Kolb-Archive.digest.vol-fs
January 06, 2006 - January 15, 2006
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 503 Questions... |
| One more thing David....withn no load on the 503, the 6500 redline
could be
| exceeded alot with no damage....
|
| Don Gherardini
Hi Don G/Gang:
You need to explain this exception to exceeding the red line please.
First, the red line on all the Rotax two strokes is 6,800 rpm for 5
minutes, and 6,500 max continuous.
This may be something new, but all I have ever been taught and know of
red lines is just that, do not exceed the red line. Nothing has ever
been mentioned of loaded or unloaded exceptions.
I know there are exceptions for the four strokes and probably the two
strokes also, but can not recite them off the top of my head. This
applies to rpm, egt, cht, oil temp, and for the 582, water temp.
If any of you have any specific questions you would like me to ask
Erick Tucker, instructor for Rotax two and four strokes schools,
please let me know. I will do my best to get him to answer them for
me and report back when I get the answers.
Paul Petty, his pappy-in-law Charley, and I will be attending the 912
course at South Mississippi Light Aircraft the end of this month, in
Lucedale, MS. This will be the third time around for Paul and I.
Reckon we will ever get it right?
;-)
One of the best advantages of attending one of these schools is the
additional info one picks up from Erick that is not in the manuals.
Erick is a good instructor and has been the Rotax from the very
beginning. I remember an article in one of the magazines about Erick
and how he was starting up a new company to use Rotax engines for
little airplanes in Vernon, BC. I have been looking for this old mag
during my sorting and throwing operation, but have not been able to
put my finger on it. This would have been in the 1983 time frame.
BTW: Richard Swidersky, I have not forgotten (entirely) about the
Experiment with you and the Flying Stork (his Ultrastar with very long
legs) on the back cover. It will be mailed to you pretty soon, I
hope.
Take care,
john h
MKIII
________________________________________________________________________________
| From: | "Steve Garvelink" <link(at)cdc.net> |
| Subject: | 503 Questions... |
John,
Could you scan that picture and put it on photoshare. (Ultra stork) Some
of us ultrastar owners and others would find it interesting.
Steve Garvelink
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck
Subject: Re: Kolb-List: 503 Questions...
| One more thing David....withn no load on the 503, the 6500 redline
could be
| exceeded alot with no damage....
|
| Don Gherardini
Hi Don G/Gang:
You need to explain this exception to exceeding the red line please.
First, the red line on all the Rotax two strokes is 6,800 rpm for 5
minutes, and 6,500 max continuous.
This may be something new, but all I have ever been taught and know of
red lines is just that, do not exceed the red line. Nothing has ever
been mentioned of loaded or unloaded exceptions.
I know there are exceptions for the four strokes and probably the two
strokes also, but can not recite them off the top of my head. This
applies to rpm, egt, cht, oil temp, and for the 582, water temp.
If any of you have any specific questions you would like me to ask
Erick Tucker, instructor for Rotax two and four strokes schools,
please let me know. I will do my best to get him to answer them for
me and report back when I get the answers.
Paul Petty, his pappy-in-law Charley, and I will be attending the 912
course at South Mississippi Light Aircraft the end of this month, in
Lucedale, MS. This will be the third time around for Paul and I.
Reckon we will ever get it right?
;-)
One of the best advantages of attending one of these schools is the
additional info one picks up from Erick that is not in the manuals.
Erick is a good instructor and has been the Rotax from the very
beginning. I remember an article in one of the magazines about Erick
and how he was starting up a new company to use Rotax engines for
little airplanes in Vernon, BC. I have been looking for this old mag
during my sorting and throwing operation, but have not been able to
put my finger on it. This would have been in the 1983 time frame.
BTW: Richard Swidersky, I have not forgotten (entirely) about the
Experiment with you and the Flying Stork (his Ultrastar with very long
legs) on the back cover. It will be mailed to you pretty soon, I
hope.
Take care,
john h
MKIII
________________________________________________________________________________
| Subject: | Re: 503 Questions... |
HI John....and gang...
Sure I will explain this seemingly wild comment about redline on the 503.
First..I stand corrected on the redline as John mentions...6800...not 6500.
A piston ported 2 cycle...such as the 447/503 Rotax engine has no moving
parts other than the crank, rod, and piston. Unlike rotary valve 2 cycle, or
a reed valved engine or 4 cycle engines there are no valves to float,
pushrods to disengage from rockers or lifters, oil pumps to cavitate or
shear pins to break, worm gears to strip and so on. Much experience in the
snowmobile world with raiseing the exhaust ports and stuffing crankcases ,
expansion chambers and the like have shown us for a long time that these
piston ported Rotaxs will take a lot more RPMS than 6800....I can attest to
snowmobilers running them at 8K all the time, WOT out across the Frozen
lakes and feilds.
This However does not happen under the load factor that a propellor put on
them.
They also cool better when running at the typical ambient temps of
snowmobiling sport.
I also know...from experience...that sitting on a sled and rapping the
throttle of a machine with an souped up torque-convertor that the rpms come
easy before the load is large enough to pull rpms down below redline and ill
effects seldom manifest themselves. Also I might add, the running of these
engines with nothing at all hooked up to the crank never bothered them when
they were in sleds...dont know why it would hurt them now. The Rotax
gearboxs with clutch assemblies and the sprague clutchs many run simulate
the same thing.
Hence, my advice to David that if he wants to attempt to start his engine
with out a prop on it...no damage will occur, and if he slapps throttle to
it once or twice because he wants to hear the pipes rattle...and it goes
above redline with no load on it, not to be bothered too much. IT might not
be all the good for it...but I would bet a years salary that a 503 will run
at 8000 rpms with no load on it alot longer than it will at 6800 loaded to
the max.
Just so no one misunderstands what I am saying here. IF one attempts to do
this with a pitched prop on it, thereby increaseing BMEP to levels and
crankshaft torsion entirely above the design limits...he will likely need an
overhaul in short order.
________________________________________________________________________________
| From: | "John Abbott" <jacksbird(at)charter.net> |
| Subject: | Re: Gas Tanks larger than 5 gallons |
Thanks everyone for your input. it was very helpful.
----- Original Message -----
From: "John Abbott" <jacksbird(at)charter.net>
Subject: Kolb-List: Gas Tanks larger than 5 gallons
>
> Over the last 9 months that I have been on the "list", the subject of
> installing larger gas plastic tanks has been fully discussed but some how
> I missed the final conclusion(s). I am building an Xtra and I'm very close
> to covering the cage, so knowing the "final" answer is becoming paramount.
>
> Question: Are there "sturdy" (safe) gas tanks available that have a
> capacity larger the 5 gallons and will fit in the cage without any
> significant modifications? If so.. would you recommend them? How can I
> find them?
>
> Again, I don't want to start a debate but rather just understand your
> personal conclusions.
> Thanks in advance for your sharing your wisdom.
>
> John Abbott
>
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <neilsenrmf(at)comcast.net> |
| Subject: | 912 UL with 250 Hrs Listed on E-bay |
Those of you that want to spend more than the price of a VW but not full
price of a Rotax 912 may be interested. The listing is asking $6,000
starting bid and no one has bid yet, but there is a reserve.
see the following:
http://cgi.ebay.com/ebaymotors/Rotax-912-UL-80hp-250-hr-like-new_W0QQitemZ4602182796QQcategoryZ63722QQssPageNameZWDVWQQrdZ1QQcmdZViewItem
Rick Neilsen
Redrive VW powered MKIIIc
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Ya'll:
Here is a the photo on the back cover of the May 1992 EAA Experimenter
Magazine, Richard Swiderski's highly modified Ultrastar. I joking
have referred to it as the Ultra-Stork, to Richard, of course. He did
not hit me, so I assume he also took my remarks as a joke.
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Kolb%20Stuff/scan.jpg
First time I saw this airplane was from the air, low level, north of
the Florida Flying Gators Airpark. Tailed ole Richard and the
Ultrastar (still looked stock) for about 15 or 20 minutes before I let
him see me. Could have shot him down many times with minigun, or
might have gotten lucky and hit him with a pair of 2.75" FFAR rockets.
BTW: The date was aprx'ly 14 November 1987. I was flying my original
Firestar, Rotax 447, point ign. Stopped off for the weekend at
Florida Flying Gators Airpark for their annual flyin, on the way to
Miami, FL, and return to Gantt IAP, Alabama. About 1,500 sm, the
longest flight I had done to that date in an ultralight. The first
overnight, self-supported ultralight flight was conducted two weeks
prior in the same aircraft to the North Florida Airshow, Lake City,
Florida.
Take care,
john h
________________________________________________________________________________
| Subject: | Re: Gas Tanks larger than 5 gallons |
In a message dated 1/6/2006 10:03:56 PM Eastern Standard Time,
rsanoa(at)yahoo.com writes:
>
> Key"
>
> <<< certian gas will ruin the fiberglass gas tank? I consider that a pretty big
> detail to leave out. Did I miss something so certian gas will ruin a fiberglass
> gas
> tank? >>>>>
>
> There are epoxies that are impervious to any gasoline mixture. There are
> hundreds and hundreds of Brock seat tanks flying for years on gyrocopters and
> small aircraft. No problems ever mentioned. I never had any problems with
> mine. Just inquire for the proper epoxy, not at WalMart !!!
> UltraStar .. Tenn
>
David,
A few months ago I had the chance to inspect the fuel tanks on Long_EZ
N27SB. They have had constant exposure to AVGAS for over 22 years. The surface
on
the inside was still hard and crisp. These tanks were built using the original
Safe-T-Poxy supplied by Aircraft Spruce. This material was also used for car
gas tanks. I do not know if the new "Safer" Safe-T-Poxy will work. You are
right that some car gas will destroy the epoxy matrix in some epoxy formulas.
In the case of the Long-EZ this would be catastrophic because the rear wall of
the tank is also the main spar. I would check with someone like Bever at
AirTech. The spar riding tanks that they use for the Quicksilver are Glass.
I have been wanting to build a new tank for FF#007 so If I research the
material I will post it. If anyone else knows, Lend a hand.
BTW, The real problem with tank degradation is not a mushy tank. The engine
will usually quit long before the tank falls apart because the dissolved
chemicals will create a gum or plate the components of your fuel system.
Steve
FF#007
________________________________________________________________________________
| From: | Cat36Fly(at)aol.com |
Any opinions out there (silly question) on the best overall GPS unit for our
type flying? I like the Garmin pilot lll but they are hard to come by now.
Looking at the Garmin 96 and Lowrance 500 but have not been able to see actual
units yet. Any one using either?
Larry Tasker
N615RT
MKlll x 582
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: Gas Tanks larger than 5 gallons |
http://www.speedwaymotors.com/xq/aspx/display_id.2524/qx/product.htm
John & gang, here is the source of the 16 gal tank I installed on my MK3.
This company carries many designs & sizes of fuel cells and tanks. I cut and
installed my vent, fill, guage, and outlet openings to suit my needs. I did need
to cut 2 fuslage tubings to install the tank and sleeved, drilled, and bolted
them back in place.
fly safe
Bob Griffin
________________________________________________________________________________
| From: | "Guy Morgan" <morganguy(at)hotmail.com> |
| Subject: | Firefly for sale |
Howdy Folks,
Regretfully, I am putting my Firefly up for sale. It was bought in May '04
from another list member. It has approx 180 hours on the airframe and
engine, BRS, EIS, ICOM A22, brakes, strobe, very strong 447, new tires, new
fuel lines, new gap seal, and a few extras. Extremely well built and a blast
to fly. I'm asking $9500 for the plane. When I get a chance, I will post
some pics. Email me if you have any questions.
Best Regards,
Guy Morgan
________________________________________________________________________________
| From: | Russ Kinne <kinnepix(at)earthlink.net> |
Instead of buckshot try a length of brass "bead-chain" as is used on
hanging light fixtures. Works great and is easy to store, use, and
remove.
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: MV/Fourth Annual Kolb Unplanned/Unorganized Flyin 2006 |
(cont)
best source of info>>
Thanks John. Not lost in the fog banks of Merrie England but in the mists
of time.
Cheers
Pat
--
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
Got a question for you guys running 447 single carb. I got a new mikuni 34b fuel
pump with mine and it has two outlets. Did yall just cap off one or tee them
together?
Bryan Green (Elgin SC)
________________________________________________________________________________
| From: | "JIM HEFNER" <hefner_jim(at)msn.com> |
Hi John,
My wife and I should be flying up this year. Red, White, Blue with Stars Kolb
Mark III Classic, 912S.
Anyone in Arizona want to fly with us?
We are coming up out of Tucson.
Roger & Lynn Lee
-------------------
Roger, there will most likely be 2 Zenith 701 912S's flying up from Tucson. One
is right close to your hangar (Ken ?) and the other is my friend, Ron Lee, who
you met recently at Ryan when he was flying with Ken. Ron is finishing up
his 701 now and should be finished in time to have the bugs out before flying
to MV. You should talk to Ken. Should be a nice 3-some to fly up to MV together.
Jim Hefner
Tucson, AZ
Firefly #022
________________________________________________________________________________
| From: | "Beauford" <beauford(at)tampabay.rr.com> |
Brother Green:
I believe the "standard" Mikuni furnished with the 447 SC is still the
single outlet rectangular
shaped DF-44... that's what came with mine, anyway...and that is the pump
shown for
the SC engine in the Rotax literature. It is about $20 at Spruce or
Lockwood.
Can't say I recall ever seeing anyone run one of the two outlet pumps on a
SC engine with
one of the ports plugged or the two outlets siamesed together.
Might be OK, but then again, there could be some arcane mismatch in pressure
or flow or somesuch using the 2 carb
pump into 1 carb... Since the "correct" pump costs so little, I'd be
tempted to just go ahead and get one... that
plugged extra port under pressure or additional tee plumbing would be just
one more thing to worry about.
Mebbe you can sell the new 34b to someone with 2 carbs...
Good Luck,
Beauford
FF#076
447 SC
- Original Message -----
>
> Got a question for you guys running 447 single carb. I got a new mikuni
34b fuel pump with mine and it has two outlets. Did yall just cap off one or
tee them together?
> Bryan Green (Elgin SC)
>
>
________________________________________________________________________________
| From: | roger lee <ssadiver1(at)yahoo.com> |
Hi Jim,
I've been flying the wings off with all this 70-75 degree weather this winter.
I just flew today south to the Santa Rita Mnts., over to Vail, Az and back to
Ryan airfield. Wed. I'm going to fly to Nogales, then to Benson and back to
Ryan.
Do you have a way to contact these two gentlemen?
Roger Lee
Hi John,
My wife and I should be flying up this year. Red, White, Blue with Stars Kolb
Mark III Classic, 912S.
Anyone in Arizona want to fly with us?
We are coming up out of Tucson.
Roger & Lynn Lee
-------------------
Roger, there will most likely be 2 Zenith 701 912S's flying up from Tucson. One
is right close to your hangar (Ken ?) and the other is my friend, Ron Lee, who
you met recently at Ryan when he was flying with Ken. Ron is finishing up his
701 now and should be finished in time to have the bugs out before flying to
MV. You should talk to Ken. Should be a nice 3-some to fly up to MV together.
Jim Hefner
Tucson, AZ
Firefly #022
---------------------------------
Ring in the New Year with Photo Calendars. Add photos, events, holidays, whatever.
________________________________________________________________________________
| From: | John Jung <jrjungjr(at)yahoo.com> |
Brian,
I ran my 503 with a single carb and the two outlet pump for two years.
I used a T, and had no problems.
John Jung
Firestar II N6163J
Surprise, AZ
________________________________________________________________________________
________________________________________________________________________________
To All,
I researched this subject last year. FF#447 was purchased from Duane d Plane
with the 2 port pump installed. It had one port plugged. The problem was that
with the 2port pump mounted in the standard position the output port to the
carb is close to the root end of the aileron torque tube during wing fold. On
two occasions this created a pin hole in the fuel line to the carb. I caught
the leak during pre flight both times. I replaced the pump with a single port
and no longer have a problem.
The only negative that I heard was that the single port did not have as good
of seals as the 2 port but I did not confirm that. It could have been a case
of comparing old single port parts to new duel port parts. Travis at TNK told
me that they supply the 2 port because that is what comes with the engine. I
suspect that Rotas went to a 2 port on everything to shorten their part list.
If you are going to use the 2port pump on a Firefly I would suggest that you
make an aluminum plate that moves the pump enough so there is no conflict with
the wing fold operation.
BTW the pin hole is caused when the torque tube hits the end of the output
nipple. This is a very hard leak to spot and it only leaks when there is
pressure on the system.
Steve B
FF #007
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Vic,
I have a Navman GPS for my laptop. The majority of the time it lags behind
where I'm actually driving and sometimes it freezes up the laptop to the
point I have to re-boot. This is very distracting when I'm driving so I no
longer use it.
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
Restoring a PA-22-108 N4551Z
_http://home.elp.rr.com/airplane_ (_http://home.elp.rr.com/airplane_
(http://home.elp.rr.com/airplane) )
Do Not Archive
Thanks for all that replied,
Just thought a laptop would be a good backup and easy for an old fart to
see.
I was going to ask what the heck is a winder is. Winders Home ain't bad, no
more blue screen for me. I'm less rock solid myself!
Vic Peters
MK3X
do not archive
________________________________________________________________________________
| From: | "JIM HEFNER" <hefner_jim(at)msn.com> |
Hi Jim,
I've been flying the wings off with all this 70-75 degree weather this winter.
I just flew today south to the Santa Rita Mnts., over to Vail, Az and back to
Ryan airfield. Wed. I'm going to fly to Nogales, then to Benson and back to
Ryan.
Do you have a way to contact these two gentlemen?
Roger Lee
Roger, I'll send you my friend's email address off list. He has Ken's phone number
so you guys can sync up your flight plans.
Glad to hear you have been flying a bunch! Yes this weather has been wonderful!
I was planning to fly this morning but an forecasted, strong, gusty North wind
came up around 8:00am, as I was leaving to go to the airport, so I cancelled.
Saturday was pretty windy around here too so I didn't fly then. Hope to
get some flying in later in the week and weekend before I leave. Maybe we can
get a little flying in after I get back from China, in April, before MV.
Take care,
Jim
________________________________________________________________________________
| From: | roger lee <ssadiver1(at)yahoo.com> |
Hi Jim,
Looking forward to flying together. Just give me a call, 520-574-1080.
Roger Lee
JIM HEFNER wrote:
Hi Jim,
I've been flying the wings off with all this 70-75 degree weather this winter.
I just flew today south to the Santa Rita Mnts., over to Vail, Az and back to
Ryan airfield. Wed. I'm going to fly to Nogales, then to Benson and back to
Ryan.
Do you have a way to contact these two gentlemen?
Roger Lee
Roger, I'll send you my friend's email address off list. He has Ken's phone number
so you guys can sync up your flight plans.
Glad to hear you have been flying a bunch! Yes this weather has been wonderful!
I was planning to fly this morning but an forecasted, strong, gusty North wind
came up around 8:00am, as I was leaving to go to the airport, so I cancelled.
Saturday was pretty windy around here too so I didn't fly then. Hope to get
some flying in later in the week and weekend before I leave. Maybe we can get
a little flying in after I get back from China, in April, before MV.
Take care,
Jim
---------------------------------
Photo Books. You design it and well bind it!
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| I tend to agree.... GPS's are bad enough in terms of reliability,
|I have had a couple of older ones and they've
| always quit or gave me some kind of problem at very inconvenient
times.s....
|
| The garmins are really good, I think, especially the newer ones.
|
| LS
LS/All:
What seems to be wrong with the reliability of GPS?
What GPS units have you used and what year were they manufactured?
What did you find wrong with the older Garmin units?
john h
MKIII
________________________________________________________________________________
| From: | John Jung <jrjungjr(at)yahoo.com> |
Group,
I have used 4 different Garmins over the past 10 or so years and never
had a problem. My current one hardly uses batteries, and even if I
would run out of batteries, I can plug it in and run it off the
engine's battery.
I don't have room in my Kolb for a laptop, but if I did, I might carry
one for cross countries. Here is the reason: The government now sells
digital sectionals on DVD's. The western United States costs about $13
and last spring I used it to plan my trip to MV. I have a $30 program
on my computer that, with the Garmin plugged in, will show my position
on the sectionals. My Garmin does not have an aviation database. So,
for just the cost of the digital sectionals, I have most of what
aviation GPS's provide on a much larger screen. And I save hundreds of
dollars by not buying an aviation GPS and keeping it updated.
John Jung
Firstar II N6163J
Surprise, AZ
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| They're fairly reliable, just not as reliable as a chart and the
ground
| ;)....
|
| LS
LS/All:
Sounds like an operator problem to me.
Amazing! You are the only aviator I have heard make a statement that
GPS is unreliable.
Been flying with GPS since 1993. Have had excellent results. Would
not leave home without it.
I also understand the importance of not relying on a GPS 100%, and I
can still fly with a sectional and mag compass. Would you believe
that is how I found my way around Vietnam, in an AH-1G, with map and
compass. Wish we had had GPS back then. Could have saved a lot more
lives.
I have gone through the Garmin 55AVD, 95XL, and am now flying with the
196, a wonderful instrument. Provides a lot of help when an aviator
needs it. Would still be flying with the 55AVD, but Garmin stops
supporting updates for the older instruments. The 196 is a real
sweetheart though. Got a lot more info and capability than my older
models.
GPS is particularly important in Alaska, where magnetic deviation is
as much as 32 degrees, maybe 34 degrees. I'm guessing because I do
not have a Barrow Sectional handy.
Sorry you had such poor results with your GPS.
john h
MKIII
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
>
>They're fairly reliable, just not as reliable as a chart and the ground
>;)....
Lucien,
It is difficult to use a sectional chart and a calculator in a FireFly. I
used a gps to ferry the FireFly from Missouri to Indiana. Due to an adverse
wind, I could not make 60 mile hops and I had to divert two times to
alternate airports. Just by pushing one button, I had several choices or
alternate airports. Then by pressing another button, I could select the
desired airport and the GPS told me how long it would take to get there plus
much more info than a chart and calculator would have.
I have used a Garmin 90 for about ten years. I dropped it on the concrete
several years ago and popped the lcd display off. I carefully picked it up
and pressed it back in place. It worked well up to about two months ago. I
started loosing lines in the display. Purchased another Garmin.
I would not fly a cross country without a gps. You never know when you are
going to get disoriented. After flying from Perryville Municipal to my EAA
Chapter meetings for several years, I had it happen to me. I was flying
south and got busy in the cockpit. When I returned to looking out over the
nose of the FireFly, I did not recognize anything. I thought I was flying
south, but when I checked the compass, I found I was flying east. Turned 90
degrees and I recognized very thing again.
Since I have moved to Indiana, it happened again. I am not used to flying
over snow covered terrain. The last flight of 2005, I put on my LLBean cold
weather gear and went for a spin late in the afternoon. I flew from
Winchester to Union City and everything looked quit normal. Then I wandered
around a little looking at the edges of Union City. Next I turned back
toward the west. The sun was low in the west and the glare off the snow was
unbelievable. Normally, I could see the airport from where I was, but I
could not pick it out. So I followed the railroad tracks and 32 back toward
Winchester and located the airport.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | John Jung <jrjungjr(at)yahoo.com> |
| Subject: | Re: Re: kolb gps |
John H and Group,
>Can you provide us with a url to get info and order "sectional DVD"?
Please!
I believe this is the place, but they are out of stock right now:
http://naco.faa.gov/ecomp/Catalog.aspx?a=AERO+NOS+DIGITAL+DRC
I got mine last year and I had to go through a dealer.
John Jung
Firestar II N6163J
Surprise, AZ
________________________________________________________________________________
| From: | "lucien stavenhagen" <lstavenhagen(at)hotmail.com> |
>LS/All:
>
>Sounds like an operator problem to me.
Ah flattery will get you nowhere......
>Sorry you had such poor results with your GPS.
It's bizarre in my case, since I know garmin is one of the best products
around, and none of the locals I know of ever had a failure rate like
mine... and of course I used various IFR gps's in a couple of different
planes when I was taking my instrument training and they always worked
fine....
Must be personal radiation or something like that.....
I have lusted after a 195 for years now, although once I saw a friend of
mine's 295 I wanted one of those...
I really would like a 196, though....
LS
N646F
>john h
>MKIII
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | All New BBS Interface For Matronics List Forums! |
Dear Listers,
I'm very proud to announce a completely new BBS interface is now available for
all of the Email Lists at Matronics! This is a full-featured system that allows
for viewing, posting, attachments, polls - the works.
But the best part is that it is *completely* integrated with all of the existing
email tools currently available at Matronics! What this means at the most basic
level is that, if you post a message to List from Email in the traditional
way, it will show up on the BBS system *and* get distributed to everyone currently
subscribed to the Email List. By the same token, if you are on the BBS
and post a message to a given List-Forum, the message will not only show up on
the BBS, but also be distributed to everyone on the Email List!!
It is really a very nice implementation and I am very pleased with its operation.
All of the tools you have come to know and love such as the List Search Engine
and List Browse and Download will still be available and contain all of the
latest posts. Think of the new BBS interface as just another method of accessing
the all of the Lists.
You can use the BBS to view all of the latest posts without having to do anything
except use your browser to surf over to the site. You can view and look at
all of the various List's posts. If you want to post a new message or reply
to an existing message from the BBS, you will have to Register on the BBS. This
is a *very* simple process and will only take a couple of minutes. There is
a small icon in the upper righthand side of the main BBS page labeled "Register"
to get you started.
I strongly recommend that you use the exact *same* email address you are subscribed
to the Email Lists with when registering on the BBS. Also, while not an
absolute requirement, I would really appreciate it if people would use their full
name when choosing their Username on the BBS (for example "Matt Dralle").
This just makes it easier for everyone to know who's posting. Also, I have enabled
the ability to upload a small user picture with your profile called an
"avatar". Please use a *real* picture of yourself *with* your cloths on! Thank
you! Maximum size of the bitmap is 120x120.
You can either be subscribed to the BBS, or any number of Email Lists, or both.
Registering on the BBS will allow you to email directly to all of the various
Lists. However, to receive direct List Email, you will need to be *subscribed*
to the various Lists as you have in the past. No changes here in operation.
I have added numerous links on the BBS pointing to the Email List subscription
page.
I've had the BBS connected to the Lists for about a week now, so its already loaded
up with a fair number of messages. You can post photos and other documents
directly to the BBS and links to them will appear in the List Email distributions.
Also, when any messages posted to the BBS are viewed in the List Email
distribution, there will be a URL link at the bottom of the message pointing
back to the BBS.
And here's what you've been waiting for -- the main URL for the new Matronics Email
List BBS is:
http://forums.matronics.com
Please surf on over, Register, and have a great time! I think this will be the
dawn of a whole new era for the Lists at Matronics!
Best regards,
Matt Dralle
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
________________________________________________________________________________
| Subject: | Introducions in the BBS format |
| From: | "Topher" <tophera(at)centurytel.net> |
Hi Everybody,
Thought I would a start an intro topic for the new BBS/Forum format.
Hopefully it makes it even easier for us to inform, educate and entertain each
other as we always have!
Probably save some hard drive space at servers across the country too!
--------
Topher
Yellow Aero SSTOL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2374#2374
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
OK...I admit it...one of my degrees is in cartography. So usually I
know where to get map data. If you want to play around with some
really BIG files of sectionals that aren't quite up to date...
http://aviationtoolbox.org/raw_data/FAA/sectionals/
These are georeferenced TIF files so you'll need both the .TIF and
.TFW (world file...contains the map reference data) to make these
work. There are lots of free viewers around...
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
________________________________________________________________________________
| From: | "John Jung" <jrjungjr(at)yahoo.com> |
John H and Group,
>Could you provide dealers that handle the Digital Raster Charts,
>please.
>john h
Here is one:
http://www.mypilotstore.com/MyPilotStore/sep/2214?qryrmv=1&ctn=afd1
They also reference sources of software to use the charts.
To find this, I used the same search that I used to find the FAA sectionals; I
Googled "digital sectionals".
Anyone not familiar with Google should think of it as an archive search for the
rest of the world.
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2415#2415
________________________________________________________________________________
| Subject: | Re: Official Usage Guidelines |
| From: | "John Jung" <jrjungjr(at)yahoo.com> |
Matt,
The new BBS Forum looks GREAT!
I had already switched to the browser as my primary method to follow the list,
but it was not easy to use for replies.
Don't forget to remind us about this major enhancement at the next fundraiser.
By then we may have forgotten the way things were and be taking this for granted.
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2424#2424
________________________________________________________________________________
| Subject: | The new Matronics BBS, its AWESOME !!!! |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
If you have not done so, chekc out the new Matronics BBS. It is AWESOME !!! It
is the same list, articles, and people we have been reading for years now...
But it is now in a logical, easy to use Web Based format. You can attach PICTURES,
expressions, and browse messages and threads with great ease. No more
dealing with clunky and hard to use email, no more worrying about "Do Naught
Archive" ... I have been using forums like this for Motorcycle and Radio forums
for years, and this is a vast, gigantic improvement over what we had before.
