Today's Message Index:
----------------------
1. 02:39 AM - Re: Absolutely the easiest way to refuel (Tony Oldman)
2. 03:26 AM - Re: Absolutely the easiest way to refuel (pj.ladd)
3. 06:22 AM - antenna location (RICHARD STRACKE)
4. 06:53 AM - safety experiment (william sullivan)
5. 07:05 AM - Re: pre- tire kicking (KOLB AIRCRAFT)
6. 07:26 AM - Re: Any Examples of the new Valley Engine (Richard & Martha Neilsen)
7. 07:51 AM - Re: safety experiment (Richard & Martha Neilsen)
8. 10:53 AM - Re: safety experiment (Jim Kmet)
9. 10:53 AM - Re: safety experiment (Dana Hague)
10. 10:55 AM - Re: pre- tire kicking (KOLB AIRCRAFT)
11. 10:58 AM - takeoff landing data on firestar and firefly? (grantr)
12. 11:00 AM - Congratulations Cristal (Jim Kmet)
13. 11:08 AM - Re: safety experiment (Ralph B)
14. 11:34 AM - Re: Congratulations Cristal (Mike Welch)
15. 11:40 AM - Re: Congratulations Cristal (Larry Cottrell)
16. 11:40 AM - Re: safety experiment (Jack B. Hart)
17. 11:45 AM - safety experiment (william sullivan)
18. 11:45 AM - Re: Congratulations Cristal (Michael Sharp)
19. 12:42 PM - safety experiment (william sullivan)
20. 12:43 PM - Re: takeoff landing data on firestar and firefly? (TK)
21. 02:19 PM - Cristal (william sullivan)
22. 03:23 PM - Re: an antenna location (WillUribe@aol.com)
23. 03:46 PM - Re: safety experiment (Dana Hague)
24. 04:24 PM - Re: Congratulations Cristal (Flycrazy8@aol.com)
25. 06:34 PM - Thanks from the aviatress (cristalclear13)
26. 06:34 PM - Re: Re: safety experiment (Tony Oldman)
27. 06:57 PM - Re: Congratulations Cristal (N111KX (Kip))
28. 07:00 PM - safety experiment (william sullivan)
29. 11:43 PM - Re: safety experiment (Tony Oldman)
Message 1
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| Subject: | Re: Absolutely the easiest way to refuel |
That works for me.How do I go about ording a refuel.
Downunder
Kolb MK111
Tony
----- Original Message -----
From: Bill Vincent
To: kolb-list@matronics.com
Sent: Tuesday, August 05, 2008 2:09 PM
Subject: Kolb-List: Absolutely the easiest way to refuel
Do Not Archive
Message 2
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| Subject: | Re: Absolutely the easiest way to refuel |
Lovely pic. I have printed it off and have it up on my office wall. Hope
I don`t owe you any royalties.
Pat
Message 3
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| Subject: | antenna location |
Many thanks Bill,Larry and Terry.As I already have a aluminum deck the fwd.
location seems to be the one I'll anticipate.It may even act as warning
devise when the nose is to far over. Do not archive
Dick
FSII
Message 4
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| Subject: | safety experiment |
Richard Stracke's recent posting started me wondering how many people have had
a similar experience with an unintentional lift-off in a Kolb. I had attributed
my accidental take-off to a gust, but Richard's use of the term "ballooning"
seems to be a more appropriate term. I had been taxiing for engine testing,
going at what I thought was a moderate, controllable speed. Probably about
the same as one would use going down a taxi-way to the other end of a runway.
I had been having engine trouble, with several distinct problems. At idle,
there was a very heavy vibration- a shaking- that smoothed out above 2500 rpm.
When I taxied the length of the runway- 900 feet or so- , and then went back
to idle, the engine would "load up" and not promptly respond to throttle advance
for a few seconds. Or, it would go the other way, and reduce rpms to 1400
or so, and nor respond at all until I shut it down and re-started. At the north
end of the field, a couple of hundred feet from
the end, there was an area that was slightly down hill, and would cause the plane
to noticeably accelerate, even at idle. Sometimes I would have to shut off
the motor to slow down enough to make my u-turn. I am not sure, but I think
this is where my event occurred. My memory of all of it is still very shaky,
more like a series of pictures than a flow of events.
In order to help others stay away from a similar problem, I would like to enlist
some help from the experienced members of the List. How slowly can someone
make a very light Firestar take off? Or for that matter, what is the slowest
lift-off speed of any of the Kolbs? My Firestar lifted off with a gross weight
of about 475 lbs. , and about 2700rpm. What could be indicators of an imminent
lift-off? How can ground speed be determined prior to such an event?
