Kolb-Archive.digest.vol-hb
November 18, 2007 - December 14, 2007
> Date: Sun, 18 Nov 2007 00:53:33 -0500
> From: richard(at)bcchapel.org
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: cutting and drilling Lexan
>
>
> Are you sure it's Lexan? Sounds like Plexiglas or acrylic. Lexan you can
> beat on it or bend the fool out of it and it ignores you.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> Mike Welch wrote:
>>
>>
>> Kolb builder guys,
>>
>> I began cutting the Lexan for my doors on the MkIII and managed to crack one.
I wasn't trying to cut the exact fit, just sort of close, so I could handle
the piece easier. But, a crack snapped a huge corner off and now the rest is too
small to use, so I have to get another piece. Crud!! And seeing as how I screwed
up one of the pieces, I thought I'd ask for some help from anyone who figures
they've got Lexan fabrication down to a science!
>>
>> Yes, I have read up on some pointers from the internet, like scoring with a
sheetrock knife, and ONLY using a special drillbit made for drilling into plastic,
but is there any additonal tips and tricks you guys know?
>>
>> Like, is water needed for cooling to drill a hole, or is the bit all you need?
>>
>> Any useful pointers would be much appreciated.
>>
>> Thanks, Mike Welch....... windowless in SW Utah
>> _________________________________________________________________
>> Connect and share in new ways with Windows Live.
>> http://www.windowslive.com/connect.html?ocid=TXT_TAGLM_Wave2_newways_112007
>>
>>
>>
>>
>>
>>
>
>
_________________________________________________________________
You keep typing, we keep giving. Download Messenger and join the im Initiative
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________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: 2 stroke vs 4 stroke |
Ceramic 4 stroke engines that produce 1.25 HP per LB and have fuel
burns in the .25 lb. per hp hour. Real Soon Now.
Rick
On Nov 17, 2007 4:53 PM, wrote:
>
> Rotax to Discontinure the 503??
> Who's starting that rumor????
>
> Mark
>
>
> -----Original Message-----
> From: lucien <lstavenhagen(at)hotmail.com>
> To: kolb-list(at)matronics.com
> Sent: Sat, 17 Nov 2007 10:16 am
> Subject: Kolb-List: Re: 2 stroke vs 4 stroke
>
>
> JetPilot wrote:
> >
> > Hi Jim
> >
> > The best engine for the Firestar appears to be the HKS 4 stroke
> engine. Dave
> Bigelow installed an HKS engine on his Firestar to fly over very
> hostile terrain
> in Hawaii, and has had very good luck with it. Although there is only
> one case
> of the HKS on a Kolb that I know of, Dave is very technically competent
> and has
> posted an about his setup on this forum:
> >
> > http://forums.matronics.com/viewtopic.php?t=13013&highlight=hks
> >
> > Trikes have been much faster to adopt the HKS engine, it is now the
> engine of
> choice on the more expensive Mid Sized trikes that are to small for a
> 912's.
> The reliability, and smoothness of this engine is well known in the
> many trikes
> flying this engine.
> >
> > Mike
>
>
> Actually the best engine for the FS is the 503, but putting that
> aside....
>
> (add lots of smileys here)
>
> The HKS does seem to be becoming successful and I'm gratified to see
> the Oleniks
> selling and supporting it. I had Tom do the 150 hour's on a couple of
> my 503's
> and there aren't better guys to work with than them. I think they know
> everything about ligh a/c motors than anyone.
>
> I'm really glad to see it working well out in the field, as it'll give
> a good
> alternative right in a sore spot - the 60 to 65hp range....
>
> PS: Now I'm going to say something _truly_ heretical:
> I've been an ower-operator of the 912S for about a year now and am
> already
> finding myself wishing I was back to running a 2-stroke, specifically
> the 503,
> again.
> I love the 912, it runs great and it gives no trouble, but the 503 is
> still
> simpler by a long ways to debug and maintain, and parts are so vastly,
> vastly
> cheaper (when you need them). And it also gives no trouble apart from
> the need
> for 150 hour's......
>
> There, I said it - I'm a 2-stroke heretic not particularly impressed by
> the
> 4-stroke craze....
>
> Alas, though, I've been told that Rotax is going to discontinue the 447
> and 503
> in a few years, so we may be stuck with the alternatives whether we
> like it or
> not ;).
>
> LS
>
> --------
> LS
> FS II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=146627#146627
>
>
> ________________________________________________________________________
> Email and AIM finally together. You've gotta check out free AOL Mail! -
> http://mail.aol.com
>
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: 2 stroke vs 4 stroke |
According to Eric Tucker, in 2006 Rotax made 900 two stroke aircraft
engines of all sizes. Not exactly a huge market. In contrast, they
made 4000 of the 912 / 914 series.
Rick
On Nov 17, 2007 7:27 PM, grantr wrote:
>
> Someone told me that someone with Lockwood aviation said rotax was discontinuing
the 447 and 503s
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=146722#146722
>
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: cutting and drilling Lexan |
Mike, I use the same grind for Lexan that I use for very soft metals.
I touch the cutting edge of the drill flute so that the cutting face
is parallel to the center axis of the drill. This flat face only has
to be .02 to .03 wide. It makes the drill shave off the material as it
cuts and it doesn't get sucked through as the drill exits the sheet.
Hope that makes sense. I have a sketch somewhere. I'll try to find it
in the morning while I'm having my coffee transfusion.
I know some on this list recommend aviation shears or big scissors and
that works great if you have really good arthritis drugs. My hands
cramp up too badly for me to use them for anything more than short
cuts. I like carbide grit saw blades, either round of jig saw style
work fine.
Rick
On Nov 17, 2007 11:48 PM, Mike Welch wrote:
>
>
> Kolb builder guys,
>
> I began cutting the Lexan for my doors on the MkIII and managed to crack one.
I wasn't trying to cut the exact fit, just sort of close, so I could handle
the piece easier. But, a crack snapped a huge corner off and now the rest is
too small to use, so I have to get another piece. Crud!! And seeing as how
I screwed up one of the pieces, I thought I'd ask for some help from anyone who
figures they've got Lexan fabrication down to a science!
>
> Yes, I have read up on some pointers from the internet, like scoring with a
sheetrock knife, and ONLY using a special drillbit made for drilling into plastic,
but is there any additonal tips and tricks you guys know?
>
> Like, is water needed for cooling to drill a hole, or is the bit all you need?
>
> Any useful pointers would be much appreciated.
>
> Thanks, Mike Welch....... windowless in SW Utah
> _________________________________________________________________
> Connect and share in new ways with Windows Live.
> http://www.windowslive.com/connect.html?ocid=TXT_TAGLM_Wave2_newways_112007
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | cutting and drilling Lexan |
I'm so gun-shy now, about wrecking more pieces, I wonder if I should just buy the
factory drill bit. I guess if you have a drawing of the correct shape of the
cutting tip, then I ought to try and make one, and do lots of practicing.
I know Richard said true Lexan is pretty durable, but even still, there is a right
way and wrong way, and I'd prefer to just stay with the right way, at this
point.
Thanks, I'll look forward to the picture in the morning, Mike
> Date: Sun, 18 Nov 2007 00:27:20 -0600
> From: jindoguy(at)gmail.com
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: cutting and drilling Lexan
>
>
> Mike, I use the same grind for Lexan that I use for very soft metals.
> I touch the cutting edge of the drill flute so that the cutting face
> is parallel to the center axis of the drill. This flat face only has
> to be .02 to .03 wide. It makes the drill shave off the material as it
> cuts and it doesn't get sucked through as the drill exits the sheet.
> Hope that makes sense. I have a sketch somewhere. I'll try to find it
> in the morning while I'm having my coffee transfusion.
> I know some on this list recommend aviation shears or big scissors and
> that works great if you have really good arthritis drugs. My hands
> cramp up too badly for me to use them for anything more than short
> cuts. I like carbide grit saw blades, either round of jig saw style
> work fine.
>
> Rick
>
> On Nov 17, 2007 11:48 PM, Mike Welch wrote:
>>
>>
>> Kolb builder guys,
>>
>> I began cutting the Lexan for my doors on the MkIII and managed to crack one.
I wasn't trying to cut the exact fit, just sort of close, so I could handle
the piece easier. But, a crack snapped a huge corner off and now the rest is too
small to use, so I have to get another piece. Crud!! And seeing as how I screwed
up one of the pieces, I thought I'd ask for some help from anyone who figures
they've got Lexan fabrication down to a science!
>>
>> Yes, I have read up on some pointers from the internet, like scoring with a
sheetrock knife, and ONLY using a special drillbit made for drilling into plastic,
but is there any additonal tips and tricks you guys know?
>>
>> Like, is water needed for cooling to drill a hole, or is the bit all you need?
>>
>> Any useful pointers would be much appreciated.
>>
>> Thanks, Mike Welch....... windowless in SW Utah
>> _________________________________________________________________
>> Connect and share in new ways with Windows Live.
>> http://www.windowslive.com/connect.html?ocid=TXT_TAGLM_Wave2_newways_112007
>>
>>
>>
>>
>>
>
>
_________________________________________________________________
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http://www.microsoft.com/windows/shop/specialoffers.mspx?ocid=TXT_TAGLM_CPC_MediaCtr_bigscreen_102007
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Please Make a Contribution to Support Your Lists... |
Just a reminder that November is the Annual List Fund Raiser. Please make a Contribution
today to support the continued operation and upgrade of these great
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Matronics Email List Administrator
________________________________________________________________________________
| Subject: | Re: Big Twin 4 stroke? Mil surplus |
125 to 130 lbs fairly well stripped,aluminum prop hub, over 40 horses..
220+ lbs of static thrust.. 084 mil surplus engine..
A friend of mines numbers.. I sold him the engine for 250 and he zero
timed it for less than 200 more..Looks promising..
A full VW with 69 mm crank and 94 jugs would weigh a bit more
,stripped, one mag, and put out much more thrust .. Cheap to build and
maintain too..
However..my Global with 78.5 stroke and 92 jugs is 84 lbs and puts out
35 to 37 hp. Herb
writes:
>
>
> At the weight you're quoting for the big twin, which is entirely in
> line with the weights listed for the Vanguard and Honda V Twin
> industrial engines, the Continental A084 becomes real attractive.
> They
> can still be had for under $1000 and you get the designed in
> balance
> of the flat 4.
>
> Rick
>
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: cutting and drilling Lexan |
Mike,
The stepped Unibits work great on Lexan and leave no burr.
I cut all the curved lexan for my Mk-3 with a Dremel tool and cutting disks,
than sanded the edges smooth with sandpaper.
Any straight cuts can be done on a sheet metal shear, deburr- deburr-deburr.
Don't peal the protective paper off till you have to.
Deny Rowe
________________________________________________________________________________
| From: | Lanny Fetterman <donaho(at)uplink.net> |
When I constructed my doors, I drilled the Lexan and aluminum tubing with a
regular 1/8 inch drill bit and used clecos as I went. After everything was
fitted I redrilled the Lexan holes to 9/64. I used aluminum rivets to
finish the project. After a few years I did develop one small crack about a
half inch long at one of the rivets. When I went Experimental, I was able
to cover the crack with the Experimental sticker.
Lanny N598LF FSII (fully inclosed)
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
| Subject: | Re: cutting and drilling Lexan |
Mike
In working with Lexan, remember you canNOT polish out scratches
successfully. Avoid them instead.
On Nov 18, 2007, at 1:38 AM, Mike Welch wrote:
>
>
> I'm so gun-shy now, about wrecking more pieces, I wonder if I
> should just buy the factory drill bit. I guess if you have a
> drawing of the correct shape of the cutting tip, then I ought to
> try and make one, and do lots of practicing. I know Richard said
> true Lexan is pretty durable, but even still, there is a right way
> and wrong way, and I'd prefer to just stay with the right way, at
> this point.
>
> Thanks, I'll look forward to the picture in the morning, Mike
>
>
>> Date: Sun, 18 Nov 2007 00:27:20 -0600
>> From: jindoguy(at)gmail.com
>> To: kolb-list(at)matronics.com
>> Subject: Re: Kolb-List: cutting and drilling Lexan
>>
>>
>> Mike, I use the same grind for Lexan that I use for very soft metals.
>> I touch the cutting edge of the drill flute so that the cutting face
>> is parallel to the center axis of the drill. This flat face only has
>> to be .02 to .03 wide. It makes the drill shave off the material
>> as it
>> cuts and it doesn't get sucked through as the drill exits the sheet.
>> Hope that makes sense. I have a sketch somewhere. I'll try to find it
>> in the morning while I'm having my coffee transfusion.
>> I know some on this list recommend aviation shears or big scissors
>> and
>> that works great if you have really good arthritis drugs. My hands
>> cramp up too badly for me to use them for anything more than short
>> cuts. I like carbide grit saw blades, either round of jig saw style
>> work fine.
>>
>> Rick
>>
>> On Nov 17, 2007 11:48 PM, Mike Welch wrote:
>>>
>>>
>>> Kolb builder guys,
>>>
>>> I began cutting the Lexan for my doors on the MkIII and managed
>>> to crack one. I wasn't trying to cut the exact fit, just sort of
>>> close, so I could handle the piece easier. But, a crack snapped a
>>> huge corner off and now the rest is too small to use, so I have
>>> to get another piece. Crud!! And seeing as how I screwed up one
>>> of the pieces, I thought I'd ask for some help from anyone who
>>> figures they've got Lexan fabrication down to a science!
>>>
>>> Yes, I have read up on some pointers from the internet, like
>>> scoring with a sheetrock knife, and ONLY using a special drillbit
>>> made for drilling into plastic, but is there any additonal tips
>>> and tricks you guys know?
>>>
>>> Like, is water needed for cooling to drill a hole, or is the bit
>>> all you need?
>>>
>>> Any useful pointers would be much appreciated.
>>>
>>> Thanks, Mike Welch....... windowless in SW Utah
>>> _________________________________________________________________
>>> Connect and share in new ways with Windows Live.
>>> http://www.windowslive.com/connect.html?
>>> ocid=TXT_TAGLM_Wave2_newways_112007
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
> _________________________________________________________________
> Put your friends on the big screen with Windows Vista + Windows
> Live.
> http://www.microsoft.com/windows/shop/specialoffers.mspx?
> ocid=TXT_TAGLM_CPC_MediaCtr_bigscreen_102007
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: cutting and drilling Lexan |
Make your screw or rivet holes slightly oversize. The attachment points
ought to go through flat, don't put it in a bind by making it bend where
the attachment goes through. If you use rivets, only use aluminum ones.
Leave it a little room to expand and contract. And never allow Stits
reducer, acetone, MEK or superglue to get close to it. Cutting Lexan, I
lay a width of duct tape where I want to cut so the saber saw won't mar
it, use a metal cutting blade and go for it. Dress the edges with the
bench grinder, and then sandpaper, once again protecting the area
adjacent to the edge with tape. Blow the chips away with air if the
surface is uncovered, they will scratch the surface, and don't pull the
covering material off until the last second.
I don't have any good methods for Plexiglas or acrylic, if it isn't
Lexan, I don't want to fool with it, I leave that to the really careful
people.
Richard Pike
MKIII N420P (420ldPoops)
Mike Welch wrote:
>
>
> Actually, you're right. The first piece I just screwed up today was plexiglass.
But, years ago, when I installed the Lexan windshield on my MkIII, I evidently
didn't do it correctly then, either. I ended up getting tons of cracks
off the mounting holes I drilled.
>
> So, after admitting I've not taken the fabrication correctly and seriously
enough, I want to only proceed the right way.
>
> So, what have you got for me? Tips, pointers, criticisms? Hmm? Mike
W.
>
>
>
>> Date: Sun, 18 Nov 2007 00:53:33 -0500
>> From: richard(at)bcchapel.org
>> To: kolb-list(at)matronics.com
>> Subject: Re: Kolb-List: cutting and drilling Lexan
>>
>>
>> Are you sure it's Lexan? Sounds like Plexiglas or acrylic. Lexan you can
>> beat on it or bend the fool out of it and it ignores you.
>>
>> Richard Pike
>> MKIII N420P (420ldPoops)
>>
>> Mike Welch wrote:
>>
>>>
>>>
>>> Kolb builder guys,
>>>
>>> I began cutting the Lexan for my doors on the MkIII and managed to crack one.
I wasn't trying to cut the exact fit, just sort of close, so I could handle
the piece easier. But, a crack snapped a huge corner off and now the rest is
too small to use, so I have to get another piece. Crud!! And seeing as how I screwed
up one of the pieces, I thought I'd ask for some help from anyone who figures
they've got Lexan fabrication down to a science!
>>>
>>> Yes, I have read up on some pointers from the internet, like scoring with a
sheetrock knife, and ONLY using a special drillbit made for drilling into plastic,
but is there any additonal tips and tricks you guys know?
>>>
>>> Like, is water needed for cooling to drill a hole, or is the bit all you need?
>>>
>>> Any useful pointers would be much appreciated.
>>>
>>> Thanks, Mike Welch....... windowless in SW Utah
>>> _________________________________________________________________
>>> Connect and share in new ways with Windows Live.
>>> http://www.windowslive.com/connect.html?ocid=TXT_TAGLM_Wave2_newways_112007
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>
> _________________________________________________________________
> You keep typing, we keep giving. Download Messenger and join the im Initiative
now.
>
>
>
________________________________________________________________________________
| Subject: | Re: 2 stroke vs 4 stroke |
| From: | "olendorf" <olendorf(at)gmail.com> |
But how many crankshafts and other expensive parts do they sell each year? I would
keep the 503 and sell it at a lose if you have to and keep the parts orders
rolling in.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=146846#146846
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Drill bit for plastic |
Here's a very basic drawing of the drill bit sharpening I use for soft
metal and plastic. The view on the right is looking at the cutting
face, on the left looking at it on edge.
Rick
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: 2 stroke vs 4 stroke |
Pretty cryptic there, Scott. I assume you're talking about Rotax
production numbers of two strokes. It would be an interesting study to
find out how many Rotax two stroke owners follow the maintenance plan
to the letter. You also have to figure in all the bogus parts floating
around on eBay and elsewhere.
We'll get an idea from the small segment of the S-LSA guys who buy
aircraft with a 503 or 582. They have to follow the maintenance
schedule or their airworthiness certificate is void. Or they can go
E-LSA.
Rick
On Nov 18, 2007 7:57 AM, olendorf wrote:
>
> But how many crankshafts and other expensive parts do they sell each year? I
would keep the 503 and sell it at a lose if you have to and keep the parts orders
rolling in.
>
> --------
> Scott Olendorf
> Original Firestar, Rotax 447, Powerfin prop
> Schenectady, NY
> http://KolbFirestar.googlepages.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=146846#146846
>
>
________________________________________________________________________________
| Subject: | Re: 2 stroke vs 4 stroke |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
jindoguy(at)gmail.com wrote:
> Pretty cryptic there, Scott. I assume you're talking about Rotax
> production numbers of two strokes. It would be an interesting study to
> find out how many Rotax two stroke owners follow the maintenance plan
> to the letter. You also have to figure in all the bogus parts floating
> around on eBay and elsewhere.
> We'll get an idea from the small segment of the S-LSA guys who buy
> aircraft with a 503 or 582. They have to follow the maintenance
> schedule or their airworthiness certificate is void. Or they can go
> E-LSA.
>
> Rick
>
This should also be partially true for the 912 series. In a lot of cases I hear
about, they're also throwing away perfectly good parts at 1500 hours when they
get majored. Even now, flight training operations using the 912 are getting
2500 to 3000 hours out of them with the motors still running fine at that time.
I personally don't know anyone who's actually succeeded in literally wearing out
a 912 to normal end-of-life, i.e. where it's starting to use oil, lose power,
and just generally doing the normal falling apart. Unless the maint. was done
wrong, I don't think this happens at 1500 hours currently.
I have seen a couple 2-strokes that have worn to that point, but that's because
the overall lifetime is shorter and thus visible. Same thing here tho, I've never
seen one worn out at 300 hours unless it was abused in some way.
So I think either engine will enrage each SLSA owner equally; both will be foreced
to throw away still-good innards for new ones at the well-known crushingly
high prices at the book values of 300 and 1500 hours.
More wrinkles:
The 912 has become staggeringly expensive to buy and worse to put parts in; its
cost overall is now about the same as the big-iron (a factory new basic O-320
can be had for only slightly more than a new 912S).
Also, I think the current drop in 2-stroke sales is only because of the furor surrounding
the approaching death of "gELSA" at end of Jan. and all the hype from
FnAA, EAA and everyone else about getting N-numbered else the world will come
to an end for light aircraft.
Once that dies down, I predict the light a/c market in the 40 to 50 hp range will
start to come back. Rotax is also doing the right thing by hedging on this
- they're not discontinuing the motors right away but in a few years (2012 wasn't
it?) and then continuing parts for 10 years after that.
Further more, the 912 is getting _more_ expensive even as the supply increases,
not less, and the current spook about gELSA going away won't be permanent. The
flying public is not getting richer, we're actually steadily getting poorer
as the economy erodes and our paychecks stay the same. The folklore of the FnAA
busting every illegal airplane out there will also wear off over time.
So I don't see the 912 taking over the world - the underlying fundamentals of buying
power simply isn't there for that to happen. The economy isn't that good
and our paychecks aren't getting larger at the required rate. There'll be a market
for small, inexpensive motors, hopefully enough for Rotax to keep making
the 447 and 503, or at least extending the support for them for a while.
So I'm not really worried yet...
That's what my crystal ball says anyway...
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=146866#146866
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | cutting and drilling Lexan |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> I'm so gun-shy now, about wrecking more pieces,
Don't be.....
http://www.rplastics.com/plasticdrill.html
Really easy to do. I generally drill large enough to insert a brass
grommet in a rubber grommet in the Lexan and let the Lexan float.
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: cutting and drilling Lexan |
Like Richard Pike says, tape the surface for protection. Wide
masking will do.
Mark with a black felt tip. Cut with a good orbital saber saw.
Finish rougher areas or that need contouring with a belt sander, in
line with the edge,
not across. Finer touch up with a mill file.
Holes slightly oversize. -Large aluminum fabric rivets worked well
for me on the doors.
For the windshield I used stainless 10-32s into nutserts so I can pop
it off if I want.
(My windshield posts are steel)
I also used GE MR2 scratch resistant sheet. Still looks like new. -
expensive
but one sheet has provided my windshield, wing root fences, and doors.
Pleasant surprise for an old cheapskate.
BB
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: 2 stroke vs 4 stroke |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> Rotax
production numbers of two strokes. It would be an interesting study
to
find out how many Rotax two stroke owners follow the maintenance
plan
to the letter. You also have to figure in all the bogus parts
floating
around
I'd think that it would be instructive (entertaining, as well) to
have a side-by-side teardown, micrometer/caliper/bore gauge/ Rockwell
hardness test and documentation of a Skidoo Rotax 503 and a UL Rotax
503 to find the differences. My guess....either none at all or darn
few. Bore/stroke, ring width, deck height, bearing numbers, con rod
forging numbers...all of these and a lot more are exactly the same.
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "Southern Reflections" <purplemoon99(at)bellsouth.net> |
| Subject: | Re: cutting and drilling Lexan |
If you are using Lexan and not Plexiglass you have nothing to be gun shy
about lex. is easy to work with and plex. is a crap shoot...
Joe N101HD
----- Original Message -----
From: "Jim Baker" <jlbaker(at)msbit.net>
Sent: Sunday, November 18, 2007 2:58 PM
Subject: RE: Kolb-List: cutting and drilling Lexan
>
> X-SpamReason %%SpamReason%%:
>
>> I'm so gun-shy now, about wrecking more pieces,
>
> Don't be.....
>
> http://www.rplastics.com/plasticdrill.html
>
> Really easy to do. I generally drill large enough to insert a brass
> grommet in a rubber grommet in the Lexan and let the Lexan float.
>
>
> Jim Baker
> 580.788.2779
> Elmore City, OK
>
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | The downside of a great paint job |
Did Ultrastars with factory welded cages come prepainted?
