Today's Message Index:
----------------------
1. 04:11 AM - Dirt in the exhaust (Edward Steuber)
2. 05:51 AM - Re: Gnats (Richard Pike)
3. 06:14 AM - Re: Dirt in the exhaust (John Hauck)
4. 06:21 AM - Re: MkIII, suzuki G10 (robert bean)
5. 06:50 AM - Re: MkIII, suzuki G10 (Michael Sharp)
6. 07:28 AM - Re: Twin Engine Firestar 2 (Gherkins Tim-rp3420)
7. 07:39 AM - Re: MkIII, suzuki G10 (robert bean)
8. 07:40 AM - Re: Dirt in the exhaust (Herb Gayheart)
9. 07:49 AM - Re: Twin Engine Firestar 2 (jimhefner)
10. 08:16 AM - Hope I'm not making a big mistake.... (jimhefner)
11. 08:41 AM - Re: Hope I'm not making a big mistake.... (George Alexander)
12. 08:47 AM - Re: Dirt in the exhaust (Kirk Smith)
13. 09:23 AM - Re: Hope I'm not making a big mistake.... (jimhefner)
14. 09:26 AM - Re: Hope I'm not making a big mistake.... (JetPilot)
15. 10:04 AM - Re: Dirt in the exhaust (Jack B. Hart)
16. 11:30 AM - Re: Re: Hope I'm not making a big mistake.... (Larry Bourne)
17. 11:31 AM - Re: Twin Engine Firestar 2 (Larry Bourne)
18. 11:38 AM - Re: Hope I'm not making a big mistake.... (Gherkins Tim-rp3420)
19. 11:54 AM - Kolbra 4 (blackbird)
20. 12:36 PM - Re: Dirt in the exhaust (Herb Gayheart)
21. 01:28 PM - Re: serial number (Kirby Dennis Contr MDA/AL)
22. 01:51 PM - Re: Dirt in the exhaust (Jim Baker)
23. 03:02 PM - Re: Hope I'm not making a big mistake.... (Guillermo Uribe)
24. 03:59 PM - Twin Engine Firestar (Larry Rice)
25. 04:27 PM - Re: Hope I'm not making a big mistake.... (David Key)
26. 05:37 PM - Re: MkIII, suzuki G10 (Eugene Zimmerman)
27. 05:52 PM - Re: Hope I'm not making a big mistake.... ()
28. 07:07 PM - Re: MkIII, suzuki G10 (Ron)
29. 07:36 PM - Re: Twin Engine Firestar 2 (WhiskeyVictor36@aol.com)
30. 10:12 PM - Re: Hope I'm not making a big mistake.... (jimhefner)
Message 1
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| Subject: | Dirt in the exhaust |
I was finally able to get the rest of the dope on the Ultrastar and
test-run the overhauled engine. A slight problem arose....Apparently
when the engine was detached from the airframe in the cornfield some
dirt made its way into the exhaust. Before installing the exhaust after
the overhaul I blew compressed air into both openings and did not notice
any thing unusual...no rattling noises ...But upon starting after 5 or 6
pulls on the rope, a bunch of small pieces of dirt and corn stalk blew
out....My question is this...when you pull a 2 stroke through with the
rope and it does not fire, what are the chances of the dirt back sucking
into the cylinders. I know soon as is starts the flow ejects anything in
the exhaust but is there a chance it may have got into the
cylinders....2 strokes are funny ducks !
Waddling around Ed
in Western NY ........... had to drop the "Know it All title"
Message 2
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--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Have a 582 and B box, 68" Ivo two blade, so standing at the tail and
looking forward, the prop turns clockwise. Thus you have a swirl of air
that also turns clockwise, ahead of the prop as well as behind it. Which
plasters gnats appropriate to that swirl ahead of the prop (about 18"
max) as well as behind it, which means it would also be pushing the
right flap down, and the left flap up. At least to the extent that slop
in the mechanism allows, which shouldn't be all that much.
Richard Pike
MKIII N420P (420ldPoops)
frank & margie wrote:
> Ref:
>
> --> Kolb-List message posted by: Richard Pike <richard@bcchapel.org
> <mailto:richard@bcchapel.org>>
>
> The prop does create a bias as you describe. Note the sides of the
> fuselage just ahead of the prop, the gnats are plastered on the right
> fuselage side, and the underside of the left flap, but not on the left
> side of the fuselage, or the underside of the right flap.
>
> ------------------------------------
> Richard,
> I think I'll go with jerb's explanation------
>
> I've been lurking on this list long enough so's I should know what
> engine setup you have, but seeing how my memory is no longer
> functional, please let me know what engine/redrive/prop you use. Your
> info is real interesting, and I want to think on it some more.
>
> Thanks,
> Frank Clyma
Message 3
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| Subject: | Re: Dirt in the exhaust |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
what are the chances of the dirt back sucking into the cylinders. I
know soon as is starts the flow ejects anything in the exhaust but is
there a chance it may have got into the cylinders....2 strokes are
funny ducks !
Waddling around
Ed in Western NY ........... had to drop the "Know it All
title"
Funny Duck:
Can't say for "certain" whether it will suck dirt out of the exhaust
or not, but there is a darn good chance it will.
Some years ago, 1989, on a return flight from River Ranch, FL, 447
powered Firestar, wrist pin needle bearing came apart in one cylinder.
When I pulled the cylinders off, there were needles stuck in the top
of both pistons, although the 447 has two seperate crankcases.
Undoubtedly, the needles from one cylinder were blown out the bad
cylinder and into the good cylinder.
NOTE: This engine started coming apart while at the flyin, yet made
it all the way from Central Florida back to Titus, Alabama. Very
fortunate, i.e., lucky as Hell.
john h (chicken hawk)
mkIII
PS: Did someone come up with SN: M3-001, the first customer built
MKIII? I think it was Rudy Doctor. I remember seeing his kit, ready
for shipment, when I arrived at the Kolb Company 1 Feb 1991.
Message 4
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| Subject: | Re: MkIII, suzuki G10 |
--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
On 26, Jun 2006, at 10:02 PM, Eugene Zimmerman wrote:
> --> Kolb-List message posted by: Eugene Zimmerman
> <etzim62@earthlink.net>
>
> Bob,
>
> Can you please give us your current assessment of the suzuki
> performance on your Mk III?
