Today's Message Index:
----------------------
1. 01:00 AM - Re: Regulation (Ron)
2. 02:01 AM - Re: Re: Firestar Project (pj.ladd)
3. 04:25 AM - Handbury parachute (Dana Hague)
4. 04:47 AM - Tony's Kolb (william sullivan)
5. 05:02 AM - Re: 912 (Russ Kinne)
6. 06:06 AM - Re: Regulation (John Hauck)
7. 06:12 AM - Re: Tony's Kolb (John Hauck)
8. 06:18 AM - Re: Handbury parachute (John Hauck)
9. 06:22 AM - Re: Regulation (Richard & Martha Neilsen)
10. 07:10 AM - Re: Re: Alternate Firefly engines (Jack B. Hart)
11. 09:33 AM - Re: Re: Alternate Firefly engines (Dana Hague)
12. 10:11 AM - Re: Regulation (Ron)
13. 10:36 AM - Re: Re: Alternate Firefly engines (Jack B. Hart)
14. 10:54 AM - 503 Teardown Report (R. Hankins)
15. 11:57 AM - Re: 503 Teardown Report (Jim Dunn)
16. 12:10 PM - Re: Re: Check out http://www.avweb.com/newspics/sun-n-fun-2008_galle (N27SB@aol.com)
17. 12:23 PM - Re: Handbury parachute (jb92563)
18. 01:01 PM - Firestar Project (william sullivan)
19. 01:53 PM - Re: 503 Teardown Report (John Hauck)
20. 01:55 PM - Re: Re: Firestar Project aka birthdays (Bob Noyer)
21. 01:57 PM - Re: Re: Firestar Project (Bob Noyer)
22. 02:46 PM - Firestar project (william sullivan)
23. 03:29 PM - Re: Monument Valley 2008 Photo Contest (Jon LaVasseur)
24. 03:44 PM - Re: 503 Teardown Report (R. Hankins)
25. 03:53 PM - Re: 503 Teardown Report (R. Hankins)
26. 04:15 PM - Re: Firestar project (John Hauck)
27. 04:17 PM - Re: Re: 503 Teardown Report (John Hauck)
28. 05:03 PM - Re: Re: Handbury parachute (knowvne@aol.com)
29. 05:30 PM - Firestar project (william sullivan)
30. 05:48 PM - Re: Tony's Kolb (ElleryWeld@aol.com)
31. 05:58 PM - Re: Tony's Kolb (John Hauck)
32. 06:48 PM - Re: Tony's Kolb (Tony Oldman)
33. 07:20 PM - Re: Firestar project (beauford T)
34. 08:25 PM - Re: Re: Alternate Firefly engines (Dana Hague)
35. 08:41 PM - Re: 503 Teardown Report (Dwight)
36. 10:40 PM - Re: 503 Teardown Report (R. Hankins)
37. 10:59 PM - Re: Firestar Project (R. Hankins)
Message 1
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Flying a Kolb outside of the radar scope as it were certainly still has a sense
of freedom. However if you follow the discussions even here much of it is about
regulations and compliance. If you come from the ATV crowd and you start having
to contend with all of that, unless you are a dedicated aviation buff I think
you would have a hard time justfying to yourself the burden to carry if you
want to fly. Ultralights notwithstanding. I see the young folks all the time
and I remember how it was back in the 70's early 70's. The world has changed
a lot and not to the better in aviation.
I can tell one thing there is a shortage of pilots, and its not getting any better.
Even at the bottom feeding jobs they pay real money now, where before you
had to beg them to give you a job. People still want to fly but the hurdles are
tougher now than they were back in the day. I keep telling anyone that asks
me if I were to do it again I would have gone to Law School and made aviation
my hobby. Now by default and because of aviation law is my DE-facto hobby and
aviation is my profession. :-)
---- John Hauck <jhauck@elmore.rr.com> wrote:
============
Ron:
Maybe you are in the wrong area of aviation.
I'm regulated, I reckon, but not much.
My type flying has few restrictions, especially if I stay out of controlled
airports. I only land in D or higher airpace when it is absolutely
necessary.
Most of my flights, all over our great land, are pretty much alone. I don't
see many airplanes in the air from my point of view.
My days flying in the Army have been over for many, many years. Gone are
the days when it was dictated where, how, and when I could fly. Kinda like
my flying freedom I have been enjoying all these "civilian" retirement
years.
Take care,
john h
mkIII
--
kugelair.com
Message 2
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| Subject: | Re: Firestar Project |
I almost made it to 85,>>
C`mon Bob,
we both have a birthday to celebrate in August..
Pat
Message 3
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| Subject: | Handbury parachute |
Question for John Hauck (since I know one saved your butt twice) or anybody
else who knows:
The Handbury hand deployed airframe parachutes... The cable attaches it to
the airframe, but it still has a harness worn by the pilot??? Is that just
so there's a place to put it? Some of your posts, John, mention the
inconvenience of strapping into both the parachute and the plane, so why
not mount it to the plane, perhaps alongside the seat?
