Kolb-Archive.digest.vol-fe
November 27, 2004 - December 21, 2004
>Richard,
>
>
>Thanks for the post. I would like to see the latch page also. Thanks
>again
>
>
>Giovanni
>MKIII/912 80566
________________________________________________________________________________
| From: | "Bob and Jenn B" <tabberdd(at)hotmail.com> |
Can anyone help with knowledge on this issue of the older Kolbs. The
paperwork that I have for my Twinstar Mk II (1988) says an acceptable CG
range of 20-40%. Later Firestars however (1990) show a range of 20-35% and
they have the same essential dimensions. Has the range been updated so as
not to fly so tailheavy or is 40% still a good number for the 2-place?
Bob Bennethum
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | BRS-5 VLS 900 for sale |
Greetings,
I'm planning to sell the VLS chute that's on the SS that I recently
purchased. It appears to be in great shape, always hangered, only driven to
church on Sunday by a little old lady :-) You get the idea.
Anyway, it was manufactured 01/00, sn-15060. The VLS models used to have a
4 year repack, but that was later changed to 6 years. I have emailed BRS,
and verified that this chute is included in the 6 year repack
recommendation. In other words, the chute isn't officially due for repack
until 01/06.
I don't believe it's possible to ship the rocket anymore, though I'm not
100% sure. I sold a BRS (from my original SS) years ago, and could only
ship it via next day FedEx. As I recall, it was really expensive. For the
purpose of this sale, we'd better assume that it's not possible to ship it,
and the buyer needs to make arrangements to pick it up near Pensacola, FL.
These models are running around $3k new, so let's say $1500 or best offer.
If anyone's interested, let me know.
Cheers,
Rusty (STILL don't have the SS home to work on it)
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Lister Comments - Please Support The Lists |
Dear Listers,
Wow! People have been including some very nice comments along with their
Contributions lately! I've included another set of below and will send
another set in a couple of days.
Guys, I really appreciate your kind words and support. In the last few
days, the contributions have really started to come in and its looking like
support this year may slightly surpass last year's. There's still a few
days left in this year's Fund Raiser, so if you've been waiting until the
last minute to make your Contribution, now's the time!
Make Your Contribution Today: http://www.matronics.com/contribution
Thank you!
Matt Dralle
Email List Administrator
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http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | BRS-5 VLS 900 for sale |
This just in...
I removed the chute today, and found that the case seal is in good shape,
however, the top of the case is cracked along the back edge. Seeing this, I
would not recommend using this chute without having BRS repack it, and
replace the top of the case. They charge $700 for repack, so I'm setting
the price at $1300 now. So, whoever buys it, can have a fresh unit, for
$2k, and save $1000 over the price of new. Let me know if anyone's
interested. If no takers, I'll hit Ebay next week. Since it's got the
mounting hardware for a Kolb, I just figured I'd offer it here first.
Cheers,
Rusty
________________________________________________________________________________
| From: | "Beauford" <beauford(at)tampabay.rr.com> |
| Subject: | Vortex Generation Hell |
Kolb Faithful.....
I have crouched covertly in the e-mail ditches on the side of the mainstream vortex
generator discussions for the last two weeks or so... noting the limitless
enthusiasm which accompanied the widespread acceptance of these reportedly amazing
little gizmos as the Kolb bretheren (and Breatherettes, I suppose) plastered
these devices on their airplanes and went forth to record astounding changes
in the behaviour of the Kolb fleet..... But , until this minute, keeping
my personal silence about my own private pain in this matter...
I can't stand it anymore....... I believed....!!! I bought in on this thing
on the ground floor... I danced stark naked (nekked to those of you south
of Chattanooga) around the blazing bonfire of Vortex Generation as the salvation
from unintended kinetic events close to the ground... (this is an exercise
in metaphoric license... you hard liners can relax) ... I confess that I rubbed
myself with a light coat of oil and slunk (slinked..??) out to the airstrip
under the cover of darkness and affixed mostly sharp-edged (and a few dull-edged)
contrivences on my machine in accordance with the various mantras...hoping
to eke out a few extra knots on the skinny side of stall...
I have FAILED...!!! FAILED, I tell you...!!!
My STALL SPEED HAS INCREASED....!!!! INCREASED....!!!! There... I SAID
IT and I am GLAD....!!!!!
I cannot live with this in silence anymore.... I measured....remeasured....
then cut and glued... then measured yet again to be deadly sure....
it is done... I have failed.....the machine, to which I gave birth and life,
mocks me..... I am undone.....
I went far beyond what any reasonable human can be expected to endure in this...
these accursed devices have relentlessly penetrated to the core of my being...
I awake in a cold sweat screaming "BOUNDRY LAYER.... BOUNDRY LAYER" in the
midst of the darkness.... as in the covering process, only a hot glass of MEK,
fetched by my bride, can quiet me sufficient to resume rest....
I have this day committed photographic documetation of my pitiful efforts to the
Matronics photoshare.... I beg those among you who can speak authoritatively
of vortex generation to examine these and offer me counsel....
my stall speed is up to almost 61......I cruise at only 63.... I feel like a
U2 pilot at 70K on a hot day... I am either at stall buffet or mach buffet, depending
on which direction I sneeze... I am currently looking for a longer
airstrip... 3,200 will no longer serve...
Beauford, The Aluminum Butcher of Brandon
FF #076
Brandon FL
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
| Subject: | BRS-5 VLS 900 for sale |
Hello Rusty,
I have a BRS 900 canister that was on my SS. I would like to go
with the VLS version as it has less drag. You wouldn't be needing a
canister type by any chance? Would I have much trouble selling mine if its
in good condition? What does Ebay charge to sell thru them?
My project has been on hold since the hurricanes & now it continues
to be on hold till I get myself smart enough to pass the FL State test for
math teachers. There's a new law that forbids certficated teachers from
teaching
Out of field. My BS is in Chemestry & my Masters & Specialists are in
counseling. So I've been studying a lot & finding out how ignorant I've
been & how much I forgot I never learned! I'll be throwing a pity party this
Saturday if I don't pass it. ...Richard
-----Original Message-----
From: owner-kolb-list-server(at)matronics.come
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Rusty
Subject: RE: Kolb-List: BRS-5 VLS 900 for sale
This just in...
I removed the chute today, and found that the case seal is in good shape,
however, the top of the case is cracked along the back edge. Seeing this, I
would not recommend using this chute without having BRS repack it, and
replace the top of the case. They charge $700 for repack, so I'm setting
the price at $1300 now. So, whoever buys it, can have a fresh unit, for
$2k, and save $1000 over the price of new. Let me know if anyone's
interested. If no takers, I'll hit Ebay next week. Since it's got the
mounting hardware for a Kolb, I just figured I'd offer it here first.
Cheers,
Rusty
________________________________________________________________________________
| From: | "d7yl" <d7yl(at)telus.net> |
| Subject: | Re: Vortex Generation Hell |
----- Original Message -----
From: "Beauford" <beauford(at)tampabay.rr.com>
Subject: Kolb-List: Vortex Generation Hell
> Kolb Faithful.....
> I have crouched covertly ...
... about my own private pain in this matter...
> I can't stand it anymore.......
> My STALL SPEED HAS INCREASED....!!!! INCREASED....!!!!
> my stall speed is up to almost 61......I cruise at only 63....
>
Perhaps, the culprit is not the wing, but your airspeed indicator. Has the
airflow over the pitot or the static port changed appreciably? Have you
checked your airspeed against a GPS?
regards,
Dar7yl
________________________________________________________________________________
| Subject: | [ Beauford Tuton ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Beauford Tuton
Subject: Vortex Generators
http://www.matronics.com/photoshare/beauford@tampabay.rr.com.11.27.2004/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: | jerb <ulflyer(at)verizon.net> Available! |
| Subject: | Re: [ Beauford Tuton ] : New Email List Photo Share |
Available!
Darn,
He put them on the right side of his helmet, why couldn't he follow through
on putting them on the right side of the his wings. Maybe they would work
better if he flew upside down?
jerb
>
>
>
>A new Email List Photo Share is available:
>
> Poster: Beauford Tuton
>
>
> Subject: Vortex Generators
>
>
>http://www.matronics.com/photoshare/beauford@tampabay.rr.com.11.27.2004/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: | "Kolbdriver" <kolbdriver(at)mfire.com> |
| Subject: | Vortex Generation Hell |
Beauford,
I feel your pain!!
I nearly Pissed myself when I saw the pic of the helmet augmentation....
ROFLMAO!!!!!!!!
Mike
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Beauford
Subject: Kolb-List: Vortex Generation Hell
Kolb Faithful.....
I have crouched covertly in the e-mail ditches on the side of the mainstream
vortex generator discussions for the last two weeks or so... noting the
limitless enthusiasm which accompanied the widespread acceptance of these
reportedly amazing little gizmos as the Kolb bretheren (and Breatherettes, I
suppose) plastered these devices on their airplanes and went forth to
record astounding changes in the behaviour of the Kolb fleet..... But ,
until this minute, keeping my personal silence about my own private pain in
this matter...
I can't stand it anymore....... I believed....!!! I bought in on this
thing on the ground floor... I danced stark naked (nekked to those of you
south of Chattanooga) around the blazing bonfire of Vortex Generation as
the salvation from unintended kinetic events close to the ground... (this is
an exercise in metaphoric license... you hard liners can relax) ... I
confess that I rubbed myself with a light coat of oil and slunk
(slinked..??) out to the airstrip under the cover of darkness and affixed
mostly sharp-edged (and a few dull-edged) contrivences on my machine in
accordance with the various mantras...hoping to eke out a few extra knots on
the skinny side of stall...
I have FAILED...!!! FAILED, I tell you...!!!
My STALL SPEED HAS INCREASED....!!!! INCREASED....!!!! There...
I SAID IT and I am GLAD....!!!!!
I cannot live with this in silence anymore.... I
measured....remeasured.... then cut and glued... then measured yet again
to be deadly sure.... it is done... I have failed.....the machine, to
which I gave birth and life, mocks me..... I am undone.....
I went far beyond what any reasonable human can be expected to endure in
this... these accursed devices have relentlessly penetrated to the core of
my being... I awake in a cold sweat screaming "BOUNDRY LAYER.... BOUNDRY
LAYER" in the midst of the darkness.... as in the covering process, only a
hot glass of MEK, fetched by my bride, can quiet me sufficient to resume
rest....
I have this day committed photographic documetation of my pitiful efforts to
the Matronics photoshare.... I beg those among you who can speak
authoritatively of vortex generation to examine these and offer me
counsel....
my stall speed is up to almost 61......I cruise at only 63.... I feel like
a U2 pilot at 70K on a hot day... I am either at stall buffet or mach
buffet, depending on which direction I sneeze... I am currently looking
for a longer airstrip... 3,200 will no longer serve...
Beauford, The Aluminum Butcher of Brandon
FF #076
Brandon FL
________________________________________________________________________________
| Subject: | Re: BRS-5 VLS 900 for sale |
In a message dated 11/27/2004 11:12:55 P.M. Eastern Standard Time,
rswiderski(at)earthlink.net writes:
My project has been on hold since the hurricanes & now it continues
to be on hold till I get myself smart enough to pass the FL State test for
math teachers. There's a new law that forbids certficated teachers from
teaching
Out of field. My BS is in Chemestry & my Masters & Specialists are in
counseling. So I've been studying a lot & finding out how ignorant I've
been & how much I forgot I never learned! I'll be throwing a pity party this
Saturday if I don't pass it. ...Richard
geeez, a chemistry major ...those were the really smart guys, n gals when I
went to school!!
don't forget to invite me to your party which I'm sure will not be for pity!
I'll be able to get back to work on "By George" now that the Barbershop show
is over....and my storytelling is coming to a close ( what a blast those 3rd
graders were)!
Does anyone out there have a way that you are proud of, of lining up the
main gear?
Should the tires be soft or hard to keep from spreading when pushing or
pulling depending on toe in or toe out?
Does anyone have a system of minor adjustment there instead of drilling a
new hole all the time when the tires are not PERFECTLY aligned? My landing gear
looks like Spongebob down under the axle fitting.
Fortunately, I bent so many trying to land (a long time ago) that I have
some restraightened to play with.
bated breath George
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: Vortex Generation Hell |
Sorry to disillusion y'all about Beauford's VG experience. Contrary to the real
estate mantra location, location, location is not the problem here. It is that
cigar he is chewing on. EVERYONE knows that chewing on a cigar invalidates all
scientific experiments.
Thom in Buffalo
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Vortex Generation Hell |
Darn Beauford,
Ya got them on the right side of your helmet, couldn't ya just follow
through and put them on the correct side of your wings. I know its gets
confusing as some times they put them on the bottom side of them small
wings on the back of the aeroplane but it becomes even more so when under
the effect of carbon monoxide poisoning from that big stogie. Solution -
have you tried flying upside down, they just might work better, then
again....
jerb
________________________________________________________________________________
| From: | "Bob and Jenn B" <tabberdd(at)hotmail.com> |
For those using the EIS, can it be hooked up using just a voltage regulator
or is a battery required?
Also, when using the altimeter option, can it be adjusted for barometric
pressure?
Is anyone using just the EIS, compass, and an airspeed indicator for a
licensed aircraft? Did the DAR give you any problems?
Bob
________________________________________________________________________________
| From: | "Beauford" <beauford(at)tampabay.rr.com> |
Bob:
Affirmative to the first one.... mine is hooked up without a battery via a
Key West Regulator....
The altitude can be adjusted in ten foot increments, but I am not aware of
any way to directly load in altimeter settings in inches of mercury (like a
kollsman window) aside from just setting it at field elevation (Each time
you turn it on it offers you the cue to adjust the altitude setting for the
ambient pressure...)
Don't know the answer to the last one....
Beauford
----- Original Message -----
From: "Bob and Jenn B" <tabberdd(at)hotmail.com>
Subject: Kolb-List: EIS
>
> For those using the EIS, can it be hooked up using just a voltage
> regulator
> or is a battery required?
>
> Also, when using the altimeter option, can it be adjusted for barometric
> pressure?
>
> Is anyone using just the EIS, compass, and an airspeed indicator for a
> licensed aircraft? Did the DAR give you any problems?
>
> Bob
>
>
>
________________________________________________________________________________
| From: | "Giovanni Day" <gde01(at)bellsouth.net> |
Bob,
My unit has the barometric pressure setting. I am also using an EIS,
compass and airspeed, with no fuss from the DAR.
Giovanni
MKIII/912 80566
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bob and Jenn
B
Subject: Kolb-List: EIS
For those using the EIS, can it be hooked up using just a voltage
regulator
or is a battery required?
Also, when using the altimeter option, can it be adjusted for barometric
pressure?
Is anyone using just the EIS, compass, and an airspeed indicator for a
licensed aircraft? Did the DAR give you any problems?
Bob
________________________________________________________________________________
Greetings Kolbers,
Spent some time with Ms. Dixie this week and weekend... We now have rigged tail
feathers.
Working on the cables>> http://www.c-gate.net/~ppetty/photos/PB280001.JPG
another angle>>> http://www.c-gate.net/~ppetty/photos/PB280002.JPG
nice to see things come together >> http://www.c-gate.net/~ppetty/photos/PB280006.JPG
Rolled her out in the main shop>> http://www.c-gate.net/~ppetty/photos/PB280007.JPG
One push and she rolls right down the line :-) >> http://www.c-gate.net/~ppetty/photos/PB280008.JPG
Lots of work involved here>>>> http://www.c-gate.net/~ppetty/photos/PB280012.JPG
Take care guys back to work!
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Someone asked a question recently about wheel alignment and I
scuttled the post. Here's what I discovered this past year:
My left gear leg and axle fitting having suffered some abuse, leg
straightening, whackin, and hammering, has a slightly out of round
hole in the axle fitting. If I loosen the little bolt that goes through
there and stick a pipe wrench on the assembly, I can crank it right
to the appropriate angle. I then squeeze down the nut on the pass-
through bolt nice and tight,and so far everything has stayed put.
I imagine if I hit a chuck hole or a rock it may just swing back to the
toe-out position but I'm happy with it as is.
BB go ahead and archive
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
While we're on EIS, if you have an older engine without the gray tach lead
the EIS tach can't be used with a Key West regulator according to GRT.
(don't ask how I know)
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
----- Original Message -----
From: "Beauford" <beauford(at)tampabay.rr.com>
Subject: Re: Kolb-List: EIS
>
>
> Bob:
> Affirmative to the first one.... mine is hooked up without a battery via a
> Key West Regulator....
>
> The altitude can be adjusted in ten foot increments, but I am not aware of
> any way to directly load in altimeter settings in inches of mercury (like
> a
> kollsman window) aside from just setting it at field elevation (Each time
> you turn it on it offers you the cue to adjust the altitude setting for
> the
> ambient pressure...)
>
> Don't know the answer to the last one....
> Beauford
> ----- Original Message -----
> From: "Bob and Jenn B" <tabberdd(at)hotmail.com>
> To:
> Subject: Kolb-List: EIS
>
>
>>
>> For those using the EIS, can it be hooked up using just a voltage
>> regulator
>> or is a battery required?
>>
>> Also, when using the altimeter option, can it be adjusted for barometric
>> pressure?
>>
>> Is anyone using just the EIS, compass, and an airspeed indicator for a
>> licensed aircraft? Did the DAR give you any problems?
>>
>> Bob
>>
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Paul,
It looks like you OVER flattened the tubes on your elevator and rudder
( losing some strength ).... or does it just look like it in the picture ?
SNIP>>>>>>>>>>>>>>>>>>>>>>>>>>>>>><<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<
Lots of work involved here>>>>
http://www.cgate.net/~ppetty/photos/PB280012.JPG
Take care guys back to work!
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
NICE (roomy) SHOP,
Gotta Fly...
Mike in MN FSII / 381PM
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: | "Bill Elder" <billelder(at)denver.net> |
| Subject: | Re: BRS-5 VLS 900 for sale |
George - Here's how I lined up the main gear after I bent the axels on my
Mark III Classic and put on new gear legs:
1. Snap a line on the hangar floor and put the tailwheel on the line. Then
drop a plumb off the nose hoop to get the front of the plane on the line.
2. Went to ACE Hardware and bought two 8' pieces of 3/4 inch alum. angle.
Use a bungee cord to strap the alum angle to the outside of the tire
horizontal with the floor (equal length of angle in front and behind the
tire).
3. Measure from the front of the angle to the line snapped on the floor,
and then from the rear of the angle to the snapped line, and rotate the axel
up or down until the front and rear measurements are the same.
4. Repeat for other tire. Worked well for me. Call if you have questions
at 303-838-2240.
Bill in Colorado
P.S. I then returned the alum angle to Ace for a refund.
----- Original Message -----
From: <GeoR38(at)aol.com>
Subject: Re: Kolb-List: BRS-5 VLS 900 for sale
>
>
> In a message dated 11/27/2004 11:12:55 P.M. Eastern Standard Time,
> rswiderski(at)earthlink.net writes:
>
> My project has been on hold since the hurricanes & now it continues
> to be on hold till I get myself smart enough to pass the FL State test
for
> math teachers. There's a new law that forbids certficated teachers from
> teaching
> Out of field. My BS is in Chemestry & my Masters & Specialists are in
> counseling. So I've been studying a lot & finding out how ignorant I've
> been & how much I forgot I never learned! I'll be throwing a pity party
this
> Saturday if I don't pass it. ...Richard
>
>
> geeez, a chemistry major ...those were the really smart guys, n gals when
I
> went to school!!
> don't forget to invite me to your party which I'm sure will not be for
pity!
> I'll be able to get back to work on "By George" now that the Barbershop
show
> is over....and my storytelling is coming to a close ( what a blast those
3rd
> graders were)!
>
> Does anyone out there have a way that you are proud of, of lining up the
> main gear?
>
> Should the tires be soft or hard to keep from spreading when pushing or
> pulling depending on toe in or toe out?
>
> Does anyone have a system of minor adjustment there instead of drilling a
> new hole all the time when the tires are not PERFECTLY aligned? My landing
gear
> looks like Spongebob down under the axle fitting.
>
> Fortunately, I bent so many trying to land (a long time ago) that I have
> some restraightened to play with.
>
> bated breath George
>
>
________________________________________________________________________________
| Subject: | Re: vortex generators |
In a message dated 11/25/2004 12:57:57 AM Eastern Standard Time,
d7yl(at)telus.net writes:
You've got to ask yourself? 1) how long is the glue going to hold up? 2)
What happens when those bitty pieces of plastic/metal/whatever go flying
through your prop?
regards,
Dar7yl
My homemade ones stayed on for over 400 hrs. without losing any.
If one did go through the prop I don't think it would do any damage; they are
so light.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
An experimental/amateur-built aircraft DOES NOT have
to have ANY instruments... Maybe not the brightest
way to fly, but nonetheless, not required...
DVD
----------------------------------
Sorry, but I think you're wrong about this one. There are all sorts of
places in the FARs where it appears that experimentals are exempt, but you
can usually read these passages in more than one way. The FAA will not be
reading it your way :-)
I had a difficult time with the inspection of my first SS, due to the fact
that I couldn't show the DAR proper markings for the engine instruments.
Eventually, he accepted that the EIS contained the required "markings" in
the programming of the unit. I can only imagine what he might have said
about using it for altimeter, though I'll find out when I get the latest SS
ready to be inspected.
Cheers,
Rusty (finding more and more issues with the latest SS...)
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Aligning the wheels |
Don't know if this is the best way, but it here it is -
For the MKIII, aligned the gear by going to Lowes and buying a bronze
grounding rod, the sort you drive into the ground and clamp a wire to. If
you take out the axles on the MKIII welded fittings that go at the end of
the gear legs, the bronze rod is a slip fit through the axle hole. With the
airplane on jack stands, slide it through one, and then force it to curve
so it will also slide through the other one. Now both end fittings are in
alignment, mark and drill the holes through the lower end of the gear legs.
If you haven't experienced them before, the axles are tough steel, use
brand new premium drill bits and low rpm's on the drill, keep them oiled,
cool, and cutting or the axle will work harden and you will really have a
difficult situation.
For the FSII, we did it a bit different, since there seems to be a lot of
variation between loaded and unloaded toe in/toe out. We put the pilot into
the seat (weighted it down) and waggled the airplane until the tires
decided where they wanted to be. Had already dropped a plumb line down the
middle of the airplane, made a line on the floor, and then used a straight
edge alongside the tire to align the tire to the centerline. Had to hold
pressure on the axle fitting because the weight made the tire want to turn.
Carefully marked where the hole needed to go, disassembled everything and
then drilled the hole through the lower gear leg.
Since we haven't got the FSII finished yet, time will tell if that was the
best method.
The method on the MKIII works, it tracks perfect and tire wear is even.
As far as what to do when things are not perfectly aligned? Fly off grass &
you'll hardly notice it.
Richard Pike
MKIII N420P (420ldPoops)
FSII N582EF (582Ed'sFirestar)
>
>
>Does anyone out there have a way that you are proud of, of lining up the
>main gear?
>
>Should the tires be soft or hard to keep from spreading when pushing or
>pulling depending on toe in or toe out?
>
>Does anyone have a system of minor adjustment there instead of drilling a
>new hole all the time when the tires are not PERFECTLY aligned? My landing
>gear
>looks like Spongebob down under the axle fitting.
>
>Fortunately, I bent so many trying to land (a long time ago) that I have
>some restraightened to play with.
>
>bated breath George
________________________________________________________________________________
| From: | "Chuck Riley" <riley.nancy(at)comcast.net> |
Any comment David
ROTS
----- Original Message -----
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: RE: Kolb-List: EIS
>
> An experimental/amateur-built aircraft DOES NOT have
> to have ANY instruments... Maybe not the brightest
> way to fly, but nonetheless, not required...
>
> DVD
> ----------------------------------
>
>
> Sorry, but I think you're wrong about this one. There are all sorts of
> places in the FARs where it appears that experimentals are exempt, but you
> can usually read these passages in more than one way. The FAA will not be
> reading it your way :-)
>
> I had a difficult time with the inspection of my first SS, due to the fact
> that I couldn't show the DAR proper markings for the engine instruments.
> Eventually, he accepted that the EIS contained the required "markings" in
> the programming of the unit. I can only imagine what he might have said
> about using it for altimeter, though I'll find out when I get the latest
SS
> ready to be inspected.
>
> Cheers,
> Rusty (finding more and more issues with the latest SS...)
>
>
________________________________________________________________________________
| From: | "Chuck Riley" <riley.nancy(at)comcast.net> |
I know I should have read further down
ROTS
----- Original Message -----
From: "Chuck Riley" <riley.nancy(at)comcast.net>
Subject: Re: Kolb-List: EIS
>
> Any comment David
> ROTS
> ----- Original Message -----
> From: "Rusty" <13brv3c(at)bellsouth.net>
> To:
> Subject: RE: Kolb-List: EIS
>
>
> >
> > An experimental/amateur-built aircraft DOES NOT have
> > to have ANY instruments... Maybe not the brightest
> > way to fly, but nonetheless, not required...
> >
> > DVD
> > ----------------------------------
> >
> >
> > Sorry, but I think you're wrong about this one. There are all sorts of
> > places in the FARs where it appears that experimentals are exempt, but
you
> > can usually read these passages in more than one way. The FAA will not
be
> > reading it your way :-)
> >
> > I had a difficult time with the inspection of my first SS, due to the
fact
> > that I couldn't show the DAR proper markings for the engine instruments.
> > Eventually, he accepted that the EIS contained the required "markings"
in
> > the programming of the unit. I can only imagine what he might have said
> > about using it for altimeter, though I'll find out when I get the latest
> SS
> > ready to be inspected.
> >
> > Cheers,
> > Rusty (finding more and more issues with the latest SS...)
> >
> >
>
>
________________________________________________________________________________
| From: | "d7yl" <d7yl(at)telus.net> |
| Subject: | Re: vortex generators |
----- Original Message -----
From: <HShack(at)aol.com>
Subject: Re: Kolb-List: vortex generators
> Dar7yl writes:
>> You've got to ask yourself? 1) how long is the glue going to hold up?
>> 2)
>> What happens when those bitty pieces of plastic/metal/whatever go flying
> >through your prop?
>
> My homemade ones stayed on for over 400 hrs. without losing any.
> If one did go through the prop I don't think it would do any damage; they
> are
> so light.
Just trying to keep you guys safe. I'm satisfied that you are on top of the
situation. It's just that I've seen tapes that don't last a month out in
UV, and bad things going through props.
The list of things to check on preflight is always increasing.
But then again, every minute spent on preflight is worth at least three
hours of wrenching afterwards.
regards,
Dar7yl.
________________________________________________________________________________
| From: | "d7yl" <d7yl(at)telus.net> |
----- Original Message -----
From: " David M. Lehman"
> An experimental/amateur-built aircraft DOES NOT have
> to have ANY instruments... Maybe not the brightest
> way to fly, but nonetheless, not required...
Up here north of the 49, all aircraft are required to have the basic VFR
flying instruments: altimeter, airspeed and compass. Over and above that,
you don't HAVE to use any other instruments, but you are acting really
stupid if you don't take advantage of them.
regards,
Dar7yl.
________________________________________________________________________________
| From: | "coolmate_04(at)cashette.com" <no-reply(at)cashette.com> |
| Subject: | Re: Tube smashing |
Dear Friend:
Thank you for your email. Your message has not reached my Inbox because you are
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__________________________
Note from Cashette:
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If you are a business, click Business.
-----Original Message:-----
From: "Mike Pierzina" planecrazzzy(at)lycos.com
Subject: Kolb-List: Tube smashing
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________________________________________________________________________________
| From: | "coolmate_04(at)cashette.com" <no-reply(at)cashette.com> |
Dear Friend:
Thank you for your email. Your message has not reached my Inbox because you are
not yet on my Approved List. To reach my Inbox, please click on this link. When
I respond to your message, you will be automatically added to my Approved List!
Warm regards,
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Note from Cashette:
If you don't see any link above, copy and paste the link below to your browser:
http://home.cashette.com/myCashette/newUser.do?ms=gde01%40bellsouth.net&mr=coolmate_04%40cashette.com&rid=coolmate_04&name=Giovanni+Day&sec=ktCs&dt=1101756882929
If you are a business, click Business.
-----Original Message:-----
From: "Giovanni Day" gde01(at)bellsouth.net
Subject: RE: Kolb-List: EIS
__________________________
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________________________________________________________________________________
| From: | "coolmate_04(at)cashette.com" <no-reply(at)cashette.com> |
| Subject: | Re: a little tail |
Dear Friend:
Thank you for your email. Your message has not reached my Inbox because you are
not yet on my Approved List. To reach my Inbox, please click on this link. When
I respond to your message, you will be automatically added to my Approved List!
Warm regards,
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__________________________
Note from Cashette:
If you don't see any link above, copy and paste the link below to your browser:
http://home.cashette.com/myCashette/newUser.do?ms=pelletier%40cableone.net&mr=coolmate_04%40cashette.com&rid=coolmate_04&name=Dave+%26+Eve+Pelletier&sec=NDDs&dt=1101756879702
If you are a business, click Business.
-----Original Message:-----
From: "Dave pelletier(at)cableone.net
Subject: Re: Kolb-List: a little tail
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Cashette stops spam. 100% effective and free! Go to http://home.cashette.com
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
| Subject: | Tail Wheel Shimmy |
Gents, I cannot deal with this tailwheel anymore. It's a stock plastic Kolb
tailwheel on a Firestar II that served me well for 4 years. A few months
ago, I felt a vibration on takeoff and realized on landing that it was a
tailwheel shimmy. It begins as I slow to about 15-20 mph on rollout. It
leaves a nice rubber squiggle mark on the runway and eats the tailwheel away
quickly. At first, I thought that the geometry of the wheel had changed from
wear and ordered a new one as the old one had worn maybe 1/4 inch after 500+
landings, most on hard surface. The new one does the same thing. I have
tried different spring tensions and tightened and loosened the bolt that the
assembly swivels on. Does anyone have an idea as to what may have changed?
Thanks,
Kip
http://www.springeraviation.net/
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
| Subject: | Tail Wheel Shimmy |
Kip,
Just a thought, maybe its not geometry but something loose or
wobbling & causing resonance? Like the axle worn & allowing wheel to
wobble, or maybe a cracked fiberglass rod that is setting up a shimmy?
Hopefully you haven't been paid a midnight visit by Possum at full moon
where he dances & hops around hooting and clanging that mystery kettle of
his as he circles your plane 3 times. If that has happened, legend has it
that you might as well accept the fact that it can never be fixed. Good
luck.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of dama
Subject: Kolb-List: Tail Wheel Shimmy
Gents, I cannot deal with this tailwheel anymore. It's a stock plastic Kolb
tailwheel on a Firestar II that served me well for 4 years. A few months
ago, I felt a vibration on takeoff and realized on landing that it was a
tailwheel shimmy. It begins as I slow to about 15-20 mph on rollout. It
leaves a nice rubber squiggle mark on the runway and eats the tailwheel away
quickly. At first, I thought that the geometry of the wheel had changed from
wear and ordered a new one as the old one had worn maybe 1/4 inch after 500+
landings, most on hard surface. The new one does the same thing. I have
tried different spring tensions and tightened and loosened the bolt that the
assembly swivels on. Does anyone have an idea as to what may have changed?
