Kolb-Archive.digest.vol-fc
September 20, 2004 - October 31, 2004
>
A quick search on Google provided the following:
SKYSports Online Ordering -> $368
http://www.ismi.com/airstuff/category.cfm?categoryid=315
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
In a message dated 9/20/2004 7:29:59 PM Eastern Standard Time,
Lynnp@c-gate.net writes:
Two more two less?
KXP has 7 ribs [same as a Firestar II] as opposed to just 5 on the Firestar.
Howard Shackleford
FS II
SC
________________________________________________________________________________
In a message dated 9/20/04 6:39:47 PM Eastern Daylight Time,
Lynnp@c-gate.net writes:
Kolbers,
What's the difference between a Fire star and a Fire star KXP?
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
do not archive
two ribs
I have a KX, without the P....therefore I have 5 ribs per wing. The K part
means there are a few other minor modifications. One is to the tail fold
technique.....I should have had the new K fold technique, but I ended up with
the
"original" which is a long pin through 3 holes which must line up everytime
you insert the pin and safety pin. I ended up with this because I bought the
1st KX made and it was delivered before the plans were finished....soooooo I
ended up with an original with a 447 instead of the old 377 as well. I bought
mine from Homer in '91. I think it was at Oshkosh or S n F,........... CRS.
Was flying it by '92....before it was even painted....and was clearly
transparent against the sun, just one coat of clear on it......whew! Bob Morrison
of Bristolville, Ohio flew it hands off, first time....only problem was....the
engine wouldn't go full throttle for more than 30 seconds...nother story.
george Randolph
Firestar driver from The Villages
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
| Subject: | Re: Fuel Mizer vrs NavMan |
A couple of years ago, I had a RANS S12XL with a 503... I installed a
NavMan fuel flow meter (which, by the way, I got from BoatersWorld.com for
MUCH less than SkySports or any of the other aviation places) and installed
the transducer in-line between the tank and the engine. I was careful to
make sure that the transducer was cushioned (via foam) from the vibrations
of the airframe.
Not only did the NavMan perform flawlessly, it helped me detect a partial
failure in the check-valve in my electric fuel pump. YMMV, but I was quite
happy with it.
-- Robert
P.S. The installation manual states, "The fuel flow transducer is designed
for installation in Coast Guard approved 9.5 mm
(3/8") flexible fuel line. The transducer MUST be installed AFTER the main
fuel filter. It should be located well away from any area where it will be
effected by excessive heat or vibration from the engine. It is preferable
to mount the transducer in a
vertical position." ... and I followed it to the letter.
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
| Subject: | Re: Fuel Mizer vrs NavMan |
Has anyone hooked up the NavMan transducer to an EIS? I'm looking at
Catalog # 319860151 for $89.99. Seems to be a nice alternative if it works.
Thanks,
J.D. Stewart
UltraFun AirSports
www.ultrafunairsports.com
Challenger List and Website administrator
http://challenger.inebraska.com
Titan Aircraft E-mail List
http://groups.yahoo.com/group/Titanaircraft/
>
>
> A couple of years ago, I had a RANS S12XL with a 503... I installed a
> NavMan fuel flow meter (which, by the way, I got from BoatersWorld.com for
> MUCH less than SkySports or any of the other aviation places) and
installed
> the transducer in-line between the tank and the engine. I was careful to
> make sure that the transducer was cushioned (via foam) from the vibrations
> of the airframe.
>
> Not only did the NavMan perform flawlessly, it helped me detect a partial
> failure in the check-valve in my electric fuel pump. YMMV, but I was
quite
> happy with it.
>
> -- Robert
>
> P.S. The installation manual states, "The fuel flow transducer is
designed
> for installation in Coast Guard approved 9.5 mm
> (3/8") flexible fuel line. The transducer MUST be installed AFTER the main
> fuel filter. It should be located well away from any area where it will be
> effected by excessive heat or vibration from the engine. It is preferable
> to mount the transducer in a
> vertical position." ... and I followed it to the letter.
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Metar Wx auto downloads |
Mornin' all, just found a neat little utility for auto-downloading current
Metar Wx reports off the web. It is at
http://www.nirsoft.net/utils/mweather.html
You can readily set it up to fetch the reports from the stations you
choose, and make it display values in any format you choose.
(meters, feet, celsius, centegrade, etc.)
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | John Jung <jrjungjr(at)yahoo.com> |
Group,
I thought that it should be added that the difference
between the Firestar and the KXP is more than the
number of ribs. There are 3 different Firestars, the
"original", the KX/KXP, and the Firestar I/II. Each of
the 3 have a different fuselage. The first two are no
longer manufactured. The number of ribs has been
covered in other posts.
John Jung
Firestar II N6163J
Surprise, Arizona
__________________________________
________________________________________________________________________________
| Subject: | Re: : Kolb-List:TNK FLYIN cheap communications |
________________________________________________________________________________
| Subject: | Re: : Kolb-List:TNK Flyin cheap communications |
In a message dated 9/21/04 1:48:26 PM Eastern Daylight Time,
wayne(at)engravers.net writes:
> Steve,
>
> I can talk to myself in flight all I want and it doesn't cost anything.
> However, if you're talking about talking to someone else in 1) The same
> aircraft, 2) In another aircraft or 3) Possibly someone on the ground,
> that's another whole matter altogether.
>
>
Wayne,
There are several mfgs that offer small inexpensive systems for bike to bike
or rider to passenger conversations. I set up a dealership for products from
three of these. I will be bringing them to the TNK Flyin to test out. I plan to
give away a few as door prizes. I will let the hard core Kolb drivers tell me
what they like best. You would be able to buy them from me or other sources.
I plan to offer a special discount to Kolblist types. I will post results
after the show.
Again you won't have to buy them from me there are other sources but I will
try to find the best option that everyone likes and share the info.
Steve B
WetFly #007
________________________________________________________________________________
| From: | "Gary r. voigt" <johndeereantique(at)qwest.net> |
Hello guys, this is kolb related because i own a kolb...huh... anyway i'am
trying to locate 1946 aeronca chief that my uncle owned when he lived in Alaska..he
paid a total sum of 2,000 for it. i have the numbers for it and would like
the web site to locate the plane if it has not been destroyed. i would like
to purchase it if i could ever find it even though it may be a long shot. i'am
pretty good at seeking those antique items out. if i can find a tractor, i
can locate a plane. thanks for your help in advance.
Gary r. voigt
KXP 447
________________________________________________________________________________
| From: | "Jerry Curtin" <jcurtin(at)cableone.net> |
| Subject: | Re: locate a plane? |
Gary, type in Avitop.com. This web site has a n-number search in the left
menu. If you have any trouble, let me know and I will help. Jerry Curtin
jcurtin(at)cableone.net
----- Original Message -----
From: "Gary r. voigt" <johndeereantique(at)qwest.net>
Subject: Kolb-List: locate a plane?
>
> Hello guys, this is kolb related because i own a kolb...huh... anyway
i'am trying to locate 1946 aeronca chief that my uncle owned when he lived
in Alaska..he paid a total sum of 2,000 for it. i have the numbers for it
and would like the web site to locate the plane if it has not been
destroyed. i would like to purchase it if i could ever find it even though
it may be a long shot. i'am pretty good at seeking those antique items out.
if i can find a tractor, i can locate a plane. thanks for your help in
advance.
>
> Gary r. voigt
> KXP 447
>
>
________________________________________________________________________________
| From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
Saw a teaser for Oshkosh highlights on Discovery Wings Thursday @ 8 PM.
Caught a glimpse on the promo of what appeared to be a yellow Kolb taking
off. Might want to watch if you have the Wings station.
Clay Stuart
Danville KY
________________________________________________________________________________
| From: | "Wayne @ Aircraft Engravers" <wayne(at)engravers.net> |
| Subject: | Re: : Kolb-List:TNK Flyin cheap communications |
Steve,
I was making a joke about using the tin cans and a taught string for
communications, I'm all set with my intercom system.
Wayne
> Wayne,
> There are several mfgs that offer small inexpensive systems for bike to
> bike
> or rider to passenger conversations. I set up a dealership for products
> from
> three of these. I will be bringing them to the TNK Flyin to test out. I
> plan to
> give away a few as door prizes. I will let the hard core Kolb drivers tell
> me
> what they like best. You would be able to buy them from me or other
> sources.
> I plan to offer a special discount to Kolblist types. I will post results
> after the show.
> Again you won't have to buy them from me there are other sources but I
> will
> try to find the best option that everyone likes and share the info.
>
> Steve B
> WetFly #007
________________________________________________________________________________
| From: | "M. Domenic Perez" <perezmdomenic(at)plateautel.net> |
| Subject: | Cheap communications |
Steve B.
I'm assuming your idea for cheap communication has something to do with
the new FRS and/or GMRS radios now available. If you are making yourself
informed about these, while you're at it, see if there is a way to patch
together for simultaneous use, an aviation radio, a cell phone and the
FRS/GMRS radios. I know this sounds excessive, but would be useful anyway.
In my case, if I had to give up one of the three, it would be the aviation
radio.
M. Domenic Perez
FS II
Vaughn, NM (the boonies, where there is nobody to talk to on an aviation
radio anyway)
________________________________________________________________________________
| Subject: | Re: on again off again |
In a message dated 9/22/2004 1:49:50 PM Eastern Standard Time,
lynnp@c-gate.net writes:
Kolbers,
I got an e-mail from Mark German informing me that he is going to London for
the fly in. I can't pass up the chance to look over his Kolbra so I am bending
all the rules and will see you all there.
Paul Petty
There will be four of us flying up to the London Airport [in a Lance]. See
you about noon.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | Firestar II flies with 582 |
Today, we swapped the tired 503 for a robust 582 on my friend,Chuck
Reinert's, Firestarr II.
He took her for a short test flight just at dark. I will fly her tomorrow &
get some numbers to post.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "Gary r. voigt" <johndeereantique(at)qwest.net> |
| Subject: | Re: locate a plane? |
jerry, thank you for the info.
Gary r. voigt
----- Original Message -----
From: "Jerry Curtin" <jcurtin(at)cableone.net>
Subject: Re: Kolb-List: locate a plane?
>
> Gary, type in Avitop.com. This web site has a n-number search in the left
> menu. If you have any trouble, let me know and I will help. Jerry Curtin
> jcurtin(at)cableone.net
> ----- Original Message -----
> From: "Gary r. voigt" <johndeereantique(at)qwest.net>
> To:
> Subject: Kolb-List: locate a plane?
>
>
>
> >
> > Hello guys, this is kolb related because i own a kolb...huh...
anyway
> i'am trying to locate 1946 aeronca chief that my uncle owned when he lived
> in Alaska..he paid a total sum of 2,000 for it. i have the numbers for it
> and would like the web site to locate the plane if it has not been
> destroyed. i would like to purchase it if i could ever find it even though
> it may be a long shot. i'am pretty good at seeking those antique items
out.
> if i can find a tractor, i can locate a plane. thanks for your help in
> advance.
> >
> > Gary r. voigt
> > KXP 447
> >
> >
>
>
________________________________________________________________________________
| Subject: | cell phone, FRS use in aircraft |
| From: | Jim Gerken <gerken(at)us.ibm.com> |
07:02:18 AM
>From: "M. Domenic Perez" <perezmdomenic(at)plateautel.net>
>Subject: Kolb-List: Cheap communications
>Steve B.
> I'm assuming your idea for cheap communication has something to do
with
>the new FRS and/or GMRS radios now available. If you are making yourself
>informed about these, while you're at it, see if there is a way to patch
>together for simultaneous use, an aviation radio, a cell phone and the
>FRS/GMRS radios. I know this sounds excessive, but would be useful anyway.
>In my case, if I had to give up one of the three, it would be the aviation
>radio.
>M. Domenic Perez
>FS II
I was told that use of a cell phone in any aircraft is illegal, as multiple
cell receivers are triggered at once. Could be wrong, and can't remember
the source...
I have patched my FRS into my intercom and used it to transmit from my Kolb
at a couple thousand feet to my wife on the ground over 6 miles away. This
was one of the normal no-license low power units. It was loud and clear.
Plenty of cords when you get a couple headsets, an intercom, an a/c band
radio, and then add a portable cassette/radio or a FRS to the intercomm.
FM radio reception is certainly great from a couple thousand feet also.
Jim
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: cell phone, FRS use in aircraft |
The prohibition against Cell Phone use in aircraft is from the FCC not the FAA.
See this link for more information.
http://wireless.fcc.gov/services/cellular/operations/aircraft.html
The airline industry has gone into cahoots with a single Cellular Service to allow
this company and only this company to provide Cell Service on the carriers'
aircraft. It sounds to me that the technical rationale for banning Cell Phones
is a bit Phoney :-) and just another way to create a monopoly that the airlines
and service provider benefit from.
Thom in Buffalo
________________________________________________________________________________
| From: | russkinne <kinnepix(at)earthlink.net> |
The FCC ban on cell-phone use from aircraft is a very real one, and one they
take seriously.
I've been told they issued -- and collected -- a $10,000 fine from a
corporate aircraft for using cellphones from the air. Obviously, Aircell
has gotten a waiver of this rule, probably because they created equipment
and used frequencies that do not interfere with ground-bound cellphone use.
The basic problem is that if you're even 500' in the air, your cellphone can
light up a whole bunch of relay towers instead of just one or two -- and the
FCC will know it, if they're paying attention; and they'll come after you if
they want to pursue it.
Cellphones are convenient, but not worth this much risk, IMHO.
Russ Kinne
________________________________________________________________________________
| Subject: | Re: cell phone use |
Russ and all
It occurs to me that standing on a tall hill would have the same
effect! 5000 feet in the smoky Mountains for instance. 2000 feet on the
Cumberland plateau. So--in many cases , I doubt that they could possibly
guess where the transmission came from? Herb in Ky
writes:
>
> The FCC ban on cell-phone use from aircraft is a very real one, and
> one they
> take seriously.
> I've been told they issued -- and collected -- a $10,000 fine from
> a
> corporate aircraft for using cellphones from the air. Obviously,
> Aircell
> has gotten a waiver of this rule, probably because they created
> equipment
> and used frequencies that do not interfere with ground-bound
> cellphone use.
> The basic problem is that if you're even 500' in the air, your
> cellphone can
> light up a whole bunch of relay towers instead of just one or two --
> and the
> FCC will know it, if they're paying attention; and they'll come
> after you if
> they want to pursue it.
> Cellphones are convenient, but not worth this much risk, IMHO.
> Russ Kinne
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Cory Emberson" <bootless(at)earthlink.net> |
Russ,
Forgive the question (I used to know more about radio technology), but what
would the difference be between using a cellphone at, say, 4000 feet
AGL,versus using it on the summit of a similar mountain (like Mt. Diablo in
the Bay Area of Northern California)?
Thanks, Cory
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of russkinne
Subject: Kolb-List: cell phone use
The FCC ban on cell-phone use from aircraft is a very real one, and one they
take seriously.
I've been told they issued -- and collected -- a $10,000 fine from a
corporate aircraft for using cellphones from the air. Obviously, Aircell
has gotten a waiver of this rule, probably because they created equipment
and used frequencies that do not interfere with ground-bound cellphone use.
The basic problem is that if you're even 500' in the air, your cellphone can
light up a whole bunch of relay towers instead of just one or two -- and the
FCC will know it, if they're paying attention; and they'll come after you if
they want to pursue it.
Cellphones are convenient, but not worth this much risk, IMHO.
Russ Kinne
________________________________________________________________________________
| Subject: | Kolb Homecoming 2004 |
| From: | jhauck(at)elmore.rr.com |
------------------------------------------------
Search the web by email! mailto:www(at)web2mail.com
adding your search to the subject line like this:
search summer vacations
------------------------------------------------
Hi All:
>
> I have arrived at the Kolb Factory. Travis said I was officially the first
> Kolber to get here. Unfortunately, I arrived by truck and 5th wheel instead
> of MKIII as I usually enjoy traveling in.
>
> Had dinner with John Williamson, Gary Haley, and James Tripp last night in
> Millbrook, AL. John W and Gary spent the night with James and all three had
> planned to takeoff at 0900 this morning from Wetumpka Airport and head this
> way, via Rome, GA, Rock Springs, TN, and finally Chesnut Knolls Air
> Foundation and the Kolb Factory.
>
> Hope everyone that can is on their way and has a safe flight/trip to London,
> KY. The Kolb gang have the place looking 100%, just for us to enjoy. They
> are gracious and generous hosts, indeed!
>
> I have a digital projector and DVD of pictures of my flight to Alaska that I
> will share this weekend.
>
> Ya'll hurry up and get here son I won't be so lonesome.
>
> Haven't heard anything from the two Texans and one Alabamian flying up.
>
> john h
> Chesnut Knolls Air Foundation/Kolb Aircraft Factory
***************************************
HI All:
I sent the above on KOlb's account and it bounced.
Anyhow, I'll update a little. It is 1830 at the KOlb Factory.
James Tripp, JOhn Williamson, Gary Haley, and Mark German have flown in, in two
KOlbras, a Mark III, and a FS2. No one else has flown arrived.
Ya'll hurry up and come on down. The place looks great and the Kolb gang are ready
for you.
john h
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Re: cell phone, FRS use in aircraft |
I say it's a bunch of baloney! The cell. providers just don't want to
give up there roaming charges because your phone just line of sighted
back to your home tower. And what about the satellite based phones??
It reminds me of the hospital policies of "No Cell Phones" because it
may stop someones life supporting gismose?? But the staff are all
carrying and using them. Sort of like politics. You can always believe
what you hear! ~ Earl
________________________________________________________________________________
| Subject: | Firestar II with 582 |
Today, we took Chuck Reinert's FS II 582 on a short cross country after
re-pitching the prop [rpm's a little too high], & raising the needles a notch
[EGT's a little too high].
Chuck can still outclimb me by a LITTLE [not bad for an almost 300 lb. guy].
Cruises at 60 mph @5200 rpm. Time will tell about fuel burn.
Looking forward to the TNK Fly-In tomorrow.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: short summer |
My first experience with a redrive, once I got used to it, I like the
prop braking effect with a closed throttle.>>
Hi All,
take pity on an ignorant Limey. What is a `redrive`?.
Pat
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: short summer |
Propeller speed reduction unit.
Bryan Green (Elgin SC)
----- Original Message -----
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: Kolb-List: short summer
>
> My first experience with a redrive, once I got used to it, I like the
> prop braking effect with a closed throttle.>>
>
> Hi All,
> take pity on an ignorant Limey. What is a `redrive`?.
>
> Pat
>
>
________________________________________________________________________________
| Subject: | N ew style floats |
Good mournijng
Why should I install new style floats in my 503 w/bings???
D zollinger
FS2,503 T.I.A.
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: short summer |
<
>
Got it!.Thanks
Pat
________________________________________________________________________________
| Subject: | [ Ellery Weld ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Ellery Weld
Subject: Firestar Purchased Used This Summer
http://www.matronics.com/photoshare/ElleryWeld@aol.com.09.25.2004/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or 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) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
| Subject: | [ Larry Cottrell ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Larry Cottrell
Subject: Steens Mountain and the Alvord Desert
http://www.matronics.com/photoshare/lcottrel@kfalls.net.09.25.2004/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or 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) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
Fellow Kolbers,
Well, it was a short visit but well worth the long 18 hrs of driving to get there
and back,
and getting to place my hands Mark Germans wonderful Kolbra was the greatest!
Mark is a super guy and did a super job on his airplane. The attendance was less
than last year however I was happy to meet the man that started all this way
back in the day. Homer and his lovely wife were on hand and what a joy it was
to watch him look upward as John Hauck burned up 5 gallons of fuel soaring above
us in the factory fire star. I said to one that" If he don't run out of gas
were going to have to shoot him down" A reply from an fellow kolber said "Either
way he will grease it" I had no doubt. John Williamson and several others
made a nice formation fly over and I can't say enough about TNK hospitality.
Dennis (welder) made my new door while Travis and Donnie gave me the new parts
that we need to finish MS.Dixie....
To wrap this long post up I wish to thank Matt Drale for this form of commutation
and the fine folks at TNK.Also I miss Linda did she leave the company?
On a sad note and let me vent a bit.... There were many faces that I have seen
before and many that that I comm. with on the internet via instant messaging.
One of my internet buddies that I almost see daily had a mishap in his Sling Shot.
Yes Wayne Wilson was very lucky to survive an engine out and our prayers are with
Wayne for a speedy recovery.
Us kolbers are tough bunch.. Woody was pricing a new cage for Wayne gotta luv our
bunch ey?!!!!!
Hang in there guys....
Love loyalty and respect
pp and Ms Dixie
________________________________________________________________________________
| From: | "chris davis" <scrounge69(at)comcast.net> |
I used the skis off an old ski mobile and the were perfect. chris
________________________________________________________________________________
| From: | "chris davis" <scrounge69(at)comcast.net> |
Dan , yes I did , up to 10inches,and that was without a tail ski .firestar kxp
503 single carb . chris
________________________________________________________________________________
| From: | "kfackler" <kfackler(at)ameritech.net> |
| Subject: | Good news, bad news |
Gentlemen:
I and three other pilots had a nice, full flying day yesterday. We left our home
airport early and dropped in on Kirk (Snuffy) Smith only to discover he was
fogged in. We stopped at an alternate field a few miles away, then continued on
our way on a cross-country flight to a cider mill in St John MI that has a nice
runway next to it.
Unfortunately, about 15 miles from the cider mill, something went through my Ivoprop
propellor! I heard the "slap!" and began checking things over. The engine
never missed a beat and all seemed fine. I had the other Kolb driver, Mark Gray
in his Firestar, do a visual checkout and he was unable to see any obvious
problems. Of course, the entire group eagerly scrutinized my plane upon arrival
and could find -nothing- missing anywhere. We cleaned up the worst ding with
some duct tape carried by Mark Gray, and I was eventually able to get home safely.
On the way home, we again tried Kirk's place and found him relaxing by the pond
with his family. He also was unable to spot anything missing on my bird. We chatted
awhile, enjoying Kirk's company and playing with his son's dog, then made
our way home.
At this point, my best guess is a bird that I never saw coming. Maybe a meteor?
UFO?
Anyway, now I have to find the money for another prop. Arrrggghhh!
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | > Good news , Bad news |
Ken,
Stuff happens...I was out with the modified Ultrastar yesterday and had
the same thing happen ...a small ding on one blade of my 3 blade Ivo prop...happened
at about 300 AGL...nothing missing on the plane and nothing from my pockets....
Ed in Western NY
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
Hi All,,
we dont get the opportunity to fly from snow in the UK, at least not for the last
ten years, maybe longer.
However an instructor I know told me that when he was young he visited his girl
on the other side of the valley when the snow was deep by tieing the bumpers
(fenders?) from his car on his ultralight as ski`s.
Cheers
Pat
________________________________________________________________________________
| From: | "Martin Burns" <martin_burns(at)ntlworld.com> |
| Subject: | Throttle conversion |
Hi all,
I have recently joined this group, being one of a syndicate of three which
has bought a flying Kolb Mk.III. This aircraft has the short wings and is
classed as a Group A aircraft in the UK (ie. not a microlight). It is 582
powered and also has the standard single central throttle.
Can anyone tell me if there are plans available for converting to two
throttle levers?
Thanks,
Martin Burns
Scotland, UK.
________________________________________________________________________________
| From: | "Mark German" <aerofab(at)worldnet.att.net> |
Hi All:
Just to let everyone know I made it home safe and sound. Total flight time was
25.3 Hrs. burned 92.5 Gals of fuel and covered 1660 miles. The weather could
not have been better. Nice tail wind all the way home on Sun. Left TNK at
8:00am and arrived Forest Lake MN. @ 5:55pm. The Kolbra never missed a beat.
On the way back I had time to think of the people and places I had just experianced
and how lucky we all are to be able to build a small plane in the basement
and someday be able to go on a trip like this. Almost brings a tear to your
eye.
Would like to thank everyone at TNK Travis and Donnie and Bruce for making us feel
welcome. And to all the fellows kolbers for being the greatest! I asked
John Hauck if he would like to fly the Kolbra and he did, what an honor it was
to watch it fly with a pro like John. It was good to see Paul Petty and to
have time to talk about his Kolbra project and have some imput on the repair of
his cage. Me and John Williamson finally got our Kolbra's togather to fly.
John is a great guy to be with and has good storys. Also can't forget the time
I had with Homer talking about building and flying.
What a great trip.
Thanks again.
Mark German
Chisago City MN.
912 Kolbra
118.3 Hrs.
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
I will be posting more on Waynes accident when I am able to talk to him
and find out more details. I will be giving the card that so many of you
signed to his wife tonight to take to him. He is supposedly undergoing back
surgery tonight. His wife tells me his spirits are high.
Paul... It is spelled "EH" not ey. If you're going to talk to Canadians
ya gotta speak and write the language.
?
>
> On a sad note and let me vent a bit.... There were many faces that I have
seen before and many that that I comm. with on the internet via instant
messaging. One of my internet buddies that I almost see daily had a mishap
in his Sling Shot.
>
> Yes Wayne Wilson was very lucky to survive an engine out and our prayers
are with Wayne for a speedy recovery.
> Us kolbers are tough bunch.. Woody was pricing a new cage for Wayne gotta
luv our bunch ey?!!!!!
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | Structural integrity |
I am beginning to get a little nervous about the cruise speed of my modified
Ultrastar . I now have a total of 20 hours and have confirmed all my numbers
many times....5200 RPM yields 75MPH and 2 gallons per hour....5400 gets 80MPH
(GPS calm air confirmed multiple times)....this is not suppose to happen on
a 35 HP Cuyuna with a single Mikuni carb. I feel uncomfortable making claims
like this but they are accurate ...it does stall faster (35mph) than the previous
machine...
The reason this may be happening is the weight and balance is forward of
my last machine. The fuel is now in a seat tank but the engine was moved to
the rear by one inch....Will this airframe take this airspeed over time....in
a shallow dive and more RPM I can get 100 mph .....
The wings have been modified (advice gleaned from the list ) with the steel
ring at the butt of each wing , reinforced drag strut ,and beefed up ribs
with aluminum sheet over the last rib for twist at tips. Ailerons (full span
original) are very responsive at 60Mph but become heavy at cruise. I know the
answer is just run the engine slower but the Rpm fluctuates from 4800 to 5100
. I believe this is a carburetor transition area between the needle and the main
jet. I have tried repitching the ground adjustable 3 blade Ivoprop but always
come back to 6200Rpm at 55Mph on climbout..The engine runs smoother above 5200
but airspeed gets too high....I know some of you are saying what is the problem
with high cruise speeds but I am no aeronautical engineer and need some
more advice from some of you experienced Ultrastar guys.....
To sum up my question...Do I have anything to worry about pushing this
airframe at this speed...originally suppose to fly at 60mph.
Ed in Western NY
________________________________________________________________________________
| From: | al bumhoffer <abumhoffer(at)yahoo.com> |
After stopping to chat with some fellow flyers at
another strip, as I made my take off and pushed the
throttle forward, I felt something give. I was
climbing out at about 6000 rpm, not the usual 6500.
After I was at a safe altitude where I could look for
the cause and make a landing if necessary, I found
that the throttle handle had broke where it meets the
flat piece that fastens to the cage. I could pull it
back but not push it forward. It was still attached
but just barely, so I flew back to our home stip and
made my best landing yet. I am in the process of
shortening it up and hope that it will hold up better.
I have noticed that others have done similar changes
when veiwing photos of their planes. I just wondered
if any one else had the same problem ?
Al Bumhoffer, Brand New 1995 FirestarII with 11 hrs
Elkton MI
__________________________________
________________________________________________________________________________
| Subject: | Re: Structural integrity |
Hi Ed
Is it for sale?? :-) Herb in Ky
writes:
>
>
> I am beginning to get a little nervous about the cruise speed
> of my modified Ultrastar . I now have a total of 20 hours and have
> confirmed all my numbers many times....5200 RPM yields 75MPH and 2
> gallons per hour....5400 gets 80MPH (GPS calm air confirmed multiple
> times)....this is not suppose to happen on a 35 HP Cuyuna with a
> single Mikuni carb. I feel uncomfortable making claims like this but
> they are accurate ...it does stall faster (35mph) than the previous
> machine...
> The reason this may be happening is the weight and balance
> is forward of my last machine. The fuel is now in a seat tank but
> the engine was moved to the rear by one inch....Will this airframe
> take this airspeed over time....in a shallow dive and more RPM I
> can get 100 mph .....
> The wings have been modified (advice gleaned from the list )
> with the steel ring at the butt of each wing , reinforced drag strut
> ,and beefed up ribs with aluminum sheet over the last rib for twist
> at tips. Ailerons (full span original) are very responsive at 60Mph
> but become heavy at cruise. I know the answer is just run the engine
> slower but the Rpm fluctuates from 4800 to 5100 . I believe this is
> a carburetor transition area between the needle and the main jet. I
> have tried repitching the ground adjustable 3 blade Ivoprop but
> always come back to 6200Rpm at 55Mph on climbout..The engine runs
> smoother above 5200 but airspeed gets too high....I know some of you
> are saying what is the problem with high cruise speeds but I am no
> aeronautical engineer and need some more advice from some of you
> experienced Ultrastar guys.....
> To sum up my question...Do I have anything to worry about
> pushing this airframe at this speed...originally suppose to fly at
> 60mph.
>
> Ed in Western NY
>
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
________________________________________________________________________________
In a message dated 9/28/2004 6:35:25 AM Eastern Standard Time,
kfackler(at)ameritech.net writes:
However, there's absolutely NO
WAY I can hear over a cell phone while flying my airplane so it's a moot
point, and I'd be surprised if anyone else flying our type of aircraft can.
What's all the fuss about?
-Ken
Lightspeed has a nice ANR headset that has a jack to plug in an adapter cord
from your cellphone; works real well.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | Erich_Weaver(at)URSCorp.com |
09/28/2004 12:46:10 PM
Greetings all.
Check this out:
http://www.swissinfo.org/sen/swissinfo.html?siteSect=105&sid=5211114
Ya suppose this will fall under light sport aircraft?
Erich Weaver
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
>
>
>Greetings all.
>
>Check this out:
>
>http://www.swissinfo.org/sen/swissinfo.html?siteSect=105&sid=5211114
>
>Ya suppose this will fall under light sport aircraft?
>
>Erich Weaver
>
Erich,
Only if he converts to a single engine and to fixed landing gear.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
In a message dated 9/28/04 10:29:14 AM Central Daylight Time, HShack(at)aol.com
writes:
> -Ken
> Lightspeed has a nice ANR headset that has a jack to plug in an adapter cord
>
> from your cellphone; works real well.
>
> Howard Shackleford
> FS II
> SC
>
>
Thanks Howard, Lightspeed has a great product, we plan on selling it to our
industrial customers. Sorry to All for bringing up the whole stupid cell phone
thing, But It would be nice to have an answer by the regs on UL use.
Remember, those annoying devices have an OFF switch. Use them when it suits your
needs.
