Today's Message Index:
----------------------
1. 06:59 AM - Re: Trip from Minnesota to Houston (Robert Laird)
2. 10:24 AM - Ultralights and Airports (John Hauck)
3. 11:00 AM - Re: Ultralights and Airports (Douglas Corarito)
4. 11:45 AM - Pitch Stability & Cross Country Flying (Rick & Martha Neilsen)
5. 12:26 PM - Re: Pitch Stability & Cross Country Flying (Jack & Louise Hart)
6. 02:52 PM - Re: Pitch Stability & Cross Country Flying (Duncan McBride)
7. 06:45 PM - Re: Pitch Stability & Cross Country Flying (ronnie wehba)
8. 07:15 PM - Re: Pitch Stability & Cross Country Flying ()
9. 07:49 PM - Re: Pitch Stability & Cross Country Flying (ronnie wehba)
10. 10:02 PM - Re: Rectifer (DAquaNut@aol.com)
11. 10:34 PM - Re: Rectifer (jerb)
Message 1
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| Subject: | Re: Trip from Minnesota to Houston |
--> Kolb-List message posted by: "Robert Laird" <rlaird@cavediver.com>
Larry --
If you use AirNav.com, it will often give you information on how many ultralights
(if any) are at any given airport. When looking for airports to land at, I'd
always give that a top priority, just below 'do they have fuel.' Usually,
if ultralights are hangar'd at an airport, the airport may tend to be 'ultralight
friendly.'
One bit of warning: I've found AirNav.com to sometimes have information on airports
that is WAY out of date, so don't rely on it 100%... if you're conscientious,
then call ahead and ask what kind of services they have.
-- Robert
do not archive
---------- Original Message ----------------------------------
>--> Kolb-List message posted by: "Larry Austin" <joandlp@starband.net>
>
>BlankYou know what would be great? If you guys with a lot of cross country
>experience would put together a web site with ultralight 'firendly'
>airports. Fuel available, transportation, hours of operation, facilities,
>etc.
>Would probably be a lot of work but it sure would be helpful.
>
>Larry
>
>
>Do Not Meddle in the Affairs of Dragons...for You are Crunchy & Good with
>Ketchup
>
>
Message 2
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| Subject: | Ultralights and Airports |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
Happy Monday Gang:
I have been flying in and out of airports in
ultralights and experiementals that look, act,
sound, and taste, like ultralights for more than
19 years. Flew the Firestar in every State east
of the Mississippi and some west, plus parts of
Canada (didn't land in Canada though, was illegal
in the 80's). Always land and refuel at
airports. Never researched prior to to see if
they were UL friendly or not. Either they were or
they weren't. If they weren't friendly to ULs,
still made no difference to me as long as they
would sell me fuel. Only remember one that was
down right hostile. That was my first XC to
Tallahassee Commercial Airport, Tallahassee,
Florida, 1984. This guy was gonna run over me and
my airplane with a big ass John Deere tractor.
:-) Screamed at me to haul that piece of crap out
of here on a trailer, and right now. When he went
inside to call the Sheriff, Brother Jim turned me
around, pull the starter rope, and I was once
again an eagle, free on the wind.
It pays to carry a lot of fuel, more than you
expect you will ever need, on XC's. That way, if
you land at an airport that you think has fuel,
but turns out not to have it, you can fly to an
alternate that has. If you don't have fuel to go
to the alternate, do like John Williamson, walk to
the nearest house, hitch hike, or whatever.
Borrow a gas can, bum a ride to the store, get the
fuel and haul it back to the airport.
Never depend 100% on what you see on Sectional
symbols that indicate full service, or Jeppesen
Data Bases that indicate fuel, Air Nav or any
other airport information service. Sometimes they
are wrong. On the other hand, this last trip out
West, I found that some airports had fuel, when
their symbol indicated no service. Go figure.
I try to stay out of controlled airports, Class
D. Not authorized to fly in to Class C or B
airports cause I don't have a transponder.
However, if you find yourself in an emergency or a
very serious condition, like running out of fuel,
weather, mechanical problem, etc., get on the
radio, talk to the tower, explain you have a
problem and need to land. 99 and 9/10 % of the
time they will say come on in. I have done this
several times. Most controllers are there to help
you all they can. Sometimes, if you get the right
controller, he will go to the extra effort of
ID'ing you on radar by flying different headings
and altitudes, then vectoring you into Class C
airspace. I do not mess with Class B airspace.
