Today's Message Index:
----------------------
1. 05:13 AM - Re: Firestar Project aka Radio (robert bean)
2. 05:18 AM - Re: Firestar Project aka Radio (Dana Hague)
3. 05:19 AM - Re: Firestar project (Dana Hague)
4. 06:39 AM - Re: Radio Batteries (Jmmy Hankinson)
5. 07:25 AM - Re: John Williamson Funeral (Russ Kinne)
6. 07:31 AM - Re: Firestar Project (boyd)
7. 08:06 AM - Firestar Project (william sullivan)
8. 09:52 AM - Re: Firestar Project (Thom Riddle)
9. 11:12 AM - Re: Firestar Project (ElleryWeld@aol.com)
10. 12:52 PM - Fly-in to Homer's (TK)
11. 02:56 PM - Re: Radio Batteries (Dana Hague)
12. 03:06 PM - Re: Firestar Project (Dana Hague)
13. 03:11 PM - Re: Firestar Project (Dana Hague)
14. 04:11 PM - brakes ? (Ben Ransom)
15. 04:29 PM - Re: brakes ? (planecrazzzy)
16. 04:32 PM - Re: Firestar Project aka Radio (robert bean)
17. 05:22 PM - Bing Carbs (Was Re: Firestar Project) (TheWanderingWench)
18. 06:42 PM - Re: Fly-in @ Lower Alabama (Flycrazy8@aol.com)
19. 07:09 PM - Re: brakes ? (possums)
20. 08:20 PM - Re: brakes ? (lcottrell)
21. 08:43 PM - Kolb MKIIIC on eBay (Richard & Martha Neilsen)
Message 1
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| Subject: | Re: Firestar Project aka Radio |
The Nimh is a superior battery. Mine is likely the Nicad. The only
one of those that I've had luck with is
my (old) heavy duty Milwaukee battery drill.
The battery in this Icom is also absurdly heavy.
BB
MkIII Mongrel
On 3, Jun 2008, at 10:07 PM, HShack@aol.com wrote:
> Just want to pass on some info.
>
> I just bought an Icom A-6 with nickel metal hydride battery.
> Instructions say to not charge but 8 hours- 12 max. If you go over
> that you will ruin the battery. You must not leave even the on-
> board power connected for more than that. Also, you should not let
> the battery discharge all the way and stay there for a long time.
>
> This would also apply to the A-5 or any other radio with Nimh
> battery [probably Nicad too].
>
> Howard Shackleford
> FS II
> SC
>
> In a message dated 6/3/2008 11:17:47 A.M. Eastern Daylight Time,
> slyck@frontiernet.net writes:
> HAVE to buy an intermediate device to lower the voltage. The built
> in battery pack is crap.
> -doesn't hold a charge for very long.
>
>
> Get trade secrets for amazing burgers. Watch "Cooking with Tyler
> Florence" on AOL Food.
>
>
Message 2
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| Subject: | Re: Firestar Project aka Radio |
At 10:07 PM 6/3/2008, HShack@aol.com wrote:
>Just want to pass on some info.
>
>I just bought an Icom A-6 with nickel metal hydride battery. Instructions
>say to not charge but 8 hours- 12 max. If you go over that you will ruin
>the battery. You must not leave even the on-board power connected for
>more than that. Also, you should not let the battery discharge all the
>way and stay there for a long time.
>
>This would also apply to the A-5 or any other radio with Nimh
>battery [probably Nicad too].
Same with the A-24. Just poor design... it's a trivial matter to build a
charger that charges at a low enough rate (C/10 or less) that the battery
won't be hurt by leaving it on indefinitely, though that means a long
(overnight) charge time, or if a faster charge is required, senses the
voltage and reverts to a trickle when the battery is fully charged. I
don't know what Icom was thinking.
-Dana
--
Access denied--nah nah na nah nah!
Message 3
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| Subject: | Re: Firestar project |
At 11:11 PM 6/3/2008, william sullivan wrote:
>
> The engine still loads up on extended low rpm running. I think it may
> be running rich at these speeds- under 3000rpm. It kind of bogs down for
> a couple of seconds, then clears up. I have to check the book and maybe
> move the clip.