Thanks,
Kip
http://www.springerav.net/
________________________________________________________________________________
In a message dated 11/28/2004 5:44:07 P.M. Eastern Standard Time,
billelder(at)denver.net writes:
Does anyone out there have a way that you are proud of, of lining up the
> main gear?
>
> Should the tires be soft or hard to keep from spreading when pushing or
> pulling depending on toe in or toe out?
>
> Does anyone have a system of minor adjustment there instead of drilling a
> new hole all the time when the tires are not PERFECTLY aligned? My landing
gear
> looks like Spongebob down under the axle fitting.
>
> Fortunately, I bent so many trying to land (a long time ago) that I have
> some restraightened to play with.
>
> bated breath George
George - Here's how I lined up the main gear after I bent the axels on my
Mark III Classic and put on new gear legs:
1. Snap a line on the hangar floor and put the tailwheel on the line. Then
drop a plumb off the nose hoop to get the front of the plane on the line.
2. Went to ACE Hardware and bought two 8' pieces of 3/4 inch alum. angle.
Use a bungee cord to strap the alum angle to the outside of the tire
horizontal with the floor (equal length of angle in front and behind the
tire).
3. Measure from the front of the angle to the line snapped on the floor,
and then from the rear of the angle to the snapped line, and rotate the axel
up or down until the front and rear measurements are the same.
4. Repeat for other tire. Worked well for me. Call if you have questions
at 303-838-2240.
Bill in Colorado
P.S. I then returned the alum angle to Ace for a refund.
I hear ya bill.....but how did you drill for the bolt...did you do any of it
on a drill press..or was it all done by hand drill?...and how do you keep
the thing from twisting while you hand drill?...and is it under pressure when
you drill or is it suspended? Someone said that they had an elongated hole in
the Aluminum part and twisted the fitting to the right location then squashed
it with shear Manpower on the nut to hold it by friction due to fitting
deformation.
that seems a bit risky...and indeed that is what I had, but something was
unsatisfactory as the wheels would always stray around for me
My airplane will probably fly good but landing is somewhat embarrassing when
the rolllout is ...er....sideways.
George Randolph
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | Tailwheel Shimmy |
Kip,
The obvious places have already been addressed but.....if your tail brace
wires are all loose you may get enough wobble going to start "the dance"....just
a guess....
Ed in Western NY
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
| Subject: | Re: Tailwheel Shimmy |
Ed, Robert, and Richard, thanks for the ideas. I'll try all one by one. It
has been suggested also that the alu tubing may be cracked forward of the
tailwheel solid rod. I beefed this area up during construction as others had
seen breakage before...
Kip
http://www.springeraviation.net/
----- Original Message -----
From: "Edward Steuber" <esteuber(at)rochester.rr.com>
Subject: Kolb-List: Tailwheel Shimmy
>
> Kip,
> The obvious places have already been addressed but.....if your
tail brace wires are all loose you may get enough wobble going to start "the
dance"....just a guess....
> Ed in Western NY
>
>
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: wheel alignment |
On 30, Nov 2004, at 12:25 AM, GeoR38(at)aol.com wrote:
>> Should the tires be soft or hard to keep from spreading when pushing
>> or
>> pulling depending on toe in or toe out?
>>
>> Does anyone have a system of minor adjustment there instead of
>> drilling a
>> new hole all the time when the tires are not PERFECTLY aligned?
>
>
> 1. Snap a line on the hangar floor and put the tailwheel on the
> line. Then
> drop a plumb off the nose hoop to get the front of the plane on the
> line.
If you have a nice clean concrete floor the chalk line is the way to go.
I used the boom tube as a guide. -eyeballing it works good enough.
Run it out 10 ' or so in front of the nose, and then run a perpendicular
"T" the same width as the outside of your tires. Run the chalk line
around the outside of the tire to the point on the "T" and you will have
zero toe. Works for me.
>
>
> Someone said that they had an elongated hole in
> the Aluminum part and twisted the fitting to the right location then
> squashed
> it with shear Manpower on the nut to hold it by friction due to
> fitting
> deformation.
No, my (very slightly) elongated hole is in the sleeve of the steel
axle fitting.
I could take it back off and weld the appropriate area closed and file
it round
but so far have had no problem with my "adjustable" feature.
My right gear leg has no such feature, but then you only need to
tweak one side if you are close. Running with toe out does tend
to yield some uncertainty in directional control. :) -BB
> ============================================
>
>
________________________________________________________________________________
| From: | Gherkins Tim-rp3420 <rp3420(at)freescale.com> |
| Subject: | Tail Wheel Shimmy |
Hey Kip,
You hit it on the head to check lower vertical stab. I would do what one other
has suggested, place your tail up supported by tail boom, start to wiggle things
around. Could be the lower vertical bracket that attaches your lower vertical
stab to tail boom. Or, where you suggested, in the vertical stab itself.
I would check for a loose rudder horn or hinges? The tail wheel assembly itself
I am sure has plenty of wear and a hole has worn out of round? Check anything
that is connected to rudder, cables, peddles, turnbuckles, swedges, attachment
bolts to the whole system, cable tension??? Your plane is talking to you,
take some time to listen and I am sure you will find the problem least where
you expected. Let us know what you find.
Good luck,
Tim
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of dama
Subject: Kolb-List: Tail Wheel Shimmy
Gents, I cannot deal with this tailwheel anymore.
________________________________________________________________________________
| Subject: | Re: wheel alignment |
GEorge,
I also Used the "line on the floor method" with straight edges strapped to
the tires...it worked fine for me...well, it worked fine the second time I
did it anyway!...hehe... The first time I didnt load the Fly with sand bags
to simulate weight of a pilot. Made a hugh difference in the angle of the
gear legs and therefore the angle of the wheels when under a load. Now when
in flight the Fly looks quite "pigeon toed" but on the ground...the wheels
are perfectly straight.
Dont know just zactly how this might be preformed on a 2-holer....or how
much weight you should use, but it sure makes a difference.
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| From: | "Pat Lavigne" <pjl53(at)hotmail.com> |
slyck(at)frontiernet.net, ragbagtim(at)aol.com, bowerdl(at)frontiernet.net,
tclark(at)rochester.rr.com, dougalou(at)aol.com, tconesus(at)yahoo.com,
dimnatice(at)aol.com, d.direnzi(at)worldnet.att.net, beefbaron(at)aol.com,
michelem(at)rochester.rr.com, bserbjr(at)aol.com, bto842(at)aol.com,
jcruz1(at)rochester.rr.com, sunshine419(at)hotmail.com, lavigne(at)rochester.rr.com,
thlv001(at)aol.com, luceair(at)frontiernet.net, mariannelovebird(at)earthlink.com,
mmarott1(at)rochester.rr.com, nzggator(at)yahoo.com, bryan(at)tnkolbaircraft.com,
kolb-list(at)matronics.com, diana(at)dianatravel.net, pmurphy8(at)bellsouth.net,
jpalerm4(at)rochester.rr.com, drangion(at)frontiernet.net, thomriddle(at)buffalo.com,
klsarfaty(at)acninc.net, sergea647(at)yahoo.com, lavignes(at)frontiernet.net,
martysmilt(at)hotmail.com, tbrush1(at)rochester.rr.com, bushwhacker437(at)aol.com,
mrzimbo(at)webtv.net
| Subject: | Fw: Telephone Scam - Important!! |
t;
Subject: Telephone Scam - Important!!
90# on the telephone
PASS ON TO EVERYONE YOU KNOW
I received a telephone call last evening from an individual
identifying himself as an ATT Service technician who was
conducting a test on telephone lines. He stated that to complete the
test I should touch nine(9), zero(0), the pound sign (#), and then
hang up.
Luckily, I was suspicious and refused.
Upon contacting the telephone company, I was informed that by
pushing 90#, you give the requesting individual full access to your
telephone line, which enables them to place long distance calls
billed to your home phone number.
I was further informed that this scam has been originating from
many local jails/prisons. I have also verified this information
with UCB Telecom,Pacific Bell, MCI, Bell Atlantic and GTE. Please
beware.
DO NOT press 90# for ANYONE.
The GTE Security Department requested that I share this information
with EVERYONE I KNOW.
PLEASE pass this on to everyone YOU know.
Ann Marie Collins
Realtor Associate
r-house ERA
(585) 342-7820 ext. 30
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: wheel alignment |
>
>
>On 30, Nov 2004, at 12:25 AM, GeoR38(at)aol.com wrote:
>>> Should the tires be soft or hard to keep from spreading when pushing
>>> or
>>> pulling depending on toe in or toe out?
>>>
>>> Does anyone have a system of minor adjustment there instead of
>>> drilling a
>>> new hole all the time when the tires are not PERFECTLY aligned?
>>
George,
While building the FireFly, the mounting of the wheel axles to the gear legs
was a pain. While working by your self, there is no way to keep everything
straight while drilling the hole to hold the axle assembly to the gear leg.
You have to have help in the form of an alignment holding fixture. I like
Richard Pike's rod through the center, but my axle leg tube assembles were
made from welded tubes.
I slipped the welded tube axle and wheel and tire assemblies onto their
respective leg. Then I clamped a couple of scrap pieces of 2x4 (the longer
the better) one on each side of the wheel with C clamps so the 2x4s rested
on the ground. Then the two sets were rotated so that the wheels were
parallel to each other and to a vertical plane passing through the tail boom
tube. To keep things from moving during the hole drilling process, another
scrap strip of wood was nailed to and in between the 2x4s on the wheels. A
small hole was drilled through the axle assembly tube and leg, followed by a
full size drill. If you are replacing a gear leg and re drilling it would
be difficult to match holes perfectly. But one can make curved washers out
of the same size steel tubing that is used in your axle assembly. Just take
a piece and drill the correct hole size through it near a free end. Cut off
the end with the two holes. Then cut the tube length wise between the two
holes. Deburr and use these as clamping washers to compensate for the
mismatched and elongated hole in the axle assembly. With a little care they
will look great and actually you will have a stronger attachment point than
before.
By this method, I was able to get the wheels running parallel, but camber
was off. Camber was adjusted by removing a wheel, placing the inboard
portion of the axle on a wood block, sliding a piece of galvanized water
pipe over the axle, and bending the axle down a little. The wheel was
slipped back on and with 200 pounds of bagged sand in the seat the FireFly
was rolled back and forth until the wheels found their normal track. Camber
was checked and the whole process repeated until both wheels tipped out a
little at the top. This takes a while, but it is worth the effort in that
the FireFly became very docile on the ground.
All of this may not apply, but may be it will give you some ideas.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
| Subject: | Kolb Letter about Norm |
Here is the letter that Bruce Chesnut sent me last week:
Nov 18 2004
To The Extended Family of Kolb Aircraft
Norman J. Labhart, Jr. lost his life in a terrible tragedy Monday the 15th
of November at 13:28 Hours. He leaves behind his wife Dana and their two
children Carl and Katy.
Norm was a good friend, a great pilot, and a real asset to the aviation
community. He will be missed by all who came in contact with him. Norm was
always ready to assist Kolb in any way that he could, and always volunteered
his time not only during Sun n Fun, and Air Adventure over the past 5 years,
but many local fly-ins, and the Kolb Home Coming each year. He also gave of
his time and ability to introduce Kolb aircraft to any one interested. With
over 300 hours in just the Mark 3's alone, he had given rides to well over
300 people. All on his own time, just because he loved the airplanes, loved
to fly, and loved helping out. That love eventually cost him his life.
Knowing Norm as we do, we realize that Norm, if it was his time, passed from
this life doing exactly what he so loved to do.
Norm on that tragic day was giving a person that wanted a ride in a Kolb
Mark III Xtra, because he was interested in buying a used Mark 3 Classic
that he was negotiating to buy. The passenger was a big fellow, over 200 lbs
and had about 400 hours in light aircraft. We simply do not know at this
time what occurred. We do know that the engine was not running at the time
of the accident. The aircraft was on final approach into Chesnut Knolls
runway, landing to the west, and did not have enough altitude to clear the
approach end of the runway. Norm had done many dead stick landings into
this same field, and always left himself plenty of room for error. What
happened on that day is just not known. He had some escape routes he could
have flown, but didn't. My best estimation, after looking at the scene and
the aircraft is that the engine quit just some 600 feet from the end of the
runway, and with no time to attempt a restart, he had to accept what was
open to him. With the aircraft just under gross, with no power, the sink
rate would have been great, leaving him the only path to try and that was
bank left, where the slope on the approach end of the run way was less, and
he would have knocked the gear out, but slide to a safe stop. He only
lacked about 4 more feet of altitude to accomplish his goal. Because he hit
left wing down, Norm's side of the plane took the most of the force. The
force was both sudden stopping, from 40 MPH to 0 in about 4 feet, and a down
force of at least 10 g's. We have calculated the forward force to be 12 to
15 g's.
We have seen many-crashed boom and pod type aircraft, and this
is only the second time we have seen the engine structure shear from its
attach points, and move forward to that degree. The other one
that we saw was a nose in direct at speed. Norm actually hit at an angle on
an upslope. This particular day, it was just a fluke that they did not get
out, dust off, and complain about tearing up the plane. The
wings, fuselage boom tube, and tail section could be bolted on to another
airframe and flown tomorrow.
When the NTSB finishes their report we will share that with each Kolb Mark 3
owner that requests it for their information.
My wish in going into this in this much detail, is to give you all some
insight into the accident, and stop any rumors that might be around. Norm
was one of the best pilots I had the pleasure of riding with, and even
though it may be ruled pilot error in the end, he had no options to follow
and fate simply dealt him a very bad hand.
I know that Norm's family would love to hear from any of you that knew Norm,
and if you have time, a message to them would go along way in helping to
console them. If you would like, you can send your cards or letters to The
New Kolb Aircraft Co, 8375 Russell Dyche Highway, London Kentucky 40741, or
email them to customersupport(at)tnkolbaircraft.com, and we will get them to
Dana.
In Norm's memory we are changing the name of Chesnut Knolls Aviation Airpark
airfield to Labhart Field, so that we can always celebrate his memory and
his accomplishments.
Respectfully Submitted
Bruce Chesnut
The New Kolb Aircraft Company
________________________________________________________________________________
| From: | "kfackler" <kfackler(at)ameritech.net> |
| Subject: | Tailplane fliying wire tension |
How tight should the flying wires on the tail be and how should this be
checked? What are the consequences of a too loose or too tight condition?
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI4
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
Oh no! The VG tread has died out and I'm not done learning :-)
Some of you guys have said that in testing the effectiveness of the VG's
in lowering the stall speed it's hard to verify a couple mph difference
in IAS because of the extreme angle of the pitot tube. And I am not the
scientific-mathematical-tester-evaluator like the kinds of Jack Hart and
some other of you guys. So I was thinking that maybe the best and most
unrefutable side by side comparison for no VG's vs VG's would be to put
then on only one wing first and then to a test flight to see which wing
will fly slower. I'm the kind of guy that has to be able to feel the
difference to know that it's "real" and worth the time and money. What
ya think? ~Earl
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
Earl & Mim Zimmerman wrote:
>
> Oh no! The VG tread has died out and I'm not done learning :-)
> Some of you guys have said that in testing the effectiveness of the VG's
> in lowering the stall speed it's hard to verify a couple mph difference
> in IAS because of the extreme angle of the pitot tube. And I am not the
> scientific-mathematical-tester-evaluator like the kinds of Jack Hart and
> some other of you guys. So I was thinking that maybe the best and most
> unrefutable side by side comparison for no VG's vs VG's would be to put
> then on only one wing first and then to a test flight to see which wing
> will fly slower. I'm the kind of guy that has to be able to feel the
> difference to know that it's "real" and worth the time and money. What
> ya think? ~Earl
How do you feel about entering a spin with lift being asymmetrical
between the wings? ;-)
Charlie
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 06:48 PM 11/30/2004, you wrote:
>
>Oh no! The VG tread has died out and I'm not done learning :-)
>Some of you guys have said that in testing the effectiveness of the VG's
>in lowering the stall speed it's hard to verify a couple mph difference
>in IAS because of the extreme angle of the pitot tube. And I am not the
>scientific-mathematical-tester-evaluator like the kinds of Jack Hart and
>some other of you guys. So I was thinking that maybe the best and most
>unrefutable side by side comparison for no VG's vs VG's would be to put
>then on only one wing first and then to a test flight to see which wing
> will fly slower. I'm the kind of guy that has to be able to feel the
>difference to know that it's "real" and worth the time and money. What
>ya think? ~Earl
Don't do that -
The instructions mention that people have actually attempted this
method of testing. quote .... "We try to make the testing process as idiot
proof as
possible - but like they say ( the idiots just keep getting smarter)."
I think that is the way they put it in the manual or pamphlet.
Do you really want to fly with each wing having completely different flight
characteristics?
Don't let your friends fly like "The Aluminum Butcher of Brandon"
________________________________________________________________________________
| From: | "Vince Nicely" <vincenic(at)xtn.net> |
Earl and Gang,.
It was suggested:
> So I was thinking that maybe the best and most
> unrefutable side by side comparison for no VG's vs VG's would be to put
> then on only one wing first and then to a test flight to see which wing
> will fly slower.
I think this is a recipe for a surprise entry into a spin. If one wing
stalls at a higher airspeed than the other, it will drop and the other will
still be generating lift. That is the beginning of a spin. Probably easily
recoverable, but ...
Vince Nicely
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
Richard Pike wrote:
>
> This is a joke, right?
> Because if it's not,
> Then you might get to test your ballistic chute...
> Wheee...
Yes Bro. Pike it was intended as a joke to see if you guys are awake :-)
And sure enough you guys are looking out for me. Thanks!
Actually I installed some VG's that I made on my Rans today and did some
flight evaluations. I could not really measure the difference in the
stall speed with the ASI and my non aviation gps is slow to update the
speed indication. But the stall seemed to happen at a higher AOA and the
left wing always dropped first?? Bottom line I can land shorter and
flare harder and on take off (tri gear) I can hold the nose higher and
do a short field take off. "Smarter Idiot" ~ Earl Z.
________________________________________________________________________________
| Subject: | Re: wheel alignment |
In a message dated 11/30/2004 10:33:07 A.M. Eastern Standard Time,
jbhart(at)ldd.net writes:
>
>On 30, Nov 2004, at 12:25 AM, GeoR38(at)aol.com wrote:
>>> Should the tires be soft or hard to keep from spreading when pushing
>>> or
>>> pulling depending on toe in or toe out?
>>>
>>> Does anyone have a system of minor adjustment there instead of
>>> drilling a
>>> new hole all the time when the tires are not PERFECTLY aligned?
>>
George,
While building the FireFly, the mounting of the wheel axles to the gear legs
was a pain. While working by your self, there is no way to keep everything
straight while drilling the hole to hold the axle assembly to the gear leg.
You have to have help in the form of an alignment holding fixture. I like
Richard Pike's rod through the center, but my axle leg tube assembles were
made from welded tubes.
I slipped the welded tube axle and wheel and tire assemblies onto their
respective leg. Then I clamped a couple of scrap pieces of 2x4 (the longer
the better) one on each side of the wheel with C clamps so the 2x4s rested
on the ground. Then the two sets were rotated so that the wheels were
parallel to each other and to a vertical plane passing through the tail boom
tube. To keep things from moving during the hole drilling process, another
scrap strip of wood was nailed to and in between the 2x4s on the wheels. A
small hole was drilled through the axle assembly tube and leg, followed by a
full size drill. If you are replacing a gear leg and re drilling it would
be difficult to match holes perfectly. But one can make curved washers out
of the same size steel tubing that is used in your axle assembly. Just take
a piece and drill the correct hole size through it near a free end. Cut off
the end with the two holes. Then cut the tube length wise between the two
holes. Deburr and use these as clamping washers to compensate for the
mismatched and elongated hole in the axle assembly. With a little care they
will look great and actually you will have a stronger attachment point than
before.
By this method, I was able to get the wheels running parallel, but camber
was off. Camber was adjusted by removing a wheel, placing the inboard
portion of the axle on a wood block, sliding a piece of galvanized water
pipe over the axle, and bending the axle down a little. The wheel was
slipped back on and with 200 pounds of bagged sand in the seat the FireFly
was rolled back and forth until the wheels found their normal track. Camber
was checked and the whole process repeated until both wheels tipped out a
little at the top. This takes a while, but it is worth the effort in that
the FireFly became very docile on the ground.
All of this may not apply, but may be it will give you some ideas.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
All of this applies.....thank you Jack, and thanks for the ideas of all the
other responders as well...now to the mill we go.....
George Randolph
firestar driver
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
>>> Earl & Mim Zimmerman wrote:
snip
>>> "Smarter Idiot" ~ Earl Z.
I taut em everything I no, and he lern't the rest from yu'ens.
"the dummmer one"
________________________________________________________________________________
| From: | "Bill Elder" <billelder(at)denver.net> |
| Subject: | Re: wheel alignment |
Regarding the alignment. once I set the axel fitting for the correct angle,
I clamped the gear leg and the axel fitting with on of those quick grip
clamps. (Before this I marked the gear leg and the axel with a Sharpie so I
coud see
if anything slipped). Since I already had the hole drilled in the axel
fitting, I used the Sharpie to draw a straight line from the center of the
hole previosly drilled on one side of the axel fitting to the hole in the
other side (this to give me an eyeball direction to keep the drill lined up.
I then hand drilled the hole through the gear leg (with the gear leg still
inserted into the axel fitting). Kinda crude I guess but it worked for me.
----- Original Message -----
From: <GeoR38(at)aol.com>
Subject: Kolb-List: wheel alignment
>
>
> In a message dated 11/28/2004 5:44:07 P.M. Eastern Standard Time,
> billelder(at)denver.net writes:
>
> Does anyone out there have a way that you are proud of, of lining up
the
> > main gear?
> >
> > Should the tires be soft or hard to keep from spreading when pushing or
> > pulling depending on toe in or toe out?
> >
> > Does anyone have a system of minor adjustment there instead of drilling
a
> > new hole all the time when the tires are not PERFECTLY aligned? My
landing
> gear
> > looks like Spongebob down under the axle fitting.
> >
> > Fortunately, I bent so many trying to land (a long time ago) that I
have
> > some restraightened to play with.
> >
> > bated breath George
>
>
> George - Here's how I lined up the main gear after I bent the axels on my
> Mark III Classic and put on new gear legs:
>
> 1. Snap a line on the hangar floor and put the tailwheel on the line.
Then
> drop a plumb off the nose hoop to get the front of the plane on the line.
>
> 2. Went to ACE Hardware and bought two 8' pieces of 3/4 inch alum.
angle.
> Use a bungee cord to strap the alum angle to the outside of the tire
> horizontal with the floor (equal length of angle in front and behind the
> tire).
>
> 3. Measure from the front of the angle to the line snapped on the floor,
> and then from the rear of the angle to the snapped line, and rotate the
axel
> up or down until the front and rear measurements are the same.
>
> 4. Repeat for other tire. Worked well for me. Call if you have
questions
> at 303-838-2240.
>
> Bill in Colorado
>
> P.S. I then returned the alum angle to Ace for a refund.
>
> I hear ya bill.....but how did you drill for the bolt...did you do any of
it
> on a drill press..or was it all done by hand drill?...and how do you keep
> the thing from twisting while you hand drill?...and is it under pressure
when
> you drill or is it suspended? Someone said that they had an elongated
hole in
> the Aluminum part and twisted the fitting to the right location then
squashed
> it with shear Manpower on the nut to hold it by friction due to fitting
> deformation.
> that seems a bit risky...and indeed that is what I had, but something was
> unsatisfactory as the wheels would always stray around for me
> My airplane will probably fly good but landing is somewhat embarrassing
when
> the rolllout is ...er....sideways.
>
> George Randolph
>
>
________________________________________________________________________________
| Subject: | Mode C transponder |
Hello to all,
I just tried to read far 91.215 in regard to mode c transponder requirement
within a designated airport with a 30 nm range. It makes my hair hurt. Does
anyone know if you would need a mode c within the 30 nm if you are flying an
ultralight? If not are there ceiling limits?
S Boetto
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
| Subject: | Re: Mode C transponder |
If you are talking about an registered experimental, I belive the major
exemption is whether you have an "engine-driven electrical system" which
will require Mode C. I left the battery and electric starter off of my
Firestar for this reason. The Mode C veil goes to 10000 MSL which is where
you need Mode C anyway. So, there is no going over it. As for a legal
ultralight, I would consult FAR 103...
Kip
http://www.springeraviation.net/
----- Original Message -----
From: <N27SB(at)aol.com>
Subject: Kolb-List: Mode C transponder
>
> Hello to all,
> I just tried to read far 91.215 in regard to mode c transponder
requirement
> within a designated airport with a 30 nm range. It makes my hair hurt.
Does
> anyone know if you would need a mode c within the 30 nm if you are flying
an
> ultralight? If not are there ceiling limits?
>
> S Boetto
>
>
________________________________________________________________________________
| Subject: | Re: Mode C transponder |
In a message dated 12/1/04 3:37:01 PM Central Standard Time,
dama(at)mindspring.com writes:
>
> If you are talking about an registered experimental, I belive the major
> exemption is whether you have an "engine-driven electrical system" which
> will require Mode C. I left the battery and electric starter off of my
> Firestar for this reason. The Mode C veil goes to 10000 MSL which is where
> you need Mode C anyway. So, there is no going over it. As for a legal
> ultralight, I would consult FAR 103...
> Kip
>
Thanks Kip, This is a true part 103 FireFly, no battery, no alternator. but
I don't know how this applies to a 30 nm ring at some airports like ours in
orlando.
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Mode C transponder |
----- Original Message -----
From: <N27SB(at)aol.com>
Subject: Re: Kolb-List: Mode C transponder
>
> In a message dated 12/1/04 3:37:01 PM Central Standard Time,
> dama(at)mindspring.com writes:
>
>>
>> If you are talking about an registered experimental, I belive the major
>> exemption is whether you have an "engine-driven electrical system" which
>> will require Mode C. I left the battery and electric starter off of my
>> Firestar for this reason. The Mode C veil goes to 10000 MSL which is
>> where
>> you need Mode C anyway. So, there is no going over it. As for a legal
>> ultralight, I would consult FAR 103...
>> Kip
>>
>
> Thanks Kip, This is a true part 103 FireFly, no battery, no alternator.
> but
> I don't know how this applies to a 30 nm ring at some airports like ours
> in
> orlando.
>
> Hi guys!
My FAA inspector had no problem with allowing me inside Pittsburghs 30 mile
ring, even though I have electric start, tip strobes, and lighting coil
power.
All you have to tell your inspector is that your engines electrical system
is insufficient to power a transponder. Also avoid class B surface areas.
No electric Cub types and ultralights operate iside the 30 mile ring and
under the edges of class B every day. As long as your experimentals
electric system is considered under powered, they don't mind.
Just make sure you don't break the class B space, if one guy screws up, it
could really screw us all.
Fly safe and smart.
Denny Rowe
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hi,
The way I heard it is....you DON'T need the transponder in the Mode C ring ,
IF, you DON'T have electric start....I don't know about the ceiling,
At 18,000 ft you'll need IFR , and a HEAVY coat...
One thing I didn't know til after I bought my Transponder and encoding ALT was
,to have it Certified It'll cost me $175. (every two years)
But I'm too close to Class B airspace , so it saves me driving time.
SNIP<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Hello to all,
I just tried to read far 91.215 in regard to mode c transponder requirement
within a designated airport with a 30 nm range. It makes my hair hurt. Does
anyone know if you would need a mode c within the 30 nm if you are flying an
ultralight? If not are there ceiling limits?
<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Gotta Fly...
Mike in MN FSII / 381PM
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: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Mode C transponder |
----- Original Message -----
From: <N27SB(at)aol.com>
Subject: Kolb-List: Mode C transponder
>
> Hello to all,
> I just tried to read far 91.215 in regard to mode c transponder
> requirement
> within a designated airport with a 30 nm range. It makes my hair hurt.
> Does
> anyone know if you would need a mode c within the 30 nm if you are flying
> an
> ultralight? If not are there ceiling limits?
>
> S Boetto
>
> Steve,
There are ceiling limits, class B airspace looks like an upside down wedding
cake, you can fly under the floor of the airspace (which is your ceiling) up
untill you near the surface area or inner ring. At the inner ring the class
B goes all the way to the ground. The big fast heavies operate inside that
cake and you should not!
Aeronautical sectionals show the airspace clearly and also indicate the
floor and ceiling altitudes MSL.
Make sure you have your areas sectional chart and understand the airspace
boundaries.
Denny Rowe, Mk-3, N616DR, 2SI690L-70, Powerfin.
________________________________________________________________________________
| From: | "flykolb" <flykolb(at)carolina.rr.com> |
| Subject: | Re: Mode C transponder |
Denny,
That is the same info I got from my FSDO. Just stay out of the class B
airspace!
Jim
Charlotte, NC
----- Original Message -----
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: Kolb-List: Mode C transponder
>
>
> ----- Original Message -----
> From: <N27SB(at)aol.com>
> To:
> Subject: Re: Kolb-List: Mode C transponder
>
>
> >
> > In a message dated 12/1/04 3:37:01 PM Central Standard Time,
> > dama(at)mindspring.com writes:
> >
> >>
> >> If you are talking about an registered experimental, I belive the major
> >> exemption is whether you have an "engine-driven electrical system"
which
> >> will require Mode C. I left the battery and electric starter off of my
> >> Firestar for this reason. The Mode C veil goes to 10000 MSL which is
> >> where
> >> you need Mode C anyway. So, there is no going over it. As for a legal
> >> ultralight, I would consult FAR 103...
> >> Kip
> >>
> >
> > Thanks Kip, This is a true part 103 FireFly, no battery, no alternator.
> > but
> > I don't know how this applies to a 30 nm ring at some airports like ours
> > in
> > orlando.
> >
> > Hi guys!
> My FAA inspector had no problem with allowing me inside Pittsburghs 30
mile
> ring, even though I have electric start, tip strobes, and lighting coil
> power.
> All you have to tell your inspector is that your engines electrical system
> is insufficient to power a transponder. Also avoid class B surface areas.
> No electric Cub types and ultralights operate iside the 30 mile ring and
> under the edges of class B every day. As long as your experimentals
> electric system is considered under powered, they don't mind.
> Just make sure you don't break the class B space, if one guy screws up, it
> could really screw us all.
>
> Fly safe and smart.
