Today's Message Index:
----------------------
1. 12:09 AM - Re: Firefly Weight and Balance (DAquaNut@aol.com)
2. 03:38 AM - Re: Firefly Weight and Balance (Denny Rowe)
3. 05:10 AM - Re: mod weight (ronnie wehba)
4. 08:28 AM - modification, deviation, who do you trust anymore? (Jim Gerken)
5. 09:35 AM - FireFly Engine Break In Experience. (Jack & Louise Hart)
6. 10:02 AM - Re: Firefly Weight and Balance (jerb)
7. 10:10 AM - Parachutes (Jim Hauck)
8. 10:11 AM - chutes (Christopher Armstrong)
9. 10:14 AM - Re: BRS Canister Repack (Jimmy @ Jo Ann Hill)
10. 10:15 AM - Air flow patterns (Richard Pike)
11. 10:24 AM - Ballistic chutes (Kirk Smith)
12. 10:56 AM - Re: chutes (John Hauck)
13. 11:04 AM - Re: Air flow patterns (John Hauck)
14. 11:17 AM - Re: BRS Canister Repack (Edward Chmielewski)
15. 11:34 AM - Re: Ballistic chutes (Richard Pike)
16. 12:06 PM - Stitching the fabric, or riveting (Jim Clayton)
17. 12:19 PM - Re: mod weight/Wonderful World of Kolbs. (Don Gherardini)
18. 12:42 PM - Re: chutes (John Cooley)
19. 01:01 PM - Re: Stitching the fabric, or riveting (John Hauck)
20. 01:03 PM - Re: Ballistic chutes (Kirk Smith)
21. 01:15 PM - Re: mod weight/Wonderful World of Kolbs. (John Hauck)
22. 01:32 PM - Rotax 503 throttle question (Gherkins Tim-rp3420)
23. 01:49 PM - Re: BRS Installation in Center Section MK III (John Hauck)
24. 02:14 PM - Re: Rotax 503 throttle question (John Hauck)
25. 02:23 PM - Throttle stop (Jim Hauck)
26. 02:28 PM - Re: Stitching the fabric, or riveting (Kirk Smith)
27. 02:48 PM - Re: BRS Canister Repack (Richard Swiderski)
28. 03:10 PM - throllte (Paul Petty)
29. 03:24 PM - Re: Stitching the fabric, or riveting (Don Gherardini)
30. 03:24 PM - Re: mod weight (Richard Swiderski)
31. 03:29 PM - Re: mod weight (Richard Swiderski)
32. 03:56 PM - Re: throllte (Richard Harris)
33. 04:07 PM - Re: throllte (Ian Heritch)
34. 04:16 PM - Re: throllte (bryan green)
35. 04:17 PM - Re: BRS Canister Repack (John Hauck)
36. 04:27 PM - tank installation (bryan green)
37. 04:29 PM - Re: Stitching the fabric, or riveting (John Hauck)
38. 04:40 PM - Re: BRS Canister Repack (Richard Swiderski)
39. 04:55 PM - Re: mod weight (John Hauck)
40. 05:00 PM - Re: throttle (Richard Swiderski)
41. 05:33 PM - (ronnie wehba)
42. 06:31 PM - Re: tank installation (Don Gherardini)
43. 06:36 PM - Re: throttle (Don Gherardini)
44. 08:51 PM - Re: Stitching the fabric, or riveting (Bob Bean)
45. 09:37 PM - Re: Stitching the fabric, or riveting (Richard Pike)
46. 11:32 PM - Re: FireFly Engine Break In Experience. (DAquaNut@aol.com)
Message 1
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| Subject: | Re: Firefly Weight and Balance |
--> Kolb-List message posted by: DAquaNut@aol.com
List,
I think I almost have my plane finnished. I really wish I had someone In the
Houston area to scrutinize my building, that has built a Kolb themselves. Any
takers?
Are there any Firefly builder/owners that built per plans that had to
alter anything or add weight anywhere to get there Firefly to fall into the
correct limits. Seems I heard someone say a w/b is not necessary if I followed
the
plans exactly. I did. Should I worry about it? I still need to break in the
engine. Any thing I need to watch out for other than making sure I have the
tail secure..
Ed ( In Houston)
Message 2
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| Subject: | Re: Firefly Weight and Balance |
MARKETING_SUBJECT
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
> --> Kolb-List message posted by: DAquaNut@aol.com
>
>
> List,
> I think I almost have my plane finnished. I really wish I had someone In
the
> Houston area to scrutinize my building, that has built a Kolb themselves.
Any
> takers?
> Are there any Firefly builder/owners that built per plans that had to
> alter anything or add weight anywhere to get there Firefly to fall into
the
> correct limits. Seems I heard someone say a w/b is not necessary if I
followed the
> plans exactly. I did. Should I worry about it? I still need to break in
the
> engine. Any thing I need to watch out for other than making sure I have
the
> tail secure..
>
> Ed ( In Houston)
>
> Ed,
Congratulations on completion of your bird!
Definitly do the W&B, its not hard and if you use blocks to keep things
level you can do it with one decent bathroom scale, just move it around to
all three points and shuffle blocks where you need em to keep the bird in
the needed attitude.
Definitly tie the tail off well, and I suggest having a spotter stand in
front of the plane during engine tests who can see if the neighbors dog is
headed toward the prop. When sitting in a pusher, you can't keep an eye on
the prop arc area.
Keep us posted, can't wait to hear the flight reports.
Dennis Rowe, Mk-3, PA
Message 3
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required 5, BAYES_00)
--> Kolb-List message posted by: "ronnie wehba" <rwehba@wtxs.net>
what did you do about the slop in the linkage, as mine has some not much but
some?
----- Original Message -----
From: "Richard Swiderski" <swiderski@rocketjet.net>
Subject: RE: Kolb-List: mod weight
> --> Kolb-List message posted by: "Richard Swiderski"
<swiderski@rocketjet.net>
>
>
> "garvelink"
>
> I flew an UltraStar hard & fast & sometimes heavy for about
> 350hrs. No aerobatics, if you don't count wingovers. Twice I went
> through some violent wing flutter (before I got rid of the control
> linkage slop & pin attatchment slop & inboard spar flex). It remained a
> faithful & dependable friend. The only structural failures that I know
> of were from impacting mother earth with not enough finesse. ...Richard
> Swiderski
>
> Don,
>
> What about the Ultrastar? do you know if there have been any structural
> failures?
>
>
Message 4
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| Subject: | modification, deviation, who do you trust anymore? |
02/10/2004 10:27:46 AM
--> Kolb-List message posted by: Jim Gerken <gerken@us.ibm.com>
(from john h)...
>PS: Of course, you are volunteering to be the test dummy for these
extended
>inspection and repack times???
>PSS: We need to be very careful giving advice to folks based on
speculation
>that might mean the difference of life or death. There are a lot of very
>serious aspects to our sport of building and flying Kolb aircraft. Let's
>have fun, but be careful. None of us are immune to gravity, or exempt
from
>"Murphy". If I was going to give someone advice on whether they should
>extend the inspection and repack cycle of their BRS Balistic Recovery
>System, it would be to follow the directives.
John and gang,
To me, chute maintenance schedule deviation seems a LOT like structural
modifications which deviate from Kolb's plans. We freely share our ideas
for modifying the Kolbs, but aren't we worried about the day one of the
wings modified by our recommendations comes apart? Just a wild guess on my
part but, to me, Richard's observations of the dependability of rockets was
less likely to cause harm than encouraging others to drill holes in
critical wing rib components and add weight in an unproven manner. John's
own good luck and hours of experience cannot alone be taken as proof of the
concept, as I understood Topher and then Dennis to add a couple days ago.
Another way of thinking about it is that John's experience may only
indicate that Homer's wing was strong enough in its original design to
survive even the modifications. John, I am not trying to pick on you, but
I am questioning the logic of drawing a line at the parachute maintenance
schedule mods, while encouraging structure mods. What about the guys that
do the structural mods but don't buy a parachute?