Eugene, thought by now I had related most of what I know about it
but will try to make a few line comments here.
>
> Climb? Cruise? Fuel burn? Smoothness/ vibration?
Two weeks ago I had the good fortune to fly alongside (behind) Bob Erb
in his beautiful
FSII/503. At takeoff he outclimbs me considerably. At cruise I had to
abandon my usual
4700RPM and go to 4800 (about 85% power) to stay with him. My having
at best, 5 more HP is compensated
by his being so much lighter and cleaner. Maybe when I get the long
neglected doors
made I can cut back to 4700 again.
Fuel burn at 4700 is slightly over 2gph/ regular mogas
smoothness: pretty tough to make 3 cylinders smooth, sorta throbs like
an old radial.
sounds like one too. Think 7cyl Jacobs.
Not enough vibration to be objectionable
> How do you feel it compares to rotax?
Never flew one
>
> Are you pleased with engine or do you have any major disappointments
> or failed expectations with it?
> Is there anything you would do differently if you were powering
> another kolb?
I would use the G13 4 cylinder which is nearly identical except one
more cylinder.
The block weighs approximately 15 lbs more than the 3 cyl.
The suzuki engine is very well made and reports from builders don't
show any
mechanical failures (yet).
Richard Swiderski's web site has a bunch of info on the turbo version 3
cyl he is re-inventing.
My Kolb would be a little on the tame side for a lot of pilots but I'm
happy with it as it is.
I don't fly out of a high elevation area so performance is acceptable.
I went with a carb but would recommend FI to anyone else.
> I'd be interested in your current preference of reduction ratio and
> prop size, as well as gear or belt drive?
I have the cog belt drive. It is quiet and has performed reliably.
The reduction ratio is 2.26:1
which would be more appropriate for a trike, where most suzukis have
been installed.
The russian gear drive (Swiderski again) is reportedly well made and
has a ratio better suited
to a Kolb.
The belt drive requires some touchy adjustments and fine tuning whereas
the gear drive is
bolt on and go.
A 70" warp drive prop was too big in the 3 blade configuration and not
very smooth
with two blades. I went with a 65" powerfin.
>
> As you can tell I am very interested in the geo/ suzuki engine option.
Hope this helps, write off list for more info if you want.
>
>
> On Jun 26, 2006, at 8:39 PM, robert bean wrote:
>
>> BB, MkIII, suzuki G10, 53.1 hrs.
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
Message 5
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| Subject: | Re: MkIII, suzuki G10 |
GREAT REPORT BOB!
I should be able to report on how the 4cyl 1.3 with FI works on a Mark III by
the end of summer... (don't put that in your calendars I started with Big Lar
and I"m still trudging along). I'll be using the Russian Redrive with a 66" CSG(?)
3 blade wood prop...
I'll keep ya'll posted...
Mike
Do not archive
robert bean <slyck@frontiernet.net> wrote:
--> Kolb-List message posted by: robert bean
On 26, Jun 2006, at 10:02 PM, Eugene Zimmerman wrote:
> --> Kolb-List message posted by: Eugene Zimmerman
>
>
> Bob,
>
> Can you please give us your current assessment of the suzuki
> performance on your Mk III?
Eugene, thought by now I had related most of what I know about it
but will try to make a few line comments here.
>
> Climb? Cruise? Fuel burn? Smoothness/ vibration?
Two weeks ago I had the good fortune to fly alongside (behind) Bob Erb
in his beautiful
FSII/503. At takeoff he outclimbs me considerably. At cruise I had to
abandon my usual
4700RPM and go to 4800 (about 85% power) to stay with him. My having
at best, 5 more HP is compensated
by his being so much lighter and cleaner. Maybe when I get the long
neglected doors
made I can cut back to 4700 again.
Fuel burn at 4700 is slightly over 2gph/ regular mogas
smoothness: pretty tough to make 3 cylinders smooth, sorta throbs like
an old radial.
sounds like one too. Think 7cyl Jacobs.
Not enough vibration to be objectionable
> How do you feel it compares to rotax?
Never flew one
>
> Are you pleased with engine or do you have any major disappointments
> or failed expectations with it?
> Is there anything you would do differently if you were powering
> another kolb?
I would use the G13 4 cylinder which is nearly identical except one
more cylinder.
The block weighs approximately 15 lbs more than the 3 cyl.
The suzuki engine is very well made and reports from builders don't
show any
mechanical failures (yet).
Richard Swiderski's web site has a bunch of info on the turbo version 3
cyl he is re-inventing.
My Kolb would be a little on the tame side for a lot of pilots but I'm
happy with it as it is.
I don't fly out of a high elevation area so performance is acceptable.
I went with a carb but would recommend FI to anyone else.
> I'd be interested in your current preference of reduction ratio and
> prop size, as well as gear or belt drive?
I have the cog belt drive. It is quiet and has performed reliably.
The reduction ratio is 2.26:1
which would be more appropriate for a trike, where most suzukis have
been installed.
The russian gear drive (Swiderski again) is reportedly well made and
has a ratio better suited
to a Kolb.
The belt drive requires some touchy adjustments and fine tuning whereas
the gear drive is
bolt on and go.
A 70" warp drive prop was too big in the 3 blade configuration and not
very smooth
with two blades. I went with a 65" powerfin.
>
> As you can tell I am very interested in the geo/ suzuki engine option.
Hope this helps, write off list for more info if you want.
>
>
> On Jun 26, 2006, at 8:39 PM, robert bean wrote:
>
>> BB, MkIII, suzuki G10, 53.1 hrs.
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
Message 6
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| Subject: | Twin Engine Firestar 2 |
--> Kolb-List message posted by: "Gherkins Tim-rp3420" <rp3420@freescale.com>
Dave,
Thanks for posting your report. I found it very interesting and appreciate your
pioneering resourcefulness.
Tim Gherkins
FSII
-----Original Message-----
Sent: Monday, June 26, 2006 10:40 PM
--> Kolb-List message posted by: "Dave Bigelow" <up_country@hotmail.com>
Several months back, I posted my intention to install two Hirth F-33 engines on
my Firestar 2. The design goal was to end up with an aircraft that could at
least maintain altitude on one engine and get to a landing spot if one of the
engines failed. The main issues I anticipated were vibration and the possible
interaction of the overlapped propellers. The engines were mounted on two struts
that were secured to a flat plate that was mounted on the original Lord engine
mounts. In turn, the engines were flat plate mounted on their own set of
mounts.
