Today's Message Index:
----------------------
1. 03:25 AM - Re: Re: speeds (pj.ladd)
2. 03:40 AM - Re: Dead Stick approaches (pj.ladd)
3. 04:33 AM - Mark III for sale (flykolb)
4. 04:48 AM - Firestar project (william sullivan)
5. 04:49 AM - G Meter Question (Jack B. Hart)
6. 05:51 AM - Re: G Meter Question (John Hauck)
7. 07:16 AM - Re: Regular Unleaded (TK)
8. 07:24 AM - Re: How Much Load does Turbulence put on a Kolb ??? (JetPilot)
9. 07:29 AM - Re: G Meter Question (JetPilot)
10. 07:45 AM - Re: Regular Unleaded (beauford T)
11. 08:04 AM - Re: How Much Load does Turbulence put on a Kolb ??? (lucien)
12. 08:05 AM - Re: Regular Unleaded (John Hauck)
13. 08:05 AM - Re: Re: How Much Load does Turbulence put on a Kolb ??? (John Hauck)
14. 08:21 AM - Re: Regular Unleaded (jerb)
15. 08:31 AM - Re: How Much Load does Turbulence put on a Kolb ??? (lucien)
16. 08:39 AM - Re: Regular Unleaded (herb)
17. 09:20 AM - Three view drawing of the Mk. 3 (Richard Girard)
18. 09:34 AM - Re: Three view drawing of the Mk. 3 (ElleryWeld@aol.com)
19. 09:36 AM - Re: Regular Unleaded (Larry Cottrell)
20. 09:50 AM - Re: Three view drawing of the Mk. 3 (Travis Brown (Kolb Aircraft))
21. 09:59 AM - Re: Regular Unleaded (Ben Ransom)
22. 10:00 AM - Re: Three view drawing of the Mk. 3 (John Bickham)
23. 10:21 AM - Re: Re: speeds (Bob Noyer)
24. 10:22 AM - Re: Re: FAA Grants Extension... (Dana Hague)
25. 10:31 AM - Re: Re: G Meter Question (Bob Noyer)
26. 10:34 AM - Re: Re: FAA Grants Extension... (Robert Laird)
27. 11:15 AM - Mark III for sale (flykolb)
28. 11:54 AM - Re: Regular Unleaded (TK)
29. 12:05 PM - Re: Regular Unleaded (TK)
30. 12:32 PM - Re: Regular Unleaded (beauford T)
31. 01:16 PM - The Inspection, or; Please, just shoot me (Richard Girard)
32. 02:07 PM - Re: The Inspection, or; Please, just shoot me (beauford T)
33. 02:23 PM - Re: FAA Grants Extension... (lucien)
34. 03:06 PM - Re: Regular Unleaded (Larry Bourne)
35. 03:11 PM - Re: Re: FAA Grants Extension... (Dana Hague)
36. 04:02 PM - Re: Regular Unleaded (lucien)
37. 05:13 PM - Re: Re: Regular Unleaded (Larry Bourne)
38. 05:41 PM - Re: The Inspection, or; Please, just shoot me (ElleryWeld@aol.com)
39. 08:12 PM - Re: Re: FAA Grants Extension... (Charlie England)
40. 09:04 PM - Re: Regular Unleaded (Ron)
Message 1
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Hi,
all this talk about gravity and `G` forces reminds me of a one liner
someone sent to me recently.
`The World may suck, but if it didn`t we would all fly off``
Cheers
Pat
Message 2
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| Subject: | Re: Dead Stick approaches |
I do however doubt that I will give a RATS ASS if I do happen to
exceed one G.>>
Hi,
Did I miss something?. What is all this sudden interest in G loads? The
makers spec for the Mark3 is +4g -2g (limit +6g -3g) You would have
to seriously mishandle things to register those figures Limits for other
planes in the Kolb stable are probably similar
Of course if you drive your plane flat out into a barn its a whole
different ball game......
Cheers
Pat (In a very wet UK with a plane ready to fly and a field under
water.)
Message 3
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| Subject: | Mark III for sale |
I have a Kolb Mark III which has been rebuilt by an A&P who is also a
machinist for US Airways, It has been stripped to the metal, powder
coated, recovered, and painted. It has a BRS, a custom gas tank with 15+
gal capacity, new panel, etc. It will be almost like new - or better
than new in some respects.
It has a Rotax 532 (65hp). .
It is located in Concord, NC (near Charlotte). I left it there for
restoring when I moved to Michigan and I am not going to be able to keep
it up here. I've had lots of great flights in it!
I added up the cost for a new Kolb Mark III Classic on The New Kolb
Company and got a total of $22,000 for the kit including what is on my
plane. That is without engine or instruments and without the time and
tools needed to build it. $16,900. It is N numbered and makes a great
light sport plane!
Give me a call if you might be interested. I have pictures available.
Jim
1-800-383-1868
Mt. Clemens, Mi
Message 4
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| Subject: | Firestar project |
Thanks for the info, guys. I checked my fuel system, and everything was okay.
Tried to start it- no good. had to get help, and put an in-line spark checker
at the plug- no spark. I found a funny switch under the seat cushion, right near
the BRS handle. It was wired to the kill switch. There was a very small (1/4")
red hard dot in the center, and it wouldn't move. Took it apart- It was a
push kill switch, and the rubber in the center had jammed the push button down.
Took it out and threw away. Engine started first pull, and more weight gone.
Even new, I would have had to take a pen or something to use it. I don't know
what someone was thinking.