I agree with John on this part: be careful guys. Careful flying, careful
reading, careful building/modifying. A lot of what you read here is
opinion, not necessarily fact. Including this note.
Jim
Message 5
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| Subject: | FireFly Engine Break In Experience. |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 03:09 AM 2/10/04 EST, you wrote:
>--> Kolb-List message posted by: DAquaNut@aol.com
>
................
>plans exactly. I did. Should I worry about it? I still need to break in the
>engine. Any thing I need to watch out for other than making sure I have the
>tail secure..
>
Ed,
I tied my FireFly to a post and broke the engine in with the FireFly facing a two
car garage. See:
http://www.thirdshift.com/jack/firefly/firefly07.html
The garage doors were closed, and so when I ran the engine the air had to
come in sideways to the front of the garage and turn and flow back through
the propeller. I thought I had everything under control and things went
quite well until the engine rpms had to be increased and I realized that I
had to put more pitch into the prop. After re pitching the prop I decided I
was thirsty and I drank most of a soda. I placed the soda can upright on
edge of the concrete even with the right wing tip and back at the tail. I
started the engine got back in the seat and started the breaking in process
again. Finally getting to the higher rpms, I saw something flash by my
head. After I got done with the breaking in process, I discovered my soda
pop can was gone. I found it spit open and down the hill behind the fence.
I put the first nick in a zero time prop. I couldn't believe the flow
pattern could pick up the can, so I put another empty one out in the same
position. I stood by the cockpit so I could watch it, slowly advanced the
throttle and sure enough, there was enough back flow to tip the soda can
over, and then it began to roll toward the front to of the FireFly on the
cement surface.
I should have not put light on the ground, and I should have faced FireFly
away from a closed wall.
Still snow bound.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 6
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| Subject: | Re: Firefly Weight and Balance |
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
Ed,
What kind of prop you running?
If an Ivo you may have to increase pitch during the break-in run. Also you
may find that you will have some temps issues - and need to richen the
mixture during the run to reduce temps. Make sure you have you tank full
and have some more on hand ready to go. It will burn most of the fuel. I
can't recall if we had to refuel during the run. Last do it in an area
that will not drive the locals crazy - listening to the scream of the Rotax
at high RPM will get to people in not to long. Have your break in run on a
paper for each RPM step and in between reduced power steps. Check them off
as you complete each of them. It like 70 minutes of run time. I suggest
some ear plugs for you and your helper.
jerb
At 06:37 AM 2/10/04 -0500, you wrote:
>--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
>
>
> > --> Kolb-List message posted by: DAquaNut@aol.com
> >
> >
> > List,
> > I think I almost have my plane finnished. I really wish I had someone In
>the
> > Houston area to scrutinize my building, that has built a Kolb themselves.
>Any
> > takers?
> > Are there any Firefly builder/owners that built per plans that had to
> > alter anything or add weight anywhere to get there Firefly to fall into
>the
> > correct limits. Seems I heard someone say a w/b is not necessary if I
>followed the
> > plans exactly. I did. Should I worry about it? I still need to break in
>the
> > engine. Any thing I need to watch out for other than making sure I have
>the
> > tail secure..
> >
> > Ed ( In Houston)
> >
> > Ed,
>Congratulations on completion of your bird!
>Definitly do the W&B, its not hard and if you use blocks to keep things
>level you can do it with one decent bathroom scale, just move it around to
>all three points and shuffle blocks where you need em to keep the bird in
>the needed attitude.
>Definitly tie the tail off well, and I suggest having a spotter stand in
>front of the plane during engine tests who can see if the neighbors dog is
>headed toward the prop. When sitting in a pusher, you can't keep an eye on
>the prop arc area.
>Keep us posted, can't wait to hear the flight reports.
>
>Dennis Rowe, Mk-3, PA
>
>
Message 7
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--> Kolb-List message posted by: "Jim Hauck" <jimh474@earthlink.net>
Folks;
Being a Parachute Rigger for the past 45 years and have packed everything
from a home made handkerchief parachute to Martin/Baker ejection seats. I
feel I have a tad of knowledge of parachute maintenance.
For years everything pertaining to parachute maintenance and repack
schedules was based on Silk material. Silk was light and strong, but, Silk
was a "Handle with kid gloves" material. For years a repack cycle for
parachutes was every 60 days. The had to be opened hung in a drying tower
for at least 24 hours and went through 100% inspection then repacked. Silk,
was highly susceptible to humidity and left in a packed state for a long
duration would soon mildew and rot. With the use of Nylon during WWII when
silk supplies became unavailable, parachute repack schedules and maintenance
remained the same as with Silk until 1959. The repack cycle was changed to
120 days (Military procedures) . Nylon unlike silk will withstand almost any
abuse except abrasion under load, ultraviolet rays, acids, salt water
emersion and mice and rats. Yep! mice caused the breakdown and inspection
and repack of 15,000 parachutes in the mid 50's at Ft Bragg, NC.
On cargo parachutes the repack and inspection schedule is 5 years. But, they
aren't lowering humans.
Granted a canister packed parachute may be perfectly sound and usable after
many years of being packed. But, if you aren't the original owner and have
no history of the parachute, how do you know that it hasn't been exposed to
the wrong elements or been damaged in some way. How do you know if a Lil
bitty mouse didn't get inside the canister and have a feast on all that
lovely nylon?
Lift lines and deployment lines, which are made from man made materials, a
portion of them are exposed outside the canister to direct sunshine and the
elements continuously. Are they sound or have they deteriorated to the point
that they are unsafe?
Drogue rocket motors, they are man made and like all man made items are
subject to "Murphy's Law". Granted they may work every time and may have set
on a shelf for 20 years and still work. But, if they were totally fool proof
and totally reliable, the military wouldn't change them out on Martin/Baker
and other ejection systems every time they have a scheduled
repack/maintenance. Why? Because through experience they have found that a
percentage of them has failed to work properly. That is why they don't
gamble on a pilot or crew members life.
Parachutes do work and are almost "Murphy Proof" as long as they are
maintained as they should be, if not maintained correctly "Murphy" can ruin
your whole day and life. So why take a chance, get the parachute re-serviced
as the maintenance schedule calls for. These re-service schedules aren't set
up to collect your hard earned money just to be collecting it. These
schedules are based on experience factors so that your equipment works as
intended. Granted, the fees are extremely high for repacks, but, most of
that is due to liability.
Y'all be sure and have a good parachute if you have added an extra piece of
aluminum to your wings, as they might pull a "mission impossible" and
evaporate on you. Hee Hee
Jim Hauck
PS: Gerken, if you are referring to Bro John's Fire Star wings that failed,
I got news for you, that wing was stock out of the box with no dumb anus
modifications. If he had had those dumb anus modifications, that wing
wouldn't have failed.
DO NOT ARCHIVE
Message 8
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--> Kolb-List message posted by: "Christopher Armstrong" <tophera@centurytel.net>
Most of BRS chutes are pressure packed using a hydraulic ram. Normal
parachute riggers can't re-rig them. The non-High Density softpacks can be
rerigged by any qualified rigger. BRS is erring on the conservative side
because a chute is a product that is worse then useless if it fails. They
got a lot of bad publicity when the units on the certified cirrus aircraft
didn't fire due to bad cable routing. If you want a chute that you can
count on when you need it you should do what they recommend. If you don't,
you should fly like you don't have a chute as a backup, cause you can't be
sure that it is going to work. If you fly even a tiny bit more riskily
because you feel you can always just use the chute, then you probably
shouldn't have it at all, but if you do you better have one that is as
reliable as it can possibly be.
Topher
Message 9
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| From: | "Jimmy @ Jo Ann Hill" <hillstw@jhill.biz> |
| Subject: | Re: BRS Canister Repack |
--> Kolb-List message posted by: "Jimmy @ Jo Ann Hill" <hillstw@jhill.biz>
Richard:
Thanks, I appreciate that information.