Can a few of you take your plane and, on a long, safe area, carefully induce
the plane off the ground and report the speeds and conditions? Maybe a GPS to
determine it.
Thanks
Bill Sullivan
Message 5
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| Subject: | Re: pre- tire kicking |
DOUG, THE MARK 3 XTRA, WILL DO THE THINGS YOU AND YOUR ARE THINKING
ABOUT, BAGGAGE SPACE BEHIND THE SEATS WILL BE MORE THAN ENOUGH FOR
WEEKEND TRIPS , THERE IS ALSO SPACE IN THE NOSE FOR SMALL SOFT BAG, THE
KOLBS DO CROSS COUNTRY FLYING WITHOUT A PROBLEM, THEY HAVE BEEN DOING IT
FOR YEARS. THANKS FOR YOUR INTEREST IN KOLB AND LET ME KNOW WHERE TO GO
FROM HERE FOR YOU. THANKS DONNIE.
----- Original Message -----
From: Doug Girling
To: kolb-list@matronics.com
Sent: Thursday, July 31, 2008 2:42 AM
Subject: Kolb-List: pre- tire kicking
Hello,
I'm new to the list, and had a quick spin through the archives to see
if I could find the answers to my questions there. I couldn't, so
pre-apologies if I'm asking the same question for the umpteenth time.
In my pre- pre- tire kicking phase, I like the layout, looks,
affordability and performance of the Kolb Mk.III Xtra, and keep
returning to it as a possibility, albeit at the light end of the
spectrum. Being as realistic as possible (I'll get over it), most of my
flying will be local pattern work and $100 hamburger flights, with a few
weekend cross-countries for variety. Less likely, though important in
my wife's mind are occasional long (e.g., Seattle-Santa Rosa) flights,
and the once-in-a-lifetime hajj to Oshkosh.
From what little info I've been able to pick up from the Kolb site and
Kitplanes annual index, it looks like a winner for the local flights
with my wife and me. From the pictures, there might be enough baggage
room/payload left over (neither of us are featherweights), for an
overnight bag for the weekend/overnight jaunts. I suspect that it lacks
the payload and baggage for two people on an extended cross-country
though.
So, regarding the Mk.III Xtra,
* What does it have in the way of baggage space/capacity?
* Have there been clever ways of extending the baggage space (e.g.,
external pod)
* What are people's experiences using (or trying to use) it for long
X-C with 2 people?
Thanks in advance,
Doug Girling
--
"N-Gauge!"
- Jean Luc Picard
Message 6
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| Subject: | Re: Any Examples of the new Valley Engine |
Jerb
Valley had a new ultralight at AirVenture with the big twin engine on it. It
performed very well on that light plane. It flew every day thru their full
time period. They were expected to get this years yoyo award for the most
takeoffs and landings. I was amazed that they were able to design and build
a very refined airplane in only one year!
I talked with Larry Smith for some time about their big twin engine on a
Firestar II. Larry is convinced that almost any other prop other than a IVO
would perform better. He is pushing the turbo option for this engine but
said it isn't ready yet. He claims that the turbo will not over stress that
engine. His explanation is that with the lower compression ratio of the
turbo engine it sees no more ignition pressure just more duration. I don't
know enough to comment. He feels that the turbo will make the Firestar II
perform well even in that hot Texas air.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "jerb" <ulflyer@verizon.net>
Sent: Tuesday, August 05, 2008 2:00 AM
Subject: Kolb-List: Any Examples of the new Valley Engine
>
> For those folks that went to Oshkosh - did anyone see a sample of the new
> little engine package Valley Engineering is selling. Any flying examples,
> how did it perform and comments?
> I staving down here in Texas while the sun is baking us.
> jerb
>
>
>
Message 7
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| Subject: | Re: safety experiment |
William
I have done this many times. It is a feature of all the current models
of Kolb aircraft. Reduce the power any way you choose to when near
flying speed and it will lift off. As I have said before some people
have used this as a way to pop off the ground. Abruptly reducing the
power while fast taxing will result in a very abrupt pitch up trim and
it will get you air born. Someone that is inexperienced in this feature
will get themselves in trouble doing this. I was taught in my private
pilot training to taxi at a fast "walking" speed. This is a good rule
for a Kolb. These planes fly very well and will reward you with flight
if they get the chance. Never fast taxi if your aren't ready to fly.
Also I think it is a very very bad idea to "crow hop" these airplanes as
a way learning to fly.