The right engine uses a prop extender to put the 53 inch Powerfin two blade prop
4 inches behind the left engine prop and allow the overlap. Each engine is
mounted 16 inches from the aircraft center line, and each propeller clears the
aileron on its side by several inches. The whole installation including the
mounting system (excluding battery) weighs almost exactly the same as the Rotax
503.
The interaction of the two propellers crossing each other in opposite directions
at the overlap was pretty much a gamble. I couldnt find any information whether
or not it would work. In the early 80s, I had the chance to do some thrust
tests on the twin engine setup of the Para Plane powered parachute. The Para
Plane installation was very well designed with two small single cylinder (Solo,
if I remember correctly) engines mounted on both sides of a central set of
concentric prop shafts. The engines were connected to each shaft with a belt
drive, and the props counter-rotated several inches apart. We wanted to find
out if the two counter-rotating props would affect each other at various RPMs
of the two engines. Interestingly enough, there was no measurable affect.
With both engines running at full RPM, the thrust (150 lb) was twice that of when
one engine (75 lb) was run alone. With that knowledge in my pocket, I figured
overlapping props crossing in op! posite directions would probably not interact
appreciably.
It took several months of part time work to get the mounts set up and the throttles/choke,
fuel system, and electrical system set up. When all that was complete,
I tied the Firestar securely, and started and broke in the engines. I had
some jetting issues because of being at 5,000 feet density altitude. Matt
Dandar, the owner of Recreational Power Engineering (where I purchased the F-33s)
gave me good technical support, and I got the engines running quite well.
With a spring scale tied to the tail wheel area, each engine measured about 150
lbs of static thrust when run alone. The vibration level was about what you
would expect from a single cylinder engine not unreasonable at all. However,
when both engines were run together at high RPM, the thrust was only a little
over 200 pounds, and the vibration level was high. It appeared that the area
where the props overlapped and crossed was too turbulent for the props to work
efficiently.
I had to wait several weeks for the local winds to drop below 10 mph, but finally
had several days with light winds. I trailered the Firestar to the Waimea
Airport, which has almost a mile of paved runway. My grass strip at home is only
700 feet long, and is not ideal for testing a modification of this magnitude.
Takeoff confirmed the static thrust test info. The thrust was not nearly
equal to the Rotax 503, and it should have been greater. I climbed to a couple
of thousand feet above the airport and alternately put one engine to idle,
and the other to full throttle. The yaw was easily controlled with rudder and
I could just maintain level flight. Vibration was about the same as with the
Rotax 503.
With both engines anywhere above 4,500 RPM, the vibration was severe enough that
eventually something on the plane would fail. I did a touch and go, and a full
stop and called it a day. The experiment was a failure, and I really dont
see that there is much I can do to fix it. I think it would work if the engines
could be moved far enough apart to eliminate the propeller overlap, but that
would require bigger struts (more weight and drag). Also, the aileron gap
would have to be extended (shorter ailerons) to provide sufficient clearance for
the props.
I hate to post the details of a failed experiment for the world to pick apart,
but believe it is good to get the info in the archives in case someone else in
the future has the same idea. I think it could be made to work with a concentric
shaft counter-rotating setup like the Para Plane, but I dont have the machine
shop resources available to build it. Guess Ill remount the Rotax 503 and
go fly. Mine has never missed a beat, and hopefully will continue in that mode.
In the meantime, Im looking at the HKS 700E.
As a footnote, the Hirth F-33 engines are beautifully engineered packages, and
Im in no way being critical of them. They are good engines, and Matt Dandar of
RPE backs up and supports his product. They would be my first choice as a light
weight compact package for a single place trike, powered parachute, or other
Part 103 legal ultralight.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, Rotax 503 DCDI
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Message 7
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| Subject: | Re: MkIII, suzuki G10 |
Two more comments:
The G10, IMO, would be a great match for a FSII
I did fly a Rotax, I was thinking 2 stroke in my report. I got to fly
Thom Riddle's 912 powered Allegro. This plane has both great climb
and cruise. -and a floater too. If the engine quit you would still
have time
to eat a baloney sandwich on the way down.
Hey Thom! Trade you even?
do not archive
On 27, Jun 2006, at 9:49 AM, Michael Sharp wrote:
> GREAT REPORT BOB!-
> -
> I should be able to report on how the 4cyl 1.3 with FI works on a Mark
> III by the end of summer... (don't put that in your calendars I
> started with Big Lar and I"m still trudging along). I'll be using the
> Russian Redrive with a 66"-CSG(?) 3 blade wood prop...
> -
> I'll keep ya'll posted...
> -
> Mike
> Do not archive
>
> robert bean <slyck@frontiernet.net> wrote:
>> --> Kolb-List message posted by: robert bean
>>
>>
>> On 26, Jun 2006, at 10:02 PM, Eugene Zimmerman wrote:
>>
>> > --> Kolb-List message posted by: Eugene Zimmerman
>> >
>> >
>> > Bob,
>> >
>> > Can you please give us your current assessment of the suzuki
>> > performance on your Mk III?
>> Eugene, thought by now I had related most of what I know about it
>> but will try to make a few line comments here.
>> >
>> > Climb? Cruise? Fuel burn? Smoothness/ vibration?
>> Two weeks ago I had the good fortune to fly alongside (behind) Bob
Erb
>> in his beautiful
>> FSII/503. At takeoff he outclimbs me considerably. At cruise I had to
>> abandon my usual
>> 4700RPM and go to 4800 (about 85% power) to stay with him. My having
>> at best, 5 more HP is compensated
>> by his being so much lighter and cleaner. Maybe when I get the long
>> neglected doors
>> made I can cut back to 4700 again.
>>
>> Fuel burn at 4700 is slightly over 2gph/ regular mogas
>> smoothness: pretty tough to make 3 cylinders smooth, sorta throbs
like
>> an old radial.
>> sounds like one too. Think 7cyl Jacobs.
>> Not enough vibration to be objectionable
>> > How do you feel it compares to rotax?
>> Never flew one
>> >
>> > Are you pleased with engine or do you have any major
disappointments
>> > or failed expectations with it?
>> > Is there anything you would do differently if you were powering
>> > another kolb?
