---------------------------------------------------------- Kolb-List Digest Archive --- Total Messages Posted Fri 12/14/07: 38 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 12:14 AM - Re: Re: Real Airplanes (George Bass) 2. 06:20 AM - Re: Re: Real Airplanes (Russ Kinne) 3. 06:21 AM - Re: Real Airplanes (lucien) 4. 07:35 AM - Re: Real Airplanes (jb92563) 5. 08:02 AM - Re: Bolts with AFC X marking on them?? (Richard Girard) 6. 08:05 AM - Experimental vs. ELSA (Mike Welch) 7. 08:48 AM - Poly Fiber 101 (Mike Welch) 8. 09:13 AM - Re: Experimental vs. ELSA (John Hauck) 9. 09:23 AM - Re: Poly Fiber 101 (John Hauck) 10. 09:52 AM - Re: Experimental vs. ELSA (robert bean) 11. 10:05 AM - Re: Bolts with AFC X marking on them?? (Dana Hague) 12. 10:08 AM - Re: Poly Fiber 101 (J.D. Stewart) 13. 10:20 AM - Tightening Poly Fabric (Mike Welch) 14. 10:37 AM - Re: Experimental vs. ELSA (Dana Hague) 15. 10:37 AM - Re: Experimental vs. ELSA (Richard & Martha Neilsen) 16. 10:46 AM - Re: Experimental vs. ELSA (russ kinne) 17. 10:49 AM - Re: Poly Fiber 101 (John Hauck) 18. 11:37 AM - Re: Tightening Poly Fabric (Jack B. Hart) 19. 01:13 PM - Re: Re: Real Airplanes (boyd) 20. 01:38 PM - Re: Bolts with AFC X marking on them?? (grantr) 21. 01:47 PM - Re: Re: Real Airplanes (John Hauck) 22. 02:13 PM - Re: Duplication (possums) 23. 02:37 PM - Shrinking Poly Fiber (Mike Welch) 24. 03:12 PM - Re: Re: Real Airplanes (robert bean) 25. 03:33 PM - slow in the air only (robert bean) 26. 03:47 PM - Re: Re: Real Airplanes (Richard Pike) 27. 04:02 PM - Re: Re:High Egt's (DAquaNut@aol.com) 28. 04:18 PM - Re: Re: Real AirplanesReal Airplanes (David Kulp) 29. 05:06 PM - Re: Re:High Egt's (Larry Cottrell) 30. 05:41 PM - Re: Duplication (possums) 31. 05:53 PM - Re: Re:High Egt's (possums) 32. 05:54 PM - Re: Re: Real AirplanesReal Airplanes (Richard & Martha Neilsen) 33. 06:11 PM - Re: Re:High Egt's (beauford T) 34. 06:11 PM - Re: Duplication (Larry Bourne) 35. 06:13 PM - Re: Re:High Egt's (possums) 36. 07:10 PM - Re: Duplication (possums) 37. 10:35 PM - Re: Re:High Egt's (DAquaNut@AOL.COM) 38. 10:38 PM - Re: Re:High Egt's (DAquaNut@aol.com) ________________________________ Message 1 _____________________________________ Time: 12:14:20 AM PST US From: "George Bass" Subject: Re: Kolb-List: Re: Real Airplanes In reference to the comments made by Ray (of Riverside, Ca): I think you are very correct regarding all the points mentioned, however, to make it a little more better understood, it actually is greener on the other side, it is NOT however, grass. All that green on the 'other side' is the MONEY paving the way to keep all those "real" aircraft, & pilots, in the air. George P.S.: By the looks of it, the Sport Pilot/Light Sport Aircraft will be catching up to them, the "real" ones, in the not too distant future. ________________________________ Message 2 _____________________________________ Time: 06:20:28 AM PST US From: Russ Kinne Subject: Re: Kolb-List: Re: Real Airplanes Well said, Jim! On Dec 13, 2007, at 11:12 PM, Jim Baker wrote: > > X-SpamReason %%SpamReason%%: > >> Being a real airplane means: >> - It costs more than $10,000 a year to maintain. > > Nope...about $3k. > >> - Can only land on 3,000' paved strips and expect to stay in one >> peice. > > Nope....into and out of 1400 ft grass strips with ease. My field is > 2600 ft, and I haven't seen pieces falling off yet. I prefer grass > strips, actually.... > >> - It has so many gauges, levers, knobs, buttons and lights that >> you dont spend much time enjoying the scenery outside. > > Nope....the scenery just goes by quicker tho.... > >> - Burns fuel at a spendy rate. > > Nope....say you burn 4 GPH at 60 MPH, that's 15 MPG. Say my > Bellanca Super Viking burns 12 GPH at 175 mph, that's 14.58 > MPG. Avgas costs more, true, but by the time you're 1/10th of > the way there, I've arrived. > >> - Can be taxed very heavily by your local government if they feel >> like it. > > Nope...$10 a year. Period. Obviously not the West Coast way..... > >> - When crashed explodes in a ball of flames leaving no survivors. >> (Due to the large tanks required by the heft fuel burn rate.) > > Really? Going back one year there were 1862 accidents of all > kinds, 369 with fatalities, 20% of all crashes. Of these, fire was a > factor in 28 or so. Your fireball isn't all that effective, it seems. > >> - Is not rebuildable after a crash. > > Perhaps not economically repairable, but repairable just the > same. I guess one should define "crash" first....such as " I bent > the gear and bent it back." > >> - Can only be maintained by certified and licensed experts due to >> complexity. > > Gad, what a load. I did all the work replacing my engine in my > certificated bird under the sign-off of an IA. Expert? Certified? > Licensed? I'll accept the first of the three. Overhauled my > hydraulic system as well. It's not hard unless you aren't > mechanically inclined in which case I would leave it to the > "experts". > >> - Costs $10,000 to repaint if you want to change the color. > > And how often does that happen? Gee, I think I'll paint my > airplane blue...5 years later....now I'll paint it yellow..... > >> >> Being a Kolb means NONE of those things.....because they are >> better than "real" airplanes. > > Such conceit. Denigrating one part of the whole to make your > particular choice appear to be more reasonable is, > well.....unreasonable. > >> Enjoy what you are(a Kolb) as the grass is not greener on the >> other side as you can plainly see. > > No....the grass is just as green...... > >> PS: Just look at the tales of Kolb voyages to Monument Valley, >> Alaska, river fishing trips, x-country, x-county, x-state >> adventures or around the local patch chasing clouds.....the >> pictures I have seen far exceed anything from the world of "real" >> aircraft....so I'd say the Kolbs are enjoying aviation much more >> whether they are real aircraft of not!!! > > Gee, I guess I've never gone anywhere or done anything. Up to > Idaho to fish, Denver for a Broncos game, fly-in breakfasts two > states over, maybe three if it's worth it (not Rhode Island, either), > Oklahoma to Pennsylvania in a bit under 7 hrs more times than I > care to count, Florida on a whim, Las Vegas for the weekend, > well...just because I can. > >> And a great bunch of people to hang with as well. > > The one statement I won't disagree with. > > By now you're all steamed up thinking I'm a stuck-up GA type > with his big, nasty, fast complex airplane who looks down on > anyone who can't muster at least 160kts. My Kolb FS2 sits in the > same hangar, and sees about as much use, as that evil 4-place > beast. Each has its purpose and fills a specific need. Would I fly > the FS2 to PA and back to OK in four days? Sure, only if I > wanted to stay 20 minutes before leaving again. Would I drag > out the Viking for an evening flight around the countryside at 100 > feet? Not likely. > > Just