Steve B
WetFly #007
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
Hi John Williams,
I tried to send this to you off list but my post was returned
,
I had heard that there was an overheating problem with the Jabi on the ground.
Your experience seems to confirm this.
Do you think some sort of fairing to duct some more air over the engine would help,
or is the problem not serious enough to bother with.
It doesn`t sound good practice to be running hot all the time but with the 111
extra that I am hoping to build 90 knots will be over the Vne.
Pat
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: TNK Homecoming 2004 |
Jerry
The Jabiru is a fairly high RPM engine with out a reduction drive and as
such has to turn a small inefficient prop. You are right 85HP is plenty of
horsepower but it is thrust that makes a airplane fly. I don't have any
experience with the engine other than seeing it fly on John W's Kolbra. What
I do have experience with is VW engines. The direct drive VW that I flew for
a few years operated at the same RPMs and also requited a small inefficient
prop. Granted my VW weighted app. 20 lbs more than the Jabiru and as
configured produced 3-4 less HP but that engine was unsuitable for a MKIIIc.
My reduction drive VW weighs 8 lbs more than my direct drive VW but produces
twice the thrust, climbs twice as well, flies faster, and uses less fuel
while turning the same RPMs and about the same HP. The key here, at least
for the Kolb MKIIIc, is that you need a large slow turning prop to get good
performance. I'm sure if you had a great increase in power you might get
sufficient thrust out of a small inefficient prop but you would pay with
high fuel burn and likely a heavy airplane.
Sounds like another great TNK Home Coming.
Another 2-3 weeks and I should be back in the air with a rebuilt engine,
redrive bracket, and new lower engine mount.
My $.02 Worth
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Jerry Curtin" <jcurtin(at)cableone.net>
Subject: Re: Kolb-List: TNK Homecoming 2004
>
> Hello John, My name is Jerry Curtin. I live in Mississippi. Was looking
> foward to meeting you at the fly in but was unable to attend. I wanted to
> ask you why you changed engines on your plane. I was under the impression
> that the 85hp would be more than enough to push you right along. If it was
> enough power, do you think another prop would do better as far as top end
> and fuel economy. I was thinking of the 120 Jabiru with the airmaster
> constant speed prop would push the Mark lll Extra right at vne but keeping
> it just below would translate to great fuel economy. Please let me know
> what
> you think. Thanks for your time, Jerry
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Fw: [carolinasportflyers] Carolina Sport Flyers Annual Fall |
Fly-in
Bryan Green (Elgin SC)
----- Original Message -----
From: "John W.Davis" <patches11us(at)yahoo.com>
Subject: [carolinasportflyers] Carolina Sport Flyers Annual Fall Fly-in
> :~)
> Carolina Sport Flyers Annual fall fly-in
> October 15th,16th & 17th 2004
> Lee County Airport(52j)Bishopville,SC
> http://www.airnav.com/airport/52j
>
> Food and drinks served all day on Sat 16th by a local church with
> all
> proceeds going to the church to help with a rebuild.
> Any one that flies in will receive a attendance desk plaque
> Young eagles rides on Sat 16th
> Ultralight/Sport planes on display and flying
> Intro flight lessons
> Ultralight/ Sportplane dealers
>
> We will also be doing trophys and ribbons again this year on Sat
> 16th.
> Farthest Distance Flown
> Oldest 2 place
> Oldest single place
> Best in show
> Best 2 place
> Best single place
> Crowd favorite
>
> Driving Directions:
> From Florence or Columbia,SC
> Take I-20 East/West to Exit 116, Take hwy 15 North, Go all the way
> through the town of Bishopville, A mobil Home dealership will be on
> your right, The next road to your left will be Hwy 341, Turn left,
> The airport will be apx 1/2 mile on the right.
>
> Also we we be selling raffle tickets for some neat prizes.
> Thanks to all who came last year and Hope to see you all here again
> this year. Pass the word!!!!
>
>
> For more Info:
> John Davis
> patches11us@y...
>
>
>
> Now with Pop-Up Blocker. Get it for free!
> http://us.click.yahoo.com/L5YrjA/eSIIAA/yQLSAA/jrDrlB/TM
>
>
>
> <*> To visit your group on the web, go to:
> http://groups.yahoo.com/group/carolinasportflyers/
>
> <*> To unsubscribe from this group, send an email to:
> carolinasportflyers-unsubscribe(at)yahoogroups.com
>
> http://docs.yahoo.com/info/terms/
>
>
>
________________________________________________________________________________
| From: | "Tom Yilk" <bmwon(at)charter.net> |
Hi out there I'm new to the list,
I would like to get a fat ultra lite or a plane that will qualify as a sport
plane
Is a good twinstar with a 503 single carb a good choice for a starter
plane.
What kind of cruse speed can I expect, I will usually be flying by myself.
I have followed klob over the years and have looked at many others. I'm also
looking at a challanger but the twinstar looks better to me.
Please educate me on the pros and cons of the Klob twinstar.
Thanks
Tom Yilk
Hasting NE
________________________________________________________________________________
| Subject: | Re: Disappointed in Discovery |
That is exactly why as a local EAA chapter president....I prefer
Sun-n-fun.......Bye the way to all of you kolbers if it wasn't for the great guys
at Kolb
at this last years Florida gathering....I would not be the proud owner of
Kobra # 4....
THANKS BRIAN FOR THE FLIGHT IN THE FACTORY KOLBRA...... 14 years in
ultralights and experimentals and this one will be the icing on the cake......I
have
32 years auto collision and painting, wife has 28 years as corporate aviation
specialist in business jets......RETIRED.....
Wayne McCullough
EAA Chapter 330 (new homepage)
________________________________________________________________________________
| Subject: | Re: Disappointed in Discovery |
________________________________________________________________________________
| From: | "Tom Yilk" <bmwon(at)charter.net> |
Thank for the info your wisdom will help me in my decision.
Tom Yilk
________________________________________________________________________________
| Subject: | Re: Disappointed in Discovery |
In a message dated 9/29/04 12:53:43 PM Central Daylight Time,
KDJames(at)berkscareer.com writes:
> I too was disappointed so I wrote EAA about it. What good it does I don't
> know but if you don't let them know ...
>
> Ken
>
>
I sent an email to Discovery channel with my sentiments, I am also sending
one to EAA. I suspect that the EAA was probably the cause of the choices. That
is because the main focus at Airventure2004 was on things that we as
individuals
cannot afford nor did we build. Maybe the EAA is now only interested in
fiiling their pocket with money from gate addmission and sales of EAA gifts to
non
airplane people and you have to have the big fancy stuff to create that draw.
OK, I will get off the soapbox now and go back to building my little Firefly
and designing floats and landing gear that the average guy can build.
Disappointed in EAA
Steve B
________________________________________________________________________________
| From: | "Tom Yilk" <bmwon(at)charter.net> |
Thanks for the info, you have told me some of the things I"m looking for. I
have been associated with the BMW Motorcycle group for 30 years. I
understand what a good group can do for your enjoyment of a sport. If I buy
a Klob I hope to see all of you at some time or another.
Thanks
Tom Yilk
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
Tom, are you in Hastings, NE? I missed a phone call Sunday night by a
couple minutes, and the caller ID had your name on it.
Thanks,
J.D. Stewart
UltraFun AirSports, LLC
http://www.ultrafunairsports.com
Challenger e-mail list
http://challenger.inebraska.com
Titan e-mail list
http://groups.yahoo.com/group/Titanaircraft/
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Tom Yilk
> Sent: Wednesday, September 29, 2004 1:37 PM
> To: klob list
> Subject: Kolb-List: To Ken fackler
>
>
> Thank for the info your wisdom will help me in my decision.
> Tom Yilk
>
>
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
| Subject: | Re: 2003 twinstar |
I enjoy my twinstar. It is powered by the 55 h p Hirth. Expect a cruise of
60-65. I would not take a Challenger. I flew 2 of them last winter and they
scared me to death. The Kolb is gentle and a high performer a very unusual
combination. The Challenger is aptly named and you will constantly be
chasing the wandering front nose all the time. Ignore the comments pointing
out that Kolb is a tail dragger. That is only true for the first 50 feet
while the tail is down. After that it is a non issue. Kolbs are the most
forgiving tail draggers out there. Buy the Twinstar and have a great time.
Lets not forget the quick folding of the Kolb. I can do my Twinstar in under
15 minutes. One more unmentioned point about the Twinstar is it's easy
entry. Just walk into the frame and sit down. No crawling around and pulling
you feet in or any of the other contortions getting into any other aircraft.
It is also the best camera plane out there.
----- Original Message -----
From: "Tom Yilk" <bmwon(at)charter.net>
Subject: Kolb-List: 2003 twinstar
>
> Hi out there I'm new to the list,
> I would like to get a fat ultra lite or a plane that will qualify as a
sport
> plane
> Is a good twinstar with a 503 single carb a good choice for a starter
> plane.
> What kind of cruse speed can I expect, I will usually be flying by myself.
> I have followed klob over the years and have looked at many others. I'm
also
> looking at a challanger but the twinstar looks better to me.
> Please educate me on the pros and cons of the Klob twinstar.
> Thanks
> Tom Yilk
> Hasting NE
>
>
________________________________________________________________________________
| From: | Comcast <davis207(at)comcast.net> |
I've recently moved, and am looking for a new home for the Firefly.
While it can stay put, I'd rather not have to drive 60 miles each way.
I've started checking local airports arounf here (Phoenixville, PA).
Perkiomen (N10) looked very promising; close, small and friendly.
Today, I called and spoke with the manager, who was real nice untill I
said "ultralight". The response was "we don't allow ultralights". If I
N-numbered it, he did allow that he'd be willing to "take a look at it."
I understand you attract more flies with honey then vineger, and was
very polite with him. He said he'd had ultralights crash and people get
killed, and he's fielded calls from an angry wife accusing him of having
"killed my husband." Also, he says, no matter what happened, even away
from the airport, the airport's name "gets dragged into it." I told him
I understood, and did not press the issue. He says he just doesn't want
any more of "those calls."
While I can hardly force him to rent me a hanger, I'd like to know the
rules regarding access. My understanding from a scan of the archives is
that public airports (registered, not owned...this is a privately owned,
public use airport) can not prohibit legal activity. A few questions if
any one can direct me:
1. Is there a regulation that is explicit about this?
2. Is it dependent upon them ever receiving federal money?
3. How can I find out if they have received federal monay?
Thanks,
Chuck
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
Hi,
Just got back from a recent trip to the desert, and thought that I might add
a cheap and easy way to support the wings of a trailered Kolb. I made the trip
to Monument Valley, pulling my Firestar II about 2600 or more miles with the
wings hanging off the tail boom. I support the tail boom, but not the wings.
Of course the roads were rough and one worries about the wear of all the bumps
on the attach points. This time I went to the tire store and got a discarded
inner tube. After I had the plane loaded in the trailer I slid the deflated tire
under the wings and simply inflated it until I got the support that I wanted.
(My lifting device raises the tail wheel off the floor about three inches.)
When I got there I took out the valve stem, took the deflated tube out, unloaded
my plane and that was that. Cheap and simple. Some of the metal valve caps
have the little gismos on them to remove the stem, making it easy to use.
regards
Larry, Oregon
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
Outrageous ride! -also check out the guy hanggliding over mt everest
in the current kitplanes mag. ->>
Hi all,
towed up there by a microlight no less.
The microlight pilot was one of our (UK) leading fliers with all sorts of
records under his belt.
The idea was to tow a hang glider over Everest but unfortunately the tow
rope broke. The microlight continued his climb and flew over and around the
summit.
Great stuff.
Pat
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Tail Post, MK III |
| What happened to her tail? | John Cooley
Hi John C/Ralph B/All:
I changed the subject line.
Discovered a broken lower tailpost a couple hours flight time after
return from Alaska. Between oral surgery, Ivan, and cleanup, was not
able to get it removed, repaired, recovered, and refinished, prior to
the Kolb Homecoming 2004. Attribute the failure to a lot of hours,
lot of weight, and a lot of rough fields. Plan to have her flying in
time to fly to Lucedale for Ronnie Smith's Annual October Flyin about
15 Oct. This will be the third year in a row I have had to pull the
tail section, a major job. Hoping to get it reinforced and beefed up
to prevent failure in the future. Primary problem is side loading of
the tailpost, which is .035 wall 4130 and no lateral bracing to speak
of. Haven't decided, for sure, how we will go about repair, but have
been thinking about 4130 strip welded up each side of the lower
tailpost to provide lateral strength. We already had two large
gussets at the upper rear. The post failed at the bottom of the
gussets about 4 or 5 inches above the intersection of the lower
vertical stabilizer bottom tube. Fabric did a good job of holding
things in place, but would not try to intentionally fly it in its
present condition, by any means.
Take care,
john h
PS: Heading down to Evergreen, AL, and SERFI this afternoon, if I get
all my stuff done. If not, I will drive down in the morning or maybe
late tonight.
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: Firefly: Tires and nose over tendency/mountain bike brakes |
Gregg Waligroski uses them (hydraulic disk brakes for mountain bikes) on
his FS II. After seeing his I've got a set for mine but haven't installed
them yet.
Dave Paule
Boulder, CO
FS II (No, still haven't flown it....)
> Noticed some deals on Mountain bike brakes on Ebay. Anybody tried them on
> our kolbs? I keep trying!!:-) Herb
________________________________________________________________________________
| From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
3.60 ALT_MED Misspelled medication name
Hey John H,
Mapquest shows two Evergreens. Conecuh & Autauga. Which one is correct?
We've got a GTA contest going on this weekend at our place, but maybe I can
slip away........
Fly Safely,
Doug Lawton
Matthews Field & Gliderport
Whitwell TN
________________________________________________________________________________
| From: | Land Shorter <landshorter2(at)yahoo.com> |
| Subject: | Re: Vortex Generators |
Glad to hear it Mike! I get reports like this all the time and it's always great
to hear from satisfied customers. Keep up that testing, VG's are just the
ticket for the UK Approval.
Joa
www.landshorter.com
Silver Fern Microlights Ltd wrote:
Hi Guys,
I have just purchased and fitted some VGs from Harrison designs, little
lexan type, they are fitted to our Xtra demonstrator in the UK.
I did the first flight of the test schedule today for gaining approval of
these and were very impressed.
I decided to choose these over the origional idea of aluminium leading edge
cap to get a reduction of stall speed.
Prior to fitting, the indicated stall speed was 30kt no flap,
27kt 1 flap, and 25kt full flap.
today's test with VG's fitted, at the same weight and height the following
was recorded 26kt no flap, 24kt 1 flap, 20kt full flap.
The aircraft lifted off at, and flared to a lower speed than without the
VG's.
So far so good.
Mike
----- Original Message -----
From: "PATRICK LADD"
Subject: Re: Kolb-List: Throttle conversion
>
> With
> vortex generators, 55 works very nicely two up, and I can fly the approach
> at 45 solo.>>
>
> Richard,
> that is really interesting. What sort of vortex generators? How many?
Where
> and how fitted?
>
> Pat
>
> pj.ladd(at)btinterntet.com
>
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
| Subject: | Re: Airport Access |
Chuck, I have had an experience along these lines. We had 4 "ultralights" on
the field. Along comes a new City Manager who wanted more tax revenue by
having more expensive planes in the hangars. He cunningly rewrote the lease
which requires FAA registration and more importantly, liability insurance.
Now, I am the only one left because I am have all of the documents. If he
tried to run me out, I would probably have a case against him but the others
just gave up and went elsewhere. Unfortunately, I just deleted from my
"favorites" the portion of the FAA website that talks about the requirements
to receive federal funding. I'd say that if you have an "n" number, you
should not be discriminated against...
Kip
http://www.springeraviation.net/
----- Original Message -----
From: "Comcast" <davis207(at)comcast.net>
Subject: Kolb-List: Airport Access
>
> I've recently moved, and am looking for a new home for the Firefly.
> While it can stay put, I'd rather not have to drive 60 miles each way.
>
> I've started checking local airports arounf here (Phoenixville, PA).
> Perkiomen (N10) looked very promising; close, small and friendly.
> Today, I called and spoke with the manager, who was real nice untill I
> said "ultralight". The response was "we don't allow ultralights". If I
> N-numbered it, he did allow that he'd be willing to "take a look at it."
>
> I understand you attract more flies with honey then vineger, and was
> very polite with him. He said he'd had ultralights crash and people get
> killed, and he's fielded calls from an angry wife accusing him of having
> "killed my husband." Also, he says, no matter what happened, even away
> from the airport, the airport's name "gets dragged into it." I told him
> I understood, and did not press the issue. He says he just doesn't want
> any more of "those calls."
>
> While I can hardly force him to rent me a hanger, I'd like to know the
> rules regarding access. My understanding from a scan of the archives is
> that public airports (registered, not owned...this is a privately owned,
> public use airport) can not prohibit legal activity. A few questions if
> any one can direct me:
>
> 1. Is there a regulation that is explicit about this?
> 2. Is it dependent upon them ever receiving federal money?
> 3. How can I find out if they have received federal monay?
>
> Thanks,
>
> Chuck
>
>
________________________________________________________________________________
| From: | artdog1512 <nazz57(at)yahoo.com> |
| Subject: | Harley's and Kolbs .... |
ya know,
i was just at the Hog-Air website.. i wonder if
one of those HD engines would work on a MK3? seems
like they're loaded with torque and plenty of HP.
weight wise, i figure if you can put a 912 or Jab on a
MK3 why not a HD engine? ....... tim
_______________________________
Declare Yourself - Register online to vote today!
http://vote.yahoo.com
________________________________________________________________________________
| Subject: | Re: Harley's and Kolbs .... |
In a message dated 9/30/2004 9:17:27 PM Eastern Standard Time,
nazz57(at)yahoo.com writes:
i was just at the Hog-Air website.. i wonder if
one of those HD engines would work on a MK3? seems
like they're loaded with torque and plenty of HP.
weight wise, i figure if you can put a 912 or Jab on a
MK3 why not a HD engine? ....... tim
In "Ultraflight Magazine" [last issue], it said the weight was 214 lbs. I
think it's too heavy.
Said the cost will be $22,000 to $24,000. Too much for me.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "George Bass" <gtb(at)commspeed.net> |
| Subject: | Re: Prop Calculations |
Since there is always some discussion, from
time-to-time, regarding propellers & their
performance & sizes, I thought I should pass
this along (copied from another e-mail list).
I hope it doesn't cloud the air anymore, but,
may actually help some of us to understand
more about some of the equipment we use.
---------------- Begin forwarded message ------------------
I "borrowed" this post, made by Robert
Metzler to the Engines-UL group. It is
very good. I am trying to determine the
absolute best prop for my MZ 202 on the
Tiger Cub right now.
BlueMax
--- In engines-ul(at)yahoogroups.com,
Robert Metzler <sleepy6@a...> wrote:
Generally, the larger the diameter of the prop, the more
efficient it will be. As airspeed increases, efficiency
loss becomes less, but, at UL & SP speeds it is very
important to use as large a diameter as possible. Of
course, you still need clearance at the prop tips, so we
have a physical limitation to consider.
Be very cautious if a prop supplier recommends a
smaller diameter prop.
Next, we have to consider the gearbox ratio. As prop
tip speed increases, the efficiency gets lower & the prop
gets noisier. For reasonable efficiency we want to limit
the maximum speed of the prop tips to about 750-800
feet per second, depending on which expert you listen
to. Lets be conservative & figure 750 fps X 60 seconds
= 45,000 feet per minute. For a 68" prop to turn once,
the tips will travel 68" X 3.1417 = 213.6356 inches.
213.6356 inches divided by 12 = 17.803 feet. If we
divide 45,000 by 17.803 = 2527.66 maximum prop RPM.
If the maximum engine RPM is 6,800, we can divide that
by 2527.66 to get a desired gear ratio of 2.69:1. Rotax
offers ratios of 2.62:1, 3.00:1, 3.47:1 & 4.00:1 for their
"C" box, so we'd choose 2.62:1. Change those figures
above to fit your prop diameter.
Be very cautious of a supplier that recommends a ratio
different from what you calculated.
The "C" box has a maximum allowable mass moment of
inertia of 6000 KGCM2, which may limit the size of the
prop you can use. Ask the prop supplier, what the
mass moment of inertia figure is for the prop that he is
recommending. Then, ask him if you can return the
prop if his figure is wrong. There have been cases of
that happening.
The prop has to convert the engine HP to thrust by twist-
ing the blade so that the blade forces air to the rear. The
more twist to the blade (called pitch), the more HP it takes
to turn the blade to max speed. The amount of pitch that
is required, is determined by the airspeed of the plane.
A powered parachute is really slow, so the proper pitch
on that prop would be very slight. A Titan, on the other
hand, is pretty fast, so it would use more pitch on the prop.
If both props were the same dia, the powered parachute
engine would over rev, because of the light engine load.
More blades would be required to prevent over reving at
very low air speeds, very small prop dia, or very large
engines. Generally, the fewer the blades on the prop,
the more efficient it is. Look around at other ULs.
Be very cautious if a prop supplier suggests more blades
than you see on similar plane/engine combinations.
Some other factors that will affect efficiency of a pusher
prop include the amount of the prop disk blocked by the
fuselage & the disturbed air flow into the prop from the
fuselage & wings.
UL prop manufacturers don't publish much info on their
props, so we have no way of determining &/or compar-
ing the efficiency of their props. We are somewhat at
their mercy with their recommendation.
They supposedly base their recommendations on past
experience with your plane/engine combination, but,
sometimes I wonder about that. Ask if you can return
their prop if their recommendation is wrong.
---------------- End forwarded message ------------------
I really do hope this is helpful. Sorry about length.
Any comments from persons more experienced than
I would be appreciated.
George Bass
P. O. Box 770
Camp Verde, AZ
86322
USUA #30899
---
________________________________________________________________________________
| From: | "Jerry Curtin" <jcurtin(at)cableone.net> |
| Subject: | Re: Prop Calculations |
George, Thank you for your email. For the first time, I totally understand
why and how we determine the proper size prop for an application. This will
help me greatly in my decisions on my project. Jerry
----- Original Message -----
From: "George Bass" <gtb(at)commspeed.net>
Subject: Re: Kolb-List: Prop Calculations
>
> Since there is always some discussion, from
> time-to-time, regarding propellers & their
> performance & sizes, I thought I should pass
> this along (copied from another e-mail list).
>
> I hope it doesn't cloud the air anymore, but,
> may actually help some of us to understand
> more about some of the equipment we use.
>
> ---------------- Begin forwarded message ------------------
> I "borrowed" this post, made by Robert
> Metzler to the Engines-UL group. It is
> very good. I am trying to determine the
> absolute best prop for my MZ 202 on the
> Tiger Cub right now.
>
> BlueMax
>
> --- In engines-ul(at)yahoogroups.com,
> Robert Metzler <sleepy6@a...> wrote:
>
> Generally, the larger the diameter of the prop, the more
> efficient it will be. As airspeed increases, efficiency
> loss becomes less, but, at UL & SP speeds it is very
> important to use as large a diameter as possible. Of
> course, you still need clearance at the prop tips, so we
> have a physical limitation to consider.
>
> Be very cautious if a prop supplier recommends a
> smaller diameter prop.
>
> Next, we have to consider the gearbox ratio. As prop
> tip speed increases, the efficiency gets lower & the prop
> gets noisier. For reasonable efficiency we want to limit
> the maximum speed of the prop tips to about 750-800
> feet per second, depending on which expert you listen
> to. Lets be conservative & figure 750 fps X 60 seconds
> = 45,000 feet per minute. For a 68" prop to turn once,
> the tips will travel 68" X 3.1417 = 213.6356 inches.
>
> 213.6356 inches divided by 12 = 17.803 feet. If we
> divide 45,000 by 17.803 = 2527.66 maximum prop RPM.
> If the maximum engine RPM is 6,800, we can divide that
> by 2527.66 to get a desired gear ratio of 2.69:1. Rotax
> offers ratios of 2.62:1, 3.00:1, 3.47:1 & 4.00:1 for their
> "C" box, so we'd choose 2.62:1. Change those figures
> above to fit your prop diameter.
>
> Be very cautious of a supplier that recommends a ratio
> different from what you calculated.
>
> The "C" box has a maximum allowable mass moment of
> inertia of 6000 KGCM2, which may limit the size of the
> prop you can use. Ask the prop supplier, what the
> mass moment of inertia figure is for the prop that he is
> recommending. Then, ask him if you can return the
> prop if his figure is wrong. There have been cases of
> that happening.
>
> The prop has to convert the engine HP to thrust by twist-
> ing the blade so that the blade forces air to the rear. The
> more twist to the blade (called pitch), the more HP it takes
> to turn the blade to max speed. The amount of pitch that
> is required, is determined by the airspeed of the plane.
> A powered parachute is really slow, so the proper pitch
> on that prop would be very slight. A Titan, on the other
> hand, is pretty fast, so it would use more pitch on the prop.
> If both props were the same dia, the powered parachute
> engine would over rev, because of the light engine load.
> More blades would be required to prevent over reving at
> very low air speeds, very small prop dia, or very large
> engines. Generally, the fewer the blades on the prop,
> the more efficient it is. Look around at other ULs.
>
> Be very cautious if a prop supplier suggests more blades
> than you see on similar plane/engine combinations.
>
> Some other factors that will affect efficiency of a pusher
> prop include the amount of the prop disk blocked by the
> fuselage & the disturbed air flow into the prop from the
> fuselage & wings.
>
> UL prop manufacturers don't publish much info on their
> props, so we have no way of determining &/or compar-
> ing the efficiency of their props. We are somewhat at
> their mercy with their recommendation.
>
> They supposedly base their recommendations on past
> experience with your plane/engine combination, but,
> sometimes I wonder about that. Ask if you can return
> their prop if their recommendation is wrong.
>
> ---------------- End forwarded message ------------------
>
> I really do hope this is helpful. Sorry about length.
> Any comments from persons more experienced than
> I would be appreciated.
>
> George Bass
> P. O. Box 770
> Camp Verde, AZ
> 86322
>
> USUA #30899
>
>
> ---
>
>
________________________________________________________________________________
| From: | "George E. Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: Harley's and Kolbs .... |
That has to be a misprint. Thats more than a whole bike costs.
Az. Bald Eagle
----- Original Message -----
From: <HShack(at)aol.com>
Subject: Re: Kolb-List: Harley's and Kolbs ....
>
> In a message dated 9/30/2004 9:17:27 PM Eastern Standard Time,
> nazz57(at)yahoo.com writes:
> i was just at the Hog-Air website.. i wonder if
> one of those HD engines would work on a MK3? seems
> like they're loaded with torque and plenty of HP.
> weight wise, i figure if you can put a 912 or Jab on a
> MK3 why not a HD engine? ....... tim
>
> In "Ultraflight Magazine" [last issue], it said the weight was 214 lbs. I
> think it's too heavy.
>
> Said the cost will be $22,000 to $24,000. Too much for me.
>
> Howard Shackleford
> FS II
> SC
>
>
>
________________________________________________________________________________
| Subject: | Re: Harley's and Kolbs .... |
In a message dated 10/1/2004 1:16:27 PM Eastern Standard Time,
eagle1(at)commspeed.net writes:
That has to be a misprint. Thats more than a whole bike costs.
Probably is the cost of the whole PPC it comes on.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Hull insurance on non flying MKIII |
| Sorry to bring this question up again but,
| Bryan Melborn sold a used MKIII to someone that is not acurrent
pilot but
| wants to insure it while it is under repair in a hanger and not
being flown.
| Any ideas?
|
| Steve B
Steve B/All:
Yes, call an insurance company. I have used AVEMCO for my MKIII, and
am now using Falcon. Any company that insures airplanes will insure
an aircraft in storage, non-flying, building, etc. All ya gotta do is
ask them.
They want your money..............
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 912 engine idle RPM issue |
| I synced the carbs on the 912 today. I also adjusted the idle
screws so
| that the egts are the same at idle as per Tom Olink. Any ideas?
|
| Giovanni
Giovanni/Gang:
Yep.
How do you know the EGT indications are correct?
I have had good luck setting idle mixture at 1.5 turns out and leaving
them there summer and winter. I believe this is what the book
indicates. Adjust idle speed with idle adjustment screws after
sychronizing. No problem with idle on 912 or 912S. I adjust mine to
about 1500 to 1600 rpm.
Seems to me you are describing carbs that are out of mixture
adjustment.
Take care,
john h
________________________________________________________________________________
| Subject: | Re: Firestar II with 582 results. |
We have the Warp Drive prop pitched for 6400 rpm WOT. Top speed has gone
from 80 to 85 mph. With a 220 lb. pilot, climb is 1100 fps. At cruise speed of
60 mph [5200 rpm], fuel burn is at the same rate as my 503 poered FS II.
I thing TNK should slightly beef up the cage, add a couple braces in the
wing, & offer the 582 as a option on the FS II. Seems the way to go for big ol'
guys, float operations, short field or high altitude work.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | [ Al Bumhoffer ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Al Bumhoffer
Subject: 1995 Firestar II
http://www.matronics.com/photoshare/abum@midmich.net.10.03.2004/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or 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) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
| From: | tom sabean <sabean(at)ns.sympatico.ca> |
After 4 years of construction, I flew my Mark3 Xtra for the first time
yesterday. Aircraft flew great, was a tremendously satisfying event.
My thanks to the many members on this list who helped out with my
questions over the years. Couldn't have done it without you.
Tom Sabean
Mk3Xtra
912/Ivo Prop
________________________________________________________________________________
| From: | terry <tkrolfe(at)usadatanet.net> |
| Subject: | Re: First Flight |
tom sabean wrote:
>
> After 4 years of construction, I flew my Mark3 Xtra for the first time
> yesterday. Aircraft flew great, was a tremendously satisfying event.
>
> My thanks to the many members on this list who helped out with my
> questions over the years. Couldn't have done it without you.
>
> Tom Sabean
> Mk3Xtra
> 912/Ivo Prop
>
Tom,
Congratulations on bringing your dream to fruition. What a great feeling you must
have had when first getting her air
born!
Terry -FireFly #95
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: ultralight crash |
Its a sad day for me. Dale Cross, of Groves Texas, an old aquaintence of
mine who was one of the pioneers in kolb flying, and had numerous awards,
Died Saturday, Flying his Kolb Flyer in an exibition. I dont know any of the
particulars except witnesses said he took off then the plane rolled to the right
and impacted nose down. Maybe John Hauck can find out more than I have. I
feel sure others on this list have met or new Dale. He was a swell guy who loved
flying, going nowhere, just for the fun of it. I will miss him sorely.
Ed Diebel
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
I would like to send a photo to Homer of the fly-in. Could some one please
e-mail me direct with his street address, in Pheonixville. (please write "Homer
",in the subject line)
Thanks
Bob Griffin
do no archive
________________________________________________________________________________
| Subject: | Re: ultralight crash |
| From: | ul15rhb(at)juno.com |
>
>
> Its a sad day for me. Dale Cross, of Groves Texas, an old
> aquaintence of
> mine who was one of the pioneers in kolb flying, and had numerous
> awards,
> Died Saturday, Flying his Kolb Flyer in an exibition. I dont know
> any of the
> particulars except witnesses said he took off then the plane rolled
> to the right
> and impacted nose down. Maybe John Hauck can find out more than I
> have. I
> feel sure others on this list have met or new Dale. He was a swell
> guy who loved
> flying, going nowhere, just for the fun of it. I will miss him
> sorely.
