Today's Message Index:
----------------------
1. 02:09 AM - Re: Stuff (pj.ladd)
2. 06:22 AM - MK-3 Nose (Aaron Gustafson)
3. 06:43 AM - Re: 447 and dual ignition (possums)
4. 07:59 AM - Re: 447 and dual ignition (lucien)
5. 08:23 AM - Re: Re: 447 and dual ignition (possums)
6. 08:27 AM - Bent elevator trailing edges (Denny Rowe)
7. 08:43 AM - Re: Bent elevator trailing edges (JetPilot)
8. 08:45 AM - Re: Bent elevator trailing edges (John Hauck)
9. 08:48 AM - Re: 447 and dual ignition (JetPilot)
10. 09:00 AM - Re: Stuff (JetPilot)
11. 09:20 AM - Re: Bent elevator trailing edges GOT IT :-) (Denny Rowe)
12. 09:20 AM - Re: info from course on rotax 2 stroke engine (Arksey@aol.com)
13. 09:21 AM - Re: Re: 447 and dual ignition (herb)
14. 09:26 AM - Re: Re: Stuff (John Hauck)
15. 09:33 AM - Re: 447 and dual ignition (George Alexander)
16. 09:34 AM - Re: Re: info from course on rotax 2 stroke engine (John Hauck)
17. 10:57 AM - Labor Day (Jack B. Hart)
18. 12:33 PM - Re: Re: 447 and dual ignition (chris davis)
19. 01:20 PM - Re: HKS Fuel system (gary aman)
20. 01:46 PM - Labor Day - Oops! (Jack B. Hart)
21. 01:56 PM - Re: 447 and dual ignition (gary aman)
22. 02:19 PM - Re: Labor Day - Oops! (herb)
23. 02:23 PM - Re: 447 and dual ignition (Jim Baker)
24. 02:48 PM - Re: In Flight Mixture Control (John Hauck)
25. 03:57 PM - Re: 447 and dual ignition (chris davis)
26. 05:34 PM - Re: Labor Day - Oops! (Jack B. Hart)
27. 05:56 PM - Re: In Flight Mixture Control (herb)
28. 06:34 PM - Re: In Flight Mixture Control (jvanlaak@aol.com)
29. 06:42 PM - Re: Labor Day - Oops! (herb)
30. 07:18 PM - Firestar I for sale (Richard Girard)
31. 07:44 PM - Firestar 2 (Michael Adams)
32. 07:50 PM - Re: In Flight Mixture Control (Charlie England)
33. 08:07 PM - Re: Re: 447 and dual ignition (possums)
34. 09:05 PM - Firestar II (william sullivan)
35. 11:00 PM - Official Kolb-List FAQ (Frequently Asked Questions) (Matt Dralle)
36. 11:05 PM - Official Kolb-List Usage Guidelines (Matt Dralle)
Message 1
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taught to spin down thru the > clouds if caught above.>>
Hi Russ,
I don`t think I will buy that. Certainly when I flew gliders spinning down
through clouds was not unusual. In the UK we regularly climbed up through
clouds because when the rising thermal changes in to water droplets (clouds)
there is a release of energy which can boost your glider way up. Cloudflying
was not allowed in gliders on the Continent so in international Competitions
we werre not allowed to do it either.
Gliders in those days were fitted with speed limiting, drag inducing wing
brakes so that even if you lost it in cloud we could just pull the brakes
and you knew you wouldn`t break up from overspeeding.
Of course on a good gliding day in the UK you were very unlikely not to have
a good space between cloudbase and the hard stuff..
Cheers
Pat
Message 2
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I'm still looking for a MK-3C fiberglass nose. Damaged is OK. Just
something to start a repair from so I don't have to build a mold. Aaron
Gustafson
Message 3
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| Subject: | Re: 447 and dual ignition |
At 07:33 PM 8/31/2008, you wrote:
>Possum , Are you joking with me " they dont make 447s any more" Kolb
>is selling " the only legal ultra light with the447"that I bought
>.please say that isnt so . Chris
>
Sorry,
I read that the Rotax 447, it is no longer in production.
I'm sure the dealers are still selling them.
They are still on the Rotax Website.
So may that was also wrong.
Message 4
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| Subject: | Re: 447 and dual ignition |
[quote="Possums"]At 07:33 PM 8/31/2008, you wrote:
> Possum , Are you joking with me " they dont make 447s any more" Kolb is selling
" the only legal ultra light with the447"that I bought .please say that isnt
so . Chris
>
>
Sorry,
I read that the Rotax 447, it is no longer in production.
I'm sure the dealers are still selling them.
They are still on the Rotax Website.
So may that was also wrong.
> [b]
Uh oh - where did you read that?
I suppose a call to a dealer is in order to get the scoop. Bad news if so....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1959#201959
Message 5
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| Subject: | Re: 447 and dual ignition |
>
> Sorry,
> I read that the Rotax 447, it is no longer in production.
> I'm sure the dealers are still selling them.
> They are still on the Rotax Website.
> So may that was also wrong.
>
>
> > [b]
>
>
>Uh oh - where did you read that?
>
>I suppose a call to a dealer is in order to get the scoop. Bad news if so....
>
>LS
>
>--------
>LS
>Titan II SS
One of the "Max Newsletters" so it probably isn't true.
Might want to ask your dealer though.
"Even though 13MAX is now N83HL, I am still 100% an ultralighter.
The conversion was done for several reasons, such as
exceeding 103 weight with all the various mostly safety goodies
that were installed. The 447, which may go out of production
this year, exceeds the 30 hp limit of AC 103-7."
Message 6
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| Subject: | Bent elevator trailing edges |
Kolbers,
Just pulled my Mk-3 out of the hanger with the tail folded, I picked it
up too high catching both elevator trailing edges on the top of the door
frame between the last two ribs.
Now I have two bent elevator trailing edges. I am desperate for good
suggestions of how to straighten them without fabric removal.
Thinking that maybe I could drill a rivet hole on the bottom and use a
stap to pull it straight and maybe install a small trim tab under each
elevator using my rivet hole as one of the mounting holes? This would
place the tabs on the outboard side of each elevator.
Suggestions please!!!
Denny Rowe, N616DR
Message 7
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| Subject: | Re: Bent elevator trailing edges |
Get a piece of Safety Wire, and poke it through the fabric so that it loops around
the trailing edge tube at the bend, then pull it straight. This way you
don't need to drill or remove any material from the area with the bend, and you
are only left with two pinhole sized holes in the fabric.
You would still have to hold the bent tubes straight, maybe a very small piece
of angle aluminum riveted to the bent tubes would work.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1965#201965
Message 8
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| Subject: | Re: Bent elevator trailing edges |
Denny R:
If it were my problem, I'd use .032 or .040 safety wire to make an attachme
nt in the center of the bent trailing edge tube. Bend the wire, with a sha
rp point on it, to penetrate the fabric on top next to the tube, and out th
e bottom staying right up next to the trailing edge tube. You may want to
use a couple two or three strands to insure you have enough strength to mak
e a good pull. If it works, the two tiny holes in the fabric can be covere
d up with a nice little sticker, or packing tape that can be painted with a
brush and aerothane or polytone.
Now you have an attachment to pull with. In order to get the fabric taut a
gain, you will probably have to pull over center. Whether you can do that
or not, I don't know, but if it were mine, I'd give it a shot.
I have used this method to pull wing rib tubes back into column under fabri
c.
john h
mkIII
Now I have two bent elevator trailing edges. I am desperate for good su
ggestions of how to straighten them without fabric removal.
Denny Rowe, N616DR
Message 9
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| Subject: | Re: 447 and dual ignition |
I was also told that the 447 was out of production, although I never checked the
information... A call to a rotax dealer could confirm this real quick.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1967#201967
Message 10
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John Hauck wrote:
>
> Took off at 1906 hours tonight. Sunset was 1912. Not a breath of air
> moving. Knew there was a line of thunderstorms south of Gantt IAP. What I
> didn't know was how fast they were moving north. Got a 5 minute flight.
> Got it on the ground before the storm hit. Got out the gate and got it shut
> before I got drenched. Was fun taking off, bouncing around a little, and
> landing. My little mkIII sure flies good, even without bristles on its
> back. ;-)
>
> john h mkIII - 2,855.5 hours
> 912uls - 287.0 hours
>
Someone needs to send John a video camera to mount to his Kolb. I would have loved
to see the storms and lightning from Johns plane as he got chased back to
the field ! Even some still pictures would have been neat, John, no more
flying without your camera [Wink]
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1971#201971
Message 11
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| Subject: | Re: Bent elevator trailing edges GOT IT :-) |
Mike, John everyone,
Thanks for the good ideas.
After I wrote my request and let my blood pressure return below 120 psi,
Linda and I backed it up against an open hanger door and put a rag
between the door and the tip rib, I than sunk a digging bar into the
ground behind the second rib and wrapped a rag around the bar where it
touched the second rib.