Bill
Message 5
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| Subject: | G Meter Question |
John,
When you bent your landing gear, what did your G meter read?
Jack B. Hart FF004
Winchester, IN
Message 6
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| Subject: | Re: G Meter Question |
> When you bent your landing gear, what did your G meter read?
>
> Jack B. Hart FF004
Jack:
G Meter readings on the ground are almost frightening.
A hard landing will max out the g meter.
The other day when I was experiementing with 1 g glides, the wind and
weather was perfect. My last landing was going to be a greaser as I eased
it on the grass. Thought I was going to see a 1 g landing, but just as I
barely touched down, it hit 2 g's.
I have been flying with a certified g meter since my Ultrastar days. I
liked to fly aerobatics in the US and FS. The g meter helped me to be
honest and was fun to experiement with. Of course, it did not prevent me
from wearing out the FS before it was all over.
Now days it keeps me informed of how badly I am flying or how much I am
getting beaten up.
I'll have to make a mental note of max readings on the g meter, + and -.
But hard landings will certainly max it out.
john h
mkIII 19F and rising.
Message 7
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| Subject: | Re: Regular Unleaded |
Ben Ransom wrote:
>
> Do you have specific concerns wrt ethanol in a 2-stroke?
> I've been using 91 octane mogas, sometimes with ethanol. I've not
> been aware of any problems other than if gas gets older than a couple
> months the engine is hard to start and I don't trust it. I've assumed
> gas goes stale mostly because of other ingredients, not ethanol.
> -Ben
>
> TK wrote:
Ben, Bill,
I am fortunate to still be able to get 87 octane without ethanol. As
mentioned, the concern is with the effect ethanol has on seals and pump
and carburetor parts. Also for what I believe it will do to my EGT's.
I will probably have to richen up my carb setting when I'm forced to use
the ethanol. I have my 447 tuned to get a two gallon to an hour burn
rate and hate to have to change.
As far as old gas! I usually don't have gas around too long, try to fly
as much as possible. Have used gas that was 2 to 3 months old without
any noticeable problem or change of readings. Can't afford to through
out liquid gold with very expensive mixing oil in it. !!!!
Looking for some decent flying weather next week. Cold & windy here
right now,
Terry - FireFly #95
Message 8
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| Subject: | Re: How Much Load does Turbulence put on a Kolb ??? |
Did you have any problems with control in turbulence that severe ? What speed
were you flying at.
3.5 and -2 is more than I expected. What kinds of loads do you see on a typical
summer day in the southeast, when you are getting beat up, but the turbulence
is knocking you around but not severe ?
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=160408#160408
Message 9
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| Subject: | Re: G Meter Question |
I never really thought about a G meter in my Kolb, but the more I think about it
the more I would like to get one. It would be interesting to see the loads
of turbulence, wake, landings etc. and like John H , when it just gets to bad
you need to land !
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=160411#160411
Message 10
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| Subject: | Re: Regular Unleaded |
Terry:
You are getting about 50% better fuel burn out of your 447 than
I have managed.... Mine burns slightly over three gal/hr with the stock
jets and needle... What jetting are you running and what RPM do you
cruise yours at...?
Envious beauford
FF076
Brandon, FL
-------------------------
I have my 447 tuned to get a two gallon to an hour burn
rate and hate to have to change.
Terry - FireFly #95
Message 11
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| Subject: | Re: How Much Load does Turbulence put on a Kolb ??? |
JetPilot wrote:
> Did you have any problems with control in turbulence that severe ? What speed
were you flying at.
>
>
> 3.5 and -2 is more than I expected. What kinds of loads do you see on a typical
summer day in the southeast, when you are getting beat up, but the turbulence
is knocking you around but not severe ?
>
> Mike
For what it's worth,
I got into stuff similar to this in the FS II in a flight in TX. At one point I
had the stick all the way over to the left and the left pedal all the way down
and the plane was still going to the right. Got down on the ground ASAP to say
the least.
When I flew my titan back from nebraska last spring, I was in heavy turbs over
almost all of Kansas (clear, warm day). My stuff in the back seat was tied down,
but I was occassionally being tossed up into the straps .Altitude excursions
were 200' sometimes and unwanted bank angles up to 20 or more degress would
happen.
Even slowed down sometimes to 85mph to keep the hammering down, I don't recall
ever having to put any control to a stop.
But... my point being...... I'm with John on this - when it gets like that I prefer
to be on the ground ;). I pressed on because there were no airports and I
was still well in control of the plane, but I was eying alternative landing spots
on the GPS and the charts in case it kept getting worse.
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=160418#160418
Message 12
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| Subject: | Re: Regular Unleaded |
Mine burns slightly over three gal/hr with the stock
> jets and needle...
> Envious beauford
Beauford T:
I consistantly burned 3.5 to 3.75 gph in my old point ign 447 turning 5800
rpm on long cross country flights.
Around the patch, about half that.
john h
mkIII - Heading to Woodville, FL, and parts south, like Panacea to pick me
up a bushel of oysters. ;-) Life is good.
Message 13
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| Subject: | Re: How Much Load does Turbulence put on a Kolb ??? |
> Did you have any problems with control in turbulence that severe ? What
> speed were you flying at.
>
>
> 3.5 and -2 is more than I expected. What kinds of loads do you see on a
> typical summer day in the southeast, when you are getting beat up, but the
> turbulence is knocking you around but not severe ?
>
> Mike
Mike B:
No control problems, for the most part, but does get exciting at times.
Normally slow down from 85 mph to what ever is most comfortable for me and
the mkIII.
