Kolb-Archive.digest.vol-gq
March 28, 2007 - April 13, 2007
| With the correct push-on fittings and correct hose (special hose
for push on only) you are technically right that they are push on
only, but Rotax would like those backed up with a clamp.
| Roger Lee
Hi Roger:
No problem with the push on fitting. The 912 series engines are
operating on a vacuum for the feed line from the oil tank, and 3 to 5
psi on the return line to the tank.
I may use a narrow SS hose clamp as backup, or a couple wraps of
safety wire, just to make an old man feel better. ;-)
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Attending Sun and Fun 2007 |
I will be there but for one day, either tues or wed, not sure yet. I will of course
be looking for other Kolb-benders...and even those who havent bent one! Hope
to see many of you there!
--------
Don G
FireFly#098
http://www.geocities.com/dagger369th/my_firefly.htm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103561#103561
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Props and engine mount/propeller selection |
Date: Wed, 28 Mar 2007 12:21:11 -0700
From: Ron <captainron1(at)cox.net>
...................
> I've wanted a 4 blade prop for some time, I think it probably gives better
thrust effect (I don't want to start up the old debate of how many blades
are better). I mostly want to do it for my own gratification and to validate
my theory. That is why I figure a 68" would be fine.
................
Ron,
In making propeller decisions look at:
http://www.gylesaero.com/freeware/propcalc.shtml
Using this software I input for a 63 mphi, 2,222 propeller rpm, and 68 inch
diameter propeller for the FireFly. Then I changed the pitch for a two
blade propeller until the engine was putting out 38 hp. This produced a
thrust of 166.5 pounds with a propeller efficiency of 73.6%.
Leaving all other inputs constant I changed from a two to a three blade
propeller and adjusted the pitch until three blade propeller produced the
same thrust. Propeller efficiency fell to 69.6% and the engine power to
produce the same thrust went up to 40.2 hp. Adding another blade to
propeller produced an efficiency of 64.3% and an engine hp requirement of
43.5 hp.
Then I changed tactics. I kept the initial conditions, thrust and
efficiencies constant as I added blades. To do this you have to shorten the
blade length and adjust pitch. What I found was that to maintain 73.6% at
166.5 pounds of thrust the three blade propeller diameter turned out to be
57.6 inches and the four blade came out at 52 inches.
To go the constant 68 inch diameter route, it indicates a 4.1 to 9.3%
increase in fuel burn. To go with constant efficiency with no increase in
fuel burn, one must be prepared to shorten the blades. If length can absorb
max engine hp, it is difficult to beat a two blade propeller. The inertia
is lower, weighs less, and in most cases is less expensive.
Try the program for your intended setup and see how it comes out.
For what it is worth.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Attending Sun and Fun 2007 |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
My wife and I are planning on going, dont know which days yet. With a little luck
I will be flying my MK-III to lakeland this year instead of having to borrow
John's !
Mike
--------
"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=103583#103583
Attachments:
http://forums.matronics.com//files/rosafloridalakelandairshow04_04_2006_014_192.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Attending Sun and Fun 2007 |
With a little luck I will be flying my MK-III to lakeland this year
instead of having to borrow John's !
|
| Mike
Mike:
Hope you get to fly your Kolb to Lakeland this year.
However, Rosa is always welcome to borrow my chair and my wing any
time she desires.
Thanks for the photo. Good shot of my camp.
john h
mkIII
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
| Subject: | Re: Attending Sun and Fun 2007 |
Rick I will be camping behind the big bus near the headquarters tent and
working the UL camper registration if they still call it that Paradise city
has ben re named sport pilot something I will be there all week just ask for.
Malcolm
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Props and engine mount |
:-DIf I ever wanted proof that I never get what I want here it is. I did not want
a debate about props. But I must say and I will not explain as I am holding
out for consultation fees, that a 4 blader will be better especially in climb
and throughout the range.
We shall see stay tuned, mmm unless I run out of money first. I will borrow a 3
blader from whoever, whenever install it on my flyer and will do both time to
climb and cruise. That is the only way to do it. Maybe next year at Monument
V we can test it.
,Ron (Arizona)
=======================================
---- JetPilot wrote:
============
Why would anyone want a 4 blade prop on a Kolb ? The climb would be horrible. With
a 4 blade prop, you have less area producing a faster airstream, so IF you
had a plane with a high top speed, 4 blades would make it faster.
A Kolb is so slow, that you would never see any advantage of the higher velocity
from the prop. Its kind of like putting a small jet engine on a Kolb, you would
have a huge amount of air velocity out of the enigne, but not that much thrust
in pounds.. All that HP with a low static thrust would be wasted on a slow
and draggy plane.
With a 4 bladed prop, you will be lucky if you dont lose so much thrust that the
plane not only climbs horribly, but will be acutally slower than the 3 bladed
prop. It looks like you have been looking at to many fast GA airplanes with
4 bladed prop, and not understanding that it just wont work well on a Kolb. But
Im all for having real life testing over theory, as long as its someone else
paying for the testing :) I look foward to seeing the results.
Mike
--------
"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=103528#103528
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Props and engine mount/propeller selection |
I have no doubt that Induced drag and Parasitic drag on a 4 blader will be higher,
however I also think that I will get more thrust out of it with my set up.
It is obvious to me and I measured again today that my max prop can be 68 inches.
So working with that, and all the turbulation that a pusher prop experiences
I want as much air grabbing, thrust sucking, as I can garner out of that 105
hp in back there. I don't mind being proven wrong on this, I think its fun.
Ron (Arizona)
=========================================
---- "Jack B. Hart" wrote:
============
Date: Wed, 28 Mar 2007 12:21:11 -0700
From: Ron <captainron1(at)cox.net>
...................
> I've wanted a 4 blade prop for some time, I think it probably gives better
thrust effect (I don't want to start up the old debate of how many blades
are better). I mostly want to do it for my own gratification and to validate
my theory. That is why I figure a 68" would be fine.
................
Ron,
In making propeller decisions look at:
http://www.gylesaero.com/freeware/propcalc.shtml
Using this software I input for a 63 mphi, 2,222 propeller rpm, and 68 inch
diameter propeller for the FireFly. Then I changed the pitch for a two
blade propeller until the engine was putting out 38 hp. This produced a
thrust of 166.5 pounds with a propeller efficiency of 73.6%.
Leaving all other inputs constant I changed from a two to a three blade
propeller and adjusted the pitch until three blade propeller produced the
same thrust. Propeller efficiency fell to 69.6% and the engine power to
produce the same thrust went up to 40.2 hp. Adding another blade to
propeller produced an efficiency of 64.3% and an engine hp requirement of
43.5 hp.
Then I changed tactics. I kept the initial conditions, thrust and
efficiencies constant as I added blades. To do this you have to shorten the
blade length and adjust pitch. What I found was that to maintain 73.6% at
166.5 pounds of thrust the three blade propeller diameter turned out to be
57.6 inches and the four blade came out at 52 inches.
To go the constant 68 inch diameter route, it indicates a 4.1 to 9.3%
increase in fuel burn. To go with constant efficiency with no increase in
fuel burn, one must be prepared to shorten the blades. If length can absorb
max engine hp, it is difficult to beat a two blade propeller. The inertia
is lower, weighs less, and in most cases is less expensive.
Try the program for your intended setup and see how it comes out.
For what it is worth.
Jack B. Hart FF004
Winchester, IN
--
kugelair.com
________________________________________________________________________________
| Subject: | Re: Props and engine mount |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
captainron1(at)cox.net wrote:
> If I ever wanted proof that I never get what I want here it is. I did
not want a debate about props.
Hahaha,
That was just an irresistable subject :) I just bought a 3 blade warp to replace
my 3 blade Kiev, so that 4 blade had better not perform better ! What engine
do you have, and are you going to get the Warp Drive 4 blade ?
I went to the war drive, because the Kiev is so light is scares me to use it.
On a pusher if anything goes through it from the engine, it will explode into
a million peices. I also had an airline inspector look at it ( he also flys
ultralights ) and he was worried about how light the hub was, and if it would
hold up over time. I think a Kiev would be perfect for a 2 stroke engine, but
I just dont trust it on a 912 - S.
Mike
--------
"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=103682#103682
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: Props and engine mount |
I borrowed a 3 blade Kiev from a friend, size and shape optimized for an
HKS, 2 seat CGS Hawk, and mounted it on the Kolb with 582, B box, similar
reduction ratio. Compared against a 68" two blade Ivo, the Ivo gave better
results. Details in the archives.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Thursday, March 29, 2007 12:43 PM
Subject: Kolb-List: Re: Props and engine mount
I think a Kiev would be perfect for a 2 stroke engine, but I just dont
trust it on a 912 - S.
>
> Mike
>
> --------
> "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=103682#103682
>
>
>
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Props and engine mount |
I was looking at that wood prop in 4 blades, I forget the name Kentucky props or
something like that. Seemed fairly reasonable price wise for a starter prop.
Ron (Arizona)
=======================================
---- JetPilot wrote:
============
captainron1(at)cox.net wrote:
>If I ever wanted proof that I never get what I want here it is. I did not want
a debate about props.
Hahaha,
That was just an irresistable subject :) I just bought a 3 blade warp to replace
my 3 blade Kiev, so that 4 blade had better not perform better ! What engine
do you have, and are you going to get the Warp Drive 4 blade ?
I went to the war drive, because the Kiev is so light is scares me to use it. On
a pusher if anything goes through it from the engine, it will explode into a
million peices. I also had an airline inspector look at it ( he also flys ultralights
) and he was worried about how light the hub was, and if it would hold
up over time. I think a Kiev would be perfect for a 2 stroke engine, but I just
dont trust it on a 912 - S.
Mike
--------
"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=103682#103682
--
kugelair.com
________________________________________________________________________________
| From: | "Paul Petty" <paulpetty(at)myway.com> |
Hey guys,
Can a sport pilot fly an EAB aircraft as long as it meets the LSA limits i.e.
gross weight, speed ,HP, fixed gear prop ect???????
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103776#103776
________________________________________________________________________________
| From: | "Ralph" <ul15rhb(at)juno.com> |
Absolutely! I'm doing right now.
Ms Dixie will be well within LSA requirements.
Ralph Burlingame
Original Firestar, EAB
N91493
-- "Paul Petty" wrote:
Hey guys,
Can a sport pilot fly an EAB aircraft as long as it meets the LSA
limits i.e. gross weight, speed ,HP, fixed gear prop ect???????
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103776#103776
________________________________________________________________________
Interested in getting caught up on today's news?
Click here to checkout USA TODAY Headlines.
http://track.juno.com/s/lc?s=198954&u=http://www.usatoday.com/news/front.htm?csp=24
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
Paul,
Yes. You would need a Sport Pilot License to fly the Experimental
Amateur Built airplane. You would have the normal Class B type airspace
restrictions, trip distance restrictions, etc., and the EAB airplane would
have its requirements, too. As you mentioned, things like....fixed gear,
fixed prop,
max gross limitations, max cruising speed, etc.
Mike in SW
Utah
PS. And beyond the "required" part, it makes just plain good sense to have
at least a sport pilot license. The fact is, most EAB type aircraft (MkIII,
Kolbra's, Xtra's, etc.) will spend a fair amount of time landing at a lot of
local airports. There's a lot that the "pilot" of that EAB airplane should
know in order to be safe, and not endanger himself and the other GA types
out there. Things like; correct radio proceedure, proper flight ettiquette
entering for entering an airport traffic pattern, and a host of a bunch of
other things. Or you could just go without a radio, and land at private
strips, and not sweat it.
>From: "Paul Petty" <paulpetty(at)myway.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: sport pilot
>Date: Thu, 29 Mar 2007 16:52:55 -0700
>
>
>Hey guys,
>
>Can a sport pilot fly an EAB aircraft as long as it meets the LSA limits
>i.e. gross weight, speed ,HP, fixed gear prop ect???????
>
>--------
>Paul Petty
>Kolbra #12
>Ms Dixie
>Final assembly!
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=103776#103776
>
>
_________________________________________________________________
i'm making a difference.Make every IM count for the cause of your choice.
Join Now.
________________________________________________________________________________
| Subject: | Re: Props and engine mount |
In a message dated 3/29/2007 12:46:02 PM Eastern Daylight Time,
orcabonita(at)hotmail.com writes:
I think a Kiev would be perfect for a 2 stroke engine, but I just dont trust
it on a 912 - S.
Robert Broadwell of the Trenton Flyers has a 3 blade Kiev on a Mk III with
912S; no problems in approx. 300 hrs. & over 900 water landings, shows no wear.
I have one on my FSII; it replaced a Warp 3 blade. It's quieter than the
Warp, I like the scimitar shape & the bronze leading edge. I think it is much
easier on the gearbox.
To each his own.....
Howard Shackleford
FS II
SC
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
THe lexan looks a lot better, but it is much heavier than aluminum. Just be careful
not to get to much weight out on the end if the control surfaces, or you
can induce flutter. I used aluminum on my ailerons and elevators for this reason,
its also easier to bend if you need to adjust it.
Mike
--------
"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=103837#103837
________________________________________________________________________________
| Subject: | Re: Props and engine mount |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
HShack(at)aol.com wrote:
>
>
> I have one on my FSII; it replaced a Warp 3 blade. It's quieter than the Warp,
I like the scimitar shape & the bronze leading edge. I think it is much easier
on the gearbox.
>
> Howard Shackleford
> FS II
> SC
>
>
What kind of engine do you have on your FS II ? Did you notice any differences
in the performance between the Warp and the Kiev ?
Mike
--------
"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=103841#103841
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
| Any pictures and descriptions would be much appreciated.
|
| John Bickham
Morning John:
The description of my trim tab was a little confusing.
Overall dimentions are: 14.75" X 5"
.025 aluminum works well. I prefer it over lexan.
Bend a 2" lip on it 30 degrees.
Attach to rudder ribs with aluminum fabric rivets. I like the large
flange heads. I think I used three rivets per rib, and it covers
three ribs.
Attach trim tab to left side of rudder.
Works great.
john h
mkIII
PS: Got my center section parts primed yesterday. First time the
spray gun has been out since I rebuilt the left wing in 2000 and 2001.
Took me half a day to get set up. Turned out ok despite loads of
pollen, wind and dust. Had to paint outside under a tent fly. Also
primed the gear legs which are holding up well considering some of my
more spetacular landings. If I am smart, and I have my doubts, I will
wait until we have rain, which is finally forecast for this weekend,
before I try to shoot Pontiac Red Aerothane. Aerothane shows every
little bit of dust, pollen, lint, and other contamination.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
| Any pictures and descriptions would be much appreciated.
|
| John Bickham
John B:
If you still need a photo of trim tab I will see if I can get you one.
I have the fuselage in the basement, but the horizontal stabilizers
are taped up to the rudder and vertical stabilizer.
Let me know.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
John B:
Here ya go, buddy.
One photo is worth 1,000 words. This should be good for 2,000.
john h
mkIII
________________________________________________________________________________
| From: | Ray <jb92563(at)yahoo.com> |
Is the EAB the same thing as an Experimental Light
Sport?
A regular experimental can only be flown by a
Regularly licensed Private Pilot or better.
A light sport license does NOT permit you to fly ANY
experimental only specifically designated Light Sport
experimental aircraft.
I also believe that as soon as these fat Ultralights
become Light Sport aircraft, they fall under federal
jurisdiction and hence the laws relating to them are
more severe.
For example: Vandalism to an ultralight is a local
police matter(mis-demeanor), but Vandalism against a
Federally recognized aircraft is a Felony with minimum
MANDATORY jail time.
So if you are have any "problems" you can send these
dummies away for a while.
I saw a lovely DC-3 being restored only to have been
graffittied one morning.....and the culprits when
caught will be living in a prison for at least 5 years
AND will have to save all their spray can money to buy
the DC-3 a new paint job.
Ray
Bored stiff? Loosen up...
Download and play hundreds of games for free on Yahoo! Games.
http://games.yahoo.com/games/front
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
Nope, not true. Any aircraft (experimental or not) that falls within the
same envelope as a LSA can be flown by a Sport Pilot. The Sport Pilot still
has restrictions that don't apply to private pilot, such as flying at night,
but as long as they stay within the rules for their certificate, and they
are flying a plane that falls within the specs of an LSA (and the SPs
endorsements), they can fly it.
-- Robert
On 3/30/07, Ray wrote:
>
>
> Is the EAB the same thing as an Experimental Light
> Sport?
>
> A regular experimental can only be flown by a
> Regularly licensed Private Pilot or better.
>
> A light sport license does NOT permit you to fly ANY
> experimental only specifically designated Light Sport
> experimental aircraft.
>
> I also believe that as soon as these fat Ultralights
> become Light Sport aircraft, they fall under federal
> jurisdiction and hence the laws relating to them are
> more severe.
>
> For example: Vandalism to an ultralight is a local
> police matter(mis-demeanor), but Vandalism against a
> Federally recognized aircraft is a Felony with minimum
> MANDATORY jail time.
>
> So if you are have any "problems" you can send these
> dummies away for a while.
>
> I saw a lovely DC-3 being restored only to have been
> graffittied one morning.....and the culprits when
> caught will be living in a prison for at least 5 years
> AND will have to save all their spray can money to buy
> the DC-3 a new paint job.
>
> Ray
>
>
> Bored stiff? Loosen up...
> Download and play hundreds of games for free on Yahoo! Games.
> http://games.yahoo.com/games/front
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Ray
There are many Experimental Amateur Builts and a few light certified
aircraft that qualify as light sport and can be flown by someone with a
light sport license. I have my private license but choose to fly only light
sport so I don't have to get a 3rd class medical any more. I can at any time
get a medical if later chose to fly a spam can.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Ray" <jb92563(at)yahoo.com>
Sent: Friday, March 30, 2007 11:04 AM
Subject: Kolb-List: EAB
>
> Is the EAB the same thing as an Experimental Light
> Sport?
>
> A regular experimental can only be flown by a
> Regularly licensed Private Pilot or better.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
A aircraft does not need to be registered as a light sport to be flown by a
Light Sport Pilot. It only needs to qualify as a light sport. For example an
original J3 Cub can be flown by a light sport licensed pilot without any
registration changes.
I think the confusion started when some people tried to lower the maximum
gross weight on a certified aircraft to make it qualify as a light sport.
The FAA ruled that once certified a certified aircraft it can't be changed
to get it to qualify as a light sport.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "jb92563" <jb92563(at)yahoo.com>
Sent: Friday, March 30, 2007 11:19 AM
Subject: Kolb-List: Re: sport pilot
>
> NO !!!!
>
> A Light Sport pilot can only fly an experimental actually registered as
> light sport by the builder.
>
> If you want to fly a regular non-light sport registered aircraft you will
> need a Private Pilot Lic or better!!!
>
> I have experimentals that meet the LSA requirements but can not fly them
> with a Light sport lic until I register these aircraft as Light Sport
> Experimentals.
>
> But A Private Pilot Lic does allow you to fly a LSA.
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
| What is the cause or source of air that requires our planes to need
a trim tab on the rudder? Should I go ahead and make one for my Kolbra
before it is flown for the first time?
|
| --------
| Paul Petty
Paul:
Don't worry about trim tabs until after you thoroughly test your
airplane. Then, before you decide on what you what to correct and
how, make sure you fly a couple long cross country flights,
maintaining a heading and altitude. Your arm will tell you exactly
what you need and how much.
When it comes time to make a rudder trim tab, talk to John W and Mark
G, who have been flying their Kolbras for some time.
Roll correction can be made with Steven G's excellent tool that
changes the angle of attack of on wing.
Pitch correction can be made with elevator forced trim, and also flaps
which you can adjust to give you some reflex if you have a tendancy to
drop the nose.
Ov e4r the last 2,500+ hours, the tang that keeps the flap handle in
place at neutral flaps has worn approximately 1/8". The other day I
popped a 4130 tab behind the worn one, cut a new knotch init with a
5/32" chain saw file, and now I have flaps that are going to be a tad
reflexed, I hope. That'll help bring the nose up and maybe give me a
little more cruise speed.
john h
mkIII
________________________________________________________________________________
| Subject: | Weight and Balance |
| From: | "Paul Petty" <paulpetty(at)myway.com> |
Hey Gang,
I am about ready to record the W&B of Ms Dixie. So I am asking questions from others
and gathering as much info as possible about the correct proccedre for this.
John W was so kind to send me a spread sheet on his results as well as Mark
G. on how he did his. Thanks guys! I have learned one thing for sure, one cant
ask to many questions from to many people to learn how to do a task. You only
need to be smart enough to do whats right for you so that you understand the
task at hand. In this case I also asked a good friend to help explain this
to me and thought I might share his thoughts with the list and future builders.
"Just wanted to send this after we talked.
The datum is any point on the airplane where all measurements will be
taken from, in your case the nose with a plumb bob to the floor.
An arm is simply a distance from the datum to another point where you
are taking a weight, ie, center of the main wheel axles and the center
of the tailwheel with the plane in the level flight position.
The moment is the multiplication of the weight at any point times the
distance aft of the datum to that point,ie, distance X weight = moment
add the total weight and the total moments then divide the total
weight into the total moment the resultant number is the CG or where
the airplane will balance if you put the fuse across a bar or
2x4.expressed in inches aft of the datum.
when you know the empty balance point you can do some weight and
balance calculations for different loadings using the same formula.
You will need to know the distance in inches of the center of the
front seat aft of the datum,center of the rear seat,center of the
fuel tank and any other place you might add or take off weight at some
time. like a cargo compartment.
Then make up a maximum weight you might ever put there, or use your
weight if you wish. do the weight aft of the datum x the distance to
the seat and the other two measuerments you did already using the
wheels. add all together and divide and you have the new CG with this
configeration. do it with full fuel @ 6 pounds per gallon for a full
tank and one with almost empty. if you stay in the envelope you r
gold.then do it for someone in the rear seat and do it the same way.
You will have to watch the useful load so you dont load over gross.
Please send $500,000.00 for this advice
Tom"
Hope this may help someone and if any see any holes in this as you can tell very
expensive advice have at it!
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103993#103993
________________________________________________________________________________
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi All, :D
Just had my Warp Drive prop balanced today. It was out .30" which is significant.
I had a post once before about balancing your props and I still highly recommend
it for the health and longevity of your tranny/engine. You blades may be
weighed to with in a few grams, but the few grams coupled with out of round spinners,
nuts, bolts washers any, the prop hub. Everything will add up and will
put you drive system out of balance. Cost was $200 and it took about 2 hrs.
You may not feel any vibration in a Kolb because of its control system unless it
is really bad, but it is still there.
Any prop that is just bolted on to an engine is most likely out of balance due
to all the mounting hardware. Even Rotax says your supposed to do a dynamic balance
of your prop. If you spent all that time building and all that time in the
air then this one item is worth the money.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104016#104016
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
Why does everyone have essentially the same sized trim tab the same
direction on the rudder. It seems like something on the plane could have
been designed differently.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Prop Balance |
Cost was $200 and it took about 2 hrs.
|
| --------
| Roger Lee
Roger:
Could you tell any difference in the engine and prop between before
and after balance?
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
| Why does everyone have essentially the same sized trim tab the same
| direction on the rudder. It seems like something on the plane could
have
| been designed differently.
David:
It is not the airplane, it is the prop blast and the way it hits the
tail section.
My mkIII is trimmed perfectly with the engine shut down and no trim
tab on the rudder. But when the power is brought up, the nose wants
to go left and the trim tab takes care of that.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
Blame Rotax
They build the 912 so it spun the prop in the wrong Direction....8-)
Mark
-----Original Message-----
From: dhkey(at)msn.com
To: kolb-list(at)matronics.com
Sent: Fri, 30 Mar 2007 9:26 PM
Subject: Re: Kolb-List: Re: Rudder Trim tabs for MIIIC w/ 912UL
Why does everyone have essentially the same sized trim tab the same
direction on the rudder. It seems like something on the plane could
have been designed differently.
________________________________________________________________________
from AOL at AOL.com.
=0
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
Hi David,
The culprit is a combination of forces present in all single-engine
prop-driven aircraft (and most twins), too. They are:
Torque: The twisting force the engine exerts on the prop.
Spiraling slipstream: The 'corkscrew' effect of the airflow over
the aircraft structure, especially the tail group.
Gyroscopic precession: Think of the prop as a huge gyroscope, which
it is.
'P' factor: The uneven (asymmetric) loading of the prop, more
prevalent at slow airspeeds and high angle-of-attack.
The need for trim tabs isn't the fault of the designer. Maybe Sir
Isaac Newton.
The forces most prevalent in cruise are torque and spiral
slipstream. A good explanation for things like this is "The Pilot's
Handbook of Aeronautical Knowledge", AC 61-23(X?), I don't know what the
latest version is. You can order it from the GPO or Sporty's (sportys.com).
For those desiring even more punishment, "Aerodynamics for Naval
Aviators" should keep you occupied. Recommended only for those lacking any
type of social life.
Ed in JXN
MkII/503
----- Original Message -----
From: "David Key" <dhkey(at)msn.com>
Sent: Friday, March 30, 2007 9:26 PM
Subject: Re: Kolb-List: Re: Rudder Trim tabs for MIIIC w/ 912UL
>
> Why does everyone have essentially the same sized trim tab the same
> direction on the rudder. It seems like something on the plane could have
> been designed differently.
________________________________________________________________________________
| Subject: | Re: Prop Balance |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi John,
Not really in my stick, but my tranny could. I balanced it at 4800 rpm.
Typically you do a balance at the lower rpm cruise. I had to add two large washers
(1 1/8") on two different bolts on one side. Warp Drive or any prop MFG.
can match the weight of each blade, but they can't make it balanced on an engine.
Out of balance can cause bearing and seal leaks and faster wear on gears. You and
I have flown helicopters. When I did a balance on my main rotors what a difference.
Because of the large heavier rotor blades it was felt much more because
it produced a larger frequncey vibration. Our system is very small in comparison
and it produces a smaller frequency vibration which is harder to feel unless
it is really out of balance, but non the less there.
Out of balance is kind of like smoking cigeretts. It won't get you today, but it
will some day.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104036#104036
________________________________________________________________________________
| Subject: | Re: Prop Balance |
| From: | "Paul Petty" <paulpetty(at)myway.com> |
I think this may be what i found once.
http://www.balancemasters.com/ultralights.html
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104061#104061
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
Torque: The twisting force the engine exerts on the prop.
>>
Hi Ed,
in this instance is it not the twisting motion which the engine imparts to
the AIRFRAME not the PROP which is the force which needs correcting?
Just a thought.
Pat
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | Torque effects reduced |
Ed in JXN,
You failed to mention in your explaination of "p" factor, and
gyroscoptic moments that the effects of torque on your airplane can be
GREATLY reduced by thoroughly cleasing your propeller
with "Bubba Jones' PURIFIED PROPWASH". (available at only the best
aviation parts suppliers.)