> Also- more birds' nests! I don't know if we missed some, or the birds
> are still building. Maybe duct tape for a parking plug.
Not the clip, that's more for higher rpm, cruise power. Under 3000 rpm
you're running on the pilot jet and the low speed mixture screw (if you
have one).
I fought the bird nest battle constantly when I had the T-Craft. Make sure
EVERY opening is sealed!
-Dana
--
Access denied--nah nah na nah nah!
Message 4
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Has anyone considered using a drill battery for their radios. A clip could
be made and attached to the battery, My radio and GPS use the voltage
produced by the 447 and a Key West regulator. I have 4 Dewalt 14 volt
batteries that I could user.. They re-charge up quick.
Jimmy Hankinson
Firefly 447, N6007L
Rocky Ford, Ga.
Message 5
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| Subject: | Re: John Williamson Funeral |
A very sensitive, touching, articulate, and honoring eulogy. John
Andrew Williamson is to be congratulated. A superb job at a tough time.
On Jun 3, 2008, at 10:10 PM, Ken Korenek wrote:
> Kolbers,
>
> It is finished.
>
> The funeral for John took place this afternoon. He had a civil
> service at the funeral home and then a procession to the Dallas
> Fort Worth National Cemetery for a full honors military burial.
>
> The pageantry was impressive, a =93missing man formation=94 fly-by
> (even if it was a flight of RV=92s :>) ), a 21 Gun Salute and the
> playing of taps was the appropriate end to the life of such an
> impressive man.
>
> My friend. My flying buddy. My building buddy. My CFI.
>
> So many people to miss, all wrapped up into one.
>
> Ken Korenek
> Arlington, Texas
>
>
> Eulogy- John Andrew Williamson
>
> Just before 11 AM, on a Sunday morning just over a week ago, John
> Williamson came to the end of his allotted time here on earth.
> Beverly lost her husband of 31 years.
> Jason and Gabriel lost their Father.
> Those of us here lost a friend and the rest of the world lost a
> good and honorable man whose honesty and integrity is beyond reproach.
> Born into humble surroundings, his youth was spent in various
> places in the Pacific Northwest. Shortly after graduating from
> high school in 1968, John enlisted in the US Army and began what
> was to become a highly decorated 20 year career. While on
> assignment at Fort Polk, Louisiana, John met the love of his
> life. His military career being firmly established, John was
> ready to start the civilian aspect of the American Dream. John
> and Beverly married in 1977 and had their first child, Jason, in
> early 1978 with the second, Gabriel, late in 1979. John=92s military
> career allowed them to experience living in several places around
> the country as well as a few years in Germany.
> I won=92t go thru the details of his decorated military career.
> Though the commendations and decorations associated with John=92s
> military career are many in number, they only tell a portion of the
> remarkable story of John=92s life. The only detail that I will
> mention is the one that John is most proud of; John witnessed the
> downing or crash of 27 of his fellow aircraft in Vietnam and he
> NEVER left a man behind. He did what he had to do to ensure that
> every one of his downed warriors returned and without the loss of a
> single life.
> Reaching the 20 year mark of his career while the Army was firmly
> entrenched in a peace-time mode, John decided that it was time to
> try his hand in the civilian world. After being accepted as a
> pilot for American Airlines, John ferried crews to and from off
> shore oil platforms while he waited for his class date to
> convene. John=92s 13 year career with American Airlines was as
> substantial as was his military career. Shortly after the 9/11
> tragedy, which took all of the =93fun=94 out of flying for the
> airlines, he retired early to begin the final phase of his life.
> Looking for ways to satisfy his passion for flying, John looked
> into the options available in general aviation and settled on the
> world of homebuilt, experimental aircraft. John threw himself
> into this hobby with the same fervor that he had for the military
> and American Airlines. John soon settled on an aircraft model
> that would most suit his flying wants and needs and built the Kolb
> Kolbra that everyone knows him for. He built that entire airplane
> in his garage with the help of Beverly, Jason and Gabriel. He
> made the first flight of the Kolbra at the Arlington Municipal
> Airport and shortly after finding hangar space there, he became a
> friend to everyone he met.