This is SWEET :D
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2473#2473
Attachments:
http://forums.matronics.com//files/mikeairplaneairbus12_06_2004_002_942.jpg
________________________________________________________________________________
| Subject: | Re: Introducions in the BBS format |
OK MEn..I'm onboard...and thx Matt...I have used boards with this style alot..and
I do like them alot.
Being able to add an attachment to the note is a great asset...and should save
you alot of work to!!!
--------
Don G
FireFly#098
http://www.geocities.com/dagger369th/my_firefly.htm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2480#2480
Attachments:
http://forums.matronics.com//files/cruzinat2342ft_156.jpg
________________________________________________________________________________
| Subject: | Re: Introducions in the BBS format |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Gang: This is all new to an old guy. Please be patient and bear with me until
I learn how to use it. ;-)
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2501#2501
Attachments:
http://forums.matronics.com//files/p5260055_133.jpg
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
Please un subscrib
________________________________________________________________________________
| Subject: | Re: Introducions in the BBS format |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Folks: Just learned something else, besides how to attach a file. If I click
on the attached photo, it will open its full size. Neat. Yes, Topher, this
is a great improvement over the old email system. Sometimes it takes this older
generation that is not comfortable with the digital world of computers and
all the other goodies, like this BBS, courage enough to jump in the water way
over our heads, make a few mistakes, and learn a new system by doing. When
I was much younger I would not have understood what I just said, but now I sure
do.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2507#2507
Attachments:
http://forums.matronics.com//files/00011_759.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
|
| Please un subscrib
Woody:
Try this one to unsubscribe:
http://www.matronics.com/subscription
john h
________________________________________________________________________________
| Subject: | Re: Introducions in the BBS format |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Gang: Be patient with me. I am learning by doing. Trying to see if I can
get the attachment comment to work. I screwed it up on the last photo.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2511#2511
Attachments:
http://forums.matronics.com//files/2004apercent200531_208.jpg
________________________________________________________________________________
| Subject: | Re: Introducions in the BBS format |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Great: Worked that time because I followed directions. ;-) Time to get to work
around hauck's holler. I will back off now. Seems I have learned some new
tricks.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2512#2512
________________________________________________________________________________
| Subject: | Procedures for the New BBS--Matt?? |
| From: | "Tom O'Hara" <tohara(at)alphagraphics.com> |
I have been sort of a lurker over the last year-- but also have used this
format for other bulletin boards. Last summer I purchased a MKIII from Dick
Neitzel in N. Wisconsin. It is the first to come off the line in KY. Have
been having a ball with it-- after getting some dual with Dick and also
about 4 hours with Dan (the god of Kolb's) Kurkjian. Dan was Homer's test
pilot and has over 600 hours in our little planes!! Enough.
Matt- Could you give us some guidelines and members need to get familiar
with replying to posts-- not starting a new topic. This will put all input
on a topic under a single topic-- MUCH easier to search.
1. When are you eliminating the email board?
2. If we want to stop the email board, should we discontinue our
"membership"?
3. How or are you going to create "history" from the email board?
4. Suggestion-- put up a reminder to "reply" till we all get used to this
format.
GREAT IMPROVEMENT-- No more 40 emails a day and much better search and
organizational ability!!
Tom O'Hara
Macungie, PA
Flying out of Queen City, Allentown, PA
MkIII, 582, N961WB
________________________________________________________________________________
| From: | "Jimmy" <jhankin(at)planters.net> |
Just trying post and attachment.
Jim Hankinson
________________________________________________________________________________
| Subject: | Re: 503 Questions... |
| From: | "David.Lehman" <david(at)davidlehman.net> |
Thanx for all the help...
New carb. bowl gasket should be here from Air Tech today so I can make airplane
noise this weekend...
DVD
--------
Any pilot can describe the mechanics of flying. What it can do for the spirit
of man is beyond description.
Barry M. Goldwater, US senator.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2545#2545
________________________________________________________________________________
| Subject: | Re: Introducions in the BBS format |
| From: | "John Williamson" <kolbrapilot2(at)comcast.net> |
I figured I should learn how to stay in touch with my Kolb Flying Buddies :D
--------
John Williamson
Arlington, TX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2556#2556
Attachments:
http://forums.matronics.com//files/armymtravnbadge_508.gif
________________________________________________________________________________
| Subject: | Re: Introducions in the BBS format |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi John W: Who is the kid in the Cobra? hehehe
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2572#2572
Attachments:
http://forums.matronics.com//files/cobraphubainxsm_539.jpg
________________________________________________________________________________
| Subject: | Re: Introducions in the BBS format |
| From: | "John Williamson" <kolbrapilot2(at)comcast.net> |
Hey John H and All,
That young fellow is your's truly in 1970.
I like this new format and capabilities.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2583#2583
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Procedures for the New BBS--Matt?? |
Tom O'Hara wrote:
>
>I have been sort of a lurker over the last year-- but also have used this
>format for other bulletin boards. Last summer I purchased a MKIII from Dick
>Neitzel in N. Wisconsin. It is the first to come off the line in KY. Have
>been having a ball with it-- after getting some dual with Dick and also
>about 4 hours with Dan (the god of Kolb's) Kurkjian. Dan was Homer's test
>pilot and has over 600 hours in our little planes!! Enough.
>
>Matt- Could you give us some guidelines and members need to get familiar
>with replying to posts-- not starting a new topic. This will put all input
>on a topic under a single topic-- MUCH easier to search.
>
>1. When are you eliminating the email board?
>2. If we want to stop the email board, should we discontinue our
>"membership"?
>3. How or are you going to create "history" from the email board?
>4. Suggestion-- put up a reminder to "reply" till we all get used to this
>format.
>
>GREAT IMPROVEMENT-- No more 40 emails a day and much better search and
>organizational ability!!
>
>Tom O'Hara
>Macungie, PA
>Flying out of Queen City, Allentown, PA
>MkIII, 582, N961WB
>
Please be aware that opinions about styles of email service are very
much a personal thing.
I just took a look at it, and like every other web based email service,
it's downright terrible for the way I prefer to view email. If you're
forced to use dialup, life ends at web based email.
I won't bore you with all the nuts & bolts reasons that the
'traditional' format is better, but for starters, the characters on web
based systems are so big that you are forced to scroll left/right,
up/down to see only a half-dozen or so headers instead of 30 or 40 on a
normal screen. I can read 3 or 4 short emails in the time it takes a
single email to load from a web based system, *even using a broadband
connection*. I prefer telling my email software how to sort my mail, not
having some web server tell me how to do it. Etc, etc.
I don't begrudge you preferring the new format; just don't assume that
everyone feels the way you do & *please* don't encourage the admin to
kill a perfectly servicable format.
Charlie
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Procedures for the New BBS--Matt?? |
>Matt- Could you give us some guidelines and members need to get familiar
>with replying to posts-- not starting a new topic. This will put all input
>on a topic under a single topic-- MUCH easier to search.
>
>1. When are you eliminating the email board?
The email system isn't going to be going away. The new BBS is simply another interface
to "view" the List content. Some people prefer email, some BBS forums.
Now, you can "get your fix" either way... :-)
>2. If we want to stop the email board, should we discontinue our
>"membership"?
If you're satisfied simply logging into the BBS and checking and sending messages
from there, then there's no requirement to stay subscribed to the email distributions.
Its up to you.
>3. How or are you going to create "history" from the email board?
All of the existing list Archive tools will remain in place and available with
all of the latest posts both from the Email and the BBS.
>4. Suggestion-- put up a reminder to "reply" till we all get used to this
>format.
Messages sent from Email or sent from the BBS are both cross posted to the other.
>GREAT IMPROVEMENT-- No more 40 emails a day and much better search and
>organizational ability!!
Awesome, glad you like it!
>Tom O'Hara
Matt Dralle
List Admin
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: All New BBS Interface For Matronics List Forums! |
>
>
>Dear Listers,
>
>I'm very proud to announce a completely new BBS interface is now available for
all of the Email Lists at Matronics! This is a full-featured system that allows
for viewing, posting, attachments, polls - the works.
>
Matt,
For those of us out on the end of a small "Slow" pipe, web based email
systems are very slow and require direct operator intervention. That is why
we use email programs that automatically go out and capture the emails and
bring them directly into our machines without any one at the keyboard.
You have every right to be proud and I applaud your efforts, but please do
not cut the old system.
Out in the internet boondocks!
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Introducions in the BBS format |
| From: | "David.Lehman" <david(at)davidlehman.net> |
This is similar to the format that supercub.org has been using for quite some time...
For them, it's worked well...
DVD
--------
Any pilot can describe the mechanics of flying. What it can do for the spirit
of man is beyond description.
Barry M. Goldwater, US senator.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2637#2637
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
> Can you recommend the best free viewer....
>
> Christopher Armstrong
> http://aviationtoolbox.org/raw_data/FAA/sectionals/
>
> These are georeferenced TIF files so you'll need both the .TIF and
> .TFW (world file...contains the map reference data) to make these
> work. There are lots of free viewers around...
ARCExplorer 2
http://www.esri.com/software/arcexplorer/about/arcexplorer2.
html
supports image formats such as MrSID, JPEG, ADRG,
ERDAS, GIF, TIFF, GeoTIFF, ArcInfo Grid, CIB, NITF, and
many others.
Support for military formatsVector Product Format (VPF)
Support for CAD formatsDXF, DWG, and DGN.
If you really want to get fancy try
http://www.visualizationsoftware.com/3dem.html
This will allow you to download digital elevation models
(DEM) and then drape the sectional over it and view it as a 3
dimensional product. Also can create flight paths and animate
a flight through terrain. Available data sources are listed in the
3DEM help file.
All this stuff is free.
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
________________________________________________________________________________
| Subject: | Re: Oily Brake Shoes |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I would clean it off with something that disolves oil very well and does not leave
any residue. (not mineral spirits) I would try gasoline, or something like
that, clean both the drum and the shoes thouroughly, scrub those shoes with
a rag or brush to get the grease out of the pourous material and see if that
does the trick...
Are new shoes that expensive for kolbs ???
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2700#2700
________________________________________________________________________________
| From: | "jdmurr(at)juno.com" <jdmurr(at)juno.com> |
| Subject: | Re: Oily Brake Shoes |
I ordered new shoes and they sent me the wrong ones. It was a big screw-up. If
I can clean them I will. They were about $65. Might be worth it to convert
to disc brakes for a little more.
-- "JetPilot" wrote:
I would clean it off with something that disolves oil very well and does not leave
any residue. (not mineral spirits) I would try gasoline, or something like
that, clean both the drum and the shoes thouroughly, scrub those shoes with
a rag or brush to get the grease out of the pourous material and see if that
does the trick...
Are new shoes that expensive for kolbs ???
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p2700#2700
I ordered new shoes and they sent me the wrong ones. It was a big screw-up. If
I can clean them I will. They were about $65. Might be worth it to convert to
disc brakes for a little more.
--"JetPilot"orcabonita(at)hotmail.comwrote:
--Kolb-Listmessagepostedby:"JetPilot"orcabonita(at)hotmail.com
Iwouldcleanitoffwithsomethingthatdisolvesoilverywellanddoesnotleaveanyresidue.(notmineralspirits)Iwouldtrygasoline,orsomethinglikethat,cleanboththedrumandtheshoesthouroughly,scrubthoseshoeswitharagorbrushtogetthegreaseoutofthepourousmaterialandseeifthatdoesthetrick...
Arenewshoesthatexpensiveforkolbs???
--------
NOFEAR-Ifyouhavenofearyoudidnotgoasfastasyoucouldhave!!!
Readthistopiconlinehere:
http://forums.matronics.com/viewtopic.php?p2700#2700
________________________________________________________________________________
| Subject: | Re: Tach hook up |
| From: | "Mike Pierzina" <planecrazzzy(at)yahoo.com> |
Testing to see if the Avatar shows up
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2724#2724
Attachments:
http://forums.matronics.com//files/2nd_flight_cambridge_airport_3000agl_211.jpg
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
Verner engnies? John from the archives it looks like you tried one. How did
it work? Anyone else have an opinion of them?
>From: "John Williamson" <kolbrapilot2(at)comcast.net>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: Re: Introducions in the BBS format
>Date: Tue, 10 Jan 2006 11:41:03 -0800
>
>
>
>Hey John H and All,
>
>That young fellow is your's truly in 1970.
>
>I like this new format and capabilities.
>
>--------
>John Williamson
>Arlington, TX
>
>Kolbra, 912ULS
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=2583#2583
>
>
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Might be able to get your answer by asking the Kolb List how many listers are flying
with a Verner.
john h
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2736#2736
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "John Williamson" <kolbrapilot2(at)comcast.net> |
David and All,
I tried a Verner 155.
I fly a Rotax 912 ULS.
That should say all that needs to be said about the Verner.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2746#2746
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: Oily Brake Shoes |
I never have had any luck cleaning shoes with oil in them and getting a
satisfactory result. If you haven't already make sure that the shoe your
having problems with is actually being forced against the drum properly.
Bryan Green (Elgin SC)
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Tuesday, January 10, 2006 9:01 PM
Subject: Kolb-List: Re: Oily Brake Shoes
>
> I would clean it off with something that disolves oil very well and does
> not leave any residue. (not mineral spirits) I would try gasoline, or
> something like that, clean both the drum and the shoes thouroughly, scrub
> those shoes with a rag or brush to get the grease out of the pourous
> material and see if that does the trick...
>
> Are new shoes that expensive for kolbs ???
>
> --------
> NO FEAR - If you have no fear you did not go as fast as you could have
> !!!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=2700#2700
>
>
>
________________________________________________________________________________
| Subject: | Re: Introducions in the BBS format |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
I'm a newby to this BBS stuff. Using this to see if I can do this stuff.
--------
Thanks too much,
John Bickham
Mark III-C
Using my Repairman Certificate
St. Francisville, LA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2807#2807
Attachments:
http://forums.matronics.com//files/jw11_214.jpg
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: Verner Engines |
thanks for the info that's all I needed to know, looked good on paper. I'll
drop it.
________________________________________________________________________________
| Subject: | Re: Oily Brake Shoes |
| From: | "Mike Pierzina" <planecrazzzy(at)yahoo.com> |
Spraying with Brake Clean would work... But spraying with "starting Fluid" would
be cheaper, plus , it's always good to have starting fluid around...
Gotta Fly...
Mike in MN
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2845#2845
Attachments:
http://forums.matronics.com//files/616takeyourkidtowork_814.jpg
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <neilsenrmf(at)comcast.net> |
| Subject: | Re: Verner Engines |
Dave/All
That's not all you need to know! Come on John W, I know you are very happy
with the 100 hp 912 but as you told me, you didn't have a good test of the
Verner. Seems like you got a bad engine and it was replaced under some form
of warranty and you sold it before you used the good engine. Keep in mind
that not every one has the discresanary income to pay the big bucks to
Rotax. No doubt Rotax makes the best engines on the market and not by some
small margin but the margin in prices is much greater.
The only way we are going to get a reasonable price engine is to buy some of
the alternative engines. Seem like there is at least Verner/Kolb driver out
there. Don't let these guys intimidate you into not sharing your experience.
Also if there are other people out there that fly other engines please share
you experience.
I fly a Redrive VW powered MKIIIc and it is working into a fairly good
engine with a cost of around $5500 for the power package.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "David Key" <dhkey(at)msn.com>
Sent: Wednesday, January 11, 2006 7:52 AM
Subject: RE: Kolb-List: Re: Verner Engines
>
> thanks for the info that's all I needed to know, looked good on paper.
> I'll
> drop it.
>
>
>
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "David.Lehman" <david(at)davidlehman.net> |
John Williamson wrote:
> David and All,
>
> I tried a Verner 133.
>
> I fly a Rotax 912 ULS.
>
> That should say all that needs to be said about the Verner.
>
John...
I can't afford a 912 and a local has a Verner 133 for sale...
I listen to the voice of experience, what was your experience with the Verner?...
Thanx...
DVD
--------
Any pilot can describe the mechanics of flying. What it can do for the spirit
of man is beyond description.
Barry M. Goldwater, US senator.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2894#2894
________________________________________________________________________________
| Subject: | Re: Introducions in the BBS format |
| From: | "jimhefner" <hefner_jim(at)msn.com> |
Hey, this new BBS format is cool! Like other forums I participate in. Thanks
Matt!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2907#2907
Attachments:
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________________________________________________________________________________
| Subject: | Re: Introducions in the BBS format |
| From: | "jimhefner" <hefner_jim(at)msn.com> |
Hey, this new BBS format is cool! Like other forums I participate in. Thanks
Matt!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2908#2908
Attachments:
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________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "John Williamson" <kolbrapilot2(at)comcast.net> |
Hi David and All,
The Verner 133 is heavy.
You have to engineer an exhaust.
Whatever you engineer, has to withstand a high amount of vibration, more than
a Rotax 912 series engine.
The thrust line will be several inches higher than a Rotax.
It is well worth the wait to save and get yourself a Rotax 912 or 912ULS.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2919#2919
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "David.Lehman" <david(at)davidlehman.net> |
John Williamson wrote:
> Hi David and All,
>
> The Verner 133 is heavy.
>
> You have to engineer an exhaust.
>
> Whatever you engineer, has to withstand a high amount of vibration, more than
a Rotax 912 series engine.
>
> The thrust line will be several inches higher than a Rotax.
>
> It is well worth the wait to save and get yourself a Rotax 912 or 912ULS.
Thanx John...
Good information, makes me appreciate my 503 more...
DVD
--------
Any pilot can describe the mechanics of flying. What it can do for the spirit
of man is beyond description.
Barry M. Goldwater, US senator.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2922#2922
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Verner Engines |
|Come on John W, I know you are very happy
| with the 100 hp 912 but as you told me, you didn't have a good test
of the
| Verner.
Rick N:
Getting a bad engine, out of the box, from Verner does not say much
for their product, quality control, nor reliability down the line.
Owning an engine that is not serviceable/reliable enough to accomplish
"a good test" is not what I would be looking for to keep me in the air
on down the line.
Dennis Kirby had a Verner, initially, on his MKIII. Not only was the
engine not performing as advertised, but support, service and response
to the many problems Dennis had with the Verner were not there. For
Dennis, it was a night mare, ruining his first experience with the
airplane he built. Dennis found and bought a used 912, and the smile
on his face is permanently etched. ;-)
TNK mounted a Verner on the first MKIIIx, took it to Sun and Fun and
worked on it for a week, with factory reps assisting. If I remember
correctly, I saw it get off the ground once or maybe twice. On return
to London, KY, the Verner disappeared, never to be seen in and around
TNK.
No one is "knocking" Verner. Simply stating what I have seen and what
I have been told by a couple of reliable folks that were
owners/operators of these engines.
|Don't let these guys intimidate you into not sharing your
experience.
| Also if there are other people out there that fly other engines
please share
| you experience.
Don't think anyone is trying to intimidate Verner/Kolb owners, if they
exist on this List. Simply trying to inform folks of the history of
Verner as I know it. That is why I answered the question yesterday
with a question, "How many Verner powered Kolbs on the Kolb List.
| I fly a Redrive VW powered MKIIIc and it is working into a fairly
good
| engine with a cost of around $5500 for the power package.
|
| Rick Neilsen
Rick, a "fairly good engine" is not an engine I can be comfortable
with. Are you comfortable flying your VW powered MKIIIc? You don't
have to answer that question. I don't expect you too. Comfort with
the reliability and safety of what I fly is of utmost importance. I
do this for fun, not for pay. When it ceases to be fun, I quit.
Take care,
john h
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Gang:
Let's see if we can find anyone who owns and is flying an aircraft powered with
a Verner. If we can, let's ask them to give us an honest and unbiased report
of their engines performance, reliability, serviceability, and support from Verner.
john h
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2931#2931
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "David.Lehman" <david(at)davidlehman.net> |
John Hauck wrote:
> Gang:
>
> Let's see if we can find anyone who owns and is flying an aircraft powered with
a Verner. If we can, let's ask them to give us an honest and unbiased report
of their engines performance, reliability, serviceability, and support from
Verner.
>
> john h
Well John, I suppose this is a major "DUH!", but the local engine is available
because he replaced the Verner on his GT500 with a new Jabiru...
DVD
--------
Any pilot can describe the mechanics of flying. What it can do for the spirit
of man is beyond description.
Barry M. Goldwater, US senator.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2948#2948
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Dave: Might find out what his thoughts and experiences with the Verner were.
However, he's in the selling mode and doubt he is going to be 100% open about
it.
Understand replacing with a Jab, direct drive, on an Eiper GT500???
john h[/quote]
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2952#2952
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Noted the quote at the end of my last post. I quess that is because I was screwing
around and clicked on the little quote box above. Live and learn.
john h
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2953#2953
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "David.Lehman" <david(at)davidlehman.net> |
John Hauck wrote:
> Dave: Might find out what his thoughts and experiences with the Verner were.
However, he's in the selling mode and doubt he is going to be 100% open about
it.
>
> Understand replacing with a Jab, direct drive, on an Eiper GT500???
>
> john h
John...
You're correct about the seller/buyer information highway sometimes being a little
biased... Supposedly, he was disappointed with a cooling problem on the Verner...
And you're also correct, it's a Jabiru 2200 on a Quicksilver GT500...
We have an ambitious Jabiru dealer in town and there are several (2200s and 3300s)
flying in the area...
Thanx...
DVD
--------
Any pilot can describe the mechanics of flying. What it can do for the spirit
of man is beyond description.
Barry M. Goldwater, US senator.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2957#2957
________________________________________________________________________________
Ok Gang,
Time to try the new form out [Shocked] Thought I would try out the photo attachment
thingy. Hmmmm no spell checker this will get interesting [Laughing]
--------
Paul Petty
Kolbra #12
Ms Dixie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2983#2983
Attachments:
http://forums.matronics.com//files/p1090005_765.jpg
http://forums.matronics.com//files/p1090010_121.jpg
http://forums.matronics.com//files/p1090008_136.jpg
________________________________________________________________________________
| Subject: | Wing Attach Spacers?... |
| From: | "David.Lehman" <david(at)davidlehman.net> |
When I unfold the wings, the front spar fittings and the strut fittings mate with
fuselage fittings wider than the spar/strut... Am I supposed to install spacers
(washers) to fill the gap between the fittings?...
Thanx...
DVD
--------
Any pilot can describe the mechanics of flying. What it can do for the spirit
of man is beyond description.
Barry M. Goldwater, US senator.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3004#3004
________________________________________________________________________________
| From: | "lucien stavenhagen" <lstavenhagen(at)hotmail.com> |
| Subject: | Wing Attach Spacers?... |
>When I unfold the wings, the front spar fittings and the strut fittings
>mate with fuselage fittings wider than the spar/strut... Am I supposed to
>install spacers (washers) to fill the gap between the fittings?...
>
>Thanx...
Actually, since you brought that up, I've always been curious as to why that
gap is so large there? I worry about a shear load spread out over that much
length of the pin...
Or is this simply a low load area such that this is plenty of strength?
Like I said, I've never seen any problem with this, but am curious about the
gap.
PS. there's a similar large gap where the lift struts attach to the cage. I
run a spacer made out of fuel line on here to keep the strut set up against
one side. Anyone know why this gap is wide as well?
LS
N646F
>DVD
>
>--------
> Any pilot can describe the mechanics of flying. What it can do for the
>spirit of man is beyond description.
> Barry M. Goldwater, US senator.
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=3004#3004
>
>
________________________________________________________________________________
| Subject: | Re: Wing Attach Spacers?... |
| From: | "Mike Pierzina" <planecrazzzy(at)yahoo.com> |
People have put rubber spacers in there, just to keep the vibrating noise down....
Do you have a GAP SEAL that goes between your wings ??? every picture that I've
seen of your plane is missing it...( important Item )
Gotta Fly...
Mike in MN
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3029#3029
Attachments:
http://forums.matronics.com//files/pictures_from_cd_020_652.jpg
http://forums.matronics.com//files/pictures_from_cd_016_157.jpg
http://forums.matronics.com//files/pictures_from_cd_019_784.jpg
________________________________________________________________________________
| Subject: | Re: Kolbra Article |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I would like to read this article, is it available online anywhere ?
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3030#3030
________________________________________________________________________________
| Subject: | Re: Wing Attach Spacers?... |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Mike: That is a darn good looking gap seal. I like it.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3031#3031
________________________________________________________________________________
| Subject: | Re: Kolbra Article |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Mike: Join EAA and check the Sport Pilot block on the application.
If I get time tonight I will scan and post it, if it comes out half way decent.
I enjoyed the article and the photos, some of which I was flying right along side
our intrepid aviator from Arlington. Was well thought out and effective piece
of work.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3035#3035
________________________________________________________________________________
| Subject: | Re: Wing Attach Spacers?... |
| From: | "David.Lehman" <david(at)davidlehman.net> |
Mike Pierzina wrote:
> People have put rubber spacers in there, just to keep the vibrating noise down....
>
> Do you have a GAP SEAL that goes between your wings ??? every picture that
I've seen of your plane is missing it...( important Item )
>
>
> Gotta Fly...
> Mike in MN
WOW!... I answered this, hit the send button and lost the BBS... I'll try again...
Mike, I have the gap seal, I just didn't have it installed in the pictures...
I like the rubber spacer idea, could probably do the same thing with pieces of
fuel hose...
Thanx...
DVD
--------
Any pilot can describe the mechanics of flying. What it can do for the spirit
of man is beyond description.
Barry M. Goldwater, US senator.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3036#3036
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
David.Lehman wrote:
> [Well John, I suppose this is a major "DUH!", but the local engine is available
because he replaced the Verner on his GT500 with a new Jabiru...
>
> DVD
Hahaha, not to bright a guy, he went from buying a horrible engine to buying
a mediocre engine...
The Roatx 912S is a far superrior engine to either of those. I would save for
as long as it takes to get a great engine rather than throw away what you have
on something you will never be happy with.
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3040#3040
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
David.Lehman wrote:
> [Well John, I suppose this is a major "DUH!", but the local engine is available
because he replaced the Verner on his GT500 with a new Jabiru...
>
> DVD
Hahaha, not to bright a guy, he went from buying a horrible engine to buying
a mediocre engine...
The Roatx 912S is a far superrior engine to either of those. I would save for
as long as it takes to get a great engine rather than throw away what you have
on something you will never be happy with.
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3041#3041
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Wing Attach Spacers?... |
| When I unfold the wings, the front spar fittings and the strut
fittings mate with fuselage fittings wider than the spar/strut... Am
I supposed to install spacers (washers) to fill the gap between the
fittings?...
|
| Thanx...
|
| DVD
Dave/Gang:
Do you have the plans and instructions for your airplane?
Nothing is called for to kill that space.
john h
________________________________________________________________________________
| Subject: | Re: Wing Attach Spacers?... |
| From: | "David.Lehman" <david(at)davidlehman.net> |
John Hauck wrote:
> Dave/Gang:
>
> Do you have the plans and instructions for your airplane?
>
> Nothing is called for to kill that space.
>
> john h
Yes John, I have the 1985 plans and I noted that they called for empty space...
I guess I've spent too much time with big airplanes and I need a re-education...
Thanx...
DVD
--------
Any pilot can describe the mechanics of flying. What it can do for the spirit
of man is beyond description.
Barry M. Goldwater, US senator.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3056#3056
________________________________________________________________________________
| Subject: | Re: Wing Attach Spacers?... |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
[/quote]
Actually, since you brought that up, I've always been curious as to why that
gap is so large there? I worry about a shear load spread out over that much
length of the pin...
Or is this simply a low load area such that this is plenty of strength?
Like I said, I've never seen any problem with this, but am curious about the
gap.
PS. there's a similar large gap where the lift struts attach to the cage. I
run a spacer made out of fuel line on here to keep the strut set up against
one side. Anyone know why this gap is wide as well?
LS
N646F
[quote]DVD
| Actually, since you brought that up, I've always been curious as to why that
| gap is so large there? I worry about a shear load spread out over that much
| length of the pin...
Lucien:
I can assure you that the gap is the way it is because that is the way Homer Kolb
designed it. It was the same way on my Ultrastar that I built in 1984, like
22 years ago. If you are worried about this fitting, recommend you ground your
airplane until it is fabricated in such a way that you will be comfortable
with it. As far as I know, we have not lost the first Kolb because of Homer's
design of that fitting. Besides, even though I am not an engineer, I don't
think there is any more shear load on that pin with that much space, or if it
were snugged up tight.
| Or is this simply a low load area such that this is plenty of strength?
Homer Kolb does not design weak airplanes, period. I would think the lift strut
fitting is a very high load area. After all, it is carrying the load of that
wing.
| Like I said, I've never seen any problem with this, but am curious about the
| gap.
In the short time you have been a Kolb aviator, I doubt you have seen a problem
in that area. Like I said earlier, after 22 years, I haven't seen a problem
either.