Turbulence in the SE? Tubulence is tubulence. Some greater than others. I
don't know haven't paid that much attention to it.
john h
mkIII
Message 14
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| Subject: | Re: Regular Unleaded |
The topic of stale fuel always proves to have a lot of differing
opinions. Before the reformulated ethanol gasoline, when I used old
stale premix - I could tell it. The engine started harder, ran
rougher and didn't appear to have quite the same zip. I started
using fuel stabilizer additive adding it to the fuel right after it
was purchased. Since doing that I can't say I've noticed any major
noticeable concern. If I have large amount of stale fuel in my tank
I will pump some out and add more fresh fuel. When refueling I will
add about 1/5-1/4 of stale fuel to a can of new fuel. This seems to
work well for me and gets rid of stale fuel. Note, using the
stabilizer additive made a lot of difference to me. Even if the
premix is a month old, it runs OK, but I normally add some fresh to
it. I haven't noticed any significant carboning or sticking of the
rings doing this. Haven't flown much since the reformulated gas with
ethanol so it may be completely different.
jerb
At 10:13 PM 1/24/2008, you wrote:
>In a message dated 1/24/2008 6:35:50 P.M. Eastern Standard Time,
>tkrolfe@toast.net writes:
>Got 775 hr.s on my FireFly
>
>
>Hi Terry,
>
>Wow! I know you fly a lot, but that is a lot of hours. When did
>you start flying that FireFly? I also use regular grade fuel per
>the Rotax 447 operators manual. Also, in NJ, all automobile pump
>gas is mandated to contain up to 10% ethanol. So far I haven't had
>any problems using it and it does contain ethanol.
>
>One other item about fuel for 2-strokes. Most 2-cycle engine
>manufacturers (leaf blowers and such) caution/recommend against
>using oil/mixed fuel after it has sit for a couple of weeks. Well,
>I found this to be impractical to do. I mean, what do you do with
>unused mixed fuel? You have to PAY to have it disposed of, or maybe
>you could use it in your OLD car (not my new one). Anyway, I
>disregarded the caution and used the old fuel. Guess what, in 13
>years of flying, nary a problem cropped up. In fact, one buddy went
>on vacation for three months, and when he returned, took his Kolb
>out for a flight with old gas and no problem. Now, I am not
>recommending anyone follow our practice, but we have had trouble
>free performance. So Far :)
>
>Bill Varnes
>Original Kolb FireStar
>Measly 480 hrs since 94
>Audubon NJ
>Do Not Archive
>
>
>----------
>Who's never won?
><http://music.aol.com/grammys/pictures/never-won-a-grammy?NCID=aolcmp00300000002548>Biggest
>Grammy Award surprises of all time on AOL Music.
>
Message 15
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| Subject: | Re: How Much Load does Turbulence put on a Kolb ??? |
John Hauck wrote:
>
> Mike B:
>
> No control problems, for the most part, but does get exciting at times.
>
> Normally slow down from 85 mph to what ever is most comfortable for me and
> the mkIII.
>
> Turbulence in the SE? Tubulence is tubulence. Some greater than others. I
> don't know haven't paid that much attention to it.
>
> john h
> mkIII
I can sort of answer this.
Lived in central TX for 30 years, did all my flying there until a year ago when
I moved to northern new mexico.
judging by the FS II, the turbulence here I would say is significantly worse especially
when the wind puts you downwind of some mountain range (obviously). When
the wind blows, it blows a fair bit harder.
However, we get a lot more breaks here for a lot larger part of the year. Also
the weather and climate is so much better you don't really care - you're just
so happy to not be covered with sweat and being eaten alive by fire ants while
on the ground a little more wind doesn't bug you that bad.
I'd have to say here in the southern rockies most of the turbulence aloft is mechanical
turbs off the mountains. on a recent trip to taos, I hit some really
strong turbs aloft and sure enough the mountains to the NW were right in between
me and the wind. That stuff was bad enough that I decided to turn around.....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=160427#160427
Message 16
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| Subject: | Re: Regular Unleaded |
Hey All, Beauford and Terry..
Looking at my Firefly log..Best fuel burn was 2 gal hr.. had a
tail wind going down and 2.55 gal hr coming back.. Seem to average
2.75 or there bouts..Stock carb and jets.. The worst that I see is 3.05..
I noticed , flying with a buddy who has a Firefly, that he was
flying with the tail somewhat lower than I... Early on, I found that
the Fly has a "step" and with some finess and careful
attention,(don't have much of either at 64! ) I could keep it
there...No doubt the full enclosure helps .. Bit of a cruise setting
on my IVO too.. 62 inch two blade.. When flying with others... tend
to cruise at abt 5200 and by myself...57 to 5800.. Herb
At 09:42 AM 1/25/2008, you wrote:
>
>Terry:
>You are getting about 50% better fuel burn out of your 447 than
>I have managed.... Mine burns slightly over three gal/hr with the stock
>jets and needle... What jetting are you running and what RPM do you
>cruise yours at...?
>
>Envious beauford
>FF076
>Brandon, FL
>
>-------------------------
> I have my 447 tuned to get a two gallon to an hour burn
>rate and hate to have to change.
>
>
>Terry - FireFly #95
>
>
Message 17
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| Subject: | Three view drawing of the Mk. 3 |
All, Well, now I've done it. The DAR will be here in two hours to sign off
Zulu Delta and I haven't got a picture or a drawing of her. The wind is
blowing so strong I don't dare open the hangar doors to get enough light to
take a picture. Anybody got a three view drawing of the Mk.3?