My US has a gleaming gloss black paint job on the cage, boom, and
struts. It's such a deep gloss it almost looks powder coated though I
doubt it is. Unfortunately there's a downside to that as well. After
flying for awhile today I decided to take a break and warm my
hands. Looking things over while I was waiting, I noticed what looked like
some odd cracks in the tailboom just past the aft end of the internal "H"
section. A little scraping with my pocketnife didn't reveal whether the
cracks were just in the finish or the aluminum and I want to continue
flying for many years so I packed it in and went home, where (I trailer the
plane and keep it at home) I sanded down through the finish to the bare
aluminum. Big sigh of relief, the apparent cracks disappeared with the
paint; after close inspection with a jeweler's loupe revealed nothing now I
just have to refinish the area. Not sure what I should use to refinish it;
zinc chromate of course followed by ???
Has anybody heard of tail boom failure at that point?
This isn't the first time, though, that I've been fooled by the apparently
brittle paint cracking. Spots on the cage and the wing attach fittings
were more obviously just in the finish, though. It's thick, and strangely,
5 distinct layers thick, none of which succumbed to MEK. The first is
obviously zinc chromate, then red, then olive, more red, and then the black.
-Dana
--
Drink wet cement, and get completely stoned!
________________________________________________________________________________
| From: | WhiskeyVictor36(at)AOL.COM |
| Subject: | Re: What do you do with a Kolb? |
In a message dated 11/18/2007 8:25:02 P.M. Eastern Standard Time,
kolbrapilot1(at)tx.rr.com writes:
My latest trip to the Big Bend Region of Texas
John,
I loved the video. Too short though. I want to see more.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: 2 stroke vs 4 stroke |
Lucien
I agree we need competition for the Rotax 912. They have gotten way too
expensive.
I would like to comment on your suggestion about Areo-Vee. This engine is a
direct drive VW and there is a world of difference between a direct drive VW
and a reduction drive engine. I flew a Great Plains direct drive VW for four
years on my MKIII it pushed me along at 65MPH running 80% power and was a
dog in a climb. The same size VW with a reduction drive pushes the same
plane 75MPH at 60% power and climbs. The Jabaru engine is a slightly slower
RPM engine but still turns way too many RPMs to turn a large enough prop to
give a Kolb the spirited performance we have come to expect with a 912 or
even a redrive VW.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "lucien" <lstavenhagen(at)hotmail.com>
Sent: Sunday, November 18, 2007 3:56 PM
Subject: Kolb-List: Re: 2 stroke vs 4 stroke
>
> [quote="mdnanwelch7(at)hotmail.co"]
>> Lucien, Interesting and thoughtful "take" on the future of Rotax,
>> and the high prices to own one. While it is true they are probably the
>> leader in the SLSA & ESLA field , from our experience, anytime a product
>> raises its prices so high the masses can barely afford it, along comes
>> competition.And competition is a good thing. Not only does it give us
>> consumers a choice, finally, but we also get the advantage of the new
>> technology and improvements, when deciding on a competitive product.Case
>> in point is the HKS. This engine is taking a small foothold in the Rotax
>> 503 normally dominated field.As the reliability and ,therefore,
>> popularity increases, we pilots benefit in being able to choose an engine
>> that fits our preferences, and this helps hold down the price of other
>> similar products. The fact is, I would like to see other engine companies
>> make an engine for the experimental aircraft planes. Companies like
>> Harley Davidson, Briggs and Stratton, and Honda, etc., etc. An!
> d I'm not talking about "conversions", where someone "adapts" a redrive
> unit to an existing motor (like Hog-Air), I'm talking about the engine
> manufacturer actually producing a 60-100 hp range of true aircraft
> engines. Much like Jabiru did. Lately I have been looking at some of the
> other engine choices. Personally, I am NOT looking to get a new engine, I
> will be staying with my GEO 1.0 liter 3 cyl., turbo, but I do like to see
> what other alternatives are out there.If I had to do it all over, I think
> I could have seriously considered a big bore VW based conversion like
> Great Plains Engines, or Aero-Vee Engines. http://www.greatplainsas.com/
> (http://www.greatplainsas.com/) http://www.aeroconversions.com/
> (http://www.aeroconversions.com/) Mike Welch MkIII with GEO turbo Do Not
> Archive
>
>
> Well there are a couple other complications with this that have to do with
> the 40 to 50 hp light a/c market (I like to call it).
>
> a) As I said before, this market was very slow to adopt the 912 even back
> when it was reasonably priced - now with its cost is in the ludicrous GA
> territory its attraction to that market is about nil. The fundamentals for
> the 912 to penetrate this market are simply NOT there. The money isn't
> there, the growth of the buying power of those customers won't reach that
> level in a reasonable amount of time (if ever).
> This was one of the big expectations of the whole light sport movement and
> it was a big mistake.
> The 912 and motors like the HKS aren't quite head to head competitors,
> since they power different planes for the most part. So really the
> success of the HKS isn't going to affect much the 912's situation.
> The jabiru, on the other hand, has an opportunity here, though there are
> problems with it too (its cost is also going up soon, it's got some
> installation related bugs here and there, etc.).
>
> b) The 40/50 hp light a/c market will NOT simply vanish. The expectation
> of the LSA movement seems to have been that suddenly everyone would get
> tired of their single-place UL like planes, small trikes, and other light
> planes and decide they wanted larger, faster 4-stroke powered planes of
> the LSA variety. I guess they thought the planes would just sell
> themselves once the light a/c pilots all woke up and saw the error of
> their ways.
> Some would say that this is actually happening now - people are suddenly
> somehow content to opt for boats or computer games instead of flying an
> airplane through the air and the whole UL flying thing is imploding for
> good.
> I think this is a mistake - true it's in a lull right now, and a deep one,
> but like I said this is more sensationalism driven by the expiration of
> gELSA and the hoopla surrounding LSA than it is a sudden shift in the
> human race away from interest in flying light aircraft.
> Forgetting this market going forward will be a large error I think.
>
> c) Now the 912's competition besides the jab is basically the big iron. It
> hinges only on the legal issue - its the suitable pwerplant for LSA far
> more than the big iron that costs about the same.
> The GA market, that would otherwise be buying used GA airplanes, DOES have
> the buying power for a 20 grand 912S, and will buy the 100k planes it
> powers for a while.
>
> But the law of supply and demand can NOT support an _increasing_ price
> when supply continues to meet demand. It just doesn't work that way.
> Either supply has to tighten to maintain the cost increase (this would be
> very bad for Rotax) or demand has to rise dramatically, more dramatically
> than it is now (and I don't see that happening, we're already about in the
> Good Old Days of LSA at this point).
> This includes the exchange rate issue which amounts to a huge price hike -
> Rotax still has to deal with that and yes they truly are in a pickle with
> it.
>
> The market also can't support increasing prices once they reach the level
> of viable competitors. This is a mixed bag - in some areas, like GA
> training, even exorbitant prices like 110 grand for an SLSA are far
> cheaper than the competition (third of a million for a new Cessna). In
> others, like the experimental market, there'll be trouble. I.e. if you're
> going to drop 100 grand on a plane, will it be a CTsw SLSA or a Vans RV-8
> quick build + tools + goodies?
> Don't know about you, but medical or not, if I have to drop 100 large on
> an airplane I'm going for the best bang/buck which would be the RV.
>
> In any case, the 912 is actually in a more precarious position than it
> used to be and Rotax will have to do something about it pretty quick. But
> at the same time, I don't see a permanent disappearance of the market for
> motors like the 447 and 503, or the HKS, etc.
>
> Finally, I don't know about the 582. I might ring up lockwood next week
> and see what its status is...
>
> LS
>
> --------
> LS
> FS II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=146936#146936
>
>
>
________________________________________________________________________________
| Subject: | 2 Stroke engines |
| From: | bmwbikecrz(at)aol.com |
Can the list Rotax GURU e-mail me off list
???????????????????????????????????????????????? Thanks !? Dave
________________________________________________________________________
Email and AIM finally together. You've gotta check out free AOL Mail! - http://mail.aol.com
________________________________________________________________________________
| From: | "John Codd" <j.codd(at)btopenworld.com> |
| Subject: | Re: 2 stroke vs 4 stroke |
Hi Rick, here in the UK most of us run Jabiru 2200's with hydraulic lifters
on our Mk3 Xtras and are well satisfied with the performance that we get, I
run a Prince P tip wood/composite propellor on mine, Only one Xtra in the UK
has a Rotax 912 to my knowledge and one has a Rotax 532 on it, I was
wondering what the 'spirited performance' figures are that you say that you
all get from a 912 or a re-drive VW in comparison to what we get from our
Jabiru installations, I had thought sometime ago about a re-drive for the
Jab, in fact I approached Valley Engineering to see if their re-drive could
be adapted for the Jab, they sounded interested in the project but I haven't
as yet taken it further, since that time I have fitted a Prince P tip
propellor from your side of the pond and have seen a distinct improvement in
performance, both climb and cruise and smoothness, as we have quite severe
noise restrictions (we have to have a noise certificate issued by the CAA
for every microlight engine/prop/aircraft combination) we do not usually
prop for max rpm and aim for 2800/2900 with the Jab, this gives 100mph+ and
1000+fpm climb, 2600 rpm gives a comfortable cruise around 80mph, if we do
prop finer with a Prince P tip to 3300 max rpm we get substantially more
performance but exceed the noise levels that we are restricted to, I will
be interested to see the figures for a 912 or VW as we have no experience of
these motors.
John Codd
Mk3Xtra/Jabiru2200/Prince P tip prop.
----- Original Message -----
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Sent: Monday, November 19, 2007 2:58 AM
Subject: Re: Kolb-List: Re: 2 stroke vs 4 stroke
>
>
> Lucien
>
> I agree we need competition for the Rotax 912. They have gotten way too
> expensive.
>
> I would like to comment on your suggestion about Areo-Vee. This engine is
> a direct drive VW and there is a world of difference between a direct
> drive VW and a reduction drive engine. I flew a Great Plains direct drive
> VW for four years on my MKIII it pushed me along at 65MPH running 80%
> power and was a dog in a climb. The same size VW with a reduction drive
> pushes the same plane 75MPH at 60% power and climbs. The Jabaru engine is
> a slightly slower RPM engine but still turns way too many RPMs to turn a
> large enough prop to give a Kolb the spirited performance we have come to
> expect with a 912 or even a redrive VW.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
> ----- Original Message -----
> From: "lucien" <lstavenhagen(at)hotmail.com>
> To:
> Sent: Sunday, November 18, 2007 3:56 PM
> Subject: Kolb-List: Re: 2 stroke vs 4 stroke
>
>
>>
>> [quote="mdnanwelch7(at)hotmail.co"]
>>> Lucien, Interesting and thoughtful "take" on the future of Rotax,
>>> and the high prices to own one. While it is true they are probably the
>>> leader in the SLSA & ESLA field , from our experience, anytime a product
>>> raises its prices so high the masses can barely afford it, along comes
>>> competition.And competition is a good thing. Not only does it give us
>>> consumers a choice, finally, but we also get the advantage of the new
>>> technology and improvements, when deciding on a competitive product.Case
>>> in point is the HKS. This engine is taking a small foothold in the Rotax
>>> 503 normally dominated field.As the reliability and ,therefore,
>>> popularity increases, we pilots benefit in being able to choose an
>>> engine that fits our preferences, and this helps hold down the price of
>>> other similar products. The fact is, I would like to see other engine
>>> companies make an engine for the experimental aircraft planes. Companies
>>> like Harley Davidson, Briggs and Stratton, and Honda, etc., etc. An!
>> d I'm not talking about "conversions", where someone "adapts" a redrive
>> unit to an existing motor (like Hog-Air), I'm talking about the engine
>> manufacturer actually producing a 60-100 hp range of true aircraft
>> engines. Much like Jabiru did. Lately I have been looking at some of the
>> other engine choices. Personally, I am NOT looking to get a new engine, I
>> will be staying with my GEO 1.0 liter 3 cyl., turbo, but I do like to see
>> what other alternatives are out there.If I had to do it all over, I think
>> I could have seriously considered a big bore VW based conversion like
>> Great Plains Engines, or Aero-Vee Engines. http://www.greatplainsas.com/
>> (http://www.greatplainsas.com/) http://www.aeroconversions.com/
>> (http://www.aeroconversions.com/) Mike Welch MkIII with GEO turbo Do Not
>> Archive
>>
>>
>> Well there are a couple other complications with this that have to do
>> with the 40 to 50 hp light a/c market (I like to call it).
>>
>> a) As I said before, this market was very slow to adopt the 912 even back
>> when it was reasonably priced - now with its cost is in the ludicrous GA
>> territory its attraction to that market is about nil. The fundamentals
>> for the 912 to penetrate this market are simply NOT there. The money
>> isn't there, the growth of the buying power of those customers won't
>> reach that level in a reasonable amount of time (if ever).
>> This was one of the big expectations of the whole light sport movement
>> and it was a big mistake.
>> The 912 and motors like the HKS aren't quite head to head competitors,
>> since they power different planes for the most part. So really the
>> success of the HKS isn't going to affect much the 912's situation.
>> The jabiru, on the other hand, has an opportunity here, though there are
>> problems with it too (its cost is also going up soon, it's got some
>> installation related bugs here and there, etc.).
>>
>> b) The 40/50 hp light a/c market will NOT simply vanish. The expectation
>> of the LSA movement seems to have been that suddenly everyone would get
>> tired of their single-place UL like planes, small trikes, and other light
>> planes and decide they wanted larger, faster 4-stroke powered planes of
>> the LSA variety. I guess they thought the planes would just sell
>> themselves once the light a/c pilots all woke up and saw the error of
>> their ways.
>> Some would say that this is actually happening now - people are suddenly
>> somehow content to opt for boats or computer games instead of flying an
>> airplane through the air and the whole UL flying thing is imploding for
>> good.
>> I think this is a mistake - true it's in a lull right now, and a deep
>> one, but like I said this is more sensationalism driven by the expiration
>> of gELSA and the hoopla surrounding LSA than it is a sudden shift in the
>> human race away from interest in flying light aircraft.
>> Forgetting this market going forward will be a large error I think.
>>
>> c) Now the 912's competition besides the jab is basically the big iron.
>> It hinges only on the legal issue - its the suitable pwerplant for LSA
>> far more than the big iron that costs about the same.
>> The GA market, that would otherwise be buying used GA airplanes, DOES
>> have the buying power for a 20 grand 912S, and will buy the 100k planes
>> it powers for a while.
>>
>> But the law of supply and demand can NOT support an _increasing_ price
>> when supply continues to meet demand. It just doesn't work that way.
>> Either supply has to tighten to maintain the cost increase (this would be
>> very bad for Rotax) or demand has to rise dramatically, more dramatically
>> than it is now (and I don't see that happening, we're already about in
>> the Good Old Days of LSA at this point).
>> This includes the exchange rate issue which amounts to a huge price
>> hike - Rotax still has to deal with that and yes they truly are in a
>> pickle with it.
>>
>> The market also can't support increasing prices once they reach the level
>> of viable competitors. This is a mixed bag - in some areas, like GA
>> training, even exorbitant prices like 110 grand for an SLSA are far
>> cheaper than the competition (third of a million for a new Cessna). In
>> others, like the experimental market, there'll be trouble. I.e. if you're
>> going to drop 100 grand on a plane, will it be a CTsw SLSA or a Vans RV-8
>> quick build + tools + goodies?
>> Don't know about you, but medical or not, if I have to drop 100 large on
>> an airplane I'm going for the best bang/buck which would be the RV.
>>
>> In any case, the 912 is actually in a more precarious position than it
>> used to be and Rotax will have to do something about it pretty quick. But
>> at the same time, I don't see a permanent disappearance of the market for
>> motors like the 447 and 503, or the HKS, etc.
>>
>> Finally, I don't know about the 582. I might ring up lockwood next week
>> and see what its status is...
>>
>> LS
>>
>> --------
>> LS
>> FS II
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=146936#146936
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
________________________________________________________________________________
| Subject: | Re: 2 stroke vs 4 stroke |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Morning John C:
I am not aware of any direct drive engine, turning a small diamter prop, that
will compete with a redrive engine that can turn a larger diameter prop at slower
speeds.
Jabiru direct drive engines do not compare favorably with the 912UL and 912ULS
powered Kolbs. This is based on experience flying my 912ULS mkIII with John
W's Jabiru powered Kolbra. John W could answer your question much better than
me, I am sure. He repowered his Kolbra, some time ago, with a 912ULS and turned
the performance chart completely around.
I can not speak for the Xtra, as I have very little experience flying that model.
For my particular mkIII, generally, it is an 85 mph cruise speed airplane
no matter how much hp one tries to push it with. This is based on flying it with
a 582, 912UL, and a 912ULS. I have always used 70" and 72" Warp Drive tapered
three blade props with nickel leading edges with all three engines. Climb
is 1200 to 2000 fpm based on load and weather. Normally, my max gross weight
is 1000 to 1200 lbs. Top speed is 95 mph for 65 to 95 hp (the 912ULS puts
out 95 hp max continuous at 5,500 rpm which my engine is propped). Based on weight
and configuration of the mkIII xtra, I would make a WAG (wild ass guess)
that it is an 85 mph cruise aircraft also.
Cruise speed of the Jab powered Kolbra and my mkIII was about the same. The 912ULS
powered Kolbra is at least 10 mph faster.
Recommend you not fly a mkIII with a 912UL or 912ULS. You will probably not want
to go back to the Jab.
john h
mkIII - 2.700+ hours
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147122#147122
________________________________________________________________________________
| Subject: | Re: What do you do with a Kolb? |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Morning John W:
Glad to see some folks out there flying their Kolbs rather than beating up on a
two year old video clip of some poor guy across the pond.
Wish I could have been with you and Ken on this flight, but alas, I must continue
my sojourn through the West.
I am sure your 912ULS, as well as the 912ULS powering Ken's Titan, performed as
usual. Recently read a post on this List reference the expensive maintenance
on 912 engines. Was wondering what that was since all I do is oil, filter, spark
plug, and air filter maintenance on a normal schedule.
john h
mkIII
Morgan Hill, CA
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147127#147127
Attachments:
http://forums.matronics.com//files/golden_gate_2007_609.jpg
________________________________________________________________________________
| Subject: | Re: The downside of a great paint job |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
<< My US has a gleaming gloss black paint job on the cage, boom, and
struts. It's such a deep gloss it almost looks powder coated though I
doubt it is. >>
Kolb Friends -
A dark paint job on the cage makes any cracks difficult to spot.
The advice that I heard and heeded was, if you choose to paint or
powedercoat your cage structure, make it a light color. This way, any
weld cracks can be easily detected.
Dennis Kirby
Mark-3 Classic, 912ul in
Cedar Crest, NM
________________________________________________________________________________
| Subject: | Re: Big Twin 4 stroke? |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
I have been emailing back and forth with a guy regarding the Big Twin 38hp engine
and he says this engine is designed to fly a plane up to 1000# gross weight.
Please read the following and make comments.
it kind of sounds reasonable knowing that a heavy piper cub flys well with a 65
hp engine. and a 150 with a 100hp engine.
>
> General rule of thumb is that static thrust must be 20% of gross
> weight. Any more and top speed suffers, any less and climb
> performance suffers.
>
> The Big Twin has been optimized for aircraft with a gross weight of
> up to 1,000 lbs and and optimum top speed of no more than 85-90mph.
>
> All I am saying that the Big Twin would be a good choice for an
> aircraft up to 1,000 lb gross weight with a top level speed of 85-
> 90mph. The Big Twin is a very efficient engine using the reduction
> drive to swing that big ol' 74X58 prop.
>
> A Cessna 150-----
> Cessna 150, Continental O-200(100hp), McCauley 68X ?
> Aircraft Empty weight= 1,111 lbs
> Aircraft Gross weight= 1600 lbs
> Thrust at 2332 rpm = 335 lbs
> Power to weight Ratio = .0625 hp/lb
> Thrust to weight Ratio= .2093 Thrust Lbs/ Aircraft Lbs
> Thrust to hp ratio= 3.35 lbs/hp
> Wing Area= 160 sq ft
> Wing Loading empty = 6.9437 lbs/sq ft
> Wing Loading at Gross= 10 lbs/ sq ft
> Source: http://www.flycorvair.com/thrustjune.html
>
> Thrust to gross weight ratio : 20.9375%
> -----------------------------------------------------------
>
> A Cessna 120-----------
> Cessna 120, C85 (85hp), McCauley 71X46
> Aircraft Empty weight= 900 lbs
> Aircraft Gross weight= 1450 lbs
> Thrust at 2445 rpm = 340 lbs
> Power to weight Ratio = .0586 hp/lb
> Thrust to weight Ratio= .2344 Thrust Lbs/ Aircraft Lbs
> Thrust to hp ratio= 4 lbs/hp
> Wing Area= 167 sq ft
> Wing Loading empty = 5.3892 lbs/sq ft
> Wing Loading at Gross= 8.6826 lbs/ sq ft
> Source: http://www.flycorvair.com/thrustjune.html
>
> THRUST TO GROSS WEIGHT RATIO: 23.44827%
> ------------------------------------------------------------
>
> As you can see the thrust to gross weight ratios are very close to
> the 20% rule of thumb I mentioned. The Cessna 120 has a higher
> percentage of static thrust (from a smaller HP rated engine) which
> explains why it is able to takeoff shorter and climb faster than a
> Cessna 150, AND also explains why it won't fly as fast as a 150.
>
> To get the optimum and most efficient use of your powerplant and
> for best all around performance... the 20% thrust to gross weight
> ratio works pretty well and will get you very close.
>
> Choosing the right propeller is critical in that it must produce
> the minimum static thrust... but still propel you to your aircraft's
> designed (or desired) max level speed.
>
>
>
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147207#147207
________________________________________________________________________________
| Subject: | ferguson aircraft?? |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
http://www.fergusonaircraft.com/home
Is this a knock off of a Kolb?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147230#147230
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | Kolb-List Digest: Firestar Rudder Back in the Saddle ? |
OK I am about to make another go at Kolb flying .... First I need some time
in a MK III Or something that Flies like a firestar . Preferably near Lake
City Florida ...
Also need someone real well seasoned in a Firestar to come fly mine and make
an assessment as to what it may need for a low time pilot to fly it .
As I recall I did not have Enough rudder to keep the plane straight along the
runway ...
Thanks ! Dave
**************************************
See what's new at
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: BRS revisited |
At the risk of continuing the "is a BRS useful?" debate, anybody know
anything about these?
http://tinyurl.com/ysk2sm
or
http://cgi.ebay.com/ebaymotors/EMERGENCY-RESERVE-ULTRALIGHT-RESCUE-PARACHUTE-NO-BRS_W0QQitemZ180179249875QQihZ008QQcategoryZ26439QQssPageNameZWDVWQQrdZ1QQcmdZViewItem
Of course a less expensive, lighter solution improves the cost/benefit ratio...
-Dana
--
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: ferguson aircraft?? |
At 07:14 PM 11/19/2007, you wrote:
>
>http://www.fergusonaircraft.com/home
>
>Is this a knock off of a Kolb?
Looks real suspicious to me.
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: ferguson aircraft?? |
Not as much as it used to be back in 1991. The original builder took the
Kolb MKII - MKIII and duplicated himself one as cheaply as possible,
cutting a lot of corners in the process. It looked good from the
outside, so he went into business. Structurally, there was no
comparison, I still have a bunch of old photos I took of the unclothed
structure years ago at Sun N Fun, and from looking at their web page,
they are still using similar techniques now. Not in the same league as a
Kolb. The company has been sold, and now it has been changed somewhat in
appearance. But the general heritage still shows through, doesn't it?
Richard Pike
MKIII N420P (420ldPoops)
grantr wrote:
>
> http://www.fergusonaircraft.com/home
>
> Is this a knock off of a Kolb?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=147230#147230
>
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | ferguson aircraft?? |
The answer is yes, this is a Kolb copy.