Jimmy
do not archive
----- Original Message -----
From: "Richard Swiderski" <swiderski@rocketjet.net>
Subject: RE: Kolb-List: BRS Canister Repack
> --> Kolb-List message posted by: "Richard Swiderski"
<swiderski@rocketjet.net>
>
> Jimmy,
> FWIW, I talked with a guy who tested the rockets (that we use
> for parachutes) for the military. He told me He never tested one that
> didn't fire, even those that had been years past their rec shelf life.
> Mildew &/or deterioration of the chute fabric is probably the biggest
> worry. If your can have a rigger repack it, it would seem reasonable to
> extend a factory repack by a lot. ....Richard Swiderski
>
>
> > In other words, do any of you know of a canister that has been fired
> after
> > 6, 8, or 10 years? Jimmy
>
>
Message 10
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| Subject: | Air flow patterns |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
If you want to see a weird airflow pattern, blow up a few small balloons,
get up at altitude, and crank into a tight circle, constant altitude. Throw
out the balloons, (miss the prop) and watch the balloons chase you around
and around, caught up in the wake. Entertaining...
Never did it with the Kolb, but it worked with the Hummer, and anything a
Hummer can do, a Kolb can do, right?
Richard Pike
MKIII N420P (420ldPoops)
do not archive
At 11:24 AM 2/10/04 -0600, you wrote:
>--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
<snip>
> Finally getting to the higher rpms, I saw something flash by my
>head.
<snip>
> I couldn't believe the flow
>pattern could pick up the can, so I put another empty one out in the same
>position. I stood by the cockpit so I could watch it, slowly advanced the
>throttle and sure enough, there was enough back flow to tip the soda can
>over, and then it began to roll toward the front to of the FireFly on the
>cement surface.
<snip>
>Jack B. Hart FF004
>Jackson, MO
Message 11
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| Subject: | Ballistic chutes |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
I got a Second Chanz chute sitting in the bedroom closet. Bought 8 years ago new.
Compressed gas fired. The company is defunct and I guess so is the chute. At
least you can get a BRS repacked. Kirk
Do not archive
Message 12
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Normal
| parachute riggers can't re-rig them. The non-High Density softpacks
can be
| rerigged by any qualified rigger. | Topher
Topher/Gang:
The above is true. However, the BRS 1050 soft packs and larger
systems are also hydraulically pressure packed in order to get them a
little smaller in their pack trays. They have to be returned to BRS
for inspection and repack unless the qualified rigger has the
appropriate hydraulic press to do the job.
But, when you install the system inside the airframe out of the
weather the repack is extended from 2 to 6 years.
john h
Message 13
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| Subject: | Re: Air flow patterns |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
balloons,
| get up at altitude, and crank into a tight circle, constant
altitude. Throw
| out the balloons, (miss the prop) and watch the balloons chase you
around
| and around, caught up in the wake. Entertaining...
| Richard Pike
Richard/Gang:
One of the competitions we did at the Flight Farm back ancient history
was the balloon burst.
Helium balloons were released on the ground. Then us attack
ultralight pilots got to try and burst them in the air. Problem with
the Firestar was the airflow off the nose of the aircraft would kick
the balloons outside the prop arc.
john h
DO NOT ARCHIVE
Message 14
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| Subject: | Re: BRS Canister Repack |
--> Kolb-List message posted by: "Edward Chmielewski" <edchmiel@mindspring.com>
Jimmy/Kolbers,
I guess I'm confused as to the rationale of having the BRS on board the
aircraft
in the first place. Do you plan on flying this bird with outdated equipment like
the BRS
that has gone past its rocket replacement/repack limitations? If so, is cost the
factor?
If this is the case, I would suggest selling the bird and taking up another, less-costly
hobby. Scheduled maintenance items on aircraft, even ultralights, are a necessary
cost of
ownership and should be budgeted in by the owner. I do contract piloting of corporate
twins and jets, and am still amazed by the cheapness of some people who own aircraft.
When an owner tries to talk me into something even approaching a questionable practice,
I
walk. Life's too short to put up with such folks. I hope this sounds abrupt,
sometimes
that's what it takes. We have a wealth of knowledge on this list, err on the safe
side
and listen to it. My MkII is parked for R&R, the expired BRS will be replaced
with new
when the time comes.
Jimmy, I hope you get that thing serviced by BRS, it's cheap insurance.
Do not archive.
Ed in JXN
MkII/503
(Snip)
> > > In other words, do any of you know of a canister that has been fired
> > after
> > > 6, 8, or 10 years? Jimmy
Message 15
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| Subject: | Re: Ballistic chutes |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
If it is like mine and uses compressed nitrogen, it is good as long as the
needle is in the green. The chute is a standard parachute and can be
repacked by any rigger. That is what I have, and it is holding pressure
just fine.
If you decide you don't want yours any more, let me know, I'll take it off
your hands.
Richard Pike
MKIII N420P (420ldPoops)
At 01:23 PM 2/10/04 -0500, you wrote:
>--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
>
>I got a Second Chanz chute sitting in the bedroom closet. Bought 8 years
>ago new. Compressed gas fired. The company is defunct and I guess so is
>the chute. At least you can get a BRS repacked. Kirk
>
>
>Do not archive
>
>
Message 16
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| Subject: | Stitching the fabric, or riveting |
--> Kolb-List message posted by: Jim Clayton <jspc78@yahoo.com>
I changed the subject line to suit....
Richard/Don/All,
I have the same concerns about riveting, and have been
warned about stitching to a round rib. Do you, or
anyone else have comments on special techniques to
stitch the wings without puckering the fabric? If it
can be done successfully, I prefer stitching, mostly
because of all the holes, and partially because I
worked so hard to master the knots during the covering
class I took ;-)
-Jim
Jim Clayton
California
Mark-3X, Building
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com]On Behalf
Of Richard Pike
Subject: Re: Kolb-List: Wing Mod Weights
--> Kolb-List message posted by: Richard Pike
<rwpike@charter.net>
Good point, riveting the fabric has to look a lot
better than putting a
knot on top of an already round rib. (Which is why I
tied my knots off to
one side of the rib - minimize the visual damage).
But the question is not appearance but rib
strength.(If you can tolerate
"Homer Bumps" on the trailing edges, rib stitch bumps
might seem less awful)
Richard Pike
MKIII N420P (420ldPoops)
At 07:33 PM 2/7/04 -0600, you wrote:
>--> Kolb-List message posted by: "Don Gherardini"
<donghe@one-eleven.net>
>
>brother Pike
>
>a post you made caused me to think of a time WAAAYYY
back,,,,back at Spartan
>when I was in the Airframe classes...
>
>
>snip<<<<Everyone agrees that Kolb ribs are probably
the weakest link in the
>whole
>wing structure, yet SOP is to drill them full of
unnecessary 1/8" rivet
>holes all down their top & bottom surface to secure
the fabric, (when they
>could be just as easily rib stitched, and probably
with less weight) then
> >>>>snip
>
>I can vividly remember the day I pondered this same
question...not about a
>Kolb of course...but of the Idea of riveting fabric
to ribs...vs rib
>stitching.
>now...he may not have been right...but the instructor
went into a long
>speech about which is better...when you do..when you
dont...an so on...
>
>but basically here it is....a round top or tubing rib
should never be
>ribstitched ... to keep from "puckering" or
"dimpleing" the fabric...and
>when heat shrink type fabric is used...just about
never.
>
>A flat top or cap'ed rib should/may be
rib-stitched..
>
>Still....all them holes just cant help...I'lll betcha
if Homer didn't have
>to pay Dennis and John them danged high wages, he
probably could have
>afforded a big ole press with some nice rib forming
dies and we would have
>Kolbs with nice stamped ribs in em today!!!!
>(...grin....!)