>> I would use the G13 4 cylinder which is nearly identical except one
>> more cylinder.
>> The block weighs approximately 15 lbs more than the 3 cyl.
>> The suzuki engine is very well made and reports from builders don't
>> show any
>> mechanical failures (yet).
>> Richard Swiderski's web site has a bunch of info on the turbo version
>> 3
>> cyl he is re-inventing.
>>
>> My Kolb would be a little on the tame side for a lot of pilots but
I'm
>> happy with it as it is.
>> I don't fly out of a high elevation area so performance is
acceptable.
>>
>> I went with a carb but would recommend FI to anyone else.
>> > I'd be interested in your current preference of reduction ratio and
>> > prop size, as well as gear or belt drive?
>> I have the cog belt drive. It is quiet and has performed reliably.
>> The reduction ratio is 2.26:1
>> which would be more appropriate for a trike, where most suzukis have
>> been installed.
>> The russian gear drive (Swiderski again) is reportedly well made and
>> has a ratio better suited
>> to a Kolb.
>> The belt drive requires some touchy adjustments and fine tuning
>> whereas
>> the gear drive is
>> bolt on and go.
>> A 70" warp drive prop was too big in the 3 blade configuration and
not
>> very smooth
>> with two blades. I went with a 65" powerfin.
>> >
>> > As you can tell I am very interested in the geo/ suzuki engine
>> option.
>> Hope this helps, write off list for more info if you want.
>> >
>> >
>> >
>> > On Jun 26, 2006, at 8:39 PM, robert bean wrote:
>> >
>> >> BB, MkIII, suzuki G10, 53.1 hrs.
>> >
>> >
>> >
>> >
>> > http://www.matronics.com/Navigator?Kolb-List
>> >
Message 8
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| Subject: | Re: Dirt in the exhaust |
--> Kolb-List message posted by: Herb Gayheart <herbgh@juno.com>
All
Some years ago I suggested a bit of water injection in to the exhaust
port.. Maybe a one way nipple just beyond the Y.. I have always thought
it would keep the piston clean --not sure about its effect on the rings..
Perhaps an anti freeze solution?
Sounds like an experiment for Jack?? :-)
Herb
do not archive
On Tue, 27 Jun 2006 08:13:32 -0500 "John Hauck" <jhauck@elmore.rr.com>
writes:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
>
> what are the chances of the dirt back sucking into the cylinders. I
>
> know soon as is starts the flow ejects anything in the exhaust but
> is
> there a chance it may have got into the cylinders....2 strokes are
> funny ducks !
> Waddling
> around
> Ed in Western NY ........... had to drop the "Know it All
>
Message 9
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| Subject: | Re: Twin Engine Firestar 2 |
--> Kolb-List message posted by: "jimhefner" <hefner_jim@msn.com>
Dave, I second Tim's comments. Thanks for posting the results of your experiment....
very interesting indeed! The engine mount setup looks impressive so you
obviously put a lot of work into it. Sorry it didn't workout like you hoped.
--------
Jim Hefner
Tucson, AZ
Firefly #022 447, 2 blade IVO, BRS-750
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=43359#43359
Message 10
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| Subject: | Hope I'm not making a big mistake.... |
--> Kolb-List message posted by: "jimhefner" <hefner_jim@msn.com>
For those of you that know me well, you know how much I enjoy low and slow flying
and photography in my little yellow Firefly. Well, believe it or not, I am
in the process of buying 1/2 of a Cessna 150 and am starting work on my GA ticket.
I have a new wife and daughter that I brought to the US from China 3 months
ago. When we were in MV in May, Dave Rains took us all up in his C-175
and we had a great time. I now find I don't go up to the airport much and when
I do go up there I don't fly very far. I don't see any long trips with plane
and trailer like last year in the future, so I've decided to go the GA route
and later I can fall back to the Sport Pilot rating if desired. I think I will
learn alot getting my GA ticket, which will be inexpensive since all the lessons
are part of the deal on the plane, making it too good a deal to pass up....
the plane is also 10 min's from my house, compared to 50 min's to the airport
where I keep the FF.
After one flight in the 150, I can see I have a lot of adjustments to make and
get used to. The most striking difference is the glide slope approaching the
airstrip! [Shocked]
Eventually I will probably sell the Firefly and trailer, but am in no hurry on
that until I'm sure I'm doing the right thing.
Am I totally crazy or what? :o
--------
Jim Hefner
Tucson, AZ
Firefly #022 447, 2 blade IVO, BRS-750
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=43365#43365
Message 11
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| Subject: | Re: Hope I'm not making a big mistake.... |
--> Kolb-List message posted by: "George Alexander" <gtalexander@att.net>
jimhefner wrote:
>
>
> Am I totally crazy or what? :o
Kind of like being partially pregnant. Some people would say that you can't be
any more crazy than you already are. Needs change. Not many people stick with
the same "stuff" forever. The guy that I bought my Original FS from was selling
it because he didn't like leaving his wife sitting at the airport while
he went out and bored holes.
My only comment would be to remind you that there is a world of difference in the
payload of a C175 and C150. Make sure that a C150 will serve your "new" needs.
Unless the 3 of you are all below average in weight, you could be out of,
or at least, marginally close to the edge of the envelope of a C150. Particularly
if you have to deal with density altitude.
Like they say..... advice and comments.... get what you paid for it.
--------
George Alexander
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=43375#43375
Message 12
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| Subject: | Re: Dirt in the exhaust |
<....My question is this...when you pull a 2 stroke through with the
rope and it does not fire, what are the chances of the dirt back sucking
into the cylinders. >
Don't know where the suction/back pressure at the exhaust port would
come from during cranking. The tuned exhaust isn't even working at that
point. I would suspect the dirt got sucked in the intake and was in the
crankcase or transfer port channels from the crash.
Message 13
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| Subject: | Re: Hope I'm not making a big mistake.... |
--> Kolb-List message posted by: "jimhefner" <hefner_jim@msn.com>
Thanks George. Yeah, the 150 is definitely not a 175 and is just a 2 seater, so
I am not buying it, intending to fly all of us together. We're all on the
small side, so any two of us won't be pushing the limits on the 150 much, but
we do get lots of high DA in AZ in midday. I prefer to fly mornings, so hopefully
that will not be much of a problem. I'm looking at this as a good way to
get started in GA for little investment and a few years later I may decide to
sell my 1/2 interest when it no longer fits our needs. The price and prime location
should make it an easy sell later on. It's a real solid little airplane.