>
> Ed Diebel
Ed and others,
This is a very sad day. Del Cross has been flying that orange and white
twin engine Kolb Flyer for as long as I can remember. He flew at Oshkosh
for so many years. Could it be he had an engine out on takeoff and
couldn't recover?
Ralph
Original Firestar
Get your name as your email address.
Includes spam protection, 1GB storage, no ads and more
Only $1.99/ month - visit http://www.mysite.com/name today!
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: ultralight crash |
| Its a sad day for me. Dale Cross, of Groves Texas, an old
aquaintence of
| mine who was one of the pioneers in kolb flying, and had numerous
awards,
| Died Saturday, Flying his Kolb Flyer in an exibition. |
Ed Diebel
Good Ed/Gang:
Sorry to hear about Dale Cross. I got a phone call from Travis Brown,
New Kolb Aircraft, early this morning informing me of the accident and
loss of Dale. Travis had no other information other than he had died
as the result of a crash of his Flyer.
There will probably be a report in the FAA Daily Accident Report,
later this morning. We can do a search of TV stations and news papers
in the area of Groves, TX, and get more info.
Do we have anyone in that area? What event was Dale attending?
I have known Dale for many years, but only at Sun and Fun, and
Oshkosh. A few years ago, Dale's Flyer was flipped over on its back
during a thunderstorm at Oshkosh. Last time I saw him was at Lakeland
this year.
Take care,
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: ultralight crash |
| A few years ago, Dale's Flyer was flipped over on its back
| during a thunderstorm at Oshkosh.
Hi Gang:
I should further explain that the Flyer was tied down at the time it
flipped over.
Dale was not flying it.
john h
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
If you type in - www.abc13.com - There is a picture of Dell
Cross's Kolb Flyer after the crash. I think his plane was 24or 25 years old.
The last time I saw Him I commented to Him he should replace the rusty 1/16
cables to the rudder with new 3/32" ones, but I dont think he felt a need to. Dont
know if that was the cause or not. There was an autopsy ordered but Im not
sure how to find the results. I think the FAA is going to investigate the
crash. Wish I new more.
Ed Diebel
________________________________________________________________________________
For all of you wishing for the sound of a Harley on your Kolbs - a solution
> exists! It's called a Verner. Same two big air-cooled jugs (1400cc),
same
> RPM range, same throaty sound from minimal exhaust pipes. 165 lbs.
Biggest
> difference is the Verner's two cylinders are 180 degrees offset from each
> other, compared to Harley's 45. But the sound is the same. Even does the
> "potato-potato-potato" at idle.
How many hundred thousand of them are out there running? Can I stop
over to the local Verner dealer and pick up a part in a jiffy? They have
a factory in the USA? snuf
Do not
archive
________________________________________________________________________________
Good grief! Dont you have any noise controls in the USA.?
> Here in theEurope we have to go to great lengths to REDUCE the noise from
> our a/c. Every engine/aircraft/propeller combination has to be measured
> according to laid down criteria and if you are too noisy, you don`t fly.
Thanks Pat!! Next time I fly over the vast wilderness of England I'll
muzzle my Hog. snuf
Do not
archive
________________________________________________________________________________
In a message dated 10/4/2004 2:27:26 PM Eastern Standard Time,
lynnp@c-gate.net writes:
Kolbers,
Well... add another 2 grand to the cost of the Kolbra but I will have the
Bose AR headsets or at least one in it. Yesterday I got my first ride in Charleys
RV8 and he has them in that plane. What a difference they make! So if you
want to lose the noise and can drop a grand go for it! Worth every penny.
Paul Petty
They probably won't be near as effective in your MkIII as in the RV-8. I
haven't found anything more effectivre than my LightSpeed QFR Crosscountry with
ANR at only about $300.
Try the Bose in your plane before you buy.
Howard Shackleford
FS II
SC
________________________________________________________________________________
In a message dated 10/4/2004 3:52:47 PM Eastern Standard Time, HShack(at)aol.com
writes:
They probably won't be near as effective in your MkIII as in the RV-8.
Sorry; Kolbra.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
I have a Headsets brand of ANR in my Sigtronics headset. They are sold as a
user installed kit that fits in most headsets. With my low RPM VW they work
super in fact they worked so well that I couldn't hear the engine go to
14,000 RPM when it self districted after the reduction drive failed. They
are $160 for the kit. I can't say they will work in a plane with a High RPM
engine but they work very well for me. There is only so much any ANR can do,
the higher frequencies waves happen faster than thy can be canceled.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: <HShack(at)aol.com>
Subject: Re: Kolb-List: Bose
>
> In a message dated 10/4/2004 3:52:47 PM Eastern Standard Time,
> HShack(at)aol.com
> writes:
> They probably won't be near as effective in your MkIII as in the RV-8.
>
> Sorry; Kolbra.
>
> Howard Shackleford
> FS II
> SC
>
>
>
________________________________________________________________________________
In a message dated 10/4/2004 8:06:48 PM Eastern Standard Time, N27SB(at)aol.com
writes:
The Lightspeed cross country is mostly passive, the 3G is mostly active.
It is hard to do both because of size constraints. The Bose is mostly active.
You will probably have better results with the passive in a 912S, try both.
A few days ago, I indicated that if I were rich, I would own the LightSpeed
Thirty 3G instead of the QFRXCc, which I currently have. I based that
strictly on the product comparison on LightSpeed's website. The Thirty 3G [at
$650]
shows several db's better active noise reduction than the QFRXCc [at $379].
I was able to actually try the Thirty 3G last Saturday in my FS II. In no
way was it nearly as good as my cheaper set.
My friend, Chuck Reinert would like to sell his barely used Thirty 3G for
$400.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | Re: ANR headsets |
In a message dated 10/4/2004 9:04:32 PM Eastern Standard Time,
13brv3c(at)bellsouth.net writes:
I still like the Lightspeeds, but realize that they (and likely others) have
their limits. If anyone can suggest a good ANR headset that is known to
work with a 912S in a pusher design like the Kolb, I'll need a set by about
next Summer.
When we finish the rebuild of the Mk III float plane & 912ULS install, we'll
do a comparison of several headsets & report.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | Charles & Meredith Blackwell <wozani(at)optonline.net> |
The USUA has posted some new dates and information received from the FAA if anyone
is interested, here is the link:
The FAA has revised and added more detail to their Sport Pilot Implementation Timeline. Please see our Sport Pilot page (http://www.usua.org/SportPilot/) for complete details.
Charlie, MKII in NJ
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
Not to beat a dead horse about noise and headsets, but has anyone asked the
guy's at Kolb what they use?
Ken
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: ANR headsets |
| I've been lurking here getting info and your comments on the Kolb.
I've
| flown commercially for around 19 years, all of it in propeller
driven
| aircraft, and a lot of those are wayyyy noisier than the Kolb. |
Garrett Smith
Hi Garrett/All:
Thanks for speaking out. However, I will have to strongly disagree
with your comment reference noise.
My MKIII is far noisier than any of the aircraft you reference. Fully
enclosed Kolbs are much noisier than open cockpit Kolbs.
Beavers, Otters, and 185's are pussy cats compared to UH-1's and other
Army turbine powered aircraft. My MKIII is noisier than any Army
helicopter I have flown and/or rode in except the CH-47 models.
I too have been using David Clark headsets for a long time, since I
built my Firestar in 1987. I wore out two sets of H10-40's, and am
working on a H10-13.4. Throw in a Sigtronics headset I tried but did
not particularly like for a few hundred hours and the Litespeed
headset about 10 years ago that did not work with the 912, too.
DC's do a good job of passive noise attenuation and some day some one
will come up with a good set of active noise attenuation headsets to
maybe save a little of my hearing. I suffer not only hearing loss,
but experience accelerated fatigue flying in an extremely noisy
environment.
I do agree that DC has excellent quality control, rapid repair turn
around, and are built to last for a long, long time.
Take care,
john h
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Airplane noise: UK vs. US |
Very nicely said, Dennis. I agree with you 100%. Stay with us, Pat, your
posts are greatly enjoyed. Lar. Do not
Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil>
Subject: Kolb-List: Airplane noise: UK vs. US
>
>
> (Note - I changed the subject line. Discussion originated with talk of
> the
> "wonderful" sound of a Harley engine on a Kolb. )
>
> "PATRICK LADD" wrote:
> << Good grief! Dont you have any noise controls in the USA.?
> Here in Europe we have to go to great lengths to REDUCE the noise from
> our a/c. >>
>
> and snuf answered:
> << Thanks Pat!! Next time I fly over the vast wilderness of England I'll
> muzzle my Hog. snuf >>
>
> Patrick -
>
> I hope your sense of humor will keep you tuned in, just to see what
> happens
> next!
>
> In all seriousness, we understand the benefits of quieter airplanes.
> We've
> all heard the stories of little airports getting closed down because of
> local residents complaining about airplane noise. But, as snuf eludes to,
________________________________________________________________________________
| Subject: | Re: ANR headsets |
In a message dated 10/5/2004 8:37:07 PM Eastern Standard Time,
jhauck(at)elmore.rr.com writes:
If I knew the DC ANRs would work in my airplane, I would order a set
to see the results. One of these days.
Take care,
john h
My stepson is sending me a set he wore when he flew helicopters. Will test &
report.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
| Subject: | Re: ANR headsets |
I think I previously made a comment about noise-reducing HS ...my
comment was that most (I haven't tried many)
noise-reducing HS are primarily designed and sold for use in GA
a/c...meaning low rpm 4-6cyl 4 strokes.
The noise spectrum of 2 cyl 2 stroke is decidedly different, Try before
you buy.
Bob N.
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Mk3/912: Testing And Tweaking |
Went flying both of the last two evenings. Hazy but calm, just right for continuation
of my testing and tweaking my Mk3/912.
(1) My oil temp has not been above 140% so I added a 2"x2" temporary air block
to the front of the oil cooler to get the temp up to where it would vaporize any
water out of the oil. The result was 188% after a good warm up on the ground
and little change during flight. This worked so well I will have to remove the
temporary block (duct tape) and replace it with something more sophisticated.
(2) During low power stall testing the left wing falls first regardless of how
I dance on the the rudder peddles or how slow I approach the stall condition.
It is not the gentle, straight-forward stall of my other Kolbs but mildly abrupt.
I intend to do a precision check of rigging then consider adjusting the left
wing cord line.
(3) My Aircom hand held radio has served me well using an underside antennas but
lately my communications using a rubber ducky have been noisy at best. Tested
out my new underside antenna with "5x5" results. I can now hear all that chatter
that does not concern me when I turn the squelch way down.
(4) 'Took the time to remove the whiskey compass adjustment cover and bring along
a non-magnetic screwdriver for the last flight of the day. I flew the four
major compass points per my GPS and aligned the whisky to match. Not much to it
but now I can depend on that unit too.
(5) 'Always wondered if those plastic streamliners on my struts made any real difference.
Mine have not been riveted to the strut and sometimes they change position
in flight. While flying straight and level I reached down to the root
of one streamliner and gave it a twist. Answer: Yes they do. I will now align
them for max streamline effect and rivet them in place.
'Next four days I'll be doing family stuff (Brunswick GA),
Duane the plane Mitchell, Tallahassee, FL, Mk3/912
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
| Subject: | Re: ANR headsets |
At 09:27 PM 10/5/2004, you wrote:
>The noise spectrum of 2 cyl 2 stroke is decidedly different, Try before
>you buy.
I've tried RAD, DCs, the Lightspeed 15XL, the Lightspeed 20 3-G, and the
Lightspeed CrossCountry ANR, and there's no comparison... the CrossCountry
ANR works best in 2-cycle ultralights. YMMV.
-- Robert
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Mk3/912: Testing And Tweaking |
Hi Duane/All:
The 912 runs relatively cool. During the winter I by passed the oil
cooler completely. It is imperative to run the eng oil tem at 190F or
higher to keep condensation and other "stuff" cooked out of the crank
case and oil system.
Also, there is a tremendous difference between eng temps at 5,000 rpm
and higher, and eng speeds below 5,000 rpm. As soon as I would come
off cruise rpm, 5,000, eng oil and cyl head temps dropped rapidly.
The book says minimum cyl head temps are not important, but I have
found the 912 and 912S perform better if the CHT is kept up near 180F
and higher.
| (1) My oil temp has not been above 140% so I added a 2"x2"
temporary air block to the front of the oil cooler to get the temp up
to where it would vaporize any water out of the oil. The result was
188% after a good warm up on the ground and little change during
flight. This worked so well I will have to remove the temporary block
(duct tape) and replace it with something more sophisticated.
Duane, do you think the left wing is dropping because you are sitting
in the left seat? Try flying and stalling from the right seat and see
if that makes a difference. Also, dancing on the rudder pedals has
little to do with lifting a wing on a Kolb airplane. Ailerons usually
work right through the stall in keeping the wings level.
| (2) During low power stall testing the left wing falls first
regardless of how I dance on the the rudder peddles or how slow I
approach the stall condition. It is not the gentle, straight-forward
stall of my other Kolbs but mildly abrupt. I intend to do a precision
check of rigging then consider adjusting the left wing cord line.
Take care,
john h
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: ANR headsets |
I believe the issue here becomes the environment the headsets are used in,
throaty lower RPM 4-strokes or screaming high pitch high RPM 2 & even 4
strokes.
When I stopped at the Lightspeed booth at Sun & Fun a year ago, they
recommended their passive headset. They were very assertive the active
noise reduction units would not work well in a UL Rotax type
environment. I found the lower priced $149 unit to be a little muffled,
the $199 was much clearer and crisper while at the same time being more
comfortable. It uses the same speaker as in there more expensive units.
jerb
>
>Hi Everyone:
>
>I've been lurking here getting info and your comments on the Kolb. I've
>flown commercially for around 19 years, all of it in propeller driven
>aircraft, and a lot of those are wayyyy noisier than the Kolb. Dehavilland
>Single-Otter, Beaver, C-185, Twin Otter and other piston airplanes. My
>input on the headset issue will be limited to the brand names I have tried
>and have heard my colleagues talk about and use. I have spent my entire
>career in between the David Clark headsets, and have used their ANR headsets
>on a number of occasions and feel they are one of the best. My reasons are,
>DC makes a robust unit that will stand up to hard use, they have been around
>a long while and the quality control of the headset components is equal to
>or better than others I have tried. If, when, I buy another, it will most
>likely be the David Clark ANR headset.
>
>A number of friends have the Bose headset and LOVE them, light weight,
>comfort, good noise attenuation and quality sound are all the qualities they
>liked. They are a bit lighter than the DC, and a bit more comfy, but I am
>used to the DC. The BOSE is more expensive than the DC by a significant
>margin, so you'll have to do your due diligence and decide how much you want
>to spend.
>
>I have tried a number of other headsets, during an evaluation with a company
>I used to work for, but felt that these units weren't robust enough for the
>torture they receive on a daily basis during commercial use.
>
>As I mentioned above I like the DC because it's tough, reasonably priced,
>and DC has been around for a long time and they back their product.
>
>I hope my comments help, I will add that the evaluation I was involved with
>was about 4 years back, so headsets have probably improved since then, and
>hopefully the price has come down.
>
>Regards,
>Garrett Smith
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: ANR headsets |
>
>I think I previously made a comment about noise-reducing HS ...my
>comment was that most (I haven't tried many)
>noise-reducing HS are primarily designed and sold for use in GA
>a/c...meaning low rpm 4-6cyl 4 strokes.
>The noise spectrum of 2 cyl 2 stroke is decidedly different, Try before
>you buy.
>
>Bob N.
>
Kolbers,
I used a Lightspeed 15XL ANR head set with the FireFly with Rotax 447 engine
mounted. The head set did a good job, and helped make one hour flights much
less tiring than before I used them. Then I mounted the Victor 1+. It is a
quieter engine due to water cooling and a very effective muffler. With the
Victor 1+ the ANR head set knocked out too much of the low frequency noise,
and I could hear the reed valves clicking or slapping. On hour flights I
found this irritating. Because the engine was so much quieter, I returned
to a passive headset so the low frequency sound would mask the reed valve
slap.
I have an advantage of flying without a full enclosure. I may get beat up
by noise from the rear, but I do not get reflected noise off the inside of
the enclosure. So, ANR headsets may work a little better under open cockpit
conditions.
Another thing that has helped reduce cockpit sound pressure has been the
change from a two to a three blade propeller. With two blades set at 19
degrees, they both pass by the wing trailing edge at about the same time
which give a couple of "Whumps" per propeller rotation. With the three
blades set at 13 degrees this changes to six much smaller "Whumps". The
propeller sound frequency is up but the amplitude is down, and it is the
amplitude over time that wears you out. Also streamlining the struts
removed a low frequency strumming like that of a bass viol during
flight.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| Subject: | Paying the bills |
Pat
A friend of mine came back from a flight to Canada and a few days later a
bill for several hundred dollars came his way from the Canadian Gov..
Use of Air Traffic control resources. He was billed for each use of their
facilities--either on the ground or in the air.
How about the light aircraft group. Do you have to pay also?? Herb in
Ky
> pj.ladd(at)bt.internet.com
do not archive
________________________________________________________________________________
| From: | "George E. Myers Jr." <gmyers(at)corridor.net> |
| Subject: | Twinstar Documentation |
Hello Kolb owners,
My name is George and I have recently joined your esteemed ranks with the
purchase of a Twinstar. What I can gather from searching the archives is it
is a late 80's model. The uncertainty arises from the fact that no
documentation came with it. None, zip, zilch! And other than a bent wing &
broken axle it is in great shape. I plan on repairing the wing & recovering
the entire plane but I need a construction manual, and a user manual if
possible. If anybody out there has one I could beg, borrow, or purloin I
would be forever grateful. Of course I would happily chip in the necessary
bucks too.
Thanks
George E. Myers Jr.
San Marcos Tx.
http://geohome.sytes.net
gmyers(at)corridor.net
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | Twinstar Documentation |
Welcome George,
Have you asked TNK about the documentation? The Twinstar was a little
before their time, but there's a chance they can still provide
documentation. The SS I just purchased didn't come with any documentation
either, and TNK was happy to provide a builders manual, and plans at a
reasonable cost. In fact, they just arrived today.
Cheers,
Rusty
________________________________________________________________________________
| From: | "George E. Myers Jr." <gmyers(at)corridor.net> |
| Subject: | RE: Twinstar Documentation |
Hello Kolbers,
Thank you all for your help. From the reply's I've received I have
determined that I have a Twinstar MKI or "Straight Twinstar" the original 2
seater. I still haven't located any docs but from the responses so far I
feel certain some will turn up.
I have also located a supplier for the tubing (Dillsburg Aero Works) who
has the really thin walled stuff that's on this one.
Thanks again dudes
George
George E. Myers Jr.
San Marcos Tx.
http://geohome.sytes.net
gmyers(at)corridor.net
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
| Subject: | Re: Twinstar Documentation |
Let me dig around a bit later and I will see if I can find the info. What
part do you need to know about?
----- Original Message -----
From: "George E. Myers Jr." <gmyers(at)corridor.net>
Subject: Kolb-List: Twinstar Documentation
>
> Hello Kolb owners,
> My name is George and I have recently joined your esteemed ranks with the
> purchase of a Twinstar. What I can gather from searching the archives is
it
> is a late 80's model. The uncertainty arises from the fact that no
> documentation came with it. None, zip, zilch! And other than a bent wing &
> broken axle it is in great shape. I plan on repairing the wing &
recovering
> the entire plane but I need a construction manual, and a user manual if
> possible. If anybody out there has one I could beg, borrow, or purloin I
> would be forever grateful. Of course I would happily chip in the necessary
> bucks too.
> Thanks
>
>
> George E. Myers Jr.
> San Marcos Tx.
> http://geohome.sytes.net
> gmyers(at)corridor.net
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Heavy Alerons & Flapps |
Things seen to be slow today so....
Over the years I have been hearing people talk about heavy ailerons and what they
have done to fix the problem. More recently one mentioned that they had to
slow down to lower their flaps. Also I have noticed in the Kolb demonstrators
that the ailerons get heavy at higher speeds. I haven't changed the cord of my
control surfaces nor have I changed the leverage with reduced aileron movement
but my controls have a lighter feel. When I built my flaps and ailerons I used
a product, sold by Aircraft Spruce, called trailing edge material Instead of
the stock 3/16" trailing edge. I used this trailing edge material for streamlining
reasons. It tapers to less than 1/16" at the trailing edge of my flaps
and ailerons. I don't know that I have any less drag and I don't know for sure
that this is the cause for the lighter controls but everything else in the control
system is 100% stock. Also I can't understand how this might effect the
control forces. Maybe these stock cord control surfaces aren't deflecting as much
air as those with the 3/16" trailing edge but they seem to be just as effective
and they take less force to use. Maybe some of our less aerodynamic challenged
members can shed some light or throw water on this.
Rick Neilsen
Redrive VW Powered MKIIIc
________________________________________________________________________________
| From: | "jimmy and jo ann" <hillstw(at)jhill.biz> |
| Subject: | Re: Heavy Alerons & Flapps |
How many have tried spaces on Kolb ailerons?
Is that a structural possibility, or problem?
Jimmy
----- Original Message -----
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Kolb-List: Heavy Alerons & Flapps
>
> Things seen to be slow today so....
>
> Over the years I have been hearing people talk about heavy ailerons and
what they have done to fix the problem. More recently one mentioned that
they had to slow down to lower their flaps. Also I have noticed in the Kolb
demonstrators that the ailerons get heavy at higher speeds. I haven't
changed the cord of my control surfaces nor have I changed the leverage with
reduced aileron movement but my controls have a lighter feel. When I built
my flaps and ailerons I used a product, sold by Aircraft Spruce, called
trailing edge material Instead of the stock 3/16" trailing edge. I used this
trailing edge material for streamlining reasons. It tapers to less than
1/16" at the trailing edge of my flaps and ailerons. I don't know that I
have any less drag and I don't know for sure that this is the cause for the
lighter controls but everything else in the control system is 100% stock.
Also I can't understand how this might effect the control forces. Maybe
these stock cord control surfa!
> ces aren't deflecting as much air as those with the 3/16" trailing edge
but they seem to be just as effective and they take less force to use. Maybe
some of our less aerodynamic challenged members can shed some light or throw
water on this.
>
> Rick Neilsen
> Redrive VW Powered MKIIIc
>
>
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: Heavy Alerons & Flapps |
At 10:35 AM 10/9/2004, you wrote:
>
>
>Things seen to be slow today so....
>
>Over the years I have been hearing people talk about heavy ailerons and
>what they have done to fix the problem. More recently one mentioned that
>they had to slow down to lower their flaps. Also I have noticed in the
>Kolb demonstrators that the ailerons get heavy at higher speeds. I haven't
>changed the cord of my control surfaces nor have I changed the leverage
>with reduced aileron movement but my controls have a lighter feel. When I
>built my flaps and ailerons I used a product, sold by Aircraft Spruce,
>called trailing edge material Instead of the stock 3/16" trailing edge. I
>used this trailing edge material for streamlining reasons. It tapers to
>less than 1/16" at the trailing edge of my flaps and ailerons. I don't
>know that I have any less drag and I don't know for sure that this is the
>cause for the lighter controls but everything else in the control system
>is 100% stock. Also I can't understand how this might effect the control
>forces. Maybe these stock cord control surfa!
>ces aren't deflecting as much air as those with the 3/16" trailing edge
>but they seem to be just as effective and they take less force to use.
>Maybe some of our less aerodynamic challenged members can shed some light
>or throw water on this.
>
>Rick Neilsen
>Redrive VW Powered MKIIIc
http://www.mindspring.com/~possums/Xhingestrailingedge.jpg
http://www.mindspring.com/~possums/HINGESML.jpg
http://www.mindspring.com/~possums/ailermod.jpg
Covered without the bumps using trailing edge material also. Have counter
balance weights and 2 inch narrower ailerons all the way down.
Just this narrowing allowed me to put extra 2 inches of throw in the "bell
crank", so when you think "turn left" you have already turned.
Moved the holes "in" instead of "out". They are still not heavy like the
old ones were.
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: Heavy Alerons & Flapps |
At 04:49 PM 10/9/2004, you wrote:
>Moved the holes "in" instead of "out". They are still not heavy like the
>old ones were.
Should have said - moved the holes "out" instead of "in"
This way the stick has to be moved much less to move the ailerons.
I have the old controls - inside and back of the cockpit - not under the
boom tube.
________________________________________________________________________________
| From: | "jimmy and jo ann" <hillstw(at)jhill.biz> |
| Subject: | Re: Heavy Alerons & Flapps |
Excuse the typo. Meant to say "spades", not "spaces"
----- Original Message -----
From: "jimmy and jo ann" <hillstw(at)jhill.biz>
Subject: Re: Kolb-List: Heavy Alerons & Flapps
>
> How many have tried spaces on Kolb ailerons?
> Is that a structural possibility, or problem?
>
> Jimmy
> ----- Original Message -----
> From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
> To:
> Subject: Kolb-List: Heavy Alerons & Flapps
>
>
>
> >
> > Things seen to be slow today so....
> >
> > Over the years I have been hearing people talk about heavy ailerons and
> what they have done to fix the problem. More recently one mentioned that
> they had to slow down to lower their flaps. Also I have noticed in the
Kolb
> demonstrators that the ailerons get heavy at higher speeds. I haven't
> changed the cord of my control surfaces nor have I changed the leverage
with
> reduced aileron movement but my controls have a lighter feel. When I built
> my flaps and ailerons I used a product, sold by Aircraft Spruce, called
> trailing edge material Instead of the stock 3/16" trailing edge. I used
this
> trailing edge material for streamlining reasons. It tapers to less than
> 1/16" at the trailing edge of my flaps and ailerons. I don't know that I
> have any less drag and I don't know for sure that this is the cause for
the
> lighter controls but everything else in the control system is 100% stock.
> Also I can't understand how this might effect the control forces. Maybe
> these stock cord control surfa!
> > ces aren't deflecting as much air as those with the 3/16" trailing edge
> but they seem to be just as effective and they take less force to use.
Maybe
> some of our less aerodynamic challenged members can shed some light or
throw
> water on this.
> >
> > Rick Neilsen
> > Redrive VW Powered MKIIIc
> >
> >
>
>
________________________________________________________________________________
| From: | "flykolb" <flykolb(at)carolina.rr.com> |
I found out today how to have a very quiet prop. The key holding the flywheel sheered
and turned my Mark III into a glider. Fortunately, I had just turned a
close left base and just glided in for one of my best landings ever!
Jim
Mark III
Charlotte, NC
________________________________________________________________________________
| From: | "Dan Charter" <lndc(at)fnbcnet.com> |
My flying buddy and myself took off about 10 am to a place called Zim MN. It's
about a half an hour flight. The air was great, cool but great. The temp was probably
40 degrees when we took off. The water bomber that's based in Hibbing
was doing some practice flights just south of where we landed. That big old bird
is impressive. We left Zim about noon. There was lots of thermal action. I
didn't expect that much but it was fun for awhile. Went back up about 4:30. Still
bumpy but we haven't been able to fly because of the weather so it was perfect
by me. I hadn't been up since Sept. 30Th. My buddy didn't stay up long though.
I got 3 hours total in for the day. I ran out of sunlight. What a fantastic
day. I took a few pics but my camera was set at 5.0 so I won't post any. I
was told that the wind will be back up to the 20's again tomorrow. BUMMER Do
not archive.
Dan Charter FS1
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: fall flight No. 2 |
Don't let'm hurt your feelings, Pat. I'd rather have an adrenaline ride
like that than be in any church anytime. Lar. Do
not Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: Kolb-List: fall flight No. 2
>
> < MN.
> It's about a half an hour flight. The air was great>>
>
> Hi All,
> I am glad you had a great flight. This is what happened to me.
> Sunday morning, 9 o clock. Beginning of October. UK. There was a fly in at
> Henstridge, about 30 miles away.The main wind indicator in the area is the
> smoke from the cement factory chimney about 8 miles away across the valley
> from my home . Known as `Smoky Joe`. The smoke was going straight up.
> Great!
> I rang Henstridge for joining instructions. Direction of circuit, QFE
> etc.,
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
I put 90 of these little things on my wings and flew yesterday.
I didn't expect them to do a lot - so I put them on with the double
stick tape so I could remove them later. They're clear lexan
and the tape matches my wing color - so you don't really notice
them.
I was very impressed - and am going to leave them on.
On take off I can point the nose up almost 35 degrees
and hold the air speed just over 30 mph and it seems to just hang
on the prop, and it really does knock about 4 or 5 miles off your
stall speed.
Impressed Possum
possums wrote:
Would like to order a set of you generators.
How do I do it??
Harrison Designs, LLC
Thanks, I look forward to your order! You're going to LOVE my VGs!
Joa
<http://www.landshorter.com>www.landshorter.com
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| I think that has protected the
| potentially weak nose wheel, as I have had no trouble.
| Pat
Hi Pat/All:
Generally, in the US, one can always tell a Challenger pilot by the
cast, on the right leg, left leg, or both legs, that extends from his
toes to his waist.
Does Challenger still attach the nose gear to the fuselage with two
stainless hose clamps? Seems that in most instances where a hard
landing is involved, the nose of the aircraft is wiped off back to the
pilots knees.
Do they still use the cable between the gear legs to keep them from
over extending?
Does that have an adverse affect on landing in an unimproved area,
i.e., tall grass, weeds, and small brush? or is the aircraft
restricted to improved grass strips?
Take care,
john h
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 01:11 PM 10/10/2004, you wrote:
>Hi,
> Did you really put 90 on the wings??????????? Must have been a tongue
> in cheek typo. Did you also order them rather than make them? The ones
> that I have were made by the shackelford instructions. Although I only
> have them on the ribs, there are only 8 per wing. It seems to accomplish
> the same thing.
>Larry
Yes I did - actually 44 on each wing - that is what the template called for -
two between each false rib - so I just followed the instructions.
They are pretty small and don't have any sharp pointed edges like the
"homemade"
ones do. ....But they cost a dollar apiece - airplane stuff cost more - right?
http://possums.photosite.com/vgs/
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
> Hi Pat/All:
>
> Generally, in the US, one can always tell a Challenger pilot by the
> cast, on the right leg, left leg, or both legs, that extends from his
> toes to his waist.
>
> Does Challenger still attach the nose gear to the fuselage with two
> stainless hose clamps? Seems that in most instances where a hard
> landing is involved, the nose of the aircraft is wiped off back to the
> pilots knees.
>
> Do they still use the cable between the gear legs to keep them from
> over extending?
>
> Does that have an adverse affect on landing in an unimproved area,
> i.e., tall grass, weeds, and small brush? or is the aircraft
> restricted to improved grass strips?