a quick calc shows that it would take me about 95 gals to > get to PA, one way....that's at an honest 55 mph, no wind, and > would take 23:20 to cover 1034 miles, RNAV direct. That's flying > time. Not counting the 16+ stops that each eat up at least 40 > minutes or more. Have to stop for the night unless registered > and lighted. Sometimes, time is the most valuable thing you > have. > > > Jim Baker > 580.788.2779 > Elmore City, OK > > ________________________________ Message 3 _____________________________________ Time: 06:21:38 AM PST US Subject: Kolb-List: Re: Real Airplanes From: "lucien" For what it's worth, I flew my (now Bob's) FSII out of a class D field for a while with nary a snide comment from anyone. In fact, the controllers were absolutely enthralled by it as it was quite a break from the jets and cessna trainers they normally watched all day. Course, I tried to be a good citizen who always behaved, followed the rules and did what the controllers told him. So if I may say so myself, at least my airport has a good taste in their mouth left over from Kolbs. Even the titan I fly now gets called "ultralight" from time to time, and he goes 100mph...... But when the tower says go there I go there...... that really helps our image a lot. I too don't understand how any non-living thing that flies through the air can't be considered a "real airplane". Bad behavior by a few bad apples can indeed sully that image, but a well behaved Kolb is, in my experience, acceptable even at a busy class D.... LS -------- LS FS II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=152108#152108 ________________________________ Message 4 _____________________________________ Time: 07:35:45 AM PST US Subject: Kolb-List: Re: Real Airplanes From: "jb92563" Well said Jim.....my rant was more for amusement value than any sort of serious statement.....I knew someone would have the other points of view laid out quickly enough. Truth be known, the GA community has help keep pleasure flying a possibility along with the concept and practice of "Experimental" aircraft. The paranoid would like to eliminate all non business flying altogether and had the GA community not been there then none of us would be allowed to fly, except at much greater cost. My concept of an "Airplane" comes from what I have read about the early pioneers and in the US I figure Wilbur and Orville Wright defined what an "airplane" would be. It it flys and can be controlleed the it sure IS an airplane and I don't care what technology makes it possible..... The FAA must define it their own way in order to scope out what it is they are regulating. I fly all type of flying "Things" personally and enjoy them all.....gliders, Experimentals, Ultralights, Paragliders, RC models and jumping off the roof wearing a bedsheet in my very early days. Its All good, and we all think ours is better than the others due to our focused enthusiasm.... [Laughing] -------- Ray Riverside County, CA Do Not Archive Read this topic online here: http://forums.matronics.com/viewtopic.php?p=152124#152124 ________________________________ Message 5 _____________________________________ Time: 08:02:07 AM PST US From: "Richard Girard" Subject: Re: Kolb-List: Bolts with AFC X marking on them?? They're AN bolts. The "X" means they're grade 6. Go to: http://www.chiefaircraft.com/airsec/Aircraft/Hardware/Bolts.html click on undrilled and look at the picture. Rick On Dec 13, 2007 8:04 PM, grantr wrote: > > What kind of bolt has AFC and a X on the head? > > Thats the only marking on various sized bolts. > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=152060#152060 > > ________________________________ Message 6 _____________________________________ Time: 08:05:24 AM PST US From: Mike Welch Subject: Kolb-List: Experimental vs. ELSA Oh Wise Ones, Can someone enlighten me to what the advantage(s) are of licensing a plane as ELSA, compared to the regular experimental catagory? I must admit, I failed to recognize the difference. Currently, I am building a MkIII. I have a plain old private pilot's license which allows me to fly my Cessna 172 (which is for sale in Trade a Plane). As far as I cared, I was just going to license this MkIII as "experimental". If I could license it as ELSA (it's probably too late for me now, anyway) does that mean I could let my pilot's license "transform" into a "sport license" if I don't get a bi-annual physical? I would appreciate some basic clarification. Thanks Mike Welch Kolb MkIII _________________________________________________________________ Don't get caught with egg on your face. Play Chicktionary! http://club.live.com/chicktionary.aspx?icid=chick_wlhmtextlink1_dec ________________________________ Message 7 _____________________________________ Time: 08:48:33 AM PST US From: Mike Welch Subject: Kolb-List: Poly Fiber 101 Tip of the day I have just recovered my fuselage with Poly Fiber. That stuff is amazing! One thing I was VERY concerned about was the heat settings on the iron for shrinking the fabric. I bought a candy thermometer, and tried to "calibrate" the iron. It was NOT very accurate. I bounced around all over the place with marks. One mark would indicate 250. Did another temperature, made a new mark. Came back, and then the first mark said 300. Back and forth, back and forth! After messing with it for an hour, I said "NO stinking way am I going to shrink my fabric with these setting"!!! I called a new friend I met up at the local airport, who is virtually finished building his FirestarII. (He's not much into computers, and is not a member of this list) I asked if he had something to get me on the right track. He says "oh yeah!" and then he lends me his hand-held infrared digital thermometer. I go home, quickly calibrate my iron, and commence shrinking. And this time, I had absolutely NO fear of destroying my hard work. I found it best to keep the " temperature gun" in your other hand, while you iron. Every minute or so, check the surface of the iron to verify the proper heat temp, and you can just "fly" through the shrinking job, having the full confidence you are on the right track. You will see things like....the surface of the iron varies by as much as 50+ degrees, depending on where you point the lazer spot, and the iron loses about 25+ degrees, as you skim across the surface of the fabric. Here is an example of what I'm referring to on eBay: http://cgi.ebay.com/Infrared-IR-Thermometer-w-Laser-Guide-Great-Tool-HVAC_W0QQitemZ220182537999QQihZ012QQcategoryZ50974QQssPageNameZWDVWQQrdZ1QQcmdZViewItem Just in case you haven't done the Poly Fiber Fabric yet, if you heat the fabric with a "TOO HOT" iron, the fabric will shrink as much as possible, and then completely "relax" and sag, where it will not tighten again. And if that happens you're in deep doo doo. You must then removed the entire panel and start over. Having just used this this infrared temperature gauge gun, I can