Today's Message Index:
----------------------
1. 02:45 AM - Re: Rust Dust (Richard Girard)
2. 02:56 AM - Re: Squeeze Bulb Safety & Positive Pressure Prime (Eugene Zimmerman)
3. 03:51 AM - Re: Squeeze Bulb Safety & Positive Pressure Prime (Richard Girard)
4. 04:57 AM - Re: Squeeze Bulb Safety & Positive Pressure Prime (Dana Hague)
5. 05:07 AM - Re: Mk111XtraVW (Rick Lewis)
6. 05:18 AM - Re: Squeeze Bulb Safety & Positive Pressure Prime (Jack B. Hart)
7. 05:49 AM - Re: Rust Dust (Jack B. Hart)
8. 05:49 AM - Wachula Fl. ( KCHN) Kolb guys Fly-in (zeprep251@aol.com)
9. 07:12 AM - Re: Squeeze Bulb Safety & Positive Pressure Prime (Herb)
10. 07:38 AM - Re: Squeeze Bulb Safety & Positive Pressure Prime (Vic)
11. 07:43 AM - Fuel system (william sullivan)
12. 07:45 AM - Re: Rust Dust (Richard Pike)
13. 08:07 AM - Annual Condition Inspection (Watkinsdw)
14. 08:23 AM - Re: Squeeze Bulb Safety & Positive Pressure Prime (Jack B. Hart)
15. 08:29 AM - Re: Kolb-List Digest: 13 Msgs - 03/16/10 (Bob Green)
16. 09:25 AM - Re: Annual Condition Inspection (Richard Girard)
17. 10:40 AM - Re: Annual Condition Inspection (robert bean)
18. 11:09 AM - Re: Annual Condition Inspection (russ kinne)
19. 11:18 AM - Re: Annual Condition Inspection (Ralph B)
20. 02:35 PM - Re: Mk111XtraVW (cspoke)
21. 03:25 PM - FireFly & MZ 34 - First Flight (Jack B. Hart)
22. 03:48 PM - Re: FireFly & MZ 34 - First Flight (robert bean)
23. 03:59 PM - Re: Fuel system (Ellery Batchelder Jr)
24. 04:24 PM - Re: for long distance Kolbers.... with money (russ kinne)
25. 04:50 PM - Re: FireFly & MZ 34 - First Flight (Jack B. Hart)
26. 05:12 PM - Re: Re: Annual Condition Inspection (Eugene Zimmerman)
27. 08:01 PM - goof (russ kinne)
28. 08:23 PM - Re: Fuel system (Dana Hague)
29. 09:00 PM - Re: Fuel system (Richard & Martha Neilsen)
30. 09:44 PM - Re: Fuel system (william sullivan)
31. 09:54 PM - VG's............... (Nick Cassara)
Message 1
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Richard, I don't know how reactive iron oxide is with aluminum, but iron by
itself, if sealed against the aluminum will cause the aluminum to corrode.
How about a bottle brush with a piece of cord attached so it can be drawn
through the tube for a little mechanical scrubbing action, too? With a
little dish washing soap to help dislodge and float the dust away and the
tube should be fine.
Call me over cautious, just not late for dinner (rim shot, please). :-}
Rick Girard
On Tue, Mar 16, 2010 at 8:53 PM, Richard Pike <richard@bcchapel.org> wrote:
>
> Got a question for you metallurgically-knowledgeable types out there: on
> the donor aileron I am using to rebuild the FSII wing, did not like the
> looks of the metal fittings at either end, so pulled them off, and sure
> enough they were rusty inside the aluminum aileron tube. Cleaned them off,
> and they are currently drying under a coat of rustkiller/sealer, but here's
> the question: as far down as I can see with the flashlight the inside of the
> aileron tube has a lot of "rust dust" in it, left over from what came out of
> the inside of the aileron bellcrank at one end, and the counter balance at
> the other end. I am inclined to just take a hose, swab it out it out good,
> rinse it, let it dry and forget it.
> But since I have never encountered this before, haven't read of anybody
> else dealing with it either, (and at my age, any learning opportunity is
> something good) - so any opinions (good, bad or otherwise) out there of what
> might be a better idea?
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=290539#290539
>
>
Message 2
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| Subject: | Re: Squeeze Bulb Safety & Positive Pressure Prime |
I've tried numerous plunger type primers with mixed results but
ultimately they all eventually leaked or stuck.
I finally settled on the button type primer which simply works with no
leaks and weighs almost nothing and lasts longer for me than any
plunger type that I have tried.