Too many big silver birds to blow me out of the
sky. Scares me. :-)
Fly your UL into and out of airports same as a
Cessna Citation or C-140 or Aeronca Champ. Do not
call attention to yourself by doing something
stupid. For the most part, no one will mess with
you. If some red neck or yankee spam can driver
teases you, ignore the stupid SOB, take care of
your business and fly on out of there.
Do not be afraid to XC anywhere you want to. It
is a great challenge, exciting, and a tremendous
amount of fun. If it weren't, I wouldn't do it.
This last flight to Monument Valley, California,
and the SW was a great flight. One of the best I
have ever made. Am in the process of editing pics
I took on the flight to post to my index page.
Will try and get them posted soon, with captions
to describe who, what, when, and where. However,
don't hold your breath. :-)
john h
DO NOT ARCHIVE
Message 3
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| Subject: | Re: Ultralights and Airports |
--> Kolb-List message posted by: Douglas Corarito <doug@infoequipt.com>
John,
This email needs to be preserved - if nothing else, for inspiration.
Please consider reposting it without the "DO NOT ARCHIVE".
Put it on your website, too!
DO NOT ARCHIVE
On Monday, June 16, 2003, at 01:23 PM, John Hauck wrote:
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
> Happy Monday Gang:
>
> I have been flying in and out of airports in
> ultralights and experiementals that look, act,
> sound, and taste, like ultralights for more than
> 19 years. Flew the Firestar in every State east
> of the Mississippi and some west, plus parts of
> Canada (didn't land in Canada though, was illegal
> in the 80's). Always land and refuel at
> airports. Never researched prior to to see if
> they were UL friendly or not. Either they were or
> they weren't. If they weren't friendly to ULs,
> still made no difference to me as long as they
> would sell me fuel. Only remember one that was
> down right hostile. That was my first XC to
> Tallahassee Commercial Airport, Tallahassee,
> Florida, 1984. This guy was gonna run over me and
> my airplane with a big ass John Deere tractor.
> :-) Screamed at me to haul that piece of crap out
> of here on a trailer, and right now. When he went
> inside to call the Sheriff, Brother Jim turned me
> around, pull the starter rope, and I was once
> again an eagle, free on the wind.
>
> It pays to carry a lot of fuel, more than you
> expect you will ever need, on XC's. That way, if
> you land at an airport that you think has fuel,
> but turns out not to have it, you can fly to an
> alternate that has. If you don't have fuel to go
> to the alternate, do like John Williamson, walk to
> the nearest house, hitch hike, or whatever.
> Borrow a gas can, bum a ride to the store, get the
> fuel and haul it back to the airport.
>
> Never depend 100% on what you see on Sectional
> symbols that indicate full service, or Jeppesen
> Data Bases that indicate fuel, Air Nav or any
> other airport information service. Sometimes they
> are wrong. On the other hand, this last trip out
> West, I found that some airports had fuel, when
> their symbol indicated no service. Go figure.
>
> I try to stay out of controlled airports, Class
> D. Not authorized to fly in to Class C or B
> airports cause I don't have a transponder.
> However, if you find yourself in an emergency or a
> very serious condition, like running out of fuel,
> weather, mechanical problem, etc., get on the
> radio, talk to the tower, explain you have a
> problem and need to land. 99 and 9/10 % of the
> time they will say come on in. I have done this
> several times. Most controllers are there to help
> you all they can. Sometimes, if you get the right
> controller, he will go to the extra effort of
> ID'ing you on radar by flying different headings
> and altitudes, then vectoring you into Class C
> airspace. I do not mess with Class B airspace.
> Too many big silver birds to blow me out of the
> sky. Scares me. :-)
>
> Fly your UL into and out of airports same as a
> Cessna Citation or C-140 or Aeronca Champ. Do not
> call attention to yourself by doing something
> stupid. For the most part, no one will mess with
> you. If some red neck or yankee spam can driver
> teases you, ignore the stupid SOB, take care of
> your business and fly on out of there.