>
> Denny Rowe
>
>
________________________________________________________________________________
| From: | "kfackler" <kfackler(at)ameritech.net> |
| Subject: | Re: Mode C transponder |
> > anyone know if you would need a mode c within the 30 nm if you are
flying an ultralight
Weighing in with an oft-overlooked point from FAR103. Regardless of the
requirement, or lack thereof, for a transponder, Mode C veills tend to be in
very populated, i.e., congested areas. I know, I know that the FAR doesn't
define congested, so please let's not get into -that- argument. My point is
that if the area could, by any reasonable definition, be considered
congested, then no ultralight should fly there.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
| Subject: | Re: wheel alignment |
In a message dated 12/1/2004 3:09:54 P.M. Eastern Standard Time,
billelder(at)denver.net writes:
--> Kolb-List message posted by: "Bill Elder"
Regarding the alignment. once I set the axel fitting for the correct angle,
I clamped the gear leg and the axel fitting with on of those quick grip
clamps. (Before this I marked the gear leg and the axel with a Sharpie so I
coud see
if anything slipped). Since I already had the hole drilled in the axel
fitting, I used the Sharpie to draw a straight line from the center of the
hole previosly drilled on one side of the axel fitting to the hole in the
other side (this to give me an eyeball direction to keep the drill lined up.
I then hand drilled the hole through the gear leg (with the gear leg still
inserted into the axel fitting). Kinda crude I guess but it worked for me.
----- Original Message -----
From: <GeoR38(at)aol.com>
Subject: Kolb-List: wheel alignment
>
>
> In a message dated 11/28/2004 5:44:07 P.M. Eastern Standard Time,
> billelder(at)denver.net writes:
>
> Does anyone out there have a way that you are proud of, of lining up
the
> > main gear?
> >
> > Should the tires be soft or hard to keep from spreading when pushing or
> > pulling depending on toe in or toe out?
> >
> > Does anyone have a system of minor adjustment there instead of drilling
a
> > new hole all the time when the tires are not PERFECTLY aligned? My
landing
> gear
> > looks like Spongebob down under the axle fitting.
> >
> > Fortunately, I bent so many trying to land (a long time ago) that I
have
> > some restraightened to play with.
> >
> > bated breath George
>
>
> --> Kolb-List message posted by: "Bill Elder"
>
> George - Here's how I lined up the main gear after I bent the axels on my
> Mark III Classic and put on new gear legs:
>
> 1. Snap a line on the hangar floor and put the tailwheel on the line.
Then
> drop a plumb off the nose hoop to get the front of the plane on the line.
>
> 2. Went to ACE Hardware and bought two 8' pieces of 3/4 inch alum.
angle.
> Use a bungee cord to strap the alum angle to the outside of the tire
> horizontal with the floor (equal length of angle in front and behind the
> tire).
>
> 3. Measure from the front of the angle to the line snapped on the floor,
> and then from the rear of the angle to the snapped line, and rotate the
axel
> up or down until the front and rear measurements are the same.
>
> 4. Repeat for other tire. Worked well for me. Call if you have
questions
> at 303-838-2240.
>
> Bill in Colorado
>
Bill, I essentially did the same thing, and it has worked out fine....thanks
to all who responded.
George Randolph
firestar driver from the Villages, fl
________________________________________________________________________________
| Subject: | Re: wheel alignment |
In a message dated 12/1/2004 4:05:03 P.M. Eastern Standard Time,
N27SB(at)aol.com writes:
--> Kolb-List message posted by: N27SB(at)aol.com
In a message dated 12/1/04 2:09:50 PM Central Standard Time,
billelder(at)denver.net writes:
> Since I already had the hole drilled in the axle
> fitting, I used the Sharpie to draw a straight line from the center of the
> hole previously drilled on one side of the axle fitting to the hole in the
> other side (this to give me an eyeball direction to keep the drill lined
up.
> I then hand drilled the hole through the gear leg (with the gear leg still
> inserted into the axle fitting). Kinda crude I guess but it worked for me.
>
Most of the builders out there know this but no one has said it so,
anytime I have to drill a hole that has to start on one end and come out the
other
I usually make drill jig. It looks like a letter c and you drill it on the
press. for a one time use you can use wood and for more accuracy you can
line the
hole with tubing. The inside of the C should match the width of the piece
you
are drilling. Use a bolt in the far side to maintain position and let the
drill bit push it out as you come through the drilled piece.
S Boetto
wetfly #007
Bless your heart Steve....it sounds good but ...I just can't seem to git
that picture fixated in my small head fer some reason. I got the hole through
the the fitting (unfortunately at a slight angle because it was drilled by hand
before) and I should make a "C" ouda wood...sounds good so far....cause I
could do that with a big flat wood bit of equal diameter to the dia of the
fitting....but then this tiny brain of mine starts to ache....can you hep a
little more or am I too far gone?
yer bud,
George
________________________________________________________________________________
| Subject: | Re: wheel alignment |
In a message dated 12/3/2004 8:53:23 AM Eastern Standard Time,
richard(at)bcchapel.org writes:
>
>
> Why not put it in the Photoshare too? Then we can all see it.
>
> Richard Pike
> FSII N582EF
>
>
OK Richard I will give it a shot, have not done photoshare before.
________________________________________________________________________________
| Subject: | Re: wheel alignment |
ok Richard, I sent it to photoshare, hope it works
steve
do no archive
________________________________________________________________________________
| Subject: | Re: wheel alignment |
In a message dated 12/3/04 10:13:06 AM Central Standard Time,
riley.nancy(at)comcast.net writes:
>
> I have had to redrill legs too. I too would like to see your method of
> drilling
> Thank You
> Chuck Riley
>
Hi Chuck,
I posted a drawing on photoshare and it must have worked cause George saw it.
I have not drilled any legs with this method but I have used it on all kinds
of applications where you have a pre drilled tube that you slide something
into and then have to redrill w/o egging out all the holes. It really helps to
make two of these so you can drill a smaller dia first and then a larger dia
second. First used this type of jig on my soapbox derby car in 1966. If
something works, Stick with it. Happy drilling.
S Boetto
WetFly #007 Ready to Fly
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)comcast.net> |
Hi Paul,
Those are the numbers I used.
John Williamson
________________________________________________________________________________
| Subject: | [ Steve Boetto ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Steve Boetto
Subject: Axle Drilling Jig
http://www.matronics.com/photoshare/N27SB@aol.com.12.04.2004/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: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | No Fly in Alabama |
Hi All:
Looks like flying in Alabama will be little to none for a week or so.
Started raining a hour ago.
Haven't had any List mail in the last 24 hours. Are we still
operational?
Take care,
john h
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | No Fly in Alabama |
So, what is a controversial topic on the Kolb List? On the RV-List all you
have to do is say something like, "Well, nose wheels are for wussies..."
and you'll have a whole flurry of traffic!
Matt
---------------
I thought for sure you would say RV list hot button was primer :-)
Rusty
13B rotary powered RV-3 (no fly in NW FL either)
SS, hauled home yesterday for rebuild
________________________________________________________________________________
| Subject: | Re: No Fly in Alabama |
In a message dated 12/5/2004 12:48:39 PM Mountain Standard Time,
jhauck(at)elmore.rr.com writes:
Haven't had any List mail in the last 24 hours. Are we still
operational?
Looks like we are up and running.
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: No Fly in Alabama |
So, what is a controversial topic on the Kolb List
OK. I'll throw something out. For the fellows who winterize their engines for
the winter. What is your procedure ? On my 618 I remove the air cleaners,
spray fogging oil in the carbs while idling, sprayed some into the top of each
cylinder, covered the end of the exhaust and both carbs so moist air can't get
inside of the engine, and covered the engine with a BBQ cover. Some put
stabilizer in the gas tank and lines, but I didn't, My hangar is open on the front
so I also put "gust locks" on the ailerons, and rudder.
I'm lucky to belong to a small flying club where there is a J3 and C150 to
fly during the cold winter months in the Catskill mts. of upstate NY.
Fly safe
Bob Griffin
ps. making plans for Sun&Fun
________________________________________________________________________________
| From: | Ted C <trc1917(at)direcway.com> |
Well, all, if you are that bored come saturday, December 11, you can fly on down to Doyle Langford's Place. The Southern Flyers are having a get-to-gether and there will be food and stuff there. All are welcome. Stats are on our web site: http://www.homestead.com/southernflyers . Going to be a little chilly out but what the heck. If you need some place to go, this is it. Hoping to see you there. Ted Cowan, Alabama.
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: No Fly in Alabama |
> John Hauck says:
> >>
>> Ran out of airplane and had to rely on my old Jim Handbury hand
>> deployed
>> parachute to prolong life.
>
Guess John doesn't want to go into details of the experience? That's OK. but
I can tell you, years ago when discussing that perticular flight with John, I
asked him what the attitude of the plane was during deployment and his answer
was, "it took on the attitude of how a nail would fly". Although chutes have
saved John twice he did tell me , "I hate using them things!". I'm just glad
they worked as they were made to, and he is here to tell us about it.
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | "Vic" <vicw(at)vcn.com> |
| Subject: | Re: Kolb-List Digest: 18 Msgs - 12/05/04 |
I think we should all "Flame" Ralph. Just kidding Ralph.
Vic
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
Greetings,
Well, I finally hauled the damaged SS home from the airport Saturday, and am
ready to get started. The more I look at it, the more I'm glad I chose to
rebuild from the ground up, and not just try to repair the damage.
In only 220 hours or so, the plane has certainly had it's share of wear.
The engine in particular is in need so some serious work. Much of the
radiator mounting has apparently been cast through the prop, which of course
didn't do the prop much good either. There are also a number of chafed
hoses, wires, etc. I'll end up replacing, or at least welding new mounts on
the radiator, and will plan to replace all the hoses. Better plan to read
the 912ULS manual too, unless I decide to replace it with a single rotor
Mazda. I have to admit that I was holding up 13B housings to get an idea
how well it would fit :-) Must try to resist...
Structurally, I can already see that something is broken loose inside the
vert stab, which wasn't hurricane damaged as far as I can tell. One main
gear is bent pretty badly, and the tailwheel spring is bent, and assembled
crooked (the wheel isn't vertical). It sort of looks like the lower vert
stab has been repaired once, but it's hard to say for certain. Can't wait
to see inside the fabric everywhere, and hope I don't find any more
surprises. Nose cone and all the lexan is getting replaced, and the fuel
"jugs" will be permanently installed in the trash, along with all the
carpet.
Aside from damage, I'm planning some changes. Weight savings will be high
on the list, since the previous EW was a portly 539. I just ordered my
fabric kit today, with no silver. I'll use UV block, and my now signature
white Polytone paint. Should be deja-vu for the DAR :-) The rear torture
chamber (seat) is being formally eliminated, and will be used for a baggage
location. 20 gallon custom aluminum fuel tank is in the planning stage.
BRS is already removed. Strobes may have to go as well. 2-blade IVO
ordered to replace damaged 3-blade Warp. I will try to extend the panel
closer to the pilot, so I can reach it. Nose cone will be removable, or at
least have a service hatch to get to the battery, brakes, etc. I'd like to
extend the lexan lower on the sides for a better downward view. Heel brakes
must be reworked to fit my big feat, or removed. I'm also considering the
removal of the flaperon system. I never used them on my previous SS, and I
don't intend to use them on this one either.
OK, that should stir something up, and I didn't even have to resort to using
the word "Seafoam" :-)
Cheers,
Rusty (don't need no stinkin' flaperons)
________________________________________________________________________________
DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=s1024; d=yahoo.com;
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| From: | Ben Ransom <bwr000(at)yahoo.com> |
Rusty,
I made the nose cone removable on my FS KXP rebuild too. I welded 4
little triangle tabs at tube junctures near the front/bottom of the
cage. I made the bottom surface of these tabs flush with the bottom of
the cage tubes, and then drilled ~ 1/4 inch holes in them. So now my
nose cone is bolted to these tabs instead of "permanently" riveted to
the cage. (I used some rubber hats or something to spread the load in
the nose cone holes) I recall your joke with Dennis about the
structural life of a Kolb cage ...when it is finally full of rivet
stems. :) On other "rework" ideas, I'd be curious about flap options
in so far as possible changes that would decrease stall speed better
than the stock flaps. Anyone else experimented with this on a Kolb?
-Ben
> closer to the pilot, so I can reach it. Nose cone will be removable,
> or at
> least have a service hatch to get to the battery, brakes, etc. I'd
> like to
> extend the lexan lower on the sides for a better downward view. Heel
> brakes
> must be reworked to fit my big feat, or removed. I'm also considering
> the
> removal of the flaperon system. I never used them on my previous SS,
> and I
> don't intend to use them on this one either.
>
> OK, that should stir something up, and I didn't even have to resort
> to using
> the word "Seafoam" :-)
>
> Cheers,
> Rusty (don't need no stinkin' flaperons)
>
>
>
> _->
>
=====
http://mae.ucdavis.edu/~ransom
__________________________________
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
Isn't this the Slingshot that Bill Wood's originally built? Seems like I
remember that after he sold the plane it was damaged and then he rebuilt it
and sold it again.
----------------
Hi John,
I haven't heard anything about any previous damage, other than replacement
of some bent gear legs. I think those were thinner steel, and were replaced
by Kolb with the newer units. I didn't get the impression it took any real
damaging incident to bend them. If the covering was ever damaged, Bill would
have to have been the one to have repainted it, because it was still pretty
darn nice prior to Ivan.
I cut into the covering on the vert stab, and found that a tube is indeed
broken inside. It doesn't appear to be anything structural, and it was
built exactly per plans.
I should take this opportunity to point out that, while I have a number of
things I want to change, this should NOT be taken to mean that these are
things that were done wrong originally. I've seen no evidence of anything
done wrong by Bill, and I don't expect to find anything wrong as I continue
with the disassembly.
Cheers,
Rusty
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
Hey Rusty & All,
If you ever go the rotary route, I'd like to hear about it. It has
always been attractive to me.
Going lighter is always a great idea that too often most of us
ignore. Your comment on the flaperons are puzzling... either you know
something I don't or visa versa. I loved the ones I put on my old UltraStar
& I love the ones on my SlingShot.
I am replacing my nose cone as well. I'm putting a longer one on
that will accommodate a battery. I still had to modify the tube that
anchors the rudder return springs as I couldn't get the battery in & out. I
made the tube removable & shifted it up a bit. I would like to make the
nose cone removable, but haven't yet figured out an easy way to do that. I
might just end up using screws in place of rivots. If you have any ideas I
sure would like to hear about them.
The UV blocker in that white polytone is turning into a dirty
yellow. But maybe if I washed the mold off it would look better.
I just finished putting some hydraulic disk brakes on. Instead of
foot peddles, I made a differential lever system activated by my left hand.
The throttle is a twist grip on the joy stick so I needed something for my
left hand to do anyway.
I too am eliminating the rear torture chamber & putting fuel there.
Regarding your prop choice, my Geo Metro will be the same hp as the
912S & having an inflight adjustable prop would really make the best use of
the turbocharger. Ivo is the only option available in that the other
inflights are all much heavier & at least twice the cost, from 3-6K dollars.
I have heard from not so confident sources that the Ivo does not work well
over 80mph. I also know that their quality control is not so great when it
comes to having all the blades tracking the same, the pitch often varies
several degrees & there is no way to compensate- Ivo says that this is not
even an issue because they are so flexible that they absorb any difference.
Personally, that reasoning sounds off base, but I am not a prop specialist.
I know Ivo makes different planforms as well as offers a Medium model that
is substantially beefier. Maybe these perform well at higher cruise speeds
but I don't know of anyone who can give that information with objectivity.
Any Listers out there with Ivo experience in this envelope of speed & hp?
Keep us informed in your progress Rusty, Thanks all.
Richard Swiderski
SlingShot
Greetings,
Well, I finally hauled the damaged SS home from the airport Saturday, and am
ready to get started. The more I look at it, the more I'm glad I chose to
rebuild from the ground up, and not just try to repair the damage.
In only 220 hours or so, the plane has certainly had it's share of wear.
The engine in particular is in need so some serious work. Much of the
radiator mounting has apparently been cast through the prop, which of course
didn't do the prop much good either. There are also a number of chafed
hoses, wires, etc. I'll end up replacing, or at least welding new mounts on
the radiator, and will plan to replace all the hoses. Better plan to read
the 912ULS manual too, unless I decide to replace it with a single rotor
Mazda. I have to admit that I was holding up 13B housings to get an idea
how well it would fit :-) Must try to resist...
Structurally, I can already see that something is broken loose inside the
vert stab, which wasn't hurricane damaged as far as I can tell. One main
gear is bent pretty badly, and the tailwheel spring is bent, and assembled
crooked (the wheel isn't vertical). It sort of looks like the lower vert
stab has been repaired once, but it's hard to say for certain. Can't wait
to see inside the fabric everywhere, and hope I don't find any more
surprises. Nose cone and all the lexan is getting replaced, and the fuel
"jugs" will be permanently installed in the trash, along with all the
carpet.
Aside from damage, I'm planning some changes. Weight savings will be high
on the list, since the previous EW was a portly 539. I just ordered my
fabric kit today, with no silver. I'll use UV block, and my now signature
white Polytone paint. Should be deja-vu for the DAR :-) The rear torture
chamber (seat) is being formally eliminated, and will be used for a baggage
location. 20 gallon custom aluminum fuel tank is in the planning stage.
BRS is already removed. Strobes may have to go as well. 2-blade IVO
ordered to replace damaged 3-blade Warp. I will try to extend the panel
closer to the pilot, so I can reach it. Nose cone will be removable, or at
least have a service hatch to get to the battery, brakes, etc. I'd like to
extend the lexan lower on the sides for a better downward view. Heel brakes
must be reworked to fit my big feat, or removed. I'm also considering the
removal of the flaperon system. I never used them on my previous SS, and I
don't intend to use them on this one either.
OK, that should stir something up, and I didn't even have to resort to using
the word "Seafoam" :-)
Cheers,
Rusty (don't need no stinkin' flaperons)
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
> I made the nose cone removable on my FS KXP rebuild too.
I didn't know that. I actually got the idea from Paul Petty. Not sure how
I'll handle this yet.
> I recall your joke with Dennis about the structural life of a Kolb cage
...when it is
> finally full of rivet stems. :)
Good memory! I think my wings are going to be pushing their service life by
the time I drill out all those fabric rivets :-)
> I'd be curious about flap options in so far as possible changes that would
decrease stall speed better than the stock flaps. Anyone else experimented
with this on a Kolb?
-Ben
Have you measured your with and without flaperon stall speed? I just looked
up the old SS notes, and in all the test I did, measured between 2-4 mph
difference. In my mind, that's just not worth the trouble.
Rusty (I hate replying in plain text)
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
Rusty,
As you know I have SS 003. Does this mean my gear legs are thinner
walled than later models? ...Richard Swiderski
.....I haven't heard anything about any previous damage, other than
replacement
of some bent gear legs. I think those were thinner steel, and were replaced
by Kolb with the newer units.....
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
Your comment on the flaperons are puzzling... either you know something I
don't or visa versa. I loved the ones I put on my old UltraStar & I love
the ones on my SlingShot.
(RD) As I just mentioned to Ben, I measured between 2-4 mph difference
between no flaps, and full flaps. The plane already drops like a stone, so
more flaps are never needed to make it come down. The pitch attitude is
much different, but not in a good way in my opinion. What do you love so
much about them?
I would like to make the nose cone removable, but haven't yet figured out an
easy way to do that. I might just end up using screws in place of rivots.
If you have any ideas I sure would like to hear about them.
(RD) My initial thought (warning, I really haven't looked at this yet) was
to use platenuts in the panel side (rear) of the fiberglass nose cone.
You'd then use screws to attach the cage to the panel side of the cone. On
the bottom, I'd use the existing holes in the cage (that some idiot riveted
) to attach a small aluminum plate. Make the plate .032 aluminum or
greater, and use flush pop rivets. Install platenuts in the aluminum plate,
and use screws to hole the cone to the plate.
The UV blocker in that white polytone is turning into a dirty yellow. But
maybe if I washed the mold off it would look better.
(RD) Sorry :-) You're not storing this out in the sun are you?
I just finished putting some hydraulic disk brakes on. Instead of foot
peddles, I made a differential lever system activated by my left hand.
(RD) I'd love to see pics of that. Can you email me some?
I have heard from not so confident sources that the Ivo does not work well
over 80mph.
(RD) It's pretty well believed that they don't work that well over 180 mph,
at least in the magnum blades. No idea what the lower power blades will do
efficiently. FWIW, I got the 2-blade "medium" prop, because it will handle
100 hp, and still roll through my garage door.
Rusty (late for food)
________________________________________________________________________________
| From: | "Craig Nelson" <vitalfx0(at)msn.com> |
| Subject: | Re: No Fly in Alabama |
----- Original Message -----
From: John Hauck<mailto:jhauck(at)elmore.rr.com>
To: kolb-list(at)matronics.com
Sent: Sunday, December 05, 2004 12:48 PM
Subject: Kolb-List: No Fly in Alabama
John an all
I was wondering the same thing. It's raining here in Phoenix too. I have been
working on the extra and am about to paint.
uncle craig MKIIIex 912 uls
warp www.milows.com<http://www.milows.com/>
don't even think of archiving
Haven't had any List mail in the last 24 hours. Are we still
operational?
Take care,
john h
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
As you know I have SS 003. Does this mean my gear legs are thinner
walled than later models? ...Richard Swiderski
(RD) I wondered the same thing Richard. The first I heard of different gear
legs was when Bill mentioned it. I recall those gear legs being pretty
sturdy (not that I ever stress tested them ). Short of an all out crash,
I just can't imagine bending the ones on your plane.
Cheers,
Rusty
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
Hi,
watcha got against flaperons?.
(RD) I knew the flaperons would get people going, and we haven't heard from
John yet :-) As I mentioned in previous posts, my original SS tests showed
that the flaperons only decreased stall speed from 2-4 mph, which just
doesn't seem like a significant decrease to me. The descent rate increases
from "brick" to "cinder block", but "brick" is fast enough for my needs. I
also find the mechanism hard to reach, and use.
(RD) As a side note. On my original SS, I tried setting up the flaperons
for 10 degrees of reflex. I didn't note any difference in the cruise speed,
but it had about a 10 mph impact in the stall speed. Basically, I decided
it wasn't such a good idea.
Rusty (talking myself into removing the flaperon mechanism)
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | experimental registration |
Good morning all, it seems like yall are looking for a subject so here goes.
I intend to register The Original Firestar(Orange Crush) some time in 2005.
I will be finished with the rebuild, my PPL and put some time on it by then.
What resources should I look at to make this go smooth and what is the minimum
I have to have for day VFR flight (experimental)?
Bryan Green Elgin SC USUA BFI
Firestar I 19LBG 377 BRS
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: experimental registration |
| What resources should I look at to make this go smooth and what
is the minimum I have to have for day VFR flight (experimental)?
|
| Bryan Green Elgin SC USUA BFI
Morning Bryan/Gang:
Give your nearest FSDO a call. Request a packet building, inspecting,
and registering your experimental/homebuilt aircraft. Everything you
ever wanted to know about the experimental experience will be in
there.
Take care,
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Good Morning Rusty/Gang:
Cruddy day in Alabama, but forecast looks good for this weekend.
However, the Spring temps we are experiencing today will turn around
and get down right cold by Saturday.
Saturday will be a good day to fly up to Doyle Langford's farm for the
flyin Ted Cowan posted yesterday. I plan to load up my camping gear
and head south for barbeque and hospitality, if I can still remember
how to fly my old bird. Rusty, why not fly up and we can chat about
some of your proposed SS changes.
| (RD) my original SS tests showed
| that the flaperons only decreased stall speed from 2-4 mph, which
just
| doesn't seem like a significant decrease to me.
IIRC the first time I flew the old red Kolb SS at Oshkosh some years
ago, it stalled clean at 40 IAS and about 36 with full flaperons.
That goes right along with Rusty's short test of his SS. I don't know
about the rest of you all, but a 11% decrease in stall speed is
significant to me.
The descent rate increases
| from "brick" to "cinder block", but "brick" is fast enough for my
needs.
I have been flying Kolb aircraft long enough now that power off decent
rate in these airplanes is "normal" to me. I do not see them dropping
like a rock, although someone with little or no experience in a Kolb
would certainly disagree with me.
| I also find the mechanism hard to reach, and use.
I never had a problem with the flaperon controls.
| (RD) As a side note. On my original SS, I tried setting up the
flaperons
| for 10 degrees of reflex. I didn't note any difference in the
cruise speed,
| but it had about a 10 mph impact in the stall speed.
Seems to me that 10 degrees of reflex would change the flaperons from
ailerons to spoilers. That is a significant amount of reflex. Might
have better results experimenting with aerodynamic changes by
approaching them slowly in small increments.
| Rusty (talking myself into removing the flaperon mechanism)
If one goes back through the Kolb Archives one will find a lot of
builders making significant changes to aircraft they have little or no
experience flying. My philosophy is to get some quality experience in
the make and model of aircraft you are building prior to deciding what
you are going to chop up and change.
The SS was a drastic change from the "normal" Kolb model. Not only
was the wing span shortened to 22', but a significant amount of
incidence was removed from the wings in order to get the tail boom of
the SS to fly in a level attitude at cruise speed. However, at slow
speeds near the stall, the tail droops to an uncomfortable attitude,
putting the SS in a nose high attitude. To correct for this, full
flaperons pull the nose down, leveling the SS. This was especially
important when flying in the traffic patterns at Lakeland and Oshkosh
with other airplanes which were flying much slower than the SS.
The reason for the long gear legs and nose high attitude of the SS on
the ground was to improve takeoffs by increasing wing angle of attack.
Flaperons help get the aircraft in a good attitude for a 3 point
landing. During flare, in ground effect with full flaperons, the
flaperons are probably increasing stall by much more than 4 mph. I
find the same thing true with my MKIII during the flare, in ground
effect, with full flaps.
The only down side to flaperons, that I have found over the years, is
a decrease in effectiveness of roll control at extremely slow speeds,
especially in turbulent air, like we find at Lakeland and Oshkosh
during the shows. At those times, it is adviseable to not use
flaperons and increase approach speed. I have found the same thing
true of the Firefly, hitting the flaperons stops several times while
attempting to land at Lakeland. I don't have that problem with the
Mark III with flaps and ailerons.
Hopefully, this email will make some kind of sense. I am still
working on my second cup of coffee, watching the rain drops fall.
john h
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
Saturday will be a good day to fly up to Doyle Langford's farm for the
flyin Ted Cowan posted yesterday.
(RD) Any details about where this is, length and condition of field, etc?
Is it RV-3 compatible? I looked at Ted's post from yesterday, and even went
to the web page, but I only saw a mention of "Waldon Field" between Ashford
and Cottonwood.
I have been flying Kolb aircraft long enough now that power off decent
rate in these airplanes is "normal" to me. I do not see them dropping
like a rock, although someone with little or no experience in a Kolb
would certainly disagree with me.
(RD) I never said it was alarming. My point was that the plane has more
than sufficient descent rate without deploying flaperons.
I never had a problem with the flaperon controls.
(RD) This all depends on your physical proportions. I'm tall from the waist
up, and have almost no headroom. If I start to lean forward, my head hits
the canopy almost immediately. I just went out and sat in the plane again
to verify how hard this was to reach. The only way I can get the tips of my
fingers on the flap handle is to tilt my head all the way forward, and lean
as far forward as I can. At this point, I can "barely" reach the handle,
the back of my head is against the canopy, I'm looking at my belt buckle,
can't see anything forward, and I'm in an awkward disorienting position.
Maybe it's just me, but this isn't the position I want to be in on base or
final, or when trying to retract flaps after a go-around.
My philosophy is to get some quality experience in
the make and model of aircraft you are building prior to deciding what
you are going to chop up and change.
(RD) Doesn't my 50 hours in the original SS count for anything :-)
Cheers,
Rusty (don't always use flaps in the RV-3 either)
________________________________________________________________________________
| From: | Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil> |
Rusty wrote: << I will try to extend the panel closer to the pilot, so I
can reach it. >>
Rusty -
I did this, following the advice from several other Kolb members. Excellent
mod - you'll be happy you did it!
My panel is 6 inches closer to me, AND it's hinged at the bottom, allowing
it to easily swing down and provide open access to all the backs of the
instruments, wiring, etc. Makes for simplified maintenance.
Lots of discussion on Instrument Panel extensions in the archives - or, I
can give you the details of how I did mine. Lemme know ...
Dennis Kirby
Mark-IIIc, Verner-powered in
Cedar Crest, NM
________________________________________________________________________________
| From: | "Kelvin Kurkowski" <kkurkow(at)chase3000.com> |
(not processed: message from trusted or authenticated source)
Tnx Jack
----- Original Message -----
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: RE: Kolb-List: SS rework
>
>
> Saturday will be a good day to fly up to Doyle Langford's farm for the
> flyin Ted Cowan posted yesterday.
>
> (RD) Any details about where this is, length and condition of field, etc?
> Is it RV-3 compatible? I looked at Ted's post from yesterday, and even
went
> to the web page, but I only saw a mention of "Waldon Field" between
Ashford
> and Cottonwood.
>
>
> I have been flying Kolb aircraft long enough now that power off decent
> rate in these airplanes is "normal" to me. I do not see them dropping
> like a rock, although someone with little or no experience in a Kolb
> would certainly disagree with me.
>
> (RD) I never said it was alarming. My point was that the plane has more
> than sufficient descent rate without deploying flaperons.
>
> I never had a problem with the flaperon controls.
>
> (RD) This all depends on your physical proportions. I'm tall from the
waist
> up, and have almost no headroom. If I start to lean forward, my head hits
> the canopy almost immediately. I just went out and sat in the plane again
> to verify how hard this was to reach. The only way I can get the tips of
my
> fingers on the flap handle is to tilt my head all the way forward, and
lean
> as far forward as I can. At this point, I can "barely" reach the handle,
> the back of my head is against the canopy, I'm looking at my belt buckle,
> can't see anything forward, and I'm in an awkward disorienting position.
> Maybe it's just me, but this isn't the position I want to be in on base or
> final, or when trying to retract flaps after a go-around.
>
>
> My philosophy is to get some quality experience in
> the make and model of aircraft you are building prior to deciding what
> you are going to chop up and change.
>
> (RD) Doesn't my 50 hours in the original SS count for anything :-)
>
> Cheers,
> Rusty (don't always use flaps in the RV-3 either)
>
>
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
My panel is 6 inches closer to me, AND it's hinged at the bottom, allowing
it to easily swing down and provide open access to all the backs of the
instruments, wiring, etc.
(RD) Thanks Dennis. I looked through the archives, and found some folks
describing the same sort of mod that you did. As they say though, a picture
is worth a thousand words. The only downside to Matt's excellent list is
that you can't include photos directly, and the links provided in the
archive posts have long expired. Do you, or anyone else have a picture of
the mod you did?
(RD) On the same subject, I recall that Kolb used to sell a sub panel that
essentially did what we're talking about. Is that still available anywhere?
(RD) I just checked, and found that I'd need an extension of 9 or 10 inches
to put the panel at normal arm's reach. Rather than keeping it all under
the canopy of the SS, I might even consider shortening the canopy to match
where the panel ends up. Hmmm, lot's to consider.