--------
Jim Hefner
Tucson, AZ
Firefly #022 447, 2 blade IVO, BRS-750
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=43385#43385
Attachments:
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Message 14
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| Subject: | Re: Hope I'm not making a big mistake.... |
--> Kolb-List message posted by: "JetPilot" <orcabonita@hotmail.com>
I would get a Kolb MK-III Xtra instead of a 150. The visibility of the 150 sucks
compared to the Kolb, and the expenses of general aviation will add much faster
than you think. You will be pretty much stuck inside a aluminum shell with
small portholes to look out of, and confined to longer well developed runways.
I have owned 2 Cessna 150's and have no desire to own another one.
I also have a wife that likes to fly and I would not even consider a single seat
plane, thats why I got the MK-III. It carrys two people without all the disadvantages
and drawbacks of the Cessna 150...
JettPilot
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=43387#43387
Message 15
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| Subject: | Re: Dirt in the exhaust |
--> Kolb-List message posted by: "Jack B. Hart" <jbhart@onlyinternet.net>
At 09:38 AM 6/27/06 -0500, you wrote:
>--> Kolb-List message posted by: Herb Gayheart <herbgh@juno.com>
>
>All
>
>
> Some years ago I suggested a bit of water injection in to the exhaust
>port.. Maybe a one way nipple just beyond the Y.. I have always thought
>it would keep the piston clean --not sure about its effect on the rings..
>Perhaps an anti freeze solution?
>
> Sounds like an experiment for Jack?? :-)
>
>
> Herb
>
> do not archive
Herb,
I have tried water injection to see if I could smooth out a Rotax 447.
The study indicated that water injection did influence fuel flow and
help the engine to run more efficiently. How it was done and the results
can be seen at:
http://www.thirdshift.com/jack/firefly/firefly58c.html
I did not fly with this system, and I have not tried it on the Victor 1+.
The jump to Factory Direct no longer works, but the same info can be seen at:
http://www.msdpowersports.com/
Look in their catalog and look at page 19. In their case they are
automatically changing water flow rate to meet changing engine rpm. This is
not necessary for flying because most of the time the engine is at a
constant throttle position, so it is possible to manually control the water
flow rate to match the engine rpm. This makes for a much simpler system, made
up of a water storage vessel, a pressure source and the calibrated needle valve
to control the water flow.
Jack B. Hart FF004
Winchester, IN
Message 16
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| Subject: | Re: Hope I'm not making a big mistake.... |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
I'll second all that, and ask one more, Jim. The C-150 is a 2 seater, and
there are 3 of you.............??
Good Luck on your new venture. I think you'll enjoy it. Lar.
Do not Archive.
----- Original Message -----
Sent: Tuesday, June 27, 2006 8:40 AM
> --> Kolb-List message posted by: "George Alexander" <gtalexander@att.net>
>
>
> jimhefner wrote:
>>
>>
>> Am I totally crazy or what? :o
>
>
> Kind of like being partially pregnant. Some people would say that you
> can't be any more crazy than you already are. Needs change. Not many
> people stick with the same "stuff" forever. The guy that I bought my
> Original FS from was selling it because he didn't like leaving his wife
> sitting at the airport while he went out and bored holes.
>
> My only comment would be to remind you that there is a world of difference
> in the payload of a C175 and C150. Make sure that a C150 will serve your
> "new" needs. Unless the 3 of you are all below average in weight, you
> could be out of, or at least, marginally close to the edge of the envelope
> of a C150. Particularly if you have to deal with density altitude.
>
> Like they say..... advice and comments.... get what you paid for it.
>
> --------
> George Alexander
> http://gtalexander.home.att.net
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=43375#43375
>
>
>
Message 17
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| Subject: | Re: Twin Engine Firestar 2 |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Sounds like a great effort, Dave. Good on you. I'll second the comment
that it's too bad it didn't work out. Lar.
----- Original Message -----
Sent: Monday, June 26, 2006 10:40 PM
> --> Kolb-List message posted by: "Dave Bigelow" <up_country@hotmail.com>
>
> Several months back, I posted my intention to install two Hirth F-33
> engines on my Firestar 2. The design goal was to end up with an aircraft
> that could at least maintain altitude on one engine and get to a landing
> spot if one of the engines failed. The main issues I anticipated were
> vibration and the possible interaction of the
Message 18
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| Subject: | Hope I'm not making a big mistake.... |
--> Kolb-List message posted by: "Gherkins Tim-rp3420" <rp3420@freescale.com>
Jim,
No mistake in the additional flight training in obtaining your pilots
license. The more training, dicipline and experience in this sport is
always a good thing.
The big mistake is selling your great little Firefly. ;o)
Tim Gherkins
FSII
-----Original Message-----
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of jimhefner
Sent: Tuesday, June 27, 2006 8:16 AM
--> Kolb-List message posted by: "jimhefner" <hefner_jim@msn.com>
For those of you that know me well, you know how much I enjoy low and
slow flying and photography in my little yellow Firefly. Well, believe
it or not, I am in the process of buying 1/2 of a Cessna 150 and am
starting work on my GA ticket. I have a new wife and daughter that I
brought to the US from China 3 months ago. When we were in MV in May,
Dave Rains took us all up in his C-175 and we had a great time. I now
find I don't go up to the airport much and when I do go up there I don't
fly very far. I don't see any long trips with plane and trailer like
last year in the future, so I've decided to go the GA route and later I
can fall back to the Sport Pilot rating if desired. I think I will
learn alot getting my GA ticket, which will be inexpensive since all the
lessons are part of the deal on the plane, making it too good a deal to
pass up.... the plane is also 10 min's from my house, compared to 50
min's to the airport where I keep the FF.
After one flight in the 150, I can see I have a lot of adjustments to
make and get used to. The most striking difference is the glide slope
approaching the airstrip! [Shocked]
Eventually I will probably sell the Firefly and trailer, but am in no
hurry on that until I'm sure I'm doing the right thing.
Am I totally crazy or what? :o
--------
Jim Hefner
Tucson, AZ
Firefly #022 447, 2 blade IVO, BRS-750
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=43365#43365
Message 19
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--> Kolb-List message posted by: "blackbird" <blackbird754@alltel.net>
Fired up the Kobra yesterday and it went really well.....Have installed the new
blue head 582.....
