Today's Message Index:
----------------------
1. 12:06 AM - 503 DCDI EGT/CHT (jdmurr@juno.com)
2. 12:15 AM - Re: Former Lakeland Ultralight Employee (guy truex)
3. 04:12 AM - Flyin Driving Directions (skyrider2)
4. 06:09 AM - Re: Dave and Ed's landing opinions (pat ladd)
5. 06:15 AM - Re: singing wings (pat ladd)
6. 06:15 AM - Re: 503 DCDI EGT/CHT (Richard Pike)
7. 06:19 AM - Re: 503 DCDI EGT/CHT (Denny Rowe)
8. 07:43 AM - engine out (Gray, Mark)
9. 08:28 AM - Re: engine out (Richard & Martha Neilsen)
10. 03:13 PM - Kolb Homecomming (Richard & Martha Neilsen)
11. 04:18 PM - Re: engine out (kfackler)
12. 08:16 PM - Kolb kwit (Charlie England)
Message 1
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| Subject: | 503 DCDI EGT/CHT |
--> Kolb-List message posted by: "jdmurr@juno.com" <jdmurr@juno.com>
I have read the recent posts about pitch, performance and EGT.
My Firestar EGT with a 503 runs around 1,125 at about 4,900 rpm and cools to about
1,050 at full throttle at 6,400 rpm. Throttle response is smooth and it runs
great at all rpm and has pleanty of power. I'm not sure at the moment about
the CHT, but I think it is around 275-300 max, but don't quote me. I'm running
a warp drive two-bladed prop and the needles are set at position 3. The
plugs are a little dark indicating rich, but on the East coast it will be getting
colder soon so I am going to leave them there for now.
Am I in the ballpark and should I leave well enough alone, or should I tinker?
Any comments or suggestions would be greatly appreciated.
John Murr
Firestar
I have read the recent posts about pitch, performance and EGT.
My Firestar EGT with a 503 runs around 1,125 at about 4,900 rpm and cools to about
1,050 at full throttle at 6,400 rpm. Throttle response is smooth and it runs
great at all rpm and has pleanty of power. I'm not sure at the moment about
the CHT, but I think it is around 275-300 max, but don't quote me. I'm running
a warp drive two-bladed prop and the needles are set at position 3. The plugs
are a little dark indicating rich, but on the East coast it will be getting
colder soon so I am going to leavethem there for now.
Am I in the ballpark and should Ileave well enough alone, or shouldI tinker?
Any comments or suggestions would be greatly appreciated.
John Murr
Firestar
Message 2
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| Subject: | Re: Former Lakeland Ultralight Employee |
--> Kolb-List message posted by: guy truex <airbosss@yahoo.com>
I talked to Rick and Annette about a year ago. They were working with Paula. I
would guess the girls are grown up. My son was about their age and he's 23 and
in the Army now.
I read what you wrote and I started thinking of all the funny stuff that happened
at the lake. One day Jim was on the lake in his Twinstar and he had someone
go get the Firestar. The guy was about to touch down on the water and Jim noticed
he didn't have the sponsons installed. Jim was yelling at the top of his
lungs - SPONSONS. Of course the guy couldn't hear Jim, but he saw all the waving
and yelling and at the same time he noticed there were no sponsons! He went
back to the airport.
One time Jim and Rick were flying the Twinstar (it had a 532- remember those?).
It quit. They were over a golf course. There were golfers out there in the way,
so Rick yells as loud as he can- FORE. They all looked up, saw the plane and
ran. Jim and Rick landed.
-- Guy
Dennis Souder <flykolb@pa.net> wrote:
--> Kolb-List message posted by: "Dennis Souder"
Guy,
I for one would like to hear more about the LA story. And what are Rick and
Annette doing these days? And Paula, what is she doing, the girls Brittany
and ____ I guess they are about grown by now. And what became of the amphib
trike - I think it was a trike wasn't it that Jim displayed at SNF the last
year? I think there was a pretty amazing story about a 2nd Chantz chute
mishap. Funny, all I can remember is was an interesting story - but no
details come to mind any more.
Even as I was writing this, I am recalling a time when I was flying with Jim
at Conneaut Lake. We landed and then went to take off. Well the TS just
couldn't get its speed up. Jim looks around trying to figure out why it
won't accelerate. Here it turns out the gear was down.