Thanks,
Rusty (mentally firing up the TIG welder)
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | Differential hand brakes |
Posted some pictures of a hand operated differential braking system.
http://www.bcchapel.org/pages/0003/pg4.htm
Richard Pike
MKIII N420P (420ldPoops)
(RD) Thanks Richard. Just the sort of unconventional ideas I'm looking for
:-)
Rusty (wearing out my welcome)
________________________________________________________________________________
DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=s1024; d=yahoo.com;
b=u0xdn557fNhYcEtScVKu3AHo90H0RV5Q4ARsFAEuWR14wJSGOwarpcPnZMKLSu1h54pzwtXt8SJVyOCkQ4I25oCU9IlBCZhMnEhxuIOMqQHQHYhob4/zp/ZrLP7kR+Uq9uVayIz6WZqUQCoZ6OtwxIk7LUyPwSev9dAQDthUdEg;
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | SS rework flaperons |
WRT flaps and my "vote" in possibly keeping them, or even improving
them, it is based partly on principle and partly on what I would want
to do with the airplane. My "principle", is just that I like it when a
plane has a wide speed range (stall to cruise or even max). The Kolbs,
although STOL, could do better. (There are planes with EW of 1000lbs
and even gross weights around 2000lbs that stall and land slower.) So
it just bugs me that i have a STOL plane that has a speed range of
33-75 when I know better is do-able, somehow. I would be interested in
how to improve on the 2-4mph slowdown. The other thing is 'what i want
to do with the airplane', and, since I like operating off of "user
defined runways", slower is better.
In short tho, "principle" and "what you want to do with your airplane"
are personal. Flying a SS around without landing 3mph slower -- no
arguments with that mission whatsoever. Another question tho, is what
about the guy that wants to buy your SS later, will he want stock
flaperons, and really, how much trouble are they to do now?
I fell asleep last night picturing that I would really like to put some
yarn telltales on the outboard 5 feet of my FS wings and have some
brave soul photograph them as I fly at high AOA 2 feet above the
runway. I think wing fences in the right place might be helpful. That
and going back to trying VGs again.
-Ben
--- Rusty <13brv3c(at)bellsouth.net> wrote:
>
>
> Hi,
> watcha got against flaperons?.
>
> (RD) I knew the flaperons would get people going, and we haven't
> heard from
> John yet :-) As I mentioned in previous posts, my original SS tests
> showed
> that the flaperons only decreased stall speed from 2-4 mph, which
> just
> doesn't seem like a significant decrease to me. The descent rate
> increases
> from "brick" to "cinder block", but "brick" is fast enough for my
> needs. I
> also find the mechanism hard to reach, and use.
>
> (RD) As a side note. On my original SS, I tried setting up the
> flaperons
> for 10 degrees of reflex. I didn't note any difference in the cruise
> speed,
> but it had about a 10 mph impact in the stall speed. Basically, I
> decided
> it wasn't such a good idea.
>
> Rusty (talking myself into removing the flaperon mechanism)
>
>
>
> _->
>
>
>
>
>
>
>
=====
http://mae.ucdavis.edu/~ransom
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Off UL, An OF's Rant |
Hi Grey Baron/All:
I add my accolades also.
john h
Proud Vet of another era.
| > Pearl Harbor Day 2004
|
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
Hey Rusty,
That darn John stole everything I was going to say about flaperons!
Well maybe I might have the chance to be short this time. The one negative
John mentioned about control authority being compromised is true. Adverse
yaw definitely becomes a bummer beyond 25 degrees. My old UltraStar went
all the way to 45 degrees & they were real barn doors! In that
configuration the I got the reverse effect of initial input & had to stand
on the rudder. But then one doesn't normally go to that extreme unless you
were on finial & lined up. I could come down almost vertically with a mild
wind. Kolb limited there movement to much less, maybe 25 degrees? to keep
us out of trouble. I once took off with 45 degree deflection. Only a Kolb
could accomplish that stupid feet! Regarding positive reflex, I found
about 3-5 degrees gave a small increase in speed, but it only worked on the
high end of cruise. I read that if you positively reflexed the flaperons,
the you were effectively cutting out the area of your wing displaced by the
flaperons. Well on the UltraStar that was a significant percent. That gave
me an idea one day when I was stuck up in the air & could punch thru the
vortexes coming off the tree line of this airstrip aptly named Crosswinds. I
was low on fuel, it was extremely blustery & throwing me every which way
quite violently. I was ready to try making Ocala Airport when I decided to
try one more time. I put full six degrees positive reflex into the
flaperons, went to 65mph & popped right through the turbulence. I used that
technique many times since. I don't thinks it is an approved maneuver & I
have several expert guardian angels assigned to me I believe. The bottom
line is that flaperons change the coefficient of lift over the entire wing
unlike flaps, but at the cost of sacrificing some control, and adding to the
pilot workload perhaps more than flaps. If I ever build a wing again, I
will go with huge barn door flaps that can go 45 degrees & the outer third
will be flaperons that are limited to 25 degrees.
My bed is calling. Have fun. ....richard Swiderski
.........Rusty, why not fly up and we can chat about
some of your proposed SS changes.
| (RD) my original SS tests showed
| that the flaperons only decreased stall speed from 2-4 mph, which
just
| doesn't seem like a significant decrease to me.
IIRC the first time I flew the old red Kolb SS at Oshkosh some years
ago, it stalled clean at 40 IAS and about 36 with full flaperons.
That goes right along with Rusty's short test of his SS. I don't know
about the rest of you all, but a 11% decrease in stall speed is
significant to me.
The descent rate increases
| from "brick" to "cinder block", but "brick" is fast enough for my
needs.
I have been flying Kolb aircraft long enough now that power off decent
rate in these airplanes is "normal" to me. I do not see them dropping
like a rock, although someone with little or no experience in a Kolb
would certainly disagree with me.
| I also find the mechanism hard to reach, and use.
I never had a problem with the flaperon controls.
| (RD) As a side note. On my original SS, I tried setting up the
flaperons
| for 10 degrees of reflex. I didn't note any difference in the
cruise speed,
| but it had about a 10 mph impact in the stall speed.
Seems to me that 10 degrees of reflex would change the flaperons from
ailerons to spoilers. That is a significant amount of reflex. Might
have better results experimenting with aerodynamic changes by
approaching them slowly in small increments.
| Rusty (talking myself into removing the flaperon mechanism)
If one goes back through the Kolb Archives one will find a lot of
builders making significant changes to aircraft they have little or no
experience flying. My philosophy is to get some quality experience in
the make and model of aircraft you are building prior to deciding what
you are going to chop up and change.
The SS was a drastic change from the "normal" Kolb model. Not only
was the wing span shortened to 22', but a significant amount of
incidence was removed from the wings in order to get the tail boom of
the SS to fly in a level attitude at cruise speed. However, at slow
speeds near the stall, the tail droops to an uncomfortable attitude,
putting the SS in a nose high attitude. To correct for this, full
flaperons pull the nose down, leveling the SS. This was especially
important when flying in the traffic patterns at Lakeland and Oshkosh
with other airplanes which were flying much slower than the SS.
The reason for the long gear legs and nose high attitude of the SS on
the ground was to improve takeoffs by increasing wing angle of attack.
Flaperons help get the aircraft in a good attitude for a 3 point
landing. During flare, in ground effect with full flaperons, the
flaperons are probably increasing stall by much more than 4 mph. I
find the same thing true with my MKIII during the flare, in ground
effect, with full flaps.
The only down side to flaperons, that I have found over the years, is
a decrease in effectiveness of roll control at extremely slow speeds,
especially in turbulent air, like we find at Lakeland and Oshkosh
during the shows. At those times, it is adviseable to not use
flaperons and increase approach speed. I have found the same thing
true of the Firefly, hitting the flaperons stops several times while
attempting to land at Lakeland. I don't have that problem with the
Mark III with flaps and ailerons.
Hopefully, this email will make some kind of sense. I am still
working on my second cup of coffee, watching the rain drops fall.
john h
________________________________________________________________________________
| From: | Ted C <trc1917(at)direcway.com> |
Guess I gotta put my two cents in too. I do not have the time in the seat as John
H. or some others but I will tell you this. I have put a considerable amount
of time in my original firestar, challengers, rans coyote, rag and tubes and
such and have never had the NEED or understanding of flaps or flapperons --
until this summer. A heavy loaded SS landing high in the mountain thinner air,
hot, humid, on a slanted runway. Wow, what a ride. Had to land off to the
side of the guys working on the center of the runway, painting a bulls-eye for
bomb drops. I thought I was at a good landing speed but suddenly dropped, slid
and spun -- two and a half times around. Ended up traveling backwards right
past the guys working. Of course, when I stopped I quiped " just checking
the size of your circle". Yeah, right. They believed that, right. When we left
the valley, it took the longest take-off I have ever done and forever to climb.
From that point on I decided to learn to use the flapperons. There was
another SS with us and had no difficulty taking off. Now I am a believer. I
have removed and bent my lever twice now and will do it one more time for ease
of use. It is very hard to reach.
I have deployed them as hot as 80 IAS and in my turn for final but was told it
was better to wait until you are straighted out and on final around 70 IAS as
it was hard on the hinges. Still, deployed at 70 gives a positive dump of the
nose but with a simple pull of the elevator you are game. I can set down at
around 40 and still have control and authority, roll out is less than three
hundred feet. Love it. Even if some day I will have an emergency landing and
glide is important, flapperons wont help much but I can believe I can land in
a lot smaller area than most others and this may save my butt. Deployed at the
very last minute may make the difference between a thump or a bump. Gotta
keep the faith -- and the flapperons. Inexperienced but learning. Ted Cowan,
Alabama. Love that SS.
________________________________________________________________________________
| From: | "Bob and Jenn B" <tabberdd(at)hotmail.com> |
Is it acceptable to run 89 octane fuel in a 503 or should 91+ be used?
Bob
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Rotax Octane |
| Is it acceptable to run 89 octane fuel in a 503 or should 91+ be
used?
|
| Bob
Hi Bob/All:
Yes, you can run as low as 87 octane.
Only the 912ULS, 914, and 618 require minimum of 91 octane.
Wish I had know that when I was running 2 strokes and 912.
All these requirements are spelled out in operators manuals which are
available for viewing and download from this site:
http://www.kodiakbs.com/
Look on the left hand column for "Tech Info", click on it. Now, in
the left hand column, you have a choice of manuals for all the Rotax
engines.
Take care,
john h
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
I really do appreciate the flaperon comments. I can't say yet what I'll do
with mine though. The easiest thing is to leave them as they are, though I
need to bend one of the pp tubes slightly to keep it from constantly banging
against the cage. I could probably come up with a better mechanism for
deploying them if I really thought it was worth the effort. Need to think
about it some more.
Cheers,
Rusty (cancelled the white PolyTone, and UV blocker, and bought a nice HVLP
system)
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Rotax Octane |
87 or 89 is OK in a 503.
If you have a 532, it requires 91 octane
Richard Pike
MKIII N420P (420ldPoops)
>
>Is it acceptable to run 89 octane fuel in a 503 or should 91+ be used?
>
>Bob
>
>
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
Hello Bill,
Great to hear from you and thanks for sharing your experience.
Your E-mail brings up several good points and teaches us a lesson. I also had the
problem of finding wire small enough to clear that tiny idle jet orifice. One
strand from a piece of stranded copper wire did the trick for me. This is not
the first time I looked for extremely small wire for clearing jets. Small piano
wire may be available at the model airplane/hobby stores and I know that
some very small dia. stainless fishing leader is sold any place they sell serious
fishing tackle.
It doesn't take much to plug a small orifice so my current arrangement has a small
filter just upstream of each carburetor. Replacing them will be part of my
annual.
The dual gage carb balancing unit worked great but while I was using it I stood
on a footstool and leaned on one door a little too much and the windshield had
to be replaced. Ouch !!! Next time the doors come off before work starts.
Duane the plane Mitchell, Tallahassee, FL, Mk3/912, ~26 Hrs
From: Billie Futrell
Sent: Tuesday, December 07, 2004 10:06 PM
Subject: 912
Hey Duane,
I remember you were having a problem with your engine. I just want to tell
you about the experience I have had with mine. I took it out Sat. and it just
did not want to run over 3000 rpm. Static run-up WOT I was getting4800 rpm,
when I would do a mag check it would drop 6 to 800 rpm loss. I called Lockwood
and followed their inst. I took the carb bowls off and they were clean,I sprayed
carb cleaner in the carbs. Then I had a hard time getting it started, I guess
carb cleaner don't run very good. Well anyway I finally got it running and
did a static run-up. This time it ran worse, only 4800 rpm, when I did a mag
check it would loose so much rpm it would die and I thought it was going to shake
its self off the airplane. And it was the same on both mags.
Well another call to Lockwood and they said it was in the carbs. So I took
the carbs off and stated taking them apart to inspect them. the first one was
clean, absolutely nothing in it. The second one looked good to except the idle
jet part # 963-143. I could not see through it but it did not appear to be
blocked solid.That hole through it is so small, I think .009 thousands. I could
not get a needle through it, so I had a wire .015 and it was to big so I just
took air and blew it out. That was the only thing I found in both carbs.
Put it back together and did another run-up and it was smooth as silk, it went
right up to 5100 rpm, mag checks was only 50 rpm drop and was smooth in all
ranges.
Lockwood says that jet being blocked can affect both idle and full power and
believe me it will. It was so violent on mine I even checked to see if I had
any welds broken.
Hope this helps.
Bill Futrell
MK111xtra 912
Brooksville Fla
________________________________________________________________________________
| From: | "Bob and Jenn B" <tabberdd(at)hotmail.com> |
| Subject: | re: Rotax Octane |
Thanks John,
I went back to my original Rotax manual (1988) and read it differently this
time. It states 90 RON or 80 MON. Pump octane ratings are the average of
the two (RON+MON/2) so that would say 85 pump octane is acceptable. Regular
gas it is!
Bob
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Windshield Replacement |
| The dual gage carb balancing unit worked great but while I was
using it I stood on a footstool and leaned on one door a little too
much and the windshield had to be replaced. Ouch !!! Next time the
doors come off before work starts.
|
| Duane the plane Mitchell, Tallahassee, FL, Mk3/912, ~26 Hrs
Duane/Gang:
Please share with us how leaning on a door is requiring replacement of
the windshield?
Load that MKIII up this weekend and meet us at Doyle Langford's
flyin.. Going to be a great weekend for flying.
Take care,
john h
________________________________________________________________________________
| Subject: | Re: Off UL, An OF's Rant |
In a message dated 12/7/2004 8:57:55 P.M. Eastern Standard Time,
ronoy(at)shentel.net writes:
Pearl Harbor Day 2004
Our local fish-wrapper- The Astonisher & Daily Blatt aka The Winchester
Star went all out in remembering A Day of Infamy, with less than 8
column inches on pg. A5, below the fold yet--cobbed off The Washington
Post's equally
minuscule treatment on page A6. I reckon that's OK, since who among us
is still sound enough of mind to Remember Pearl Harbor--and who gives a
ratass besides? Pearl who?
It was after Sunday dinner (we had dinner at midday then) and my mother
was calling me to dry dishes, while my father was reading Time mag and
not really listening to the Crossly radio. Up in my room i was patiently
winding #30 SCC (single cotton covered) wire on an empty toilet paper
tube, as part of a short wave radio under construction. I had graduated
from high school and was a freshman in college.
I remember my father loudly exclaiming in German, when he wouldn't swear
in English: Gott im Himmel, the Japs have attacked Pearl Harbor! The
announcer on the old Blue Network said Pearl harbor was an island in the
Pacific that held a large U.S. Naval base. My mother was near tears
because her brother was Superintendent of Schools in the Philippines,
and a major in the Army Reserves. I was sent to Compton's Pictured
Encyclopedia (1928) to look up Pearl Harbor--to no avail--just Pearls
and Peary, Admiral. Dad went to his Webster's New International
Dictionary (1928) for more definitive information: Pearl Harbor, inlet,
6 m W Honolulu, Hawaiian Isls; pearls, U.S. Naval base.
Without television or instant communications, the public did not get the
full impact of the attack until much later, but then a wave of
patriotism rolled across the land, fueled by the increased scope of
information and pictures of the devastation. The populace was united in
their outrage.
I wanted to enlist immediately, to get my wings, and fight the Dirty
Japs. (I'll be heartily chastised for this characterization, but that
was then, this is now) My father opined that while we weren't yet at
war, it should be over soon since the Japs were not thought to have a
large war machine. So I stayed a civilian, but did get work as a welder
in the Chicago area, welding tank turrets and destroyer escorts. In
December 1942 I enlisted in the Navy V-5 Aviation Cadet flight training
program, learned to fly The Navy Way.
I Remember Pearl Harbor.
Bob N.
A soft salute to all the old boys
http://www.angelfire.com/rpg/ronoy
yer a good writer, bob....or Grey Baron
this was VERY interesting to me in particular as I have just finished a
class put on by Col. Jim Page ret who was actually in Pearl Harbor when it was
hit, and I belong to a group called the Hangar Flyers down here in The Villages
in Florida and many of them have personal stories about the Big One....wwII.
George Randolph
firestar driver from the villages, fl
________________________________________________________________________________
| Subject: | Re: UL: Off UL, An OF's Rant |
In a message dated 12/7/2004 9:59:41 P.M. Eastern Standard Time,
ronoy(at)shentel.net writes:
--> Kolb-List message posted by: "Bob N."
Errror, error.
Crossly should be Crossley. Dang sorrowful acct that.
dope-slapping.
Bob N.
do not archive
doworryaboudit. I remember that radio
George R
________________________________________________________________________________
| From: | Lee.Creech(at)ky.gov |
While low-octane ("regular") is technically acceptable, this assumes ideal
circumstances. According to the (mis?)information I've heard, there may be
some other considerations: (1) Gas that has been sitting around for awhile
will tend to have a lower effective octane than its nominal rating. (2) Any
significant degree of carbon buildup in the combustion chamber will increase
the compression ratio, and thereby raise the octane requirement of the
engine. Given these possibilities, my policy has been to use mid-grade fuel
in summer, and top grade in winter, when it tends to sit around in my cans
and tanks longer before being used. For what it's worth. :)
Lee
-----Original Message-----
From: Bob and Jenn B [mailto:tabberdd(at)hotmail.com]
Subject: Kolb-List: Rotax Octane
Is it acceptable to run 89 octane fuel in a 503 or should 91+ be used?
Bob
advertising on the Matronics Forums.
________________________________________________________________________________
| From: | "kfackler" <kfackler(at)ameritech.net> |
| Subject: | Re: Rotax Octane |
>> Is it acceptable to run 89 octane fuel in a 503 or should 91+ be used?
The local Authorized Rotax Repair chap, Steve Adamczak, just returned from
his re-certification this last weekend. As it turns out this topic was
covered in considerable depth during the workshop and he shared the "Rotax
recommendation" with me over dinner last night. For a whole host of reasons,
this was "if you're going to burn it TODAY, buy the low grade. It's not only
cheaper, but the engine was designed for it and you'll get better temps and
power. However, if you're going to let it sit for -any- length of time,
purchase the HIGH grade. And NEVER buy fuels with known components of
alcohol."
I've asked Steve to consider doing a presentation on this topic to our local
flying club sometime in the near future.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Re: Windshield Replacement |
Hello-o-o John H. et al,
When I started the Carb. Sync. procedure I opened the left door all the way, stood
on a stepstool located just forward of the main gear and leaned against the
door and reached over the wing to make the adjustments. When I finished both
the center section windshield and the left door had cracks radiating in all directions
from their hinge rivets. I replaced the door last week and am now making
the new windshield. The next time I do the Carb. Sync. procedure the door
comes off first.
I have Xmas company coming in tomorrow but may get a time break during the confusion.
Where is the flyin going to be?
Duane the plane Mitchell, Tallahassee, FL, Mk3/912
----- Original Message -----
From: John Hauck
To: kolb-list(at)matronics.com
Sent: Wednesday, December 08, 2004 1:35 PM
Subject: Kolb-List: Windshield Replacement
| The dual gage carb balancing unit worked great but while I was
using it I stood on a footstool and leaned on one door a little too
much and the windshield had to be replaced. Ouch !!! Next time the
doors come off before work starts.
|
| Duane the plane Mitchell, Tallahassee, FL, Mk3/912, ~26 Hrs
Duane/Gang:
Please share with us how leaning on a door is requiring replacement of
the windshield?
Load that MKIII up this weekend and meet us at Doyle Langford's
flyin.. Going to be a great weekend for flying.
Take care,
john h
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I hope Dennis doesn't mind me jumping in like this, but when I visited him
in his mountaintop aerie in New Mexico, I took some pics of his panel. He
did a beautiful job, and made an awkward job look simple. I'd thought of
something like this myself, and came up with some weird and wonderful
contraptions, but nothing useful. Built my panel with some compromises, and
then, much later, ran into Dennis' effort. I like it much better than my
own, but I ain't going thru all that again. Take a look at:
http://www.tempics.homestead.com/files/down1.jpg
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: RE: Kolb-List: Re: SS rework
>
>
> My panel is 6 inches closer to me, AND it's hinged at the bottom, allowing
> it to easily swing down and provide open access to all the backs of the
> instruments, wiring, etc.
>
> (RD) Thanks Dennis. I looked through the archives, and found some folks
> describing the same sort of mod that you did. As they say though, a
> picture
> is worth a thousand words. The only downside to Matt's excellent list is
> that you can't include photos directly, and the links provided in the
> archive posts have long expired. Do you, or anyone else have a picture of
> the mod you did?
>
> (RD) On the same subject, I recall that Kolb used to sell a sub panel that
> essentially did what we're talking about. Is that still available
> anywhere?
>
>
> (RD) I just checked, and found that I'd need an extension of 9 or 10
> inches
> to put the panel at normal arm's reach. Rather than keeping it all under
> the canopy of the SS, I might even consider shortening the canopy to match
> where the panel ends up. Hmmm, lot's to consider.
>
> Thanks,
> Rusty (mentally firing up the TIG welder)
>
>
>
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
I hope Dennis doesn't mind me jumping in like this, but when I visited him
in his mountaintop aerie in New Mexico, I took some pics of his panel.
(RD) What a great idea! I've been mentally making this a lot harder than
it had to be. I can easily see a version of this idea in the SS. Thanks
for the pic. You may have saved Dennis some time :-)
Rusty (cleaned out the garage, ready to get started)
________________________________________________________________________________
| Subject: | Re: Rotax Octane |
In a message dated 12/8/2004 10:35:27 AM Eastern Standard Time,
tabberdd(at)hotmail.com writes:
Is it acceptable to run 89 octane fuel in a 503 or should 91+ be used?
I [& many others] have been running 87 octane for hundreds of hours with no
problems. Will start using 89 octane in the summer, though.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Rotax Octane |
(1) Gas that has been sitting around for awhile
will tend to have a lower effective octane than its nominal rating. >>
Hi all,
regarding `gas sitting around`. I found this year after a lot of prop
swinging that it actually loses its explosive capacity completely and the
engine will not start.
After trying all remedies to start up the 503 after the winter lay up. I
drained the tank and replaced the fuel. Fired at first pull. A friend in the
oil industry told me `it doesn`t keep like it used to`.
Cheers
Pat
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
| Subject: | Re: Kolb-List Digest: 22 Msgs - 12/08/04 |
> Anyone know what fed regs there are requiring display of ingredients
on mogas pumps?
-----------------------
it seems to me that the reg is they have to post alcohol at 10% and above.
dont take this as 100% garranteed......but that is what i remember.
it is easy to test for..... put water in a jar and mark the level.....
add some gas, an equal amount to the water, then put the lid on and shake.
let it settle.... if the water level has increased that will be the amount
of alcohol in the gas.
boyd
________________________________________________________________________________
| Subject: | 912 carb balance with vacuum gauges |
| From: | Erich_Weaver(at)URSCorp.com |
12/09/2004 02:01:14 PM
3.60 ALT_MED Misspelled medication name
Duane et al:
I have found that when balancing the 912 carbs, being able to operate the
vacuum gauges with the engine running is very useful. This can be done in
my Mrk III by removing the between-the-wings gap seal, hooking up the
gauges so that they hang down partially into the cockpit, then starting the
engine (plane tied down of course) and carefully standing up, so that one
foot is on each seat and your head pokes up through the center section.
From there, you can make carb adjustments with the engine running and get
simultaneous feedback from both the gauges and the engine sounds. A
careful tap of the foot can adjust the throttle. Takes a little care, and
getting your head up through the gap seal is a bit awkward, but once there,
this method has worked well for me. So far, no door replacements : )
On a different thread, there has been discussion of methods to extend the
instrument panel. Thats fine, but for me the only instrument I want to be
able to reach is my EIS. An alternative to extending the panel is to
install remote buttons for the EIS, which could be placed right below the
seat. I believe Grand Rapids Technologies can set you up with this system.
I personally have not yet done this, but I believe there are others that
have - perhaps someone could report back with a price and their level of
satisfaction
regards,
erich weaver
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
| Subject: | 912 carb balance with vacuum gauges |
It's from this group that I first learned about the remote button leads
for
the EIS, even though I'm a dealer for them. I've started equipping Titans
with them, since they have a similarly small panel that's difficult to
reach. There is no cost from GRT when adding this option to their EIS.
I wired 2 of the 3 buttons up to a G-107 stick grip, which has a total
of 5
function buttons. See
http://www.ultrafunairsports.com/TitanSS/panelfinished.jpg for a picture. I
used the top 2 momentary buttons on the grip for the 2 left button
functionss on the EIS. This gives me the ability to acknowledge the big red
light if I need to, and cycle back and forth among the pages.
I used the other 4 buttons for flaps and in-flight prop, along with the
forward button for PTT. If you didn't have a use for those 4 buttons, a
G-105 grip is the same, but doesn't have the two top bottons. You could
wire 3 of the 4 buttons for full functionality of the EIS.
Hope that helps,
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/
> On a different thread, there has been discussion of methods to extend the
> instrument panel. Thats fine, but for me the only instrument I want to be
> able to reach is my EIS. An alternative to extending the panel is to
> install remote buttons for the EIS, which could be placed right below the
> seat. I believe Grand Rapids Technologies can set you up with
> this system.
> I personally have not yet done this, but I believe there are others that
> have - perhaps someone could report back with a price and their level of
> satisfaction
>
> regards,
>
> erich weaver >
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Rotax Octane |
If what your doing is working, why change. According to the manufacturer
operating manual 87 octane is fine. Running the higher octane level
increases the chance of your getting alcohol blended in as octane
booster. I run 87 unless I have reason to belive the fuel may set for a
while then I buy the 91/93 grade. I also use stabilizer which does make a
difference if it sits in the can or the tank a while before the next flight.
jerb
>
>In a message dated 12/8/2004 10:35:27 AM Eastern Standard Time,
>tabberdd(at)hotmail.com writes:
>Is it acceptable to run 89 octane fuel in a 503 or should 91+ be used?
>
>I [& many others] have been running 87 octane for hundreds of hours with no
>problems. Will start using 89 octane in the summer, though.
>
>Howard Shackleford
>FS II
>SC
>
>
________________________________________________________________________________
| From: | "Jon Croke" <jon(at)joncroke.com> |
| Subject: | Rotax 912 startup procedure |
Just got back from one of those Rotax 4 stroke seminars (3 day) held at LEAF in
Wisconsin.
Wanted to share a tip I never heard before for ALL 912S owners. This is from Eric
Tucker, the Kodiak distributor rep:
IF you are still fighting violent engine shake at startup (important: assuming
you have the HD starter and slipper clutch already), then try the following:
TURN OFF one of your Mag circuits instead of turning them both on like you usually
do. Once the engine starts, THEN turn it on!
This technique has apprarently been met with great success in reducing the shakes
at startup. The theory is that a single mag retards the timing by just a little.
When shutting down, you can reverse the procudeure (shut off one mag), then the
the other. (if you are having shakes at shutdown) (I'm not referring to the shakes
you might get from experiencing one of my STOL 'in the tree' landings!)
This is not an official Rotax procedure, just a technique that has worked well
in the field. F W I W
Another 'news to me' thing is that there is a brand new carb socket introduced
by Rotax a month or two ago... harder rubber composition, NOT a mandatory replacement,
tho.
Jon Croke
Firestar SOLD (but cant come to remove myself from the KOLB list)
www.CH701.com
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Rotax Octane |
>
>If what your doing is working, why change. According to the manufacturer
>operating manual 87 octane is fine. Running the higher octane level
>increases the chance of your getting alcohol blended in as octane
>booster. I run 87 unless I have reason to belive the fuel may set for a
>while then I buy the 91/93 grade. I also use stabilizer which does make a
>difference if it sits in the can or the tank a while before the next flight.
>jerb
Jerb,
I have been using Opti II two cycle engine oil. It comes with a stabilizer added.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Chuck Riley" <riley.nancy(at)comcast.net> |
,
, ,
, ,
| Subject: | Fw: Rotax Price Increases |
Subject: Rotax Price Increases
Thought you might find it interesting how the dollar decline is affecting our avocation.
JJ & CR
Sportplanes of Central California
Doug,
FYI, The increase is 4% for Rotax only. The actual price is increasing a total
of between 15-20% (including the 4%) due to the Euro/US dollar ratio. That
will add a good $2500 to the cost of a 912S. Yikes! Jim
Jim Ratte
Recreational Mobility
> We have been advised through our engine suppliers that Rotax is increasing
> all prices on engines sold in the United States by 4% PLUS an adjustment
> for the Dollar to Euro ratio.
>
> At a minimum, this is a $500 increase on 912 engines, probably more. The
> actual price will depend on when the engines are ordered by the OEMs from
> Rotax. The pricing is likely to change daily.
>
> All this takes place January 1.
>
> So if you are planning to build a Sky Ranger with a Rotax engine in the
> near future, NOW is probably the time to buy one. You will have to get
> the entire amount to us by the end of THIS month. > .
>
> I also expect an increase in Sky Ranger kits around the first of the year,
> so you may wish to lock in your kit price with a $2,000 deposit also.
> Thanks to great sales in Europe we are looking at 8-10 weeks for delivery
> to the U.S.
________________________________________________________________________________
| From: | "Chuck Riley" <riley.nancy(at)comcast.net> |
| Subject: | Fw: Rotax Price Increases |
Thought you might find it interesting how the dollar decline is affecting our avocation.
JJ & CR
Sportplanes of Central California
Doug,
FYI, The increase is 4% for Rotax only. The actual price is increasing a total
of between 15-20% (including the 4%) due to the Euro/US dollar ratio. That
will add a good $2500 to the cost of a 912S. Yikes! Jim
Jim Ratte
Recreational Mobility
> We have been advised through our engine suppliers that Rotax is increasing
> all prices on engines sold in the United States by 4% PLUS an adjustment
> for the Dollar to Euro ratio.
>
> At a minimum, this is a $500 increase on 912 engines, probably more. The
> actual price will depend on when the engines are ordered by the OEMs from
> Rotax. The pricing is likely to change daily.
>
> All this takes place January 1.
>
> So if you are planning to build a Sky Ranger with a Rotax engine in the
> near future, NOW is probably the time to buy one. You will have to get
> the entire amount to us by the end of THIS month. > .
>
> I also expect an increase in Sky Ranger kits around the first of the year,
> so you may wish to lock in your kit price with a $2,000 deposit also.