If memory serve correctly, when Ferguson first copied the Kolb TwinStar, the
most notable change one could tell from a distance was that he added a wing strut
to each wing. I can't recall any other alteration, except for having dual
wing struts on his version, and Homer having a single wing strut on the original
design.
I do not know anything about the quality, or lack thereof, of his copies of the
Kolbs. His airplanes were referred to as Fergies.
I didn't know they were still in business, and making nose-draggers, no less!
Mike Welch
_________________________________________________________________
You keep typing, we keep giving. Download Messenger and join the im Initiative
now.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Olden day motors |
At 10:23 PM 11/19/2007, DANIEL WALTER wrote:
>...When I tried to contact 2SI to buy a
>replacement they would not reply. Can I buy a new 430? or a new 430 long
>block?
Perhaps, but only if you don't tell them it's for an aircraft. Tell 'em
it's for an airboat. Seems it's a 460 now, though, not a 430. Dunno how
that differs from the UL202. From their website:
"The AMW/ Cuyuna Engine Company Inc. dba as Two Stroke International, is
ceasing all sales and service of engines, components, and parts for use in
manned aircraft applications. The company is seeking parties interested in
purchasing the aircraft portion of the business. A listing of customers
awaiting parts or service will be provided to the new buyer(s) so that they
may begin servicing your needs.
"We regret all inconveniences and delays this will undoubtedly cause in
obtaining the parts that you may need. Hopefully, someone interested in the
Ultralight and Experimental market will jump on this opportunity quickly.
"This decision to discontinue sales for aircraft use is based solely upon
economics. The aircraft market was a minute portion of our overall
business, and was not providing earnings benefits to continue our efforts
in that market. We will continue supplying our engines for military,
commercial, industrial and racing applications."
Of course we all know that's a load of BS and that it's from liability
concerns.
-Dana
--
Congress shall make no law....What part of NO didn't you understand?
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | [Please Read] Why I Have A Fund Raiser... |
Dear Listers,
Each year I like to explain why I have a Fund Raiser and also take the opportunity
to express why I think the List Services here provide a superior experience
over the commercial equivalents.
I use the List Fund Raiser each year to offset the costs involved with running
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I've been running email Lists and services under the matronics.com domain since
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Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Jab on A KOLB |
With that low compression ratio, can you run 87 octane?
richard Pike
MKIII N420P (420ldPoops)
Richard & Martha Neilsen wrote:
>
>
> Mike
>
> VWs are great engines but a turbo would seem to be a bit too much. You
> can get all the power you want in a Kolb with a normally aspirated
> engine. My VW is a 2180cc engine but it is a low compression engine
> 7.8 to 1 and it turns out 80 HP at 3500 RPMs. If you must have more
> power one could turn a few more RPMs and/or higher compression. My
> engine was estimated to be around a 150HP engine in a dune buggy. The
> down side would likely be less reliability. Remember this is a engine
> based on a 36 HP design.
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Richard
I can run regular grade auto fuel, that was one of the reasons for the low
compression engine but I usually run midgrade fuel. The other reason is less
engine heat and smoother running.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Richard Pike" <richard(at)bcchapel.org>
Sent: Tuesday, November 20, 2007 9:12 AM
Subject: Re: Kolb-List: Jab on A KOLB
>
> With that low compression ratio, can you run 87 octane?
>
> richard Pike
> MKIII N420P (420ldPoops)
>
>
> Richard & Martha Neilsen wrote:
>>
>>
>> Mike
>>
>> VWs are great engines but a turbo would seem to be a bit too much. You
>> can get all the power you want in a Kolb with a normally aspirated
>> engine. My VW is a 2180cc engine but it is a low compression engine 7.8
>> to 1 and it turns out 80 HP at 3500 RPMs. If you must have more power one
>> could turn a few more RPMs and/or higher compression. My engine was
>> estimated to be around a 150HP engine in a dune buggy. The down side
>> would likely be less reliability. Remember this is a engine based on a 36
>> HP design.
>>
>> Rick Neilsen
>> Redrive VW powered MKIIIC
>>
>
>
>
________________________________________________________________________________
| Subject: | Re: Jab on A KOLB |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Speaking of that, a couple of things I learned a while back that can be considerations
- resale value and insurance.
auto-engine conversions can make it very hard to impossible to get insurance. I
learned this second-hand from some friends of mine in TX who opted for auto conversions
in their planes. In one case, a mazda 20B going into a lancair. The
builder did report that using parts from a known manufacturer helped the situation
somewhat - i.e. he used a redrive, ignition system and apex seals from a
place whose name escapes me at the moment. That seemed to placate the insurance
co (I guess they want someone they can go after in the rare event they can't
weasel out of their commitment).
Also, conversions tend to have lower resale value, tho the situation is better
with known conversions on the market. This I also learned second hand.
As for the jab vs. 912 regarding these issues, I know first-hand that the 912 is
a known quantity to ins. co's, so they're fairly willing to insure planes fitted
with it. I don't know about the jabiru first hand, but I'd assume insuring
a jab equipped plane should be fairly easy as well.
As for resale, it looks almost like a wash, with maybe the jab having slightly
lower resale. The 912 is generally a good investment (apart from the recent cost
increases, a seperate rant altogether) because you get a bit more back at resale
time.
Best thing to do is buy the plane to fly rather than to sell, which will reduce
the impact of poor resale. But stuff happens and you have to sell (like me and
the FS II) so known motors are a good investment in those cases.
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147489#147489
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Fw: 2200 on MK III |
Ellery,
Here is some info on 2200 powered Mk-3s, I believe this gentleman has
since retired, moved and sold his Kolb but I spoke with him several
times and he was pleased with his Jab and operated from a 600 ft field.
Climb was at least as good as a 582 but of course could not compete with
the 912 but cruise is right in there.
Luray Wecter has a 2200 powered Slingshot and loves the engine. The
nicest thing about the Jab is the super clean installation and
simplicity.
Fixed wood props are a must to maximize thrust, and noise is a pretty
high, also the ignition problems that John W outlined are a concern, I
wonder if Jabiru has addressed that issue in the newer engines?
I'll try to dig up some other info and post it.
Denny Rowe
----- Original Message -----
From: Tatham, Willard M.
Sent: Wednesday, August 11, 2004 7:27 AM
Subject: 2200 on MK III
Denny,
I've got over 70 hours on the Jab since last September and like it
better all the time. I'm now approaching 800 hours in Kolbs (except
for the new Mk-3, all on 503 powered craft). This is one reason an
acquaintance came to me a couple years ago as asked for my help in
getting started in aviation. We ended up with a low hour Mk-3 that he
bought without the owner's 582. We decided on the 2200 over the other
choices due to price ($7,700 back then. . . argh), simplicity (clean
installation, air-cooled, no reduction, etc), smoothness and sound
(another friend had one on a Titan) and it was just so stinking
good-looking. I'm just not excited about the 912's.
I was hooked on both the Mark III and the Jab after the first
test-flight. Ended up getting my own and pretty much cloned it off of
my buddy's. I started off with a Sensenich 62x42 which does real well.
WOT about 95 mph with my wife and I.
Lonnie Prince is a friend so I had him cook me up a prop. It is 64x29
and is carbon-fiber wrapped (absolutely gorgeous but a bit higher
price). It is about the same performance although it seems a few mph
faster right in the 2600 - 2700 range while the Sensenich is faster on
the top end.
They want you to run the Jab at around 2600 or above during normal
operation. That is about 60-65 mph with 2 up. For cruise at 80 mph, it
will be about 2850 and around 4 gph.
The biggest downside to the 2200 is the cockpit noise. The experts say
it is prop noise and drumming but I'm not sure I buy that line entirely
since the stacks are right behind you. I put a piece of thin lexan
behind our heads and that helped some. What we've ended up with,
though, is wearing foam earplugs under our old comtronics headsets. We
tried the high dollar 'noise canceling headsets but they weren't any
better than the comtronics.
People balk at having to manually check/set the valves every 25 hours
but it is no big deal and certainly worth the effort for all the
positives. Bottom line is that I like it. You're over in the
Pittsburgh area which isn't that far from Findlay, OH. Maybe you could
stop by sometime and take a look or give a call if you want to discuss.
Hope this helps.
Cheers,
Will
419-423-7075
-------------------------------------------------------------------------
-------
From: Denny Rowe [mailto:rowedl(at)highstream.net]
Sent: Friday, August 06, 2004 10:58 PM
Subject:
Will,
I was wondering if you could give me all the performance numbers you
have on your Jab powered Mk-3?
Also include your prop type with pitch and diameter specs.
I have a Mk-3 with a 690L-70 engine on her and am considering a 2200, I
would like to find a good used one if possible.
Sincerely,
Dennis (tired of mixing oil) Rowe
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Slingshot gear legs |
Kolbers,
My buddy Dave Lewis who recently bought a Slingshot is considering
lowering the gear 2-3" to allow it to fit in and out of his garage door.
I have to think this will be a problem with take offs and landing as you
won't be able to get it to as high an angle of attack.
Also will narrow the stance of the gear.
Any thoughts on this?
Denny Rowe
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Fw: jab 2200 on Kolb aircraft |
Ellery,
Here is the rest of the info I have on Jabiru powered Kolbs, keep us
posted on any new info you find.
Sounds like the English folks are having good luck with the engine and
their numbers will be interesting.
Again, these direct drive engines will never climb with a 912 powered
Kolb, but 1000 + ft per minute at sea level is still plenty good for me.
Denny Rowe
----- Original Message -----
From: Jabiru USA
Sent: Tuesday, December 26, 2006 10:28 AM
Subject: RE: jab 2200 on Kolb aircraft
Hello Dennis,
I have several in my customer list. I'll supply those that I have email
addresses for:
Will Tathum wmtatham(at)juno.com Gordon Saum / Pete Corra
gksaum(at)jamadots.com Bill Trommater wtrommat(at)ionia.k12.mi.us
I don't like to give out phone numbers of customers but from this list
you may be able to get email addresses from Kolb:
Leon Lux - Colorado
Holton Smith - Kentucky
Luray Weachter - Pennsylvania
Dennis Inbody - Ohio
Robert Vinklarek - Texas
Let me know if you have any more questions. I do have some Kolb
experience as I built a Mark III and converted it to Jabiru power.
Pete Krotje
Jabiru USA Sport Aircraft, LLC
-------------------------------------------------------------------------
-------
From: Denny Rowe [mailto:rowedl(at)highstream.net]
Sent: Monday, December 25, 2006 10:38 AM
Subject: jab 2200 on Kolb aircraft
Merry Christmas,
Could you please send me a contact list of folks with 2200s on Kolb
aircraft?
Thank you,
Dennis Rowe, Kolb Mk-3 N616DR
-------------------------------------------------------------------------
-------
________________________________________________________________________________
| From: | Gene Ledbetter <gdledbetter(at)aol.com> |
| Subject: | Re: Slingshot gear legs |
I have a friend who cut 3 inches off his slingshot legs for the same
reason and he didn't notice the difference.
Gene
On Nov 20, 2007, at 12:04 PM, Denny Rowe wrote:
> Kolbers,
> My buddy Dave Lewis who recently bought a Slingshot is considering
> lowering the gear 2-3" to allow it to fit in and out of his garage
> door.
> I have to think this will be a problem with take offs and landing as
> you won't be able to get it to as high an angle of attack.
> Also will narrow the stance of the gear.
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Slingshot gear legs |
Cool,
I'll let Dave know.
Thanks,
Denny
----- Original Message -----
From: Gene Ledbetter
To: kolb-list(at)matronics.com
Sent: Tuesday, November 20, 2007 4:06 PM
Subject: Re: Kolb-List: Slingshot gear legs
I have a friend who cut 3 inches off his slingshot legs for the same
reason and he didn't notice the difference.
Gene
On Nov 20, 2007, at 12:04 PM, Denny Rowe wrote:
Kolbers,
My buddy Dave Lewis who recently bought a Slingshot is considering
lowering the gear 2-3" to allow it to fit in and out of his garage door.
I have to think this will be a problem with take offs and landing as
you won't be able to get it to as high an angle of attack.
Also will narrow the stance of the gear.
=
-------------------------------------------------------------------------
-----
11/19/2007 7:05 PM
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: Slingshot gear legs |
Denny,
The same angle problems exist with the Mark 3.It's legs are shortest of all.But
it still gets off good.Tell him to try shortening them.
Denny Rowe wrote: Kolbers,
My buddy Dave Lewis who recently bought a Slingshot is considering lowering the
gear 2-3" to allow it to fit in and out of his garage door.
I have to think this will be a problem with take offs and landing as you won't
be able to get it to as high an angle of attack.
Also will narrow the stance of the gear.
Any thoughts on this?
Denny Rowe
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Slingshot gear legs |
Thanks Gary.
Denny
----- Original Message -----
From: gary aman
To: kolb-list(at)matronics.com
Sent: Tuesday, November 20, 2007 5:04 PM
Subject: Re: Kolb-List: Slingshot gear legs
Denny,
The same angle problems exist with the Mark 3.It's legs are shortest
of all.But it still gets off good.Tell him to try shortening them.
Denny Rowe wrote:
Kolbers,
My buddy Dave Lewis who recently bought a Slingshot is considering
lowering the gear 2-3" to allow it to fit in and out of his garage door.
I have to think this will be a problem with take offs and landing as
you won't be able to get it to as high an angle of attack.
Also will narrow the stance of the
-------------------------------------------------------------------------
---
11/19/2007 7:05 PM
________________________________________________________________________________
| Subject: | Mark II is an airworthy ELSA |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Wanted to share my good news. The Mark II Twinstar I bought at the beginning of
September passed the DAR's inspection today. It was quite the challenge and
not the easy task getting her ready, but well worth it! I have a few squawks
to fix and then she'll be ready and legal to fly!
Now I have to find a CFI who can sign me off in the same make and model (which
may be impossible since I only know one other guy here in the US who has a Mark
II and he isn't a CFI), then I could fly off the 5 hours of Phase 1 myself as
a student pilot. Or I'll have to find a private pilot to fly off the five hours
for me and then find a CFI who will train me in my own Mark II (which also
may be difficult considering I don't want to go broke doing it...shipping someone
to Waycross GA could get expensive). Between the DAR and the plane and
fixing her up and flying lessons (since I've had to rent a Cessna meanwhile) I've
certainly spent more than what I thought I would getting a sport pilot certificate.
I could have had almost two private pilot certificates by now, but
then I wouldn't have a plane to fly either.
But hey, this road of getting a sport pilot certificate has been nothing but one
challenge after another...sure has made my life exciting (and busy) this year.
Can you believe a spectator showed up during my inspection and then told me he
was interested in buying it? Sure guy...I'll do all the work and then just let
you have all the fun. [Rolling Eyes] No way! But I took it as a major compliment.
[Wink]
The DAR said she (I call her "Merry Dawn") looked like a clean plane. I'll attach
a picture of me and "Merry Dawn" this weekend.
Oh happy day! :D
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147636#147636
________________________________________________________________________________
| Subject: | Re: Mark II is an airworthy ELSA |
| From: | "olendorf" <olendorf(at)gmail.com> |
I don't think a student pilot can fly off the 5 hours. That is my situation and
I asked the FAA for a 0 hour fly off since the plane has about 400 hours. He
said that would be no problem. We will see on 11/29.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147642#147642
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Mark II is an airworthy ELSA |
Cristal,
Congrats, and give us as many pics as possible.
Denny>
> --------
> Cristal
> Mark II Twinstar
>
>
>
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: GPS selection help? |
At 10:20 PM 11/20/2007, jb92563 wrote:
>
>Here is a picture of my UltraStar Panel.
>
>Here is what is in the picture:
>On the left a Dell Axim x50v PDA with GPS...
Such variety! Mine is very different: http://tinyurl.com/2bpv8o
or
http://smg.photobucket.com/albums/v486/flyparafan/Kolb/?action=view¤t=Dsc01382.jpg
The pod with the ASI, altimeter, and engine instruments was on the plane
when I got it... I added the Garmin Geko 301 GPS (which I also use for
hiking and PPGing), compass (salvaged from a wrecked Cessna, no, I didn't
wreck it!), and Icom A24 radio (the antenna is mounted inverted underneath
the fuel tanks). You can't see the pitot/static tube but it sticks out
from the front of the pod. I'll probably add a Tiny Tach (just for the
hour meter and only because I have an extra laying around), but I'll
probably mount that near the engine since I don't need to see it in flight.
-Dana
--
The greatest threat to western civilization are people whose fear of
other people's liberty exceeds the love of their own.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Ultrastar fuel tanks |
Does anybody know what the capacity is of the original standard fuel
tank(s) on the Ultrastar?
-Dana
--
Never vote for a politician who has to borrow a gun to go duck hunting
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | What Are You Thankful For...? |
Dear Listers,
Here in the United States, Thursday is our National day of Thanksgiving. Many
of us will be traveling to be with our families and friends to share in generous
feasts of plenty and giving thanks for many blessings that have been bestowed
upon us.
Many Listers have expressed over the last couple of weeks how thankful they are
for the Email Lists and Forums here on the Matronics servers and for all of the
assistance and comradery they have experienced being a part of the Lists.
One of my favorite kind of comments is when write to me and says something like,
"Its the first thing I do in the morning while I'm having my morning coffee!".
That's a wonderful tribute to the purpose and function of these Lists. Its
always great to hear I'm not the only one that jumps out of bed each morning
to check my List email!!
Won't you take a minute today and show your appreciation for these Lists and for
their continued operation and upgrade?
The List Contribution Site is:
http://www.matronics.com/contribution
Thank you in advance for your kind consideration,
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| Subject: | Re: Mark II is an airworthy ELSA |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Thanks. My operating limitations say I could fly off the 5 hours as a student
pilot IF (the big if) I was signed off in a Mark II.
I've attached one picture. I need some nose art. See my big tundra tires? What
psi would you recommend? The max psi on the tire says 20. The DAR said some
guys only put like 3psi. I'm not on a grass field.
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147987#147987
Attachments:
http://forums.matronics.com//files/cristal_and_merry_dawn_thanksgiving_day_2007_311.jpg
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: Tires spinning/slipping on the rims |
In a message dated 11/22/2007 7:10:31 P.M. Eastern Standard Time,
lcottrell(at)fmtcblue.com writes:
I first had 6 lbs air in them and
ended up spinning the tube in one tearing off the stem.
Kolbers,
An old trick of some motorcycle racers running low tire/tube pressures was
to insert a few sheet metal screws through the rim into the bead of the tire.
You select a screw that is just long enough to stick into the bead, not go
through it. Keeps the tire/tube in place so the stem cannot go crooked and
tear off.
Bill Varnes
Original Kolb FireStar
Audubon NJ
**************************************Check out AOL's list of 2007's hottest
products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
________________________________________________________________________________
| From: | "tc1917" <tc1917(at)hughes.net> |
Just wanted to let my fellow Kolbers know that my little SlingShot is doing
well with the 912UL I just installed. Really cooks. Does an easy 1200 fpm
climb out without any strain at all. After many tests, seems I am getting
about 3 gal per hr burn at 82-85 mph indicated. (same same on the ground if
no wind). Now, I STILL have a problem though. Went through the archives
and see many have had or have the same problem. I have a warp three blade
with nickel edges. This set up makes the dog gonnest harmonic hum hum or
whatever you want to call it. drives you crazy. Just loud enough to
irritate the heck out of your ears. you can feel it on the back of the
helmet even. I have tuned and tuned, just did a vaccum tune and everything
is just about perfect from idle to 3500 + rpm. I have moved the exhaust
collecter from right exhaust to straight up. dont want to exhaust towards
the fuel pump on the left. I have set and reset the blades, sanded down the
edge on the back side of the blade where the nickel comes in. I even redid
some of my center gap and lower wing gap seals. Does anyone have the
answer? Does not appear the the engine is actually rolling, just making an
agonizing harmonizing sound. Can anyone out there give me the answer? Ted
Cowan, Alabama Happy Thanksgiving!
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
>
>agonizing harmonizing sound. Can anyone out there give me the answer? Ted
>Cowan, Alabama Happy Thanksgiving!
>
Ted,
Could it be that your wing struts are the cause? Before I streamlined the
struts on the FireFly they strummed. The noise would ware you down after
and hour or so.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Mark II is an airworthy ELSA |
I never use a gauge (on an airplane) inflate until it feels
unyielding to the heel of your hand
when pushed hard. Works ok on these cheap flimsy tires, maybe not so
good on those
heavy multi-ply (expensive and unnecessary ) real airplane tires.
BB MkIIIc dormant
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Mark II is an airworthy ELSA |
At 08:01 AM 11/23/2007, robert bean wrote:
>I never use a gauge (on an airplane) inflate until it feels
>unyielding to the heel of your hand...
When I was into offroading we had to run pretty low pressures in oversized
tires, I think I ran 3 psi offroad and 12 psi on the street. The typical
tire gauge is very inaccurate at those low pressures, I made my own with a
15psi industrial pressure gauge and a tire chuck. Offroad pressure was as
low as you could go without the tire coming off the rim, for the street you
still couldn't use the OEM pressures so you'd see how evenly a chalk mark
on the tire would wear off.
I go by feel, then use the low pressure gauge to verify they're equal.
-Dana
--
Balance the budget--declare politicians a game species.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Redrive VW Engine Details |
I promise a few people that I would post this so. Here it is.....
Reduction Drive VW Engine Details
Custom Built 2180cc VW Engine: New engine case with shuffle pins, chromoly
studs, Scat chromoly 82 mm crank and H beam chromoly rods. Engle 140HE
hydraulic cam with Scat 1.25 rockers. 92mm Cima pistons with Total Seal 2nd
ring, 044 heads with 37.5mm and 42mm valves with single heavy duty valve
springs, 30mm oil pump, Compression ratio app 7.8 to 1, 12 lb. 8 dowel 6
volt flywheel. Great Plains Aircraft now sells nikasil cylinders, they
transfer 4 times the heat and weigh 10 lbs less.
Reduction Drive: Valley Engineering Series 3 Belt reduction drive 1.7 to 1
ratio.
Electrical system: Direct drive 20 amp alternator that is made for the Diehl
accessory case. Great Plains Aircraft carries these parts. I also use a 12
AH battery (TSC or Wall mart) it starts the engine down to about 50 degrees
then I have to give it some help with a charger.
Fuel System: The reduction drive mounts were the fuel pump would be so I
installed a primary electric pump and a backup electric pump in series. I
use a Facet low pressure pump as the first in line after the gascolator as
the back up pump and then mounted a high quality rotary pump that has a
built in pressure regulator as the primary pump. I also have a gascolator
with a Curtis drain valve mounted at the low point of the fuel system with
the drain valve sticking out the side of the fuselage. I also have an
automotive fuel filter mounted between the gas collator and the back up fuel
pump. The Primary pump can be purchased at California Import Parts.
Oil Cooler and Filter: 24 plate Mesa style oil cooler. Its mounted on the
back of the fuselage cage and it works almost too well. The kit is available
at most VW stores
Oil Filler: The reduction drive also covers the oil filler so I drilled a
valve cover for a Stemco plug. The plug is a truck brake drum dust cover
and can be purchased at a truck parts store.
Crank Case Breather: The reduction drive comes with a crank case breather
but the big VW engines need to breathe more to keep the engine from blowing
oil. I installed a three port dune buggy breather kit that has breather
ports in each valve cover and port for the reduction drive breather. Can be
purchased at most VW stores.
Ignition System: Compu-Fire Distributor less Electronic ignition system with
a VW 009 distributor as the timing source. Great Plains and most VW shops
carry it.
Tachometer: Originally I used a 4000 RPM electronic analog tachometer but
found that the operating range was just too close to the max on takeoff and
the pointer would just go to the peg. I now use a 3.5 inch digital from
Summit Racing.
Prop: PowerFin three blade 72 inch model F. I having it cut down to 71 inch
but PowerFin is recomending a 70 inch now.
Engine Mount Adapter: The Diehl accessory case has four mounting points but
the top two are cut off because they aren't used. Use the Diehl accessory
case with the 12 o'clock starter mount to clear the engine mount and exhaust
system. Great Plains Aircraft sells the Diehl case and a rear drive
adapter. The rear drive adapter is used for the other two mounting points,
but the alternator mount is cut off.