I ask because I can maybe get one for a good price, while a modern BRS
would cost more than I paid for the entire airplane, far out of my price range.
-Dana
--
Smallpox has been largely destroyed - should the virus be given endanged
species status?
Message 4
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Tony- How much work has been done on your 503? Any problems? How about wear and
tear on the plane? Any bent gear, etc.?
Bill Sullivan
FS/KX/447
Windsor Locks, Ct.
Message 5
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BB
I knew you had the heart of a sailor! -- I've heard these big ugly
whizz- bang boats called 'penis extensions' - right on, in many cases.
But sailboats! -- you can go places, like Bermuda, that are way
beyond the buzz-boat's range.
There are some pix at boatrelocate.com, you may enjoy.
Spring has sprung here (w. CT) so your flying season's just around
the corner -- take heart!
Fair winds,
Russ
On Apr 15, 2008, at 8:58 PM, robert bean wrote:
> That's why sailboats rule, or will when gas gets to $8.00/gal. All
> you need to operate
> a powerboat is a full gas tank, a blonde companion and gold
> chains. (I see 'em here
> every summer with the obnoxious twin V8s and no muffler. The Coast
> Guard refuels
> them regularly).
> With a sailboat all you need is a brain and a breeze.
> BB
> still dormant MkIII but bowling season just ended.
> do not archive
>
> On 15, Apr 2008, at 6:44 PM, Russ Kinne wrote:
>
>> BB
>> Many thanks for sending this link to the 912S for sale -- will be
>> interesting to see what it sells for! Do you know if anyone
>> really inspected it yet?
>> BTW, I enjoy those 'big ezpen$ive boats' you mentioned, because
>> people pay me to run them around. BUT do you know they mostly
>> burn ONE GALLON PER MILE? -- forget that miles-per gallon
>> stuff. Can't imagine why so many of them are for sale now --
>> do not archive
>>
>> On Apr 15, 2008, at 1:56 PM, robert bean wrote:
>>> Maybe someone might be interested:
>>>
>>> http://tinyurl.com/4cfrx6
>>>
>>> BB
>>> do not archive
>>>
>>>
>>> href="http://www.matronics.com/Navigator?Kolb-List">http://
>>> www.matronics.com/Navigator?Kolb-List
>>> href="http://forums.matronics.com">http://forums.matronics.com
>>> href="http://www.matronics.com/contribution">http://
>>> www.matronics.com/contribution
>>>
>>
>> href="http://www.matronics.com/Navigator?Kolb-List">http://
>> www.matronics.com/Navigator?Kolb-List
>> href="http://forums.matronics.com">http://forums.matronics.com
>> href="http://www.matronics.com/contribution">http://
>> www.matronics.com/contribution
>>
>
>
Message 6
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If you come from the ATV crowd and you start having to contend with all of
that, unless you are a dedicated aviation buff I think you would have a hard
time justfying to yourself the burden to carry if you want to fly. Ron
Ron:
I am a dirt biker, and recently, last December, purchased a Honda Rincon so
Nell can ride with me. We spent two months out West last year for me to
ride the deserts and the Rockies on my dirt bike. I have to drive many
miles to find good places to ride off road.......... More and more areas
are being restricted from ORV's.
I also collect antique tractors, which have absolutely no regulation, and
are my favorite hobby. They cost less to purchase, maintain, and operate.
Like I said in my previous post, I find little regulation flying my MKIII.
I had to have one inspection in 1992, to fly it. Have not had one since.
Had to get a Private Fixed Wing Ticket to fly it in 1990. I get a BFR every
two years, along with a medical by my old country flight surgeon in Clanton,
Alabama. If I want to, I can stop getting the medical and fly on my drivers
license as a Sport Pilot. I fly out of my own airstrip, seldom landing at
regular airports unless I am flying a cross country flight. Flying my own
experimental airplane, I have a Repairman's Certificate. I can sign off on
all work and inspections. Other than the BFR and Medical every two years, I
am pretty much left alone by the FAA, unless I screw up and do something
dumb.
I don't have any inclination to stop flying any time soon. If I did, it
would probably be because I can not afford to keep it fueled, or I get too
old to enjoy flying.
The type of flying you are doing can not compare to the freedom of the type
of flying I do in my Kolb.
john h
mkIII
Message 7
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Tony:
Brother Jim welded up your fuselage, and I inspected it prior to
shipment in February 1991. My MKIII is M3-011. Your serial number
should be M3-024.
john h
mkIII
Kolb MK111 serial number M3-24 Delivered Sept 91 and ready to fly
April 93 and 820 hrs work later. { not by me}I purchased the plane with
60hrs TT.503 rotax with about 360 hours on it now and still going
strong.
Regards
Tony
Downunder
Message 8
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| Subject: | Re: Handbury parachute |
> The Handbury hand deployed airframe parachutes... The cable attaches it to
> the airframe, but it still has a harness worn by the pilot??? Is that
> just so there's a place to put it? Some of your posts, John, mention the
> inconvenience of strapping into both the parachute and the plane, so why
> not mount it to the plane, perhaps alongside the seat?