Linda held the bar and the tail against the door while I set down with
my foot against the bar and pulled the trailing edge straight with a
pair of Channel Lock pliers with a folded rag protecting the fabric.
Had the jaws set so the tube could not slip through them and it worked
pretty dang good.
Was totally her idea as I was worried about tearing up the fabric. Got
a few new scuffs but not resl bad at all.
Whew. back to work on the fuel system.
Denny
----- Original Message -----
From: John Hauck
To: kolb-list@matronics.com
Sent: Monday, September 01, 2008 11:45 AM
Subject: Re: Kolb-List: Bent elevator trailing edges
Denny R:
If it were my problem, I'd use .032 or ..040 safety wire to make an
attachment in the center of the bent trailing edge tube. Bend the wire,
with a sharp point on it, to penetrate the fabric on top next to the
tube, and out the bottom staying right up next to the trailing edge
tube. You may want to use a couple two or three strands to insure you
have enough strength to make a good pull. If it works, the two tiny
holes in the fabric can be covered up with a nice little sticker, or
packing tape that can be painted with a brush and aerothane or polytone.
Now you have an attachment to pull with. In order to get the fabric
taut again, you will probably have to pull over center. Whether you can
do that or not, I don't know, but if it were mine, I'd give it a shot.
I have used this method to pull wing rib tubes back into column under
fabric.
john h
mkIII
Now I have two bent elevator trailing edges. I am desperate for
good suggestions of how to straighten them without fabric removal.
Denny Rowe, N616DR
-------------------------------------------------------------------------
-----
Checked by AVG - http://www.avg.com
9/1/2008 7:19 AM
Message 12
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| Subject: | Re: info from course on rotax 2 stroke engine |
Hi gang,
while doing a google for info on compression on a rotax 503 I ran into this
info taught at a 2 stroke engine class. I found it interesting and am passi
ng
it on to the group. Have been doing lots of flying and the Kolb firestar
is a fun thing for a old man. Hope to see you all at the Kolb homecomming
...
Jswan firestar ll michigan
=9CThe weakness of the two-stroke engine is air temperature and air
density=9D
Rotax has identified 16 reasons for engine failures on two-stroke engines.
Every one has been the subject of a Service Bulletin from Rotax to correct
these or to educate the operators. These are:
1. 1. The Inertia Moment of the Propeller exceeding the capabilit
y
of the engine. Addressed by a Service Instruction on how to select a
propeller SI 11 UL 91. Ensure your prop does not exceed 3000 kg-cm2 or 1025
lb-in2.
2. 2. Contaminated Fuel =93 Usually due to water, bugs or d
ust. All
of these normally get into the fuel system via air transmission.
3. 3. Storage And Aging Of Fuel =93 No fuel should be used
if it is
more than three weeks old. Mixing with newer fuel, however, can extend the
life of older fuel. A maximum content of 5% alcohol is acceptable. Alcohol
causes the oil to separate and not do its job as effectively. Alcohol also
absorbs water, which can cause corrosion.
4. 4. Fuel Pressure And Carb Venting =93 The fuel supply li
ne must
be <11 feet in length. The fuel pump pulse line must be <11 inches in lengt
h
and as short as possible to increase effectiveness. The pulse line must be
very rigid and not capable of being compressed to collapse by the fingers.
The
fuel pump diaphragms should be checked annually for deformation. The
deformation must be less than 200% of the diaphragm thickness. The diaphrag
ms are made
of Mylar and are subject to deformation from both use and aging. The carb
vent lines should be a 1800 line with four drilled holes. The holes must tot
al
twice the diameter of the vent tube.
5. 5. Calibration of the Carburetors and the Jets =93 To ad
just the
air idle screw properly screw it in to the bottom of travel (be careful not
to turn it beyond the point of just touching the bottom to ensure it doesn
=99t
become damaged by over-tightening). Back it out =C2=BD turn for rough adjus
tment.
This should give 850 =93 9500F idle EGT. Backing the screw out makes
the idle
leaner. Permissible adjustment of the Rotax 503 is + =C2=BC turn. Movement
of 1/8 of
a turn should give a change of 500F.
6. 6. The Type of Air Filter and the Maintenance Done to It
=93
Ensure the right type of K&N filter is installed. If the filter has <50% li
ght
visible then it is still serviceable. The filter must be serviced with the
K&N
filter service kit. The oil applied not only makes the filter work correctl
y
but also helps prevent carb icing, by keeping moisture out.
7. 7. The Brand of Oil Used =93 The oil is critical to prev
enting
wear in the engine. Use no-ash oil. Do not use fully synthetic oil, use a
mineral-based oil instead. Recommended is the Sinto Racing Performa Two-Str
oke
engine oil. Gearbox oil recommended is the ANSoil 75W140 Synthetic Gear Lub
e.
8. 8. Engine Mount and Cowling Blocking Air =93 The install
ation
must allow free flow of air through the engine.
9. 9. Any Inappropriate Cooling System Installed =93 There
have been
many problems with adapting automotive or other radiators for the Rotax
liquid cooled engines. These are not designed for the same purpose.
10.10. Insufficient Time For Engine Warm-Up =93 To a
void cold
seizures on take-off, air-cooled engines require 8 minutes of warm up and a
CHT of not less than 2500F
11.11. Engine Mount Design =93 Ensure that the engin
e mount
does effectively reduce vibration.
12.12. Improper Monitoring of Engine Systems =93 Usi
ng the
wrong engine instruments or not using engine instruments at all to monitor
the
health of the engine.
13.13. Exhaust System =93 Modification or leaking sy
stem. The
exhaust system is a tuned system and it must be installed right and work
right to enable to engine to produce any power at all.
14.14. Corrosion prevention =93 Follow the Rotax
recommendations regarding engine corrosion prevention and preservation. Use
the choke to
stop the engine on the last flight of each day to ensure a good coating of
oil is deposited in the crankcase. Block the intake and exhaust anytime the
aircraft is not flying.
15.15. Maintenance Schedule =93 You need a comprehen
sive
maintenance schedule to ensure that all the correct items are taken care of
when
they need to be done. This cannot be done by memory.
16.16. Preflight Inspection =93 Before every flight
do a
preflight inspection to look for problems. The inspection at the beginning
of the
day should be more extensive.
Other Maintenance Notes
Compression Test =93 if conducting a compression test there should b
e a
maximum of 10% difference between cylinders. Cylinders normally average 120
lbs.
90 lbs is the minimum.
Setting the Idle­ With Dual Carbs =93 The large screw on the car
b is the
idle speed adjustment. Verify the height of the slider with a drill bit
=93
must be the same height. Idle should be set to 2000-2200 rpm. Both sliders
must
reach the top of the opening at the same time. Use the cable screw adjustme
nt
to achieve this. The cable should have 1/16=9D slack at idle. To ensu
re both
sliders are closed.
The idle adjustment needs doing often due to wear and cable stretch. Start
by adjusting the idle =93 move the screw in until first slider moveme
nt, then
increase one full turn. Then check the full throttle adjustment.
Next adjust while running, using EGT as a guide.
At full power the EGT should indicate 1050 =93 11000F, but not lower
than
10000F and not over 12000F.
The engine runs with an EGT hotspot between 4100-4600 rpm by design. The
ideal value (temperature) for this range is 11000F - 12000F, but not above
12000F, of course! Adjust using the jet needle. Each notch on the needle is
500F
warmer (moving up the needle) or cooler (moving down).
On the Rotax 503 the difference between cylinders should be <500F. Check
this with a vacuum gauge or by EGT once the idle is set. Then adjust to
eliminate the EGT differential at cruise with adjustment to the cable screw
.
Silencing Options
The Rotax intake silencer will reduce horsepower by about 2-3%, while the
after muffler will not cost any power. The total noise reduction possible i
s
about 20% from both of these. The intake silencer makes a bigger difference
in
total noise while the after muffler clips the peaks on the exhaust pulses i
n
the noise output. The intake silencer and the after muffler can be installe
d
independently.
EGT Probes
The EGT probe fittings in the Rotax exhaust manifold are actually at the
hottest place in the exhaust system. This is due to the fact that the hot
exhaust keeps burning after it leaves the cylinder.
EGT probes should be set to the same height to ensure that they give the
same readings.
Carb Installation
The carbs are designed to angle slightly down when viewed from the side. If
they don=99t do this then the intake manifold needs removing and reve
rsing. The
down-angle is to prevent flooding of the carbs. The rubber carb mounting
sockets are actually vibration isolation for the carbs to help prevent foam
ing
in the float chambers.
Spark Plugs
The correct spark plugs for the upright Rotax 503 are the BR8ES plugs. Use
the ones with the solid core, not the spring core, as these ones do not ret
ain
the spark plug lead caps!
Do not clean spark plus =93 replace them.