There are many of us on the Kolb List and around the world that have been flying
Homer Kolb's airplanes for many years. We don't fly them because Homer did
not know what he was doing when he designed them. The fact that most of us are
still alive and still flying Homer's airplanes should attest to the fact that
they are a damn good product.
If one flies a lot, i.e., many, many hours, the holes in the lift strut fittings
will elongate from vibration and wear. Fuel line, rubber washer, steel washers
will not keep the fittings from vibrating on the pins or bolts. To improve
on this set up, one must drill out the lift strut fitting to accept a steel
bushing. The bushing is welded into the list strut fitting, both inboard and
outboard. The bushing is trimmed for a snug fit on both ends, then bolted up
tight. That is the way I have my lift struts modified. After nearly 2,500 hours
I have no wear in the lift strut fittings, no rattles, no vibration.
Take care,
john h
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3057#3057
________________________________________________________________________________
| From: | "lucien stavenhagen" <lstavenhagen(at)hotmail.com> |
| Subject: | Re: Wing Attach Spacers?... |
>Lucien:
>
>I can assure you that the gap is the way it is because that is the way
>Homer Kolb designed it. It was the same way on my Ultrastar that I built
>in 1984, like 22 years ago. If you are worried about this fitting,
>recommend you ground your airplane until it is fabricated in such a way
>that you will be comfortable with it.
Ok, calm down, calm down...take a deep breath.... Just curious, not being
critical (and have no concerns about the joint due to the long history of
the Kolbs, merely a curiosity)....
>As far as I know, we have not lost the first Kolb because of Homer's design
>of that fitting. Besides, even though I am not an engineer, I don't think
>there is any more shear load on that pin with that much space, or if it
>were snugged up tight.
>
Not quite true, but the explanation as to why is a bit lengthy and I won't
go into it here since it's probably not an issue.
The gaps in these areas are merely unusual design, though, which is why I'm
curious as to why it was done that way. That's all....
LS
N646F
________________________________________________________________________________
| Subject: | Re: Wing Attach Spacers?... |
In a message dated 1/11/2006 4:47:04 P.M. Mountain Standard Time,
lstavenhagen(at)hotmail.com writes:
The gaps in these areas are merely unusual design, though, which is why I'm
curious as to why it was done that way. That's all....
It there for easy folding of the wings. If the gap was not there you
couldn't swing the wings out for folding.
________________________________________________________________________________
| From: | ray anderson <rsanoa(at)yahoo.com> |
| Subject: | Re: Verner Engines |
I keep my UltraStar just about 400 - 500 feet from the Jabiru 'factory' or US distribution
facility now located on the Shelbyville, TN airport. It's here that
customers can come and assemble their aircraft with the Jabiru engines. It's
a great looking combination and there is a couple of customers assembling every
day. I believe it takes about two weeks and is licensed as homebuilt with the
customer doing a little over 50% of the work to be legal. This has been going
on now for about 8-10 months and a lot of them have flown away with happy owners.
I don't know of any that have come back or reported trouble, so the Jabiru
engine can't be too mediocre. There seems to be a line up of customers waiting
for a spot to build and fly. Business is so good that Jabiru has asked for
a new building twice as large. They are getting ready to produce a two cylinder
version of the engine.
David.Lehman wrote:
> [Well John, I suppose this is a major "DUH!", but the local engine is available
because he replaced the Verner on his GT500 with a new Jabiru...
>
> DVD
Hahaha, not to bright a guy, he went from buying a horrible engine to buying a
mediocre engine...
The Roatx 912S is a far superrior engine to either of those. I would save for as
long as it takes to get a great engine rather than throw away what you have
on something you will never be happy with.
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3041#3041
---------------------------------
Got holiday prints? See all the ways to get quality prints in your hands ASAP.
________________________________________________________________________________
Kolbers,
I would like to invite you to goin the Kolb list group on the new BBS. Not sure
what we can do with this but we will find out! :D
--------
Paul Petty
Kolbra #12
Ms Dixie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3090#3090
________________________________________________________________________________
| From: | "Ralph" <ul15rhb(at)juno.com> |
| Subject: | Re: Wing Attach Spacers?... |
Dave,
I did install aluminum spacers in the lower lift strut fittings/cage attachment
because I noticed the strut would move back and forth across the clevis pin.
That couldn't be good for it and figured that it could cause premature wear. Is
this what you are referring to?
Ralph
Original Firestar
19 years flying it
-- "David.Lehman" wrote:
When I unfold the wings, the front spar fittings and the strut fittings mate with
fuselage fittings wider than the spar/strut... Am I supposed to install spacers
(washers) to fill the gap between the fittings?...
Thanx...
DVD
--------
Any pilot can describe the mechanics of flying. What it can do for the spirit
of man is beyond description.
Barry M. Goldwater, US senator.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3004#3004
________________________________________________________________________________
| Subject: | John W's SP Article |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Kolb%20Stuff/John%20W's%20SP%20Article/
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3103#3103
________________________________________________________________________________
| Subject: | Re: John W's SP Article |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Try this url. I ran it through a url shortener:
http://www.paulding.net/bin/url.cgi/13160.3
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3104#3104
________________________________________________________________________________
| Subject: | Re: John W's SP Article |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
forget the previous. That didn't work.
Highlight the entire url, copy and paste it into the address of your browser.
That'll get you to an index page. Click on the files to get the different pages
of the article.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3107#3107
________________________________________________________________________________
| Subject: | Re: Wing Attach Spacers?... |
| From: | "David.Lehman" <david(at)davidlehman.net> |
ul15rhb(at)juno.com wrote:
> Dave,
>
> I did install aluminum spacers in the lower lift strut fittings/cage attachment
because I noticed the strut would move back and forth across the clevis pin.
That couldn't be good for it and figured that it could cause premature wear.
Is this what you are referring to?
>
> Ralph
>
That's it Ralph, but I'm starting to understand "the why and what for" now...
DVD
--------
Any pilot can describe the mechanics of flying. What it can do for the spirit
of man is beyond description.
Barry M. Goldwater, US senator.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3109#3109
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
| Subject: | Wing Attach Spacers?... |
Since the wing inboard ribs a fixed length, rigid structure, and the back
end is fixed I don't think you want the front end fixed as well. This point
is a pivot point and you want it to be able to pivot, transferring all loads
to the lift strut. Soft rubber spacers shouldn't effect it at all but
washers bolted up tight would definitely be a bad idea. I would recommend
leaving it open, as called for in the plans.
Christopher Armstrong
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck
Sent: Wednesday, January 11, 2006 5:12 PM
Subject: Re: Kolb-List: Wing Attach Spacers?...
| When I unfold the wings, the front spar fittings and the strut
fittings mate with fuselage fittings wider than the spar/strut... Am
I supposed to install spacers (washers) to fill the gap between the
fittings?...
|
| Thanx...
|
| DVD
Dave/Gang:
Do you have the plans and instructions for your airplane?
Nothing is called for to kill that space.
john h
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "John Williamson" <kolbrapilot2(at)comcast.net> |
The Verner 133 engine might be great on a trike or powered parachute but it didn't
seem to be very good on a Kolb Kolbra.
As for the Jabiru 2200 engine, it's a great little engine and works very well in
the right application.
The Jabiru airplanes were made to optimize the performance of the Jabiru engine.
Yes, a Jabiru will work on a Kolb. I have over 500 hours flying a Jabiru 2200 engine
on my Kolbra but it was not the correct engine for the Kolbra.
You can engineer any engine to fit on any Kolb but the chance of getting the best
performance out of the engine and airframe is just that, a chance.
For half the price of a Rotax 912 you can fly 70 to 80 mph. With the 912 you can
fly 80 to 90 mph all day long.
When my wife asked what was in the last Rotax engine box that was delivered to
my garage, I just responded "Insurance." She understood completely what I was
talking about.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3131#3131
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)netzero.com> |
Paul, Very impressive workmanship. I am doing a like thing on my Firestar KXP.
I am using a 5 amp battery as I only have to power up the glass gauges should
the motor go boom. I believe I only have avaliable room below my seat as teh behind
ares is filled with cables and struts from the cage. The underdash area
has teh Strobe box with the Key West unit. Who made the sheetmetal work for the
battery cage?
Ralph "the other Ralph" Hoover
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3134#3134
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Verner Engines |
Kolbers,
I was curious as to why the Verner seems to have such a bad reputation. I
stumbled across the following site:
http://www.bmaa.info/upload/techdocs/20041061154110.Hm01_22.pdf
BRITISH MICROLIGHT AIRCRAFT ASSOCIATION
HOMEBUILT AIRCRAFT DATA SHEET (HADS)
NO: HM1 ISSUE: 22
This is a data sheet for an XAir (UK), and was put together in 2004.
There is an interesting table on the bottom of page five. The BMWR100RS was
fitted with Rotax C gear boxes and a comparison can be made to the Verner
133M. For the C boxes listed with the 3.0:1 ratio and the Verner all
recommended propeller sizes were 68 inches. But the Rotax gear boxes could
swing a three blade propeller while only a two blade propeller was recommend
for the Verner. This indicates the Verner engine gearbox was not designed
to handle high inertia propellers.
The report last page contains a table that compares X'Air aircraft
performance using the Rotax 582, Jabiru 2.2, Simonini V2, HKS700E, Rotax
912, and Verner 133M engines.
This data sheet indicates that all of the above engines can be used safely
on the X'Air. Which engine you select depends on your desire for
performance and the size of your pocket book. Pretty much the same can be
said for Kolb designs.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
jbhart(at)onlyinternet.ne wrote:
> Kolbers,
>
> I was curious as to why the Verner seems to have such a bad reputation.
>
> The report last page contains a table that compares X'Air aircraft
> performance using the Rotax 582, Jabiru 2.2, Simonini V2, HKS700E, Rotax 912,
and Verner 133M engines.
>
> This data sheet indicates that all of the above engines can be used safely
> on the X'Air. Which engine you select depends on your desire for
> performance and the size of your pocket book. Pretty much the same can be
> said for Kolb designs.
>
> Jack B. Hart FF004
> Winchester, IN
The data sheet says that any of those engines fit the power, weight, etc. parameters
for the airplane... So they are saying that particular airplane will safely
fly with any of those engines. That does NOT mean that those engines are
all equal, or even that they are good engines....
As to why the verner has such a bad reputation, because its a really crapppy engine....
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3153#3153
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
Paul Petty wrote:
>
>Kolbers,
>
>I would like to invite you to goin the Kolb list group on the new BBS. Not sure
what we can do with this but we will find out! :D
>
>--------
>Paul Petty
>Kolbra #12
>Ms Dixie
>
Hi Paul,
According to the list owner, the new bbs just mirrors this list. It's
just another (slower :-) ) way of viewing the same emails.
Ain't nothing like getting it both ways, huh?
Charlie
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
At 07:36 PM 1/11/2006 Wednesday, you wrote:
>
>Paul Petty wrote:
>
>>
>>Kolbers,
>>
>>I would like to invite you to goin the Kolb list group on the new BBS. Not sure
what we can do with this but we will find out! :D
>>
>>--------
>>Paul Petty
>>Kolbra #12
>>Ms Dixie
>>
>
>Hi Paul,
>
>According to the list owner, the new bbs just mirrors this list. It's
>just another (slower :-) ) way of viewing the same emails.
>
>Ain't nothing like getting it both ways, huh?
>
>Charlie
What Paul is referring to was this feature on the BBS called "usergroups". At
first, this seemed like more than it really was. Turns out its more of an administrative
thing, than a feature.
I think the "usergroups" feature warrants a "never mind" at this point. Sorry
for the confusion!
Matt Dralle
List Admin.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <neilsenrmf(at)comcast.net> |
| Subject: | Re: Verner Engines |
John/All
I got this note from another member of the list. It expresses much better
some of what I was trying to say so I decided to share the following with
the group.
<<<>>>>>
As stated above I too could write a check for a Rotax 912 but I won't. If I
was going to do the kind of flying the Johns do it would be worth it to me
but I don't. For the kind of flat land flying I do my VW is just fine. The
other part of my madness is that I'm attempting to refine the VW engine
package so that it can be almost as reliable as a Rotax 912 but with a MUCH
lower price tag.
Also some of the comments I'm seeing on the list aren't very constructive. I
still haven't heard any evaluation on a Verner engine (statistics or facts
not just hear say) (May be John W but he never flew it) and we are getting
comments such as "Crappy" or "Hahaha, not to bright a guy, he went from
buying a horrible engine to buying a mediocre engine..." Remember Verner has
made at least two different engines and maybe the newer engines are better.
Just because you guys spent those big bucks doesn't it is right for
everyone. Please keep a open mind and allow others to contribute.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Wednesday, January 11, 2006 10:34 PM
Subject: Kolb-List: Re: Verner Engines
>
>
> jbhart(at)onlyinternet.ne wrote:
>> Kolbers,
>>
>> I was curious as to why the Verner seems to have such a bad reputation.
>>
>> The report last page contains a table that compares X'Air aircraft
>> performance using the Rotax 582, Jabiru 2.2, Simonini V2, HKS700E, Rotax
>> 912, and Verner 133M engines.
>>
>> This data sheet indicates that all of the above engines can be used
>> safely
>> on the X'Air. Which engine you select depends on your desire for
>> performance and the size of your pocket book. Pretty much the same can
>> be
>> said for Kolb designs.
>>
>> Jack B. Hart FF004
>> Winchester, IN
>
>
> The data sheet says that any of those engines fit the power, weight, etc.
> parameters for the airplane... So they are saying that particular airplane
> will safely fly with any of those engines. That does NOT mean that those
> engines are all equal, or even that they are good engines....
>
> As to why the verner has such a bad reputation, because its a really
> crapppy engine....
>
> --------
> NO FEAR - If you have no fear you did not go as fast as you could have
> !!!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=3153#3153
>
>
>
________________________________________________________________________________
| Subject: | Re: Verner Engines |
God Bless America, where we can do what we want with our Kolbs
In a message dated 1/11/2006 10:58:04 P.M. Mountain Standard Time,
neilsenrmf(at)comcast.net writes:
--> Kolb-List message posted by: "Richard & Martha Neilsen"
John/All
I got this note from another member of the list. It expresses much better
some of what I was trying to say so I decided to share the following with
the group.
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Jabiru 2 cylinder - is it real |
So is Jabiru really going to build a 2 cylinder to compete with
smaller Rotax's. I spoke with the man himself a couple years ago at
Sun & Fun, he seemed very firm like he didn't want to do business in
that competitive area. They had an article in the Australian UL
magazine back in 97 I believe it was about having developed a 2
cylinder but then didn't produce it. Much be looking to increase
their revenue stream. heard any definite when there to be on the market?
jerb
At 06:46 PM 1/11/2006, you wrote:
>
>I keep my UltraStar just about 400 - 500 feet from the Jabiru
>'factory' or US distribution facility now located on the
>Shelbyville, TN airport. It's here that customers can come and
>assemble their aircraft with the Jabiru engines. It's a great
>looking combination and there is a couple of customers assembling
>every day. I believe it takes about two weeks and is licensed as
>homebuilt with the customer doing a little over 50% of the work to
>be legal. This has been going on now for about 8-10 months and a lot
>of them have flown away with happy owners. I don't know of any that
>have come back or reported trouble, so the Jabiru engine can't be
>too mediocre. There seems to be a line up of customers waiting for a
>spot to build and fly. Business is so good that Jabiru has asked
>for a new building twice as large. They are getting ready to produce
>a two cylinder version of the engine.
>
>JetPilot wrote: --> Kolb-List message
>posted by: "JetPilot"
>
>
>David.Lehman wrote:
> > [Well John, I suppose this is a major "DUH!", but the local
> engine is available because he replaced the Verner on his GT500
> with a new Jabiru...
> >
> > DVD
>
>
>Hahaha, not to bright a guy, he went from buying a horrible engine
>to buying a mediocre engine...
>
>The Roatx 912S is a far superrior engine to either of those. I would
>save for as long as it takes to get a great engine rather than throw
>away what you have on something you will never be happy with.
>
>Michael A. Bigelow
>
>--------
>NO FEAR - If you have no fear you did not go as fast as you could have !!!
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=3041#3041
>
>
>---------------------------------
> Got holiday prints? See all the ways to get quality prints in your
> hands ASAP.
>
>
________________________________________________________________________________
Thanks Ralph. I made the battery box from scrap aluminum laying around the shop.
--------
Paul Petty
Kolbra #12
Ms Dixie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3251#3251
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Verner Engines |
>
>The data sheet says that any of those engines fit the power, weight, etc. parameters
for the airplane... So they are saying that particular airplane will safely
fly with any of those engines. That does NOT mean that those engines are
all equal, or even that they are good engines....
>
>As to why the verner has such a bad reputation, because its a really crapppy engine....
Michael,
Do you have personal experience with the Verner?
The same can be said about any engine, such as, a Model T and Model A Ford
that are flying in Pietenpols. The plane was designed around the engine.
These people are not crazy. They just like the idea, sound, feel and smell
of the engine in flight.
I found the Rotax 447 to be very uncivil and I changed engines to something
I thought would be better. And so far, except for a few coolant leaks that
were my fault, it has been a very good engine.
There are so many "good" engines out there that never make it to market.
The market place determines what is a good engine. The trick is to match
the engine to the plane and to meet the owner's expectations and desire for
performance too. If an engine does not work out, one can build a plane on
which it will work well, adapt it to some non-aircraft use, sell it to
someone else, or use it for a boat anchor.
I am sure that there are those out there that love their HKS, Hirth, and yes
even the Verner engine.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Gas Tanks larger than 5 gallons |
John,
What did was cut one steel tube and make a sleeve on each side to reinstall the
tube after the fuel tank was installed. Then I made a cardboard model of the
fuel tank and shipped it to Mark German of Areofab. He welded up a nice aluminum
fuel tank complete with stainless steel hold downs and made me custom aluminum
saddels for it to rest on the tail boom. Very pleased :D
--------
Paul Petty
Kolbra #12
Ms Dixie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3258#3258
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Verner Engines |
| I got this note from another member of the list. It expresses much
better
| some of what I was trying to say so I decided to share the following
with
| the group.
|
| <<<| From: | "woody" <duesouth(at)govital.net> |
| Subject: | Re: John W's SP Article |
>
Rick is right about writing articles. Have any of you wondered about all
the Challenger articles that are written. You must think they are the best
aircraft in the world judjing by the owners stories. I think they just have
a great PR machine. An owner pilot writes in about a trip and the Challenger
PR group rewrites it and makes it into a thinly veiled advertisment for
Challengers. Great business idea and they are to be congratulated on the
effort. I have flown 2 Challengers. I must be spoilled by Kolb because I
wouldn't give a rats ass for either of them and beg off on any future offers
to fly one.. Just my opinion but they don't seem to live up to the great
stories I have read about them. Kolbers should be writing a bit more. John
should write something on his adventures and Beauford should write one for
the humour. Newbies on the list unfortunately have not read one of Beaufords
rants or about his kitten fuzzbutt. They were classics.
The unsubscribe page does not seem to be working for me so untill it
does I will keep reading the posts and mouthing off on occasion.
> John Williamson - Thanks for writing the article. This is a wonderful!!!!
It
> makes it very clear that you don't have to fly 900 miles per hour and
spend
> a zillion dollars to travel in your own airplane. The our group, industry,
> and Kolb owes you one big "hoo raaaaaaaaa!!!!".
>
> OK the rest of you start writing. Mary at EAA's Sport Pilot will publish
if
> you write. So much more fun reading about our airplanes than those fast
$$$
> ones.
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "John Williamson" <kolbrapilot2(at)comcast.net> |
Hi Rick and All,
I flew the Verner 133.
I just don't advertise that I flew it because it was such a BAD experience.
Cheap is not always a bad way to go. Expensive is not always the best way to go.
I tried a cheap engine and I got a cheap engine.
I tried an expensive engine and got a very reliable engine.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.comcast.net/~kolbrapilot1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3309#3309
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
I never have had any luck cleaning shoes with oil in them and getting a
satisfactory result. If you haven't already make sure that the shoe your
having problems with is actually being forced against the drum properly.
Bryan Green (Elgin SC)
I think I mentioned the other day to use a can of brake parts cleaner in an
aerosol can.. If that doesn't work... take to some who does steam
cleaning and blast it with live steam.. I had an aluminum gas tank that
developed a leak... I wanted to get it welded instead of just pouring in
the slosher sealer.. The welder would not weld on a fuel tank until it
had been to a steam cleaner.. I took an old gas water heater and
converted it so I could put a propane burner in it.. Put about 5 gal of
water in it and ran 2 old washer machine hoses from the top of the heater
without any restrictions into the fuel tank... then let it run for about
an hour.. couldn't smell any thing in the tank and welded it without
incidence..
For something like a brake shoe.. Maybe a dry cleaner company that uses
steam to get out stains...
Boyd
________________________________________________________________________________
| Subject: | Kolb List Participation |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Everyone:
I doubt anyone on this List has been knocked down, drug around, kicked between
the legs, slandered, slaughtered the way I have been over the last 8 years I have
closely following what my fellow Kolb friends are doing. At times, it is
very, very difficult to put up with this kind of crap, but I love my little Kolb
airplanes and the people that build and fly them. So I have hung around.
Email is a tough communications medium, and folks are going to take the written
word differently than some people intend for it to be taken. I know. I do that
myself, only to find out later I was wrong. When I am wrong, I usually post
a msg to the List admitting it.
Back copy msgs about what is going on on the Kolb List, about what is being discussed,
does not help the Kolb List. Fear of being right or wrong because of
what you would like to post to the List, but for some reason are afraid to post
do not help the rest of us understand what is being discussed.
I have always felt the Kolb List was one big family. Right or wrong, we are still
family. When I post my thoughts and feelings about my experiences or what
I prefer, I feel it is my right to be able to do that without being attacked
for it. Same as anybody else feels about their posts. If I like the engine I
fly with, it is my right to have that preference. If you don't like it, it is
also completely alright. Doesn't mean that I am bad mouthing anybody else's
stuff.
Come on gang, let's be big boys and girls and try to carry on a decent discussion
without feeling we are right or wrong, or somebody is going to dump on us because
of our feelings and preferences. By chance if they do, hit the delete
button and drive on. I am a slow learner................
I am as interested in alternative power for Kolbs as anyone else on the Kolb List.
Because I fly with a Kolb powered by a Rotax does not take away from my natural
curosity to learn about other means of power.
I have recently gotten involved with antique tractors, but I don't fight with folks
that drive Dodge or Ford trucks because I drive a Nissan pickup. Nor do
I bad mouth my friend that owns a different brand tractor than mine. There is
a lot to learn from everyone, the good, the bad, the right and the wrong.
I want to encourage everyone to post to the List about what they are doing and
how they are doing it. I have been accused of burning up most of the band width
on the Kolb List, and maybe I do. Maybe if some more of you all would sit
down and do some sharing instead of complaining, we could all benefit by it and
I would not be so wordy. :-)
Take care my friends,
john h
hauck's holler, alabama
MKIII/912ULS
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3352#3352
________________________________________________________________________________
| From: | Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Re: Verner Engines |
Rick Neilsen wrote: << I still haven't heard any evaluation on a Verner
engine (statistics or facts not just hear say) ... Please keep a open mind
and allow others to contribute. >>
Kolb Friends -
This thread began when David Key asked the simple question, "Whaddaya all
think about the Verner engine?" As a former Verner owner on my Kolb, I feel
obliged to pass on my experiences.
Most of you might recall that I originally built my Mark-III with a
Verner-1400 80 hp engine. Because of reliability issues with the Verner, I
replaced it this past summer with a 912ul. Although the engine itself ran
beautifully, the reduction drive unit was experiencing some kind of
torsional harmonic vibration that was causing the prop hub bolts to fail on
a regular (every 6 hours of flight time) basis.
Although the US distributor from whom I purchased this engine has put
forth exceptional effort in working with me by replacing the broken
parts and trying to help me solve the problem, we were getting
zero support or help from the factory in Czech Republic.
I'm presently very happy with my Rotax-912. I'm sure there are Verner
engines out there that have accumulated hundreds of hours of trouble-free
service for their owners. Unfortunately for me, mine was not one of them.
Dennis Kirby
1996 Mark-III, "Magic Bike" in
Cedar Crest, NM
________________________________________________________________________________
| From: | "rlaird" <rlaird(at)cavediver.com> |
The Kolb MkIIIc/912ULS I have has a strong tendency to turn left. The bungee cord
does a fair job of countering that, but I'd like to effect a bit more nominal
solution.
So, I have TWO questions:
1) I'm thinking about adding an aileron trim. Can anyone suggest approaches to
doing that, suggest methods/materials, and maybe even details on how to do it.
2) I've been told by at least two people, "oh, check your washout!" as if to say
that might solve my strong-left-turning-tendency. And although I have a very
general idea what washout is, I would have no idea about how to MEASURE it
and then, if were "wrong", how to correct it.
Any constructive comments?
-- Robert
--------
~~~~~~~~~~~~~~~~~~~
Robert Laird
MkIIIc/912ULS
Houston, TX
http://www.Texas-Flyer.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3382#3382
________________________________________________________________________________
| Subject: | Re: washout/trim |
| From: | "rlaird" <rlaird(at)cavediver.com> |
I just realized that I didn't describe my problem correctly. The MkIII does "turn
left", it banks left. In other words, if I apply right aileron enough to
keep the wings level, then the plane flies fairly straight. So, it's not rudder
correction I need (I think), it's aileron..... I think.
--------
~~~~~~~~~~~~~~~~~~~
Robert Laird
MkIIIc/912ULS
Houston, TX
http://www.Texas-Flyer.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3389#3389
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: washout/trim |
Aileron trim is the easy way to go. A foot long tab (along the
aileron) that is only perhaps an inch
wide would be less conspicuous than my shorter/more stickinout
temporary/permanent
style.
I do intend, after more important matters, to eliminate it. Either by
angle of attack
(washout/in) or some tailfeather adjustment.
Without messing with the front spar attach parts you can create some
offset
at the rear attach universal joint. That point can also adjust sweep
angle
with a spacer at the face of the frame mating junction.
-BB
On 12, Jan 2006, at 3:55 PM, rlaird wrote:
>
> The Kolb MkIIIc/912ULS I have has a strong tendency to turn left. The
> bungee cord does a fair job of countering that, but I'd like to effect
> a bit more nominal solution.
>
> So, I have TWO questions:
>
> 1) I'm thinking about adding an aileron trim. Can anyone suggest
> approaches to doing that, suggest methods/materials, and maybe even
> details on how to do it.
>
> 2) I've been told by at least two people, "oh, check your washout!"
> as if to say that might solve my strong-left-turning-tendency. And
> although I have a very general idea what washout is, I would have no
> idea about how to MEASURE it and then, if were "wrong", how to correct
> it.
>
> Any constructive comments?
>
> -- Robert
>
> --------
> ~~~~~~~~~~~~~~~~~~~
> Robert Laird
> MkIIIc/912ULS
> Houston, TX
> http://www.Texas-Flyer.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=3382#3382
>
>
________________________________________________________________________________
| From: | "mike moulai" <kiwimick(at)sfmicro.fsnet.co.uk> |
| Subject: | Re: Verner Engines |
Jack/All,
I think thae HADS for the X-Air sums it up.
Remember speed costs money, how fast do you want to go?.
My Xtra with NEW type Jab 2200 cruises at 75kt all day long (approx 84mph I
think it is) more if I open the tap up< considering the price difference to
the 912 I think I can live with the minute speed difference, and feel happy
about the much simpler engine turning much slower than all other
installations and the muck lighter weight than the other 4 strokers.
Mike
Xtra/New type Jab with big prop
135hrs of purring at no more than 3100 rpm
----- Original Message -----
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Sent: Thursday, January 12, 2006 3:18 AM
Subject: Re: Kolb-List: Re: Verner Engines
>
> Kolbers,
>
> I was curious as to why the Verner seems to have such a bad reputation. I
> stumbled across the following site:
>
> http://www.bmaa.info/upload/techdocs/20041061154110.Hm01_22.pdf
>
> BRITISH MICROLIGHT AIRCRAFT ASSOCIATION
> HOMEBUILT AIRCRAFT DATA SHEET (HADS)
> NO: HM1 ISSUE: 22
>
> This is a data sheet for an XAir (UK), and was put together in 2004.
>
> There is an interesting table on the bottom of page five. The BMWR100RS
> was
> fitted with Rotax C gear boxes and a comparison can be made to the Verner
> 133M. For the C boxes listed with the 3.0:1 ratio and the Verner all
> recommended propeller sizes were 68 inches. But the Rotax gear boxes
> could
> swing a three blade propeller while only a two blade propeller was
> recommend
> for the Verner. This indicates the Verner engine gearbox was not designed
> to handle high inertia propellers.
>
> The report last page contains a table that compares X'Air aircraft
> performance using the Rotax 582, Jabiru 2.2, Simonini V2, HKS700E, Rotax
> 912, and Verner 133M engines.