> Thanks to great sales in Europe we are looking at 8-10 weeks for delivery
> to the U.S.
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Fw: Rotax Price Increases |
The actual price is increasing a
> total
> of between 15-20% (including the 4%) due to the Euro/US dollar ratio.>>
Hi all,
just thought I would gloat a little as I am on the good end of the exchange
rate and my 111Extra is at this moment in mid Atlantic on its way to
Liverpool on the 22nd. That is if a U boat doesn`t intercept.
The good price is of course considerably dented by the horrendous transport
and insurance charges.
Roll on Christmas.
Cheers
Pat
________________________________________________________________________________
| From: | Ted C <trc1917(at)direcway.com> |
I have a reversed fan blade for the cuyunna engine for those who wish a tractor
blade such as a mini max or whatever. Make me an offer. Ted Cowan, Alabama
________________________________________________________________________________
Hi to all,
Yesterday Bryan Melborn successfully hopped the Firefly #007 on floats. After
that I jumped in and sped around doing step taxi turns but no hops. We had a
front moving in on us and a lake lacking generous size. With the recent loss
of our friend Norm we opted to wait for better weather and a larger lake.
Bryan and I both agreed that the "WetFly" handled like a pussycat We have been
successful in keeping Part 103 weight limitations.
My float experiance is limited to a cub with an 85hp cont. The firefly is
about 10 times easier.I will try to post some pictures later today
Steve Boetto
WetFly #007
Got it wet!
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
| Subject: | eis remote switches |
On a different thread, there has been discussion of methods to extend the
instrument panel. Thats fine, but for me the only instrument I want to be
able to reach is my EIS. An alternative to extending the panel is to
install remote buttons for the EIS, which could be placed right below the
seat. I believe Grand Rapids Technologies can set you up with this system.
I personally have not yet done this, but I believe there are others that
have - perhaps someone could report back with a price and their level of
satisfaction
regards,
erich weaver
--------------------------------
the eis that i bought had the wires for the remote switches installed.... if
i remember there was no documentation for the wires but with a phone call i was
able to get an email with attachment with full instructions. i placed the
remote swithces directly overhead in a control box. the control box has my
kill swithces, fuel pump swithc, starter, eis power and remote buttons, master
switches, fuse pannel. it is all very handy.
boyd
________________________________________________________________________________
DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=s1024; d=yahoo.com;
b=ytHmtkpGifBNhq4L1Z2vXNnVb8ryguWQ0sEiY729um0F0fmBrW0xwt1aoGwD2qheFDTEpTm2buJElB53L1bhe5TBCzR0zIKp4TZEyYLHgW9JL7cyovLQkDGnk1lsK++kSYsVqnWEOqibDocKWwQic10a1cdNiTTXXd6cy/wh+Gg;
| From: | "David M. Lehman" <kolbypilot(at)yahoo.com> |
| Subject: | Kolb Ultrastar Group... |
There was a request to start an Ultrastar list/group,
so I did...
http://groups.yahoo.com/group/KolbUltrastar
By starting this group, I have no intention to detract
from this list, but to supplement it with
Ultrastar/Flyer specific information...
Regards...
David
__________________________________
________________________________________________________________________________
bout as fer as a scart Bullfrog
________________________________________________________________________________
| From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
| Subject: | Re: Kolb Ultrastar Group... |
David,
Thank you very much. Count me in.
Dale Sellers, 60yrs old so far.
Georgia Ultra Star
----- Original Message -----
From: "David M. Lehman" <kolbypilot(at)yahoo.com>
Subject: Kolb-List: Kolb Ultrastar Group...
>
> There was a request to start an Ultrastar list/group,
> so I did...
>
> http://groups.yahoo.com/group/KolbUltrastar
>
> By starting this group, I have no intention to detract
> from this list, but to supplement it with
> Ultrastar/Flyer specific information...
>
> Regards...
>
> David
>
>
>
> __________________________________
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Kolb Ultrastar Group... |
If everyone would like, I would be more than happy to start up such a list
here on the Matronics servers. I have model-specific lists for all of the
RV-series of aircraft, for example. Please let me know if this is what the
Kolb Listers would like.
A couple of months back, there was a discussion on the Zenith List here
about a model-specfic lists. I created a web-based survey form to poll all
of the members of the Zenith-List to see what the consensus was on adding
model specific lists. For the Zenith-List, the over-whelming response from
the poll was to keep it a single list. Might be different for the Kolb-List.
If people are interested, I will setup a poll for the Kolb-List this weekend.
Please, let's not fracture the discussions across two different systems!
Please let me know how I can make this operation serve your needs better.
Matt Dralle
Matronics List Administrator
At 08:07 AM 12/10/2004 Friday, you wrote:
>
>David,
>
>Thank you very much. Count me in.
>
>Dale Sellers, 60yrs old so far.
>Georgia Ultra Star
>----- Original Message -----
>From: "David M. Lehman" <kolbypilot(at)yahoo.com>
>To:
>Subject: Kolb-List: Kolb Ultrastar Group...
>
>
> >
> > There was a request to start an Ultrastar list/group,
> > so I did...
> >
> > http://groups.yahoo.com/group/KolbUltrastar
> >
> > By starting this group, I have no intention to detract
> > from this list, but to supplement it with
> > Ultrastar/Flyer specific information...
> >
> > Regards...
> >
> > David
> >
> >
> >
> > __________________________________
> >
> >
> >
> >
> >
> >
> >
>
>
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb Ultrastar Group... |
Thanks Matt:
Kolb people do not segregate themselves by model at our flyins,
especially the Kolb Homecoming the last weekend of September every
year.
In my last email I stated the Kolb List traffic had been slim to none
lately. On one occassion, a few days ago, I did not receive a msg
from the Kolb List for more than 24 hours. For a little while,
thought I had been ambushed.
I have no reason nor desire to stop anyone from starting up a new
List. That is each individual's choice. However, most of us on this
List have special experience with most of the models discussed here.
If I can be of assistance to anyone on the US, FS, and MKIII, or any
of the other remaining Kolb models I have had the opportunity to fly,
please let me know. One of the primary reasons for this List is to
help others before they experience the same mistakes of those who have
gone before them.
Take care,
john h
----- Original Message -----
From: "Matt Dralle" <dralle(at)matronics.com>
Subject: Re: Kolb-List: Kolb Ultrastar Group...
|
| If everyone would like, I would be more than happy to start up such
a list
| here on the Matronics servers. I have model-specific lists for all
of the
| RV-series of aircraft, for example. Please let me know if this is
what the
| Kolb Listers would like.
|
| A couple of months back, there was a discussion on the Zenith List
here
| about a model-specfic lists. I created a web-based survey form to
poll all
| of the members of the Zenith-List to see what the consensus was on
adding
| model specific lists. For the Zenith-List, the over-whelming
response from
| the poll was to keep it a single list. Might be different for the
Kolb-List.
|
| If people are interested, I will setup a poll for the Kolb-List this
weekend.
|
| Please, let's not fracture the discussions across two different
systems!
|
| Please let me know how I can make this operation serve your needs
better.
|
| Matt Dralle
| Matronics List Administrator
|
|
| At 08:07 AM 12/10/2004 Friday, you wrote:
| >
| >David,
| >
| >Thank you very much. Count me in.
| >
| >Dale Sellers, 60yrs old so far.
| >Georgia Ultra Star
| >----- Original Message -----
| >From: "David M. Lehman" <kolbypilot(at)yahoo.com>
| >To:
| >Subject: Kolb-List: Kolb Ultrastar Group...
| >
| >
| > >
| > > There was a request to start an Ultrastar list/group,
| > > so I did...
| > >
| > > http://groups.yahoo.com/group/KolbUltrastar
| > >
| > > By starting this group, I have no intention to detract
| > > from this list, but to supplement it with
| > > Ultrastar/Flyer specific information...
| > >
| > > Regards...
| > >
| > > David
| > >
| > >
| > >
| > > __________________________________
| > >
| > >
| > >
| > >
| > >
| > >
| > >
| >
| >
|
|
| Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
| 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
| http://www.matronics.com/ WWW | Featuring Products For Aircraft
|
|
|
|
|
|
|
|
|
|
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Kolb Ultrastar Group... |
Every time I join a Yahoo group I start getting tons of junk e-mail.
My opinion is Yahoo sells e-mail lists to spamers.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of David M. Lehman
Subject: Kolb-List: Kolb Ultrastar Group...
There was a request to start an Ultrastar list/group,
so I did...
http://groups.yahoo.com/group/KolbUltrastar
By starting this group, I have no intention to detract
from this list, but to supplement it with
Ultrastar/Flyer specific information...
Regards...
David
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | Rotax 912 startup procedure |
IF you are still fighting violent engine shake at startup (important:
assuming you have the HD starter and slipper clutch already), then try the
following: TURN OFF one of your Mag circuits instead of turning them both on
like you usually do. Once the engine starts, THEN turn it on!
(RD) Thanks for the comments Jon. I've got a lot to learn about the 912S
on the SS that I'm rebuilding. I do know that it's a violent beast if you
don't get the rpm up immediately on startup. I saw a service bulletin about
the HD starter option, but don't have any idea what a "slipper clutch" is at
the moment.
(RD) I still REALLY want to use a rotary engine on the SS, but can't bring
myself to abandon a 230 hour 912S engine that's already been mounted. Sure
hope no one makes me an offer I can't refuse for the engine :-)
Cheers,
Rusty (gotta go visit the local single rotor guru)
________________________________________________________________________________
| From: | "Bill Woods" <kolbpilot(at)msn.com> |
________________________________________________________________________________
Group
Here is a pic of my Firefly minus gap seal. Wish the sun was shining
like that today.
http://www.ofoto.com/PhotoView.jsp?&collid=58109565107&photoid=4810956510
7
Also a pic of my Mountain bike brakes is there also after I made a new
axle socket and before I painted same Herb
http://www.ofoto.com/PhotoView.jsp?&collid=58109565107&photoid=9810956510
7
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Re: eis remote switches |
My solution to the EIS switch location was to make a small console and panel located
on the floor board just ahead of the dual control linkage. I did not locate
the switches under the left seat because I wanted to be able to see them.
Also I did not want to extend the wires to another location because splicing just
adds to the number of connections in the system and reduces the overall reliability.
The master switch and Mag switch were also located on the new panel.
The photo below shows the new location.
The best part is that it works.
Duane the plane Mitchell, Tallahassee, FL, Mk3/912
----- Original Message -----
From: boyd young
To: Kolb-List Digest Server
Sent: Friday, December 10, 2004 10:30 AM
Subject: Kolb-List: eis remote switches
On a different thread, there has been discussion of methods to extend the
instrument panel. Thats fine, but for me the only instrument I want to be
able to reach is my EIS. An alternative to extending the panel is to
install remote buttons for the EIS, which could be placed right below the
seat. I believe Grand Rapids Technologies can set you up with this system.
I personally have not yet done this, but I believe there are others that
have - perhaps someone could report back with a price and their level of
satisfaction
regards,
erich weaver
--------------------------------
________________________________________________________________________________
| From: | "Bill Woods" <kolbpilot(at)msn.com> |
Rusty & Richard,
The difference in SS landing gear was the axle fitting. I put 2 calipers on
each side for added braking and the axle bolt was ripping the axle attach
tube. I showed this to TNK and they made me a special gear with thicker
bottoms. The first buyer of the SS was from Texas. He landed in strong winds
and let the right wing and stab contact the runway scraping the covering
away. I bought it back at a reduced price and recovered and repainted right
wing & stab to keep it from looking patched up. Yes it was a pain in the
rear to paint back all those colors but I couldn't have it looking patched
up. I never repaired anything in the tail but heard through the grapevine
that the second buyer ground looped it. I loved that little plane but was
starting to do aerobatics it wasn't designed for so sold it and bought a
Decathlon.
Bill Woods
P.S. I'll try to post a photo when it was new.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I don't know if it's just me, Herb, but I just get blank pages when those
links open. Anyone else ?? Lar. Do
not Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: <herbgh(at)juno.com>
Subject: Kolb-List: Re: Firefly Pic
>
> Group
>
> Here is a pic of my Firefly minus gap seal. Wish the sun was shining
> like that today.
> http://www.ofoto.com/PhotoView.jsp?&collid=58109565107&photoid=4810956510
> 7
>
> Also a pic of my Mountain bike brakes is there also after I made a new
> axle socket and before I painted same Herb
>
>
> http://www.ofoto.com/PhotoView.jsp?&collid=58109565107&photoid=9810956510
> 7
>
>
>
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
The difference in SS landing gear was the axle fitting. I put 2 calipers on
each side for added braking and the axle bolt was ripping the axle attach
tube. I showed this to TNK and they made me a special gear with thicker
bottoms.
(RD) One sign of a good company is that they learn, and improve their
products. I just received two new gear legs from TNK, and you'll be happy
to know that they seem to have adopted the heavy duty axle fitting as
standard. Richard, FYI, the axle fitting tube is 1" OD on the later gear.
The first buyer of the SS was from Texas. He landed in strong winds
and let the right wing and stab contact the runway scraping the covering
away. I bought it back at a reduced price and recovered and repainted right
wing & stab to keep it from looking patched up.
(RD) Thanks for the rest of the history Bill. Sounds like the plane's had a
hard life, and it makes me feel that much better about taking it all apart
to rebuild it. I've already found a couple broken welds in the fuselage
cage, so I'll get to play with my TIG welder some more :-)
I loved that little plane but was starting to do aerobatics it wasn't
designed for
(RD) Shame on you :-) Thanks for testing it so thoroughly. That's one of
the reasons I'm very comfortable removing the BRS.
(RD) Thanks again for the comments Bill. Always good to hear from you.
Cheers,
Rusty
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 07:54 PM 12/10/2004, you wrote:
> I loved that little plane but was
>starting to do aerobatics it wasn't designed for so sold it and bought a
>Decathlon.
>Bill Woods
>P.S. I'll try to post a photo when it was new.
I got an old one.
http://www.matronics.com/photoshare/possums@mindspring.com.12.14.2001/LetMeOut.jpg
http://www.matronics.com/photoshare/possums@mindspring.com.05.31.2002/FlyFishin.jpg
________________________________________________________________________________
Guys
that is what happend. the last digit wrapped on me. Here is the album.
Herb
http://www.ofoto.com/AlbumMenu.jsp?&view=1
I hope.
________________________________________________________________________________
| From: | "Bob and Jenn B" <tabberdd(at)hotmail.com> |
| Subject: | RE: Kolb-List Digest: 48 Msgs - 12/10/04 |
Having a Matronics Rotax list and Cayuna list may not be a bad idea. Then
we can get everyones input regardless of what airplane the engine is on.
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
David M. Lehman wrote:
>
>Something about a "hornet's nest" here...
>
>I started the other group because I thought people
>wanted it, if not, I'll gladly close it and save me
>the work...
>
>Just let me know...
>
>Regards...
>
>David
>
I have no dog in this hunt (don't even own an ultralite yet) but I
signed up to learn about Kolbs. My personal preference is to have it all
in one place. I do own an RV-4 & I had to sign up for 4 or 5 RV-x lists
to catch all relevant RV info. When RV guys have a question, they will
typically post to the general list and to the list that's specific to
their model. Most 'listers' do what I do & subscribe to the general list
+ their model, so they get to read a LOT of messages twice (or 3 or 4
times).
FWIW,
Charlie
(Will Rusty's rotary powered SS be able to pass the BUC test?)
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | new lists was Cuyunas |
Charlie
(Will Rusty's rotary powered SS be able to pass the BUC test?)
------------------------
(RD) You're treading on dangerous ground here Charlie :-)
(RD) FWIW, I agree with keeping everything on one list. I was a member of
the RV list when all the model specific lists came out. As Charlie pointed
out, you have to go to the main list if you have a question that's common to
all the models. If you have a model specific question, you can try the
specific list, but many people don't choose to be on the specific lists, so
you often end up going to the main list anyway. It sounded like a good
idea, and I might have even voted to do it when the question was originally
asked, but I don't think the specific lists are the best solution.
(RD) The various Kolb models are built almost the same, so almost any
building topic can be relevant to everyone. The Kolb list isn't all that
busy, and since it's plain text, and no pictures, it doesn't even consume
that much time to download for dialup folks. As long as you put enough info
in the subject line to let people know what the post is about, they can make
a quick decision to read it, or skip it.
Cheers,
Rusty (don't ask about BUC, and no one gets hurt)
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | Fair price for used 912S? |
Thanks for the info JD. Did I understand correctly that the price you
mentioned was for your engine only, not the coolers, exhaust, etc? BTW,
that's a mighty fine looking Titan :-)
When I was planning to build another SS (not Super Stretch ), I had
pretty much decided on the 912, rather than the 912S. Either is plenty of
power for a SS, and the 912 was cheaper, and burns 87 octane. As for the
trade, I don't think that's really what I'm shooting for at the moment. The
choice between 912 and 912S was tight for me, and since I have the 912S
already, I'll keep it if I decide to stay with the Rotax. I just can't get
this rotary thought out of my head, and think it might be worth selling the
912S to follow my obviously masochistic tendencies :-)
Cheers,
Rusty (hope I don't end up taking as long as Richard )
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Fair price for used 912S? |
. I just can't get
> this rotary thought out of my head, and think it might be worth selling
> the
> 912S to follow my obviously masochistic tendencies :-)
>
> Cheers,
> Rusty
Rusty,
A 912S in hand versus a rotary conversion in the bush?
That is somewhat beyond masochistic tendencies! ;-)
You may want to seek help.
Denny Rowe
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
Just wondering why we havn't heard from Don G for a while?
You still out there pal? I lost my address book a while back so I can't check
with you off list.
I'll bet you're deep into another flying project by now.
OK, out with it, what are you up to?
Denny Rowe
________________________________________________________________________________
| From: | "Bob and Jenn B" <tabberdd(at)hotmail.com> |
| Subject: | Aileron gap seals |
For those that have used dacron sail repair tape for your gap seals, did you
use the 2" or could you find 3" somewhere? Does 2" tape give enough surface
area to remain sticking or should I just use 3" book-binding tape?
Bob Bennethum
________________________________________________________________________________
| Subject: | [ Bill Woods ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Bill Woods
Subject: Slingshot
http://www.matronics.com/photoshare/kolbpilot@msn.com.12.11.2004/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: | Re: Flying on the Cheap |
In a message dated 12/11/2004 11:54:42 A.M. Eastern Standard Time,
jbhart(at)ldd.net writes:
If I had to rank personal possessions, the FireFly would rank up at the top.
Why? If I get in a mean and ugly mood, my wife just tells me to go fly. A
half an hour in the air a week keeps me smoothed out and happy. The cost is
equivalent to taking Prozac, and it is much more fun. Also, there is hope
for me. I still have my pilot log books and, as I understand it, those
hours are good toward the sport pilot certificate. I will have to book up.
Nothing written on this list can force you to do anything but what you
already want to do. You guys hang in there.
Jack B. Hart FF004
Jackson, MO
do not archive
Wow! what a great letter!! Jack, not in a million years would I have thought
that that letter was yours until I saw your name at the bottom. (I missed
the "from" line) You most certainly have come a long way since those early
years, since I look at your posts as one of the "heavies" on this list.
Thanks for touching earth for the moment. As usual I agree with your request
for everyone to stay on one list.....after all...isn't that why it is
soooooo great?
yours in aviation
George Randolph
Firestar driver from The Villages, Fl
________________________________________________________________________________
| Subject: | [ Richard Swiderski ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Richard Swiderski
Subject: Pictures of Differential Braking System
http://www.matronics.com/photoshare/rswiderski@earthlink.net.12.11.2004/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: | [ Steve Boetto ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Steve Boetto
Subject: First test flights of "WetFly #007
http://www.matronics.com/photoshare/N27SB@aol.com.12.11.2004/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:
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2) Your Full Name:
3) Your Email Address:
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Email the information above and your files and photos to:
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________________________________________________________________________________
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| From: | WADE LAWICKI <wlawicki(at)yahoo.com> |
| Subject: | used firestar 2 tail heavy |
im the proud owner of a used firestar 2 and new to the list, after w&b i have a
tail heavy problem, i know this is common as that im #166, so i need advice from
the seasoned FS 2 pilots on how to minimize the nose weight i need and any
other suggestions about upgrades or things i should be looking at.
thanks for your help, great group!
---------------------------------
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | [ Steve Boetto ] : New Email List Photo Share Available! |
Looks great Steve. I know those floats must be lighter than they appear.
What did they end up weighing?
Cheers,
Rusty
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | used firestar 2 tail heavy |
im the proud owner of a used firestar 2 and new to the list, after w&b i
have a tail heavy problem, i know this is common as that im #166,
------------------
(RD)
Welcome Wade.
I don't mean to insult you by asking this, but since I don't know how
familiar you are with doing W&B measurements, please forgive me. When you
weighed the plane, did you have it in a level flying attitude? It's fairly
common for people to weight the plane with the tailwheel on the ground, and
report that it's tail-heavy. That being said, it's also not uncommon to
really be tail-heavy. Just trying to determine which category this falls
into.
If you really are tail-heavy, the best thing to do is remove weight at the
tail if possible. There's not a lot of optional items back there, but if
the plane has a heavy full swivel tailwheel, you could possibly switch back
to something lighter.
Do you have a battery, or any other item in the rear of the cage that can be
moved to the nose? You could possibly move yourself forward an inch or two
with a thick seatback if that helps the numbers.
As a last resort, you may have to add weight to the nose. The farther
forward the better of course. Both Slingshots are in this same CG
condition, and I used to joke about buying some ankle weights for anyone
light who wanted to fly it, and I was only half kidding :-)
Cheers,
Rusty
________________________________________________________________________________
| From: | "George E. Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: used firestar 2 tail heavy |
I built a Firesrae 2 and it was also tail heavy. I had an electric stasrter
so I put the battery under the front seat. I am not as heavy as you and it
seemed to do the job just fine.
Az Bald Eagle
----- Original Message -----
From: "WADE LAWICKI" <wlawicki(at)yahoo.com>
Subject: Kolb-List: used firestar 2 tail heavy
>
> im the proud owner of a used firestar 2 and new to the list, after w&b i
> have a tail heavy problem, i know this is common as that im #166, so i
> need advice from the seasoned FS 2 pilots on how to minimize the nose
> weight i need and any other suggestions about upgrades or things i should
> be looking at.
> thanks for your help, great group!
>
>
> ---------------------------------
>
>
>
________________________________________________________________________________
| Subject: | Re: [ Steve Boetto ] : New Email List Photo Share Available! |
In a message dated 12/11/2004 6:54:02 P.M. Eastern Standard Time,
pictures(at)matronics.com writes:
--> Kolb-List message posted by: Email List Photo Shares
A new Email List Photo Share is available:
Poster: Steve Boetto
Lists: Kolb-List,Ultralight-List
Subject: First test flights of "WetFly #007
http://www.matronics.com/photoshare/N27SB@aol.com.12.11.2004/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
Oh, my, my, my....Steve.....what an idyllic setting and YOU made it
happen.....with a bit of Duane the Plane thrown in as well, I'm sure!! Great job!!
George Randolph
ps where is that lake?
________________________________________________________________________________
| Subject: | Re: WetFly PIcs...Now this looks like FUN...!!! |
In a message dated 12/11/2004 8:54:42 PM Eastern Standard Time,
beauford(at)tampabay.rr.com writes:
> Steve and Duane... way to go....!
> You guys need to be arrested for exceeding the fun limit...!
> Will be standing by to see how it flys... and to hear all the tech
> details....
> Congrats...!
> Beauford
>
Thanks Beauford
but don't forget about Bryan,
Duane built the plane but Bryan is my partner in crime.
(crime of fun that is)
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | [ Steve Boetto ] : New Email List Photo Share Available! |
28# each and the mount gear weighs less than the land wheels we took off
(RD) Maybe I missed something in the previous list posts. Are these floats
something that you and your partner in crime created, or are they sold by
someone else? I always though the float exception was a great loophole in
the UL weight limits :-)
Have fun!
Rusty (got water, but no floats)
________________________________________________________________________________
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| From: | WADE LAWICKI <wlawicki(at)yahoo.com> |
| Subject: | re: tail heavy firestar 2 |
sorry i wasnt detailed, im pretty bare bones, no electric, tail wheel at flying
attitude( standard steerable),503 dcdi, 2 blade warp drive prop, brs 750 top
mount moved as far forward as possible( to main spar attatch point), single 5
gal fuel in forward tank position
i have a total of #352 including brs, #53 ON THE TAIL! seems like alot to me, but
this is my first tail dragger so i had someone with more w&b help me. also
increased back rest cushion 3 in. we came up with 36%, we can lower it to 31%,
but thats by adding #25 of lead shot in front of rudder pedals. is 36% safe
or am i playing with fire.
thanks wade
---------------------------------
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Aileron gap seals |
----- Original Message -----
From: "Bob and Jenn B" <tabberdd(at)hotmail.com>
>
? Does 2" tape give enough surface
> area to remain sticking or should I just use 3" book-binding tape?
>
> Bob Bennethum
>
>
> Bob,
I used the 3" book binding tape on my Ailerons and flaps.
Works good.
Denny Rowe
________________________________________________________________________________
| Subject: | Re: [ Steve Boetto ] : New Email List Photo Share Available! |
In a message dated 12/11/2004 10:11:34 PM Eastern Standard Time,
13brv3c(at)bellsouth.net writes:
> 28# each and the mount gear weighs less than the land wheels we took off
>
> (RD) Maybe I missed something in the previous list posts. Are these floats
> something that you and your partner in crime created, or are they sold by
> someone else? I always though the float exception was a great loophole in
> the UL weight limits :-)
>
> Have fun!
>
> Rusty (got water, but no floats)
>
>
Hi Rusty,
This float is made by Czech Float. They built this version for me with the
ribs and hard points where I needed them for a FireFly.They also left the attach
tabs oversized so I could move things a bit. You can see these vertical tabs
in the photos. They will be trimmed down later and capped off. Bryan and I
are really doing this project for fun but if there is interest he can package
the parts pre cut and ready to bolt on a "WetFly". The switch is so simple you
could change from a WetFly to a DryFly anywhere and still trailer it. I can
also get some special pricing from Czech.
Part 103 gives you an extra 60# for floats. In the past it was hard to add
floats and keep in the minimums but it we looks like we have done it. We should
be able to stand in front of it with a handful of scales and smile at the FAA
when they walk by. We also have some fiberglass floats in the shop that may
work as well. Thanks for your interest and I will continue to post results.
Steve Boetto
WetFly #007
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | re: tail heavy firestar 2 |
i have a total of #352 including brs, #53 ON THE TAIL! seems like alot to
me, but this is my first tail dragger so i had someone with more w&b help
me. also increased back rest cushion 3 in. we came up with 36%, we can
lower it to 31%, but thats by adding #25 of lead shot in front of rudder
pedals. is 36% safe or am i playing with fire.
--------------------
(RD)
Hi Wade. Hopefully someone on the list with a FS-II can double check your
numbers. I've only had SlingShots, which aren't quite the same. My manual
shows 35% as the aft CG limit, so if it's the same for the FS-II, I would
not recommend flying at 36%. Once you go aft of the CG limit, you risk
putting yourself in a plane that's uncontrollable in some flight modes.
Also, level attitude isn't necessarily intuitive on these planes. The
SlingShot manual says to have the bottom of the wing at 9 degrees angle of
attack, but you should double check that figure with the FS-II manual.
Since you're new to the list, you may not know about Matt's excellent
archives. You can search years of posts, and probably find some additional
info. I'd bet there's even some W&B figures from other planes in there if
you can find them. The search page is at:
http://www.matronics.com/searching/search.html At the top, you have to
select Kolb as the archive to search.
Sorry I can't be of more specific help on the FS-II, but hopefully someone
can jump in here, or you can find something in the archives.
Good luck,
Rusty (the rotor head)
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | [ Steve Boetto ] : New Email List Photo Share Available! |
I can also get some special pricing from Czech.
(RD) That would sure be helpful :-) Thanks for all the extra info. I've
toyed with the idea of floats for the SS, but the price is what drives me
away. I looked at the Czech float page, but didn't see any option for
buying an aluminum float kit. If they offered it, perhaps it would be
cheaper.
Thanks again, and good luck,
Rusty
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Running a 912S without a prop? |
At 09:20 PM 10/24/2004, 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
I've seen them and heard them and would like to have one (especially a red
one) - but...
how much are they for a 503?? I know they are pricey, but they
are defiantly different than my warp drive.
And how tough are they?
________________________________________________________________________________
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| From: | John Jung <jrjungjr(at)yahoo.com> |
| Subject: | Re: tail heavy firestar 2 |
Wade and Group,
A Firestar II at 36% MAC CG is not problem at all. I
have been flying mine at between 36.8% and 37.0% for
the last 6 years. It has electric start, BRS chute, a
503 with the oil injection tank on the back of the
engine, and two five gallon tanks. I added no extra
weight to move the CG forward. Some of the Firestar
plans, over the years, allowed for a 37% limit. I
believe that the New Kolb may have changed the limit
back to 35%. Also, after being on this list for around
8 years, I don't recall ever reading about a Firestar
with an aft CG problem, and I am aware of at least
several others that are flying at between 36% and 37%.
How do I know? I ran their numbers on the Excel
program that I wrote for Firestar W&B.
So, my recommandation is, don't add weight for CG
reasons, as long as you are 37% or less.
John Jung
Firestar II N6163J
Surprise, AZ
__________________________________
http://mobile.yahoo.com/maildemo
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: tail heavy firestar 2 |
At 09:38 AM 12/12/2004, you wrote:
>
>Wade and Group,
>
>A Firestar II at 36% MAC CG is not problem at all.
-snip-
>I am aware of at least
>several others that are flying at between 36% and 37%.
>How do I know? I ran their numbers on the Excel
>program that I wrote for Firestar W&B.
>
>So, my recommandation is, don't add weight for CG
>reasons, as long as you are 37% or less.
>
>John Jung
>Firestar II N6163J
Me too - mine was near the limit even before I added the 4 pound
full swivel tail wheel. And that's a lot of weight to add that far back.
Didn't notice any difference. These little planes turn a lot better
when they are a little tail heavy anyway.
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | tail heavy firestar 2 |
Some of the Firestar
plans, over the years, allowed for a 37% limit. I
believe that the New Kolb may have changed the limit
back to 35%.
-------------------
(RD) Now that's certainly interesting. I still have some W&B notes from
the original SS, including the parameters that calculated as the aft CG
limit. Sure enough, when I do the calculations, that puts the CG at 37%.
Thanks for pointing this out!
Wade- sorry if I steered you wrong.
Rusty
________________________________________________________________________________
| From: | "George Bass" <gtb(at)commspeed.net> |
| Subject: | Re: [ Steve Boetto ] : New Email List Photo Share Available! |
Couldn't resist adding a possible new
name to the Kolb lineup....... This one
actually flies from the water.....
"Flys Water" or "Fly-swater"
George Bass
P. O. Box 770
Camp Verde, AZ
86322
---
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: tail heavy firestar 2 |
Group, trying to put the stall sequence in my mind's eye....