Thanks,
Rick
Message 18
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| Subject: | Re: Three view drawing of the Mk. 3 |
Your plans should have that Pic 3D View copy that .
do not archive
Ellery
In a message dated 1/25/2008 12:20:53 P.M. Eastern Standard Time,
jindoguy@gmail.com writes:
All, Well, now I've done it. The DAR will be here in two hours to sign off
Zulu Delta and I haven't got a picture or a drawing of her. The wind is
blowing so strong I don't dare open the hangar doors to get enough light to take
a
picture. Anybody got a three view drawing of the Mk.3?
Thanks,
Rick
(http://www.matronics.com/Navigator?Kolb-List)
(http://www.matronics.com/contribution)
**************Biggest Grammy Award surprises of all time on AOL Music.
(http://music.aol.com/grammys/pictures/never-won-a-grammy?NCID=aolcmp003000000025
48)
Message 19
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| Subject: | Re: Regular Unleaded |
>
> As far as old gas! I usually don't have gas around too long, try to fly
> as much as possible. Have used gas that was 2 to 3 months old without any
> noticeable problem or change of readings. Can't afford to through out
> liquid gold with very expensive mixing oil in it. !!!!
You should give some consideration to adding 2 oz of "Sta Bil" per 5
gallons of gas. It does work and has not harmed anything that I have ever
used it in. I use it in lawn mowers, tractors, rototillers and Rotax. The
difference in the smell of gas with Sta bil and without is very noticeable.
I used to use my "old" gas from the plane in my lawn mowers or the car. The
last time I used some untreated gas that had been setting in the plane for a
too long time in the tractor, I had to add twice as much fresh gas just to
get it to pull its self along. Sta bil does work and do what it says.
Larry C
Message 20
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| Subject: | Re: Three view drawing of the Mk. 3 |
Rick,
Will get one e-mailed to you right away!
Ken Bryant
The New Kolb Aircraft
----- Original Message -----
From: Richard Girard
To: kolb-list@matronics.com
Sent: Friday, January 25, 2008 12:17 PM
Subject: Kolb-List: Three view drawing of the Mk. 3
All, Well, now I've done it. The DAR will be here in two hours to sign
off Zulu Delta and I haven't got a picture or a drawing of her. The wind
is blowing so strong I don't dare open the hangar doors to get enough
light to take a picture. Anybody got a three view drawing of the Mk.3?
Thanks,
Rick
Message 21
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| Subject: | Re: Regular Unleaded |
Sounds a bit odd to me that you're getting such a wide ranging fuel burn
rate Herb. It will hinge on things such as prop load, rpm, jetting, but
wind of course is irrelevant. Enclosure, or tail high or low would be a
minor influence on prop load, so indirectly influence GPH.
I've perhaps underestimated the idea as Terry suggests that ethanol
could be contributing to poorer fuel rate or a need to jet richer. I
know ethanol has less power than gasoline, but do we know that it makes
an engine run hotter?
-Ben
herb wrote:
>
> Hey All, Beauford and Terry..
>
> Looking at my Firefly log..Best fuel burn was 2 gal hr.. had a tail
> wind going down and 2.55 gal hr coming back.. Seem to average 2.75 or
> there bouts..Stock carb and jets.. The worst that I see is 3.05..
>
> I noticed , flying with a buddy who has a Firefly, that he was
> flying with the tail somewhat lower than I... Early on, I found that
> the Fly has a "step" and with some finess and careful attention,(don't
> have much of either at 64! ) I could keep it there...No doubt the
> full enclosure helps .. Bit of a cruise setting on my IVO too.. 62
> inch two blade.. When flying with others... tend to cruise at abt 5200
> and by myself...57 to 5800.. Herb
>
> At 09:42 AM 1/25/2008, you wrote:
>>
>> Terry:
>> You are getting about 50% better fuel burn out of your 447 than
>> I have managed.... Mine burns slightly over three gal/hr with the stock
>> jets and needle... What jetting are you running and what RPM do you
>> cruise yours at...?
>>
>> Envious beauford
>> FF076
>> Brandon, FL
>>
>> -------------------------
>> I have my 447 tuned to get a two gallon to an hour burn
>> rate and hate to have to change.
>>
>>
>> Terry - FireFly #95
>>
>>
>>
>>
>>
>>
>
>
Message 22
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|
| Subject: | Re: Three view drawing of the Mk. 3 |
Not sure if this will meet the requirement. Worth a shot. Hope it is helpful.
Sorry if color scheme off.
--------
Thanks too much,
John Bickham
Mark III-C
"Using my Repairman Certificate"
St. Francisville, LA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=160448#160448
Attachments:
http://forums.matronics.com//files/3dviewmiic_117.pdf
Message 23
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Pat,
Corollary: There's no such thing as Gravity; the Earth sucks.
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
do not archive
Message 24
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| Subject: | Re: FAA Grants Extension... |
At 10:20 PM 1/24/2008, Robert Laird wrote:
>
>I'm not suggesting 16-hr repairman courses for E-AB...I'm suggesting that a
>kit built E-AB that falls inside the LSA category should be able to be
>considered an E-LSA if the builder wants it that way...
I wasn't suggesting that, either. I was only saying that any E-AB, even if
it falls within the LSA restrictions, may have a less ordinary construction
that an approved LSA kit, and less (or no) factory support, so the FAA
probably wants a more experienced mechanic than a 16 hour class graduate
doing the inspections.
Note that the original builder can still get the repairman certificate
without _any_ class. That doesn't help subsequent owners, but most
builders build for their own use, not resale.