Again this is worth what you paid for it.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: william sullivan
To: kolb list
Sent: Tuesday, August 05, 2008 9:51 AM
Subject: Kolb-List: safety experiment
Richard Stracke's recent posting started me wondering how many
people have had a similar experience with an unintentional lift-off in a
Kolb. I had attributed my accidental take-off to a gust, but Richard's
use of the term "ballooning" seems to be a more appropriate term. I had
been taxiing for engine testing, going at what I thought was a moderate,
controllable speed. Probably about the same as one would use going down
a taxi-way to the other end of a runway. I had been having engine
trouble, with several distinct problems. At idle, there was a very
heavy vibration- a shaking- that smoothed out above 2500 rpm. When I
taxied the length of the runway- 900 feet or so- , and then went back to
idle, the engine would "load up" and not promptly respond to throttle
advance for a few seconds. Or, it would go the other way, and reduce
rpms to 1400 or so, and nor respond at all until I shut it down and
re-started. At the north end of the field, a couple of hundred feet
from the end, there was an area that was slightly down hill, and would
cause the plane to noticeably accelerate, even at idle. Sometimes I
would have to shut off the motor to slow down enough to make my u-turn.
I am not sure, but I think this is where my event occurred. My memory
of all of it is still very shaky, more like a series of pictures than a
flow of events.
In order to help others stay away from a similar problem, I would
like to enlist some help from the experienced members of the List. How
slowly can someone make a very light Firestar take off? Or for that
matter, what is the slowest lift-off speed of any of the Kolbs? My
Firestar lifted off with a gross weight of about 475 lbs. , and about
2700rpm. What could be indicators of an imminent lift-off? How can
ground speed be determined prior to such an event? Can a few of you
take your plane and, on a long, safe area, carefully induce the plane
off the ground and report the speeds and conditions? Maybe a GPS to
determine it.
Thanks
Bill Sullivan
Message 8
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| Subject: | Re: safety experiment |
William, I agree with Rick on all of his comments here, and add, that nothi
ng takes the place of some qualified dual instruction in a Kolb, when trans
itioning from something else to a Kolb.
Jim
Cookeville, TN
MK-3C
----- Original Message -----
From: Richard & Martha Neilsen
To: kolb-list@matronics.com
Sent: Tuesday, August 05, 2008 9:48 AM
Subject: Re: Kolb-List: safety experiment
William
I have done this many times. It is a feature of all the current models of
Kolb aircraft. Reduce the power any way you choose to when near flying spe
ed and it will lift off. As I have said before some people have used this a
s a way to pop off the ground. Abruptly reducing the power while fast taxin
g will result in a very abrupt pitch up trim and it will get you air born.
Someone that is inexperienced in this feature will get themselves in troubl
e doing this. I was taught in my private pilot training to taxi at a fast "
walking" speed. This is a good rule for a Kolb. These planes fly very well
and will reward you with flight if they get the chance. Never fast taxi if
your aren't ready to fly.
Also I think it is a very very bad idea to "crow hop" these airplanes as
a way learning to fly.
Again this is worth what you paid for it.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: william sullivan
To: kolb list
Sent: Tuesday, August 05, 2008 9:51 AM
Subject: Kolb-List: safety experiment
Richard Stracke's recent posting started me wondering how many people
have had a similar experience with an unintentional lift-off in a Kolb. I
had attributed my accidental take-off to a gust, but Richard's use of the
term "ballooning" seems to be a more appropriate term. I had been taxiing
for engine testing, going at what I thought was a moderate, controllable sp
eed. Probably about the same as one would use going down a taxi-way to the
other end of a runway. I had been having engine trouble, with several dis
tinct problems. At idle, there was a very heavy vibration- a shaking- that
smoothed out above 2500 rpm. When I taxied the length of the runway- 900
feet or so- , and then went back to idle, the engine would "load up" and no
t promptly respond to throttle advance for a few seconds. Or, it would go
the other way, and reduce rpms to 1400 or so, and nor respond at all until
I shut it down and re-started. At the north end of the field, a couple of
hundred feet from the end, there was an area that was slightly down hill,
and would cause the plane to noticeably accelerate, even at idle. Sometime
s I would have to shut off the motor to slow down enough to make my u-turn.
I am not sure, but I think this is where my event occurred. My memory of
all of it is still very shaky, more like a series of pictures than a flow
of events.
In order to help others stay away from a similar problem, I would lik
e to enlist some help from the experienced members of the List. How slowly
can someone make a very light Firestar take off? Or for that matter, what
is the slowest lift-off speed of any of the Kolbs? My Firestar lifted off
with a gross weight of about 475 lbs. , and about 2700rpm. What could be
indicators of an imminent lift-off? How can ground speed be determined pri
or to such an event? Can a few of you take your plane and, on a long, safe
area, carefully induce the plane off the ground and report the speeds and
conditions? Maybe a GPS to determine it.