As you approach stall your center of (dwindling) lift travels
forward on the wing until gravity exceeds it. At that point if
the CG is behind it your butt should go down first. Actually
a plane configured similar to a kolb will still drop nose first.
My guess is that the tail surfaces helped by the long moment
arm facilitates a happy outcome. What Ray adds would
be a spin entry which could be a lot less comfortable.
I've had occasion to encounter a flat spin condition but not
in a tailheavy craft. The easy fix was full throttle which neatly
drove me out. Very strange and calm event but I had plenty
of altitude to work with because I was doing deliberate spin
testing. -BB, MkIIIc, 15lbs lead and lawn tractor battery in
nose cone.
On 12, Dec 2004, at 10:48 AM, ray anderson wrote:
>
> YOU ARE LUCKY TO HAVE A KOLB THAT CAN HANDLE IT AND NEVER KNOW IT'S
> THERE.
>
> The time it bites you is when you might accidentally stall and find
> that it suddenly wants to spin, which it probably will. It quickly
> develops into a flat spin and that's all she wrote. You aren't going
> to recover unless that Ballastic is primed and ready to go. If you
> don't have the ballistic, well ---------. There are countless
> investigative reports recording this.
> Sorry to sound so negative but see what some of the others think.
>
>
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: [ Bill Woods ] : New Email List Photo Share Available! |
Hi Bill,
That is a really pretty plane. Now I have to start scratching my head for a
design for the Xtra. Not that I don`t have a few things to do first. Like
building it!
Cheers
Pat
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Introduction. |
On September 4, 2004, after some 20-30 crow hops, I just
kept on going. First flight was totally uneventful.>>
Congratulations,
tuck her away carefully for the winter.
Cheers
Pat
________________________________________________________________________________
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| From: | WADE LAWICKI <wlawicki(at)yahoo.com> |
just wondering how many kolb owners in tn. being a new kolb owner makes me want
to check out others planes.
wade
FS 2
do not arcive
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Wade,
I'm working in Nashville for a week but not with my Firestar.
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of WADE LAWICKI
Subject: Kolb-List: owners in tn.
just wondering how many kolb owners in tn. being a new kolb owner makes me
want to check out others planes.
wade
FS 2
do not arcive
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: owners in tn. |
I have a Kolb MKIII and a FSII (not mine but it lives here & I am building
it) that is real close to being finished.
Richard Pike
Kingsport TN
>
>just wondering how many kolb owners in tn. being a new kolb owner makes me
>want to check out others planes.
>
>
>wade
>FS 2
>do not arcive
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Fair price for used 912S? |
Betcha it is.............. :-) Well, rusty, anyway. Do not
archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: RE: Kolb-List: Fair price for used 912S?
>
>
-------------------
>
> Sorry, I should have realized that. Weren't we already picking on him
> years
> ago when I was on the list before? I bet his plane isn't moldy though :-)
>
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
http://www.springeraviation.net/database.html
With all the new pilots and builders on board lately, I wanted to remind
people of the Kolb builders and pilots list found at the above site. Others may
want to update their information ,if necessary.
Fly safe
Bob Griffin
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: [ Steve Boetto ] : New Email List Photo Share Available! |
"Flys Water"
Is that similar to `gnats piss`?
Cheers
Pat
________________________________________________________________________________
| From: | "Bob and Jenn B" <tabberdd(at)hotmail.com> |
| Subject: | Weight and Balance |
It's disappointing to hear the lack of concern of W&B with some. It's not
something to be taken lightly or completely skipped. Your center of gravity
can affect the way your aircraft handles in normal flight, however on a Kolb
or any other very light aircraft it is generally negligable. A trim tab can
adjust the normal flying qualities. The problem starts primarily when you
approach a stall.
If your CG is within the proper range (I believe the consensus is 37% aft of
the leading edge if you used that as your datam line, my twinstar originally
said 40% and the new Kolbs say 35%), the aircraft should not enter a
non-recoverable flat spin. It may still spin, which is based on other
factors, but you should be able to recover. With too much weight on the
tail, you will not have enough elevator authority lower the angle of attack
to flying attitude. So unless you want to be a test pilot, I would suggest
you know exactly where your CG is with both full fuel and no fuel.
While you are doing your calculations, you can check your empty weight and
useful load based on the gross weight of the aircraft. I think many pilots
would be surprised how far over gross weight they are flying or have flown.
Gross weight listed by Kolb is conservative, as it should be. Certified
aircraft are as well. We need that extra conservative number to take into
account the builders accuracy and thoroughness while building the aircraft
as well as the standard gust factors (atmospheric bumps) which can produce
multiple G forces.
Obviously we are flying ultralights and homebuilt aircraft and can do what
we want (for now until you need to certify it by January 31, 2008), but we
need to be smart about it. Fly safe.
Bob
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fair price for used 912S? |
| my oil cooler ruptured, smoke filled the cockpit from an oil fire,
and I had
| to deadstick my RV-3 into a Navy helicopter field. Plane and pilot
are fine,
| engine is not. I'll be taking the plane apart in the morning to
haul it
| back to the hanger :-(
|
| Cheers,
| Rusty (very tired)
Morning Rusty/All:
Sorry to hear about the problem.
Any idea why the oil cooler would rupture?
912 owners and operators should not have to worry about that
particular problem. The cooler is on the vacumn side of the oil pump.
Think it might implode? ;-)
Take care,
john h
________________________________________________________________________________
| Subject: | Re: Weight and Balance |
________________________________________________________________________________
| Subject: | Re: Weight and Balance |
Snuf'
There was an article in one of the "old" Kolb newsletters in which Dennis
talked about a test pilot crashing a Firestar while the owner went back home
to get the scales.
If I remember correctly, the owner/builder was a rather tall fellow and moved
the seat attachment point back quite a bit to accomodate his heigth. They
took the plane to the airport and forgot the scales. The test pilot apparently
couldn't compensate for the aft CG condition and crashed.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Weight and Balance |
| There was an article in one of the "old" Kolb newsletters in
which Dennis
| talked about a test pilot crashing a Firestar while the owner went
back home
| to get the scales.
Good Morning BKlebon(at)aol.com/Gang:
I must have missed that particular newsletter and article. I too,
have never heard of an aft cg accident in a Kolb aircraft. Of course,
that does not mean it has not happened. There are a lot of accidents
out there that happen and no one ever knows anything about them.
For the most part, I have done a lot of experimentation, flown quite a
few hours at different cg configurations in the original Firestar and
my MKIII. Although I have no numbers to back up what I say, I have
found no aft cg problem with either aircraft. Recently, I swapped out
a Maule 6" solid rubber tailwheel (6 or 7 lbs) for a Maule 8"
pneumatic Tundra Tail Wheel (10 to 11 lbs with the hardware). There
was a slight difference from the previous normal level flight attitude
of the MKIII. Stall tests in all the different attitudes that I could
think of, resulted in the MKIII promptly dropping her nose. Never got
into a situation that she wanted to fall tail low. Also I might note,
the Firestar and MKIII were controllable in roll attitude right
through the stall.
I am not encouraging anyone to load up their Kolb in an aft cg
configuration and go out and fly. Simply trying to illustrate that
these two Kolb aircraft are/were quite forgiving throughout their
extreme cg range. For example, in addition to the heavy tailwheel, I
have a 25 gal aluminum fuel tank behind the bulkhead with 150 lbs of
fuel (25 gal) when it is topped off. Then I stash another 100 lbs of
gear in the cargo compartment under the fuel tank in the cargo
compartment. Add to that, a 912ULS with 4" prop extension and a 3
blade 72" Warp Drive. Also, the tailsection has been beefed up during
repairs and overhauls, and there's a lot of dope and paint back there,
adding more weight. Some compensation for a heavy tail is made by
moving the main landing gear approximately 8" forward, plus 6 or 8
MRE's in the nose pod, and those items I carry on the front seat,
under the seats, behind the left seat, and Miss P'fer's toolbag, which
rides on the deck in front of the left seat.
Be careful out there. If you are bound and determined to make
changes, make little ones and go slowly. Our sport is a lot of fun,
exciting, but can have very serious consequences if we push too far,
too fast.
Take care,
john h
Titus, Alabama
1992 MKIII - 2,261.8 hours
2000 912ULS - 915.9 hours
1987 Firestar - 1,135.0 hours
1984 Ultrastar - 385.0 hours
Hours in my
three Kolbs - 3,781.8 hours (Not counting time in Kolb Factory
aircraft and others)
(Equates to 260,835
statute miles)
________________________________________________________________________________
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| From: | Steve Kroll <muso2080(at)yahoo.com> |
| Subject: | Re: Flying on the Cheap |
Dale, Jack, and Kolbers.....
I'm glad to see you guys writing about dissabilities and how you are coping with
them in order to keep flying. I too have a dissability that is slowly twisting
me up like a pretzel. Mine is RA (rheumatoid arthritis) which, contrary to
general opinion, is not a disease of old people. I was 28 when this thing hit
me like a ton of bricks and I've been disabled basically ever since. I'm 58
now.
I decided to build a Mk-2 and bought a kit in 1988 from Homer and company at Oshkosh
that year. Because of the arthritis, it took me the better part of 10 years
to get it together. But in 1998 I did finally get it finished and flew it
for the first time. It was perhaps, the most satisfying moment of my life and
for quite some time afterward, I was without pain or any symptoms at all which,
I think. is direct proof of the mind/body connection.
Now...some years later, I am dealing with some severe symptoms again, the most
difficult being short-term memory problems. I know that, unless I am able to
resolve this symptom, soon it will not be safe for me to fly and I'll have to
quit. I am not looking forward to that day but I am very grateful that I had
the opportunity at all.
Steve
---------------------------------
________________________________________________________________________________
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| From: | ray anderson <rsanoa(at)yahoo.com> |
| Subject: | Re: Weight and Balance |
All,
O.K., I'll make myself Scrooge again here at Christmas. John, let's be realistic
about this. You have thousands of hours experience, have a natural born
ability to fly. Many, many newcomers are coming into the sport, many with Kolbs.
Yes, the Kolb is a forgiving airplane, up to a point. The Kolb, or any other
airplane with a significant aft C.G. is something waiting to bite an inexperienced
pilot. There are plenty of documented examples of trained aerobatic
and or test pilots forced to leave such aircraft which have entered flat spins.
Saying it hasn't happened to a particular plane, Kolb or otherwise, doesn't
erase the fact that IT CAN HAPPEN.
Inexperienced , new pilots, should have this drilled into their minds.
First, if the inspector who signed off their plane with such a deficiency, out
of bounds CG, is either unqualified to be an inspector of a deliberate fraud,
endangering the life of the inexperienced builder who expects him to catch deficiencies
that would endanger his life.
At the moment, most so called ultralights are "fat" in weight but the FAA
has been overlooking this because it doesn't endanger lives, but there is a
limit on their looking the other way. If you are flying out of recommended C.G
limits, any way you want to rationalize it, you are ILLEGAL in a dangerous way.
It's a simple procedure to bring any Kolb into proper limits and fly with
a comfortable feeling, both in the smooth way it performs, and knowing that
if that rare ramp inspector does stop you and ask for your paper work, you can
hand it to him with confidence. When you re-register under the new rules and
regs you are going to have to have legal figures to present, Why not do it in
the first place and relax. Just add a little weight where needed and forget it.
In most cases we're talking about adding the weight of about 1-1/2 gals.
of gas. in the nose or tail. Don't push your luck just to show that you can
do it. Don't play Dale Earnhart and tweak the devils nose and pay a price.
Old Scrooge
| There was an article in one of the "old" Kolb newsletters in
which Dennis
| talked about a test pilot crashing a Firestar while the owner went
back home
| to get the scales.
Good Morning BKlebon(at)aol.com/Gang:
I must have missed that particular newsletter and article. I too,
have never heard of an aft cg accident in a Kolb aircraft. Of course,
that does not mean it has not happened. There are a lot of accidents
out there that happen and no one ever knows anything about them.
For the most part, I have done a lot of experimentation, flown quite a
few hours at different cg configurations in the original Firestar and
my MKIII. Although I have no numbers to back up what I say, I have
found no aft cg problem with either aircraft. Recently, I swapped out
a Maule 6" solid rubber tailwheel (6 or 7 lbs) for a Maule 8"
pneumatic Tundra Tail Wheel (10 to 11 lbs with the hardware). There
was a slight difference from the previous normal level flight attitude
of the MKIII. Stall tests in all the different attitudes that I could
think of, resulted in the MKIII promptly dropping her nose. Never got
into a situation that she wanted to fall tail low. Also I might note,
the Firestar and MKIII were controllable in roll attitude right
through the stall.
I am not encouraging anyone to load up their Kolb in an aft cg
configuration and go out and fly. Simply trying to illustrate that
these two Kolb aircraft are/were quite forgiving throughout their
extreme cg range. For example, in addition to the heavy tailwheel, I
have a 25 gal aluminum fuel tank behind the bulkhead with 150 lbs of
fuel (25 gal) when it is topped off. Then I stash another 100 lbs of
gear in the cargo compartment under the fuel tank in the cargo
compartment. Add to that, a 912ULS with 4" prop extension and a 3
blade 72" Warp Drive. Also, the tailsection has been beefed up during
repairs and overhauls, and there's a lot of dope and paint back there,
adding more weight. Some compensation for a heavy tail is made by
moving the main landing gear approximately 8" forward, plus 6 or 8
MRE's in the nose pod, and those items I carry on the front seat,
under the seats, behind the left seat, and Miss P'fer's toolbag, which
rides on the deck in front of the left seat.
Be careful out there. If you are bound and determined to make
changes, make little ones and go slowly. Our sport is a lot of fun,
exciting, but can have very serious consequences if we push too far,
too fast.
Take care,
john h
Titus, Alabama
1992 MKIII - 2,261.8 hours
2000 912ULS - 915.9 hours
1987 Firestar - 1,135.0 hours
1984 Ultrastar - 385.0 hours
Hours in my
three Kolbs - 3,781.8 hours (Not counting time in Kolb Factory
aircraft and others)
(Equates to 260,835
statute miles)
---------------------------------
________________________________________________________________________________
| From: | "Wayne F.Wilson" <wfwilson1(at)yahoo.ca> |
| Subject: | Slingshot for sale |
Hi everyone
As some of you are aware I had a hard landing with my
SS. My family is not excited about me flying it
again. I would like to sell it complete as is. If
anyone has any interest or knows of someone it will
make a very cheap great flying SS.
If any one has advise as to what I should do I would
appreciate the help also.
I have made a list of all the parts which are still
good, for example wings and tail feathers are not even
scratched, along with what has to be replaced. It
would not take very long to get it flying again. Any
interest or questions contact me off list at
wfwilson1(at)yahoo.ca of 519-736-0577
Thanks for any assistance.
Yours truly
Wayne F Wilson
SS 009
________________________________________________________________________________
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| From: | Steve Kroll <muso2080(at)yahoo.com> |
| Subject: | 503 losing power |
List,
I have a 503 single carb, points ignition with about 200 hours on it. Recently
it has started to lose power in surges. It only drops a few hundred RPM when
it does it and it comes back to full RPM but it sure gets my attention! I rebuilt
the carburator but the conditiion in the engine still exists. Anybody got
any idea what may be causing this power loss?
Thanks,
Steve
---------------------------------
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Weight and Balance |
The Kolb, or any other airplane with a significant aft C.G. is something
waiting to bite an inexperienced pilot. >>
Hi all,
Three points I would like to make about flying out of CG limits.
One is. Don`t do it.
You may get away with it. Aircraft do not usually come onto the market which
are not fairly forgiving, but Newton is as surely waiting in the wings as
Neptune is waiting for sailors.
Two. I do not understand your measurement of CG apparently in percentages.
In the UK there is a datum, usually the leading edge of the wing and the C
of G must fall within an allowable variation fore and aft of that point. If
it doesn`t and the inspector picks it up on the annual. You are grounded.
Just as a matter of self preservation I would not dream of flying outside CG
limits. Its attempted suicide.
I might push the MTOW a bit but the C of G. Never.
Three. Remember the old motto which we have all seen stuck in cockpits
during our flying lives.
AIRPLANES BITE FOOLS.
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: Weight and Balance |
"aircraft which have
entered flat spins. Saying it hasn't happened to a particular plane, Kolb
or otherwise,
doesn't erase the fact that IT CAN HAPPEN."
You seem to be quite knowledgable about aerodynamics. Could you tell
me how far aft the CG on my Mark3 has to be in order for it to maintain a
flat spin? Thanks! Snuf
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: 503 losing power |
Check your point gap.
If that's not it, then we go further.
Richard Pike
MKIII N420P (420ldPoops)
>
>List,
>
>I have a 503 single carb, points ignition with about 200 hours on
>it. Recently it has started to lose power in surges. It only drops a few
>hundred RPM when it does it and it comes back to full RPM but it sure gets
>my attention! I rebuilt the carburator but the conditiion in the engine
>still exists. Anybody got any idea what may be causing this power loss?
>
>Thanks,
>
>Steve
>
>
>---------------------------------
>
>
________________________________________________________________________________
| From: | Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Verner Mark-III Update |
Kolb Friends -
I flew my Mark-III this past weekend for the first time in five months, and
decided to post a Flight Report for your interest. After all, if Duane the
Plane does it ...
The big time gap since my last flight (July) was due to several reasons: I
had carb jet issues on my Bing carburetors that needed working out, did
several maintenance items as part of an annual, then I got evicted from the
hangar I was renting (am in a different hangar now, at an airport closer to
home), and I also had to get my BFR renewed.
Since I flew last, I also increased my prop pitch to 12.5 degrees (PowerFin
3-blade, 72" diam). I am now flying out of a little airport of 6500 feet
elevation.
Flying solo, I'm seeing 800 fpm climb rate at 50 mph, climbing out with wide
open throttle at 4100 rpm.
I noted the following cruise values at 8000 and 9000 feet MSL.
I'm including True Airspeed conversions, because at these altitudes, the
difference is significant. Also recall: the prop is turning half the engine
RPMs - prop reduction is 2-to-1 on the Verner.
3800 rpm - 74 mph
3600 rpm - 68 mph
3400 rpm - 62 mph
3200 rpm - 56 mph
3000 rpm - 48 mph - minimum rpm to maintain level flight
This proves to me how efficient our Kolbs are at low flight speeds - able to
maintain level flight at 1500 prop rpm's. Very neighbor friendly at these
prop speeds, too.
I believe this is the best performance I'm gonna get from this engine/prop
combination.
On a different topic: I am enjoying the benefit of the wing-fold feature of
our Kolb airplanes.
When I decided to move to an airport closer to home, I learned that there
was a year-long waiting list for rentable hangar space. Instead of waiting,
I spoke to a few folks who were already in hangars, asking if they would
mind sharing some hangar floorspace with a folding wing airplane. Got
immediate response - most people are anxious to save money. I ended up
sharing a hangar with a Piper Pacer. The 7 feet of extra space along the
side of his hangar is plenty for me to tuck in my folded Mark-III, and
everybody benefits!
Love those Kolbs!
Dennis Kirby
N93DK, "Magic Bike"
Cedar Crest, NM
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)comcast.net> |
| Subject: | Weight and Balance |
Kolb Weight & Balance Enthusiasts,
The following statement submitted in a post to this list is totally correct
IF:
-- You are flying a FAR Part 23 certificated aircraft OR
-- You are flying an aircraft that has been tested to the CG limits listed
by the manufacturer.
>> If you are flying out of recommended CG limits, any way you want to
rationalize it, you are ILLEGAL in a dangerous way.
As an example, I tested my Kolbra to try and reach the factory listed
numbers of "It should be greater than 20% and less than 35%."
At a forward CG of 27%, there was not enough elevator authority to lift off
the runway at 60 mph. Sure I could have got it in the air at an even higher
speed but then I would not of had any elevator left to slow down to land. My
forward CG limit is 28%.
When flight testing the aft CG location at 38.5%, the power off stall was
still normal Kolb but nearly full forward stick was required to keep from
entering a secondary stall. With the CG at 38% there is adequate, plus some,
elevator authority. Mt aft CG limit is 38%. I have to add that just
increasing the power would fly out of the stall at aft CG.
These numbers, 28%-38% are my CG envelope.
These are the numbers that I as the manufacturer of my Kolbra have
determined by flight testing and entered into my aircraft logbook and
airplane operating handbook.
These are the numbers the FAA see when they do my ramp checks. (Yes I have
been checked.)
If you built your Kolb and it comes in close to the recommended forward
limit be very careful. You will run out of elevator when you try to slow
down.
If you built your Kolb and it comes in close to the recommended aft limit be
very careful. Use temporary weights to get in in the recommended CG range
and in small CG changes, flight test it to find what is near its true limit
or a number you can live with short of the true aft limit.
If you did not build your Kolb, then you need to test it and verify what the
builder has left you for a CG envelope.
Remember that what a kit manufacturer is a guide. What we determine as the
manufacturer of our Kolb's is LAW.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912ULS, 703 hours
http://home.comcast.net/~kolbrapilot
Zenith CH701 Project
http://home.comcast.net/~stol_airplane
http://www.zenithair.com/bldrlist/profiles/stol_airplane
________________________________________________________________________________
| From: | bryan green <lgreen1(at)sc.rr.com> |
| Subject: | Re: Weight and Balance |
robert bean wrote:
>
>
>On 13, Dec 2004, at 10:35 AM, Lee.Creech(at)ky.gov wrote:
>
>
>
>>This
>>situation may have contributed to at least some of the bent gear legs
>>that
>>Kolbers have incurred.
>>
>>
> As one of the low time Kolbers that bent gear legs when I started let
me assure you it had nothing to do with CG. It had everything to do with flairing
the plane to high and landing 4 feet above the runway. :~)
>
>
>>
>>
>
>
>
>
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | Fair price for used 912S? |
Any idea why the oil cooler would rupture?
912 owners and operators should not have to worry about that
particular problem. The cooler is on the vacumn side of the oil pump.
Think it might implode? ;-)
--------------------
(RD)
Thanks for the comments John, and Denny. Wings are in the hanger, but the
fuselage is still at the Navy field awaiting a flatbed wrecker in the
morning. Won't know the real cause until I get it back to the hanger for
further inspection. Just assuming it's the cooler at this point.
Once again, I show my ignorance of the 912 by not realizing that the oil
cooler is on the suction side of the pump. This wouldn't be possible with a
normal wet sump system, but it does seem like a good idea to take advantage
of when using a dry sump. Thanks for mentioning it.
Rusty (really don't know what I'll do next)
________________________________________________________________________________
| From: | "David L. Bigelow" <dlbigelow(at)verizon.net> |
| Subject: | Re: Tail Heavy Firestar |
My "Original Kolb" Firestar contstruction manual lists 35 % MAC as the aft CG limit.
There's no discrimination between the FS1 and FS2.
Dave Bigelow
FS2, Kamuela, HI
________________________________________________________________________________
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| From: | artdog1512 <nazz57(at)yahoo.com> |
how much weight can you put in the driver's
seat of a FireFly? ..... tim
__________________________________
Send a seasonal email greeting and help others. Do good.
http://celebrity.mail.yahoo.com
________________________________________________________________________________
| Subject: | First WetFly Flight |
Hello to All,
Well we did it, The WetFly flew today. Bryan said it was easier than on
wheels. Also I did two flights today. This was my first time in a Firefly.What
a
great flying airplane.
Hats off to Duane for building this one and also to Homer. I will post
pictures later.
Steve Boetto
WetFly #007
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: FireFly .... |
>
>
> how much weight can you put in the driver's
>seat of a FireFly? ..... tim
>
Tim,
Gross weight listed by New Kolb Aircraft Company is 500 pounds. Subtract
the ready to fly weight of your FireFly with fuel tank topped off from 500
pounds and you have the maximum pilot in the seat weight.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
| Subject: | Flying on the Cheap |
Dale, Jack, Steve & All
I too am impressed with the sharing & bearing of your disabilities.
My four year struggle with a mystery debilitation of unknown cause has
certainly affected my outlook on life. As I am now making a significant
recovery these last few months, mine appears not to be permanent. I have
come to appreciate all that I have been blessed to experience with an
intensity & clarity I did not have before. The utter privilege to have
flown, to have created machines of flight is only known by a fraction of a
fraction of a percent of all humanity thru the ages. And as rare a
privilege that is, having a loving wife, 2 wonderful children, family, &
friends that have not forgotten me, is even more precious. Three years ago,
when my doctor told me I might have MS, which my father was dying from at
the time, I had an extraordinary revelation: that I had already been gifted
with more blessings than several men would have in their combined life
times. When I was 17, I was electrocuted in a skydiving accident, stopped
breathing & left my body, but was sent back. My two brothers never made it
past 21. God has seen fit to keep me around in spite of good reasons not
to. Life is precious & it is also short. Let's fly safe & dream big. This
List has been a great resource for me, but your stories have impressed me to
read it with the idea keeping in prayer my fellow Kolbers in need. I am
thankful for your inspiration, & I will be doing that.
Richard Swiderski
Moldy SlingShot Waiting To Fly
"Only faith can guarantee the blessings that we hope for, or prove the
existence of the realities that at present remain unseen." Heb 11:1
-
Dale, Jack, and Kolbers.....
I'm glad to see you guys writing about dissabilities and how you are coping
with them in order to keep flying. I too have a dissability that is slowly
twisting me up like a pretzel. Mine is RA (rheumatoid arthritis) which,
contrary to general opinion, is not a disease of old people. I was 28 when
this thing hit me like a ton of bricks and I've been disabled basically ever
since. I'm 58 now.
I decided to build a Mk-2 and bought a kit in 1988 from Homer and company at
Oshkosh that year. Because of the arthritis, it took me the better part of
10 years to get it together. But in 1998 I did finally get it finished and
flew it for the first time. It was perhaps, the most satisfying moment of
my life and for quite some time afterward, I was without pain or any
symptoms at all which, I think. is direct proof of the mind/body connection.
Now...some years later, I am dealing with some severe symptoms again, the
most difficult being short-term memory problems. I know that, unless I am
able to resolve this symptom, soon it will not be safe for me to fly and
I'll have to quit. I am not looking forward to that day but I am very
grateful that I had the opportunity at all.
Steve
---------------------------------
________________________________________________________________________________
| From: | "wmtatham(at)juno.com" <wmtatham(at)juno.com> |
| Subject: | 503 losing power |
>
>List,
>
>I have a 503 single carb, points ignition with about 200 hours on
>it. Recently it has started to lose power in surges. It only drops a few
>hundred RPM when it does it and it comes back to full RPM but it sure gets
>my attention! I rebuilt the carburator but the conditiion in the engine
>still exists. Anybody got any idea what may be causing this power loss?
>
>Thanks,
>
>Steve
>
>
>---------------------------------
>
>
Steve,
You note triggered some old memories so Ive got another possibility for you to
check out. Ive got bunches of hours on several 503s and have seen this on mine
and others. Check the fuel line going into the carb.
The angle of the carb fuel inlet is angled somewhat upward. As such, you need
to put a loop in the line just before the inlet. That becomes the high point
in your fuel delivery system. The natural inclination is to make it a big loop
so there is no chance of the line getting a kink in it. However, this is a
problem if you have any condition that causes bubbles to form in the fuel line
such as vibration, partially clogged fuel filter, etc. These bubbles collect
at the high point of the line as the engine runs. Eventually, the carb will
gulp the whole bubbly mix. This briefly lowers the fuel level in the float
bowl. The result (depending on how big the air slug is) ranges from a barely
perceptible engine roughness to a stoppage. (yes, I have some first-hand
knowledge of this.)
Ive found the preventative to be minimizing the high point in the fuel line to
minimize how much air can form. Get rid of any big loop of fuel line at the top.
Obviously, it is also critical to make sure that you have no obstructions
in the fuel supply. Even though this isnt necessarily the problem, it sure
sounds familiar. I hope this helps.
Best wishes,
Will Tatham
Juno Gift Certificates
Give the gift of Internet access this holiday season.
http://www.juno.com/give
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
Because of the forward pitching moment caused by the wing at cruise the tail
surfaces constantly have to be pushing
downward. >>
Hi all,
What forward pitching moment? That doesn`t look right to me. If that were so
all tailplanes would be designed with an airofoil section which produced a
downward component. I am sure I would have noticed.
Lift is always at 90 degrees to the wing. How can it have a `forward
pitching moment`?
If we add weight to an a/c in front of the centre of lift we have to hold
the nose up by applying back stick. Eventually, if we keep adding weight to
the nose we shall run out of elevator control and dive. Similarly if we add
weight aft (bigger tailwheels) we shall eventually run out of forward stick,
the plane will climb, stall and ZAPP!
Cheers
Pat
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
| Subject: | rotax/rotary exchange |
I may be able to orchestrate a swap with a brand new (still pickled)
Rotary professionally modified for aircraft use. Let me know if you are
interested.
> > Rusty,
> > A 912S in hand versus a rotary conversion in the bush?
> > That is somewhat beyond masochistic tendencies! ;-)
> > You may want to seek help.
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
| Subject: | Re: Fw: Rotax Price Increases |
. I also want to beat Vamoose
> into the air.
I've said and done that 3 times now and am contemplating the 4th. After a
while beating Lar into the air just isn't a challenge any more. I'm almost
tempted to fly down there and help him get that bird into the air.
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
----- Original Message -----
From: "PATRICK LADD wrote:
Because of the forward pitching moment caused by the wing at cruise the
tail
> surfaces constantly have to be pushing
> downward. >>
>
> Hi all,
> What forward pitching moment? That doesn`t look right to me. If that were
> so
> all tailplanes would be designed with an airofoil section which produced a
> downward component. I am sure I would have noticed.
> Lift is always at 90 degrees to the wing. How can it have a `forward
> pitching moment`?
Patrick and others,
The center of gravity in all stable conventional aircraft is in front of the
wing so there is always a forward pitching moment that the tail must
overcome.
Also since the wing is an incline plane presented to the relative wind,
(positive angle of attack) the wind is always trying to pitch the wing
forward (down), this pitching moment is added to the center of gravitys
relation to the center of lift.
Look at the angle of all horizontal stabs in relation to the wing, they
produce downward lift, airfoil shaped or not.
When the aircraft slows, this downward component is reduced, letting the
tail rise and the nose drop, maintaining your trimmed airspeed.
I hope this helps.
Denny Rowe, Mk-3, PA
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Hi Patrick: I'm not sure about the "pitching moment" either, but it's
well known that the tailplanes deliver a downward thrust to offset the nose
heavy tendency of all planes. (that I've ever heard of) Therefore they ARE
built with a downward airfoil, except in planes like the Kolb that angle a
flat surface downward to give the same effect. Lar.
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: mo CG
>
> Because of the forward pitching moment caused by the wing at cruise the
> tail
> surfaces constantly have to be pushing
> downward. >>
>
> Hi all,
> What forward pitching moment? That doesn`t look right to me. If that were
> so
> all tailplanes would be designed with an airofoil section which produced a
> downward component. I am sure I would have noticed.
> Lift is always at 90 degrees to the wing. How can it have a `forward
> pitching moment`?