Exhaust: I purchased a dune buggy four into one system with J pipes as a
starting point. They are already configured for best performance so why re
invent anything. I cut it and tack welded it together to fit around
everything. I got a muffler shop to bend a single pipe to fit and tack
welded it to the three bolt muffler flange. I didn't use the muffler because
it is too heavy and it really isn't that noisy. I sent the exhaust system to
a welding shop to have it done right. Later I sent the system to a shop that
ceramic coated the system inside and out.
Carburetor: I installed a pair of 44mm Webers with aluminum manifolds. Now
the better choice is a Progressive Webber with a four pipe intake system.
With this intake system you will need a carburetor heat system. Great
Plaines Aircraft carries the carburetor.
Engine Oil Sump: I added a mini oil sump to lower the oil pickup point. I
was concerned about sucking air on high angles of attack like take off. This
is the only lowered sum that will fit using the Kolb/VW mount. I drilled and
tapped the mini sump for a oil quick drain valve, it is offset towards the
rear for engine mount clearance. Most VW shops carry the sump. Summit Racing
has the oil quick drain.
Flywheel & Starter: The Diehl accessory case will need a flywheel with a
ring gear for a 6 volt starter because the only starter that fits the Diehl
accessory case is a custom 12 volt starter with a 6 volt type gear. Also the
Diehl alternator requires a centering recess turned in the flywheel face and
5 bolt holes drilled and taped. Great Plains Aircraft carries these parts
already configured.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Prop Sizing for Redrive VW powered MKIII |
I have been thinking about prop sizing lately. I have a 72 inch Powerfin
F model prop. It performs very well but doesn't give me the best engine
RPMs. I have it set for best cruise at 3200 RPMs but this doesn't work
for the best RPMs on climb. When climbing I only see 3500 at full
throttle but the best climb RPMs should be 3800 to maybe 4000. I talked
to Powerfin and they now recommend a 70 inch prop with the figures I
have given them. As a interim I'm sending them the prop to have it cut
to 71 inches because you really get the best thrust with longer props
and they are willing to cut it more than once for free. Powerfin
recommends longer props for the best climb performance but also
recommends shorter props for compromise of better climb and cruise.
I'm also going to try a Culver prop next spring. They recommend a 74
inch two blade for my set up and it will be very interesting to get the
results with that prop. They are saying they will send me one for free
just to try.
Based on the Magic that the Jabiru folks are getting with their props I
looked at Prince Props. Wow a prop for a Rotax on a Kitfox which is as
close to a redrive VW as they stock normally is $1,300 with out leading
edge protection and $1,400 with. In a Kolb it would likely be longer and
more expensive yet. I wouldn't even consider one till after trying the
Culver prop to get a sizing starting point. The idea of some automatic
pitch changes is attractive. Also when I hear about the performance
differences between what John W. saw and what the UK guys are getting
with the Prince props the results for us VW owners and Rotax guys could
also be as dramatic?????
Does any one know how resistant the Prince props are to damage? They
make wood core carbon fiber props.
Rick Neilsen
Redrive VW powered MKIIIC
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Will Tathem contact info? |
Kolbers,
Does anybody have Wll Tathams new contact info since he moved?
Denny Rowe
________________________________________________________________________________
| Subject: | Re: Mark II is an airworthy ELSA |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
I don't know if I want to try to go by "feel". I'm a weakling. :D
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148125#148125
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
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------------------------------What Listers Are Saying------------------------------
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________________________________________________________________________________
| From: | "tc1917" <tc1917(at)hughes.net> |
My wing struts are airstreamed already. this just started with the 912 with
warp. I switched my 582 to a warp from IVO and got better performance,
climb, etc., but it had a harsh feel, kind of bumpy and vibrational. I
actually believe that this warp is the problem. sent one blade back already
because of defects. It really works hard but I dont like the vibration.
Not much you can do about it. The blade I sent back was almost a ounce
heavier than the other two blades. I think they can do better than that. I
guess I will just live with it until I can try another blade type. thanks.
all. Ted Cowan. will always wonder if it is nickel inlay that makes it hum
that way.
________________________________________________________________________________
| From: | Larry Bourne <biglar(at)gogittum.com> |
What you said about that blade............are all 3 blades the same
weight now ?? I'd think they hafta be. What you might look at if they
are is the pitch. I've heard of problems like that showing up with
blades pitched differently than others.
I don't believe the protractor method of pitching the prop is completely
accurate, so you might try the laser pointer method. Look on my website
at www.gogittum.com under "Building Vamoose," and go to the "Laser Prop
Pitching" page.
Before the flaming starts, let me say that the protractor method is
probably completely accurate, but it's almost impossible to say the
bubble is in *exactly* the same place each time. I fully believe you
can easily be 1 or 2 degrees off with the
protractor. Lar.
tc1917 wrote:
>
> My wing struts are airstreamed already. this just started with the
> 912 with warp. I switched my 582 to a warp from IVO and got better
> performance, climb, etc., but it had a harsh feel, kind of bumpy and
> vibrational. I actually believe that this warp is the problem. sent
> one blade back already because of defects. It really works hard but I
> dont like the vibration. Not much you can do about it. The blade I
> sent back was almost a ounce heavier than the other two blades. I
> think they can do better than that. I guess I will just live with it
> until I can try another blade type. thanks. all. Ted Cowan. will
> always wonder if it is nickel inlay that makes it hum that way.
>
>
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
Ted
I sympathize with your vibration problem -- these things can be a
bear ton track down . You may have done this, but how about a dynamic
balancing of the whole prop? This would define, or eliminate, the
prop as the source.
A 1-oz difference in blade weight sounds like very sloppy
manufacture or at least product testing
On Nov 24, 2007, at 6:11 AM, tc1917 wrote:
>
> My wing struts are airstreamed already. this just started with the
> 912 with warp. I switched my 582 to a warp from IVO and got better
> performance, climb, etc., but it had a harsh feel, kind of bumpy
> and vibrational. I actually believe that this warp is the
> problem. sent one blade back already because of defects. It
> really works hard but I dont like the vibration. Not much you can
> do about it. The blade I sent back was almost a ounce heavier than
> the other two blades. I think they can do better than that. I
> guess I will just live with it until I can try another blade type.
> thanks. all. Ted Cowan. will always wonder if it is nickel inlay
> that makes it hum that way.
>
>
________________________________________________________________________________
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
| Subject: | question on carb jet needle settings |
Regarding carb jet needle adjustments: On a 503 DCDI with the Bing 54
carbs, what is the proper proceedure for jet needle adjustments to
account for summer to winter air temp. drops? I've been told by some
local pilots I must change the position from 1 to 2 at this time of
year, or I will run too lean and can damage the engine. My plane runs
great, been flying it in air temps from the mid 80's in Oct. to
yesterday's 48 deg. @ mid afternoon. I see no difference in performance,
CHT, temps, or EGT's other than maybe 10 to 15 deg. cooler on
yesterday's CHT's. I don't plan to be flying in any weather colder than
40 in the winter, and up to about 100 in the summer.Can I have a few
opinions on this?
Thanks -
Jimmy Young
Houston, TX
FS II
________________________________________________________________________________
| Subject: | Re: question on carb jet needle settings |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
If your EGTs are still below 1150, there is no need to change. As long as your
engine instruments are accurate, let them make the decision for you. If your
EGT's get to high in the cooler air, raise your needles one notch. If they don't,
leave them alone.
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148271#148271
________________________________________________________________________________
| From: | "Aaron Gustafson" <agustafson(at)chartermi.net> |
| Subject: | Re: question on carb jet needle settings |
Just watch the EGT temps. If in the cooler weather the temp starts going
above where you feel it should, raise the needle a notch. When I flew my
FS 2 with 447, I would fly down to about 10 F and would need to adjust
spring and fall. 40 F may not need a needle change.
Aaron G.
----- Original Message -----
From: Jimmy Young
To: kolb-list(at)matronics.com
Sent: Saturday, November 24, 2007 12:23 PM
Subject: Kolb-List: question on carb jet needle settings
Regarding carb jet needle adjustments: On a 503 DCDI with the Bing 54
carbs, what is the proper proceedure for jet needle adjustments to
account for summer to winter air temp. drops? I've been told by some
local pilots I must change the position from 1 to 2 at this time of
year, or I will run too lean and can damage the engine. My plane runs
great, been flying it in air temps from the mid 80's in Oct. to
yesterday's 48 deg. @ mid afternoon. I see no difference in performance,
CHT, temps, or EGT's other than maybe 10 to 15 deg. cooler on
yesterday's CHT's. I don't plan to be flying in any weather colder than
40 in the winter, and up to about 100 in the summer.Can I have a few
opinions on this?
Thanks -
Jimmy Young
Houston, TX
FS II
-------------------------------------------------------------------------
-----
11/24/2007 10:06 AM
________________________________________________________________________________
| Subject: | Re: Slingshot gear legs |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Guys:
Be careful making major changes to aircraft you are not familiar with, especially
something that will affect take off and landing performance.
There is no comparison between the wing incidence of a MKIII and a Sling Shot.
The primary reason the Sling Shot got the extra long gear legs was to compensate
for the reduction in wing incidence (angle of attack). When incidence is
reduced, the aircraft needs to be able to get into a good angle of attack to take
off and land.
Personally, I would not change the gear leg length of the Sling Shot.
Others on this List have changed aircraft dimensions to fit a trailer with less
than desireable results. Some have not flown their aircraft since they made
major changes to gear legs.
john h
Sling Shot Pilot
Edwards AFB, CA
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148307#148307
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Ted:
Very unusual for Warp Drive to make mistakes in blade balance, but I guess we are
all human.
Differences in level of nickel edge and blade have never caused me a problem, nor
has smoothness of the back side of the blade.
I have more than 2,500 hours flying Warp Drive props on my mkIII. Can not remember
how many different ones I have had on the aircraft, but more like 5 or 6.
Why so many? I have been sponsored by Warp since 1993, after a 3 blade GSC
prop came apart and collected on my tail boom.
I have always flown tapered, nickel leading edges. Never had a problem.
Others that have had problems were related to top wing fabric, inboard, being loose,
either not shrunk tight enough or in one case, individual ribstitched and
the stitching worked loose. The noise and vibration was very uncomfortable
and could be heard on the ground.
Fuselage fabric drumming could cause the same noise and vibration.
What length prop extention are you running?
I run a 4" with not problems.
I don't have any problem pitching the prop with the protractor provided by Warp.
I don't know how Larry Bourne tested his prop after he pitched it with a laser.
Did not know he had flown the airplane.
john h
mkIII
Edwards AFB, CA
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148311#148311
________________________________________________________________________________
| Subject: | Re: Big Twin 4 stroke? |
Grant,
I think if I were going to use that engine, (which is not 38 hp BTW..but really
32 stock and about 34 with the VW carb on it at 3600rpms)..
I would simply but one from a local engine distributor for about 1200 bucks...(32hp
generac) and leave the engine alone other than the buggy Downdraft weber
carb, (150 bucks) which is a good thing.
Do not lighten the flywheel, as the Generac vibrates bad enough as it is.
Do not remove engine cooling shrouds.
Install a redrive, but it needs to be a really STRONG redrive..because of very
high power pulses from the big V-twin, (read that as a belt eater) and swing as
big a prop as I could fit on it at 2200 to 2300 rpms. IT WIll give alot of thrust,
and if the plane has enough wing, it should make a very viable aircraft
powerplant.
Install on the biggest of Lord mounts as you can find.
Buckeye PPC is now experimenting with this engine on a PPC and having good success,
I believe you might get the re-drive from them, at least they plan on offering
it last I spoke to them.
In case you didnt see it, They won several awards at OshKosh this year with a V-twin
Honda on this set-up, including the inovation award. As Honda does not have
a larger engine they are working on the Generac for a better climb rate for
heavier pilots. I predict they will be successfull.
--------
Don G.
Central Illinois
Kitfox IV Speedster
Luscombe 8A
http://www.geocities.com/dagger369th/my_firefly.htm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148313#148313
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: question on carb jet needle settings |
Regarding carb jet needle adjustments: On a 503 DCDI with the Bing 54
carbs, what is the proper proceedure for jet needle adjustments to
account for summer to winter air temp. drops? I've been told by some
local pilots I must change the position from 1 to 2 at this time of
year, or I will run too lean and can damage the engine. My plane runs
great, been flying it in air temps from the mid 80's in Oct. to
yesterday's 48 deg. @ mid afternoon. I see no difference in performance,
CHT, temps, or EGT's other than maybe 10 to 15 deg. cooler on
yesterday's CHT's. I don't plan to be flying in any weather colder than
40 in the winter, and up to about 100 in the summer.Can I have a few
opinions on this?
Thanks -
Jimmy Young
Houston, TX
FS II
Jimmy,
I have not had to change my 503 jets since I changed them on the
trip to Texas this may. I flew today and the temp was 31. If there is a
need to change them the cht's or egt's will tell you.
Larry C
________________________________________________________________________________
| Subject: | HAULING mk III without boom stand? |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
I picked up the Kolb MK III and hauled it in a single axle enclosed trailer 800
miles. The trailer has a catch fro the tail wheel and didn't have a boom stand.
I just found out that it should not be hauled on the tail wheel.
I guess the guy didn't know it wasn't suppose to be hauled that way
Did I screw up? I cant see any damage. What should I check for?
I did have a strap across the front of the plane going through the doors snug to
keep the mains from bouncing out of the wheel chocks.
The plane was in the trailer tail 1st.
The chocks were screwed to the floor and the wheels were strapped in the chocks
and the strap I mentioned above was used to keep the plane from bouncing up.
One other question: What is the best way to fix a small hole( the size of my pinkie
finger) in the horizontal stab?
Thanks,
Grant
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148316#148316
________________________________________________________________________________
| Subject: | Re: HAULING mk III without boom stand? |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
Are there any plans for a simple boom stand?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148317#148317
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
> I don't have any problem pitching the prop with the protractor provided by
> Warp. I don't know how Larry Bourne tested his prop after he pitched it
> with a laser. Did not know he had flown the airplane.
>
> john h
When Lar mentioned the laser and his prop, I got interested and decided to
check and see how good I was with a protractor. I too have had some problems
with pitch and my ability to set it properly. I have a level with a laser in
it, and unlike Lar I fastened the level to the end of the warp blade with
rubber bands. I measured the distance to the end of the prop so that I would
be able to get the level in the same place on both blades. I also had a mark
on the level so that I could set the height the same. I also cut a board
that would keep the blade that I was measuring level. I have put a lot of
effort in getting the blades set the same, but I ended up with a bit too
much pitch the last time I "adjusted it", so I needed to change it any way.
I picked the blade with the least amount of pitch and turned the laser on
and marked it on the floor with a piece of chalk. I then set up the other
blade and found that even with the extra care that I used the last time I
set it, the blade was almost 1 1/2 inches different than the first mark. Not
sure how much that ends up as degrees, but I reset it using the laser.
My next project was some stream lined faring for the gear legs. I have
looked and searched trying to find some fairings that I could put on them in
the hope that I could squeeze another MPH out of the little darling. I
finally gave up and decided that I would have to make them. I had some sheet
alum in the shop so I was on my way. First though I had to make a "brake" to
bend them. That in itself took most of my morning, but I managed a somewhat
usable brake to do the job.
Once I finished the two jobs I stuck my head out of the hanger and found
that the weather was still manageable, so I dressed up in my cold weather
gear and rolled the Plane out. With the heater 31 degrees is still good
flying. I did find that the prop was a lot smoother after the readjustment
and feel that it was most definitely worth doing. As for the gear leg
fairings I will always believe that they helped. As long as you believe then
it is worth while, whether the facts support that belief or not. :-)
Larry C
________________________________________________________________________________
| From: | "tc1917" <tc1917(at)hughes.net> |
thanks everyone for the advice on the droning. I already have my fabric
covered with noise reducing fabric on the inside of the fus. learned that
from my firestar days. I started out with no extension on the prop, still
had three inches of clearance. Put the four inch extension on (had to
refinance the house for that 6 pound piece of alum and 'special' fasteners)
that did not help but reduced it a little. repitched the prop probably six
or seven times. did not help much. tuned the carbs, manually and vacuum,
again expensive set of gauges. checked plug gaps, loose and torn fabric
search, and even changed my top gap seals on both sides of the engine and
one under the right wing. (will change one under left wing) It sounds to
me that it is coming from the engine (gear box maybe) because the sound is
there from idle up and stays about the same beat but intensifies as rpms go
up. I wonder if the main gear in the gear box is not round and is looping.
really bothersome at around 47 to 4800 rpm, 90 mph range. I will keep
trying to find it. when I do, or if I do, I will let you all know and
archieve the info. thanks again. ted cowan, alabama
________________________________________________________________________________
| Subject: | Re: Mark II is an airworthy ELSA |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
My trim tab does drag ground if I don't keep my stick pulled back. I keep a bungee
cord on it when I'm not in it.
I don't know if it's my trim tab that is too big. When I look at the picture of
ropermike's Mark II, his trim tab looks to be about the same size.
However it looks like his tailwheel keeps the back of the plane up higher than
mine. Kmet suggested (thanks Jim) I turn the tailwheel landing gear rod around
back there to make it higher, but I'm not sure exactly what part he's talking
about (the whole rod or just the attachment at the end). Let me get a close
up picture of my tailwheel assembly and post it here. I'll try to get it this
afternoon. I'm having to replace the nut back there with a castellated nut
(per the DAR) so I have it apart right now anyways.
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148374#148374
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
Ted
You probably used a stethoscope on the engine, gearbox, etc? Could be
most useful, but be careful that close to the prop!
On Nov 25, 2007, at 6:50 AM, tc1917 wrote:
>
> thanks everyone for the advice on the droning. I already have my
> fabric covered with noise reducing fabric on the inside of the
> fus. learned that from my firestar days. I started out with no
> extension on the prop, still had three inches of clearance. Put
> the four inch extension on (had to refinance the house for that 6
> pound piece of alum and 'special' fasteners) that did not help but
> reduced it a little. repitched the prop probably six or seven
> times. did not help much. tuned the carbs, manually and vacuum,
> again expensive set of gauges. checked plug gaps, loose and torn
> fabric search, and even changed my top gap seals on both sides of
> the engine and one under the right wing. (will change one under
> left wing) It sounds to me that it is coming from the engine (gear
> box maybe) because the sound is there from idle up and stays about
> the same beat but intensifies as rpms go up. I wonder if the main
> gear in the gear box is not round and is looping. really bothersome
> at around 47 to 4800 rpm, 90 mph range. I will keep trying to find
> it. when I do, or if I do, I will let you all know and archieve
> the info. thanks again. ted cowan, alabama
>
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
Ted, Have you tried taking the prop off, rotating it one lug and
reinstalling?
Rick
On Nov 25, 2007 8:38 AM, Russ Kinne wrote:
>
> Ted
> You probably used a stethoscope on the engine, gearbox, etc? Could be
> most useful, but be careful that close to the prop!
>
> On Nov 25, 2007, at 6:50 AM, tc1917 wrote:
>
> >
> > thanks everyone for the advice on the droning. I already have my
> > fabric covered with noise reducing fabric on the inside of the
> > fus. learned that from my firestar days. I started out with no
> > extension on the prop, still had three inches of clearance. Put
> > the four inch extension on (had to refinance the house for that 6
> > pound piece of alum and 'special' fasteners) that did not help but
> > reduced it a little. repitched the prop probably six or seven
> > times. did not help much. tuned the carbs, manually and vacuum,
> > again expensive set of gauges. checked plug gaps, loose and torn
> > fabric search, and even changed my top gap seals on both sides of
> > the engine and one under the right wing. (will change one under
> > left wing) It sounds to me that it is coming from the engine (gear
> > box maybe) because the sound is there from idle up and stays about
> > the same beat but intensifies as rpms go up. I wonder if the main
> > gear in the gear box is not round and is looping. really bothersome
> > at around 47 to 4800 rpm, 90 mph range. I will keep trying to find
> > it. when I do, or if I do, I will let you all know and archieve
> > the info. thanks again. ted cowan, alabama
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: Will Tathem contact info? |
Denny,
The last contact number That I had for Will is 419-348-7075,a cell # I believe.He
is living in a motor home and traveling since May,when I took delivery of
his Mk-3
Denny Rowe wrote: Kolbers,
Does anybody have Wll Tathams new contact info since he moved?
Denny Rowe
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: HAULING mk III without boom stand? |
Grant,
Did you ever see those little bullet hole decals?
I picked up the Kolb MK III and hauled it in a single axle enclosed trailer 800
miles. The trailer has a catch fro the tail wheel and didn't have a boom stand.
I just found out that it should not be hauled on the tail wheel.
I guess the guy didn't know it wasn't suppose to be hauled that way
Did I screw up? I cant see any damage. What should I check for?
I did have a strap across the front of the plane going through the doors snug to
keep the mains from bouncing out of the wheel chocks.
The plane was in the trailer tail 1st.
The chocks were screwed to the floor and the wheels were strapped in the chocks
and the strap I mentioned above was used to keep the plane from bouncing up.
One other question: What is the best way to fix a small hole( the size of my pinkie
finger) in the horizontal stab?
Thanks,
Grant
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148316#148316
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: Will Tathem contact info? |
Let me try this again.To Denny Rowe:Wills last cell phone number was 419-348-7075.he
is traveling in a motor home after selling his home this May.I bought his
Mk-3 in April.
gary aman wrote:
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Will Tathem contact info? |
Gary,
Nothing came through either time.
Denny
----- Original Message -----
From: gary aman
To: kolb-list(at)matronics.com
Sent: Sunday, November 25, 2007 2:00 PM
Subject: Re: Kolb-List: Will Tathem contact info?
-------------------------------------------------------------------------
-----
11/24/2007 5:58 PM
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Mark II is an airworthy ELSA |
Cristal,
That is a really nice looking Mk-2.
That was the first Kolb that really grabbed my interest many years ago, I
have always liked the looks of the Mk-2s.
Denny Rowe
Mk-3 N616DR
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | RE:fix a small hole |
One other question: What is the best way to fix a small hole( the size of my
pinkie finger) in the horizontal stab?
Thanks,
Grant
>>>>>>>>>>>>>>>>>>>>>>
Well it kind of depends on what kind of fabric and paint.
If it is Polly fiber fabric and Polly tone paint it is easy... 2 ways
1:
Trim the ragged parts out of the hole
Lay unshrunk patch material over the hole and trace the outline of the patch
with a #2 pencil, make sure you have the required over lap (1 inch for
holes smaller than 8 inches ) cut the patch with pinking shears.
Mask off the area outside the patch, leave an extra 1/2 inch or so of
working room larger than the patch.
Clean off all the coatings inside the masked area with mek. Everything will
wipe off readily, right down the bare fabric.
Cement the patch to the old fabric with poly-tak, let it dry.
With a 225 deg iron, heat smooth the cemented areas.
With a 350 deg iron, heat shrink the area of the patch over the hole. This
acts as a shrinking panel to retighten the fabric in the area of the repair.
Use a piece of cardboard as a shield to keep the iron off the cemented
areas.
Brush on a coat of poly brush and let it day.
Spray poly spray to fill.
Paint with poly tone. You will find the poly tone is easy to spot spray into
the old paint with a good match unless the old paint is faded.
2:
Band aid option
It is perfectly safe and legal to just scuff sand the old poly tone and
cement directly on top of the old paint without cleaning off all the
coatings. It just looks pretty rough when finished. The poly tak will hold
just fine to the old poly tone.
Instructions from Poly fiber aircraft coatings book.
If you have other paint or fabric,,,, call a distributor and follow their
directions.
Boyd
________________________________________________________________________________
| Subject: | Re: ferguson aircraft?? |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Guys:
Bill Ferguson bought a mkIII kit from Homer Kolb.
Later, Bill contacted Homer with a deal to correct all the errors in Homer's mkIII
design. Homer told Ferguson he was not interested in his changes.