>
> Take care,
>
> john h
>
>
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | First flight in a used Firestar II |
Well, I finally flew the Firestar II that I bought from Ed Babovec last May.
The plane is a product of the Old Kolb Company. He'd built the Firestar
(nicely, I should add) and put the first 52 hours on the plane before I
bought it.
In case you wonder why I hadn't flown it before this, about all I can say is
that between my work, which is irregular and demanding, the fickle weather,
and the short sailing season here in Colorado, it was finally time now.
The plane has a 503, with the intake and exhaust silencers. It still has the
mechanical brakes and the steerable but not full-swiveling tailwheel. It
also has a 2-blade wooden prop, 66" in diameter.
As recounted earlier on these pages, the airplane is tail-heavy. I weighed
160 pounds, including my helmet and knee board, and still needed 45 pounds
of lead ballast to get the center of gravity to 20.62 inches, which works
out to 33.8% of the 61" chord length. The aft CG limit is 21.35", according
to the plans I bought in 1966, so that gave me a slight bit of margin. I put
this lead under the seat cushion, lashing it on securely with some marine
cord that I'd actually gotten for my sailboat.
According to the earlier plans that came with the plane, the CG aft limit is
23.68". Evidently, somewhere along the way, the aft CG limit changed rather
drastically. In any case, my actual center of gravity location was a good
one for this flight.
As mentioned previously some months ago, I plan to sweep the wings back
about 2 degrees with a simple bracket. This will shift the aerodynamic
center aft and I won't need the lead ballast any more. My gross weight was
right at about 600 pounds.
The day was calm and gorgeous. Real pretty.
I took off and climbed to 2,700 feet above the airport, did a little
familiarization airwork and stalls, and landed.
The airplane's airspeed indicator certainly read low most of the flight. I
didn't carry a GPS along on this first flight, and didn't bother timing my
path over the ground. But I really doubt that the stall speed is 10 mph at
full power, or 18 mph at idle. At 50 mph indicated it wouldn't climb. That
brought up another issue: climb performance seemed fairly dismal regardless
of the speed I flew. Of course, I was relying on the tach, but it reached
redline at full throttle and 45 IAS, which is reasonable.
The maximum rate of climb I observed (didn't time it) was about 450 feet to
the minute. Please bear in mind that my density altitude was probably about
7,500 feet here in Boulder, Colorado. The local airport is at 5,300 feet.
And yes, I felt that this was quite poor climb in these conditions. What do
you think?
It will be interesting to evaluate different props, as well as correct the
airspeed indicator.
I had heard this airplane in the air before I bought it, and it was
relatively quiet. From the cockpit, it was noisier than I'd like. A bit of a
surprise: the intake and exhaust silencers help me to be a good neighbor but
don't help me directly. Still, maybe they do; I've never flown one of these
without those silencers. Maybe it's worse. Next time I'll wear hearing
protection.
As for its flying characteristics, about all I can say is that it's a lot
different than my Cessna 180 Skywagon, Big Hammer. A lot different. The
controls give good feedback as to the airspeed, but there's little warning
before the gentle stalls. Visibility up and out to the sides is blocked by
the leading edge of the wing. That and the center of gravity would have been
improved if the cockpit had been moved forward, a non-trivial factory
change. The visibility was reduced considerably by various reflections on
the inside of the full windshield. I found that the rudder pedals were a bit
farther forward than fits me, and the heel brake pedals were very awkward.
My Firestar does have speed stability, as well as large pitch changes with
power changes. I didn't make turns tight enough to explore the maneuvering
stability, and didn't try any of the standard lateral-directional maneuvers
except for gentle turns. The airplane flew fine, and seemed entirely
adequate, as far as I took it.
To properly give thanks, I'd need to list names from here to some place past
the end of your patience. Ed, of course, and Gregg Waligroski deserve
special thanks. Dave Dooley, not on this email forum and not a Kolb pilot,
does too. Many of the regular contributors to this have helped out immensely
with their advice, sent here and thereby broadcast generally. They didn't
know that they were helping me, but they did. To everyone, many, many
thanks.
Dave Paule
FS II (that I've finally flown)
Cessna Skywagon, Big Hammer
Boulder, CO
________________________________________________________________________________
| Subject: | FIRESTAR II WANTED |
A friend is looking for a clean, well built, flying Firestar II with a low
time 503 DCDI. We are near Edgefield, SC & would like something no more than
250 miles from there.
Please email details & price. Photos would be good, too.
Howard Shackleford
hshack(at)aol.com
[803]359-1136
FS II
SC
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: First flight in a used Firestar II |
Congratulations, Dave. Hopefully I won't be too far behind you. (now
watch the b.s. fly :-) ) Slowpoke Lar Do not
Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "David Paule" <dpaule(at)frii.com>
Subject: Kolb-List: First flight in a used Firestar II
>
> Well, I finally flew the Firestar II that I bought from Ed Babovec last
> May.
> The plane is a product of the Old Kolb Company. He'd built the Firestar
> (nicely, I should add) and put the first 52 hours on the plane before I
> bought it.
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Sport Aviation Expo |
No one has brought this up, any one planning on attending the
U.S. Sport Aviation Expo 2004
Thursday, October 28 - Sunday , October 31, 2004
Sebring Regional Airport
http://www.sport-aviation-expo.com/
________________________________________________________________________________
| Subject: | Re: fall flight No. 2 |
In a message dated 10/10/2004 6:41:22 AM Eastern Standard Time,
pj.ladd(at)btinternet.com writes:
What was that smell. Fuel!
I look down and there is fuel swilling round my boots. Where did that come
from?. A fuel line must have shaken loose. Good job the engine didn`t stop.
I checked. Nothing loose. All fuel lines secure, fuel tank top screwed up
tight. I can only think that the fuel came back up up from the tank through
the breather hole while I was being put through natures tumble dryer. I have
flown in bumpy conditions but that had never happened before.
I considered driving to Henstridge instead of flying, but I just couldn`t
face it. I went home.
I am glad you had a pleasant flight.
Cheers
good story Pat, you are a good story teller, but, indeed, that is not too
rare for a Brit.
George Randolph
The Villages, Fl
ps I start my 1st story telling class this week....seriously
________________________________________________________________________________
| From: | "Bruce Harrison" <firestarii(at)hotmail.com> |
| Subject: | First flight in a used Firestar II |
How does your plane climb in comparison to Gregg Waligroski's? It is about
the same configuration so should be a good comparison.
>From: "David Paule" <dpaule(at)frii.com>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Kolb-List: First flight in a used Firestar II
>Date: Sun, 10 Oct 2004 18:57:34 -0600
>
>
>Well, I finally flew the Firestar II that I bought from Ed Babovec last
>May.
>The plane is a product of the Old Kolb Company. He'd built the Firestar
>(nicely, I should add) and put the first 52 hours on the plane before I
>bought it.
>
>In case you wonder why I hadn't flown it before this, about all I can say
>is
>that between my work, which is irregular and demanding, the fickle weather,
>and the short sailing season here in Colorado, it was finally time now.
>
>The plane has a 503, with the intake and exhaust silencers. It still has
>the
>mechanical brakes and the steerable but not full-swiveling tailwheel. It
>also has a 2-blade wooden prop, 66" in diameter.
>
>As recounted earlier on these pages, the airplane is tail-heavy. I weighed
>160 pounds, including my helmet and knee board, and still needed 45 pounds
>of lead ballast to get the center of gravity to 20.62 inches, which works
>out to 33.8% of the 61" chord length. The aft CG limit is 21.35", according
>to the plans I bought in 1966, so that gave me a slight bit of margin. I
>put
>this lead under the seat cushion, lashing it on securely with some marine
>cord that I'd actually gotten for my sailboat.
>
>According to the earlier plans that came with the plane, the CG aft limit
>is
>23.68". Evidently, somewhere along the way, the aft CG limit changed rather
>drastically. In any case, my actual center of gravity location was a good
>one for this flight.
>
>As mentioned previously some months ago, I plan to sweep the wings back
>about 2 degrees with a simple bracket. This will shift the aerodynamic
>center aft and I won't need the lead ballast any more. My gross weight was
>right at about 600 pounds.
>
>The day was calm and gorgeous. Real pretty.
>
>I took off and climbed to 2,700 feet above the airport, did a little
>familiarization airwork and stalls, and landed.
>
>The airplane's airspeed indicator certainly read low most of the flight. I
>didn't carry a GPS along on this first flight, and didn't bother timing my
>path over the ground. But I really doubt that the stall speed is 10 mph at
>full power, or 18 mph at idle. At 50 mph indicated it wouldn't climb. That
>brought up another issue: climb performance seemed fairly dismal regardless
>of the speed I flew. Of course, I was relying on the tach, but it reached
>redline at full throttle and 45 IAS, which is reasonable.
>
>The maximum rate of climb I observed (didn't time it) was about 450 feet to
>the minute. Please bear in mind that my density altitude was probably about
>7,500 feet here in Boulder, Colorado. The local airport is at 5,300 feet.
>And yes, I felt that this was quite poor climb in these conditions. What do
>you think?
>
>It will be interesting to evaluate different props, as well as correct the
>airspeed indicator.
>
>I had heard this airplane in the air before I bought it, and it was
>relatively quiet. From the cockpit, it was noisier than I'd like. A bit of
>a
>surprise: the intake and exhaust silencers help me to be a good neighbor
>but
>don't help me directly. Still, maybe they do; I've never flown one of these
>without those silencers. Maybe it's worse. Next time I'll wear hearing
>protection.
>
>As for its flying characteristics, about all I can say is that it's a lot
>different than my Cessna 180 Skywagon, Big Hammer. A lot different. The
>controls give good feedback as to the airspeed, but there's little warning
>before the gentle stalls. Visibility up and out to the sides is blocked by
>the leading edge of the wing. That and the center of gravity would have
>been
>improved if the cockpit had been moved forward, a non-trivial factory
>change. The visibility was reduced considerably by various reflections on
>the inside of the full windshield. I found that the rudder pedals were a
>bit
>farther forward than fits me, and the heel brake pedals were very awkward.
>
>My Firestar does have speed stability, as well as large pitch changes with
>power changes. I didn't make turns tight enough to explore the maneuvering
>stability, and didn't try any of the standard lateral-directional maneuvers
>except for gentle turns. The airplane flew fine, and seemed entirely
>adequate, as far as I took it.
>
>To properly give thanks, I'd need to list names from here to some place
>past
>the end of your patience. Ed, of course, and Gregg Waligroski deserve
>special thanks. Dave Dooley, not on this email forum and not a Kolb pilot,
>does too. Many of the regular contributors to this have helped out
>immensely
>with their advice, sent here and thereby broadcast generally. They didn't
>know that they were helping me, but they did. To everyone, many, many
>thanks.
>
>Dave Paule
>FS II (that I've finally flown)
>Cessna Skywagon, Big Hammer
>Boulder, CO
>
>
Check out Election 2004 for up-to-date election news, plus voter tools and
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | RE: First flight in a used Firestar II |
How does your plane climb in comparison to Gregg Waligroski's? It is about
the same configuration so should be a good comparison.
-----------------
I don't know... haven't talked with him yet. He's got that 3-blade Kiev
Hot-Prop, if I remember the name of it right.
I don't have a full climb performance profile yet, so it is possible that I
simply might not have the right speed dialed in yet. Perhaps the range of
speed for which it climbs is narrow, especially with the airspeed indicating
so low.
Also, I have the intake and exhaust silencers, and he doesn't. However, I
think his plane may fly at a higher weight than mine.
Dave Paule
Boulder, CO
FS II (and I've finally flown it)
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
| Subject: | Re: Landing Challenger aka crosswind opn |
I've landed my FireFly several times at 45 to the local 150' wide rnwy,
and once almost crosswise. Usually there's a lot of wind, so I can get
stopped before the grass at edges. Local rules don't allow operation
on/off the grass--
it's pretty rough there anyhow.
Bob N.
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
----- Original Message -----
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: Kolb-List: Challengers
> Just been talking to my dealer and he has been experimenting with vortex
> generators on the Xtra he is building and has concluded that they are
> worth
> the effort. Stalling speed lowered by about 5knots > pj.ladd@btinternet
> Hi Pat, I used the V/G's of shacks design on my Original Firestar
> before I started the rebuild and they lowered the stall about 5 kts. The
> plane broke crisply without much warning. You might want to put them on
> your horizontal stabilizer as well to make sure you have enough elevator
> authority when landing at the lower speeds without power. I did not do
> this and wheel landings were fine but full stall at minimum airspeed I
> did not have enough elevator to get fat a** in a landing configuration
> (working on the fat a** part).
I probably will not put them back on because the way Hormer designed it
with the new brakes from Brother Jim I should be able to land in a small pea
patch as is (and it's much easier for my daughter to wash ).
As for the Challengers I learned to fly ultralights in one and fly
someone elses every chance I get, but would not buy one over a Kolb.
JMHOFWIW
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
>
>
>
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
The reflections inside the full windshield were distracting yesterday when I
flew my used Firestar for the first time.
Anyone got any suggestions for getting rid of them? Um, without taking the
windshield to an optics lab.....
Thanks!
Dave Paule
FS II
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| The reflections inside the full windshield were distracting
yesterday when I
| flew my used Firestar for the first time.
|
| Anyone got any suggestions for getting rid of them? Um, without
taking the
| windshield to an optics lab.....
|
| Thanks!
| Dave Paule
| FS II
Dave/All:
They all have reflections. I think the secret is not to concentrate
on the reflections, but look outside the aircraft where you are flying
instead.
Reflections inside my fully enclosed MKIII cockpit are particularly
annoying at night. Primarily because I do not have a glare shield.
However, since I have accepted the fact that night flying in a MKIII
for pleasure is not necessarily worth the risk, I don't fly at night
unless I get caught out and can not get back before dark. Without
redundant systems for landing lights, instr panel lgts, etc., it just
is not worth the risk.
Take care,
john h
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
: Monday, October 11, 2004 7:56 PM
Subject: Re: Kolb-List: Reflections
>
> | The reflections inside the full windshield were distracting
> yesterday when I
> | flew my used Firestar for the first time.
> |
> | Anyone got any suggestions for getting rid of them? Um, without
> taking the
> | windshield to an optics lab.....
Just try to wear dark clothing, its the pants, shoes and socks that seem
to cause most of mine.
Larry
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Tachometer w/double the rpm output |
Can anyone help here?
I have a Rotax 447 with Ducati single ignition.
I purchased a tachometer from Aircraft Spruce, specifying this engine and
ignition setup. The tach I received has the following id on the box: part number
TA023, 3 1/8" Tach 8000 RPM Dual. The tach has a user modification for
single or dual ignition, which is a small wire loop on the back. The diagram that
came with it says for single ign., keep the wire loop intact. For dual ign.,
cut the wire loop.
I connected the gray wire and a ground wire from the engine per Rotax wiring
instructions. Since I have single ign., I did not cut the wire loop. But
during operation, the tach appears to be indicating double the RPM (ie, at idle
of about 2000 it shows 4000+) and with any increase in RPM, about half
throttle, maybe 3500 RPM, the tach goes to the limit of 8000.
I called Aircraft Spruce for advice and they referred me to the manufacturer
(who I believe is just an importer/distributor because the tach is made in
China), a company named Walltrube? The fellow I spoke to didn't have a clue.
The box also has information stamped on it saying 916A Tach 3 1/8" Universal and
another # T3-001U. So far, I am inclined to think that this tach is
Universal, in that it may be used for either Points or Ducati ign. and the user
modification of cutting the wire changes it from single to dual ign.
I guess I'll cut the wire to see if that corrects the reading, but it may be
hard to reconnect because it is very small and short, so I'll wait to see if
anyone has a suggestion as to why I might be getting the double RPM output
reading.
Bill Varnes
Original FireStar
Audubon, NJ
________________________________________________________________________________
| From: | Ted C <trc1917(at)direcway.com> |
Just wanted to let whoever wants to know that a bunch of our southern flyers group
out of florida are going to Lucedale and Bev and I also. Taking my lit'l
SlingShot and the RV. Leaving Wednesday morning and returning Sunday. Hope to
see all there this weekend. Drop by for hotdogs. Our lot in life is to feed
people. Would not miss it for the world. My baby is one year old this year.
Not in diapers any more. ted cowan, alabama.
________________________________________________________________________________
| From: | russkinne <kinnepix(at)earthlink.net> |
on 10/11/04 11:14 PM, Larry Cottrell at lcottrel(at)kfalls.net wrote:
>
> : Monday, October 11, 2004 7:56 PM
> Subject: Re: Kolb-List: Reflections
>
>
>>
>> | The reflections inside the full windshield were distracting
>> yesterday when I
>> | flew my used Firestar for the first time.
>> |
>> | Anyone got any suggestions for getting rid of them? Um, without
>> taking the
>> | windshield to an optics lab.....
>
>
> Just try to wear dark clothing, its the pants, shoes and socks that seem
> to cause most of mine.
> Larry
>
>
>
>
>
>
It may be clumsy but a black sort of lap-robe should work.
________________________________________________________________________________
| Subject: | Re: Tachometer w/double the rpm output |
| From: | ul15rhb(at)juno.com |
Bill,
Cut the wire on the tach and that will solve your problem. The same thing
happened on mine.
Ralph
Original Firestar
447 Ducati single ignition
>
> Can anyone help here?
>
> I have a Rotax 447 with Ducati single ignition.
>
> I purchased a tachometer from Aircraft Spruce, specifying this
> engine and
> ignition setup. The tach I received has the following id on the
> box: part number
> TA023, 3 1/8" Tach 8000 RPM Dual. The tach has a user modification
> for
> single or dual ignition, which is a small wire loop on the back.
> The diagram that
> came with it says for single ign., keep the wire loop intact. For
> dual ign.,
> cut the wire loop.
>
> I connected the gray wire and a ground wire from the engine per
> Rotax wiring
> instructions. Since I have single ign., I did not cut the wire
> loop. But
> during operation, the tach appears to be indicating double the RPM
> (ie, at idle
> of about 2000 it shows 4000+) and with any increase in RPM, about
> half
> throttle, maybe 3500 RPM, the tach goes to the limit of 8000.
>
> I called Aircraft Spruce for advice and they referred me to the
> manufacturer
> (who I believe is just an importer/distributor because the tach is
> made in
> China), a company named Walltrube? The fellow I spoke to didn't
> have a clue.
> The box also has information stamped on it saying 916A Tach 3 1/8"
> Universal and
> another # T3-001U. So far, I am inclined to think that this tach is
>
> Universal, in that it may be used for either Points or Ducati ign.
> and the user
> modification of cutting the wire changes it from single to dual
> ign.
>
> I guess I'll cut the wire to see if that corrects the reading, but
> it may be
> hard to reconnect because it is very small and short, so I'll wait
> to see if
> anyone has a suggestion as to why I might be getting the double RPM
> output
> reading.
>
> Bill Varnes
> Original FireStar
> Audubon, NJ
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
Now includes pop-up blocker!
Only $14.95/ month - visit http://www.juno.com/surf to sign up today!
________________________________________________________________________________
| From: | John Jung <jrjungjr(at)yahoo.com> |
David and Group,
Here is what I did to minimise the problem of
reflections: I painted the dash and about everthing
else in the cockpit flat black and added black
carpeting. I also wear a black jacket in cool weather.
All this works well. But last spring, at Monument
Valley, I carried my camera on a photographic flight,
and not thinking, wore a white T-shirt. The
reflections of that T-shirt ruined more than half my
photos.
John Jung
_______________________________
Declare Yourself - Register online to vote today!
http://vote.yahoo.com
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 08:57 AM 10/12/2004, you wrote:
>
>David and Group,
>
>Here is what I did to minimise the problem of
>reflections: I painted the dash and about everthing
>else in the cockpit flat black and added black
>carpeting. I also wear a black jacket
http://possums.photosite.com/Black/
I did the same thing - because of the pictures
and also because I don't like to see the
reflections. Everything forward of the seat
cross bar is flat black. Also have a hood over my
instrument panel and put fabric on the inside side panels
front of the cross bar - also painted black.
Don't wear light colored pants or light colored
long sleeve shirts. Also wear a black glove on my
right hand. But when it's hot I take the windshield off
- lots of fun that way.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: trailing edge |
Pat
Yes the trailing edge material is used instead of the 5/16 .035 tubing.
Note! This stuff weighs 12 oz per ten feet and 5/16 weighs 5 oz per ten feet
so you will need the aileron balance weights. It is called "Trailing Edge"
part number 03-48900 at Aircraft Spruce. It is stronger and eliminates the
scalloping you see on the trailing edge of most Kolbs. I do feel that my
controls are lighter but I don't have any way of measuring the difference.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Kolb-List: trailing edge
>
> Hi all,
> someone on the list recently had used some material called `trailing edge`
> which had eased the aileron heaviness.
> Can you tell me if this was used INSTEAD of the Kolb supplied material or
> added to the rear of the trailing edge just to improve the streamlining.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
I have gotten so that I don't see the reflections in my full enclosure MKIII
while I'm flying. I do see those reflections in all my photos. I took a
short photography class and the instructor suggested the following, lock the
focus at infinity, set the exposure to under expose at least one stop, use a
polarizing filter to eliminate the reflections, and a UV filter to reduce
the haze. I ordered the filters and will try these things when my airplane
is flying again.
It looks like the 1st snow will get here before I get in the air again but
hopefully I will be flying before all the fall colors are gone. AND
definitely before Lar.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "David Paule" <dpaule(at)frii.com>
Subject: Kolb-List: Reflections
________________________________________________________________________________
| From: | "George E. Myers Jr." <gmyers(at)corridor.net> |
| Subject: | Re: trailing edge |
How is the trailing edge attached. Possums posted some photos that looked
like they were welded on.
George
At 10-12-2004, you wrote:
>
>
>Pat
George E. Myers Jr.
San Marcos Tx.
http://geohome.sytes.net
gmyers(at)corridor.net
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: trailing edge |
The trailing edges are attached with pop rivets. The trailing edge material
is shaped somewhat like a V spread the V slip the ribs part way in and
rivet.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "George E. Myers Jr." <gmyers(at)corridor.net>
Subject: Re: Kolb-List: trailing edge
>
>
> How is the trailing edge attached. Possums posted some photos that looked
> like they were welded on.
________________________________________________________________________________
| From: | Larry Duncan <lariardo(at)centurytel.net> |
| Subject: | Balloon tires on Firestar II |
I am looking for an easy solution to what I thought would be a easy
modification. I have a 98 vintage Firestar that I purchased used. I
just started soloing the plane about a month ago. I have no general
aviation experience so it took a lot of instruction to get to this
point. Anyway, I am enjoying the Kolb and am thankful that the local
Ultralight EAA chapter ( 115 ) advised to start with a Firestar. It is
a very nice flyer compared to my instructors plane. I have made several
changes and there is just one last project I would like to complete. I
bought a set of Azusa Cast 6X4 wheels and 18 / 800 X 6 balloon tires. I
will always work off of grass and want something that will be forgiving
if I get a tire in a rough field. I have 4 1/2" drum brakes. The
Firestar 5/8" axle has a flange welded onto it to mount the brakes. The
standard wheels are wheelbarrow type. The new cast wheels are about an
inch too wide to fit on the axles. I could get them to work if I took
the brakes off but don't want to do that. The vendor said that the
Azusa plastic wheels would work but he didn't recommend them with the
balloon tires because the bearings could not take it. I called Kolb and
they can send me the axle and the flange separately so that I could weld
the flange so that the cast wheels will fit but the axles have to be
heat treated after welding. That would be a long drawn out procedure to
do all the sending back and forth and waiting. Has anyone put big tires
on a Firestar before? Is there a simple solution? Thanks for your
help. Larry Duncan in Mountain Home, AR.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Balloon tires on Firestar II |
| Has anyone put big tires
| on a Firestar before? Is there a simple solution? Thanks for your
| help. Larry Duncan in Mountain Home, AR.
Hi Larry/Gang:
Some years ago I tried 800X6 tires on my original Firestar. I felt
they were a little too much and replaced them with 15.00X6X6's. The
15.00X6X6's did a good job for me.
I never heat treated any axles on my FS. If by chance I bent them
enough to require realignment, it was readily done by bending the back
to the point they were supposed to be using a 6' piece of galvanized
water pipe that would slip over the axle after the gear leg and axle
were placed on something to block it up. This system worked great.
Take care,
john h
PS: Some of us are running 8.00X6's on our MKIII Classsics and
Kolbras with good success. However, the best tires, I have found, are
aircraft tires and not the ones sold by the UL parts houses. The
McCreary Airtracs are trued and balanced prior to leaving the factory.
They are also rated for 120 mph. The garden shop variety are not
trued or balanced and are for slow speed off road only.
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Fw: [carolinasportflyers] Carolina Sport Flyers Annual Fall |
Fly-in
Bryan Green (Elgin SC)
----- Original Message -----
From: John Davis
Subject: [carolinasportflyers] Carolina Sport Flyers Annual Fall Fly-in
Note: forwarded message attached.
John W.Davis-AFI
Bishopville,SC
Carolina Sport Flyers
patches11us(at)yahoo.com
HI-LO Ultralight-Sport Planes
ADVERTISEMENT
a.. To visit your group on the web, go to:
http://groups.yahoo.com/group/carolinasportflyers/
b.. To unsubscribe from this group, send an email to:
carolinasportflyers-unsubscribe(at)yahoogroups.com
________________________________________________________________________________
| From: | "Rex Rodebush" <rrodebush(at)tema.net> |
I think someone at the Kolb Fly-in said the float development was
stopped because the cost and complexity was getting out of hand. You
might want to give them a call to make sure.
Rex Rodebush
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: Kolb-List: Re:Reflections
Speaking of swimming... has TNK arrived at a pricetag for their MkIII
amphibious
floats? They sure look like an attractive option.
________________________________________________________________________________
| From: | Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Breaking Cable Splitters |
Kolb Friends -
I'm having problems with the cable splitters on my Mark-III.
Seems the ends are breaking free from the splitter body.
I'm referring to the little nipple ends that the cable housings fit into -
one on the bottom, two on top.
The whole assembly is aluminum, and I thought those nipple ends seemed
somewhat fragile when I first installed them. Sure enough ... they're
breaking off the splitter body.
Is this common?
Is there a solution to fix?
I'll likely order new ones, but can I prevent a reoccurance in the future?
Many thanks -
Dennis Kirby
Verner, Powerfin-72 in
New Mexico
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Breaking Cable Splitters |
Dennis/Gang:
| Is this common?
First I have heard of it.
Is there a solution to fix?
Still not quite sure what the problem is and why it is happening.
Just took a look at a couple I have on the bench that were probably
used with my 582 10 years ago. Looks like it would be pretty
difficult to break one.
Got some pictures of the problem?
Take care,
john h
________________________________________________________________________________
| From: | "chris davis" <scrounge69(at)comcast.net> |
kolbers just stumbled on a web sight for sky boy aircraft . Anybody know any
thing good or bad about them . Anyone flown one thanks just curious ,similar too
mk three in cofig . chris
________________________________________________________________________________
| From: | "George Bass" <gtb(at)commspeed.net> |
Used to be a Skyboy aircraft located at the
Rimrock airport. Owner seemed to have
a lot of difficulty keeping it flyable (couple
of minor mishaps, I think).
That owner sold it before he had it a year.
Elevation there was 4k, so it might have
been a bit underpowered (had a 912).
I remember a lot of comments about it when
it arrived, and a lot of thank you's when it
finally left. Noone wanted to see it again.
Sorry if this is a bit vague, but, it is mostly
due to 2nd & 3rd-hand comments. None
of which came from the owner, just others
who are based on the field. Also, this is
from a year or two ago, maybe there have
been some improvements.
George Bass
USUA #30899
---
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
Do a search on the UL list. The plane seems to had it share of incidents,
more than one would expect for the number of units in the
field. Investigate it much more thoroughly before jumping in.
jerb
>
>kolbers just stumbled on a web sight for sky boy aircraft . Anybody know any
>thing good or bad about them . Anyone flown one thanks just curious
>,similar too
>mk three in cofig . chris
>
>
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Sebring Sport Aviation Expo |
I am making plans to drive to Sebring on the 28th or 29th of Oct. 'Looks like it's
going to be a major event. Hope to see George Randolph, Richard Swiderski,
Beauford T., Steve Boetto et al while I am there. How's about it guys ?
Duane the plane Mitchell, Tallahassee, FL, Mk3/912, 12 hrs
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
At 04:58 PM 10/13/2004, you wrote:
>
>kolbers just stumbled on a web sight for sky boy aircraft . Anybody know any
>thing good or bad about them . Anyone flown one thanks just curious
>,similar too
>mk three in cofig . chris
My friend has one... he let me fly it once... it has a 582. It was a bit
too "GA-ish" for me, too enclosed... I prefer the wide-open air. For the
short time I flew it, I didn't notice any negative characteristics (I flew
it from the left seat) other than being a bit cramped.
-- Robert
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
I usually don't bad mouth anybody's aircraft cause some pilots take it
real personal....Everything Beauford said is correct about the 582 Skyboy. A
friend of mine owns one here in Western NY and I flew it with the owner...I am
210# and he has to be close to that...cool day.... flys like it is very overloaded.....it
really needs 125-150 hp.
Just bought an old wrecked CGS HAWK for a rebuild this winter...right
after the Agcat (business first ), Stinson L5,and 2 Cassutt Racers ......suppose
to be a long winter....may get them finished if the winter lasts into 2006
and it sounds like it may.
And for all you young guys joking about us seniors ...........Youth
is wasted on the young!
Ed in Western NY
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
I ordered a Matco tailwheel assembly, the T-6 model, through Chief Aircraft
on Tuesday. I didn't request any special shipping. Today, Thursday, it
arrived. These are drop-shipped from the factory in Utah.
Great service!
Dave Paule
FS II
Boulder, CO
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
----- Original Message -----
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Hi Patrick/Gang:
| Which brings me to the scare stories on this list about landing the
Kolb.
People who have difficulty landing Kolbs are low time inexperienced
pilots. They may have thousands of hours in "other" type aircraft,
but not much in Kolbs.
| It won`t flare, wheel it on, keep the speed up, take the flaps off
etc., buy a
| spare set of u/c legs, I bend the axles straight with a piece of
water pipe`
| was one quote.
I don't have any problem flaring, stalling three point landings, full
flaps, engine off. Most Kolb pilots do not have a problem landing
them. They are a piece of cake. I have straightened axles on the
Ultrastar and Firestar using a piece of water pipe. Also straightened
gear legs with hydraulic press. I am an aggressive pilot. I fly in
and out of fields normal airplanes don't fly. Always have since I
started flying these little Kolbs summer of 1984.
| Has anyone really looked at this? Is the problem real or imagined?
All Kolbs
| or some specific models?
The problem is not the airplane, but the pilot.
|One of the test pilots
| `arrived` hard enough to blow a tyre. Still no deformation. What is
going
| on?
You tell us. I have never heard of a Kolb blowing a tire until your
email. I have had some terribly hard (crash) landings. Never blown a
tire, even the old golf cart, garden type tires.