safely say this is something I am no longer afraid of doing. This item should be mandatory in the application of Poly Fiber fabric. There ya go!! Your Poly Fiber tip for the day!! From lousy novice to expert, in only one hour: Mike Welch Kolb MkIII with tight-ass fabric. PS I bought one of these for me, for the remainer of my fabric shrinking needs! Plus, I can drive my cat nuts with the lazer dot. _________________________________________________________________ Get the power of Windows + Web with the new Windows Live. http://www.windowslive.com?ocid=TXT_TAGHM_Wave2_powerofwindows_122007 ________________________________ Message 8 _____________________________________ Time: 09:13:18 AM PST US From: "John Hauck" Subject: Re: Kolb-List: Experimental vs. ELSA > does that mean I could let my pilot's license "transform" into a "sport license" if I don't get a bi-annual physical? > > I would appreciate some basic clarification. Thanks > > Mike Welch Kolb MkIII Mike W: I am no expert on this, and do not follow the regs closely as pertains to it. However, the way I understand the system, if you do not take your next scheduled Class III Medical and you have a Private ticket, you are automatically a Sport Pilot if you have a valid drivers license. And, you can fly your experiemental MKIII as a Sport Pilot. If you take the medical and flunk it, then you have to jump through all the hoops and prove to the FAA that you are medically fit to fly again, and you do not automatically become a Sport Pilot. I asked my old country doc who gives me my flight physical, to let me know if he thinks I am not going to pass my next Class III, and I won't fill out the Med History and flunk it. He told me not to worry, I wasn't going to flunk the Class III any time soon. Take care, john h mkIII ________________________________ Message 9 _____________________________________ Time: 09:23:49 AM PST US From: "John Hauck" Subject: Re: Kolb-List: Poly Fiber 101 > Just in case you haven't done the Poly Fiber Fabric yet, if you heat the > fabric with a "TOO HOT" iron, the fabric will shrink as much as possible, > and then completely "relax" and sag, where it will not tighten again. > > Mike Welch Kolb MkIII with tight-ass fabric. MikeW: I think you may be mistaken on the above. I don't think you can get the polyester dacron hot enough with the iron to "melt" the fabric. That is the only way I could think of that would allow the fabric to relax and sag permanently. In sub-freezing weather the fabric will relax a little, one reason the insure the fabric is shrunk to the max. Hotter weather encourages the fabric to stay tight. I shrink fabric on my Kolbs to the max. When I start to get tube distortion, then I quit shrinking. I want the fabric tight. john h mkIII - May not be the way you all do it, but it works for me. ________________________________ Message 10 ____________________________________ Time: 09:52:14 AM PST US From: robert bean Subject: Re: Kolb-List: Experimental vs. ELSA Mike, not a "wise one" (maybe a wise***) but you already have a light sport license by default. As long as you drive airplanes under 1320 lbs and no more than two seats you can dispense with the useless flight physical. Unfortunately you still have to comply with the biennial flight review. The ELSA hocus pocus has something to do with using the plane for commercial purposes which doesn't appear to be largely in Kolb territory. Stick with experimental. BB On 14, Dec 2007, at 11:01 AM, Mike Welch wrote: > > > Oh Wise Ones, > > Can someone enlighten me to what the advantage(s) are of > licensing a plane as ELSA, compared to the regular experimental > catagory? I must admit, I failed to recognize the difference. > > Currently, I am building a MkIII. I have a plain old private > pilot's license which allows me to fly my Cessna 172 (which is for > sale in Trade a Plane). As far as I cared, I was just going to > license this MkIII as "experimental". If I could license it as > ELSA (it's probably too late for me now, anyway) > does that mean I could let my pilot's license "transform" into a > "sport license" if I don't get a bi-annual physical? > > I would appreciate some basic clarification. Thanks > > Mike Welch Kolb MkIII > > > _________________________________________________________________ > Don't get caught with egg on your face. Play Chicktionary! > http://club.live.com/chicktionary.aspx?icid=chick_wlhmtextlink1_dec > > ________________________________ Message 11 ____________________________________ Time: 10:05:31 AM PST US From: Dana Hague Subject: Re: Kolb-List: Bolts with AFC X marking on them?? AN bolts are not grade 6, though they may be roughly comparable in strength to SAE grade 6 (a class which was discontinued years ago). The "X" means it's an AN bolt, non corrosion resistant (as opposed to a dash for a stainless bolt or a double dash for an aluminum bolt). The spec allows the manufacturer to add their own head markings, which is probably what the "AFC" is. See http://tinyurl.com/2xu7as for the official AN specification. -Dana At 10:59 AM 12/14/2007, Richard Girard wrote: >They're AN bolts. The "X" means they're grade 6. > >Go to: >http://www.chiefaircraft.com/airsec/Aircraft/Hardware/Bolts.html > > >click on undrilled and look at the picture. > >Rick > >On Dec 13, 2007 8:04 PM, grantr ><grant_richardson25@yahoo.com> wrote: >>< grant_richardson25@yahoo.com> >> >>What kind of bolt has AFC and a X on the head? >> >>Thats the only marking on various sized bolts. -- Southern DOS: Y'all reckon? (Yep/Nope) ________________________________ Message 12 ____________________________________ Time: 10:08:28 AM PST US From: "J.D. Stewart" Subject: RE: Kolb-List: Poly Fiber 101 Yes, you CAN get the fabric too hot and melt the fabric. Been there and done that just a month ago on a Challenger wing. It made a loud 'pop' when the fabric melted and let go. I had a hole the size of the iron. Fortunately, it was in a small section that was boxed between ribs, leading edge and leading edge wrap. It was easy to patch and you can't tell it was ever there. I had a cheapie iron that was all over the place with temps, even though I was monitoring it with a digital laser thermometer. I now use a higher quality iron that's more stable and check it more frequently. J.D. Stewart UltraFun AirSports, LLC http://www.ultrafunairsports.com Challenger e-mail list http://challenger.inebraska.com Titan e-mail list http://groups.yahoo.com/group/Titanaircraft/ > > > > > Just in case you haven't done the Poly Fiber Fabric yet, > if you heat > > the fabric with a "TOO HOT" iron, the fabric will shrink as > much as possible, > > and then completely "relax" and sag, where it will not > tighten again. > > > Mike Welch Kolb MkIII with tight-ass fabric. > > MikeW: > > I think you may be mistaken on the above. > > I don't think you can get the polyester dacron hot enough > with the iron to "melt" the fabric. That is the only way I > could think of that would allow the fabric to relax and sag > permanently. > > In sub-freezing weather the fabric will relax a little, one > reason the insure the fabric is shrunk to the max. Hotter > weather encourages the fabric to stay tight. > > I shrink fabric on my Kolbs to the max. When I start to get > tube distortion, then I quit shrinking. I want the fabric tight. > > john h > mkIII - May not be the way you all do it, but it works for me. > > > Photoshare, and much much more: > > > ________________________________ Message 13 ____________________________________ Time: 10:20:55 AM PST US From: Mike Welch Subject: Kolb-List: Tightening Poly Fabric Hello John H. While I haven't experienced it (ruining the fabric), I was only going by what the Poly Fiber Installation Book said. On page 14 is says: *250 degrees is used for the initial tightening and to smooth wrinkles from seams before final heat tightening. *350 degrees is for the final tightening. *Above 350 degrees the fabric gets looser, permanently looser! Next, they qualify the excess temperature with this explanation: "At about 350 degrees polyester filaments start to thermo-soften and lose all measurable tension. At 415 degrees they start to disinegrate. Not good at all. You can see why calibration is so important. Don't guess or assume your iron's dial is accurate." I guarantee my iron will get hotter than 415 degrees!! I admit I am not a Poly Fiber expert, and have yet to complete ONE finished product. It's just that I really want to go by the book in this case, and don't want to assume ANYTHING. Especially, my abilities to guess at a temperature. All I'm saying is I felt very confident in tackling the shrinking job, once I had something in hand that showed me instantaneous temperature readings. Have a nice day, Mike Welch Re: Sport Pilot license advice...thanks. I think before long I will be giving up on the factory models. There may be a Firefly in my future, someday. _________________________________________________________________ im is proud to present Cause Effect, a series about real people making a difference. ________________________________ Message 14 ____________________________________ Time: 10:37:01 AM PST US From: Dana Hague Subject: Re: Kolb-List: Experimental vs. ELSA At 11:01 AM 12/14/2007, Mike Welch wrote: > Can someone enlighten me to what the advantage(s) are of licensing a > plane as ELSA, compared to the regular experimental catagory?... If I > could license it as ELSA (it's probably too late for me now, anyway) >does that mean I could let my pilot's license "transform" into a "sport >license" if I don't get a bi-annual physical? If you're building it now, you can't license it as ELSA. ELSA is only for "grandfathered" fat ultralights, and new approved LSA kits. E-AB is your only option. However, if it meets the LSA requirements (2 seats, weight, etc.), a sport pilot can fly it, as can a Private with no medical (exercising the privileges of a Sport Pilot). -Dana -- Southern DOS: Y'all reckon? (Yep/Nope) ________________________________ Message 15 ____________________________________ Time: 10:37:17 AM PST US From: "Richard & Martha Neilsen" Subject: Re: Kolb-List: Experimental vs. ELSA I'm not a expert on the regulations but I didn't renew my medical when it came due and I have since gotten a biannual flight review in a 172. Since I now fly only LSA "airplanes" I have no need to get a medical but can get one if I ever decide to fly anything else and I don't risk loosing everything if I have a bad medical. I still have a private pilot license so there is no paper work required but I'm not current (as a private Pilot) due to the lack of a medical. The private license gives me a bunch of advantages when flying a LSA. I can fly any LSA make and model without being type certified, I can fly into controlled airspace without an additional endorsement, I can fly the faster LSAs without additional ratings , and I can get my biannual in any LSA or most any GA aircraft I choose to fly. About the only down side (that I can think of) of not having a medical is that I can't fly at night. It seems like that is a limitation of the LSA category. This is the way I remember it. Rick Neilsen Redrive VW powered MKIIIC ----- Original Message ----- From: "John Hauck" Sent: Friday, December 14, 2007 11:55 AM Subject: Re: Kolb-List: Experimental vs. ELSA > > > > does that mean I could let my pilot's license "transform" into a "sport > license" if I don't get a bi-annual physical? >> >> I would appreciate some basic clarification. Thanks >> >> Mike Welch Kolb MkIII > > > Mike W: > > I am no expert on this, and do not follow the regs closely as pertains to > it. > > However, the way I understand the system, if you do not take your next > scheduled Class III Medical and you have a Private ticket, you are > automatically a Sport Pilot if you have a valid drivers license. And, you > can fly your experiemental MKIII as a Sport Pilot. > > If you take the medical and flunk it, then you have to jump through all > the hoops and prove to the FAA that you are medically fit to fly again, > and you do not automatically become a Sport Pilot. > > I asked my old country doc who gives me my flight physical, to let me know > if he thinks I am not going to pass my next Class III, and I won't fill > out the Med History and flunk it. He told me not to worry, I wasn't going > to flunk the Class III any time soon. > > Take care, > > john h > mkIII > > > ________________________________ Message 16 ____________________________________ Time: 10:46:57 AM PST US From: russ kinne Subject: Re: Kolb-List: Experimental vs. ELSA As a card-carrying greybeard, I had concerns about blowing the Class II medical, but just passed it. The Doc said if she found anything disqualifying, she'd simply stop; and mark the form "airman did not finish exam". The forms are all numbered and she has to turn it in -- but at least you wouldn't have flunked the physical. Talk it over first! On Dec 14, 2007, at 11:55 AM, John Hauck wrote: > > > > does that mean I could let my pilot's license "transform" into a > "sport license" if I don't get a bi-annual physical? >> >> I would appreciate some basic clarification. Thanks >> >> Mike Welch Kolb MkIII > > > Mike W: > > I am no expert on this, and do not follow the regs closely as > pertains to it. > > However, the way I understand the system, if you do not take your > next scheduled Class III Medical and you have a Private ticket, you > are automatically a Sport Pilot if you have a valid drivers > license. And, you can fly your experiemental MKIII as a Sport Pilot. > > If you take the medical and flunk it, then you have to jump through > all the hoops and prove to the FAA that you are medically fit to > fly again, and you do not automatically become a Sport Pilot. > > I asked my old country doc who gives me my flight physical, to let > me know if he thinks I am not going to pass