Sun and Fun 1991 Bill Ferguson showed up with his improved model of the Kolb MKIII.
The fuselage and wings had been redesigned, but the tailboom and the tail
section were straight from Homer's kit. The folding mechanism for the elevators
and horizontal stabilizers took Homer Kolb and Dennis Souder a tremendous
amount of time and effort to design and build. Ferguson made no effort to change
the tail section, but claimed his airplane to be a Ferguson. I personally
believe this hurt Homer a great deal.
Take care,
john h
mkIII
Edwards AFB, CA
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148460#148460
________________________________________________________________________________
| Subject: | Re: Ultrastar fuel tanks |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
The capacity of the orginal US tanks was 1 3/4 gal.
I could not do much flying on the stock two each tanks. Got Little Mike at Kolb
to send me a third which I mounted above the engine for my reserve tank. Gravity
fed it into the two lower tanks. Worked great.
Later on Kolb had some 6 gal tanks made that would fit in the place of the two
gokart tanks. That increased my fuel capacity to 7.75 gals.
john h
mkIII
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148461#148461
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Ultrastar fuel tanks |
At 07:33 PM 11/25/2007, John Hauck wrote:
>
>The capacity of the orginal US tanks was 1 3/4 gal.
>
>I could not do much flying on the stock two each tanks. Got Little Mike
>at Kolb to send me a third which I mounted above the engine for my reserve
>tank. Gravity fed it into the two lower tanks. Worked great.
>
>Later on Kolb had some 6 gal tanks made that would fit in the place of the
>two gokart tanks...
I likely will add a third tank as you describe... if it's 1.5 gallons then
the total will still be the legally allowed 5 gallons.
OTOH... do you know if Kolb still has the 6 gallon tank you describe? Was
the mounting the same, or does the cage need to be modified?
Had a beautiful flight today, if chilly... good weather like this is rare
this time of year in New England.
-Dana
--
If we wish to "restore" respect for the law, a good start would be to
pass only laws that people will respect.
________________________________________________________________________________
| Subject: | Re: fix a small hole |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Back in the old days I used to go through the process of doing it the Stitts or
Polyfiber way.
After 1994, unless it is a large hole, bigger than an inch or two, and depending
whether it is in a critical to flight area, I stick a "sticker" on the hole.
Most of the holes in the fabric of my 1992 mkIII are in the fuselage or tail
section area. Probably have 30 lbs of sticker on the old gal.
If I am out on a long flight, 1 or 2 inch black electrical tape works great. So
does duct tape.
I patched a 1/2" hole in the top of a wing, made with a screw driver, by making
a dollar patch with clear packing tape and pinking shears. Spray painted it
with Aerothane. No one knew it was there. The clear packing tape accepted the
top coat of two part Aerothane with no problem.
john h
mkIII
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148471#148471
________________________________________________________________________________
| Subject: | Re: Mark II is an airworthy ELSA |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Cristal:
I have discovered over a few years of building, flying, breaking these things (Kolbs),
the length of the tail wheel strut can be cut very short. This takes
a lot of slop out of the tailwheel in the form of reducing the amount of free
play it has in the stock configuration. Also, if one happens to have a hard landing
on the tail wheel, it keeps the tail wheel mechanism out of the bottom
of the rudder.
I like about 4 inches of tail wheel strut exposed between the tail wheel struct
socket and the tail wheel.
john h
mkIII
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148473#148473
________________________________________________________________________________
| Subject: | Re: fix a small hole |
| From: | "Wade Lawicki" <wlawicki(at)yahoo.com> |
Grant,
Go to the hobby shop or find a friend that has some mono-kote for covering
model airplanes, get the color close and cut a circle an inch bigger than
the hole. start at the outside edges with a iron set at 225, seal the whole
diameter then work your way inward. it sticks to the poly without burning it
and will last a long time.
Fly Safe,
Wade
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148489#148489
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: fix a small hole |
At 09:07 PM 11/25/2007, Wade Lawicki wrote:
> Go to the hobby shop or find a friend that has some mono-kote
> for covering model airplanes, get the color close and cut a circle an
> inch bigger than the hole. start at the outside edges with a iron set at
> 225, seal the whole diameter then work your way inward. it sticks to the
> poly without burning it and will last a long time.
The problem with Monokote is that it's mylar film; if it starts to rip it
keeps on ripping. I haven't tried it as a Stits repair, but Coverite's
prepainted 21st Century Fabric (
http://www.coverite.com/covering/covq0301.html ) or Super Coverite (
http://www.coverite.com/covering/covq1000.html ) iron on the same way but
are dacron fabric. Hmmm, maybe I should get some and try it.
I've used ripstop nylon for small repairs on my Ultrastar. The roll I have
came with the plane, but it looks like "spinnaker tape" sold at marine stores.
-Dana
--
Ever notice how fast Windows runs? Neither did I.
________________________________________________________________________________
| Subject: | Re: Mark II is an airworthy ELSA |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Thanks for the compliments and suggestions. I have attached a picture and labeled
the parts on the tailwheel rod A, B, and C, since I don't know what they are
officially called.
So John, are you saying that you would make section B shorter?
All, How does B come of out of C to either cut it or rotate it?
If I rotate B, will I turn C back around to the way it is now or should it also
rotate?
If I leave the tailwheel as it is and just make an elevator stop (or adjust it
if it's adjustable) will that be good enough?
Thanks for your help and suggestions.
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148499#148499
Attachments:
http://forums.matronics.com//files/n193y_tailwheel_rod_676.jpg
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Make Sure You're Listed! List of Contributors Published Dec |
1!
Dear Listers,
The List of Contributors (LOC) is just around the corner! On December 1st I post
a list of everyone that so generously made a Contribution to support the Lists.
Its my way of publicly thanking everyone that took a minute to show their
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As a number of people have pointed out in their Contribution comments, these Lists
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Matronics Email List Administrator
________________________________________________________________________________
| Subject: | Prop Blade Balance |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
(Note - Subject line changed to reflect current topic)
Larry Bourne wrote: <<...are all 3 blades the same weight now ?? I'd
think they hafta be. >>
Big Lar, and Kolbers -
You are right: prop blades should weigh within fractions of grams of
each other for best, vibration-free performance.
This is one of the reasons I went with a Powerfin. Before I ever
purchased a propeller for my Kolb, I happened to wander into the
Powerfin shop at the Arlington airport (Washington state) and struck up
a conversation with Stuart, the owner. He showed me his entire
manufacturing process. At the end of the production line, the blades
are weighed, with weights noted at both the root and the tip. I
observed one technician drilling out a tiny core from the tip of one
blade and inserting a small metal bar (1/16" diam, about 1/4" long -
more like a piece of wire) into the hole. He told me that he was adding
weight (a tenth of a gram) in order to make it match the weights of the
other two blades. That's how close Powerfin balances their blades.
I love my Powerfin. Although it may not be as robust as a Warp when
engine parts go thru it (oops), it is absolutely smooth at all power
settings.
Dennis Kirby
Mark-III, 912ul, Powerfin 3-blade F-model, in
Cedar Crest, NM
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | [Please Read] What are "The Lists" and Who's This Matt Dralle? |
Dear Listers,
Who is Matt Dralle and what exactly are these Lists? Well, I've been working in
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I started the Matronics Email Lists back in 1990 with about 30 fellow RV builders
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As you can see, I take running these Lists very seriously and I am dedicated to
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To that end, I hold a List Fund Raiser each November and ask that members make
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Won't you please take a moment to make a Contribution to support these Lists!
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Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: fix a small hole |
< Here's one more way: Take a piece of fabric, and dope it to a glass
window or other flat glass plate with Poly-Brush. Let it dry
and then
pop it off, scrape the excess mess off the glass with a razor
blade>
How about doing it on a teflon frying pan? I never tried this method
but will keep it in mind. The question about the strength of the
patch..??
A little one inch hole won't make a significant change in the overall
strength of a large fabric panel. In the case of fabric on a non
stressed
area like the cage it would be totally irrelevant.
BB
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: fix a small hole |
.............
How about doing it on a teflon frying pan? I never tried this method
but will keep it in mind. The question about the strength of the patch..??
A little one inch hole won't make a significant change in the overall
strength of a large fabric panel. In the case of fabric on a non stressed
area like the cage it would be totally irrelevant.
............
Bob and others,
Strength of the patch has to do with fabric overlap. In most cases this is
not a problem. Strength is getting confused with tension of the patch and
the surrounding fabric. This is why Richard's method is good, in that, one
can reestablish uniform fabric tension in the patch and the surrounding
fabric by shrinking the patch.
A teflon coated cookie sheet might be an improvement over the frying pan.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: fix a small hole |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
> "Richard Pike"]Here's one more way: Take a piece of fabric, and dope it to a
glass
> window or other flat glass plate with Poly-Brush. Let it dry and then
> pop it off, scrape the excess mess off the glass with a razor blade.
> Then cut out your patch, pink the edges, etc and dope it in place with
> Poly-Brush. Saves the trouble of making a frame, and still gives you a
> perfectly flat smooth patch. Plus you can still shrink it later to
> tighten it up if necessary. Also works with wide tapes if you should
> happen to need one of those instead.
>
> Richard Pike
> MKIII N420P (420ldPoops)
Here's a similar way:
Clean up the hole with an exacto knife. I usually will make it square. Cut a piece
of fabric with 1" overlap and round the corners. Use lacquer thinner to clean
around the hole. Place the patch over the hole and brush Polybrush outward
from the hole. Make it as smooth as possible. Let dry 24 hours. Take a small
monokote iron at low heat to shrink it slightly. Using too much heat will make
the sides of the patch bow inwards. Use two more more coats and then paint with
Polytone. If done right, the patch will be difficult to see.
I have used Polybrush instead of Polytak for large patches too. It makes for a
nicer patch.
Ralph B
--------
Ralph B
Original Firestar
N91493 E-AB
20 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148891#148891
________________________________________________________________________________
| Subject: | Re: Mark II is an airworthy ELSA |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Yes, the tail wheel strut is item B.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=149001#149001
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Wow! A Ton of Comments! |
Dear Listers,
I've been getting a ton of great comments from Listers along with their List Support
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Matronics Email List Administrator
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little idea that grew really big and wonderful.
Gary G
..a thoroughly enjoyable and informative List.
John W
A GREAT LEARNING TOOL!!
Dwayne Y
This is a very well-run list and it is a valuable resource
for the Pietenpol enthusiast.
Graham H
Thanks for running this great site - helps those of
us on the east of the pond keep in touch.
Malcolm H
Thanks for the major contribution to my continuing
education program.
Oldbob S
I'm just getting started in the building process & find
Matronics to be the most valuable site.
Scott D
Without the information and encouragement from the listers
my project would have been sitting in the corner of my shop
collecting dust long ago. Now it's almost ready for final
assemble and covering.
Edward G
Great List. No Ads, just RV-10 builders. Keep it
going.
Rick E
Wonderful source of info for building & flying...
Graham H
The Yak-list is a superb single source to get answers to
questions on the operation of these aircraft.
Craig W
This list is valuable to everyone and your hard work is
very much appreciated.
Jim S
________________________________________________________________________________
| Subject: | Re: Ultrastar fuel tanks |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
The little gokart tank is 1.75 gal as indicated in my previous post.
Doubt very seriously Kolb has the old US 6 gal tanks.
The six gal tank mounted to the existing tank mount tabs.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=149113#149113
________________________________________________________________________________
| Subject: | Re: Mark II is an airworthy ELSA |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Thanks John. And thanks to all those who have sent me helpful information and
guidance off-list. I appreciate your time.
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=149124#149124
________________________________________________________________________________
| Subject: | Re: HAULING mk III without boom stand? |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
grantr wrote:
> Are there any plans for a simple boom stand?
I don't know about plans, but I may try to copy this guy's boom stand (picture
attached). But looks like it's just for storing, not traveling.
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=149128#149128
Attachments:
http://forums.matronics.com//files/close_up_of_boom_wing_dolly_small_211.jpg
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: HAULING mk III without boom stand? |
At 11:44 AM 11/28/2007, cristalclear13 wrote:
>grantr wrote:
> > Are there any plans for a simple boom stand?
>
>
>I don't know about plans, but I may try to copy this guy's boom stand
>(picture attached). But looks like it's just for storing, not traveling.
Here's a picture of the telescoping stand in my trailer:
http://img.photobucket.com/albums/v486/flyparafan/Kolb/Trailer_1193.jpg
You can't see too much, but I can take some more pictures if anybody
wants. Basically it swings up into position and straps to the boom, then I
simply lift the boom and it extends and locks into place.
-Dana
--
The man who would be fully employed should procure a ship or a woman, for
no two things produce more trouble" - Plautus 254-184 B.C.
________________________________________________________________________________
| Subject: | Re: HAULING mk III without boom stand? |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
Dana,
Please do post more pics of it.
I have an idea in mind.
I am thinking of using a 2X6 and some heavy duty hinges to make a swing up boom
stand.
I attached a sketch . the gray is the hinge. yellow is the rope.
front being from of the trailer.
What do you guys think of this?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=149147#149147
Attachments:
http://forums.matronics.com//files/boom_stand_979.bmp
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Ultrastar fuel tanks |
Dana:
The 6 gal fuel tank for the US was custom made.
john h
mkIII
Rio Rancho, NM
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Ultrastar fuel tanks |
| Wow, that must've cost a bit considering the relatively low
production
| volume... but back then all the ultralight companies were pretty
optimistic...
|
| -Dana
Dana:
If Dennis Souder is monitoring the List he could fill you in on cost
back in 1984-85 to have those tanks blown.
I don't know of any other application the tank could have been used
for.
I remember securing the 6 gal tank in my US with 4 each really big
heavy duty nylon tie wraps. Worked great!
john h
mkIII
Rio Rancho, NM
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: HAULING mk III without boom stand? |
At 01:29 PM 11/28/2007, grantr wrote:
>Please do post more pics of it.
OK... pix of mine are at:
http://smg.photobucket.com/albums/v486/flyparafan/Kolb/Trailer/
The cradle itself is a piece of PVC pipe, split down the middle, and lined
with closed cell polyethylene foam, with wood support. The cradle pivots
at the end of a 2X4 which telescopes into the main support. In the "up"
position, it's supported by a spring loaded latch (made from a plastic
block and a spring load door hinge). A ball lock pin backs it up when it's
on the road.
The main cradle is two sections of plywood sandwiching the inner 2X4's,
forming a pocket for the moving piece to slide into (the moving piece is
shaved down slightly so it moves easily). The whole arrangement is hinged
to the floor of the trailer, so it can fold down and allow the plane to
roll out.
The latch makes it easy: I roll the plane into the trailer and strap down
the main wheels. Then I flip up the support, extend the cradle, and strap
it to the boom tube. I then simply lift the tail up until the latch clicks
into place, put the safety pin in, and I'm ready to go.
The pictures show the sequence in reverse. The safety pin lanyard is
attached to the latch, so that's what I pull to release the latch, while
supporting the tail with my other hand, which I then lower gently to the floor.
The only change I intend to make is to add a cable to limit how far back
the support can pivot, so that if the wheel straps come loose, the plane
can't roll back against the doors.
-Dana
--
Children seldom misquote you. In fact, they usually repeat word for word
what you shouldn't have said.
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: HAULING mk III without boom stand? |
I would like to try to post some picts of my boom support.I hope I do this right.If
not,sorry in advance.
G.Aman
Dana,
Please do post more pics of it.
I have an idea in mind.
I am thinking of using a 2X6 and some heavy duty hinges to make a swing up boom
stand.
I attached a sketch . the gray is the hinge. yellow is the rope.
front being from of the trailer.
What do you guys think of this?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=149147#149147
Attachments:
http://forums.matronics.com//files/boom_stand_979.bmp
________________________________________________________________________________
| From: | "Aaron Gustafson" <agustafson(at)chartermi.net> |
| Subject: | Re: HAULING mk III without boom stand? |
I like Gary's even better than mine!!!
Aaron
----- Original Message -----
From: gary aman
To: kolb-list(at)matronics.com
Sent: Wednesday, November 28, 2007 5:53 PM
Subject: Re: Kolb-List: Re: HAULING mk III without boom stand?
I would like to try to post some picts of my boom support.I hope I do
this right.If not,sorry in advance.
G.Aman
grantr wrote:
Dana,
Please do post more pics of it.
I have an idea in mind.
I am thinking of using a 2X6 and some heavy duty hinges to make a
swing up boom stand.
I attached a sketch . the gray is the hinge. yellow is the rope.
front being from of the trailer.
What do you guys think of this?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=149147#149147
Attachments:
-------------------------------------------------------------------------
---
-------------------------------------------------------------------------
---
-------------------------------------------------------------------------
---
-------------------------------------------------------------------------
---
11/28/2007 12:29 PM
________________________________________________________________________________
| Subject: | Runway or wild boars...hmm |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
We were thinking of making our long narrow strip of woods into a runway, but after
seeing this guy show up near my front door I may just keep driving to the
airport.
We don't know how he got into our electric fence...it wasn't broken anywhere, but
our goats sure were wondering "What the heck?!?!"
[Shocked]
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=149231#149231
Attachments:
http://forums.matronics.com//files/wild_boar_554.jpg
http://forums.matronics.com//files/wild_boar_closeup2_436.jpg
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Just Two Days Left... |
Dear Listers,
There are just a couple days left for this year's List Fund Raiser. Over all,
participation has been good, but things have been pretty slow this week for some
reason. If you've been putting off making your Contribution until the last
minute, this is it! The last minute, that is... :-)
Please remember that there isn't any sort of commercial advertising on the Lists
and the *only* means of keeping these Lists running is through your Contributions
during this Fund Raiser.
Please make a Contribution today!
http://www.matronics.com/contribution
Thank you!
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| Subject: | Re: HAULING mk III without boom stand? |
Kolb-List message posted by: "Aaron Gustafson"
Jim Swan (on this list) has the Firestar trailer that I built. He may be
able to post some pictures of the tail support in it. I think it worked very
well and easy if I might blow my horn.
Aaron G.
Hello everyone,
Yes Aaron is correct his design of boom support work's very well. If
anyone would like pictures let me know, I will go out in take some and post.
Jim Swan
do not archive
**************************************Check out AOL's list of 2007's hottest
products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Runway or wild boars...hmm |
At 03:47 PM 11/29/2007, jb92563 wrote:
>I think you could make good bounty/reward money during an evacuation, by
>returning on the sly after you are escorted out with a Mosin-Nagant 91/30
>with a good scope.
Or a 12 gauge loaded with buckshot from a low flying Kolb... :)
-Dana
--
Politicians and diapers have one thing in common. They should both be
changed regularly, and for the same reason.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Ultrastar fuel tanks |
At 03:34 PM 11/29/2007, jb92563 wrote:
>
>I am beginning to think that the fiberglass tank that sits in the cage
>behind the seat on my US is custom made.
>
>Its a really great job who ever made it .....looks production and fits
>perfectly...
Do you have a picture you could post?
-Dana
--
Politicians and diapers have one thing in common. They should both be
changed regularly, and for the same reason.
________________________________________________________________________________
| Subject: | Piano Hinge Lubrication ... |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Do you guys lubricate the piano hinges on the control surfaces of your Kolbs ?
I have read reports of these wearing on the elevator and rudder over time. If
so what type of oil do you use on them ?
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=149478#149478
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | [Please Read] - Last Official Day of List Fund Raiser! |
Dear Listers,
Its November 30th and that means a couple of things. Its my 44th birthday for
one, but I'm trying to forget about that... But, it also means that its that
last official day of the Matronics Email List Fund Raiser!
If you been drooling over one of the really sweet free gifts that are available
this year with a qualifying Contribution, then now is the time to jump on one!!
If you've been meaning to make a Contribution, but just keep putting it off, then
now is the time!
I will be posting the List of Contributors in a few days, so you'll probably want
to be known as a person that supported the Lists! Rather than the guy that,
er, ah, forgot (or whatever)... :-)
I want to thank everyone that has so generously made a Contribution so far this
year in support of our Lists. It is your generosity that keeps this operation
a float and I don't ever forget it. Hopefully everyone will feel the same.
The List Contribution page is fast and easy. Please support our habit by making
your Contribution right now:
http://www.matronics.com/contribution
Thank you all in advance!
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Ultrastar fuel tanks |
At 12:33 AM 11/30/2007, jb92563 wrote:
>
>Here are some pics of my fiberglass tank.
Thanks Ray,
That does look like it was nicely done. How does it attach to the
frame? If I change the tank or add an aux tank I'd rather not do any
welding on the frame.
Always interesting to see the differences... sometimes I think I'm the only
one without a nose fairing! Though yours is the only one I've seen besides
mine with the wing leading edge tubes extended outside of the center rib...
I have a tube that sleeves over them, that gets slipped into place joining
them together after the wings are unfolded. What are those rectangular
projections that look like "handles" on the main downtubes, just behind and
above the seat? Also, no fuel pump? And is that a crack in the engine
frame, just above the left rear mounting bolt, or just dirt?
-Dana
--
Celebrate Freedom... read a banned book.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Ultrastar fuel tanks |
At 10:19 AM 11/30/2007, jb92563 wrote:
>Those things that look like handles are handles.
>
>I hang on to it, plus put my foot in front of the wheel when pull starting
>so I don't end up in the prop if the Kolb start rolling.
After looking at some other pictures on the web (including the other pix of
your plane on the Ultrastar yahoo group), it looks like many Ultrastars
have a headrest there. On mine, the starter cord runs up and and through a
pulley attached to the wing universal bolt, so I'm pulling down to start
the engine. This way, I can start while standing right in front of the
landing gear leg so it can't roll past me. I can also start it (though not
easily given the condition of my shoulder) while sitting in the seat, which
is nice.
Most likely I'll add a third 1.5 gallon auxiliary tank behind the seat, and
keep the existing tanks, for the 5 gallon total. Possibly this one (easy
to mount), or something similar:
<http://fluids.flambeau.com/multipurpose_tanks/6.0_quart.html>http://fluids.flambeau.com/multipurpose_tanks/6.0_quart.html
-Dana
--
I'm as confused as a baby in a topless bar.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Ultrastar fuel tanks |
At 04:47 PM 11/30/2007, jb92563 wrote:
>Do you think you could do an in air restart with your pull starter?
I don't see why not, though I haven't tried it yet. I will, though, once I
get more confident in my spot landings.
>Not sure how valuable this would be since once an engine has stopped in
>flight I don't think there is much chance of it running again and the time
>would be better spent concentrating on a landing spot rather than trying
>repeatedly to relight the engine.
Only with plenty of altitude!
It did quit on me once, just as I was flaring to land; the idle mixture
wasn't set right. I rolled off the runway, and restarted it from the seat
with one pull at about 1/4 throttle. Having a remote choke (I don't, now)
would make an in-air restart more likely.
>I had considered that but turning the engine off to soar is the only
>reason I could think of to make restarting from the seat desirable.
Yes, and I love doing that with my PPG, though I can't restart that in the
air. The ability to restart from the seat could be useful if I'm at
another airport and have to start in a tight spot on pavement; I wouldn't
want the plane to start rolling as I'm climbing in.
>Dana, I also wondered if you had brakes on yours?
>
>Seeing that you fly from grass however it may not be necessary.
Yes, I do (and I don't fly from grass though I'd prefer to; the airport
owner doesn't allow takeoffs and landings from the grass). Mine are Free
Bird's Black Max disk brakes with Hegar heel cylinders. A very nice setup.
-Dana
--
Be wary of strong drink. It can make you shoot at tax collectors-- and miss.
________________________________________________________________________________
| Subject: | Flying without gap seal !!! |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Not that I would try this, but the MK-III Xtra with a 912-S appears to fly very
well without a gap seal. I'm sure performance would be increased with a gap
seal, but its nice to know it will also do fine without it :) See the video
at:
http://www.youtube.com/watch?v=nc6EyqAccMo
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=149762#149762
________________________________________________________________________________
| From: | KolbFlyerJim(at)aol.com |
| Subject: | Re: Ultrastar fuel tanks |
Hi Dana
Just Fly your UltraStar
Its not rocket sience
Jim N2641M
**************************************Check out AOL's list of 2007's hottest
products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
________________________________________________________________________________
| Subject: | Re: Runway or wild boars...hmm |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Mike, If I've mistaken that hog for a fat goat then maybe I'M just "PLAINcrazzzy".
