Today's Message Index:
----------------------
1. 04:05 AM - Re: Re: rain tolerant prop (Dana Hague)
2. 04:05 AM - Re: Re: rain tolerant prop (Thom Riddle)
3. 04:05 AM - Re: intro and request (Lee Morgan)
4. 04:12 AM - Re: intro and requestintro and request intro and request (Lee Morgan)
5. 07:22 AM - Re: New FireStar II Owner (Jack B. Hart)
6. 07:49 AM - 5 gallon tanks (Ron @ KFHU)
7. 08:25 AM - Re: New FireStar II Owner (FIRESTARII)
8. 08:42 AM - Re: Re: New FireStar II Owner (b d)
9. 10:19 AM - Re: Re: New FireStar II Owner (Thom Riddle)
10. 10:43 AM - Re: Re: New FireStar II Owner (Richard Girard)
11. 12:16 PM - Re: New FireStar II Owner (FIRESTARII)
12. 02:43 PM - Single Liftstrut for FireFly... message for undoctor (henry.voris)
13. 02:47 PM - Re: Re: New FireStar II Owner (Larry Cottrell)
14. 02:53 PM - Re: intro and request (Richard Girard)
15. 07:31 PM - Fw: AOPA Aircraft Partnership Program T-shirt and free Summit pass (Malcolm Brubaker)
16. 09:23 PM - Re: New FireStar II Owner (Richard Pike)
Message 1
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| Subject: | Re: rain tolerant prop |
At 10:54 PM 9/13/2011, Ron @ KFHU wrote:
>
>This is a little off the top, so hold on to your hats, but since I know
>that my Alum prop handles rain pretty well, in fact its not an issue that ever
>came up, why not place an alum prop on the M3 sized Kolbs for the rainy
>day fliers. I have not looked into the weight penalty...
It sure would be heavier. You might be able to live with it from a W&B
standpoint by taking it into account, but I doubt a Rotax gearbox could
handle the increased moment of inertia. Even the direct drive auto engine
conversions would likely have trouble with it.
-Dana
--
"Let's set the memory limit at 640K. Nobody will EVER need more RAM than
that." - Bill Gates, 1981
Message 2
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| Subject: | Re: rain tolerant prop |
Ron,
Thinking out loud is a habit of experimenters and tinkerers. Sometimes you
have to go thru a lot of "imperfect" ideas to get to the best ones.
That said, I doubt seriously that anyone makes an aluminum prop for a Jabiru
or Rotax pusher. I do not know the hole pattern in an O-200 prop flange but
suspect it is not identical to either a Rotax or Jabiru. I know the twist
for a C-150 tractor is in the wrong direction for a pusher Rotax 912 or
Jabiru. Jabiru specifies wood only except on one or two approved composite
props they have tested.
Being a cheapskate, my current solution is to avoid rain whenever possible.
When rain cannot be avoided I will slow down to about 65 mph and 2400 rpm
keeping tip speeds below 520 mph, which appears to be the speed limit above
which rain begins to erode my prop leading edge.
Thom in Buffalo
On Tue, Sep 13, 2011 at 10:54 PM, Ron @ KFHU <captainron1@cox.net> wrote:
>
> This is a little off the top, so hold on to your hats, but since I know
> that my Alum prop handles rain pretty well, in fact its not an issue that
> ever
> came up, why not place an alum prop on the M3 sized Kolbs for the rainy day
> fliers. I have not looked into the weight penalty
> and all of the rest of it, but .... ?
> Has anyone tried it at all, a two blade Sensenitch as goes on a C-150,
> maybe?
> Everybody relax just wondering out loud. Furiously digging a fox hole. :-)
>
> Ron @ KFHU
>
>
Message 3
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| Subject: | Re: intro and request |
Rick,
I am located in central Massachusetts, I little more info ,I have a sport
license and previous planes that I have flown are
a Quicksilver mx, Vector 627, Goldwing, currently the Hawk, I have in the
works a Rans S-4 Coyote - (just because I got such a good deal on it)
and this winter the MK II.
Lee..
Message 4
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| Subject: | Re: intro and requestintro and request intro and request |
Malcolm,
Nice looking plane and nice setup with the trailer also. The dune buggy tank
is a good idea, the MK II that I have, currently has two 5 gallon tanks.
I have to inspect these to see their condition and will definitely keep the
dune buggy tank in mind. where did you get it from ?
Lee..
Message 5
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| Subject: | Re: New FireStar II Owner |
At 06:49 PM 9/13/11 -0700, you wrote:
>
...............................