my next Class III, and > I won't fill out the Med History and flunk it. He told me not to > worry, I wasn't going to flunk the Class III any time soon. > > Take care, > > john h > mkIII > > ________________________________ Message 17 ____________________________________ Time: 10:49:46 AM PST US From: "John Hauck" Subject: Re: Kolb-List: Poly Fiber 101 > Yes, you CAN get the fabric too hot and melt the fabric. > > J.D. Stewart JD: My comments were referring to good, reliable equipment, although I probably did not indicate it. Anything is possible to screw up if you work at it hard enough. A funny mistake I made very early on covering Kolbs, was to rid a piece of tightened fabric of an unsightly thread. Lit the thread with a cigarette lighter and promptly had a hole the size of a silver dollar to patch. ;-( Vaguely, in the cob webs of my mind, I remember reading something in the old Stitts Manual reference melting fabric. I believe it stated an iron set at 350 deg could be left sitting on a panel of polyester dacron without melting it. Said it would leave a brown image of the iron plate, but would not harm the fabric. I make a lot of mistakes, but have never left a hot iron on fabric, walked off, and forgot it was there. Take care, john h mkIII ________________________________ Message 18 ____________________________________ Time: 11:37:25 AM PST US From: "Jack B. Hart" Subject: Re: Kolb-List: Tightening Poly Fabric At 10:19 AM 12/14/07 -0800, you wrote: > > All I'm saying is I felt very confident in tackling the shrinking job, once I had something in hand that showed me instantaneous temperature readings. > Mike, My Mom could tell how hot an iron was by touching a wet finger to the surface and listening to the hiss. I like numbers. Jack B. Hart FF004 Winchester, IN do not archive ________________________________ Message 19 ____________________________________ Time: 01:13:26 PM PST US From: "boyd" Subject: RE: Kolb-List: Re: Real Airplanes I see what you mean Rick, and the GA community will also be seen as a nuisance and dangerous undisciplined pilots by the Very Light Jet Aircraft pilots that can use the same 3,000' GA strips. >>>>>>>>>>>>>. A few years ago the airport manager told a powered parachute driver to quit operations, stating safety reasons. And I thought he had been operating ok... and I told the airport manager so. Then told him of a situation with a t33 driver based at our airport. when I was on short final just after announcing on the radio my turn from base to final,,, a pilot in a old t33 navy jet announced " 7 1/2 mile straight in final,, everybody get out of my way" Even though the airport manager thought it was a feather in his cap to have the t33 use the airport,,,, he was told of my displeasure of the t33 driver's attitude and technique, I was later told that his attitude stemmed from not wanting to spend the cost of fuel to enter the pattern correctly or follow right of way rules. I had been on good terms with the pilot,,, but a couple weeks later he moved his t33 from Brigham out to Wendover,,, I was told that the move was based on cheaper hanger rent... but the next time I saw the man at a fly in he was not his old friendly self... but when I asked how he was you would have thought the room would turn to ice when he responded... now I am not sure why he moved..... Long story short.... the ax cuts both ways. Boyd. Do not archive. ________________________________ Message 20 ____________________________________ Time: 01:38:28 PM PST US Subject: Kolb-List: Re: Bolts with AFC X marking on them?? From: "grantr" yes that is the bolt head. I keep reading that AN bolts have numbers on them to determine what size they are. Why don't these have a "an3-4" or similar number? I need some new bolts but these are the only markings. I can always measure them. :D Thanks Read this topic online here: http://forums.matronics.com/viewtopic.php?p=152194#152194 ________________________________ Message 21 ____________________________________ Time: 01:47:18 PM PST US From: "John Hauck" Subject: Re: Kolb-List: Re: Real Airplanes > I see what you mean Rick, and the GA community will also be seen as a > nuisance and dangerous undisciplined pilots by the Very Light Jet Aircraft > pilots that can use the same 3,000' GA strips. Hi Boyd Y: Chickens have been doing it for millenniums. Called the "pecking order" I believe. john h mkIII ________________________________ Message 22 ____________________________________ Time: 02:13:19 PM PST US From: possums Subject: Re: Kolb-List: Duplication At 12:26 PM 12/13/2007, you wrote: >Am I the only one getting duplicate messages on the Kolb >List? Getting a bit annoying now! > >Terry - FireFly #95 > >Do Not Archive You could be subscribed twice. Maybe an old email address and your new one. Try un-scribing and re-subscribing. ________________________________ Message 23 ____________________________________ Time: 02:37:47 PM PST US From: Mike Welch Subject: Kolb-List: Shrinking Poly Fiber John H. Yes, you are correct. The Poly Fiber Manual says a 350 degree iron can be left in one spot for a long time. It is NOT the time that does the shrinking, it is the temperature. 350 degrees will shrink the fiber to it's maximum, and even if you leave the iron in one place for quite awhile, nothing else will happen. A long time ago (6+ years), when I was much further along building this MkIII than I am now, I had covered the fuselage. I was never really sure if it was as tight as I could get it. But, even then I didn't have the most accurate temperature calibrating method. It is entirely possible I was only using 275 degrees. To be honest, I don't really know. That's why I say I feel more assured of checking the iron every minute or two with the IR Thermometer. I like being able to look at a spot on the surface of the iron and know it is "349 degrees", or whatever it is. Of course, with your experience level, you may not feel the need for such accuracy, but I don't have a fraction of your covering experience. Like the good advice I received from everyone in regards to cutting and drilling Lexan, I am tired of doing things twice!! I like latching onto "fail safe" methods that keep me from screwing things up. That way, when my plane is finished, it can look like I knew what I was doing, instead of the truth...which is asking for a lot of advice and pointers. Undoubtedly, my Kolb MkIII will be a better finished product due to the help offered by the members here in this forum. Mike Welch MkIII in SW Utah _________________________________________________________________ im is proud to present Cause Effect, a series about real people making a difference. ________________________________ Message 24 ____________________________________ Time: 03:12:54 PM PST US From: robert bean Subject: Re: Kolb-List: Re: Real Airplanes Good story. I believe in equal rights for humans as well as pilots. Big expensive/fast airplanes deserve no