The spark advance is set to 40 advance at idle and 260 at full power. If th
e
spark timing is out by more than 0.004=9D then the crankshaft is bent
and
requires replacing.
Spark plugs should be installed with Permatex 22064 Dielectric Tune-Up
Grease to prevent seizing.
Do not turn over the engine without all sparkplugs grounded, to prevent
damage to the diodes in the dual electronic ignition units.
Regulator/Rectifier
The small regulator/rectifier requires a minimum 1A load to operate. This
can be achieved by the use of a light.
Rotax 503 Fan Belt
The fan belt needs checking regularly as per the maintenance schedule. The
central retaining nut should be safetied with Locktite 221/222 (Purple).
The fan can only be safely removed with the special tool available from
Rotax. The fan shims are stored behind the pulley, on the fan shaft.
Exhaust System
Exhaust system springs should not touch the exhaust pipes, as that will
prevent them from doing their job. The spring brackets can be bent to raise
them
to ensure that the springs clear the pipes.
The springs should be lockwired to prevent loss of the springs and ensuing
prop damage in pusher installations. The lockwire should be loose enough to
allow the springs to move. Use a screwdriver under the lockwire when instal
ling
it to ensure that the wire is loose. Use a bead of hi-temp silicone on the
springs to absorb vibrations and also to help retain any parts should the
springs break.
There are two spring lengths available from Rotax. Springs can be stretched
if required to fit. A proper spring fit means that the springs should only
be
stretched with a pull of 1/8 =93 =C2=BC=9D on installation.
The exhaust manifolds should be mounted with just two screws even though
there are four holes. This is to allow flexing in the system due to
thermo-expansion.
Apply anti-seize compound to the exhaust ball joints every ten hours on a
new installation for the first 40 hours to ensure a good application.
CHT Probes
The CHT probes should be routed under the cowling and then in between the
fins to provide the most secure routing.
=9CB=9D Gearbox
The =9CB=9D Gearbox requires a check of the spring washers ever
y 100 hours.
This check requires a hydraulic press to accomplish and so is best done by
an
engine maintenance shop.
**************It's only a deal if it's where you want to go. Find your trave
l
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
Message 13
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| Subject: | Re: 447 and dual ignition |
Still 3 or 4 flavors from which to choose...some lighter...with
electric start...likely cheaper too Right Jack? ...Herb
At 10:48 AM 9/1/2008, you wrote:
>
>I was also told that the 447 was out of production, although I never
>checked the information... A call to a rotax dealer could confirm
>this real quick.
>
>Mike
>
>--------
>"NO FEAR" - If you have no fear you did not go as fast as
>you could have !!!
>
>Kolb MK-III Xtra, 912-S
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p 1967#201967
>
>
Message 14
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> Someone needs to send John a video camera to mount to his Kolb.
>
> Mike
Thanks for the suggestion, but I like flying more than photography. Spur of
the moment flights, like yesterday, completely unincumbered with unnecessary
"stuff" can be very enjoyable.
Once, on the way to OSH, I lost GPS coverage coming out of Kankakee, IL,
where I had RON'd. Flew pilotage and DED reckoning from there to Joliet,
IL, where I always refuel. I picked up the Kankakee River, following it to
Joliet. All of the sudden, when I got off the GPS, I was more relaxed,
enjoying my flight, rather than glancing down at ground speed, staying right
on course, and pushing. Entering traffic at Joliet, the GPS came back on
line.
john h
mkIII
Message 15
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| Subject: | Re: 447 and dual ignition |
Possums wrote:
>
> (Snipped the other stuff)
> One of the "Max Newsletters" so it probably isn't true.
> Might want to ask your dealer though.
>
> "Even though 13MAX is now N83HL, I am still 100% an ultralighter.
> The conversion was done for several reasons, such as
> exceeding 103 weight with all the various mostly safety goodies
> that were installed. The 447, which may go out of production
> this year, exceeds the 30 hp limit of AC 103-7."
Don't remember ever seeing a reference to horse power in any part of 103.... Maybe
the writer was confused and whatever "vehicle" he was working with couldn't
go over 30 HP without busting the 55 Kts/63 MPH speed restriction. If this
the case, the restriction was the speed NOT the HP.
Laboring on this day to give my $.02. (Too windy on the FL Gulf Coast to fly.)
--------
George Alexander
FS II R503 N709FS
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1979#201979
Message 16
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| Subject: | Re: info from course on rotax 2 stroke engine |
Jim S:
Very good info for the two strokers, or is it double strokers???
Hope I see you and a lot mor Kolbers at the homecoming in about 17 days. J
ames Tripp and I are flying up Thursday morning.
john h
mkIII
Hope to see you all at the Kolb homecomming...
Jswan firestar ll michigan
Message 17
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Kolbers,
Two events mark today. The FireFly completed it's 250th in the air hour
during the 706th flight. It has taken me almost nine years.
The second event is that during the 706th flight, the air/fuel mixture was
controllable from the cockpit. The current setup is crude, but it enabled
me to lower the air pressure in the float bowl. I have been trying to do
this for years, but the problem has been trying to find a light weight
stable vacuum source. I tried various things, but discarded them as too
unstable or too complicated or too much weight.
Richard Pike gave me the idea when he sent me a little add on probe for the
carburetor inlet that allowed one to on the ground richen the mixture. I
liked the concept, but didn't like the idea of setting the carburetor lean
so that you could adjust it rich. If something failed, you could fry the
engine. It seemed safer to set the carburetor at its winter needle setting,
and then lean the mixture for higher air temperatures and humidities. That
way if the system failed the engine would go rich and one would not risk
engine damage.
The only change required to the carburetor is one hole must be drilled to
install a negative dynamic pressure probe. It is off set so that it does
not interfere with the air flow around the needle. Testing showed that at
wide open throttle one could peg a vacuum meter that had a 10 inches of H2O
scale.
The way the system works is that the carburetor inlet probe supplies the
vacuum. To keep from influencing carburetor inlet flow a critical orifice
is placed in the line from the probe. The hole through the orifice is 1/32
inch OD. After the orifice the flow is "Teed" so that one leg is connected
to a throttling flow valve and the other leg of the "T" is connected to the
float bowl vents. For a reference pressure, the output from the flow valve
is connected to an open ended tube that terminates at the root tube under
the wing. To see what is going on, a differential pressure gage is
connected across the throttle valve.
While watching the gage and in flight, one can slowly start to close the
throttle valve. Today, I found that at 1.4 inches of H2O, I could raise the
EGT to its upper operating limit at 5,200 rpm. The valve was not too
sensitive and the pressure and EGT readings remained stable for reasonable
rpm changes. Before the next flight I will move the carburetor needle to
it's cold weather position to see if again, I can raise the EGT to it's
upper limit. If so, I will go for a more permanent installation.
What I am doing is not new. It is similar to US Patent 4,040,399, Aug. 9,
1977, entitled "Back Draft Carburetor For Two Cycle Engines". The Bing does
provide this capability, but with the probe, critical orifice, flow
throttling valve, and connecting tubing, the "back drafting" components can
be externalized. If you would like to view this patent see below:
http://patft.uspto.gov/netahtml/PTO/srchnum.htm
Search for the patent number. When the patent comes up, click on the
"Image" button to view and print out the patent complete with all the text
and drawings.
Fly Safe!
Jack B. Hart FF004
Winchester, IN
do not archive
Message 18
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| Subject: | Re: 447 and dual ignition |
George , You took the words right out of my mouth " I dont remember the men
tion of HP in part 103"And Kolb has jumped through all the hoops design wis
e to make the firefly fit into Pt 103 and as far as- can make out one can
still buy the 447 from dealers all over the world.=0A-- I appreciate a
ll you gents concern but still no one has answered my "dual ignition " ques
tion?Has anyone come up with a dual ignition- for a 447 ? and if not why?
Thanks-- Chris=0A=0A=0A=0A----- Original Message ----=0AFrom: George A
lexander <gtalexander@att.net>=0ATo: kolb-list@matronics.com=0ASent: Monday
, September 1, 2008 12:32:59 PM=0ASubject: Kolb-List: Re: 447 and dual igni
att.net>=0A=0A=0APossums wrote:=0A> =0A> (Snipped the other stuff)=0A> One
of the "Max Newsletters" so it probably isn't true. =0A> Might want to ask
your dealer though. =0A> =0A>- "Even though 13MAX is now N83HL, I am stil
l 100% an ultralighter.=0A>- The conversion was done for several reasons,
such as=0A>- exceeding 103 weight with all the various mostly safety goo
dies=0A>- that were installed. The 447, which may go out of production=0A
>- this year, exceeds the 30 hp limit of AC 103-7."- =0A=0A=0A=0ADon't
remember ever seeing a reference to horse power in any part of 103.... Mayb
e the writer was confused and whatever "vehicle" he was working with couldn
't go over 30 HP without busting the 55 Kts/63 MPH speed restriction.- If
this the case, the restriction was the speed NOT the HP. =0A=0ALaboring on
this day to give my $.02.- (Too windy on the FL Gulf Coast to fly.)=0A
=0A--------=0AGeorge Alexander=0AFS II R503- N709FS=0Ahttp://gtalexander.
home.att.net=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.