Mike in SW Utah
>From: "Ed Chmielewski" <edchmiel(at)mindspring.com>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Re: Kolb-List: Re: Rudder Trim tabs for MIIIC w/ 912UL
>Date: Fri, 30 Mar 2007 22:42:34 -0400
>
>
>Hi David,
>
> The culprit is a combination of forces present in all single-engine
>prop-driven aircraft (and most twins), too. They are:
> Torque: The twisting force the engine exerts on the prop.
> Spiraling slipstream: The 'corkscrew' effect of the airflow over
>the aircraft structure, especially the tail group.
> Gyroscopic precession: Think of the prop as a huge gyroscope,
>which it is.
> 'P' factor: The uneven (asymmetric) loading of the prop, more
>prevalent at slow airspeeds and high angle-of-attack.
>
> The need for trim tabs isn't the fault of the designer. Maybe Sir
>Isaac Newton.
>
> The forces most prevalent in cruise are torque and spiral
>slipstream. A good explanation for things like this is "The Pilot's
>Handbook of Aeronautical Knowledge", AC 61-23(X?), I don't know what the
>latest version is. You can order it from the GPO or Sporty's
>(sportys.com).
>
> For those desiring even more punishment, "Aerodynamics for Naval
>Aviators" should keep you occupied. Recommended only for those lacking any
>type of social life.
>
>Ed in JXN
>MkII/503
>
>
>----- Original Message ----- From: "David Key" <dhkey(at)msn.com>
>To:
>Sent: Friday, March 30, 2007 9:26 PM
>Subject: Re: Kolb-List: Re: Rudder Trim tabs for MIIIC w/ 912UL
>
>
>>
>>Why does everyone have essentially the same sized trim tab the same
>>direction on the rudder. It seems like something on the plane could have
>>been designed differently.
>
>
_________________________________________________________________
Watch free concerts with Pink, Rod Stewart, Oasis and more. Visit MSN
Presents today.
http://music.msn.com/presents?icid=ncmsnpresentstagline&ocid=T002MSN03A07001
________________________________________________________________________________
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
In a message dated 3/30/2007 10:43:01 P.M. Eastern Daylight Time,
knowvne(at)aol.com writes:
Blame Rotax
They build the 912 so it spun the prop in the wrong Direction....8-)
Mark
Hi Mark,
The 447 spins in the opposite direction, and guess what, the trim tab goes
on the other side. Bryan Melborn of Custom Air mounts the same tab on every
plane and gets consistent results.
Steve B
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Prop Balance |
Paul,
I use one of these on my Mk-3, 690L-70 with a 68 inch three blade Powerfin F
model prop. I took it off once to see if it made a differance and decided
to put it back on after taxiing a short distance.
It definitly reduces vibration.
Denny
> I think this may be what i found once.
>
> http://www.balancemasters.com/ultralights.html
>
> --------
> Paul Petty
> Kolbra #12
> Ms Dixie
> Final assembly!
>
>
>
________________________________________________________________________________
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
It is interesting to look at an example of a Tail-less Pusher like a Long-EZ
and see the results. On mine with a 160 hp engine and a 64x79 pitch wide
blade prop there was almost no rudder change across idle to full power. P factor
and torque are real issues but I agree with the Kolb Masters that the main
culprit is wash on the vertical tail.
steve b
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
At 05:52 AM 3/31/2007, pat ladd wrote:
>
>Torque: The twisting force the engine exerts on the prop.
>
>Hi Ed,
>in this instance is it not the twisting motion which the engine imparts to
>the AIRFRAME not the PROP which is the force which needs correcting?
Newton: Equal and opposite reaction.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "Thom Riddle" <thomriddle(at)adelphia.net> |
Attached is a .pdf file from a chart I got from EAA that summarizes many of the
distinctions among the various classes of aircraft/vehicles, airworthiness certificates,
maintenance etc that should be of interest to folks flying Kolbs or
other light weight flying machines. This not the rules for what qualifies as
an LSA which I think we all have comitted to memory, but rather most of the other
things that are pertinent to the subject. I keep it handy 'cuz my memory
ain't what it used to be.
Thom in Buffalo
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104077#104077
Attachments:
http://forums.matronics.com//files/lsa_sp_rules_table_768.pdf
________________________________________________________________________________
| From: | Thom Riddle <thomriddle(at)adelphia.net> |
| Subject: | Re: Prop Balance |
Roger,
How does one dynamically balance a prop attached to an engine? I know
how to statically balance one and also know how to calculate the moment
of inertia. Details are needed. Or did you take it to someone with
special machinery to do that?
Thom in Buffalo
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
| It seems like something on the plane could have been designed
differently>>
|
| Hi
|
| you are dead right. The fin could have been built slightly offset,
| Pat
Patrick:
My thoughts exactly.
I tried to get the old Kolb Company to experiement with this solution,
off setting the leading edge of the vertical stabilizer. They never
got around to it and I got tired of flying 1/2 ball out of trim.
I off set mine several times, eventually ending at 1 1/8" with very
little improvement. After all that drill, about three or four
different locations, I repositioned the leading edge of the vertical
stabilizer back to the center.
Then I went back to the rudder trim tab which was one rib bay long.
Tripled the length to three rib bays. That was too much. Cut one rib
bay off the length and came up with the dimensions and photos I shared
a couple days ago. Works perfect now.
I might add I also experimented with many different engine to airframe
changes without success, eventually putting the engine back where
Homer put it in the first place.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Torque effects reduced |
HAHAHAHAHAHAHA
Mike
Does that come in Powder or a Liquid?
hahahaha
Mark Vaughn
-----Original Message-----
From: mdnanwelch7(at)hotmail.com
Sent: Sat, 31 Mar 2007 7:28 AM
Subject: Kolb-List: Torque effects reduced
Ed in JXN,
You failed to mention in your explaination of "p" factor, and
gyroscoptic moments that the effects of torque on your airplane can be
GREATLY reduced by thoroughly cleasing your propeller
with "Bubba Jones' PURIFIED PROPWASH". (available at only the best
aviation parts suppliers.)
Mike in SW Utah
________________________________________________________________________
from AOL at AOL.com.
=0
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Prop Balance |
| I also fly PPG, and when the engine is strapped to your back, you
sure feel
| the vibration! |
| -Dana
Dana:
Wouldn't it be more comfortable to have the engine bolted to a 4130
airframe, like we do in our Kolb airplanes?
john h
mkIII
________________________________________________________________________________
| Subject: | TAB adjustments UL |
Steve
Your one of the Lucky ones....
Your able to fix your problem by simply stepping on the other peddle..
8-)
Here's a serious Question.... Will the degree of TAB deflection Change
when going
from one blade length to another or to a different pItch setting? No
experince doing
either so I was curious...
Thanks
Mark
Blame Rotax
They build the 912 so it spun the prop in the wrong Direction....8-)
Mark
Hi Mark,
The 447 spins in the opposite direction, and guess what, the trim tab
goes on the other side.
Bryan Melborn of Custom Air mounts the same tab on every plane and
gets consistent results.
Steve B
--------
See what's free at AOL.com.
________________________________________________________________________
from AOL at AOL.com.
=0
________________________________________________________________________________
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Steve Boetto wrote:
>
>
> Hi Mark,
> The 447 spins in the opposite direction, and guess what, the trim tab goes
on the other side. Bryan Melborn of Custom Air mounts the same tab on every
plane and gets consistent results.
>
>
> Steve B
>
>
That say a lot for Bryans building skills. If all the trim tabs on all his planes
all turn out to be the same, thats as close to perfect as you will ever get.
Mike
See what's free at AOL.com (http://www.aol.com?ncid=AOLAOF00020000000503).
> [b]
--------
"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=104104#104104
________________________________________________________________________________
| Subject: | Re: Prop Balance |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi All,
The prop vibration can cause exhaust to break, seals to go bad, bearings to go
bad, parts to crack. The funny thing is you won't even know it. Mine was out .30"
and by adding the proper weight I am now down to .03". Anything .06" and under
is good. Of course .00 would be great. Anything can cause the out of balance.
It may be hardware, something out of round, large nicks in a prop, spinners.
All the components from the tranny hub back must be put into sync or balance,
not just the blades of the prop.
Things to know.
First make sure your prop blades are all equal(i.e. 68 degrees of pitch) and not
to have one out by .5 degree. This is really easy if anyone wants me to explain
later.
If you have a relatively new prop it should be statically balanced off the plane
to make sure one spot or area is not out of a static balance.
Just for a dynamic balance, you call someone and have them hook up a small computer
box to your plane. You will have one sensor, sometimes two, placed on your
gear box. You will have a photo-eye mounted to aim at a piece of reflective
tape on your prop to check rpm. You then run you engine at about low cruise rpm
i.e. 4800rpm or so and the computer takes measurements. It will then tell the
operator where in degrees relative to the tape on the prop where and how much
weight should be added. Depending how far out you are depends on the amount
of weight and location of the weight. Sometimes it my suggest two weighted areas.
You would be supprised at how much weight and you didn't even feel it in the
stick. Then you run it again and double check the vibration on the computer
box. It may be ok or it may suggest you move a weight or add more, just depends.
You may run your engine 2-3 times or 8-10, but your tranny and engine parts
that aren't vibrating anymore will love you.
Two strokes are more vunerable than 4 strokes and need to be balanced, also.
I have tried, in the earlier days, those add on balance devices with different
things in them. They really only help if you are shaking bad, but you are still
way out of balance, you just can't feel it as much anymore. If you need proof
put the balance device on and then get the dynamic balance done and it will
enlighten you right away.
If one other person here on the forum would get a balance and see how far out they
most likely are then I think there will be believers.
I'm only trying to help everyone have a fun, with less long term maint. issues.
:D
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104137#104137
________________________________________________________________________________
| Subject: | AN AMSOIL STATEMENTS... |
THIS FROM AMSOIL
Hello Mark,
I am sending you some information on Amsoil for your Tundra.
I must tell you that Amsoil has no oil that is Aircraft approved.
They used to but no longer.
Ken Deemer
Superior Oils & Lubricants
8555 E. Wesson Ct.
Claremore, OK. 74019
1-877-237-6323 or 1-918-269-0081
ken(at)oilsandlube.com
www.oilsandlube.com
Are their 2 stroke oils approved for aircraft engine use???
Mark
________________________________________________________________________
from AOL at AOL.com.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Comparing Kolbs and Non-Rigid Wings |
| but a Kolb can't take off and land in 10', either.
|
| -Dana
Dana:
I don't pay that much attention to them at Lakeland or OSH, but I have
yet to see one land in 10 feet. Maybe I wasn't paying close enough
attention. Sometimes they bust their ass taking off and attempting to
land. That gets lots of laughs from the rail birds on the fence.
If I ever get to the point I want to fly one of them, I will transfer
over to a PPG email forum. For now, I will remain on the Kolb List,
fly and enjoy my Kolbs, as I have for the last 23 years. Really do
not see a new aircraft of any type in my future.
I have no desire to fly 25 mph maxed out or land in a 10 ft strip.
Had plenty experience doing that in the Army. Main difference between
a PPG and an AH-1G is about 200 mph and a hell of a lot larger
ordnance load. ;-)
Many situations I find myself I would be flying backwards. That
wouldn't work well.
And again, I like my engine mounted to my airframe and not my back.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Comparing Kolbs and Non-Rigid Wings |
Dana
Both the flying fish and the Jelly fish have a purpose
But only the flying fish has a brain... 8-) hahahahaha
Mark Vaughn
-----Original Message-----
From: jhauck(at)elmore.rr.com
To: kolb-list(at)matronics.com
Sent: Sat, 31 Mar 2007 3:39 PM
Subject: Kolb-List: Comparing Kolbs and Non-Rigid Wings
| but a Kolb can't take off and land in 10', either.
|
| -Dana
Dana:
I don't pay that much attention to them at Lakeland or OSH, but I have
yet to see one land in 10 feet. Maybe I wasn't paying close enough
attention. Sometimes they bust their ass taking off and attempting to
land. That gets lots of laughs from the rail birds on the fence.
If I ever get to the point I want to fly one of them, I will transfer
over to a PPG email forum. For now, I will remain on the Kolb List,
fly and enjoy my Kolbs, as I have for the last 23 years. Really do
not see a new aircraft of any type in my future.
I have no desire to fly 25 mph maxed out or land in a 10 ft strip.
Had plenty experience doing that in the Army. Main difference between
a PPG and an AH-1G is about 200 mph and a hell of a lot larger
ordnance load. ;-)
Many situations I find myself I would be flying backwards. That
wouldn't work well.
And again, I like my engine mounted to my airframe and not my back.
john h
mkIII
________________________________________________________________________
from AOL at AOL.com.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Monument Valley 2007 |
Hi Gang:
List mail is a little slow today. I can't shoot Pontiac Red Aerothane
until it rains, and it isn't going to rain today.
So........Who is coming to MV 2007?
Off the top of my head:
John Williamson
Jim Heffren
John Bickham (you are going to fly the mkIII out, aren't you?)
Boyd Young
John Hauck
Steven Green
Larry Cottrell and Karen
Arty Trost
George Thompson
Jim and John Clayton?
Will Uribe
Dave Raines
Larry Bourne
That's good enough for a starter. If I missed you, add your name to
the list.
john h
mkIII
DO NOT ARCHVE
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Vinyl Graphics |
Hi Vic:
Got the email and the attachment.
Will let you know what I plan to do when I make that decision.
Right now I am trying to get the old bird flying in time to fly to
Lakeland.
My how time flies.
john h
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Comparing Kolbs and Non-Rigid Wings |
At 03:39 PM 3/31/2007, John Hauck wrote:
>
>I don't pay that much attention to them at Lakeland or OSH, but I have
>yet to see one land in 10 feet. Maybe I wasn't paying close enough
>attention. Sometimes they bust their ass taking off and attempting to
>land. That gets lots of laughs from the rail birds on the fence.
Actually 10 feet would be a LONG landing... one or two steps is
typical. Takeoff can be anywhere from one or two steps (with some breeze)
to maybe a 100' run with no wind ahd high density altitude, depending on
the pilot's technique.
>If I ever get to the point I want to fly one of them, I will transfer
>over to a PPG email forum. For now, I will remain on the Kolb List,
>fly and enjoy my Kolbs, as I have for the last 23 years. Really do
>not see a new aircraft of any type in my future.
That's cool, to each his own. I'm here to talk about Kolbs too, not
PPG. As you say there are forums for that, too. I only mentioned PPG for
sake of comparison.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Prop Balance |
>
>
>Two strokes are more vunerable than 4 strokes and need to be balanced, also.
>
Roger,
I am curious, why this is so?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Monument Valley 2007 |
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
Hey John H.
I guess since you have my name on the list I'll go to Monument Valley.
The List has been slow today because every Kolbra in Texas had to go flying today.
Flew down to Georgetown and back. Put 3.4 hours on the Kolbra. Only got lost
twice!
No Not Archive.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104168#104168
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Monument Valley 2007 |
I will be there.
John Williamson
Jim Heffren
John Bickham (you are going to fly the mkIII out, aren't you?)
Boyd Young
John Hauck
Steven Green
Larry Cottrell and Karen
Arty Trost
George Thompson
Jim and John Clayton?
Will Uribe
Dave Raines
Larry Bourne
Rick Neilsen
Rick Neilsen
Redrive VWpowered MKIIIC
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Sent: Saturday, March 31, 2007 4:59 PM
Subject: Kolb-List: Monument Valley 2007
>
> Hi Gang:
>
> List mail is a little slow today. I can't shoot Pontiac Red Aerothane
> until it rains, and it isn't going to rain today.
>
> So........Who is coming to MV 2007?
>
> Off the top of my head:
>
> John Williamson
> Jim Heffren
> John Bickham (you are going to fly the mkIII out, aren't you?)
> Boyd Young
> John Hauck
> Steven Green
> Larry Cottrell and Karen
> Arty Trost
> George Thompson
> Jim and John Clayton?
> Will Uribe
> Dave Raines
> Larry Bourne
>
> That's good enough for a starter. If I missed you, add your name to
> the list.
>
> john h
> mkIII
>
> DO NOT ARCHVE
>
>
>
>
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
From: N27SB(at)aol.com
Date: Sat, 31 Mar 2007 07:41:12 EDT
>It is interesting to look at an example of a Tail-less Pusher like a
Long-EZ and see the results. On mine with a 160 hp engine and a 64x79 pitch
wide blade prop there was almost no rudder change across idle to full power.
P factor and torque are real issues but I agree with the Kolb Masters that
the main culprit is wash on the vertical tail.
Steve and Kolbers,
Out of curiosity, I looked at the magnitude of the propeller torque that has
to be resisted by the FireFly in the roll axis for level flight. Assuming
that under cruise conditions the engine is developing a torque of 40 foot
pounds. Multiplying by the belt ratio (2.7) gives 108 foot pounds torque
that the air frame must resist. To compensate most add trim some where in
the roll control system. Another possibility is that one could add weight
to the propeller down swing wing tip to dynamically balance out the torque.
I would have to add 108/11 or 9.82 pounds to the right wing tip to prevent
torque roll off at cruise. For those who are moving up the hp scale, the
amount could easily double and triple. I would not want to try to takeoff
or land a FireFly with a 10 pound weight on one wing tip.
Not practical but interesting.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
I just got my plane inspected two weeks ago and was only given a
25 hour fly off period. 50 mile radius instead of 50 dia which surprised
me.
To change the subject I received a phone call Thursday night that
my buddy had been caught by a thunder storm in his Fire Star and was
forced down just a mile away from my strip. He managed to put it down on
a road between a power line and a fence on a narrow gravel road. Not to
bad for dead stick landing with so much rain that he couldn't see .
Caught a fence post with the left wing. Punched a few holes in his wings
bent a gear and messed up his nose pod. He walked away OK.Him & I were
sure drowned rats by the time we got the wings folded and the plane on a
car trailer in a thunder storm allot of wind and lighting. I told him he
owes me a beer.
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Weight and Balance |
Paul Petty wrote:
>
> Hey Gang,
>
> I am about ready to record the W&B of Ms Dixie. So I am asking questions from
others and gathering as much info as possible about the correct proccedre for
this. John W was so kind to send me a spread sheet on his results as well as
Mark G. on how he did his. Thanks guys! I have learned one thing for sure, one
cant ask to many questions from to many people to learn how to do a task. You
only need to be smart enough to do whats right for you so that you understand
the task at hand. In this case I also asked a good friend to help explain this
to me and thought I might share his thoughts with the list and future builders.
>
> "Just wanted to send this after we talked.
> The datum is any point on the airplane where all measurements will be
> taken from, in your case the nose with a plumb bob to the floor.
> An arm is simply a distance from the datum to another point where you
> are taking a weight, ie, center of the main wheel axles and the center
> of the tailwheel with the plane in the level flight position.
> The moment is the multiplication of the weight at any point times the
> distance aft of the datum to that point,ie, distance X weight = moment
> add the total weight and the total moments then divide the total
> weight into the total moment the resultant number is the CG or where
> the airplane will balance if you put the fuse across a bar or
> 2x4.expressed in inches aft of the datum.
> when you know the empty balance point you can do some weight and
> balance calculations for different loadings using the same formula.
> You will need to know the distance in inches of the center of the
> front seat aft of the datum,center of the rear seat,center of the
> fuel tank and any other place you might add or take off weight at some
> time. like a cargo compartment.
> Then make up a maximum weight you might ever put there, or use your
> weight if you wish. do the weight aft of the datum x the distance to
> the seat and the other two measuerments you did already using the
> wheels. add all together and divide and you have the new CG with this
> configeration. do it with full fuel @ 6 pounds per gallon for a full
> tank and one with almost empty. if you stay in the envelope you r
> gold.then do it for someone in the rear seat and do it the same way.
> You will have to watch the useful load so you dont load over gross.
> Please send $500,000.00 for this advice
> Tom"
>
>
> Hope this may help someone and if any see any holes in this as you can tell very
expensive advice have at it!
>
> --------
> Paul Petty
> Kolbra #12
> Ms Dixie
> Final assembly!
A few quick thoughts.
Datum needs to be a known distance from the wing. Is the nose
pre-drilled to the frame? If not, you could move the datum quite a bit
meaning the CG might not fall where you expect on the chord of the wing.
(It would be like using the tip of the spinner on a tractor type plane
but not specifying the spinner length.)
Do the Kolb plans specify attitude when you do the W&B? Most planes are
weighed in flight attitude & perfectly level from side to side. Tail
weight can vary a *lot* depending on whether the plane is level. Using
one scale would mean a platform the height of the scale for the other
main wheel. Most procedures specify ramps to get the mains on the
scales. That's 'cause if you pick up the plane & lower it on the scales,
the side load as the mains try to spread out again can affect the
scale readings.
Weighing should be inside with doors shut, no wind, fans, etc (affects
scale readings).
The Kolb might fly fine without these details, but it's SOP on homebuilts.
FWIW,
Charlie
Fly it up to Slobovia when you get your A/W cert.
________________________________________________________________________________
| Subject: | Re: Comparing Kolbs and Non-Rigid Wings |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Taking off and landing in 10 feet is cool, but not at the expense of totally giving
up cross country flying. Every PPG event or club I ever see, the guys are
lucky to ever get out of the pattern, and even then, they dont stray far.
PPG's seem downright boring to me. Not to mention the wind problem with those
things, they are just to limited in performance for me to ever consider.
Mike
--------
"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=104228#104228
________________________________________________________________________________
| From: | "joe" <okjoek2000(at)yahoo.com> |
Could someone tell me what the actual time it takes to unfold the wings. I know
sometimes what you read is what it takes with a perfect situation. If you fly
with a trailer I am wondering how long on average it takes to get everything
set up, preflight and ready to go.
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104242#104242
________________________________________________________________________________
| Subject: | Re: Monument Valley 2007 |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi Jim,
Haven't heard from you in ages. When are we going fly together? I can come over
there and pick you up or you can come to Ryan.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104250#104250
________________________________________________________________________________
| Subject: | Re: folding wings |
It's been my experience that it takes 1/2 hour from the time you roll your airccraft
out of the trailer until you are in the air. The preflight is something
you don't want to rush.
-----Original Message-----
From: okjoek2000(at)yahoo.com
To: kolb-list(at)matronics.com
Sent: Sun, 1 Apr 2007 8:46 AM
Subject: Kolb-List: folding wings
Could someone tell me what the actual time it takes to unfold the wings. I know
sometimes what you read is what it takes with a perfect situation. If you fly
with a trailer I am wondering how long on average it takes to get everything set
up, preflight and ready to go.
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104242#104242
________________________________________________________________________________
| From: | "Ralph" <ul15rhb(at)juno.com> |
| Subject: | Re: folding wings |
It can be done comfortably inside of 20-25 minutes without rushing. I
have over 450 wing-folds on my Original Firestar as I store it in my
garage and trailer it to the strip. Here's the procedure: Load it on
the trailer, 20 minutes, drive to strip 10 minutes, unload and set up
30 minutes, preflight 5 minutes or longer. So it's about an hour and
I'm flying.
Ralph
Original Firestar
20 years flying it
N91493
-- "joe" wrote:
Could someone tell me what the actual time it takes to unfold the
wings. I know sometimes what you read is what it takes with a perfect
situation. If you fly with a trailer I am wondering how long on
average it takes to get everything set up, preflight and ready to go.
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104242#104242
________________________________________________________________________
Interested in getting caught up on today's news?
Click here to checkout USA TODAY Headlines.
http://track.juno.com/s/lc?s=198954&u=http://www.usatoday.com/news/front.htm?csp=24
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: Weight and Balance |
Following up on Charlie's remarks:
The type of scales you use will also make a
difference. I used two bathroom scales - semi-good
ones that cost about $40 each. I raised the tail for a
level attitude. (My Drifter is a taildragger.) I
discovered that the placement of the wheel on the
scales made a different - unless the tire was exactly
in the middle of the scale, the weight could vary by
5-8 lbs./wheel. So I noted the weight on each side,
then swapped the scales, weighed again, and took an
average of the two for each side.
Our club is going to be discussing weight and balance
this Tuesday, and we'll also discuss buying calibrated
scales for club members' use.
Arty Trost
Sandy, Oregon
--- Charlie England wrote:
> Do the Kolb plans specify attitude when you do the
> W&B? Most planes are
> weighed in flight attitude & perfectly level from
> side to side. Tail
> weight can vary a *lot* depending on whether the
> plane is level. Using
> one scale would mean a platform the height of the
> scale for the other
> main wheel. Most procedures specify ramps to get the
> mains on the
> scales. That's 'cause if you pick up the plane &
> lower it on the scales,
> the side load as the mains try to spread out again
> can affect the
> scale readings.
>
> Weighing should be inside with doors shut, no wind,
> fans, etc (affects
> scale readings).
>
> The Kolb might fly fine without these details, but
> it's SOP on homebuilts.
>
> FWIW,
>
> Charlie
> Fly it up to Slobovia when you get your A/W cert.
>
>
> browse
> Subscriptions page,
> FAQ,
> http://www.matronics.com/Navigator?Kolb-List
>
> Web Forums!
>
>
>
>
>
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: folding wings |
Joe, folding the wings took me twenty minuets ,by myself if someone "helped" me
it would take half an hour!!!! chris
----- Original Message ----
From: joe <okjoek2000(at)yahoo.com>
Sent: Sunday, April 1, 2007 8:46:14 AM
Subject: Kolb-List: folding wings
Could someone tell me what the actual time it takes to unfold the wings. I know
sometimes what you read is what it takes with a perfect situation. If you fly
with a trailer I am wondering how long on average it takes to get everything
set up, preflight and ready to go.
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104242#104242
http://answers.yahoo.com/dir/?link=list&sid=396546091
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | Monument Valley 2007 |
I plan on making it, so I put my name on the list. Mike Welch
>So........Who is coming to MV 2007?
>
>Off the top of my head:
>
>John Williamson
>Jim Heffren
>John Bickham (you are going to fly the mkIII out, aren't you?)
>Boyd Young
>John Hauck
>Steven Green
>Larry Cottrell and Karen
>Arty Trost
>George Thompson
>Jim and John Clayton?
>Will Uribe
>Dave Raines
>Larry Bourne
>Mike Welch
>That's good enough for a starter. If I missed you, add your name to
>the list.
>
>john h
>mkIII
>
>DO NOT ARCHVE
>
>
_________________________________________________________________
Interest Rates near 39yr lows! $430,000 Mortgage for $1,399/mo - Calculate
new payment
________________________________________________________________________________
| Subject: | Re: Weight and Balance |
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
Hi Paul, Arty and All,
I have only been dioing weight and balance for the last 37 years and still am able
to find something new every time.
You normally can't go wrong by using the FAA guidance. Here is the link to the
2007 version on the "Weight and Balance Handbook":
http://www.faa.gov/library/manuals/aircraft/media/FAA-H-8083-1A.pdf
If you use a set of bathroom scales, it will work better if you place a 3/4" board
between the tire and the scale to spread the weight across the scale.