>I would like a happy medium and/or that adjustable/constant speed retro fit
that IVO offers. Any input/advise would really be appreciated. Thanks
everybody and I really enjoy all your post(religious or not) the information
really helped me after the purchase of my airplane.
>
Seth,
If you are running a two-cycle engine, you will need an air/fuel mixture
control to keep your engine operating efficiently and to keep the EGT within
acceptable limits as you change the propeller pitch to and/or from climb to
cruise. I have developed such a control for the Bing 54 carburetor that is
used on the Rotax 447 and the Simonini Victor 1+. I used it for many hours
on the Victor 1+, It is very stable and easy to use. If you are interested
it can be viewed at:
http://jackbhart.com/firefly/firefly146.html
Jack B. Hart FF004
Winchester, IN
Message 6
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| From: | "Ron @ KFHU" <captainron1@cox.net> |
I have two brand new Kolb 5 gallon tanks that came along with my kit. Those have
never been used and are as new as it gets, Arizona dust is available if so desired.
Been sitting in My hanger same spot for about 10 years.
Anyone wants them make an offer, they are doing me no good. I installed custom
tanks in my M3X so I can't see I'll ever need them.
Contact offline if interested.
Ron @ KFHU
-===============================================
---- Lee Morgan <lmorgan100@charter.net> wrote:
============
Malcolm,
Nice looking plane and nice setup with the trailer also. The dune buggy tank
is a good idea, the MK II that I have, currently has two 5 gallon tanks.
I have to inspect these to see their condition and will definitely keep the
dune buggy tank in mind. where did you get it from ?
Lee..
--
kugelair.com
Message 7
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| Subject: | Re: New FireStar II Owner |
Hello everybody sorry I did not post my engine type regardless its a 503DCDI oil
injected. As far as EGT/CHT both fall well within the recommended range under
the current set up. Based on that I have a tendency to believe that the "Tach"
is reading slightly high of the actual RPMs so this week I am going to try
out an optical tach that I have used previously on my model airplanes and helicopters
for tuning purposed as it is very small and adjustable for 2 or 3 blade
configurations. I will post the results and data.
Additionally the reply about pulling the certs confused me somewhat it is registered
to the best of my knowledge ELSA-AMbuilt? So the statement about the prop
is above my level of comprehension? Huh?
If the man with the prop for sale would email or call me I would like to try to
get something worked out with ya. two one six-288-forty two ten.
The airplane fly's great the way it is but as all airplane owners know there is
always room for improvement. I am very spoiled because for the last ten years
I have flown only turbo-jets or high perf pistons with constant speed props.
As an unintended consequence I have found I am extremely sensitive to RPM variations
in flight and find myself aways on edge thinking that little sucker is
going to quit in the next 30 seconds. BTW I fly the airplane with that in mind:)!
My goal here is simply to improve the overall usability of the bird as I absolutely
love her and if it works the way the ones on the Lycomings and Continentals
do I believe it would be a wonderful addition. Let me know what you guys figure
out and thanks again for your input.
--------
Low and Slow FireStar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=352279#352279
Message 8
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| Subject: | Re: New FireStar II Owner |
If you're you're running a 2 stroke, you may want to retain your edge and
consider it probably will quit in the next 30 sec. :-) *". . . find myself
always on edge thinking that little sucker is going to quit in the next 30
seconds"*.
Check out the times on Rotax engines . . the real times under the ones for
sale like: "Plane has 100 hrs, engine just overhauled" Be looking for a
good 4 stroke.
Bruce
On Wed, Sep 14, 2011 at 8:22 AM, FIRESTARII <CCMFarms@aol.com> wrote:
>
> Hello everybody sorry I did not post my engine type regardless its a
> 503DCDI oil injected. As far as EGT/CHT both fall well within the
> recommended range under the current set up. Based on that I have a tendency
> to believe that the "Tach" is reading slightly high of the actual RPMs so
> this week I am going to try out an optical tach that I have used previously
> on my model airplanes and helicopters for tuning purposed as it is very
> small and adjustable for 2 or 3 blade configurations. I will post the
> results and data.
> Additionally the reply about pulling the certs confused me somewhat it is
> registered to the best of my knowledge ELSA-AMbuilt? So the statement about
> the prop is above my level of comprehension? Huh?
> If the man with the prop for sale would email or call me I would like to
> try to get something worked out with ya. two one six-288-forty two ten.
> The airplane fly's great the way it is but as all airplane owners know
> there is always room for improvement. I am very spoiled because for the
> last ten years I have flown only turbo-jets or high perf pistons with
> constant speed props. As an unintended consequence I have found I am
> extremely sensitive to RPM variations in flight and find myself aways on
> edge thinking that little sucker is going to quit in the next 30 seconds.