-Dana
--
If at first you don't succeed, skydiving is not for you.
Message 25
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| Subject: | Re: G Meter Question |
I had a Geez meter fer a short while, till it sheared off the 4
1/4-20 bolts while alighting!
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
do not archive, pls
Message 26
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| Subject: | Re: FAA Grants Extension... |
I don't disagree with "...so the FAA probably wants a more experienced
mechanic than a 16 hour class graduate doing the inspections..."
Obviously, that's how the FAA feels about it.
I'm suggesting that a DAR or FAA inspector who grants, for example, an
E-LSA airworthiness certificate to a Kolb MkIII in 2007, should be
able to grant an E-LSA airworthiness certificate to a Kolb MkIII in
(post-Jan-31) 2008. I don't see any difference or logical or
practical reason, except for a mandate on paper.
-- Robert
On 1/25/08, Dana Hague <d-m-hague@comcast.net> wrote:
>
> At 10:20 PM 1/24/2008, Robert Laird wrote:
> >
> >I'm not suggesting 16-hr repairman courses for E-AB...I'm suggesting that a
> >kit built E-AB that falls inside the LSA category should be able to be
> >considered an E-LSA if the builder wants it that way...
>
> I wasn't suggesting that, either. I was only saying that any E-AB, even if
> it falls within the LSA restrictions, may have a less ordinary construction
> that an approved LSA kit, and less (or no) factory support, so the FAA
> probably wants a more experienced mechanic than a 16 hour class graduate
> doing the inspections.
>
> Note that the original builder can still get the repairman certificate
> without _any_ class. That doesn't help subsequent owners, but most
> builders build for their own use, not resale.
>
> -Dana
>
> --
> If at first you don't succeed, skydiving is not for you.
>
>
Message 27
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| Subject: | Mark III for sale |
I have a Kolb Mark III which has been rebuilt by an A&P who is also a
machinist for US Airways, It has been stripped to the metal, powder
coated, recovered, and painted. It has a BRS, a custom gas tank with 15+
gal capacity, new panel, etc. It will be almost like new - or better
than new in some respects.
It has a Rotax 532 (65hp). .
It is located in Concord, NC (near Charlotte). I left it there for
restoring when I moved to Michigan and I am not going to be able to keep
it up here. I've had lots of great flights in it!
I added up the cost for a new Kolb Mark III Classic on The New Kolb
Company and got a total of $22,000 for the kit including what is on my
plane. That is without engine or instruments and without the time and
tools needed to build it. $16,900. It is N numbered and makes a great
light sport plane!
Give me a call if you might be interested. I have pictures available.
Jim
1-800-383-1868
Mt. Clemens, Mi
Message 28
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| Subject: | Re: Regular Unleaded |
beauford T wrote:
>
> Terry:
> You are getting about 50% better fuel burn out of your 447 than
> I have managed.... Mine burns slightly over three gal/hr with the stock
> jets and needle... What jetting are you running and what RPM do you
> cruise yours at...?
>
> Envious beauford
> FF076
> Brandon, FL
>
> -------------------------
> I have my 447 tuned to get a two gallon to an hour burn
> rate and hate to have to change.
>
>
> Terry - FireFly #95
>
beauford T,
I use the 11G2 needle in the second notch from the bottom, standard
jets. I typically cruise at 5,000 to 5,200 rpm. Beautiful Amish
country side to see around here and I'm in no rush taking in the
scenery. I swing a Tennessee two blade wood prop which was stock for
the FireFly from the Old Kolb Co.
Hope this helps,
Terry - FireFly #95
Message 29
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| Subject: | Re: Regular Unleaded |
WhiskeyVictor36@aol.com wrote:
> In a message dated 1/24/2008 6:35:50 P.M. Eastern Standard Time,
> tkrolfe@toast.net writes:
>
> Got 775 hr.s on my FireFly
>
>
> Hi Terry,
>
> Wow! I know you fly a lot, but that is a lot of hours. When did
> you start flying that FireFly? I also use regular grade fuel per
> the Rotax 447 operators manual. Also, in NJ, all automobile pump
> gas is mandated to contain up to 10% ethanol. So far I haven't
> had any problems using it and it does contain ethanol.
>
Bill,
Started flying Aug. 99 . Been trying to make up for lost years!!! I'm
a piker compared to my flying buddy, Willie. He has put almost 1,000 on
his FireStar in 3 1/2 years! You met him at Homer's. He is the one with
the orange wings and tail and is known as the "Candy Man".
Terry - Firefly #95
Message 30
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| Subject: | Re: Regular Unleaded |
Terry:
Will give the 11G2 a try and see what it does to the plug color, temps and
fuel
burn... am running a 66" IVO 2-blade. I doubt I'll successfully run mine at
as low a cruise
RPM as you are able to... weight considerations, y'know... and those VG's
are killin' me...
Thankee, sir.
saggy-bellied beauford
FF076
Do not archive
----- Original Message -----
I use the 11G2 needle in the second notch from the bottom, standard
jets. I typically cruise at 5,000 to 5,200 rpm.
Terry - FireFly #95
Message 31
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| Subject: | The Inspection, or; Please, just shoot me |
The inspector just left. He has my airworthiness certificates and will send
them to me when I finish up with the short list of problems. He's a nice
guy, charged me $40 extra for driving 3 1/2 hours to do the inspections so I
wouldn't have to haul the Firestar and the Mk. 3 on an open trailer. The
whole bill for both airplanes was $500. I know many DAR's charge that much
for one airplane.