I use two scales under each main wheel and one under the tail wheel, all at the
same time so the airplane stays level. On the main wheels, I put the scales very
close together but not touching. I lay a 2"X'6"X18" board across them that
has some small chocks attached to it. I zero the scales with the lumber on them
and proceed to do the weighing.
Good luck.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104287#104287
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
| Subject: | Re: folding wings |
joe wrote:
>
>Could someone tell me what the actual time it takes to unfold the wings. I know
sometimes what you read is what it takes with a perfect situation. If you
fly with a trailer I am wondering how long on average it takes to get everything
set up, preflight and ready to go.
>Joe
>
>
>
Joe,
Depends on whether your doing the timing from the decision to fly or
just to unfold the plane. From the time I decide to fly, pull the
FireFly out of the shed hanger at home, attach it to my car to tow over
to the field, unfold and rig, install radio, headset and GPS, do
preflight, it takes at least an hour. I forgot to mention cleaning the
bugs and dirt off the leading edges and the prop and clean the
windshield. Add to that a few minutes to run up the engine before
actual take off and you have about another 10. I have to tow about one
half mile to my airstrip.
Just to unfold the FireFly is pretty straight forward once you establish
a routine. About 10 to 15 minuets.
The most unpleasant part is having the reverse the procedure when
finished flying and when your tired and it is usually getting dark. Not
to mention the wife getting impatient with my delaying dinner "again".
While I would love to have a hanger at my airstrip, some day "maybe",
landlord willing, at least the Kolb designs allows me to fly without
having to drive long distance to do so and I have it here at home to be
able to fuss with it at my convenience.
Sorry you asked?
Terry - FireFly #95
________________________________________________________________________________
| Subject: | Re: folding wings |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
[quote="tkrolfe(at)usadatanet.net"]joe wrote:
>
>
> Not to mention the wife getting impatient with my delaying dinner "again".
>
> Terry - FireFly #95
Thats easily solved, all you need to do is get a Mark III and take her with you
:) The only problem I have now is that my wife wants to take all her friends
flying and leave me at the field...
Mike
--------
"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=104304#104304
Attachments:
http://forums.matronics.com//files/rosaandreakolb_185.jpg
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | VW Redrive Update |
Valley Engineering has been working on and testing a update of the
redrive that I have been using on my VW powered Kolb. The update is
designed to solve the harmonic vibration issue that I have had. This is
the same design of redrive that they are using on their V twin powered
"backyard flyer". I'm still asking questions but everything I have heard
so far sounds like a major improvement. The harmonic dampening comes
from a spring loaded tensioner on the slack side of the ribbed drive
belt. If everything checks out I may be the first customer. Hopefully
not a test pilot. They as always are very good to me and will be
offering a trade in/trade up on my old drive for some unspecified, at
this time, amount. The attached is a photo of their new redrive.
Rick Neilsen
Redrive VW powered MKIIIC
________________________________________________________________________________
| Subject: | Re: VW Redrive Update |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Belts are a problem, always breaking, or stripping thier teeth. The are good
for driving alternators etc.., but for spinning a prop I would much rather have
gears. Rotax did good when they put gears in all thier engines rather than
going with some cheap, jury rigged solution.
Redrive units have a terrible record. I hope you dont hurt yourself or tear up
your plane when that thing fails.
Mike
--------
"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=104313#104313
________________________________________________________________________________
| Subject: | Re: Sight Seeing Over Randolph County, Indiana |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
That sounds amazing, lets see the pictures !!!!! I hope you didnt go flying
without your camera ...
--------
"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=104316#104316
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: VW Redrive Update |
>
>Belts are a problem, always breaking, or stripping thier teeth. The are good
for driving alternators etc.., but for spinning a prop I would much rather have
gears.
Ron,
139+ hours on the first belt and it still looks very good.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: VW Redrive Update |
Mike/All
I agree that a gear reduction drive would seem to be a better solution if it
designed for its application. There are a few universal redrives available
that might work for a VW but without the proper engineering there is a much
better chance of it failing or causing something else to fail than with my
old belt redrive. As for a universal statement that belts are cheap, jury
rigged, and have a terrible record, this isn't the case. This drive
manufacture has hundreds of drives on the market with a good record. This
redrive has had only one failure that I know of (in my plane and no it
didn't hurt me or the plane). The part that failed wasn't the belt, it was
beefed up and is working well. All old drives and drives since now use the
stronger part. This new drive is a evolutionary improvement. As with all
their drives they install, they have more than one belt (my old drive has
three) and test run with one belt to make sure it will carry the load by
itself. Belts do wear and need to be replaced. My current drive belts have
all most a hundred hours on them with no wear. If the new drive belts wear
slightly more but give me a silky smooth operation its a good trade.
I'm not inclined to spend the big bucks for a Rotax motor. With all the work
and money I have spent over the years I could have purchased a 912. But I'm
getting close to a almost as reliable engine package with similar power that
people can put together for one third the price of a 912 and rebuild costs
will be less than a 912 gasket set.
Normally I don't respond to off the cuff comments like this but....
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Sunday, April 01, 2007 2:03 PM
Subject: Kolb-List: Re: VW Redrive Update
>
> Belts are a problem, always breaking, or stripping thier teeth. The are
> good for driving alternators etc.., but for spinning a prop I would much
> rather have gears. Rotax did good when they put gears in all thier
> engines rather than going with some cheap, jury rigged solution.
>
> Redrive units have a terrible record. I hope you dont hurt yourself or
> tear up your plane when that thing fails.
>
> Mike
>
> --------
> "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=104313#104313
>
>
>
________________________________________________________________________________
| Subject: | Re: VW Redrive Update |
| From: | "cspoke" <cspoke(at)gulftel.com> |
Rick,
I am very interested in this new drive for the VW. I am building a MK111 xtra and
I am just about to the point of deciding which engine I will use. Do you know
if Valley Engineering will be at Sun n Fun?
--------
Craig Spoke
Mark 111 Xtra (in the works)
Lillian, AL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104335#104335
________________________________________________________________________________
We have a Cherokee around here also...225,000 plus miles on it. One overhaul on
the straight 6,.still use it to pull trailers and go to the airport and play
in the snow.
Also have a couple of other psuedo jeeps...
the middle one is actually a "67" Roof palamino, and believe it or not, it was
produced as a fairway mower with a belly deck. I use it to run around the airport
where I keep my Kolb and the Luscombe. much more interesting than a golf cart,
and at the airshows and fly-ins, we use it to haul gas in 5 gal cans to the
aircraft parking ! It has a new v-twin Honda in it and the original hydrostat
tranny!
and the little one I built for my grandaughter, one winter a couple of years ago
when there was not an aircraft project in the shop.
AND cause the barbie jeeps just didnt cut it out here in the country!
to windy to fly today, in either the Kolb or the Luscombe!
--------
Don G
FireFly#098
http://www.geocities.com/dagger369th/my_firefly.htm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104376#104376
Attachments:
http://forums.matronics.com//files/3jeeps_167.jpg
________________________________________________________________________________
| Subject: | Re: folding wings |
Joe,
I have been flying out of the trailer this winter while in florida. This
is the 1st time for me. I have a firestar ll. I can unload the plane from
trailer and take my time getting plane ready to fly and be done in 30 minutes.
I
am sure if I wanted to hurry I could do it in 15 to 20 minutes. Keep in
mind I am 77 years old and do it alone...tis no problem....I do tie the plane
out when the weather is good and when i intend to fly however...why not.
hope this helps you.
jim swan
firestar ll rotax 503
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "JR" <jrsmith2(at)triad.rr.com> |
| Subject: | Re: VW Redrive Update |
Dear Jack, I know Rick Neilsen has a redrive VW powered MKIIIC
139+ hours on the first belt and it still looks very good.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Props and engine mount |
In a message dated 3/30/2007 8:29:58 AM Eastern Daylight Time,
orcabonita(at)hotmail.com writes:
What kind of engine do you have on your FS II ? Did you notice any
differences in the performance between the Warp and the Kiev ?
I have a 503DCDI. I expected better performance because it "looks" like a
more efficient shape, but no performance increase. Lighter, quieter, better
looking.
Howard Shackleford
FS II
SC
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: VW Redrive Update |
Hi Rick do they have a web site?
I need a price list.
Ron (Arizona)
=======
---- Richard & Martha Neilsen wrote:
============
Valley Engineering has been working on and testing a update of the redrive that
I have been using on my VW powered Kolb. The update is designed to solve the
harmonic vibration issue that I have had. This is the same design of redrive that
they are using on their V twin powered "backyard flyer". I'm still asking
questions but everything I have heard so far sounds like a major improvement.
The harmonic dampening comes from a spring loaded tensioner on the slack side
of the ribbed drive belt. If everything checks out I may be the first customer.
Hopefully not a test pilot. They as always are very good to me and will be offering
a trade in/trade up on my old drive for some unspecified, at this time,
amount. The attached is a photo of their new redrive.
Rick Neilsen
Redrive VW powered MKIIIC
--
kugelair.com
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
My April story is indirectly Kolb-related, since it ultimately tells
why I left GA and later into Kolb. The first part is up now. Second
part next month. Clik on Next page at end of web site.
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| Subject: | Re: folding wings |
| From: | "joe" <okjoek2000(at)yahoo.com> |
I appreciate all the info. I guess it is not hard on them to fold and unfold the
wings over and over?
Do you consider the Kolb one of the safer planes?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104409#104409
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: folding wings |
At 11:06 PM 4/1/2007, you wrote:
>
>I appreciate all the info. I guess it is not hard on them to fold
>and unfold the wings over and over?
>Do you consider the Kolb one of the safer planes?
I do - and I've run outa gas at least 5 times - they tell me it is
"Pilot Error" a technology term.
But........ I think it has something to do with the gages ??
http://video.google.com/videoplay?docid=-9177096133625180462&hl=en
But when then engine's running - it's great !
http://video.google.com/videoplay?docid=6342651231744705575&hl=en
http://video.google.com/videoplay?docid=-8558932262133094065&hl=en
________________________________________________________________________________
| Subject: | Re: folding wings |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Joe:
I keep my firestar in a covered trailer and unfold/fold every time I fly. It takes
me about twenty minutes to roll it out, gas up, unfold, preflight, start
and strap in. I don't like to hurry on the unfold.
I have shut down, folded up and rolled it back into the trailer in a little less
than five minutes when trying to beat an approaching squall, but most of the
time it is an easy fifteen min.
It isn't hard on the plane at all to fold and unfold over and over unless some
clumsy idiot (me) drops a wing tip or rams the pitot tube into the back of the
trailer. I have put a little hanger rash on the old girl folding and unfolding
over the last 8 years, but all of it was avoidable.
--------
Roger in Oregon
1992 KXP 503
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104421#104421
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: Weight and Balance |
Thanks, John.
I'm swapping out my two 5-gal. gas tanks for two
30-liter (7.92 gal.) gas tanks, so will be doing a new
weight and balance. I've used a board across the two
scales for the main wheels, but never used two scales
for each main. I'll try it.
See you at MV -
Arty Trost
Sandy, Oregon
--- John Williamson wrote:
>
>
> Hi Paul, Arty and All,
>
> I have only been dioing weight and balance for the
> last 37 years and still am able to find something
> new every time.
>
snip
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: VW Redrive Update |
At 03:22 PM 4/1/2007, you wrote:
>
>
>Mike/All
>
>I agree that a gear reduction drive would seem to be a better solution
>
>Normally I don't respond to off the cuff comments like this but....
>
>Rick Neilsen
Me either - since 1999 - when I joined this list with 1,200 UL hours and was a
lot "smarter", about pretty much everything to do with ultalights, including
Kolbs, reduction drives, props, rivets, oil, VG's, etc.
The older I get, the dumber I was.
So I was thinking about adding this as a "sign off" on all my emails -
but, again it is too long.
Dear Sirs:
I would like to offer an apology for my actions of last night. There was no
malice intended. I understand you may not appreciate the humor of my
message; I agree, it was in poor taste and went entirely too far. Again, it
was not meant for the "Kolb List" per se, but since the damage is already
done. I'd like to stress that none of the people listed in my remarks had
anything to do with the list, either by technical assistance or moral
support-except of course "Big Lar", "Beauford" John H. and their like. I
simply chose them because they are names you would recognize and I can
blame (that's what friends are for]. I can't offer any proof of this, but
ask that you accept it anyway. As this is the normal way we treat
"yearlings"-(JetPilot - Put-your-name-here,- I have a whopping 100
hours on my 503).
Possum First Class "yearling" would indicate 100 hrs or one year in service.
But, again, I would like to offer my deepest apologies and my hope that the
damage I have done (even though it was unintentional) can be fixed.
I ask that you use what influence you have to convince others that what
happened was the work of a thoughtless individual, not an entire squadron and
I am truly sorry.
I would like to be able to tell you that this sort of thing will never
happen again, but frankly, I can't make that commitment,
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: folding wings |
At 12:17 AM 4/2/2007, possums wrote:
>http://video.google.com/videoplay?docid=-9177096133625180462&hl=en
>
>But when then engine's running - it's great !
>
>http://video.google.com/videoplay?docid=6342651231744705575&hl=en
>
>http://video.google.com/videoplay?docid=-8558932262133094065&hl=en
Re the third video, is the Hall ASI accurate when mounted that close to the
nose pod? The wind vane is an interesting touch, too...
Couple of points there, an engine failure would've been an, ah, interesting
problem...
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "tc1917" <tc1917(at)hughes.net> |
Was just wondering, what ever happened to the modification to the harley
engine for aircraft use? Last year it was all over the place, now, nothing.
Ted Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| I'm looking for an intercom for my M3X. |
| --------
| Scott
Morning Scott:
I use a Sigtronics SPA400N, designed for the high noise environment.
However, another intercom is being offered that is probably as good or
better than the SPA400N, and that is the Sport 200. They also have a
Sport 200S that gives you a stereo capability.
I have been flying with the SPA400N and working with Sigtronics since
1992. They are good folks to work with. You can call them up and
talk to real people if you have a unique problem with installation or
use.
http://www.sigtronics.com/air/sport200.html
At the bottom of the page you can download PDF files which are the
installation instructions and diagrams for many different radios to
include handhelds like most of us use.
Sigtronics will be at Lakeland and OSH. See Mike Jones and tell him
Hauck sent you.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| http://www.sigtronics.com/air/sport200.html
|
| At the bottom of the page you can download PDF files which are the
| installation instructions and diagrams for many different radios to
| include handhelds like most of us use.
Hi Again:
Forgot to mention, one of the advantages of the Sigtronics intercoms
is artificial sidetone. Most of us use handheld radios which do not
have sufficient sidetone to hear well, especially us old guys that
have lost most of our hearing. The artificial sidetone works great.
john h
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: Monument Valley 2007 |
Add two Drifter drivers to the list:
Jeff Warner
BJ Moore
BJ was at MV last year and flew my Drifter. This year
he's coming in his own.
John Williamson
Jim Hefner
Boyd Young
John Hauck
Steven Green
Larry Cottrell and Karen
Arty Trost
George Thompson
Jim and John Clayton?
Will Uribe
Dave Raines
Larry Bourne
Rick Neilsen
Dennis Kirby
Mike Welch
Pat and Wendy Ladd
Arty Trost
Sandy, OR
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| Subject: | Cleaning Air Filters |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
Kolb Friends -
What's the recommended method for cleaning the K&N air filters on our
Rotax engines?
I have the prescribed K&N air filter oil ready to apply once they're
clean. But I didn't buy their expensive filter cleaning solution. Can
these filters be adequately cleaned using just warm water and a mild
detergent?
Thanks -
Dennis Kirby
Mark-3, 912ul in
Cedar Crest, NM
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Sidetone ??? Can you tell me what that is ? I am using a handheld ICOM for a
radio also.
It looks like a nice unit in a small package, I might have to get that one as well.
Mike
--------
"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=104519#104519
________________________________________________________________________________
| From: | "mike moulai" <kiwimick(at)sfmicro.fsnet.co.uk> |
| Subject: | Re: VW Redrive Update |
Sorry but I think that is rubbish, I have hundreds of hrs on belt drive
engines with no probs.
Also Harley and Buel motorcycles are belt driven and you don't see them
snapping all the time and they are transmitting more power and more
aggressively than a VW conversion turning a prop.
Mike Moulai
Jabiru Xtra
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Sunday, April 01, 2007 7:03 PM
Subject: Kolb-List: Re: VW Redrive Update
>
> Belts are a problem, always breaking, or stripping thier teeth. The are
> good for driving alternators etc.., but for spinning a prop I would much
> rather have gears. Rotax did good when they put gears in all thier
> engines rather than going with some cheap, jury rigged solution.
>
> Redrive units have a terrible record. I hope you dont hurt yourself or
> tear up your plane when that thing fails.
>
> Mike
>
> --------
> "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=104313#104313
>
>
>
________________________________________________________________________________
| Subject: | NEED CONSTRUCTION PICTURES OF FIRESTAR ll |
Hello everyone,
could use some constuction pictures of firestar ll, email to me at
_ARKSEY(at)AOL.COM_ (mailto:ARKSEY(at)AOL.COM) or email me web site that has
pictures.....thanks in advance....
Jim Swan firestar ll 503 michigan....
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cleaning Air Filters |
Can
| these filters be adequately cleaned using just warm water and a mild
| detergent?
|
| Thanks -
|
| Dennis Kirby
Dennis K:
I have been using K&N since day one, 1984. I tried the K&N filter
cleaning fluid, soak and water, and was never happy with the results.
Right or wrong, have been washing my K&N filters with gasoline. Let
them air dry. Oil with K&N filter oil for cotton filters, let the
soak over night, and put them back on the airplane. Be careful when
you purchase filter oil. First trip to Alaska I could not find the
correct K&N oil, so settled for K&N foam air filter oil. Really had a
mess on my hands the rest of the flight.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Sidetone ??? Can you tell me what that is ? I am using a handheld
ICOM for a radio also.
|
| Mike
Mike:
Sidetone is the ability to hear yourself speaking in the headset.
Without it, especially in a noisy environment, one tends to shout,
which is not necessary. Artificial sidetone is the sidetone being
generated by the Sigtronics intercom.
john h
mkIII
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Cleaning Air Filters |
Hi Dennis,
Precisely. Mild solution of dishwashing detergent in warm water,
and I add to this a few drops of alcohol. Same solution works great to
clean windows.
Just be sure to rinse the filter well in clean water, and they can
be blow-dried with low-pressure compressed air. I let mine stand overnight
wrapped in paper towels, seems to wick the water out.
Ed in JXN
MkII/503
----- Original Message -----
From: "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil>
Sent: Monday, April 02, 2007 1:12 PM
Subject: Kolb-List: Cleaning Air Filters
>
>
>
> Kolb Friends -
>
> What's the recommended method for cleaning the K&N air filters on our
> Rotax engines?
>
> I have the prescribed K&N air filter oil ready to apply once they're
> clean. But I didn't buy their expensive filter cleaning solution. Can
> these filters be adequately cleaned using just warm water and a mild
> detergent?
>
> Thanks -
>
> Dennis Kirby
________________________________________________________________________________
| From: | "Ralph" <ul15rhb(at)juno.com> |
| Subject: | Re: Cleaning Air Filters |
I immerse the filter in a bowl filled with water and a few ounces of
liquid laundry detergent (like Tide) and let it soak for 2 days. I
remove it and rinse it thoroughly under warm water. I let it air dry
for 2 days and then oil it. It's best to have two filters. One can be
soaking while the other is on the engine.
Ralph Burlingame
Original Firestar
20 years flying it
-- "Kirby Dennis Contr MDA/AL" wrote:
Kolb Friends -
What's the recommended method for cleaning the K&N air filters on our
Rotax engines?
I have the prescribed K&N air filter oil ready to apply once they're
clean. But I didn't buy their expensive filter cleaning solution.
Can
these filters be adequately cleaned using just warm water and a mild
detergent?
Thanks -
Dennis Kirby
Mark-3, 912ul in
Cedar Crest, NM
________________________________________________________________________
Interested in getting caught up on today's news?
Click here to checkout USA TODAY Headlines.
http://track.juno.com/s/lc?s=198954&u=http://www.usatoday.com/news/front.htm?csp=24
________________________________________________________________________________
| From: | Herb Gayheart <herbgh(at)juno.com> |
Guys
I have encountered some radios that have an adjustable sidetone... The
little Australian radio for one... if the adjustment is out, one can get
too much feed back in the head set and encounter microphonics...
whistling etc.. Herb
writes:
>
>
> | Sidetone ??? Can you tell me what that is ? I am using a
> handheld
> ICOM for a radio also.
> |
> | Mike
>
>
> Mike:
>
> Sidetone is the ability to hear yourself speaking in the headset.
> Without it, especially in a noisy environment, one tends to shout,
> which is not necessary. Artificial sidetone is the sidetone being
> generated by the Sigtronics intercom.
>
> john h
> mkIII
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: VW Redrive Update |
That's a very good point!
Ron (Arizona)
========================
---- mike moulai wrote:
============
Sorry but I think that is rubbish, I have hundreds of hrs on belt drive
engines with no probs.
Also Harley and Buel motorcycles are belt driven and you don't see them
snapping all the time and they are transmitting more power and more
aggressively than a VW conversion turning a prop.
Mike Moulai
Jabiru Xtra
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Sunday, April 01, 2007 7:03 PM
Subject: Kolb-List: Re: VW Redrive Update
>
>Belts are a problem, always breaking, or stripping thier teeth. The are
>good for driving alternators etc.., but for spinning a prop I would much
>rather have gears. Rotax did good when they put gears in all thier
>engines rather than going with some cheap, jury rigged solution.
>
>Redrive units have a terrible record. I hope you dont hurt yourself or
>tear up your plane when that thing fails.
>
>Mike
>
>--------
>"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=104313#104313
>
>
--
kugelair.com
________________________________________________________________________________
| Subject: | Re: Planning a flight Oregon to Texas and on to MV |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
Arty said:
<< ... El Paso and then up to Monument Valley for the Kolb fly-in in
mid-May. Dennis Kirby - I believe you're planning to fly up this year,
but you'll be starting from AZ and will probably be taking a different
route. >>
Arty, Larry, Will U, and MV Kolbers -
I will be flying my Mark-3 to MV from the Albuquerque area.
My plan is to depart Thursday morning (17 May).
Monument Valley is approx 300 air miles from Albuquerque.
It would be great to join up with you guys as you fly up from El Paso.
John Hauck plans to RON at my airport (Sandia East, 1N1) Wednesday
night. Maybe he could join the gaggle as well, Thursday morning. Plus,
a friend of mine is also planning to fly his Challenger up to MV to join
our event.
Easiest route for airplanes with 150-mile ranges (like mine) will be
west from Albuquerque (following I-40), refuel at Grants or Gallup, then
northwest via Window Rock to Chinle, AZ. Here, I plan to land and
transfer 5 gal of fuel from my ferry tank to the main tanks. (There are
no services at Chinle.) From Chinle, it is 85 miles to Gouldings. This
route generally follows roads the whole way.
It would be fun to fly the last 300 miles to Monument Valley as a flight
of six little airplanes!
Looking forward to seeing you all again ...
Dennis Kirby
Cedar Crest, NM
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Cleaning Air Filters |
I'm not sure just what solvent they use, but I was told that ordinary dish
detergent will do fine. Spray it on the outside, let it soak, then hose it
off from the inside with a low pressure hose with no nozzle. Do NOT use
compressed air, or high pressure water. The way it was explained to me was
that the high pressure will separate the fibers in the filter media,
creating holes. You don't want holes. You may not see them with the bare
eye, but they'll be there. Lar.
On 4/2/07, Ralph wrote:
>
>
> I immerse the filter in a bowl filled with water and a few ounces of
> liquid laundry detergent (like Tide) and let it soak for 2 days. I
> remove it and rinse it thoroughly under warm water. I let it air dry
> for 2 days and then oil it. It's best to have two filters. One can be
> soaking while the other is on the engine.
>
> Ralph Burlingame
> Original Firestar
> 20 years flying it
>
>
> -- "Kirby Dennis Contr MDA/AL" wrote:
>
>
>
> Kolb Friends -
>
> What's the recommended method for cleaning the K&N air filters on our
> Rotax engines?
>
> I have the prescribed K&N air filter oil ready to apply once they're
> clean. But I didn't buy their expensive filter cleaning solution.
> Can
> these filters be adequately cleaned using just warm water and a mild
> detergent?
>
> Thanks -
>
> Dennis Kirby
> Mark-3, 912ul in
> Cedar Crest, NM
>
>
> ________________________________________________________________________
> Interested in getting caught up on today's news?
> Click here to checkout USA TODAY Headlines.
>
> http://track.juno.com/s/lc?s=198954&u=http://www.usatoday.com/news/front.htm?csp=24
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Engine mount/prop angle |
Does this look normal for a Kolb or Kolbra to you guys?
| --------
| Paul Petty
Paul:
Yep.
john h
mkIII
________________________________________________________________________________
| From: | "sonex293" <sonex293(at)gmail.com> |
It's now...
--
Michael
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104595#104595
________________________________________________________________________________
| Subject: | Re: Attending Sun and Fun 2007 |
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
If the weather is good I'll try to make it down this year!
Kip
--------
Kip
Firestar II (born September 2000)
Atlanta, GA
N111KX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104617#104617
________________________________________________________________________________
| Subject: | Re: Cleaning Air Filters |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Thanks for the warning about high pressure water Lar, I would have surely opened
up some holes [Shocked] For the Drying, a regular house fan blowing on
the filter will accelerate the process, probably be ready in a couple hours with
a good airflow over it.
Where is the best place to buy the K&N air filter Oil ?
--------
"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=104635#104635
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | helmet recommendations |
I searched the forum archives, but not much there re: helmet
recommendations....
Most everyone I know uses Comtronics or Lynx for helmets with comm, but I
was hoping there would be other (less expensive) options with good results.
Anyone with experience with helmets w/ comm have any suggestions? (And,
PLEASE name brand/model so I can find what it is you're talking about...)
Thanks!
-- Robert
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: helmet recommendations |
I built my own out of a motorcycle helmet and David Clark components
salvaged from an instrument tech's grab box.Works good. Built it for u/l's
and have hardly used it. Lar. Do
not Archive.
On 4/2/07, Robert Laird wrote:
>
> I searched the forum archives, but not much there re: helmet
> recommendations....
>
> Most everyone I know uses Comtronics or Lynx for helmets with comm, but I
> was hoping there would be other (less expensive) options with good results.
>
> Anyone with experience with helmets w/ comm have any suggestions? (And,
> PLEASE name brand/model so I can find what it is you're talking about...)
>
> Thanks!
>
> -- Robert
>
> *
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: Cleaning Air Filters |
| From: | "joe" <okjoek2000(at)yahoo.com> |
I've used these filters on cars for years. I also wash them with any mild detergent,
but always use the K&N oil. The supplies have always been available in
any auto parts store, it would be the same stuff. You get quite a few applications
out of a can.