Can't wait to get her airborne....
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=43419#43419
Attachments:
http://forums.matronics.com//files/dash_close_up_704.jpg
http://forums.matronics.com//files/fuel_tank_169.jpg
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| Subject: | Re: Dirt in the exhaust |
--> Kolb-List message posted by: Herb Gayheart <herbgh@juno.com>
Jack
I was thinking about injection strictly for maintainence .Decarb and
possibly a method to prevent ring sticking? Anything that might help to
flush carbon.. Never thought about it otherwise. I will check out
your links.. Herb
do not archive
On Tue, 27 Jun 2006 13:10:43 -0500 "Jack B. Hart"
<jbhart@onlyinternet.net> writes:
> --> Kolb-List message posted by: "Jack B. Hart"
> <jbhart@onlyinternet.net>
>
>>
> Herb,
>
> I have tried water injection to see if I could smooth out a Rotax
> 447.
> The study indicated that water injection did influence fuel flow and
>
> help the engine to run more efficiently. How it was done and the
> results
> can be seen at:
>
> http://www.thirdshift.com/jack/firefly/firefly58c.html
>
> I did not fly with this system, and I have not tried it on the
> Victor 1+.
>
> The jump to Factory Direct no longer works, but the same info can be
> seen at:
>
> http://www.msdpowersports.com/
>
>
Message 21
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| Subject: | Re: serial number |
--> Kolb-List message posted by: Kirby Dennis Contr MDA/AL <Dennis.Kirby@kirtland.af.mil>
<< John, any number found on the engine mount or anywhere on the cage is
not a serial number. Mine has a number stamped on it but that was only for
production purposes. Then just make one up - If you are the manufacturer.
robert bean >>
This topic came up a few years ago, also.
If I recall, Dennis Souder chimed in confirming what Bob Bean says above -
that the number stamped on the end of the big center tube on Kolbs that came
from the Pennsylvania Kolb factory is not necessarily a serial number, but a
factory routing number of some sort.
My 1996 Mark-III is serial number 300 (before they started referring to it
as the "Classic"), a number that was given to me by the factory along with
my bill of sale. I stamped "M3-300" on the big center tube myself, so it
matches what's on my data plate.
Dennis Kirby
912ul,
Cedar Crest, NM
Message 22
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| Subject: | Re: Dirt in the exhaust |
--> Kolb-List message posted by: "Jim Baker" <jlbaker@msbit.net>
> Anything that might help to
> flush carbon..
Higher oil ratios, less/no carbon. Maintain operations in the 1150
EGT range, no/little carbon (fly an EGT, not an
airspeed....interesting way to look at it). 300+ hrs at 100:1 and
just a light amber glaze on the piston crown.
Jim Baker
580.788.2779
Elmore City, OK
Message 23
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| Subject: | Hope I'm not making a big mistake.... |
--> Kolb-List message posted by: "Guillermo Uribe" <WillUribe@aol.com>
Hi Jim,
After building my FireStar II I stopped flying my Cessna 172 after owning it
for almost 20 years. I then eventually sold it to Dave Rains. A Kolb is so
much more fun to fly then a Cessna. Last Sunday Dave and I were landing at
Dell City in the 175 when the case on one of the mags broke. We had to leave
the Cessna there until he can get a replacement. To replace the part it is
going to cost him about $600. Can you imagine how much it will cost if you
bent your Cessna gear in an off airport landing? Dave now has the 172 up for
sell so we can build a Kolbra. I would buy a MK-III then a C-150.
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
http://home.elp.rr.com/airplane/
Message 24
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| Subject: | Twin Engine Firestar |
--> Kolb-List message posted by: Larry Rice <rice@iapdatacom.net>
Why not concentric shafts? It's been done before & worked well.
Just a thought.
Larry the micro mong guy
--
Message 25
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| Subject: | Hope I'm not making a big mistake.... |
--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
Jim,
I did something similar. I drove an hour to fly my Kolb Mark III with a 582
every weekend, then got my pilots license, then sold my Mark III, flew
various airplanes 150, Katana, 172, 182, 182 turbo RG. Then spent a bunch
more money getting my instrument rating. Then it occured to me watching
instruments, making calculations, and reading approach plates wasn't why I
started flying and wasn't what I enjoyed about it.
I cant imagine what you found fun about a 175 compared to a Kolb. A Kolb
isn't a family plane and it's not a plane you can load up with your luggage
and go skiing. But it does fun really well.
I'm back to Kolbs because I realized I don't want to travel, I just want to
fly. In GA flying if you ever notice you never go to the airport unless you
want to go somewhere then you'll know it's time to come back to a Kolb.
I bought my a house on an airport and I'm building a Mark III Xtra with a
912. I haven't flown GA in 5 months.
You're not making a mistake, just a curve in your jorney. See you back in
five years. Don't do the instrument training!! They estimate it low so
you'll do it, it ends up being really expensive.
Dave
>From: "jimhefner" <hefner_jim@msn.com>
>To: kolb-list@matronics.com
>Subject: Kolb-List: Hope I'm not making a big mistake....
>Date: Tue, 27 Jun 2006 08:15:41 -0700
>
>--> Kolb-List message posted by: "jimhefner" <hefner_jim@msn.com>
>
>For those of you that know me well, you know how much I enjoy low and slow
>flying and photography in my little yellow Firefly. Well, believe it or
>not, I am in the process of buying 1/2 of a Cessna 150 and am starting work
>on my GA ticket. I have a new wife and daughter that I brought to the US
>from China 3 months ago. When we were in MV in May, Dave Rains took us all
>up in his C-175 and we had a great time. I now find I don't go up to the
>airport much and when I do go up there I don't fly very far. I don't see
>any long trips with plane and trailer like last year in the future, so I've
>decided to go the GA route and later I can fall back to the Sport Pilot
>rating if desired. I think I will learn alot getting my GA ticket, which
>will be inexpensive since all the lessons are part of the deal on the
>plane, making it too good a deal to pass up.... the plane is also 10 min's
>from my house, compared to 50 min's to the airport where I keep the FF.
>
>After one flight in the 150, I can see I have a lot of adjustments to make
>and get used to. The most striking difference is the glide slope
>approaching the airstrip! [Shocked]
>
>Eventually I will probably sell the Firefly and trailer, but am in no hurry
>on that until I'm sure I'm doing the right thing.