On one of my visits, Jim prodded me in attempting to barefoot ski. I made
several attempts, but didn't make it up. When I got home, my legs were
almost one large bruise and I don't bruise easily. He took a video of my
ackward attempts and big splashes and had some great laughs afterward.
Yes ... please refresh my memory.
Dennis
----- Original Message -----
From: "guy truex"
Subject: Kolb-List: Former Lakeland Ultralight Employee
> --> Kolb-List message posted by: guy truex
>
> My name is Guy Truex. I built many Kolbs when I worked at Lakeland
Ultralights back in the early 90's. A friend and current Kolb list member
recently sent me a copy of a discussion on this list about Lakeland
Ultralights, Jim Lee, his aircraft and his accident.
>
> Last night I wrote several pages about some aircraft we built at Lakeland
Ultralights. I intended to post it here today, but it's very long and I
didn't want to make it my first post. With permission from the list owner or
moderator, I will post it. It's basically a short history of the Kolb
aircraft we built and how they were modified.
>
> -- Guy
>
>
> ---------------------------------
> Click here to donate to the Hurricane Katrina relief effort.
>
>
Message 3
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| Subject: | Flyin Driving Directions |
--> Kolb-List message posted by: "skyrider2" <skyrider2@earthlink.net>
Hi guys,
My thanks to all who responded. I think that even I will be able to find
the factory now !!! See ya'll Friday evening.......
Thanks again,
Doug
Message 4
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| Subject: | Re: Dave and Ed's landing opinions |
--> Kolb-List message posted by: "pat ladd" <pj.ladd@btinternet.com>
I've been reading your exchanges regarding the various ways to land an
ultralight>>
Nice call Judd.
I too have learned a lot. Some of the instructions I profoundly disagree
with but even so the info is filed away in back of brain somewhere.
Cheers
Pat
do not archive
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Message 5
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| Subject: | Re: singing wings |
--> Kolb-List message posted by: "pat ladd" <pj.ladd@btinternet.com>
Rap "music" caused the wings to fall off.>>
Nice one.
Pat
do not archive
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Message 6
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| Subject: | Re: 503 DCDI EGT/CHT |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
If it was mine I would leave it alone.
Richard Pike
MKIII N420P (420ldPoops)
do not archive
At 02:36 AM 9/22/05 +0000, you wrote:
>--> Kolb-List message posted by: "jdmurr@juno.com" <jdmurr@juno.com>
>
>I have read the recent posts about pitch, performance and EGT.
>My Firestar EGT with a 503 runs around 1,125 at about 4,900 rpm and cools
>to about 1,050 at full throttle at 6,400 rpm. Throttle response is smooth
>and it runs great at all rpm and has pleanty of power. I'm not sure at
>the moment about the CHT, but I think it is around 275-300 max, but don't
>quote me. I'm running a warp drive two-bladed prop and the needles are
>set at position 3. The plugs are a little dark indicating rich, but on
>the East coast it will be getting colder soon so I am going to leave them
>there for now.
>Am I in the ballpark and should I leave well enough alone, or should I tinker?
>Any comments or suggestions would be greatly appreciated.
>
>John Murr
>Firestar
Message 7
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| Subject: | Re: 503 DCDI EGT/CHT |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
John,
Sounds just about perfect to me.
Denny Rowe, Mk-3, Leechburg PA
----- Original Message -----
From: <jdmurr@juno.com>
Subject: Kolb-List: 503 DCDI EGT/CHT
> --> Kolb-List message posted by: "jdmurr@juno.com" <jdmurr@juno.com>
>
> I have read the recent posts about pitch, performance and EGT.
> My Firestar EGT with a 503 runs around 1,125 at about 4,900 rpm and cools
> to about 1,050 at full throttle at 6,400 rpm. Throttle response is smooth
> and it runs great at all rpm and has pleanty of power. I'm not sure at
> the moment about the CHT, but I think it is around 275-300 max, but don't
> quote me. I'm running a warp drive two-bladed prop and the needles are
> set at position 3. The plugs are a little dark indicating rich, but on
> the East coast it will be getting colder soon so I am going to leave them
> there for now.
> Am I in the ballpark and should I leave well enough alone, or should I
> tinker?
> Any comments or suggestions would be greatly appreciated.