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104668#104668
________________________________________________________________________________
| Subject: | Re: Cleaning Air Filters |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
"JetPilot" << Where is the best place to buy the K&N air filter Oil ? >>
Almost any motorcycle shop.
$8. for a 6-oz can - that'll probably last a dozen applications.
Dennis K.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb Ultrastar W & B |
| Does anyone know where the CG range lays on a Kolb Ultrastar?
|
| What sort of rates of climb can I expect in the U-star with the
stock Cuyuna 430 at Max gross weight?
|
| Ray
Ray:
Got a few minutes while my Pontiac Red Aerothane is catalysing, so
will give you my impression of the US, or a little bit of it anyhow.
Back in the day, 1984, Homer said you could hang the US from a rafter
at the main spar carry over tube, sit in the seat, and should be close
to balancing.
Most of us never went that far. If the US is built to plans it will
be within cg. There was no published cg procedure for the US, during
that early time period. Most of us would have only gotten confused.
Climb rate with a ULII02 is quite impressive. It is happy to climb at
25 mph max rate which is right on the stall. What that max rate is, I
do not know, but it is no slouch.
I have no idea what max gross weight is. I weighed about 180 lbs and
had 6 and 1 3/4 gal fuel tanks.
It is a good little airplane, but is also early 1980 expertise. It
has some weak points, depending on what model of US you have, and has
disavantages like a lot of other airplanes. I do not have time to go
into that now. Maybe later. Time to paint.
john h
mk III
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | MV2007/BRS 1050 Softpack Installation |
Gang:
I counted 26 peoples. ;-)
Have no idea how many airplanes.
At the moment, I am on coffee break. Shot the last Pontiac Red
Aerothane on the center section parts and gear legs. Now I have to
wait for tomorrow to get them moved in a very, very safe location
until they cure a bit and I can get them riveted together. This is
the time the BRS 1050 soft pack goes in the front of the center
section under a sheet of frangible haircell plastic. I use silicone
seal to seal the plastic to the sheet metal, then pop rivet it in
place. It will remain here until 2013 or sooner if needed. Using
this system for the ballistic recovery system has a lot of advantages:
1-completely inside the airframe, even the rocket. I lowered it 5
inches to get it under the plastic.
2-out of the weather which stretches the softpack life to 6 years.
The rocket is good for 12 years.
What were the other advantages? I forgot.
Tomorrow or Thursday James Tripp is coming up to help me sit the
engine on the airframe. When I get all the hoses, wires, cables,
etc., installed, I'll then start on the lexan. When the lexan is
finished, the gear legs go back on the airframe, the airframe is
hauled to Gantt IAP for wing attachment, final preflight and test
flight.
Think I can get all that done before time to go to Lakeland?
Probably. This is a usual time line. Get it ready to fly the day
before time to load it up and haul ass for Sun and Fun. hehehe
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Kolb Ultrastar W & B |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
jb92563 wrote:
> Does anyone know where the CG range lays on a Kolb Ultrastar?
>
> What sort of rates of climb can I expect in the U-star with the stock Cuyuna
430 at Max gross weight?
>
> Thanks,
>
> Ray
Did you want the climb rate before or after that Cuyuna quits :)
--------
"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=104722#104722
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb Ultrastar W & B |
| Did you want the climb rate before or after that Cuyuna quits :)
Mike B:
I cut my teeth on a Cuyuna ULII02 in 1984. It was a good engine. Did
my first cross country flights from Gantt IAP to Woodville, FL, in
that Ultrastar and Cuyuna. Was one of the first UL engines to be
equipped with CDI ignition. Was a much better system than the next
engine I had on the Firestar, a 447 Rotax with magneto and dual
points.
Have had a lot better luck with the 912 series. Out of the engines I
have flown, 912's, two engine outs, both my fault, both contaminated
fuel. The 912ULS never stopped running, ever. Hope this new one will
be as reliable, and I hope this pilot has learned some hard lessons to
prevent further engine outs. hehehe
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: MV2007/BRS 1050 Softpack Installation |
| Please be sure to post some pictures of your work on the BRS and
its
| concealment method. It's something I hope to be doing not to far
down the
| road.
| John Cooley
Hi John C:
Will do.
Should be putting it together in a couple days. Want to let the
aerothane cure a bit before I start doing some serious handling.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb Ultrastar W & B |
| I would be very interested to hear more about the US and its
good/bad points when you have time.
| Ray
The Ultrastar is a good flying little airplane with a slow roll rate.
All the Kolbs except the Fire Fly and Sling Shot are slow in roll. If
you want one to roll up quickly, get a Pitts. You are in the wrong
game.
One improtant thing to remember flying the Kolb is not try to force
the roll. Gently move the stick the way you want to go, and it will
roll.
Weak points of the Ultrastar are:
-Low prop. Catches a lot of grass, weeds, rocks, or anything else it
comes across or goes through.
-Homer's belt redrive has a weak prop shaft bearing. He used caged
ball bearings. Double tapered roller bearings would have been much
better and given the operator a way to set bearing adjustment.
-Has a 5 rib wing which gives good performance and reliability if kept
withing the flight envelope Homer dicatates.
-Wing will twist around the main spar when aileron input is too great.
Effectively cancels out input. No big deal though. My old buddy that
flew B-47's in the Air Force said that bad boy did the same thing.
First time I heard that from him, I cracked up.
Homer designed the Ultrastar for very slow flight. It does that well.
It will also fly 85 mph straight and level WOT with a ULII02 and a Jim
Culver two blade wood prop 50" X 30".
The fuselage is lightweight and it has rigid gear of thin 4130 tubing.
Easily bent if you drop it in a foot or two, especially if the wings
are not level and it hits on one gear.
Frequent engine failures in a Kolb will make a damn good pilot at out
you, especially executing successful forced landings. In the early
days, if you flew a lot, you had a lot of forced landings. I am
probably way behind the power curve on forced landings now days.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Kolb Ultrastar W & B |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
John Hauck wrote:
>
>
> Out of the engines I
> have flown, 912's, two engine outs, both my fault, both contaminated
> fuel. The 912ULS never stopped running, ever. Hope this new one will
> be as reliable, and I hope this pilot has learned some hard lessons to
> prevent further engine outs. hehehe
>
> john h
> mkIII
Can you tell us more about your fuel contamination with the 912's ? I would like
to avoid that if possible in my 912.
Thanks,
Mike
--------
"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=104777#104777
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb Ultrastar W & B |
| Dead stick landings are routine for me....glider pilot!!!
| Ray
Ray:
There is tremendous difference flying an unpowered aircraft and a
powered one that looses an engine and suddenly becomes unpowered.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Kobs and Contaminated Fuel |
| Can you tell us more about your fuel contamination with the 912's ?
I would like to avoid that if possible in my 912.
|
| Thanks,
| Mike
Mike B:
Yep. I put contaminated fuel in my tank from an unreliable source.
Both times I considered them reliable sources, but had a rude
awakening. First time was a considerable amount of water. Second
time was tiny nylon fibers from a brand new fuel pump that had not
been flushed before selling fuel. Guess what, I flushed the system
for them by buying the first 10 gal of gas. The fibers overpowered my
fuel filter.
Both cases could have been prevented had I done a fuel sample after
refueling. My fault entirely.
John W has taught me to get fuel out of airport fuel systems,
primarily, while on long cross country flights. Not worth saving a
dollar to lose an engine and break an airplane or worse, me.
john h
mkIII
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Kolb Ultrastar W & B |
>Aw gee, you mean I can't do fast 8 point rolls in my US???
>
>-Dana
Dana, of course you can!! You can do this manuever ONCE!! And, oh
yeah, you have to be completely vertical, pointed down. Mike
Welch
_________________________________________________________________
Exercise your brain! Try Flexicon.
http://games.msn.com/en/flexicon/default.htm?icid=flexicon_hmemailtaglineapril07
________________________________________________________________________________
| From: | "DANIEL WALTER" <worrybear(at)verizon.net> |
| Subject: | Re: Kolb Ultrastar W & B |
----- Original Message -----
From: "jb92563" <jb92563(at)yahoo.com>
Sent: Tuesday, April 03, 2007 11:55 AM
Subject: Kolb-List: Kolb Ultrastar W & B
>
> Does anyone know where the CG range lays on a Kolb Ultrastar?
I have the original manual for the Ultrastar, it says, with the pilot
in the seat it should balance at 25% to 30% of the wing chord. This
translates to the balance point being located in the range from 16" to 19"
from the leading edge of the wing. To check the balance, hang the Ultrastar
from a point within this 3" range, and with the pilot in the sitting in the
seat the plane should balance. The fuselage tube will be at a 10 to 12
degree angle (tail lower than front) when the airplane is considered
balanced.
Hope this helps.
Dan Walter
Palmyra PA.
Ultrastar, Ul202
________________________________________________________________________________
| From: | Kenanddenice(at)aol.com |
| Subject: | Re: Official Kolb-List Usage Guidelines |
I have forgotten how to access the site, can you help?
Ken
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
I hear a lot of comments pro and con about the Cuyuna engines (as used on
my Ultrastar). They have a bad reputation, but is it really
deserved? Certainly any high revving 2-stroke isn't going to be as
reliable as a 4-stroke, but were the Cuyunas really any worse than, say,
the Rotax 2-strokes? Or was it comparison with 4 strokes, 2-strokes being
uncommon in aircraft at that time?
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Yes, Yes, and No :)
But dont feel bad, the single cylender dual carb 12 HP crysler engine I had on
my first ultralight had a much worse reputation, and I flew it anyways ! If
I had your ultrastar with the Cuyuna, I would definately fly it. The Ultrastar
will land really slow, and should be able to land just about anywhere. Just
practice power off approaches and landings, get your landing skills down pat
so that you will be ready when it happens, and try not to fly over unlandable
terrain. There will always be times when flying where you will just be plain
screwed if the engine quites, but I try to keep that to a minimum.
JettPilot
--------
"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=104809#104809
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 10:22 PM 4/3/2007, JetPilot wrote:
>
>...If I had your ultrastar with the Cuyuna, I would definately fly
>it. The Ultrastar will land really slow, and should be able to land just
>about anywhere...
Oh, I've got no problem with flying it, I'm just trying to make sense of
what to expect. I had engine failures a couple of times in my T-Craft,
too, and that had a "real" airplane engine.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Cleaning Air Filters |
At 11:14 PM 4/3/2007, frank & margie wrote:
>I read somewhere (some years back) that it's best to not oil the
>K&N's, the backflow from the engine (2 strokes) will do the
>oiling. Seemed to work better that way on the old 377, mine and a buddys
>(easier starting, faster run up). Haven't oiled one in a long time
>now, only clean them. (Dish soap and water, low pressure water rinse
>from inside.) Anyone else remember reading that info?
I would think if you're not taking off and landing in a dusty environment,
it's might be OK (but not optimum). Lots of older planes had no air filter
at all, so that any unlucky bug in the vicinity took a trip through the
engine. Of course those old engines didn't have tiny needle bearings that
a single grain of sand could lock up, either.
I'll keep on oiling mine.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
After the discussion about 8 point rolls (yikes!) last night, I got to
thinking... why is it that most Kolbs I've seen with a BRS have it mounted
right on top of the wing root? Seems that'd be the worst possible place...
if the wings fold, having the BRS in between would seem to be the worst
possible place, no?
By contrast, the Quicksilver I was flying last year had the chute mounted
on the rear axle, firing back and slightly to the side, in a direction
likely to clear any flailing structure.
It's an academic question anyway, since I have no BRS... there is one for
my plane, but it's supposedly sitting in one of the former owner's
basements... an obsolete design that nobody will repack.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cleaning Air Filters |
| I would think if you're not taking off and landing in a dusty
environment,
| it's might be OK (but not optimum). |
| -Dana
Dana:
Lots of folks labor under the misunderstanding that once they break
ground and get up into clean air, they don't really need an
aircleaner. Might be surprised how much crude is in the air, at all
altitudes, that one can not see. Check it out. Fly all day on a
cross country. That evening check the leading edge of wings, prop,
struts, etc., and see how much crude is packed on the airplane.
Another point. Most marine applications do not use aircleaners, only
flame arrestors. Bet the air on the lake, river, and coast is full of
contamination too.
I'm going to keep using K&N filter oil on my filters also.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Oh, I've got no problem with flying it, I'm just trying to make
sense of
| what to expect. I had engine failures a couple of times in my
T-Craft,
| too, and that had a "real" airplane engine.
|
| -Dana
Dana:
I'd fly under the condition to expect any engine to fail, and without
warning.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: BRS location |
| After the discussion about 8 point rolls (yikes!) last night, I got
to
| thinking... why is it that most Kolbs I've seen with a BRS have it
mounted
| right on top of the wing root? Seems that'd be the worst possible
place...
| if the wings fold, having the BRS in between would seem to be the
worst
| possible place, no?
Dana:
I know of only one Kolb to fold the wings, a Twinstar, many years ago.
Gentleman built the airplane, test flew for a short time, and the lift
strut fitting pulled loose. He failed to install the 3/8" lift strut
tang bolts. Was flying on a few 1/8" pop rivets.
Some of us have tried pretty hard to break our Kolbs, but never had a
wing failure as a result of a failed lift strut or main spar, or
attachment bolt.
I would venture to say if the above were to happen, it would only be
one wing. But doubt very seriously anyone could do that, unless they
had a bad spar, lift strut, or piece of hardware.
My parachute recovery system is in the front of my center section.
Puts it inside the aircraft where it is sealed from the weather and
other elements. No one knows at what attitude the aircraft will be in
when something breaks. May be in normal flight attitude or it my be
inverted, or it maybe tumbing and spinning up. May not be able to get
to the activation handle because of centrifugal force.
Quicksilvers and Kolbs have practically nothing in common when it
comes to material and method of contruction. Usually, when a
Quicksilver fails a wing, it fails both. The wings tips may go up or
down, and when they do, they bring with them a tangle of steel wire
cable. For me, if I should ever fly a Quicksilver, I would have a
difficult time deciding where to plant the ballistic recovery system.
Glad I don't have to make that decision. Never flown one and don't
want to fly one. In fact, I have never flown but one other UL than a
Kolb. That was Bert Howland's personal Honey Bee in 1989.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: BRS location |
If it is a softpack, there is a parachute rigger in Kentucky who does
obsolete designs. Let me know.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "Dana Hague" <d-m-hague(at)comcast.net>
Sent: Wednesday, April 04, 2007 7:25 AM
Subject: Kolb-List: BRS location
>
> It's an academic question anyway, since I have no BRS... there is one for
> my plane, but it's supposedly sitting in one of the former owner's
> basements... an obsolete design that nobody will repack.
>
> -Dana
> --
> --
> The citizens of the United States are getting the government they deserve.
> The problem is that I'm also getting the government they deserve.
>
>
>
________________________________________________________________________________
| Subject: | Re: Securing Firestar in enclosed trailer |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
<< One thing I see from all of the trailer pictures is that they all
seem to have the plane facing backwards in the trailer. -Dana >>
Dana -
The trailer I had built for my Mark-III was an open flatbed, one axle.
For aerodynamic purposes, the airplane is secured nose forward.
It travels well this way - I've had no problems in the many miles I've
towed it. (Assuming, of course, you've properly secured the control
surfaces, and supported the wings & fuselage boom for trailering.)
See pics at George Alexander's website, under "Trailering a Kolb."
Dennis Kirby
Mark-III, 912
New Mexico
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: BRS location |
At 08:06 AM 4/4/2007, John Hauck wrote:
>I would venture to say if the above were to happen, it would only be
>one wing. But doubt very seriously anyone could do that, unless they
>had a bad spar, lift strut, or piece of hardware....No one knows at what
>attitude the aircraft will be in when something breaks. May be in normal
>flight attitude or it my be inverted...
If one wing went at, say, the lift strut, it folds up. I would think the
very next thing to happen would be the other wing then goes straight up
too, with the fuselage on its side. Either way, the BRS is blocked.
I would think the best thing would be to have the BRS firing down or to the
side. The most likely failure scenario would seem to be failed lifting or
control surfaces above the plane, with the [relatively] heavy fuselage
below, in clear air. But then a properly designed and built airframe (and
a Kolb IS properly designed!) should never fail.
Actually, my own Ultrastar took a [totally unnecessary] parachute
ride. The original owner had an engine failure, right over the airport,
and instead of flying the plane he panicked and pulled the chute. It
drifted into power lines and suffered major damage. He rebuilt it but was
afraid to ever fly it again (though friends of his did, a few times).
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
<< Blame Rotax - They build the 912 so it spun the prop in the wrong
Direction....8-) Mark >>
There may be some truth to this.
When I had the Verner engine on my Mark-III, it flew without the need
for any rudder trim tab. The prop rotated in the opposite direction of
the 912.
Now, with a 912ul on my plane, I need a fairly large trim tab to keep
the yaw string centered.
Dennis Kirby
Cedar Crest, NM
________________________________________________________________________________
| Subject: | Re: BRS location |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
d-m-hague(at)comcast.net wrote:
>
>
>
> Actually, my own Ultrastar took a [totally unnecessary] parachute
> ride. The original owner had an engine failure, right over the airport,
> and instead of flying the plane he panicked and pulled the chute. It
> drifted into power lines and suffered major damage. He rebuilt it but was
> afraid to ever fly it again (though friends of his did, a few times).
>
> -Dana
>
Given the really bad choice and lack of judgement in deploying the chute over an
airport, the fact that the owner never flew again is a good thing. Some people
just dont have what it takes to fly.....
What kind of damage did the power lines do to the plane ? Was it arcing/ melting,
or just bent from hitting the lines ?
Mike
--------
"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=104964#104964
________________________________________________________________________________
| Subject: | Re: Forced landing |
You forgot to mention that a glider will glide 30:1, whereas a typical
cessna may be 8:1. Starting at Vy, I don't think many powered aircraft
could make a 180 in 200 feet. But you're right about 600'. Using proper
technique most light aircraft should be able to make a 180 in 600 feet.
>
>
> My instructors favorite example is why a power plane pilot will ussually
> crash and burn if he losses power at 600' AGL and why Glider pilots with a
> tow failure at 200' AGL have no trouble doing a 180 turn to land back on
> the same runway.
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: BRS location |
At 09:00 AM 4/4/2007, Richard Pike wrote:
>
>If it is a softpack, there is a parachute rigger in Kentucky who does
>obsolete designs. Let me know.
I'll have to ask one of the prior owners, with luck I'll see him next
weekend. I think it's one of the old style shotgun shell (as opposed to
rocket) deployed chutes.
Also hoping I can get the center section cover from him.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Forced landing |
At 03:11 PM 4/4/2007, Richard & Martha Neilsen wrote:
>You make some good points. You also have allot more decent control in a
>glider than the average airplane without power. Those of us that have
>Kolbs with flaps have just as much..
Which brings up an interesting question. My US, of course, has no
flaps. Neither did my T-Craft, but in a full rudder slip it would drop
like a rock, so no flaps were needed. With so little side area, how
effective is a slip in an Ultrastar? In the Quick I was flying last year
slips were worthless, but that was because of the large dihedral; the
rudder overpowered the ailerons. Of course a Quick is so draggy you just
push the stick forward and dive straight at the runway.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: BRS location |
At 04:33 PM 4/4/2007, JetPilot wrote:
>Given the really bad choice and lack of judgement in deploying the chute
>over an airport, the fact that the owner never flew again is a good
>thing. Some people just dont have what it takes to fly.....
>
>What kind of damage did the power lines do to the plane ? Was it arcing/
>melting, or just bent from hitting the lines ?
I'm not sure, it was a long time ago. I know the guy the original owner
sold it to (he's another PPGer; he bought the Kolb, then without ever
flying it traded it for two ParaPlanes (bad move IMO), then got into PPG...
but I digress). Anyway, he never said anything about
arcing/melting. IIRC, I think the chute hit the lines, not the plane, but
I could be mistaken... the main damage was to the wings, which had to be
rebuilt and recovered... and to the pilot's leg, which was broken... when
he jumped out of the plane.
Yes, some people shouldn't fly.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | mkIII Center Section and BRS Installation |
Hi Gang:
Here are some photos of what I did today to finish up most of the
center section for my mkIII. Click on the file, but start at the
bottom and go up instead of top and down. For some reason the FTP
loaded them that way when I uploaded to the index page.
http://home.elmore.rr.com/jhauck/hauck%20mkIII/
The black material is frangible haircell plastic that covers the exit
through the sheet metal for the parachute. The rocket has been
lowered 5" to fit inside the center section.
Normally, the center section is built of sheet metal, lexan, and 3
nose ribs. To make the center section accept the parachute, I built 4
nose ribs with enough space for the pack tray inbetween the middle
ribs.
Hardware and rocket will be installed once the center section is on
the wings. It is a job to do, but it makes a nice clean, weather
proof installation.
Two of the inspection holes will have inspection plates installed to
help cut down some of the noise inside the cockpit.
The deployment handle is right over my forehead. I can get to it with
left, right, or both hands. It is pretty easy to find my forehead, in
normal circumstances, so maybe it will be as assist to find that
handle should I need it.
If you have any questions about the photos, please ask. I do not have
time to write about each photo. Behind the power curve trying to get
the mkIII ready to fly to Lakeland.
Still got an engine to mount and lexan to install.
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: mkIII Center Section and BRS Installation |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
The new center section looks really good John. Keep up the pace, I look foward
to seeing you and your plane at Sun And Fun.
Mike
--------
"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=104999#104999
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Forced landing |
| UStars dont seem to have much side area for a slip, but turning the
wing sideways to the direction of travel makes the wing shorter and
hence produces less lift, so you sink faster, plus you have the rudder
cranked way over and producing drag as well......but not as well as if
there was a big fuselage to create drag as well.....but still enough
to make it worthwhile I imagine....plus its fun.
|
| Ray
Ray:
How much time did you say you have in your Ultrastar?
john h
mkIII
________________________________________________________________________________
| Subject: | Re: BRS location |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
My BRS is in the center between the wings, as you can see in the attached picture.
It does make me wonder if it would deploy after a wing fialure. The structure
looks very strong overall, but the pin that attaches the wing to the center
section has always made me wonder. I have calculated the forces and they
are well below the shear level of the pin, but shear forces listed for AN hardware
do not take into account this large 1 inch spread with the wing load in
the center of the pin which creates more of a bending force, not a shear force
on the pin... I have been tempted to drill the holes out, and go with one size
larger pin, but removing material from the tongues could create its own weakness
in negative G loads....
Mike
--------
"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=105007#105007
Attachments:
http://forums.matronics.com//files/ultralightmikekolbdetail12_27_2006_040_796.jpg
http://forums.matronics.com//files/ultralightmikekolbdetail12_20_2006_068_107.jpg
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
| Subject: | Re: Forced landing |
> Can't resist asking -- you say "I rarely see a 800ft/minute power
> off climb in my Kolb."??? -- Climb?
>
________________________________________________________________________________
| Subject: | Re: mkIII Center Section and BRS Installation |
| From: | "cspoke" <cspoke(at)gulftel.com> |
John,
Your center section looks great. I'm looking forward to seeing it in person at
Sun n fun
--------
Craig Spoke
Mark 111 Xtra (in the works)
Lillian, AL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=105045#105045
________________________________________________________________________________
| Subject: | Re: Forced landing |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
jb92563 wrote:
>
>
> UStars dont seem to have much side area for a slip, but turning the wing sideways
to the direction of travel makes the wing shorter and hence produces less
lift, so you sink faster, plus you have the rudder cranked way over and producing
drag as well......but not as well as if there was a big fuselage to create
drag as well.....but still enough to make it worthwhile I imagine....plus its
fun.
>
> Ray
Maximum yaw in a kolb is maybe 15 degrees.... If you do the math of how long the
wing is in relation to the air hitting it, at maximum yaw you may effectively
shorten the wing a couple inches. In other words, you shortening a Kolb wing
a couple inches has zero noticiable effect in sink. Its the extra drag created
by a sideslip that does it.
Mike
--------
"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=105046#105046
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: BRS location |
I had exactly the same thought and concern, so made spacers out of scrap
tubing to hold the strut against one side of that 1" spread. Prob'ly makes
no difference, but I feel better. Lar.
On 4/4/07, JetPilot wrote:
>
>
> My BRS is in the center between the wings, as you can see in the attached
> picture. It does make me wonder if it would deploy after a wing
> fialure. The structure looks very strong overall, but the pin that attaches
> the wing to the center section has always made me wonder. I have calculated
> the forces and they are well below the shear level of the pin, but shear
> forces listed for AN hardware do not take into account this large 1 inch
> spread with the wing load in the center of the pin which creates more of a
> bending force, not a shear force on the pin... I have been tempted to drill
> the holes out, and go with one size larger pin, but removing material from
> the tongues could create its own weakness in negative G loads....
>
> Mike
>
> --------
> "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=105007#105007
>
>
> Attachments:
>
>
> http://forums.matronics.com//files/ultralightmikekolbdetail12_27_2006_040_796.jpg
>
> http://forums.matronics.com//files/ultralightmikekolbdetail12_20_2006_068_107.jpg
>
>
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
>>>>>>>>>>>
I had exactly the same thought and concern, so made spacers out of scrap
tubing to hold the strut against one side of that 1" spread. Prob'ly makes
no difference, but I feel better. Lar.
On 4/4/07, JetPilot wrote:
My BRS is in the center between the wings, as you can see in the attached
picture. It does make me wonder if it would deploy after a wing fialure.
The structure looks very strong overall, but the pin that attaches the wing
to the center section has always made me wonder. I have calculated the
forces and they are well below the shear level of the pin, but shear forces
listed for AN hardware do not take into account this large 1 inch spread
with the wing load in the center of the pin which creates more of a bending
force, not a shear force on the pin... I have been tempted to drill the
holes out, and go with one size larger pin, but removing material from the
tongues could create its own weakness in negative G loads....
Mike
<<<<<<<<<<<<<<
but the pin that attaches the wing to the center section has always made me
wonder.
The pin that attaches the wing to the center section has never been my
concern.... I would think that the pressure on that pin is straight in
toward the center section.... think about it, in flight the wing is held
down by the lift strut,,, attached in the center.... if the lift is equal
on the outboard half compared to the inboard half... all the weight is
being held by the lift strut... and because it is attached at an angle,
the force on the wing attach point is inward. Not up.... the bolts that
holds the most stress would be the lift strut attach points.
Boyd
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
> Can't resist asking -- you say "I rarely see a 800ft/minute power
> off climb in my Kolb."??? -- Climb?
>
I've been there and done that.... flying at about 6500 to 7000 ft along the
rocky mountains.... I hit a mountain wave that lasted for around 4 miles.