>
>Am I totally crazy or what? :o
>
>--------
>Jim Hefner
>Tucson, AZ
>Firefly #022 447, 2 blade IVO, BRS-750
>Do Not Archive
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=43365#43365
>
>
Message 26
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| Subject: | Re: MkIII, suzuki G10 |
--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
Thanks for the info. Bob.
Now I'm eager to here from others using the Suzuki.
From reports I've heard the 4 cylinder matches the 912 rotax
performance real close.
On Jun 27, 2006, at 9:20 AM, robert bean wrote:
> --> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
>
>
> On 26, Jun 2006, at 10:02 PM, Eugene Zimmerman wrote:
>
>> --> Kolb-List message posted by: Eugene Zimmerman
>> <etzim62@earthlink.net>
>>
>> Bob,
>>
>> Can you please give us your current assessment of the suzuki
>> performance on your Mk III?
> Eugene, thought by now I had related most of what I know about it
> but will try to make a few line comments here.
>>
>> Climb? Cruise? Fuel burn? Smoothness/ vibration?
> Two weeks ago I had the good fortune to fly alongside (behind) Bob
> Erb in his beautiful
> FSII/503. At takeoff he outclimbs me considerably. At cruise I
> had to abandon my usual
> 4700RPM and go to 4800 (about 85% power) to stay with him. My
> having at best, 5 more HP is compensated
> by his being so much lighter and cleaner. Maybe when I get the
> long neglected doors
> made I can cut back to 4700 again.
>
> Fuel burn at 4700 is slightly over 2gph/ regular mogas
> smoothness: pretty tough to make 3 cylinders smooth, sorta throbs
> like an old radial.
> sounds like one too. Think 7cyl Jacobs.
> Not enough vibration to be objectionable
>> How do you feel it compares to rotax?
> Never flew one
>>
>> Are you pleased with engine or do you have any major
>> disappointments or failed expectations with it?
>> Is there anything you would do differently if you were powering
>> another kolb?
> I would use the G13 4 cylinder which is nearly identical except one
> more cylinder.
> The block weighs approximately 15 lbs more than the 3 cyl.
> The suzuki engine is very well made and reports from builders don't
> show any
> mechanical failures (yet).
> Richard Swiderski's web site has a bunch of info on the turbo
> version 3 cyl he is re-inventing.
>
> My Kolb would be a little on the tame side for a lot of pilots but
> I'm happy with it as it is.
> I don't fly out of a high elevation area so performance is acceptable.
>
> I went with a carb but would recommend FI to anyone else.
>> I'd be interested in your current preference of reduction ratio
>> and prop size, as well as gear or belt drive?
> I have the cog belt drive. It is quiet and has performed
> reliably. The reduction ratio is 2.26:1
> which would be more appropriate for a trike, where most suzukis
> have been installed.
> The russian gear drive (Swiderski again) is reportedly well made
> and has a ratio better suited
> to a Kolb.
> The belt drive requires some touchy adjustments and fine tuning
> whereas the gear drive is
> bolt on and go.
> A 70" warp drive prop was too big in the 3 blade configuration and
> not very smooth
> with two blades. I went with a 65" powerfin.
>>
>> As you can tell I am very interested in the geo/ suzuki engine
>> option.
> Hope this helps, write off list for more info if you want.
>>
>>
>>
>> On Jun 26, 2006, at 8:39 PM, robert bean wrote:
>>
>>> BB, MkIII, suzuki G10, 53.1 hrs.
>>
>>
>>
>>
>> http://www.matronics.com/Navigator?Kolb-List
>> http://wiki.matronics.com
>>
>>
>>
>>
>>
>>
>>
>
>
> www.matronics.com/Navigator?Kolb-List
> wiki.matronics.com
>
>
Message 27
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| Subject: | Re: Hope I'm not making a big mistake.... |
--> Kolb-List message posted by: <jeepacro@cox.net>
YES! You are crazy but GO FOR IT! I can tell you that I started flying in 1975
and in that time I wonted more. I had several airplanes, and even a glider
and still wonted more. So I got a pitt's and did the acrobatic competitions,
won a few and wonted more so then I started doing air shows with the smoke in
front of crowds and peeked out as far as I'm concerned. There was nothing better
than that! I loved every day of it and still do. But then I couldnt justify
the cost of fuel burn, hanger,insurance,etc. So I found myself looking to
get back into flying stick and rudder seat of you're pant flying FOR PENNY"S
ON THE THOUSANDS and I found myself right back into ultraLIGHT. I picked the
Firefly so that I don't have to jump through anymore FAA hoops. I can fold the
wing's put it into my garage (no hanger) badabig. So I just wonted to tell
you my story so that you can apply or compare to you're own someday. And to tell
you not to sell you're Firefly because you might do the same circle I did.
--
Rob.
---- jimhefner <hefner_jim@msn.com> wrote:
> --> Kolb-List message posted by: "jimhefner" <hefner_jim@msn.com>
>
> For those of you that know me well, you know how much I enjoy low and slow flying
and photography in my little yellow Firefly. Well, believe it or not, I
am in the process of buying 1/2 of a Cessna 150 and am starting work on my GA
ticket. I have a new wife and daughter that I brought to the US from China 3
months ago. When we were in MV in May, Dave Rains took us all up in his C-175
and we had a great time. I now find I don't go up to the airport much and
when I do go up there I don't fly very far. I don't see any long trips with plane
and trailer like last year in the future, so I've decided to go the GA route
and later I can fall back to the Sport Pilot rating if desired. I think I
will learn alot getting my GA ticket, which will be inexpensive since all the
lessons are part of the deal on the plane, making it too good a deal to pass
up.... the plane is also 10 min's from my house, compared to 50 min's to the airport
where I keep the FF.
>
> After one flight in the 150, I can see I have a lot of adjustments to make and
get used to. The most striking difference is the glide slope approaching the
airstrip! [Shocked]
>
> Eventually I will probably sell the Firefly and trailer, but am in no hurry on
that until I'm sure I'm doing the right thing.