Kolb pilots that have problems landing Kolbs, are probably hesitant to
land with full flaps, with or without power, probably do not practice
using them, probably will never learn to use them. They are a
tremendous asset to the safety and survivability of the Mark III. I
don't care too much about the flaperons on the SS, FF, or MKIIIX, but
I love my 20 deg and 40 deg flaps on the MKIII. Would not leave home
without them. The more you use them the more familiar and comfortable
you get with them. Same same engine off (completely or idle power)
landings. Then......when you need them, it all comes naturally.
Sorry, no tests. I thought this wasn't a graded exercise. :-)
Take care,
john h
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
| Subject: | Sebring Sport Aviation Expo |
Hey Duane,
I won't be going to Sebring, but I'd sure like to. I'm 2 miles off
I-75 so give me a call as you are passing by & maybe I could fix you up with
a cup of coffee and a short break. 352-307-9009. ...Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of H MITCHELL
Subject: Kolb-List: Sebring Sport Aviation Expo
I am making plans to drive to Sebring on the 28th or 29th of Oct. 'Looks
like it's going to be a major event. Hope to see George Randolph, Richard
Swiderski, Beauford T., Steve Boetto et al while I am there. How's about it
guys ?
Duane the plane Mitchell, Tallahassee, FL, Mk3/912, 12 hrs
________________________________________________________________________________
| Subject: | Re: Powder Coating 6061-T6 Alum. |
I have been advised by some "engineer-types" that powder coating [process]
weakens 6061-T6 Aluminum because of the heat. I had my lift struts & fuselage
boom tube powder coated before I found this out; been a little worried about it.
Now, I read on TNK website that they offer powdercoating on their boom tubes;
should I feel better????
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Re: Kolb Fly-in Photos |
Hi Tom,
Welcome to the Kolb list.
This list is probably the best group of Kolb builders and owners you are
going to fine anywhere. It is your most helpful source of information
along with the factory about anything relating to Kolb aircraft.
As concerning a reliable comparison of the Kolb's vs. competitive
aircraft, I am not aware of any attempts to officially objectively
compare various ultralight/sport aircraft. Of course pilots have been
comparing and competing their planes since the Wright Bros. The mags.
give flight reports on various planes and Kolb has always had good
reviews but I have never seen an actual comparison.
Kolb enjoys stellar reputation in the ultralight/sport aircraft
community. Kolb planes may not be the best at everything but they are
outstanding in everything and unexcelled in some things. For example,
All Kolb planes are unexcelled in their ease to fold the wings for
storage saving many owners tons of money on hanger rent fees.
Kolb planes enjoy an excellent reputation for short take off and steep
climbs and along with their short landing capability. Their responsive
controls are an industry standard of comparison.
I have been flying Kolb planes since 1982, let me see thats 22
years,(wow! and I aint old yet) and I have not been disappointed with
them ever.
Im not sure about a Mark III owner near Allentown but dont be
surprised if someone takes you up on your offer.
How about it folks any body near Allentown PA with a Mark III?
Gene
Tom O'Hara wrote:
> Gene-- I got your email from the photos that you had placed on the net
> regarding the Kolb fly-in. I have been flying for some 40+ years and
> actually grew up in Oshkosh. The last 22 years flying has been a
> commercial ticket for LTA. However, lighter than air is heavy as hell
> and my back is turning 58 next week! Have been considering trading the
> balloon in for an ultra light/sport and the Kolb Mark III extra kind of
> caught my eye.
>
> Haven't found the factory to be very responsive- although haven't tried
> to get too much info from them. However, is there an owners group and
> listing where I might find an owner near Allentown, PA? Would consider
> trading some Kolb time for some balloon time. Is there a reliable
> comparison of the Kolb's vs. competitive aircraft? How long have you
> been flying a Kolb-- and your opinions?? You know all the normal stuff
> one needs to know both pro/con
>
> Thanks for your time.
>
> Tom O'Hara
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
>
>
>Which brings me to the scare stories on this list about landing the Kolb. It
>won`t flare, wheel it on, keep the speed up, take the flaps off etc., buy a
>spare set of u/c legs, I bend the axles straight with a piece of water pipe`
>was one quote.
>Has anyone really looked at this? Is the problem real or imagined? All Kolbs
>or some specific models?
Sounds like fish or war stories. Who would raise the flaps while landing -
the reason for using flaps is to add drag to permit a steeper approach
without increasing speed and to reduce your landing (stall) speed - slower
equates to less roll out and quicker deceleration thru the phase from
touch down to slow taxi. It is a common occurrence for new Kolb pilots to
bend a one or both gear legs early on by allowing the plane to get to slow
as they round out thus resulting in it dropping in hard. Unless they are
bent real bad they usually can be straighten out on a hydraulic press two
or three times before being replaced. Been there done that. Deflates your
pride as your taxi your crippled ship back to the hangar. The biggest
problem with the new pilots is allowing it to get to slow as once you start
bringing the nose up, Kolbs bleed speed off quite quickly. The gear on a
FireStar at our field has been bent three times, once by the co-builder on
the first flight, then by the owners instructor, then by owner
himself. The all fell into the same trap that I had warned them about,
don't get it to slow during the flare until their more familiar with the
airplane. One they each had learned that lesson they had no further
problems there after.
jerb
________________________________________________________________________________
| From: | "Vic" <vicw(at)vcn.com> |
I need a compensation chamber for a HAC carburetor. Anyone have a chamber
they are willing to sell?
Vic
________________________________________________________________________________
| From: | Ken korenek <kkorenek(at)comcast.net> |
| Subject: | Re: Powder Coating 6061-T6 Alum. |
Howard,
You have to specify powder coating paints that require lower cure
temps. Most powder coatings are cured at 325-375F for 12-20 minutes,
metal temperature. Actual oven temperature may need to be
substantially higher to get the metal to temp in a reasonable amount of
time and I'll bet that the temps vary from shop to shop.
6061-T6 has an ultimate tensile strength of 45,000 psi at 75 degrees F,
42,000 psi at 212 degrees F, 34,000 psi at 300 degrees F and goes down
to 19,000 psi at 400 degrees F (roughly half...) (Source: Mil-Hdbk-5 &
Metals Handbook, 2nd ed.)
From a web site specializing in Powder coating
(http://my.execpc.com/~davewrit/Powder.html):
A metallurgist friend told me a few years ago that things like aluminum
wheel spindles should not be powder coated. He explained that aluminum
billet material (6061-T6 ?) changed crystal structure at a critical
temperature around 410 degrees F (as I recall). The thrust was that the
heating step would adversely affect the strength of the material.
Non-structural components would be OK, but not something that "holds the
spokes on". The metallurgist is correct. Products like wheel billets,
scuba tanks, etc. can be powder coated, but only with powders which cure
below peak metal temperature of 300 degrees F. The magic temperature is
about 275F. The crystalline realignment at 400 degrees F causes the
previous ductile aluminum to become brittle. Imagine the catastrophe
when an 80 cu. ft. scuba tank explodes under 3000 psi pressure after an
unauthorized powder coat (this actually happened). To my knowledge, all
Aluminum wheels and other strength critical aluminum components are
powder coated with these cooler curing powders.
<> Heating Al alloys above this temperature causes a granular
rearrangement of the metallurgical structure resulting in a significant
change of bulk properties. The tensile strength of the metal is
dramatically lowered, much like a stress relief anneal on a steel piece
would do. The resultant metal is not as strong, nor will pressure
vessels made of such treated aluminum (e.g., scuba tanks) hold near the
pressure that they were originally rated for. Since wheels are
essentially load-bearing structures, they should never be heated like
this unless the alloy is known to tolerate it well.
This lends itself to aluminum airplane parts as well- you might see what
the cure temps were and then see if re-heat treating your boom tube and
lift struts are possible.
I think your worries are well founded. You should contact TNK and see
what process they use. Further research is necessary before you fly 'em...
Ken Korenek
BSME UT Arlington, 1985
Vought Aircraft Industries
Dallas, Tx.
HShack(at)aol.com wrote:
>
>I have been advised by some "engineer-types" that powder coating [process]
>weakens 6061-T6 Aluminum because of the heat. I had my lift struts & fuselage
>boom tube powder coated before I found this out; been a little worried about
it.
>
>
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Powder Coating 6061-T6 Alum. |
by: HShack(at)aol.com
>
> I have been advised by some "engineer-types" that powder coating [process]
> weakens 6061-T6 Aluminum because of the heat. I had my lift struts &
> fuselage
> boom tube powder coated before I found this out; been a little worried
> about it.
>
> Now, I read on TNK website that they offer powdercoating on their boom
> tubes;
> should I feel better????
>
> Howard Shackleford
> FS II
> SC
>
> Howard,
My Mk-3 has a powdercoated boom tube, fuselage, and aluminum struts.
PowderCraft, the old Kolbs source for powdercoating did it all.
Don't worry, be happy.
Denny Rowe, Mk-3 N616DR, PA, 2SI 690L-70
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
FYI
Couple of threads ago someone was asking about ski for a Kolb, Just saw
ski's on ebay, for a Kolb
Ken
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
| Subject: | Re: Kolb Fly-in Photos |
Gene
I have the wings and tail of a MKIII X and finishing details before buying
Kit two ( need more money :-)
It would be great to meet another local pilot and have someone look over my
shoulder and my kit and maybe bum a ride or two :-)
any and all can contact me at this site or info below
Ken James
Drafting Design Technology Instructor
Berks Career and Technology Center
East Campus
3307 Friedensburg Rd.
Oley, Pa. 19506
610-987-6201 Ext. 3532
Kdjames(at)berkscareer.com
-----Original Message-----
From: Eugene Zimmerman [mailto:eugenezimmerman(at)dejazzd.com]
Subject: Kolb-List: Re: Kolb Fly-in Photos
Hi Tom,
Welcome to the Kolb list.
This list is probably the best group of Kolb builders and owners you are
going to fine anywhere. It is your most helpful source of information
along with the factory about anything relating to Kolb aircraft.
As concerning a reliable comparison of the Kolb's vs. competitive
aircraft, I am not aware of any attempts to officially objectively
compare various ultralight/sport aircraft. Of course pilots have been
comparing and competing their planes since the Wright Bros. The mags.
give flight reports on various planes and Kolb has always had good
reviews but I have never seen an actual comparison.
Kolb enjoys stellar reputation in the ultralight/sport aircraft
community. Kolb planes may not be the best at everything but they are
outstanding in everything and unexcelled in some things. For example,
All Kolb planes are unexcelled in their ease to fold the wings for
storage saving many owners tons of money on hanger rent fees.
Kolb planes enjoy an excellent reputation for short take off and steep
climbs and along with their short landing capability. Their responsive
controls are an industry standard of comparison.
I have been flying Kolb planes since 1982, let me see thats 22
years,(wow! and I aint old yet) and I have not been disappointed with
them ever.
Im not sure about a Mark III owner near Allentown but dont be
surprised if someone takes you up on your offer.
How about it folks any body near Allentown PA with a Mark III?
Gene
Tom O'Hara wrote:
> Gene-- I got your email from the photos that you had placed on the net
> regarding the Kolb fly-in. I have been flying for some 40+ years and
> actually grew up in Oshkosh. The last 22 years flying has been a
> commercial ticket for LTA. However, lighter than air is heavy as hell
> and my back is turning 58 next week! Have been considering trading the
> balloon in for an ultra light/sport and the Kolb Mark III extra kind of
> caught my eye.
>
> Haven't found the factory to be very responsive- although haven't tried
> to get too much info from them. However, is there an owners group and
> listing where I might find an owner near Allentown, PA? Would consider
> trading some Kolb time for some balloon time. Is there a reliable
> comparison of the Kolb's vs. competitive aircraft? How long have you
> been flying a Kolb-- and your opinions?? You know all the normal stuff
> one needs to know both pro/con
>
> Thanks for your time.
>
> Tom O'Hara
________________________________________________________________________________
| From: | kkorenek(at)comcast.net |
| Subject: | 5 Rib FireStar Wings |
Kolbers:
I have a really nice set of 5 rib Firestar wings just setting in my hangar and
I am about to stuff 'em in the dumpster.
They've got less than 30 hours on 'em and were built by Brian back when he was
Lightspeed Aviation.
Gotta' get rid of 'em one way or the other- they're in the way!
Somebody make me an offer!
Ken Korenek
Arlington, Texas
Kolbers:
I have a really nice set of 5 rib Firestar wings just setting in my hangar and
I am about to stuff 'em in the dumpster.
They've got less than 30 hours on 'em and were built by Brian back when he was
Lightspeed Aviation.
Gotta' get rid of 'em one way or the other- they're in the way!
Somebody make me an offer!
Ken Korenek
Arlington, Texas
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
I have experience in only one Kolb, the early Firestar, and none of these things
you mentioned that others warn of seem to apply to this airplane. I have been
a GA pilot since 1966, flying Piper Cubs to Mooneys and just got into UL types
three years ago. I found the transition to UL types to be a non issue, this
includes owning a Zenith CH701, early Firestar, and Titan Tornado, in that order.
I've also flown a Flightstar II (underpowered), a Fergy II (poor imitation
of a Kolb Mk II), Challenger once (was enough), and a Hawk (nice but not a Kolb).
The early FireStar is a piece of cake to fly with no bad habits in the air.
The well known nose over tendency is the only "gotcha" which can be avoided
with a little knowledge and experience, and nearly eliminated with longer gear
legs.
How other Kolbs fly is unknown to me from personal experience. However, unless
a pilot has flown several different types of aircraft, his credibility in comparing
aircraft handling characteristics may be suspect. A pilot with experience
in many kinds of aircraft(including those you know well) plus the kind you are
building is the best source for flying and ground handling comparison.
Thom in Buffalo
________________________________________________________________________________
| From: | "ron wehba" <rwehba(at)cox.net> |
| Subject: | Re: 5 Rib FireStar Wings |
interested in a trade, what do you need, parts, plans ect or $.gotta go now
i'll check email this afternoon,over to the west in sweetwater
----- Original Message -----
From: <kkorenek(at)comcast.net>
Subject: Kolb-List: 5 Rib FireStar Wings
>
> Kolbers:
>
> I have a really nice set of 5 rib Firestar wings just setting in my hangar
and I am about to stuff 'em in the dumpster.
>
> They've got less than 30 hours on 'em and were built by Brian back when he
was Lightspeed Aviation.
>
> Gotta' get rid of 'em one way or the other- they're in the way!
>
>
> Somebody make me an offer!
>
> Ken Korenek
> Arlington, Texas
>
> Kolbers:
>
> I have a really nice set of 5 rib Firestar wings just setting in my hangar
and I am about to stuff 'em in the dumpster.
>
> They've got less than 30 hours on 'em and were built by Brian back when he
was Lightspeed Aviation.
>
> Gotta' get rid of 'em one way or the other- they're in the way!
>
>
> Somebody make me an offer!
>
> Ken Korenek
> Arlington, Texas
>
>
________________________________________________________________________________
| Subject: | Re: Powder Coating 6061-T6 Alum. |
I too have had concerns over powdercoating 6061-T6. However, after 33 years
in auto collision and painting, I checked with local Gulfstream engineers.
The powdercoating process must not exceed 325 degrees for over a 30 minute
period. I agree that this will change the properties of the aluminum.
Wife retired after 28 years of Corporate Aviation....thus easy access to VERY
knowledgeable persons....LOL.
Kolbra 4 building....
Wayne McCullough
EAA 330
________________________________________________________________________________
| From: | kkorenek(at)comcast.net |
| Subject: | Re: 5 Rib FireStar Wings |
Will trade for $$ !! ;>)
Ken
-------------- Original message --------------
>
> interested in a trade, what do you need, parts, plans ect or $.gotta go now
> i'll check email this afternoon,over to the west in sweetwater
> ----- Original Message -----
> From:
> To:
> Subject: Kolb-List: 5 Rib FireStar Wings
>
>
> >
> > Kolbers:
> >
> > I have a really nice set of 5 rib Firestar wings just setting in my hangar
> and I am about to stuff 'em in the dumpster.
> >
> > They've got less than 30 hours on 'em and were built by Brian back when he
> was Lightspeed Aviation.
> >
> > Gotta' get rid of 'em one way or the other- they're in the way!
> >
> >
> > Somebody make me an offer!
> >
> > Ken Korenek
> > Arlington, Texas
> >
> > Kolbers:
> >
> > I have a really nice set of 5 rib Firestar wings just setting in my hangar
> and I am about to stuff 'em in the dumpster.
> >
> > They've got less than 30 hours on 'em and were built by Brian back when he
> was Lightspeed Aviation.
> >
> > Gotta' get rid of 'em one way or the other- they're in the way!
> >
> >
> > Somebody make me an offer!
> >
> > Ken Korenek
> > Arlington, Texas
> >
> >
>
>
>
>
>
>
Will trade for $$ !! ;)
Ken
-------------- Original message --------------
-- Kolb-List message posted by: "ron wehba"
interested in a trade, what do you need, parts, plans ect or $.gotta go now
i'll check email this afternoon,over to the west in sweetwater
----- Original Message -----
From: <KKORENEK(at)COMCAST.NET>
To:
Subject: Kolb-List: 5 Rib FireStar Wings
-- Kolb-List message posted by: kkorenek(at)comcast.net
Kolbers:
I have a really nice set of 5 rib Firestar wings just setting in my hangar
and I am about to stuff 'em in the dumpster.
They've got less than 30 hours on 'em and were built by Brian back when he
was Lightspeed Aviation.
G
otta' get rid of 'em one way or the other- they're in the way!
Somebody make me an offer!
Ken Korenek
Arlington, Texas
Kolbers:
I have a really nice set of 5 rib Firestar wings just setting in my hangar
and I am about to stuff 'em in the dumpster.
They've got less than 30 hours on 'em and were built by Brian back when he
was Lightspeed Aviation.
Gotta' get rid of 'em one way or the other- they're in the way!
Somebody make me an offer!
Ken Korenek
Arlington, Texas
ugh the Contributions
onics.com/photoshare
________________________________________________________________________________
| From: | "Jon Croke" <jon(at)joncroke.com> |
Greetings...
The buyer for my Firestar failed to get his purchase monies together after
several months (!) so my plane is back on the market.
I am selling it because of another plane project that awaits completion.
I think I am offering an excellent price for a factory quickbuilt in good
condition.. I would love to sell it before winter is upon us... I will not
'give' it away... but am definitely a 'motivated' buyer, as I would love to
finish my other plane. Someone will be getting an excellent deal! Also, do
not forget that the Rotax exchange program for the 503 is available til the
end of the year (not that there is aything wrong with my engine, but it does
offer yet another option to obtain a brand new engine at a good price!)
In a nutshell: 1995 Firestar II factory quickbuild from the 'original'
Kolb (Dennis S), 503 DCDI with 180 hrs (decarboned and re sealed at 125hrs),
electric start, IVO 3 blade, hydraulic brakes, full enclosure, stits
professionally covered by Kolb, custom open trailer, tundra tires.
Half dozen photos and more details at www.JonCroke.com then click on picture
for more pictures
What I learned from first buyer that fell thru: first come, first served...
no 'holding'....(unless you buy it!) If you want to make an offer, just
ask... worse case I would only say no, thanks! But, even if I accept your
offer, until you show up, check it out, and pay, the plane is still
available!
Will be happy to answer all questions, either email (direct) or phone,
please visit website before asking questions!
If I were richer man, I would not let this plane go... but I'm not
complaining... can't sleep in 2 beds, can't fly 2 planes!
Jon
Brussels, Wisconsin (90mi NE of Oshkosh)
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
| Subject: | Re: 5 Rib FireStar Wings |
Are the wings covered? I really dont know what to offer you and I dont want
to make you mad, have you got any pictures of them and some kind of idea
what the shipping would be
Ellery
Batchelder
Original Firestar KX
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
| Subject: | Del Cross info needed! |
Hi all,
My father in law has become friends with Del in the last few years and he
bought a original Kolb like his and rebuilt it. He recently flew it for the first
time after a total rebuild. He met Del years back and after speaking to him
and finding this plane through Del he bought it to tinker with. He has been
flying and building for years. Likes my Kolb and thought it would be fun.
Anyways, he finally flew it for the first time a few weeks back and bought a
new crank for the Solo engines from Del, I spoke to him the other night and he
told me about the recent purchase and said he was going to call him tonight.
I told him the bad news (I was hoping I could avoid it but with the emminant
phone call to his wife I needed to say something)
Anyways, my long winded question is does anybody have more information about
his accident. My father in law is asking?
Thanks, Tim Firestar2 250 hours.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Sebring Sport Aviation Expo |
|Seems to me that the UL
| organizations would want to get together and do such a thing! The
swans
| go to San Juan Capistrano and the Harleys go to Sturgis in South
| Dakota(north?) so where do the eagles go?? :-)
Frugal Herb in Ky
Herb/Gang:
The eagles go to Monument Valley, Utah, each year in May. We had our
"second annual, unplanned, unorganized Kolb flyin" last May. It, like
the first one, was a total success. Ask anyone who attended.
The air is clean, clear, and all the support for flyin folks is right
there at Gouldins. No extraneous BS. Just Kolbs, flying, eating, and
more Kolbs. I eagerly await next years "third annual unplanned,
unorganized Kolb flying".
Take care,
john h
PS: Got the camping gear out on the living room floor. Getting my
clothes and other stuff together to fly to Lucedale, MS, for the
flyin. Miss P'fer flew today, for the first time in over a month.
Didn't realize how long it had been until I checked my log book. Test
flight went well, repairs really stiffened up the lower tailpost. She
stalled, with 20 gals of fuel on board, at 40 clean, 35 with 20 deg of
flaps, and 33 with 40 deg. Not bad for that weight. Think I need
some of those vortex generators? Might help tote that 10 lb tail
wheel around. :-)
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Left Side Flaperon Control for FireFly |
FireFlyers,
I finished installing a continuosly variable flaperon control on the
FireFly. It is made from a modified heavy duty camera tripod elevation
mechanism. The control handle is located on the left side behind the rear
seat cross tube. I can reach it by dropping my hand from the throttle down
through the gap between the seat and the left side of the fuselage. Since
one cannot see it, I have mounted a flaperon position indicator on the
instrument panel.
It seems to work well. Currently, at the zero setting the flaperons seem to
be a little bit re flexed. This is indicated by excessive stick movement
before one can pick up a wing. As the flaperons are extended, this slop
goes away and if one moves the stick even the smallest amount, the FireFly
rolls quickly. I need to lengthen the aileron push rod tubes a little.
The new system can be seen at:
http://www.thirdshift.com/jack/firefly/firefly116.html
It has taken some time to get this done, but now I will be able record stall
speed and elevator angles during 50 mphi final landing approaches for given
flaperon settings. Also, I should be able to test roll stability during cross
wind take off and landings with increasing flaperon deployment, and to find the
best flaperon position for take off and landing the FireFly in the three
point configuration. This is going to be fun and it will be great to adjust
the flaperons with my right hand on the
stick.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| Subject: | Re: Sebring Sport Aviation Expo |
In a message dated 10/14/2004 10:27:17 PM Eastern Standard Time,
beauford(at)tampabay.rr.com writes:
BTW, there is an article about the EXPO on page 10 of the new Sport Pilot
mag for October... Sez the event will be a significant "hands-on information
source" to bring together all of the suppliers and customers interested in
LSA and the Sport Pilot bit.... Sez also that, due to the unexpected
demand, they have had to increase the EXPO exhibit spaces from 70 to 105,
and that no less than His Excellency Lord Tom Poberezny himself is going to
lead a reinforced gaggle of EAA royalty to the big event... Admission is to
be $8 a day for EAA members, and $10 for non-member heathen... If the EAA
gets its paws into this operation, I'm sure it won't take long for 'em to
run it on up to the $25 a day we have all come to know and love at
Lakeland.... and the place will come to be overrun with $200K airplanes and
slick lookin' dudes in monogrammed polyester jump suits, gold chains and
Porsche sunglasses... and they will hasten to remove all the water
drinking fountains and open up numerous EAA stands selling $4 bottles of
water and $5 hot dogs.... sigh....
Am I starting to sound a tad bitter...? naaaaah... couldn't be....
time
to crawl back into my garbage can....
Beauford
FF#076
Brandon, FL
Do Not Archive
Of course I agree with you 100% Butcher, as I always do....boy wouldn't it
be great if we could get water to be only.....say....$1.00 a bottle at SnF?
Talk about success...whew!
George Randolph
Firestar driver from The Villages Fl
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
| Subject: | sharp Looking floats |
I was very impressed in that float setup my self and then disapointed to find
out they are not avaliable , but I am looking for plans to build a set of
aluminum floats with retracts myself
Ellery
Batchelder Jr
Levant Welding &
Machine
Original Firestar
________________________________________________________________________________
| From: | "Kelvin Kurkowski" <kkurkow(at)chase3000.com> |
| Subject: | Re: FSII for Sale |
(not processed: message from trusted or authenticated source)
Jon, tried to email you offlist, and got back a delivery failure. Can you
get me a correct email and a phone number? I have a friend looking for a
Kolb, I'll get him your information.
Thanks Kelvin K
----- Original Message -----
From: "Jon Croke" <jon(at)joncroke.com>
Subject: Kolb-List: FSII for Sale
>
> Greetings...
>
> The buyer for my Firestar failed to get his purchase monies together after
> several months (!) so my plane is back on the market.
>
> I am selling it because of another plane project that awaits completion.
>
> I think I am offering an excellent price for a factory quickbuilt in good
> condition.. I would love to sell it before winter is upon us... I will not
> 'give' it away... but am definitely a 'motivated' buyer, as I would love
to
> finish my other plane. Someone will be getting an excellent deal! Also, do
> not forget that the Rotax exchange program for the 503 is available til
the
> end of the year (not that there is aything wrong with my engine, but it
does
> offer yet another option to obtain a brand new engine at a good price!)
>
> In a nutshell: 1995 Firestar II factory quickbuild from the 'original'
> Kolb (Dennis S), 503 DCDI with 180 hrs (decarboned and re sealed at
125hrs),
> electric start, IVO 3 blade, hydraulic brakes, full enclosure, stits
> professionally covered by Kolb, custom open trailer, tundra tires.
>
> Half dozen photos and more details at www.JonCroke.com then click on
picture
> for more pictures
>
> What I learned from first buyer that fell thru: first come, first
served...
> no 'holding'....(unless you buy it!) If you want to make an offer, just
> ask... worse case I would only say no, thanks! But, even if I accept your
> offer, until you show up, check it out, and pay, the plane is still
> available!
>
> Will be happy to answer all questions, either email (direct) or phone,
> please visit website before asking questions!
>
> If I were richer man, I would not let this plane go... but I'm not
> complaining... can't sleep in 2 beds, can't fly 2 planes!
>
> Jon
> Brussels, Wisconsin (90mi NE of Oshkosh)
>
>
________________________________________________________________________________
| From: | "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> |
Hi all not sure if this will post as I have not had any from the list for several
days now.
Have just finished testing these little babies and have managed to get the stall
speed down to 34 Kt at 431kg from the initial 37 Kt.
Kiwi
________________________________________________________________________________
In a message dated 10/16/2004 11:34:55 AM Eastern Standard Time,
biglar(at)gogittum.com writes:
You might want to check out the Full Lotus amphibious floats. They have
some very unique and useful features. Frank Reynen on this List has a set
on his Mk III Classic, and loves them. Lar. Do
not Archive.
Full Lotus floats, 12'6", on Robert Broadwell's MkIII have worked out really
well. We adapted "QT" amphibious gear. That setup worked well with 1 person
on board of about 190 lb., 2 up made it difficult to get off the water [this
with a 582].
Unlike Frank Reynen, we did not fit any rudders or tailwheels to the rear of
Robert's floats; steering on terra firma is via the original tail wheel. On
water- anticipate & use short blasts of the throttle.
We think the new 912uls we are about to install will solve the "gittin' off"
problem.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> |
Have not been getting any lists for the last few days, so just checking to see
if this works.
Kiwi
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: VG's in the UK |
| Have just finished testing these little babies and have managed to
get the stall speed down to 34 Kt at 431kg from the initial 37 Kt.
|
| Kiwi
Kiwi/All:
Was that clean for with full flaperons?
Test flew my old MKIIIc last Fri, after repairing and replacing the
tail section. With 20 gal (120 lbs) fuel she was stalling at:
35 kts clean.
30 kts 20 deg flaps.
29 kts 40 deg flaps.
Stall tests conducted at 2,500 feet ASL without vortex generators.
Wondered what it would do with VGs?
Take care,
john h
PS: You are coming through in hauck's holler, alabama, loud and
clear.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: VG's in the UK |
| Was that clean for with full flaperons?
|
| Test flew my old MKIIIc last Fri, after repairing and replacing the
| tail section. With 20 gal (120 lbs) fuel she was stalling at:
|
| 35 kts clean.
|
| 30 kts 20 deg flaps.
|
| 29 kts 40 deg flaps.
Gang:
The above should have read, "Was that clean or with full flaperons?"
35 kts is 40 mph
30 kts is 35 mph
29 kts is 33 mph
Take care,
john h
________________________________________________________________________________
| From: | Land Shorter <landshorter2(at)yahoo.com> |
| Subject: | Re: VG's in the UK |
Just a note... use double sided carpet tape (Home Depot, etc) and trim around each
VG with a razor knife (stick about 20 VGs down to your tape while it's still
on the roll and cut around them with the razor knife and then take them off
one at a time with a small pair of smooth jawed needle nosed pliers and apply
them to the wing using the template for guidance).
If you want a belt-and-suspenders approach you can put *thin* 2' wide clear packing
tape over the double-stuck-taped-VGs either with small pieces on each side
or with one long piece with slits cut in it for the sails to stick up through.
The trick is to not let any of the tape get in front of the forward part of the
VG and trip the boundry layer early. You want the VG to do it's job efficiently.
You also want all your tapes (double-stick and/or packing tape) to be nice
and thin.
Oh, don't skimp on the tape- use a good brand like 3M.
Joa
www.landshorter.com
Richard Pike wrote:
(Just what you need- another winter project...PS - use duct tape to attach
them for a trial run, that way if you don't like what you get, you are no
---------------------------------
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | flight report Mk3/912 vs Rans S-6/582 |
Rolled the Mk3 out early this morning, gassed her up, did my preflight and was
in the air by 8AM. That 66 Deg morning air sure helped my climb rate. 'Flew Northwest
up one of the rivers that feed Lake Seminole. I had heard that this stream
was feed by fresh water springs and was interesting to see from the air.
It was all true and the visibility was great. The 912 purred all the way. When
I got back to the field it was fairly busy but I got in the pattern with the
rest and we all got down with no problems.
During a chat with my friend Rut Fuller and I mentioned that I was still getting
used to the 912 after flying my FireFly. He offered to take me up in a Rans
S-6 to show me how easy they are to fly. Takeoff was a non-event but when I tried
some turns I found that the Rans was really different. Other than flunking
turn coordination, level flight and maintaining a heading I did fine. Trading
the Kolb quadrant throttle for the Rans/GA pull-twist throttle was no help. The
different rudder function would also take some getting used to. This little
jewel was fast though, she went to 110 MPH S&L with no hesitation. Generally
it was a very GA-like experience.