Here is a link for the button type I use.
http://www.jackofmosttrades.com/Rotax_Parts/Primer_Plunger_Button/primer_plunger_button.html
Gene Z
On Mar 16, 2010, at 7:59 PM, Dana Hague wrote:
> At 11:08 AM 3/16/2010, Jack B. Hart wrote:
>> >
>>
>> Put up a couple of pages that might be of interest. The first
>> shows a
>> method of how to safety a fuel squeeze bulb while saving some
>> weight and at
>> the same time simplifying the fuel system.
>>
>> It can be seen at:
>>
>> http://jackbhart.com/firefly/firefly157.html
>
> Problem is, it doesn't prevent a leaky bulb or stuck check valve...
> the latter nearly cost me my plane on my first flight in it.
>
> In the end I ditched the bulb and installed a plunger primer.
>
> -Dana
>
>
> --
> If God took acid, would He see people?
>
>
Message 3
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| Subject: | Re: Squeeze Bulb Safety & Positive Pressure Prime |
Jack, all, I probably missed this as your work is always very thorough, but
how do you pressurize a vented tank?
Rick Girard
On Tue, Mar 16, 2010 at 9:10 PM, Eugene Zimmerman <etzimm@gmail.com> wrote:
> I've tried numerous plunger type primers with mixed results but ultimately
> they all eventually leaked or stuck.
> I finally settled on the button type primer which simply works with no
> leaks and weighs almost nothing and lasts longer for me than any plunger
> type that I have tried.
> Here is a link for the button type I use.
>
>
> http://www.jackofmosttrades.com/Rotax_Parts/Primer_Plunger_Button/primer_plunger_button.html
>
> Gene Z
>
>
> On Mar 16, 2010, at 7:59 PM, Dana Hague wrote:
>
> At 11:08 AM 3/16/2010, Jack B. Hart wrote:
>
>
> Put up a couple of pages that might be of interest. The first shows a
> method of how to safety a fuel squeeze bulb while saving some weight and at
>
> the same time simplifying the fuel system.
>
> It can be seen at:
>
> http://jackbhart.com/firefly/firefly157.html
>
>
> Problem is, it doesn't prevent a leaky bulb or stuck check valve... the
> latter nearly cost me my plane on my first flight in it.
>
> In the end I ditched the bulb and installed a plunger primer.
>
> -Dana
>
>
> --
> If God took acid, would He see people?
>
> *
>
> href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
> *
>
>
> *
>
>
> *
>
>
Message 4
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| Subject: | Re: Squeeze Bulb Safety & Positive Pressure Prime |
That's the one I was talking about. Works great, and if you tee it off the
fuel line near the carburetor, it will draw fuel up from the tank and fill
an empty fuel line.
-Dana
At 10:10 PM 3/16/2010, Eugene Zimmerman wrote:
>I've tried numerous plunger type primers with mixed results but ultimately
>they all eventually leaked or stuck.
>I finally settled on the button type primer...
><http://www.jackofmosttrades.com/Rotax_Parts/Primer_Plunger_Button/primer_plunger_button.html>http://www.jackofmosttrades.com/Rotax_Parts/Primer_Plunger_Button/primer_plunger_button.html
>
>On Mar 16, 2010, at 7:59 PM, Dana Hague wrote:
>
>>
>>In the end I ditched the bulb and installed a plunger primer.
--
1. Programmers are expensive.
2. Press releases are cheap.
3. Therefore, it's cheaper to explain the bug than to fix it.
Message 5
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I'm glad to here that Kolb is finally building the VW version. I knew they were
going to do it after they sold there Yellow bird. I'm still quite a ways off
from flying mine. I haven't even covered the wings yet, I'm planning on doing
that this summer. I have been working on solar panels in between the plane.
The Kolb is all wired and all the cooling issues are taken care of, I think.
Being water cooled made things harder to deal with but I sure will have great
cabin heat. I also had to make my instrument panel much larger as the supplied
pod just wouldn't hack it. It all takes time but it will finally get done.
I hope we have the Home Coming to go to this year as I won't be able to go
to Sun-N-Fun.
Rick Lewis
--------
Rick Lewis
(VW Watercooled Engine)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=290585#290585
Message 6
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| Subject: | Re: Squeeze Bulb Safety & Positive Pressure Prime |
From: Richard Girard
>
Jack, all, I probably missed this as your work is always very thorough, but
how do you pressurize a vented tank?