> John was eager to lend a hand anytime that it was needed. It did
> not matter if that need was physical, procedural, or emotional.
> You would never know in whose hangar you would find John, but it
> was a good bet that you would find him where he was needed, lending
> a hand. Thought he was always a rich source of accurate
> information, John was not a pretentious man. He would readily
> admit when he made a mistake. But, he was correct with annoying
> frequency, and he occasionally felt the need to quote chapter and
> verse of the regulations. Although routinely correct, John would
> never belittle you by =93rubbing your nose in it.=94 At air shows or
> just visiting around the airport, John routinely found and
> emphasized the good things about one=92s handiwork and never
> criticized the shortcomings.
> Once, at an air show, a father and son were arguing bitterly. John
> quietly approached the son and told him how lucky he was that his
> father wanted to share his time with him and that he should not
> take that for granted. The son saw fit to take John=92s observation
> to heart and made amends with his father. John was quick with a
> joke, unafraid to compliment and was reserved with criticism.
> John=92s passion for flight and his vast flight experience, both at
> high altitude and low, sometimes both impressed and scared many who
> knew him. John knew what he was doing. John often flew low,
> lifting up over power lines and zig-zagging to avoid flying over
> any one or any house that he came upon. Once, when someone chided
> John about his low flying habits by saying that he would scare many
> GA pilots to death, John simply remarked that =93they just don=92t
have
> as much fun as I do.=94
> John lived life to the fullest. To him, quality of life, not the
> mere quantity of life, was what was most important.
> John=92s last flying adventure saw him join up with a good friend on
> a two week flight, first to Monument Valley, Utah for a weekend
> Kolb gathering and then on to meet with others at the home of
> another close friend who lived in remote Idaho. These four
> friends were out flying on that Sunday morning and to state it
> simply, they were having a blast. It just turns out that this
> time, instead of ending the day sitting under the wing, recanting
> the days=92 flying highlights, it was spent in sorrow.
> We will never know the reason why John was in a steep bank, low
> enough to imperil his life.
> We will never know why John made the decision to venture to the
> edge of the envelope of safety.
> We will never know the =93why=94 of it all.
> But we do know that he was there because he chose to be and it was
> not because of carelessness or stupidity. Even when John was
> pushing the envelope, he was a cautious pilot, ever conscious of
> the inherent perils of flight.
> As tragic as this all is, take refuge in the fact that John lived
> well and that he died well. The weather that fateful morning was
> the best it had been on the entire trip. John was out flying with
> some good friends in some of the most beautiful country God
> created. Everyone there said that they were all having more fun
> than they had had in a long time. Chasing coyotes, following the
> landscape and feeling the rush of powered flight, John=92s last
> moments on earth were filled experiencing the pure joy of his
> life=92s passion. His passing was quick enough that the joy and
> pleasures he was filled with were not spoiled by pain and misery.
> John lived well and John died well.
> Although not a religious man, John was a spiritual man in that he
> did take solace in the beauty of nature. He went out of his way
> to photograph the splendor of a vivid sunset and radio chatter was
> quiet in the serenity high above the indescribable beauty of a
> solid cloud deck. The area that they were flying in that morning
> was ruggedly beautiful and if John could have had a say in the
> place of his demise, he likely would have approved.
> John lived well in terms of how he positively touched the lives of
> those he encountered. The true mark of a man is NOT a measure of
> the amount of money he has in the bank or the number of possessions
> with which he surrounds himself.
> The true mark of a man is measured by the number of those who care
> enough to grieve at his passing and the number of those who will
> gather together to pay their last respects. The true mark of a
> man can be judged by the number of those who will miss him when he
> is gone.
> All one has to do is look around this room to see that John
> Williamson was a remarkably wealthy man.
> To sum all of this up in one, single, brief statement:
> =93Arlington Tower, Kolb four- niner- kilo- kilo, ready for takeoff =85
> and headed west.=94
>
>
Message 6
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| Subject: | Firestar Project |
As long as there is some info on radios going around.... I have an
Icom A-5, never used,
that I considered mounting on my MkIII. If you want to use aircraft
power the manual says you
HAVE to buy an intermediate device to lower the voltage.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
I have been working on a project to do that very thing,,,, I think I am
getting close when I get the last problem or 2 resolved I will post it to
the list.