=========================0A
=0A=0A
Message 19
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| Subject: | Re: HKS Fuel system |
Anyone running a HKS have any issues with fuel starvation running a pulse pump
only on full throttle applications?
----- Original Message ----
From: possums <possums@bellsouth.net>
Sent: Sunday, August 31, 2008 7:37:28 PM
Subject: Re: Kolb-List: Stuff
At 07:12 PM 8/31/2008, you wrote:
>very pretty. It would be interesting to see if you would reach a
>stabilized descent.
>Looked ok from MY chair.
>BB
Well,,,,,,,,,,,,, it get's your old heart pumping from where I was sitting.
But a stabilized decent is one way to get through a cloud layer
if your ever stuck on top & the holes close in on you. Been there before.
Radioed the FBO & found out that the cloud base was 1,500 feet AGL
Going home from a trip, but how do you get down thru the clouds from
4,000 feet?
It is really hard to just fly down through 2 or 3,000 ft of "White out".
In fact, it kind of makes you sick at you stomach because it takes so
long and I bet you would not know if you're turning, flying straight or
upside down after 60 seconds. At least this way I know where I am going,
as long as I've got someone to tell me what it's like when I get there.
Have to try it next time I get in trouble.
Message 20
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| Subject: | Labor Day - Oops! |
Kolbers,
What I am doing is not new. It is similar to US Patent 4,040,399, Aug. 9,
1977, entitled "Back Draft Carburetor For Two Cycle Engines". The Bing does
NOT provide this capability, but with the probe, critical orifice, flow
throttling valve, and connecting tubing, the "back drafting" components can
be externalized. If you would like to view this patent see below:
Fly Safe!
Jack B. Hart FF004
Winchester, IN
do not archive
Message 21
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| Subject: | Re: 447 and dual ignition |
Chris,
read an article somewhere that the reason for single ignition/sparkplug on 447
was a cooling problem at the head.They could not spare the fin area there.Jet
pilot can correct me if I recollected wrong.
----- Original Message ----
From: chris davis <capedavis@yahoo.com>
Sent: Sunday, August 31, 2008 5:32:13 PM
Subject: Kolb-List: 447 and dual ignition
Hi all you Kolbers , I am doing some thinking on how I will Power the Firefly I
am building ,I built a Firestar KXP and flew it 490 hrs without ever having the
head off ! When I was building it in 1991 there was talk of a weight increase
coming down so I said it will probably be legal by the time I finish so lets
go with the 503 with dual ignition , it was fat and the law didn't change but
nobody I ran into seamed to care. My question is , why has nobody come up with
dual ignition for the 447? Is it because the heads are too small? the bore
is only a few mm smaller . Does anyone have a reason it wont work ? Thank you
Chris
Message 22
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| Subject: | Re: Labor Day - Oops! |
Jack
Someone sells a mixture control for Bings...and likely Mikuni's
also.. I think it allows the jet needle to be positioned
independently of the slide...? Herb
At 04:42 PM 9/1/2008, you wrote:
>
>Kolbers,
>
>What I am doing is not new. It is similar to US Patent 4,040,399, Aug. 9,
>1977, entitled "Back Draft Carburetor For Two Cycle Engines". The Bing does
>NOT provide this capability, but with the probe, critical orifice, flow
>throttling valve, and connecting tubing, the "back drafting" components can
> be externalized. If you would like to view this patent see below:
>
>
>Fly Safe!
>
>Jack B. Hart FF004
>Winchester, IN
>
>do not archive
>
>
Message 23
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| Subject: | Re: 447 and dual ignition |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> Chris,
> read an article somewhere that the reason for single ignition/sparkplug on 447
was a cooling problem at the head.They could not spare the fin area there.Jet
pilot can correct me if I recollected wrong.
http://tinyurl.com/6l2yww
Jim Baker
580.788.2779
Elmore City, OK
Message 24
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| Subject: | Re: In Flight Mixture Control |
> Someone sells a mixture control for Bings...and likely Mikuni's
Herb
Herb:
CPS sold remote main jet adjustment kits back in 1984. I bought one for my
Mikuni mounted Cuyuna. It worked great as long as you remembered where you
adjusted it during the last adjustment. Cuyunas and Mikunis were very
sensitive to over rich conditions. Indications were............the engine
quit immediately. Would run right up to the point it got over rich, then
die, door knob dead.
My idea was to be able to fine tune the main jet at cruise, attempting to
get max power and max fuel economy for my cross country flights.
First unintentional engine out in the US was because of that main jet
adjuster. Had stopped at Tuskegee to get fuel. Went inside to pay for my
fuel. When I got back to the gas pump several men were looking at my US. I
got in, took off on the parking pad, and the engine failed at about 100
feet. Turned back to the ramp to hard and too steep, got into a mush and
smacked Mother Earth pretty hard. Bent some stuff to include my ego. Also
learned the hard way to not try and return to the departure point with a
dead engine at low altitude, especially if you are a very low time fixed
wing pilot with no formal training. Well........no fixed wing training
except what I got out of books. I don't know if one of the men turned the
adjustment knob next to the ignition switch on the left side of the
fuselage by the throttle, or I inadvertently enrichened it. Either way,
result was a bent airplane.
My experimentation with the main jet adjuster resulted in my decision to
remove and sell it to someone else that had to have the capability to adjust
their main jet in flight. I decided that it was not necessary, added to the
work load of the pilot, and was an engine out waiting to happen. I was
depending on a cheap Westach EGT instrument and my ear and feel to help me
keep the engine tuned where I thought it ought to be in flight. Cost me a
lot of heart ache, money and extra work.
If your game is to screw with your engine whether it needs screwing with or
not, you may need, not one, but multiple in flight mixture controllers.
Personally, I don't need one. Flew many hours after the adjuster was gone
and never could justify the expenditure or requirement for it.
Mike Jacober of Birchwood Airport, Alaska, designed an in flight mixture
adjuster for the Bing Carb before he was killed in an aircraft accident
several years ago. Think someone else is selling it now.
The less a pilot has to perform to keep the airplane in the air, the better
job he will do as the pilot. Too easy to get preoccupied with trivial stuff
and forget to fly.
john h - Who once transitioned from pilot to bombadier in flight with a one
man crew. Who's flying the Firestar? ;-(
mkIII
Message 25
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| Subject: | Re: 447 and dual ignition |
=0A=0AJim ,Thank you for your post. Phill Lockwood is a good , knowledable
man to answer my question and he does it well ,I have never delt with a 477
. I had a503 on my KXP and I was building a europa- MG with a 912, but I
have never even looked at a 447 up close and being that there is very littl
e difference in the bore of a 447 and the 503 something like 8 mm I didnt s
ee why no after market shop didnt come up with dual ignition. They ,Rotax o
r somebody else already did and it didnt work. Thanks again for the answer.
- Chris=0A=0A----- Original Message ----=0AFrom: Jim Baker <jlbaker@msbit
.net>=0ATo: kolb-list@matronics.com=0ASent: Monday, September 1, 2008 5:23:
05 PM=0ASubject: Re: Kolb-List: 447 and dual ignition=0A=0A--> Kolb-List me
ssage posted by: "Jim Baker" <jlbaker@msbit.net>=0A=0AX-SpamReason %%SpamRe
ason%%: =0A=0A> Chris,=0A>- read an article somewhere that the reason for
single ignition/sparkplug on 447 was a cooling problem at the head.They co
uld not spare the fin area there.Jet pilot can correct me if I recollected
wrong.=0A=0Ahttp://tinyurl.com/6l2yww=0A=0AJim Baker=0A580.788.2779=0AElmor
- - - - - - - - - - - - - - -Matt Dralle, List
========0A=0A=0A
Message 26
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| Subject: | Re: Labor Day - Oops! |
At 04:18 PM 9/1/08 -0500, you wrote:
>
>Jack
>
> Someone sells a mixture control for Bings...and likely Mikuni's
>also.. I think it allows the jet needle to be positioned
>independently of the slide...? Herb
>
Herb,
I am aware of this system. One reason, I have stayed away from it is that
you have to send your carburetor components to them for modification. Once
the slide, carb top and needle have been modified, you are stuck with it.
If it does not work out well, you have to replace all these components to
get back to where you started. I have not physically seen one but it must
use a very fine screw thread so that the adjustment can be made. With all
the pounding that the carburetor slide takes, this concept does not appeal
to me.