>
> This data sheet indicates that all of the above engines can be used safely
> on the X'Air. Which engine you select depends on your desire for
> performance and the size of your pocket book. Pretty much the same can be
> said for Kolb designs.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
>
________________________________________________________________________________
| From: | "mike moulai" <kiwimick(at)sfmicro.fsnet.co.uk> |
| Subject: | Re: washout/trim |
Rob,
The MkIII wing should be built with no washout.
I asked TNK to produce some larger Rear wing attach brackets for the
European market which they have done.
The reason for this was that if a wing was built with a twist it would not
fly wings level, and if flown solo it will also fly with one wing down, the
new brackets allow you to alter the angle of attack of each wing seperately,
so you can fine tune the aircraft by adding washers in these brackets until
the wings stay level. No bungees or trim tabs needed. This works very well.
Contact TNK if you like, they will have them in stock.
Mike
Xtra/Jab 2200
----- Original Message -----
From: "rlaird" <rlaird(at)cavediver.com>
Sent: Thursday, January 12, 2006 9:14 PM
Subject: Kolb-List: Re: washout/trim
>
> I just realized that I didn't describe my problem correctly. The MkIII
> does "turn left", it banks left. In other words, if I apply right aileron
> enough to keep the wings level, then the plane flies fairly straight. So,
> it's not rudder correction I need (I think), it's aileron..... I think.
>
> --------
> ~~~~~~~~~~~~~~~~~~~
> Robert Laird
> MkIIIc/912ULS
> Houston, TX
> http://www.Texas-Flyer.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=3389#3389
>
>
>
________________________________________________________________________________
| From: | "lucien stavenhagen" <lstavenhagen(at)hotmail.com> |
| Subject: | Re: washout/trim |
Hey Robert,
My FSII has a trim tab on the right aileron, installed according to the
plans which show that it's riveted to a pair of the 'ribs' in the aileron
(if I'm remembering the attachment correctly here at work). This one is made
out of clear lexan, I'll try to get some closeup pics of it next time I'm
out at the airport and remember to bring my camera.
It also has a rudder trim tab as well, which produces coordinated flight at
cruise power (and a moderate slip to the left at idle power), it also is
riveted to the rudder as per a description in the plans.
So yes you can add them.
If your plane is anything like my Firestar, there should be very little roll
coupling with the rudder (i.e. not much tendency to roll when yawed), so
timming should be fairly straightforward. I.e. trim out the roll with the
aileron tab, and trim out yaw at typical cruise power with the rudder trim
tab.
As far as washout, that refers to a twist in the wing panel such that the
outboard part flies at a lower AOA than the inboard (main purpose is to
prevent 'tip stalling'). However, according to some Kolb documentation that
came with my plane, no washout is used in the Kolb wings (at least there
isn't any in mine) and a low-aspect ratio was chosen for stability instead.
So, that is probably not something you need or want to try to adjust.....
Like I said, I'll try to get some pics of my trim tabs and get them posted
ASAP. I need to post pics in general of this plane anyway since it's a
cream-puff. The original builder is one of these guys who absolutely details
every plane he builds (you should see this Rans he built to replace the Kolb
before he sold it to me!) and this thing just looks like a showplane even
after almost 500 hours of operation....
Even these trim tabs are like jewelry....
I wish I could brag that I built it, but oh well....
LS
N646F
>From: "rlaird" <rlaird(at)cavediver.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: Re: washout/trim
>Date: Thu, 12 Jan 2006 13:14:12 -0800
>
>
>I just realized that I didn't describe my problem correctly. The MkIII
>does "turn left", it banks left. In other words, if I apply right aileron
>enough to keep the wings level, then the plane flies fairly straight. So,
>it's not rudder correction I need (I think), it's aileron..... I think.
>
>--------
>~~~~~~~~~~~~~~~~~~~
>Robert Laird
>MkIIIc/912ULS
>Houston, TX
>http://www.Texas-Flyer.com
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=3389#3389
>
>
________________________________________________________________________________
| From: | "lucien stavenhagen" <lstavenhagen(at)hotmail.com> |
| Subject: | Re: Verner Engines |
Speaking of the Jabiru,
I can make at least a 2nd hand report. A local has a 2200 on an older
MarkIII. He has about 400 hours on it so far without any problems.
It performs surprisingly well with the little direct drive prop, and seems
not to overheat on the ground with the pusher configuration (he has the
scoops mounted up top). Not sure how that works but it does.
The only drawbacks I can see are the fact that its cost is nearly the same
as a 912 all said and done, and is restricted a bit in terms of prop size
due to the direct drive and 3100 rpm or so max power output speed.
But I can't argue with the results he's getting. I"m kind of a Rotax
shellback and would get a 912 myself, especially since the costs are
similar, but the jab definitely looks like a good reliable motor...
LS
N646F
>Jack/All,
>I think thae HADS for the X-Air sums it up.
>Remember speed costs money, how fast do you want to go?.
>My Xtra with NEW type Jab 2200 cruises at 75kt all day long (approx 84mph I
>think it is) more if I open the tap up< considering the price difference to
>the 912 I think I can live with the minute speed difference, and feel happy
>about the much simpler engine turning much slower than all other
>installations and the muck lighter weight than the other 4 strokers.
>
>Mike
>Xtra/New type Jab with big prop
>135hrs of purring at no more than 3100 rpm
>----- Original Message -----
>From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
>To:
>Sent: Thursday, January 12, 2006 3:18 AM
>Subject: Re: Kolb-List: Re: Verner Engines
>
>
>
> >
> > Kolbers,
> >
> > I was curious as to why the Verner seems to have such a bad reputation.
>I
> > stumbled across the following site:
> >
> > http://www.bmaa.info/upload/techdocs/20041061154110.Hm01_22.pdf
> >
> > BRITISH MICROLIGHT AIRCRAFT ASSOCIATION
> > HOMEBUILT AIRCRAFT DATA SHEET (HADS)
> > NO: HM1 ISSUE: 22
> >
> > This is a data sheet for an XAir (UK), and was put together in 2004.
> >
> > There is an interesting table on the bottom of page five. The BMWR100RS
> > was
> > fitted with Rotax C gear boxes and a comparison can be made to the
>Verner
> > 133M. For the C boxes listed with the 3.0:1 ratio and the Verner all
> > recommended propeller sizes were 68 inches. But the Rotax gear boxes
> > could
> > swing a three blade propeller while only a two blade propeller was
> > recommend
> > for the Verner. This indicates the Verner engine gearbox was not
>designed
> > to handle high inertia propellers.
> >
> > The report last page contains a table that compares X'Air aircraft
> > performance using the Rotax 582, Jabiru 2.2, Simonini V2, HKS700E, Rotax
> > 912, and Verner 133M engines.
> >
> > This data sheet indicates that all of the above engines can be used
>safely
> > on the X'Air. Which engine you select depends on your desire for
> > performance and the size of your pocket book. Pretty much the same can
>be
> > said for Kolb designs.
> >
> > Jack B. Hart FF004
> > Winchester, IN
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| Subject: | Re: Wing Attach Spacers?... |
| From: | "John Jung" <jrjungjr(at)yahoo.com> |
Group,
I just recently installed nylon spacers on the lower lift struts. I did it because
the struts were wearing the paint off on one side. I got the spacers at Lowes
for a couple of dollars. They would be a hassle to put on and off if I had
to fold the wings, but I don't do that any more.
On the top spar pin, I believe the extra space is there because the rear attach
point slides in and out on an angle when the wings are rigged. In addition to
that, the fuselages change shape slightly when the are welded. A wide gap insures
that it will fit.
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3433#3433
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)netzero.com> |
:( Kolbers. I have a problem. My 1990 Kolb Firestar KXP single seat, with 503 DIDC
has a stall speed of 40 MPH plus. Now this is in calm air in late fall. Twice
my instructor has flown it, as I am still in the instruct-ee's seat. And
both time, because I have specifically asked "what speed does it stall?", the
reply has been the same...40 ish!
[Evil or Very Mad]
There are no holes anywhere. It has a complete enclosure, with the exception of
backside. It has the alerons stits covering (underside) between the alerons and
the wing. According to my instructor it flys like a home sick angle. He said
that it doesn't have any side to side misallignment and the stick stays streight
for streight flight. I have looked under the motor to see if perhaps the
motor is raised or lowered from flat. It's not.
HELP !!! [Crying or Very sad] [Crying or Very sad]
I won't mind landing at 45-50 in calm air if I have too. But when I hear the average
from the Kolb site and from THNK Company and Travis as being closer to 25
MPH, I gotta think I have a problem. Now my instructor weighs in about 190#
and I and the previous owner at around 230 #. There is nothing different about
the plane from the origional plans that I can find except the longer legs, which
would not or should not effect it's flight charistics to any degree. I have
not weighed it or checked its balance for location of center of gravity, but
again my instructor didn't feel that it was very far off if at all. Somehow I
have to gets my hands on three 300# mechanical scales to check this area out.
But still where in your humble opinion(s) does the problem lie (or lay)? My last
thought might be something regarding adjusting the aleron rods in or out (up
or down on the alerons). Could these be the calprets! (
%$
%#$%
spell checker)!! :D :D
New Kolber with a desire to know (as well as a need). [Idea]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3450#3450
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: 40 MPH Stall |
Get a good GPS and go fly some 120 degree triangles in the stillest air
you can find, take notes, fly at 45, 55, 65, and see if your airspeed
indicator is flawed. Ours was.
Also, we tried having the pitot come out above the nose cowling and
curve forward, and never got a decent result. It has to either come out
the nose or below the nose to work right ( at least that was out
experience) Eventually we learned that the pitot has to be in an
acceptable place, (and we also have the static air right beside it) and
a faulty airspeed indicator will really waste a lot of your time.
Richard Pike
MKIII N420P (420ldPoops)
FSII N582EF
Ralph Hoover wrote:
>
>:( Kolbers. I have a problem. My 1990 Kolb Firestar KXP single seat, with 503
DIDC has a stall speed of 40 MPH plus. Now this is in calm air in late fall. Twice
my instructor has flown it, as I am still in the instruct-ee's seat. And
both time, because I have specifically asked "what speed does it stall?", the
reply has been the same...40 ish!
> [Evil or Very Mad]
>There are no holes anywhere. It has a complete enclosure, with the exception of
backside. It has the alerons stits covering (underside) between the alerons
and the wing. According to my instructor it flys like a home sick angle. He said
that it doesn't have any side to side misallignment and the stick stays streight
for streight flight. I have looked under the motor to see if perhaps the
motor is raised or lowered from flat. It's not.
>
>HELP !!! [Crying or Very sad] [Crying or Very sad]
>
>I won't mind landing at 45-50 in calm air if I have too. But when I hear the average
from the Kolb site and from THNK Company and Travis as being closer to
25 MPH, I gotta think I have a problem. Now my instructor weighs in about 190#
and I and the previous owner at around 230 #. There is nothing different about
the plane from the origional plans that I can find except the longer legs, which
would not or should not effect it's flight charistics to any degree. I have
not weighed it or checked its balance for location of center of gravity, but
again my instructor didn't feel that it was very far off if at all. Somehow
I have to gets my hands on three 300# mechanical scales to check this area out.
But still where in your humble opinion(s) does the problem lie (or lay)? My
last thought might be something regarding adjusting the aleron rods in or out
(up or down on the alerons). Could these be the calprets! (
>%$
>%#$%
> spell checker)!! :D :D
>
>New Kolber with a desire to know (as well as a need). [Idea]
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=3450#3450
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Ralph" <ul15rhb(at)juno.com> |
| Subject: | Re: 40 MPH Stall |
Ralph,
I think your ASI is not reading right.
Ralph B.
Original Firestar
19 years flying it (stalls at 25mph, ASI reads 20 due to AOA)
-- "Ralph Hoover" wrote:
:( Kolbers. I have a problem. My 1990 Kolb Firestar KXP single seat, with 503 DIDC
has a stall speed of 40 MPH plus. Now this is in calm air in late fall. Twice
my instructor has flown it, as I am still in the instruct-ee's seat. And
both time, because I have specifically asked "what speed does it stall?", the
reply has been the same...40 ish!
[Evil or Very Mad]
There are no holes anywhere. It has a complete enclosure, with the exception of
backside. It has the alerons stits covering (underside) between the alerons and
the wing. According to my instructor it flys like a home sick angle. He said
that it doesn't have any side to side misallignment and the stick stays streight
for streight flight. I have looked under the motor to see if perhaps the
motor is raised or lowered from flat. It's not.
HELP !!! [Crying or Very sad] [Crying or Very sad]
I won't mind landing at 45-50 in calm air if I have too. But when I hear the average
from the Kolb site and from THNK Company and Travis as being closer to 25
MPH, I gotta think I have a problem. Now my instructor weighs in about 190#
and I and the previous owner at around 230 #. There is nothing different about
the plane from the origional plans that I can find except the longer legs, which
would not or should not effect it's flight charistics to any degree. I have
not weighed it or checked its balance for location of center of gravity, but
again my instructor didn't feel that it was very far off if at all. Somehow I
have to gets my hands on three 300# mechanical scales to check this area out.
But still where in your humble opinion(s) does the problem lie (or lay)? My last
thought might be something regarding adjusting the aleron rods in or out (up
or down on the alerons). Could these be the calprets! (
%$
%#$%
spell checker)!! :D :D
New Kolber with a desire to know (as well as a need). [Idea]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3450#3450
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: 40 MPH Stall |
At 07:36 PM 1/12/2006, you wrote:
>
>:( Kolbers. I have a problem. My 1990 Kolb Firestar KXP single seat,
>with 503 DIDC has a stall speed of 40 MPH plus. Now this is in calm
>air in late fall. Twice my instructor has flown it, as I am still in
>the instruct-ee's seat. And both time, because I have specifically
>asked "what speed does it stall?", the reply has been the same...40 ish!
> [Evil or Very Mad]
>
>I won't mind landing at 45-50 in calm air if I have too. But when I
>hear the average from the Kolb site and from THNK Company and Travis
>as being closer to 25 MPH, I gotta think I have a problem. Now my
>instructor weighs in about 190# and I and the previous owner at
>around 230 #. There is nothing different about the plane from the
>origional plans that I can find except the longer legs, which would
>not or should not effect it's flight charistics to any degree.
--------------------------------------
I'll bet either he hasn't really stalled it or your air speed
indicator is wrong.
Mine is heavier than yours could possible be and I've got the stall
or "mush" down to about 28 mph.
BTW : I would always land a little fast if I were you, we don't get no
extra points for three point landings here.
There are very few things that you can do to
your plane that does anything at all for the performance -
after spending lots of time and money it
sometimes actually degrades the performance of what you
were trying to do anyway.
I've spent lots of $ for nothing several times.
I've got over 670 hours on this one
I was just surprised at what these little things would actually do
for the amount of
time and money invested. I fly my plane slow - a lot. I fly my plane
at stall speed at lot.
http://www.mindspring.com/~possums/
http://www.landshorter.com/index.html
A lot more control a just above stall. I used the little lexan
"Landshorter" ones - about 42 + per wing, used the pattern they
sent for the layout. They're even hard to see unless you look close.
It takes two of these to make one of the homemade ones some of the guys use.
URL: <http://sos.photosite.com/Album1/>http://sos.photosite.com/Album1/
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "John Williamson" <kolbrapilot2(at)comcast.net> |
Rick and All,
When I say "BAD," that means that I wouldn't want to be flying in the same vicinity
of an aircraft with the Verner 133.
I said it had a terrible vibration.
It was 78 hp verse 80 hp on the Jabiru it was going to replace.
I could mount a 3 blade Warp Drive prop instead of the 2 blade Warp Drive prop
on the Jabiru.
With the gearbox on the Verner 133, it had more torque than the Jabiru with the
direct drive.
I only flew it long enough to know that I did not want to fly it any more and put
the Jabiru back on the Kolbra. Sometimes you just "Know" that something isn't
right.
You can't compare the performance of the Verner 133 to the Jabiru or the Rotax
912 ULS because the engines are so different in performance capabilities and their
intented applications.
As for engine support: Rotax is supported by a long list of retailers. The Verner
has three reps that I know of and the one I bought mine from was worthless.
The Jabiru has three dealers here in the USA that I know of. I bought mine from
Pete, who is now in TN, and supported me every time I called him.
The maintenance schedule on the Jabiru was one of my big deciding factors to look
for something else. The tappet check and headbolt retorque every 25 hours gets
old real quick when you fly 50 hours on a two week trip and have to do them
in the middle of no-where.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.comcast.net/~kolbrapilot1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3469#3469
________________________________________________________________________________
| Subject: | Re: 40 MPH Stall |
| From: | "James Tripp" <jtripp(at)elmore.rr.com> |
Ralph,
My FSII also stalls right at 40MPH IAS. I'm 200 lbs and the empty weight of my
FS is 445 lbs. I'm almost certain my ASI reads at least 5 MPH high and probably
does so because I don't have a static port. I haven't bother to fix it because
it just doesn't matter. I just need to know what the stall speed is with the
indicator I have.
--------
James Tripp
FSII
Millbrook AL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3470#3470
________________________________________________________________________________
| Subject: | Re: washout/trim |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
lstavenhagen(at)hotmail.c wrote:
> The original builder is one of these guys who absolutely details
> every plane he builds and this thing just looks like a showplane even
> after almost 500 hours of operation....
> Even these trim tabs are like jewelry....
>
>
> LS
> N646F
>
>
Now you gotta post the pictures [Mr. Green] I want to see this plane. I also
would like to see the trim tabs as I am working on a trim tab system of my
own and want to see what everyone else has done.
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3478#3478
________________________________________________________________________________
| From: | "flht99reh" <flht99reh(at)netzero.net> |
Thanks Richard. I replied to the "Good" Ralph on this site and added a few
comments of which included static line (as full cockpit exists on this
plane), and changing ASI's to a new Winter. So are you to say that now, you
are stalling at 25 range? That sure would make my heart rate a tad milder.
By the way, my predecessor in ownership did install the Pitot tube in the
center of the bull's eye on the nose cone and it is approximately one foot
long. I'll add that I have not yet changed the fuel tank to anything
different than the factory 5 gallon, should weight dispersement be anything
to concern myself about.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike
Sent: Thursday, January 12, 2006 8:16 PM
Subject: Re: Kolb-List: 40 MPH Stall
Get a good GPS and go fly some 120 degree triangles in the stillest air
you can find, take notes, fly at 45, 55, 65, and see if your airspeed
indicator is flawed. Ours was.
________________________________________________________________________________
| From: | "flht99reh" <flht99reh(at)netzero.net> |
Possum, ya make my eyes water! Your web site and that jacket is way too
much. As far as the Vortex goodies, I have read a lot about them on this
site. I may add them at a latter date along with some other goodies.
However, that still doesn't explain why the high stall rate. I appreciate
your input and will keep a copy of your answer. Thanks
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of possums
Sent: Thursday, January 12, 2006 8:24 PM
Subject: Re: Kolb-List: 40 MPH Stall
At 07:36 PM 1/12/2006, you wrote:
>
>:( Kolbers. I have a problem. My 1990 Kolb Firestar KXP single seat,
>with 503 DIDC has a stall speed of 40 MPH plus. Now this is in calm
>air in late fall. Twice my instructor has flown it, as I am still in
>the instruct-ee's seat. And both time, because I have specifically
>asked "what speed does it stall?", the reply has been the same...40 ish!
> [Evil or Very Mad]
>
>I won't mind landing at 45-50 in calm air if I have too. But when I
>
________________________________________________________________________________
| From: | "lucien stavenhagen" <lstavenhagen(at)hotmail.com> |
| Subject: | Re: 40 MPH Stall |
>Ralph,
>My FSII also stalls right at 40MPH IAS. I'm 200 lbs and the empty weight of
>my FS is 445 lbs. I'm almost certain my ASI reads at least 5 MPH high and
>probably does so because I don't have a static port. I haven't bother to
>fix it because it just doesn't matter. I just need to know what the stall
>speed is with the indicator I have.
>
Mine also stalls around 40 as well, actually about 42 or 43 IAS with full
gas. Mine is 440lbs empty weight and I'm about 185lbs.
So doesn't sound to me like there's a problem. We got 140 sq feet of wing
area on the FSII after all, so even heavy-ish planes like mine have plenty
of lift for good climb rates and slow landings.
Remember also that in the flare your stall speed will be even lower due to
ground effect, so you should still be able to touch down quite a bit slower
than 40mph.
LS
N646F
>--------
>James Tripp
>FSII
>Millbrook AL
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=3470#3470
>
>
________________________________________________________________________________
| From: | "flht99reh" <flht99reh(at)netzero.net> |
| Subject: | Re: 40 MPH Stall |
James, you know when someone tells you something and it doesn't make any
sense and then someone else tells you the same thing in a different way, a
light comes on. Well the light came on. The problem still exists but now I
see where someone said "just need to know what the stall speed is with the
indicator I have." And now I understand. It could read eighty and still be
twenty-five (of courses that would mean that I would typically fly at around
115 when cruising). HA, HA!
Thanks. I would rather fix it rather than continue with it in that way. I
think! Thanks for you advise.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of James Tripp
Sent: Thursday, January 12, 2006 8:35 PM
Subject: Kolb-List: Re: 40 MPH Stall
Ralph,
My FSII also stalls right at 40MPH IAS. I'm 200 lbs and the empty weight of
my FS is 445 lbs. I'm almost certain my ASI reads at least 5 MPH high and
probably does so because I don't have a static port. I haven't bother to fix
it because it just doesn't matter. I just need to know what the stall speed
is with the indicator I have.
--------
James Tripp
FSII
Millbrook AL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3470#3470
________________________________________________________________________________
| Subject: | Re: Verner Engines |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
neilsenrmf(at)comcast.net wrote:
>
>
> Also some of the comments I'm seeing on the list aren't very constructive. I
still haven't heard any evaluation on a Verner engine (statistics or facts not
just hear say) (May be John W but he never flew it) and we are getting comments
such as ...
>
> Remember Verner has
> made at least two different engines and maybe the newer engines are better.
>
Most of us can read about others experiences and make a really good, educated judgement
about an engine. If you need an "evaluation" with "statistics" to figure
things out, well there will be a LOT of things in life you dont figure out...
Most of us can, but there are always those few that cannot look at the
obvious and see it.
"Maybe the newer engines are better"
You are more than welcome to be the test case on that one. I would never buy from
a manufacturer that has a horrible record just on the hopes that " Maybe the
newer engines are better". Again, you miss the obvious...
"The engine matches the airplane"
The Rotax 912 seems to match everything, Kolbs, Diamond, Kitfox, Air Force Predator,
Trikes, the list is endless. In the end, the Rotax 912S is just a great
engine that will work no matter what you put it on. Inferrior engines will
only work on a very small range of applications. Again, the quality and design
of the engine determines how many applications it will work on, and the Rotax
912 wins hands down.
In the end, its just a question if you want to spend the money or not. Not everyone
can afford the 912, I have been there, and I totally respect that... But
as poor as I was before, I never forgot what was the superior engine and what
I would one day buy.
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3491#3491
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
| Subject: | Re: 40 MPH Stall |
----- Original Message -----
From: "Ralph Hoover" <flht99reh(at)netzero.com>
Sent: Thursday, January 12, 2006 4:36 PM
Subject: Kolb-List: 40 MPH Stall
> :( Kolbers. I have a problem. My 1990 Kolb Firestar KXP single seat, with
> 503 DIDC has a stall speed of 40 MPH plus.> I won't mind landing at 45-50
> in calm air if I have too. But when I hear the average from the Kolb site
> and from THNK Company and Travis as being closer to 25 MPH, I gotta think
> I have a problem.
Ralph,
I purchased my Firestar in 1997. It weighed 278 lbs. I weighed 230, It
stalled at 46 MPH. I did a few changes that involved more weight (360) and
the stall went up a bit but not more than 2 MPH. Then I installed VG's to
each full rib and the stall dropped to 36 MPH. This last year I put them on
the false ribs as well and the stall dropped to 26 MPH. I believe that
Possums bought his from Landshorter.com, and paid about $100.00. I made
mine from plans developed by Howard Shackleford. I have some made from alum,
and some made from lexan. I believe that I like those the best. I do believe
that it will cost you about 2 mph on your cruise, but that is a choice that
I am happy to live with. I know how you feel about the stall speed since
that was one of the factors that decided me on a Kolb, since most of the
places that I would be landing would be other than on a runway. I too
wondered why mine stalled so fast. So I believe that the speed you are
experiencing is a bit more realistic.
Larry, Oregon
________________________________________________________________________________
| Subject: | Re: 40 MPH Stall |
| From: | "Mike Pierzina" <planecrazzzy(at)yahoo.com> |
Hi,
You wrote to me after my first flight in my Kolb....
Like I had told you when you were wondering about my stall speed...
Like I said to you then.... When you go up , Your first flight should be a short
one.....get up to 3000 ft and "APPROACH" a stall ......NOT A FULL STALL......
then you'll have the info you need to be safe....
And it does sound like a "STATIC" problem that your having...
Got a digital camera ??? lets see PICTURES , CLOSE UPS.....
Gotta Fly...
Mike in MN FSII / N381PM
I bought one of those "Hall" mechanical wind guages as a "Check" because I couldn't
believe how SLOW I was flying before stall...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3496#3496
Attachments:
http://forums.matronics.com//files/elt_002_852.jpg
________________________________________________________________________________
| Subject: | Re: glider wings on UltraStar? |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
There would be a LOT of drag issues. Its not just the wings, you need a new fuse
also... In the end, you are better off just building a glider from the ground
up if that is what you want.
If you try to make a powered ultralight into a glider, you will end up putting
a huge amount of work into it and still have a dog that will not glide well.
That is a really bad idea...
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3497#3497
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 09:06 PM 1/12/2006, you wrote:
>
>
>Possum, ya make my eyes water! Your web site and that jacket is way too
>much. As far as the Vortex goodies, I have read a lot about them on this
>site. I may add them at a latter date along with some other goodies.
>However, that still doesn't explain why the high stall rate. I appreciate
>your input and will keep a copy of your answer. Thanks
How many "Ralphs" we got??
Anyway, my wings are 9 inches shorter than my old
1989 KXP. The ribs are the same as yours. the wing tips are
different - so the lift should be about the same.
I'm sure my plane weighs in just under 400 LBS -- Oooch.
I hate to admit that - it's like asking some little thing
if's she's pregnant (she'd better be). Or how old are you honey?
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 08:49 PM 1/12/2006, you wrote:
>
>Ralph B. I wish you were right. However, according to my instructor who has
>been flying for years and knows appearances of air speed, he says NO WAY! I
>would know if it were that far off.
Oh -- BTW I've got a $35 "Hall ASI" on my nose cone, Air Speed Indicator
in the Instrument panel and Garmon GPS 295 inside.
So I'm pretty sure my airspeed is right, but the Hall is the most accurate.
Before the VG's my stall speed was only around 36 mph - so don't
expect miracles.
________________________________________________________________________________
| Subject: | Re: 40 MPH Stall |
| From: | "Possum" <possums(at)mindspring.com> |
Just a test....
Oh -- BTW I've got a $35 "Hall ASI" on my nose cone, Air Speed Indicator
in the Instrument panel and Garmon GPS 295 inside.
So I'm pretty sure my airspeed is right, but the Hall is the most accurate.
Before the VG's my stall speed was only around 36 mph - so don't
expect miracles.
Actually got a glass panel - but still have my "Hall" as
a back up. Ha Ha
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3535#3535
Attachments:
http://forums.matronics.com//files/panel_005_183.jpg
________________________________________________________________________________
| Subject: | Re: Kolb List Participation |
YEssiree..ditto here men...John H says it pretty well I think..and I appreciate
his experience an awful lot. ANd your way of speaking JOhn..or typeing, does
not bother me abit.
As for me...I dont care if anyone thinks I might be wrong whenever I expand on
a subject, and I sure dont mind anyone to say so.
Heck, how boreing would it be if we all had the same take on everything...besides
the fact I could be mistaken and might not have thought it all out without
someone jarring me into a brain exercize!..
"If we all stood in a circle around the pond, one thing is for sure, we all would
see the same water from a different angle!"
Don G
--------
Don G
FireFly#098
http://www.geocities.com/dagger369th/my_firefly.htm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3539#3539
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
Does the messages show up on the BB when sent to the regular list? I thought
they did, but I am not sure.
Larry,
Oregon
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
At 09:32 PM 1/12/2006 Thursday, you wrote:
>
>Does the messages show up on the BB when sent to the regular list? I thought
>they did, but I am not sure.
>Larry,
>Oregon
>
Yup! Cross posting works in BOTH directions.
Matt Dralle
List Admin
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
________________________________________________________________________________
| Subject: | [ Dave Pelletier ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Dave Pelletier
Lists: Kolb-List,Ultralight-List
Subject: Tie Down Lock - Control Stick
http://www.matronics.com/photoshare/pelletier@cableone.net.01.12.2006/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: | "pat ladd" <pj.ladd(at)btinternet.com> |
Hi Matte,
my comp has been out for a few days.