>
> I ask because I can maybe get one for a good price, while a modern BRS
> would cost more than I paid for the entire airplane, far out of my price
> range.
>
> -Dana
Dana:
Yes, the Jim Handbury, hand deployed parachute can be worn or attached to
the airframe in a place that will allow hand deployment. In my case, it was
the most convenient location, and the only place left in the aircraft to
stow it.
It would be prudent to have the parachute inspected by a certified parachute
rigger prior to using. These are now very old parachutes. They also
require an annual repack and inspection, but not by regulation because they
are not certified parachutes.
I paid $500.00 for mine in 1984. It saved my life twice before I retired
it. Figure I got my money's worth at $250.00 a pop. ;-)
john h
mkIII
Message 9
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Ron
I'm not sure what planet you are from. On my planet back in the 70s
ultralights were required to be foot launchable. When the FAA relaxed
regulations for part 103 they went way beyond what the industry thought was
necessary allowing almost 100 lbs more than what was flying. Then they
allowed two place exemptions for training, even more relaxation. When
everyone abused, broke the law, and generally got in the face of the FAA
with illegal airplanes they didn't crack down they created the Sport Pilot
Rule. Now when I fly an airplane I don't even have to have a medical.
Some of us look at things from the perspective of how great things are and
enjoy life.
Do not archive
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Ron" <captainron1@cox.net>
Sent: Wednesday, April 16, 2008 3:56 AM
Subject: Re: Kolb-List: Regulation
>
> Flying a Kolb outside of the radar scope as it were certainly still has a
> sense of freedom. However if you follow the discussions even here much of
> it is about regulations and compliance. If you come from the ATV crowd and
> you start having to contend with all of that, unless you are a dedicated
> aviation buff I think you would have a hard time justfying to yourself the
> burden to carry if you want to fly. Ultralights notwithstanding. I see the
> young folks all the time and I remember how it was back in the 70's early
> 70's. The world has changed a lot and not to the better in aviation.
> I can tell one thing there is a shortage of pilots, and its not getting
> any better. Even at the bottom feeding jobs they pay real money now, where
> before you had to beg them to give you a job. People still want to fly but
> the hurdles are tougher now than they were back in the day. I keep telling
> anyone that asks me if I were to do it again I would have gone to Law
> School and made aviation my hobby. Now by default and because of aviation
> law is my DE-facto hobby and aviation is my profession. :-)
>
>
> ---- John Hauck <jhauck@elmore.rr.com> wrote:
>
> ============
>
> Ron:
>
> Maybe you are in the wrong area of aviation.
>
> I'm regulated, I reckon, but not much.
>
> My type flying has few restrictions, especially if I stay out of
> controlled
> airports. I only land in D or higher airpace when it is absolutely
> necessary.
>
> Most of my flights, all over our great land, are pretty much alone. I
> don't
> see many airplanes in the air from my point of view.
>
> My days flying in the Army have been over for many, many years. Gone are
> the days when it was dictated where, how, and when I could fly. Kinda
> like
> my flying freedom I have been enjoying all these "civilian" retirement
> years.
>
> Take care,
>
> john h
> mkIII
>
>
> --
> kugelair.com
>
>
>
Message 10
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| Subject: | Re: Alternate Firefly engines |
From: DAquaNut@aol.com
....................
Have you had a chance to make any progress with the mz 34. I will be
up for another De-carb in about 18 more hours. I would just as soon install
a different engine at that time. I am still looking at the Kawasaki 340,
and the 1/2 vw, and the mz 34. After 88 hours on the 447 I still cannot
keep the egts below 1200 *, at 4400 rpm, without them going down to 975-
1000* at cruise. I am to the point now I am going to take a little off of
the jet needle in the area of 4400 rpm if I can ever figure out how to
compute where that is.
......................
Ed,
The MZ34 is out of the box and resting on the propeller mounting flange on
the shop floor. The engine mount is done. Right now I am figuring out how
to mount the exhaust system. Also working on how to mount a Mikuni 30 or
24 mm carburetor as I do not understand pumper carburetors. All the steel
has been cut to length for an engine test stand. I have to cut the end
angles so that it can be welded.
I believe I can help you with your needle modification. If you can print
out from:
http://www.thirdshift.com/jack/firefly/firefly121b.html
and reduce the drawing by 50% it will give you a full scale needle drawing
for length. Or each little square is 1/16th of an inch on a side. Also the
drawing shows the needle with the throttle in the closed position relative
to the needle jet. So you should be able to determine which area from which
to remove material.
To start, I would recommend removing material from less than zero to where
the taper starts on the needle. Do not take more than one or two thousands
of an inch off the OD at a time with out a test flight. It may take a half
dozen flights but you should be able to lower the high EGT readings at the
lower rpms, and then to boost the EGT at cruise by dropping the needle a
slot.