I noticed the altitude going up "fast" so I pulled the power and I was
still going up.... pulled in some flaps so I could really push the nose
over and by the time I got out of the wave I was holding 10,000 ft. Trying
to outguess my situation, I was probably in a 700 to 800 ft a min decent
configuration, had I been in calm air. But in reality was going up at 1000
ft/min. Making the wave 1700 to 1800 f/min. one of my worst fears at the
time is I would hit the down side of the wave and wish I had more space
between me and the ground. This was in a valley with the end shaping into
a bowl, and the wind blowing down the valley hit the end and had nowhere to
go but up. Very little turbulence,, just a very smooth ride to the sky.
Boyd
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Covering repair |
| FOR A 6 INCH TEAR I STRONGLY SUGGEST REMOVING THE SAIL AND HAVING
A
| PATCH SEWN
| IN PLACE......
| FOR A LITTLE HOLE TRY THIS http://www.tear-aid.com
|
|
|
| Mark Vaughn
Mark V:
First, I was going to ask you how to remove the sail, but changed my
mind.
In fact, did not know we were using sails on Kolbs.
Most use polyester dacron and the old Stitts covering process, which
was supplied with the Ultrastar kits, and later renamed Polyfiber
process.
Correct fabric covering and repair procedure is imperative to safe
flight.
Suggest you contact Jim and Dondi Miller, 1-877-877-3334, and get your
fabric problem sorted out.
That is the correct number. I went as far as to call Jim and say
hello.
Kolbs don't fly well without fabric.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Covering repair |
Hi John
Yea I thought I was responding to another List I belong too..
it read like a HangGlider sail Repair question.... My Apologies..
Mark Vaughn
-----Original Message-----
From: jhauck(at)elmore.rr.com
To: kolb-list(at)matronics.com
Sent: Thu, 5 Apr 2007 11:57 AM
Subject: Re: Kolb-List: Covering repair
| FOR A 6 INCH TEAR I STRONGLY SUGGEST REMOVING THE SAIL AND HAVING
A
| PATCH SEWN
| IN PLACE......
| FOR A LITTLE HOLE TRY THIS http://www.tear-aid.com
|
|
|
| Mark Vaughn
Mark V:
First, I was going to ask you how to remove the sail, but changed my
mind.
In fact, did not know we were using sails on Kolbs.
Most use polyester dacron and the old Stitts covering process, which
was supplied with the Ultrastar kits, and later renamed Polyfiber
process.
Correct fabric covering and repair procedure is imperative to safe
flight.
Suggest you contact Jim and Dondi Miller, 1-877-877-3334, and get your
fabric problem sorted out.
That is the correct number. I went as far as to call Jim and say
hello.
Kolbs don't fly well without fabric.
john h
mkIII
________________________________________________________________________
from AOL at AOL.com.
________________________________________________________________________________
| Subject: | Re: power off climb |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Great pictures and illistrations. Makes me want to go out and find some lenticular
clouds to play in [Wink] Unfortunately, we dont get those to often here
in Florida :(
Mike
--------
"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=105180#105180
________________________________________________________________________________
| Subject: | Re: power off climb |
MIKE
Maybe not but your EAST WEST convergence is AWESOME...
With those sort of N to S cloud streets you don't need those
Lenticulars 8-)
Some buddies went to the GA boarder last weekend from Rt 4 in Orlando
They said all along the way it was 800 UP..... Talking about good Gas
Mileage 8-) hahaaha
Oh they were in HangGlider BTW 8-)
Mark
-----Original Message-----
From: orcabonita(at)hotmail.com
To: kolb-list(at)matronics.com
Sent: Thu, 5 Apr 2007 2:24 PM
Subject: Kolb-List: Re: power off climb
Great pictures and illistrations. Makes me want to go out and find
some
lenticular clouds to play in [Wink] Unfortunately, we dont get those
to often
here in Florida :(
Mike
--------
"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=105180#105180
________________________________________________________________________
from AOL at AOL.com.
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
| Subject: | STS RADIO & FLIGHTTECH INTERCON |
I have a STS hand held and recently purchased a ITC-2001-ENR1 Flight
Tech noise reduction intercom. I couldn't find any were to purchase a
patch cord to hook it up so I took it to a aircraft radio shop to have
him build one.. He said they were not compabile all he got was a squeal.
Has any one got this combination or is the tech right? I was under the
impression that he did not want to screw with it.
Rick Pearce MK3 912ULS
________________________________________________________________________________
| Subject: | Re: Forced landing |
| From: | "Thom Riddle" <thomriddle(at)adelphia.net> |
Ray,
Your statement about best glide speed being about 1.2 times stall speed got me
to thinking a bit (dangerous at times). This number may be fairly close for gliders
with high aspect ratio wings but is not quite accurate for airplanes that
generally have far lower aspect wings.
Attached is a spreadsheet showing TYPICAL V speeds for light aircraft in the approximately
100 mph cruise speed range. For slower aircraft with similar aspect
ratios (like most Kolbs) the ratio between the various speeds and the RANGE
of speed between stall and max. continous cruise holds fairly constant. The spreadsheet
also contains a column that shows an airplane with a max. continuous
cruise speed of 85 and stall of 35. You can plug in the numbers for your airplane
in the two yellow fields and the blue fields will automatically be calculated.
These numbers are for calm wind conditions (glide and climb angles). Adding 1/2
the headwind component or subtracting 1/2 the tailwind component is a good approximation
of how to modify the ANGLE speeds, as Ray said.
None of these numbers are carved in stone but are very good first order approximations
for most airplanes with typical aspect ratio wings.
If you don't have spreadsheet software and want to know what the calculations for
your airplane would be, send me an email with your max. continous cruise speed
and your stall speed (without flaps) and I'll be glad to send you the numbers.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=105221#105221
Attachments:
http://forums.matronics.com//files/v_speeds_estimator_445.xls
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: re brs location |
I misread that this morning, and my answer doesn't exactly apply. Boyd's
answer sounds good to me. The one I was worried about was the lower strut
attachment point, just above the axle, and that's where I put my spacer to
hold the strut against one side. That one Does have a lot of stress on
it. Lar.
On 4/5/07, boyd wrote:
>
>
> >>>>>>>>>>>
> I had exactly the same thought and concern, so made spacers out of scrap
> tubing to hold the strut against one side of that 1" spread. Prob'ly
> makes
> no difference, but I feel better. Lar.
>
>
> On 4/4/07, JetPilot wrote:
>
> My BRS is in the center between the wings, as you can see in the attached
> picture. It does make me wonder if it would deploy after a wing fialure.
> The structure looks very strong overall, but the pin that attaches the
> wing
> to the center section has always made me wonder. I have calculated the
> forces and they are well below the shear level of the pin, but shear
> forces
> listed for AN hardware do not take into account this large 1 inch spread
> with the wing load in the center of the pin which creates more of a
> bending
> force, not a shear force on the pin... I have been tempted to drill the
> holes out, and go with one size larger pin, but removing material from the
> tongues could create its own weakness in negative G loads....
>
> Mike
> <<<<<<<<<<<<<<
>
> but the pin that attaches the wing to the center section has always made
> me
> wonder.
>
> The pin that attaches the wing to the center section has never been my
> concern.... I would think that the pressure on that pin is straight in
> toward the center section.... think about it, in flight the wing is held
> down by the lift strut,,, attached in the center.... if the lift is
> equal
> on the outboard half compared to the inboard half... all the weight is
> being held by the lift strut... and because it is attached at an angle,
> the force on the wing attach point is inward. Not up.... the bolts that
> holds the most stress would be the lift strut attach points.
>
> Boyd
>
>
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Man that looks like fun ! I kept expecting to see dust kicked up by the wheels
flying low across the desert. What kind of engine do you have on your firestar
and what speed / RPM do you cruise at ?
I remember you having an engine out last year, and having a forced landing due
to a spark plug cap comming lose. Can you tell me what caused it to come loose
and what the fix is ?
Mike
--------
"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=105225#105225
________________________________________________________________________________
| Subject: | Kolb Wing Attach Points |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
The two pins on each end of the wing strut have the most force on them then the
pins in the center section, but not a huge amont... The two strut pins have something
like 25 % more force on them than the pin that attaches to the wing center
section. But the huge bending moment caused by that large 1 inch gap
makes that one the one that will fail first... What it takes to bend that pin
at a one inch spread, I cannot find a spec on that anywhere. I would be ok
with this on a FireStar, or FireFly, but not on a heavy MK III. Have you ever
seen how thick the wing attach bolts are on a J-3 Cub, they are about twice
the streingth of what the MK III is for the same weight class plane.
To help this, I have gone to NAS hardware which is about 20 % stronger than AN
hardware, and I am using a bolt and nut, so that if it does bend, one end will
not pull out. I will be drilling that out and going to a bigger diameter bolt
there just to be sure. I would also like to drill out and go one size bigger
bolts on the strut ends, but it it might remove to much material from the
ends and cause weakness in the 4130 metal of the wing strut end, so I will not.
These have much less bending moment, so are not as likely to fail as the
center section as can be seen in the pictures below. Larry had a good idea of
putting a spacer in the lower attach point pin to keep the stress to one side
of it. That will put almost all the stress on one side of the fitting, but
will keep that bolt stressed in sheer instead of bending force. I will use a
bunch of washers to do this. I will also be careful to make sure I do not put
to many in so that it does not cause this fitting to be tight. Making this
tight instead of free floating could cause fatigue on the strut end and cause
a fialure over time. Remember the tail that fatigued fialed when its foward
fitting was not allowed to float free ?
Attached are pictures so you all can see what I am talking about, and if any one
has any more ideas or sees something I dont by all means respond to this thread.
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=105230#105230
Attachments:
http://forums.matronics.com//files/ultralightmikekolbdetail01_08_2007_09_124.jpg
http://forums.matronics.com//files/ultralightmikekolbdetail01_08_2007_15_684.jpg
http://forums.matronics.com//files/ultralightmikekolbdetail01_08_2007_05_114.jpg
http://forums.matronics.com//files/ultralightmikekolbdetail01_08_2007_04_167.jpg
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Kolb Wing Attach Points |
OUCH ! THAT HURT !
On Apr 6, 2007, at 6:36 AM, pat ladd wrote:
> If you accelerate a Mark111 with a Jabiru engine full throttle over
> about 50 yards from a standing start and hit a vertical RSJ with
> the port wing just outside the lift strut attachment point it will
> bend the front attachment pin approc 3/16 of an inch. It will also
> distort the cockpit cage.
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Listers, the following is a note I sent to Thom Riddle. -Too lazy
to retype it.
Just wondering if any of you got the same request and your opinions.
BB, still haven't wandered down to the workshop to visit my lonely
MkIII
>
> Good morning Thom, Did you get the mailing from the FAA this past
> winter to fill
> out the online questionnaire? It consisted of what avionics you
> have on board.
>
> I did, with some hesitation, fill it out. Laughable because I had
> none of the listed
> gadgets. My concern is with the user fee subject being tossed
> around now.
>
> Back in the 70s I used to return a form to the feds stating how
> many hours I had
> flown my plane each year. -seemed harmless until one day I received
> a bill from
> the IRS for several back years of the "air use tax". I'm not
> making this up.
> Several hundred dollars including interest and penalty. This being
> at a time when
> I had a young family and money was tight. I had not a clue
> beforehand that such a tax
> existed and was especially galling in that the FAA provided me with
> zero services.
> -Still don't.
> So I don't think I'm being paranoid on the subject, just suspicious.
> BB
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
| Subject: | Re: Monument Valley 2007 |
Gnaw, not choclit, it's (bi)Carbonate!
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
do not archve
________________________________________________________________________________
| From: | "Paul Petty" <paulpetty(at)myway.com> |
Hey guys,
I came up with this idea for a good ground attach point for the ground cable to
airframe point. Its a GM side post extention that is made for external amps in
cars and I think it will work better than just bolting the cable end to the
airframe. It is made out of brass and with dieletric compound should make a nice
solid connection. If any want the part number let me know. They are available
at any NAPA store. Also there is a "thinner" 3/8" nut for the back side of
it that can be found on a GM starter. It leaves the "2 threads" extruded that
the DAR's like. Someone may can come up with an AN nut. I just robbed a starter
and used the star shaped locking washer. [Wink]
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=105359#105359
Attachments:
http://forums.matronics.com//files/p4050038_118.jpg
http://forums.matronics.com//files/p4050039_163.jpg
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Kolb Wing Attach Points |
At 08:06 PM 4/5/2007, JetPilot wrote:
>
>The two pins on each end of the wing strut have the most force on them
>then the pins in the center section, but not a huge amont... The two strut
>pins have something like 25 % more force on them than the pin that
>attaches to the wing center section. But the huge bending moment caused
>by that large 1 inch gap makes that one the one that will fail
>first... What it takes to bend that pin at a one inch spread, I cannot
>find a spec on that anywhere....
>To help this, I have gone to NAS hardware which is about 20 % stronger
>than AN hardware...
I've been kinda wondering about that too, so I looked at the numbers. On
my Ultrastar, the wing attachment with the 1" gap is in the rear, using a
1/4" diameter clevis pin. That pin is rated at 7360# double shear, which
would seem to be no problem... but it's not really loaded in
shear. Bending is indeed another matter. Figuring the bending loads on
that pin very roughly, if the fitting is exactly in the center and is 1/8"
thick, the clevis pin will hold 877# (with no safety factor). If you can
space it all the way to one side, then the single shear strength of 3680#
would be in effect... but on the Ultrastar you can't control where it ends
up. However, on the US this attachment sees only drag loads so it's
probably OK... though there would be added loads due to aileron
deflection. Does make me wonder if there was ever a published maneuvering
speed for this plane, though...
If the gap at a fitting is less than 1", the bending stresses on the pin go
down proportionately. A 5/16" pin is 1.56X as strong in shear and 2.44X as
strong in bending; a 3/8" pin is 2.25X and 5.06X, respectively. Good
design practice dictates that a fitting be designed so that it can be
drilled out for the next larger size fastener if necessary (in case of
wear), but not necessarily the next size over that.
On the lift strut and inboard wing attachment at the main spar, the wing
strut takes the bulk of the vertical load (exactly all the vertical load
if it attaches exactly at the midpoint of the wing panel). However, the
tension in the lift strut is twice the vertical load (assuming a strut
angle of 30, which is about right), thus the tension in a lift strut is
approximately equal to the airplane's weight plus any tail downforce. I
don't know how much gap there is on the later models' strut attachment but
on the US it's a pretty close fit.
On the forward wing root attachment, there's little or no vertical load,
but it has to oppose the inward force from the lift strut, which is the
strut tension times cos(30) or 87% of the plane's weight... so that's the
force on that pin or bolt.
Of course, none of the above takes into account flight load factors or
required safety factors.
I don't know the specs of the NAS hardware you're using, but I'm not sure I
like that idea... I hate to second guess the designer, especially on a
proven design, and a stronger bolt will be more brittle... fatigue may
become an issue, especially if the bolt gets worn or nicked.
Eeek, too much thinking for a Friday night... :)
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| Subject: | Re: Kolb Wing Attach Points |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Hi Dana,
That is a very good analisys of the loads on the pins, where did you get the figures
for bending the pins across 1 inch ? According to your figures, the pin
is only 1/10 th as strong when the load is bending instead of sheer, which seems
about right.
There is very little force on the trailing edge attachment of a Kolb, I would not
worry at all about that. My MK III weighs almost 3 times what the Ultrastar
and the Firefly do, but uses the same size pins... What is not an issue on
some planes could be on others.
The one thing I think you got wrong is the stress on that center pin that I am
talking about. It is more than the weight of the airplane. With the struts at
45 degrees it would be the the same as the aircraft weight, having the strut
go out at a 60 degree angle from vertical makes it 1.7 times the weight of the
plane, or 1700 pounds at 1 G on my MK III. The spar is being forced inwards
by the struts at a 60 degree angle from the load, I think you just used the
wrong part of the triangle.
NAS 6600 hardware is used as aircraft structrual bolts, and is used in many airplanes
for very high stress wing spar attachment ( Low wing planes with no struts
). This type of bolt was recommended to me by an airline structrual inspector.
I searched the applications and confirmed this to be true before switching
bolts.
To put the next size bigger pin in, I will have to be careful to drill the holes
larger only inwards, taking care not to make the holes any closer to the edges,
but there is plenty of material to do this. See the attached picture.
--------
"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=105403#105403
Attachments:
http://forums.matronics.com//files/ultralightmikekolbdetail01_08_2007_11_416.jpg
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Kolb Wing Attach Points |
At 11:35 PM 4/6/2007, JetPilot wrote:
>
>That is a very good analisys of the loads on the pins, where did you get
>the figures for bending the pins across 1 inch ? According to your
>figures, the pin is only 1/10 th as strong when the load is bending
>instead of sheer, which seems about right.
I just treated the pin as a small beam in bending, supported at the ends,
and calculated the stresses.
>There is very little force on the trailing edge attachment of a Kolb, I
>would not worry at all about that. My MK III weighs almost 3 times what
>the Ultrastar and the Firefly do, but uses the same size pins... What is
>not an issue on some planes could be on others.
At low AOA (i.e. cruise) the loads are very low. At high AOA the drag
loads can become significant... I guess a good reason not to do high speed
accelerated stalls or snap rolls in these planes.. . :)
>The one thing I think you got wrong is the stress on that center pin that
>I am talking about. It is more than the weight of the airplane.
No, remember that each wing holds only half of the plane's weight.
>NAS 6600 hardware is used as aircraft structrual bolts, and is used in
>many airplanes for very high stress wing spar attachment ( Low wing planes
>with no struts ). This type of bolt was recommended to me by an airline
>structrual inspector. I searched the applications and confirmed this to
>be true before switching bolts.
It may very well be fine, probably is, I haven't seen the actual specs for
those fasteners.
Hopefully I can get some work done on my plane this weekend (including
replacing all the fasteners we've been discussing with new ones) so I can
have it done in time for Homer's fly-in...
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "joe" <okjoek2000(at)yahoo.com> |
That is very clean looking, and should be a solid ground.
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=105430#105430
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Kolb Wing Attach Points |
At 09:01 AM 4/7/2007, DANIEL WALTER wrote:
>I believe it was the Ultrastar wing that was tested to failure, I think the
>pins in question all surived. Dennis would know for sure.
Yes, he beat on it until the drag strut (which the pin is on the end of)
failed in compression. The design was changed to reinforce the drag strut
and they called it good enough.
Took balls with only a hand thrown parachute...
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Kolb Wing Attach Points |
Oh come off it.
There are hundreds of Kolbs out there and there are even a few Kolbs that
have thousands of hours on them with in-flight loads over gross and the has
never been even a bent pin (from flight loads). That's not to say there
isn't maybe a good idea to put spacers in but....
Also that plane that Dennis folded the wing on was one of the newer kolbs
(maybe a MKII). He had to really really work at it to get it to fail. Also
they didn't just fix the drag strut and call it good enough!!! They fully
inspected the wing. If the attach point pins were bent in any way they would
have fixed that also. This wasn't just some required test that they went
thru (it isn't required and no one else cared enough to do this). The point
was they cared enough make sure it was safe. Just don't go fixing something
not broken and make it fail
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Dana Hague" <d-m-hague(at)comcast.net>
Sent: Saturday, April 07, 2007 9:24 AM
Subject: Re: Kolb-List: Re: Kolb Wing Attach Points
>
> At 09:01 AM 4/7/2007, DANIEL WALTER wrote:
>
>>I believe it was the Ultrastar wing that was tested to failure, I think
>>the
>>pins in question all surived. Dennis would know for sure.
>
> Yes, he beat on it until the drag strut (which the pin is on the end of)
> failed in compression. The design was changed to reinforce the drag strut
> and they called it good enough.
>
> Took balls with only a hand thrown parachute...
>
> -Dana
> --
> --
> The citizens of the United States are getting the government they deserve.
> The problem is that I'm also getting the government they deserve.
>
>
>
________________________________________________________________________________
| From: | "Doug Wetzel" <dougwe(at)comcast.net> |
| Subject: | Re: Monument Valley 2007 |
After watching the list for years and wishing my schedule would allow me to
get to MV, plans finally came together this week, and this year looks like
the one. It's been frustrating, since I actually live in Utah - but put me
on the list of whatever activities there might be. We will be staying in
Mexican Hat rather than at Goulding's so reservations are all handled.
Doug Wetzel
Lurking since 2001
________________________________________________________________________________
| Subject: | Re: VW Redrive Update |
| From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
> Belts are a problem, always breaking, or stripping thier teeth. The are good
for driving alternators etc.., but for spinning a prop I would much rather have
gears.
Was comparing two ribbed drive belts the other day (about 3" wide x 24" circumference).
Could hardly tell the difference between them.
One was brand new, the other had 1,000 hrs on it !
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=105485#105485
________________________________________________________________________________
| Subject: | Re: Kolb Wing Attach Points |
In a message dated 4/7/2007 11:23:33 A.M. Eastern Daylight Time,
NeilsenRM(at)comcast.net writes:
That's not to say there
isn't maybe a good idea to put spacers in but....
Hi Rick,
I agree with you that no change is required but the idea of the spacers was
to give some peace of mind to those that do not believe in the tried and
tested method. I also think that if done improperly the spaces could cause harm.
For the record, I use the factory method.
Steve B
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Kolb Wing Attach Points |
At 11:22 AM 4/7/2007, Richard & Martha Neilsen wrote:
>There are hundreds of Kolbs out there and there are even a few Kolbs that
>have thousands of hours on them with in-flight loads over gross and the
>has never been even a bent pin (from flight loads). That's not to say
>there isn't maybe a good idea to put spacers in but....
>
>Also that plane that Dennis folded the wing on was one of the newer kolbs
>(maybe a MKII). He had to really really work at it to get it to fail.
No, it was an Ultrastar:
http://forums.matronics.com/viewtopic.php?p=19920
I'm not worried about it, myself... as an aeronautical engineer, I was
curious about it from an academic standpoint. I'm leaving my plane stock,
as designed.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| Subject: | Fiberglass Fuel Tank |
To All,
Just got done building my fuel tank for my Firefly that I pulled from a mold
I built last week.
I have not drilled and tapped the holes for the fittings yet but the hard
points are in place for a pickup in the small sump in the bottom, a vent in the
bump on top and an upper and lower fitting for a sight gauge. Total weight is
a mere 2.5 lbs including the Usher Aviation filler cap. It is sized for a
direct drop in for the Firefly. I will let you know how it works in a few weeks.
Steve Boetto
Firefly 007 on Floats
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Kolb Wing Attach Points |
Greetings,
In the 11 years I have been a list member, every once in a while, I read
with great amusement how people want to change Homer's design because they feel
they can do a better job. IMHO nothing is going to just break if you build it
to plans so stop worrying so much.
Regards,
Guillermo Uribe
FireStar II N4GU
El Paso, TX
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "Tom Deiulio" <tpd47(at)earthlink.net> |
| Subject: | Assembly manual on CD |
Does anyone know when Kolb will release the MkIII Xtra assembly manual
on CD? I have original "classic" paper plans from the mid 90's. In the
mean time if anyone has any details (photos of your own project or
perhaps a snippet of the official plans) of the wing tip bow and
supporting members from the end of the spar tube outward that would be
great. The paper plans are vague at best in this area. I appreciate any
help. Thanks.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Kolb Wing Attach Points |
At 04:11 AM 4/8/2007, Larry Cottrell wrote:
>Then one could safely surmise that you just enjoy being a "Devils
>Advocate", or something painful like that! :-/
>
>The most likely failure of any part in a Kolb is always going to be the brain.
The design had me a little nervous, after looking at my own plane. This
discussion (which I didn't start) got me thinking about it... after
analyzing it I came to the conclusion (surprise, surprise) that Homer knew
what he was doing. :)
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| Subject: | Re: Kolb Wing Attach Points |
In a message dated 4/7/2007 4:08:38 P.M. Eastern Daylight Time,
WillUribe(at)aol.com writes:
Greetings,
In the 11 years I have been a list member, every once in a while, I read
with great amusement how people want to change Homer's design because they feel
they can do a better job. IMHO nothing is going to just break if you build it
to plans so stop worrying so much.
Regards,
Guillermo Uribe
FireStar II N4GU
El Paso, TX
Um witcha !00% buddy!!
George Randolph
firestar driver from theVillages, Fl
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
In a message dated 4/4/2007 8:36:35 A.M. Eastern Daylight Time,
worrybear(at)verizon.net writes:
Dana, In my opinion, the Cayuna with the single Mikuni carb is very
sensitive to jetting, Once you get the jetting matched to the seasons and
airplane you should be able to get away with three main jet changes a year.
You need to pay close attention to the EGT's, too low and you will foul the
plugs and too high and you will sieze. If you don't have a manual for the
cayuna and mikuni you should get one.
Dan Walter
Palmyra, PA
Ultrastar, UL202
Dana I had a Cuyuna on my pterodactyl and it failed several times and
usually I did not know why, but now I think I do. I had no EGT on the plane and
if
I had I would have learned not to let the temps exceed a certain amount based
on the positioning of the EGT probe at the exhaust stack. It almost always
"froze" before bombing me with silence, but as a glider pilot I just flew it
in. Caused me to think of the engine as merely an assist.... a way to bore a
hole in the sky without an extra plane attached.Of course that is the reason
why I never did develop cross country skills though.
As Dan says, I think they would have been reliable if the EGT were a part of
the engine. In those '80s almost no one had EGTS.
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)pa.net> |
| Subject: | Re: Kolb Wing Attach Points |
Re: Pins & some anecdotal evidence:
I recall a number of collisions, crashes and other instances where Kolbs
have come to unusually abrupt stops. I recall seeing the square tubing to
which the wing tabs are attached ripped in half - but I have never seen a
failed pin. So, for crash loading (and probably inflight loading as well)
you will probably have more productive time worrying about the strength of
the tube to which the pin is attached because it appears to be the weaker
link. Personally I have spent more time thinking about the safety pin
falling out or ... thinking if I actually installed the pin or not. When
you land and are putting the airplane away and find an unused safety pin ...
then you'll spend more time thinking / worrying about more worthwhile
things.
Dennis
>There are hundreds of Kolbs out there and there are even a few Kolbs that
>have thousands of hours on them with in-flight loads over gross and the
>has never been even a bent pin (from flight loads).
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Happy Easter - Sorry about the rabbit. |
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)pa.net> |
| Subject: | Re: Kolb Wing Attach Points |
Oops, I should quickly add that I have never heard of a safety pin falling
out, so no basis for that irrational concern either :-)
Dennis
-----Original Message-----
From: Dennis Souder [mailto:flykolb(at)pa.net]
Sent: Saturday, April 07, 2007 6:29 PM
Subject: RE: Kolb-List: Re: Kolb Wing Attach Points
Re: Pins & some anecdotal evidence:
I recall a number of collisions, crashes and other instances where Kolbs
have come to unusually abrupt stops. I recall seeing the square tubing to
which the wing tabs are attached ripped in half - but I have never seen a
failed pin. So, for crash loading (and probably inflight loading as well)
you will probably have more productive time worrying about the strength of
the tube to which the pin is attached because it appears to be the weaker
link. Personally I have spent more time thinking about the safety pin
falling out or ... thinking if I actually installed the pin or not. When
you land and are putting the airplane away and find an unused safety pin ...
then you'll spend more time thinking / worrying about more worthwhile
things.