The last thing I had to do on the Mk.3 was put new batteries in the ELT. The
ones that were in it were good to 2010, but I wanted to be extra careful in
case he wanted me to activate it. The ELT had been switched off since I
started working on the Mk. 3. When I opened it up there was corrosion and
liquid goo sliming up the entire battery compartment. Luckily, I had a brand
new Ameri-King sitting on the shelf. I bought it for the trike before I read
FAR 91.207 carefully and found that it say airplane, not aircraft. He let me
go on that one.
The passenger warning sticker I had said ...blah, blah, blah..amateur
built...blah....instead of light sport aircraft. I actually found that one
and pointed it out....Ding!
I fixed the missing red line on the new tach. Ding, but fixed.
For all the help you all offered with drawings, he still wants a picture of
the tail with the N number. Ding.
For the Firestar, I called him yesterday to ask if it would be okay to fold
it up because the weather was supposed to be an ice storm in the morning. No
problem. Folded it up and put it in the carport. No ice storm, but major
winds that is still beating the crap out of the wings and tail, and it was
impossible to fold it out to read the N number and DEA tag. God only knows
how much damage there will be to the fabric, I found two spots where the
rubatex padding had blown away and the fabric now has a hole. I have all the
polyfiber stuff and a few yards of fabric, just more work. If I had left it
in the wind shadow of the house, everything would have been fine. D***.
Thank God for the bottle of 18 year old single malt in the pantry. I've had
it for two years and it's about 2/3 full. It may be empty in an hour or so.
:-)
Thanks, to all who sent drawings and suggestions. I didn't want to cut up my
plans to use the drawing and it wouldn't fit in my scanner.
Okay, I fell much better now, and that bottle of Scotch is calling my name.
Thanks again, guys.
Rick
Message 32
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| Subject: | Re: The Inspection, or; Please, just shoot me |
Hang in there, Rick.. sounds to me like you are 98% there and your foot
is
firmly in the door... you are talking about only minor clean-up at this
point...
Congrats...!
beauford
do not archive
p.s. ...'tis a tad too far to drive, or I'd bring ye a stogie to go
with that scotch...
----- Original Message -----
From: Richard Girard
To: kolb-list@matronics.com
Sent: Friday, January 25, 2008 4:10 PM
Subject: Kolb-List: The Inspection, or; Please, just shoot me
The inspector just left. He has my airworthiness certificates and will
send them to me when I finish up with the short list of problems. He's a
nice guy, charged me $40 extra for driving 3 1/2 hours to do the
inspections so I wouldn't have to haul the Firestar and the Mk. 3 on an
open trailer. The whole bill for both airplanes was $500. I know many
DAR's charge that much for one airplane.
The last thing I had to do on the Mk.3 was put new batteries in the
ELT. The ones that were in it were good to 2010, but I wanted to be
extra careful in case he wanted me to activate it. The ELT had been
switched off since I started working on the Mk. 3. When I opened it up
there was corrosion and liquid goo sliming up the entire battery
compartment. Luckily, I had a brand new Ameri-King sitting on the shelf.
I bought it for the trike before I read FAR 91.207 carefully and found
that it say airplane, not aircraft. He let me go on that one.
The passenger warning sticker I had said ...blah, blah, blah..amateur
built...blah....instead of light sport aircraft. I actually found that
one and pointed it out....Ding!
I fixed the missing red line on the new tach. Ding, but fixed.
For all the help you all offered with drawings, he still wants a
picture of the tail with the N number. Ding.
For the Firestar, I called him yesterday to ask if it would be okay to
fold it up because the weather was supposed to be an ice storm in the
morning. No problem. Folded it up and put it in the carport. No ice
storm, but major winds that is still beating the crap out of the wings
and tail, and it was impossible to fold it out to read the N number and
DEA tag. God only knows how much damage there will be to the fabric, I
found two spots where the rubatex padding had blown away and the fabric
now has a hole. I have all the polyfiber stuff and a few yards of
fabric, just more work. If I had left it in the wind shadow of the
house, everything would have been fine. D***.
Thank God for the bottle of 18 year old single malt in the pantry.
I've had it for two years and it's about 2/3 full. It may be empty in an
hour or so. :-)
Thanks, to all who sent drawings and suggestions. I didn't want to cut
up my plans to use the drawing and it wouldn't fit in my scanner.
Okay, I fell much better now, and that bottle of Scotch is calling my
name.
Thanks again, guys.
Rick
Message 33
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| Subject: | Re: FAA Grants Extension... |
rlaird wrote:
> I don't disagree with "...so the FAA probably wants a more experienced
> mechanic than a 16 hour class graduate doing the inspections..."
> Obviously, that's how the FAA feels about it.
>
> I'm suggesting that a DAR or FAA inspector who grants, for example, an
> E-LSA airworthiness certificate to a Kolb MkIII in 2007, should be
> able to grant an E-LSA airworthiness certificate to a Kolb MkIII in
> (post-Jan-31) 2008. I don't see any difference or logical or
> practical reason, except for a mandate on paper.
>
> -- Robert
>
Personally, I don't see why FnAA went to the trouble of ELSA at all. I suspect
the time-bombed one was simply a pretense to make it all look applicable to UL's
and 2-place UL-like "aircraft" as stated in the preamble to the NPRM.
But now that we know it's not, I don't see any use whatsoever for the "approved
kit" ELSA category - the cost and trouble to the manufacturer is the same if
not more and really, SLSA was the real meat of LSA anyway.
And you can "downgrade" the certification to ELSA from SLSA as well - that's the
only use for the category now that I can see...