>
Rick,
Once the bicycle pump is removed, the tire valve stem installed in the tank
acts as the vent. Any previous vent must be plugged.
Jack B. Hart FF004
Winchester, IN
Message 7
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Richard,
Dust rust is the most stable form of iron as iron oxide. Since it is
resting against the most stable form of aluminum as aluminum oxide, I would
not worry about it. If there is tons of the stuff, I would try and blow a
string through the tube and tie a round spiral brush on one end and pull it
through and see if I could loosen it up and then blow it out, but otherwise
forget it.
Jack B. Hart FF004
Winchester, IN
At 06:53 PM 3/16/10 -0700, you wrote:
>
>Got a question
...............
>
Message 8
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| Subject: | Wachula Fl. ( KCHN) Kolb guys Fly-in |
All Mid-Florida Kolb Pilots,
Just spoke to J.Mylett @ KCHN,and the Sat 3/20 plane wash and cookout is
a go. Also fuel specials in effect.Hope to see you all at Wachula,10A.M.-
4 P.M.
G.Aman MK-3C Jabiru
Message 9
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| Subject: | Re: Squeeze Bulb Safety & Positive Pressure Prime |
My Version has a squeeze bulb plumbed into the top tank using a
schrader valve with the internals taken out....to fill the float
bowl, I just place my finger over the vent hole and squeeze the
bulb... Easy to do on a full tank but a bit tedious on a partially
full tank... Simple enough...
Jack has me thinking about taking along a tool kit, bicycle pump
, tie downs etc..for those times when I venture off the beaten path...Herb
At 07:13 AM 3/17/2010, you wrote:
>
>Date: Wed, 17 Mar 2010 05:28:55 -0500
>From: Richard Girard
> >
>Jack, all, I probably missed this as your work is always very thorough, but
>how do you pressurize a vented tank?
> >
>
>Rick,
>
>Once the bicycle pump is removed, the tire valve stem installed in the tank
>acts as the vent. Any previous vent must be plugged.
>
>Jack B. Hart FF004
>Winchester, IN
>
>
Message 10
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| Subject: | Re: Squeeze Bulb Safety & Positive Pressure Prime |
My plunger primer ($20) worked great for a while then leaked after just
a few hrs.
I deconstructed it and was amazed at what a piece of crap it was.
Imo your just playing with fire, pun intended.
Use of a used certified one would be much safer.
I'm going back to a fuel pump.
Vic
Xtra 912ul
Message 11
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- I need some advice on completing the fuel system on an original Firesta
r.- The gas tank is located above the BRS, and is a bottom draw.- I cur
rently have only a squeeze bulb.- When I emptied it last year, there was
some water in the bottom of the tank.- I bought a Great Plains gascolator
and a Rotax primer.- There are no mounting holes or brackets with the ga
scolator, so I need some ideas on where and how to mount it.- Also, I nee
d some ideas on where to mount the primer valve.
- Ellery has recommended doing without the squeeze bulb, and only using t
he primer.- If it works for him with his weather, it should work for me.
- Ideas, anyone?
-
-------------------------
---------------------- Bill-S
ullivan
-------------------------
---------------------- Windsor
Locks, Ct.
-------------------------
---------------------- FS 447
-------------------------
---------------------- 45 degre
es and climbing, clear, no wind
-----
Message 12
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Baby bottle brush, dish soap and a cord. I like it. Off to the Dollar Store for
a brush!
Thanks guys.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=290610#290610
Message 13
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| Subject: | Annual Condition Inspection |
Hi, Gang,
We're about to conduct our Annual, and could use a little help. We've found an
A&P, (since we're not the original builders,) and he has extensive experience
w/ building experimentals, but not Kolbs.
We want to make sure he hits all the hot spots and gives the airplane a thorough
checkup.
Does anyone have a checklist that you use for the Annual that you are willing
to share?
Ours is a MK 3 Classic, finished in 2001. We've got a 912ULS and the plane and
engine are right at 600 hours. Steven Green updated the gearbox, having Lockwood
add the clutch at about 250 hours. We're burning predominently auto gas, w/
occasional 100LL.
Any help on-list or off-list would be greatly appreciated.
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=290615#290615
Message 14
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| Subject: | Re: Squeeze Bulb Safety & Positive Pressure Prime |
From: "Larry Cottrell" <lcottrell@fmtcblue.com>
>
Very interesting Jack, However I have a much more effective way to reduce
the weight of my airplane, so far I have cut 20 pounds off my Firestar's
flying weight, and if my resolve holds out I may loose another 10 pounds off
it. Saves on food money too.