> BTW I fly the airplane with that in mind:)!
> My goal here is simply to improve the overall usability of the bird as I
> absolutely love her and if it works the way the ones on the Lycomings and
> Continentals do I believe it would be a wonderful addition. Let me know
> what you guys figure out and thanks again for your input.
>
> --------
> Low and Slow FireStar II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=352279#352279
>
>
Message 9
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| Subject: | Re: New FireStar II Owner |
Sorry to report that there is no such thing as "ELSA-AMbuilt". Either it is
ELSA or Experimental Amateur Built. Most are Experimental Am-Built but some
were registered under the FAA amnesty program for fat ultralights which
previously flew un-registered, and were issued an ELSA (experimental light
sport aircraft) a/w certificate after inspection.
The poster warning of the airworthiness certification being yanked if the
airplane no longer meets ELSA requirements (a constant speed prop would do
that because an ELSA or SLSA don't permit this) could loose its
airworthiness certificate. if the FAA knows about it. THEN the only way to
fly it legally would be to apply for Exp-Am-Built a/w certificate which
would require all sorts of documentation that may or may not be available.
If your pink slip (airworthiness certificate) says Experimental Amateur
Built then you can do the constant speed prop and fly it legally as long as
you maintain your FAA medical.
I hope this does not add to the confusion.
Thom in Buffalo
On Wed, Sep 14, 2011 at 11:39 AM, b d <gpabruce@gmail.com> wrote:
>
> If you're you're running a 2 stroke, you may want to retain your edge and
> consider it probably will quit in the next 30 sec. :-) *". . . find
> myself always on edge thinking that little sucker is going to quit in the
> next 30 seconds"*.
>
> Check out the times on Rotax engines . . the real times under the ones for
> sale like: "Plane has 100 hrs, engine just overhauled" Be looking for a
> good 4 stroke.
>
> Bruce
>
> On Wed, Sep 14, 2011 at 8:22 AM, FIRESTARII <CCMFarms@aol.com> wrote:
>
>>
>> Hello everybody sorry I did not post my engine type regardless its a
>> 503DCDI oil injected. As far as EGT/CHT both fall well within the
>> recommended range under the current set up. Based on that I have a tendency
>> to believe that the "Tach" is reading slightly high of the actual RPMs so
>> this week I am going to try out an optical tach that I have used previously
>> on my model airplanes and helicopters for tuning purposed as it is very
>> small and adjustable for 2 or 3 blade configurations. I will post the
>> results and data.
>> Additionally the reply about pulling the certs confused me somewhat it is
>> registered to the best of my knowledge ELSA-AMbuilt? So the statement about
>> the prop is above my level of comprehension? Huh?
>> If the man with the prop for sale would email or call me I would like to
>> try to get something worked out with ya. two one six-288-forty two ten.
>> The airplane fly's great the way it is but as all airplane owners know
>> there is always room for improvement. I am very spoiled because for the
>> last ten years I have flown only turbo-jets or high perf pistons with
>> constant speed props. As an unintended consequence I have found I am
>> extremely sensitive to RPM variations in flight and find myself aways on
>> edge thinking that little sucker is going to quit in the next 30 seconds.
>> BTW I fly the airplane with that in mind:)!
>> My goal here is simply to improve the overall usability of the bird as I
>> absolutely love her and if it works the way the ones on the Lycomings and
>> Continentals do I believe it would be a wonderful addition. Let me know
>> what you guys figure out and thanks again for your input.
>>
>> --------
>> Low and Slow FireStar II
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=352279#352279
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
> *
>
> *
>
>
Message 10
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| Subject: | Re: New FireStar II Owner |
Seth, I can explain about the certs issue. Below is the definition of a
Light Sport Aircraft from FAR 1.1 Definitions
Light-sport aircraft means an aircraft, other than a helicopter or
powered-lift that, since its original certification, has continued to meet
the following:
(1) A maximum takeoff weight of not more than=97
(i) 1,320 pounds (600 kilograms) for aircraft not intended for operation on
water; or
(ii) 1,430 pounds (650 kilograms) for an aircraft intended for operation on
water.
(2) A maximum airspeed in level flight with maximum continuous power (VH) o
f
not more than 120 knots CAS under standard atmospheric conditions at sea
level.
(3) A maximum never-exceed speed (VNE) of not more than 120 knots CAS for a
glider.
(4) A maximum stalling speed or minimum steady flight speed without the use
of lift-enhancing devices (VS1) of not more than 45 knots CAS at the
aircraft's maximum certificated takeoff weight and most critical center of
gravity.