Whats all this stuff about a new format? I seem to have missed out somewhere.
If it entails scrolling back and forth to read an email as one lister suggested
that is a definite disadvantage. There have to be benefits somewhere or you
would not have changed things.
Can I have a reprise please.
Cheers
Pat
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
Ha ! Who needs a Verner when there are plenty of Cuyuna's still flying...
sissy boys....
Ed in Western NY
________________________________________________________________________________
| Subject: | Re: Kolb List Participation |
| From: | "John Jung" <jrjungjr(at)yahoo.com> |
John H and Group,
Are you referring to messages that are sent off-list? If not, I don't know why
you feel this way. Maybe I have missed something, but as a list member for almost
10 years, I would like to add some perspective:
Without a doubt, you contribute more value to this list than any other member.
You not only have the most experience, but it very generous of you to spend so
much time sharing with the list.
This is the time of year (winter) that we tend to be more easily irritated.
You post the most, so if someone is going to get irritated by the list, you are
more likely the source.
You tend to defend your ideas so strongly that others can feel like they are being
told that they are wrong. By "strongly", I mean repeating yourself, especially
repeating how many Kolb hours you have.
Recently, it appeared that a newer member replyed to the list, quoting something
that was said about you off-list. If this is what happened, you have a right
to be upset. But it did not lower my opinion of you. It did kill my opinion of
the newer list member.
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3594#3594
________________________________________________________________________________
| Subject: | Re: Kolb List Participation |
| From: | "John Jung" <jrjungjr(at)yahoo.com> |
Group,
This list is like family to me, too, and I just want us all to get along.
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3620#3620
________________________________________________________________________________
Fellow Kolbers,
I am installing the AN hardware in Ms. Dixie for pre final assembly to make sure
everything fits and works before taking apart for final paint and covering.
Here is my question.. Drilled AN bolts vs non drilled AN bolts and nylon lock
nuts... My plans call for drilled AN bolts in some areas and non drilled with
nylon nuts in others [Question] Personaly I like the nylon lock nuts vs the drilled
with cotter pins. One reason is climbing in and out of the airplane the
cotter pins will get caught on clothing and human flesh [Shocked] . Problem...
One area I want to use a non drilled AN bolt with a nylon nut is the control
stick bolt. AN-4-7 (I think) is to short to get the required 3 threads extruding
and the next 2 sizes will bottom out before snugging up the connection. Can
any of the experts see a problem with adding a few more threads (via die set)
to the AN 4 bolt? In addition, why would an aircraft designer choose one type
fastener over the other?
--------
Paul Petty
Kolbra #12
Ms Dixie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3621#3621
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: 40 MPH Stall |
Around 25 would be pretty awesome, but no, it stalls at 32 power on, 35
power off.
It is heavy at 488, (lights, transponder, mode C, bulletproof Lexan
floorboards, etc.)
(not how I would have done it, but it's not my airplane, so...)
which is why it doesn't stall slower, however it handles great,
and a 35 mph power off stall is very easy to live with.
Here is the airplane and the mods we made to it -
http://www.bcchapel.org/pages/0003/kolb.htm
Richard Pike
MKIII N420P (420ldPoops)
flht99reh wrote:
>
>Thanks Richard. I replied to the "Good" Ralph on this site and added a few
>comments of which included static line (as full cockpit exists on this
>plane), and changing ASI's to a new Winter. So are you to say that now, you
>are stalling at 25 range? That sure would make my heart rate a tad milder.
>By the way, my predecessor in ownership did install the Pitot tube in the
>center of the bull's eye on the nose cone and it is approximately one foot
>long. I'll add that I have not yet changed the fuel tank to anything
>different than the factory 5 gallon, should weight dispersement be anything
>to concern myself about.
>
>-----Original Message-----
>From: owner-kolb-list-server(at)matronics.com
>[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike
>Sent: Thursday, January 12, 2006 8:16 PM
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: 40 MPH Stall
>
>
>Get a good GPS and go fly some 120 degree triangles in the stillest air
>you can find, take notes, fly at 45, 55, 65, and see if your airspeed
>indicator is flawed. Ours was.
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: nuts n bolts |
Rather than try and cut threads into the bolt, use a thinner AN nut.
And if necessary, thin washers to shim everything perfect.
Check out the AN-364 on this page:
http://www.aircraftspruce.com/catalog/hapages/an363.php
Keeping several extra AN-364 nuts available in AN-3 and AN-4
sizes is handy for situations such as you describe.
Richard Pike
MKIII N420P (420ldPoops)
Paul Petty wrote:
>
>Fellow Kolbers,
> Problem... One area I want to use a non drilled AN bolt with a nylon nut
is the control stick bolt. AN-4-7 (I think) is to short to get the required
3 threads extruding and the next 2 sizes will bottom out before snugging up the
connection. Can any of the experts see a problem with adding a few more threads
(via die set) to the AN 4 bolt? In addition, why would an aircraft designer
choose one type fastener over the other?
>
>--------
>Paul Petty
>Kolbra #12
>Ms Dixie
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=3621#3621
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Verner engines |
Just had a thought. Back a few years, when Cuyuna's were the
engine for snowmobiles,
how many snowmobilers were stranded and died because their trusty
Cuyunas let them down?
Never heard of one.
> Ray .... TN
That's only cuz there was an Artic cat there to tow em home.....:>)
Do not
archive
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: 40 MPH Stall |
Our original flawed airspeed indicator read ok at 50, but false at high
and low airspeeds, so when you got up to an indicated 75, you were
actually going 90. Stuff like that will get a man killed...
Richard Pike
MKIII N420P (420ldPoops)
flht99reh wrote:
>
>James, you know when someone tells you something and it doesn't make any
>sense and then someone else tells you the same thing in a different way, a
>light comes on. Well the light came on. The problem still exists but now I
>see where someone said "just need to know what the stall speed is with the
>indicator I have." And now I understand. It could read eighty and still be
>twenty-five (of courses that would mean that I would typically fly at around
>115 when cruising). HA, HA!
>
>Thanks. I would rather fix it rather than continue with it in that way. I
>think! Thanks for you advise.
>
>
>-----Original Message-----
>From: owner-kolb-list-server(at)matronics.com
>[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of James Tripp
>Sent: Thursday, January 12, 2006 8:35 PM
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: Re: 40 MPH Stall
>
>
>Ralph,
>My FSII also stalls right at 40MPH IAS. I'm 200 lbs and the empty weight of
>my FS is 445 lbs. I'm almost certain my ASI reads at least 5 MPH high and
>probably does so because I don't have a static port. I haven't bother to fix
>it because it just doesn't matter. I just need to know what the stall speed
>is with the indicator I have.
>
>--------
>James Tripp
>FSII
>Millbrook AL
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=3470#3470
>
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: nuts n bolts |
Paul Petty wrote:
>
>Fellow Kolbers,
>
>I am installing the AN hardware in Ms. Dixie for pre final assembly to make sure
everything fits and works before taking apart for final paint and covering.
Here is my question.. Drilled AN bolts vs non drilled AN bolts and nylon lock
nuts... My plans call for drilled AN bolts in some areas and non drilled with
nylon nuts in others [Question] Personaly I like the nylon lock nuts vs the
drilled with cotter pins. One reason is climbing in and out of the airplane the
cotter pins will get caught on clothing and human flesh [Shocked] . Problem...
One area I want to use a non drilled AN bolt with a nylon nut is the control
stick bolt. AN-4-7 (I think) is to short to get the required 3 threads extruding
and the next 2 sizes will bottom out before snugging up the connection. Can
any of the experts see a problem with adding a few more threads (via die set)
to the AN 4 bolt? In addition, why would an aircraft designer choose one type
fastener over the other?
>
>--------
>Paul Petty
>Kolbra #12
>Ms Dixie
>
In the certified world, the selection process goes something like:
Nyloc is ok unless the joint itself is designed to rotate; then you need
cotter keys. The exception to nylocs is in extreme temperature
environments, like things attached to an engine where the heat would
weaken the nylon. There are all-metal friction locking nuts for that
application.
Take a look at your inlaw's RV-8. Even the aileron bellcranks use
nylocs, because there's a brass bushing that the rod end moves on & the
bushing is locked down by the bolt/nut in the weldment. However, the
rudder pedals probably pivot on the bolts themselves (if they are built
like my RV-4) & a cotter key is required. Logic is that a rotating bolt
might overcome the locking force of the nyloc & unscrew the bolt.
Cutting threads will weaken the bolt (original threads are 'rolled', not
cut), but the clamping force required for a control stick isn't likely
to stress the bolt at all. The much simpler solution, if you have room,
is to just add a couple of flat washers under the nut. AN specs allow up
to (I think) 3 or 4 washers under the nut, & you can add a couple under
the head, also. The logic is to allow for just the problem you are
encountering, without having to recut threads.
Charlie
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: 40 MPH Stall |
possums wrote:
>
>At 08:49 PM 1/12/2006, you wrote:
>
>
>>
>>Ralph B. I wish you were right. However, according to my instructor who has
>>been flying for years and knows appearances of air speed, he says NO WAY! I
>>would know if it were that far off.
>>
>>
>
>
>Oh -- BTW I've got a $35 "Hall ASI" on my nose cone, Air Speed Indicator
>in the Instrument panel and Garmon GPS 295 inside.
>So I'm pretty sure my airspeed is right, but the Hall is the most accurate.
>Before the VG's my stall speed was only around 36 mph - so don't
>expect miracles.
>
Can you provide a link to the $35 hall asi product?
Thanks,
Charlie
________________________________________________________________________________
| From: | "lucien stavenhagen" <lstavenhagen(at)hotmail.com> |
| Subject: | Re: Kolb List Participation |
>Recently, it appeared that a newer member replyed to the list, quoting
>something that was said about you off-list. If this is what happened, you
>have a right to be upset. But it did not lower my opinion of you. It did
>kill my opinion of the newer list member.
You're probably referring to a PM that I recieved and accidentally ended up
sending to the list.
I of course apologized to the original sender and did what I could to debug
how that happened.
Unfortunately, his subsequent reply appeared to gloss over the apology and
accuse me of doing it deliberately, tempting me to withdraw my apology to
him (though I won't do so at this time since I may be inferring something
that wasn't actually there).
Apart from that, I do apologize to John and the list for that unfortunate
accident and I'll make sure it doesn't happen again.
LS
N646F
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Hi Paul,
My A&P friend made me change the nylon lock nuts on the control stick to
castellated nuts with drilled bolts before the DAR inspected my FireStar because
they were moving joints and the nylon lock nuts may work themselves out. He
said the DAR would not pass it using the nylon lock nuts because it is
common practice to use castellated nuts on moving joints.
Hope this helps,
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
Restoring a PA-22-108 N4551Z
http://home.elp.rr.com/airplane
Do Not Archive
P.S. See you in March
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Paul Petty
Sent: Friday, January 13, 2006 7:40 AM
Subject: Kolb-List: nuts n bolts
(mailto:lynnp@g-gate.net)
Drilled AN bolts vs non drilled AN bolts and nylon lock nuts... My plans
call for drilled AN bolts in some areas and non drilled with nylon nuts in
others [Question] Personaly I like the nylon lock nuts vs the drilled with
cotter pins.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <neilsenrmf(at)comcast.net> |
| Subject: | Re: nuts n bolts |
Paul
When I had my plane inspected by the local EAA inspector he stated that
nylock nuts were not to be used on any attachment that rotates. Dennis
Souder's comments were people some times forget to install the cotter pins
so he liked nylock. The FAA's inspector said he didn't care (he was a jerk
that only cared that the paper work was ok). As for cutting additional
threads, I did this a few times but is it OK?
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Paul Petty" <lynnp@g-gate.net>
Sent: Friday, January 13, 2006 9:40 AM
Subject: Kolb-List: nuts n bolts
>
> Fellow Kolbers,
>
> I am installing the AN hardware in Ms. Dixie for pre final assembly to
> make sure everything fits and works before taking apart for final paint
> and covering. Here is my question.. Drilled AN bolts vs non drilled AN
> bolts and nylon lock nuts... My plans call for drilled AN bolts in some
> areas and non drilled with nylon nuts in others [Question] Personaly I
> like the nylon lock nuts vs the drilled with cotter pins. One reason is
> climbing in and out of the airplane the cotter pins will get caught on
> clothing and human flesh [Shocked] . Problem... One area I want to use a
> non drilled AN bolt with a nylon nut is the control stick bolt. AN-4-7 (I
> think) is to short to get the required 3 threads extruding and the next 2
> sizes will bottom out before snugging up the connection. Can any of the
> experts see a problem with adding a few more threads (via die set) to the
> AN 4 bolt? In addition, why would an aircraft designer choose one type
> fastener over the other?
>
> --------
> Paul Petty
> Kolbra #12
> Ms Dixie
________________________________________________________________________________
| Subject: | Re: nuts n bolts |
Thanks guys,
So if it moves, cotter pin it. If it dont Nyloc it. cool! [Wink]
--------
Paul Petty
Kolbra #12
Ms Dixie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3661#3661
________________________________________________________________________________
| Subject: | Re: nuts n bolts |
In a message dated 1/13/06 9:04:12 AM Central Standard Time, lynnp@g-gate.net
writes:
> Drilled AN bolts vs non drilled AN bolts and nylon lock nuts... My plans
> call for drilled AN bolts in some areas and non drilled with nylon nuts in
> others [Question] Personaly I like the nylon lock nuts vs the drilled with
> cotter pins.
Hi Paul,
Boy are you going to get action out of this one. I was trained by an old
Airforce Col.
If it has a part that moves or rotates on the bolt, use a castle nut and
cotter key. If it snugs down and holds compression, use a nyloc. If it gets hot,
use a metal lock.
BTW, Although pricey, there is a nyloc castle nut available. I like them for
the control stick position because if your cotter key goes you still have a
nyloc. My feeling is that if it gets loose it will take a while to back off.
Steve B
FF #007
________________________________________________________________________________
| Subject: | Re: John W's SP Article |
John,
Great Job, I enjoyed reading your article.
Steve B
FF #007
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
John H gave us this good (as usual) advice --
> One of my pretakeoff checks is to wipe out the cockpit with the stick,
> lower and raise the flaps, and insure the rudder pedals are clear.
> Takes a lot out of the chance out of leaving a control locked prior to
> takeoff.
> "All controls free and clear."
> john h
also a good idea to run the controls to the stops just before pushing
throttle forward for takeoff. Years ago at LGA a DC-9 (?) crashed
because a rock had blown into the elevator-hinge when the pilot ran
up his engines; locked the elevators & killed 61 (?) people --
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
At 02:43 AM 1/13/2006 Friday, you wrote:
>
> Hi Matte,
>
>my comp has been out for a few days.
>Whats all this stuff about a new format? I seem to have missed out somewhere.
>If it entails scrolling back and forth to read an email as one lister suggested
that is a definite disadvantage. There have to be benefits somewhere or you
would not have changed things.
>Can I have a reprise please.
>
>Cheers
>
>Pat
Pat et al,
Monday I added an additional method for viewing and responding to List content.
Commonly referred to as Bulletin Board System or BBS, it allows Listers to use
a web browser to interact with the Lists rather than (or in addition to) the
traditional Email methods. The email interface will not be going away or changing;
the new BBS is simply another method to access List Content. Something
for everyone! There is full cross posting between the BBS and the Email Lists
so no matter which one you check, you'll find the same content. Below is my
original post regarding the new BBS.
The URL for the BBS is:
http://forums.matronics.com
Best regards,
Matt Dralle
List Admin
>Dear Listers,
>
>
>I'm very proud to announce a completely new BBS interface is now available for
>
>all of the Email Lists at Matronics! This is a full-featured system that allows
>
>for viewing, posting, attachments, polls - the works.
>
>
>But the best part is that it is *completely* integrated with all of the existing
>
>email tools currently available at Matronics! What this means at the most basic
>
>level is that, if you post a message to List from Email in the traditional
>
>way, it will show up on the BBS system *and* get distributed to everyone currently
>
>subscribed to the Email List. By the same token, if you are on the BBS
>
>and post a message to a given List-Forum, the message will not only show up on
>
>the BBS, but also be distributed to everyone on the Email List!!
>
>
>It is really a very nice implementation and I am very pleased with its operation.
>
>All of the tools you have come to know and love such as the List Search Engine
>
>and List Browse and Download will still be available and contain all of the
>
>latest posts. Think of the new BBS interface as just another method of accessing
>
>the all of the Lists.
>
>
>You can use the BBS to view all of the latest posts without having to do anything
>
>except use your browser to surf over to the site. You can view and look at
>
>all of the various List's posts. If you want to post a new message or reply
>
>to an existing message from the BBS, you will have to Register on the BBS. This
>
>is a *very* simple process and will only take a couple of minutes. There is
>
>a small icon in the upper righthand side of the main BBS page labeled "Register"
>
>to get you started.
>
>
>I strongly recommend that you use the exact *same* email address you are subscribed
>
>to the Email Lists with when registering on the BBS. Also, while not an
>
>absolute requirement, I would really appreciate it if people would use their full
>
>name when choosing their Username on the BBS (for example "Matt Dralle").
>
>This just makes it easier for everyone to know who's posting. Also, I have enabled
>
>the ability to upload a small user picture with your profile called an
>
>"avatar". Please use a *real* picture of yourself *with* your cloths on! Thank
>
>you! Maximum size of the bitmap is 120x120.
>
>
>You can either be subscribed to the BBS, or any number of Email Lists, or both.
>
>Registering on the BBS will allow you to email directly to all of the various
>
>Lists. However, to receive direct List Email, you will need to be *subscribed*
>
>to the various Lists as you have in the past. No changes here in operation.
>
>I have added numerous links on the BBS pointing to the Email List subscription
>
>page.
>
>
>I've had the BBS connected to the Lists for about a week now, so its already loaded
>
>up with a fair number of messages. You can post photos and other documents
>
>directly to the BBS and links to them will appear in the List Email distributions.
>
>Also, when any messages posted to the BBS are viewed in the List Email
>
>distribution, there will be a URL link at the bottom of the message pointing
>
>back to the BBS.
>
>
>And here's what you've been waiting for -- the main URL for the new Matronics
Email
>
>List BBS is:
>
>
> <http://forums.matronics.com>http://forums.matronics.com
>
>
>Please surf on over, Register, and have a great time! I think this will be the
>
>dawn of a whole new era for the Lists at Matronics!
>
>
>Best regards,
>
>
>Matt Dralle
>
>
________________________________________________________________________________
| Subject: | Re: 40 MPH Stall |
| From: | "Possum" <possums(at)mindspring.com> |
Can you provide a link to the $35 hall asi product?
Thanks,
Charlie
--------------------------------
http://www.hallwindmeter.com/wind.php
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3698#3698
Attachments:
http://forums.matronics.com//files/hallasi_586.jpg
________________________________________________________________________________
| Subject: | Re: Stall speed / GPS |
| From: | "John Jung" <jrjungjr(at)yahoo.com> |
Ralph,
Interesting file to look at, but without knowing the winds, I don't think it really
tells you anything.
Here is how I check my airspeed: First, I pick a day without much wind. Then, I
try to determine which way the wind is going by watching for drift and comparing
the GPS with the airspeed. When I think I am going straight into the wind,
I fly a a chosen airspeed and make note of the GPS. Then I turn around 180 degrees,
hold the same speed, and get the GPS reading. If I average the GPS readings,
I should have a true airspeed. This process can be repeated to give a more
accurate average. It also can be done for different airspeeds. As long as the
wind is steady and reading are taken while flying nearly into the wind and
180 degrees downwind, the results sould be decent. Flying in any other direction
and trying to average will introduce an error.
To check for accuracy at stall speed, I do the above check at 5 over and assume
that the difference is the same. My Firestar stalls at 38 or 39 when not in ground
effect, 40 indicated, and 3 to 4 mph slower in ground effect.
I never count on ground effect. I never really noticed it when I landed it on short
grass strips, but I do when I ease it onto a paved runway.
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3713#3713
________________________________________________________________________________
| From: | "mike moulai" <kiwimick(at)sfmicro.fsnet.co.uk> |
| Subject: | Re: Verner Engines |
All, Jabs are now 85hp and tappetts are hydralulic so never have to be
adjusted.
Mike
----- Original Message -----
From: "John Williamson" <kolbrapilot2(at)comcast.net>
Sent: Friday, January 13, 2006 1:32 AM
Subject: Kolb-List: Re: Verner Engines
>
>
> Rick and All,
>
> When I say "BAD," that means that I wouldn't want to be flying in the same
> vicinity of an aircraft with the Verner 133.
>
> I said it had a terrible vibration.
>
> It was 78 hp verse 80 hp on the Jabiru it was going to replace.
>
> I could mount a 3 blade Warp Drive prop instead of the 2 blade Warp Drive
> prop on the Jabiru.
>
> With the gearbox on the Verner 133, it had more torque than the Jabiru
> with the direct drive.
>
> I only flew it long enough to know that I did not want to fly it any more
> and put the Jabiru back on the Kolbra. Sometimes you just "Know" that
> something isn't right.
>
> You can't compare the performance of the Verner 133 to the Jabiru or the
> Rotax 912 ULS because the engines are so different in performance
> capabilities and their intented applications.
>
> As for engine support: Rotax is supported by a long list of retailers. The
> Verner has three reps that I know of and the one I bought mine from was
> worthless. The Jabiru has three dealers here in the USA that I know of. I
> bought mine from Pete, who is now in TN, and supported me every time I
> called him.
>
> The maintenance schedule on the Jabiru was one of my big deciding factors
> to look for something else. The tappet check and headbolt retorque every
> 25 hours gets old real quick when you fly 50 hours on a two week trip and
> have to do them in the middle of no-where.
>
> --------
> John Williamson
> Arlington, TX
>
> Kolbra, 912ULS
> http://home.comcast.net/~kolbrapilot1
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=3469#3469
>
>
>
________________________________________________________________________________
| Subject: | Re: washout/trim |
| From: | "John Jung" <jrjungjr(at)yahoo.com> |
Robert,
Washout refers to a twist that some wings have so that the wing tips will stall
last, maintaining the best control trought stall. Our Kolbs wings are flat, if
built per plans, so washout should not apply. What can happen is that one wing
may be at a different incidence than the other. This could have been caused
by the builder or by what I will call "an aggressive landing". In either case,
it can be checked by comparing the wing incidence at four points, without moving
the plane. You want to measure the wing tips and the wing roots. Level the
wings, side to side, and raise the tail up about 3 feet. Use a four foot level,
and holding it level and up under the trailing edge, measure and record the
distance from the front to the underside of the wing. If the two readings on
the same wing are not the same, you may some twist. If one wing is different
than the other, you have an incidence problem that can be adjusted, by methods
that others have discussed.
If you don't find any significant differences, then you just need a trim tab. No
matter how careful we build them, it doesn't take much to cause the need for
a trim tab.
I flew mine for years before adding trim tabs, then wondered why I waited so long.
It is nice to have it fly straight without having to hold a constant correction.
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3733#3733
________________________________________________________________________________
| From: | "Lloyd McFarlane" <lrmcf(at)ix.netcom.com> |
My Firestar II weighs 415lbs & I weigh 200. I stall at approx. 42mph.
Lloyd McFarlane
Fullerton, CA
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
I originally sent this on the 12th and it didn't show up on the BB. Somehow
or other all that showed up was that I had sent a message, not the body of
the message. So I will try again.
----- Original Message -----
From: "Larry Cottrell" <lcottrel(at)kfalls.net>
Sent: Thursday, January 12, 2006 6:28 PM
Subject: Re: Kolb-List: 40 MPH Stall
>
>
> Ralph,
> I purchased my Firestar in 1997. It weighed 278 lbs. I weighed 230, It
> stalled at 46 MPH. I did a few changes that involved more weight (360) and
> the stall went up a bit but not more than 2 MPH. Then I installed VG's to
> each full rib and the stall dropped to 36 MPH. This last year I put them
> on the false ribs as well and the stall dropped to 26 MPH. I also need to
> tell you that my runway is at 4630 ft above sea level. I believe that
> Possums bought his from Landshorter.com, and paid about $100.00. I made
> mine from plans developed by Howard Shackleford. I have some made from
> alum, and some made from lexan. I believe that I like those the best. I do
> believe that it will cost you about 2 mph on your cruise, but that is a
> choice that I am happy to live with. I know how you feel about the stall
> speed since that was one of the factors that decided me on a Kolb, since
> most of the places that I would be landing would be other than on a
> runway. I too wondered why mine stalled so fast. So I believe that the
> speed you are experiencing is a bit more realistic.
I noticed that the site selling the Halls had some VG'S that look just
like the ones that Mr Shackleford drew up, only theirs was 240.00? for a
kit.
> Larry, Oregon
________________________________________________________________________________
| Subject: | Re: 40 MPH Stall |
| From: | "Larry Cottrell" <Lcottrel(at)kfalls.net> |
I originally sent this on the 12th and it didn't show up on the BB. Somehow
or other all that showed up was that I had sent a message, not the body of
the message. So I will try again.
----- Original Message -----
From: "Larry Cottrell"
Sent: Thursday, January 12, 2006 6:28 PM
Subject: Re: Kolb-List: 40 MPH Stall
>
>
> Ralph,
> I purchased my Firestar in 1997. It weighed 278 lbs. I weighed 230, It
> stalled at 46 MPH. I did a few changes that involved more weight (360) and
> the stall went up a bit but not more than 2 MPH. Then I installed VG's to
> each full rib and the stall dropped to 36 MPH. This last year I put them
> on the false ribs as well and the stall dropped to 26 MPH. I also need to
> tell you that my runway is at 4630 ft above sea level. I believe that
> Possums bought his from Landshorter.com, and paid about $100.00. I made
> mine from plans developed by Howard Shackleford. I have some made from
> alum, and some made from lexan. I believe that I like those the best. I do
> believe that it will cost you about 2 mph on your cruise, but that is a
> choice that I am happy to live with. I know how you feel about the stall
> speed since that was one of the factors that decided me on a Kolb, since
> most of the places that I would be landing would be other than on a
> runway. I too wondered why mine stalled so fast. So I believe that the
> speed you are experiencing is a bit more realistic.
I noticed that the site selling the Halls had some VG'S that look just
like the ones that Mr Shackleford drew up, only theirs was 240.00? for a
kit.
> Larry, Oregon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3765#3765
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: nuts n bolts |
Hi Paul, if you want to use the lock nut use the next size longer AN bolt.
You can add up to three AN washers to get the threads right and still be
correct per FAA. All that said if it were my plane I would use the drilled
bolt as per plans. If you bend the cotter pin correctly it should not hang
on anything.
Bryan Green (Elgin SC)
----- Original Message -----
From: "Paul Petty" <lynnp@g-gate.net>
Sent: Friday, January 13, 2006 9:40 AM
Subject: Kolb-List: nuts n bolts
>
> Fellow Kolbers,
>
> I am installing the AN hardware in Ms. Dixie for pre final assembly to
> make sure everything fits and works before taking apart for final paint
> and covering. Here is my question.. Drilled AN bolts vs non drilled AN
> bolts and nylon lock nuts... My plans call for drilled AN bolts in some
> areas and non drilled with nylon nuts in others [Question] Personaly I
> like the nylon lock nuts vs the drilled with cotter pins. One reason is
> climbing in and out of the airplane the cotter pins will get caught on
> clothing and human flesh [Shocked] . Problem... One area I want to use a
> non drilled AN bolt with a nylon nut is the control stick bolt. AN-4-7 (I
> think) is to short to get the required 3 threads extruding and the next 2
> sizes will bottom out before snugging up the connection. Can any of the
> experts see a problem with adding a few more threads (via die set) to the
> AN 4 bolt? In addition, why would an aircraft designer choose one type
> fastener over the other?
>
> --------
> Paul Petty
> Kolbra #12
> Ms Dixie
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=3621#3621
>
>
>
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
>
>
> What are the odds of that happening again? If we all operated on the basis of
all those million to one chances we would all stay in bed.
> That kind of thinking is being pushed by the hundreds of Health and Safety
>
>
I totally agree, if you go through life worrying about those zillion to one chances,
you will never do anything... That is the worst fate I can immagine, not
living life because of paranoia and fear.
In the end those "safety freaks" are not any safer than the rest of us, because
many times the thing that gets you is something you never thought about.
In flying being paranoid about is not good. We all have a limited amount of attention
and mental capability, we are better off concentrating on known risks
and dealing with them. When you get some nut that worries about far out things
that are never going to happen, that is the guy that will miss something that
is a real danger and kill himself...
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3789#3789
________________________________________________________________________________
| Subject: | Re: nuts n bolts |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
neilsenrmf(at)comcast.net wrote:
>
>
> As for cutting additional
> threads, I did this a few times but is it OK?