Jack B. Hart FF004
Winchester, IN
Message 11
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| Subject: | Re: Alternate Firefly engines |
At 11:09 AM 4/16/2008, Jack B. Hart wrote:
>
>The MZ34 is out of the box and resting on the propeller mounting flange on
>the shop floor. The engine mount is done...
Jack, another engine? Did you give up on the Simonini Victor then?
-Dana
--
I intend to live forever or die trying.
Message 12
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John
You are not one of the usual people in the world, you are in many ways an exceptional
person. Comparing yourself to the more mundane people who may be inclined
to aviate is comparing a Wenthworth to a mule cart. How many out there have
parachuted with a full combat load, or flew out in the tundra under the worst
conditions when every little mistake will kill you. Not many, I done it many
times etc... I don't want to glamorize what I did or do, but suffice it to say
most people would not. People such as me or you will do what we want anyway,
at least I will. For me the obstacles are not that important, but for most it's
a different story. There are few who like the hard side of life, or as in my
case in it whether I like it or not. Most would rather enjoy stuff than be challenged
by stuff. On this list we are somewhat of an unusual group. Can't judge
others by our standards, if that was the case the sky would be full of Kolbers
and others.
Sometime I need to take you on a ride with me when no one is looking. ;-)
do not archive
---- John Hauck <jhauck@elmore.rr.com> wrote:
============
If you come from the ATV crowd and you start having to contend with all of
that, unless you are a dedicated aviation buff I think you would have a hard
time justfying to yourself the burden to carry if you want to fly. Ron
Ron:
I am a dirt biker, and recently, last December, purchased a Honda Rincon so
Nell can ride with me. We spent two months out West last year for me to
ride the deserts and the Rockies on my dirt bike. I have to drive many
miles to find good places to ride off road.......... More and more areas
are being restricted from ORV's.
I also collect antique tractors, which have absolutely no regulation, and
are my favorite hobby. They cost less to purchase, maintain, and operate.
Like I said in my previous post, I find little regulation flying my MKIII.
I had to have one inspection in 1992, to fly it. Have not had one since.
Had to get a Private Fixed Wing Ticket to fly it in 1990. I get a BFR every
two years, along with a medical by my old country flight surgeon in Clanton,
Alabama. If I want to, I can stop getting the medical and fly on my drivers
license as a Sport Pilot. I fly out of my own airstrip, seldom landing at
regular airports unless I am flying a cross country flight. Flying my own
experimental airplane, I have a Repairman's Certificate. I can sign off on
all work and inspections. Other than the BFR and Medical every two years, I
am pretty much left alone by the FAA, unless I screw up and do something
dumb.
I don't have any inclination to stop flying any time soon. If I did, it
would probably be because I can not afford to keep it fueled, or I get too
old to enjoy flying.
The type of flying you are doing can not compare to the freedom of the type
of flying I do in my Kolb.
john h
mkIII
--
kugelair.com
Message 13
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| Subject: | Re: Alternate Firefly engines |
At 12:29 PM 4/16/08 -0400, you wrote:
>
>At 11:09 AM 4/16/2008, Jack B. Hart wrote:
>>
>>The MZ34 is out of the box and resting on the propeller mounting flange on
>>the shop floor. The engine mount is done...
>
>Jack, another engine? Did you give up on the Simonini Victor then?
>
Dana,
No. The Victor is a good engine, but all the numbers indicate the FireFly
should be able to fly very well with a lower hp engine. This is being
proven out in the UK. Early on, I realized that with the Victor 1+, I was
going to be up against the weight limit just like the Rotax 447. The Victor
burns about one gph less than the Rotax 447, but I still wanted more range.
About three years ago I bought the MZ34. I calculate it will reduce the
present empty weight by 45-50 pounds. By dropping down in hp, I can add
weight back and decrease the total drag, and cruise just as fast with a
lower gph rate. This will let me fit a full enclosure so that I can fly all
winter. If I had not been forced to move, the MZ34 would have already been
mounted. But I am still moving dirt to expose the entrance to my walk out
basement shop etc, etc.
The explosion in fuel cost has accelerated the desire to lower the gph rate.
I still plan to warm weather fly with my head out. At 50-55 mph this is
great fun. Presently with the Victor 1+, I feel like I am saving at least
$3.00 to $4.50 per hour over the Rotax 447. With the MZ34 I hope to save
another $1.00 to $1.50.
Jack B. Hart FF004
Winchester, IN
Message 14
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| Subject: | 503 Teardown Report |
I have seen a few questions about the 503 on the list lately. I just finished
tearing down my 503 after 452.0 hrs of trouble-free service, so I thought I would
pass along my data.
Pistons:
The pistons were inside the wear limits for diameter, out-of-round, and taper.
The only visible wear was on the intake side of the piston where it slides by
the intake port. In this area some of the textured finish had been worn shiny.
Both pistons showed similar wear. Both wrist pins were slightly discolored.