Dennis
>There are hundreds of Kolbs out there and there are even a few Kolbs that
>have thousands of hours on them with in-flight loads over gross and the
>has never been even a bent pin (from flight loads).
________________________________________________________________________________
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
BUDDY
YOU BEST FUEL UP AND BOOOOOGY..
THE KIDS ARE LOADING THEIR GUNS...
HAHAHAHAHHAHA
THATS GREAT! IS/ WAS THAT A SNOWSHOE ?
Mark Vaughn
-----Original Message-----
From: possums(at)bellsouth.net
Sent: Sat, 7 Apr 2007 6:31 PM
Subject: Kolb-List: Happy Easter - Sorry about the rabbit.
________________________________________________________________________
from AOL at AOL.com.
________________________________________________________________________________
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
> Wow, I sure am glad that Christianity has nothing to do with
rabbits or Ishtar eggs...
They're both fairy
tales.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Kolb Wing Attach Points |
At 04:41 PM 4/7/2007, Paul Petty wrote:
>...If the tiny pin is so strong why are the struts so masive? And have 6
>AN bolts in each one?
I couldn't really say, not being familiar with the newer Kolbs... but I'd
guess that they're way stronger than they need to be in tension (normal
flight), but need to be that strong to handle compression (negative g's and
landing loads) without buckling.
Dunno 'bout the 6 AN bolts, perhaps to spread the load out on the thinwall
tubing?
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 05:10 PM 4/7/2007, GeoR38(at)aol.com wrote:
>Dana I had a Cuyuna on my pterodactyl and it failed several times and
>usually I did not know why, but now I think I do. I had no EGT...
Friend of mine had a 'dac with a Cuyuna, never had a failure. My US has
both EGT and CHT (on the rear cylinder) and you can be sure I will keep an
eye on them.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Friend of mine had a 'dac with a Cuyuna, never had a failure. My
US has
| both EGT and CHT (on the rear cylinder) and you can be sure I will
keep an
| eye on them.
|
| -Dana
Dana:
Hope you have a very quick eye.
Don't recall an EGT or CHT preventing a two stroke failure. Usually,
when it happens, it happens so quick the last thing you will think of
looking at will be the instruments.
john h
mkIII
________________________________________________________________________________
| From: | "joe" <okjoek2000(at)yahoo.com> |
Would you say a Twinstar is close to a Mark III? Is it close, just not as wide?
Does it perform about the same?
Just curious,
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=105569#105569
________________________________________________________________________________
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
This is from a guy who believes Fairies have Tails and who screen names
now snuffy hahahahahahaha
Given the lack of a signature to his obvious expression of disbelief
in our Savior I'm betting he doesn't mind
if we all believe he's covered in FEATHERS and his worse night mare is
a white haired Gentleman better
known to us all as the Colonel.................. Buck Buck Buck Buck
hahahahahahahahaha
Hey snuffy your half right....
Oh and BTW maybe next time you should consider being
FoghornLeghorn(at)usol.com hahahahahaha 8-)
Be proud of your Faith...... Happy Easter to you all... He has Risen
Hey Suffy FYI he didn't use a Rotax to get there 8-) hahahahahaha
Mark Vaughn
-----Original Message-----
From: snuffy(at)usol.com
To: kolb-list(at)matronics.com
Sent: Sat, 7 Apr 2007 8:46 PM
Subject: Re: Kolb-List: Happy Easter - Sorry about the rabbit.
> Wow, I sure am glad that Christianity has nothing to do with
rabbits or Ishtar eggs...
They're both fairy
tales.
________________________________________________________________________
from AOL at AOL.com.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Kolb Wing Attach Points |
Michael,
I got to wondering what would be the load and stress condition on the strut
and main wing attachment pins for the FireFly. I took some measurements
from the FireFly. I found:
Distance from upper fuselage pin to end of wing - 10.5 feet
Distance from upper fuselage pin to upper strut pin - 3.83 feet
Angle of strut to wing - 45 degrees.
Assuming a gross weight of 500 pounds, one can simulate the loading by
placing a point load of 250 pounds at the center of the wing. Below is a
crude representation of the wing. "A" represents the upper fuselage pin.
"B" represents the upper strut pin(s). "L" is the lift concentrated at the
center of the wing over the main spar. We can get away with this because we
are interested in pin loads and not the stress distribution of the main
spar. "y-up" indicates the load pin is up, etc.
y-up y-up
A<----3.83'---->B<-1.42'->L<-------------5.25'------------|
y-down 250#
Summing the moments about Pin A gives:
5.25' x 250# - By x 3.83' = 0
By = 5.25x250/3.83 = 343#
Summing forces in Y gives Ay = 343 - 250 = 93# up
Looking at the strut attachment, we know it lies at a 45 degree angle.
Therefore we know that Bx has to have a value of 343 pounds. Multiplying by
the square root of two tells that the upper strut attachment pins must share
485 pounds and this total load must be carried by the single lower pin. The
upper wing support pin must with stand the square root of 93 squared plus
343 squared, which equals 355 pounds.
Therefore for a one g the loads are:
Wing fuselage attachment pin -> 355#
Upper wing strut pins -> 243# each
Lower wing strut pin -> 485#
The FireFly info states it was designed for 4 g yield and 6 g ultimate. For
the single lower strut 5/16 inch OD pin the corresponding loads would be
1,832# and 2,910#. Looking at the lower end structure the pin is supported
in a 9/16 inch wide clevis. Calculating the bending stress for the pin with
the load placed at the pin center calculates out to be 58,000 psi for 4 g
and 92,000 psi for 6 g. The minimum tensile stress values for 4130 is
75,000 psi yield and 95,000 psi ultimate. This indicates for the FireFly
there is a safe margin for the pin at 4 g with no deformation. If you want
to put it through 6 g the pin may deform but it is not likely to separate.
Never thought I would do this. But since the question came up and it is
cold and snowing, here it is. It all goes to show that if you are gentle in
the way you treat your FireFly, it will be kind to you too.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
OK all, my loss is someone's gain. I'm selling my Firefly. It's brand new some
still in the box. This plane is all built except for the ailerons. I have
everything but motor and gauges. I even have the covering kit still in the box.
I have had this plane/kit since new( from factory) for about 8 month's now
and money has become an issue for me and my wife. I live in Phoenix, Arizona.
I have spent around $9,000.00 for everything knowing I will never get it all
back. $5,000.00 takes it all!
--
Rob.
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
| Subject: | ooops F F fore sale |
Firefly for sale ,..........I forgot to put my phone # 623 580 9381
--
Rob.
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Kolb Wing Attach Points |
At 12:23 AM 4/8/2007, you wrote:
>
>
>Michael,
>
>I got to wondering what would be the load and stress condition on the
..(snip)...
>main wing attachment pins for the FireFly. I took some measurements
Give it a break guys, you are not going to break that pin in flight -
period...no way!
We have crashed Kolbs into the trees, ground, mashed them so flat (doing stupid
things) that the engine was crushed. Killed more than two guys doing
it - I shouldn't say that,
should I ? BUT "those" pins never failed - I don't think you could
make them fail "in flight".
It's way easier to find something else to look for. Control linkages
or something
like that. If nothing else look at your elevator linkage. I could
land without ailerons,
without a rudder, etc. Maybe without the elevator - been practicing
with the trottle.
Sorry about the "Easter Bunny" thing if it offended anybody .just a
funny picture.
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Monument Valley 2007 |
and what is a Cordwaiter, Coronet???? >>
Hi Tim,
CordwaiNer (with an `n`) is a shoemaker. Great word isn`t it? Local name
for a cobbler is a `snob`. I don`t know.
Coronet. Being republicans I wouldnt expect you to know that. It is a small
crown worn by inferior royalty..
Aint words fascinating?
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Monument Valley 2007 |
tea for breakfast >>
Well of course old chap. You don`t mean to tell me that there are barbarians
who do NOT have tea for brekkers. Along with the kedgeree and the toast and
the marmalade and the sausages and the bacon and the eggs...Gadzooks! Seems
that things have become very slack in the colonies.
Look forward to meeting everyone. (Note that I did not say `Meeting up
with`)
Cheers(and toodley pip)
Pat
________________________________________________________________________________
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
> Given the lack of a signature to his obvious expression of disbelief
> in our Savior I'm betting he doesn't mind
> if we all believe he's covered in FEATHERS
I don't mind at all. I'm quite used to people that believe in all kinds of
strange ideas. Some that I know even teach their children that the
concept of a father that plots to have his own son put to death is
something beautiful and worthy of societies admiration. What types of
human behavior can then be taught to them as being reprehensible?
All these ideas were presented to the world by men that thought the
world was flat, the sun orbited the earth, etc, etc. and that man
couldn't ever fly. Let alone in a Kolb.
Kirk Smith aka; Snuffy
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Kolb Wing Attach Points |
At 12:23 AM 4/8/2007, Jack B. Hart wrote:
>...Calculating the bending stress for the pin with
>the load placed at the pin center calculates out to be 58,000 psi for 4 g
>and 92,000 psi for 6 g. The minimum tensile stress values for 4130 is
>75,000 psi yield and 95,000 psi ultimate. This indicates for the FireFly
>there is a safe margin for the pin at 4 g with no deformation. If you want
>to put it through 6 g the pin may deform but it is not likely to separate...
Just two comments: Clevis pins and AN bolts are typically heat treated to
125 ksi ultimate... but you must also figure the 1.5 safety factor.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "joe" <okjoek2000(at)yahoo.com> |
I am just wondering if the twinstar is a good solid plane that flys well and just
an older versiion of the Mark lll. Or is the Mark lll just so much better
that one shouldn't even consider the older twinstar.
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=105621#105621
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
Possums I love your sense of humor Keep it up.
----- Original Message -----
From: "possums" <possums(at)bellsouth.net>
Sent: Saturday, April 07, 2007 5:31 PM
Subject: Kolb-List: Happy Easter - Sorry about the rabbit.
>
________________________________________________________________________________
| From: | "Ralph" <ul15rhb(at)juno.com> |
| Subject: | Re: Kolb Wing Attach Points |
I have checked my clevis pins many times over the years and they don't
seem to wear. I have replaced the wing pins only 3 times in 20 years
only because I thought I should.
Ralph Burlingame
Original Firestar
20 years flying it
-- "Dennis Souder" wrote:
Oops, I should quickly add that I have never heard of a safety pin
falling
out, so no basis for that irrational concern either :-)
Dennis
-----Original Message-----
From: Dennis Souder [mailto:flykolb(at)pa.net]
Sent: Saturday, April 07, 2007 6:29 PM
Subject: RE: Kolb-List: Re: Kolb Wing Attach Points
Re: Pins & some anecdotal evidence:
I recall a number of collisions, crashes and other instances where
Kolbs
have come to unusually abrupt stops. I recall seeing the square
tubing to
which the wing tabs are attached ripped in half - but I have never
seen a
failed pin. So, for crash loading (and probably inflight loading as
well)
you will probably have more productive time worrying about the
strength of
the tube to which the pin is attached because it appears to be the
weaker
link. Personally I have spent more time thinking about the safety pin
falling out or ... thinking if I actually installed the pin or not.
When
you land and are putting the airplane away and find an unused safety
pin ...
then you'll spend more time thinking / worrying about more worthwhile
things.
Dennis
>There are hundreds of Kolbs out there and there are even a few Kolbs
that
>have thousands of hours on them with in-flight loads over gross and
the
>has never been even a bent pin (from flight loads).
________________________________________________________________________
Interested in getting caught up on today's news?
Click here to checkout USA TODAY Headlines.
http://track.juno.com/s/lc?s=198954&u=http://www.usatoday.com/news/front.htm?csp=24
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
| Subject: | Powerfin Prop & safety wire |
Do you need to safety wire the outer two bolts on the Power Fin prop? I
went ahead and did them but it looks real funky. I'm thinking on
removing them. I'm more worried about throwing the prop out of balance
with that much safety wire that far out on the prop.
________________________________________________________________________________
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
Some that I know even teach their children that the
concept of a father that plots to have his own son put to death is
something beautiful and worthy of societies admiration.
Kirk
Actually it's your Understanding of what God did for you that needs
Review.....
You fail to see the sacrifice made for you and choose to explain it
away
as a Plot to kill kids.... You attempt to Demonize the history instead
of
reading and understanding why it happened....
In reality the Bible is Actually the Greatest Love Story ever
written.....
John 3:16 go read it..
It was no plot as you allege but a Demonstration of Love using a
sacrifice
which was a common occurrence in the day...
What greater show of Love to his own Creation than to send and
sacrifice
him self in the form of a man JESUS? Then Prove to the world that he
was
the TRUE god by coming back to life as predicted and Promised...
It was a demonstration of power and Love to a people searching for a
real
GOD...
If you read the bible you'll see that Christ had many opportunities to
deny
who he was and escape the painful death he endured AND that he
predicted
was coming, yet didn't........ Instead he wilfully chose the Cross for
you..
"PLOT" ok yes it was a plot by GOD but not as you believe, The only "
Plot "
was to show Man how much he was loved by their true creator...
Kirk
You today have the same Choice to believe or deny what's been given
you...
Like a horse led to the watering hole you get to choose if your
thirsty enough to drink...
Its your choice as it was in the day of Christ... You can deny him as
many did then or
Believe and praise him as many do today...
Either way the Balls in your court...
Kirk
He has Risen..... And To steal a phrase from Ripley " Believe it or
not "... 8-)
Happy Easter...
Mark Vaughn
PS
If you would like to further discuss this lets take it off the list...
ok
________________________________________________________________________
from AOL at AOL.com.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
Do you guys really think this is the place for this discussion ?? Please
take it off List. Thank you. Lar.
On 4/8/07, knowvne(at)aol.com wrote:
>
>
> Some that I know even teach their children that the
> concept of a father that plots to have his own son put to death is
> something beautiful and worthy of societies admiration.
>
>
> Kirk
> Actually it's your Understanding of what God did for you that needs
> Review.....
>
________________________________________________________________________________
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
Hi Lar
I agree and suggested that..
Mark Vaughn
-----Original Message-----
From: biglar(at)gogittum.com
To: kolb-list(at)matronics.com
Sent: Sun, 8 Apr 2007 10:19 AM
Subject: Re: Kolb-List: Happy Easter - Sorry about the rabbit.
Do you guys really think this is the place for this discussion ??
Please take it off List. Thank you. Lar.
On 4/8/07, knowvne(at)aol.com wrote: --> Kolb-List
message posted by: knowvne(at)aol.com
Some that I know even teach their children that the
concept of a father that plots to have his own son put to death is
something beautiful and worthy of societies admiration.
Kirk
Actually it's your Understanding of what God did for you that needs
Review.....
________________________________________________________________________
from AOL at AOL.com.
=0
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Powerfin Prop & safety wire |
Rick, I use safety wire on the inner 6 and Locktite 242 on the outter bolts.
Rick
On 4/7/07, Rick Pearce wrote:
>
> Do you need to safety wire the outer two bolts on the Power Fin prop? I
> went ahead and did them but it looks real funky. I'm thinking on removing
> them. I'm more worried about throwing the prop out of balance with that much
> safety wire that far out on the prop.
>
> *
>
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
| Subject: | Re: Powerfin Prop & safety wire |
Thanks I think I will go that route.
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Sunday, April 08, 2007 9:29 AM
Subject: Re: Kolb-List: Powerfin Prop & safety wire
Rick, I use safety wire on the inner 6 and Locktite 242 on the outter
bolts.
Rick
On 4/7/07, Rick Pearce wrote:
Do you need to safety wire the outer two bolts on the Power Fin
prop? I went ahead and did them but it looks real funky. I'm thinking on
removing them. I'm more worried about throwing the prop out of balance
with that much safety wire that far out on the prop.
http://www.matronics.com/Navigator?Kolb-List
http://forums.matronics.com
when you live at the airport.
________________________________________________________________________________
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
> Do you guys really think this is the place for this discussion ??
Please
> take it off List. Thank you. Lar.
I agree. Mythology and superstition has no place here.
Snuf
________________________________________________________________________________
| Subject: | Re: MKIII Update |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Looks great John. I need to make one of those caps for the rear of cockpit, I
just have the opening that goes to the prop.
Were you running just a .75 inch prop clearance with the larger 72 inch prop ?
Also why are you putting a new carb on, did you not like the ones that came with
the engine ?
Mike
--------
"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=105671#105671
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Kolb Wing Attach Points |
Good analysis Jack. I don't know about others but I like to see hard math solutions.
One question though, the pin itself is about .25 in diameter that would
take down the psi value by .75 wouldn't it? I have often seen that and just as
often thought that if its predicated on per square inch then when using a fastener
a fraction of a square inch then the strength value should be adjusted accordingly.
So if you would what is the real sheer value, or the bend tolerance
value of the pin using the math. I am also wondering about SS fasteners. In
several places I replaced AN bolts with SS bolts. I think I came across somewhere
in the past that standard SS fasteners are stronger in all respects than AN
fasteners. Would you know anything about that? I can't remember where to look
up those values.
Ron (Arizona)
========================
---- "Jack B. Hart" wrote:
============
Michael,
I got to wondering what would be the load and stress condition on the strut
and main wing attachment pins for the FireFly. I took some measurements
from the FireFly. I found:
Distance from upper fuselage pin to end of wing - 10.5 feet
Distance from upper fuselage pin to upper strut pin - 3.83 feet
Angle of strut to wing - 45 degrees.
Assuming a gross weight of 500 pounds, one can simulate the loading by
placing a point load of 250 pounds at the center of the wing. Below is a
crude representation of the wing. "A" represents the upper fuselage pin.
"B" represents the upper strut pin(s). "L" is the lift concentrated at the
center of the wing over the main spar. We can get away with this because we
are interested in pin loads and not the stress distribution of the main
spar. "y-up" indicates the load pin is up, etc.
y-up y-up
A<----3.83'---->B<-1.42'->L<-------------5.25'------------|
y-down 250#
Summing the moments about Pin A gives:
5.25' x 250# - By x 3.83' = 0
By = 5.25x250/3.83 = 343#
Summing forces in Y gives Ay = 343 - 250 = 93# up
Looking at the strut attachment, we know it lies at a 45 degree angle.
Therefore we know that Bx has to have a value of 343 pounds. Multiplying by
the square root of two tells that the upper strut attachment pins must share
485 pounds and this total load must be carried by the single lower pin. The
upper wing support pin must with stand the square root of 93 squared plus
343 squared, which equals 355 pounds.
Therefore for a one g the loads are:
Wing fuselage attachment pin -> 355#
Upper wing strut pins -> 243# each
Lower wing strut pin -> 485#
The FireFly info states it was designed for 4 g yield and 6 g ultimate. For
the single lower strut 5/16 inch OD pin the corresponding loads would be
1,832# and 2,910#. Looking at the lower end structure the pin is supported
in a 9/16 inch wide clevis. Calculating the bending stress for the pin with
the load placed at the pin center calculates out to be 58,000 psi for 4 g
and 92,000 psi for 6 g. The minimum tensile stress values for 4130 is
75,000 psi yield and 95,000 psi ultimate. This indicates for the FireFly
there is a safe margin for the pin at 4 g with no deformation. If you want
to put it through 6 g the pin may deform but it is not likely to separate.
Never thought I would do this. But since the question came up and it is
cold and snowing, here it is. It all goes to show that if you are gentle in
the way you treat your FireFly, it will be kind to you too.
Jack B. Hart FF004
Winchester, IN
--
kugelair.com
________________________________________________________________________________
| Subject: | Re: MKIII Update |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Mike:
My mistake.
I meant to say fuel pump. For years Pierberg supplied Rotax with 912 fuel pumps.
They went out of business and looks like an AC on there now. Rotax has a
recall on certain serial number engines that have these new pumps installed.
Mine was one of them. It is an even swap with Rotax for the replacement. Ronnie
Smith is sending me one that should get here in a couple days. Something
about possible fuel overpressure.
Sorry for the confusion.
Would like to swap Bing carbs for fuel injection though. ;-)
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=105683#105683
________________________________________________________________________________
| Subject: | Re: MKIII Update |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Mike B:
Forgot to answer this one.
Yes, I was running 3/4" prop tip clearance with the 72" prop. I am a firm believer
in keeping the engine as low in the airframe as I can.
Now I will have a whopping 1.75" clearance with the 70".
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=105685#105685
________________________________________________________________________________
| Subject: | Re: Fiberglass Fuel Tank |
Thanks Craig, It is a 2 part Split mold that incorporates a joggle to allow
for an internal overlap seam. This is a negative draft shape so you have to
go two part. The first generation tooling that you see here is what I pulled
the parts off. If I need to make more I will pull a Mold Master from these and
make a production mold.
I used basic Polyester Resin and tooling quality Gelcoat. The Tank you saw
on the past post is actually a trial run to see if everything goes together and
a final real version will be made of resins more suitable for gasoline and
the newer 10% ethanol fuels.
The lower part of the tank is the same part with the flange cut off. It can
be cut to any length to allow for a range of 5 gal through 9 gal.
I understand that you have done quite a bit of glass work so I am interested
in your input.
Steve Boetto
FF 007
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "Scott Mac." <sdmacp(at)yahoo.com> |
joe wrote:
> I am just wondering if the twinstar is a good solid plane that flys well and
just an older versiion of the Mark lll. Or is the Mark lll just so much better
that one shouldn't even consider the older twinstar.
> Joe
I'm fairly new to Kolbs, but I just purchased a '91 Mk II, I was told by the
previous owner that the only difference between the II & III is the the size of
the tail boom and wing spars. The Mk II uses 5" tubes while the Mk III uses
6" tubes. This enables the Mk III to use a larger engine.
Ive yet to fly this plane but other owners that I've talked to have nothing put
priase for it.
--------
Scott Mac.
MK II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=105688#105688
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Kolb Wing Attach Points |
At 12:40 PM 4/8/2007, Ron wrote:
>One question though, the pin itself is about .25 in diameter that would
>take down the psi value by .75 wouldn't it? I have often seen that and
>just as often thought that if its predicated on per square inch then when
>using a fastener a fraction of a square inch then the strength value
>should be adjusted accordingly. So if you would what is the real sheer
>value, or the bend tolerance value of the pin using the math.
Two points: First, the tables giving the rated strength of AN fasteners
list the actual strength (tensile or shear) of that particular fastener, in
pounds, so no calculation is necessary. If you *were* doing the
calculation, you'd figure the cross sectional area; for a 1/4" diameter pin
the area is 0.049 in=B2.
For bending it's a different situation. The tables don't list this (since
bolts aren't supposed to be loaded in bending). In this case you have to
treat it as a little beam, figuring the length, loads, diameter, and moment
of inertia to calculate the actual stress.
A pin or bolt that's double the diameter has 4X the tensile or shear
strength, and 8X the bending strength.
-Dana
-Dana
> I am also wondering about SS fasteners. In several places I replaced AN
> bolts with SS bolts. I think I came across somewhere in the past that
> standard SS fasteners are stronger in all respects than AN fasteners.
> Would you know anything about that? I can't remember where to look up
> those values.
>
>Ron (Arizona)
>
>========================
>---- "Jack B. Hart" wrote:
>
>============
>
>
>Michael,
>
>I got to wondering what would be the load and stress condition on the strut
>and main wing attachment pins for the FireFly. I took some measurements
>from the FireFly. I found:
>
>Distance from upper fuselage pin to end of wing - 10.5 feet
>Distance from upper fuselage pin to upper strut pin - 3.83 feet
>Angle of strut to wing - 45 degrees.
>
>Assuming a gross weight of 500 pounds, one can simulate the loading by
>placing a point load of 250 pounds at the center of the wing. Below is a
>crude representation of the wing. "A" represents the upper fuselage pin.
>"B" represents the upper strut pin(s). "L" is the lift concentrated at the
>center of the wing over the main spar. We can get away with this because we
>are interested in pin loads and not the stress distribution of the main
>spar. "y-up" indicates the load pin is up, etc.
>
>y-up y-up
>A<----3.83'---->B<-1.42'->L<-------------5.25'------------|
>y-down 250#
>
>Summing the moments about Pin A gives:
>
>5.25' x 250# - By x 3.83' = 0
>
>By = 5.25x250/3.83 = 343#
>
>Summing forces in Y gives Ay = 343 - 250 = 93# up
>
>Looking at the strut attachment, we know it lies at a 45 degree angle.
>Therefore we know that Bx has to have a value of 343 pounds. Multiplying by
>the square root of two tells that the upper strut attachment pins must
share
>485 pounds and this total load must be carried by the single lower pin. The
>upper wing support pin must with stand the square root of 93 squared plus
>343 squared, which equals 355 pounds.
>
>Therefore for a one g the loads are:
>
>Wing fuselage attachment pin -> 355#
>Upper wing strut pins -> 243# each
>Lower wing strut pin -> 485#
>
>The FireFly info states it was designed for 4 g yield and 6 g ultimate. For
>the single lower strut 5/16 inch OD pin the corresponding loads would be
>1,832# and 2,910#. Looking at the lower end structure the pin is supported
>in a 9/16 inch wide clevis. Calculating the bending stress for the pin with
>the load placed at the pin center calculates out to be 58,000 psi for 4 g
>and 92,000 psi for 6 g. The minimum tensile stress values for 4130 is
>75,000 psi yield and 95,000 psi ultimate. This indicates for the FireFly
>there is a safe margin for the pin at 4 g with no deformation. If you want
>to put it through 6 g the pin may deform but it is not likely to separate.
>
>Never thought I would do this. But since the question came up and it is
>cold and snowing, here it is. It all goes to show that if you are gentle in
>the way you treat your FireFly, it will be kind to you too.
>
>Jack B. Hart FF004
>Winchester, IN
>
>
>http://www.matronics.com/Navigator?Kolb-List
>--
>kugelair.com
>
>
><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navi
gator?Kolb-List
>
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Not yet kolb related,,,The flying saucer :-) |
The flying saucer snapped up by US army
http://www.wnd.com/redir/r.asp?http://www.dailymail.co.uk/pages/live/
articles/technology/technology.html?
in_article_id=447317&in_page_id=1965&in_a_source
________________________________________________________________________________
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
>
> Neither does being gratuitously obnoxious and provocative, and if I
remember
> right, you started it.
> Richard Pike
Seems like somebody else mentioned christianity and easter bunnies
not having anything in common. Maybe somebody's memory is failing.
I didn't attack anyone personally. Just stated my opinion on the
superstition/myth.
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
Kolb-List Policy Statement
The purpose of the Kolb-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not
submit
posts concerning computer viruses, urban legends, random humor, long
lost buddies' phone numbers, etc. etc.
>>>>>>>- THINK carefully before you write. Ask yourself if your
post will be
relevant to everyone. If you have to wonder about that, DON'T
send it. <<<<<<<<<
On Apr 8, 2007, at 3:03 PM, snuffy(at)usol.com wrote:
>
>>
>> Neither does being gratuitously obnoxious and provocative, and if I
> remember
>> right, you started it.