>
Larry,
I applaud your efforts to keep the G-loading of your aircraft to the
minimum, and to keep the pilot trim and fit.
Jack B. Hart FF004
Winchester, IN
do not archive
Message 15
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| Subject: | RE: Kolb-List Digest: 13 Msgs - 03/16/10 |
Travis/All: I am making some progress on my MKIIIX that will be powered by a great
Plains VW engine. Wings, control surfaces and stabilizers all covered and
ready for Poli-spray. Fuselage welded for the VW and making progress on the
installations that precede fabric. This has been a great experience. I especially
appreciate all the positive input from the Kolb builders and owners and
the list, Travis, Donnie, Dennis, Brian, etc.
Thanks for all the help.
Message 16
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| Subject: | Re: Annual Condition Inspection |
Dave, FAR 43 Appendix D has every item he should cover on the plane. ROAN
will have all the latest Service Bulletins and Instructions specific to the
engine.
While you're airplane is experimental and the TBO requirements do not apply
as they would for an S-LSA, you should check to see if your engine is in the
serial number range to qualify. Nice thing to have in the logbook, if
nothing else.
Is he a Rotax mechanic, too? If not, I would be very wary of letting him
touch the engine. Check ROAN, but I don't think he can sign off for the TBO
increase if he isn't.
Rick Girard
On Wed, Mar 17, 2010 at 9:06 AM, Watkinsdw <david.watkins0@gmail.com> wrote:
>
> Hi, Gang,
>
> We're about to conduct our Annual, and could use a little help. We've found
> an A&P, (since we're not the original builders,) and he has extensive
> experience w/ building experimentals, but not Kolbs.
>
> We want to make sure he hits all the hot spots and gives the airplane a
> thorough checkup.
>
> Does anyone have a checklist that you use for the Annual that you are
> willing to share?
>
> Ours is a MK 3 Classic, finished in 2001. We've got a 912ULS and the plane
> and engine are right at 600 hours. Steven Green updated the gearbox, having
> Lockwood add the clutch at about 250 hours. We're burning predominently auto
> gas, w/ occasional 100LL.
>
> Any help on-list or off-list would be greatly appreciated.
> Dave
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=290615#290615
>
>
Message 17
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| Subject: | Re: Annual Condition Inspection |
I echo Rick's advice on the 912 but, sensible or not, any A&P can sign
off your condition inspection regardless of what engine it has on it.
Get the signature and then inspect it using common sense.
BB
MkIII, suzuki
yet to pencil whip my logs for the year.
BTW, I have an even more horrible video I could edit for youtube.
Should I?
heh heh
On 17, Mar 2010, at 12:22 PM, Richard Girard wrote:
> Dave, FAR 43 Appendix D has every item he should cover on the plane.
ROAN will have all the latest Service Bulletins and Instructions
specific to the engine.
> While you're airplane is experimental and the TBO requirements do not
apply as they would for an S-LSA, you should check to see if your engine
is in the serial number range to qualify. Nice thing to have in the
logbook, if nothing else.
> Is he a Rotax mechanic, too? If not, I would be very wary of letting
him touch the engine. Check ROAN, but I don't think he can sign off for
the TBO increase if he isn't.
>
> Rick Girard
>
> On Wed, Mar 17, 2010 at 9:06 AM, Watkinsdw <david.watkins0@gmail.com>
wrote:
<david.watkins0@gmail.com>
>
> Hi, Gang,
>
> We're about to conduct our Annual, and could use a little help. We've
found an A&P, (since we're not the original builders,) and he has
extensive experience w/ building experimentals, but not Kolbs.
>
> We want to make sure he hits all the hot spots and gives the airplane
a thorough checkup.
>
> Does anyone have a checklist that you use for the Annual that you are
willing to share?
>
> Ours is a MK 3 Classic, finished in 2001. We've got a 912ULS and the
plane and engine are right at 600 hours. Steven Green updated the
gearbox, having Lockwood add the clutch at about 250 hours. We're
burning predominently auto gas, w/ occasional 100LL.
>
> Any help on-list or off-list would be greatly appreciated.
> Dave
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=290615#290615
>
>
>
>
>
>
>
> ==========
> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
> ==========
> http://forums.matronics.com
> ==========
> le, List Admin.