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
> ---
No its not OK !!! You will make a sharp cut into the bolt where a crack can easily
start [Shocked] Your cut bolt will be much weaker than it was designed
to be [Evil or Very Mad]
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3793#3793
________________________________________________________________________________
| Subject: | Re: Kolb List Participation |
| From: | "Kirk Smith" <snuffy(at)usol.com> |
Posted: Fri Jan 13, 2006 7:36 am Post subject: Kolb List Participation
Quote:
referring to a PM that I recieved and accidentally ended up
sending to the list.
did what I could to debug
how that happened.
Unfortunate......I have to agree that you do have a bug somewhere.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3805#3805
________________________________________________________________________________
| From: | owner-kolb-list-server(at)matronics.com |
| Subject: | VORTEX GENERATORS |
From: "JetPilot" <orcabonita(at)hotmail.com>
X-Generated-By: M2F: m2f.sourceforge.net
Date: Fri, 13 Jan 2006 19:35:01 -0800
I am building a Kolb MK-III Xtra and have been reading about vortex generators.
People with the Firestars seem to like them, so im wondering if they are worth
putting on the MK-III ? If anyone has done this I would like to konw how
much they help the stall speed and slow speed flying qualities. People with firestars
only report losing a couple MPH in cruise, but being that the MK III
does 80 in cruise with a 912S I would think that the speed penalty might be greater
on a faster airplane.
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3814#3814
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
edchmiel(at)mindspring.co wrote:
>
>
> That very accident is why I and many other pilots I know do repeated
> control checks, right to the stops (no 'wigglin'). Can't be too careful
> when leaving the ground.
>
>
The procedure in the airlines is for each pilot to do one control check before
takeoff. All the control checks in the world will not help you if a rock gets
thrown into the elevator on takeoff. If you get a guy that is so paranoid about
the controls that he is constantly checking it, repeated times before takeoff,
he will probably forget something just as important such as setting the flaps,
the trim, or a million other things that need his attention. Being paranoid
about any item to the point of distraction is just plain bad.
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3816#3816
________________________________________________________________________________
| From: | "flht99reh" <flht99reh(at)netzero.net> |
Larry Thanks. I have seen the devices you have installed and have read the
views on this site regarding them. I will at some time, no doubt add them.
And I appreciate everyone's assistance. Have you looked at the e-mail post
regarding Stall and GPS? It gives the last trips numbers.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry Cottrell
Sent: Friday, January 13, 2006 6:34 PM
Subject: Fw: Kolb-List: 40 MPH Stall
I originally sent this on the 12th and it didn't show up on the BB. Somehow
or other all that showed up was that I had sent a message, not the body of
the message. So I will try again.
----- Original Message -----
From: "Larry Cottrell" <lcottrel(at)kfalls.net>
Sent: Thursday, January 12, 2006 6:28 PM
Subject: Re: Kolb-List: 40 MPH Stall
>
>
> Ralph,
> I purchased my Firestar in 1997. It weighed 278 lbs. I weighed 230, It
> stalled at 46 MPH. I did a few changes that involved more weight (360) and
> the stall went up a bit but not more than 2 MPH. Then I installed VG's to
> each full rib and the stall dropped to 36 MPH. This last year I put them
> on the false ribs as well and the stall dropped to 26 MPH. I also need to
> tell you that my runway is at 4630 ft above sea level. I believe that
> Possums bought his from Landshorter.com, and paid about $100.00. I made
> mine from plans developed by Howard Shackleford. I have some made from
> alum, and some made from lexan. I believe that I like those the best. I do
> believe that it will cost you about 2 mph on your cruise, but that is a
> choice that I am happy to live with. I know how you feel about the stall
> speed since that was one of the factors that decided me on a Kolb, since
> most of the places that I would be landing would be other than on a
> runway. I too wondered why mine stalled so fast. So I believe that the
> speed you are experiencing is a bit more realistic.
I noticed that the site selling the Halls had some VG'S that look just
like the ones that Mr Shackleford drew up, only theirs was 240.00? for a
kit.
> Larry, Oregon
________________________________________________________________________________
| From: | "flht99reh" <flht99reh(at)netzero.net> |
Thanks Larry, What is the placement and spacing as well as the number per
wing that you installed? And how did you determine the number and distance?
Would you be interested in making additional ones? And NO I am not a lawyer,
nor would I sue anyone if the didn't work! Also Larry, How did you get them
to adhere?
The other Ralph
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry Cottrell
Sent: Friday, January 13, 2006 6:34 PM
Subject: Fw: Kolb-List: 40 MPH Stall
I originally sent this on the 12th and it didn't show up on the BB. Somehow
or other all that showed up was that I had sent a message, not the body of
the message. So I will try again.
----- Original Message -----
From: "Larry Cottrell" <lcottrel(at)kfalls.net>
Sent: Thursday, January 12, 2006 6:28 PM
Subject: Re: Kolb-List: 40 MPH Stall
>
>
> Ralph,
> I purchased my Firestar in 1997. It weighed 278 lbs. I weighed 230, It
> stalled at 46 MPH. I did a few changes that involved more weight (360) and
> the stall went up a bit but not more than 2 MPH. Then I installed VG's to
> each full rib and the stall dropped to 36 MPH. This last year I put them
> on the false ribs as well and the stall dropped to 26 MPH. I also need to
> tell you that my runway is at 4630 ft above sea level. I believe that
> Possums bought his from Landshorter.com, and paid about $100.00. I made
> mine from plans developed by Howard Shackleford. I have some made from
> alum, and some made from lexan. I believe that I like those the best. I do
> believe that it will cost you about 2 mph on your cruise, but that is a
> choice that I am happy to live with. I know how you feel about the stall
> speed since that was one of the factors that decided me on a Kolb, since
> most of the places that I would be landing would be other than on a
> runway. I too wondered why mine stalled so fast. So I believe that the
> speed you are experiencing is a bit more realistic.
I noticed that the site selling the Halls had some VG'S that look just
like the ones that Mr Shackleford drew up, only theirs was 240.00? for a
kit.
> Larry, Oregon
________________________________________________________________________________
| Subject: | Re: 40 MPH Stall |
| From: | "Larry Cottrell" <Lcottrel(at)kfalls.net> |
I attatched the first set at 11 inches back from the leading edge. These were on
the full ribs. I then attatched the second set on the false ribs and I set those
with the back of the VG's even with the front of the previous set. I have
included the information that I received to make mine. I attatched them with
double sided servo tape from a hobby store. It does well. If for some reason
they don't come through let me know and I will send them to your email. If you
use lexan (1/16 ) You can bend the lexan just as easy as alum, but being clear
it is not necessary to paint them. The color shows right through making them
almost invisible.
Larry
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3836#3836
Attachments:
http://forums.matronics.com//files/vgs2_150.jpg
http://forums.matronics.com//files/vgs1_153.jpg
http://forums.matronics.com//files/vgs3_184.jpg
________________________________________________________________________________
| From: | owner-kolb-list-server(at)matronics.com |
| Subject: | Re: VORTEX GENERATORS |
From: "Larry Cottrell" <Lcottrel(at)kfalls.net>
X-Generated-By: M2F: m2f.sourceforge.net
Date: Fri, 13 Jan 2006 21:48:32 -0800
I also put them on a Mark III that I had for a while and they definately helped.
I just sent a post about the placement on my firestar wing and (note that the
word is singular, your experience may be different)I found this particular
placement to give me the best benefit. That was 11 inches back on the full ribs,
and the ones on the false ribs were set so that the back of the new ones were
even with the front of the old ones. I did not in the interest of science do
any further experimenting. My result was a stall of 26 MPH. Down from 36 MPH.
I cannot tell you for sure what my original stall was since I put a static port
in the bottom of my pod just under the rudder pedals. When I got the plane
it was stalling at 46 MPH, but as I say I do not know how accurate that was.
Larry
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3837#3837
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: VORTEX GENERATORS |
Putting on? Yes. Slower cruise? No. Check it out.
http://www.bcchapel.org/pages/0003/kolb.htm
Richard Pike
MKIII N420P (420ldPoops)
owner-kolb-list-server(at)matronics.com wrote:
>
>From: "JetPilot" <orcabonita(at)hotmail.com>
>Reply-To: kolb-list(at)matronics.com
>X-Generated-By: M2F: m2f.sourceforge.net
>Date: Fri, 13 Jan 2006 19:35:01 -0800
>To: kolb-list(at)matronics.com
>
>I am building a Kolb MK-III Xtra and have been reading about vortex generators.
People with the Firestars seem to like them, so im wondering if they are worth
putting on the MK-III ? If anyone has done this I would like to konw how
much they help the stall speed and slow speed flying qualities. People with
firestars only report losing a couple MPH in cruise, but being that the MK III
does 80 in cruise with a 912S I would think that the speed penalty might be greater
on a faster airplane.
>
>Michael A. Bigelow
>
>--------
>NO FEAR - If you have no fear you did not go as fast as you could have !!!
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=3814#3814
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Stall speed / GPS |
My Firestar stalls at 38 or 39 when not in ground effect>>
Hi All,
I am a bit surprised that anyone knows the stalling speed when low enough
to be in ground effect. I don`t think I have ever looked at the ASI after
coming `over the hedge` and certainly not after the round out.
Surely at that part of the landing you should be looking at `the picture`
through the windscreen, keeping wings level and `feeling` for the ground,
not looking at instruments.
Cheers
Pat
--
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
do repeated control checks, right to the stops ...>>
Hi,
don`t get me wrong, so do I, and check that the right aileron comes down
when I put the stick left but that is more to check against the possibility
of cross connected cables or some animal hibernating in the `works`
somewhere than the incredibly remote chance of a rock in the elevator.
Mind you I carry a bag of salt so that I can throw some over my
shoulder.....
Cheers
Pat
--
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
You guys are correct about the turning bolts versus the compression bolts.
The nylocs are suppose to be used in a non heat environment and metal locks
used in "high" heat areas. And I mean HIGH HEAT areas like exhausts. You can
correct me if I am wrong (and I know you will) but on a few engines ( P&W R-985
comes to mind) the thing is literally put together with Nylocs everywhere.
I have been operating and maintaining these engines for 32 years cropdusting
and I have never seen a Nyloc (big or small) lose its locking ability from heat...or
melt out the Nyloc material. So when someone tells you ..no nylocs forward
of the firewall , there are exceptions .......and in this case some very big
ones....... Anybody know why every P&W overhaul shop in the country does this
? ....What's the basis for approval ?
When I am working on standard category aircraft I follow all the "rules".....
but on my Ultralights (non N numbered) I do what's "necessary" ...
Enquiring ED in Western NY
________________________________________________________________________________
| Subject: | Re: nuts n bolts |
Thanks for the tips guys. When I read what should be done or why a certian method
should be used, I follow instructions. Avaition is a new world to me. I have
learned that "things" happen to airplanes that never happen to other vehicles.
I asume that this bolt method is a result of testing and or failure at some
point. Just for the hell of it if any of you care to take time, explain the 3
washer deal. So you wont think I'm a complete idiot, Let me give you some background
on yours truely :D .
My involement with "moving" parts began at the early age of 5 when my father gave
me my first home made motorcycle. He knew i liked to ride my bicycle with "no
hands" and warned me that this new motorcycle would not allow such. Well I
didnt beleive him and as soon as I was out of his watchfull eye (he only had one)
I tested his "theory" He was right!
My entire life I have built,raced,crashed motorcycles,boats and gocarts.
With this background, you can see why I cant see why a "rotating" bolt with a drilled
end and cotter pin is better than a nyloc nut. But because thats the required
method I will obey! Think about the old days with cars that had drilled
spindles with cottor pins. They fell off all the time. I have never heard of
a wheel falling off a front wheel drive vehicle with a lock nut :D One more thing
and I will go back in my corner and finish this Kolb. Airplanes in general
"construction wise" blow my mind. Example, This Kolb has a massive 1/2" bolt
that goes through the spar into a tiny tang that then has a super tiny pin that
holds our wings on. I trust it. Understand it? No sheesh!
Take care guys
--------
Paul Petty
Kolbra #12
Ms Dixie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3859#3859
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Stall speed / GPS |
>
>My Firestar stalls at 38 or 39 when not in ground effect>>
>
>Hi All,
>
>I am a bit surprised that anyone knows the stalling speed when low enough
>to be in ground effect. I don`t think I have ever looked at the ASI after
>coming `over the hedge` and certainly not after the round out.
>Surely at that part of the landing you should be looking at `the picture`
>through the windscreen, keeping wings level and `feeling` for the ground,
>not looking at instruments.
>
>Cheers
>
>Pat
>
Pat,
The easiest and may be the safest way to determine ground effect stall speed
is to tease the plane off the ground in the three point stance. Pick a no
wind day and use a hard surface runway and inflate the tires to the max limit
to minimize the rolling resistance. For the FireFly to lift off in the
three point stance, I apply about 5 degrees flaperon and I hold the stick
back against the stop. By very slowly advancing the throttle, you can get
it to float off at minimum air speed. If the runway is long enough you can
back off the throttle and repeat the process several times.
This is the method, I used to determine wing vortex generator placement
effect on the FireFly. With a little practice you can become very good at
flying at minimum speed a foot or so above the runway while keeping an eye
on the ASI.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Proper angle for bend in 4130 landing gear??? |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
Hello list,
Need some help and advice for the angle I should use to bend 4130 landing gear.
I am fabricating my own landing gear. I know some of you may respond that I
should just buy the +$400 set from TNK. I am using 3/4" axles and they only
supply the gear with 5/8" axles.
The cage sockets are at a 30 degree angle. I'm not sure if the bend results in
the lower portion of the 4130 gear is exactly perpendicular to the ground or
if it a little less than 30 degrees giving it a little bow out.
The pictures I looked at on the TNK website (Mark IIIX) have a little bow out.
Was that design or a few rough landings?
If any of you have the 4130 landing gear and can get a measurement for me, I would
greatly appreciate it. Pictures would be great too.
--------
Thanks too much,
John Bickham
Mark III-C
Using my Repairman Certificate
St. Francisville, LA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3866#3866
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
| Subject: | Re: Stall speed / GPS |
Pat
That's what that cute sexy little blonde passenger is for! Let her do
the looking --
Russ
do not achive
On Jan 14, 2006, at 4:31 AM, pat ladd wrote:
>
> My Firestar stalls at 38 or 39 when not in ground effect>>
>
> Hi All,
>
> I am a bit surprised that anyone knows the stalling speed when low
> enough
> to be in ground effect. I don`t think I have ever looked at the
> ASI after
> coming `over the hedge` and certainly not after the round out.
> Surely at that part of the landing you should be looking at `the
> picture`
> through the windscreen, keeping wings level and `feeling` for the
> ground,
> not looking at instruments.
>
> Cheers
>
> Pat
>
>
> --
>
>
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Im not at all familiar with the accident you guys are talking about. I would be
interested to read a report on it though if anyone knows what year, or what
airline it happened to so I can search for it on google.
There is no engine runup on jet airliners before takeoff, no airline does it.
Running up an engine on a commercial airliner is so hazardous, that you need to
get special permission from the tower to do it, as it could cause major damage
to any other airplane behind you. On a DC 9, the tail is far above and almost
over the engine exaust, there is just no way engine thrust is just not going
to blow a rock into it. If one did get in there, I would think it would have
to be on takeoff roll. What does throw things into the tail and engines on
the DC 9 are the main gear, and nosewheels when the plane is going fast.
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3881#3881
________________________________________________________________________________
| Subject: | Re: Stall speed / GPS |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
kinnepix(at)earthlink.net wrote:
> Pat
> That's what that cute sexy little blonde passenger is for! Let her do
> the looking --
> Russ
>
My thoughts exactly, you beat me to it :D
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3889#3889
________________________________________________________________________________
| From: | "J W Hauck" <jimh474(at)earthlink.net> |
http://www.airdisaster.com/cgi-bin/aircraft_detail.cgi?aircraft=McDonnell+Douglas+DC-9
________________________________________________________________________________
| From: | Mike Pierzina <planecrazzzy(at)yahoo.com> |
| Subject: | Transponder "Cert" question |
Hey Guys,
I just had a "FLASH" ( not a HOT one )
My Transponder still hasn't been certified....I have to steer clear until it
is.....
I have my "Repairmans Cert" for my bird....
Here's the question ( if you don't know.....Why answer ? )
Could I fly in an area where the transponder and encoding Alt is not required.....ask
a TOWER what "Alt"info they are getting on their screen to cross check
if that's my Alt , and ask them if they are recieving my transponder signal
OK.....and "sign off" the transponder MYSELF....
Now, if it's not correct, I'd probly have to get it Certified by somebody who
knew what they were doing....
But, after two years, with this same proceedure could "I" sign off the RE: Cert
Gotta Fly...
Mike in
MN
PS..... John, Your still my Hero !
.
.
.
.
.
Firestar I&II Forum
http://groups.yahoo.com/group/Kolb_Firestar/
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...
---------------------------------
Got holiday prints? See all the ways to get quality prints in your hands ASAP.
________________________________________________________________________________
| Subject: | Re: Transponder "Cert" question |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I like your thinking Mike [Idea]
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3926#3926
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
I like the nylon lock nuts vs the drilled
with cotter pins. One reason is climbing in and out of the airplane the
cotter pins will get caught on clothing and human flesh [Shocked]
++++++++++++
If you are careful to bend the ends of the cotter pins so that the ends fit
nicely into the recesses of the castellated nuts. it will not grab clothing
or flesh.
Boyd
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | kolb washout / trim |
The Kolb MkIIIc/912ULS I have has a strong tendency to turn left. The
bungee cord
does a fair job of countering that, but I'd like to effect a bit more
nominal
solution.
So, I have TWO questions:
1) I'm thinking about adding an aileron trim. Can anyone suggest
approaches to
doing that, suggest methods/materials, and maybe even details on how to do
it.
2) I've been told by at least two people, "oh, check your washout!" as if
to say
that might solve my strong-left-turning-tendency. And although I have a
very
general idea what washout is, I would have no idea about how to MEASURE it
and then, if were "wrong", how to correct it.
Any constructive comments?
-- Robert
--------
Robert
1 st aileron trim
If the plane wants to roll to the left, it would be best to add a trim tab
to the bottom trailing edge of the right aileron I built mine one rib bay
wide, and it was made of .032 alum. The measurements was, as close as I
can remember, wide enough to rivet to the ribs on each end.. and about 3
inch from front to back there was a bend at about the 1 inch mark.
The bend was enough so that when the 1 inch side was held flat on the
workbench the end of the 2 inch side was about inch off the table top.
The 1 inch side was riveted to the bottom of the trailing edge tube and
the bottom of the ribs. With the bend pointing down. After trial fitting
the trim tab. I put a piece of masking tape across the front edge where the
tab touches the fabric, then I ran my fingernail over the edge and cut the
tape ( do not use a knife ) when I did the final install I put a small
bead of silicone rubber on the tab where it contacted the fabric and the
excess squeezed out where the tape was cut. I then wiped the excess off
and removed the tape for a no smear installation.. I think I had 1 rivet on
the leading edge of the tab in the ribs and 3 or 4 across the trailing edge.
After trials you may need to bend the tab more or less.
2 nd. Washout.
Washout is a twist in the wing so that the leading edge and trailing edge
are not straight in line with each other. to measure you hold a level
from the leading edge to the trailing edge of the right wing at the inboard
part of the wing. Prop up the tail until the level is level. Then
repeat on the outboard end of the wing if the level is still level
there is no washout, or washin. Kolb wings should be built straight with
no twist.. if there must be an error it is better to have the wing twisted
so the leading edge of the outboard part of the wing is lower than the
trailing edge. Some aircraft have a 2 or 3 inch twist in the wings
this causes the wing tip to be at a lower angle of attack and will stall
last, giving aileron authority through a stall now that we have done
the right wing, leave the tail where it is and check the left wing the
inboard part of the left wing should be level, if not the wing attach
fitting may have been drilled incorrectly. Then check the outboard end of
the wing. It as well should be level again if there is an error it would
be better if the leading edge was lower than the trailing edge.
The worst case is if the center of the wings were both level and one wing
had the leading edge wing tip high and the other wing leading edge wing tip
low
If you have any further questions feel free to contact me
Boyd Young
________________________________________________________________________________
| Subject: | Small video of kolb landing in winter ... |
| From: | "Noel" <noel(at)teledata.qc.ca> |
Hello group !
I made my 200th flight in my good old Twinstar Mk II yesterday :D
I made a small video of one landing on my camera-phone ... and tought
of posting this on the new BBS.
This give an idea of flying in winter near Montreal, Canada ...
The video quality is quite limited ... but usable if you play it in original size
...
(looks quite bad in full screen ...)
The visibility was only about 6 miles ...
You will need a recent version of the RealPlayer to play the .3GP file.
The video size is about 1 Mb and last for 2:08
Nol Bouchard
Twinstar MKII
[/url]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3941#3941
Attachments:
http://forums.matronics.com//files/kolbflight1_163.3gp
________________________________________________________________________________
| Subject: | Re: Transponder "Cert" question |
| From: | "Mike Pierzina" <planecrazzzy(at)yahoo.com> |
Hi,
I bought it thru Aircraft Spruce.....It's the Narco 155 Transponder w/AR850
encoding Alt... Total package was around $1,500 bucks....
I'm under Class B, and it's getting BIGGER ( KMSP )
The page of my website with the system is:
http://www.geocities.com/planecrazzzy/LSXXIX.html
There was a little more to put it in than I thought.....BUT, it wasn't hard
Gotta Fly...
Mike in MN / N381PM
.
.
.
.
.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3943#3943
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Transponder "Cert" question |
If you are in flight and your altimeter has an error, and your Mode C
has an error, asking ATC how things are doing really doesn't tell you
much, because you have no known constant to work from. You need to work
from a known constant.
Try this: land at an airport with an approach control, and go to a point
on the runway or taxiway where the altitude MSL is known exactly, (it's
on the approach plate) then set your altimeter to the barometric
pressure on the current ATIS, and then ask ATC what your Mode C readout
is. (ground control can read it off the tower BRITE scope) Now you know
how accurate your Mode C is, and also know how accurate your altimeter
is. If either one is off, you need to go to an avionics shop.
Assuming they are good, climb to 5,000' (check current ATIS for the
barometric pressure) and ask ATC what your Mode C says, and it agrees -
good. Try it again at 10,000' and ask them again, and if it still
agrees, you are probably a safe user of the ATC Mode C system.
Probably not a legal way of pleasing the paper-pushers (should your log
books be examined,) but since you brought it up...
Richard Pike
MKIII N420P (420ldPoops)
FAA ATC (retired)
Mike Pierzina wrote:
>
>Hey Guys,
> I just had a "FLASH" ( not a HOT one )
>
> My Transponder still hasn't been certified....I have to steer clear until it
is.....
>
> I have my "Repairmans Cert" for my bird....
>
> Here's the question ( if you don't know.....Why answer ? )
>
>
> Could I fly in an area where the transponder and encoding Alt is not required.....ask
a TOWER what "Alt"info they are getting on their screen to cross
check if that's my Alt , and ask them if they are recieving my transponder signal
OK.....and "sign off" the transponder MYSELF....
>
> Now, if it's not correct, I'd probly have to get it Certified by somebody who
knew what they were doing....
>
> But, after two years, with this same proceedure could "I" sign off the RE:
Cert
>
>
> Gotta Fly...
> Mike in
MN
>
>
> PS..... John, Your still my Hero !
>
> .
> .
> .
> .
> .
>
>
>
> Firestar I&II Forum
> http://groups.yahoo.com/group/Kolb_Firestar/
>
>
> 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...
>
>
>
>
>---------------------------------
> Got holiday prints? See all the ways to get quality prints in your hands ASAP.
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: kolb washout / trim |
If you make your trim tab adjustable, then you can set it to level when
you have a passenger, and down when you are solo, and have no stick
pressure either way. Here's how I did it, crude, but works good.
http://www.bcchapel.org/pages/0003/pg6.htm
Richard Pike
MKIII N420P (420ldPoops)
boyd wrote:
>
>The Kolb MkIIIc/912ULS I have has a strong tendency to turn left. The
>bungee cord
>does a fair job of countering that, but I'd like to effect a bit more
>nominal
>solution.
>
>So, I have TWO questions:
>
>1) I'm thinking about adding an aileron trim. Can anyone suggest
>approaches to
>doing that, suggest methods/materials, and maybe even details on how to do
>it.
>
>
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Transponder "Cert" question |
Mike Pierzina wrote:
>
>Hey Guys,
> I just had a "FLASH" ( not a HOT one )
>
> My Transponder still hasn't been certified....I have to steer clear until it
is.....
>
> I have my "Repairmans Cert" for my bird....
>
> Here's the question ( if you don't know.....Why answer ? )
>
>
> Could I fly in an area where the transponder and encoding Alt is not required.....ask
a TOWER what "Alt"info they are getting on their screen to cross
check if that's my Alt , and ask them if they are recieving my transponder signal
OK.....and "sign off" the transponder MYSELF....
>
> Now, if it's not correct, I'd probly have to get it Certified by somebody who
knew what they were doing....
>
> But, after two years, with this same proceedure could "I" sign off the RE:
Cert
>
>
> Gotta Fly...
> Mike in
MN
>
I'm afraid that's one of the areas where being an experimental doesn't
get you a pass on the regs. Logic is probably that if it's not done
right, you could tangle with another a/c while under ATC's control.
Try the EAA for chapter & verse.
Charlie
________________________________________________________________________________
| Subject: | Re: Transponder "Cert" question |
| From: | "Mike Pierzina" <planecrazzzy(at)yahoo.com> |
> If you are in flight and your altimeter has an error, and your Mode C
> has an error, asking ATC how things are doing really doesn't tell you
> much, because you have no known constant to work from. You need to work
> from a known constant.
>
>
> Hi Richard,
> As far as knowing my Altitude, My GPS will give me that...
>
> But you make a good point to check it's "High & Low"...Thanks
>
> Gotta Fly...
> Mike in MN
>
>
> .
> .
> .
> ..
> .
> PS I like the way a message is posted "Right away" , before it would take about
45 min ....
> .
> .
> .
> ..
> .
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3958#3958
________________________________________________________________________________
| Subject: | Re: Small video of kolb landing in winter ... |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Brrrrrrrrrr, that had to be cold ! What were you using to keep warm ? When
my MK III is done, I will be flying all year also. Neat video, thanks for sharing
:D
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3968#3968
________________________________________________________________________________
| From: | "flht99reh" <flht99reh(at)netzero.net> |
| Subject: | Small video of kolb landing in winter ... |
You shall fort-with be known as "Iceman"! Could we get some Floridian phone
video's on this site soon. I'm freezing here in Ohio and the winds are 35
MPH and the temp is 20. The last thing I need to see is a Walrus flyin, pun
intended. Actually quite an impressive video from a cell phone.
The good Ralph from Ohio!
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Noel
Sent: Saturday, January 14, 2006 2:37 PM
Subject: Kolb-List: Small video of kolb landing in winter ...
Hello group !
I made my 200th flight in my good old Twinstar Mk II yesterday :D
I made a small video of one landing on my camera-phone ... and tought
of posting this on the new BBS.
This give an idea of flying in winter near Montreal, Canada ...
The video quality is quite limited ... but usable if you play it in original
size ...
(looks quite bad in full screen ...)
The visibility was only about 6 miles ...
You will need a recent version of the RealPlayer to play the .3GP file.
The video size is about 1 Mb and last for 2:08
Nol Bouchard
Twinstar MKII
[/url]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3941#3941
Attachments:
http://forums.matronics.com//files/kolbflight1_163.3gp
________________________________________________________________________________
| From: | Robert Noyer <a58r(at)verizon.net> |
| Subject: | Re: Transponder "Cert" question |
It's now 10 years since I've had a tpdr Certified, so stds may have
changed. Basically the shop places a box with one side open, and
containing an ant. around the ship's beacon ant. The box ant. is
connected to a test set via a coax. Tests will cover both Mode A
(identication) and Mode C (altitude). You won't have to worry about
Mode S...yet. With the tpdr On and set to a given code, the test set
transmits an interrogation code train at a known pwr level. The
ship's tpdr will detect this interrogation and reply with its code
setting. The test set can determine the tpdr's rec. sensitivity,
verify its code detection, reply pulse train, and ck its pwr output
and frequency. The altitude encoder is ckd by connecting a calibrated
pressure source to the coder's input. The set's press. input is
varied, and the tpdr's alt. reply is ckd for accuracy...+/- 100'. An
additional test covers the IDENT function. Tech makes dated entry in
airframe log book. Altho it takes less than hr., charges (use to)
run abt $150...EVERY TWO YEARS!
I worked on design of first test set in '50...all vacuum tubes...AN-
UPM-4.
In case anyone is interested (still awake) the Mode C alt replies are
folded biquinary for 100's, and Grey binary for 1000's.
Somewhere I have a history of IFF/Beacons I wrote almost 50 yrs ago,
updated, including solving the Mystery of the Ghost Idents.
Bob N.