Of course, my whole family must be too, because my husband has taken to feeding
and watering him so he'll stick around and help clear our "swamp jungle"
along with our goats.
But if we're all crazy, then maybe it's because of all this beautiful 65-70 degree
weather we're having down here in South Georgia. I had fun today learning
slips and crosswind landings. 8)
(Hope you're enjoying your snow). [Wink] Maybe I'll see some when I head home
to Illinois for Christmas. :)
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=149948#149948
________________________________________________________________________________
| Subject: | Ultrastar engin recommendation |
| From: | "jim" <jimumble(at)myway.com> |
Hi ultralight fliers of the Ultra starsIm new on the board ,have been flying a
while bought my ultra star so Im not very technical about the specks Could some
one tell me what size engine could I put on it or should I stick with cuyuna
ulII02 Has N# would like a 4 stroke prop. size and recommendations Thanks
Jimmy ps I see another jim so Im jimmy
_______________________________________________
No banners. No pop-ups. No kidding.
Make My Way your home on the Web - http://dell.myway.com
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Ultrastar engin recommendation |
At 06:30 AM 12/2/2007, jim wrote:
>Im new on the board ,have been flying a while bought my ultra star so Im
>not very technical about the specks
>Could some one tell me what size engine could I put on it or should I
>stick with cuyuna ulII02 Has N# would like a
>4 stroke prop. size and recommendations Thanks Jimmy ps I see another jim
>so Im jimmy
Hi Jimmy, the Cuyuna is quite adequate for the Ultrastar, it's what I have
on mine. The Cuyuna is probably the lightest of the suitable engines, but
if yours in N-numbered you're not concerned about making 103 weight. Quite
a few are flying around with Rotax 447's too., and I've heard of at least
one with a Subaru engine, but you definitely will pay a large weight
penalty for a 4-stroke. Cuyuna's are the least expensive to work on but
there are a lot of people out there who are familiar with the Rotax. I
suppose you could put a 1/2 VW engine on an Ultrastar but I've never heard
of it being done.
My Cuyuna is nearly new but if it I needed to replace it my short list
would probably be another Cuyuna or perhaps the Simonini Victor 1+ (2
stroke, single cylinder, dual ignition).
-Dana
--
Drink wet cement, and get completely stoned!
________________________________________________________________________________
| From: | "Dan Walter" <worrybear(at)verizon.net> |
| Subject: | Re: Ultrastar engin recommendation |
Jimmy, I lost my cuyuna on my Ultrastar in July and spent a lot of time
trying to figure out alternatives to the UL202. The 447 or 503 were the
only viable options I could come up with and even those would require
motor mount modifications to use the gear box instead of the cuyuna belt
drive. Mounting any 4 cycle seemed to be impossible. My suggestion
would be rebuild the cuyuna.
Dan Walter
Ultrastar and Druine Turbulent
Palmyra, Pa.
----- Original Message -----
From: jim
To: kolb-list(at)matronics.com
Sent: Sunday, December 02, 2007 6:30 AM
Subject: Kolb-List: Ultrastar engin recommendation
Hi ultralight fliers of the Ultra stars
Im new on the board ,have been flying a while bought my ultra
star so Im not very technical about the specks
Could some one tell me what size engine could I put on it or
should I stick with cuyuna ulII02 Has N# would like a
4 stroke prop. size and recommendations Thanks Jimmy ps I see
another jim so Im jimmy
-------------------------------------------------------------------------
-----
No banners. No pop-ups. No kidding.
Make My Way your home on the Web - http://dell.myway.com
________________________________________________________________________________
| From: | "David Kulp" <undoctor(at)ptd.net> |
| Subject: | Re: Ultrastar fuel tanks |
Dana,
If the attachment comes through you can see how the Exmark Turf Tracer 5
gal. tank fits nicely in gravity-feed position.
Dave Kulp
FireFly 098
________________________________________________________________________________
| From: | "David Kulp" <undoctor(at)ptd.net> |
| Subject: | Re: Ultrastar fuel tanks |
Hi Dana,
I did a reply to the list with an attachment showing the Exmark fuel
tank in my Ultrastar. Hope it helps. If it doesn't come through and
you'd like to see it just email me and I'll send it off line.
I got a kick out of your response to the wisea$$ about "just fly it."
Got curious as to what you actually do and found your info on Google.
It may interest you to know that my bro is the same. If you go to the
REM site at http://www.remassociates.com/ , expand the consultants tab
in the nav column and click on Linwood Kulp, you can read about him.
Maybe your paths have crossed.
Regards,
Dave Kulp
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Tail boom support. |
The best idea I have seen for the tail boom support was Eric Weaver's.
He had a 6 inch irrigation saddle/tee fitting that clamped around the pipe
and in the 2 inch tee fitting he used a piece of 2 inch pipe that was
attached to a floor mounted fitting.... when he removed the plane from the
trailer he had a way to remove the support from the floor fitting and
mounted it to a swiveling wheel.
Boyd
________________________________________________________________________________
| Subject: | Re: Ultrastar engin recommendation |
| From: | "jim" <jimumble(at)myway.com> |
Hi Dan Thanks Im thinking I don't want to mess with the structure,so would like to use the cuyuna . How long have you been flyen it --- On Sun 12/02, Dan Walter < worrybear(at)verizon.net > wrote:From: Dan Walter [mailto: worrybear(at)verizon.net]To: kolb-list(at)matronics.comDate: Sun, 02 Dec 2007 09:40:19 -0500Subject: Re: Kolb-List: Ultrastar engin recommendation
Jimmy, I lost my cuyuna on my Ultrastar in July and spent a lot of time trying
to figure out alternatives to the UL202. The 447 or 503 were the only viable
options I could come up with and even those would require motor mount modifications
to use the gear box instead of the cuyuna belt drive. Mounting any 4
cycle seemed to be impossible. My suggestion would be rebuild the cuyuna. Dan
WalterUltrastar and Druine TurbulentPalmyra, Pa.
----- Original Message ----- From: jim To: kolb-list(at)matronics.com Sent: Sunday,
December 02, 2007 6:30 AMSubject: Kolb-List: Ultrastar engin recommendation
Hi ultralight fliers of the Ultra starsIm new on the board ,have been flying a
while bought my ultra star so Im not very technical about the specks Could some
one tell me what size engine could I put on it or should I stick with cuyuna
ulII02 Has N# would like a 4 stroke prop. size and recommendations Thanks Jimmy
ps I see another jim so Im jimmy
_______________________________________________
No banners. No pop-ups. No kidding.
Make My Way your home on the Web - http://dell.myway.com
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Elevator trim tab information needed |
Hello Kolb guys and girls,
I have a question regarding the elevator trim on a MkIII. Is there anyone that
actually built a trim tab INTO the elevator? (Rather than adding it on!)
What I'm getting at is, I am seriously considering building a "built-in" elevator
trim tab, most likely with electric adjustment. Has anyone done this already?
And, does anyone have an idea of the dimensions that a MkIII elevator trim
tab would need to be?
As I have recommended in the past, the motorcycle exhaust servo motor could make
a perfect electric trim motor.
Some come with cable assemblies, and mounting tabs. These are very durable, high
torque, 12volt, small servo motors. I have one similar to this. It would
be very easy to attach the cables to a bellcrank.
http://cgi.ebay.com/ebaymotors/06-GSX-R1000-GSX-R-exhaust-servo-motor-engine_W0QQitemZ310002541330QQihZ021QQcategoryZ35591QQssPageNameZWDVWQQrdZ1QQcmdZViewItem
Any thoughts on the subject would be much appreciated. Mike Welch MkIII
BTW. Many thanks to the people that offered lots of advice regarding cutting and
drilling Lexan (especially Rick G.'s drill bit drawing) I am happy to say,
I am virtually finished with all the "glass" (Lexan). OMG, THAT was a lot of
work!!! Cleco it on. Uncleco, sand it some. Cleco it back on, check for fit,
again, uncleco it, etc, etc, etc, etc.
_________________________________________________________________
You keep typing, we keep giving. Download Messenger and join the im Initiative
now.
________________________________________________________________________________
| From: | "David Kulp" <undoctor(at)ptd.net> |
| Subject: | Re: Ultrastar fuel tanks |
That looks a lot like a tank I have laying around (a friend gave
it to me
for a generator but i never used it). Only hassle might be
mounting
it. It's not transparent; do you have some kind of fuel
gauge?Negative, just the preflight method of dipping a clear plastic
tube as we do todouble-check the fuel gauges on the Cessna. I had
planned on fabricating my ownsimiliar to what you see on coffee urns,
but I sold it before it was done.To the rest of the list, my last post
to Dana about personal type stuff was meantto be sent off line to him.
I guess hitting the correct button is akin to rocketscience, about which
I'm pretty uninformed.
________________________________________________________________________________
| Subject: | Wing pins and other hardware |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
I have my trailer setup so I can get my MK III in and out easily. I ran the plane
around the yard yesterday. The 503 seems to run well. It started right up and
ran good on the taxing around the yard.
I want to do a few things to it before I take it to my instructor/ test pilot.
I want to change the fuel filter and rebuild the fuel pump and change the spark
plugs.
I also want to buy some new AN hardware for some of the things like the wing attachment
pins.
Are these the right type of pins for the wing pins? I don't want to get the wrong
ones and have one break!! That would be deadly:(
http://www.aircraftspruce.com/catalog/hapages/clevispins.php
What are the best places online to order AN parts and other stuff like wheels brakes
gauges and Rotax parts?
Thanks,
Grant
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150167#150167
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Wing pins and other hardware |
Easiest place to make sure you get the right parts is:
http://www.tnkolbaircraft.com/
Rick
On Dec 3, 2007 8:59 AM, grantr wrote:
>
> I have my trailer setup so I can get my MK III in and out easily. I ran
> the plane around the yard yesterday. The 503 seems to run well. It started
> right up and ran good on the taxing around the yard.
>
> I want to do a few things to it before I take it to my instructor/ test
> pilot.
>
> I want to change the fuel filter and rebuild the fuel pump and change the
> spark plugs.
>
> I also want to buy some new AN hardware for some of the things like the
> wing attachment pins.
> Are these the right type of pins for the wing pins? I don't want to get
> the wrong ones and have one break!! That would be deadly:(
> http://www.aircraftspruce.com/catalog/hapages/clevispins.php
>
>
> What are the best places online to order AN parts and other stuff like
> wheels brakes gauges and Rotax parts?
>
> Thanks,
> Grant
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=150167#150167
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Ultrastar fuel tanks |
At 09:34 AM 12/3/2007, David Kulp wrote:
>
>To the rest of the list, my last post to Dana about personal type stuff
>was meant
>to be sent off line..
Dave, I tried to reply offline but my emails are being bounced by your mail
server. Apparently it's blacklisted my entire ISP.
-Dana
--
Politicians are those who deal with the problems which would not exist if
they didn't exist.
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
This may start a new thread -- but have Kolbs ever been stolen? On
trailer or at airport?
I'm impressed with the LOJACK system of recovery for cars, should be
good for aircraft too
Russ Kinne
________________________________________________________________________________
| From: | KolbFlyerJim(at)aol.com |
| Subject: | Re: Wing pins and other hardware |
HI Grant
Another good sourse of AN hardware is WagAero in Lyons Wisconson shipping is
usually the same day if you order before 10:00 am C.D.T DoNot use C.P.S.
Jim
**************************************Check out AOL's list of 2007's hottest
products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 02:58 PM 12/3/2007, Russ Kinne wrote:
>This may start a new thread -- but have Kolbs ever been stolen? On
>trailer or at airport?
>I'm impressed with the LOJACK system of recovery for cars, should be
>good for aircraft too
Seems an ultralight or homebuilt would be a dumb thing to steal... it's a
small community (especially these days when everybody's online), and the
aircraft would likely be recognized.
In the big days of drug smuggling in the 1970's, though, almost any plane
with decent cargo capacity in the southern states was fair game.
-Dana
--
It's only premarital sex if you're going to get married.
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: Wing pins and other hardware |
In a message dated 12/3/2007 5:09:27 P.M. Eastern Standard Time,
KolbFlyerJim(at)aol.com writes:
DoNot use C.P.S.
Jim,
Just wondering why. What reason?
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
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products.
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________________________________________________________________________________
| Subject: | Re: Elevator trim tab information needed |
Mike,I have a Firestar,,,with built in Electric Trim....works real
well,,very efective & easyto manage. I will put some info & pics out to you
on the site. 503...KXP & located in East :Liverpool Ohio,I will get some
photos & how done & what. get at it soon as can..hope it helps. Jay Carter
N90485..Firestar Exp ---- Original Message -----
From: "Mike Welch" <mdnanwelch7(at)hotmail.com>
Sent: Sunday, December 02, 2007 10:46 PM
Subject: Kolb-List: Elevator trim tab information needed
>
>
> Hello Kolb guys and girls,
>
> I have a question regarding the elevator trim on a MkIII. Is there
> anyone that actually built a trim tab INTO the elevator? (Rather than
> adding it on!)
>
> What I'm getting at is, I am seriously considering building a "built-in"
> elevator trim tab, most likely with electric adjustment. Has anyone done
> this already? And, does anyone have an idea of the dimensions that a
> MkIII elevator trim tab would need to be?
>
> As I have recommended in the past, the motorcycle exhaust servo motor
> could make a perfect electric trim motor.
> Some come with cable assemblies, and mounting tabs. These are very
> durable, high torque, 12volt, small servo motors. I have one similar to
> this. It would be very easy to attach the cables to a bellcrank.
>
>
> http://cgi.ebay.com/ebaymotors/06-GSX-R1000-GSX-R-exhaust-servo-motor-engine_W0QQitemZ310002541330QQihZ021QQcategoryZ35591QQssPageNameZWDVWQQrdZ1QQcmdZViewItem
>
> Any thoughts on the subject would be much appreciated. Mike Welch
> MkIII
>
> BTW. Many thanks to the people that offered lots of advice regarding
> cutting and drilling Lexan (especially Rick G.'s drill bit drawing) I am
> happy to say, I am virtually finished with all the "glass" (Lexan). OMG,
> THAT was a lot of work!!! Cleco it on. Uncleco, sand it some. Cleco it
> back on, check for fit, again, uncleco it, etc, etc, etc, etc.
>
>
> _________________________________________________________________
> You keep typing, we keep giving. Download Messenger and join the im
> Initiative now.
>
>
>
________________________________________________________________________________
| Subject: | Re: Elevator trim tab information needed |
| From: | "olendorf" <olendorf(at)gmail.com> |
Jay, That's some Firestar you have there! How does that RAMJET engine perform?
Must be a blast. :D
Here is the aircraft info from airport-data.com
Aircraft N90485 Profile
Aircraft (FAA)
Manufacturer: Washburn Ron
Model: FIRESTAR KXP Search all Washburn Ron FIRESTAR KXP
Year built: 1991
Serial Number (C/N): 297
Mode S Code: 53100626
Aircraft Type: Fixed wing single engine
Amateur-Built: Yes
Number of Seats: 1
Number of Engines: 1
Engine Type: Ramjet
Engine Manufacturer and Model: Ama/expr UNKNOWN ENG
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150327#150327
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Elevator trim tab information needed |
Jay,
Thanks for whatever info you can send. Scott O. refers to "nice looking
plane", but I didn't see any photos, or a link to photos.
I'm also considering making the trim tab adjustable with possibly a cable
like Ellery suggested.
Thanks, MIke Welch MkIII (I'll go look at the Kolb list photo site,
to see if they're there)
> Mike,I have a Firestar,,,with built in Electric Trim....works real > well
,,very efective & easyto manage. I will put some info & pics out to you > o
n the site. 503...KXP & located in East :Liverpool Ohio,I will get some > p
hotos & how done & what. get at it soon as can..hope it helps. Jay Carter >
N90485..Firestar Exp
_________________________________________________________________
Connect and share in new ways with Windows Live.
http://www.windowslive.com/connect.html?ocid=TXT_TAGLM_Wave2_newways_1120
07
________________________________________________________________________________
| Subject: | Re: Wing pins and other hardware |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
" C.P.S " What is that? [Question]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150346#150346
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Elevator trim tab information needed |
Mike W:
Thought you may be interested in the following NTSB fatal accident
report:
http://www.ntsb.gov/ntsb/brief.asp?ev_id 001211X11253&key=1
Standard forced pitch trim works well on the MKIII.
For what it is worth,
john h
hauck's holler, alabama
I'm also considering making the trim tab adjustable with possibly a
cable like Ellery suggested.
Thanks, MIke Welch MkIII (I'll go look at the Kolb list photo
site, to see if they're there)
________________________________________________________________________________
| From: | Michael Sharp <kolbdriver(at)mlsharp.com> |
| Subject: | Re: Wing pins and other hardware |
California Power Systems
http://www.800-airwolf.com/
grantr wrote:
" C.P.S " What is that? [Question]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150346#150346
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Wing pins and other hardware |
California Power Systems, long time UL parts and accessory company. Look em
up on line or call 1800 air wolf.
I have found Aircraft Spruce and LEAF "Leading Edge AirFoils" to have better
service and prices.
Denny Rowe
----- Original Message -----
From: "grantr" <grant_richardson25(at)yahoo.com>
Sent: Tuesday, December 04, 2007 10:34 AM
Subject: Kolb-List: Re: Wing pins and other hardware
>
> " C.P.S " What is that? [Question]
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=150346#150346
>
>
> --
> 12/3/2007 10:56 PM
>
>
________________________________________________________________________________
| Subject: | Re: Elevator trim tab information needed |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I am also going to add electric trim to my Kolb MK-III Xtra. As shown in the
accident report you need to be careful, but there is no reason not to do it.
Many experimental / Ultralight airplanes have "Real" trim tabs, I like this a
lot better than the spring adjustment, as almost all certified aircraft prove,
this is the better way to trim an airplane. On a kolb it also gives you the
ability to trim down and it also gives a back up to broken elevator cables, attachments
etc.
Number one, I will be adding counterweights to my elevators when I add the trim
tab, similar to the ones on the ailerons to eliminate the possibility of flutter.
Stock, the elevator cables act as the counterbalance for the elevator and
keep it from fluttering, but this may not be enough with the added weight of
a trim tab and actuator.
Having a trim tab come free in flight can be disastrous, and induce flutter, it
has happened on certified airplanes plenty of times. There is a purpose built
electric trim actuator for experimental aircraft made by Ray Allen company,
I have flown with it on another experimental similar to the Kolb ( Skyboy ) with
these electric trim on both the rudder and elevator and its WONDERFUL !!!
Its just so nice to do patterns, and just move the hat switch for trim in both
axis and fly hands off whenever you like, like a real airplane !
Given the critical nature of trim tabs, and the possibility of disastrous results,
I would highly recommend using trim tabs that are designed for aircraft.
They are expensive, but not unreasonable. You can look at them at the link below.
http://www.rayallencompany.com/products/trimsystems.html
Mike Bigelow
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150366#150366
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Elevator trim tab information needed |
Mike , I had a firestar KXP with a trim tab sold to me for around 100 dollars by
Rans it was an alum formed tab which I cut down from 24x 4 inches to about b14x4inches
and it was adjusted by cable with a wheel about 6 inches in diameter mounted iin
the cockpit , mine was on the cockpit frame just ahead of the throttle and was
adjusted like the trim on my Dads 1959 Cessna 172 , Roll it forward the nose
went down , Roll it backward the nose comes up , and I was taking alot of Aeriel
Photos and I could set the trim at any throttle setting to fly hands off
, it worked for me for about 500 hrs . Hope this info is helpful , I don't know
if Rans still offers this but the installation and the use of it was an easy
lesson in aircraft construction. Chris
----- Original Message ----
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Sent: Tuesday, December 4, 2007 10:06:04 AM
Subject: RE: Kolb-List: Elevator trim tab information needed
Jay,
Thanks for whatever info you can send. Scott O. refers to "nice looking plane",
but I didn't see any photos, or a link to photos.
I'm also considering making the trim tab adjustable with possibly a cable like
Ellery suggested.
Thanks, MIke Welch MkIII (I'll go look at the Kolb list photo site, to see
if they're there)
> Mike,I have a Firestar,,,with built in Electric Trim....works real
> well,,very efective & easyto manage. I will put some info & pics out to you
> on the site. 503...KXP & located in East :Liverpool Ohio,I will get some
> photos & how done & what. get at it soon as can..hope it helps. Jay Carter
> N90485..Firestar Exp
Connect and share in new ways with Windows Live. Connect now!
Be a better friend, newshound, and
know-it-all with Yahoo! Mobile. Try it now. http://mobile.yahoo.com/;_ylt=Ahu06i62sR8HDtDypao8Wcj9tAcJ
________________________________________________________________________________
| Subject: | Re: Elevator trim tab information needed |
near as I know,.,,horizontal trim tab does not have to be on the
elevator... that would likely be the most effective spot however...
Stick it on the vertical stab.. or on the horizontal stab..outboard
end on the side that creates a bit of drag to assuage the p factor...??
Herb
writes:
>
> I am also going to add electric trim to my Kolb MK-III Xtra. As
> shown in the accident report you need to be careful, but there is no
> reason not to do it. Many experimental / Ultralight airplanes have
> "Real" trim tabs, I like this a lot better than the spring
> adjustment, as almost all certified aircraft prove, this is the
> better way to trim an airplane. On a kolb it also gives you the
> ability to trim down and it also gives a back up to broken elevator
> cables, attachments etc.
>
________________________________________________________________________________
| From: | "Tom O'Hara" <tohara(at)alphagraphics.com> |
Back in the late 60-early 70's aircraft avionics were being stolen. None were
recovered until someone realized that the thieves were taking one radio out and
putting it into another aircraft with the same make radio. Then they stole
the radio from the second aircraft. Tough to trace when you are looking for the
wrong serial number.
For years there was a Mitsubshi twin turbo sitting at PA airport-- property of
US Gov. Yours to buy cheap--if you could get the residual white powder out of
it!! Fast aircraft-- but easy to get behind of with a result of pilot getting
bitten hard.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150397#150397
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Elevator trim tab information needed |
At 12:52 PM 12/4/2007, herbgh(at)juno.com wrote:
>
>near as I know,.,,horizontal trim tab does not have to be on the
>elevator... that would likely be the most effective spot however...
>
> Stick it on the vertical stab.. or on the horizontal stab..outboard
>end on the side that creates a bit of drag to assuage the p factor...??
A trim tab mounted to a fixed surface needs to be much larger. When you
put the tab on the elevator, the tab moves the elevator, and the elevator
does the work of trimming the plane, so the tab is relatively small. When
the tab is mounted to a fixed surface (or separately mounted like the early
Taylorcrafts and the Smith Miniplane), the tab has to do all the work
directly and thus must be much larger.
-Dana
--
Why are there Interstate highways in Hawaii?
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Elevator trim tab information needed |
> Wow. Thanks, John, for the article on the trim accident. I guess that
is basically my concern, which is: how effective and accurate is the
adjustment on the present design?
>
> Maybe I should leave well enoungh alone. Mike
Mike W:
It would be interesting to know how many successful hours of flight have
been put on the MKIII design since it was first produced in late 1991. For
that matter, it would also be interesting to know how many Kolbs have been
built, how many were flown successfully, and how many are being flown
successfully now, and for how long.
My mkIII is serial number M3-011. It was the first complete cage Brother
Jim welded up when we were staying with Homer and Clara Kolb last of 1990
and early part of 1991. I personally inspected the first 40 or 50 MKIII
fuselages that came off the line, was part of my daily chores during the
time we spent building my MKIII during the evening hours.
I can assure you the pitch trim system of the MKIII is more than adequate
and safe. If it wasn't, I would not be flying my MKIIII with it, and you
would be hearing the screaming and moaning of those unhappy souls who were
having problems with it.