One of them had a slight wear mark where the hardened washer sits on it. Carbon
on the piston tops was approx .015 thick on the rear piston and 0.010 thick
on the front piston. The spark plugs for the front cylinder also showed less
carbon. This was traced to a slight leak in the front crank seal that was
leaning the mixture to the front cylinder slightly. The resulting difference
in EGT's had grown slowly to 100 deg over the last 20 hrs of operation and was
the main reason for the full tear down. There was also a slight weep of oil
under the front of the engine. The ring end gap was within wear limits and all
rings moved easily in their slots and feel "springy". Ring groove wear was
still within limits.
Cylinders:
The cylinders both measured the same. All areas were within wear limits except
for a narrow band of wear just above the exhaust port. This area stayed inside
maximum diameter, but was worn to the 0.002 out of round limit. They are currently
being bored 1st over.
Heads:
The heads are shiny on the underside except for two thumbnail size dots of carbon
discoloration across from and on opposite sides of the spark plug hole.
Crank:
The crank was near the maximum run out spec of 0.003 on the fan end. I suspect
this may have led to the demise of the crank seal on that end. The only visible
wear was inside the piston end of the connecting rods where the cageless needle
bearings run. The honing crosshatch was worn smooth in a small area area
about 40deg down from the vertical on one side of the con rod bore. There was
some visible corrosion stains on the counter balances, but nothing that looked
fresh or would leave a streak on a white rag.
All in all, I believe the engine could have gone another 100 or so hours if the
front crank seal had not begun to leak. It gave me ample warning signs of brewing
problems, while continuing to run like a swiss watch. The EGT discrepancy
between cylinders was (verified by switching probes) and the oil seep were
clear signals. I am replacing every moving part of this engine: crank, pistons,
wrist pins and bearings, fan bearings, fan belt etc. Total cost for parts
and machining comes to $1780.76 plus return shipping on the crank core. This
gives a rebuild cost of just under $3/hr.
I used the AV-1 oil From CPS for the first 119.6hrs. I did a decarbon at this
point and replaced the wrist pin bearings. The carbon from the AV-1 was hard
as a rock and took many hours of scrubbing to remove. I used Penzoil Marine premium
synthetic blend from wally world with two oz of Marvel mystery oil per
six gallons for the next 325.4 hrs. The last 7 hrs I switched to Penzoil air
cooled with Marvel. I have performed annual carbon inspections and have not needed
to decarbon again.
Sorry for the long post. I hope this info is helpful to someone.
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177237#177237
Message 15
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| Subject: | Re: 503 Teardown Report |
Roger, thanks for the comprehensive report. You mentioned 100 degree EGT
split between cylinders. Was it 100 at full power and 100 at cruise, or
what?
I ask because I just noticed that my 503 is 100 degrees hotter EGT on one
than the other at full throttle, but only about 35 degrees split at
cruise. I also have oil leaking from the back of the low-time engine
(reportedly 25 hrs since new). I was wondering if this could be the same
thing.
I bought the plane last fall and only have about 20 hours on the low-time
Rotax 503. It's my first Rotax so I'm not very familiar with it.
. . . This was traced to
a slight leak in the front crank seal that was leaning the mixture to the
front cylinder slightly. The resulting difference in EGT's had grown
slowly to 100 deg
Message 16
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In a message dated 4/13/2008 9:03:55 P.M. Eastern Daylight Time,
donghe@one-eleven.net writes:
Hey..I just checked out the Sun-n-Fun Newsletter at the website..And I wanna
Congratulate our own brother Steve B, and Brian M for their Grandchampion
Win on the FloatFly!...way to go men!
All, here is a shot of the 2008 SnF UL Grand Champ.
Steve B
Firefly 007/Floats
Firefly 0040/ Floats 2008 SnF Grand Champion UL
**************Need a new ride? Check out the largest site for U.S. used car
listings at AOL Autos.
(http://autos.aol.com/used?NCID=aolcmp00300000002851)
Message 17
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| Subject: | Re: Handbury parachute |
You can buy a brand new hand deployed tandem Paraglider reserve chute for about
$600-800 that has about 450 lb capacity.
Less for used, but not deployed ones.
As an alternative to a BRS on an Ultralight it makes a lot of sense cost wise.
That Handbury was made a long time ago so having a certified packer look at it
would be very wise.
http://www.mojosgear.com/html/crsrv98.htm
http://www.americanparagliding.com/apco/mayday.htm
--------
Ray
Kolb UltraStar (Cuyuna UL-202)
Moni MotorGlider
Schreder HP-11 Glider
Riverside County, CA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177247#177247
Message 18
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| Subject: | Firestar Project |
I heard back from the previous owner of my Kolb. The builder was an old German-American
guy who died a couple of years ago. Dead end on the history, unless
you guys remember somebody.
Since selling me the Kolb, this guy bought a Buccanneer with a 503, and modified
the retractable landing gear. Since January he has had 2 forced landings.