>
> Do not be afraid to XC anywhere you want to. It
> is a great challenge, exciting, and a tremendous
> amount of fun. If it weren't, I wouldn't do it.
> This last flight to Monument Valley, California,
> and the SW was a great flight. One of the best I
> have ever made. Am in the process of editing pics
> I took on the flight to post to my index page.
> Will try and get them posted soon, with captions
> to describe who, what, when, and where. However,
> don't hold your breath. :-)
>
> john h
>
> DO NOT ARCHIVE
>
>
> _-
> ======================================================================
> _-
> ======================================================================
> _-
> ======================================================================
> _-
> ======================================================================
>
>
Message 4
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| Subject: | Pitch Stability & Cross Country Flying |
--> Kolb-List message posted by: Rick & Martha Neilsen <neilsenrm@comcast.net>
My MKIII likes to fly at 75MPH but I find that the airplane is unstable in
pitch. I isn't difficult to fly but requires constant attention. I find that
the airplane will not hold a pitch angle even trimmed. It constantly wants
to climb or descend at a increasing angle if allowed to continue seems to
want to continue pitching from level to extreme angles. I have my horizontal
stabilizers set as per plans even with the top of the fuselage tube. There
has been considerable discussion in the past about moving the leading edge
of the horizontal stabilizers down app a inch from the recommended setting.
My question is do you people that have done this find that the airplane is
more pitch stable?
Maybe partly due to the pitch instability I find thermals very uncomfortable
to fly in. I tend to fly only the last few hours of the day so as to avoid
thermals and other rough air. I have flown general aviation aircraft during
the day and found that higher altitudes makes for a smoother ride. My
question to you that have taken cross country flights, in light planes, is
how high do you fly? I have carburetors that don't have in-flight mixture
adjustments and as I climb the fuel mixture gets rich. Do I need to tune for
the lean end of the allowable mixture range so that I can climb for smoother
air. If you find you need to fly 8-9 thousand feet above ground I can't go
that lean on the ground and will not bother.
Thanks
Rick Neilsen
Redrive VW powered MKIII
Message 5
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| Subject: | Re: Pitch Stability & Cross Country Flying |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 02:40 PM 6/16/03 -0400, you wrote:
>--> Kolb-List message posted by: Rick & Martha Neilsen <neilsenrm@comcast.net>
>
>
>Maybe partly due to the pitch instability I find thermals very uncomfortable
>to fly in. I tend to fly only the last few hours of the day so as to avoid
>thermals and other rough air. I have flown general aviation aircraft during
>the day and found that higher altitudes makes for a smoother ride. My
>question to you that have taken cross country flights, in light planes, is
>how high do you fly? I have carburetors that don't have in-flight mixture
>adjustments and as I climb the fuel mixture gets rich. Do I need to tune for
>the lean end of the allowable mixture range so that I can climb for smoother
>air. If you find you need to fly 8-9 thousand feet above ground I can't go
>that lean on the ground and will not bother.
Rick,
I usually let the thermals push me up (cruise climb) to where things smooth out.
Around in south east Missouri, that seems to be 3,000 to 3,500 agl. I cruise
a little slower at 55 to 60 mphi than you, but I do not find the ride rough
or objectionable. It makes for a very pleasant hour trip to get to and back
from my EAA Chapter meetings.
Things can get a little rough coming back down to get to landing pattern altitude,
but all one has to do is slow up and stay onto top of the bobber. On final,
I never let it get below 55 mphi so that all control response is crisp.
I usually fly in the middle of the day. At first it bothered me some. How I got
over it was to slowly increase the flight duration time during the rough part
of the day. And now flying during the middle of the day seems normal, and
the brain, the feet and the hand on the stick take care of it, and I do not have
to give it any thought at all.
Hope this helps.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 6
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| Subject: | Re: Pitch Stability & Cross Country Flying |
--> Kolb-List message posted by: Duncan McBride <duncanmcbride@comcast.net>
Sounds like you're tail-heavy. What's your CG location when you experience
this divergence in pitch?