> ="_blank">http://www.matronics.com/contribution
> ==========
>
>
>
>
>
>
>
Message 18
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| Subject: | Re: Annual Condition Inspection |
Sure, air the video! -- there are some masochists amongst us
do not archive
On Mar 17, 2010, at 1:37 PM, robert bean wrote:
> I echo Rick's advice on the 912 but, sensible or not, any A&P can
> sign off your condition inspection regardless of what engine it has
> on it.
> Get the signature and then inspect it using common sense.
> BB
> MkIII, suzuki
> yet to pencil whip my logs for the year.
>
> BTW, I have an even more horrible video I could edit for youtube.
> Should I?
> heh heh
>
>
> On 17, Mar 2010, at 12:22 PM, Richard Girard wrote:
>
>> Dave, FAR 43 Appendix D has every item he should cover on the
>> plane. ROAN will have all the latest Service Bulletins and
>> Instructions specific to the engine.
>> While you're airplane is experimental and the TBO requirements do
>> not apply as they would for an S-LSA, you should check to see if
>> your engine is in the serial number range to qualify. Nice thing
>> to have in the logbook, if nothing else.
>> Is he a Rotax mechanic, too? If not, I would be very wary of
>> letting him touch the engine. Check ROAN, but I don't think he can
>> sign off for the TBO increase if he isn't.
>>
>> Rick Girard
>>
>> On Wed, Mar 17, 2010 at 9:06 AM, Watkinsdw
>> <david.watkins0@gmail.com> wrote:
>> <david.watkins0@gmail.com>
>>
>> Hi, Gang,
>>
>> We're about to conduct our Annual, and could use a little help.
>> We've found an A&P, (since we're not the original builders,) and
>> he has extensive experience w/ building experimentals, but not Kolbs.
>>
>> We want to make sure he hits all the hot spots and gives the
>> airplane a thorough checkup.
>>
>> Does anyone have a checklist that you use for the Annual that you
>> are willing to share?
>>
>> Ours is a MK 3 Classic, finished in 2001. We've got a 912ULS and
>> the plane and engine are right at 600 hours. Steven Green updated
>> the gearbox, having Lockwood add the clutch at about 250 hours.
>> We're burning predominently auto gas, w/ occasional 100LL.
>>
>> Any help on-list or off-list would be greatly appreciated.
>> Dave
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=290615#290615
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
>>
>>
>> href="http://www.matronics.com/Navigator?Kolb-List">http://
>> www.matronics.com/Navigator?Kolb-List
>> href="http://forums.matronics.com/">http://forums.matronics.com
>> href="http://www.matronics.com/contribution">http://
>> www.matronics.com/contribution
>>
>
>
Message 19
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| Subject: | Re: Annual Condition Inspection |
Here's the one I use.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
23 years flying it
Kolbra 912UL
N20386
2 years flying it
120 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=290649#290649
Attachments:
http://forums.matronics.com//files/annual_inspection_checklist_159.doc
Message 20
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Im also glad to hear that Kolb will be building a VW powered Xtra next. I was hoping
to have some flight time on mine already but not yet. There was some interference
with the wings and the engine when folding the wings so I had to address
that. Also I was not happy with the original exhaust that I had installed
so I changed that. Anyway this weekend is the date to take my plane to the airport
and I should have some info to post soon.
Rick, your panel looks great. That is also something that I will change on mine
at a later time. It's time to stop fiddling and start flying....
--------
Craig Spoke
Mark 111 Xtra
VW Redrive
Lillian, AL
cspoke@gulftel.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=290665#290665
Message 21
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| Subject: | FireFly & MZ 34 - First Flight |
FireFlyer's,
First flight for the MZ 34. The good news is that the engine can really
push the FireFly right along and even though the engine could not be brought
up to maximum rpm, had an acceptable climb rate. No handling problems in
that the CG actually moved forward a little in comparison to the 447.
Although I ran the engine for about two hours on the ground, the first
flight was not trouble free, in that, the engine quit at altitude so I had a
quiet flight back to the airport. At first I thought it may be an early
magneto failure, but it was not, as I could start the engine after a prime,
but it would not continue to run. Tomorrow I will get to revisit the
intricacies of the Tillotson carburetor.
I will be putting up some photos of the assembled FireFly with the MZ 34. I
copied out my thoughts and facts from my flight log. A good Saint Patrick's
Day and I hope yours was as well.
Jack B. Hart FF004
Winchester, IN
March 17, 2010 - Flight 742 - 14 minutes, 12 seconds - 267:39 tt, MZ 00:14 -
burned 0.60(0.55) gallons. Overall fuel burn rate was 2.54/(2.32) gph.