Boyd Young
MKIIIC 500 + hours and counting
Brigham City Ut.
Do not archive
Message 7
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| Subject: | Firestar Project |
Dana- I thought the clip on the Bing 54 was for a richer/leaner mixture to accomodate
for weather changes. I have to read up on it. I have 2 screws- a very large
one, and a small one near the air filter. I have NO experience with the Bings,
and both screws are located on the prop side. I am not going to try to get
my big fat hands in there with it running. It does start good, and re-starts
easily, so I think it will only be a minor adjustment.
Bill Sullivan
Windsor Locks, Ct.
FS/KX/447
Message 8
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| Subject: | Re: Firestar Project |
Bill,
I suggest you acquire the Bing Manual at
http://www.bingcarburetor.com/manual.html
It is about $10 including shipping and will tell you all you need to know about
the Bing Carbs.
do not archive
--------
Thom Riddle
N221FA Allegro 2000 912UL
N197BG FS1/447
--------------------
It has been said that man is a rational animal. All my life I have been searching
for evidence which could support this.
- Bertrand Russell
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=186237#186237
Message 9
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| Subject: | Re: Firestar Project |
Bill
that Large screw is your idle stop the small one is your low speed jet
Ellery in Maine
do not archive
In a message dated 6/4/2008 11:06:47 A.M. Eastern Daylight Time,
williamtsullivan@att.net writes:
Dana- I thought the clip on the Bing 54 was for a richer/leaner mixture to
accomodate for weather changes. I have to read up on it. I have 2 screws- a
very large one, and a small one near the air filter. I have NO experience with
the Bings, and both screws are located on the prop side. I am not going to try
to get my big fat hands in there with it running. It does start good, and
re-starts easily, so I think it will only be a minor adjustment.
Bill Sullivan
Windsor Locks, Ct.
FS/KX/447
(http://www.matronics.com/Navigator?Kolb-List)
(http://www.matronics.com/contribution)
**************Get trade secrets for amazing burgers. Watch "Cooking with
Tyler Florence" on AOL Food.
(http://food.aol.com/tyler-florence?video=4?&NCID=aolfod00030000000002)
Message 10
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| Subject: | Fly-in to Homer's |
Gentlemen,
Here is the list of those that have indicated to me they will be going
to the fly-in at Homer & Clara's farm on Saturday, June 14. If there
are any additions or corrections, please advise.
Steve Green
George Alexander
John Hauck
Loyd Peterson
Dana Hague
Earl Zimmerman
Gene Zimmerman
Wilmer Zimmerman
John Murr
Dan Walter
Russ Kinne
Bill Varnes
Alan Mancus
Chuck Davis
Bob Bennethum - maybe
Jeff Tshudy - maybe
John Landis - maybe
Scott Olendorf - maybe
Myself
Terry - FireFly #95
Message 11
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At 09:36 AM 6/4/2008, Jmmy Hankinson wrote:
>Has anyone considered using a drill battery for their radios. A clip
>could be made and attached to the battery, My radio and GPS use the
>voltage produced by the 447 and a Key West regulator. I have 4 Dewalt 14
>volt batteries that I could user.. They re-charge up quick.
You'd just be paying extra for the drill battery packaging. Nicad or NiMh
cells are readily available, cheap, from lots of sources.
-Dana
--
A computer lets you make more mistakes faster than any invention in
human history... with the possible exception of handguns and tequila.
Message 12
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| Subject: | Firestar Project |
At 10:28 AM 6/4/2008, boyd wrote:
>...If you want to use aircraft
>power the manual says you
>HAVE to buy an intermediate device to lower the voltage.
>
>I have been working on a project to do that very thing,,,, I think I am
>getting close when I get the last problem or 2 resolved I will post it to
>the list.
Getting the required 11VDC requires only a simple voltage regulator
circuit... but engine power is typically rather dirty, so filters and such
are necessary. Seems I saw such a circuit somewhere online, but I don't
recall where.
-Dana
--
A computer lets you make more mistakes faster than any invention in
human history... with the possible exception of handguns and tequila.