>
>Don Gherardini
>FireFly 098
>http://www.geocities.com/dagger369th/my_firefly.htm
>
>
Message 17
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| Subject: | Re: mod weight/Wonderful World of Kolbs. |
MARKETING_SUBJECT
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
John, and gang
I think you said it well here pard....
snip>>Once I was in the seat and strapped in and flying, my Ultrastar
cockpit was
very similar to sitting in any aircraft I had every flown. I felt secure
and the the airplane was a part of me, and I was a part of it<< snip
While Im sitting here being all nostalgic and romantic...probably cause my
Fly is in the shed all toredown for some refitting..and I havent got to fly
it since xmas when I brought it home...I am considering all the years I have
been flying and all the types I have logged hours in...I got my PPL way back
in the 75..in a fleet C150 at Spartan School of Aero....where I logged time
in old cubs...an Apache and several different Beech 18's..got my
ag-application ticket and spent a whole summer puttin paraquat on beans in
Texas in a Grumman and a Cessna ag-plane....I even have a little over an
hour of dual instructed in a Lockheed F-5/P-38 lighting. ...From Weedhoppers
and Quicks...lots of other single engine Cessnas....to the P-38 I guess,
although I dont consider myself a particularly high-time Pilot.
I can easily say ..that NONE of the previously operated birds effected me
quite like this FireFly. None of them really made me feel like, as John put
it so accurately...""I felt secure and the the airplane was a part of me,
and I was a part of it"" Looking back...all the others were pretty well
..just a ride...even the Ultralites...although they can be easily considered
the most fun...
Those old Cubs...from Eagle Aviation in Tulsa....they were like riding a 10
speed stuck in high gear....always had to watch the attitude because of the
lack of power...The Beech 18's were more like driving a Roadgrader. After
you got them off the ground that is...taxiing was alot like rideing a hog on
a frozen pond. That P-38 was actually my second choice of the planes avail
from Eagle aviation, where I worked part time while I was in college. They
had a P-51 with a second seat that I wanted very badly to learn to fly..but
the operator Just said "No...not yet. ( I was about 21 and just then
working on my multi-rating at Spartan)..."you are not ready son" And he
suggested the Lockheed since I needed the time in a twin..and it was real
easy to handle.
I still remember it cost me 180.00 in 1976....about 3 weeks pay for a
college boy...and that was just for Fuel, as he didnt charge me for the
instructors fee and let me work that out on the ramp. So about a year
later..when I thought I was ready...they sold the mustang before I got to
get time in it...I still remember thinking...Jeez....Sold for 35
grand....who in the world would pay that much for that old
bird!......hehe...boy have things changed huh!
Still, it was more of a job flying the Lockheed than a pleasure.
OF all of them..Flying an empty Ag-cat back to the loading spot was probably
the closest...down low...fairly nimble...but still...not quite.
I described Flying the FireFly to my brother as like a "Dirt Bike" in its
response and manuverability, But alot less physical on an old man.. It just
does what ever you want it to...and it does not make you "pull G's" to do
it...."like Nothing I have ever flown" I said...and that is true....nothing.
It is obviously not the blinding speed....the power of zillions of
horses....That makes a Kolb such a joy...but as John says...It makes you
feel like its a part of you. That is just what it does..I dont know how...
.
I have spent this much of you fellas time with this dissertation because I
am afraid that some of you who have not yet completed your Kolb...or are
considering building one and lurking here...Might get the wrong Idea that
because of all the "Modifying " we have been discussing lately...that those
Kolbs must be no good....or that some of us might not be happy with the
product.
This is surely not the case..but the "condition" of a Home-Builder...trying
to make something better...piddleing with it....fooling around..
If you ever look at that cartoon in the back of KitPlanes every month..it is
alway a sarcasm of this condition....that is what alot of homebuilders
do....mostly because a fella who will take on the task of building his own
airplane is just a fella who wants to build something. A hands-on guy...it
is more of an affliction than an attribute. The Best thing this kind of
Homebuilder can have is another Airplane to build as soon as he gets one
done...That way he wont be so tempted to mess around with a perfectly good
flyable aircraft!!!...( I fit into this category I'm afraid)
SO all of you fellas who are building....get with it...Time is
awasting...spring will be here soon, and you really NEED to Fly the Kolb you
are building...cause you are gonna LUV it!
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
Message 18
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--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
Hi Gang,
Going to stick my head up out of my gopher hole and ask a question or
two while on the subject of chutes as I plan on using the soft pack in
the gap seal area. First, for those of you who have mounted a soft pack
in the gap seal of the MK III, how did you rearrange the gap seal ribs
to make room for the soft pack? Does anyone have any pictures of the
construction or recommendations on what to do or not do?
Secondly, what weight material are the MK III and Kolbra flyers using? I
used the 2.7 oz material on the Twinstar Mark II that I rebuilt and it
seems like overkill. I tried to calculate the additional weight of the
finish coated 2.7 versus the 1.6 oz fabric awhile back using some
numbers from the PolyFiber manual and I think it was somewhere around 10
pounds heavier if I remember correctly (probably not). Just curious as
to the thoughts of the list members on what fabric to use. I think the
new MK III/Kolbra kits come with the 1.6 oz fabric (new builders please
verify this). What about using the 2.7 on the wing bottoms and 1.6
elsewhere? Any thoughts or suggestions appreciated.
Do not archive
Thanks,
John Cooley
Topher/Gang:
The above is true. However, the BRS 1050 soft packs and larger systems
are also hydraulically pressure packed in order to get them a little
smaller in their pack trays. They have to be returned to BRS for
inspection and repack unless the qualified rigger has the appropriate
hydraulic press to do the job.
But, when you install the system inside the airframe out of the weather
the repack is extended from 2 to 6 years.
john h
Message 19
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| Subject: | Re: Stitching the fabric, or riveting |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| Richard/Don/All,
|
| I have the same concerns about riveting, and have been
| warned about stitching to a round rib. | -Jim
Jim C/All:
What are your concerns about fabric riveting in Kolb ribs?
I know of more rib stich failures on Kolb wings than I do of a rib
failure because it had a hole drilled in it. The holes are not
drilled where the rib is most likely to fail anyhow.
Think about this for a minute. The entire aircraft is loaded with
thousands of holes, but they are all filled up by rivets.
john h
Message 20
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| Subject: | Re: Ballistic chutes |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
> If it is like mine and uses compressed nitrogen, it is good as long as the
> needle is in the green. The chute is a standard parachute and can be
> repacked by any rigger. That is what I have, and it is holding pressure
> just fine.
>
> If you decide you don't want yours any more, let me know, I'll take it off
> your hands.
Yup, same thing. The needle hasn't moved since I got it. Maybe it's broke?
OK if I decide to pitch it, you got first dibbs.......Kirk
Do not archive
Message 21
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| Subject: | Re: mod weight/Wonderful World of Kolbs. |
MARKETING_SUBJECT
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| I have spent this much of you fellas time with this dissertation
because I
| am afraid that some of you who have not yet completed your Kolb...or
are
| considering building one and lurking here...Might get the wrong Idea
that
| because of all the "Modifying " we have been discussing
lately...that those
| Kolbs must be no good....or that some of us might not be happy with
the
| product.
|| Don Gherardini
Don/All:
Good post. I enjoyed and understand it completely.
If I did not have faith in and confidence of the airplanes I build, I
would never have spent the last 20 years build and flying them.
I have made changes to get the airplanes to suit me, fit me, perform
for me, over all those years. Not because they were of weak design or
flew poorly for "normal" folks. I build them to suit me, perform
reliably for my purposes and no one else's.
BTW: I have only built and flown Kolb airplanes. I do not build weak
airplanes. I may make some parts that wear out, i.e., failed gear
leg/axle socket, Muncho Lake, BC, 1 July 2000, because of many, many
landings over a very long period of air time. But I have never had
any others fail and not perform to the desired design specs that Bro
Jim and I came up with.