Maximum engine rpm was 5,500 rpm. EGT was 1,200 and CHT was 400 degrees F.
Climb at 45 mphi was 300 to 500 fpm. Flew the runway to be sure I could
gain enough altitude for a down wind landing if the engine quit. Then
dropped the nose and let the FireFly climb at 50 mphi. Circled the airport
and continued to cruise climb until 2,500 feet agl. Hands got cold.
Leveled off and the ASI topped out at 55 mphi.
Was busy watching EGT, CHT, rpm and ASI. Did notice that the FireFly seems
to be quieter and fuselage vibrations seems to be less. The combined Lord
and bulk head mounting isolators is working out. I need to take the sound
meter with me on the next flight. The left thrust offset worked out well in
that the ball remained centered.
Still have carburetor issues, in that after initial start up, the engine
wanted to run very rich on taxi out. This may be due to too rich a prime
for start up. Engine smoothed out just fine with advancing of the throttle
for take off. Did well for being grounded six months. Engine ran fine for
about 13 minutes and then I started to throttle back for decent. EGT and
CHT floated up a little. I need to put a tube on the diaphragm static air
vent and bring it inside the fuselage to see if it will help. Then the
engine quit. Glided back into the pattern and down the length of the runway
and slipped it down so that I only had to push it 100 yards to the hangar.
At the hangar I primed the engine and pulled the starter and it fired right
up and then died. I may have gotten a bug in the diaphragm static air vent.
Also, my radio and gps would not power up. I suspect the connector below
the seat needs to be checked. Will check things out tomorrow.
At 5,500 rpm the engine at the top of the torque curve and the engine is
developing 23 HP. I really don't want to cut the propeller any smaller.
Need to call Compact Engines to see if they can provide a higher ratio
reduction unit. I need to get the engine up to 6,200 rpm where it can
develop 27 HP. This should improve climb rate.
Over all a very satisfactory first flight. It was great to get back into
the air. It is nice that 23 HP will push a 213.5 pound dry FireFly 55 mphi
in level flight, and climb at 300 to 500 fpm. How will it perform when the
engine can develop 27 HP?
Message 22
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| Subject: | Re: FireFly & MZ 34 - First Flight |
Jack, did it quit during climb or after pulling the throttle back?
BB
On 17, Mar 2010, at 7:20 PM, Jack B. Hart wrote:
>
> FireFlyer's,
>
> First flight for the MZ 34. The good news is that the engine can really
> push the FireFly right along and even though the engine could not be brought
> up to maximum rpm, had an acceptable climb rate. No handling problems in
> that the CG actually moved forward a little in comparison to the 447.
>
> Although I ran the engine for about two hours on the ground, the first
> flight was not trouble free, in that, the engine quit at altitude so I had a
> quiet flight back to the airport. At first I thought it may be an early
> magneto failure, but it was not, as I could start the engine after a prime,
> but it would not continue to run. Tomorrow I will get to revisit the
> intricacies of the Tillotson carburetor.
>
> I will be putting up some photos of the assembled FireFly with the MZ 34. I
> copied out my thoughts and facts from my flight log. A good Saint Patrick's
> Day and I hope yours was as well.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
>
> March 17, 2010 - Flight 742 - 14 minutes, 12 seconds - 267:39 tt, MZ 00:14 -
> burned 0.60(0.55) gallons. Overall fuel burn rate was 2.54/(2.32) gph.
> Maximum engine rpm was 5,500 rpm. EGT was 1,200 and CHT was 400 degrees F.
> Climb at 45 mphi was 300 to 500 fpm. Flew the runway to be sure I could
> gain enough altitude for a down wind landing if the engine quit. Then
> dropped the nose and let the FireFly climb at 50 mphi. Circled the airport
> and continued to cruise climb until 2,500 feet agl. Hands got cold.
> Leveled off and the ASI topped out at 55 mphi.
>
> Was busy watching EGT, CHT, rpm and ASI. Did notice that the FireFly seems
> to be quieter and fuselage vibrations seems to be less. The combined Lord
> and bulk head mounting isolators is working out. I need to take the sound
> meter with me on the next flight. The left thrust offset worked out well in
> that the ball remained centered.
>
> Still have carburetor issues, in that after initial start up, the engine
> wanted to run very rich on taxi out. This may be due to too rich a prime
> for start up. Engine smoothed out just fine with advancing of the throttle
> for take off. Did well for being grounded six months. Engine ran fine for
> about 13 minutes and then I started to throttle back for decent. EGT and
> CHT floated up a little. I need to put a tube on the diaphragm static air
> vent and bring it inside the fuselage to see if it will help. Then the
> engine quit. Glided back into the pattern and down the length of the runway
> and slipped it down so that I only had to push it 100 yards to the hangar.