Thanks
Bill Sullivan
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/c
Message 9
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| Subject: | Re: safety experiment |
Bill,
Many pilots have found themselves accidentally airborne. Probably the more
common scenario is to wreck trying to get it down on the remaining runway,
rather than losing it on a landing attempt after going around the
pattern. A related (and just as bad) situation is getting too high, or too
far off the runway centerline, on an intentional crow hop.
The minimum speed at which any aircraft will take off is, of course, its
stall speed. For your plane that was probably somewhere between 25-30 mph,
a lot slower than the Ercoupes you used to fly. The engine rpm is
irrelevant if you've achieved flying speed; you could accelerate to flying
speed, chop the power to idle, and pop the plane up into the air... though
of course you won't stay up long. The rpm necessary to accelerate to
flying speed on the ground is considerably less than that needed to stay
airborne, since there is much less drag when the wheels and not the wings
are supporting the aircraft's weight.
Your engine trouble (rough idle and hesitation when the throttle is opened)
sounds a rich mixture at idle. However, all single and two cylinder
2-strokes run rather rough at low rpm.
Hope your healing is going well. Any thoughts on where you'll go from
here, flying wise?
-Dana
--
End rush hour traffic now! Legalize vehicular weaponry!
Message 10
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| Subject: | Re: pre- tire kicking |
----- Original Message -----
From: KOLB AIRCRAFT
To: kolb-list@matronics.com
Sent: Tuesday, August 05, 2008 10:19 AM
Subject: Re: Kolb-List: pre- tire kicking
DOUG, THE MARK 3 XTRA, WILL DO THE THINGS YOU AND YOUR ARE THINKING
ABOUT, BAGGAGE SPACE BEHIND THE SEATS WILL BE MORE THAN ENOUGH FOR
WEEKEND TRIPS , THERE IS ALSO SPACE IN THE NOSE FOR SMALL SOFT BAG, THE
KOLBS DO CROSS COUNTRY FLYING WITHOUT A PROBLEM, THEY HAVE BEEN DOING IT
FOR YEARS. THANKS FOR YOUR INTEREST IN KOLB AND LET ME KNOW WHERE TO GO
FROM HERE FOR YOU. THANKS DONNIE.
----- Original Message -----
From: Doug Girling
To: kolb-list@matronics.com
Sent: Thursday, July 31, 2008 2:42 AM
Subject: Kolb-List: pre- tire kicking
Hello,
I'm new to the list, and had a quick spin through the archives to
see if I could find the answers to my questions there. I couldn't, so
pre-apologies if I'm asking the same question for the umpteenth time.
In my pre- pre- tire kicking phase, I like the layout, looks,
affordability and performance of the Kolb Mk.III Xtra, and keep
returning to it as a possibility, albeit at the light end of the
spectrum. Being as realistic as possible (I'll get over it), most of my
flying will be local pattern work and $100 hamburger flights, with a few
weekend cross-countries for variety. Less likely, though important in
my wife's mind are occasional long (e.g., Seattle-Santa Rosa) flights,
and the once-in-a-lifetime hajj to Oshkosh.
From what little info I've been able to pick up from the Kolb site
and Kitplanes annual index, it looks like a winner for the local flights
with my wife and me. From the pictures, there might be enough baggage
room/payload left over (neither of us are featherweights), for an
overnight bag for the weekend/overnight jaunts. I suspect that it lacks
the payload and baggage for two people on an extended cross-country
though.
So, regarding the Mk.III Xtra,
* What does it have in the way of baggage space/capacity?
* Have there been clever ways of extending the baggage space (e.g.,
external pod)
* What are people's experiences using (or trying to use) it for long
X-C with 2 people?
Thanks in advance,
Doug Girling
--
"N-Gauge!"
- Jean Luc Picard
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronic
s.com/Navigator?Kolb-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Message 11
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| Subject: | takeoff landing data on firestar and firefly? |
Does anyone have any data on the Firefly and Firestar regarding takeoff distance
and landing distance on grass. Also climb rate.
I am looking at a house with some adjoining land however the longest leg is about
820 feet for the runway. There are trees on one end and more pasture on the
other end. It may be possible to buy more land to extend it to extend it to 1438
feet.
How many of you have private grass strips? What are the dimensions of the strip
how far are the trees away from the centerline of the runway? I want to make
sure to buy enough land so that if the neighbor decides to plant trees on the
land line, it will not ruin my airstrip.