>
> John Murr
> Firestar
>
>
> I have read the recent posts about pitch, performance and EGT.
>
>
> My Firestar EGT with a 503 runs around 1,125 at about 4,900 rpm and cools
> to about 1,050 at full throttle at 6,400 rpm. Throttle response is smooth
> and it runs great at all rpm and has pleanty of power. I'm not sure at the
> moment about the CHT, but I think it is around 275-300 max, but don't
> quote me. I'm running a warp drive two-bladed prop and the needles are set
> at position 3. The plugs are a little dark indicating rich, but on the
> East coast it will be getting colder soon so I am going to leavethem there
> for now.
>
>
> Am I in the ballpark and should Ileave well enough alone, or shouldI
> tinker?
>
>
> Any comments or suggestions would be greatly appreciated.
>
>
> John Murr
> Firestar
>
>
> --
>
>
Message 8
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--> Kolb-List message posted by: "Gray, Mark" <Mark.Gray@Takata.com>
I thought I would share this with the group for comments.
Kolb Firestar II A10MFG
This past weekend our club GTUF in Michigan had its around the thumb
tour. After our first fuel stop we warmed up and departed for our next
destination. I was number 11 out of 12 to take off. About 10 to 15
seconds after take off my engine stopped making that satisfying buzzing
noise we all love. Fortunately I had started from the extreme end of the
runway and with a hard slip was able to get it back down and stopped
before the fence at the end. After the teardown of the engine it was
found the mag end piston was destroyed, the exhaust side of the piston
was severely damaged. The lower ring was fractured in several place and
parts of it were embedded in the head. The upper ring was less damaged,
broken but still in place. We have 2 theories at the moment of a cause,
my personal favorite is the ring rotated until the free ends snagged in
a port breaking the ring. I should mention this is a new 503 with only
65 hrs. What make me suspect this is the ring pin was found to be
pressed in below the bottom of the ring groove. There are tool marks in
the groove from whatever tool was used to install it.
The other cause suggested is carb ice causing a lean burn and
overheating of that cylinder, conditions were ideal for icing but I
thought carb ice causes a rich condition since it reduces air flow.
Another reason I don't think it was this is my EIS did not alarm (it is
set for 1200 deg F). There is some evidence of a lean burn, the exhaust
has very little carbon deposit from that cylinder, but no sign of
melting on the piston just mechanical damage.
I normally run 6250 RPM during climb with head temps around 300 deg and
exhaust temps 960-1000 deg.
Cruise is at 5500 RPM with 273 head temps and 1040 exhaust.
Has anyone ever had a problem like this or found a ring rotating around
the piston?
Good news is I should be running again by mid next week, bad news is
$$$$
Do not archive.
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hereby notified that any disclosure, copying, distribution, retention or use
of the contents of this e-mail information is prohibited and may be unlawful.
When addressed to Takata customers or vendors, any information contained in this
e-mail is subject to the terms and conditions in the governing contract, if
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notify us by return e-mail, permanently delete any electronic copies of this
communication and destroy any paper copies.
Message 9
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--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM05@comcast.net>
Mark
Congratulations on a safe landing. Sorry you had to join the engine out
club.
We have had discussions recently about engine out landings. When you get a
chance would you expand on your forced landing. What landing speeds did you
use. Were they different than what you normally use? Did you find the plane
glided better with the engine out. Did you use flaps(or maybe the FSII
doesn't have flaps). Have you been practicing engine out landings. Did you
have a plan on how you would fly an engine out landing? did it give you ANY
warning?
Check with your favorite Rotax dealer, maybe Rotax will help with the repair
of your engine. It sounds like it may have been a manufacturer defect. Save
that piston and don't touch it any more than necessary. For the price of
those engines seems like they should stand behind them if it was their
fault. My redrive manufacturer replaced the redrive at no cost and even
offered to help with the cost of some of my engine parts when I had a drive
failure.
Do not archive
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Gray, Mark" <Mark.Gray@Takata.com>
Subject: Kolb-List: engine out
> --> Kolb-List message posted by: "Gray, Mark" <Mark.Gray@Takata.com>
>
> I thought I would share this with the group for comments.