>
> If we add weight to an a/c in front of the centre of lift we have to hold
> the nose up by applying back stick. Eventually, if we keep adding weight
> to
> the nose we shall run out of elevator control and dive. Similarly if we
> add
> weight aft (bigger tailwheels) we shall eventually run out of forward
> stick,
> the plane will climb, stall and ZAPP!
>
> Cheers
>
> Pat
>
>
>
________________________________________________________________________________
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Weight and Balance |
| " Regarding the aft cg limit, Homer himself told me the Kolb wing
| defies convention, "
|
|
| Wonder what he meant by "Defies convention"? One of the great
| things about a Kolb is that it's so easy to move the CG in either
| direction.
Snuffy/Gang:
That's one of the things I like about my Kolb, UNCONVENTIONAL.
As John W pointed out, sometimes the factory numbers don't alway work
for everyone. They have never worked for any of my airplanes.
However, I can guarantee you, Homer Kolb has blessed and flown every
one I built except the Ultrastar.
There are some things about my Kolb I can not explain. I simply
accept them, and fly on...............
John W: Thanks for explaining the test process of your
Williamson/Kolb Kolbra.
john h
________________________________________________________________________________
| From: | Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Re: Weight and Balance |
ray anderson wrote:
<< First, if the inspector who signed off their plane with such a
deficiency, out of bounds CG, is either unqualified to be an inspector of a
deliberate fraud, endangering the life of the inexperienced builder who
expects him to catch deficiencies that would endanger his life. >>
Ray, and Kolbers -
Keep in mind, the FAA inspectors will not actually verify your weight and
balance when they do your final airworthiness inspection. They will only
ask if you did a W&B, and possibly look at your numbers, primarily to
determine that you understand the concept. The inspector expects that you
"did the appropriate things" to ensure your plane falls within the
manufacturer's recommended CG range. He will NOT pull out the scales and
check your weights. That's the nature of Experimental Amateur-Built: Some
things are entirely our responsibility for ensuring they're safe.
Dennis Kirby
Mark-III,
New Mexico
________________________________________________________________________________
| From: | William George <wgeorge(at)mountainmeadowranch.com> |
| Subject: | Re: Verner Mark-III Update |
Hi Dennis,
Thanks for the update. Your numbers are in line with mine. Tell us
about the fuel consumption ;-)
Bill George
Hawaii
Kolb Mk-3 Verner 1400 Powerfin
On Dec 13, 2004, at 9:56 PM, Kolb-List Digest Server wrote:
> I flew my Mark-III this past weekend for the first time in five
> months, and
> decided to post a Flight Report for your interest. After all, if
> Duane the
> Plane does it ...
________________________________________________________________________________
| Subject: | Re: Weight and Balance |
| From: | jhauck(at)elmore.rr.com |
Use http://www.onspeed.com/?A=web2mail to transform dial up
connections to near broadband speed. Reccomended by Web2Mail
> The inspector expects that you
> "did the appropriate things" to ensure your plane falls within the
> manufacturer's recommended CG range. > Dennis Kirby
Dennis/All:
Mine falls within the manufacturere's recommended CG range. I am the manufacturer
of my airplane. Says so on my airworthiness certificate.
john h
________________________________________________________________________________
| From: | jhauck(at)elmore.rr.com |
--------------------------------------------------
Here is a message for you from http://web2mail.com
The easy way to read and send POP email on the web
--------------------------------------------------
> If the Navy took all that trouble to keep a big strong a/c like the Stringbag
within C of G limits then we would certainly be advised to do the same with
our little light weight butterflies.
>
> Cheers
>
> Pat
Pat/Gang:
I am sure my MKIII is within its CG limits, not what the factory publishes.
It has been thoroughly tested over more than 2,000 hours, demonstrating no tendancies
for being set up beyond safe aft cg limits (for my airplane).
No, Miss P'fer is not a light weight butterfly. She is a flying piss ant. hehehe
She is probably a little more forgiving than the British Fairey Swordfish, "String
Bag".
Take care,
john h
________________________________________________________________________________
I wonder where the center of lift is on a given wing in relation to the
actual center of the cord? I believe it is aft.
Do not
archive
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
<>
Hi Denny and All.
Seems as though we are just approaching this from differing angles.
The C of G of the a/c is the point at which it would balance on a pole. The
allowable range either side of that point is where the plane is
controllable when it is flying.
In a sail boat ( a sail is only a wing standing on end) there is the lift
produced by the sail, the centre of effort, and the point where a hull
would balance when pushed sideways through the water, the centre of
pressure. If those two points are close (within limits) the boat will sail
easy on the tiller. If they are far apart she will be hard on the rudder and
will get stuck in stays every time she changes tack and become
uncontrollable.
Just the same for an aircraft. If the balance of the FLYING forces are far
from the actual balance point she will be a dog.
Cheers
Pat (what the hell do I know. I fly a Challenger) Ladd
________________________________________________________________________________
| From: | jhauck(at)elmore.rr.com |
Use http://www.onspeed.com/?A=web2mail to transform dial up
connections to near broadband speed. Reccomended by Web2Mail
> If you have to fly fully trimmed
> up/down all the time then your C of G is out.
>
> None of my gliders had a tailplane which is offset from the horizontal and
> neither has my Challenger.
>
> Cheers
>
> Pat
Pat/All:
We are not flying gliders.
You will find that the Kolb aircraft, especially the MKIII, will require a lot
of nose up trim. Not because of a forward cg problem, rather the high thrustline
of a pusher prop.
Getting me confused now. I have aft cg and require nose up trim to fly. ;-)
Take care,
john h
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: Tail Heavy Firestar |
I have two sets of plans with my FSII. I bought the plane, built, last year,
and it came with a set of plans. Several years ago, I bought a set of plans
just to see what it all looked like.
The set that came with the plane (marked Rev 0, 1993) gives these CG limits:
20% to 37%, based on a chord of 64". That works out to 12.8" to 23.68" aft
of the leading edge.
A slightly newer set of plans (this set is marked 1996, no rev) that I got
from the Old Kolb factory gives these CG limits: 20% to 35%, based on a 61"
chord. And that works out to 12.2" to 21.35" aft of the leading edge.
I measured the wings carefully and the actual Mean Aerodynamic Chord is
58.00 inches, located 81.76" outboard of the rear spar pivot. This is based
on extending the aileron gap seal to the root, which I haven't yet done. It
migh tbe worth mentioning that the actual MAC is only a matter of academic
interest. What matters is where the CG is. That's why I worked it out for
both sets of plans. The wings are the same between both sets of plans, by
the way.
It appears as if the Old Kolb factory decided that there's enough elevator
authority to justify moving the forward limit forward by 0.6", and that they
felt safer if the aft CG limit were also moved forward by 2.33". That
indicates that there is some concern, we don't know what it actually is, for
the aft CG limit.
My CG is nominally pretty far aft, and I don't weight as much as some of the
bigger gentlemen on this forum. Accordingly, I added about 42 pounds of
ballast under the seat cushion to fly the plane, and it flies fine. The CG
was about an inch forward of the aft limit of 21.35", which I used.
Over the winter, I'm planning on sweeping the wings back 3.5 degrees and
removing the ballast. I'd originally only planned on 2 degrees, but then I
bought a full-swiveling tailwheel....
The wing sweep-back, if done in moderation, can have the effect of moving
the CG forward. There are a few anticipated side effects, the most important
being an increase in adverse yaw. A minor secondary side effect is that the
critical Mach number will be raised slightly, if that matters to you. It
doesn't to me.
Dave Paule
Boulder, CO
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: Tail Heavy Firestar |
Apparently there's some confusion as to a couple points I made. I regret
that.
1. The Mean Aerodynamic Chord is the effective chord of the wing as a whole.
It includes the ailerons, the tip radius and the rest of the geometry. As
such, it's smaller than the wing's maximum chord, which is at the aileron,
inboard of the tip radius and outboard of the aileron taper. This MAC is a
theoretical chord and isn't necessarily the chord you use to determine the
CG position - that chord is defined by Kolb.
2. When you calculate the CG for your airplane, you must, repeat MUST use
the chord and center of gravity limits given in your plans. The plane might
be unsafe for one reason or another if you fly outside those limits. If you
plan set says to use a chord of 61" or 64", then you must use that to
calculate the CG.
I hope that this clear up the matter.
David Paule
Boulder, CO
> I have two sets of plans with my FSII. I bought the plane, built, last
year,
> and it came with a set of plans. Several years ago, I bought a set of
plans
> just to see what it all looked like.
>
> The set that came with the plane (marked Rev 0, 1993) gives these CG
limits:
> 20% to 37%, based on a chord of 64". That works out to 12.8" to 23.68" aft
> of the leading edge.
>
> A slightly newer set of plans (this set is marked 1996, no rev) that I got
> from the Old Kolb factory gives these CG limits: 20% to 35%, based on a
61"
> chord. And that works out to 12.2" to 21.35" aft of the leading edge.
>
> I measured the wings carefully and the actual Mean Aerodynamic Chord is
> 58.00 inches, located 81.76" outboard of the rear spar pivot. This is
based
> on extending the aileron gap seal to the root, which I haven't yet done.
It
> migh tbe worth mentioning that the actual MAC is only a matter of academic
> interest. What matters is where the CG is. That's why I worked it out for
> both sets of plans. The wings are the same between both sets of plans, by
> the way.
>
> It appears as if the Old Kolb factory decided that there's enough elevator
> authority to justify moving the forward limit forward by 0.6", and that
they
> felt safer if the aft CG limit were also moved forward by 2.33". That
> indicates that there is some concern, we don't know what it actually is,
for
> the aft CG limit.
________________________________________________________________________________
| Subject: | Re: First WetFly Flight |
Hello to all,
I just thought of something of possible interest in regard to WetFly#007.
Duane built it per the plans including the 15" ailerons. WE thought about
trimming them down to the now popular short lengths. Since Duane had flown it quite
a bit and was happy with it so we flew it as is. WE flew in a steady 20 mph
wind with some bumps. Bryan was pleased with roll response and liked the extra
lift for a float plane. I had never flown a Firefly but found the controls to
feel well balanced. It looks like we are going to keep em.
Steve Boetto
` #007
________________________________________________________________________________
| From: | "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> |
| Subject: | Re: 503 losing power |
Steve, could be that the float level is too low if it is happening at high
power settings.
Kiwi
----- Original Message -----
From: <wmtatham(at)juno.com>
Subject: Kolb-List: 503 losing power
>
>
>
>>
>>List,
>>
>>I have a 503 single carb, points ignition with about 200 hours on
>>it. Recently it has started to lose power in surges. It only drops a few
>>hundred RPM when it does it and it comes back to full RPM but it sure gets
>>my attention! I rebuilt the carburator but the conditiion in the engine
>>still exists. Anybody got any idea what may be causing this power loss?
>>
>>Thanks,
>>
>>Steve
>>
>>
>>---------------------------------
>>
>>
> Steve,
>
> You note triggered some old memories so Ive got another possibility for
> you to check out. Ive got bunches of hours on several 503s and have seen
> this on mine and others. Check the fuel line going into the carb.
>
> The angle of the carb fuel inlet is angled somewhat upward. As such, you
> need to put a loop in the line just before the inlet. That becomes the
> high point in your fuel delivery system. The natural inclination is to
> make it a big loop so there is no chance of the line getting a kink in it.
> However, this is a problem if you have any condition that causes bubbles
> to form in the fuel line such as vibration, partially clogged fuel filter,
> etc. These bubbles collect at the high point of the line as the engine
> runs. Eventually, the carb will gulp the whole bubbly mix. This
> briefly lowers the fuel level in the float bowl. The result (depending
> on how big the air slug is) ranges from a barely perceptible engine
> roughness to a stoppage. (yes, I have some first-hand knowledge of
> this.)
>
> Ive found the preventative to be minimizing the high point in the fuel
> line to minimize how much air can form. Get rid of any big loop of fuel
> line at the top. Obviously, it is also critical to make sure that you
> have no obstructions in the fuel supply. Even though this isnt
> necessarily the problem, it sure sounds familiar. I hope this helps.
>
> Best wishes,
>
> Will Tatham
>
>
> Juno Gift Certificates
> Give the gift of Internet access this holiday season.
> http://www.juno.com/give
>
>
>
________________________________________________________________________________
| From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
| Subject: | UltraStar weight and balance |
While you guys are on the subject of weight and balance, I have a question. I
don't have any techical info on my US so I don't know how to do a weight and balance
on it. I have about 10 hours on it now and have wiped out one set of gear
on a paved runway and bent another. Unless I fly it on at a pretty high speed,
I've found that I can't get the nose up on flair. I suspect a nose heavy
problem. Someone told me once to lift the plane by the main spar attach point
but I don't have a way to lift it and if I did, I don't know what the angle
of the boom should be. Anybody know hou to do a true weight and balance on a
US?
Dale Sellers
Georgia UltraStar
________________________________________________________________________________
| From: | Flycrazy8(at)aol.com |
Hey Dale
The best way I've found to land a Kolb is to fly it to the ground, level off
a foot above ground, then back off the power. There is not any excess energy
to bleed off as in a general aviation aircraft so therefore no reason to
"flair".
Bat Bax
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: UltraStar weight and balance |
Dale/All:
"|I don't have any techical info on my US so I don't know how to do a
weight and balance on it."
It has been more than twenty years since I built and test flew my
Ultrastar. I didn't do a weight and balance on it. Don't think the
instructions described anything but hanging it from the square tube of
the main spar attachments, if you felt you needed to do a W&B before
flying it. Never considered doing a W&B on the US.
I can't get my hands on my Ultrastar Construction Manual right now,
but I did find my 1985 edition of the Firestar Manual. Not a word in
it about weight and balance, period! Not even hanging the critter by
the neck to see what happens.
Normally, if the Ultrastar and Firestar were built to plans, the
aircraft would be well within CG limits. We didn't do them, didn't
talk about them, and we flew them, back in the mid-1980's, with no CG
problems. Some of us changed configurations of the aircraft to carry
more fuel and cargo, with no CG problems.
"I have about 10 hours on it now and have wiped out one set of gear on
a paved runway and bent another. Unless I fly it on at a pretty high
speed, I've found that I can't get the nose up on flair. I suspect a
nose heavy problem. "
You did not say what your airspeed was on approach. However, most
Ultrastars built in the standard configuration, stalled at 25 mph.
When I first started flying my US, I decided on 40 mph approach speed.
40 mph in an US seemed like 400 mph. Very easy to get in the classic
US mush, thinking you are flying "fast", when in fact you are stalling
and breaking "rigid" landing gear.
Unless you have something seriously mis-rigged/mis-configured, you
should have no problem flaring an US. Normally, they have no pitch
control problems.
There are hundreds, probably thousands of Ultrastars and Firestars out
there flying that never had a weight and balance performed. Hope they
do not fall out of the sky tail first.
john h
________________________________________________________________________________
| From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
| Subject: | Re: UltraStar weight and balance |
John,
I did add a nose fairing but I moved the fuel tank to the the cage behind
the seat which should have compensated for the extra weight on the nose.
Dale
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: UltraStar weight and balance
>
> Dale/All:
>
> "|I don't have any techical info on my US so I don't know how to do a
> weight and balance on it."
>
> It has been more than twenty years since I built and test flew my
> Ultrastar. I didn't do a weight and balance on it. Don't think the
> instructions described anything but hanging it from the square tube of
> the main spar attachments, if you felt you needed to do a W&B before
> flying it. Never considered doing a W&B on the US.
>
> I can't get my hands on my Ultrastar Construction Manual right now,
> but I did find my 1985 edition of the Firestar Manual. Not a word in
> it about weight and balance, period! Not even hanging the critter by
> the neck to see what happens.
>
> Normally, if the Ultrastar and Firestar were built to plans, the
> aircraft would be well within CG limits. We didn't do them, didn't
> talk about them, and we flew them, back in the mid-1980's, with no CG
> problems. Some of us changed configurations of the aircraft to carry
> more fuel and cargo, with no CG problems.
>
> "I have about 10 hours on it now and have wiped out one set of gear on
> a paved runway and bent another. Unless I fly it on at a pretty high
> speed, I've found that I can't get the nose up on flair. I suspect a
> nose heavy problem. "
>
> You did not say what your airspeed was on approach. However, most
> Ultrastars built in the standard configuration, stalled at 25 mph.
> When I first started flying my US, I decided on 40 mph approach speed.
> 40 mph in an US seemed like 400 mph. Very easy to get in the classic
> US mush, thinking you are flying "fast", when in fact you are stalling
> and breaking "rigid" landing gear.
>
> Unless you have something seriously mis-rigged/mis-configured, you
> should have no problem flaring an US. Normally, they have no pitch
> control problems.
>
> There are hundreds, probably thousands of Ultrastars and Firestars out
> there flying that never had a weight and balance performed. Hope they
> do not fall out of the sky tail first.
>
> john h
>
>
>
________________________________________________________________________________
| From: | WADE LAWICKI <wlawicki(at)yahoo.com> |
| Subject: | firestar 2 nose skid? |
looking for pics or instructions for adding a nose skid to a 93 fs2. my plans dont
show one but ive saw pics of fs2 with them. nose weight will only help and
i think the skid might come in handy through my transition to a tail dragger.
thanks.
wade lawicki
fs2 1030
---------------------------------
________________________________________________________________________________
| From: | "David L. Bigelow" <dlbigelow(at)verizon.net> |
| Subject: | Center of Lift and CG |
I disagree with some of what you say below, Richard.
*******************
"The lift applied by the wing is not symmetrical with respect to the surface
area of the wing. When you look at a cross section of an airfoil showing
the distribution of lift, the front fourth generates very little lift, and
the rear two thirds (roughly) most of the lift. And depending on how the
back fourth of the airfoil is shaped, you can have big changes in the
pitching moment of the wing. If you look at airfoils used for flying wings,
they generally have a lot of reflex in the back end of the airfoil to act
like a "mini-elevator" to control the angle of attack of the wing,
counteract the rotation of the lifting moment around the cg, and prevent
pitch over. But the trade off is that flying wing airfoils are less
efficient than "standard" airfoils."
*****************************
The center of lift of most airfoils falls in the range of 25%-35% of the chord
measured from the front. This depends on the particular airfoil and the angle
of attack of the airfoil. The further aft the maximum thickness point of the
airfoil, the further aft the center of lift is located. For a conventional tailed
aircraft, the center of gravity should be kept forward of the wing's center
of lift to maintain pitch stability. As the CG moves backward towards the
center of lift, the aircraft will become less pitch stable and be more "twitchy"
in pitch.
A very pitch stable tailed aircraft will be designed so that the horizontal stabilizer
is at or near zero degrees angle of attack when the wing is at a stall
angle of attack (12-15 degrees). As the designer decrease the angle of attack
of the horizontal stabilizer in relation to the wing angle of attack, pitch
stability decreases.
Measuring from the plans on my FS, the difference between wing chord angle and
horizontal stabilizer is 6 degrees. This will produce an aircraft that can be
expected to have only slightly positive pitch stability. This tracks with my
own Kolb flying experience, i.e. bump the stick and let it go after trimming
pitch neutral. The Kolb makes quite a few pitch oscillations before returning
to trimmed level flight.
If the aircraft has a CG too far rearward, the aircraft will not return to trimmed
level flight when the pitch is disturbed. Another clue whether or not the
aircraft CG is correct is to look back at the elevator when flying at cruise
speed. The elevator should be pretty close to being faired with the horizontal
stabilizer.
Luckily for all , the Kolb line is pretty well designed and very forgiving - ideal
for us home builders.
Dave Bigelow
FS2
Kamuela, HI
________________________________________________________________________________
| From: | Thom Riddle <jtriddle(at)adelphia.net> |
4.6 Pitching moment
When using the Foilsim aerofoil flight test simulation program the
dynamic and static pressures around the aerofoil are given in the
output plot which shows the pressure distribution pattern changing with
the aoa. For convenience it is usual to sum that distribution and
represent it as one lift force vector acting from the centre of
pressure of the aerofoil or wing. The plot on the left is a
representation of the changing centre of pressure position with aoa.
The cp position is at a distance from the leading edge expressed as a
percentage of the chord.
At very small aoa (high speed) the cp is located around 60% chord; as
aoa increases (speed decreases) cp moves forward reaching its furthest
forward position around 30% chord at 10=B0 - 12=B0 aoa; which is usually
around the aoa for Vx, the best angle of climb speed. With further aoa
increases the cp now moves rearward; the rate of movement accelerating
as the stalling aoa, about 16=B0, is passed. Most normal flight
operations are conducted at angles between 2=B0 and 8=B0 thus the cp is
normally positioned between 35% and 45% of chord.
A moment is a force =D7 distance so the movement of the cp of the lift
force changes the pitching moment, applied about the centre of gravity;
which results in a potential change in the aircraft's attitude in
pitch, i.e. the aircraft's nose wants to move up or down. There is a
point in an aerofoil called the aerodynamic centre where the pitching
moment (lift force by arm length) about that point remains constant as
angle of attack changes. For the simple cambered aerofoils that we are
interested in, the aerodynamic centre is always forward of the cp and,
for most light aircraft wings, located around 25% of the chord distance
aft of the wing leading edge. The concept of the aerodynamic centre is
useful to designers because it means the centre of application of lift
can be assumed fixed and only the lift force changes with aoa. However
we, being simple folk, will stick with the concept of both the cp
location of the lift vector and the lift force changing as aoa changes.
This is from www.auf.asn.au/groundschool/umodule4.html#aerofoils
Thom in Buffalo
=A0
________________________________________________________________________________
| Subject: | Kolb-List Digest: - 12/14/04, John's W/B numbers? |
| From: | Jim Gerken <gerken(at)us.ibm.com> |
12/15/2004 06:51:13 AM
>Pat/Gang:
>I am sure my MKIII is within its CG limits, not what the factory
publishes.
>It has been thoroughly tested over more than 2,000 hours, demonstrating no
tendancies
>for being set up beyond safe aft cg limits (for my airplane).
>Take care,
>john h
John H:
For clarity, could you please expand on the above statements?
Specifically, if you've done W/B measurements and calculations since adding
that new swiveling tailwheel, what numbers did you get (either in inches or
percentage of wing cord)? I would like to improve my tailwheel also, but
cannot imagine adding even one pound to the tail, because of current W/B
considerations. The moment arm to the tail is so long that adding a pound
back there makes it necessary to add about 6 in the nose. I would guess
your Maule tailwheel weighs maybe 5 pounds more than the stock setup I am
using. I cannot imagine where I'd find room for 30 pounds in the nose! My
battery is already in the nose, slightly ahead of the tubular structure.
There is nothing left to move forward, to counter a tailwheel upgrade.
Engine weight is all behind the center of lift, and my engine weighs less
than any of the Rotax four strokes, by 20 pounds or so! The plane is built
to plans. I am working to current Kolb-published (from my plans) limits
of 37% aft max limit. Obviously, I am wondering how you did it. Are you
using a car battery up front or what??!!
Thanks.
Jim G
________________________________________________________________________________
In a message dated 12/14/2004 10:00:51 P.M. Eastern Standard Time,
beauford(at)tampabay.rr.com writes:
Ray...
Outrage, Sir...!
I must take exception to your jocular reference to Lar's reference to "nose
heavy tendencies..." I feel
your petty personal attack on a seasoned Kolb builder of Lar's reputation to
be totally unwarranted, Sir..... Just because Lar is currently best known
as the premier constructor of Kolb non-flying southwestern-motif lawn and
porch furniture for the past half-decade, does not give you, good sir,
license to take cheap shots at my close personal friend.... He's certainly
doing the best he can under the outrageously difficult circumstances he has
been forced to cope with over the past two...er three... well, mebbe four
years..... and I, for one, have a child-like faith that whatever the hell
that thing is he is building / has built on his front porch will eventually
shake off the years of accumulated desert pigeon crap and mount to the skies
as on the wings of eagles... well, mebbe starlings.... or whatever.....
Anyway.... I'm absolutely sure he has, at a minimum, read a book somewheres
about flying Kolbs.... and he is, therefore, deserving of your full respect
when opining about how is is that Kolbs might actually come to fly, taxi
real fast, or sit stationary on a dusty front porch .....in a nose-heavy
condition.
So there....!
Beauford
FF#076
Do not archive
----- Original Message -----
From: "ray anderson" <rsanoa(at)yahoo.com>
> Hi Lar,
> "I knew you would be contributing sooner or later.What `nose heavy
> tendency?`
I don't know what you said, but how eloquent it was stated, Beaufort
George Randolph
firestar driver from the Villages, Fl
ps...if there really IS some porch furniture that Lar would disseminate to
the world...I NEED some...even if it looks a little like a plane
________________________________________________________________________________
| Subject: | Re: 503 losing power |
check the points, I had this problem and found my points were not opening
far enough
mark
s.e. minnesota
twinstar
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb-List Digest: - 12/14/04, John's W/B numbers? |
Morning Jim G/Gang:
| For clarity, could you please expand on the above statements?
Would like to, but have no current numbers. We always had problems,
since day one, to get the weight and balance to work on the my MKIII.
I have done enough flight testing to prove to myself that the aircraft
is flying safely within "its" CG range. It will not agree with old or
new Kolb's numbers, but it will the manufacturer of my aircraft, me.
| I would like to improve my tailwheel also, butcannot imagine adding
even one pound to the tail, because of current W/B
| considerations.
The major difference in configuration of my airplane and "normal"
plans built MKIII's is the placement of the main gear and the
structure that carries it. Moving the main gear forward eight inches
has helped off set the heavy tailwheels I have always used, but not
significantly, considering where they are located just forward of the
middle bulkhead. I am also using 800X6 McQuery Airtrac tires and
tubes, heavier than normal wheels, brakes, and axles, but not that
much.
| I would guess
| your Maule tailwheel weighs maybe 5 pounds more than the stock setup
I am
| using.
Jim, probably more than 5 pounds. It is about 5 pounds more than the
6" solid Maule tailwheel I replaced. The 8" Maule Tundra Tailwheel
weighs about 10.5 lbs. I figured 11 lbs with hardware.
BTW, I have the battery in the normal location just in front of the
bulkhead.
| I am working to current Kolb-published (from my plans) limits
| of 37% aft max limit.
I am not working to "current Kolb-published limits".
Obviously, I am wondering how you did it. Are you
| using a car battery up front or what??!!
| Jim G
Basically, I bolted that big sucker up and went flight testing. No
big a__ car battery or anything else in the nose of Miss P'fer.
I will share with you that I had a little apprehension on take off and
was extremely careful until I got plenty altitude to start my testing.
Pitch attitude changed slightly, with the tail flying a little lower
at really slow speeds. However, made the overall feel of the aircraft
much better, does not required nearly as much nose up trim in cruise.
I put the MKIII through every kind of stall scenario I could think of.
Could not get her to drop the tail first or show me any nasty
responses. She flew just like she and all the rest of the Kolbs I
have flown over the years fly. Well behaved and ready to do my
bidding. I am well pleased with the outcome. Wish I had had this set
up prior to my last flight to Alaska. Would have been a lot easier on
the MKIII with the big pneumatic tire, and on the pilot trying to land
a heavy MKIII on pavement. Miss P'fer has turned back into the docile
baby on pavement, instead of a tiger. Have much more control keeping
her on the pavement.
It started during the flight to Monument Valley last May. I was
having a terrible time trying to control her landing on pavement.
Then I started having problems getting her off the pavement at MV.
Thought I was losing my touch. The new Maule with tapered roller
bearings on the pivot shaft, instead of the old, sticky, bronze
bushing, plus the struts on the lower tailpost, have really tightened
up the old gal and made her the sweet flying little airplane she
should be.
Sorry I can not give you numbers. Never have been good with them. I
have experiemented a bit over the years, usually knowing what my
airplane will and will not do. I have very little experience with
other fixed wing aircraft. Have specialized in Kolbs and glad I did.
Did not do that intentionally either. It just happened.
I have said this many many time in the past on the List and other
places. Kolb aircraft do things that make the aircraft engineers
scratch their head, look puzzled, and wonder why their numbers don't
agree with what the Kolb is/will do. I learned a long time ago that
some things in life happen and I will never be able to tell you why
they do what they do. I simple accept a good thing and enjoy it.
Take care,
john h
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
Patrick and others,
The center of gravity in all stable conventional aircraft is in front of the
wing so there is always a forward pitching moment that the tail must
overcome.
Denny Rowe, Mk-3, PA
-------------------------------
Denny you may have the corect concept but the wrong wording.....
the center of gravity should be infront of the center of lift. thus making the
plane stable... and forcing the tail surfaces to have a downward thrust.....
that said i have had a problem with another concept, can anyone help? i have
been told that the center of lift is usually around the 25% portion of the
wing. or the thickest part, the main spar. if that is so and the rear cg
limit is at 35% then the tail surface would have to be a lifting surface......
so in my feeble mind the center of lift would have to be a percentage of the
wing greater than the % of the wing in relation to the cg. what am i missing?
i know that the center of lift changes to the rear as the aircraft increases
in speed. but in the small speed changes the kolbs fly how much does
it change? and where is it in reality?
boyd
________________________________________________________________________________
| From: | "Jeremy Casey" <n79rt(at)kilocharlie.us> |
| Subject: | Pitching moment? |
Ladies and Gentlemen=85
Got to clarify one point that has been mismashed pretty bad
in the recent discussion on stability and airfoils and desert pigeon
crap=85 (huh?)
Anyway there are 2 different terms beings intertwined here that are in
fact very different critters.
1.Cg limits. Yes the center of gravity is always in FRONT of the center
of lift of the wing and the tail is actually producing DOWN force to
counteract the off balance. If the CG ever gets back to the actual
center of lift then the plane does what Richard Pike described about his
model and the Hummer with the light weight pilot=85it acts like the plane
is balanced on the head of a pin and will not even remotely act =93stable=94
(i.e. remove hands from stick and it semi-stays put=85) This is called
having no =93static margin=94 The further the CG moves in front of the
Center of lift then the greater the =93static margin=94 and the more
=93stable=94 the plane feels. This works right up until the point where you
move the CG forward so far that the tail cannot generate enough
=93downforce=94 to pick up the nose when you get slow (I.e. landing)
2.The second term that is being thrown around is =93pitching moment=94.
This is a tendency for an airfoil to generate a torque about the center
of lift (which is usually at the =BC chord point=85i.e. 4 ft chord wing, it
would be 1=92 back from the leading edge) This is usually a function of
how much camber the airfoil has. I highly cambered airfoil has a large
tendancy to rotate nose down at higher airspeeds, while a symmetrical
airfoil does not. This is as deep as this explanation needs to go
here=85just know that there are 2 different causes for the tendency for
the plane to pitch nose up or down and they both contribute to deciding
what the CG =93limits=94 are for stable, controllable flight at all
airspeeds. You can set these limits by careful calculation and testing
or by a lucky guess. Either way can work and either way can fail=85you be
the judge.