>> Richard Pike
>
>
> Seems like somebody else mentioned christianity and easter bunnies
> not having anything in common. Maybe somebody's memory is failing.
> I didn't attack anyone personally. Just stated my opinion on the
> superstition/myth.
>
>
________________________________________________________________________________
| From: | JRatcli256(at)aol.com |
| Subject: | Gap Seal Fairing Fit-up |
Hi all,
Am working on the gap seal on My Mark 3x.
The fairing comes supplied with Velcro to fasten the fairing to the
windshield. This leaves a gap/step along the front edge of the fairing about 1/8"
to
3/16"and ---
1. Looks bad to me
2. Leaves an area that would allow air pressure to get under the front edge
(trying to peel it up)
3. Allow water/moisture access (not good for the adhesive)
4. Doesn't seem like it would do a very good job of smoothing the air flow
with that much of a lip.
Was wondering how others have treated this area.
John Ratcliffe
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Kolb Wing Attach Points |
>
>Just two comments: Clevis pins and AN bolts are typically heat treated to
>125 ksi ultimate... but you must also figure the 1.5 safety factor.
Dana,
In the analysis I used there was a built in fudge factor, in that I did not
remove the weight of the wing. The upper pins support only that weight of
the structure attached to the wing. Assuming each wing weighs 30 pounds (I
have never weighed one), the one g pin loads would be reduced.
Therefore the one g loads change from => to:
Wing fuselage attachment pin -> 355# => 312#
Upper wing strut pins -> 243# each => 214#
Lower wing strut pin -> 485# => 427#
The 4g/6g load on the lower strut pin would be 1708#/2562# and the
corresponding pin bending stress would be 54,100psi/81,100psi.
On heat treated bolts the yield strength moves higher toward the ultimate
strength. Assuming 0.7 x 125,000 = 88,500 psi is the yield strength, the
lower pin is not loaded beyond the elastic limit. Both of the 4g/6g
stresses give a greater than 1.5 safety factor (1.64/1.54).
If the pin size was reduced from 5/16 to 1/4 inch OD, the 4g/6g pin stress
would be 78,200psi/117,300psi. The safety factor calculates out to
1.13/1.07.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
> --> Kolb-List message posted by: "Richard Pike"
<richard(at)bcchapel.org>
>
> I have no problem dealing with opposing points of view on religion.
You sure do . I recall a personal email from you attacking muslims not
knowing my religion or lack of. As I recall it was pretty demeaning and
degrading to muslims and I was offended by it. Hope your done with
your religious posts to the list.
________________________________________________________________________________
| From: | JRatcli256(at)aol.com |
| Subject: | Re: Gap Seal Fairing Fit-up |
Mike,
The gap seal material that was supplied in my kit for the Mark3x
(2) Wing Nose Ribs as formers
.060 Lexan sheet for covering
1/2" Aluminum Angle for bracing
(1) Fiberglass Windshield/Gap Seal Fairing
(2) Springs to hold down the rear end of the gap seal
Velcro to attach the Fiberglass fairing to the windshield
The gap seal is removed by releasing the Velcro between the fiberglass
fairing & windshield at the front/sides and detaching the two springs at the rear.
My concern is the large lip created by the velcro/fiberglass fairing
combination, across the top of the windshield.
Are other builders using the velcro to attach the fiberglass fairing to the
windshield or are there better methods to accomplish this?
John Ratcliffe
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| Subject: | Gap Seal Fairing Fit-up |
| From: | "Craig Nelson" <Craig.Nelson(at)heraeus.com> |
John
I did not take to the gap seal in the plans ether. I not only made a
perminant gap seal but made a fire wall and opted to have the engine
outside the plane there are pictures at www/milows.com
Uncle craig
Don't archive
________________________________
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
JRatcli256(at)aol.com
Sent: Sunday, April 08, 2007 4:28 PM
Subject: Kolb-List: Gap Seal Fairing Fit-up
Hi all,
Am working on the gap seal on My Mark 3x.
The fairing comes supplied with Velcro to fasten the fairing to the
windshield. This leaves a gap/step along the front edge of the fairing
about 1/8" to 3/16"and ---
1. Looks bad to me
2. Leaves an area that would allow air pressure to get under the front
edge (trying to peel it up)
3. Allow water/moisture access (not good for the adhesive)
4. Doesn't seem like it would do a very good job of smoothing the air
flow with that much of a lip.
Was wondering how others have treated this area.
John Ratcliffe
________________________________
See what's free at AOL.com
<http://www.aol.com?ncid=AOLAOF00020000000503> .
_________________________________________________________________________
_____________
The information transmitted is intended only for the person or entity to
which it is addressed and may contain confidential and/or privileged
material. Any review, retransmission, dissemination, or other use of, or
taking of any action in reliance upon this information by persons or
entities other than the intended recipient is prohibited. Ifyou receive
this in error, please contact the sender and delete the material from
any computer.
________________________________________________________________________________
| Subject: | Re: Planet Earth |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
PPC, dont you have one Mike ? We probably should not talk about them there,
or who knows how many of us will trade in our Kolbs for PPC's :)
--------
"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=105776#105776
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
i agree totally
Russ K
On Apr 8, 2007, at 10:19 AM, Larry Bourne wrote:
> Do you guys really think this is the place for this discussion ??
> Please take it off List. Thank you. Lar.
>
> On 4/8/07, knowvne(at)aol.com wrote:
>
>
> Some that I know even teach their children that the
> concept of a father that plots to have his own son put to death is
> something beautiful and worthy of societies admiration.
>
>
> Kirk
> Actually it's your Understanding of what God did for you that needs
> Review.....
>
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
yes I had a mk2 a 503 and you will be happy as a clam. I alwase thout if I
had a chance to get another one I would put a 532 on it and it would be a
real cheep plane strong with plenty of power the perfict low cost fun flying
machine A big diference between the first twinstar and a mk2 no factory
suport but a real strong design malcolm michigan kitfoxer
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: MKIII Update |
| Hey John,
|
| I like the new landing gear.
|
| Todd
Hi Todd:
Is it ok to talk about Kolb aircraft, or do I have to piss and moan
about religion, dead bunnies, and busted easter eggs. BTW I did not
get the first easter egg or dead bunny today. I am disappointed.
However, I did get a belly full of whining about "my" religion and
somebody else's dead bunny and busted easter eggs.
Actually, those high speed, low drag, landing gear are quite old.
Those came in my 1986 Firestar kit, 5" Azusa nylon wheels and little
bitty tires. Flew my first flight in the FS with them and immediately
took them and the standard 1" aluminum gear legs off and replaced with
something a little more substantial.
Not being blessed with a 50 by 100 ft hanger/shop to work in, I have
to make do with what I have. I build airplanes in a shoe box of a
basement. No way I could get the fuselage inside with the standard
Hauck Gear installed. So.........I use my Ernie Gear, named after my
old Bassett Hound, Ernie Hauck. They come in handy for more than just
squeezing the fuselage into the basement. When I transported the
broken mkIII from Muncho Lake, BC, July 2000, I was able to load the
fuselage in the enclosed 24' trailer by myself with my little Ernie
Gear installed. Of course, I had no choice because I had destroyed
the Hauck Main Gear in the accident.
So that's the story and I am sticking to it.
Wonder if we will get another dead bunnie next year?
john h
mkIII
PS: I like "spirituality" much better than "religion" anyhow. Man
makes too many rules to follow with his religions. Spirituality has
no rules and a direct link with the Man!!! Hang in there folks.
Better times are coming, and I'm going flying this week. ;-)
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Planet Earth |
Hey, it's all flying, and I for one enjoy the flying talk. Those who don't
can hit "delete" real easily. Lar. Do not
Archive.
On 4/8/07, JetPilot wrote:
>
>
> PPC, dont you have one Mike ? We probably should not talk about them
> there, or who knows how many of us will trade in our Kolbs for PPC's :)
>
> --------
> "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=105776#105776
>
>
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
Hi All,
Just curious. Has anyone done any stress analysis tests on the attachment
pins that carry the hotair balloons or the PPC's?? No?? Then don't!!!
Sorry, just a little disgusting humor from:
Mike in SW
Utah
_________________________________________________________________
Need a break? Find your escape route with Live Search Maps.
http://maps.live.com/?icid=hmtag3
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
| Subject: | Re: Attachment Pins |
I have some attachment pins for any one that wants them call I will ship
(989)233-5377
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | update on Aviron |
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Monument Valley 2007 |
Pint of Bitter too please.
Hi Dave,
Wow! I think beer for breakfast is a bit much although at one time Porter
and Stout were drunk at beakfast time I believe. Stout would have been
something like Guinness. Strong stomachs they must have had.
Wouldn`t say `No` to a little heart starter of champagne and orange juice
though. With smoked salmon and scrambled eggs of course.
Cheers
Pat
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Re: re brs location |
I misread that this morning, and my answer doesn't exactly apply. Boyd's
answer sounds good to me. The one I was worried about was the lower strut
attachment point, just above the axle, and that's where I put my spacer to
hold the strut against one side. That one Does have a lot of stress on it.
Lar.
On 4/5/07, boyd wrote:
>>>>>>>>>>>
I had exactly the same thought and concern, so made spacers out of scrap
tubing to hold the strut against one side of that 1" spread. Prob'ly makes
no difference, but I feel better. Lar.
>>>>>>>>>>..
Don't shoot the messenger: I had an engineer tell me that the sheer on a
bolt that has a tight fit to the side, is a lot less than the sheer on the
same bolt that is not tight. Example. If you have a good pair of tin
snips and have the adjustment bolt tight the sheet metal will sheer easily.
Now try it with the cutting elements adjusted so there is a bit of slop in
the snips.... it will take a lot of extra force and the sheet metal wil
fold over not sheer clean. I was told that if you needed a bolt in sheer
and the joint had to be tight,, make sure that the edges of the hole had
been beveled a bit.
Boyd
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Attachment Bolts/ Not BRS |
| That one Does have a lot of stress on it.
| Lar.
Larry:
Hardware on Kolb aircraft is well "overbuilt", as are most other
components.
Biggest problem is not failure of the hardware but wear and hole
enlargement from vibration. If you put hours on one, it is going to
elongate the holes and wear the cadmium plating off the bolts or
clevis pins, if you are still using clevis pins.
Even with enlarging holes, there is still no danger of failure, if you
can live with the clunk, clunk feel and sound when the aircraft goes
from positive to negative and back to positive G's.
I learned this very early on with the Ultrastar. Our fix on the
Firestar and mkIII was to drill out the lift strut fittings and weld
bushing stock cut to fit the slots between the attachment tangs. This
puts an end to wear from vibration and movement on the bolts.
Now, as far as bolts breaking and shearing, don't think anyone can
load one up with a Kolb to do that. The bolt is going to bend before
it breaks or shears. There is no way of loading it up that much.
The only bolts I have ever sheared on my airplanes were two 3/16"
bolts I had securing the 3/4" axles to the axle sockets. This
happened during testing after I installed upgraded MATCO brakes.
First time I got down on the brakes to the point of locking them up, I
sheared two of the little 3/16" bolts on one axle. Fix was to go to
the next size, 1/4". No more problem. The test indicated I was
getting a lot more braking with the new brakes than with the old ones.
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Powerfin Prop & safety wire |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
Rick Pearce asked: << Do you need to safety wire the outer two bolts on
the Power Fin prop? >>
Rick, and Kolbers spinning a Powerfin -
No.
Two years ago, Powerfin issued a service update for all their propeller
models, announcing that none of the prop hub screws (6 center screws,
plus two for each blade) require any safety wire; they will remain
safely secure if properly torqued to the specified value.
I spoke with Stuart Gort about this specifically. He said many folks
still like to use safety wire because it makes them feel better, but it
is not necessary.
I do not use any safety wire on my Powerfin prop 3-blade.
Dennis Kirby
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Kolb Wing Attach Points |
Michael/All,
I'm very concerned with any 'shade-tree/TLAR (that looks about
right)' engineering on any of Homer's designs unless you have some
aeronautical engineering expertise or someone onboard who does. There's no
history of the parts failing, so why the concern?
Ed in JXN
MkII/503
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Thursday, April 05, 2007 8:06 PM
Subject: Kolb-List: Kolb Wing Attach Points
>
> The two pins on each end of the wing strut have the most force on them
> then the pins in the center section, but not a huge amont... The two strut
> pins have something like 25 % more force on them than the pin that
> attaches to the wing center section. But the huge bending moment caused
> by that large 1 inch gap makes that one the one that will fail first...
> What it takes to bend that pin at a one inch spread, I cannot find a spec
> on that anywhere. I would be ok with this on a FireStar, or FireFly, but
> not on a heavy MK III. Have you ever seen how thick the wing attach bolts
> are on a J-3 Cub, they are about twice the streingth of what the MK III is
> for the same weight class plane.
>
> To help this, I have gone to NAS hardware which is about 20 % stronger
> than AN hardware, and I am using a bolt and nut, so that if it does bend,
> one end will not pull out. I will be drilling that out and going to a
> bigger diameter bolt there just to be sure. I would also like to drill
> out and go one size bigger bolts on the strut ends, but it it might remove
> to much material from the ends and cause weakness in the 4130 metal of the
> wing strut end, so I will not. These have much less bending moment, so
> are not as likely to fail as the center section as can be seen in the
> pictures below. Larry had a good idea of putting a spacer in the lower
> attach point pin to keep the stress to one side of it. That will put
> almost all the stress on one side of the fitting, but will keep that bolt
> stressed in sheer instead of bending force. I will use a bunch of washers
> to do this. I will also be careful to make sure I do not put to many in
> so that it does not cause this fitting!
> to be tight. Making this tight instead of free floating could cause
> fatigue on the strut end and cause a fialure over time. Remember the
> tail that fatigued fialed when its foward fitting was not allowed to float
> free ?
>
> Attached are pictures so you all can see what I am talking about, and if
> any one has any more ideas or sees something I dont by all means respond
> to this thread.
>
> 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=105230#105230
>
>
> Attachments:
>
> http://forums.matronics.com//files/ultralightmikekolbdetail01_08_2007_09_124.jpg
> http://forums.matronics.com//files/ultralightmikekolbdetail01_08_2007_15_684.jpg
> http://forums.matronics.com//files/ultralightmikekolbdetail01_08_2007_05_114.jpg
> http://forums.matronics.com//files/ultralightmikekolbdetail01_08_2007_04_167.jpg
>
>
>
________________________________________________________________________________
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
The picture of the easter bunny by the Kolb with all the smashed eggs was halarious
[Laughing] I sent it to a bunch of my friends. Here is another one, but
its not half as good as the Kolb bunny.
--------
"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=105944#105944
Attachments:
http://forums.matronics.com//files/easterbunnydog_871.bmp
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb Wing Attach Points |
| I would think that the wind going over the aileron would keep it
| in a neutral position. The thing that really got my attention was
the
| thought of the tube ending up in the prop.
| Larry
Larry:
Had it gone into flutter, it would have gotten your attention.
You do have aileron counter balance weights installed?
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
Cute Lab.....
Looks like some one else in the family has been watching the news...
hahahahaha
Mark Vaughn
-----Original Message-----
From: orcabonita(at)hotmail.com
To: kolb-list(at)matronics.com
Sent: Mon, 9 Apr 2007 4:01 PM
Subject: Kolb-List: Re: Happy Easter - Sorry about the rabbit.
The picture of the easter bunny by the Kolb with all the smashed eggs
was
halarious [Laughing] I sent it to a bunch of my friends. Here is
another
one, but its not half as good as the Kolb bunny.
--------
"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=105944#105944
Attachments:
http://forums.matronics.com//files/easterbunnydog_871.bmp
________________________________________________________________________
from AOL at AOL.com.
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Kolb Wing Attach Points |
A local pilot flew his New Mark III with a Rotax 912 for several
months. One day he noticed that the right wing move fore and aft at
the wing tip and he discovered that the rear attach fitting was
moving in and out of the diagonal strut. Upon closer inspection he
discovered that while rigging the wings he had forgotten to drill the
hole and install the bolt that holds the fitting into the strut.
He had to cut the fabric to drill the strut and fitting and install
the bolt.
On Apr 9, 2007, at 4:32 PM, Ralph wrote:
>
> I have heard of two kolbs being flown without the nut on the TE wing
> bolt (on the universal joint). One of these guys was a buddy of mine
> and I personally witnessed seeing no nut on the wing joint. He
> turned "white as a sheet" when I pointed that out to him. He had just
> returned from a 150-mile trip. He had the wings off prior to the trip
> and forgot to put on the nut.
>
> Another buddy flew his Firestar without the aileron pinned into the
> horn. He said it flew fine on one aileron.
>
> Ralph
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
sweeeeet
________________________________________________________________________________
Very sweeeeet.... But i'd watch those paint legs hahahahaha 8-)
Mark Vaughn
-----Original Message-----
From: rap(at)isp.com
Sent: Sun, 8 Apr 2007 6:34 PM
Subject: Kolb-List: Fw:
sweeeeet
[Image Removed]
________________________________________________________________________
from AOL at AOL.com.
=0
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
Hi Joe,
The MkII is indeed the precursor to the MkIII. As pointed out
earlier, 5" spar and fuse tube as opposed to the 6" on the III. Also, 750
lb. gross vs. 1,000 on the MkIII. No flaps, and designed to take up to a
503. Anything bigger, and you're a test pilot.
Ed in JXN
MkII/503
----- Original Message -----
From: "joe" <okjoek2000(at)yahoo.com>
Sent: Sunday, April 08, 2007 9:18 AM
Subject: Kolb-List: Re: Twinstar
>
> I am just wondering if the twinstar is a good solid plane that flys well
> and just an older versiion of the Mark lll. Or is the Mark lll just so
> much better that one shouldn't even consider the older twinstar.
> Joe
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
OOOOOOOOh, man, would I ever love to hear that radial warming up!
must really set the Sunday-morning bikers to full alert --
On Apr 8, 2007, at 6:34 PM, Rick Pearce wrote:
>
>
> sweeeeet
>
>
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
OOOOOOOOh, man, would I ever love to hear that radial warming up!
must really set the Sunday-morning bikers to full alert --
On Apr 8, 2007, at 6:34 PM, Rick Pearce wrote:
>
>
> sweeeeet
>
>
________________________________________________________________________________
| From: | <kfackler(at)ameritech.net> |
| Subject: | Mark II Weight and balance |
Do any of you guys know the correct arm / moment for the pilot in a Mark
II?
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
| Subject: | Re: Mark II Weight and balance |
I may have that info in the stuff I still have from the guy that built the
mk2 I sold it last year I will look tomorrow. mal
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Monument Valley 2007 |
a tiny dash of Creme de Cassis >>
Thanks Lar,
I will remember that.
Pat
________________________________________________________________________________
| Subject: | Re: Fiberglass Fuel Tank |
Scott,
Great news, got to talk to an engineer at one of the resin mfg yesterday.
There are several formulas that have already addressed the ethanol situation.
He has been testing samples in the lab for some time now and gave me two to
choose from. What is interesting is that a mixture of 15% ethanol and
gasoline is far more caustic than 100% ethanol.
The main problem that I have is that gasohol is not available here. If
someone would like test some samples or a tank for me let me know.
Steve
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "joe" <okjoek2000(at)yahoo.com> |
Scott, Ed, and Malcolmb,
I really appreciate you information on this older plane.
I think my questions aren't very interesting to many on this site. I understand
that, they have much more interest in the more current models. They are a lot
further along than I am. But I want to thank you for being willing to spend
a little time with someone just trying to start out.
I do however have another question on this older plane. This comes from my lack
of knowledge on flying. Is not having flaps a big deal?
I have been looking in to getting my sport pilot license, just having a problem
finding an instructor in my area. Then maybe my questions will not be so elementry.
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=106053#106053
________________________________________________________________________________
| From: | Thom Riddle <thomriddle(at)adelphia.net> |
| Subject: | Re: Mark II Weight and balance |
Typically, the CG of a person sitting with legs extended out somewhat
is about 10" forward and above the seat surface where it connects to
the back surface. This came from an ergonomics book I used as a
reference many years ago when doing machine design. How fat (or not) a
person is does not really affect the CG location much because much of
the extra ballast is concentrated near this point.... I know mine is.
Thom in Buffalo
________________________________________________________________________________
| From: | Blumax008(at)AOL.COM |
| Subject: | Re: Firestar II for sale...N.W. Florida |
Excellent condition 2004 Firestar II for sale in the Tallahassee area. 235
hours total time on Hobbs. Rotax 503, dual ignition, single carb, 2nd. carb &
line included but not attached...wanted to keep it simple. BRS-750, mechanical
heel brakes, "top to bottom" windshield, sides are open, overall white with red
& blue trim, 10 gallons fuel, prop or pull rope start, hangared, no N number,
no trailer, will fly to any southeastern U.S. location with $1,000
non-refundable deposit. Email for photos. Will be on barnstormers soon. $10,500...Thank
you!
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fiberglass Fuel Tank |
It looks like I will have around 27 gallons of computed fuel.
|
| Ron (Arizona)
Ron:
Please post a photo of your new fuel tanks, I understand you ended up
with two.
Depending on the shape they ended up in, would be pretty easy to
calculate capacity of each.
I had to wait and use the one gal jug to compute the capacity of my
tank, but it is built in the same shape as the inside of the upper
rear area of the fuselage. An engineer could do it but not a high
school drop out.
john h
mkII
________________________________________________________________________________
| Subject: | Re: Fiberglass Fuel Tank |
In a message dated 4/10/2007 11:54:43 A.M. Eastern Standard Time,
captainron1(at)cox.net writes:
I was faced with the same question, as to the type of tank to construct for
the M3X. I took the easy way out and constructed it out of aluminum 5000
series. The tanks are light made out of .050 and strong. I found a shop that does
those for boats and RV's, build them.
Hi Ron, I am familiar with Alum tanks. The problem is with weight. The
composite Tank comes in at under 2 lbs. A welded Aluminum tank in this size
range is almost 10 lbs. That is a prohibitive weight in a Firefly. Also, the
Geometry for large tanks are more forgiving if you compare Gal/Lb. And by
the way, Most Composite tanks did not have a problem until the advent of 10%
Ethanol.
Has anyone thought about potential problems with Slosh Sealers and Ethanol?
Will they suffer from similar breakdown from Ethanol? If I had a tank with
a sealer in it I would be checking on what to expect if I use Gasohol.
My guess is that as 10% ethanol fuels are mandatory across the country more
problems will arise.
Steve
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fiberglass Fuel Tank |
Steve B:
I sloshed my aluminum tank in 1991, with Randolph slosh and seal for
av gas, auto gas, and alcohol. A looked into the tank for the first
time in 15 years a few minutes ago. Proud to say it looks like brand
new in there.
Unfortunately, Randolph quit selling this slosh and sealer some years
ago. There are others out there, primarily for the antique auto,
tractor, motorcycle bunch. They are supposed to be alcohol resistant.
I have heard good and bad from people. I think the folks that had
problems were folks that did not adhere strictly to the instructions.
My first tank in the Firestar was not sloshed and it had a couple
nagging pin hole leaks I could not get to properly to seal. Big
mistake not sealing.
I have two marine tanks, welded, 5052 alum, that were professionally
machine welded, production tanks. Neither has ever had a problem
after riding in the back of the old Dodge Cummins for the past 11
years. Hard to match production type alum welding for quality.
john h
mkIII
________________________________________________________________________________
| From: | "Paul Petty" <paulpetty(at)myway.com> |
Hey gang,
I know this is gonna sound stupid but, Any of you that use the BBC for your kolb
mail ever wish it would post the most recent post first? I have for some time
and allmost asked Matt if he could add this feature. Dummy me just noticed
at the botton there is a "tab" for just that! [Rolling Eyes]
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=106099#106099
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Fiberglass Fuel Tank |
Hell John I took a bunch of pictures this weekend and tried to get it posted here
already. Including the rail mount that I just finished welding.
I forget my pass word for matronics and everything else, I am getting older every
day and I don't like it. I already forgot what I was trying to tell you.
As for figuring out fuel volume its easy do a google for volume and they will give
you the formula.
If you want I'll email you the photos and then you can post them for me.
Ron (Arizona)
BTW I am going to fly Col, Henke's Skybolt to Massachusets in the next few days.
Gotta stop every 200 miles or so for a fill up. My butt is already numb.
=======================================
---- John Hauck wrote:
============
It looks like I will have around 27 gallons of computed fuel.
|
| Ron (Arizona)
Ron:
Please post a photo of your new fuel tanks, I understand you ended up
with two.
Depending on the shape they ended up in, would be pretty easy to
calculate capacity of each.
I had to wait and use the one gal jug to compute the capacity of my
tank, but it is built in the same shape as the inside of the upper
rear area of the fuselage. An engineer could do it but not a high
school drop out.
john h
mkII
--
kugelair.com
________________________________________________________________________________
| From: | "tc1917" <tc1917(at)hughes.net> |
flying with the new warp three blade and have something different from the
IVO. Using an E box on a 582 slingshot. Engine is elevated in order to
fold wing. With warp drive prop I have a definate vibration or what I would
rather call a wing bounce on the left wing when I reach about 86 indicated.
Only the left wing. I can see the wing actually go up and down, occilate
and when I slow the engine, it quits. I can make it do it climbing,
straight flight and turning. If I am descending, without the engine imput,
it is okay past 90. My thought is buffet on the wing cause the blade is
coming up on that side. Wonder if I put about 3/4 to 1" spacer between the
box and the blade, maybe that would be enough. Going to try it when the
bolts come in. Another slingshot is just about that far with its big spacer
with a C box. No problem there. What say? Am I on the right track. Dont
want to space it very much cause that move weight back and I cant afford
that. Ted Cowan, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Ted C:
Off the top of my head I do not thing the prop is creating wing
bounce/occilation. If it was, the IVO or any prop would likely cause
the same problem.
Ronny Collins had a bad vibration problem with his SS. After a lot of
investigation we found that the rib stitching the builder used,
instead of recommended fabric rivets, had pulled loose back in the
inboard wing areas around the front of the prop. I flew on Ronny and
saw the fabric ballooning up. He fixed the fabric and the problem
went away.
Be sure you fabric is not pulling up back near the prop on top of the
wing.
I was not hesitate to fly the SS with a 4" extension on the prop. Do
not think it will create an aft CG problem. I'm not telling you it is
alright to do that, but if it were my airplane, I'd try it.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Happy Easter - Sorry about the rabbit. |
| From: | "Pollus" <pollus(at)fornerod.nl> |
Say... Hitler, was that not the one who lost the battle of Hastings, or was that
Napoleon? And did he fly a Kolb?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=106121#106121
________________________________________________________________________________
| From: | "Paul Petty" <paulpetty(at)myway.com> |
Correction....BBS forum Interface
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=106122#106122
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
The prop is so close to the CG on a Kolb moving it back even 4 inches with a spacer
is a non issue. Moving the prop back several would have such miniscule effect
on CG that it would never make a bit of difference in the way it flys, stalls,
or anything else.