In addition, most all the mods done to my MK III were approved by
Homer Kolb. He cares about my safety. :-)
Take care,
john h
Message 22
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| Subject: | Rotax 503 throttle question |
--> Kolb-List message posted by: Gherkins Tim-rp3420 <rp3420@motorola.com>
503 owners,
I'm about to weld an adjustable throttle stop on my cage at the throttle stick
area. For a quick reference, what is the travel of the stick from idle to full
throttle on a Rotax 503 dcdi?
Tim
w/ Firestar II
Message 23
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| Subject: | Re: BRS Installation in Center Section MK III |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| First, for those of you who have mounted a soft pack
| in the gap seal of the MK III, how did you rearrange the
gap seal ribs
| to make room for the soft pack?
John C/Gang:
To answer the above question, I used four instead of three
ribs as called for by the Kolb Plans and Instructions. The
two center ribs were spaced to allow room for the pack tray
to fit between. I built no special reinforced bottom for
the parachute pack tray to attach to. Simply attached it to
the .063" lexan bottom of the center section. Getting close
to time for a lexan replacement of the center section. This
will be the first. I am undecided if I will replace with
lexan or sheet metal. Thinking seriously abou going the
sheet metal route. I used lexan on the inititial build
because it was easy to construct when I could see through
the lexan to line up holes, fit, etc. I also used a length
of alum tubing the width of the center section, minus an
inch or two, the same diameter as the leading edge tube of
the wing. Placed this inside the piece of pre-bent sheet
metal in the kit. Made attachment easier by riveting to the
normal rib nose flanges.
I have lots of pictures of my center section, but it will
cost you an arm and a leg to get them. :-) Besure and
paint your new MKIII a different color and design than mine.
I may have a hard time determining whose is whose if you
don't.
john h
Does anyone have any pictures of the
| construction or recommendations on what to do or not do?
| Secondly, what weight material are the MK III and Kolbra
flyers using? I
| used the 2.7 oz material on the Twinstar Mark II that I
rebuilt and it
| seems like overkill. I tried to calculate the additional
weight of the
| finish coated 2.7 versus the 1.6 oz fabric awhile back
using some
| numbers from the PolyFiber manual and I think it was
somewhere around 10
| pounds heavier if I remember correctly (probably not).
Just curious as
| to the thoughts of the list members on what fabric to use.
I think the
| new MK III/Kolbra kits come with the 1.6 oz fabric (new
builders please
| verify this). What about using the 2.7 on the wing bottoms
and 1.6
| elsewhere? Any thoughts or suggestions appreciated.
|
| Do not archive
|
| Thanks,
| John Cooley
|
| Topher/Gang:
|
| The above is true. However, the BRS 1050 soft packs and
larger systems
| are also hydraulically pressure packed in order to get
them a little
| smaller in their pack trays. They have to be returned to
BRS for
| inspection and repack unless the qualified rigger has the
appropriate
| hydraulic press to do the job.
|
| But, when you install the system inside the airframe out
of the weather
| the repack is extended from 2 to 6 years.
|
| john h
|
|
|
==============
Contributions
other
|
==============
|
==============
http://www.matronics.com/FAQ/Kolb-List.htm
http://www.matronics.com/browse/kolb-list
http://www.matronics.com/digest/kolb-list
|
==============
|
|
|
|
|
Message 24
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| Subject: | Re: Rotax 503 throttle question |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
at the throttle stick area. For a quick reference, what is
the travel of the stick from idle to full throttle on a
Rotax 503 dcdi?
|
| Tim
Tim/All:
Make the stop adjustable so you can calibrate it after the
aircraft and throttle controls are set up.
john h
DO NOT ARCHIVE
Message 25
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--> Kolb-List message posted by: "Jim Hauck" <jimh474@earthlink.net>
Y'all;
If you weld a throttle stop on the cage, I would make it adjustable as the length
of the throttle cables will stretch over a period of time.
Just a thought!
Jim Hauck
Message 26
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| Subject: | Re: Stitching the fabric, or riveting |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
I have the same concerns about riveting, and have been
> warned about stitching to a round rib.
I recovered the wings on my Cessna 120 that I had many years ago and it had
neither stitches or rivets. It had what looks kind of like a staple that
snapped in predrilled holes. Most 120's are this way. Mine cruised at 105
mph with the 85 Continental. The ones with the stc for the 100 hp
Continental would cruise at 120 mph. Never ever heard of the fabric coming
off one. It was a helluva a job tearing the old fabric loose for that
matter. Kirk
Do not archive
Message 27
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| Subject: | BRS Canister Repack |
--> Kolb-List message posted by: "Richard Swiderski" <swiderski@rocketjet.net>
Hey John,
If you read my post below more closely you'll notice that I
didn't give advice. I did repeat 1st hand info & give my opinion. A lot
of wise responses were given to this post, most of which I agree with.
However, economics is a factor to be included in any decision of safety.
At what price are we willing to pay or shall we say can we afford to
stack the deck in our favor. There is no absolute guarantee of safety,
therefore some degree of sanity must be applied at some point. One's
degree of safety is therefore related to one's financial resources, not
to mention one's fear of death, and of course, one's comfort zone of
risk taking. Some would think it unreasonable to fly at all. In the
end, our safety is both arbitrary and based on a logical assessment of
risk. My opinion is that if a chute can be professionally repacked &
the rocket is five years past its recommended shelf life, I would feel
responsible in using it. I believe it is a defendable opinion,
certainly it is not an infallible truth, but I assume all on this list
realize I am not God! (If somebody out there does, send me your bank
account numbers & I will make sure you are properly rewarded.)
opinion as well. Hopefully all on this list are responsibly sifting
thru all information offered here, especially mine.
...Richard Swiderski
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>FWIW, I talked with a guy who tested the rockets (that we use
> for parachutes) for the military. He told me He never tested one that
didn't fire, even those that had been years past their rec shelf life.
> Mildew &/or deterioration of the chute fabric is probably the biggest
> worry. If your can have a rigger repack it, it would seem reasonable
to
> extend a factory repack by a lot. ....Richard Swiderski
Richard/Gang:
That sounds great.
How long can I extend the repack on my BRS?
john h
PS: Of course, you are volunteering to be the test dummy for these
extended
inspection and repack times???
PSS: We need to be very careful giving advice to folks based on
speculation
that might mean the difference of life or death. There are a lot of
very
serious aspects to our sport of building and flying Kolb aircraft.
Let's
have fun, but be careful. None of us are immune to gravity, or exempt
from
"Murphy". If I was going to give someone advice on whether they should
extend the inspection and repack cycle of their BRS Balistic Recovery
System, it would be to follow the directives. If there are any
questions,
direct them to the professionals at BRS.
PSSS: What does the Navy use the BRS rocket for?
==
==
==
==
Message 28
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--> Kolb-List message posted by: "Paul Petty" <Lynnp@c-gate.net>
Kolbers,
I know I am ahead of myself here but this has come to mind several times when I
think of my next step,kit 2. When I fly the Cessna 150 in training, I always
hold the throttle control in with my right hand during climb out, (because my
CFI has beaten that into my head from day one). Even with the control lock pretty
tight he still insist that I do this. I understand why this is protocol but
believe me if that sucker dropped 2 rpm my hand would shove that throttle forward
even if it were tied behind my back! I have not yet flown a Kolb with control
of the throttle, only control of the stick and rudder in both a Mark3Xtra
and the Kolbra. This being said, I ponder this.... With all my time training
in the Cessna, how well do you think I will adapt to having the stick in my
right hand and throttle in my left? Seems sorta backwards to me. I even think
about it when driving my car and notice I drive, or control if you will, with
my left hand. I am right handed by the way. The throttle quadrant, as Kolb calls
it, is on my left. Can't be changed because it would be on the door or on the
way I think. Also does the throttle have a way to set and reset the tension
on the throttle cable? To be honest the throttle even looks kinda cheesy if ya
ask me. I have pondered this concept quite a bit. Ran ideas through my brain
that include such crazy stuff like a twist grip throttle on the control stick,
or maybe a push pull like the Cessna down near my right leg some where. Best
I can figure is that with the throttle located where the plans call for it, If
the PIC were to pass out or become unable to continue as PIC the person in the
rear could release the seat belt and have control of the power and land if
needed.