________________________________________________________________________________
| From: | "Chris Mallory" <wcm(at)tampabay.rr.com> |
| Subject: | Re: Small video of kolb landing in winter ... |
----- Original Message -----
From: "flht99reh" <flht99reh(at)netzero.net>
Sent: Saturday, January 14, 2006 4:13 PM
Subject: RE: Kolb-List: Small video of kolb landing in winter ...
>
> You shall fort-with be known as "Iceman"! Could we get some Floridian
> phone
> video's on this site soon. I'm freezing here in Ohio and the winds are 35
> MPH and the temp is 20. The last thing I need to see is a Walrus flyin,
> pun
> intended. Actually quite an impressive video from a cell phone.
>
> The good Ralph from Ohio!
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Noel
> Sent: Saturday, January 14, 2006 2:37 PM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Small video of kolb landing in winter ...
>
>
> Hello group !
>
> I made my 200th flight in my good old Twinstar Mk II yesterday :D
> I made a small video of one landing on my camera-phone ... and tought
> of posting this on the new BBS.
> This give an idea of flying in winter near Montreal, Canada ...
>
> The video quality is quite limited ... but usable if you play it in
> original
> size ...
> (looks quite bad in full screen ...)
> The visibility was only about 6 miles ...
>
> You will need a recent version of the RealPlayer to play the .3GP file.
> The video size is about 1 Mb and last for 2:08
>
> Nol Bouchard
> Twinstar MKII
> [/url]
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=3941#3941
>
>
> Attachments:
>
> http://forums.matronics.com//files/kolbflight1_163.3gp
>
>
>
________________________________________________________________________________
| From: | "Chris Mallory" <wcm(at)tampabay.rr.com> |
| Subject: | Re: Small video of kolb landing in winter ... |
Ralph,
George Alexander and I went flying Thursday at Manatee (south side of Tampa
Bay), started out in long sleeves finished in Tee shirts.
Not bad for a January day.
Chris Mallory
don not archive
----- Original Message -----
From: "flht99reh" <flht99reh(at)netzero.net>
Sent: Saturday, January 14, 2006 4:13 PM
Subject: RE: Kolb-List: Small video of kolb landing in winter ...
>
> You shall fort-with be known as "Iceman"! Could we get some Floridian
> phone
> video's on this site soon. I'm freezing here in Ohio and the winds are 35
> MPH and the temp is 20. The last thing I need to see is a Walrus flyin,
> pun
> intended. Actually quite an impressive video from a cell phone.
>
> The good Ralph from Ohio!
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Noel
> Sent: Saturday, January 14, 2006 2:37 PM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Small video of kolb landing in winter ...
>
>
> Hello group !
>
> I made my 200th flight in my good old Twinstar Mk II yesterday :D
> I made a small video of one landing on my camera-phone ... and tought
> of posting this on the new BBS.
> This give an idea of flying in winter near Montreal, Canada ...
>
> The video quality is quite limited ... but usable if you play it in
> original
> size ...
> (looks quite bad in full screen ...)
> The visibility was only about 6 miles ...
>
> You will need a recent version of the RealPlayer to play the .3GP file.
> The video size is about 1 Mb and last for 2:08
>
> Nol Bouchard
> Twinstar MKII
> [/url]
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=3941#3941
>
>
> Attachments:
>
> http://forums.matronics.com//files/kolbflight1_163.3gp
>
>
>
________________________________________________________________________________
| Subject: | Re: Small video of kolb landing in winter ... |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
[quote="Noel"]
I made my 200th flight in my good old Twinstar Mk II yesterday :D
This give an idea of flying in winter near Montreal, Canada ...
Hi Noel:
Super video!!! Got me all charged up sitting here in the warmth of my old lake
house watching it. Makes me want to get the old MKIII out and go flying. Particularly
liked the flight on base, turn to final and the landing. Looked like
the snow groomer had the day off today at the airstrip.
Where is your airstrip located? I'd like to fly through there some day. I have
flown north of Montreal, back in 1994, on the way around the States, but it
did not look anything like your video. Was a lot greener. ;-)
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3997#3997
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Anybody find the particular "stone in the elevator" accident in the URL Bro Jim
provided??? He couldn't find it and I haven't had a chance to scan all of them,
yet..........
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4000#4000
________________________________________________________________________________
| Subject: | Re: nuts n bolts |
Petty...
HEHe...you ha dme laughing on this one pard...and I know it doesnt make alot of
sense...
snip.....""" Just for the hell of it if any of you care to take time, explain the
3 washer deal. So you wont think"""
the 3 washers are so you can get the required 3 threads if the bolt is too long...
In true gov fashion....they have never told us why 5 threads are not as good as
3...but they have told us we can washer it up to get to their requirement...I
remember when I learned this back in school....made me laugh then too!
--------
Don G
FireFly#098
http://www.geocities.com/dagger369th/my_firefly.htm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4001#4001
________________________________________________________________________________
| Subject: | Re: Transponder "Cert" question |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
[quote="Mike Pierzina"]Hi Richard,
As far as knowing my Altitude, My GPS will give me that...
Mike: Might not be a good idea to depend on GPS altitude read out. From my limited
experience with GPS altitude, it ain't so accurate. Everything else works
good though.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4004#4004
________________________________________________________________________________
| From: | owner-kolb-list-server(at)matronics.com |
| Subject: | Re: VORTEX GENERATORS |
From: "JetPilot" <orcabonita(at)hotmail.com>
X-Generated-By: M2F: m2f.sourceforge.net
Date: Sat, 14 Jan 2006 16:11:21 -0800
With all the people using vortex generators out there, I was hoping to get a little
more information.
It seems that I definately want them, so what I need to know now is which ones
are the best. I hear of kits, I see some people make thier own. I just dont
know which design of vortex generator works the best.
Also, how many should I put on the wing, and what is the best location ?
Thanks,
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4006#4006
________________________________________________________________________________
| Subject: | Re: Transponder "Cert" question |
| From: | "Mike Pierzina" <planecrazzzy(at)yahoo.com> |
Thanks Guys,
After all the replies, I think there's no way of getting around
the "CERT" other than a Certified inspector......( $125 - 250 is what I've
seen the price range )
I still gotta learn how to do "THE QUOTE" thingy.....I butchered it pretty bad.....???
Gotta Fly...
Mike in MN
.
.
.
.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4011#4011
________________________________________________________________________________
| Subject: | Re: Transponder "Cert" question |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> I still gotta learn how to do "THE QUOTE" thingy.....I butchered it pretty bad.....???
>
> Gotta Fly...
> Mike in MN
>
Mike: Me too. Practicing now to see if I have gotten it right this time.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4019#4019
________________________________________________________________________________
| Subject: | Re: Transponder "Cert" question |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> Mike: Me too. Practicing now to see if I have gotten it right this time.
Mike: Highlight and copy what you want to quote.
Then click on the "quote" box above the msg box.
Paste the reference.
Click on the "quote" box again.
Drop down a line or two and start your reply.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4021#4021
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: VORTEX GENERATORS |
| Also interested in VGs, Mike has asked all of my questions. |
| Mike S
Hi Mike S/Gang:
I haven't put them on my MKIII and have not had a chance to fly a Kolb
equipped with vortex generators. I know some aircraft come from the
factory with them. I think the Aviat Husky is one of them.
Don't think I will try them until I am satisfied the vortex generators
do not degrade the excellent stall characteristics of Homer Kolb's
wing, nor my present cruise speed. John W already outruns me badly
enough with his 912ULS powered Kolbra, and I don't want to be left any
further behind than I am now. I have heard from Kolb folks that have
them that the gentle stall characteristics of the clean wing is
replaced with a sharp stall when equipped with vortex generators.
Also some cruise is sacrificed.
I am happy with the performance of my MKIII in the standard wing
configuration. It gets in and out of my 750 ft grass strip with one
or two up with room to spare, even with its poor approach and
departure because of obstacles.
So.........I'll wait and watch for some good tests results that will
convince me I would be doing the right thing by adding them. BTW this
is one subject I have never discussed with Homer Kolb. Have no idea
of what his thoughts are on them. I have heard he added some more
dihedral to his 1985 Original Firestar (OSH UL Grand Champ 1985) when
he recently rebuilt it. Haven't heard his thoughts on this change
either, but think they were favorable.
________________________________________________________________________________
| From: | "jdmurr(at)juno.com" <jdmurr(at)juno.com> |
| Subject: | Re: 40 mph stall |
My Firestar Weighs 355 and I weigh 200. We stall at 35 mph IAS
-- "Lloyd McFarlane" wrote:
My Firestar II weighs 415lbs & I weigh 200. I stall at approx. 42mph.
Lloyd McFarlane
Fullerton, CA
My Firestar Weighs 355 and I weigh 200. We stall at 35 mph IAS
--"LloydMcFarlane"lrmcf(at)ix.netcom.comwrote:
--Kolb-Listmessagepostedby:"LloydMcFarlane"lrmcf(at)ix.netcom.com
MyFirestarIIweighs415lbsIweigh200.Istallatapprox.42mph.
LloydMcFarlane
Fullerton,CA
________________________________________________________________________________
| Subject: | Re: Transponder "Cert" question |
| From: | "Mike Pierzina" <planecrazzzy(at)yahoo.com> |
I keep getting it backwards....lets try this...
( my message was in Blue and the quote wasn't )
After a couple of "Previews" , I'm getting it.... Nice feature...
> Highlight and copy what you want to quote.
>
> Then click on the "quote" box above the msg box.
>
> Paste the reference.
>
> Click on the "quote" box again.
>
> Drop down a line or two and start your reply.
>
>
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4033#4033
________________________________________________________________________________
| Subject: | Re: Transponder "Cert" question |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> After a couple of "Previews" , I'm getting it.... Nice feature...
Shoot man!!! We be catching on. ;-)
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4036#4036
________________________________________________________________________________
| From: | "jdmurr(at)juno.com" <jdmurr(at)juno.com> |
| Subject: | Mode C Veil Question |
What are the regulations for ultralights without transponders regarding being inside
the 30mn circle but not in Class B airspace? Thanks!
John
What are the regulations for ultralights without transponders regarding being inside
the 30mn circle but not in Class B airspace? Thanks!
John
________________________________________________________________________________
| From: | Robert Noyer <a58r(at)verizon.net> |
I left no DC-9 unstoned.
Bob N.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> left no DC-9 unstoned.
Bob N: Well...........after you got all the stones turned, did you find a DC-9
accident caused by one. ;-)
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4043#4043
________________________________________________________________________________
| Subject: | Re: Mode C Veil Question |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi,
Your not allowed inside the mode-c circle without a transponder and alt. encoder.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4047#4047
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: VORTEX GENERATORS |
>
>From: "JetPilot" <orcabonita(at)hotmail.com>
>Reply-To: kolb-list(at)matronics.com
>X-Generated-By: M2F: m2f.sourceforge.net
>Date: Sat, 14 Jan 2006 16:11:21 -0800
>To: kolb-list(at)matronics.com
>
>With all the people using vortex generators out there, I was hoping to get a little
more information.
>
>It seems that I definately want them, so what I need to know now is which ones
are the best. I hear of kits, I see some people make thier own. I just dont
know which design of vortex generator works the best.
>
>Also, how many should I put on the wing, and what is the best location ?
>
>Thanks,
>
>Michael A. Bigelow
>
Michael,
After experiencing flight with VG's it would be difficult to go back to a
FireFly with out them. They enhance aileron effectiveness at slow speeds,
which helps greatly during a gusty cross wind take off and/or landing. One
does not have to pick up a wing with rudder during slow flight. The FireFly
will not break into a clean stall, it will remain nose up and mush and a
wing will not drop. I see no down side to them. Yes, there is one down
side, the do make it more difficult to wash the wings.
They are very easily made from 0.010 inch thick aluminum house flashing. I
made my own and I stuck them on with very thin double sided tape. I have
been flying with them for five and a half years and none have come loose.
How it was done can be seen starting at:
http://www.thirdshift.com/jack/firefly/firefly17.html
During testing, you may wish to use electrician's tape to hold the VG's in
place. When and if you decide you like them, you can go with the double
sided tape.
I can't prove it, but I believe you will get better performance by placing
them on the fabric in between the ribs. During my testing, I temporarily
placed VG's on top of all the ribs and then later added VG's in between the
ribs. Test flights showed that the FireFly flew off at a lower speed with
the most VG's. After I made "good" ones, I installed them only in between
the ribs and made test flight. I could tell no difference between them and
the previous flight, so I did not mount any on top of the ribs. I believe
that as the air passes from the front of the wing that it starts to move a
little side ways away from the rib. By placing the VG centered in the space
in between the ribs, it boosts the air back out.
Try them, you will like them. If by chance you don't you will not have
spent more than $10.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I did not find it either. Being an airline pilot, i am familiar with most modern
airline crashes. I go over everyone I can so as not to make the same mistakes
others have. I have never heard of one caused by a rock at LGA. But enough
people are talking about it to make me wonder. I checked all the crashes on
the list, but did not see any caused by a stone either....
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4054#4054
________________________________________________________________________________
| Subject: | Re: Small video of kolb landing in winter ... |
| From: | "Noel" <noel(at)teledata.qc.ca> |
John Hauck wrote:
>
> Hi Noel:
>
> Super video!!! ...
>
> Where is your airstrip located? I'd like to fly through there some day. I have
flown north of Montreal, back in 1994, on the way around the States, but it
did not look anything like your video. Was a lot greener. ;-)
Hello John !
Quite pleased that you liked it [Wink]
My airstrip is located north of Montreal, near a small town called Ste-Therese.
Here a google satellite map link:
[url]http://maps.google.com/maps?q=montreal&hl=en&ll=45.685077,-73.825378&spn=0.266709,0.774536&t=h
[/url] The valey of the St-lawrence river is a very nice place to fly around ....
especially in winter with it's many frozen river and lake ...
By the way there is a (Challenger) flyin in Montebello, Qc, Canada
this comming 28th and 29 th of january :
Usually many UL planes show up and all are welcome .... Any Kolber interested
... I should go on the Saturday (weather permitting) or Sunday .
Flying in winter is not that cold ... provided you have the right clothes.
With the enclosed cockpit it is actually much warmer than snowmobiling ;-)
The worse part is getting the plane ready especially digging it out of the
snow and filling the thanks ... but once you got it done then it's the best flying
that you can get !!! The air is so calm and the performances !!! I easily
get a climb rate of > 1200 fpm ... which is a 20 % increase in performance ...
and nothing beat flying (safely) at 3ft over a frozen lake or
river and landing about anywhere you dare to ...
My excuses for the long post ...
Nol
[/url]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4057#4057
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Mode C Veil Question |
Roger Lee wrote:
>
>Hi,
>
>Your not allowed inside the mode-c circle without a transponder and alt. encoder.
>
>--------
>Roger Lee
>Tucson, Az.
>
Things may have changed since 911 enabled the storm troopers, but there
once was an exception for planes without an electrical system that can
support a transponder. This was interpreted to mean that you can have
electrical power but not enough generator power to keep your battery up
while the transponder & all other equipment is operating. You could
probably make a strong case that a 2stroke with only a 'lighting coil'
fit that description. Piper Cubs, Taylorcraft, etc have flown inside the
veil regularly in the past. You still had to stay out of the actual B
airspace, of course.
A call to your ATC (or better yet, a call to EAA's info line) would get
you current info.
Charlie
________________________________________________________________________________
| Subject: | Re: Small video of kolb landing in winter ... |
| From: | "Noel" <noel(at)teledata.qc.ca> |
Sorry the map link for Montebello was wrong ...
and here is a link to the flyin site:
Nol
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4060#4060
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
| Subject: | Re: VORTEX GENERATORS |
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Sent: Saturday, January 14, 2006 5:19 PM
Subject: Re: Kolb-List: Re: VORTEX GENERATORS
>
> Don't think I will try them until I am satisfied the vortex generators
> do not degrade the excellent stall characteristics of Homer Kolb's
> wing, nor my present cruise speed.
OK John, when I see you at the Alvord or nearby You are going to have to
bite the bullet and fly my firestar. If you remember you refused last year,
and I understood your reasons, I myself am hinky about flying someone elses
plane, but only this way will you be able to understand the difference. I am
pretty sure that you will be able to get it back on the ground safely. :-)
I have heard from Kolb folks that have
> them that the gentle stall characteristics of the clean wing is
> replaced with a sharp stall when equipped with vortex generators.
Mule muffins! The break without is a hell of a lot more exciting than with
the VG's. Mine without, in a full stall, drops nose down sharply and takes a
lot more altitude to recover.
Larry
Oregon
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: VORTEX GENERATORS |
Hey John, next time you get anywhere close to North East Tennessee, you
need to take my MKIII and go fly it solo. We went flying in it together,
but you know how much better the MKIII flies with that extra seat empty,
go take the Old Pooperoo Hauler out for a couple hours, get a few
thousand feet under you and stall it every which way you want. The
stall is still nice, just a bit different. It won't cruise as fast as
yours, but the meager 582 is probably to blame for that, anyway, it
wasn't any faster before the VG's. (PS, forget about catching John W's
Kolbra, it ain't gonna' happen...)
Year before last at the Kolb Fly-In, Homer was very interested in my
VG's, took all kinds of notes, but don't know what he about them did
after that.
Will be curious to see if anything ever comes of it -
Richard Pike
MKIII N420P (420ldPoops)
John Hauck wrote:
>
> | Also interested in VGs, Mike has asked all of my questions. |
>| Mike S
>
>Hi Mike S/Gang:
>
>I haven't put them on my MKIII and have not had a chance to fly a Kolb
>equipped with vortex generators. I know some aircraft come from the
>factory with them. I think the Aviat Husky is one of them.
>
>Don't think I will try them until I am satisfied the vortex generators
>do not degrade the excellent stall characteristics of Homer Kolb's
>wing, nor my present cruise speed. John W already outruns me badly
>enough with his 912ULS powered Kolbra, and I don't want to be left any
>further behind than I am now. I have heard from Kolb folks that have
>them that the gentle stall characteristics of the clean wing is
>replaced with a sharp stall when equipped with vortex generators.
>Also some cruise is sacrificed.
>
>I am happy with the performance of my MKIII in the standard wing
>configuration. It gets in and out of my 750 ft grass strip with one
>or two up with room to spare, even with its poor approach and
>departure because of obstacles.
>
>So.........I'll wait and watch for some good tests results that will
>convince me I would be doing the right thing by adding them. BTW this
>is one subject I have never discussed with Homer Kolb. Have no idea
>of what his thoughts are on them. I have heard he added some more
>dihedral to his 1985 Original Firestar (OSH UL Grand Champ 1985) when
>he recently rebuilt it. Haven't heard his thoughts on this change
>either, but think they were favorable.
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Small video of kolb landing in winter ... |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Noel: Thanks for the info on your airstrip and also on the winter flyin.
During my 1994 flight I flew from Pembroke to Trois Revierese. During that flight,
I was about 40 miles north of St Therese. I landed one time during that
220 leg, but can not remember where. I do remember it was a beautiful area, and
enjoyed my flight very much.
I'd like to participate in the Winter Flyin, but my southern blood sould freeze
up solid. Stay in touch. Maybe I can fly up that way soon, soon as it warms
up a bit. Lakes and rivers are not in their normal state when hard enough to
walk and land on. ;-)
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4063#4063
________________________________________________________________________________
| Subject: | Re: VORTEX GENERATORS |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Brother Richard: I appreciate your offer. After reading Brother Bill Tuton's
grand post on vortex generators, I ran right out in the cold and dark of night
to rip the valley aluminum off the roof. Luckily, before I actually did any
ripping, I realized I still have some left from the last time I built a gap seal
for my FS. I never throw away anything.
One of these days, when I muster up the courage to stick those sticky things all
over my wings, and it gets dark enough so no one can see what I am doing, I
may try VG's. Not worried about getting the wash rag snagged on them during washing,
because that doesn't occur but about one a year.
I am interested in the murmur that was reported coming from Bill's FF on downwind.
Does your MKIII murmur? Also like to know what kind of murmur it is. Really
got my imagination going now.
Take care friend,
john h
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4067#4067
________________________________________________________________________________
| Subject: | Re: Stall speed / GPS |
| From: | "John Jung" <jrjungjr(at)yahoo.com> |
Pat,
After 10 years of flying Firestars, I can fly a few feet over the runway, watch
the airspeed, and fly by feel, without having to stare at the runway. It is a
lot like keeping a car in the lane on the highway while watching the scenery,
never staring at the road. It is a really good feeling to have a plane that feels
like it is an extension on me.
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4072#4072
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: nuts n bolts TRICK |
In a message dated 1/13/2006 10:04:12 AM Eastern Standard Time,
lynnp@g-gate.net writes:
the control stick bolt. AN-4-7 (I think) is to short to get the required 3
threads extruding and the next 2 sizes will bottom out before snugging up the
connection.
Paul Petty/All
A good departed friend taught me this very simple trick.
If the castelated nut does not snug up enough on the bolt after you line up
the cotter pin hole, remove the nut, place the bearing surface of the nut on a
flat file and rub generously to remove a small amount of material. You will
be surprised how quickly this will permit you to get a more snug fit with the
cotter pin hole lined up with the bolt hole. This modification to the nut
helps to remove excess play in the stick control mechanisim and other joints.
Of
course, it will also remove the rust preventative coating, but greasing the
assembly will help to prevent any rusting.
Bill Varnes
Original Kolb FireStar
Audubon NJ
________________________________________________________________________________
| Subject: | Re: Small video of kolb landing in winter ... |
By the way there is a (Challenger) flyin in Montebello, Qc, Canada
> this comming 28th and 29 th of january :
>
>
>
> Usually many UL planes show up and all are welcome .... Any Kolber
interested ... I
should go on the Saturday (weather permitting) or Sunday .
Noel,
Is camping permitted at your strip?
Kirk
________________________________________________________________________________
| Subject: | Re: Mode C Veil Question |
In a message dated 1/14/2006 8:47:23 P.M. Eastern Standard Time,
jdmurr(at)juno.com writes:
What are the regulations for ultralights without transponders regarding
being inside the 30mn circle but not in Class B airspace? Thanks!
John
This is a tricky one, I researched this one last year because I operate in
the Orlando, FL veil. Clearly my Firefly is exempt because I have no elec
syst. The reg says "Certified Electrical System" Antiques with no starter are
considered exempt by Local FAA here. The gray area is in the case of a
homebuilt with a non certified engine. My local FAA source(he used to do my engine
inspections) told me that technically a non certified engine and electrical
system is exempt but he did not suggest testing the theory. I ran a mode c on
my EZ.
BTW you can thank Ex Beauty Queen Ms Dole for this requirement.
Steve B
FF
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: VORTEX GENERATORS |
Yeah, it murmurs all right, but it's not the VG's, it's the Ivo.
It's going warpwarpwarpwarpwarpwarp.
I'm not sure what that means, so I mostly just ignore it.
Bill's FF? It's the 447. It's going moneymoneymoneymoneymoney.
Richard Pike
MKIII N420P (420ldPoops)
John Hauck wrote:
>
>
>I am interested in the murmur that was reported coming from Bill's FF on downwind.
Does your MKIII murmur? Also like to know what kind of murmur it is.
Really got my imagination going now.
>
>Take care friend,
>
>john h
>
>--------
>John Hauck
>MKIII/912ULS
>hauck's holler, alabama
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=4067#4067
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | John Jung <jrjungjr(at)yahoo.com> |
| Subject: | Choices we make and the downside to our sport |
Group,
First, I'll repeat a couple of my upside opinions for a little balance:
An airplane is the greatest toy in the world. Kolbs are fantastic
airplanes. Having friends to share the experience with is even better.
Warning; Stop reading now, if you can't handle the downside.
This is about an accident that I witnessed yesterday and the choices
that were made leading up to it.
Saturday morning, Chuck and I, in our Firestars, flew 80 miles west
over the Arizona dessert, to a Fly-in at Bouse. As soon as I got out of
my plane, the airplane talk started, and I answered questions about
Kolbs and Firestars. While talking, three planes took off. The first
two had very short takeoff runs, helped by about a 10 mph wind down the
runway. The third plane took much longer. It was a Quicksilver Sprint
II, with two on board.
Maybe 5 minutes later, I looked up to see the Sprint quietly descending
a few hundred yards from the runway. It looked like a controlled,
although steep decent. The plane went out of sight just before
touchdown and I saw a flash of color, which made me think that it might
have bounced. Many others also watched and headed over that way, so
they had plenty of help. I decided to eat breakfast. Before, I could
finish, someone came back to call for an ambulance, and to get some
saws and other tools. I walked over to see what was going on. It was
hard to image that it was really serious, because Quicksilvers fly
slow, they were over a mostly open area, and they appeared to be under
control to the ground.
The plane had impacted the base of one of the few trees in the area.
It's like, if you searched the area for the absolute worse place to
land, that was it.
I'm going to skip a lot of details now, except to say that it was like
watching a TV show about paramedics and rescue, except that it was not
acting and I was right there. The passenger was transported by
ambulance to a local hospital and the pilot was transported 100 miles
by helicopter to Phoenix.
Now about choices:
Remember that I said the Quicksilver had a long takeoff run? It was
powered by a 503 and the passenger looked like he weighed maybe 250
pounds. The pilot had made the decision that he wasn't too heavy.
When the engine quit, the plane was 200 feet or less from the ground,
over an area of 10 foot hills, but mostly open. The pilot had made the
choice to fly low over that terrain.
Neither wore a helmet (that I could see). Another choice made.
How could he fail to avoid a tree? I'm not so sure that the pilot could
give a good answer to this question. But that won't stop me from giving
my opinion. One of my two engine outs was in a Quicksilver from 100
feet. Here is what I learned. It happens so fast that it is difficult
to project where you will land. In my case, I landed way short of where
I though I would. I think that the pilot was looking beyond the tree,
not having enough time to realize how fast he was sinking. My guess is
that he had less than 20 seconds from when the engine quit until
impact, maybe only 15 seconds.
The choices that we make every time we fly can make a difference. I
sometimes fly low, although I usually resist the temptation. I do wear
a helmet every time I fly. I do not carry a passenger very often, and
when I do, I try to make all the best choices.
John Jung
Firestar II N6163J
Surprise, AZ
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: VORTEX GENERATORS |
Morning John h and all
If you are serious about trying VG's John let me know how many you need
and I will cut and bend you some (Brother Shack's design ). It may take a
couple of week before you get them.
Bryan Green (Elgin SC)
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Sent: Saturday, January 14, 2006 11:12 PM
Subject: Kolb-List: Re: VORTEX GENERATORS
>
> Brother Richard: I appreciate your offer. After reading Brother Bill
> Tuton's grand post on vortex generators, I ran right out in the cold and
> dark of night to rip the valley aluminum off the roof. Luckily, before I
> actually did any ripping, I realized I still have some left from the last
> time I built a gap seal for my FS. I never throw away anything.
>
> One of these days, when I muster up the courage to stick those sticky
> things all over my wings, and it gets dark enough so no one can see what I
> am doing, I may try VG's. Not worried about getting the wash rag snagged
> on them during washing, because that doesn't occur but about one a year.
>
> I am interested in the murmur that was reported coming from Bill's FF on
> downwind. Does your MKIII murmur? Also like to know what kind of murmur
> it is. Really got my imagination going now.
>
> Take care friend,
>
> john h
>
> --------
> John Hauck
> MKIII/912ULS
> hauck's holler, alabama
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=4067#4067
>
>
>
________________________________________________________________________________
| Subject: | Re: Mode C Veil Question |
| From: | "Mike Pierzina" <planecrazzzy(at)yahoo.com> |
I had asked my instructor about this before....Because there are Ultralight symbols
under the Class B area....and I knew these Guys didn't have Transponders.....
He said because they didn't have Elec Start.....
But he probly meant to say they didn't have an Elec System....
So, If you have Elec Start.....But you start it with the "Pull Rope" can you go
ahead and fly there....He he he
Gotta Fly...
Mike in MN w/ GPL on FSII
And Narco 155 /850 Alt encoder [Wink]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4124#4124
________________________________________________________________________________
| From: | Thom Riddle <jtriddle(at)adelphia.net> |
| Subject: | Re: VORTEX GENERATORSRe: VORTEX GENERATORS |
I no longer have my early Firestar but did install VGs for a while.
They reduced the stall speed appreciably but most certainly made the
stall a sharp break vs. soft and slow w/o the VGs. Since they did
nothing for my normal landing speed and flying under full control at 40
mph was slow enough for me, I removed them. That was my experience.
I tried the same VGs on my Titan Tornado with similar results. Again,
since it did not reduce my landing speed (tail would bang long before
stall AOA), I removed them from the Tornado too.
Thom in Buffalo
________________________________________________________________________________
| From: | "flykolb" <flykolb(at)wowway.com> |
| Subject: | Mode C vieil question |
to 24 hours after Received: date
When I was flying my Mark III under the Class B of Charlotte, NC I went to the
local FSDO, explained about my electrical system (electric start) and about my
plane and was told I did not need a transponder as long as I stayed under, not
in, the Class B airspace. Just like Cubs and the like.