My goal was to get the job done without having to change any jets, etc. I
could have tapped into the screw that blocks the passage way to the under
the slide vent for the altitude compensating system. But I was afraid it
would require jet changes as does the altitude compensating system. If I
continue to have success, I may try it because I can always easily block it
off again.
The most important thing is to get a good needle that matches your engine,
prop setting, and aircraft. Once you have a needle that gives a flat EGT
over the cruise rpm range, then one can start trying to lean out the
carburetor in flight. Saturday, I had to abort two flights due to high EGT
readings when retarding the throttle from climb to cruise. It was no
problem but it delayed my departure for a fly-in at Marion, IN and cost me
about a quart of fuel. EGT can vary a lot in one day if a cold front comes
through, as apposed to very moist warm air or a change in cruise altitude.
As a result one must always adjust the needle position so that the engine is
always running a little bit to moderately rich. If you don't, you run the
risk of scuffing a piston, and re-enforce the concept that the two cycle
engine may be unreliable. This is poor engine management, but we are stuck
with it and the Bing. In part this may be the reason that the aircraft two
cycle has earned the reputation as being a fuel hog.
The system I have described is fairly simple, and fool proof, in that if
anything becomes disconnected, the system goes no more than one needle slot
rich. One would not have to use a differential pressure gage and could go
by the EGT, but I like to know what is going on.
I hope to run the needle full rich position for winter weather tomorrow. If
I can again raise the EGT back up to the upper operating limit, it means I
will no longer have to disassemble the carburetor to move the needle and I
will start reworking the system. Currently, I am running tubing that is too
large and heavy. And I am using an on my lap differential pressure gage.
Tomorrow test should determine the scale range of the new smaller and
lighter gage.
The best thing that can come from this is that it will stabilize fuel burn
rates at various engine rpms.
Fly Safe!
Jack B. Hart FF004
Winchester, IN
Message 27
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| Subject: | Re: In Flight Mixture Control |
My Idea was that the jet needle could be adjusted the limits of the
clip.. and no more... and would have stops at both ends. I think
that the fellow you mentioned designed his mod along those lines.. Herb
At 04:47 PM 9/1/2008, you wrote:
>
>
> > Someone sells a mixture control for Bings...and likely Mikuni's
>Herb
>
>
>Herb:
>
>CPS sold remote main jet adjustment kits back in 1984. I bought one
>for my Mikuni mounted Cuyuna. It worked great as long as you
>remembered where you adjusted it during the last
>adjustment. Cuyunas and Mikunis were very sensitive to over rich
>conditions. Indications were............the engine quit
>immediately. Would run right up to the point it got over rich, then
>die, door knob dead.
>
>My idea was to be able to fine tune the main jet at cruise,
>attempting to get max power and max fuel economy for my cross country flights.
>
>First unintentional engine out in the US was because of that main
>jet adjuster. Had stopped at Tuskegee to get fuel. Went inside to
>pay for my fuel. When I got back to the gas pump several men were
>looking at my US. I got in, took off on the parking pad, and the
>engine failed at about 100 feet. Turned back to the ramp to hard
>and too steep, got into a mush and smacked Mother Earth pretty
>hard. Bent some stuff to include my ego. Also learned the hard way
>to not try and return to the departure point with a dead engine at
>low altitude, especially if you are a very low time fixed wing pilot
>with no formal training. Well........no fixed wing training except
>what I got out of books. I don't know if one of the men turned the
>adjustment knob next to the ignition switch on the left side of the
>fuselage by the throttle, or I inadvertently enrichened it. Either
>way, result was a bent airplane.
>
>My experimentation with the main jet adjuster resulted in my
>decision to remove and sell it to someone else that had to have the
>capability to adjust their main jet in flight. I decided that it
>was not necessary, added to the work load of the pilot, and was an
>engine out waiting to happen. I was depending on a cheap Westach
>EGT instrument and my ear and feel to help me keep the engine tuned
>where I thought it ought to be in flight. Cost me a lot of heart
>ache, money and extra work.
>
>If your game is to screw with your engine whether it needs screwing
>with or not, you may need, not one, but multiple in flight mixture controllers.
>
>Personally, I don't need one. Flew many hours after the adjuster
>was gone and never could justify the expenditure or requirement for it.
>
>Mike Jacober of Birchwood Airport, Alaska, designed an in flight
>mixture adjuster for the Bing Carb before he was killed in an
>aircraft accident several years ago. Think someone else is selling it now.
>
>The less a pilot has to perform to keep the airplane in the air, the
>better job he will do as the pilot. Too easy to get preoccupied
>with trivial stuff and forget to fly.
>
>john h - Who once transitioned from pilot to bombadier in flight
>with a one man crew. Who's flying the Firestar? ;-(
>mkIII
>
>
Message 28
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| Subject: | Re: In Flight Mixture Control |
I have a pair of HAC modified carbs setup?for a 582.? They are very low time -
almost like new.? Anyone interested contact me off list.
Jim Van Laak
DNA
-----Original Message-----
From: herb <herbgh@nctc.com>
Sent: Mon, 1 Sep 2008 8:56 pm
Subject: Re: Kolb-List: In Flight Mixture Control
?
?
My Idea was that the jet needle could be adjusted the limits of the clip.. and
no more... and would have stops at both ends. I think that the fellow you mentioned
designed his mod along those lines.. Herb?
?
?
At 04:47 PM 9/1/2008, you wrote:?
>?
>?
> > Someone sells a mixture control for Bings...and likely Mikuni's?
>Herb?
>?
>?
>Herb:?
>?
>CPS sold remote main jet adjustment kits back in 1984. I bought one >for my Mikuni
mounted Cuyuna. It worked great as long as you >remembered where you adjusted
it during the last >adjustment. Cuyunas and Mikunis were very sensitive to
over rich >conditions. Indications were............the engine quit >immediately.
Would run right up to the point it got over rich, then >die, door knob dead.?
>?
>My idea was to be able to fine tune the main jet at cruise, >attempting to get
max power and max fuel economy for my cross country flights.?
>?
>First unintentional engine out in the US was because of that main >jet adjuster.
Had stopped at Tuskegee to get fuel. Went inside to >pay for my fuel. When
I got back to the gas pump several men were >looking at my US. I got in, took
off on the parking pad, and the >engine failed at about 100 feet. Turned back
to the ramp to hard >and too steep, got into a mush and smacked Mother Earth pretty
>hard. Bent some stuff to include my ego. Also learned the hard way >to
not try and return to the departure point with a dead engine at >low altitude,
especially if you are a very low time fixed wing pilot >with no formal training.
Well........no fixed wing training except >what I got out of books. I don't
know if one of the men turned the >adjustment knob next to the ignition switch
on the left side of the >fuselage by the throttle, or I inadvertently enrichened
it. Either >way, result was a bent airplane.?
>?
>My experimentation with the main jet adjuster resulted in my >decision to remove
and sell it to someone else that had to have the >capability to adjust their
main jet in flight. I decided that it >was not necessary, added to the work
load of the pilot, and was an >engine out waiting to happen. I was depending on
a cheap Westach >EGT instrument and my ear and feel to help me keep the engine
tuned >where I thought it ought to be in flight. Cost me a lot of heart >ache,
money and extra work.?
>?
>If your game is to screw with your engine whether it needs screwing >with or not,
you may need, not one, but multiple in flight mixture controllers.?
>?
>Personally, I don't need one. Flew many hours after the adjuster >was gone and
never could justify the expenditure or requirement for it.?
>?
>Mike Jacober of Birchwood Airport, Alaska, designed an in flight >mixture adjuster
for the Bing Carb before he was killed in an >aircraft accident several years
ago. Think someone else is selling it now.?
>?
>The less a pilot has to perform to keep the airplane in the air, the >better job
he will do as the pilot. Too easy to get preoccupied >with trivial stuff and
forget to fly.?
>?
>john h - Who once transitioned from pilot to bombadier in flight >with a one man
crew. Who's flying the Firestar? ;-(?
>mkIII?
>?
>?
>?
>?
?
?
?
Message 29
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| Subject: | Re: Labor Day - Oops! |
Hi Jack
Here is a link to the Artic Sparrow mixture control blurb at UL
news... two parts...I am satisfied that it is easily duplicated...and
is reliable...fuel savings also...Herb
http://www.ultralightnews.com/enginetroublshooting/arcticsparrow.htm
At 08:32 PM 9/1/2008, you wrote:
>
>At 04:18 PM 9/1/08 -0500, you wrote:
> >
> >Jack
> >
> > Someone sells a mixture control for Bings...and likely Mikuni's
> >also.. I think it allows the jet needle to be positioned
> >independently of the slide...? Herb
> >
>
>Herb,
>
>I am aware of this system. One reason, I have stayed away from it is that
>you have to send your carburetor components to them for modification. Once
>the slide, carb top and needle have been modified, you are stuck with it.