more priority than us slowpokes. I related this experience once before but it p****d me off enough that it deserves retelling. I was in a long line downwind at Hawthorne apt. and the tower told everyone to "do a right 360" because Northrop's corporate Gulfstream was doing a srtaight-in. -Nearly got killed when a low-winger passed within inches of my roof. Screw that jet. Make him enter the pattern like everyone else. Hang out some flaps, wheels, open the windows, stick their hands out the windows. drag an old mattress behind him. -I don't care. Since then I have delighted in slowing my plane down to stagger when a fast guy is behind me. Been doing it for 35 years. BB On 14, Dec 2007, at 4:12 PM, boyd wrote: > > I see what you mean Rick, and the GA community will also be seen as a > nuisance and dangerous undisciplined pilots by the Very Light Jet > Aircraft > pilots that can use the same 3,000' GA strips. > > >>>>>>>>>>>>>> . > > A few years ago the airport manager told a powered parachute driver > to quit > operations, stating safety reasons. And I thought he had been > operating > ok... and I told the airport manager so. Then told him of a > situation with > a t33 driver based at our airport. when I was on short final just > after > announcing on the radio my turn from base to final,,, a pilot in a > old t33 > navy jet announced " 7 1/2 mile straight in final,, everybody get > out of my > way" > > Even though the airport manager thought it was a feather in his cap > to have > the t33 use the airport,,,, he was told of my displeasure of the t33 > driver's attitude and technique, I was later told that his attitude > stemmed from not wanting to spend the cost of fuel to enter the > pattern > correctly or follow right of way rules. > > I had been on good terms with the pilot,,, but a couple weeks > later he > moved his t33 from Brigham out to Wendover,,, I was told that the > move was > based on cheaper hanger rent... but the next time I saw the man at > a fly in > he was not his old friendly self... but when I asked how he was you > would > have thought the room would turn to ice when he responded... now I > am not > sure why he moved..... > > Long story short.... the ax cuts both ways. > > Boyd. > > Do not archive. > > ________________________________ Message 25 ____________________________________ Time: 03:33:23 PM PST US From: robert bean Subject: Kolb-List: slow in the air only Theoretical VNE 100 MPH (aileron flutter @75) maybe this year I'll stick those balancers on :) DSCN1486.JPG VNE 150 DSCN1487.JPG
________________________________ Message 26 ____________________________________ Time: 03:47:40 PM PST US From: Richard Pike Subject: Re: Kolb-List: Re: Real Airplanes Not the Grumman's fault, that was controller error. Not all controllers are equally proficient, and you got a lame one. We had such a person at the facility I used to work at, and after various pilots started making remarks on frequency that "360 Betty must be working today," things got better... Richard Pike MKIII N420P (420ldPoops) robert bean wrote: > > Good story. I believe in equal rights for humans as well as pilots. > Big expensive/fast airplanes > deserve no more priority than us slowpokes. I related this experience > once before but it p****d me off > enough that it deserves retelling. I was in a long line downwind at > Hawthorne apt. and the tower > told everyone to "do a right 360" because Northrop's corporate > Gulfstream was doing a srtaight-in. > -Nearly got killed when a low-winger passed within inches of my roof. > Screw that jet. Make him enter the pattern like everyone else. Hang > out some flaps, wheels, open the windows, > stick their hands out the windows. drag an old mattress behind him. > -I don't care. > > Since then I have delighted in slowing my plane down to stagger when a > fast guy is behind me. > Been doing it for 35 years. > > BB > > On 14, Dec 2007, at 4:12 PM, boyd wrote: > >> >> I see what you mean Rick, and the GA community will also be seen as a >> nuisance and dangerous undisciplined pilots by the Very Light Jet >> Aircraft >> pilots that can use the same 3,000' GA strips. >> >> >> >>>>>>>>>>>>>>> . >> >> A few years ago the airport manager told a powered parachute driver >> to quit >> operations, stating safety reasons. And I thought he had been operating >> ok... and I told the airport manager so. Then told him of a >> situation with >> a t33 driver based at our airport. when I was on short final just after >> announcing on the radio my turn from base to final,,, a pilot in a >> old t33 >> navy jet announced " 7 1/2 mile straight in final,, everybody get >> out of my >> way" >> >> Even though the airport manager thought it was a feather in his cap >> to have >> the t33 use the airport,,,, he was told of my displeasure of the t33 >> driver's attitude and technique, I was later told that his attitude >> stemmed from not wanting to spend the cost of fuel to enter the pattern >> correctly or follow right of way rules. >> >> I had been on good terms with the pilot,,, but a couple weeks later he >> moved his t33 from Brigham out to Wendover,,, I was told that the >> move was >> based on cheaper hanger rent... but the next time I saw the man at a >> fly in >> he was not his old friendly self... but when I asked how he was you >> would >> have thought the room would turn to ice when he responded... now I >> am not >> sure why he moved..... >> >> Long story short.... the ax cuts both ways. >> >> Boyd. >> >> Do not archive. >> >> >> >> >> >> > > ________________________________ Message 27 ____________________________________ Time: 04:02:08 PM PST US From: DAquaNut@aol.com Subject: Re: Kolb-List: Re:High Egt's Gang, My 447 Firefly Has always been plagued by EGT's at or over 1200* between 4000 rpm and 5400 rpm. If I put in more pitch, that cools EGT's a bit but causes CHT's to increase. CHT's are already as high as 400* at times so adding more pitch is not the answer. I have the prop pitched for 6250 static. The EGT temps are higher now that I am flying in 50* weather. My main jet is 165 , needle jet.270, jet needle 15k2, with clip in the lowest position. I have searched the archives all afternoon and have not found a solution. It seems that going to a .272 needle would help. Anyone have a similar problem and solve it ? Ed ( Firefly 062) **************************************See AOL's top rated recipes (http://food.aol.com/top-rated-recipes?NCID=aoltop00030000000004) ________________________________ Message 28 ____________________________________ Time: 04:18:08 PM PST US From: "David Kulp" Subject: Re: Kolb-List: Re: Real AirplanesReal Airplanes Time: 11:03:44 AM PST US From: "Richard & Martha Neilsen" Subject: Re: Real Airplanes You have missed my point. I agree with everything you said but Kolbs ARE real airplanes. We need to present that image to the aviation community. Most uninformed General Aviation pilots look at the Kolb boom tube