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=160495#160495
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| Subject: | Re: Regular Unleaded |
Since the subject has come up, maybe y'all can help an old boater with a
question. A few months ago the injectors on my 50 hp 2 stroke outboard
fouled and speed was reduced. In the local NAPA store, I saw - among
other remedies - a stock of SeaFoam. (sorry, gotta do this) Thinking
about the foofahrah on the List about that stuff, but remembering the
good things said, I grinned, bought a can and added it to the 19 gal
boat tank. Gas was fresh.
After about hour, instead of speeding up, all of a sudden the engine
bogged right down and quit. Hadta come back in on the kicker motor. I
*assume* the seafoam broke some gunk loose that worsened the restricted
injectors.
My question - will that stuff act as a stabilizer, or should I pour the
gas into my VW and put fresh gas with Sta-Bil in the boat tank ?? Will
it continue to dissolve the deposits in the injectors ?? Will it hurt
the 8 hp 4 stroke kicker motor ?? Haven't had time to get the boat to a
shop, so it's gonna sit there for the winter. Lar.
P.S. Kolb related in that the answers may help a 2 stroke Kolb-er.
Larry Cottrell wrote:
> <lcottrell@fmtcblue.com>
>
>
>>
>> As far as old gas! I usually don't have gas around too long, try to
>> fly as much as possible. Have used gas that was 2 to 3 months old
>> without any noticeable problem or change of readings. Can't afford
>> to through out liquid gold with very expensive mixing oil in it. !!!!
>
>
> You should give some consideration to adding 2 oz of "Sta Bil" per 5
> gallons of gas. It does work and has not harmed anything that I have
> ever used it in. I use it in lawn mowers, tractors, rototillers and
> Rotax. The difference in the smell of gas with Sta bil and without is
> very noticeable. I used to use my "old" gas from the plane in my lawn
> mowers or the car. The last time I used some untreated gas that had
> been setting in the plane for a too long time in the tractor, I had to
> add twice as much fresh gas just to get it to pull its self along. Sta
> bil does work and do what it says.
>
> Larry C
>
>
--
Larry Bourne
Santa Fe, NM
Building Kolb Mk III
"Vamoose"
www.gogittum.com
www.gogittum.com/blog
Message 35
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| Subject: | Re: FAA Grants Extension... |
At 05:21 PM 1/25/2008, lucien wrote:
>Personally, I don't see why FnAA went to the trouble of ELSA at all. I
>suspect the time-bombed one was simply a pretense to make it all look
>applicable to UL's and 2-place UL-like "aircraft" as stated in the
>preamble to the NPRM.
Pretty much... though there may well have been a few types in the FAA (who
really should get out more) who really believed that we'd all trade our
ultralights for LSA's if they'd just shave a few hours off the Private
requirements.
>But now that we know it's not, I don't see any use whatsoever for the
>"approved kit" ELSA category...
A few manufacturers will find it useful. Aircraft like Quicksilver (they
have an "approved" kit yet?) that can be easily bolted together in a couple
of days fit that category (saves shipping costs of an assembled plane from
the factory), but that's about it.
Hopefully the FAA will realize that they've killed the ultralight training
system. When they see how few BFI's go and become CFI's, they'll have to
do something. What the industry needs is a new "training exemption" (or
write it into the regs): Let pilots with at least a Sport Pilot
certificate (so they can already legally carry passengers), flying any LSA
aircraft, who get some additional training (like the BFI program), provide
primary instruction (for a fee, which ordinarily a SP couldn't do). Not
that informal instruction doesn't happen now anyway, but this would
legitimize it for the small operators.
-Dana
--
Mary had a little lamb. The doctor was very surprised.
Message 36
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| Subject: | Re: Regular Unleaded |
So Lar, not to change the subject, but what are you going to do with your mark
III out at KSAF?
Dunno if you ever get out to the airport but I try to keep an eye on it, as I'm
out at the airport all the time... I usually stroll by to make sure nothing's
hit it or anything's walked off....
Sure would be great to have another flying light a/c out there, only a couple of
us at this point. And that plane would be a sight. The controllers just loved
the FS II when I had it....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=160510#160510
Message 37
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| Subject: | Re: Regular Unleaded |
It appears that it might start warming up a bit soon, and I'll be out
there to start cleaning it up and preparing for a new engine. Anyone
want to buy 5 acres with a tremendous view in Yucca Valley, CA ?? Price
is dropping for a quick sale. :-) When that sells, the new engine
will soon come along.
I still need answers to the questions in my original
post. Lar.
lucien wrote:
>
> So Lar, not to change the subject, but what are you going to do with your mark
III out at KSAF?
>
> Dunno if you ever get out to the airport but I try to keep an eye on it, as I'm
out at the airport all the time... I usually stroll by to make sure nothing's
hit it or anything's walked off....
>
> Sure would be great to have another flying light a/c out there, only a couple
of us at this point. And that plane would be a sight. The controllers just loved
the FS II when I had it....
>
> LS
>
> --------
> LS
> FS II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=160510#160510
>
>
>
--
Larry Bourne
Santa Fe, NM
Building Kolb Mk III
"Vamoose"
www.gogittum.com
www.gogittum.com/blog
Message 38
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| Subject: | Re: The Inspection, or; Please, just shoot me |
Congrats Rick your over the hump now and on the last down hill slide
Ellery in Maine
do not archive
In a message dated 1/25/2008 4:18:27 P.M. Eastern Standard Time,
jindoguy@gmail.com writes:
The inspector just left. He has my airworthiness certificates and will send
them to me when I finish up with the short list of problems. He's a nice guy,
charged me $40 extra for driving 3 1/2 hours to do the inspections so I
wouldn't have to haul the Firestar and the Mk. 3 on an open trailer. The whole
bill for both airplanes was $500. I know many DAR's charge that much for one
airplane.