>If it does not work out well, you have to replace all these components to
>get back to where you started. I have not physically seen one but it must
>use a very fine screw thread so that the adjustment can be made. With all
>the pounding that the carburetor slide takes, this concept does not appeal
>to me.
>
>My goal was to get the job done without having to change any jets, etc. I
>could have tapped into the screw that blocks the passage way to the under
>the slide vent for the altitude compensating system. But I was afraid it
>would require jet changes as does the altitude compensating system. If I
>continue to have success, I may try it because I can always easily block it
>off again.
>
>The most important thing is to get a good needle that matches your engine,
>prop setting, and aircraft. Once you have a needle that gives a flat EGT
>over the cruise rpm range, then one can start trying to lean out the
>carburetor in flight. Saturday, I had to abort two flights due to high EGT
>readings when retarding the throttle from climb to cruise. It was no
>problem but it delayed my departure for a fly-in at Marion, IN and cost me
>about a quart of fuel. EGT can vary a lot in one day if a cold front comes
>through, as apposed to very moist warm air or a change in cruise altitude.
>As a result one must always adjust the needle position so that the engine is
>always running a little bit to moderately rich. If you don't, you run the
>risk of scuffing a piston, and re-enforce the concept that the two cycle
>engine may be unreliable. This is poor engine management, but we are stuck
>with it and the Bing. In part this may be the reason that the aircraft two
>cycle has earned the reputation as being a fuel hog.
>
>The system I have described is fairly simple, and fool proof, in that if
>anything becomes disconnected, the system goes no more than one needle slot
>rich. One would not have to use a differential pressure gage and could go
>by the EGT, but I like to know what is going on.
>
>I hope to run the needle full rich position for winter weather tomorrow. If
>I can again raise the EGT back up to the upper operating limit, it means I
>will no longer have to disassemble the carburetor to move the needle and I
>will start reworking the system. Currently, I am running tubing that is too
>large and heavy. And I am using an on my lap differential pressure gage.
>Tomorrow test should determine the scale range of the new smaller and
>lighter gage.
>
>The best thing that can come from this is that it will stabilize fuel burn
>rates at various engine rpms.
>
>Fly Safe!
>
>Jack B. Hart FF004
>Winchester, IN
>
>
Message 30
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| Subject: | Firestar I for sale |
I need a foundation for the new hangar worse than I need a second Kolb so
the Firestar has to go:
Original build completed 1990/1991 from receipts. Aircraft was put on its
nose at 140 hours and was stored until I bought it in 2006.
447 with A model gearox
Ritz two blade prop
BRS out of date, but there.
Have original plans book and drawings.
Fabric is Poly Fiber in good shape with a few repairs and a little rash here
and there.
Will send pics on request.
E-LSA paperwork all done. N603AG
$5,500 firm
Rick Girard
Message 31
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Anyone else notice that all information about the Firestar 2 is missing
from the Kolb Website. Are they discontinuing that model? I know
people from Kolb view this site, so... what's the answer?
Message 32
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| Subject: | Re: In Flight Mixture Control |
John Hauck wrote:
>
>
> > Someone sells a mixture control for Bings...and likely Mikuni's
> Herb
>
>
> Herb:
>
> CPS sold remote main jet adjustment kits back in 1984. I bought one
> for my Mikuni mounted Cuyuna. It worked great as long as you
> remembered where you adjusted it during the last adjustment. Cuyunas
> and Mikunis were very sensitive to over rich conditions. Indications
> were............the engine quit immediately. Would run right up to
> the point it got over rich, then die, door knob dead.
>
> My idea was to be able to fine tune the main jet at cruise, attempting
> to get max power and max fuel economy for my cross country flights.
>
> First unintentional engine out in the US was because of that main jet
> adjuster. Had stopped at Tuskegee to get fuel. Went inside to pay
> for my fuel. When I got back to the gas pump several men were looking
> at my US. I got in, took off on the parking pad, and the engine
> failed at about 100 feet. Turned back to the ramp to hard and too
> steep, got into a mush and smacked Mother Earth pretty hard. Bent
> some stuff to include my ego. Also learned the hard way to not try
> and return to the departure point with a dead engine at low altitude,
> especially if you are a very low time fixed wing pilot with no formal
> training. Well........no fixed wing training except what I got out of
> books. I don't know if one of the men turned the adjustment knob next
> to the ignition switch on the left side of the fuselage by the
> throttle, or I inadvertently enrichened it. Either way, result was a
> bent airplane.
>
> My experimentation with the main jet adjuster resulted in my decision
> to remove and sell it to someone else that had to have the capability
> to adjust their main jet in flight. I decided that it was not
> necessary, added to the work load of the pilot, and was an engine out
> waiting to happen. I was depending on a cheap Westach EGT instrument
> and my ear and feel to help me keep the engine tuned where I thought
> it ought to be in flight. Cost me a lot of heart ache, money and
> extra work.
>
> If your game is to screw with your engine whether it needs screwing
> with or not, you may need, not one, but multiple in flight mixture
> controllers.
>
> Personally, I don't need one. Flew many hours after the adjuster was
> gone and never could justify the expenditure or requirement for it.
>
> Mike Jacober of Birchwood Airport, Alaska, designed an in flight
> mixture adjuster for the Bing Carb before he was killed in an aircraft
> accident several years ago. Think someone else is selling it now.
>
> The less a pilot has to perform to keep the airplane in the air, the
> better job he will do as the pilot. Too easy to get preoccupied with
> trivial stuff and forget to fly.
>
> john h - Who once transitioned from pilot to bombadier in flight with
> a one man crew. Who's flying the Firestar? ;-(
> mkIII
At least one of the brands can be leaned by 'pinching off' the air vent
on the fuel bowl with a needle valve. No change to the full-rich
setting; it can only go lean. This is 2nd hand info, but I can try to
get details if anyone wants them. (Friends are using the larger ones on
some high-horsepower alternative engines.)
Charlie
Message 33
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| Subject: | Re: 447 and dual ignition |
At 03:33 PM 9/1/2008, you wrote:
>George , You took the words right out of my mouth " I dont remember
>the mention of HP in part 103"And Kolb has jumped through all the
>hoops design wise to make the firefly fit into Pt 103 and as far
>as can make out one can still buy the 447 from dealers all over the world.
>
> I appreciate all you gents concern but still no one has answered
> my "dual ignition " question?Has anyone come up with a dual
> ignition for a 447 ? and if not why? Thanks Chris
>
Here's an old post from another list.
-----------------------------------------
Subject: Re: dual ignition retrofit kit for 447?
From: Rick Pitcher
Peter Allen wrote:
>
> ahh... a search on the net has provided this:
>
> "... I think Steve Beatty at Airscrew Performance (623)931-6667 will do
the
> conversion for $275."
-------------------------------------------
Message 34
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- Mike- I talked to Travis the other day while inquiring about FS1 parts,
and the FSII has been discontinued.-I hope they change their minds.-
------
-------------------------
------------------- Bill Sullivan
Message 35
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| Subject: | Official Kolb-List FAQ (Frequently Asked Questions) |
Dear Listers,
Please read over the Kolb-List Frequently Asked Questions (FAQ) below. The
complete Kolb-List FAQ including the Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/Kolb-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
[ Note: This FAQ was designed to be displayed with a fixed width font such as
Courier. Proportional fonts will cause display formatting errors. ]
This FAQ can also be viewed in HTML online at the following address:
http://www.matronics.com/FAQ/Kolb-List.htm
************************************************************
******* LIST POLICIES AND FREQUENTLY ASKED QUESTIONS *******
************************************************************
PLEASE READ. This document contains Kolb-List policies and information
for new and old subscribers. Understanding the Kolb-List policies will
minimize problems for the Administrator, and will help keep the Kolb-List
running smoothly for all of us.
******************************************
*** Quick Start Guide to List Features ***
******************************************
There are many features available on the Matronics Email Lists and each
one is described in detailed below. However, using the List Navigator
you can quickly access the complete set of features available for this
List. The List Navigator can be found at the following URL:
http://www.matronics.com/Navigator?Kolb-List
****************************************
*** How to Subscribe and Unsubscribe ***
****************************************
Simply go to the Web Page shown below and enter your email address and
select the List(s) that you wish to subscribe or unsubscribed from. You
may also use the handy "Find" function to determine the exact syntax of
your email address as it is subscribed to the List. Please see the
complete instructions at the top of the Web Page for more information.
The Subscribe/Unsubscribe web page is:
http://www.matronics.com/subscribe
Note that you will receive TWO conformation emails regarding your subsciption
process. The first verifies that your subscription/unsubsciption request
was received, and the second confirms that the process has been completed.
You should receive the first email within a few minutes of your request.
The second conformation will arrive in less than 24 hours. You cannot post
until you receive the second conformation email message.
*****************************
*** How to Post a Message ***
*****************************
Send an email message to:
kolb-list@matronics.com
Your message will be redistributed to everyone currently subscribed
to the List.