----- Original Message -----
From: "Rick & Martha Neilsen" <neilsenrm@comcast.net>
Subject: Kolb-List: Pitch Stability & Cross Country Flying
> --> Kolb-List message posted by: Rick & Martha Neilsen
<neilsenrm@comcast.net>
>
> My MKIII likes to fly at 75MPH but I find that the airplane is unstable in
> pitch. I isn't difficult to fly but requires constant attention. I find
that
> the airplane will not hold a pitch angle even trimmed. It constantly wants
> to climb or descend at a increasing angle if allowed to continue seems to
> want to continue pitching from level to extreme angles. I have my
horizontal
> stabilizers set as per plans even with the top of the fuselage tube. There
> has been considerable discussion in the past about moving the leading edge
> of the horizontal stabilizers down app a inch from the recommended
setting.
> My question is do you people that have done this find that the airplane is
> more pitch stable?
>
> Maybe partly due to the pitch instability I find thermals very
uncomfortable
> to fly in. I tend to fly only the last few hours of the day so as to avoid
> thermals and other rough air. I have flown general aviation aircraft
during
> the day and found that higher altitudes makes for a smoother ride. My
> question to you that have taken cross country flights, in light planes, is
> how high do you fly? I have carburetors that don't have in-flight mixture
> adjustments and as I climb the fuel mixture gets rich. Do I need to tune
for
> the lean end of the allowable mixture range so that I can climb for
smoother
> air. If you find you need to fly 8-9 thousand feet above ground I can't go
> that lean on the ground and will not bother.
>
> Thanks
>
> Rick Neilsen
> Redrive VW powered MKIII
>
>
Message 7
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| Subject: | Re: Pitch Stability & Cross Country Flying |
BAYES_30, DATE_IN_FUTURE_06_12, ORIGINAL_MESSAGE, QUOTED_EMAIL_TEXT,
REFERENCES)
--> Kolb-List message posted by: "ronnie wehba" <rwehba@wtxs.net>
how far has anyone gone in a cuyuna 430 powered ultrastar? how about
trusting the engine? still getting used to mine
----- Original Message -----
From: "Jack & Louise Hart" <jbhart@ldd.net>
Subject: Re: Kolb-List: Pitch Stability & Cross Country Flying
> --> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
>
> At 02:40 PM 6/16/03 -0400, you wrote:
> >--> Kolb-List message posted by: Rick & Martha Neilsen
<neilsenrm@comcast.net>
> >
> >
> >Maybe partly due to the pitch instability I find thermals very
uncomfortable
> >to fly in. I tend to fly only the last few hours of the day so as to
avoid
> >thermals and other rough air. I have flown general aviation aircraft
during
> >the day and found that higher altitudes makes for a smoother ride. My
> >question to you that have taken cross country flights, in light planes,
is
> >how high do you fly? I have carburetors that don't have in-flight mixture
> >adjustments and as I climb the fuel mixture gets rich. Do I need to tune
for
> >the lean end of the allowable mixture range so that I can climb for
smoother
> >air. If you find you need to fly 8-9 thousand feet above ground I can't
go
> >that lean on the ground and will not bother.
>
> Rick,
>
> I usually let the thermals push me up (cruise climb) to where things
smooth out. Around in south east Missouri, that seems to be 3,000 to 3,500
agl. I cruise a little slower at 55 to 60 mphi than you, but I do not find
the ride rough or objectionable. It makes for a very pleasant hour trip to
get to and back from my EAA Chapter meetings.
>
> Things can get a little rough coming back down to get to landing pattern
altitude, but all one has to do is slow up and stay onto top of the bobber.
On final, I never let it get below 55 mphi so that all control response is
crisp.
>
> I usually fly in the middle of the day. At first it bothered me some.
How I got over it was to slowly increase the flight duration time during the
rough part of the day. And now flying during the middle of the day seems
normal, and the brain, the feet and the hand on the stick take care of it,
and I do not have to give it any thought at all.
>
> Hope this helps.
>
> Jack B. Hart FF004
> Jackson, MO
>
>
> Jack & Louise Hart
> jbhart@ldd.net
>
>
Message 8
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| Subject: | Re: Pitch Stability & Cross Country Flying |
--> Kolb-List message posted by: <rowedl@highstream.net>
Ron,
Jack McCornack has gone transcontinental in a 430 powered Dac on more than
one occasion, if its set up properly it is as good as anything else in that
power range, and gets better fuel burn numbers than most.
