Today's Message Index:
----------------------
1. 05:58 AM - Re: Cable Tightness (racerjerry)
2. 08:10 AM - Re: fire star II full enclosure (Richard Pike)
3. 08:47 AM - Good chuckle (Herb Gayheart)
4. 09:16 AM - Re: Good chuckle (Dennis Thate)
5. 09:22 AM - Small engines (william sullivan)
6. 09:42 AM - Re: Small engines (Herb Gayheart)
7. 09:45 AM - Re: Small engines (chris davis)
8. 09:45 AM - Re: Cable Tightness (Pat Ladd)
9. 09:46 AM - Re: Small engines (Phil)
10. 10:07 AM - Re: Small engines (Michael Welch)
11. 10:29 AM - Re: Good chucklehttp://www.avweb.com/eletter/archives/avflash/2146-full.html#206291 (John Hauck)
12. 10:30 AM - FW: Good chucklehttp://www.avweb.com/eletter/archives/avflash/2146-full.html#206291 (John Hauck)
13. 10:36 AM - Re: Good chuckle (Rex Rodebush)
14. 11:00 AM - Re: Small engines (Herb Gayheart)
15. 03:34 PM - Re: Small engines (Dennis Thate)
16. 05:20 PM - Re: Cable Tightness (David d.)
Message 1
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Subject: | Re: Cable Tightness |
David, I do not know which airplane you have, but dont get too up tight about cable
tension. On my Firestar II, rudder tension is determined solely by the springs
attached forward of the rudder pedals. The cables are loose and normally
slap the boom tube on taxi in grass.
Elevator cable tension is adjusted by the turnbuckles and could be set accurately
with the use of an expensive cable tensiometer; however, Kolb provides no specifications.
You dont want the darned things too tight for bind and wear reasons.
Kolb only specifies that the elevator cables be rigged with no slack.
Set cable tension on a cool day so that tension will not be excessive with boom
expansion. You dont want the cables so loose that they try to hop off a pulley,
but freedom from binding is much more important. You dont want the cables
to be drum tight. You should be to be able to easily deflect the cable with
one finger.
Turnbuckles:
Make sure that the turnbuckle forks have plenty of thread engagement within the
barrel; measure and record overall fork length beforehand so that you will be
able later determine where the fork end lies within the barrel. It is very important
to make sure that the forward turnbuckle forks do not bind or bottom
out at the extremes of full travel; grind the pivot for plenty of clearance (not
the fork). You do not want to set up any condition where the forks could start
to bend very dangerous. Make sure that turnbuckles are safety wired after
adjustment.
.
It is important to see that the cables are not twisted (wrapped over one another)
within the boom tube.
It is very important to see that the cables are not REVERSED. Make sure that when
you pull back on the stick, that the elevator goes UP and when you push right
pedal, that the rudder goes right, or you will have a very bad day.
--------
Jerry King
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Message 2
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Subject: | Re: fire star II full enclosure |
Eugene Zimmerman wrote:
> Richard,
>
> Very nice work on the Firestar rebuild.
> I like the way you enclosed it.
> Just a coupla questions.
> Is the area behind the fuel tanks accessible for baggage or additional fuel?
> Where did you get the seat?
> What is your empty weight?
> What is the rationale for the radiators?
> Does it have cabin heat?
>
> Thanks,
>
> Gene Z
>
>
Thanks for the kind words. Yes the area behind the seat is accessible, notice the
gray covered panel behind the seat with a blue lever at the bottom: turn the
lever and that comes out. It is a piece of thin plywood covered with foam and
headliner material. With the rear fuselage enclosed, it is noisy, it is like
sitting at the mouth of a megaphone. This is to kill the noise. It also keeps
papers and things from blowing out when you take out the side rear windows. Since
the two tanks that are in the airplane are 6 gallons, with about 11.5 usable
fuel, it already has 3.5 hours duration, for us, fuel is sufficient. Your
preferences may vary -
Added a couple pictures so you can see what the cargo shelf looks like. Welded
in some additional 5/16" tubing for the shelf, and a length of 1/2" tubing which
runs along the top back of the gas tanks and gives you a place to tie the tank
handles to, and it doubles as the forward bottom of the shelf. The shelf bottom
is two layers of Stits, the sides are one layer.
Here is the seat: http://www.bcchapel.org/pages/0003/FSII%20seat%20page.html
Empty weight is 488. A bit heavy for a single seater, but since the 582 pushes
it along nicely at 65 while loafing at 4,800 - 5,000, fuel burn is about 3 gph,
and climb rate is always around 1,000 fpm or better. So weight is not really
a problem.