JettPilot
--------
"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=106131#106131
________________________________________________________________________________
| Subject: | Re: Mark II Weight and balance |
| From: | "Scott Mac." <sdmacp(at)yahoo.com> |
Ken, are you doing your weight & balance this weekend?
--------
Scott Mac.
MK II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=106153#106153
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Ron Mason MKIIIx |
Ron's mkIIIx photos.
I'll let him explain them for you.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Ron's MKIIIx Photo's No. 2 |
More Ron's photos.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Fiberglass Fuel Tank |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Steve Boetto wrote:
>
>
> I also plan to avoid the use of 10% ethanol which is easy here in Florida .
How do you find gasoline that does not have ethanol ? I also live in Florida,
but I have no idea of the gas I am using has ethanol or not...
Mike
--------
"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=106182#106182
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Fw: Hauck's 912ULS Install |
Hi Folks:
The 912ULS is installed, except for a couple wires and the reg/rec. I
have attached some photos of the nice compact 100 hp package.
Tomorrow will try to get the lexan windshield, doors, and rear quarter
windows cut and installed.
Thurs get the Hauck Gear back under the fuselage after we get it out
of the basement. See if the engine will run after I install the Warp
Drive.
If we have time, will load it up on the deck over and haul it 3 miles
to the airstrip, put the wings and gap seal on, and see if it will
still fly. ;-)
Miss P'fer (pronounced peefer) has not been airborne since 22 Aug 06.
She is as anxious as I am to get flying again.
This will give me a couple days to get everything dialed in and learn
how to fly again. Tue morning will load her up and head for Lakeland.
Take care,
john h
--------------------------------------------------------------------------------
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Hauck's 912ULS Install (2) |
A couple more photos of the 912ULS install.
john h
mkIII
________________________________________________________________________________
| From: | "Jerry Deckard" <mustangsally(at)semo.net> |
| Subject: | Re: Fiberglass Fuel Tank |
Not sure about Florida, but in Missouri the pumps are labeled that have
ethanol.
Jerry
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Tuesday, April 10, 2007 10:00 PM
Subject: Kolb-List: Re: Fiberglass Fuel Tank
>
>
> Steve Boetto wrote:
>>
>>
>> I also plan to avoid the use of 10% ethanol which is easy here in
>> Florida .
>
>
> How do you find gasoline that does not have ethanol ? I also live in
> Florida, but I have no idea of the gas I am using has ethanol or not...
>
> Mike
>
> --------
> "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=106182#106182
>
>
>
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Dummy me just noticed at the botton there is a "tab" for just that!
[Rolling Eyes]>>
Hi Paul,
Ditto dummy me. What is BBC? and where is the button? The same problem has
been bugging me for ages as this is not the only list which arrives on my
screen with the latest message on top.
Pat
________________________________________________________________________________
| Subject: | Re: Fiberglass Fuel Tank |
Mike,
should be marked, I have not noticed it here yet.
steve
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
Is anyone out there currently running with the 10% Ethanol mix and if so
what problems if any are running into with your carbs or seals.
Steve B
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| Subject: | Re: Hauck's 912ULS Install |
| From: | "Rex Rodebush" <rrodebush(at)tema.net> |
Speaking of exhausts. I have been in contact with Rick Thomason about the "Pulsar"
exhaust system for the last 4 months. Apparently he is working with a new
fabricator and still is not ready for production. Does anyone know of another
sorce?
John, that new engine looks mighty pretty.
Rex Rodebush
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=106223#106223
________________________________________________________________________________
| Subject: | Fw: Hauck's 912ULS Install |
| From: | "Craig Nelson" <Craig.Nelson(at)heraeus.com> |
Looks great John!!!!!!!!!!!!!!!!
Bet you are itching to get her in the air
Uncle craig
Don't archive
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck
Sent: Tuesday, April 10, 2007 11:43 PM
Subject: Kolb-List: Fw: Hauck's 912ULS Install
Hi Folks:
The 912ULS is installed, except for a couple wires and the reg/rec. I
have attached some photos of the nice compact 100 hp package.
Tomorrow will try to get the lexan windshield, doors, and rear quarter
windows cut and installed.
Thurs get the Hauck Gear back under the fuselage after we get it out
of the basement. See if the engine will run after I install the Warp
Drive.
If we have time, will load it up on the deck over and haul it 3 miles
to the airstrip, put the wings and gap seal on, and see if it will
still fly. ;-)
Miss P'fer (pronounced peefer) has not been airborne since 22 Aug 06.
She is as anxious as I am to get flying again.
This will give me a couple days to get everything dialed in and learn
how to fly again. Tue morning will load her up and head for Lakeland.
Take care,
john h
------------------------------------------------------------------------
--------
The information transmitted is intended only for the person or entity to which
it is addressed and may contain confidential and/or privileged material. Any review,
retransmission, dissemination, or other use of, or taking of any action
in reliance upon this information by persons or entities other than the intended
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and delete the material from any computer.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Hauck's 912ULS Install |
| Speaking of exhausts. I have been in contact with Rick Thomason
about the "Pulsar" exhaust system for the last 4 months. Apparently
he is working with a new fabricator and still is not ready for
production. Does anyone know of another sorce?
|
| John, that new engine looks mighty pretty.
|
| Rex Rodebush
Morning Rex:
Thanks.
I talked to Rick Thomason recently. Still no go on new systems. I
picked up mine at his home in Memphis in November 2005. At that time,
he was about out of systems. Have had problems keeping components and
welds from cracking. First cracks showed at 35 hours, the time I flew
the Texax Beach Run with John W, Gary H. Then again at 150+ hours
developed more cracks. John W has had some cracking problems with his
system also. I would venture to say that we are not the only ones of
that run of 25 systems that are having problems. I don't know what
his "real" intentions are now.
We did some welding on my exhaust system last week. We shall see how
it hold together. I might add that none of the damage has been
catastrophic, and all damage has been to the silencers and none of the
four 180 degree outlet tubes. I had no idea of the last cracks until
I removed the system from my old 912ULS. So, that is a little more
comforting knowing that most likely I will not be put down if I
develope more exhaust cracks.
On the other hand, problems with the Titan exhaust were broken tubes
at the heads. As the result an immediate power loss was felt, the
three times I broke tubes on the last Titan exhaust system I used,
plus there was always the possibility of the pipe going through the
prop if it let go.
Seems exhaust systems have been the weak link for the 912 series
engines since I started flying them in 1994. When we mounted the
first 912 there were no exhaust systems available. That is when we
initially tried four straight stacks 30" long. What a beautiful
sound, but so loud, two hours into the flight to Lakeland, 1994, my
head was throbbing. Homer Kolb was ecstatic when I did a low pass and
poured on the coal coming around to land at Lakeland. The Lakeland
"hall monitors" chastised me severely for having a loud Rotax. ;-)
john h
mkIII
________________________________________________________________________________
| From: | "Jerry Scrabeck" <skrabekk(at)juno.com> |
I'm cleaning out the hanger and have some Kolb ultrastar parts to sell.
Wings ailerons and struts uncovered, tail surfaces new cover, not
painted. control pushrods stick and msc, parts, control cabels, tail
wheel one main gear strut. I have no boom or cage.I'm thinking $1200
OBO. Jerry Scrabeck
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | pictures from a kolb |
Pictures taken from the kolb.
Boyd
________________________________________________________________________________
| Subject: | Re: Hauck's 912ULS Install |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
John Hauck wrote:
>
>
> Thanks.
>
> I talked to Rick Thomason recently. Still no go on new systems.
>
> john h
> mkIII
I tried to get an STE Exhaust system for almost a year now. I waited six months
+ and finally just had to buy a Titan. Rick Thomason is a very nice guy,
and he finally sold me his prototype system, but I have the titan on right now.
Rick is having trouble finding someone that will fabricate and weld the exhaust
systems at a reasonable price. Rick is aware of the weld cracking problems
and says that will be improved on the next batch. If he ever gets the STE
systems produced, I will buy one... But dont hold your breath, I did for a long
time and could still be waiting for one almost year later.
Mike
--------
"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=106307#106307
________________________________________________________________________________
| Subject: | Avgas 100LL in a 2 stroke ??? |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Is there any disadvantage to running 100 LL Avgas in a 2 stroke Rotax engine if
auto gas is not available ?
--------
"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=106309#106309
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Hauck's 912ULS Install |
| Thanks for the exhaust system information guys. I'll just hold off
as long as I can and buy a Titan system if the STE is still not
avaiable.
|
| Rex
Rex:
I think the Titan is the next best choice as far as reliability goes.
They went through a struggle for a while when they used after market
exhaust stubs to base there system on. I got one of those and was
lucky to make it to Alaska and back in 2004 without a failure. Not
many hours after I got back I broke that pipe between Santa Rosa and
Albuquerque, NM. Then broke two more within 3 hours of each other
that Fall flying to and from the flyin in Lucedale, MS, and Panama
City, FL. That is when I bought the STE system.
I am glad to get rid of the "octupus" of pipes that wraps around the
engine, and doubles the profile. I have scars all over the inside of
my forearms from refueling, checking oil, and forgetting about those
hot stainless steel pipes. The STE system is much cleaner and cuts
that profile in half.
Right now, that is all we have. The Rotax system is out of the
question. I would not hang all that plumbing on top of my engine.
john h
mkIII
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Monument Valley 2007 |
The last time I was in London I had a hard time as all the signs were in
Arabic. >>
Hi Craig,
you must have got to some exotic part. A good proportion of shop signs are
in Chinese or Indian as apparently Indian take away meals are Englands
favourite dish. Vindaloo and Heineken...wow..how cosmopolitan can you get?
Cheers
Pat
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: Avgas 100LL in a 2 stroke ??? |
When I was doing cross-country's in a 2 stroke, using 100LL, I found that
after a while the lead would build up a bit on the spark plugs, so I just
increased the frequency of plug swap-outs. Besides that, no other issues.
-- Robert
On 4/11/07, JetPilot wrote:
>
>
> Is there any disadvantage to running 100 LL Avgas in a 2 stroke Rotax
> engine if auto gas is not available ?
>
> --------
> "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=106309#106309
>
>
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: pictures from a kolb |
Pictures taken from the kolb.>>
Hi Boyd,
super pics. You do have some exciting stuff to fly over.
I have just put an X Plane flight sim on my comp. and I have been flying
the approach into Sitka. Looks pretty much like your pics.
I like that flight as I wqs in Juneau and Skagway a few years ago.
Cheers
Pat
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Avgas 100LL in a 2 stroke ??? |
| When I was doing cross-country's in a 2 stroke, using 100LL, I found
that
| after a while the lead would build up a bit on the spark plugs, so I
just
| increased the frequency of plug swap-outs. Besides that, no other
issues.
|
| -- Robert
Robert/Gang:
The lead is easy to get out of the spark plugs, 2 and 4 stroke. I use
a pen knife with small blade, or a piece of safety wire to clean the
out. Works for me.
Other than that, I never saw any difference between mogas and avgas.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Kolb List Hall Monitor????? |
| john h
| mkIII (No, I am not the List Monitor. I am one of many members of
the
| best aircraft email List in existence and I am going to try and keep
| it that way.)
Hi Gang:
Forgot to add to my previous msg:
This msg is not intended to point out or pick on Patrick and Craig.
It goes to any and everyone that is too lazy to change email addresses
and go back copy with their private conversations.
Thanks again,
john h
mkIII
________________________________________________________________________________
| From: | <kfackler(at)ameritech.net> |
| Subject: | Re: Avgas 100LL in a 2 stroke ??? |
I get 100LL regularly when flying away from my home field. I have my engine
broken down every 150 hours by an authorized Rotax repair station. I have
had no issues with performance whilst flying nor has the repairman made any
comments.
-Ken Fackler
Kolb Mark II / N722KM
Rochester MI
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
| Subject: | Re: Kolb List Hall Monitor????? |
I'm skered
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| Subject: | Re: Ms Dixie update |
| From: | "joe" <okjoek2000(at)yahoo.com> |
She is pretty Paul, how long have you been at it? It must feel good to be at this
stage.
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=106408#106408
________________________________________________________________________________
| From: | "Craig Nelson" <Craig.Nelson(at)heraeus.com> |
Thanks John Point taken. Just got excited about meeting Pat at MV. Hay I
wanted different exhaust for my 912 also. The first time I saw the STE I
wanted it but I don't think it will fit under the cowling. When
modifying the Titan, the welder that did the job did not weld stainless
for crap! That's when the back of the muffler went through the prop. My
new muffler is welded with a certified welder and I made a rubber
isolated mount to the back of the exhaust to eliminate any part leaving
the aircraft, with exception of the springs.
Uncle craig
Don't archive
_________________________________________________________________________
_____________
The information transmitted is intended only for the person or entity to
which it is addressed and may contain confidential and/or privileged
material. Any review, retransmission, dissemination, or other use of, or
taking of any action in reliance upon this information by persons or
entities other than the intended recipient is prohibited. If you receive
this in error, please contact the sender and delete the material from
any computer.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Craig:
Thanks for writing. No sweat on the List thing.
I bet the STE will fit, or come mighty close to it.
Rick Thomason designed it to fit inside the Pulsar cowling, which is
pretty small.
You can get some dimensions off mine at MV.
Getting excited now and ready to head West. Should be flying by
Saturday or Sunday. The little stuff is nickle and dime'ing me to
death. Thought I would have the lexan installed today, but never got
started on it. Spent the whole day installing enricher cables, a few
instruments, tidying up stuff, a lot of ty-wraps, etc. Don't know
where the time goes.
Will try to get the lexan done tomorrow and the main gear back on Fri.
Should be able to test run the new engine and then haul the fuselage
back over to the airstrip. Get the wings and center section
installed, preflight, and go fly.
Take care,
john h
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
sun and fun is next week and so starts the camping season for millions of
people. as a volunteer at sun fun safety is a major concern. we look at all
aspects of public safety. while reading the KOA report on camping safety I
learned that several people every year are killed or hurt while sleeping in
there tent. the report stated most are ran over by cars or compact utility
vehicles. one person was killed by being run over by a garbage truck backing over
him. so If you are camping in a tent next week think about that when you are
picking a spot to pitch a tent Malcolm
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
In a message dated 4/11/2007 7:18:34 AM Central Standard Time, N27SB(at)aol.com
writes:
>
> Is anyone out there currently running with the 10% Ethanol mix and if so
> what problems if any are running into with your carbs or seals.
>
>
>
> Steve B
>
> Steve,
> I have flown 30- 40 gallons through my Firefly with no apparent difference
> although It is known to be a more corrosive mixture than straight gas. I
> AlWAYS use a Mr. funnel which is supposed to remove water. I buy the gas the
day
> I use it. Any left over I remove and burn in another vehicle on the ground.
> Time will tell. My biggest concern is that the internal bearings could be
> rusting without me knowing. Time will tell. All mogas around Houston has
> alcohol.
Ed Diebel ( FF# 62)
>
**************************************
See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: M3X incidence & dihedral |
Anything less than 1 degree per wing half tends to look like the
wingtips are drooping to me.
| Scott
Scott:
That is what Homer thought too. So he added a tiny bit of dihedral
for aesthetic reasons only. He preferred a staight wing, but it
looked like they drooped when sitting on the ground.
I have no idea how many degrees dihedral the wings on my Ultrastar,
Firestar, or mkIII have. The instructions said to put a block under
the outboard rib to raise it a certain distance above level. That is
what I did and I am happy.
When he recently rebuilt the 1985 Oshkosh Grand Champion Ultralight,
his Kolb Firestar, he added addtional dihedral to see how it would
fly. I forget how many degrees, but he told me he kinda liked it.
john h
mkIII
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Monument Valley 2007 |
Has absolutely nothing to do with Kolb Aircraft, building or flying>>
Whoops,
Sorry John and All.
this list is the `wrong` way round when compared with other lists which I am
on. On the others hitting `Reply` automatically sends your message to the
individual NOT to the list.
If you wish to respond to the list then the `Cc.` facility is used.. This
tends to keep individual comments off the list.
Still, no excuses. I have been here long enough to know better.
Cheers
Pat
________________________________________________________________________________
| From: | "Gray, Mark" <Mark.Gray(at)Takata.com> |
I have been preparing my Firestar II for its airworthiness inspection
and last night was sitting in it admiring the completed work. As I moved
to exit the plane I heard a band and found myself flat on my back, the
seat back support tube that crossed the cage behind the seat had
separated from the cage sides. The side tubes had been ripped out
leaving gaping fish mouth shaped holes. There was no sign of corrosion
around the welds or in the tubes. If this had happened in flight I
imagine I would have had a lot more to worry about than welding it back
in and a little fabric repair. I don't think it would have been possible
to control the aircraft without the seatback as there is nothing that
could be easily used to support oneself in a position to hold the stick.
I doubt I could have even reached the chute handle since it is located
forward of the throttle.
I weigh 230lb and am not very rough on my bird, so anybody flying a
Firestar II may want to give these connections a good going over. I will
be checking all the welds in my frame with magnaflux as soon as I can
get my hands on one. Total time on the cage is approximately 400 hrs.
Mark Gray
Firestar II N229K
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________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Better that it happened now rather than durring the inspection :)
Mike
--------
"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=106482#106482
________________________________________________________________________________
| Subject: | Kolb near Denver |
| From: | "Paul Petty" <paulpetty(at)myway.com> |
Gang,
A while back I asked about a Kolb near the Denver area. One guy was mentioned but
I cant find it in the archives. I have a friend wanting some flight time in
a kolb. He just passed the sport pilot instructor written and the check ride
is next. If anyone knows this guy can you give me a name and number?
Thanks
do nor archive
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=106500#106500
________________________________________________________________________________
| From: | "The BaronVonEvil" <grageda(at)innw.net> |
Hi Mark,
When I first got my Firestar II (used), I noticed that the very same tube in my
plane was curved. I inspected the tube and welds for cracks or breaks and could
not find any. I then very carefully straightened the tube.
I too realized that the seat back was deforming the tube so what I did was to make
a support platform that transfered the pressure from the seat back to the
main gear truss which is a heck of allot beefier.
I made the platform out of 1/8" ply and placed wood stringers cut to the same thickness
as the seat support tube in a pattern of an "H" (with a double horizontal
leg) underneath the ply to transfer the pressure of the seat back. to the
main gear truss. The two horizontal legs of the "H" line up between the seat
stop bolts and the gear truss. Platform was a snug fit to make sure there was
full support of the seat back support tube.
I also ended up purchasing a heavier duty seat back from Kolb. Mine would bend
right at the point where the seat makes contact with the seat back stop bolts.
I have not had any problems with the seat back or the seat back support tube.
Best Regards
Carlos Grageda
TBVE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=106502#106502
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: M3X incidence & dihedral |
| I know it's been a while but do you have any idea how big the block
of wood was and where exactly you were supposed to place it?
| Thanks,
|
| --------
| Scott
Scott/Gang:
Just so happens I have a revised copy of the Kolb MKIII Builders
Manual, 7/29/92.
"INSTALLING LIFT STRUTS.
The next step is the installation of the wing struts. Set the wing
dihedral by raising the wing tip 1-1/2 inches (measured at the
outboard rib). Install a shim under the wing at the H-supports to
hold this position. Now the lift struts may be made to fit."
That is verbatem out of the manual, and the distance and procedure I
remember from doing mine in 1991.
IIRC, the Ultrastar and Firestar were set at 1", outboard rib.
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Sun and Fun 2007 NOTAM |
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
Hey Joihn H and everyone else that's flying into the Light Plane grass strip,
As usual, I have to keep John H straight. The arrival procedue John H quoted is
correct, except a couple of sentences earlier in the NOTAM have to be read first.
"Special procedures will be in effect ONLY from 0700 to 2000 local from April 15
through April 23, 2007."
"SOUTH SIDE OF AIRPORT CLOSED FROM SUNSET UNTIL SUNRISE LOCAL
APRIL 15 - APRIL 23, 2007."
"Lakeland Linder Regional Airport will be closed daily, April 17 through April
23, 2007 during the Aerobatic Demonstrations (schedule below). Arrivals and departures
are not permitted during periods of aerobatic demonstrations. "
Now we are current and ready to fly to Sun'nFun 2007!
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=106531#106531
________________________________________________________________________________
| Subject: | Re: Ms Dixie update |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Great color Paul :) What color is the trim going to be ?
--------
"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=106536#106536
________________________________________________________________________________
| Subject: | Re: (no subject) |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Ray,
Is that a leaf or an ultralight in your avitar ? What kind of ultralight is that,
and have you been flying it ? Can you post a full sized picture ?
Mike
--------
"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=106538#106538
________________________________________________________________________________
| Subject: | Re: Sun and Fun 2007 NOTAM |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
john w/gang:
I know, I know. I read the entire 36 pages, and expect everyone else to read them
whether they are flying in or not. ;-)
You mentioned aerial aerobatic demonstrations when the field will be closed, but
failed to post the schedule. How do you expect me to find a window to get into
the UL strip all the way from Alabama without that schedule?
Up to my ears in lexan. Everything is cut out and getting ready for the final
fit and trim before popping rivets and attaching rubber channel.
This airplane building and updating is a work intensive operation. I am ready
to go fly and play.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=106547#106547
________________________________________________________________________________
| Subject: | Re: Ms Dixie update |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Cub Yellow is an awesome color ! I am still trying to figure out what kind of
trim, or graphics to put on the Fuselage of mine also.
--------
"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=106553#106553
Attachments:
http://forums.matronics.com//files/mikerosaultralightmikekolb_187.jpg
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| From: | FLYMICHIGAN(at)comcast.net |
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| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: pictures from a kolb |
OK, it's not *really* taken from a Kolb, but I couldn't resist... my father
emailed this to me last night as he was scanning old slides.
The year was 1977; I was 17 and the ink was barely dry on my new PPL when I
rented a Cessna from the old Ramapo Valley Airport in NY and took my
parents for a ride, when Dad took this picture... we flew over the day camp
where I was working for the summer (my first job). Part of my job was
cutting the grass and I cut some of it a bit closer than strictly necessary
(DMH is, of course, my initials). Fortunately the boss didn't notice it...
123e93f.jpg
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
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| From: | JRatcli256(at)aol.com |
| Subject: | Re:M3X incidence & dihedral |
Hi gang,
Was told by Donnie at TNK - the M3x Dihedral they recommend is .6 degrees.
Called today and verified.
Don't know how that relates to the block under end rib method. I'm using a
digital level.
John Ratcliffe
************************************** See what's free at http://www.aol.com.
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| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Re: M3X incidence & dihedral |
I went back thru all the pics I've taken of Kolbs over the years and
measured the dihedral angle were possible. I've found anywhere between zero
and 5 degrees total over the entire wing. Anything less than 1 degree per
wing half tends to look like the wingtips are drooping to me.
It seems that when building the mkIIIc the instructions said to rig the
wings as straight as possible while making the forward and rear attach
points. When attaching the lift struts, the wing tips were to be raised 1
1/2 inches measured at the outboard rib. I followed the instructions and
when flying and I put the plane in a 30 deg bank and let go of the stick the
plane wanted to continue to roll...( negative roll stability) when I
rebuilt I doubled the dihedral by raising the end rib 3 inches... now when
in a 30 deg bank the plane wants to stay put ( neutral roll stability). I
could not tell any other differences.
Boyd.
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| From: | DAquaNut(at)aol.com |
Group,
Does anyone know of a CD that walks you through a 50 hour decarbon or
inspection. I have 48 hours on my 447 and want to do what I can to keep her
running as good as she has so far. Is it possible to have a stuck ring and still
have proper compression?
Ed Diebel (FF 62)
**************************************
See
what's free at http://www.aol.com.
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| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I would not dissasemble the engine at 50 hours, no way. You run a much higher
chance of damaging something or putting something back together wrong than having
carbon at just 50 hours. It is possible to have carbon and have good compression,
but at just 50 hours, it should not be a concern unless you have abused
the engine horribly. There are ways to check for carbon by looking in the
exhaust port, but its not perfect....
Stick some seafoam in the engine to get rid of what little carbon that might have
built up in just 50 hours, and go flying :)
Mike
--------
"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=106663#106663
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| From: | "Ralph" <ul15rhb(at)juno.com> |
Did someone mention "Seafoam"? It's a combination of Klotz synthetic
oil (50:1) and the Seafoam. I just inspected the pistons, rings, and
cylinders this past weekend. They look great. It's good for another
flying season.
Ralph Burlingame
Original Firestar
450 hours on a 447 without any problems
-- "JetPilot" wrote:
I would not dissasemble the engine at 50 hours, no way. You run a
much higher chance of damaging something or putting something back
together wrong than having carbon at just 50 hours. It is possible
to have carbon and have good compression, but at just 50 hours, it
should not be a concern unless you have abused the engine horribly.
There are ways to check for carbon by looking in the exhaust port,
but its not perfect....
Stick some seafoam in the engine to get rid of what little carbon
that might have built up in just 50 hours, and go flying :)
Mike
--------
"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=106663#106663
________________________________________________________________________
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| Subject: | Rotax Oil Filter question |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
Fellow 912 Kolb Drivers ...
Following experience-based advice from this List, I recently installed a
"non-Rotax" brand oil filter on my 912ul, at my last oil change.
In the current issue of Kitplanes, the "Engine Beat" column talks about
oil filters. Right there, in the middle of the page, in a box all by
itself, is a big warning, telling Rotax 912 owners that they should
NEVER use anything other than the prescribed Rotax oil filter, or you
might ruin your engine. Reason was related to the bypass pressure in
the filter.
The Fram TG-3614 filter currently on my engine is an exact fit, and
appears to be keeping my engine oil clean enough. These filters are
inexpensive, and easy to replace at 50-hour intervals.
I do not wish to rehash the oil filter thread that we discussed a few
months ago (pros & cons of the different filters, etc.) I just have one
question.
What say ye graduates of the well-regarded Eric Tucker classes: Should I
be worried, and spring for the $$ Rotax oil filter? Or can my 912 live
a normal life with an automotive oil filter?
Thanks in advance ...
Dennis Kirby
Gearing up for the MV trip next month, in
Cedar Crest, NM
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| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: La Jolla/glider port |
| I have to appologise if my comments about Blacks Beach have
offended.
|
| Ray
Ray:
I think we have to remind ourselves that this is the Kolb Aircraft
Builders and Flyers List. If we keep our comments related to Kolbs,
we hold the interest of those that subscribe to the Kolb List because
we build, fly, and enjoy these little airplanes and other people with
the same interest.
If you are here because of other reasons, perhaps you are in the wrong
place. However, keep your comments related to Kolbs and the "real
Kolbers" will be more than happy.
Appology accepted on my part,
john h
mkIII
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March 28, 2007 - April 13, 2007
Kolb-Archive.digest.vol-gq