Post flight check on the 912 the throttle doubler link end fitting was found to
be loose by several turns. I put some thread lock on it and screwed it tight.
It had not effected throttle action but needed fixing.
Duane the plane Mitchell, Tallahassee, FL, Mk3/912, 14.2 Hrs
________________________________________________________________________________
| Subject: | Re: Trenton Flyers Halloween Fly-In |
All are invited to our fly-in on Saturday, 10-30-04. If it fly's, it's
welcome. OK, you can drive in if you must......
Food, gas, candy drops, bonfires, etc. Welcome to camp the whole weekend.
Edgefield County Airport, Trenton, SC 6J6
N 33 44. 21 W 081 49.17 Com 122.9
Questions?
Howard Shackleford hshack(at)aol.com
FS II
SC
________________________________________________________________________________
| From: | "Dan Viet Newspaper" <info(at)danviet.com.au> |
| Subject: | Thank you for your email |
Thank you,
We have received your email.
It will be attended to as soon as we possibly can.
Have a nice day!
Cam on ban,
Chung toi da nhan duoc email cua ban.
Chung toi se hoi dap trong thoi gian som nhat.
Chuc ban mot ngay vui ve.
Tuan bao Dan Viet.
(This is an auto reply message)
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
| Subject: | Re: VG's in the UK |
Thank you for the info
Ellery
________________________________________________________________________________
| Subject: | Headsets revisited |
Recieved my David Clark headset from my stepson; did a comparison check on
our 210 mile round trip to the Carolina Sport Flyers Fly-In at Bishopville, SC.
They are model H10-56HXL; they have ANR & are designed for helicopters. They
felt comfortable & were effective at noise reduction, both passive & active.
They look good in you airplane [for those concerned with "image"].
However, they were no more comfortable or effective than my Lightspeed QFR
Cross Country's. The QFR is less bulky & much lighter. The QFR seems to be
more effective at noise reduction on a Rotax 503 powered Firestar II.
The David Clarks are priced at $683.33 in the Aircraft Spruce catalogue; the
Lightspeeds list for $375.00 & can be found at $275.00.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | FireFly New Flaperon Control Report |
| Flew down to Painton, MO from K02 to the Chapter 453 - Fall Picnic
| yesterday.
| Jack B. Hart FF004
Jack H/Gang:
Thanks for sharing your flight. Enjoyed the well done video.
Reference flaperons: I do not know if the Fire Fly flaperons will
return to their neutral postion or not. However, the my MKIII flaps
fly at aproximately 10 degs down when not locked into position.
Take care,
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Visit With Kenneth Reeves/Kolbra Builder |
Hi Gang:
A wayyyyyyyyyyy back in the West Central Alabama woods, on the other
side (west) of the Alabama River and the east side of the Tombigbee
River, there is a neat little airstrip nestled in the woods and hills,
exactly 116 miles from Gantt IAP. That little airstrip runs right
down the ridge line. At one end is the start of a very nice steel
hanger sitting on a concrete pad.
James Tripp and I flew from Lucedale to Kenneth's place to check out
his operation. While we were there Kenneth fed us a good ole Alabama
lunch, then we looked at and talked Kolbra. Discovered how many
airplanes had been in and out of Kenneth's airstrip........two (2).
That's right. Miss P'fer was the first and James' FSII was the
second. He's got a couple trees he needs to cut to make this a very
nice light plane paradise. I must say it is intimidating to land into
a short field with 100 ft plus trees on the departure threshold.
Especially, when one is loaded with 20 gal of fuel, my gear plus Dan
Horton's and Bill Griffin's. Seems when your airplane will not carry
much more than a toothbrush, Miss P'fer volunteers to tote their stuff
for them. James and I got in and got out with no problem though.
Kenneth is doing a good job on his Kolbra. I hope it will not
disappoint any of you aviation engineer types if he incorporates a
little "hauck" in his Kolbra. Well, the factory had already added a
little "hauck" in there before Kenneth's kit was delivered.
Ya'll take care,
john h
MKIII - 2,252.4 hours
912ULS - 906.5 hours
Miss P'fer's pilot - Way past TBO.............
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Guys,
Thought you might be interested in this....
http://www.homebuiltairplanes.com/forums/showthread.php?s=&threadid=679
I'll keep this in mind if I change cables some day....
Gotta Fly...
Mike in MN - Aircraft Spruce cables
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
--
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| I'm new to this Lolb list and just saw this request to be on the
Kolb-List
| XTRA. I am building an Xtra and want to be on a list of those who
have
| contrsucted or currently constructing an Xtra.
| Please let me know.
| John Abbott
Hi John A/All:
Welcome to the Kolb Builders List. You are at the right place. There
are Kolb MKIII Xtra builders and flyers on this List.
Relax, enjoy, tell us a little about yourself, where you are from,
etc., and join the Kolb family.
Take care,
john h
MKIIIc/912ULS
Titus, Alabama
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: Trenton Flyers Halloween Fly-In |
See ya there may be flying a mark III.
Bryan Green (Elgin SC)
----- Original Message -----
From: <HShack(at)aol.com>
Subject: Kolb-List: Re: Trenton Flyers Halloween Fly-In
>
> All are invited to our fly-in on Saturday, 10-30-04. If it fly's, it's
> welcome. OK, you can drive in if you must......
>
> Food, gas, candy drops, bonfires, etc. Welcome to camp the whole
> weekend.
>
> Edgefield County Airport, Trenton, SC 6J6
> N 33 44. 21 W 081 49.17 Com 122.9
>
> Questions?
>
> Howard Shackleford hshack(at)aol.com
> FS II
> SC
>
>
>
________________________________________________________________________________
| Subject: | Still looking for Firestar II for sale |
Low time, pretty, hangared, within 250 miles of Trenton, SC [6J6].
This for a friend.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "John Abbott" <jrabbott(at)chartermi.net> |
It is reassuring to be among those who have walked the "Xtra" way before
me. I'm from Midland, MI,
built a Challenger II ( few it 74 hrs) and sold it to a guy that had more
money then brains. I decided to join a Piper Warrior Club, looking for a
new experience, but 200+ hours later I must confess that I missed the true
romance of flight. There is just something indescribably special about
flight in a light aircraft.
After a year of researching the market and sorting out my "needs and
desires", the Kolb Xtra was the only aircraft that met or exceeded all of
the 14 criteria that were essential to me. A trip to London, KY to evaluate
the company and its personnel confirmed my decision.
Frankly, I've been a "silent" reader of the Kolb-list emails for the last 2
months.... I sense a very positive, respectful and supportive spirit among
the members. It is great to be among you.
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: XTRA
>
> | I'm new to this Lolb list and just saw this request to be on the
> Kolb-List
> | XTRA. I am building an Xtra and want to be on a list of those who
> have
> | contrsucted or currently constructing an Xtra.
> | Please let me know.
> | John Abbott
>
> Hi John A/All:
>
> Welcome to the Kolb Builders List. You are at the right place. There
> are Kolb MKIII Xtra builders and flyers on this List.
>
> Relax, enjoy, tell us a little about yourself, where you are from,
> etc., and join the Kolb family.
>
> Take care,
>
> john h
>
> MKIIIc/912ULS
> Titus, Alabama
>
>
>
________________________________________________________________________________
| From: | Jim Clayton <jspc78(at)yahoo.com> |
John/everyone:
Welcome John. There are a bunch of us building Xtras,
and a number of finshed planes. You might also find
many similarites with the Mark 3 Classic (particularly
if you build the Xtra with flaps). There is a huge
wealth of experience with all these folks, so feel
free to ask.
BTW, I've finally put some of my construction photos
up on my website: www.quantumwrench.com/Kolb.htm
It's far from finished so please bear with me.
Comments welcome....I hope ;-)
Jim Clayton
California
Mark-3X, 912ULS.....Building
www.quantumwrench.com/Kolb.htm
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf
Of John Abbott
Subject: Re: Kolb-List: XTRA
It is reassuring to be among those who have walked the
"Xtra" way before
me. I'm from Midland, MI,
built a Challenger II ( few it 74 hrs) and sold it to
a guy that had more
money then brains. I decided to join a Piper Warrior
Club, looking for a
new experience, but 200+ hours later I must confess
that I missed the true
romance of flight. There is just something
indescribably special about
flight in a light aircraft.
After a year of researching the market and sorting
out my "needs and
desires", the Kolb Xtra was the only aircraft that met
or exceeded all of
the 14 criteria that were essential to me. A trip to
London, KY to evaluate
the company and its personnel confirmed my decision.
Frankly, I've been a "silent" reader of the Kolb-list
emails for the last 2
months.... I sense a very positive, respectful and
supportive spirit among
the members. It is great to be among you.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Herb
I don't know any thing about this product. Have you tested it with MEK? The
reports are that anything sort of epoxy based primer kind of melts when Poly
Fiber products are applied over regular primer.
Some day if I can ever find a welder I will need to prime my rebuilt motor
mount. I recently priced the Poly Fiber Primer and wow it has gone up since
the last time I bought
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: <herbgh(at)juno.com>
Subject: Kolb-List: Primer
>
> Hey Fellows
>
> Just bought my second can of Etching Primer at Advanced Auto. $4.99
> each. Seems to work well. Careful--it goes on pretty thick.
> Lite green. Herb in Ky
________________________________________________________________________________
Rick
Nope. I know that it will soften or melt. It is a single part
primer. About the same as the spray cans that are sold by Aircraft
Spruce. Handy for small parts. Not for use where Poly Tack,Spray ,Brush
or Poly Tone are to be used. Or Mek or acetone. Joy stick, gear legs,
lift struts--things like that. I used a two part primer on the cro
molly airframe, root ribs, lift strut attach tabs(firefly). Herb
writes:
>
>
> Herb
>
> I don't know any thing about this product. Have you tested it with
> MEK? The
> reports are that anything sort of epoxy based primer kind of melts
> when Poly
> Fiber products are applied over regular primer.
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
Instead of Stits Epoxy Primer, use Randolph Epoxy Primer.
Aircraft Spruce gets $67.80 for the Stits,
the Randolph Epibond (white) goes for $49.75 and is just as good.
And Jim and Dondi sell Randolph as well as Stits.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>Herb
>I recently priced the Poly Fiber Primer and wow it has gone up since
>the last time I bought
>
>Rick Neilsen
>Redrive VW powered MKIIIc
________________________________________________________________________________
| From: | Jim Clayton <jspc78(at)yahoo.com> |
Hi John W/all,
I did show you some of those pics at MV last year.
And I have made some significant progress since then,
but haven't posted the latest pics on the site yet. I
have finished the first wing, and have cut, cleaned,
alodyned, and epoxy painted 95% of the parts for the
second wing. The wing mods I chose have added much
time to the build, but I am very happy with the
outcome, and as I mentioned on the website, I've only
added 9.8 lbs per wing.
So John, the short answer to your questions is....I
think so ;-)
Bringing my plane to MV in the spring is on my mind,
and I sure hope I can put all together, do the testing
and fly out there. Last year was a great time and I
won't miss it next time.
Jim Clayton
California
Mark-3X, 912ULS.....Building
www.quantumwrench.com/Kolb.htm
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf
Of John
Williamson
Subject: RE: Kolb-List: XTRA
Hi Jim,
It seems I have seen some of the photos on your
website before.
Are you going to be ready for Monument Valley 2005?
John Williamson
Arlington, TX
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Mk3c/912 flight report |
During a preflight yesterday I noticed that my Mk3c/912 flaps were a little below
the flat bottom side of the wing. I evened them up, adjusted them up about
3 Deg and took her for a test hop. Her straight and level IAS @ 4800 rpm went
from 65 to over 70. The left wing no longer stalls first and the 3000 rpm stall
speed is ~39 mph, down from about 45 mph.
With all this improvement I was looking forward to better control during landings.
The throttle was reduced as I joined the pattern and everything was cool until
I found that the rpm could not be reduced below 3000 rpm. It was a hot landing
and I had to do some braking but it was no big problem.
In one of my previous postings I described how I found that one of the end caps
on my throttle splitter had unscrewed and that I screwed it back in with threadlock.
This effectively shortened the throttle control cable and in my fail-go
throttle system the throttle could not be fully closed. The result was not evident
during the preflight run-up because the engine had not warmed to full running
temperature and appeared to return to idle normally. I thought about going
around the pattern again and killing the engine periodically (a le Rhone engine)
but decided that was unnecessary.
Never stop learning.
Duane the plane Tallahassee, FL, Mk3c/912
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Mk3c/912 flight report |
| During a preflight yesterday I noticed that my Mk3c/912 flaps were
a little below the flat bottom side of the wing. I evened them up,
adjusted them up about 3 Deg and took her for a test hop. Her straight
and level IAS @ 4800 rpm went from 65 to over 70. The left wing no
longer stalls first and the 3000 rpm stall speed is ~39 mph, down from
about 45 mph.
| Duane the plane Tallahassee, FL, Mk3c/912
Hi Duane/All:
Where do the flaps fly at cruise speed? Most MKIII's, that I have
flown, tend to push the flaps down 5 or 10 degrees from level with the
wing when in flight. You can test this by pulling the flap handle out
of the notch and let it seek its on position to fly when not locked
in.
I can understand the cruise speed increasing, but I can not understand
how raising flaps would decrease stall speed by 6 mph. If anything,
it should have gone the other way, increasing stall speed.
Take care,
john h
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Mk3c/912 flight report |
Something I have tried to do is get my flaps and my ailerons to be exactly
in line with each other when I am flying solo, and the airplane is at
straight and level hands free trim. My thinking is that if all the control
surfaces are right in line with each other, there ought to be less drag
than if one or the other of any of them is up or down a bit. I expect that
this would give minimum drag, but cannot prove it with any hard numbers,
any improvements -if any- are pretty subtle. Having everything all aligned
just seems like that would be the way to go.
Perhaps at our low level of wing loading, it doesn't make as much
difference as it would on a heavier or faster aircraft? Comments?
Richard Pike
MKIII N420P (420ldPoops)
>
> | During a preflight yesterday I noticed that my Mk3c/912 flaps were
>a little below the flat bottom side of the wing. I evened them up,
>adjusted them up about 3 Deg and took her for a test hop. Her straight
>and level IAS @ 4800 rpm went from 65 to over 70. The left wing no
>longer stalls first and the 3000 rpm stall speed is ~39 mph, down from
>about 45 mph.
> | Duane the plane Tallahassee, FL, Mk3c/912
>
>Hi Duane/All:
>
>Where do the flaps fly at cruise speed? Most MKIII's, that I have
>flown, tend to push the flaps down 5 or 10 degrees from level with the
>wing when in flight. You can test this by pulling the flap handle out
>of the notch and let it seek its on position to fly when not locked
>in.
>
>I can understand the cruise speed increasing, but I can not understand
>how raising flaps would decrease stall speed by 6 mph. If anything,
>it should have gone the other way, increasing stall speed.
>
>Take care,
>
>john h
>
>
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Re: Mk3c/912 flight report addenda |
John, Richard, Robert et al,
I left several important facts out of yesterday's report (it was late). After
raising the flaps up ~3 Deg. I was able to drop two notches off of my nose-up
trim. I also used my mirror to check the position of my elevators while cruising
at 4800 rpm and 70+ mph and saw that the elevators were flat-level in line
with the horizontal stabilizers. I suspect that the flap adjustment allowed better
trim, reduced drag and improved performance.
Duane the plane Mitchell, Tallahassee, FL, Mk3c/912, 15 hrs
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: FireFly New Flaperon Control Report |
>
>Reference flaperons: I do not know if the Fire Fly flaperons will
>return to their neutral postion or not. However, the my MKIII flaps
>fly at aproximately 10 degs down when not locked into position.
>
FireFlyers & John,
The weather has been terrible since last Sunday. It cleared a little this
afternoon and so I made a dash for the airport. The wind was blowing 20+
but it was right down the runway. The unstable air made it a good test day
to see what would happen if I loosened the friction ring on the flaperon
control slide.
After loosening the friction lock, I flew for about five minutes and the
flaperon position remained constant. If I drooped the flaperons they stayed
where they were put. I made a landing approach, and again they stayed
fixed. But as soon as I hit the ground and started to taxi, they started to
droop. The action of the stick to handle the wind, no pressure under the
wings, rough taxiway and aileron weight (no counter balances) caused them to
droop.
I am going to hook a bungee cord to the rear end of the slide in an attempt
to balance out flaperon weight. Then I will take another test fight to see
if the flaperons will float back up from being down. By balancing them less
friction will be required to hold them into the desired position.
Because the weather has been so bad, I have been working on the radio problem.
I found that my microphones are working, but they have insufficient output to
drive the radio. I have ordered some pre-amps kits that may solve the problem.
So may be in another week or two I will have the problem solved. One must
remain optimistic. I have been trying to solve this problem for five years.
I have found another less expensive throat microphone that works better (greater
noise rejection) on my digital voice recorder. With the pre-amp, I hope I can
use it on my radio too.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Beauford" <beauford(at)tampabay.rr.com> |
Kolbers...
What are some suitable glues for fixing lexan to lexan...? Will acetone work?
I'm trying to reinforce windshield attachment points...
Thankee...
Beauford
FF #076
Brandon FL
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | Running a 912S without a prop? |
Greetings,
I'm still cleaning out all the crap in my garage so I can bring the SS home
for rebuild. I would like to run the engine periodically, to make sure it
stays healthy, but I need to have the prop off to get it in and out of the
door (unless I can find a two blade prop). Will it hurt anything to crank
the engine without a prop, and run it at 2500 rpm or so for a few minutes?
Obviously, I'll have to watch the temps since there isn't going to be much
airflow.
Thanks,
Rusty
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Running a 912S without a prop? |
Will it hurt anything to crank
| the engine without a prop, and run it at 2500 rpm or so for a few
minutes?
| Rusty
Hi Rusty/All:
IIRC from the last 912 school I attended, not recommended to run 912,
especially 912ULS, without the prop, which is an integral part of the
flywheel "effect" system. If the engine is properly pickled for
storage, there is no need to run it periodically.
To back up this info, go to the Rotax web site, download and read the
Shop Manual. All the info is in there.
Take care,
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | MKIII Flight Report (touch down speeds) |
Hi Gang:
My turn to do a flight report.
There are some "pig trail two track" roads through the cotton fields
just west of Speigner Lake and Draper Prison. Been using them for off
field landings since the days of the Ultrastar.
On the way home from Wetumpka Airport, I short four landings, two to
the east and two to the west. With 10 gal fuel and pilot on board, no
cargo, I consistently touched down at 30 mph indicated. Normally, I
do not look at the ASI at touch down, but yesterday was a good day to
do it. I surprised myself when I did the first landing with my eye on
the ASI until the mains touched the ground. Right on 30 mph. Had to
go back up and do it three more times to insure I was seeing what I
was seeing. Really made me proud of my big fat old bird. She is
quite the gal. And did it with out the aid of vortex generators.
With more than 20 gals on board this afternoon, I shot another landing
in the same place, but it was turbulent and I couldn't get settled
down enough just prior to touch down to keep an eye on the ASI.
However, it was somewhere between 30 and 35 mph.
The slowwww landings were with 40 deg (two notches) flaps, throttle
closed, eng rpm 2,000.
Take care,
john h
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
Here's a page of somebody gluing Lexan to Lexan with Shoe-Goo
http://www.misbehavin-rc.com/pit-lane/body-strengthen/g-body-strengthen.asp
And here's another, same idea, more details.
http://www.hobbyworks.com/default.cfm/Content/fullarticle/hs/Home/ID/14
Richard Pike
MKIII N420P (420ldPoops)
>
>Kolbers...
>What are some suitable glues for fixing lexan to lexan...? Will acetone work?
>I'm trying to reinforce windshield attachment points...
>
>Thankee...
>
>Beauford
>FF #076
>Brandon FL
>
>
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: MKIII Flight Report (touch down speeds) |
At 09:51 PM 10/23/2004, you wrote:
>
>Hi Gang:
>
>My turn to do a flight report.
>
>There are some "pig trail two track" roads through the cotton fields
>just west of Speigner Lake and Draper Prison. Been using them for off
>field landings since the days of the Ultrastar.
>
>On the way home from Wetumpka Airport, I short four landings, two to
>the east and two to the west. Right on 30 mph. Had to
>go back up and do it three more times to insure I was seeing what I
>was seeing. Really made me proud of my big fat old bird. She is
>quite the gal. And did it with out the aid of vortex generators.
Yeah...... but I ain't got no flaps. I got the VG's though.
Possum
- fly with the buzzards
take a "paintball gun" just for fun.
------------------------------------------------------
Kolbers...
What are some suitable glues for fixing lexan to lexan...? Will acetone work?
I'm trying to reinforce windshield attachment points...
Beauford
-------------------------------------------------------
Will acetone work? - No
Try "Googling" this stuff. I've used something like it years ago to
extend a lexan windshield. It works kind of like PVC cement.
Melts the stuff together.
--------------------------------------------------------
"Acrifix 192" Cadillac Plastics
http://kimmershow.com/fileTamer/news%20report%20from%20Iraq.wmv
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | Running a 912S without a prop? |
IIRC from the last 912 school I attended, not recommended to run 912,
especially 912ULS, without the prop, which is an integral part of the
flywheel "effect" system. If the engine is properly pickled for
storage, there is no need to run it periodically.
john h
---------------------
Thanks John. I was guessing that it wasn't a good idea. I can't see how it
would hurt the engine, but I'm afraid it would damage the gearbox. On the
other hand, we do this all the time with the Mazda engines and planetary
redrives.
I guess what I need then is a 2 blade prop. Has anyone ever seen a 912ULS
with a 2 blade prop? I need to call IVO and Warp, and see what they have to
say.
Thanks,
Rusty
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Butcher,
I would think " Super Glue" would work...
I use "Super Jet" ( medium viscosity )....any Hobby store...
I usually buy medium...If I want it THINNER , I use acetone to cut it.
Gotta Fly...
Mike in MN
SNIP<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Kolbers...
What are some suitable glues for fixing lexan to lexan...? Will acetone work?
I'm trying to reinforce windshield attachment points...
Thankee...
Beauford
FF #076
Brandon FL
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
--
________________________________________________________________________________
| From: | "tom sabean" <sabean(at)ns.sympatico.ca> |
Been test flying my Xtra for about 5 hours now. Things are progressing well but
I still have some fine tuning to do.
Originally had a 3 blade Ivo on the 912 but was getting a noticeable vibration
from 4000rpm all the way up to 5000rpm. Smooth above and below that range.
Switched to a 3 blade 70" taper tip Warp Drive and it is smoother but there is
still a vibration around 4500rpm. Vibration is not apparent during full power
run on the ground.
Anyone else had this problem?
Thanks,
Tom Sabean
________________________________________________________________________________
| From: | "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> |
| Subject: | Re: MKIII Flight Report (touch down speeds) |
Hi John I see that you can carry 20 gal of fuel, what tanks do you have?.
Kiwi
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb-List: MKIII Flight Report (touch down speeds)
>
> Hi Gang:
>
> My turn to do a flight report.
>
> There are some "pig trail two track" roads through the cotton fields
> just west of Speigner Lake and Draper Prison. Been using them for off
> field landings since the days of the Ultrastar.
>
> On the way home from Wetumpka Airport, I short four landings, two to
> the east and two to the west. With 10 gal fuel and pilot on board, no
> cargo, I consistently touched down at 30 mph indicated. Normally, I
> do not look at the ASI at touch down, but yesterday was a good day to
> do it. I surprised myself when I did the first landing with my eye on
> the ASI until the mains touched the ground. Right on 30 mph. Had to
> go back up and do it three more times to insure I was seeing what I
> was seeing. Really made me proud of my big fat old bird. She is
> quite the gal. And did it with out the aid of vortex generators.
>
> With more than 20 gals on board this afternoon, I shot another landing
> in the same place, but it was turbulent and I couldn't get settled
> down enough just prior to touch down to keep an eye on the ASI.
> However, it was somewhere between 30 and 35 mph.
>
> The slowwww landings were with 40 deg (two notches) flaps, throttle
> closed, eng rpm 2,000.
>
> Take care,
>
> john h
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Switched to a 3 blade 70" taper tip Warp Drive and it is smoother
but there is still a vibration around 4500rpm. Vibration is not
apparent during full power run on the ground.
| Anyone else had this problem?
| Tom Sabean
Tom S/All:
I have used Warp Drive Props exclusively since Sep 1993. For the most
part, Warp Drive Props do not have balance problems. However, if all
two or three blades are not set at the same pitch, annoying vibrations
will result. Insure all three blades are the same pitch before going
any further.
Next, some 912 and 912ULS engines and gearboxes will get a harmonic
vibration at certain rpm as a result of loose shims in the gear box
torsional vibration dampner. Insure the dampner is shimmed as tight
as permissible.
If you have a 912ULS engine of the older variety, prior to "slip
clutch" and "high torque starter", would be a good idea to upgrade to
these items. Most, if not all, vibrations in my system disappeared
after upgrading to the slip clutch.
What kind of prop extension are you running? A poorly built extension
could add to you vibration problems.
Let us know what you find out.
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: MKIII Flight Report (touch down speeds) |
| Hi John I see that you can carry 20 gal of fuel, what tanks do you
have?.
|
| Kiwi
Hi Kiwi/All:
I have been using a Jim Hauck 25 gal fuel tank since day one. Bro Jim
fabricated an aluminum tank for me when we were building my MKIII Feb
1991. 25 gal ultimate, 25 gal useable. Can squeeze the last drop out
of it.
Take care,
john h
________________________________________________________________________________
| From: | "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> |
| Subject: | Re: MKIII Flight Report (touch down speeds) |
Thanks John,
I might have to look at doing the same on our new Xtra demonstrator or maybe
fit a third tank in somewhere.
Kiwi
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: MKIII Flight Report (touch down speeds)
>
> | Hi John I see that you can carry 20 gal of fuel, what tanks do you
> have?.
> |
> | Kiwi
>
> Hi Kiwi/All:
>
> I have been using a Jim Hauck 25 gal fuel tank since day one. Bro Jim
> fabricated an aluminum tank for me when we were building my MKIII Feb
> 1991. 25 gal ultimate, 25 gal useable. Can squeeze the last drop out
> of it.
>
> Take care,
>
> john h
>
>
>
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Lexan Glue Wrap-Up |
In a message dated 10/24/04 12:28:04 PM Central Standard Time,
beauford(at)tampabay.rr.com writes:
<<
Tomorrow when the plastics supply house over in Brandon opens, I'll go get
some ME glue in a tube, as John suggested. Meantime, i'm goin' back out in
the garage and roll some more of that Shoe Goo...
Worth what ye paid fer it...
Beauford
FF#076 >>
Beauford,
I know Im late in the game, but I was in Home Depot the other day
and they had some kind of glue for plastics. It said ,all, plastics. It was 2
part. The first part you put on the pieces to soften em up, then you apply the
other part on them & then assemble. It might work. What about the all purpose
glue for plastic pipe?
Let us know the outcome,
Ed(in Houston)
________________________________________________________________________________
| From: | "John Abbott" <jrabbott(at)chartermi.net> |
| Subject: | Re: MKIII Flight Report (touch down speeds) |
Kiwi,
I'm building an Xtra and have been looking for way to increase the feul
capacity. Do know what has been done in the past?
John
----- Original Message -----
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Re: Kolb-List: MKIII Flight Report (touch down speeds)
>
>
> Thanks John,
> I might have to look at doing the same on our new Xtra demonstrator or
> maybe
> fit a third tank in somewhere.
>
> Kiwi
> ----- Original Message -----
> From: "John Hauck" <jhauck(at)elmore.rr.com>
> To:
> Subject: Re: Kolb-List: MKIII Flight Report (touch down speeds)
>
>
>>
>> | Hi John I see that you can carry 20 gal of fuel, what tanks do you
>> have?.
>> |
>> | Kiwi
>>
>> Hi Kiwi/All:
>>
>> I have been using a Jim Hauck 25 gal fuel tank since day one. Bro Jim
>> fabricated an aluminum tank for me when we were building my MKIII Feb
>> 1991. 25 gal ultimate, 25 gal useable. Can squeeze the last drop out
>> of it.
>>
>> Take care,
>>
>> john h
>>
>>
>>
>
>
>
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
| Subject: | Running a 912S without a prop? |
At 08:52 AM 10/24/2004, you wrote:
>I guess what I need then is a 2 blade prop. Has anyone ever seen a 912ULS
>with a 2 blade prop? I need to call IVO and Warp, and see what they have to
>say.
I use an Ivo Magnum 2-blade prop on my 912ULS
-- Robert
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | Running a 912S without a prop? |
I use an Ivo Magnum 2-blade prop on my 912ULS
-- Robert
-----------------------
Good to know. Are you happy with it?
Thanks,
Rusty
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
| Subject: | Running a 912S without a prop? |
At 08:29 PM 10/24/2004, you wrote:
>
>
>I use an Ivo Magnum 2-blade prop on my 912ULS
>
> -- Robert
>-----------------------
>
>Good to know. Are you happy with it?
Rusty --
In a word, yes...
...but, I've also been spoiled because, on a different aircraft, I had an
Arplast 3-blade prop, and those have GOT to be the best props in the
world... It had the most powerful thrust I ever felt, and it was so quiet
I could cruise without ear protection. But they are pricey little cusses.
To be honest, though, I don't know if Arplast makes one that would be
suitable for a 912ULS... I had mine mated to a Rotax 503.
-- Robert
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
Hi Tom and gang,
I had a vibration also that was puzzeling at one time. You say you get a
vibration in flight & not on the ground. It may be related with airflow and not
the engine. Look for the possibility of something else that could be vibrating
such as gap seals, farings, velcro, BRS straps, eng accessories, etc. that
could be vibrating from air flow. Mine was more like a "sound", that went away
when I reduced the eng rpm. I thought that was related to the engine. What
happened was that the velcro had come loose around the lexan area over the
ballistic chute. The lexan was vibrating as a result of air flow and as I reduced
rpm the plane slowed and the noise went away. I bet if I had tried a run up on
the ground, nothing would have shown up. I may be way off but wanted to mention
it anyway. Good luck.
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Running a 912S without a prop? |
>...but, I've also been spoiled because, on a different aircraft, I had an
>Arplast 3-blade prop, and those have GOT to be the best props in the
>world... It had the most powerful thrust I ever felt, and it was so quiet
>I could cruise without ear protection. But they are pricey little cusses.
>
>To be honest, though, I don't know if Arplast makes one that would be
>suitable for a 912ULS... I had mine mated to a Rotax 503.
>
> -- Robert
>
Robert,
One of my hangar mates flys a Magni Gyro. It is powered with a Rotax 914UL
and an Arplast three blade propeller. He has about 600 hours on it with no
problems related to the engine/prop combination.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
| Subject: | Running a 912S without a prop? |
Jack --
Thanks for the note.... If I ever get a job, I'll aspire to buy one for my
912ULS, someday!