and are convinced that they are ultra lights.Golly, Rick, you're going to be really chaffed if you look at page 1-38 in the current JeppesenPrivate Pilot Textbook. I got a kick out of it... they ask the question, "What is an ultralight", and guess what the wizards put a picture of!! Check it out.Dave KulpBethlehem, PAFireFly 098 ________________________________ Message 29 ____________________________________ Time: 05:06:20 PM PST US From: "Larry Cottrell" Subject: Re: Kolb-List: Re:High Egt's Yep, I had the same problem with mine. I had to change the main jet needle from the stock one- 15k2 to the next size which is 15E5U to get the mid range right. Cost is about $7 bucks art CPS. It was controllable after I replaced the stock one. Larry C ----- Original Message ----- From: DAquaNut@aol.com To: kolb-list@matronics.com Sent: Friday, December 14, 2007 4:58 PM Subject: Re: Kolb-List: Re:High Egt's Gang, My 447 Firefly Has always been plagued by EGT's at or over 1200* between 4000 rpm and 5400 rpm. If I put in more pitch, that cools EGT's a bit but causes CHT's to increase. CHT's are already as high as 400* at times so adding more pitch is not the answer. I have the prop pitched for 6250 static. The EGT temps are higher now that I am flying in 50* weather. My main jet is 165 , needle jet.270, jet needle 15k2, with clip in the lowest position. I have searched the archives all afternoon and have not found a solution. It seems that going to a .272 needle would help. Anyone have a similar problem and solve it ? Ed ( Firefly 062) ------------------------------------------------------------------------- ----- See AOL's top rated recipes and easy ways to stay in shape for winter. ________________________________ Message 30 ____________________________________ Time: 05:41:30 PM PST US From: possums Subject: Re: Kolb-List: Duplication At 04:55 PM 12/14/2007, you wrote: >At 12:26 PM 12/13/2007, you wrote: >>Am I the only one getting duplicate messages on the Kolb >>List? Getting a bit annoying now! >> >>Terry - FireFly #95 >> >>Do Not Archive > >You could be subscribed twice. Maybe an old email address and your new one. >Try un-scribing and re-subscribing. > If that doesn't work, go to Start -> "My Computer" -> right click on "C-Drive" click "Format" - & click yes. It will try to talk you out of it, but don't be fooled. Works every time. ________________________________ Message 31 ____________________________________ Time: 05:53:09 PM PST US From: possums Subject: Re: Kolb-List: Re:High Egt's At 06:58 PM 12/14/2007, you wrote: > > Gang, > > My 447 Firefly Has always been plagued by EGT's at or over > 1200* between 4000 rpm and 5400 rpm. If I put in more pitch, that > cools EGT's a bit but causes CHT's to increase. > CHT's are already as high as 400* at times so adding more pitch > is not the answer. I have the prop pitched for 6250 > static. The EGT temps are higher now that I am flying in 50* > weather. My main jet is 165 , needle jet.270, jet needle 15k2, > with clip in the lowest position. I have searched the archives all > afternoon and have not found a solution. It seems that going to a > .272 needle would help. > Anyone have a similar problem and solve it ? The "old manual" on the 447 said that the correct EGT cruising temp was 1200 - that meant it was not too rich (using too much gas) and not to lean (would hurt the engine). I you want to check it at 1200, pull the enricher (choke) if you have one and see if it doesn't drop your RPMs. I know it's not the same on a 503. I think you could even find it on "Airwolf's" old web site. That's just my recollection - I had one for 6 or 7 years and that's what I would run on trips. ________________________________ Message 32 ____________________________________ Time: 05:54:06 PM PST US From: "Richard & Martha Neilsen" Subject: Re: Kolb-List: Re: Real AirplanesReal Airplanes Dave No that doesn't surprise me a bit. Exactly what make and model airplane is it? If you could send me the exact title and copy right date off the list I will discuss this with them. Thanks. No not archive Rick Neilsen Redrive VW Powered MKIIIC ----- Original Message ----- From: David Kulp To: kolb-list@matronics.com Sent: Friday, December 14, 2007 7:18 PM Subject: Re: Kolb-List: Re: Real AirplanesReal Airplanes Time: 11:03:44 AM PST US From: "Richard & Martha Neilsen" Subject: Re: Real Airplanes You have missed my point. I agree with everything you said but Kolbs ARE real airplanes. We need to present that image to the aviation community. Most uninformed General Aviation pilots look at the Kolb boom tube and are convinced that they are ultra lights. Golly, Rick, you're going to be really chaffed if you look at page 1-38 in the current JeppesenPrivate Pilot Textbook. I got a kick out of it... they ask the question, "What is an ultralight", and guess what the wizards put a picture of!! Check it out.Dave KulpBethlehem, PAFireFly 098 ________________________________ Message 33 ____________________________________ Time: 06:11:23 PM PST US From: "beauford T" Subject: Re: Kolb-List: Re:High Egt's Brother Diebel... Welcome to the wonderful world of Adolf's revenge....diabolical little 447's.... After five or six years of torment with my own fiendish little demon from Gunskirchen, it is finally beginning to show some intermittent indications of near normal thermal behavior... I am working under the assumption that this development is a subtle indication that it is setting me up for the kill in the not too distant future... Mine always ran a bit hot on the heads the first 100 hours or so; 360 on them, the 1100 cruise EGT didn't bother me and it never got hotter than that. Following the great Rotax-Bing carbon darkness in the winter of '05, you may recall that I ended up with new green-dot pistons and rings installed by the the men with the black hoods within Castle Lockwood... Those pistons were too tight, I believe...and the head temps reflected that condition. I consistently had 400 to 415 on the heads during climbout and they would run constant 390 plus at 5800 cruise...but meanwhile, I kept the prop loaded enough to maintain cruise EGTs in the 1100 range, although it would still always turn about 6200 or so static.. Have about 60 hours on the green dots now and the hours have mellowed them somewhat -- Overall, I now have my engine configured exactly as you describe yours... same jets, same metering rod, same notch, same static RPM (6250 now), but gradually over the last 20 hours of operation, I now see temps in the 340/1100 range at cruise. I am assuming that you have reliable instrumentation... (EIS..or equiv. accuracy?) and that you have checked the obvious things with the fan belt tension, head bolt torque, intake manifold torque, possible cooling shroud obstruction, etc. What do your plugs show...? gray or brown... light or dark...? A lean mixture will definitely make 'em run head-hot. Induction vacuum leaks and crank seal leaks can lean 'em right out... Your jets-settings are SOP -- If plugs are light gray with the jets and settings you are running, I'd sure go leak hunting... Stuck rings will prevent heat transfer to the cylinder walls and also run up the head temps... What gasoline do you run? I suspect five things have probably combined in mine to finally moderate the temps: -- Pistons wore in and the tolerances eased somewhat -- I switched from my normal fly-spray gasoline to 100% Amaco Supreme (noticed immediate positive impact on head temps). --Ambient air temps here dropped 20 degrees F... 95 to 75... (eat yer heart out up there, boys...hell, we're actually wearing sweaters to fly now) --I had an epiphany about the impact of the idle air adjustment screw on the Bing upon cruise CHT and choked that sucker down to a little less than three-quarters of a turn...