Is an 800 foot strip long enough for either plane with 60 to 70' trees on the
end?
I was thinking 200' wide for the strip width
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=196688#196688
Message 12
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| Subject: | Congratulations Cristal |
Fellow Kolb listers, Please join me In congratulating the United States New
est Private Pilot, our own Kolb list Contributor,:
Cristal Waters !!
You Rock Cristal !!
Jim
Message 13
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| Subject: | Re: safety experiment |
williamtsullivan(at)att.n
> Richard Stracke's recent posting started me wondering how many people have had
a similar experience with an unintentional lift-off in a Kolb. I had attributed
my accidental take-off to a gust, but Richard's use of the term "ballooning"
seems to be a more appropriate term. I had been taxiing for engine testing,
going at what I thought was a moderate, controllable speed. Probably about
the same as one would use going down a taxi-way to the other end of a runway.
I had been having engine trouble, with several distinct problems. At idle,
there was a very heavy vibration- a shaking- that smoothed out above 2500 rpm.
When I taxied the length of the runway- 900 feet or so- , and then went back
to idle, the engine would "load up" and not promptly respond to throttle advance
for a few seconds. Or, it would go the other way, and reduce rpms to 1400
or so, and nor respond at all until I shut it down and re-started. At the north
end of the field, a couple of hundred feet from the end, there was an area
that was slightly down hill, and would cause the plane to noticeably accelerate,
even at idle. Sometimes I would have to shut off the motor to slow down
enough to make my u-turn. I am not sure, but I think this is where my event
occurred. My memory of all of it is still very shaky, more like a series of pictures
than a flow of events.
> In order to help others stay away from a similar problem, I would like to
enlist some help from the experienced members of the List. How slowly can someone
make a very light Firestar take off? Or for that matter, what is the slowest
lift-off speed of any of the Kolbs? My Firestar lifted off with a gross
weight of about 475 lbs. , and about 2700rpm. What could be indicators of an
imminent lift-off? How can ground speed be determined prior to such an event?
Can a few of you take your plane and, on a long, safe area, carefully induce
the plane off the ground and report the speeds and conditions? Maybe a GPS
to determine it.
>
> Thanks
>
> Bill Sullivan
>
Bill, light Kolb aircraft lift off the ground quickly and the very light ones in
a few feet with very little throttle. Mine is 319 lbs and stalls at 20 mph indicated.
Since it's so light on the tail, I will go with full back stick and
gradual full throttle. Once the plane is airborne, the stick goes forward or it
will stall. This method isn't recommended for novices as they may not get the
stick forward in time and end up stalling. This is my technique for crosswind
takeoffs as the tail needs to be planted until it reaches flying speed or it
will go off the runway. I would say the Firestar lifts off at 30 mph.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=196693#196693
Message 14
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| Subject: | Congratulations Cristal |
Yay!!! Glad you joined us=2C Cristal!!!!
Mike Welch
MkIII (on hold while I build my hangar)
From: jlsk1@frontiernet.netTo: kolb-list@matronics.comSubject: Kolb-List: C
ongratulations CristalDate: Tue=2C 5 Aug 2008 12:56:39 -0500
Fellow Kolb listers=2C Please join me In congratulating the United States N
ewest Private Pilot=2C our own Kolb list Contributor=2C:
Cristal Waters !!
You Rock Cristal !!
Jim
_________________________________________________________________
Reveal your inner athlete and share it with friends on Windows Live.
http://revealyourinnerathlete.windowslive.com?locale=en-us&ocid=TXT_TAG
LM_WLYIA_whichathlete_us
Message 15
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| Subject: | Re: Congratulations Cristal |
----- Original Message -----
From: Jim Kmet
Fellow Kolb listers, Please join me In congratulating the United
States Newest Private Pilot, our own Kolb list Contributor,:
Cristal Waters !!
You Rock Cristal !!
Jim
Atta boy, girl!Larry C
Message 16
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| Subject: | Re: safety experiment |
At 01:50 PM 8/5/08 -0400, you wrote:
>
>Bill,
>
>However, all single and two cylinder
>2-strokes run rather rough at low rpm.
>
This may be a characteristic of a piston ported two cycle engine, but it is
not true of a reed valve two cycle engine.
Jack B. Hart FF004
Winchester, IN
Message 17
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| Subject: | safety experiment |
So far, a fast walk is the best description of the safest speed to taxi. My
sppeds at 2700 rpm were about running speed. I had had a one wing lift-off a
couple of weeks earlier at about walking speed, caused by a strong gust coming
in from my left. I thought I had a flat tire, or bent a landing gear- I had
bent a couple of soft quality replacements prior to this (see the List under Firestar
project). Another factor in generating lift-off speed might have been
that the grass had been recently mowed.