Message 13
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| Subject: | Re: Firestar Project |
At 11:03 AM 6/4/2008, william sullivan wrote:
>Dana- I thought the clip on the Bing 54 was for a richer/leaner mixture to
>accomodate for weather changes. I have to read up on it. I have 2 screws-
>a very large one, and a small one near the air filter. I have NO
>experience with the Bings, and both screws are located on the prop side. I
>am not going to try to get my big fat hands in there with it running. It
>does start good, and re-starts easily, so I think it will only be a minor
>adjustment.
Correct, but needle clip affects the upper midrange. At WOT the needle has
no effect; the main jet controls the mixture there. At low rpm it's the
idle screw.
See:
http://www.ultralightnews.com/enginetroublshooting/techtips/techtips2.htm
and
http://www.ultralightnews.com/enginemaintenance/bingcarbtuning.htm
-Dana
--
A computer lets you make more mistakes faster than any invention in
human history... with the possible exception of handguns and tequila.
Message 14
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Long ago I spent very little time at airports, but that seems to be
changing, and because of that, I switched back to the original drum
brakes (OEM from Azusa ). They act as if out-of-round and it causes a
really annoying shimmy -- the varying brake power goes with each turn of
the wheel or wheels. Also long ago I looked into it enf to find that
one drum was in fact slightly out of round and replaced it, but the
problem is still bad. I've thought it might go away as shoes get
seated, but by now that may have been wishful thinking. Any suggestions?
Thanks,
-Ben
Firestar KXP
Message 15
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Hi Ben,
I put 5" drum brakes on my Firestar... I didn't know they were
running 4 1/2" on them.... My 5's seem just fine....
http://www.geocities.com/planecrazzzy/LSXIII.html
It's my "Cheap" tires that are outa round.
Some of the guys use "Band" brakes...Supposed to be pretty good.
Gotta Fly...
.
.
.
--------
.
.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=186295#186295
Attachments:
http://forums.matronics.com//files/brake_cable_90s__no_loop__016_961.jpg
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Message 16
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| Subject: | Re: Firestar Project aka Radio |
an alternative approach for those who want to use an attached battery
pack is to buy the
AA holder, I think I saw it for $38 somewhere today, and put AA NiMH
in it.
The best ones I've found so far are Duracell 2650mAh that are the
ONLY ones that
will hold up in a battery hog cam I have. Available at Kmart. -
careful, a lot of them look
alike, look for the numbers.
I charge them in a slow charging Radio Shack charger.
BB
On 4, Jun 2008, at 8:14 AM, Dana Hague wrote:
> At 10:07 PM 6/3/2008, HShack@aol.com wrote:
>> Just want to pass on some info.
>>
>> I just bought an Icom A-6 with nickel metal hydride battery.
>> Instructions say to not charge but 8 hours- 12 max. If you go
>> over that you will ruin the battery. You must not leave even the
>> on-board power connected for more than that. Also, you should not
>> let the battery discharge all the way and stay there for a long time.
>>
>> This would also apply to the A-5 or any other radio with Nimh
>> battery [probably Nicad too].
>
> Same with the A-24. Just poor design... it's a trivial matter to
> build a charger that charges at a low enough rate (C/10 or less)
> that the battery won't be hurt by leaving it on indefinitely,
> though that means a long (overnight) charge time, or if a faster
> charge is required, senses the voltage and reverts to a trickle
> when the battery is fully charged. I don't know what Icom was
> thinking.
>
> -Dana
> --
> Access denied--nah nah na nah nah!
>
>
Message 17
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| Subject: | Re: Firestar Project) |
A very useful manual on Bing carbs is:
Bing Carburetors: Aircraft Tuning and Parts Manual
It tells you everything you could possibly want to know about Bing carbs. It's
available from Bing Agency International, in Council Grove, Kansas for $12 +
shipping. Their order line is 800-309-2464 or you can go online at www,bingcarburetor.com
Arty Trost
Sandy, Oregon
--- On Wed, 6/4/08, Dana Hague <d-m-hague@comcast.net> wrote:
> From: Dana Hague <d-m-hague@comcast.net>
> Subject: Re: Kolb-List: Firestar Project
> To: kolb-list@matronics.com
> Date: Wednesday, June 4, 2008, 3:07 PM
> <d-m-hague@comcast.net>
>
> At 11:03 AM 6/4/2008, william sullivan wrote:
> >Dana- I thought the clip on the Bing 54 was for a
> richer/leaner mixture to
> >accomodate for weather changes. I have to read up on
> it. I have 2 screws-
> >a very large one, and a small one near the air filter.