-- Robert
At 04:09 PM 10/25/2004, you wrote:
>
> >...but, I've also been spoiled because, on a different aircraft, I had an
> >Arplast 3-blade prop, and those have GOT to be the best props in the
> >world... It had the most powerful thrust I ever felt, and it was so quiet
> >I could cruise without ear protection. But they are pricey little cusses.
> >
> >To be honest, though, I don't know if Arplast makes one that would be
> >suitable for a 912ULS... I had mine mated to a Rotax 503.
> >
> > -- Robert
> >
>
>Robert,
>
>One of my hangar mates flys a Magni Gyro. It is powered with a Rotax 914UL
>and an Arplast three blade propeller. He has about 600 hours on it with no
>problems related to the engine/prop combination.
>
>Jack B. Hart FF004
>Jackson, MO
>
>
>Jack & Louise Hart
>jbhart(at)ldd.net
>
>
-------------------------
EZ Dock Texas Gulf Coast
Office Phone: 281-752-9096
Cell Phone: 713-503-2949
Fax: 425-928-3369
Web : www.EZDockTexGulf.com
EMail: robert(at)EZDockTexGulf.com
Personal web pages: http://www.rlaird.net http://www.texas-flyer.com
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
Sorry for the delay in getting the info back to the list. I know some of
you are wondering about the Slingshot accident last month.
Wayne says the engine started losing power with the 582 and he tried to
make it back to my strip but realized he was not going to make it and opted
for a bean field not far from his home. He reports the Slingshot glides like
a homesick crowbar. All went well except for the last moments when he said
he did not have enough back stick to flair. He continued his descent right
into the ground. The frame took a lot of the shock and even the seat rails
were bent down., the boom tube ring was torn off the boom. The cage is a
total write off, not a single straight tube. Wings and tail are in perfect
condition.
Wayne did not make it through in as good condition. He broke his
sternum (chest bone) and 3 vertibrae in his back were converted to mush. He
is still in the hospital and will be for a few more months with lots of
intensive therapy. His spirits are good and he is talking of rebuilding. He
really enjoyed getting the card signed from all the guys at the homecoming
last Sept. Thanks to all that signed it for him.
The engine still turns freely by hand, maybe to freely. The only problem
I can see is that it did not seem to be using much oil. Would that cause
the slow loss of power after about 45 min of flying? Any other ideas. Temps
were in a normal range.
________________________________________________________________________________
| Subject: | Re: Waynes accident |
| From: | ul15rhb(at)juno.com |
Woody,
A few years ago there was another 582 powered Slingshot that crashed
killing its pilot under the same type of conditions. The guy was on his
way to Oshkosh for his first trip in that plane. The engine quit and he
glided for quite awhile in a hilly area with very few landing options. He
happened to change his mind at the last minute for another landing area
and stalled it in a sharp bank. Dove it in hard.
I would almost be willing to wager that it quit when he was throttling
back on his approach to a local airport. Two stroke's will do that if the
idle is not set high enough or it has "loaded up" from a long descent. It
has happened to me a few times.
I always say, don't close the throttle on a 2-stroke engine unless it's
on final. They say to "fly the plane", but if it quit because of this and
there was enough altitude, I'd be tempted to give the starter rope a tug.
I can't remember if he had an electric starter or not but if it did, I'm
sure he pushed the button a few times before giving up maybe distracting
him enough to use up valuable time looking for a suitable landing area.
Ralph
>
> Sorry for the delay in getting the info back to the list. I know
> some of
> you are wondering about the Slingshot accident last month.
> Wayne says the engine started losing power with the 582 and he
> tried to
> make it back to my strip but realized he was not going to make it
> and opted
> for a bean field not far from his home. He reports the Slingshot
> glides like
> a homesick crowbar. All went well except for the last moments when
> he said
> he did not have enough back stick to flair. He continued his descent
> right
> into the ground. The frame took a lot of the shock and even the seat
> rails
> were bent down., the boom tube ring was torn off the boom. The cage
> is a
> total write off, not a single straight tube. Wings and tail are in
> perfect
> condition.
> Wayne did not make it through in as good condition. He broke
> his
> sternum (chest bone) and 3 vertibrae in his back were converted to
> mush. He
> is still in the hospital and will be for a few more months with lots
> of
> intensive therapy. His spirits are good and he is talking of
> rebuilding. He
> really enjoyed getting the card signed from all the guys at the
> homecoming
> last Sept. Thanks to all that signed it for him.
> The engine still turns freely by hand, maybe to freely. The only
> problem
> I can see is that it did not seem to be using much oil. Would that
> cause
> the slow loss of power after about 45 min of flying? Any other
> ideas. Temps
> were in a normal range.
>
>
>
=
>
>
=
>
=
>
>
>
>
>
>
Now includes pop-up blocker!
Only $14.95/ month - visit http://www.juno.com/surf to sign up today!
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Waynes accident |
Good Morning Ralph,
I'll take that wager ;-) Just kidding.
Here is whats on the NTSB web site about that SlingShot I think your talking
about.
The National Transportation Safety Board determines the probable cause(s) of
this accident as follows: The loss of engine power due to fuel starvation
caused by a blocked, unsecured, fuel vent line. Contributing to the accident was
the pilot's failure to maintain adequate airspeed during the forced landing
which resulted in an inadvertent stall at a low altitude.
TESTS AND RESEARCH
The engine was shipped to Leading Edge Airfoils, Lyons, Wisconsin, for a test
run and further inspection. The engine was test run on October 16, 2001, and
was witnessed by a FAA inspector and representatives of the engine
manufacture. The engine was configured with the original aircraft's fuel filter,
fuel
pump, gascolator, and pulse pump. The original propeller was damaged during the
accident and a test propeller was utilized for the test run. No carburetor jet
adjustments were made prior to the test run. The engine was mounted on a test
stand and started without any anomalies. The engine developed full power at
6,500 rpm during the full throttle test. Both ignition systems functioned
without any anomalies.
No anomalies were found with the engine or its related systems that could be
associated with any pre-impact condition.
http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20010803X01594&ntsbno=CHI01LA237&
akey=1
Regards,
Will Uribe
El Paso, TX but working In Oklahoma City
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
> Woody,
>
> A few years ago there was another 582 powered Slingshot that crashed
> killing its pilot under the same type of conditions. The guy was on his
> way to Oshkosh for his first trip in that plane. The engine quit and he
> glided for quite awhile in a hilly area with very few landing options. He
> happened to change his mind at the last minute for another landing area
> and stalled it in a sharp bank. Dove it in hard.
>
> I would almost be willing to wager that it quit when he was throttling
> back on his approach to a local airport. Two stroke's will do that if the
> idle is not set high enough or it has "loaded up" from a long descent. It
> has happened to me a few times.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Greetings Kolb fans,
After waiting for almost a year I finally got my Medical, it is only good
until April of next year. Then I will need my Doctor to send them a letter on
how I'm doing with half a stomach. I have no idea what that has to do with
flying but if I want to keep doing it, I have to do what they say.
I flew my FireStar the day after a got my medical and also last weekend. I
must say after a year of not flying it was a joy to go up. The FireStar is
performing just like new after 209 hours. Now I have to get an annual inspection
on my Cessna 172 so I can take it flying.
Regards,
Will Uribe
El Paso, TX but working in Oklahoma City
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
________________________________________________________________________________
| Subject: | Re: Waynes accident |
| From: | ul15rhb(at)juno.com |
Will,
The FAA found an unsecured vent line that may have caused the fuel
starvation. I doubt that was the cause of the engine quitting, because a
vent line will move around under vibration. The pilot flew it for at
least 40 hours without any problems in this area. I still think that it
was the classic 2-stroke case of the engine quitting at idle after
running in cruise for a time. A month prior to the accident, I watched
him start it up and the Ivoprop was striking the back side of the cage
because was too large a diameter for the plane. It was idling very slow.
Ralph
Original Firestar
17 years flying it
>
> Good Morning Ralph,
> I'll take that wager ;-) Just kidding.
> Here is whats on the NTSB web site about that SlingShot I think your
> talking
> about.
>
> The National Transportation Safety Board determines the probable
> cause(s) of
> this accident as follows: The loss of engine power due to fuel
> starvation
> caused by a blocked, unsecured, fuel vent line. Contributing to the
> accident was
> the pilot's failure to maintain adequate airspeed during the forced
> landing
> which resulted in an inadvertent stall at a low altitude.
>
> TESTS AND RESEARCH
>
> The engine was shipped to Leading Edge Airfoils, Lyons, Wisconsin,
> for a test
> run and further inspection. The engine was test run on October 16,
> 2001, and
> was witnessed by a FAA inspector and representatives of the engine
> manufacture. The engine was configured with the original aircraft's
> fuel filter, fuel
> pump, gascolator, and pulse pump. The original propeller was damaged
> during the
> accident and a test propeller was utilized for the test run. No
> carburetor jet
> adjustments were made prior to the test run. The engine was mounted
> on a test
> stand and started without any anomalies. The engine developed full
> power at
> 6,500 rpm during the full throttle test. Both ignition systems
> functioned
> without any anomalies.
>
> No anomalies were found with the engine or its related systems that
> could be
> associated with any pre-impact condition.
>
>
http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20010803X01594&ntsbno=CHI01LA23
7&
> akey=1
>
> Regards,
> Will Uribe
> El Paso, TX but working In Oklahoma City
> FireStar II N4GU
> C-172 N2506U
> http://home.elp.rr.com/airplane/
>
>
> > Woody,
> >
> > A few years ago there was another 582 powered Slingshot that
> crashed
> > killing its pilot under the same type of conditions. The guy was
> on his
> > way to Oshkosh for his first trip in that plane. The engine quit
> and he
> > glided for quite awhile in a hilly area with very few landing
> options. He
> > happened to change his mind at the last minute for another landing
> area
> > and stalled it in a sharp bank. Dove it in hard.
> >
> > I would almost be willing to wager that it quit when he was
> throttling
> > back on his approach to a local airport. Two stroke's will do that
> if the
> > idle is not set high enough or it has "loaded up" from a long
> descent. It
> > has happened to me a few times.
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
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Only $14.95/ month - visit http://www.juno.com/surf to sign up today!
________________________________________________________________________________
| From: | dale seitzer <dalemseitzer(at)yahoo.com> |
Chuck Veith had an intermittent engine failure due to
fuel starvation--he had the 2 5 gallon tanks plumbed
together per plans and had a vent tube running down
the site of the tanks but it was unsecured and
periodically made contact with the neoprene the tanks
rest on and sealed the tanks not allowing fuel to
flow. According to witnesses they heard the plane
engine quit and then start again--it probably did not
die completely. I imagine the planes was jostling a
bit and it came unstuck and then became attached again
blocking air and fuel from flowing. I apologise if
this sounds too anti Kolb but I worry that the design
is not as safe as other kolbs. How many Slingshots
were built? How many crashed? How many are still
flying regularly? There are many popular planes that
do not glide well--the Wittman Tailwind is a fine
plane but the pilots know they must plan well ahead
incase of an engine out.
Regarding engine stoppage in flight, the number one
reason is fuelusually some sort of blockage some where
along the path--it does not need to be a complete
blockage to have a hazardous result.
It is unfortunate when any pilot is injured in an
rough landing--I hope he heals quickly. Slingshot
pilots should practice engine out landings to keep
sharp. They fly very differently from the MArk III
and Firestars.
Dale Seitzer
Subject: Re: Kolb-List: Waynes accident
From: ul15rhb(at)juno.com
Woody,
A few years ago there was another 582 powered
Slingshot that crashed
killing its pilot under the same type of conditions.
The guy was on his
way to Oshkosh for his first trip in that plane. The
engine quit and he
glided for quite awhile in a hilly area with very few
landing options.
He
happened to change his mind at the last minute for
another landing area
and stalled it in a sharp bank. Dove it in hard.
I would almost be willing to wager that it quit when
he was throttling
back on his approach to a local airport. Two stroke's
will do that if
the
idle is not set high enough or it has "loaded up" from
a long descent.
It
has happened to me a few times.
I always say, don't close the throttle on a 2-stroke
engine unless it's
on final. They say to "fly the plane", but if it quit
because of this
and
there was enough altitude, I'd be tempted to give the
starter rope a
tug.
I can't remember if he had an electric starter or not
but if it did,
I'm
sure he pushed the button a few times before giving up
maybe
distracting
him enough to use up valuable time looking for a
suitable landing area.
Ralph
________________________________________________________________________________
| From: | "ul15rhb(at)juno.com" <ul15rhb(at)juno.com> |
Dale,
I don't see that you are anti-kolb in your reply. The Slingshot has a lot more
wing loading with the shorter wing and I'm sure it sinks like a brick.
It's like a 20' wing Titan, if the engine quits, it's going to come down quicker.
Do you remember if Chuck had an electric start on it? Did he have a radio and
announced his approach? How far was the area he came down in from the airport?
Didn't we say that he could have glided to it?
Engine problems in a Firestar is one thing, but a lot more serious in a Slingshot.
This is why I would want a Jabiru or 912 on one.
Ralph
-- dale seitzer wrote:
Chuck Veith had an intermittent engine failure due to
fuel starvation--he had the 2 5 gallon tanks plumbed
together per plans and had a vent tube running down
the site of the tanks but it was unsecured and
periodically made contact with the neoprene the tanks
rest on and sealed the tanks not allowing fuel to
flow. According to witnesses they heard the plane
engine quit and then start again--it probably did not
die completely. I imagine the planes was jostling a
bit and it came unstuck and then became attached again
blocking air and fuel from flowing. I apologise if
this sounds too anti Kolb but I worry that the design
is not as safe as other kolbs. How many Slingshots
were built? How many crashed? How many are still
flying regularly? There are many popular planes that
do not glide well--the Wittman Tailwind is a fine
plane but the pilots know they must plan well ahead
incase of an engine out.
Regarding engine stoppage in flight, the number one
reason is fuelusually some sort of blockage some where
along the path--it does not need to be a complete
blockage to have a hazardous result.
It is unfortunate when any pilot is injured in an
rough landing--I hope he heals quickly. Slingshot
pilots should practice engine out landings to keep
sharp. They fly very differently from the MArk III
and Firestars.
Dale Seitzer
Subject: Re: Kolb-List: Waynes accident
From: ul15rhb(at)juno.com
Woody,
A few years ago there was another 582 powered
Slingshot that crashed
killing its pilot under the same type of conditions.
The guy was on his
way to Oshkosh for his first trip in that plane. The
engine quit and he
glided for quite awhile in a hilly area with very few
landing options.
He
happened to change his mind at the last minute for
another landing area
and stalled it in a sharp bank. Dove it in hard.
I would almost be willing to wager that it quit when
he was throttling
back on his approach to a local airport. Two stroke's
will do that if
the
idle is not set high enough or it has "loaded up" from
a long descent.
It
has happened to me a few times.
I always say, don't close the throttle on a 2-stroke
engine unless it's
on final. They say to "fly the plane", but if it quit
because of this
and
there was enough altitude, I'd be tempted to give the
starter rope a
tug.
I can't remember if he had an electric starter or not
but if it did,
I'm
sure he pushed the button a few times before giving up
maybe
distracting
him enough to use up valuable time looking for a
suitable landing area.
Ralph
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________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
I apologise if
this sounds too anti Kolb but I worry that the design
is not as safe as other kolbs. How many Slingshots
were built? How many crashed? How many are still
flying regularly?
Dale Seitzer
----------------------------
Hi Dale,
No need to apologize, but I would have to disagree that there's anything
significantly less safe about the SS. The stall speed is a bit higher than
the other Kolbs, but the structure is also a bit stronger. In general, I
think we could say that risk tends to go up with performance, and the SS is
a higher performance Kolb, so there may be just a bit more risk. I'm
guessing that's why Kolb makes more than one model :-)
I would sure rather have an engine failure in the SS than my RV-3.
Cheers,
Rusty (maybe the only person who's owned two SS's)
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
|I apologise if
| this sounds too anti Kolb but I worry that the design
| is not as safe as other kolbs. How many Slingshots
| were built? How many crashed? How many are still
| flying regularly?
| It is unfortunate when any pilot is injured in an
| rough landing--I hope he heals quickly. Slingshot
| pilots should practice engine out landings to keep
| sharp. They fly very differently from the MArk III
| and Firestars.
| Dale Seitzer
Hi Dale/Gents:
Thanks for your comments.
Why do you worry about the Slingshot design not being as safe as other
Kolbs?
Airplanes do not fly below stall speeds, no matter what make, model,
or design. I have flown a few Slingshots, finding nothing, as
pertains to safety, to worry about, when compared to other Kolb
models. The most recent two accidents, you all have been discussing,
seemed to have been caused by pilot inattention to adequate airspeed.
Easiest time to get slow on airspeed is in an actual engine
out/emergency situation. Looks like both these aircraft were
stall/crash accidents. The old red Slingshot, first one Kolb brought
to Oshkosh, stalled clean at 40 mph indicated, same as my MKIII. It
had 22 foot wing span, but flew, to me, like all the rest of the Kolb
models, especially the Firefly, which is a baby Slingshot with the
same wingspan.
Not only Slingshot pilots, but ALL PILOTS, should stay current by
practicing engine out landings. No need to be surprised when the time
comes.
I have not found any of the Kolb models fly any different from each
other except for maybe weight and roll rate.
Take care,
john h
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
I changed the subject line.
Food for thought. Fuel tank vent lines also need to be screened to keep out
insects or have temporary plugs with remove before flight flags attached. I
had my pitot tube plugged with insects during the build process. I keep
temporary plugs in every thing that is critical that isn't covered with
screens. My fuel tank vent is in my remote fuel filler cap. The cap doesn't
lend its self to being insect plugging and it gets checked frequently.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "robert bean" <slyck(at)frontiernet.net>
Subject: Re: Kolb-List: Slingshot
>
> Truly unfortunate that Chuck had such serious injuries due to a simple
> matter of venting.
> While building mine, and reading some posts on the subject, I glued a
> small plate on
> the inside of the belly fabric below my tanks with a pipe tapped hole
> in it.
> There is a barb fitting screwed into it and vinyl tube up to the top of
> the tank.
> My only concern was having positive air pressure at the orifice. It
> worked out ok.
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Fuel tank vent lines |
Thanks for reminding me that the fuel vent lines on my plane should be checked
for clogging. I used the standard blue 1/4' fuel line tubing for the vents and
poked them out through the bottom fabric. They have not moved since the day they
were installed. I think I'll add this item to my preflight and consider some
kind of bug-proofing the vents.
I have had the mud-daubers build a nest in a carburetor vent hole while I had the
air filter off for cleaning. The filter was only off for a day and the nest
was flush with the surface of the carb casting. It took me a while to find that
problem. I suspect the same thing could happen to my original Kolb double tank
vent set up.
If even one vent is clogged the other tank would be sucked dry, only air would
be going to the inlet of the fuel pump. The fuel in the vent-plugged tank would
remain locked up by a vacuum caused by the lack of venting.
Keep the odds in your favor,
Duane the plane Mitchell, Tallahassee, FL, Mk3c/912UL, 16.2 hrs
________________________________________________________________________________
| From: | "tom sabean" <sabean(at)ns.sympatico.ca> |
Well, I think I found the source of my vibration. Went flying this morning and
noticed the vibration seemed more prevelant when reducing power. When pushing
up the power, the vibration seemed much less. I started looking around to see
if I could see anything out of the ordinary. As I reduced the power through 4500rpm
I happened to be looking over my shoulder and was suprised to see the flap
push-pull rod suddenly start vibrating like a loose guitar string. It was going
up and down about an inch in the center and so fast it was just a blurr.
As I moved the power up and down I could see when the vibration started and at
what point it stopped.
Next step will be to try and stop the rod from vibrating. The rod is made from
aluminium per the plans but I'm thinking steel might be better?
Any suggestions??
Thanks,
Tom Sabean
Mk3X
912/Warp
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Next step will be to try and stop the rod from vibrating. The rod
is made from aluminium per the plans but I'm thinking steel might be
better?
| Any suggestions??
|
| Thanks,
| Tom Sabean
Tom S/All:
My flap P/P rods are 4130 and not vibration problem.
Take care
john h
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
Dale & All,
My SlingShot glides just fine. I routinely do full engine out
landings with it, often with a 360 turn added. I did have problems on my
1st few attempts. They were good landings, just short of my projected touch
down point. I would consistently land about 50ft short. I did not have
this problem with my UltraStar or MKII. What I came to realize is that
because of the short wing span or higher wing loading, induced drag is
increased at a much quicker rate than the longer wing models. High angles
of attack make for greater induced drag. Just before touch down, when my
angle of attack was increased, the sink rate went up much faster than the
higher wing loaded Kolbs. I was having trouble accommodating to this
accelerated sink rate as I few just above stall speed,it did not seem to be
as linear. Once I saw understood the induced drag effect & kept it only
2-3mph faster, the sink rate remained linear & touch down points became very
predictable. I would assume this would similarly happen with the FireFly.
Richard Swiderski
SlingShot Glider
.......I worry that the design is not as safe as other kolbs. How many
Slingshots
were built? How many crashed? How many are still
flying regularly? There are many popular planes that
do not glide well.....
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
|Once I saw understood the induced drag effect & kept it only
| 2-3mph faster, the sink rate remained linear & touch down points
became very
| predictable. I would assume this would similarly happen with the
FireFly.
|
| Richard Swiderski
Hi Richard/Gang:
Is all the above the same as: When the engine quits, keep your
airspeed up by increasing angle of attack, remembering to have enough
airspeed at the bottom to flare and land?
Without power it is the only way I know how to increase/maintain
airspeed. A lot of inexperienced folks that do not practice what you
do, a lot of engine out practice forced landings, come up short when
they try to fly longer and farther by coming back on the stick. Most
all Kolbs will maintain a level attitude when they are stalling,
simply by pulling back on the stick. However, the sink rate is going
to be way up there, and the ground is going to be hard when one smacks
it. Although level in attitude, the aircraft is not flying, but
simply falling. There are a bunch of us out there that have gotten
into this trap and survived, others haven't. One of the most
difficult things to do when stalled close to the ground is push the
stick forward and the nose down. But...........that is the only way
to regain flying speed.
Was it the Kasper Wing that could mush level all the way to a few feet
above the ground, execute a tiny flare and land?
Take care,
john h
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
Hi all,
Just returned from my little sojourn in the sun, looking bronzed and incredibly
handsome.
While I was in Mallorca I contacted an advertised ULM field. Couldn`t get a flight
as they were in trouble with a neighbor complaining about the noise. So whats
new?
A chat with the operator filled me in on the local rules. No ULM flying above
1000 feet. No landing at any `real` airfields. No entrance into ANY sort of of
Controlled airspace. What a pity. The place is made for a ULM on floats. Little
bays, deep, clear water, fabulous cliffs and mountains. In view of all the
restrictions I was a bit surprised to see, one evening, a ULM, something like
a Rans, with a 4 stroke engine, doing a beat up of the boats anchored in the bay
outside the hotel. Certainly he was below the 1000 Ft restriction, probably
below 500 feet. He had bags of power and pulled up from among the yacht masts
in the marina into a wing over and then flew straight at my hotel balcony, on
the 4 th floor, then soared up over the roof. The guy returned in a dive to about
25 feet and then flew all across the bay at that height until he lifted over
the low beach at the far side of the bay and disappeared.
He deserves to be stuck in jail of course but it was great fun.
Grateful thanks to all those who contributed words of wisdom in response to my
queries about landing Kolbs. In spite of comments from some that the guys who
mess up must be poor pilots, or that repairing bent undercarts is easy or that
no one takes off flap part way through a landing (Oh yes they do!) the number
of pilots who DO have to bend u/c back into shape seems to point to the fact
that a problem really exists. I know of no other type of ULM that suffers in the
same way. They all have accidents, sure, but not all in one phase of flight.
A number of pilots said that their machine `just quit flying`, or said that `when
I tried to three point it, it fell out under me`. In some case it was `it
flew right through the flare` or `with the stick right back it wouldn`t flare
out`
These all seem to me to indicate `stalling` to some degree.
What makes a wing stall? Too great an angle of attack. Thats all . At a given
angle of attack at a given weight the airflow breaks away from the airofoil section
and away she goes. The angle of attack is the angle between the plane of
the wing and `the APPARENT wind`.
The concept of APPARENT wind, although well known in sailing circles where they
also deal in low speed airflows, does not seem to be widely entertained by pilots.
Imagine a wing, parallel with the ground, going through the wind at 200
mph and you will see that for all practical purposes the wind apparently comes
from dead ahead. Now imagine the wing slowing down and gravity gradually begins
to take over. The wing ``WITHOUT CHANGING ITS ATTITUDE` begins to mush
downward. The APPARENT wind is now approaching the wing from slightly below.
The speed drops off, the `mushing` increases, the wind APPARENTLY now approaching
at a steeper angle. A wing still in the same ATTITUDE approaching the
ground vertically has the APPARENT wind coming from directly below. The wing is
still in the same ATTITUDE so what is happening? The angle of attack is increasing
as the plane begins to `mush` downward until finally it stalls.
Sure this is a function of the speed to some extent but when you pull back into
the flare the speed does not suddenly dissipate, but the angle of attack does.
Now the Kolb has the wings set at an unusually high angle of attack WHEN IT IS
AT REST. I suggest that coming down the approach, with the speed reduced, the
angle of attack has already increased and flaring to level with the ground,or
even further to a threepointer position, increases the angle of attack to very
near, in some cases over, the angle at which it stalls.To axecerbate the problem
the act of flaring i.e. changing direction, through `G` forces, increases
the weight even if only a little. This automatically increases the stalling speed
at an already critical juncture.
This would certainly explain the `refused to flare` complaint.
The answer would seem to be keep your speed up and don`t flare too violently.
I fully realise that I have got a nerve putting forward this `explanation` to a
list full of experts who have built and flown Kolbs for years when I have only
flown a 3Xtra demonstrator for an hour and have done no landings at all but
I have got around 1000 hours mainly in gliders and ulm`s and something must
have rubbed off in the process.
I shall be delighted to carry on with this, off list if it is all too boring for
the majority, with anyone with observations or conflicting theories.
Cheers
Pat
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
<>
Oh NO!.
I have just posted my long, long post about landing difficulties when this
arrived on the screen. Putting up your airspeed does NOT increase the angle
of attack. It DECREASES it.
Increasing your airspeed will keep you flying, up to a point. Where most
pilots come unstuck when suddenly losing power is in trying to stretch the
glide by lifting the nose. This subtly inrerases the angle of attack until
the wing finally stalls and they fall out of the sky.
I have lost power, totally, twice, in my Challenger when the toothed drive
between the 503 and the prop suddenly became smooth. In each case I arrived
in a field much too fast but still flying and under control. If you have to
land suddenly make it faster rather than slower and if the field is too
small remember that it is better to stuff the machine throught the far hedge
at 30 mph than the near hedge at 50mph.
Cheers
Pat
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| You may mean angle-of-attack? ;
| )
|
| Ed in JXN
Hi Ed C/All:
Yup!
You got that right.
What I meant to say was push the nose over and increase dive angle.
I'm learning. ;-)
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Kolb Botched Landings |
Patrick L/Gang:
Great to have you back Patrick.
Again, nothing wrong in the landing department of Kolb aircraft except
the nut behind the stick.
john h
________________________________________________________________________________
| From: | Bob Noyer <ronoy(at)shentel.net> |
| Subject: | Re: Test results |
Patrick, nice to see you're looking so T&R. Keep on with your thread,
but pls leave ol' Bernoulli and the vacuum-over-the-top-of-the-wing out
of the discussion. A few years back that was almost as acrimonious as
GUNS, Politics, and a snake-oil gumout whose name I won't use for fear
of starting it again.
regards,
Bob N.
http://www.angelfire.com/rpg/ronoy
________________________________________________________________________________
| From: | "Ron Lee" <rlee468(at)comcast.net> |
| Subject: | Re: Lexan Glue Wrap-Up |
I tried the plastic pipe glue and cleaner. I broke the Lexan before the joint.
It welded it like one piece. Hard to control to keep neat though.
Ron
Tucson
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
John & All,
No, that's not at all what I was saying. Another way I can say it
is that with my old UltraStar or MKII, I could fly a 1 or 2mph above stall,
with the engine off & my sink rate would remain constant, about 500fpm. But
in the SlingShot, when I flew 1 or 2mph above stall, the sink rate
increased, that is to say, I lost altitude faster or the decent steepened.
Where as if I flew 1 or 2mph faster, the sink rate or the steepness of the
decent, was actually less. The result of gliding just above stall being not
a stall or hard landing, but an unexpected change in projectory which in
turn resulted in landing short of the expected touch down point. So by
increasing the speed a little, I would extend my glide distance
significantly because small change in angle of attack made a comparatively
large decrease in induced drag. Hope that makes better sense. ...Richard
Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck
Subject: Re: Kolb-List: Slingshot
|Once I saw understood the induced drag effect & kept it only
| 2-3mph faster, the sink rate remained linear & touch down points
became very
| predictable. I would assume this would similarly happen with the
FireFly.
|
| Richard Swiderski
Hi Richard/Gang:
Is all the above the same as: When the engine quits, keep your
airspeed up by increasing angle of attack, remembering to have enough
airspeed at the bottom to flare and land?
Without power it is the only way I know how to increase/maintain
airspeed. A lot of inexperienced folks that do not practice what you
do, a lot of engine out practice forced landings, come up short when
they try to fly longer and farther by coming back on the stick. Most
all Kolbs will maintain a level attitude when they are stalling,
simply by pulling back on the stick. However, the sink rate is going
to be way up there, and the ground is going to be hard when one smacks
it. Although level in attitude, the aircraft is not flying, but
simply falling. There are a bunch of us out there that have gotten
into this trap and survived, others haven't. One of the most
difficult things to do when stalled close to the ground is push the
stick forward and the nose down. But...........that is the only way
to regain flying speed.
Was it the Kasper Wing that could mush level all the way to a few feet
above the ground, execute a tiny flare and land?
Take care,
john h
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
<>
Hi Richard,
go to any elementary book on gliding and you will find a graph. It will show
2 lines. One will be the speed at which to fly for minimum sink and one will
be the speed to fly for maximum distance.
They are not the same by a long chalk
Most pilots who have only flown power do not even know that the two speeds
exist, mainly of course because they never expect to have to glide and so it
is not taught.
Cheers
Pat
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Test results |
leave ol' Bernoulli and the vacuum-over-the-top-of-the-wing out
of the discussion. A few years back that was almost as acrimonious as
GUNS, Politics, >>
Whoops,
fools rush in etc., you mean you can have an OPINION about Bernoulli.
Thats like saying that E does not equal cm squared. Isn`t it?
Sorry thats as close as I can make this darned confuser write symbols.
Cheers
Pat
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Test results |
Bob,
by the way .Whats T&R?
Pat
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
A good alternative to slipping in my old Chief was to slow it to just above
stall and add power near the ground. It sunk like a rock >>
Hi Bob,
Pretty neat if you get the timing right. Something I have never had to
practice as the Challenger with crossed controls sinks almost vertically.