> At the hangar I primed the engine and pulled the starter and it fired right
> up and then died. I may have gotten a bug in the diaphragm static air vent.
> Also, my radio and gps would not power up. I suspect the connector below
> the seat needs to be checked. Will check things out tomorrow.
>
> At 5,500 rpm the engine at the top of the torque curve and the engine is
> developing 23 HP. I really don't want to cut the propeller any smaller.
> Need to call Compact Engines to see if they can provide a higher ratio
> reduction unit. I need to get the engine up to 6,200 rpm where it can
> develop 27 HP. This should improve climb rate.
>
> Over all a very satisfactory first flight. It was great to get back into
> the air. It is nice that 23 HP will push a 213.5 pound dry FireFly 55 mphi
> in level flight, and climb at 300 to 500 fpm. How will it perform when the
> engine can develop 27 HP?
>
>
>
>
>
>
Message 23
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I really dont think it is safe to put any inline squeze bulb in any airpla
ne as I have never seen a good quality one, Check valves sticking ,rubber
getting hard or cracking or the whole thing falling apart even if you hav
e a loop plumed around it when it falls apart you will lose fuel to the
carb I like a GA style Fuel primer much better quality and I think it is
much safer than the cheap ones you can buy at a snowmobile shop they have
there problems also
But this is just my opinion on how to keep thing safe for me
Ellery Batchelder Jr.
-----Original Message-----
From: william sullivan <williamtsullivan@att.net>
Sent: Wed, Mar 17, 2010 10:39 am
Subject: Kolb-List: Fuel system
I need some advice on completing the fuel system on an original Firestar
. The gas tank is located above the BRS, and is a bottom draw. I current
ly have only a squeeze bulb. When I emptied it last year, there was some
water in the bottom of the tank. I bought a Great Plains gascolator and
a Rotax primer. There are no mounting holes or brackets with the gascola
tor, so I need some ideas on where and how to mount it. Also, I need some
ideas on where to mount the primer valve.
Ellery has recommended doing without the squeeze bulb, and only using th
e primer. If it works for him with his weather, it should work for me.
Ideas, anyone?
Bill Sullivan
Windsor Locks, Ct.
FS 447
45 degrees and climbing,
clear, no wind
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Message 24
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| Subject: | Re: for long distance Kolbers.... with money |
Pat, Ladd
Glad to see you're back! -- from your MOST extensive trip.
In re bad puns -- "Sorry"? if we had to apologise for them I'd have
no time for anything else.
Always wondered about penny-farthing braking, but assumed you'd feel
you were nosediving & let up on the pedal.
Anyway, good to have you back.
Fair winds,
Russ
PS Wanna help me bring a 37' sailboat from Bermudah to CT?
Dint really think so. You're smarter than moi, & I must be as crazy
as people say.
On Mar 14, 2010, at 2:40 PM, pj.ladd wrote:
>
> long distance Kolb flyers, if you have lots of extra money ""
>
> Hi Thom,
> thanks for putting that clip on. Very interesting concept but the
> `penny farthing` small wheel behind design very smartly gave way to
> the `safety bike` design, more or less as we know it now for a very
> good reason. When you put the brake on you nosedived into the
> ground. I see that the guy has fitted ABS but I doubt if that is
> enough to stopthe nosedive.
> The design as far as the folding capacity is concerned was very neat.
> I ride a folding electric bike and it certainly is useful. I can
> stick it in the car when travelling and the power takes the sting
> out of the hills to a certain extent. If you don`t turn the pedals
> in my model you get no power so you can`t just sit there. You have
> to exercise but with the pedals turning the power assist kicks in.
> There is a much more upmarket version than mine which folds into a
> small and light enough pack to take on a train.
> Unless this guy has come up with a breakthrough in battery power I
> think he is re inventing the wheel. bad pun. Sorry.
>
> Thanks
>
> Pat
>
>
Message 25
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| Subject: | Re: FireFly & MZ 34 - First Flight |
At 06:47 PM 3/17/10 -0400, you wrote:
>
>Jack, did it quit during climb or after pulling the throttle back?