> I have NO
> >experience with the Bings, and both screws are located
> on the prop side. I
> >am not going to try to get my big fat hands in there
> with it running. It
> >does start good, and re-starts easily, so I think it
> will only be a minor
> >adjustment.
>
> Correct, but needle clip affects the upper midrange. At
> WOT the needle has
> no effect; the main jet controls the mixture there. At low
> rpm it's the
> idle screw.
>
> See:
>
> http://www.ultralightnews.com/enginetroublshooting/techtips/techtips2.htm
> and
> http://www.ultralightnews.com/enginemaintenance/bingcarbtuning.htm
>
> -Dana
> --
> A computer lets you make more mistakes faster than any
> invention in
> human history... with the possible exception of handguns
> and tequila.
>
>
Message 18
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| Subject: | Re: Fly-in @ Lower Alabama |
The Southern Flyers Association is putting on a Fly-N this weekend ( June
7th) . Would like to invite anyone who would like to Fly in or drive in ...
It's going to be held at Freedom Field in Slocomb, Alabama... Plenty to eat and
fun fellowship .... Check out the website for further information
_www.southernflyersul.com_ (http://www.southernflyersul.com)
Stephen Baxley
President SFA
Kolb Firefly
334-701-5333
**************Get trade secrets for amazing burgers. Watch "Cooking with
Tyler Florence" on AOL Food.
(http://food.aol.com/tyler-florence?video=4?&NCID=aolfod00030000000002)
Message 19
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At 07:08 PM 6/4/2008, you wrote:
>
>Long ago I spent very little time at airports, but that seems to be
>changing, and because of that, I switched back to the original drum
>brakes (OEM from Azusa ). They act as if out-of-round and it causes
>a really annoying shimmy -- the varying brake power goes with each
>turn of the wheel or wheels. Also long ago I looked into it enf to
>find that one drum was in fact slightly out of round and replaced
>it, but the problem is still bad. I've thought it might go away as
>shoes get seated, but by now that may have been wishful
>thinking. Any suggestions?
>Thanks,
>-Ben
>Firestar KXP
I had that problem a long time ago. Had a guy that put them on some
kind of lath? and
spun the drums. I guess he cut or sanded them "round" or true?
Anyway, he fixed the
problem for me.
Message 20
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Ben,
I have the same original brakes on my Firestar and the same problem. I did find
the last time I fooled with them that one of the housings was rubbing on the
drum. I had thought that it was the brake shoe. A grinder took care of that
problem. I was a bit surprised since I had run the blasted things that way for
a lot of years. It was not noticeable to the naked eye. The original wheels
were drilled badly out of line (by the original owner.) when the drum was seated.
I was able to achieve satisfactory results by drilling the holes that the
drum was fastened to the wheel over-sized ( a lot) and using a nyloc nut and flat
washers on the mounting bolts. That allowed the drum to float when the brakes
were applied. There is so little metal on the drums that I decided not to
try to turn them on a lathe.
Larry C
--------
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=186322#186322
Message 21
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| Subject: | Kolb MKIIIC on eBay |
Anyone out there looking for a Kolb MKIIIC without engine. I just ran
across the listing. The current bid is $3551.00 There is a reserve but?
The seller just had someone back out of the deal so maybe he is
motivated to sell?
http://cgi.ebay.com/ebaymotors/Other-Vehicles-Trailers_Aircraft__Kolb-Mar
k-III-Classic-Experimental-Airplane-Nice_W0QQitemZ270241913342QQddnZOther
Q20VehiclesQ20Q26Q20TrailersQQadnZAircraftQQddiZ2828QQadiZ2829QQcmdZViewI
tem?hash=item270241913342&
or Item number: 270241913342
Rick Neilsen
Redrive VW powered MKIIIC
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