My only experience in observing ultralights taking off was watching Ed Harvey's
Firefly, and Paul Gibney's Mitchell wing- but these were full power intentional
take-offs. They had both observed my taxiing method, and neither had thought
it fast enough to mention any hazards. I think the Firestar was deceptively
large for it's weight, weighing in at about 307 with gas, and I only weighed
170 dressed. I think observers would think it would require a lot more speed
to take off.
The other known factor that day was weather. Temp in the 70's, completely
overcast with clouds at about 1400 feet, some minor wind- enough to spin the sock
around and lift it half way, then drop it. At lift-off it was overcast, but
when I woke up looking at the EMT's face the sun was shining. Figure about
20 minutes total for the sky to clear up. I can't give a wind speed in mph for
that.
When more people check in, maybe we can get some kind of formula regarding
gross weight, wind speed, wing area, and safe taxi speeds.
Bill Sullivan
Message 18
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| Subject: | Congratulations Cristal |
A great big HOOTIE HOO to cristal!!!!!!
Do Not Archive
Mike
KC Mo
Mark III C
From: jlsk1@frontiernet.net
Subject: Kolb-List: Congratulations Cristal
Fellow Kolb listers, Please join me In congratulating the United States
Newest Private Pilot, our own Kolb list Contributor,:
Cristal Waters !!
You Rock Cristal !!
Jim
arget=_blank>http://www.matronics.com/Navigator?Kolb-List ttp://forums.matronics.com =_blank>http://www.matronics.com/contribution
---------------------------------
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Message 19
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| Subject: | safety experiment |
Dana- I kow I wasn't going anywhere near 25 mph, but that doesn't count a stray
gust. Like I said, about running speed (I think). Once it popped up, it went/rolled
to the right- and there were marker cones, vent pipes for the old dump,
and an embankment with a road. I had been told that if I ever got in trouble
down at that end, to immediately go to full throttle and get away from the
ground. Luckily, the engine didn't bog down, but that only delayed things for
a few minutes. My vibration was a lot more than the other two 447's I'd seen;
maybe motor mounts?
Healing is progressing nicely. Still in a wheelchair, but can walk around
a bit before lying down or sitting. The neck brace turned out to be totally unnecessary,
as I had a lot of previous damage. I see the doctor in another 5
weeks.
I will probably try to rebuild the Firestar. It will give me something to
do this winter. My wife is continuing to take lessons up in Northampton, time
and weather permitting. She took her most recent lesson in a CT Sport. She
said it was a lot more sensitive than the Cessna.
I can't do a full damage assessment on the Firestar until I can shift parts
around. What I did see tells me it can be fixed. It wasn't ready to go in the
air- The wings only had temporary hardware store multi-hole clevis pins in
them! We will see.
Bill Sullivan
Message 20
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| Subject: | Re: takeoff landing data on firestar and firefly? |
grantr wrote:
>
> Does anyone have any data on the Firefly and Firestar regarding takeoff distance
and landing distance on grass. Also climb rate.
>
> I am looking at a house with some adjoining land however the longest leg is about
820 feet for the runway. There are trees on one end and more pasture on the
other end. It may be possible to buy more land to extend it to extend it to
1438 feet.
>
> How many of you have private grass strips? What are the dimensions of the strip
how far are the trees away from the centerline of the runway? I want to make
sure to buy enough land so that if the neighbor decides to plant trees on the
land line, it will not ruin my airstrip.
>
> Is an 800 foot strip long enough for either plane with 60 to 70' trees on the
end?
>
> I was thinking 200' wide for the strip width.
>
Grant,
100' wide is more than enough! 800' long is plenty to accommodate your
Firefly, but of course that depends on your flying skills.
I have my own grass strip which is 100' x 1300' long, but then that was
the deal I had to make to lease it. it also met the minimum
requirements to register the airstrip with the state and FAA. Look up
14PS on Airnav. com. The 100' wide is nice on cross winds especially
with the tall corn on each side right now, but really not necessary.
The 1300' long is more than I need or wish to mow! If I could
re-negotiate the deal I would opt for 800' long. And yes, I have tall
trees at the one end!!! Not a problem. I most always land in the other
direction, but when wind conditions require, rather than coming in over
the trees, I approach from a 90 deg. angle and then just turn and land.
That's the great part of having a FireFly, it's ability to put down in
not much space. The FireStar can do the same!
