don't know
if it's necessary or not, but due to the uncomfortable feeling of rocking
from side to side I try to minimize it with the ailerons. I also did some
testing to simulate a engine failure during take-off and full climb out.
Wow....talking about a rush. If you hold the stick in max climb position and
chop the power it really gets your attention when the nose falls. It really
emphasizes why you should immediately push the nose down if you have power
problems. It's fun testing some of these things. Might try some spins next
time.
Later,
John Cooley
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Kolb-List: Patriotic Kolb Fire Fly
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
> Morning Folks:
>
> In response to an earlier post by John Cooley, I
> will try to give my perceptions of flying the new
> Fire Fly at Lakeland.
Message 11
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--> Kolb-List message posted by: "James, Ken" <KDJames@berkscareer.com>
Just a question
Fuel tanks high (in cneter wing section or right below engine) or low ( rear
pass/pilot on floor) on the MkIII which is better for CG?
Ken
Message 12
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| Subject: | Re: Dallas Shepard |
--> Kolb-List message posted by: woody <duesouth@govital.net>
At 07:55 PM 4/9/2003 -0700, you wrote:
>--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>
>You'd best be fer hustlin', old son........................as of last
>Saturday, Vamoose is fly-able. Sorta. Details like W&B, sealing around the
>center gap seal, and final checking safety wiring, etc., will be pretty much
>finished this weekend, and the FAA paperwork is underway. Barring anything
>major, Monument Valley is gonna be a close thing. Go Gittin'
>Lar. Do not Archive.
Don't be such a wusss. Forget all them little unimportant details and
just go flying. Safety wire just adds extra weight anyhow.
Message 13
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| Subject: | Re: Patriotic Kolb Fire Fly |
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Welcome back JH. You made it look awful good I thought.
WOW....70 to 80- cruise ....what rpms were ya cruising at John?....what
would you estimate top end was?...I didnt realise the Firefly was so fast on
40 horses!!!
Was that a 60 Inch IVO on that bird?
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
Message 14
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| Subject: | Re: Patriotic Kolb Fire Fly |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> WOW....70 to 80- cruise ....what rpms were ya cruising at John?....what
> would you estimate top end was?...I didnt realise the Firefly was so fast on
> 40 horses!!!
>
> Was that a 60 Inch IVO on that bird?
> Don Gherardini-
Hi Don/Gents/Ladies:
6,000 to 6,500 rpm to cruise 70 to 80 mph. You
could say "high" cruise".
Probably 85 mph WOT straight and level flight.
Nothing new here. It may fly faster with the
right prop, pitch, and tweaked 447 combo. With a
22 ft wing span, it should do better than the old
Ultrastar on 35 hp and the original Firestar on 40
hp. Both would hit the 85 mph tick mark on a
Winter venturi actuated ASI.
The Fire Fly is a lightweight Sling Shot. About
the same outside dimensions.
It is a little hot rod in ultralight clothing.
:-)
john h
Message 15
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| Subject: | Re: Patriotic Kolb Fire Fly |
--> Kolb-List message posted by: FIXERJONES@aol.com
currious what a gps reading trangulated would read, i know my winter asi is
not the same as the gps//it's a little higher& sometimes a lot
higher,,,,steve jones
do not arcive
Message 16
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| Subject: | Re: Patriotic Kolb Fire Fly |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> currious what a gps reading trangulated would read, i know my winter asi is
> not the same as the gps//it's a little higher& sometimes a lot
> higher,,,,steve jones
Dear Steve/Gang:
Sorry your Winter ASI is not the same as the GPS.
Is your Winter ASI pitot or venturi operated?
This makes a tremendous difference in accuracy.
The main reason, I believe, is the venturi
operated Winter ASI does not rely on a static
pressure port. It only has one port for actuation
from the venturi out in the airstream.
If you have a Winter ASI that is actuated by
static pressure and pitot pressure, yes, there is
a lot of room for error depending on how accurate
the static pressure is and how good a reading the
pitot tube is getting.
In the days of Winter venturi ASI's that I was
using, GPS was not in our vocabulary. We were
still mag compass and sectional navigators.
To back up my claim for accuracy, instead of using
a GPS and a two way run for verifying ASI
accuracy, I used a measured straight section of
highway and a clock. That is how we did it before
the days of GPS.
Sorry you doubt my claim, but that is alright too.
john h
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