Jim
Mark III
Now in Michigan (BRRRR!)
________________________________________________________________________________
| From: | "Ralph" <ul15rhb(at)juno.com> |
| Subject: | Re: Stall speed / GPS |
Here in Minnesota we fly our Firestars inches above the frozen lakes. We fly for
miles in ground effect only occasionally looking at the airspeed indicator.
We are flying by feel and if we stall, the plane lands.
This is what we do here in the frozen northland.
Time to move back up here John J :)
Ralph
Original Firestar
19 years flying it
-- "John Jung" wrote:
Pat,
After 10 years of flying Firestars, I can fly a few feet over the runway, watch
the airspeed, and fly by feel, without having to stare at the runway. It is a
lot like keeping a car in the lane on the highway while watching the scenery,
never staring at the road. It is a really good feeling to have a plane that feels
like it is an extension on me.
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4072#4072
________________________________________________________________________________
| Subject: | Re: Mode C vieil question |
| From: | "Mike Pierzina" <planecrazzzy(at)yahoo.com> |
What about the Mode "C" Ring...... [Shocked]
.
.
.
Your not in Class B but your in the Mode "C" ring :?
.
..
.
Gotta Fly...
Mike in MN ( California boy....Brrrr )
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4148#4148
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: Mode C vieil question |
Actually your not in the ring. The ring is from the lower altitude specified
on the sectional up to the ceiling altitude specified on the sectional.
Bryan Green (Elgin SC)
----- Original Message -----
From: "Mike Pierzina" <planecrazzzy(at)yahoo.com>
Sent: Sunday, January 15, 2006 11:49 AM
Subject: Kolb-List: Re: Mode C vieil question
>
> What about the Mode "C" Ring...... [Shocked]
> .
> .
> .
>
> Your not in Class B but your in the Mode "C" ring :?
>
> .
> ..
> .
> Gotta Fly...
> Mike in MN ( California
> boy....Brrrr )
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=4148#4148
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
This is what Kolb flying is all about. Amazing the places this little Kolb can
transport you.
Near the Knik Glacier, Alaska, about 2300 hours, July 2004.
That's Jim Stocker's PA-11 in front of me. We landed on the gravel bar in front
of the large moraine at the end of the glacial lake. Jim knew were all the
good places were to fly and land out. What a trip!
http://xrl.us/jkks
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4154#4154
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
kinnepix(at)earthlink.net wrote:
> Ed, all
> Most certainly not an 'urban legend' -- it did happen. Where & what
> was the jammed elevator you found ? Have you any details?
> The crash I remember was at LGA, may have been Eastern.
>
All modern commercial airliner crashes are well documented. After searching I
can not find one that was caused by a rock jammed in the elevator.
Im starting to think it is just an urban legend. It is possible someone is remembering
a certain crash, but thier idea of what caused it is very wrong.
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4157#4157
________________________________________________________________________________
| From: | "kfackler" <kfackler(at)ameritech.net> |
Cc: "Lane, Grey"
| Subject: | Re: Mode C veil question |
The following is a copy/paste of the relevant FAR, with highlighting via
capitalization added by me to indicate what most of us need to know:
Federal Aviation Regulation Part 91 Section 215
ATC transponder and altitude reporting equipment and use
1.. All airspace: U.S.-registered civil aircraft. For operations not
conducted under part 121 or 135 of this chapter, ATC transponder equipment
installed must meet the performance and environmental requirements of any
class of TSO-C74b (Mode A) or any class of TSO-C74c (Mode A with altitude
reporting capability) as appropriate, or the appropriate class of TSO-C112
(Mode S).
2.. All airspace. UNLESS OTHERWISE AUTHORIZED OR DIRECTED BY ATC, NO
PERSON MAY OPERATE AN AIRCRAFT IN THE AIRSPACE DESCRIBED IN PARAGRAPHS
(B)(1) THROUGH (B)(5) OF THIS SECTION, UNLESS THAT AIRCRAFT IS EQUIPPED WITH
AN OPERABLE CODED RADAR BEACON TRANSPONDER having either Mode 3/A 4096 code
capability, replying to Mode 3/A interrogations with the code specified by
ATC, or a Mode S capability, replying to Mode 3/A interrogations with the
code specified by ATC and intermode and Mode S interrogations in accordance
with the applicable provisions specified in TSO C-112, and that aircraft is
equipped with automatic pressure altitude reporting equipment having a Mode
C capability that automatically replies to Mode C interrogations by
transmitting pressure altitude information in 100-foot increments. This
requirement applies --
1.. All aircraft. In Class A, Class B, and Class C airspace areas;
2.. All aircraft. IN ALL AIRSPACE WITHIN 30 NAUTICAL MILES OF AN AIRPORT
LISTED IN APPENDIX D, SECTION 1 OF THIS PART FROM THE SURFACE UPWARD TO
10,000 FEET MSL;
3.. Notwithstanding paragraph (b)(2) of this section, ANY AIRCRAFT WHICH
WAS NOT ORIGINALLY CERTIFICATED WITH AN ENGINE-DRIVEN ELECTRICAL SYSTEM OR
WHICH HAS NOT SUBSEQUENTLY BEEN CERTIFIED WITH SUCH A SYSTEM INSTALLED,
balloon or glider MAY CONDUCT OPERATIONS IN THE AIRSPACE WITHIN 30 NAUTICAL
MILES OF AN AIRPORT LISTED IN APPENDIX D, SECTION 1 OF THIS PART PROVIDED
SUCH OPERATIONS ARE CONDUCTED--
1.. OUTSIDE ANY CLASS A, CLASS B, OR CLASS C AIRSPACE AREA; and
2.. Below the altitude of the ceiling of a Class B or Class C airspace
area designated for an airport or 10,000 feet MSL, whichever is lower; and
4.. All aircraft in all airspace above the ceiling and within the
lateral boundaries of a Class B or Class C airspace area designated for an
airport upward to 10,000 feet MSL; and
5.. All aircraft except any aircraft which was not originally
certificated with an engine-driven electrical system or which has not
subsequently been certified with such a system installed, balloon, or
glider -- --
1.. In all airspace of the 48 contiguous states and the District of
Columbia at and above 10,000 feet MSL, excluding the airspace at and below
2,500 feet above the surface; and
2.. In the airspace from the surface to 10,000 feet MSL within a
10-nautical-mile radius of any airport listed in appendix D, section 2 of
this part, excluding the airspace below 1,200 feet outside of the lateral
boundaries of the surface area of the airspace designated for that airport.
==============================================
Sample of delimiters for Class B airspace within the Mode C:
http://www.kfackler.com/bin/mode_c.jpg
________________________________________________________________________________
| Subject: | Re: Kolb Travels |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
The tires on that cub are so big I bet he could use them as floats :D
That is my dream, to fly my Kolb across the country and to places that no man has
ever gone before [Mr. Green] I just cannot immagine anything better than
that.
Michael Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4161#4161
________________________________________________________________________________
| Subject: | Re: Mode C vieil question |
| From: | "Mike Pierzina" <planecrazzzy(at)yahoo.com> |
WHAT??? [Rolling Eyes] [Shocked] :?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4163#4163
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: nuts n bolts |
Don't want to over work the issue, but there are few guidelines:
If the bolt is primarily loaded in tension, more washers are slightly better
than fewer, because they add axial stiffenss to the parts of the joint
compared to the bolt itself, and under preload, that means that
proportionally more of the load will go through the joint. But the effect
disappears as you add more total washer thickness than the thickness of the
washer's wall, in this case looking at a washer as if it were a piece of
tube.
If the bolts are primarily loaded in shear, then make certain that the
threads are not in shear. Once that's done, minimise the amount of washers
because more washers generally add length to the moment arm that puts the
bolts in bending. You don't want to increase bending in a bolt.
Don't ever cut threads on aircraft bolts.
Dave Paule
Boulder, CO
________________________________________________________________________________
| Subject: | Re: Kolb Travels |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> John H,
>
> Hope you dont mind, but that picture was so impressive, i downloaded it, and
will use it for my desktop wallpaper... awesome photo! Thanks for sharing!
>
> Mike S
>
Mike: You are more than welcome to use the photo. It makes me feel good to be
able to share my adventures with my MKIII. Other than the self satisfaction
of accomplishing a lot of things I did not know I could do with the Kolb, my rewards
are folks enjoying the photos and stories from the trips. I know, I know,
I need to take the time to write some articles, books, etc. I will, in time.
I would appreciate, those that do use my photos, to give me credit for them. They
are posted on the internet for all to see and enjoy.
john h
PS: High in the mountains north of Salmon Glacier, at the abandoned Gran Duc Copper Mine airstrip. Could write a short article on this photo and what it took to get here and back out of the mountains. Thought I was alone up here, but on the way out discovered a 4wd a few miles south of this location. This is about 40 miles north of Hyder, Alaska, southernmost village in Alaska. http://xrl.us/jkmh
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4170#4170
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb Travels |
For those interested, here is a good article about the Granduc Copper
Mine and the diaster that occurred soon after it was opened.
http://www.explorenorth.com/library/yafeatures/bl-granduc1.htm
It is possible to reach the old mine by 4wd. However, during its
operation, a tunnel was dug through the mountain, 20 km or so, I don't
remember exactly and have not reread the article, to haul out the ore,
rather than try to haul it out on the hazardous mine road which would
have been closed by snow in the winter months.
john h
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Mode C veil question |
Bearing in mind that anything legally operating under Part 103 in not an
aircraft, it is a "vehicle."
So all the following you added is great, but does not apply to part 103
vehicles. Only aircraft.
An ultralight is not legally an aircraft, as defined by the FAA.
That is why ATC does not give ATC (separation) services to ultralights.
Thus the whole Sport Plane bit. And Experimentals, to which that all
applies.
Richard Pike
MKIII N420P (420ldPoops)
kfackler wrote:
>
>The following is a copy/paste of the relevant FAR, with highlighting via
>capitalization added by me to indicate what most of us need to know:
>
>Federal Aviation Regulation Part 91 Section 215
>ATC transponder and altitude reporting equipment and use
> 1.. All airspace: U.S.-registered civil aircraft. For operations not
>conducted under part 121 or 135 of this chapter, ATC transponder equipment
>installed must meet the performance and environmental requirements of any
>class of TSO-C74b (Mode A) or any class of TSO-C74c (Mode A with altitude
>reporting capability) as appropriate, or the appropriate class of TSO-C112
>(Mode S).
>
>
> 2.. All airspace. UNLESS OTHERWISE AUTHORIZED OR DIRECTED BY ATC, NO
>PERSON MAY OPERATE AN AIRCRAFT IN THE AIRSPACE DESCRIBED IN PARAGRAPHS
>(B)(1) THROUGH (B)(5) OF THIS SECTION, UNLESS THAT AIRCRAFT IS EQUIPPED WITH
>AN OPERABLE CODED RADAR BEACON TRANSPONDER having either Mode 3/A 4096 code
>capability, replying to Mode 3/A interrogations with the code specified by
>ATC, or a Mode S capability, replying to Mode 3/A interrogations with the
>code specified by ATC and intermode and Mode S interrogations in accordance
>with the applicable provisions specified in TSO C-112, and that aircraft is
>equipped with automatic pressure altitude reporting equipment having a Mode
>C capability that automatically replies to Mode C interrogations by
>transmitting pressure altitude information in 100-foot increments. This
>requirement applies --
>
>
> 1.. All aircraft. In Class A, Class B, and Class C airspace areas;
>
>
> 2.. All aircraft. IN ALL AIRSPACE WITHIN 30 NAUTICAL MILES OF AN AIRPORT
>LISTED IN APPENDIX D, SECTION 1 OF THIS PART FROM THE SURFACE UPWARD TO
>10,000 FEET MSL;
>
>
> 3.. Notwithstanding paragraph (b)(2) of this section, ANY AIRCRAFT WHICH
>WAS NOT ORIGINALLY CERTIFICATED WITH AN ENGINE-DRIVEN ELECTRICAL SYSTEM OR
>WHICH HAS NOT SUBSEQUENTLY BEEN CERTIFIED WITH SUCH A SYSTEM INSTALLED,
>balloon or glider MAY CONDUCT OPERATIONS IN THE AIRSPACE WITHIN 30 NAUTICAL
>MILES OF AN AIRPORT LISTED IN APPENDIX D, SECTION 1 OF THIS PART PROVIDED
>SUCH OPERATIONS ARE CONDUCTED--
>
>
> 1.. OUTSIDE ANY CLASS A, CLASS B, OR CLASS C AIRSPACE AREA; and
>
>
> 2.. Below the altitude of the ceiling of a Class B or Class C airspace
>area designated for an airport or 10,000 feet MSL, whichever is lower; and
>
>
> 4.. All aircraft in all airspace above the ceiling and within the
>lateral boundaries of a Class B or Class C airspace area designated for an
>airport upward to 10,000 feet MSL; and
>
>
> 5.. All aircraft except any aircraft which was not originally
>certificated with an engine-driven electrical system or which has not
>subsequently been certified with such a system installed, balloon, or
>glider -- --
>
>
> 1.. In all airspace of the 48 contiguous states and the District of
>Columbia at and above 10,000 feet MSL, excluding the airspace at and below
>2,500 feet above the surface; and
>
>
> 2.. In the airspace from the surface to 10,000 feet MSL within a
>10-nautical-mile radius of any airport listed in appendix D, section 2 of
>this part, excluding the airspace below 1,200 feet outside of the lateral
>boundaries of the surface area of the airspace designated for that airport.
>==============================================
>
>Sample of delimiters for Class B airspace within the Mode C:
>
>http://www.kfackler.com/bin/mode_c.jpg
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "kfackler" <kfackler(at)ameritech.net> |
| Subject: | Re: Mode C veil question |
By your reasoning, I can fly right into Detroit Metro airspace since I'm
"not an aircraft." Isn't that silly on the face of it? Ultralights are
required to comply with the other FARs unless 103 gives them a specific rule
to the contrary, usually marked with the word "notwithstanding."
----- Original Message -----
From: "Richard Pike" <richard(at)bcchapel.org>
Sent: Sunday, January 15, 2006 1:22 PM
Subject: Re: Kolb-List: Re: Mode C veil question
>
> Bearing in mind that anything legally operating under Part 103 in not an
> aircraft, it is a "vehicle."
> So all the following you added is great, but does not apply to part 103
> vehicles. Only aircraft.
> An ultralight is not legally an aircraft, as defined by the FAA.
> That is why ATC does not give ATC (separation) services to ultralights.
> Thus the whole Sport Plane bit. And Experimentals, to which that all
> applies.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> kfackler wrote:
>
> >
> >The following is a copy/paste of the relevant FAR, with highlighting via
> >capitalization added by me to indicate what most of us need to know:
> >
> >Federal Aviation Regulation Part 91 Section 215
> >ATC transponder and altitude reporting equipment and use
> > 1.. All airspace: U.S.-registered civil aircraft. For operations not
> >conducted under part 121 or 135 of this chapter, ATC transponder
equipment
> >installed must meet the performance and environmental requirements of any
> >class of TSO-C74b (Mode A) or any class of TSO-C74c (Mode A with altitude
> >reporting capability) as appropriate, or the appropriate class of
TSO-C112
> >(Mode S).
> >
> >
> > 2.. All airspace. UNLESS OTHERWISE AUTHORIZED OR DIRECTED BY ATC, NO
> >PERSON MAY OPERATE AN AIRCRAFT IN THE AIRSPACE DESCRIBED IN PARAGRAPHS
> >(B)(1) THROUGH (B)(5) OF THIS SECTION, UNLESS THAT AIRCRAFT IS EQUIPPED
WITH
> >AN OPERABLE CODED RADAR BEACON TRANSPONDER having either Mode 3/A 4096
code
> >capability, replying to Mode 3/A interrogations with the code specified
by
> >ATC, or a Mode S capability, replying to Mode 3/A interrogations with the
> >code specified by ATC and intermode and Mode S interrogations in
accordance
> >with the applicable provisions specified in TSO C-112, and that aircraft
is
> >equipped with automatic pressure altitude reporting equipment having a
Mode
> >C capability that automatically replies to Mode C interrogations by
> >transmitting pressure altitude information in 100-foot increments. This
> >requirement applies --
> >
> >
> > 1.. All aircraft. In Class A, Class B, and Class C airspace areas;
> >
> >
> > 2.. All aircraft. IN ALL AIRSPACE WITHIN 30 NAUTICAL MILES OF AN
AIRPORT
> >LISTED IN APPENDIX D, SECTION 1 OF THIS PART FROM THE SURFACE UPWARD TO
> >10,000 FEET MSL;
> >
> >
> > 3.. Notwithstanding paragraph (b)(2) of this section, ANY AIRCRAFT
WHICH
> >WAS NOT ORIGINALLY CERTIFICATED WITH AN ENGINE-DRIVEN ELECTRICAL SYSTEM
OR
> >WHICH HAS NOT SUBSEQUENTLY BEEN CERTIFIED WITH SUCH A SYSTEM INSTALLED,
> >balloon or glider MAY CONDUCT OPERATIONS IN THE AIRSPACE WITHIN 30
NAUTICAL
> >MILES OF AN AIRPORT LISTED IN APPENDIX D, SECTION 1 OF THIS PART PROVIDED
> >SUCH OPERATIONS ARE CONDUCTED--
> >
> >
> > 1.. OUTSIDE ANY CLASS A, CLASS B, OR CLASS C AIRSPACE AREA; and
> >
> >
> > 2.. Below the altitude of the ceiling of a Class B or Class C
airspace
> >area designated for an airport or 10,000 feet MSL, whichever is lower;
and
> >
> >
> > 4.. All aircraft in all airspace above the ceiling and within the
> >lateral boundaries of a Class B or Class C airspace area designated for
an
> >airport upward to 10,000 feet MSL; and
> >
> >
> > 5.. All aircraft except any aircraft which was not originally
> >certificated with an engine-driven electrical system or which has not
> >subsequently been certified with such a system installed, balloon, or
> >glider -- --
> >
> >
> > 1.. In all airspace of the 48 contiguous states and the District of
> >Columbia at and above 10,000 feet MSL, excluding the airspace at and
below
> >2,500 feet above the surface; and
> >
> >
> > 2.. In the airspace from the surface to 10,000 feet MSL within a
> >10-nautical-mile radius of any airport listed in appendix D, section 2 of
> >this part, excluding the airspace below 1,200 feet outside of the lateral
> >boundaries of the surface area of the airspace designated for that
airport.
> >==============================================
> >
> >Sample of delimiters for Class B airspace within the Mode C:
> >
> >http://www.kfackler.com/bin/mode_c.jpg
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Mode C vieil question |
Mike Pierzina wrote:
>
>WHAT??? [Rolling Eyes] [Shocked] :?
>
The above might be a downside to using the bbs instead of the list. To
what prior post does this refer? There have been a lot of posts on this
topic.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Mode C veil question |
| By your reasoning, I can fly right into Detroit Metro airspace
since I'm
| "not an aircraft." Isn't that silly on the face of it? Ultralights
are
| required to comply with the other FARs unless 103 gives them a
specific rule
| to the contrary, usually marked with the word "notwithstanding."
Ken:
Without reading Part 103 again, ULs are not authorized in any
controlled airspace without specific permission to do so by the
controlling authority.
john h
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Mode C veil question |
Hiya Ken & All,
FAR 103.17 states:
"No person may operate an ultralight vehicle within Class A, Class B, Class
C, or Class D airspace or within the lateral boundaries of the surface area
of Class E airspace designated for an airport unless that person has prior
authorization from the ATC facility having jurisdiction over that airspace."
Ed in JXN
MkII/503
----- Original Message -----
From: "kfackler" <kfackler(at)ameritech.net>
Sent: Sunday, January 15, 2006 1:29 PM
Subject: Re: Kolb-List: Re: Mode C veil question
>
> By your reasoning, I can fly right into Detroit Metro airspace since I'm
> "not an aircraft." Isn't that silly on the face of it? Ultralights are
> required to comply with the other FARs unless 103 gives them a specific
> rule
> to the contrary, usually marked with the word "notwithstanding."
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: Mode C veil question |
Here is the ultralight thing.
103.17 Operation in certain airspaces.
No person may operate an ultralight vehicle within Class A, Class B, Class
C, Class D airspace or within the lateral boundaries of the surface area of
Class E airspace designated for an airport unless that person has prior
authorization from the ATC facility having jurisdiction over that airspace.
Bryan Green (Elgin SC)
----- Original Message -----
From: "Richard Pike" <richard(at)bcchapel.org>
Sent: Sunday, January 15, 2006 1:22 PM
Subject: Re: Kolb-List: Re: Mode C veil question
>
> Bearing in mind that anything legally operating under Part 103 in not an
> aircraft, it is a "vehicle."
> So all the following you added is great, but does not apply to part 103
> vehicles. Only aircraft.
> An ultralight is not legally an aircraft, as defined by the FAA.
> That is why ATC does not give ATC (separation) services to ultralights.
> Thus the whole Sport Plane bit. And Experimentals, to which that all
>>
>>
>>
>>
>
>
>
________________________________________________________________________________
| Subject: | Re: Mode C Veil Question |
| From: | "Mike Pierzina" <planecrazzzy(at)yahoo.com> |
That didn't say anything aboutMODE "C"
Gotta Fly...
Mike in MN
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4197#4197
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Stall speed / GPS |
The easiest and may be the safest way to determine ground effect stall speed
is to tease the plane off the ground in the three point stance.>>
Hi,
I am sure you are right. When I leave the ground my object (usually) is to
get as far from it as quickly as possible. Bad things don `t happen when
you are flying. Its when you touch the hard stuff that all the nasties
start.
I saw a TV thing last night and one of the characters said "You shouldn`t be
afraid of flying. Its crashing you should be afraid of``. That about sums it
up.
Low flying should be done with bags of speed not messing about around the
stall.
A couple of good pictures exist. One is a Sunderland flying boat (its a big
plane, 4 engines and 2 decks) flying down the runway at Phenurpai (Sp) in
New Zealand with dust and bits of plane flying into the air. The other is a
painting which depicts a Boston or a Havoc during the first raid which the
Americans made on the Continent (I think they borrowed the planes from the
RAF) to celebrate the anniversary of the Yanks arrival in the UK. One hit
the runway, it was supposed to be low level, but bounced back into the air
and made it home.
In my book, unless you are landing, low level and low speed are not
comfortable bed mates.
Cheers
Pat
--
________________________________________________________________________________
| From: | Diego Ospina <dospi(at)epm.net.co> |
| Subject: | Floats for the Mark III |
Hello everyone,
My name is Diego Ospina I live in Colombia and I'm the proud owner of a Kolb
Mark III Classic that I bought from the old Kolb Company.
I have a question for those of you who have installed the Full Lotus floats
on the Mark III; I have seen many pictures where they have installed the
1220 model on their planes, however Full Lotus recommends the 1260 which is
heavier, longer and costs a bit more. According to your experience, what
model of floats should I order? I also want to know if there is a bolt on
float kit for the Mark III on the market
Thanks and good flying
Diego Ospina
________________________________________________________________________________
| From: | "kfackler" <kfackler(at)ameritech.net> |
| Subject: | Re: Mode C veil question |
> By your reasoning, I can fly right into Detroit Metro airspace since I'm
> "not an aircraft." Isn't that silly on the face of it? Ultralights are
> required to comply with the other FARs unless 103 gives them a
> specific rule to the contrary, usually marked with the word
"notwithstanding."
> Without reading Part 103 again, ULs are not authorized in any
> controlled airspace without specific permission to do so by the
> controlling authority.
Yes, that's true, which exemplifies my point, that some provisions of FAR
103 may supercede the other regs, but arguing that the other regs don't
apply to ultralights is, well, as I said, silly.
-Ken
________________________________________________________________________________
| Subject: | Re: Choices we make and the downside to our sport |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Quicksilver [Shocked] ??? You might as well try to make a tumbleweed glide...
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4220#4220
________________________________________________________________________________
| Subject: | Re: VORTEX GENERATORS |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
>
>
> I have them fitted to my Xtra but as authority has not cleared the test
> flying yet I cannot comment from personal experience.
>
>
Thats horrible to live in a place where the government is such control freaks.
I hate to say it, but it gets more like that every day here in the US also.
Give it enough time, and we will need permission to go out the front door. Its
the same old story through the ages, people are passive, and slowly loose thier
freedoms until they find themselves enslaved.
Personally, If I were in your place, I would put them on my Kolb, fly it, and the
government would never know about it [Mr. Green]
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4227#4227
________________________________________________________________________________
| Subject: | Re: Floats for the Mark III |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Hola Diego,
I have been to Columbia several times, and lived in South America for 3 years.
I would love to fly a Kolb in South America, it is an incredibly beautiful place.
I hope you are flying a Rotax 912 though, because you know an off airport
landing in Columbia could very well be fatal, and not because of obsructions
[Shocked]
What city are you in ? Im guessing Cartegena if you are wanting floats [Wink]
Its good to see someone from down south here on the list, I hope you can post
pictures and stroies when you start flying. Bienvenidos a la lista.
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4232#4232
Attachments:
http://forums.matronics.com//files/mikeperumachupichu8_17_2002_33_104.jpg
________________________________________________________________________________
| From: | Diego Ospina <dospi(at)epm.net.co> |
| Subject: | Re: Floats for the Mark III |
Thank you for your post Michael
I wish I had a 912. I have a 582 but I haven't had any problems with it yet
(200 hrs.). I live in Medellin but I don't fly it here, I have a farm in the
northern part of Colombia not very far from Cartagena and that is where I
like to fly - lots of open space and beautiful scenery.
I will post pictures of my plane once I have it on floats
-----Mensaje original-----
De: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] En nombre de JetPilot
Enviado el: Domingo, 15 de Enero de 2006 04:42 p.m.
Para: kolb-list(at)matronics.com
Asunto: Kolb-List: Re: Floats for the Mark III
Hola Diego,
I have been to Columbia several times, and lived in South America for 3
years. I would love to fly a Kolb in South America, it is an incredibly
beautiful place. I hope you are flying a Rotax 912 though, because you know
an off airport landing in Columbia could very well be fatal, and not because
of obsructions [Shocked]
What city are you in ? Im guessing Cartegena if you are wanting floats
[Wink] Its good to see someone from down south here on the list, I hope
you can post pictures and stroies when you start flying. Bienvenidos a la
lista.
Michael A. Bigelow
--------
NO FEAR - If you have no fear you did not go as fast as you could have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4232#4232
Attachments:
http://forums.matronics.com//files/mikeperumachupichu8_17_2002_33_104.jpg
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Mode C veil question |
Sorry for the confusion. Never meant to imply that part 103 vehicles
could go where no one else could, was merely attempting to add one more
facet to the original question by John Murr, which was:
What are the regulations for ultralights without transponders regarding being inside
the 30nm circle but not in Class B airspace? Thanks!
John
And all the replies focused on what sort of electrical system was
involved. However what I was trying to point out is that ultralights are
not any part of any of the regs that were quoted in those replies. But
since I omitted the part about ultralights not being allowed in
controlled airspace anyway, I can see how you drew your conclusion.
As far as "Ultralights are required to comply with the other FAR's
unless part 103 gives them a specific rule to the contrary," that
depends on which FAR's you are referencing.
Richard Pike
MKIII N420P (420ldPoops)
kfackler wrote:
>
>
>
>> By your reasoning, I can fly right into Detroit Metro airspace since I'm
>>"not an aircraft." Isn't that silly on the face of it? Ultralights are
>>required to comply with the other FARs unless 103 gives them a
>>specific rule to the contrary, usually marked with the word
>>
>>
>"notwithstanding."
>
>
>
>
>>Without reading Part 103 again, ULs are not authorized in any
>>controlled airspace without specific permission to do so by the
>>controlling authority.
>>
>>
>
>Yes, that's true, which exemplifies my point, that some provisions of FAR
>103 may supercede the other regs, but arguing that the other regs don't
>apply to ultralights is, well, as I said, silly.
>
>-Ken
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Mode C Veil Question |
| From: | "Kirk Smith" <snuffy(at)usol.com> |
What are the regulations for ultralights without transponders regarding being inside
the 30mn circle but not in Class B airspace? Thanks!
John
I'd call the FAA ........... [Wink]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=4249#4249
________________________________________________________________________________
| Subject: | Re: Choices we make and the downside to our sport |
In a message dated 1/15/2006 8:26:21 A.M. Pacific Standard Time,
eagle1(at)commspeed.net writes:
I have always heard that when the fan stops on a Quicksilver, look strait
down because that's where you are going to land.
Az Bald Eagle
About the 3rd tie I flew with E.P. in his Quicksilver on floats I was flying
at about 200 ft over the Key West channel. He asked me not to straddle the
channel markers because if we had an engine out we were screwed. He
demonstrated this to Me later Sans marker. The QS2 goes Straight Down. Its like
a
parachute.
Steve B
FF#007
January 06, 2006 - January 15, 2006
Kolb-Archive.digest.vol-fs