Take off is about 200' to 300' depending on conditions and with a climb
rate of 1000' a minute there is not a problem. You said you would have
a pasture at the one end and that gives you a major safety valve.
Hope this helps you,
Terry - FireFly #95
Message 21
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Cristal- Congratulations! What's next- multi-engine, or jets?
Bill Sullivan
do not archive
Message 22
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| Subject: | an antenna location |
Hi Richard,
I installed my antenna on the top of the nose cone. I tied a string on top
of the antenna so when I land out in the boonies I know where the wind is
coming from before taking off.
Regards,
Will Uribe
FireStar II
El Paso, TX
do not archive
_Click here: Kolb FireStar II_
(http://video.google.com/videoplay?docid=1480724639524498797&ei=7MuYSJ67HYqS4wKn7O3MDA&q=firestar+II&hl=en&emb=1)
_Click here: Will's FireStar_
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From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of RICHARD STRACKE
Sent: Sunday, August 03, 2008 2:48 PM
Subject: Kolb-List: an antenna location
I"ve been lurking the site a while and have decided to step in and see if
you Kolbers will help with a question. Just one for now.If I wish to install a
remote antenna where might a good location be on a FS II?
**************Looking for a car that's sporty, fun and fits in your budget?
Read reviews on AOL Autos.
(http://autos.aol.com/cars-BMW-128-2008/expert-review?ncid=aolaut00050000000017 )
Message 23
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| Subject: | Re: safety experiment |
At 02:45 PM 8/5/2008, william sullivan wrote:
> So far, a fast walk is the best description of the safest speed to
> taxi. My sppeds at 2700 rpm were about running speed. I had had a one
> wing lift-off a couple of weeks earlier at about walking speed, caused by
> a strong gust coming in from my left...
Do you remember learning crosswind taxi technique, how to hold the ailerons
depending on the wind direction?
If you're taxiing fast enough to get the tailwheel off the ground, it's too
fast unless you're on the runway, and prepared to fly.
>... I think the Firestar was deceptively large for it's weight, weighing
>in at about 307 with gas, and I only weighed 170 dressed....
> When more people check in, maybe we can get some kind of formula
> regarding gross weight, wind speed, wing area, and safe taxi speeds.
Well, you can use the stall speed calculations in AC103-7: Based on a wing
area of 140 ft, which I believe is correct for the Firestar, and an all up
weight of 477 lbs, the 103-7 nomograph gives a stall speed of 25
knots. Subtract from that the max gust speed and a reasonable safety
factor, and you have a max taxi speed.
>It wasn't ready to go in the air- The wings only had temporary hardware
>store multi-hole clevis pins in them!
Yikes! No WAY would I fast taxi any aircraft that wasn't ready to
fly! You're even luckier to be alive than I thought.
-Dana
--
Politicians and diapers have one thing in common. They should both be
changed regularly, and for the same reason.
Message 24
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| Subject: | Re: Congratulations Cristal |
WAY 2 Go Cristal !!!!!!!
Come on over to 17J sometime and show me some of that Pilot stuff !!! :-))
Stephen
Kolb Firefly
Donalsonville, Ga.
_www.southernflyersul.com_ (http://www.southernflyersul.com)
**************Looking for a car that's sporty, fun and fits in your budget?
Read reviews on AOL Autos.
(http://autos.aol.com/cars-BMW-128-2008/expert-review?ncid=aolaut00050000000017 )
Message 25
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| Subject: | Thanks from the aviatress |
Thank you for the congratulations and well wishes. It took me a little over a
year, flying here and there when I could, studying here and there when I could,
but it was all well worth it!
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=196800#196800
Message 26
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| Subject: | Re: safety experiment |
You engine problem has all the indications of being over rich. If you have
the same problem again remove the air filter and try again. This will lean
it out a bit. It maybe that all that is required is for the aircleaner to be
cleaned. If it has been run at low RPM for some time the aircleaner may have
a lot of oil in it.
Regards
Tony
MK111
503
----- Original Message -----
From: "Ralph B" <ul15rhb@juno.com>
Sent: Wednesday, August 06, 2008 6:05 AM
Subject: Kolb-List: Re: safety experiment
>
> williamtsullivan(at)att.n
>> Richard Stracke's recent posting started me wondering how many people
>> have had a similar experience with an unintentional lift-off in a Kolb.