*****************************************************
*** SPAM Fighter - You Must be Subscribed to Post ***
*****************************************************
When a new post is received by the system, the From: line of the message
is checked and compared against the current subscription list. If the
email address is found, the message is passed on to the List Processor.
If the email address isn't found in the current list of subscribers, it
is dumped. This serves to very effectively thwart 99% of the SPAM that
gets posted to the Lists.
Remember, however, that the syntax of your email address is very important
with regard to the configuration of your email application such as Outlook
or Eudora. For example, the following two email addresses may be
functionally equivalent, but only one would pass the Matronics Email SPAM
test depending on which was syntax was subscribed to the given List:
smith@machine.domain.com
smith@domain.com
Either email address syntax is alright, just be sure that you configure
your email application to match *exactly* the address you've subscibed to
the List.
**************************************
*** Enclosure Support on the Lists ***
**************************************
Limited posting of enclosures such as pictures, documents, and spreadsheets
is supported on the Lists. There are a number of restrictions, and these
are detailed below. Please abide by the rules put forth regarding the
content of enclosures.
These are some of the features and limits of enclosures on the Matronics
Lists:
1) Enclosures will only be posted to the Real Time version of the Lists.
2) Enclosures will NOT be included in the Daily Digest version of the Lists.
3) Enclosures WILL BE forwarded on to the BBS Forum Web site.
4) Enclosures will NOT be appended to the Archives.
5) Enclosures will NOT be available in the List Browse feature.
6) Only the following file types and extensions will be allowed:
bmp doc dwg dxf gif jpg pdf png txt xls
All other enclosures types will be rejected and email returned to
sender. The enclosure types listed above are relatively safe from
a virus standpoint and don't pose a particularly large security risk.
7) !! All incoming enclosures will be scanned for viruses prior to posting
to the List. This is done in real time and will not slow down
the process of posting the message !!
Here are some rules for posting enclosures. Failure to abide by these rules
could result in the removal of a subscriber's email address from the Lists.
1) Pay attention to what you are posting!! Make sure that the files
you are enclosing aren't HUGE (greater that 1MB). Remember that there
are still people checking they're email via dial up modem. If you post
30MB worth of pictures, you are placing an unnecessary burden on these
folks and the rest of us, for that matter.
2) SCALE YOUR PICTURES DOWN!!! I don't want to see huge 3000 x 2000
pictures getting posted that are 3 or 4MB each. This is just
unacceptable. Use a program such as Photoshop to scale the picture
down to something on the order of 800 x 600 and try to keep the
file size to less-than 200KB, preferably much less.
Microsoft has a really awesome utility available for free that allows
you to Right-Click on a picture in Explorer and automatically
scale it down and resave it. This is a great utility - get it, use it!
http://www.microsoft.com/windowsxp/downloads/powertoys/xppowertoys.mspx
Look for the link "Image Resizer"
3) !! This would seem to go without saying, but I'll say it anyway. Do not
post anything that would be considered offensive by your grandmother.
And you know what I'm saying; I don't want to see anything even
questionable. !!
4) REMEMBER THIS: If you post a 1MB enclosure to a List with 1000 members
subscribed, your 1MB enclosure must be resent 1000 times amounting
to 1MB X 1000 = 1 Gigabyte of network traffic!! BE CAREFUL and
BE COURTEOUS!
Also see the section below on the Matronics Photo and File Share where
you can have your files and photos posted on the Matronics web server
for long time viewing and availability.
*******************
*** Digest Mode ***
*******************
Each day, starting at 12 midnight PST US, a new 'digest' will be started.
This digest will contain the same information that is currently appended
to the archive file. It has all of the headers except for the "From:"
and "Subject:" lines removed, and includes a message separator consisting
of a line of underscores.
Each day at 23:55 PST US, the day's messages as described above will be
combined and sent as a single message to everyone on the digest email list.
To subscribe to the digest list, use the same subscription web form
described above, and just select the Digest version of the List.
http://www.matronics.com/subscribe
Note that you *can* be subscribed to both the realtime and digest versions
of the List at the same time. This is perfectly acceptable.
Now some caveats:
* Messages sent to "kolb-list-digest" will be forwarded to the standard
email list. In other words, you cannot post messages only to the
digest List.
* If you are subscribed to both the regular List and the digest List, you
will receive the realtime postings as well as the digest at the end of
the day.
* If you reply to the digest email, your message will be forwarded to the
normal list associated with the digest. Important Note: Please change
the subject line to reflect the topic of your response! Also, please
*do not include all or most of the digest in your reply*.
****************************
*** List Digest Browser ***
****************************
An archive of all the List Digests can be found online in either plain text
or HTML format. These archives contain the exact Digest that was posted to
the Digest email list on the given day. The Digest Archives can be found
at the following location:
http://www.matronics.com/digest
*****************************************
*** The "DO NOT ARCHIVE" Message Flag ***
*****************************************
At times, your message may concern something that is revelent only to a very
small number of persons or to a limited area, and you may not wish to archive
it. In such a case, simply put the following phrase anywhere in the
message:
do not archive
Your message will not be appended to the archive, but will be sent to List
email distribution as normal.
**********************************************
***** READ THIS - Automatic Unsubscribes *****
**********************************************
Note that if your email address begins to cause problems such as bounced
email, mailbox is filled, or any other errors, your address will be promptly
removed from the List. If you discover that you are no longer receiving
messages from the Kolb-List, go to the following Web page, and look
for your email address and a possible reason for your removal.
The Matronics Email List uses utility called the "Email Weasel" that
automatically looks though the day's bounced email for addresses that
caused problems due to common things like "user is unknown", "mailbox
full", etc. If the Email Weasel removes your email address from the
Lists you will find record of it at the following URL:
http://www.matronics.com/unsubscribed
If the problem listed on the web site above has been resolved, please feel
free to resubscribe to the Lists of your choice.
*******************************
*** List Member Information ***
*******************************
If you have not done so already, please email me your phone numbers and
paper mail address in the following format:
smith@somehost.com
Joe Smith
123 Airport Lane
Tower, CA 91234-1234
098-765-1234 w
123-456-7890 h
Please forward this information to the following email address:
requests@matronics.com
I have a file of such things, that I typically use to contact you when
there are problems with your email address. The information will NOT
be used for any other commercial purpose.
****************************************
*** Realtime Web Email List Browsing ***
****************************************
Recent messages posted to the Kolb-List are also made available on
the Web for realtime browsing. Seven days worth of back postings are
available with this feature. The messages can be sorted by Subject,
Author, Date, or Message Thread. The Realtime List Browser indexes are
updated twice per hour at xx:15 and xx:45. You can also reply to a message
or start a new message directly from the List Browser Interface (coming soon).
You do not have to be subscribed to the given list to use the List
Browser Interface in view-mode.
http://www.matronics.com/browselist/kolb-list
*******************************************
*** Web Forums Bulletin Board Interface ***
*******************************************
A phpBB BBS web Forums front end is available for all Kolb-List content.
content. The Forums contain all of the same content available via the email
distribution and found on the various archive viewing formats such as the
List Browse, etc. Any posts on the web Forums will be cross posted to the
respective email List, and posts to the Email List will be cross posted to
the web Forums.
You may view all List content on the Forums without any special login.
If you wish to post a message via the Web Forum interface, however, you
will need to Register. This is a simple process that takes only a few
minutes. A link to the Registration page can be found at the top of the
main web Forums page. Note that registering on the Forum web site also
enables you to send email posts to the Lists as well. You will also need to
Subscribe to the respective Email List as described above to receive the
Email Distribution of the List, however.
The Matroincs Email List Web BBS Forums can be found at the following URL:
http://forums.matronics.com
*********************************
*** Matronics Email List Wiki ***
*********************************
In an attempt to make it easy to store and find structured and often accessed
information, Matronics has installed a Wiki at:
http://wiki.matronics.com
The Wiki allows individuals to create web pages to contain useful information
for other users of the mailing lists and web site. Unlike an ordinary web page
where the content needs to be submitted to Matronics for inclusion, the Wiki
permits the users to construct their own pages and have them visible immediately.
While constructing pages for the Wiki is not difficult, some may not be
comfortable building pages. In that case, simply prepare the text and any
images and email it to:
wiki-support@matronics.com
One of the volunteers on that list will take your submission and construct
a Wiki page for you.
Often someone produces a particularly useful posting in email one one of the
Lists that would be of general interest. In that case Matronics may take that
post and convert it into a Wiki page.
*********************
*** List Archives ***
*********************
A file containing of all of the previous postings to the Kolb-List is
available on line. The archive file information is available via the
Web and FTP in a number of forms. Each are briefly described below:
* Kolb-List.FAQ
- Latest version of the Kolb-List Frequently Asked Question
page (this document).
* Kolb-Archive.digest.complete
- Complete file with most of the email header info removed and
page breaks inserted between messages.