>
> Am I totally crazy or what? :o
>
> --------
> Jim Hefner
> Tucson, AZ
> Firefly #022 447, 2 blade IVO, BRS-750
> Do Not Archive
>
>
>
>
> Read this topic online here:
>
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Message 28
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| Subject: | Re: MkIII, suzuki G10 |
I am also going to power my M3X with a Suzuki, its a 16 valve DOHC. I
have been told various values for the HP from 105 to 120 hp. I am not
sure what it will end up being. I am pretty deep into it right now.
The good thing is that I can choose just exactly how I want it built.
So far I am under 1K including the engine core and accessories. I am
sure that will change as the reduction drive alone will run about
1.7K So far so good. If I will convert another later I'll be able to
do it very quickly. Its a great motor I am more impressed with it all
the time. I was over at the engine shop today and the fellow there
said it looks good as new. The pistons that I was planning on
replacing after cleaning look as though they just came out of the
wrapping paper. So far this little used engine is just fantastic in
terms of its durability. It did look like hell from the outside when
I first got it. They build them good. I will need to modify the cage
on the Kolb and that's for sure. The oil sump needs to sit right
where that engine mount tube is at. My solution is two parallel tubes
cradling the motor in between. I still don't know why the factory
didn't do it that way to begin with. Surely by now they need to
consider that due to the tremendous cost of the Rotax 912 very few
will be able to afford it. You can buy an entire Suzuki automobile
for the cost of one Rot 912, it can't be that expensive to produce.
Anyway the Suzuki conversion looks like a better deal all around.
I would if I were you get the Suzuki 1.3 16V Sohc, it has a bit less
Hp but its usually less expensive and much more abundant.
Ron
Arizona
===================
>--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
>
>Thanks for the info. Bob.
>
>Now I'm eager to here from others using the Suzuki.
>From reports I've heard the 4 cylinder matches the 912 rotax
>performance real close.
>
>
>On Jun 27, 2006, at 9:20 AM, robert bean wrote:
>
>>--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
>>
>>
>>On 26, Jun 2006, at 10:02 PM, Eugene Zimmerman wrote:
>>
>>>--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
>>>
>>>Bob,
>>>
>>>Can you please give us your current assessment of the suzuki
>>>performance on your Mk III?
>>Eugene, thought by now I had related most of what I know about it
>>but will try to make a few line comments here.
>>>
>>>Climb? Cruise? Fuel burn? Smoothness/ vibration?
>>Two weeks ago I had the good fortune to fly alongside (behind) Bob
>>Erb in his beautiful
>>FSII/503. At takeoff he outclimbs me considerably. At cruise I
>>had to abandon my usual
>>4700RPM and go to 4800 (about 85% power) to stay with him. My
>>having at best, 5 more HP is compensated
>>by his being so much lighter and cleaner. Maybe when I get the
>>long neglected doors
>>made I can cut back to 4700 again.
>>
>>Fuel burn at 4700 is slightly over 2gph/ regular mogas
>>smoothness: pretty tough to make 3 cylinders smooth, sorta throbs
>>like an old radial.
>>sounds like one too. Think 7cyl Jacobs.
>>Not enough vibration to be objectionable
>>>How do you feel it compares to rotax?
>>Never flew one
>>>
>>>Are you pleased with engine or do you have any major
>>>disappointments or failed expectations with it?
>>>Is there anything you would do differently if you were powering
>>>another kolb?
>>I would use the G13 4 cylinder which is nearly identical except one
>>more cylinder.
>>The block weighs approximately 15 lbs more than the 3 cyl.
>>The suzuki engine is very well made and reports from builders don't show any
>>mechanical failures (yet).
>>Richard Swiderski's web site has a bunch of info on the turbo
>>version 3 cyl he is re-inventing.
>>
>>My Kolb would be a little on the tame side for a lot of pilots but
>>I'm happy with it as it is.
>>I don't fly out of a high elevation area so performance is acceptable.
>>
>>I went with a carb but would recommend FI to anyone else.
>>>I'd be interested in your current preference of reduction ratio
>>>and prop size, as well as gear or belt drive?
>>I have the cog belt drive. It is quiet and has performed reliably.
>>The reduction ratio is 2.26:1
>>which would be more appropriate for a trike, where most suzukis
>>have been installed.
>>The russian gear drive (Swiderski again) is reportedly well made
>>and has a ratio better suited
>>to a Kolb.
>>The belt drive requires some touchy adjustments and fine tuning
>>whereas the gear drive is
>>bolt on and go.
>>A 70" warp drive prop was too big in the 3 blade configuration and
>>not very smooth
>>with two blades. I went with a 65" powerfin.
>>>
>>>As you can tell I am very interested in the geo/ suzuki engine option.
>>Hope this helps, write off list for more info if you want.
>>>
>>>
>>>
>>>On Jun 26, 2006, at 8:39 PM, robert bean wrote:
>>>
>>>>BB, MkIII, suzuki G10, 53.1 hrs.
>>>
>>>
>>>
>>>
>>>http://www.matronics.com/Navigator?Kolb-List
>>>http://wiki.matronics.com
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>www.matronics.com/Navigator?Kolb-List
>>wiki.matronics.com
>>
>>
>>
>>
>>
>
>
Message 29
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| Subject: | Re: Twin Engine Firestar 2 |
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QXVkdWJvbiBOSgpEbyBOb3QgIEFyY2hpdmUKCg=
Message 30
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| Subject: | Re: Hope I'm not making a big mistake.... |
--> Kolb-List message posted by: "jimhefner" <hefner_jim@msn.com>
Thanks for all the replies and encouragement. I like to think this is just a detour
in my flying journey. I know a C-150 is not a Kolb, but this deal presented
itself and is too good to pass up. It is based in La Cholla airpark where
lots of folks have hangars at their houses and is very hard to get in unless
you own million dollar property there... must be nice! The co-owner flies
a 300hp Maule, so the 150 doesn't fly much. He recently sold half interest in
a beautiful Piper Arrow that is also parked in the hangar with the Maule. The
owner is very resourceful and can get stuff fixed for minimal cost, so I'm hoping
it will work out well and cost cost me an arm and a leg over the next few
years. After that we'll see what the future holds.... maybe a 2 place Kolb,
we'll see. I know my 1 seat flying days are numbered so it's time to take the
next step and there aren't any great deals like this one around here on a 2
place Kolb.
--------
Jim Hefner
Tucson, AZ
Firefly #022 447, 2 blade IVO, BRS-750
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