One was an engine out on take-off. The "B" box came apart, and the engine went
overspeed. He was high enough to make it back to the airfield. This past weekend,
he broke a Teleflex cable for the ailerons, and had to put it down in
a farmer's field. He called his father, who brought tools. This was on Sunday,
and they had to go to a marine supply to get the cable. The farmer was great-
loaning tools, helpful, and amused. The plane was fixed after only 1 1/2 hours
downtime. According to him, the Kolb with the 447 never quit, or broke. This
is the guy who flies on luck.
do not archive
Bill Sullivan
FS/KX/447
Windsor Locks, Ct.
Message 19
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| Subject: | Re: 503 Teardown Report |
> I have seen a few questions about the 503 on the list lately. I just
finished tearing down my 503 after 452.0 hrs of trouble-free service, so I
thought I would pass along my data.
> Roger in Oregon
Roger:
Make sure you get it back together in time to fly at Larry's next month.
john h - Patiently waiting for time to depart for MV.
mkIII
Message 20
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| Subject: | Re: Firestar Project aka birthdays |
Friend Pat,
'Fraid the air's gettin' too thin, now. Surgery chance very low, cure
zero. Going for a 2.5 hour interstate ride at 0-dark-5:30 for a "up
yer nose with a rubber hose, clear to yer toes" biopsy of pancreas.
Probable outcome: surgery useless, maybe a shot of Old Dr. Roentgen,
with a chemo chaser. Saves on haircuts.
Hit 148# and can't make RT to mailbox, 50' away. You'll have to
celebrate BD without me. Drop a slug of single malt fer me.
bob n.
do not archive
Message 21
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| Subject: | Re: Firestar Project |
List: sorry fer last msg to Pat....boxing gloves don't fit anymore.
bn
do not archive
Message 22
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| Subject: | Firestar project |
Larry- I think you missed something on some of the messages. To me, this is a mechanical
challenge- a game, if you will. I am not worried about being caught
out of spec. I came from the trucking business, and I am not impressed with rules
and regulations. I don't have to worry about inspections, flying out of an
unkown grass field and not going to airports. Ihave certain disabilities that
prevent any extended flights. I always had to make things "heavy", so working
on a Kolb is a delight. Jack Hart thinks like an engineer, working within certain
parameters. I am having fun chasing him. I never had to think like this before.
I wish I could travel, but even in a car I have to get out frequently to
keep the back intact. To me, the basic current Kolb design is eminently suitable
for modifications. You can make them lighter, shorter, streamlined, open
cockpit, doors, control mods (Hi! Mike), shape wings and tail to suit your fancy,
re-power easily, and you name it. Or, like me,
squeeze it down to fit the mission. It's a broad playing field, all on the same
design.
While I have a great deal of respect and sympathy for law enforcement personnel,
I cannot say the same for bureaucrats enforcing regulations. A lot of them
are pure nonsense. For example, allowing 30 extra pounds for floats when a
life jacket would do the same thing. As opposed to allowing 5 pounds for an enclosure
to keep Jack from getting frostbite. I thought the object was to keep
a certain amount of weight from falling on somebody's head?
Like I said, to each owner, the game is how you play it. Jack is also looking
at an "off List" item I sent him, along the same lines.
do not archive
Bill Sullivan
FS/KX/447
Windsor Locks, Ct.
Message 23
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| Subject: | Re: Monument Valley 2008 Photo Contest |
Greetings from Minnesota.
I probably shouldn't enter the attach photos in
the contest because I didn't actually take them.
They were taken by Arty Trost at MV in 2007.
These and other pictures from last year remind me
of a magnificent place, a great time and some
really neat people.
John W, if I win the $10,000.00 first prize, I'll
share it with Arty.
Jon L
Be a better friend, newshound, and
know-it-all with Yahoo! Mobile. Try it now. http://mobile.yahoo.com/;_ylt=Ahu06i62sR8HDtDypao8Wcj9tAcJ
Message 24
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| Subject: | Re: 503 Teardown Report |
John:
I would have it together already if I had not done business with CPS in California.
They backordered a bunch of stuff, after telling me it was in stock. I
found out when things didn't arrive. The wrist-pins they sent me had fingerprints
rusted into them. They suggested "scotch brighting" the rust off and then
using them. (No I'm not kidding!) Needless to say I sent them back and have
ordered all backordered items elsewhere. I will not conduct business with them
again. I thought that I could save time because they are only two shipping
zones away, but ended up adding two weeks to my rebuild. Doh! My advice to anyone
on this list is to avoid CPS like the plague.
If all goes well, I will have two weekends to run-in and test-fly before heading
to the Rock House. Lord willin' and the creek don't rise I'll make it!
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177284#177284
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| Subject: | Re: 503 Teardown Report |
Jim:
The difference between EGT readings did vary with throttle setting. I was always
able to find a spot in the upper to middle cruise range where they would get
within 40-50 degrees or so. The oil leak began as part of a drop every few
hours and was starting to streak back along the bottom of the engine the last
couple of hours. If all I ever did was fly the pattern or around farm fields
and flatlands, I would have put this off 'til November, but desert canyons and
coastal mountain ridges are not very forgiving. My advice is "when in doubt,
change it out." At my wife's suggestion I am going to start putting away a little
each month for an engine rebuild fund. If the 503 lasts long enough, I
may be able to switch to an HKS somewhere down the road.