* Kolb-Archive.digest.vol-??
- Same as the file above, but broken up into small sections that
can more easily handled.
* Kolb-Archive.digest.complete.zip
- Same as the Kolb-Archive.digest.complete file above, but
in PKZIP format. Use "binary" data transfer methods.
* Kolb-Archive.digest.complete.Z
- Same as the Kolb-Archive.digest.complete file above, but in
UNIX compress format. Use "binary" data transfer methods.
Download Via FTP
----------------
The archive file is available via anonymous FTP from ftp.matronics.com
in the "/pub/Archives" directory. It is updated daily and can be found in
a number of formats as described above. (All filenames are case sensitive.)
ftp://ftp.matronics.com/pub/Archives
Download Via Web
----------------
The archives are also available via a web listing. These can be found
toward the bottom of the following web page:
http://www.matronics.com/archives
******************************************
*** Complete List Web Archive Browsing ***
******************************************
All messages posted to the Kolb-List are also available using the
Email List Archive Browsing feature. With this utility, all messages
in the List are indexed, and individual sub-archives can be browsed.
http://www.matronics.com/archive/archive-index.cgi?Kolb
*****************************************
**** High-Speed Archive Search Engine ***
*****************************************
You can use the custom, high-performance Matronics Email List Search Engine
to quickly locate and browse any messages that have been posted to the
List. The Engine allows the user to easily search any of the currently
available List archives.
http://www.matronics.com/search
****************************
*** File and Photo Share ***
****************************
With the Matronics Email List File and Photo Share you can share pictures
and other data with members of the List without having to forward a
copy of it to everyone. To share your Files and Photos, simply email
them to:
pictures@matronics.com
!! ==> Please including the following information with each submission:
1) Email Lists that they are related to.
2) Your Full Name.
3) Your Email Address.
4) One line Subject description.
5) Multi-line, multi-paragraph description of topic.
6-x) One-line Description of each photo or file
Prior to public availability of the files and photos, each will be scanned
for viruses. Please also note that the process of making the files and
photos available on the web site is a pseudo-manual process, and I try to
process them every few days.
Following the availability of the new Photoshare, an email message will be
sent to the Email Lists enumerated in 1) above indicating that the new
Share is available and what the direct URL to it is.
For a current list of available Photoshares, have a look at the Main
Index Page:
http://www.matronics.com/photoshare
**************************
*** List Archive CDROM ***
**************************
A complete Matronics Email List Archive CD is available that contains
all of the archives since the beginning of each of the Lists. The archives
for all of the Lists are included on the CD along with a freeware search
engine written by a list member. The CD is burned the day you order it
and will contain archive received up to the last minute. They make
great gifts!
http://www.matronics.com/ArchiveCDROM
**********************************
*** List Support Contributions ***
**********************************
The Matronics Lists are run *completely* through the support of it members.
You won't find any PopUpAds, flashing Banner ads, or any other form of
annoying commercialism on either the Email Messages or the List web pages
associated with the Matronics Email Lists. Every year during November
I run a low-key, low-pressure "Fund Raiser" where, throughout the month,
I ask List members to make a Contribution in any amount with which they
are comfortable.
I will often offer free gifts with certain contribution levels during the
Fund Raiser to increase the participation. The gifts are usually donated
by companies that are themselves List members.
Your Contributions go directly to supporting the operation of the Lists
including the high-speed, business-class Internet connection, server
system hardware and software upgrades, and to partially offset the many
many hours I spend running, maintaining, upgrading, and developing the
variety of services found here.
Generally Contributions range from $20 to $100 and are completely voluntary
and non-compulsory. I ask only that if person enjoys the Lists and obtains
value from them, that they make a Contribution of equal magnitude.
Contributions are accepted throughout the year, and if you've just
subscribed, feel free to make a Contribution when you've settled in.
The website for making SSL Secure Contributions is listed below. There are
a variety of payment methods including Visa and MasterCard, PayPal, and
sending a personal check.
If you enjoy and value the List, won't you make a Contribution today to
support its continued operation?
http://www.matronics.com/contributions
Thank you!
Matt Dralle
Email List Administrator
******************************************************************************
Kolb-List Usage Guidelines
******************************************************************************
The following details the official Usage Guidelines for the Kolb-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the Kolb-List in the manner described below may result
in the removal of the subscribers from the List.
Kolb-List Policy Statement
The purpose of the Kolb-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not submit
posts concerning computer viruses, urban legends, random humor, long
lost buddies' phone numbers, etc. etc.
- THINK carefully before you write. Ask yourself if your post will be
relevant to everyone. If you have to wonder about that, DON'T send it.
- Remember that your post will be included for posterity in an archive
that is growing in size at an extraordinary rate. Try to be concise and
terse in your posts. Avoid overly wordy and lengthy posts and
responses.
- Keep your signature brief. Please include your name, email address,
aircraft type/tail number, and geographic location. A short line
about where you are in the building process is also nice. Avoid
bulky signatures with character graphics; they consume unnecessary
space in the archive.
- DON'T post requests to the List for information when that info is
easily obtainable from other widely available sources. Consult the
web page or FAQ first.
- If you want to respond to a post, DO keep the "Subject:" line of
your response the same as that of the original post. This makes it
easy to find threads in the archive.
- When responding, NEVER quote the *entire* original post in your
response. DO use lines from the original post to help "tune in" the
reader to the topic at hand, but be selective. The impact that
quoting the entire original post has on the size of the archive
can not be overstated!
- When the poster asks you to respond to him/her personally, DO NOT
then go ahead and reply to the List. Be aware that clicking the
"reply" button on your mail package does not necessarily send your
response to the original poster. You might have to actively address
your response with the original poster's email address.
- DO NOT use the List to respond to a post unless you have something
to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
- When responding to others' posts, avoid the feeling that you need to
comment on every last point in their posts, unless you can truly
contribute something valuable.
- Feel free to disagree with other viewpoints, BUT keep your tone
polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
- Occassional posts by vendors or individuals who are regularyly
subscribed to a given List are considered acceptable. Posts by
List members promoting their respective products or items for sale
should be of a friendly, informal nature, and should not resemble
a typical SPAM message. The List isn't about commercialism, but
is about sharing information and knowledge. This applies to
everyone, including those who provide products to the entire
community. Informal presentation and moderation should be the
operatives with respect to advertising on the Lists.
-------
[This is an automated posting.]
do not archive
Message 36
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|
| Subject: | Official Kolb-List Usage Guidelines |
Dear Listers,
Please read over the Kolb-List Usage Guidelines below. The complete
Kolb-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/Kolb-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
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Kolb-List Usage Guidelines
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The following details the official Usage Guidelines for the Kolb-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the Kolb-List in the manner described below may result
in the removal of the subscribers from the List.
Kolb-List Policy Statement
The purpose of the Kolb-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not submit
posts concerning computer viruses, urban legends, random humor, long
lost buddies' phone numbers, etc. etc.
- THINK carefully before you write. Ask yourself if your post will be
relevant to everyone. If you have to wonder about that, DON'T send it.
- Remember that your post will be included for posterity in an archive
that is growing in size at an extraordinary rate. Try to be concise and
terse in your posts. Avoid overly wordy and lengthy posts and
responses.
- Keep your signature brief. Please include your name, email address,
aircraft type/tail number, and geographic location. A short line
about where you are in the building process is also nice. Avoid
bulky signatures with character graphics; they consume unnecessary
space in the archive.
- DON'T post requests to the List for information when that info is
easily obtainable from other widely available sources. Consult the
web page or FAQ first.
- If you want to respond to a post, DO keep the "Subject:" line of
your response the same as that of the original post. This makes it
easy to find threads in the archive.
- When responding, NEVER quote the *entire* original post in your
response. DO use lines from the original post to help "tune in" the
reader to the topic at hand, but be selective. The impact that
quoting the entire original post has on the size of the archive
can not be overstated!
- When the poster asks you to respond to him/her personally, DO NOT
then go ahead and reply to the List. Be aware that clicking the
"reply" button on your mail package does not necessarily send your
response to the original poster. You might have to actively address
your response with the original poster's email address.
- DO NOT use the List to respond to a post unless you have something
to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
- When responding to others' posts, avoid the feeling that you need to
comment on every last point in their posts, unless you can truly
contribute something valuable.
- Feel free to disagree with other viewpoints, BUT keep your tone
polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
- Occassional posts by vendors or individuals who are regularyly
subscribed to a given List are considered acceptable. Posts by
List members promoting their respective products or items for sale
should be of a friendly, informal nature, and should not resemble
a typical SPAM message. The List isn't about commercialism, but
is about sharing information and knowledge. This applies to
everyone, including those who provide products to the entire
community. Informal presentation and moderation should be the
operatives with respect to advertising on the Lists.
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[This is an automated posting.]
do not archive
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