Your Ultrastar is a better XC bird than a Dac.
Denny
----- Original Message -----
From: ronnie wehba <rwehba@wtxs.net>
Subject: Re: Kolb-List: Pitch Stability & Cross Country Flying
> --> Kolb-List message posted by: "ronnie wehba" <rwehba@wtxs.net>
>
> how far has anyone gone in a cuyuna 430 powered ultrastar? how about
> trusting the engine? still getting used to mine
> ----- Original Message -----
> From: "Jack & Louise Hart" <jbhart@ldd.net>
> To: <kolb-list@matronics.com>
> Subject: Re: Kolb-List: Pitch Stability & Cross Country Flying
>
>
> > --> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
> >
> > At 02:40 PM 6/16/03 -0400, you wrote:
> > >--> Kolb-List message posted by: Rick & Martha Neilsen
> <neilsenrm@comcast.net>
> > >
> > >
> > >Maybe partly due to the pitch instability I find thermals very
> uncomfortable
> > >to fly in. I tend to fly only the last few hours of the day so as to
> avoid
> > >thermals and other rough air. I have flown general aviation aircraft
> during
> > >the day and found that higher altitudes makes for a smoother ride. My
> > >question to you that have taken cross country flights, in light planes,
> is
> > >how high do you fly? I have carburetors that don't have in-flight
mixture
> > >adjustments and as I climb the fuel mixture gets rich. Do I need to
tune
> for
> > >the lean end of the allowable mixture range so that I can climb for
> smoother
> > >air. If you find you need to fly 8-9 thousand feet above ground I can't
> go
> > >that lean on the ground and will not bother.
> >
> > Rick,
> >
> > I usually let the thermals push me up (cruise climb) to where things
> smooth out. Around in south east Missouri, that seems to be 3,000 to
3,500
> agl. I cruise a little slower at 55 to 60 mphi than you, but I do not
find
> the ride rough or objectionable. It makes for a very pleasant hour trip
to
> get to and back from my EAA Chapter meetings.
> >
> > Things can get a little rough coming back down to get to landing pattern
> altitude, but all one has to do is slow up and stay onto top of the
bobber.
> On final, I never let it get below 55 mphi so that all control response is
> crisp.
> >
> > I usually fly in the middle of the day. At first it bothered me some.
> How I got over it was to slowly increase the flight duration time during
the
> rough part of the day. And now flying during the middle of the day seems
> normal, and the brain, the feet and the hand on the stick take care of it,
> and I do not have to give it any thought at all.
> >
> > Hope this helps.
> >
> > Jack B. Hart FF004
> > Jackson, MO
> >
> >
> > Jack & Louise Hart
> > jbhart@ldd.net
> >
> >
>
>
Message 9
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| Subject: | Re: Pitch Stability & Cross Country Flying |
BAYES_30, DATE_IN_FUTURE_06_12, ORIGINAL_MESSAGE, QUOTED_EMAIL_TEXT,
REFERENCES)
--> Kolb-List message posted by: "ronnie wehba" <rwehba@wtxs.net>
thanks for the reply, think i'll just go somewhere, just ain't got no
storage,, oh well, i'll figure sum'tin out.
----- Original Message -----
From: <rowedl@highstream.net>
Subject: Re: Kolb-List: Pitch Stability & Cross Country Flying
> --> Kolb-List message posted by: <rowedl@highstream.net>
>
> Ron,
> Jack McCornack has gone transcontinental in a 430 powered Dac on more than
> one occasion, if its set up properly it is as good as anything else in
that
> power range, and gets better fuel burn numbers than most.
> Your Ultrastar is a better XC bird than a Dac.