The guy who owns the strip I fly from has a Cub which he invariably slips
in, leaving the recovery much later than I do. He kicks it straight about 5
feet up and touches down like a feather. I like to have it straight by the
time I come over the hedge.Just chicken I guess.
Cheers
Pat
________________________________________________________________________________
| From: | "Jeremy Casey" <n79rt(at)kilocharlie.us> |
Been reading this discussion on the Slingshot glide rate. It has been
stated a couple of different ways.let me add one more. Best glide
speed.all airplanes have one. It is typically the same as Vy (best
climb RATE) it is the speed on the drag "graphs" where parasitic AND
induced drag are at their COMBINED smallest. Stated slightly different
the speed where as little as possible of your "gravity generated thrust"
is required to maintain airspeed. Going faster or slower will actually
cause an increase in drag which will require my "Thrust.i.e. more rate
of descent, to get the higher thrust). Going slower required higher
angle of attack or higher induced drag (on a higher wing loaded plane
like the SS, the drag will increase at a higher rate) Going faster
causes higher parasitic drag. Remember when the motor is off, the only
THRUST you have working for you is gravity. Clear as mud? Bottom line
is know your "Best glide" airspeed BEFORE the engine quits!!!
Everybody learned this in their pilot training, right?
GREAT site with tons of great info about flying.Should be considered a
crime that EAA and USUA don't have equivalent info on their websites.
(From the Australian Ultralight Federation)
http://www.auf.asn.au/groundschool/contents.html
"Gravity.not just a good idea.it's the LAW!"
Jeremy Casey
KiloCharlie Drafting, Inc.
jeremy(at)kilocharlie.us
________________________________________________________________________________
| From: | Lee.Creech(at)ky.gov |
So, after all is said and done, what's the best glide speed of a Firestar
II? I don't remember seeing this figure in the manual anywhere, but it does
seem worth knowing . . . :)
-----Original Message-----
From: Jeremy Casey [mailto:n79rt(at)kilocharlie.us]
Subject: Kolb-List: Best Glide...
Been reading this discussion on the Slingshot glide rate. It has been
stated a couple of different ways.let me add one more. Best glide speed.all
airplanes have one. It is typically the same as Vy (best climb RATE) it is
the speed on the drag "graphs" where parasitic AND induced drag are at their
COMBINED smallest. Stated slightly different the speed where as little as
possible of your "gravity generated thrust" is required to maintain
airspeed. Going faster or slower will actually cause an increase in drag
which will require my "Thrust.i.e. more rate of descent, to get the higher
thrust). Going slower required higher angle of attack or higher induced
drag (on a higher wing loaded plane like the SS, the drag will increase at a
higher rate) Going faster causes higher parasitic drag. Remember when the
motor is off, the only THRUST you have working for you is gravity. Clear as
mud? Bottom line is know your "Best glide" airspeed BEFORE the engine
quits!!!
Everybody learned this in their pilot training, right?
GREAT site with tons of great info about flying.Should be considered a crime
that EAA and USUA don't have equivalent info on their websites. (From the
Australian Ultralight Federation)
http://www.auf.asn.au/groundschool/contents.html
"Gravity.not just a good idea.it's the LAW!"
Jeremy Casey
KiloCharlie Drafting, Inc.
jeremy(at)kilocharlie.us
advertising on the Matronics Forums.
________________________________________________________________________________
| From: | "ul15rhb(at)juno.com" <ul15rhb(at)juno.com> |
The Original Firestar best glide is 38mph. I imagine the Firestar's I and II are
a little higher.
Ralph
-- Lee.Creech(at)ky.gov wrote:
So, after all is said and done, what's the best glide speed of a Firestar
II? I don't remember seeing this figure in the manual anywhere, but it does
seem worth knowing . . . :)
-----Original Message-----
From: Jeremy Casey [mailto:n79rt(at)kilocharlie.us]
Subject: Kolb-List: Best Glide...
Been reading this discussion on the Slingshot glide rate. It has been
stated a couple of different ways.let me add one more. Best glide speed.all
airplanes have one. It is typically the same as Vy (best climb RATE) it is
the speed on the drag "graphs" where parasitic AND induced drag are at their
COMBINED smallest. Stated slightly different the speed where as little as
possible of your "gravity generated thrust" is required to maintain
airspeed. Going faster or slower will actually cause an increase in drag
which will require my "Thrust.i.e. more rate of descent, to get the higher
thrust). Going slower required higher angle of attack or higher induced
drag (on a higher wing loaded plane like the SS, the drag will increase at a
higher rate) Going faster causes higher parasitic drag. Remember when the
motor is off, the only THRUST you have working for you is gravity. Clear as
mud? Bottom line is know your "Best glide" airspeed BEFORE the engine
quits!!!
Everybody learned this in their pilot training, right?
GREAT site with tons of great info about flying.Should be considered a crime
that EAA and USUA don't have equivalent info on their websites. (From the
Australian Ultralight Federation)
http://www.auf.asn.au/groundschool/contents.html
"Gravity.not just a good idea.it's the LAW!"
Jeremy Casey
KiloCharlie Drafting, Inc.
jeremy(at)kilocharlie.us
advertising on the Matronics Forums.
Now includes pop-up blocker!
Only $14.95/ month - visit http://www.juno.com/surf to sign up today!
________________________________________________________________________________
| From: | Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil> |
Kolb Friends -
With all the recent discussion on fuel tank vents, and the crucial role they
play in preventing fuel starvation, I became a little concerned.
My Kolb uses the stock 5-gal plastic tanks, with the plastic screw-on caps.
Each cap has a small (1/16 inch diam) vent hole on it. So far, I have not
had any fuel delivery problems. Part of my preflight includes sticking a
skinny metal rod into the cap vent hole to make sure it is unobstructed.
But several other Kolb pilots are describing their fuel vent systems that
plumb vent lines from the cap to the outside of the fuselage.
Is this a better way to vent the fuel tanks? What is the advantage?
Seems like the extra plumming just adds another potential failure, as
someone pointed out how a vent line was pinched shut, causing an engine to
stop.
Are the vent cap holes on my fuel tanks an adequate solution? Just trying
to understand.
Thanks (in advance) for educating me ...
Dennis Kirby
Mark-III, N93DK in
New Mexico
________________________________________________________________________________
| From: | "ul15rhb(at)juno.com" <ul15rhb(at)juno.com> |
Dennis,
I have always had the 1/16" hole in the fuel tank cap and never had a problem.
The venting method on the newer models is different so fuel won't leak on the
pilot if it goes on its back.
Ralph
Original Firestar
17 years flying it
-- Kirby Dennis Contr MDA/AL wrote:
Kolb Friends -
With all the recent discussion on fuel tank vents, and the crucial role they
play in preventing fuel starvation, I became a little concerned.
My Kolb uses the stock 5-gal plastic tanks, with the plastic screw-on caps.
Each cap has a small (1/16 inch diam) vent hole on it. So far, I have not
had any fuel delivery problems. Part of my preflight includes sticking a
skinny metal rod into the cap vent hole to make sure it is unobstructed.
But several other Kolb pilots are describing their fuel vent systems that
plumb vent lines from the cap to the outside of the fuselage.
Is this a better way to vent the fuel tanks? What is the advantage?
Seems like the extra plumming just adds another potential failure, as
someone pointed out how a vent line was pinched shut, causing an engine to
stop.
Are the vent cap holes on my fuel tanks an adequate solution? Just trying
to understand.
Thanks (in advance) for educating me ...
Dennis Kirby
Mark-III, N93DK in
New Mexico
Now includes pop-up blocker!
Only $14.95/ month - visit http://www.juno.com/surf to sign up today!
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Best Glide... |
It is good to know the best glide speed to get to your best landing site but
when you are on final increase your speed to your normal approach speed.
Before you have a engine out you need to have it ALL planned out in your
mind. Know exactly what you are going to do so that you can try to get your
engine going again and/or find a good landing site. But the first priority
is fly the plane. Pick a landing site and stick to it. Make minor
adjustments but you can't defy gravity and expect to get to a slightly
better landing site. I like the advice that it is better to hit the fence on
the far end at 30 than to hit the near fence at 50MPH. My best advice is to
make your landing as close to a normal landing as possible. It works.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: <ul15rhb(at)juno.com>
Subject: RE: Kolb-List: Best Glide...
>
>
> The Original Firestar best glide is 38mph. I imagine the Firestar's I and
> II are a little higher.
>
> Ralph
>
> -- Lee.Creech(at)ky.gov wrote:
>
> So, after all is said and done, what's the best glide speed of a Firestar
> II? I don't remember seeing this figure in the manual anywhere, but it
> does
> seem worth knowing . . . :)
>
> -----Original Message-----
> From: Jeremy Casey [mailto:n79rt(at)kilocharlie.us]
> To: Kolb-List@Matronics. Com
> Subject: Kolb-List: Best Glide...
>
>
> Been reading this discussion on the Slingshot glide rate. It has been
> stated a couple of different ways.let me add one more. Best glide
> speed.all
> airplanes have one. It is typically the same as Vy (best climb RATE) it
> is
> the speed on the drag "graphs" where parasitic AND induced drag are at
> their
> COMBINED smallest. Stated slightly different the speed where as little as
> possible of your "gravity generated thrust" is required to maintain
> airspeed. Going faster or slower will actually cause an increase in drag
> which will require my "Thrust.i.e. more rate of descent, to get the higher
> thrust). Going slower required higher angle of attack or higher induced
> drag (on a higher wing loaded plane like the SS, the drag will increase at
> a
> higher rate) Going faster causes higher parasitic drag. Remember when the
> motor is off, the only THRUST you have working for you is gravity. Clear
> as
> mud? Bottom line is know your "Best glide" airspeed BEFORE the engine
> quits!!!
>
> Everybody learned this in their pilot training, right?
>
> GREAT site with tons of great info about flying.Should be considered a
> crime
> that EAA and USUA don't have equivalent info on their websites. (From the
> Australian Ultralight Federation)
> http://www.auf.asn.au/groundschool/contents.html
>
> "Gravity.not just a good idea.it's the LAW!"
>
>
> Jeremy Casey
> KiloCharlie Drafting, Inc.
> jeremy(at)kilocharlie.us
>
>
> advertising on the Matronics Forums.
>
>
> Now includes pop-up blocker!
> Only $14.95/ month - visit http://www.juno.com/surf to sign up today!
>
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
The guys that have the vent tubes out the bottom of the plane are concerned
with a situation were they might flip the airplane on the ground. They don't
want to be trapped in the plane with fuel leaking out. The stock vents work
as well in most cases but do lend themselves to leaking when inverted. Your
choice just don't fix one problem just to create another. I think most all
vents should be covered with some kind of bug screen.
My advice worth the price you paid for it.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil>
Subject: Kolb-List: Fuel Vents
>
>
> Kolb Friends -
>
> With all the recent discussion on fuel tank vents, and the crucial role
> they
> play in preventing fuel starvation, I became a little concerned.
>
> My Kolb uses the stock 5-gal plastic tanks, with the plastic screw-on
> caps.
> Each cap has a small (1/16 inch diam) vent hole on it. So far, I have not
> had any fuel delivery problems. Part of my preflight includes sticking a
> skinny metal rod into the cap vent hole to make sure it is unobstructed.
> But several other Kolb pilots are describing their fuel vent systems that
> plumb vent lines from the cap to the outside of the fuselage.
>
> Is this a better way to vent the fuel tanks? What is the advantage?
>
> Seems like the extra plumming just adds another potential failure, as
> someone pointed out how a vent line was pinched shut, causing an engine to
> stop.
>
> Are the vent cap holes on my fuel tanks an adequate solution? Just trying
> to understand.
>
________________________________________________________________________________
| From: | "Tom Yilk" <bmwon(at)charter.net> |
| Subject: | 1988 Rotec Panther Plus II |
Hi guys on the Kolb list, I watch your list from time to time and like all
list everybody has a good and bad opinion on a certain item.
I would like to hear your comments on the Rotec Panther Plus II.
I have searched the internet and cannot find much info. To me they look like
a cross between a Challanger and a Kolb and is about 45 lb's heavy due to
the all fiberglass cabin.
There is one for sale on ebay and has the specs for the craft posted. I also
cant find any crash record for this model other than a takeoff BRS
accidental deployment.
The craft was sold on ebay in august but had a bad bidder or something. If I
purchased it, I may put a BMW 1150 motor on it. or maybe leave the 503 on it
depend on money and ect ect.
I would sure like your input . GOOD and BAD. before I bid.
Thanks
Tom Yilk
Hasting NE
________________________________________________________________________________
| From: | "chris davis" <scrounge69(at)comcast.net> |
| Subject: | Re: 1988 Rotec Panther Plus II |
what?
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
| Subject: | Re: Waynes accident |
We4 got a bit off track with the vent hose causing engine failure
discussion. Waynes engine had a steady decrease in power as he flew. That
led to his decision to land rather than try to get home. Any ideas what may
have caused this?
.
> The engine still turns freely by hand, maybe to freely. The only
problem
> I can see is that it did not seem to be using much oil. Would that cause
> the slow loss of power after about 45 min of flying? Any other ideas.
Temps
> were in a normal range.
>
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
| Subject: | Re: 1988 Rotec Panther Plus II |
Avoid it. it is old and was not a great airplane to begin with. It was
hyped as a great aircraft by the company but that does not make it a great
airplane. The owner of the company was a great salesman on par with Barnum.
----- Original Message -----
From: "Tom Yilk" <bmwon(at)charter.net>
Subject: Kolb-List: 1988 Rotec Panther Plus II
>
> Hi guys on the Kolb list, I watch your list from time to time and like all
> list everybody has a good and bad opinion on a certain item.
> I would like to hear your comments on the Rotec Panther Plus II.
> I have searched the internet and cannot find much info. To me they look
like
> a cross between a Challanger and a Kolb and is about 45 lb's heavy due to
> the all fiberglass cabin.
> There is one for sale on ebay and has the specs for the craft posted. I
also
> cant find any crash record for this model other than a takeoff BRS
> accidental deployment.
> The craft was sold on ebay in august but had a bad bidder or something. If
I
> purchased it, I may put a BMW 1150 motor on it. or maybe leave the 503 on
it
> depend on money and ect ect.
> I would sure like your input . GOOD and BAD. before I bid.
> Thanks
>
> Tom Yilk
> Hasting NE
>
>
________________________________________________________________________________
| From: | "Tom Yilk" <bmwon(at)charter.net> |
| Subject: | Thanks for the info on the Rotec Panther. |
You all told me exactly what I needed to Know, guess I will go back to
looking at a Kolb.
Thanks
Tom Yilk
________________________________________________________________________________
| Subject: | Re: Sebring Sport Aviation Expo |
In a message dated 10/15/2004 5:36:46 PM Eastern Standard Time,
rswiderski(at)earthlink.net writes:
You sure hit the nail on the head with your assessment of Sun & Fun.
I remember when it was a forum for grassroot experimenters. EAA has caved
into Big Money. All their talk about grassroot aviation seems to me to be
empty words. I still go, but the cost is becoming legal extortion & the
focus becoming more heavy metal aircraft & high price accessories. There
still is some pearls to be found in the forum area.
I got word that some grassroot effort is trying to startup at Deland
FL the same weekend as Sebring. Their website is www.delandairjamboree.org
doesn't say much but I heard their mail flyer was pushing a
free(donation)/low cost/family environment with bluegrass music & catering
to sport & UL aircraft. Richard Swiderski
hey Rich....maybe we should go?
geo
________________________________________________________________________________
| From: | "David L. Bigelow" <dlbigelow(at)verizon.net> |
Final approach speed for transport category aircraft is 1.3 times the stall speed
with additives for wind gust factor. Sailplanes use a recommended final approach
speed of 1.5 times the stall speed with additives for wind gust factor.
For an ultralight with a 30 mph stall speed, that works out to 45 mph on final.
Since most ultralights are not aerodynamically clean, airspeed bleeds rapidly during
flare. If you don't maintain enough flare energy (high enough airspeed),
rotation of attitude at flare will not stop the descent and a hard landing may
ensue. An approach at just a few mph above stall is a very bad idea.
Bottom line with any ultralight - fly final at least 1.5 times stall speed with
or without the engine running.
Dave Bigelow
FS 2
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
Since my flying back ground consisted of airframes WITHOUT airspeed
indicators and engines (i.e. Hanggliding) all my landings were dead stick or
dead cross bar :-), Best glide was determined by the sound of the air when
things got quiet I was going to slow and when thing got very noisy I was
going to fast.
Now couple sound with sight, if my targeted landing spot was rising in my
field of view I was not going to make it. (and no pushing out /raising the
nose of the aircraft was going to fix it) If the spot was dropping / coming
under me I was good or long for my glide.
My point is with a engine out listen to your glide and look at your spot,
see and hear what's going on and you won't need to have your head in the
cockpit worrying about numbers. Note: all of this should be done at
altitude and with a idled engine for practice so you can repeat your glide
before trying it for real.
Ken James
Drafting Design Technology Instructor
Berks Career and Technology Center
East Campus
3307 Friedensburg Rd.
Oley, Pa. 19506
610-987-6201 Ext. 3532
Kdjames(at)berkscareer.com
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: Best Glide.... |
It must be noted that best rate of climb speed and best angle of climb
speeds probably differ from the best L/D speed and the speed for the minimum
rate of descent becuase the two climb speeds depend on the propeller (and
aircraft) power efficiency, which is dependent upon speed.
If you take the same plane and put a different prop on it, or repitch the
prop you've got, the climb speeds will probably change somewhat.
The reason for this is that rather than the gliding case, where you need to
know the speeds for minimum drag or minimum power required, climb is based
upon excess power available. Hence the efficiency of the prop needs to be
accounted for - and it changes with speed.
Dave Paule
Boulder, CO
FSII
>
> Fellow Kolbers,
>
> Jeremy's post was very good as far as he went:
> >Best glide speed, all airplanes have one. It is typically the same as Vy
> (best
> climb RATE) it is the speed on the drag "graphs" where parasitic AND
> induced drag are at their COMBINED smallest. Stated slightly different
the
> speed where as little as possible of your "gravity generated thrust"
> is required to maintain airspeed. Going faster or slower will actually
> cause an increase in drag which will require my "Thrust.i.e. more rate of
> descent, to get the higher thrust). Going slower required higher
> angle of attack or higher induced drag (on a higher wing loaded plane like
> the SS, the drag will increase at a higher rate) Going faster causes
higher
> parasitic drag.
________________________________________________________________________________
| From: | "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> |
Tom, these should be 4130 steel.
Kiwi
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: Vibration
>
>
> | Next step will be to try and stop the rod from vibrating. The rod
> is made from aluminium per the plans but I'm thinking steel might be
> better?
> | Any suggestions??
> |
> | Thanks,
> | Tom Sabean
>
> Tom S/All:
>
> My flap P/P rods are 4130 and not vibration problem.
>
> Take care
>
> john h
>
>
>
________________________________________________________________________________
| From: | "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> |
| Subject: | Re: Kolb Botched Landings |
All, I totally agree, I have thousands of hours and happy landings as an
instructor, and many many in Kolbs.
There is no fault with the aircraft.
Too slow no flare!!!.
Kiwi
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb-List: Kolb Botched Landings
>
> Patrick L/Gang:
>
> Great to have you back Patrick.
>
> Again, nothing wrong in the landing department of Kolb aircraft except
> the nut behind the stick.
>
> john h
>
>
>
________________________________________________________________________________
| From: | "chris davis" <scrounge69(at)comcast.net> |
| Subject: | BRS chute wanted to buy |
Kolbers, I have made a deal on a beautiful mkIII . After flying alone for 9years
in my firestar I will get to share the fun ! but I need a chute [ wife's rule]
so, does anyone know of a brs 1050 vls or soft pack that some one wants to
almost give away? Thanks ,Chris davis , soon to be owner of Miss B
________________________________________________________________________________
| From: | "Mark German" <aerofab(at)worldnet.att.net> |
| Subject: | Re: BRS chute wanted to buy |
Chris:
There was one on Barnstormers.com web page listed under Esperimental last
week. He was asking about $1000.00 less then new. Hope this helps.
Mark G.
912 Kolbra
125Hrs.
----- Original Message -----
From: "chris davis" <scrounge69(at)comcast.net>
Subject: Kolb-List: BRS chute wanted to buy
>
> Kolbers, I have made a deal on a beautiful mkIII . After flying alone for
9years
> in my firestar I will get to share the fun ! but I need a chute [ wife's
rule]
> so, does anyone know of a brs 1050 vls or soft pack that some one wants
to
> almost give away? Thanks ,Chris davis , soon to be owner of Miss B
>
>
________________________________________________________________________________
| From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
| Subject: | Re: BRS chute wanted to buy |
Careful Don,
She might just enjoy it enuf to run off with the Kolb pilot!!!
AzDave
> I am still trying to get Sue interested more in flight also. She got a
> ride
> in a 2 place quicksilver this summer...was a little airy for her. probably
> shouldnt have set that up. Now I am loking for someone to give her a spin
> in
> a little better bird...Kinda like a Kolb!....I think...and hope that she
> will enjoy the experience enough to want to share it with me. >
>
>
>
________________________________________________________________________________
| From: | "chris davis" <scrounge69(at)comcast.net> |
| Subject: | Re: BRS chute wanted to buy |
john and all , Other than my wife and kids I have a Dad 85 multi thousand hour
pilot commercial ,instrument , etc. etc . who told me," one thing I want to do
before I go is ,fly that little airplane you built" that was when he was 83 and
I wasn't about to let him solo in my firestar so this is our chance to fly
together in about the same "little airplane ." thanks Homer" .
what do you guys think of a brs 900 for a mk III that would be way under gross
with my wife and I and just about gross for my dad and I. thanks for the help
Chris
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | BRS chute wanted to buy |
Kolbers, I have made a deal on a beautiful mkIII . After flying alone for
9years in my firestar I will get to share the fun ! but I need a chute [
wife's rule] so, does anyone know of a brs 1050 vls or soft pack that some
one wants to almost give away? Thanks ,Chris davis , soon to be owner of
Miss B
-----------------
I'll be selling the VLS chute off the SS I just bought, but I think it's a
900. If it happens to be a 1050, I'll let you know.
As for passengers, I've given up on them. Probably 95% of all my flights in
the RV-8 were solo. My wife doesn't care for flying, though fortunately she
doesn't mind if I do. That's why the RV-8 was replaced with an RV-3. I
never took a passenger in my original SS, and one of the things I'm planning
to do when I rebuild the new one is register it as a single place. Just
don't need a second seat.
Cheers,
Rusty
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
| Subject: | Sebring Sport Aviation Expo |
I was seriously considering it, but things got a little too busy here. You
could check it out for us for next year!
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of GeoR38(at)aol.com
Subject: Re: Kolb-List: Sebring Sport Aviation Expo
In a message dated 10/15/2004 5:36:46 PM Eastern Standard Time,
rswiderski(at)earthlink.net writes:
You sure hit the nail on the head with your assessment of Sun & Fun.
I remember when it was a forum for grassroot experimenters. EAA has caved
into Big Money. All their talk about grassroot aviation seems to me to be
empty words. I still go, but the cost is becoming legal extortion & the
focus becoming more heavy metal aircraft & high price accessories. There
still is some pearls to be found in the forum area.
I got word that some grassroot effort is trying to startup at Deland
FL the same weekend as Sebring. Their website is
www.delandairjamboree.org
doesn't say much but I heard their mail flyer was pushing a
free(donation)/low cost/family environment with bluegrass music & catering
to sport & UL aircraft. Richard Swiderski
hey Rich....maybe we should go?
geo
________________________________________________________________________________
| From: | "David L. Bigelow" <dlbigelow(at)verizon.net> |
| Subject: | Best Glide Speed |
As stated in other posts, the best glide speed for a particular aircraft depends
on weight. The heavier the aircraft (more fuel, bigger pilot, passengers, etc),
the higher the best glide speed. The best glide ratio will remain the same
(about 8:1 for an average ultralight),but if you are going faster because of
higher weight, then you get to the ground sooner. Assuming still air, the place
you intercept the ground will be the same for the heavy and light weight.
To add another level of complexity, if you are gliding into a headwind, the best
glide speed is higher than the best glide speed in still air. You are interested
in covering the most ground for a given altitude loss. The best glide speed
(L/D max) is an aerodynamic constant for any given airframe, and is a particular
angle of attack where lift is highest and drag is lowest. The best glide
speed through the air mass will always be the L/D max speed, however if the
air mass is moving, modification of this speed is necessary to cover the most
ground for a given altitude loss.
This is all stuff sailplane pilots learn to maximize the performance of their gliders.
Here are some simple rules:
1. In still air, to cover the greatest distance over the ground - fly best glide
speed for your weight (L/D max).
2. With a headwind, to cover the greatest distance over the ground - add the headwind
to the best glide speed. Since most ultralights are pretty draggy and
do not have a large speed range, do not add over 20 mph.
3. With a tailwind, to cover the greatest distance over the ground - slow down
to a minimum of minimum sink speed. Minimum sink speed is usually just a few
mph above stall speed for most aircraft. If the air is turbulent or you are
close to the ground, some discretion is involved as to how close you get to stall
speed.
4. In sinking air, to cover the greatest distance over the ground - speed up from
best glide speed. It's hard to make yourself lower the nose when the bottom
is falling out, but that is what you must do.
5. In lifting air, to cover the greatest distance over the ground - slow down
from best glide speed to a minimum of minimum sink speed.
6. With your engine running, use the above technique to cover the greatest distance
for a given fuel burn (go the furthest for the least gas).
Dave Bigelow
FS2
________________________________________________________________________________
| Subject: | Re: : Kolb-List:Deland Sport Aviation Expo |
In a message dated 10/28/2004 10:18:19 PM Eastern Standard Time,
rswiderski(at)earthlink.net writes:
You sure hit the nail on the head with your assessment of Sun & Fun.
I remember when it was a forum for grassroot experimenters. EAA has caved
into Big Money. All their talk about grassroot aviation seems to me to be
empty words. I still go, but the cost is becoming legal extortion & the
focus becoming more heavy metal aircraft & high price accessories. There
still is some pearls to be found in the forum area.
I got word that some grassroot effort is trying to startup at Deland
FL the same weekend as Sebring. Their website is
www.delandairjamboree.org
doesn't say much but I heard their mail flyer was pushing a
free(donation)/low cost/family environment with bluegrass music & catering
to sport & UL aircraft. Richard Swiderski
hey Rich....maybe we should go?
geo
_Map of Deland Highlands, FL by MapQuest_
(http://www.mapquest.com/maps/map.adp?country=US&countryid=US&addtohistory=&searchtab=address&searchtype=address&
address=+&city=Deland&state=fl&zipcode=&search=++Search++) I will contact
these people and maybe even arrange to set up my toys there...what a blast
that would be...I gotta tent and all....just don't have many toys now, but I
know of some really good ones to sell!!
george
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | airspeed control or energy management |
I have been wanting to get into this thread but didn't want to sound arrogant....You
old timers (not picking on you BB) that have been flying "RAG AND
TUBE" for the last few decades are well aware what an airspeed indicator is
used for...merely to learn what the aircraft sounds and feels like at any airspeed......The
one thing you must understand is that each aircraft sounds different
with changing conditions such as windows open , enclosure on , etc. Extremes
in barometric pressure , temps , or humidity will change how it feels and
performs ...
I have been spraying crops here in western NY with the same Agcat since
1984 and in Agcats back to 1974. I don't look at the airspeed unless I am getting
impatient going to the field with a max load and mushing along. Turns when
spraying are accomplished with the stall light on all the way around the turn.
References are visual OUTSIDE only. Oil pressure and Temp are the most important
instruments in my world ! But when I get in any thing different I have
to go by the numbers just like any New Guy.
You can definitely increase your odds of staying airborne by doing preventive
maintenance and knowing the systems that will keep you there. ( I think
Chuck Yeager said that) I don't know anybody that can keep a spray plane in
the air with a dead engine ! Same goes for Kolbs ! The worst thing that can happen
to a new pilot is an engine out before he can " learn " how his aircraft
feels and sounds at different airspeeds and attitudes....that's why so many GA
pilots bust first landings in ultralights....energy management in glide and touchdown
is different unless you have been flying high drag, low weight aircraft....
Ultrastar
Ed in Western NY
I just realized I may be accused of "bloviating" a bit after
some of my postings on this thread about how much I like the Cuyuna on my
Ultrastar......HA HA !
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
| Subject: | best clime speed |
<<<<<<<<<<<
It must be noted that best rate of climb speed and best angle of climb
speeds probably differ from the best L/D speed and the speed for the minimum
rate of descent becuase the two climb speeds depend on the propeller (and
aircraft) power efficiency, which is dependent upon speed.
If you take the same plane and put a different prop on it, or repitch the
prop you've got, the climb speeds will probably change somewhat.
The reason for this is that rather than the gliding case, where you need to
know the speeds for minimum drag or minimum power required, climb is based
upon excess power available. Hence the efficiency of the prop needs to be
accounted for - and it changes with speed.
Dave Paule
Boulder, CO
FSII>>>>>>>>>>
if you change props with different efficiencies you will change the climb rate
but not the best climb speed. the best lift to drag speed will remain the
same wether going uphill with power or downhill in glide.
boyd
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: Best Climb Speed |
Boyd,
The speed that gives you the best rate of climb changes because the prop's
efficiency curve moves its peak efficiency to a higher or lower speed. That
means that the maximum excess power is at a different speed than it was
previously. Might not be much, but it's there if you look for it.
You'll also find that the best L/D speed changes with prop pitch and whether
the prop is turning or not. Again, it might not be much, but it's there.
Dave Paule
Boulder, CO
FSII
-------------------
if you change props with different efficiencies you will change the climb
rate
but not the best climb speed. the best lift to drag speed will remain
the
same wether going uphill with power or downhill in glide.
boyd
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
"Kolb-List Digest Server"
| Subject: | best lift to drag speed. |
-------------------
if you change props with different efficiencies you will change the climb
rate
but not the best climb speed. the best lift to drag speed will remain
the
same wether going uphill with power or downhill in glide.
boyd
-----------------------
Boyd,
The speed that gives you the best rate of climb changes because the prop's
efficiency curve moves its peak efficiency to a higher or lower speed. That
means that the maximum excess power is at a different speed than it was
previously. Might not be much, but it's there if you look for it.
You'll also find that the best L/D speed changes with prop pitch and whether
the prop is turning or not. Again, it might not be much, but it's there.
Dave Paule
Boulder, CO
FSII
---------------------
dave
I don't think so but I could be proven wrong....... the best L/D ratio is the speed
in which there is the most lift for the least amount of drag.... going faster
or slower will cause the drag to increase causing more energy to be used
up in overcoming the drag, and less energy available for climb. or extending
the glide.
examples.
now if you have a prop with poor efficiency the best climb rate will be at the
best L/D speed. and the climb rate will be slow say for example 200 ft/min. if
you fly faster or slower than best L/D speed the climb rate will be less than
200 ft/min
September 20, 2004 - October 31, 2004
Kolb-Archive.digest.vol-fc