The last thing I had to do on the Mk.3 was put new batteries in the ELT. The
ones that were in it were good to 2010, but I wanted to be extra careful in
case he wanted me to activate it. The ELT had been switched off since I
started working on the Mk. 3. When I opened it up there was corrosion and liquid
goo sliming up the entire battery compartment. Luckily, I had a brand new
Ameri-King sitting on the shelf. I bought it for the trike before I read FAR
91.207 carefully and found that it say airplane, not aircraft. He let me go on
that one.
The passenger warning sticker I had said ...blah, blah, blah..amateur
built...blah....instead of light sport aircraft. I actually found that one and
pointed it out....Ding!
I fixed the missing red line on the new tach. Ding, but fixed.
For all the help you all offered with drawings, he still wants a picture of
the tail with the N number. Ding.
For the Firestar, I called him yesterday to ask if it would be okay to fold
it up because the weather was supposed to be an ice storm in the morning. No
problem. Folded it up and put it in the carport. No ice storm, but major
winds that is still beating the crap out of the wings and tail, and it was
impossible to fold it out to read the N number and DEA tag. God only knows how
much damage there will be to the fabric, I found two spots where the rubatex
padding had blown away and the fabric now has a hole. I have all the polyfiber
stuff and a few yards of fabric, just more work. If I had left it in the wind
shadow of the house, everything would have been fine. D***.
Thank God for the bottle of 18 year old single malt in the pantry. I've had
it for two years and it's about 2/3 full. It may be empty in an hour or so.
:-)
Thanks, to all who sent drawings and suggestions. I didn't want to cut up my
plans to use the drawing and it wouldn't fit in my scanner.
Okay, I fell much better now, and that bottle of Scotch is calling my name.
Thanks again, guys.
Rick
cs.com/Navigator?Kolb-List)
(http://www.matronics.com/contribution)
**************Biggest Grammy Award surprises of all time on AOL Music.
(http://music.aol.com/grammys/pictures/never-won-a-grammy?NCID=aolcmp003000000025
48)
Message 39
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| Subject: | Re: FAA Grants Extension... |
Dana Hague wrote:
>
> At 05:32 PM 1/24/2008, Robert Laird wrote:
>
>> .... it seems to me that if the EAA really wanted to do something
>> useful to it's newly minted LSA crowd, they'd petition the FAA so
>> that, once a kit plane was finished and gotten it's airworthiness and
>> registration, that they then give the builder the option to make it an
>> E-AB or an E-LSA (assuming it's within the LSA performance envelope).
>> ...If you say you need an A&P to inspect one kind, then
>> why is a 16-hour class okay for the other?
>
> It's hard to guess why the FAA does many things, but in this case I'd
> guess that they figured LSA's are slow, simple aircraft, unlikely to do
> much damage if they hit anything, with the basic structure originally,
> at least, made to some standard... and thus simple to inspect.
>
> An E-AB, OTOH, can be ANYTHING... bigger, heavier, faster, the potential
> to do more damage, an possibly untested structure, so they hold it to a
> higher standard. Note that the builder, at least, can get a repairman
> certificate (which, if I'm not mistaken, includes the inspection
> authority) for that particular aircraft without even taking the 16 hour
> class.
>
> -Dana
> --
> "A designer knows he has achieved perfection not when there is nothing
> left to add, but when there is nothing left to take away." -Antoine de
> Saint-Exup,ry
Actually, the 'repairman's certificate' is *only* for inspection
(condition inspection) authority. With E-AB, anyone can do maintenance,
repairs, and modifications.
As far as the A&P requirement for E-AB, that's a logical (hard to
believe, I know) response to the recognition that the original
builder/repairman certificate holder may not always be around or
available. Note that an IA ticket is not required like factory planes;
just an A&P ticket. Remember, E-AB rules are decades old; created long
before the LSA concept was even a gleam in some EAAer's eye.
Charlie
Message 40
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| Subject: | Re: Regular Unleaded |
Folks we had that discussion a couple of years ago. What I've done back then is
take a bunch of nitrile o-rings and some other rubber parts including silicon
and stuck them in a jar of E-85. There has not been any observed degradation
in two years.
What does it mean, I am not sure but some alcohol does not seem to destroy the
regular rubber stuff that we buy in automotive stores. I guess we can start buying
viton O-rings during replacements and that would solve the alcohol concerns.
Ron (Arizona)
======================
---- Dana Hague <d-m-hague@comcast.net> wrote:
============
At 06:57 PM 1/24/2008, Ben Ransom wrote:
>Do you have specific concerns wrt ethanol in a 2-stroke?
>I've been using 91 octane mogas, sometimes with ethanol. I've not been
>aware of any problems other than if gas gets older than a couple months
>the engine is hard to start and I don't trust it. I've assumed gas goes
>stale mostly because of other ingredients, not ethanol.
There are concerns about ethanol's compatibility with rubber parts such as
seals, fuel pumps, and carburetor parts.
Gas goes stale because some of the more volatile components evaporate
out. That's one reason I use avgas in my Cuyuna (that and concerns about
alcohol); avgas is much better controlled as to vapor pressure so it stores
much better... I believe it's supposed to remain good for 2 years.
-Dana
--
The gene pool has no lifeguard.
--
kugelair.com
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