Am I any where near close?
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
do not archive
Message 29
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| Subject: | Re: Stitching the fabric, or riveting |
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Jim...
I gave this alot of thought before I did mine..and I decided to go with the
flow..and did it according to plans..rivits....Looking back...I wasted alot
of good thinking time..
I dont know of any way to get a good stitch job on a round tube rib...just
aint hardly possible I dont think...and then you would likely be in danger
of a fabric failure...which is just as bad...maybe worse than a rib
failure...or at the best....a funny looking wing with a bunch of dimples in
it..
Right this minute..I am recovering the rear half of my cage....I am going to
try to cover the whole cage in the rear for less drag...
anyway...I have of course been peeling the fabric off the cage...no rivits
here ya know...just glue...JEEZ.....its a real pain....there are some places
I was tempted to get the handgrinder after it ...soaked it in MEK.....and
soaked it some more......ARGHHHH......
After doing this...I might be tempted to just glue the fabric down on a wing
and forget all mechanical attachments!!!!..Well...not really....but that
glue works awful good.
NAW......Best to do what has been proven here Jim.....A Kolb might fly with
a bent or busted rib.....but it dang sure wont fly with no fabric on the
wing!
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
Message 30
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--> Kolb-List message posted by: "Richard Swiderski" <swiderski@rocketjet.net>
John & All,
I often think back to our 1st meeting that John described below.
He's right about me not seeing him. As I recall I was flying around
trees & over fences, when I suddenly wondered why my UltraStar's shadow
was in the wrong place. Then I saw 2 shadows, but still couldn't find
another plane. I was totally befuddled. He was tucked in so tight
behind & above me that I couldn't figure out where he was let alone that
I was being shot down. When he finally let me see him, I said to
myself, Who is that crazy masked man, and how did he do that?!! He then
sped away, at what seemed like warp drive. (Come to think of it, it must
have been that incredible Warp Drive prop that he's always "Hauking"
about.) Anyway, I took off after him, but soon was following a dot back
to the Flying Gators Airpark. I was admittedly perplexed that there was
another kind of ultralite that could keep up with my Top Gun piloted
UltraStar & then leave me in the dust. I just had to see what kind of
nut this guy was, & what the heck he was flying. I didn't feel so bad
when I found out he was flying a fancy new model of Kolb called a
FireStar. I still don't like to admit tho that there is another pilot
out there that can tuck in on my tail & shoot me down 47 times!
...Richard Swiderski
-----Original Message----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of John Hauck
Subject: Re: Kolb-List: mod weight
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
> I flew an UltraStar hard & fast & sometimes heavy for about
> 350hrs. No aerobatics, if you don't count wingovers. Twice I went
> through some violent wing flutter (before I got rid of the control
> linkage slop & pin attatchment slop & inboard spar flex). It remained
a
> faithful & dependable friend. The only structural failures that I
know
> of were from impacting mother earth with not enough finesse.
...Richard
> Swiderski
Richard/Gang:
Now that we have the Ultrastars and Firestars behind us, it is
enlightening
to know that the aileron counter balance weights will prevent aileron
flutter when correctly installed. Even with old sloppy aileron
controls,
hinges, rod end bearings, etc. I remember chasing any minute looseness
in
my aileron control system, trying to prevent the Ultrastar from getting
into
aileron flutter. It usually happened during long cross countries, or
coming
out of a loop too fast. On XC's it would start so slowly and gentlely I
would not realize it until it had blosomed into full bloom flutter. The
aileron bell crank right over and to the rear of the pilot's head would
wear
and get sloppy in the welded on bushings. I remember taking some
urethane
fuel line and hose clamps on each side on the outter ends, clamping
pretty
hard to add some friction and take some of the slop out of the bell
crank.
That's been nearly 20 years ago.
I met Richard at the Florida Flying Gator Fall Flyin the first part of
November 1987. I had stopped off there for the weekend and flyin during
my
flight down to Miami and back. I was out flying early one morning,
spied
the Ultrastar flying around north of the airstrip in an area of antennas
up
near HWY 27 and the Florida Turnpike. I layed in on him and followed
him
around a long time before he realized he had been shot down 47 times.
Richard extended his hospitality and I enjoyed his company and that of
his
friends while at the airpark. Thanks Richard.
Take care,
john h
DO NOT ARCHIVE
==
==
==
==
Message 31
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--> Kolb-List message posted by: "Richard Swiderski" <swiderski@rocketjet.net>
Ronnie,
Give me a call, 352-307-9009 drive. There were a lot of little
things that made a big difference in handling. ...Richard Swiderski
--> Kolb-List message posted by: "ronnie wehba" <rwehba@wtxs.net>
what did you do about the slop in the linkage, as mine has some not much
but
some?
>
> "garvelink"
>
> I flew an UltraStar hard & fast & sometimes heavy for about
> 350hrs. No aerobatics, if you don't count wingovers. Twice I went
> through some violent wing flutter (before I got rid of the control
> linkage slop & pin attatchment slop & inboard spar flex). It remained
a
> faithful & dependable friend. The only structural failures that I
know
> of were from impacting mother earth with not enough finesse.
...Richard
> Swiderski
>
> Don,
>
> What about the Ultrastar? do you know if there have been any
structural
> failures?
>
>
==
==
==
==
Message 32
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--> Kolb-List message posted by: "Richard Harris" <rharris@magnolia-net.com>
Paul,
I too got my ticket starting in a 150 then finished in a 172. I had no
problem changing to right hand stick left hand throttle. After all the taxi
work then crow hopping in my MK3, the first flight was a natural as far as
stick and throttle control. Course I have not been back in a 172 since. I
really think you will have any problem..
c-ya
Richard
----- Original Message -----
From: "Paul Petty" <Lynnp@c-gate.net>
Subject: Kolb-List: throllte
> --> Kolb-List message posted by: "Paul Petty" <Lynnp@c-gate.net>
>
> Kolbers,
> I know I am ahead of myself here but this has come to mind several times
when I think of my next step,kit 2. When I fly the Cessna 150 in training, I
always hold the throttle control in with my right hand during climb out,
(because my CFI has beaten that into my head from day one). Even with the
control lock pretty tight he still insist that I do this. I understand why
this is protocol but believe me if that sucker dropped 2 rpm my hand would
shove that throttle forward even if it were tied behind my back! I have not
yet flown a Kolb with control of the throttle, only control of the stick and
rudder in both a Mark3Xtra and the Kolbra. This being said, I ponder
this.... With all my time training in the Cessna, how well do you think I
will adapt to having the stick in my right hand and throttle in my left?
Seems sorta backwards to me. I even think about it when driving my car and
notice I drive, or control if you will, with my left hand. I am right handed
by the way. The thro!
> ttle quadrant, as Kolb calls it, is on my left. Can't be changed because
it would be on the door or on the way I think. Also does the throttle have a
way to set and reset the tension on the throttle cable? To be honest the
throttle even looks kinda cheesy if ya ask me. I have pondered this concept
quite a bit. Ran ideas through my brain that include such crazy stuff like a
twist grip throttle on the control stick, or maybe a push pull like the
Cessna down near my right leg some where. Best I can figure is that with the
throttle located where the plans call for it, If the PIC were to pass out or
become unable to continue as PIC the person in the rear could release the
seat belt and have control of the power and land if needed.
> Am I any where near close?
> Paul Petty
> Building Ms. Dixie
> Kolbra/912UL/Warp
>
>
> do not archive
>
>
Message 33
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--> Kolb-List message posted by: "Ian Heritch" <iheritch@satx.rr.com>
Paul,
In order to get my tail wheel endorsement I trained for ten hours in various
tail draggers all of which had the throttle on the left. I think it took me
all of a minute and a half to become accustomed to this arrangement. I am
sure, like most of us, you will come to prefer this way of flying.