>BB
>
Bob,
I was trying to descend. I was fighting the dilemma of increasing CHT and EGT
due to unloading the over propped engine. I had dropped the engine down to
about 4,300 rpm and both the CHT and EGT had fallen away from the upper
limits. The carburetor may have iced up and it quit. From experience on
the ground, if the high speed jet had plugged the engine would have
continued to run at a little over 4,000 rpm. So I suspect it may have been
ice. With the muffler mounted up overhead, it may be possible that I can
add carb heat.
Tomorrow, I will check it out some more.
Jack B. Hart FF004
Winchester, IN
Message 26
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| Subject: | Re: Annual Condition Inspection |
Ralph,
Good list.
Don't forget to check all cables, cable thimbles and tangs ?
Perhaps you included that and I missed it.
On Mar 17, 2010, at 1:15 PM, Ralph B wrote:
>
> Here's the one I use.
>
> Ralph
>
> --------
> Ralph B
> Original Firestar 447
> N91493 E-AB
> 1000 hours
> 23 years flying it
> Kolbra 912UL
> N20386
> 2 years flying it
> 120 hrs
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=290649#290649
>
>
> Attachments:
>
> http://forums.matronics.com//files/annual_inspection_checklist_159.doc
>
>
Message 27
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My apologies, List, I goofed again. Should have been off-list to Pat.
Message 28
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Bill, as I said I'm using just the primer, no bulb. The primer pump is
mounted on a bracket behind the seat, so I can reach it in flight, and
draws fuel from just before the carburetor so it will fill the line.
How's the rebuild going? You must be close if you're working on the fuel
system.
-Dana
At 10:39 AM 3/17/2010, william sullivan wrote:
> I need some advice on completing the fuel system on an original
> Firestar. The gas tank is located above the BRS, and is a bottom
> draw. I currently have only a squeeze bulb. When I emptied it last
> year, there was some water in the bottom of the tank. I bought a Great
> Plains gascolator and a Rotax primer. There are no mounting holes or
> brackets with the gascolator, so I need some ideas on where and how to
> mount it. Also, I need some ideas on where to mount the primer valve.
> Ellery has recommended doing without the squeeze bulb, and only using
> the primer. If it works for him with his weather, it should work for
> me. Ideas, anyone?
>
--
When only cops have guns, it's called a police state.
Message 29
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Bill
The Great Plains gascolator is a good one but they don't sell a mount
for it. I have seen mounts that will work but don't remember where.
Check other aircraft supply houses. I have seen them listed and they
look much better than the mount I fabricated. Also be sure to install a
drain valve like a Curtis drain valve. Mount the gascolator so the drain
valve is assessable out the lower side of the fuselage. This will allow
your to sample your fuel before each flight.
The plunger primers work well but can leak. Install a shut off valve
between the primer and the fuel system. This will eliminate the likely
chance that the primer will allow air to enter your fuel system.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: william sullivan
To: kolb list
Sent: Wednesday, March 17, 2010 10:39 AM
Subject: Kolb-List: Fuel system
I need some advice on completing the fuel system on an
original Firestar. The gas tank is located above the BRS, and is a
bottom draw. I currently have only a squeeze bulb. When I emptied it
last year, there was some water in the bottom of the tank. I bought a
Great Plains gascolator and a Rotax primer. There are no mounting holes
or brackets with the gascolator, so I need some ideas on where and how
to mount it. Also, I need some ideas on where to mount the primer
valve.
Ellery has recommended doing without the squeeze bulb, and
only using the primer. If it works for him with his weather, it should
work for me. Ideas, anyone?
Bill Sullivan
Windsor Locks,
Ct.
FS 447
45 degrees and
climbing, clear, no wind
Message 30
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- Dana- If I put the nose cone back on and fill it with fuel, it would be
flyable in an hour.- Besides the fuel sustem changes, I want to cover th
e pod with Stits and put a windshield on it.- Also, take off some weight
by switching the struts from steel to aluminum; switch to Firefly landing l
egs, and maybe add brakes.- I also acquired a trailer and have started to
modify it.- Weather put an end to it for the winter.- Remodeling the h
ouse is interfering with recreation.
-
-------------------------
--------------- Bill Sullivan
-------------------------
--------------- Windsor Locks, Ct.
-------------------------
--------------- FS 447
Message 31
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| Subject: | VG's............... |
Hello Kolb VG users, and enablers,
I flew in a brand new Boeing 737 -900 a couple weeks back. I had a seat just
behind the wing. The wing had the now standard invert droop tip on the end,
But it also had eight VG's spacer out on the wing ahead of the flaps. What
do you make of that?
All Ears,
Nick Cassara
Palmer, Alaska
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