(also had a perceptible temp impact) -- The Gunskirchen pre-kill protocol has likely been set in motion... Ed, I seem to offer free advice like I know what Rotax 447's are all about.... I assure you that any human who has watched me chant, burn incense, and dance around my 447 under a full moon wearing only a light coat of oil and an Arturo Fuente will tell you that I ought to be the last person on the planet offering advice...and I agree. What I do know is that something wonderful (read normal) has finally happened to mine and the above factors...well the first four... are the only things I can call to mind that I have changed, or suspect to have changed with the engine. Prior to the improvement, was considering starting a separate 447 owners list and suicide watch support group... now that the pain has eased a trifle, may just sit around, drink Beefeaters, listen to the formidible Mrs. Beauford and shove short bits of safety wire up under my fingernails... and wait. Good luck with yours, Brother... Worth what ye paid fer it. Do Not Archive beauford FF-076 - N173BW Brandon, FL ----- Original Message ----- From: DAquaNut@aol.com Subject: Re: Kolb-List: Re:High Egt's Gang, My 447 Firefly Has always been plagued by EGT's at or over 1200* between 4000 rpm and 5400 rpm. If I put in more pitch, that cools EGT's a bit but causes CHT's to increase. Anyone have a similar problem and solve it ? Ed ( Firefly 062) ________________________________ Message 34 ____________________________________ Time: 06:11:34 PM PST US From: Larry Bourne Subject: Re: Kolb-List: Duplication Awww, Possum.... ?? Here we all thought you were a nice guy at heart. What if someone actually believes you and tries that ?? It'd work all right, and I bet they'd be looking to make Possum burgers afterwards. :-) Lar. Do not Archive. possums wrote: > At 04:55 PM 12/14/2007, you wrote: >> At 12:26 PM 12/13/2007, you wrote: >>> Am I the only one getting duplicate messages on the Kolb List? >>> Getting a bit annoying now! >>> >>> Terry - FireFly #95 >>> >>> Do Not Archive >> >> You could be subscribed twice. Maybe an old email address and your >> new one. >> Try un-scribing and re-subscribing. >> > If that doesn't work, go to Start -> "My Computer" -> right click on > "C-Drive" click "Format" - & click yes. It will try to talk you out of > it, but don't be fooled. Works every time. > * > > > * ________________________________ Message 35 ____________________________________ Time: 06:13:52 PM PST US From: possums Subject: Re: Kolb-List: Re:High Egt's >>My main jet is 165 , needle jet.270, jet needle 15k2, with clip in >>the lowest position. I have searched the archives all afternoon and >>have not found a solution. It seems that going to a .272 needle would help. >> Anyone have a similar problem and solve it ? > >The "old manual" on the 447 said that the correct EGT cruising temp >was 1200 - that meant it was not too rich >(using too much gas) and not to lean (would hurt the engine). I you >want to check it at 1200, pull the enricher (choke) >if you have one and see if it doesn't drop your RPMs. I know it's >not the same on a 503. I think you could even find >it on "Airwolf's" old web site. >That's just my recollection - I had one for 6 or 7 years and that's >what I would run on trips. Here it is: http://www.800-airwolf.com/pdffiles/ARTICLES/part12.pdf The old finicky single carb 447 is not tuned the same as a dual carb CDI 503. At cruise speed "5800 RPM" - I think 1200 is fine. It should drop as you back off the throttle. ________________________________ Message 36 ____________________________________ Time: 07:10:59 PM PST US From: possums Subject: Re: Kolb-List: Duplication At 09:11 PM 12/14/2007, you wrote: >Awww, Possum.... ?? Here we all thought you were a nice guy at >heart. What if someone actually believes you and tries that >?? It'd work all right, and I bet they'd be looking to make Possum >burgers afterwards. :-) Lar. Do not Archive. > >>If that doesn't work, go to Start -> "My Computer" -> right click >>on "C-Drive" click "Format" - & click yes. It will try to talk you >>out of it, but don't be fooled. Works every time. If they can build an airplane out of scrap aluminum tubes and fabric in their garage....Probably not gonna happen. do not archive & like Larry says do not do - but it will fix the problem. ________________________________ Message 37 ____________________________________ Time: 10:35:01 PM PST US From: DAquaNut@AOL.COM Subject: Re: Kolb-List: Re:High Egt's Bill, I always run Exxon mid or low octane with 10% alcohol. I can't get gas without alcohol here. The last time I looked at the plugs they were a light brown color. Maybe It would run cooler with higher octane???? At 5800 rpms it runs about 1100 EGT. Its only around 4100---- 5400 rpms it goes over 1200. Was not as bad till temps got in the 50's here. I may try a different needle as the problem seems to be in the midrange. Fly safe, Ed Diebel **************************************See AOL's top rated recipes (http://food.aol.com/top-rated-recipes?NCID=aoltop00030000000004) ________________________________ Message 38 ____________________________________ Time: 10:38:04 PM PST US From: DAquaNut@aol.com Subject: Re: Kolb-List: Re:High Egt's In a message dated 12/14/2007 7:07:03 P.M. Central Standard Time, lcottrell@fmtcblue.com writes: Yep, I had the same problem with mine. I had to change the main jet needle from the stock one- 15k2 to the next size which is 15E5U to get the mid range right. Cost is about $7 bucks art CPS. It was controllable after I replaced the stock one. Larry Larry. I am going to get a new needle ASAP and give "R a try. Thanks. Ed **************************************See AOL's top rated recipes (http://food.aol.com/top-rated-recipes?NCID=aoltop00030000000004) ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message kolb-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/Kolb-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/kolb-list Browse Digests http://www.matronics.com/digest/kolb-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.