Ian Heritch
Slingshot, 912
San Antonio, TX
----- Original Message -----
From: "Paul Petty" <Lynnp@c-gate.net>
Subject: Kolb-List: throllte
> --> Kolb-List message posted by: "Paul Petty" <Lynnp@c-gate.net>
>
> Kolbers,
> I know I am ahead of myself here but this has come to mind several times
when I think of my next step,kit 2. When I fly the Cessna 150 in training, I
always hold the throttle control in with my right hand during climb out,
(because my CFI has beaten that into my head from day one). Even with the
control lock pretty tight he still insist that I do this. I understand why
this is protocol but believe me if that sucker dropped 2 rpm my hand would
shove that throttle forward even if it were tied behind my back! I have not
yet flown a Kolb with control of the throttle, only control of the stick and
rudder in both a Mark3Xtra and the Kolbra. This being said, I ponder
this.... With all my time training in the Cessna, how well do you think I
will adapt to having the stick in my right hand and throttle in my left?
Seems sorta backwards to me. I even think about it when driving my car and
notice I drive, or control if you will, with my left hand. I am right handed
by the way. The thro!
> ttle quadrant, as Kolb calls it, is on my left. Can't be changed because
it would be on the door or on the way I think. Also does the throttle have a
way to set and reset the tension on the throttle cable? To be honest the
throttle even looks kinda cheesy if ya ask me. I have pondered this concept
quite a bit. Ran ideas through my brain that include such crazy stuff like a
twist grip throttle on the control stick, or maybe a push pull like the
Cessna down near my right leg some where. Best I can figure is that with the
throttle located where the plans call for it, If the PIC were to pass out or
become unable to continue as PIC the person in the rear could release the
seat belt and have control of the power and land if needed.
> Am I any where near close?
> Paul Petty
> Building Ms. Dixie
> Kolbra/912UL/Warp
>
>
> do not archive
>
>
Message 34
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--> Kolb-List message posted by: "bryan green" <lgreen1@sc.rr.com>
Paul not to seam like a smart arsh but God gave ya two hands and you should
learn to use both of them. If it bothers ya put it where it makes you feel
better.
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
----- Original Message -----
From: "Paul Petty" <Lynnp@c-gate.net>
Subject: Kolb-List: throllte
> --> Kolb-List message posted by: "Paul Petty" <Lynnp@c-gate.net>
>
> Kolbers,
> I know I am ahead of myself here but this has come to mind several times
when I think of my next step,kit 2. When I fly the Cessna 150 in training, I
always hold the throttle control in with my right hand during climb out,
(because my CFI has beaten that into my head from day one). Even with the
control lock pretty tight he still insist that I do this. I understand why
this is protocol but believe me if that sucker dropped 2 rpm my hand would
shove that throttle forward even if it were tied behind my back! I have not
yet flown a Kolb with control of the throttle, only control of the stick and
rudder in both a Mark3Xtra and the Kolbra. This being said, I ponder
this.... With all my time training in the Cessna, how well do you think I
will adapt to having the stick in my right hand and throttle in my left?
Seems sorta backwards to me. I even think about it when driving my car and
notice I drive, or control if you will, with my left hand. I am right handed
by the way. The thro!
> ttle quadrant, as Kolb calls it, is on my left. Can't be changed because
it would be on the door or on the way I think. Also does the throttle have a
way to set and reset the tension on the throttle cable? To be honest the
throttle even looks kinda cheesy if ya ask me. I have pondered this concept
quite a bit. Ran ideas through my brain that include such crazy stuff like a
twist grip throttle on the control stick, or maybe a push pull like the
Cessna down near my right leg some where. Best I can figure is that with the
throttle located where the plans call for it, If the PIC were to pass out or
become unable to continue as PIC the person in the rear could release the
seat belt and have control of the power and land if needed.
> Am I any where near close?
> Paul Petty
> Building Ms. Dixie
> Kolbra/912UL/Warp
>
>
> do not archive
>
>
Message 35
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| Subject: | Re: BRS Canister Repack |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
If your can have a rigger repack it, it would seem reasonable to
| extend a factory repack by a lot. ....Richard Swiderski
Hi Richard/Gang:
I'm sorry.
The above sounds a lot like a recommendation to me. For others, as
slow as I am, it might be accepted as a recommendation also.
I personally do not think money should fall into the decision making
process of time/life of a ballistic recovery system.
I personally do not think their established directives on inspection
and repack should be ignored.
Like Bro Jim stated earlier, there are man made items essential for
successful operation of the system that are highly effected by UV.
Kevlar is one of them. No matter how good the rocket and the rest of
the parachute are, it i worthless when the bridal fails.
Too many "if's" involved to rely on an outdated system. The line has
to be draw somewhere. How far can you go beyond that line and still
survive? Are you willing to gamble on that? Some people will push it
and die.
BTW: Even the new systems and factory maintained systems are not fail
safe. I had a friend that pulled the wings off an original Firestar
about two months after I did. He had a ballistic recovery system.
When he quit flying at about 300 feet AGL, he popped the chute. Got a
good canopy, but the kevlar line was cut by the sharp edge of the
engine mount. He died. He knew how I flew. He knew what happened to
me, but failed to learn from my mistake. Paid the ultimate price for
that.
Another thing to remember is, when that time comes, if it comes, one
must keep enough composure to remember that he has a recovery system
on board. We read to often of those that died without pulling the red
handle. That is a shame.
I am not a parachute rigger like Bro Jim, but made my living jumping
out of airplanes in the Army before I started flying helicopters. I
know parachutes work when we are trained to use them correctly and
rely on them.
On the other hand I never wore a parachute flying a helicopter. They
were not provided in the Army. The Army felt we flew at such low
altitudes, most of the time, we would not have time to deploy one.
History proved them wrong during Lam Son 719 in VN when the NVA were
shooting our helicopters out of the sky with heat seeking missles, and
radar guided 37mm AAA. A lot of helicopter crew would still be around
today had they had parachutes in those situations.
I guess I have a very different attitude about recovery systems and
Kolb aircraft. I can not express in words what it feels like when one
tranforms from pilot to passenger of a brick. When all control feel
is gone, the aircraft turns nose down, and the only thing between
pilot and those trees down there is a little bag of nylon. One has a
very different appreciation for that little rag.
Until you have been there, you will never know. Ask Dennis Souder.
Gravity is not impartial or predudice.
john h
Message 36
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| Subject: | tank installation |
--> Kolb-List message posted by: "bryan green" <lgreen1@sc.rr.com>
Don let me know what mods your doing to clear the sump a since I intend to set
mine straight also. Are ya putting all way down or what? Do Not Archive.
Bryan Green (Elgin SC)
Message 37
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| Subject: | Re: Stitching the fabric, or riveting |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
going to
| try to cover the whole cage in the rear for less drag...
| anyway...I have of course been peeling the fabric off the cage...no
rivits
| here ya know...just glue...JEEZ.....its a real pain....there are
some places
| I was tempted to get the handgrinder after it ...soaked it in
MEK.....and
| soaked it some more......ARGHHHH......
| | Don Gherardini
Don G/Gang:
While covering my fuselage aft, I discovered I had some concave areas
that would get beaten to death by the prop in short order is not
mechanically fastened to the longeron. Sometime when ya'll get to
look at old Miss P'fer, check her out. There is a lot of rib
stitching on the aft fuselage. My first experience with rib
stitching, although not a rib, same same difference. To make matters
worse, I had to learn to to blind rib stitching because I could not
get behind some longerons because of the close proximity to the fuel
tank. That was fun. :-) My fingers bore the scars of rib lacing
cuts for a long time afterwards. I might add, some of the rib
stitching did come loose. Might have been bad rib stitching, or it
could have happened from cargo rubbing and knocking them during
loading and unloading, and during flight. I do not know.
john h
Message 38
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| Subject: | BRS Canister Repack |
--> Kolb-List message posted by: "Richard Swiderski" <swiderski@rocketjet.net>
(sent this earlier but???, this is 2nd try)
Hey John,
If you read my post below more closely you'll notice that I
didn't give advice. I did repeat 1st hand info & give my opinion. A lot
of wise responses were given to this post, most of which I agree with.