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177286#177286
Message 26
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| Subject: | Re: Firestar project |
Bill S:
Based on your statement below, I feel you are getting into this way over
your head.
Changing the length of the tailboom, shortening it, will change a docile
Kolb into one that is nearly unmanageable.
Changing aerodynamics and control systems to suit your fancy for an
airplane you have never flown, especially when you have never flown a
Kolb and, I understand you are also a low time pilot who has not flown
in nearly 40 years, is not recommended. As long as I have been building
and flying Kolbs, I don't make changes in these areas, because I want to
live to fly tomorrow.
Changing a Kolb "to suit your fancy" or "squeezing it down to fit the
mission" may well quickly bite you in the ass. It is not "a broad
playing field".
Probably be to your best interest to have a reliable individual with a
lot of knowledge of building and flying Kolb aircraft carefully inspect
your Kolb before you ever make a decision to commit aviation in it.
Good luck with your project,
john h
mkIII
To me, the basic current Kolb design is eminently suitable for
modifications. You can make them lighter, shorter, streamlined, open
cockpit, doors, control mods (Hi! Mike), shape wings and tail to suit
your fancy, re-power easily, and you name it. Or, like me, squeeze it
down to fit the mission. It's a broad playing field, all on the same
design.
Bill Sullivan
Message 27
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| Subject: | Re: 503 Teardown Report |
They suggested "scotch brighting" the rust off and then using them. (No
I'm not kidding!) >
> --------
> Roger in Oregon
Roger:
Great news!
I quit doing business with CPS and LEAF many, many years ago for very
similar reasons.
Recommend South Mississippi Light Aircraft, Ronnie Smith, Lucedale, MS. He
can probably get stuff to you all as quickly as any of the other ROTAX
service centers.
john h
mkIII
Message 28
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| Subject: | Re: Handbury parachute |
Guys
You DON'T want a Paraglider Chute YOU want a Hangglider Chute as the Bridle
is much longer =C2-and will better clear any Wreckage that might be flying
around ....=C2-
I would also=C2-suggest an in line Swivel so that your chute doesn't wind
up as you=C2-
descend under =C2-the Wreckage..
If one wing is intact, Odds are it will fly around the Bridle as you descend
...=C2-
This rotation WILL=C2-wind up our chute lines... Trust me I've seen it hap
pen with HangGldier Wreckage....
Paraglider Chutes have too short a bridle and the odds are their=C2-Shroud
lines will get tangled
in the mess..
Only Advantage the PG chute has is that it might open a little quicker...
You can find a 450 lb Tandem HangGlider Parachute with swivel, =C2-Here...
... www.willswing.com...
http://www.willswing.com/prod2.asp?theClass=parachutes&theModel=lara
Mark Vaughn
-----Original Message-----
From: jb92563 <jb92563@yahoo.com>
Sent: Wed, 16 Apr 2008 3:20 pm
Subject: Kolb-List: Re: Handbury parachute
You can buy a brand new hand deployed tandem Paraglider reserve chute for ab
out
$600-800 that has about 450 lb capacity.
Less for used, but not deployed ones.
As an alternative to a BRS on an Ultralight it makes a lot of sense cost wis
e.
That Handbury was made a long time ago so having a certified packer look at
it
would be very wise.
http://www.mojosgear.com/html/crsrv98.htm
http://www.americanparagliding.com/apco/mayday.htm
--------
Ray
Kolb UltraStar (Cuyuna UL-202)
Moni MotorGlider
Schreder HP-11 Glider
Riverside County, CA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177247#177247
Message 29
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| Subject: | Firestar project |
Not me, John! I was just speaking in general. Look at the differences in my Firestar,
a stock FS, and the OAL on Jack's Firefly. Also my clipped wing set (not
on the plane). And the difference in aileron length between old Firestars and
new ones. I was merely trying to point out the incredible flexibility of the
basic design. Look at all the modifications you guys have been doing. About all
you could do on a Quicksilver is change the wheels. Maybe the powerplant, maybe.
I was merely making a statement admiring the versatility of the basic "boom"
design. I would not dream of doing anything original- I do not have the knowledge.
The factory has been able to use the pod and boom, pusher engine concept to
the point that I have trouble identifying them from a side profile. No cue cards,
and I wish there was an ID book.
There also seems to be a lot of leeway in individual assembly- tail design,
for one. Nobody tinkers with the basic design inside the wings, but do update
them to current standards- like the corner braces of a couple of weeks ago. Again,
a flexible design concept. You don't have to replace the whole wing.