The radiators - the one closest to the fuselage was almost enough, but not quite.
Since we just happened to have another one handy, I just piggy-backed them
and it works fine.
No cabin heat. Remember the empty weight ... it's fat enough now.
--------
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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Message 3
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Guys...
This is 2012 and as Gomer would say...surprise! Surprise!! Rotax
just discovered fuel injection!! :-)
Likely several hundred fuel injected planes , gyro's and trikes
flying with fuel injected auto engines in this country... mostly
Suzuki and Geo models...1.0 and 1.3 liter...
What will they think of next?? Price reduction?? You
bet!! Cynical Herb
Message 4
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Subject: | Re: Good chuckle |
http://www.rotax-owner.com/information/elearning-videos/333-912iS
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
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Message 5
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- Now that Rotax is doing away with their smaller 2-stroke engines, what
is the Kolb factory looking at for a suggested stock engine on the Firefly?
-
-------------------------
------------------- Bill Sullivan
-------------------------
------------------- Windsor Locks, Ct
.
-------------------------
------------------- FS 447
-
Message 6
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Subject: | Re: Small engines |
Strikes me that Mr. Hart up in Indianny...has already done the
research for them...? Those engines or a half Vw...at 84 lbs...Herb
At 11:21 AM 3/8/2012, you wrote:
> Now that Rotax is doing away with their smaller 2-stroke engines,
> what is the Kolb factory looking at for a suggested stock engine on
> the Firefly?
>
> Bill Sullivan
> Windsor Locks, Ct.
> FS 447
>
>
Message 7
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Subject: | Re: Small engines |
They . the Kolb factory that is just set up Phils Firefly with a mz 201 but
he is the Guinea pig for this one I dont know what they will recommend.Chr
is=0A=0A=0AChris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from cra
sh building Firefly=0A =0A=0A________________________________=0A From: will
iam sullivan <williamtsullivan@att.net>=0ATo: kolb list <kolb-list@matronic
s.com> =0ASent: Thursday, March 8, 2012 12:21 PM=0ASubject: Kolb-List: Smal
l engines=0A =0A- Now that Rotax is doing away with their smaller 2-str
oke engines, what is the Kolb factory looking at for a suggested stock engi
ne on the Firefly?- =0A=0A---------------
-------------------------
---- Bill Sullivan=0A---------------
-------------------------
---- Windsor Locks,=0A Ct.=0A------------
-------------------------
==
Message 8
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Subject: | Re: Cable Tightness |
David,
do not set the cables up too tight. There should be slack in the system and
there should be noise from the slapping cables in the boom tube when you
taxi..
I remember in my gliding club someone set the rudder cables on a glider too
tight and when the pilot hit a bump during the landing run the extra `g`
imparted to the pilots feet pulled the horns off the rudder.
Good job it didn`t happen on take off.
Pat
Message 9
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Subject: | Re: Small engines |
I am a couple of months (maybe sooner) away from firing up my CRE mz201 for
my new Firefly, which I've been building all winter. Here's a page I poste
d a month or two back:
http://phactor.com/Kolb/201/201.htm
By last calculations, the total dry engine weight is approaching 82lbs, but
that's including things I don't have on that page, and not including a bat
tery.
http://phactor.com/eng_a.jpg
Phil H
FF11-4-00076
--- On Thu, 3/8/12, william sullivan <williamtsullivan@att.net> wrote:
From: william sullivan <williamtsullivan@att.net>
Subject: Kolb-List: Small engines
- Now that Rotax is doing away with their smaller 2-stroke engines, what
is the Kolb factory looking at for a suggested stock engine on the Firefly?
-
-------------------------
------------------- Bill Sullivan
-------------------------
------------------- Windsor Locks, Ct
.
-------------------------
------------------- FS 447
-
Message 10
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Subject: | Re: Small engines |
Herb,
Half VW engine?? Cutting a VW engine in half, and leaving two of the
cylinders back in your shop, would be like
planting corn on the last 500 feet of your 800 foot runway. Don't meck
no sentz a'toll. Just sayin'......
hahaha
Mike Welch
On Mar 8, 2012, at 11:41 AM, Herb Gayheart wrote:
>
> Strikes me that Mr. Hart up in Indianny...has already done the
research for them...? Those engines or a half Vw...at 84 lbs...Herb
>
>
> At 11:21 AM 3/8/2012, you wrote:
>> Now that Rotax is doing away with their smaller 2-stroke engines,
what is the Kolb factory looking at for a suggested stock engine on the
Firefly?
>>
>> Bill Sullivan
>> Windsor Locks, Ct.