(5) A maximum seating capacity of no more than two persons, including the
pilot.
(6) A single, reciprocating engine, if powered.
(7) A fixed or ground-adjustable propeller if a powered aircraft other than
a powered glider.
(8) A fixed or feathering propeller system if a powered glider.
(9) A fixed-pitch, semi-rigid, teetering, two-blade rotor system, if a
gyroplane.
(10) A nonpressurized cabin, if equipped with a cabin.
(11) Fixed landing gear, except for an aircraft intended for operation on
water or a glider.
(12) Fixed or retractable landing gear, or a hull, for an aircraft intended
for operation on water.
(13) Fixed or retractable landing gear for a glider.
Notice number 7. To operate as an LSA the aircraft has to have a fixed pitc
h
or ground adjustable propeller.
Now look at that phrase in the opening "has continued to meet the following
"
That means if you put an inflight adjustable propeller on your aircraft it
not only is no longer an LSA, *it can NEVER be one again. *Even if you take
the prop off, once the aircraft has been outside the LSA definition you
can't bring it back in.
You say your aircraft is an ELSA-AM built. There is no such thing. It is
either an Experimental Light Sport Aircraft (E-LSA) or an Experimental
Amateur Built aircraft (E-AB). Now if your aircraft is an E-AB and you put
an inflight adjustable prop on it continues as before, except that it can n
o
longer be flown by a person with a Light Sport ticket. The lowest rating to
fly it would be a private pilot ticket. If your aircraft is registered E-LS
A
and you put the inflight adjustable prop on it your Experimental
Airworthiness Certificate is void and no one can fly it. You also cannot ge
t
a new A/W certificate as an E-AB either.
Rick Girard
On Wed, Sep 14, 2011 at 10:39 AM, b d <gpabruce@gmail.com> wrote:
>
> If you're you're running a 2 stroke, you may want to retain your edge and
> consider it probably will quit in the next 30 sec. :-) *". . . find
> myself always on edge thinking that little sucker is going to quit in the
> next 30 seconds"*.
>
> Check out the times on Rotax engines . . the real times under the ones fo
r
> sale like: "Plane has 100 hrs, engine just overhauled" Be looking for a
> good 4 stroke.
>
> Bruce
>
> On Wed, Sep 14, 2011 at 8:22 AM, FIRESTARII <CCMFarms@aol.com> wrote:
>
>>
>> Hello everybody sorry I did not post my engine type regardless its a
>> 503DCDI oil injected. As far as EGT/CHT both fall well within the
>> recommended range under the current set up. Based on that I have a tend
ency
>> to believe that the "Tach" is reading slightly high of the actual RPMs s
o
>> this week I am going to try out an optical tach that I have used previou
sly
>> on my model airplanes and helicopters for tuning purposed as it is very
>> small and adjustable for 2 or 3 blade configurations. I will post the
>> results and data.
>> Additionally the reply about pulling the certs confused me somewhat it i
s
>> registered to the best of my knowledge ELSA-AMbuilt? So the statement a
bout
>> the prop is above my level of comprehension? Huh?
>> If the man with the prop for sale would email or call me I would like to
>> try to get something worked out with ya. two one six-288-forty two ten.
>> The airplane fly's great the way it is but as all airplane owners know
>> there is always room for improvement. I am very spoiled because for the
>> last ten years I have flown only turbo-jets or high perf pistons with
>> constant speed props. As an unintended consequence I have found I am
>> extremely sensitive to RPM variations in flight and find myself aways on
>> edge thinking that little sucker is going to quit in the next 30 seconds
.
>> BTW I fly the airplane with that in mind:)!
>> My goal here is simply to improve the overall usability of the bird as I
>> absolutely love her and if it works the way the ones on the Lycomings an
d
>> Continentals do I believe it would be a wonderful addition. Let me know
>> what you guys figure out and thanks again for your input.
>>
>> --------
>> Low and Slow FireStar II
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=352279#352279
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
> *
>
===========
===========
===========
===========
> *
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 11
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| Subject: | Re: New FireStar II Owner |
:D Ok airplane certs say its Experimental Amiture Built. Sooo if I understand
correctly putting the in flight adjustable propconstant speed prop on there then
its a non issue and since I have all required ratings(ATP,ME-CFII) then there
is no problem. Also I just flew it and checked the RPM static is 6300 and
climb at 45mph indicated is 6800 and i cruise at 5600 to 5800 and about 60mph
indicated. CHT in climb is 300f and EGT is right at 1000 and cruise is 250CHT
and 800 EGT. correct me if I am wrong but that sounds purdy well in line with
exactly what Rotax recommends. Again thanks for all the input.