>> I had attributed my accidental take-off to a gust, but Richard's use of
>> the term "ballooning" seems to be a more appropriate term. I had been
>> taxiing for engine testing, going at what I thought was a moderate,
>> controllable speed. Probably about the same as one would use going down
>> a taxi-way to the other end of a runway. I had been having engine
>> trouble, with several distinct problems. At idle, there was a very heavy
>> vibration- a shaking- that smoothed out above 2500 rpm. When I taxied
>> the length of the runway- 900 feet or so- , and then went back to idle,
>> the engine would "load up" and not promptly respond to throttle advance
>> for a few seconds. Or, it would go the other way, and reduce rpms to
>> 1400 or so, and nor respond at all until I shut it down and re-started.
>> At the north end of the field, a couple of hundred feet from!
> the end, there was an area that was slightly down hill, and would cause
> the plane to noticeably accelerate, even at idle. Sometimes I would have
> to shut off the motor to slow down enough to make my u-turn. I am not
> sure, but I think this is where my event occurred. My memory of all of it
> is still very shaky, more like a series of pictures than a flow of events.
>> In order to help others stay away from a similar problem, I would
>> like to enlist some help from the experienced members of the List. How
>> slowly can someone make a very light Firestar take off? Or for that
>> matter, what is the slowest lift-off speed of any of the Kolbs? My
>> Firestar lifted off with a gross weight of about 475 lbs. , and about
>> 2700rpm. What could be indicators of an imminent lift-off? How can
>> ground speed be determined prior to such an event? Can a few of you take
>> your plane and, on a long, safe area, carefully induce the plane off the
>> ground and report the speeds and conditions? Maybe a GPS to determine
>> it.
>>
>> Thanks
>>
>> Bill Sullivan
>>
>
>
> Bill, light Kolb aircraft lift off the ground quickly and the very light
> ones in a few feet with very little throttle. Mine is 319 lbs and stalls
> at 20 mph indicated. Since it's so light on the tail, I will go with full
> back stick and gradual full throttle. Once the plane is airborne, the
> stick goes forward or it will stall. This method isn't recommended for
> novices as they may not get the stick forward in time and end up stalling.
> This is my technique for crosswind takeoffs as the tail needs to be
> planted until it reaches flying speed or it will go off the runway. I
> would say the Firestar lifts off at 30 mph.
>
> Ralph
>
> --------
> Ralph B
> Original Firestar 447
> N91493 E-AB
> 21 years flying it
> Kolbra 912UL
> N20386
> 0 years flying it
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=196693#196693
>
>
>
Message 27
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| Subject: | Re: Congratulations Cristal |
Excellent!
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=196807#196807
Message 28
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| Subject: | safety experiment |
Tony- I have to table engine work until I put the plane back together, but I
will save your notes. Thank you. The air cleaner was new, but did have a lot
of low rpm running time- maybe 4 hours at or under 2700rpm. The other engine
problem I don't think I mentioned was that after I changed from a 10 gallon tank
(very dirty) to a clean 5 gallon tank was a drop in max rpm from 6500 (10gal.)
to 6200 (5 gal.). I did keep trying to adjust the air and idle screws, but
I don't recall the exact results. I made many, many trips down the runway
and back while trying to fix the loading up, or bogging down, problem I had.
Make a run, try it, shut down and adjust, and repeat. I didn't have brakes, so
I had to stand outside with a foot on the strut and rev it up to 4000 or so
to clear it. Then I'd get in, and repeat the taxi run to see if it would happen
again. It was during this testing I had my lift-off.
Bill Sullivan
Message 29
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| Subject: | Re: safety experiment |
Good luck with the rebuild. I would suggest you tie the Kolb down and
sort the engine out when you get your other problems sorted. With it
tied down you can run the engine through its full RPM range. Its good to
hear your mishap has not put you off. Get your self well, then attend to
the Kolb . Good health and make your own good luck.
Regards
Tony
----- Original Message -----
From: william sullivan
To: kolb list
Sent: Wednesday, August 06, 2008 1:58 PM
Subject: Kolb-List: safety experiment
Tony- I have to table engine work until I put the plane back
together, but I will save your notes. Thank you. The air cleaner was
new, but did have a lot of low rpm running time- maybe 4 hours at or
under 2700rpm. The other engine problem I don't think I mentioned was
that after I changed from a 10 gallon tank (very dirty) to a clean 5
gallon tank was a drop in max rpm from 6500 (10gal.) to 6200 (5 gal.).
I did keep trying to adjust the air and idle screws, but I don't recall
the exact results. I made many, many trips down the runway and back
while trying to fix the loading up, or bogging down, problem I had.
Make a run, try it, shut down and adjust, and repeat. I didn't have
brakes, so I had to stand outside with a foot on the strut and rev it up
to 4000 or so to clear it. Then I'd get in, and repeat the taxi run to
see if it would happen again. It was during this testing I had my
lift-off.
Bill Sullivan
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