>> FS 447
>>
>>
>
>
>
>
>
>
Message 11
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This is 2012 and as Gomer would say...surprise!
Surprise!! Rotax
just discovered fuel injection!! :-)
Cynical Herb
Herb G/Kolbers:
Saw that this morning on AVWEB, then noticed just now I have
an email from Rotax on the same subject.
I felt the same way you did for many years because the carb
system on the 912 series were more maintenance intensive and
all the rest of the systems on the 912 combined.
Some years ago I asked Eric Tucker, Rotax guru, why we
didn't have fuel injection available for the 912. He said
the problem was suppliers, and the cost of certifying
engines for the European market. This was before LSA days.
Cost a lot of money to certify the engine with fuel
injection. If for some reason the supplier went out of
business, Rotax would have to recertify with the new system.
They would not take that kind of risk.
Undoubtedly, Rotax has found a supplier of fuel injection
systems that they feel is going to be around long enough to
make it worth their while to certify the engine again.
Has no bearing on us experimental guys though. Wish they
had gone ahead and supplied us with a system.
I am curious what the new fuel injection engine with
computer will cost. I don't have any idea what a 912ULS
cost these days.
Doubt I'll ever be in the market for the new system. My old
912uls should be around for a long time to come.
BTW the designation of the new engine, which is 100hp, is
912iS.
john h
Destin, Florida
Message 12
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www.avweb.com/eletter/archives/avflash/2146-full.html#206291
Don't know how that got in the subject line, but it did on
my previous.
The article on the 912iS.
john h
mkIII
Destin, FL
Message 13
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Subject: | Re: Good chuckle |
A couple of years at an Oshkosh Phil Lockwood was asked about fuel injection.
He said Rotax had contacted several makers of fuel injection systems and were
told the small quantity was not worth the liability issues.
Either that has changed or Rotax has developed their own injection system?
Rex
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Message 14
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Subject: | Re: Small engines |
Some time ago...maybe next to the last Homecoming, a fellow from
Tenn. brought his Firestar with a loaner half vw .. Homer looked it
over and remarked that it sure does vibrate a lot!! His "loaner
buddy" down near Knoxville.Tenn. flies a 45 hp super stroker on his
Fly..all praise...Haven't talked to him in a year , so I do not know
currrent status..
I have two Global, half vw's and one is on an N3 Pup...Idles
well at 6 to 700 rpm...but vibrates a lot at 2850 to 2900 cruise...
The crank and other rotating and reciprocating parts can be balanced
to yield a decent 35 to 45 hp engine.. My case is purpose cast and
has proper front and rear seals...engine runs on a single mag though
some have installed dual ign. using gm hei modules and an electric
system or waste energy.. I surely got comfortable flying behind
it...mixture control and less than 2 gph...at abt 63 mph...
Never had a problem with a 447 on the Firefly either... Herb
At 12:06 PM 3/8/2012, you wrote:
>Herb,
>
> Half VW engine?? Cutting a VW engine in half, and leaving two of
> the cylinders back in your shop, would be like
>planting corn on the last 500 feet of your 800 foot runway. Don't
>meck no sentz a'toll. Just sayin'......
>
>hahaha
>
>Mike Welch
>
>
>On Mar 8, 2012, at 11:41 AM, Herb Gayheart wrote:
>
>><<mailto:herbgh@nctc.com>herbgh@nctc.com>
>>
>>Strikes me that Mr. Hart up in Indianny...has already done the
>>research for them...? Those engines or a half Vw...at 84 lbs...Herb
>>
>>
>>At 11:21 AM 3/8/2012, you wrote:
>>> Now that Rotax is doing away with their smaller 2-stroke
>>> engines, what is the Kolb factory looking at for a suggested
>>> stock engine on the Firefly?
>>>
>>> Bill Sullivan
>>> Windsor Locks, Ct.
>>> FS 447
>>http://www.matronics========================http://www.matronics.com/co================
>>
>>
>>
>>
>>
>>
Message 15
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Subject: | Re: Small engines |
Shucks ! I should not have given my "love Bug" engine away ...
KdF Wagen. KdF stood for "Kraft durch Freude" which meant "Strength through Joy."
[Minus the vibration and extra weight.]
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
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Message 16
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Subject: | Re: Cable Tightness |
Thanks, Jerry and Pat
I plan to increase the up elevator cable size by 1/32" to a 1/8.
My Kolb is a Mk III extra. The newer ones have a 1/8 which is suspose to reduce
stretch.
David d.
--------
Kolb Mark IIIX 582 Blue head
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