I am continually amazed at people who are redesigning their Kolb aircraft
when they have little or no time flying it of any other Kolb. I never
changed a thing on any of the three Kolb airplanes I built before I had
flown and gained good solid experience in them, enough experience to know
what was needed and how to go about accomplishing the task that was
required.
One point on adding "stuff" to the trailing edge of the elevators. The Kolb
elevator is hinged on the leading edge and not at all balanced. Why they do
not have a tendency to flutter, I do not know. However, in the case of the
fatality I referenced, he had added more weight to the trailing edge which
probably got him into trouble with flutter before the trim tab seperated.
The original Twinstar used this elevator trim system. It was changed to the
present system used on the MKIII because it was proven to be a better
design.
Take care,
john h
mkIII 2,700+ hours
________________________________________________________________________________
| From: | KolbFlyerJim(at)aol.com |
An UltraStar with A decent cargo capacity (laughable)
**************************************Check out AOL's list of 2007's hottest
products.
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________________________________________________________________________________
| From: | KolbFlyerJim(at)aol.com |
| Subject: | Re: Wing pins and other hardware |
California Power Systems An ultralight parts source.
Jim
**************************************Check out AOL's list of 2007's hottest
products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
________________________________________________________________________________
| From: | KolbFlyerJim(at)aol.com |
| Subject: | Re: Wing pins and other hardware |
Thanks Denny
**************************************Check out AOL's list of 2007's hottest
products.
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________________________________________________________________________________
| From: | KolbFlyerJim(at)aol.com |
| Subject: | Re: Wing pins and other hardware |
Hi Bill
The people at C.P.S are ARROGANT and RUDE and don't care about there
costumers. Mike should worry about his costumers more than profits. I will never
buy
from them again.Buy From L.E.A.F. (Leading Edge Airfoils) They care about there
costumers.
Thanks
Jim
UltraStar N2613M
**************************************Check out AOL's list of 2007's hottest
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________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Jim:
I started flying cross country in my Ultrastar two weeks after I got it
flying.
I secured my bag under the fuselage, below the seat, with a bungee type
net with hooks. Map recon was done prior to takeoff. Had to remember
heading, distance and time, check points, etc. Folded up the map and
sat on it. Made a lot of flights from Gantt International Airport,
Alabama, to Tallahassee, Florida, and return in late 1984 and 1985. Was
very exciting to do these flights back then. Landed at airports, vacant
lots next to gas stations, cattle lots, hay fields, and parking lots.
There were a lot of forced and precautionary landings for everything
from plugged fuel filters, loose spark plug caps, cigarette packs going
through the prop, along with muffler bolts and washers. Once did a
forced landing on the foot ball field at Sebring Highschool, Sebring,
Florida. Right after I landed and shut down, I heard the bell ring for
recess. I was soon covered up by curious high school students. Bell
rang again, they went back to class, and I took off for Miami. The
landing in the football stadium was done without the luxury of brakes.
Take care,
john h
mkIII
From: KolbFlyerJim(at)aol.com
Subject: Re: Kolb-List: newe
An UltraStar with A decent cargo capacity (laughable)
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Elevator trim tab information needed |
Hi Mike B:
Interesting post on trim tabs.
"Stock, the elevator cables act as the counterbalance for the elevator and
keep it from fluttering,"
You will have to explain the above to me a little bit better. I do not
understand how cables counter balance the elevators.
"> I have flown with it on another experimental similar to the Kolb (
Skyboy ) with these electric trim on both the rudder and elevator and its
WONDERFUL !!! Its just so nice to do patterns, and just move the hat
switch for trim in both axis and fly hands off whenever you like, like a
real airplane !"
I use a fixed rudder trim tab and have no requirement for an adjustable one.
Same was true with my FS and US. Far as I know my MKIII still flies like a
"real" airplane without the luxury of Chinese Hat trim switch. ;-)
Take care,
john h
mkIII
________________________________________________________________________________
| From: | "Dave Rains" <RangeFlyer72(at)yahoo.com> |
Ok John, and John, I should be ready to challenge you to a short field take off next year at the gathering! http://www.innovator.mosquito.net.nz/mbbs2/photos/show-album.asp?albumid=33&photoid=909
Please note: I may need Will to fly my C175 up to fly the kids, but my goal is
to have my 40 hours flown off by the end of march. :D
Dave "Skeeter" Rains,
Monument Valley Alpha Pilot!
--------
Dave Rains
N8086T
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150465#150465
________________________________________________________________________________
| Subject: | Re: Monument valley |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Skeeter:
Can you make helicopter sounds yet?
See ya at Monument Valley in May.
Nell and I spent a few days at Monument Valley last month. Was not the same out
there without the Kolbs and the Kolb people.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150475#150475
________________________________________________________________________________
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
| Subject: | need advice on extra fuel tank hook up |
I've got a Firestar II, and there is plenty of room behind the seat to
add a temp. 5 gal tank for extended trips. I know many Kolb owners use
extra tanks for the same purpose, but I've never seen how they have them
hooked up. I was thinking of teeing off my fuel line and having a shut
off valve in that line so when I'm not using the extra tank I could
easily remove it and shut off the valve. Any suggestions? Also, is
anyone using quick-disconnect fittings on this type of set up in place
of a shut off valve? By the way, I can mount the extra tank so it is at
the same level as my existing 2 tanks, so when connected the fuel levels
would be the same.
Thanks for any advice.
Jimmy Young
2 lessons away from my Sport Pilot license.
________________________________________________________________________________
| Subject: | Re: Elevator trim tab information needed |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
An electric trim does not cause flutter. A failure that would drive an electric
motor back and fourth is unheard of, they may run away to one stop or the other,
but rapidly back and fourth no. Even on the billion to one chance you could
induce a back and fourth failure in electric trim, the mechanism is not capable
of moving the trim tab anywhere near fast enough to cause flutter. Bottom
line is this is never going to happen. What does cause flutter in a trim tab
is it coming loose from its actuator. A free floating trim tab will induce
flutter very quickly, and has happened many times in both certified and experimental.
Mounting a trim tab on the end of the vertical or horizontal stab is a nothing
short of a horrible idea. First you add stress to the outboard of those surfaces,
the worst place structurally that you possibly can. The tabs would also
be very inefficient, big, and heavy. There is a very good reason that you never
see come crazy setup like this on certified airplanes.
Trim tabs on control surfaces work very well, and when you have an electric actuator
on the stick, it makes a very ergonomic nice to fly airplane. Before adding
trim tabs though, you do need to do your homework and make sure you are
not going to make a mistake that is going to kill you. The electric trim tabs
on the Skyboy that I flew were not in the design, but they were well worth the
effort and made a very nice flying airplane out of it. The work was done
by some airline mechanics that knew what they were doing. I will be copying their
installation on my plane. I have gotten every bit of information on trim
tabs that I can, and am confident that my Kolb would be a much nicer airplane
to fly with them. John H is correct, modifying a known design is risky and
not done correctly could be fatal, so I would recommend that no one try this type
of modification unless they do proper research and have the ability to do
it correctly.
Mike Bigelow
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150506#150506
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: need advice on extra fuel tank hook up |
We added a few extra gallons to the local FSII, here is the web page of
how we did it - feel this is a lot safer than a tank sitting in the back
seat -
http://www.bcchapel.org/pages/0003/FSIITankMods.html
Richard Pike
MKIII N420P (420ldPoops)
Jimmy Young wrote:
> I've got a Firestar II, and there is plenty of room behind the seat to
> add a temp. 5 gal tank for extended trips. I know many Kolb owners use
> extra tanks for the same purpose, but I've never seen how they have
> them hooked up. I was thinking of teeing off my fuel line and having a
> shut off valve in that line so when I'm not using the extra tank I
> could easily remove it and shut off the valve. Any suggestions? Also,
> is anyone using quick-disconnect fittings on this type of set up in
> place of a shut off valve? By the way, I can mount the extra tank so
> it is at the same level as my existing 2 tanks, so when connected the
> fuel levels would be the same.
>
> Thanks for any advice.
>
> Jimmy Young
>
> 2 lessons away from my Sport Pilot license.
Jimmy Young wrote:
> I've got a Firestar II, and there is plenty of room behind the seat to
> add a temp. 5 gal tank for extended trips. I know many Kolb owners use
> extra tanks for the same purpose, but I've never seen how they have
> them hooked up. I was thinking of teeing off my fuel line and having a
> shut off valve in that line so when I'm not using the extra tank I
> could easily remove it and shut off the valve. Any suggestions? Also,
> is anyone using quick-disconnect fittings on this type of set up in
> place of a shut off valve? By the way, I can mount the extra tank so
> it is at the same level as my existing 2 tanks, so when connected the
> fuel levels would be the same.
>
> Thanks for any advice.
>
> Jimmy Young
>
> 2 lessons away from my Sport Pilot license.
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: need advice on extra fuel tank hook up |
----- Original Message -----
From: Jimmy Young
To: kolb-list(at)matronics.com
Sent: Tuesday, December 04, 2007 7:21 PM
Subject: Kolb-List: need advice on extra fuel tank hook up
I've got a Firestar II, and there is plenty of room behind the seat to
add a temp. 5 gal tank for extended trips. I know many Kolb owners use
extra tanks for the same purpose, but I've never seen how they have them
hooked up.
-------------------------------------------------------------------------
------------------------------------------------------------
Jimmy, for my trip to Texas, (only made it to Deming NM) I rigged an
extra facet fuel pump mounted on Velcro at the right side of my seat. I
then rigged up two extra 5 gal tanks with a screened filter on a flex
tube so that it reached the bottom of the tank. I also put a hose barb
in the cap and routed the vent to the back of the cage. (just in case of
an upside down position when parking) I then ran the two hoses into a
"Nylon Y", routed it to the fuel pump and then out to the front
permanent tank. The tanks were held in place by the passenger seat
belt. I installed a switch close to hand, and could monitor the fuel
level in the filling tank with the EIS. When I took off I ran off the
front tank, (I have the tanks on a selector switch since I could never
get them to draw the same due to the angle that the plane flies) when it
would get down to about two gallons, I would switch on the fuel pump and
fill the tank again. ( If you only have one extra tank, the rate of fill
will pretty closely match the amount that the 503 will burn) I also
used quick connects on both lines so that I could remove either one or
both of the tanks. You will have to make sure that you get the ones that
are closed when disconnected or you will be sucking air. Since I had
twenty gallons of gas, I had a range of about 3.5 hours and still had my
30 min reserve.
By rigging it up this way, I can carry however much gas that I want
for a trip. Or if I have to hoof it to a gas station, then I can take
one or two of the extra tanks by just disconnecting them and unfastening
a seat belt. One thing however, they sell you these quick connects and
the "O" ring is not auto fuel compatible. I just bought some more at
NAPA today that I hope are fuel compatible.
If you need pictures, email me off line and I will forward what ever
you need.
Larry C
As far as I am concerned
________________________________________________________________________________
| Subject: | Re: Monument valley |
| From: | "Dave Rains" <RangeFlyer72(at)yahoo.com> |
Yeah John, how's this?
OH SHEEEEEEEEEEEEIIIIIIIIIIIIIITTTTTTT!!!!
Skeeter
--------
Dave Rains
N8086T
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150543#150543
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Elevator trim tab information needed |
The first time I laid eyes on the MkIII trim system I also thought it
was a goofy looking contraption.
But being much too busy rebuilding the plane, I was willing to give
it a try.
Works perfect. I think the reason for no flutter problems is that the
entire horizontal assembly,
including the elevator is under load. If you used a tab you might
actually reduce that load
in the wrong place and end up with flutter.
Looks better too without extra crap hanging outside.
BB, plowed out from one foot of white stuff.
________________________________________________________________________________
| Subject: | Re: Monument valley |
| From: | "Dave Rains" <RangeFlyer72(at)yahoo.com> |
Kolb related as I will be at the Kolb Monument Valley Fy-in, however; I should
have not have used that language. My apologies.
Skeeter.
--------
Dave Rains
N8086T
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150660#150660
________________________________________________________________________________
| Subject: | Re: Flying without gap seal !!! |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
Does this also apply to the Firestar II?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150697#150697
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Matronics List Fund Raiser - 2007 List of Contributors |
Dear Listers,
I would like to thank everyone that made a Contribution in support of the Lists
this year! It was really nice to hear all great comments people had regarding
the Lists! As I have said many times before, running these Lists is a labor
of love. Your generosity during the List Fund Raiser underscores the great sentiments
people have made regarding the Lists.
If you haven't yet made a Contribution in support of this year's Fund Raiser please
feel free to do so. The great List Fund Raiser gifts will be available on
the Contribution site for just a little while longer, so hurry and make your
Contribution and get your great gift! Once again, the URL for the Contribution
web site is:
http://www.matronics.com/contribution
I would like to thank Andy Gold of the Builder's Bookstore ( http://www.buildersbooks.com ), Jon Croke of Homebuilt HELP ( http://www.homebuilthelp.com ) and Bob Nuckolls of AeroElectric ( http://www.aeroelectric.com ) for their extremely generous support during this year's Fund Raiser through the contribution of discounted merchandise. These are great guys that support the aviation industry and I encourage each and every Lister to have a look at their products. Thank you Andy, Jon and Bob!! Your support is very much appreciated!
And finally, below you will find a web link to the 2007 List of Contributors current
as of 12/6/07! Have a look at this list of names as these are the people
that make all of these List services possible! I can't thank each of you enough
for your support and great feedback during this year's Fund Raiser!
THANK YOU!
http://www.matronics.com/loc/2007.html
I will be shipping out all of the gifts in the next few weeks and hope to have
everything out by the end of the month. In most cases, gifts will be shipped
via US Postal Service.
Once again, thank you for making this year's List Fund Raiser successful!
Best regards,
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | greg(at)skyelink.com |
Hello everyone
My name is Greg Allison i am a new kolb member i own a mark 3x that i
completed in sept of this year and i have put in a 2,000 ft landing strip
on my land. To celibrate the the new strip i would like to hold a fun fly
at my field on the weekend of april 19-20. I am inviting any other kolb
owners to attend and would like some feedback as to who might like to
come i am located in virginia 3 sm from the potomic river in the northern
neck.
I will try to get some good games and compations for us to do and all food
and drink will be supplyed to all that attend camping will be promitted to
anyone that would like to drive to the event. If anyone has some ideas on
some games or thing to make it a good time for everyone please feel free
to phone or email (804 529-7578)(greg(at)skyelink.com) thanks Greg Allison
________________________________________________________________________________
| From: | "Vic Peters" <vicsvinyl(at)verizon.net> |
Sounds like some of our lister needs a little nip of holiday cheer.
Kinda like what Ellery has in his little purple velvet bag trimmed in
gold. Or even my brown paper one.
Skeeter apologizing, hope your not ill (really).
Vic (sober as a church mouse)
Xtra 912 N740VP
T Craft project (brothers 46' BC12D)
Now all I need is 3 HO! HO! HO!'s
________________________________________________________________________________
| Subject: | Re: Monument valley |
When is Monument Valley? Will other-than KOLB aircraft be allowed? A couple
of our Trenton Flyers would like to fly there; we are in SC. One owns a
pretty MkIII on floats [too slow for the trip] & the other has flown a FS II;
does that qualify?
How about accomodations?
Check out _www.Trentonflyers.com_ (http://www.Trentonflyers.com) .
Howard Shackleford
FS II
SC
**************************************Check out AOL's list of 2007's hottest
products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
________________________________________________________________________________
| Subject: | Flight characteristics of the Kolb FSII & The Challenger |
| From: | "propwash" <lasvegas890(at)gmail.com> |
Does anyone have any experience with the Quad City Challenger (2 seat model) and
the Kolb Firestar II - in terms of similiar flight characteristics. I have a
half a dozen hours in the Challenger (long wing model) and am considering purchasing
a FS II.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150824#150824
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Monument valley |
Hi Shack:
The 2008 Unplanned/Unorganized Monument Valley Kolb Flyin will be held
16, 17, 18 May 2008, the weekend between Mother's day and Memorial Day
weekends, unless the Kolb folks want to do it on a different weekend.
Any and all are welcome to join our "flyin". Although it is primarily a
flyin, we also welcome those that drive, ride, and walkin.
Goulding's Lodge is a great place for a Kolb Flyin. Everything we need
to survive, enjoy, relax, and live in the lap of luxury is available.
They have a nice lodge, also cabins and I think some duplex
accomodations.
http://www.gouldings.com/english/index.htm
http://www.airnav.com/airport/UT25
The 4,000 air strip is now entirely paved.
Auto fuel is available across the street at the service station.
john h
mkIII (Visited MV every year since 2002. 5 times by mkIII and twice by
land. Made it to MV twice this year (air and land).)
When is Monument Valley? Will other-than KOLB aircraft be allowed? A
couple of our Trenton Flyers would like to fly there; we are in SC.
One owns a pretty MkIII on floats [too slow for the trip] & the other
has flown a FS II; does that qualify?
How about accomodations?
Check out www.Trentonflyers.com .
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | FIELD LOCATION FOR FLY IN |
| From: | greg(at)skyelink.com |
sorry no up to date picks right now but i will get some and post thim in
a fue day however the gps cordn. are N37.56.500 // w76.36.071 of the air
field.
________________________________________________________________________________
| From: | "Carlos" <grageda(at)innw.net> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
Hi Prop,
Just another note...
The FS II really is a single seat plane in my opinion. The Seat in the back
is very small, no controls and really only suited for a child or small
person.
The Challenger II has room for two normal size adults and dual controls but,
very little extra space beyond that.
The Challenger II has a higher VNE of 100mph and the FS II is 90mph.
I guess its all in what you want to do.
Carlos G
----- Original Message -----
From: "propwash" <lasvegas890(at)gmail.com>
Sent: Thursday, December 06, 2007 10:24 AM
Subject: Kolb-List: Flight characteristics of the Kolb FSII & The Challenger
>
> Does anyone have any experience with the Quad City Challenger (2 seat
> model) and the Kolb Firestar II - in terms of similiar flight
> characteristics. I have a half a dozen hours in the Challenger (long wing
> model) and am considering purchasing a FS II.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=150824#150824
>
>
>
________________________________________________________________________________
| From: | "Carlos" <grageda(at)innw.net> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
Hi Propwash,
I have a Firestar II with a 447 and I have about 50hrs in a QC Challenger
II LW with a 503.
The Challenger has flaperons and the FSII does not have flaps. The FS II
seems to be a little qiucker on the response to control inputs but not
sensitive. The rudder feel is the biggest difference between the two planes.
The Challenger seems a little vague at times usually right after reducing
power. The FS II seems very positive through out all speeds when compared
to a Challenger. I find the FS tracks better through turns while the
Challenger seems to need constant attention when making coordinated turns.
The FS II is a tail dragger and may take alittle getting used to when
compared to a Challenger.
You mgiht try practicing keeping the Challenger balanced only on its main
gear along the runway while doing touch and go's. Or practice high speed
taxis down the runway keeping Challenger balanced again on its mains only.
This will help you practice steering with the rudder and give you an idea
what a tail wheel is about. If you can, please do find someone who can give
you some time in a taildragger as this is the best way to prepare.
I hope this helps with your questions regarding the two planes.
Best Regards
Carlos G
----- Original Message -----
From: "propwash" <lasvegas890(at)gmail.com>
Sent: Thursday, December 06, 2007 10:24 AM
Subject: Kolb-List: Flight characteristics of the Kolb FSII & The Challenger
>
> Does anyone have any experience with the Quad City Challenger (2 seat
> model) and the Kolb Firestar II - in terms of similiar flight
> characteristics. I have a half a dozen hours in the Challenger (long wing
> model) and am considering purchasing a FS II.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=150824#150824
>
>
>
________________________________________________________________________________
| From: | "Bryan Dever" <indyaviator(at)gmail.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
I own an fly a Firestar, but I learned to fly in a Challenger II Clip wing.
There are pros and cons to both planes as I see them.
1. First off, the Chalenger II is a true two place plane, the Firestar is
not.
2. The Chalenger is has a faster cruise speed.
3. The Kolb is structurally more substantial in my opinion. Take a look at
the tail section design of the Challenger. If you grab the vertical
stabilizer and give a good shake, and you'll see what I mean.
4. The Kolb will handle a rough field a lot better. Challengers have a
weak nose gear design.
5. Challengers are known for adverse yaw, however this can be delt with.
6. I am not a fan of belt driven props (Challenger)
7. I am not a fan of inverted 2 strokes ( Challenger)
8. I feel safer in chromoly fuselage (Kolb)
9. The visibility of a kolb cannot be beat without a Bell helicopter.
10. Folding wings are a nice feature (Kolb)
11. Some Challenger pilots have reported bad flight characteristics when
the doors are installed.
12. Tail draggers are cool.
Bryan Dever
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
And please, propwash, use the widest runway you can find! You might
need it in training.
On Dec 6, 2007, at 4:47 PM, Carlos wrote:
>
> Hi Propwash,
>
> I have a Firestar II with a 447 and I have about 50hrs in a QC
> Challenger II LW with a 503.
>
> The Challenger has flaperons and the FSII does not have flaps. The
> FS II seems to be a little qiucker on the response to control
> inputs but not sensitive. The rudder feel is the biggest difference
> between the two planes. The Challenger seems a little vague at
> times usually right after reducing power. The FS II seems very
> positive through out all speeds when compared to a Challenger. I
> find the FS tracks better through turns while the Challenger seems
> to need constant attention when making coordinated turns. The FS II
> is a tail dragger and may take alittle getting used to when
> compared to a Challenger.
>
> You mgiht try practicing keeping the Challenger balanced only on
> its main gear along the runway while doing touch and go's. Or
> practice high speed taxis down the runway keeping Challenger
> balanced again on its mains only. This will help you practice
> steering with the rudder and give you an idea what a tail wheel is
> about. If you can, please do find someone who can give you some
> time in a taildragger as this is the best way to prepare.
>
> I hope this helps with your questions regarding the two planes.
>
> Best Regards
> Carlos G
>
> ----- Original Message ----- From: "propwash" <lasvegas890(at)gmail.com>
> To:
> Sent: Thursday, December 06, 2007 10:24 AM
> Subject: Kolb-List: Flight characteristics of the Kolb FSII & The
> Challenger
>
>
>>
>> Does anyone have any experience with the Quad City Challenger (2
>> seat model) and the Kolb Firestar II - in terms of similiar flight
>> characteristics. I have a half a dozen hours in the Challenger
>> (long wing model) and am considering purchasing a FS II.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=150824#150824
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| Subject: | Re: Elevator trim tab information needed |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
[quote="planecrazzzy"]Oooooh,
I see , you know everything....and "I'm" a liar
Whatever...
.
.
Gotta Fly...
Like I said, even if you were able to get a motor to get into a back and fourth
failure mode, a trim surface is geared down so far, the motor could NEVER move
it back and fourth fast enough to cause flutter. A fialure mode that could cause
a motor to run back and forth rapidly is a servo motor application, NOT trim
motor Michael Sharp. Just because you might have seen one vibrate does not
mean that this type of behavior translates to trim motors. Even in the worst
case scenario if you intentionally induced a trim motor to run back and forth
as fast as it could be commanded to, it would never be fast enough to equate
to the trim surface moving back and forth fast enough to be flutter. Ever seen
how slow an electric trim operates ? Flutter is something that happens many
times each second.
PlaneCrazzy, said you were wrong, which you are. Why you are trying to turn
this around into " Calling you a liar " is beyond me, you need to re-read what
I wrote, no offense was intended. Also, I never claimed to know everything,
but I do know about this subject, which is exactly why I posted in this thread.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150912#150912
________________________________________________________________________________
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
| From: | "propwash" <lasvegas890(at)gmail.com> |
One of the posters mentioned that I should practice on a wide runnway? Is there
any reason for that? Do you need a wider runway than normal with a Kolb? I have
heard that when the plane gets up on both mains it has a desire to swerve to
the right.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150929#150929
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
In a message dated 12/6/2007 8:17:37 P.M. Eastern Standard Time,
indyaviator(at)gmail.com writes:
12. Tail draggers are cool.
Bryn,
Very good report.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
**************************************Check out AOL's list of 2007's hottest
products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
Nothing that the rudder won't handle... easily.