> Denny
> ----- Original Message -----
> From: ronnie wehba <rwehba@wtxs.net>
> To: <kolb-list@matronics.com>
> Subject: Re: Kolb-List: Pitch Stability & Cross Country Flying
>
>
> > --> Kolb-List message posted by: "ronnie wehba" <rwehba@wtxs.net>
> >
> > how far has anyone gone in a cuyuna 430 powered ultrastar? how about
> > trusting the engine? still getting used to mine
> > ----- Original Message -----
> > From: "Jack & Louise Hart" <jbhart@ldd.net>
> > To: <kolb-list@matronics.com>
> > Subject: Re: Kolb-List: Pitch Stability & Cross Country Flying
> >
> >
> > > --> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
> > >
> > > At 02:40 PM 6/16/03 -0400, you wrote:
> > > >--> Kolb-List message posted by: Rick & Martha Neilsen
> > <neilsenrm@comcast.net>
> > > >
> > > >
> > > >Maybe partly due to the pitch instability I find thermals very
> > uncomfortable
> > > >to fly in. I tend to fly only the last few hours of the day so as to
> > avoid
> > > >thermals and other rough air. I have flown general aviation aircraft
> > during
> > > >the day and found that higher altitudes makes for a smoother ride. My
> > > >question to you that have taken cross country flights, in light
planes,
> > is
> > > >how high do you fly? I have carburetors that don't have in-flight
> mixture
> > > >adjustments and as I climb the fuel mixture gets rich. Do I need to
> tune
> > for
> > > >the lean end of the allowable mixture range so that I can climb for
> > smoother
> > > >air. If you find you need to fly 8-9 thousand feet above ground I
can't
> > go
> > > >that lean on the ground and will not bother.
> > >
> > > Rick,
> > >
> > > I usually let the thermals push me up (cruise climb) to where things
> > smooth out. Around in south east Missouri, that seems to be 3,000 to
> 3,500
> > agl. I cruise a little slower at 55 to 60 mphi than you, but I do not
> find
> > the ride rough or objectionable. It makes for a very pleasant hour trip
> to
> > get to and back from my EAA Chapter meetings.
> > >
> > > Things can get a little rough coming back down to get to landing
pattern
> > altitude, but all one has to do is slow up and stay onto top of the
> bobber.
> > On final, I never let it get below 55 mphi so that all control response
is
> > crisp.
> > >
> > > I usually fly in the middle of the day. At first it bothered me some.
> > How I got over it was to slowly increase the flight duration time during
> the
> > rough part of the day. And now flying during the middle of the day
seems
> > normal, and the brain, the feet and the hand on the stick take care of
it,
> > and I do not have to give it any thought at all.
> > >
> > > Hope this helps.
> > >
> > > Jack B. Hart FF004
> > > Jackson, MO
> > >
> > >
> > > Jack & Louise Hart
> > > jbhart@ldd.net
> > >
> > >
> >
> >
>
>
Message 10
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--> Kolb-List message posted by: DAquaNut@aol.com
In a message dated 6/14/03 7:22:33 AM Central Standard Time,
jhauck@elmore.rr.com writes:
<<
The regulator/rectifier should have been included
with the engine. Get on the horn and contact Kolb
to send you one.
If you are going to have any requirement for
regulated 12VDC, you will need the reg/rec.
john h
>>
John H. / Group.
Linda informed me that a rectifier/regulater does not come with the
447engine. Will it run without one. Im wanting to get one that doesnt waste power
from the engine & turn it into heat in the rectifier itself. I believe that is
what happens in the Key West unit. Im still not sure which unit to get. Do they
all get hot?Thanks to all who have replied.
Ed Diebel
Message 11
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--> Kolb-List message posted by: jerb <ulflyer@airmail.net>
The shunt one will waste some engine power, most of the others have around
a 3 amp output limit so what you can run on the 12V DC is limited, no strobes.
jerb
At 01:01 AM 6/17/03 -0400, you wrote:
>--> Kolb-List message posted by: DAquaNut@aol.com
>
>In a message dated 6/14/03 7:22:33 AM Central Standard Time,
>jhauck@elmore.rr.com writes:
>
><<
> The regulator/rectifier should have been included
> with the engine. Get on the horn and contact Kolb
> to send you one.
>
> If you are going to have any requirement for
> regulated 12VDC, you will need the reg/rec.
>
> john h
> >>
>
> John H. / Group.
>
> Linda informed me that a rectifier/regulater does not come with the
>447engine. Will it run without one. Im wanting to get one that doesnt
>waste power
>from the engine & turn it into heat in the rectifier itself. I believe
>that is
>what happens in the Key West unit. Im still not sure which unit to get. Do
>they
>all get hot?Thanks to all who have replied.
>
> Ed Diebel
>
>
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