If you have a big curiousity as to why your airplane of choice behaves
like it does then get a couple of books from EAA or Aircraft Spruce. A
few good ones are GA airfoils by Harry Riblett, Airfoil Selection by
Barnaby Wainfan, and if you have some old copies of Sport Aviation or
the 50 year CDROM compilation then go back to around 90-91 and read the
series of articles on aircraft design by John Roncz.
Jeremy Casey
KiloCharlie Drafting, Inc.
jeremy(at)kilocharlie.us
________________________________________________________________________________
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| From: | Steve Kroll <muso2080(at)yahoo.com> |
| Subject: | Re: 503 losing power |
Thanks Will for the suggestion....I'll give that a shot too. With regard to the
loop, are you suggesting that the fuel line comes out of the carb and makes
this loop above or below the carb? I have noticed bubbles in the line before.
I have the same experience as you with the dead stick landing in the Kolb. Fortunately
for me, I was within easy reach of the field and I have plenty of experience
with dead stick as I learned to fly in a Sweitzer 2-33 and have probably
400 hours or so in all kinds of gliders. My Mk-2 is no glider as the glide
angle without power "looks" like 40 degrees at 50 MPH (that was a bit of a shock).
Some of the boys in here with Mk-3's probably have a little better penetration
than I do with the extra weight they carry but I expect their airplanes
come down in a hurry too without power.
Since my engine out, I tend to fly much higher than I used to, remembering that
40 degree glide angle and constantly looking down that angle at the possibilities
for a safe dead stick landing. It is lodged firmly in my mind now that
it is not IF, but WHEN the engine quits and it is always on my mind while in
flight. And hey, the view from 2000 AGL is even more beautiful than from 500
:-)
Steve
---------------------------------
________________________________________________________________________________
| From: | "Carl Trollope" <flash_too(at)yahoo.co.uk> |
| Subject: | First flight in my Kolb |
Hi,
Just a few words to say that I have now flown my Kolb MkIII......
I completed my conversion from weightshift a couple of weeks ago in 5 hours
in an AX3... wow what an awful flying creation....
As soon as I had weather it was in the Kolb and away......
I had been concerned about landing it as I had had quite an exciting
experience on the delivery flight with its previous owner flying it....
Landing was proceeded by those Australian words of foreplay... brace
yourself....!!
Anyway with lots of words of advice from the list... I strapped in and away
we went..
I need not have worried as the landings were quite uneventful.... and the
approach to my field is very tricky.......
She flies very nicely indeed and has an impressive rate of climb compared to
my 447 powered Flash II......
Carl
________________________________________________________________________________
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| From: | curtis groote <cgroote1(at)yahoo.com> |
| Subject: | FS II construction |
I have the individual tail pieces, wings, and ailerons
assembled.
Two questions:
1)The order in the manual for temporary attachment of
the tailfeathers to the cage and fuselage tube is:
attach tailfeathers to the tube; insert fuselage tube
into cage; align tail to cage, drill the 3/8" holes in
fuselage tube for H-section; remove fuselage tube;
install H-section.
Would it be easier to insert tube into cage and
temporarily secure it; mark for the 3/8"holes; remove
tube and install H-section; reinsert and then attach
and align tailfeathers?
2)I'll need room in my workspace to do all the above
so I'll need to dismantle the 4'x12' worktable I built
the pieces on. Is there any further reason I'd need
the table at this point in construction? There doesn't
appear to be unless I'm missing something.
Thanks a lot.
Curt Groote
=====
__________________________________
Dress up your holiday email, Hollywood style. Learn more.
http://celebrity.mail.yahoo.com
________________________________________________________________________________
| Subject: | Re: First flight in my Kolb |
>
> Congratulations, Carl, good on you.
Hello, Kolb list ..I am back after almost a year of being out of the
country,( I work for a chemical company that has holdings in the middle East
and that's all I willl say about that) not being on the list or flying my
MK3..
It's Interesting to me that the list has not changed much, ( like
watching a soap on TV ) Everyone is still resenting John H. for his vast
experancince and knowledge of Kolb aircraft and willingness to help ANYONE,
Big Lar still has not got Vamoose in the air ( not much surprise there, hi
Lar. buddy ) , but most of all everyone is really enjoying their Kolb flying
machine, or soon to be flying maching ...and all subjects are getting really
good advice and discussion and a lot of help being offered.
I may need some help myself trying to get my MK 111 back in the air. I left
it just as it was when I landed the last time, left in a hurry, so no prep
for long time storage.
John, Big Lar, Yall come back to Arkansas and help and I will put you up
and feed you again. Treat you in so many ways you got to like some of
them..
Richard Harris
Arkansas
MK3 ser.# 233
N912RH
P.S. That CG thing is covered in all the stuff you get from the FAA,
Kolb,EAA, and the local club.. He, He.. sorry
________________________________________________________________________________
| From: | "Wayne T. McCullough" <blackbird754(at)alltel.net> |
| Subject: | Re: 503 losing power |
Hey guys,
I read this board every day sometime a lot.....Still building on Kolbra Kit
#4 ......John Williamson , I will e-mail pics as work progresses, and thanks
to Paul Petty for the disc......Yep, its great to be on here with so much
experience and knowledge.
In Springfield, GA right above Savannah.....Yep, its cold here too.....Good
grief at all the pictures of Kolbs...Must come up with an outstanding paint
scheme to beat all of you....LOL......33 years in auto collision and wife
retired from corporate aviation......
Stay tuned.....
----- Original Message -----
From: "Steve Kroll" <muso2080(at)yahoo.com>
Subject: Re: Kolb-List: 503 losing power
>
> Thanks Will for the suggestion....I'll give that a shot too. With regard
> to the loop, are you suggesting that the fuel line comes out of the carb
> and makes this loop above or below the carb? I have noticed bubbles in
> the line before.
>
> I have the same experience as you with the dead stick landing in the Kolb.
> Fortunately for me, I was within easy reach of the field and I have plenty
> of experience with dead stick as I learned to fly in a Sweitzer 2-33 and
> have probably 400 hours or so in all kinds of gliders. My Mk-2 is no
> glider as the glide angle without power "looks" like 40 degrees at 50 MPH
> (that was a bit of a shock). Some of the boys in here with Mk-3's
> probably have a little better penetration than I do with the extra weight
> they carry but I expect their airplanes come down in a hurry too without
> power.
>
> Since my engine out, I tend to fly much higher than I used to,
> remembering that 40 degree glide angle and constantly looking down that
> angle at the possibilities for a safe dead stick landing. It is lodged
> firmly in my mind now that it is not IF, but WHEN the engine quits and it
> is always on my mind while in flight. And hey, the view from 2000 AGL is
> even more beautiful than from 500 :-)
>
> Steve
>
>
> ---------------------------------
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FS II construction |
| Would it be easier to insert tube into cage and
| temporarily secure it; mark for the 3/8"holes; remove
| tube and install H-section; reinsert and then attach
| and align tailfeathers?
| Curt Groote
Hi Curt/Gang:
I don't know about the manual, but all three of my Kolbs were built:
1-Tail boom to fuselage.
2-Tail feathers to boom tube.
Seems like it was easier for me to square the tail section to the tail
boom already attached to a level fuselage, than it would have been
rigging a tail boom with tail section to the fuselage.
Don't reckon it matters either way, as far as I am concerned.
Whatever works best for you.
john h
hauck's holler, alabama
28F and falling..............
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | First Flight After Unprepared Year's Storage |
| I may need some help myself trying to get my MK 111 back in the
air. I left
| it just as it was when I landed the last time, left in a hurry, so
no prep
| for long time storage.
| Richard Harris
Richard/Gang:
Well...........welcome home!!!
Wondered where you had gotten off to, or whether or not you were PO'd
at me and did not want to answer the phone or return my calls. Tried
to contact you on my flight to Monument Valley last May, and again on
my return flight to Alabama. In fact, flew right over your house at
the lake, and the air strip. Thought I had been divorced or somthing.
Takes clean fuel to make a 912 go. I'd make sure everything was
cleaned out good, especially the float bowls, idle and main jets. If
you use mickey mouse "I can see my fuel" fuel line, I'd change it out
for some real old fashioned black neoprene Gates fuel hose. Then you
won't have to worry about the bubbles in the fuel lines.
Maybe a new set of NGK plugs also.
If I were going to be the initial test pilot, I'd tie it down
securely, fire it up, and insure it was going to run well at full
power and cruise settings. Not just for a minute or two, but much
longer. Any problems from sitting in that old hanger of yours for a
year undisturbed by humans will probably surface during that static
test.
Make sure you run out all the coon, possums, squirrels, spiders, and
rats, before you try to fly it.
Richard and his wife know how to take care of us out of town folks. I
had the pleasure to RON at Richard's two years ago on the way to
Monument Valley. We had a good time. Wish I could have stayed a
week. I don't know if Richard could have put up with me for that long
or not.
Glad to have you back, Richard.
Take care,
johnh
________________________________________________________________________________
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| From: | artdog1512 <nazz57(at)yahoo.com> |
here's a question for "the list".... i have a Second
Chantz chute that's about 15 or 20 years old that's
never been deployed, is it still good? ..tim
__________________________________
http://my.yahoo.com
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: 'Chutes .... |
Hi tim, about you chute. I have been flying my MK3 with Second Chantz's soft
pack 1000 lb chute in the gap seal over my headsince 1995. It was their
first set up as such and was on display at Sun & Fun. I have the chute inspected
every 5 yrs. and if I ever need to deploy it, I woud assume that the ballistic
part would fire. If it don't I'm gonna be real upset!!
Fly Safe
Bob Griffin
MK# C Ser.#98
________________________________________________________________________________
| From: | "Carl Trollope" <flash_too(at)yahoo.co.uk> |
hi,
When taxying and also when flying I can hear a metallic rattling coming from
the tail boom...... This appears to be the rudder cables.....?
Does anyone else have this problem..... Andany suggestion as to a cure.....?
Carl
________________________________________________________________________________
| From: | "ul15rhb(at)juno.com" <ul15rhb(at)juno.com> |
hi,
When taxying and also when flying I can hear a metallic rattling coming from
the tail boom...... This appears to be the rudder cables.....?
Does anyone else have this problem..... Andany suggestion as to a cure.....?
Carl
This is the rudder/elevator cables hitting the bottom of the fuse tube. It's called
the "Kolb Clank". Every one of them do it unless the builder has added some
foam inside to prevent it from striking the tube. This clanking does not degrade
the cables as I have had this for 18 years of flying and the cables are
still fine.
The cables, however, may need to be tightened with the turnbuckles if they are
too loose. Be careful not to tighten them too much or the fork in the turnbuckle
could fracture causing loss of elevator control. If the bolt holding the elevator
turnbuckle cannot be turned with your fingers, it's too tight.
Ralph
Original Firestar
18 years flying it
Juno Gift Certificates
Give the gift of Internet access this holiday season.
http://www.juno.com/give
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FS II construction |
Hi Pat/Gang:
|Seeing that
| this is a critical point why don`t Kolb drill the holes in the boom
in the
| factory where they have jigs and drills to guarantee accuracy?
Every time the factory completes another task to reduce build time, it
increases the overall kit price.
There are more operations completed at The New Kolb Aircraft factory
than by the Old Kolb factory.
| My Challenger kit came pre drilled in such a way that it is
impossible to
| build a cranky machine. Likewise wing struts were made to measure
ensuring
| proper alignment and dihedral.
The more tasks the company completes, the less challenging the
builders tasks. Anyone that builds a Kolb aircraft, completes all
phases of it himself, surely has an adventurous spirit and is not
afraid of a challenge.
I, personally, was apprehensive about buying my Ultrastar kit. I had
never built an airplane, not even a model. Homer Kolb, personally
insured me I was up to the task when I met him at Sun and Fun, March
1984. My brother also told me I could do it. It was a challenge with
a wonderful reward. The gift of flight. A little critter I created
in my own basement. Eight years after I made my last Huey flight in
the Army, I was flying over Elmore County, Alabama, in my own home
built airplane.
Take care,
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
|Seems that that there are a lot of conflicting opinions about and
when
| John Hauk, with all his experience, says that he has never done a
weight and
| balance and Kolbs never supplied any data to check it against
anyhow, it
| makes me wonder.
Pat/All:
Wonder about what?
It was the way it was in the 1980's.
Homer said if it was built to plans, it would fly safely. Who am I to
doubt Homer Kolb's word. I built them and I flew them. And......I
must say, they flew beautifully, just like my old MKIII.
Think I said the were hundreds, more like thousands of Homer Kolb's
designs out there flying safely, without the luxury of an official
weight and balance.
Reckon we did the ultralight thing a little different on this side of
the pond. ;-)
Take care,
john h
PS: And to think, Homer Kolb flew my Firestar at Sun and Fun 1988,
without a weight and balance. Whatever was he thinking?
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| I keep reading that Homer didn't supply W&B information for
the early UltraStar. Not so. I posted it from the official builders
handbook we received with our kits. Here it is again.
| Maybe most builders chose to ignore it but Homer felt it important
enough to include.
Ray A
Ray/Gang:
I have no doubt what you quote from your US Manual. After the third
time you posted, I have it memorized. hehehe
Your US Manual was not the only manual published by Old Kolb for the
US. I have mine around here somewhere. Just can't put my finger on
it right now. However, way back in the back of my US Manual was a
paragraph reference W&B, just like yours. If I remember correctly, it
was put there for those that felt they needed it, not necessarily
recommended by the factory to complete. I'll find my US Manual and
probably prove myself wrong, but don't think so. I was very conscious
of anything the factory guys had to say or put in print. I did not
want to do anything to jeapordize me or my first homebuilt airplane.
Also remember hearing Homer Kolb talk about this method of checking to
see if you and your US were within cg limits.
Take care,
john h
________________________________________________________________________________
In a message dated 12/16/2004 12:58:17 PM Eastern Standard Time,
flash_too(at)yahoo.co.uk writes:
When taxying and also when flying I can hear a metallic rattling coming from
the tail boom...... This appears to be the rudder cables.....?
Does anyone else have this problem..... Andany suggestion as to a cure.....?
Carl
A better headset??
It's a Kolb; it's supposed to clank.
Howard Shackleford
FS II
SC
________________________________________________________________________________
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| From: | ray anderson <rsanoa(at)yahoo.com> |
John,
Sorry about posting three times. When one is 86, I guess slips like that
occur. My apologies. Ray
John Hauck wrote:
| I keep reading that Homer didn't supply W&B information for
the early UltraStar. Not so. I posted it from the official builders
handbook we received with our kits. Here it is again.
| Maybe most builders chose to ignore it but Homer felt it important
enough to include.
Ray A
Ray/Gang:
I have no doubt what you quote from your US Manual. After the third
time you posted, I have it memorized. hehehe
Your US Manual was not the only manual published by Old Kolb for the
US. I have mine around here somewhere. Just can't put my finger on
it right now. However, way back in the back of my US Manual was a
paragraph reference W&B, just like yours. If I remember correctly, it
was put there for those that felt they needed it, not necessarily
recommended by the factory to complete. I'll find my US Manual and
probably prove myself wrong, but don't think so. I was very conscious
of anything the factory guys had to say or put in print. I did not
want to do anything to jeapordize me or my first homebuilt airplane.
Also remember hearing Homer Kolb talk about this method of checking to
see if you and your US were within cg limits.
Take care,
john h
---------------------------------
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)comcast.net> |
| Subject: | 2005 Flying Season |
Fellow Kolb Flyers and everybody else:
It is never to early to start planning for the coming flying season.
With that in mind, I propose that we hold our 3rd Annual Kolb Gathering at
Monument Valley, UT (UT25) on May 20-22, 2005.
Here is a link to a calendar with a lot of the possible EAA Fly-Ins blocked
out on it:
http://home.comcast.net/~kolbrapilot/Photos/2005_Flying_Season.htm
If anyone has some other possible dates and places that we might congregate
at, please let us know.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912ULS, 703 hours
http://home.comcast.net/~kolbrapilot
Zenith CH701 Project
http://home.comcast.net/~stol_airplane
http://www.zenithair.com/bldrlist/profiles/stol_airplane
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Sorry about posting three times. When one is 86, I guess
slips like that occur. My apologies. Ray
Ray/All:
No apologies necessary. I was trying to be humorous. I hope you did
not take my remarks personally.
Yep, I realize you are 86 years old, and certainly respect you for
your age, experience, and the era you grew up in. You have lived to
see a lot of change in our old world. Seems there are a lot of
elderly folks, I guess I can say "elderly" since I was officially
"elderly" according to the US Government when I hit 65, who have Kolb
aircraft for their hobby and means of staying in the air.
I apologize to you Sir, if I have offended you. It was not
intentional in any way.
I believe you said you started flying in 1943. I was out of diapers
by that time, but not by much. ;-)
Take care,
john h
________________________________________________________________________________
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| From: | ray anderson <rsanoa(at)yahoo.com> |
John,
Actually I soloed in 1935 in a Curtis Wright Jr. You are too young to
have ever heard of that one, with the three cylinder radial Szekley. I feel it
was your kind of airplane !!
John Hauck wrote:
| Sorry about posting three times. When one is 86, I guess
slips like that occur. My apologies. Ray
Ray/All:
No apologies necessary. I was trying to be humorous. I hope you did
not take my remarks personally.
Yep, I realize you are 86 years old, and certainly respect you for
your age, experience, and the era you grew up in. You have lived to
see a lot of change in our old world. Seems there are a lot of
elderly folks, I guess I can say "elderly" since I was officially
"elderly" according to the US Government when I hit 65, who have Kolb
aircraft for their hobby and means of staying in the air.
I apologize to you Sir, if I have offended you. It was not
intentional in any way.
I believe you said you started flying in 1943. I was out of diapers
by that time, but not by much. ;-)
Take care,
john h
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)comcast.net> |
| Subject: | Re: 2005 Flying Season |
Hi Dennis and all:
>>Dennis wrote:
>Kolb Friends -
>I purpose we do Monument Valley the weekend prior: 13-15 May.
>I missed MV last year, but am definitely planning to attend this year.
>
>Dennis Kirby
>New Mexico
I have your vote for the 13-15 May Dennis K.
I picked the 20-22 May to allow several Kolbs to make the SWRFI Fly-in on
the weekend after Mother's day and allow still not be out over the Memorial
Day weekend.
The 20-22 May also lets the weather get a week better before some of will
have to cross some mountains known to have WX issues earlier in the month.
I still purpose that we hold our 3rd Annual Kolb Gathering at Monument
Valley, UT (UT25) on May 20-22, 2005 and will keep a tally of what the
possible attendees prefer.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912ULS, 703 hours
http://home.comcast.net/~kolbrapilot
Zenith CH701 Project
http://home.comcast.net/~stol_airplane
http://www.zenithair.com/bldrlist/profiles/stol_airplane
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
---- that you have in your experimental category, I am not sure if that is good
or bad.
Pat ,
It is good and bad ! First we get to do pretty much what we want
. When it works everybody wins. When it doesn't , the freedom to get hurt comes
into play....I was once told by an FAA inspector that the governments view
was that they don't care if I get killed as long as I don't cause somebody else
any harm because of my experimenting.... I don't think he liked me ! ....maybe
that is why in a single seat aircraft the use of emergency locators is not
mandatory .
Just think of the experimental category as the American way to
clean the "Aviation Gene Pool " .........
Works for us !
Ed in Western NY
________________________________________________________________________________
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| From: | "gittj" <gittj(at)earthlink.net> |
| Subject: | Sport pilot Test |
Im just pass this along http://av-info.faa.gov/data/airmanknowledge/spg.htm some of you guys might like to read this. larry
________________________________________________________________________________
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| From: | "gittj" <gittj(at)earthlink.net> |
Say guys, There a BD5 long wing on ebay you can make a jet out of it or what ever
it out . 4512047396 Larry
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
| Subject: | Test Prep / Kip's |
Hey Guys,
I probly put this site address up here before...?
It a GOOD one...It uses the Jeppesen manuals.
http://www.exams4pilots.org/
It's good for short tests or longer one...I keep it bookmarked and I take alot
of the QUICK 10 question tests (no figures)
Gotta Fly...
Mike in MN FSII/ 381PM
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: | "George E. Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: 2005 Flying Season |
I too vote for the May 20-22 date for MV 2005, only because I would be
unable to attend the May 13-15 date.
"The Most Experienced Pilot" at the MV 2004 get together and to listen
to some advice, experiences and just maybe a little Bull stuff.
Az.. Bald Eagle
----- Original Message -----
From: "John Williamson" <kolbrapilot(at)comcast.net>
Subject: RE: Kolb-List: Re: 2005 Flying Season
>
>
> Hi Dennis and all:
>
>>>Dennis wrote:
>>Kolb Friends -
>>I purpose we do Monument Valley the weekend prior: 13-15 May.
>>I missed MV last year, but am definitely planning to attend this year.
>>
>>Dennis Kirby
>>New Mexico
>
> I have your vote for the 13-15 May Dennis K.
>
> I picked the 20-22 May to allow several Kolbs to make the SWRFI Fly-in on
> the weekend after Mother's day and allow still not be out over the
> Memorial
> Day weekend.
>
> The 20-22 May also lets the weather get a week better before some of will
> have to cross some mountains known to have WX issues earlier in the month.
>
> I still purpose that we hold our 3rd Annual Kolb Gathering at Monument
> Valley, UT (UT25) on May 20-22, 2005 and will keep a tally of what the
> possible attendees prefer.
>
>
> John Williamson
> Arlington, TX
>
> Kolb Kolbra, Rotax 912ULS, 703 hours
> http://home.comcast.net/~kolbrapilot
> Zenith CH701 Project
> http://home.comcast.net/~stol_airplane
> http://www.zenithair.com/bldrlist/profiles/stol_airplane
>
>
>
________________________________________________________________________________
| From: | "Kolbdriver" <Kolbdriver(at)bellsouth.net> |
| Subject: | Re: owners in tn. |
Wade,
I'm in Etowah, TN with a Mark III / 582
Steven Green
----- Original Message -----
From: "WADE LAWICKI" <wlawicki(at)yahoo.com>
Subject: Kolb-List: owners in tn.
>
> just wondering how many kolb owners in tn. being a new kolb owner makes me
want to check out others planes.
>
>
> wade
> FS 2
> do not arcive
>
>
________________________________________________________________________________
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| From: | ray anderson <rsanoa(at)yahoo.com> |
| Subject: | Re: owners in tn. |
I.m in Bell Buckle,TN (near Shelbyville) with an UltraStar.
Ray Anderson
rsanoa(at)yahoo.com
Kolbdriver wrote:
Wade,
I'm in Etowah, TN with a Mark III / 582
Steven Green
----- Original Message -----
From: "WADE LAWICKI"
Subject: Kolb-List: owners in tn.
>
> just wondering how many kolb owners in tn. being a new kolb owner makes me
want to check out others planes.
>
>
> wade
> FS 2
> do not arcive
>
>
---------------------------------
________________________________________________________________________________
| Subject: | [ Ray Anderson ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Ray Anderson
Subject: 1982 UltraStar and Rutan Quickie
http://www.matronics.com/photoshare/rsanoa@yahoo.com.12.18.2004/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: | [ Steve Boetto ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Steve Boetto
Subject: First Test flights day #2
http://www.matronics.com/photoshare/N27SB@aol.com.12.18.2004/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: | WADE LAWICKI <wlawicki(at)yahoo.com> |
My used FS II is almost ready to fly, yesterday was filled with the typical bugs.
attempted full run up, and even after i thought i had checked and double checked
everything i had a few #%*@ words for myself.
BUG LIST: (1) keyed ignition shorting only running on one mag (temp fixed) (2)
ran-up to 4500 rpm then died, found a piece of cork from those damb bowl gaskets
in one main jet. (temp fix ordering new) (3) the switchable egt gauge or senders
not working (either one) still looking for the bad element.
found book binding tape for gap seal, but to cold here for the tape to stick! (office
max $3.10 a roll)
NEXT on list: order lexan and build full enclosure, hopefully with a hinged door,
nose skid, gps and radio mounts (RAM), maybe cabin heat (19 deg. today)
please excuse the morning ramblings of a slightly frustrated owner of a used kolb. trying not to let my excitement get the best of me. Anyone coming through or near middle Tn. is welcome to stop by and give advice, the coffee is always on or ill make some! GPS numbers are at http://www.funflite.com
Happy Holidays to All
Wade FS II #1030
---------------------------------
________________________________________________________________________________
| From: | bryan green <lgreen1(at)sc.rr.com> |
Hey Matt whats sup I keep getting blank messages with no subject that
say they come from you.
Bryan Green
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: blank messages |
My Fault! I screwed up one of my filters and wreaked a little havoc on the
List. :-) Everything is back to normal; sorry about that!
Matt Dralle
At 03:09 PM 12/19/2004 Sunday, you wrote:
>
>Hey Matt whats sup I keep getting blank messages with no subject that
>say they come from you.
>Bryan Green
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | Clifford Dow <cdowjr(at)yahoo.com> |
| Subject: | Interested in Kolbs |
Hello
I just sold an RV-7A - too expensive to own and it just burned me out.
I'm a 245 hour pilot in Maine - have my own 1500 foot runway on my land and am
very eager to buy a Kolb ultralight. I have found them all over - one in Texas
- one in Ohio - would it be an easy venture for me to fly one of these home??
Or would you guys not recommend that?
Anyone out there interested in flying one home for me if I paid the expenses?
If I did flyone home -what would you consider a good maximum wind limit on each
leg of the trip home?
Is there anyone in Maine/NH/MA who might take me for a ride in a Kolb so I can
see what it's like? How much is liablity insurance on a Kolb??
anyone know of a 2 seat kolb that's for sale in New England area that's in good
shape?
Thanks
cliff
---------------------------------
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________________________________________________________________________________
John/others
I vote for May 20-21 as proposed. I would like to go to
SWRFI and Monument Valley.
Looking forward to Sun 'n Fun as well.
Gary Haley, Cypress, TX
Kolb Mark III/912
________________________________________________________________________________
| From: | Gherkins Tim-rp3420 <rp3420(at)freescale.com> |
Gang,
Uncle Craig and myself will be there with our Kolbs (MkIIIX & Firestar II.
Tim Gherkins
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of ghaley(at)wt.net
Subject: Kolb-List: Monument Valley
John/others
I vote for May 20-21 as proposed. I would like to go to
SWRFI and Monument Valley.
Looking forward to Sun 'n Fun as well.
Gary Haley, Cypress, TX
Kolb Mark III/912
________________________________________________________________________________
| From: | "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> |
| Subject: | Re: Interested in Kolbs |
Hi Cliff,
Glad to hear you ar looking at buying one of these delightful aircraft, I
will be most happy to fly it back for you, and the good news is that I live
in England and are the European distributor for Kolb, is this somewhere near
New England???, and hey if you can transport me to where the machine is I
will gladly fly it home for you free of charge.
Good luck and merry christmas
Kiwi
----- Original Message -----
From: "Clifford Dow" <cdowjr(at)yahoo.com>
Subject: Kolb-List: Interested in Kolbs
>
> Hello
> I just sold an RV-7A - too expensive to own and it just burned me out.
> I'm a 245 hour pilot in Maine - have my own 1500 foot runway on my land
> and am very eager to buy a Kolb ultralight. I have found them all over -
> one in Texas - one in Ohio - would it be an easy venture for me to fly one
> of these home?? Or would you guys not recommend that?
> Anyone out there interested in flying one home for me if I paid the
> expenses?
> If I did flyone home -what would you consider a good maximum wind limit on
> each leg of the trip home?
> Is there anyone in Maine/NH/MA who might take me for a ride in a Kolb so I
> can see what it's like? How much is liablity insurance on a Kolb??
> anyone know of a 2 seat kolb that's for sale in New England area that's in
> good shape?
> Thanks
> cliff
>
>
> ---------------------------------
> Jazz up your holiday email with celebrity designs. Learn more.
>
>
>
________________________________________________________________________________
| From: | "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> |
Gidday all,
I would just like to wish you all a very merry Christmas and happy New Year filled
with many safe and enjoyable Kolb flying hours from us in the UK.
Kiwi
Mk III Xtra Jab 2200
soon to be finished and flying
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)comcast.net> |
Hi Dave, Big Lar and All,
SWRFI is the Southwest Regional Fly-In at Hondo, TX.
http://www.swrfi.org/default.htm
I will keep track of all the folks planning to go to Monument Valley.
We will need to lock in the dates probably by the end of February 2005!
Folks keep posting about MV and I will keep track.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912ULS, 706 hours
http://home.comcast.net/~kolbrapilot
Zenith CH701 Project
http://home.comcast.net/~stol_airplane
http://www.zenithair.com/bldrlist/profiles/stol_airplane
no not archive
________________________________________________________________________________
| From: | "Bob Dalton" <wiserguy(at)comcast.net> |
| Subject: | Re: Monument Valley |
John and all,
Please add me to the list for MV2005. I will be looking forward to seeing
you all again.
Bob Dalton
(still not building or flying, yet :))
Manteca, CA
----- Original Message -----
From: "John Williamson" <kolbrapilot(at)comcast.net>
Subject: RE: Kolb-List: Monument Valley
>
>
> Hi Dave, Big Lar and All,
>
> SWRFI is the Southwest Regional Fly-In at Hondo, TX.
> http://www.swrfi.org/default.htm
>
> I will keep track of all the folks planning to go to Monument Valley.
>
> We will need to lock in the dates probably by the end of February 2005!
>
> Folks keep posting about MV and I will keep track.
>
> John Williamson
> Arlington, TX
>
> Kolb Kolbra, Rotax 912ULS, 706 hours
> http://home.comcast.net/~kolbrapilot
> Zenith CH701 Project
> http://home.comcast.net/~stol_airplane
> http://www.zenithair.com/bldrlist/profiles/stol_airplane
>
> no not archive
>
>
>
________________________________________________________________________________
| From: | "Bob and Jenn B" <tabberdd(at)hotmail.com> |
Cliff,
Have a transport service bring it home. Use Andy Haaden, he is listed under
aircraft services on Barnstormers. It's cheaper and easier than a U-Haul
and he is a great guy.
Bob
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
Hi,
is there anyone there?
I have had no posts for the last couple of days.
Can someone send me a test message please.
That is if the Arabs or the French haven`nt got you all.!!!!!!
I see that the the French have increased there Terror Threat Level from RUN to
HIDE.
That should get a response.
Cheers
Pat
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Pat, the Kolb List is a terror-free zone. -except when describing
certain
first flights :) -BB, MkIII, groundbound and staying warm
On 21, Dec 2004, at 5:29 AM, PATRICK LADD wrote:
>
>
> Hi,
> is there anyone there?
>
> I have had no posts for the last couple of days.
> Can someone send me a test message please.
> That is if the Arabs or the French haven`nt got you all.!!!!!!
>
> I see that the the French have increased there Terror Threat Level
> from RUN to HIDE.
> That should get a response.
>
> Cheers
>
> Pat
>
>
________________________________________________________________________________
Hello Kolbers,
Just cut a deal with John W. and S. Mississippi Light
Aircraft and will soon be sporting a 912s.
I will be making my frist trip to Monument Valley this year.
November 27, 2004 - December 21, 2004
Kolb-Archive.digest.vol-fe