--------
Low and Slow FireStar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=352303#352303
Message 12
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| Subject: | Single Liftstrut for FireFly... message for undoctor |
14sep11
Dave,
Congratulations on getting the FlagFly off the wall. As was stated... Because of
your solid storage procedures, you made you own luck.
I have an interest in converting my FireFly (Five-Charlie_Bravo) to a single liftstrut
like the FlagFly.
I believe I recall a post to the List when the FlagFly was converted, but am unable
to locate it in the archives.
Any help would be appreciated...
Aloha,
--------
Henry
Firefly Five-Charlie-Bravo
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=352316#352316
Message 13
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| Subject: | Re: New FireStar II Owner |
Everything sounds fine except your EGT's. They should be about 1150,
other wise you run the risk of carbon build up on the pistons.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: FIRESTARII
To: kolb-list@matronics.com
Sent: Wednesday, September 14, 2011 1:12 PM
Subject: Kolb-List: Re: New FireStar II Owner
:D Ok airplane certs say its Experimental Amiture Built. Sooo if I
understand correctly putting the in flight adjustable propconstant speed
prop on there then its a non issue and since I have all required
ratings(ATP,ME-CFII) then there is no problem. Also I just flew it and
checked the RPM static is 6300 and climb at 45mph indicated is 6800 and
i cruise at 5600 to 5800 and about 60mph indicated. CHT in climb is 300f
and EGT is right at 1000 and cruise is 250CHT and 800 EGT. correct me
if I am wrong but that sounds purdy well in line with exactly what Rotax
recommends. Again thanks for all the input.
--------
Low and Slow FireStar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=352303#352303
Message 14
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| Subject: | Re: intro and request |
Lee, I keep hoping for another Kolb flyer in Kansas. Dang!
Rick
On Wed, Sep 14, 2011 at 6:02 AM, Lee Morgan <lmorgan100@charter.net> wrote:
> ** **
>
> Rick,****
>
> I am located in central ****Massachusetts****, I little more info ,I have
> a sport license and previous planes that I have flown are****
>
> a Quicksilver mx, Vector 627, Goldwing, currently the Hawk, I have in the
> works a Rans S-4 Coyote - (just because I got such a good deal on it)****
>
> and this winter the MK II.****
>
> Lee..****
>
> *
>
> *
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 15
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| Subject: | Fw: AOPA Aircraft Partnership Program T-shirt and free Summit |
pass
its cool and a cheep way to fly,- look up dave krugers you tube video on
selling aircraft partnerships to the power sport market=0A=0A=0AMalcolm & J
eanne Brubaker =0AMichigan Sport Pilot Repair =0ALSRM-A, PPC, WS=0AGreat Sa
ils - Sailmaker =0Afor Ultralight & Light Sport=0A(989)513-3022=0A=0A-----
Forwarded Message -----=0AFrom: David Kruger <david.kruger@theapa.com>=0ATo
: =0ASent: Wednesday, September 14, 2011 1:40 PM=0ASubject: AOPA Aircraft P
artnership Program T-shirt and free Summit pass =0A=0A=0ASupport the Aircra
ft Partnership Program and get one day's free admission to AOPA Aviation Su
mmit plus a cool T-shirt. =0A-=0AAll you have to do is wear the AOPA Airc
raft Partnership Program T-shirt for one day at Summit and tell anyone who
asks about the program to go to the AOPA Member Pavilion to get answers.
=0A-=0AThe Aircraft Partnership Program is a growing community of thousan
ds of individuals and businesses actively seeking to reduce the overall cos
ts of aircraft ownership 50 percent or more by forming partnerships to purc
hase and co-own aircraft, or by selling shares of an aircraft they already
own. This is a great way to make aircraft ownership more affordable for tho
usands of your fellow aviators. For questions or to take advantage of this
limited opportunity, please e-mail AOPA.
Message 16
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| Subject: | Re: New FireStar II Owner |
All the posts that you have gotten are very much on the money. I would encourage
you to look at the factory Rotax power curves and notice that there is very
little variation between what happens just below the power peak and just above
it. It is to your advantage to pitch the prop just below the power peak static
because while on climb out you will end up right in the sweet spot, which is
actually fairly broad.
Your ideal is to have the airplane hit red line at full throttle in level flight.
That will work well in all regimes. An rpm higher than that will often give
you egt's above safe in other regimes. Not to mention sucking up extra fuel.
Welcome aboard
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
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http://forums.matronics.com/viewtopic.php?p=352349#352349
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