However, economics is a factor to be included in any decision of safety.
At what price are we willing to pay or shall we say can we afford to
stack the deck in our favor. There is no absolute guarantee of safety,
therefore some degree of sanity must be applied at some point. One's
degree of safety is therefore related to one's financial resources, not
to mention one's fear of death, and of course, one's comfort zone of
risk taking. Some would think it unreasonable to fly at all. In the
end, our safety is both arbitrary and based on a logical assessment of
risk. My opinion is that if a chute can be professionally repacked &
the rocket is five years past its recommended shelf life, I would feel
responsible in using it. I believe it is a defendable opinion,
certainly it is not an infallible truth, but I assume all on this list
realize I am not God! (If somebody out there does, send me your bank
account numbers & I will make sure you are properly rewarded.)
opinion as well. Hopefully all on this list are responsibly sifting
thru all information offered here, especially mine.
...Richard Swiderski
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>FWIW, I talked with a guy who tested the rockets (that we use for
>parachutes) for the military. He told me He never tested one that
didn't fire, even those that had been years past their rec shelf life.
> Mildew &/or deterioration of the chute fabric is probably the biggest
> worry. If your can have a rigger repack it, it would seem reasonable
> to extend a factory repack by a lot. ....Richard Swiderski
Richard/Gang:
That sounds great.
How long can I extend the repack on my BRS?
john h
PS: Of course, you are volunteering to be the test dummy for these
extended inspection and repack times???
PSS: We need to be very careful giving advice to folks based on
speculation that might mean the difference of life or death. There are
a lot of very serious aspects to our sport of building and flying Kolb
aircraft. Let's have fun, but be careful. None of us are immune to
gravity, or exempt from "Murphy". If I was going to give someone advice
on whether they should extend the inspection and repack cycle of their
BRS Balistic Recovery System, it would be to follow the directives. If
there are any questions, direct them to the professionals at BRS.
PSSS: What does the Navy use the BRS rocket for?
Message 39
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MARKETING_SUBJECT
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
When he finally let me see him, I said to
| myself, Who is that crazy masked man, and how did he do that?!! He
then
| sped away, at what seemed like warp drive. (Come to think of it, it
must
| have been that incredible Warp Drive prop that he's always "Hauking"
| about.) | ...Richard Swiderski
Hey Richard/All:
Nope, wasn't the warp drive that time. Long before I even knew what
one wuz. I thought all real propellers were wood and fixed pitch. I
was flying with a Jim Culver two blade fixed pitch wood prop. Best
prop I ever had. Matched Firestar, 447, and Hauck to a "T". I still
have it, but it is broken. hehehe.
john h
DO NOT ARCHIVE
Message 40
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--> Kolb-List message posted by: "Richard Swiderski" <swiderski@rocketjet.net>
Hey Paul,
If its any comfort, I went thru a similar questioning. Because I
put flaperons on my old UltraStar, I wanted to be able to control them
at all points of the landing. The stick was on the right & the throttle
was on the left, the stick would have required major surgery, so I had
to move the throttle. In addition, I also needed to control the
throttle at all times. Well the only option was to put the throttle on
the stick as on a Harley Davidson. I wondered if I could get used to it
& even more wondered if I could unlearn the old way. After a few hours
of crow hopping, (oh boy, I hope that word doesn't start another endless
thread) I was right at home with it. I have converted every plane I've
had to this since. It allows the use of a free hand that is otherwise
tied up most of the time.
Richard Swiderski
From: "Paul Petty" <Lynnp@c-gate.net>
Subject: Kolb-List: throllte
> --> Kolb-List message posted by: "Paul Petty" <Lynnp@c-gate.net>
>
> Kolbers,
> I know I am ahead of myself here but this has come to mind several
times
when I think of my next step,kit 2. When I fly the Cessna 150 in
training, I
always hold the throttle control in with my right hand during climb
out,
(because my CFI has beaten that into my head from day one). Even with
the
control lock pretty tight he still insist that I do this. I understand
why
this is protocol but believe me if that sucker dropped 2 rpm my hand
would
shove that throttle forward even if it were tied behind my back! I have
not
yet flown a Kolb with control of the throttle, only control of the stick
and
rudder in both a Mark3Xtra and the Kolbra. This being said, I ponder
this.... With all my time training in the Cessna, how well do you think
I
will adapt to having the stick in my right hand and throttle in my left?
Seems sorta backwards to me<<snip>>
Message 41
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--> Kolb-List message posted by: "ronnie wehba" <rwehba@wtxs.net>
maybe I missed sumtim' but how did pull the wings off?
I had a friend that pulled the wings off an original Firestar
about two months after I did.
Message 42
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| Subject: | Re: tank installation |
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Bryan...
I dunno yet...in fact jus 5 min ago that overpriced jug got here
UPS!..man....just ordered it yesterday!
I will definatly put it all the way down...or at least as far as I can...The
original in the Fly sat righ on the boom tube on a plate....Unfortunatly...I
must leave town for a week in the AM...I have Honda engine service schools
duty....and I wont be back till fri...then the AMA show in Indy is this
weekend...and I must attend there also...willbe back mon nite or tues...so
it will be awhile before I can check the fit.
Ill holler as soon as I figger it out.
DO NOT ARCHIVE
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
Message 43
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--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Richard!.....
throttle on the stick?...like a harley?..do you mean a twist grip motorcycle
type deal?
sounds very interesting!!!
do not archive
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
Message 44
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| Subject: | Re: Stitching the fabric, or riveting |
--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
Jim Clayton wrote:
>--> Kolb-List message posted by: Jim Clayton <jspc78@yahoo.com>
>
>I changed the subject line to suit....
>
>Richard/Don/All,
>
>I have the same concerns about riveting, and have been
>warned about stitching to a round rib. Do you, or
>anyone else have comments on special techniques to
>stitch the wings without puckering the fabric? If it
>can be done successfully, I prefer stitching, mostly
>because of all the holes, and partially because I
>worked so hard to master the knots during the covering
>class I took ;-)
>
>-Jim
>
>Jim, those aluminum fabric rivets work real well, BUT
>
seems to me you could epoxy some flat strips to the ribs with little half-
rounds on the rib side. Then you wouldn't have any pucker. -BB do not
archive
>
>
Message 45
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| Subject: | Re: Stitching the fabric, or riveting |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
My poor airplane has been slandered...
I even went straight to the hangar with digital camera in hand,
to provide evidence of the shapeliness of the fabric gracefully
covering it's well-sculpted ribs, but it was too dark.
Sigh.
2nd Corinthians 4:8-9 certainly applies here...
Richard Pike
Rib Stitched MKIII N420P (420ldPoops)
At 05:30 PM 2/10/04 -0600, you wrote:
>--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
><snip>
>
>I dont know of any way to get a good stitch job on a round tube rib...just
>aint hardly possible I dont think...and then you would likely be in danger
>of a fabric failure...which is just as bad...maybe worse than a rib
>failure...or at the best....a funny looking wing with a bunch of dimples in
>it..
><snip>
>Don Gherardini
>FireFly 098
>http://www.geocities.com/dagger369th/my_firefly.htm
do not archive
Message 46
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| Subject: | Re: FireFly Engine Break In Experience. |
--> Kolb-List message posted by: DAquaNut@aol.com
In a message dated 2/10/04 11:36:34 AM Central Standard Time, jbhart@ldd.net
writes:
<<
I should have not put light on the ground, and I should have faced FireFly
away from a closed wall.
Still snow bound.
Jack B. Hart FF004
Jackson, MO
>>
Thanks Jack,
I think I will tie off to a tree.
Ed ( In Houston) Three more days of RAIN !!!!
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