>
> Kolb Firestar II A10MFG
>
> This past weekend our club GTUF in Michigan had its around the thumb
> tour. After our first fuel stop we warmed up and departed for our next
> destination. I was number 11 out of 12 to take off. About 10 to 15
> seconds after take off my engine stopped making that satisfying buzzing
> noise we all love. Fortunately I had started from the extreme end of the
> runway and with a hard slip was able to get it back down and stopped
> before the fence at the end. After the teardown of the engine it was
> found the mag end piston was destroyed, the exhaust side of the piston
> was severely damaged. The lower ring was fractured in several place and
> parts of it were embedded in the head. The upper ring was less damaged,
> broken but still in place. We have 2 theories at the moment of a cause,
> my personal favorite is the ring rotated until the free ends snagged in
> a port breaking the ring. I should mention this is a new 503 with only
> 65 hrs. What make me suspect this is the ring pin was found to be
> pressed in below the bottom of the ring groove. There are tool marks in
> the groove from whatever tool was used to install it.
>
> The other cause suggested is carb ice causing a lean burn and
> overheating of that cylinder, conditions were ideal for icing but I
> thought carb ice causes a rich condition since it reduces air flow.
> Another reason I don't think it was this is my EIS did not alarm (it is
> set for 1200 deg F). There is some evidence of a lean burn, the exhaust
> has very little carbon deposit from that cylinder, but no sign of
> melting on the piston just mechanical damage.
> I normally run 6250 RPM during climb with head temps around 300 deg and
> exhaust temps 960-1000 deg.
> Cruise is at 5500 RPM with 273 head temps and 1040 exhaust.
>
> Has anyone ever had a problem like this or found a ring rotating around
> the piston?
>
> Good news is I should be running again by mid next week, bad news is
> $$$$
>
> Do not archive.
>
>
> The information in this email and attachments hereto may contain legally
> privileged, proprietary or confidential information that is intended for a
> particular recipient. If you are not the intended recipient(s), or the
> employee or agent responsible for delivery of this message to the intended
> recipient(s),you are hereby notified that any disclosure, copying,
> distribution, retention or use of the contents of this e-mail information
> is prohibited and may be unlawful. When addressed to Takata customers or
> vendors, any information contained in this e-mail is subject to the terms
> and conditions in the governing contract, if applicable. If you have
> received this communication in error, please immediately notify us by
> return e-mail, permanently delete any electronic copies of this
> communication and destroy any paper copies.
>
>
>
Message 10
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| Subject: | Kolb Homecomming |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM05@comcast.net>
Up till this afternoon I thought I was riding with a couple others to the homecoming.
I will be leaving tomorrow (driving) AM from Lansing Michigan and going
down I75 to London, KY and returning Sunday. Is there anyone on the way that
would want to share a ride and talk airplanes.
Do not archive
Rick Neilsen
Redrive VW powered MKIIIc
Message 11
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--> Kolb-List message posted by: "kfackler" <kfackler@ameritech.net>
> Rick Neilsen
> Redrive VW powered MKIIIc
Mark,
This is the chap I was telling you about with the VW on a Kolb. He's invited
us to his strip in the past and I assume the invite is still open. After you
get back in the air, we should plan to drop in on him.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
do not archive
Message 12
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--> Kolb-List message posted by: Charlie England <ceengland@bellsouth.net>
Not everything the FAA teaches fits flying small aircraft.
Here's a link to an article about pattern work on the 'members only'
section of the EAA web site.
http://www.eaa.org/communications/eaanews/050922_insurance.html
In my opinion, a 3 degree approach is designed to keep you alive while
flying an approach 'blind' in instrument conditions. Everything is a
tradeoff, & in instrument conditions, you are more likely to die from
loss of control than engine failure. Again, in my opinion (and the
opinion of my flight instructor), in VFR conditions there is no reason
to risk crashing by flying an approach that guarantees not making the
runway if you have an engine failure. Every landing I made while
training for my private ticket was made with engine at idle abeam the
numbers. I was chastised mightily if I had to add power to make the
runway, & chastised somewhat less severely if I overshot the numbers. A
few minutes of 'compensating' instruction so I'd know what the examiner
expected just prior to the check ride, then back to safe operation.
Fifteen years later, I confess that whenever I fly with someone trained
to 'FAA standards' I reach my highest levels of fear from pattern entry
to touchdown on the runway, because I *know* we won't make the runway if
the engine quits.
FWIW,
Charlie
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