No, I don't get too many bright ideas in unfamiliar ground. I pump other people
for information. I am very comservative, and expect my renewed flying habits
to be the same way.
do not archive
Bill Sullivan
Fs/KX/447
Message 30
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I have M3X 00 2 00011 is there info in this number that will tell me
anything about this kit like when it was manufactured
Ellery in Maine
do not archive
In a message dated 4/16/2008 9:13:03 A.M. Eastern Daylight Time,
jhauck@elmore.rr.com writes:
Tony:
Brother Jim welded up your fuselage, and I inspected it prior to shipment in
February 1991. My MKIII is M3-011. Your serial number should be M3-024.
john h
mkIII
Kolb MK111 serial number M3-24 Delivered Sept 91 and ready to fly April 93
and 820 hrs work later. { not by me}I purchased the plane with 60hrs TT.503
rotax with about 360 hours on it now and still going strong.
Regards
Tony
Downunder
(http://www.matronics.com/Navigator?Kolb-List)
(http://www.matronics.com/contribution)
**************Need a new ride? Check out the largest site for U.S. used car
listings at AOL Autos.
(http://autos.aol.com/used?NCID=aolcmp00300000002851)
Message 31
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Ellery:
The MKIIIx was manufactured by TNK. Give Travis a call. He should be
able to run down the history on that kit.
john h
mkIII
I have M3X 00 2 00011 is there info in this number that will tell me
anything about this kit like when it was manufactured
Ellery in Maine
Message 32
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The only work carried out on the 503 is the work that I have carried out
and that has been mainly service checks.
Engine has been stripped twice for de-carb. Carb needles replaced as old
ones had nearly worn through and rubber carberator boots replaced
because of signs of cracking in originals . Engine due for another pull
down now.
The only other iteam thats needed attention is the exhaust bracket that
runs from the head to the muffler started to crack around the head nuts.
I include a check of this as part of pre flight before every flight.
There have been no other problems.
No bent gear legs. The only thing that may need attention in the next 50
hrs or so is there is some cracking starting to appear in the lexan in
the odd place were it has been riverted .
Regards
Tony
- Original Message -----
From: william sullivan
To: kolb list
Sent: Wednesday, April 16, 2008 11:43 PM
Subject: Kolb-List: Tony's Kolb
Tony- How much work has been done on your 503? Any problems? How
about wear and tear on the plane? Any bent gear, etc.?
Bill Sullivan
FS/KX/447
Windsor Locks, Ct.
Message 33
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| Subject: | Re: Firestar project |
From: John Hauck
Changing the length of the tailboom, shortening it, will change a docile
Kolb into one that is nearly unmanageable.
...I reckon that explains a lot, John.... been wonderin'.... truth is,
dropped my Fly's tailboom when building and had to cut five inches off
that sucker to get rid of the dent....tripped over my Bride's faggy
little fuzzy-ass cat...same one that peed all over the roll of poly
fiber just before I started covering... sure cleared the roaches out of
the garage when the hot iron hit that stuff...
Anyway, that Fly's been unmanageable all right...especially that little
Nazi 447... and speakin' of a lack of managability... there's the
Formidable Mrs. Beauford...hadn't thought about the causal relationship
until you brought it up, but it looks to me like she's gettin' shorter
too... last ten year or so, anyways... lack of manageability creeps up
on a man.
Gotta agree with you in principle about sawing off Kolb tailbooms,
though... I think shorter ain't better except when you're building the
trailer... W&B complications aside, shortening it changes all sorts of
geometry with things like control authority in the rear end... makes
fer BIG trim tabs... and (dare I mention it) VG's all over the tail
feathers...
sigh...
pensive beauford
FF-076
Brandon, FL
Do Not Archive
Message 34
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| Subject: | Re: Alternate Firefly engines |
At 02:35 PM 4/16/2008, Jack B. Hart wrote:
>No. The Victor is a good engine, but all the numbers indicate the FireFly
>should be able to fly very well with a lower hp engine...
What do you think the HP reduction will do to your takeoff and climb
performance?
-Dana
--
Give a man a fish and he will eat for a day. Teach a man to fish and he
will sit in a boat all day drinking beer.
Message 35
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| Subject: | Re: 503 Teardown Report |
Quote
Sounds like you are burning very clean. I have a question regarding the Marvel.
Is the 2 oz of Marvel substituted for 2 oz of the Pennzoil in the mix, or added
in on top of the 50 to 1 mix?
Thanks,
Dwight
Read this topic online here:
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| Subject: | Re: 503 Teardown Report |
Dwight:
I add the Marvel in addition to the 50:1 mix of two stroke oil. I can't say for
sure that the Marvel is what kept my engine clean, but I can state with confidence
that it didn't do it any harm.
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177354#177354
Message 37
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| Subject: | Re: Firestar Project |
capedavis(at)yahoo.com wrote:
> Roger ,A kxp with a 503 aint that a great combo .Mine was a 1990 I finished
it in 92 and flew it for 10 years ! a short ground roll and then straight up
what a joy . Wish I still had her. Chris
>
It is a great combo! That is what I meant by hoping I'm still flying it at 60.
I hope to have built a two seater by then, but don't want to give up the KXP.
I want my KXP to last 'til I'm 60 and then some.
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177356#177356
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