Richard Pike
MKIII N420P (420ldPoops)
propwash wrote:
>
> One of the posters mentioned that I should practice on a wide runnway? Is there
any reason for that? Do you need a wider runway than normal with a Kolb? I
have heard that when the plane gets up on both mains it has a desire to swerve
to the right.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=150929#150929
>
>
>
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
In a message dated 12/6/2007 10:39:58 P.M. Eastern Standard Time,
lasvegas890(at)gmail.com writes:
Do you need a wider runway than normal with a Kolb?
Hi there Propwash,
Don't let the tail dragger handling comments scare you. Homer designed the
Kolbs with the main gear located further aft, than say, a Piper Cub, so it
doesn't act the same way. The Kolb handles very gently on the ground. I
learned to fly my Kolb FireStar by following the instructions in the builders
manual. First, I taxied a lot to get the feel of the rudder and tail wheel
action. Time spent taxiing also helps to get familiar with the throttle
positioning needed to make the plane move, and the seating position in reference
to
the ground. Then I started doing crow hops. Just add enough throttle to get
it moving and when it comes off the ground, just slightly reduce the throttle
and the plane will settle right down onto the ground again. Always treat the
throttle gently. You will find that the Kolbs are light on the tail, so you
have to have the stick back whenever you add much throttle, lest the prop
thrust will push the plane over onto its nose. Won't hurt the plane much if
you do; just your pride :) Do your practicing on a calm day and after you get
proficient at crow hops, it's time to go around the pattern. On landing,
carry some power (3000~3500 RPM) and keep the airspeed up. When you reach
ground level you'll be in the same position as you were when you did the crow
hops, so land it the same way as you did then. One other thing, if you are using
the original design tail wheel, you will find that the Kolb will not turn
very sharp. In order to make a U-turn on the runway, you have to get all the
way over to the edge of the runway before starting your turn. This is the
only time that you will need that WIDER runway. Worked for me.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
**************************************Check out AOL's list of 2007's hottest
products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
I wondered about that too??? He must have been referring to a Challenger.
If the builder didn't get the wheels aligned you might get one that swerves
but this isn't normal. OK, yes if you grab a bunch of throttle at low speeds
depending on the prop rotation it will turn on way or the other but it is
after all a airplane. I also heard the strong advise to get tail wheel
training. Yes Kolbs are tail wheel airplanes but they are the easiest tail
wheel airplanes there are to fly. By all means get training but Kolbs steer
more like a nose dragger.
Its a real good idea to leave a bit of the E-Mail that you are responding to
so we know what you are responding too.
Again worth what you paid for it.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "propwash" <lasvegas890(at)gmail.com>
Sent: Thursday, December 06, 2007 10:38 PM
Subject: Kolb-List: Re: Flight characteristics of the Kolb FSII & The
Challenger
>
> One of the posters mentioned that I should practice on a wide runnway? Is
> there any reason for that? Do you need a wider runway than normal with a
> Kolb? I have heard that when the plane gets up on both mains it has a
> desire to swerve to the right.
________________________________________________________________________________
| From: | "propwash" <lasvegas890(at)gmail.com> |
I have about 5 hours in a Quad City Challenger. The balance of my hours (about
12 or so) is in a Quicksilver Sprint, single seat. The controls are about 80%
rudder, 20% alierons. Perhaps its even more rudder. Is the Kolb Firestar more
alieron centric than the Quicksilvers? Much like the Challenger. I'm not going
to get any dual instructions it seems, unless I can find a MKIII around. Hence
all the newbie questions. I'm a little worried about that first flight!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150949#150949
________________________________________________________________________________
| From: | "Carlos" <grageda(at)innw.net> |
Hi Prop,
I would say that the Kolb is more balanced than that of a quicksilver say
about 60% rudder and 40 % aileron. You still need to use both to make a turn
but once the turn starts, the FS will track the turn quite well.
I was flying a Maxair Drifter before I got my Kolb and I found the Kolb
handled much better than the Drifter (My Apologies to Artie ! :-) ). The
Kolb is a cleaner design then a Quicksilver or a Drifter and it just kind of
grooves through the air.
The tail wheel thing is really a non-event but I would still say get a bit
of tail wheel practice if you can. I found the first time I was in a
tailwheel plane I was caught off guard as the tail came up and I thought I
was about to nose over ( This was in a Robertson B1RD ). Once you get
aquainted with that sensation it really is not a big deal. The FS II tail
normally doesnt come up very much so the sensation isnt really that
noticeable. The rudder is responsive and has good positive control.
If you have go solo, just pick a calm day and get lots of taxi practice in
your Kolb and get comfortable with the plane before your first go around the
patch.
Best Regards
Carlos G
----- Original Message -----
From: "propwash" <lasvegas890(at)gmail.com>
Sent: Thursday, December 06, 2007 9:35 PM
Subject: Kolb-List: FS II
>
> I have about 5 hours in a Quad City Challenger. The balance of my hours
> (about 12 or so) is in a Quicksilver Sprint, single seat. The controls are
> about 80% rudder, 20% alierons. Perhaps its even more rudder. Is the Kolb
> Firestar more alieron centric than the Quicksilvers? Much like the
> Challenger. I'm not going to get any dual instructions it seems, unless I
> can find a MKIII around. Hence all the newbie questions. I'm a little
> worried about that first flight!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=150949#150949
>
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 01:28 AM 12/7/2007, Carlos wrote:
>I would say that the Kolb is more balanced than that of a quicksilver say
>about 60% rudder and 40 % aileron. You still need to use both to make a
>turn but once the turn starts, the FS will track the turn quite well.
With all that dihedral you can fly a Quicksilver all day without touching
the ailerons; the early Quicks didn't even have ailerons. On a Kolb you
can't do that, the rudder only coordinates the turn (like most airplanes).
>The tail wheel thing is really a non-event but I would still say get a bit
>of tail wheel practice if you can...
When I first flew my Ultrastar I hadn't flown a tailwheel plane in nearly
20 years (or _any_ plane in nearly a year). Tailwheel instruction is a
good idea, but if you can't, do a lot of fast taxiing on the runway... but
only if the runway (or adjacent grass) is wide enough and clear of
obstacles in case you lose it and swerve off the runway.
I don't like crow hops as a training method. The transition from takeoff /
climb to descent / landing is tricky and unnatural. It's better to have
plenty of time to set up and stabilize your landing approach from several
hundred feet rather than starting it just before you have to flare. I did
a lot of crow hops learning to fly a weightshift Quicksilver, and it still
didn't prepare me for my first (and last, but that's another story!) trip
around the pattern.
-Dana
--
If at first you DO succeed, try not to look astonished!
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
A wide runway will give some room to swerve, or get off track, no
matter what the airplane. Just gives you more room, and more time,
to get things back in order.
Far as I can see, Kolbs are as good as, or better than the others.
Many planes tend tp swerve a little when they get light on the wheels
-- that's what the rudder is used for, to correct the swings.
On Dec 6, 2007, at 10:38 PM, propwash wrote:
>
> One of the posters mentioned that I should practice on a wide
> runnway? Is there any reason for that? Do you need a wider runway
> than normal with a Kolb? I have heard that when the plane gets up
> on both mains it has a desire to swerve to the right.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=150929#150929
>
>
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | Kolb-List Digest: Firestar |
My Firestar Experiance ...
1> Reduce power Slowly or you will be un expectantly airborne !
2. Have a Full tank of fuel !
3. Know what the field looks like from the Air !
4. Gently fly it in Dont drop it 20' Like I did ....
Good Luck E-Mail me directly if you will so we can compare Notes :-) Dave
.... N101SK
**************************************
Check out AOL's list of
2007's hottest products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
________________________________________________________________________________
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
If you are new to tail wheel planes, landing a Kolb on grass is much easier than
on pavement. With grass, if you get a little yaw on landing, the tires slide
a bit and it is much more forgiving. If you get a bit sideways on pavement,
the wheels grip like crazy and there is a much greater chance of a ground loop.
A tailwheel plane is harder to land, no doubt about it. I also feel more limited
in crosswinds than I do in a tricycle gear plane. That being said, the Kolb
is a very nice and well designed plane, and its worth the effort to learn to
fly a taildragger. Given the structural issues I have read about with Challengers,
I would never even fly in one if someone offered me a ride.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150993#150993
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Elevator trim tab information needed |
Seems to me that if someone wants a "real airplane" maybe they should
have bought one...>>
Even `real` airplanes suffer from elevator flutter. The Hawker
`Typhoon` which was the replacement for the Hurricane suffered so badly
that the fuselage tended to break off.
Had it not been for the tenacity and faith of `Roly` Beaumont, later
test pilot but at that time Sqdron Leader of the squadron which was
issued with these massive beasts it is highly likely that the `Tiffie`
would have been withdrawn and the RAF would have been robbed of one of
the best ground attack fighter bombers of the war. When equipped with
rockets it was deadly as any poor sod of a German caught in the Falaise
Pocket can testify
Pat
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Real Airplanes |
I keep hearing this "Real Airplane" thing. Kolbs ARE real airplanes!!!
According to the FAA some Fireflys aren't but the rest certainly are.
If we as flyers of these "airplanes" don't refer to them as such how is
the airplane community ever going to give us the respect we are due.
Getting off my soap box now.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: pat ladd
To: kolb-list(at)matronics.com
Sent: Friday, December 07, 2007 7:00 AM
Subject: Re: Kolb-List: Re: Elevator trim tab information needed
Seems to me that if someone wants a "real airplane" maybe they should
have bought one...>>
Even `real` airplanes suffer from elevator flutter. The Hawker
`Typhoon` which was the replacement for the Hurricane suffered so badly
that the fuselage tended to break off.
Had it not been for the tenacity and faith of `Roly` Beaumont, later
test pilot but at that time Sqdron Leader of the squadron which was
issued with these massive beasts it is highly likely that the `Tiffie`
would have been withdrawn and the RAF would have been robbed of one of
the best ground attack fighter bombers of the war. When equipped with
rockets it was deadly as any poor sod of a German caught in the Falaise
Pocket can testify
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
Given the structural issues I have read about with Challengers, I would
never even fly in one if someone offered me a ride.>>
Hi ,
I would love to hear about them. I have flown a Challenger for years, built
it myself and it always struck me as very strongly engineered. I certainly
had nothing break and I banged her down pretty hard once or twice.
CVheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
Then I started doing crow hops. >>
Hi Propwash,
DONT DO IT WHISKY VICTORS WAY>. It worked for him but I reckon he is
one lucky Joe. Taxi by all means, get used to the throttle position,
even taxy fast enough to get the tail up.
BUT! At that stage GO FOR IT. The last thing you need is messing about
with the ground close at just over flying speed. It is a recipe for
disaster. You get a puff of wind and suddenly you are a bit higher than
you intended and the end of the runway or a hedge is coming up and you
close the throttle a bit quick.....Kapoww.
Get 1000ft under you and you have time to sort things out.
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
My distinct
impression was that the rudder was only loosely affiliated with the
remainder of the airplane... and that the relationship was somewhat
antagonistic...
Hiya Beauford.
You have a way with words. That was great. I would disagree but I still
laughed.
Certainly the Challenger needs a bootful of rudder to lead into a turn, in
fact she won`t go round without it, but once you appreciate that fact..she`s
OK
Cheers
Pat
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
> Brother Ladd...
> I respect your more favorable impression of the Challenger's
> characteristics, based as it is upon much more time in the machine than I
> have... > beauford
Beauford:
Thanks for your input on this thread.
I have never flown a Challenger, so I can not comment on how one flies, what
to do, and/or what not to do when flying one.
About the only thing I know about a Challenger is how to recognize a
Challenger pilot that has recently had a hard landing on the pointed end of
the airplane. Usually, they will be wearing a cast from the tips of their
toes to their waist. This is the result of wiping off the nose and nose
gear, leaving the pilots feet and legs to accomplish the remainder of the
crashing. I understand it is not too difficult to accomplish the wiping off
part since the nose gear is attached to an aluminum cross tube with two hose
clamps.
I must add, I am quite impressed with some of the comments the Kolb List has
been receiving on this thread. It always amazes me for folks with little or
no experience flying a Kolb to attempt to teach a new Kolb pilot how to fly
one for the first time over the internet. Glad I did not have access to the
computer back in 1984, when I completed my Ultrastar and flew it. I may
have used some of this unique computer based flying advice.
Folks on the receiving end of some of this advice would probably be
surprised to know some of their advisors have zero to very little actual
pilot in command time in a Kolb aircraft.
Despite the cold temps and lumpy air, I climbed aboard my mkIII and
committed aviation for the first time since my return flight from the Kolb
Flyin the end of Sep. All I can say it, it sure felt good to be in the air
in a real airplane once again.
Take care,
john h
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
UK approved variant...? >>
Hi ,
You are quite right. the wing loading did not meet the spec. of an ultrlight
at that time. A new wing length was introduced a little shorter than your
long wing version.
A dorsal extension to the tailplane was added after I had flown mine for
some time. I really couldn`t detect much difference.
I never flew the Challenger with doors. I opted for the open cockpit version
.
A challenger with doors, and a heightened engine fitting swinging a larger
prop, with a Hirth engeine (I think) won the Round Britain Rally 2 years
running. I remember the pilot told me they had to make the windscreen of
thicker Lexan because the higher speed with the bigger engine blew the
original one concave.
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
I'm a little worried about that first flight!>>
Hi,
I went from a Thuster, tail dragger, to the Challenger. As all tricycle
undercarts are weak at the nosewheel I always landed the Challenger nose
high very like a taildragger..Always on the mains and hold the nose off.
If you can do that in a Challenger you probably won`t have too much trouble
in the Kolb. Make sure you are into wind for the first flight. There is no
need to look for complications.
I was worried after all the stories on the list about the `Kolb quit`, how
many undercart legs have been broken , tails banging on the ground before
the mains touched down etc.before I flew ta Kolb.
Although my experience, what little I have had , has been with the Xtra I
have had no trouble landing. Keep the speed up a bit amd when the blur of
the grass changes so that you can see individual blades round out gently and
its no prob. DONT round out high. If you round out high on the Challenger
she will just sink slowly to the ground the Kolb will arrive a little more
sharply.
Good luck
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
the main gear cables broke and one gear leg collapsed. >>
Good grief Will, I would have bet you could lift the Titanic with that
braided cable. Even after the cable breaks there is the torsion of the
main fuselage longerons, which must be around 1,1/4"" in diameter. I am
surprised you didn`t break your back with an impact like that. If he
makes many similar landings and with a rcord of wiping off nosewheels
i don`t think I would want to fly with him at all.
Friendship is a wonderful thing.
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
only way once it progressed so far to get it back in line was cross control
the critter>>
Hi Larry,
a lot of people seem to be running down the poor old Challenger so I assume
therer must be something in it.. Perhaps it is something to do with the
doors. As i selected the open cockpit version I never flew one with doors
on.
I can only say that I almost always sideslipped in to a landing at my field,
because I like doing it, but as soon as I let go of the fully crossed
controls she would straighten up. That doesn`t sound to me like a plane
without directional stability. Perhaps that dorsal fin addition to the tail
fin really did work. I remember seeing about 5 Challengers waiting to take
off from some west coast airfield, Seattle or Vancouver, and I noticed that
none of them had the dorsal fin. Perhaps it is unusual over there. With our
system if a fault was discovered the PFA would prscribe a `fix" and ALL
planes would have to be modified. Immediately if it was potentially
dangerous fault, by the next C of A if it was considered minor. In my case
the dealer rang me, we fixed a date and he arrived and fitted the dorsal fin
in my hangar within a few days. That does seem to indicate some urgency.
Usually the pilot is left to make his own arrangements. Perhaps without the
dorsal fin she really was as bad as you suggest.
The Challenger is not alone in needing a dorsal fin. I remember the B-17 had
one added pretty quickly after the original design reached Squdrn service.
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
I understand it is not too difficult to accomplish the wiping off part since
the nose gear is attached to an aluminum cross tube with two hose clamps.>>
Not exactly right John,
The nosewheel IS held on by two hose clamps but ham handedness is required
to wipe it off.
I did put a couple extra jubilee clips on mine and the nose wheel was solid
as a rock. Mind you I never wheelbarrowed the plane in on the nosewheel as
is seen quite often with tricycle undercart designs. That will collapse
them no matter what sort of plane it is. I always operated from a farmers
field which was not particlarly smooth and never had any trouble. The
Challenger should have minimal weight on the nose, she sits on the tail
wheel when the pilot is not aboard, and the nosewheel is designed to keep
the nose off the ground and to steer with. Thats all. If the pilot puts a
load on any part of a plane which is outside the design parameters, it will
break.
Regarding low time Kolb pilots giving advice on flying. I freely admit that
I am in that category. It is also obvious that some pilots, particularly in
the early days of ultralighting, taught themselves to fly. There was no
other way. Some pilots got away with it but a lot were hurt and to recommend
that course in these days when alternatives are available seems a bit
perverse.
My comments were not based on my Kolb flying experience but on the
accumulated experience of ALL pilots. Messing about just above the stall
close to the ground is dangerous. Just as Neptune is always waiting for a
sailor to make a mistake, Mr Newton is always there waiting for a pilot to
mess up.It is simple enough, You get about 20 ft up in still air, 5 knots
above the stall, a thermal goes up from a nearby field drawing air into
itelf. Your still air changes to 5 knots on the tail, the plane stops
flying, you have no height to get the nose down....Kaboong!
I have been there. When I was learning hang gliding I tried to take off as
the wind dropped and broke my leg. Lucky to get away with it.
Pat
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Elevator trim tab information needed |
I think y'all are chasing the wrong gremlin.
It isn't that the motor is oscillating, it's the fact that the
combination of weight, linkage, trim tab, mounting method, etc changes
the aerodynamic characteristics of the control surface & the new
assembly *might* be more likely to flutter. All that extra stuff will
have its own resonant frequency and it will also change the resonant
frequency of the control surface it's attached to.
BTW, oscillation *can* happen if you're using a servo-type motor &
controller instead of a plain DC gear motor & simply reversing the power
leads to drive it.
Charlie
Ed Chmielewski wrote:
> Hi Mike S.,
>
> Would be very interested in hearing about your electric trim
> fluttering back-and-forth.
>
> In over 30 years of flying, I've yet to see one do that. Have
> had runaways and frozen trim problems, but never one go back-and-forth
> independently. Not saying it's impossible, just have never heard of
> such happening. I agree it's nearly impossible for an electric trim to
> induce flutter. They don't work that fast. Haven't seen an NTSB report
> citing such either.
>
> Ed in JXN
> MkII/503
>
> ----- Original Message -----
> *From:* Michael Sharp
> *To:* kolb-list(at)matronics.com
> *Sent:* Wednesday, December 05, 2007 9:39 PM
> *Subject:* Re: Kolb-List: Re: Elevator trim tab information needed
>
> No Mike, YOU ARE NOT!
>
> I've seen several of electric motors flutter back and forth...
>
> Seems to me that if someone wants a "real airplane" maybe they
> should have bought one...
>
> Mike
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII |
> Jus' smack it down.
> BB
Bob B:
Easy to tell when Bob's brain starts to chill from the Rochester winters.
How is work progressing on your mkIII?
Put skis, or better yet, ice skates on it and go fly. ;-)
john h
mkIII 58F and rising......................
________________________________________________________________________________
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
>
> Hi ,
> I would love to hear about them. I have flown a Challenger for years, built
> it myself and it always struck me as very strongly engineered.
>
> Pat
When making the decision of which plane to buy, I did a lot of research on accidents
and failures. In my research, one thing that turned up time and time again
was structural failures of Challengers. Documented cases, people talking
about problems, it came up again and again. Structural failures was reason
enough to keep me away from this plane, but that combined with the rudder, and
other things make it one of the very worst designs out there. I suggest doing
google searches of things like Challenger structural failure, problems, etc.
etc. Use lots of words and also use the advanced search to exclude the word
shuttle... It takes a while, but if you use imagination and take the time, you
can find lots of good information.
It is very common for a person that has a plane to like it, and gain a false sense
of security in it even if it is a bad, dangerous design. I would suggest
that you do research on the web, the information is there, lots of cases and discussion,
if you really want to know the truth about Challengers.
I also did the same type of research on Kolb aircraft, and found very few cases
of structural failures. The things that caused the failures in the Kolbs are
mostly older and have been fixed. More ribs in wings, better welding... What
I never saw with Kolbs were lots unexplained failures and people talking about
lots of structural problems in relation to Kolbs. Made for an easy choice
:)
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151182#151182
________________________________________________________________________________
| Subject: | Re: Elevator trim tab information needed |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Michael Sharp wrote:
> Ed,
>
> Hello there. My statement was "I've seen several of electric motors flutter
back and forth". I never said anything about electric trim. ---
The discussion is about electric trim, and you made this statement in response
to an electric trim discussion, you very clearly implied that you were talking
about electric trim.
Michael Sharp wrote:
>
> No Mike, YOU ARE NOT!
>
I know we have had our disagreements in the past. It is obvious that you were
so anxious to jump into this and take sides, you were willing to post bad and
misleading information just so that you could jump on the bandwagon. Now that
this is not going the way you thought, and there is no group bashing, your response
is " I did not say what I posted ".
Maybe getting over past differences would be the best way to go here. People come
here for good information about Kolbs, we should try to post good and accurate
information, not just try to disagree with someone you don't like.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151184#151184
________________________________________________________________________________
| Subject: | Re: Flight characteristics of the Kolb FSII |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
John Hauck wrote:
>
>
> Put skis, or better yet, ice skates on it and go fly. ;-)
>
> john h
> mkIII 58F and rising......................
Ice Skates, now there is an idea, No Drag !!!
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151185#151185
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | Kolb-List HELP ! I need firestar weight and balance |
anyone Here have a copy of their Firestar weight and balance so I have some
starting point ....
377 Rotax , Minimal Instruments ,No Brakes , 5 gallon fuel tank Behind pilot
E mail me directly Thanks ! Dave
**************************************
Check out AOL's list of 2007's hottest products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
________________________________________________________________________________
| From: | Michael Sharp <kolbdriver(at)mlsharp.com> |
| Subject: | Re: Elevator trim tab information needed |
NO SIR!
The reply that i made was to a Kolber who stated that servo's and or motors chatter
or flutter.
You are the one who is in error once again!
JetPilot wrote:
Michael Sharp wrote:
> Ed,
>
> Hello there. My statement was "I've seen several of electric motors flutter back
and forth". I never said anything about electric trim. ---
The discussion is about electric trim, and you made this statement in response
to an electric trim discussion, you very clearly implied that you were talking
about electric trim.
Michael Sharp wrote:
>
> No Mike, YOU ARE NOT!
>
I know we have had our disagreements in the past. It is obvious that you were so
anxious to jump into this and take sides, you were willing to post bad and misleading
information just so that you could jump on the bandwagon. Now that this
is not going the way you thought, and there is no group bashing, your response
is " I did not say what I posted ".
Maybe getting over past differences would be the best way to go here. People come
here for good information about Kolbs, we should try to post good and accurate
information, not just try to disagree with someone you don't like.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151184#151184
________________________________________________________________________________
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
| From: | "azfirestar" <azfirestar(at)cox.net> |
I found the postings on the rudder effectiveness of the Challenger very interesting.
The stability of a flying object about any axis is derived from the center
of gravity (CG) being in front of the center of pressure (i.e. aerodynamic
surface area). I almost became an aviation statistic about 10 years ago as a
passenger in a friend's Challenger II (the only time I ever wanted to jump out
of a plane). The CG was aft because of me (170 lb) in the back seat and the
heavier 582 engine, and the center of pressure was forward because of the surface
area of the doors. The net result was the aircraft was not yaw-stable when
the engine was throttled back and propwash reduced over the rudder. The rudder
was almost totally ineffective on final approach and we came very close to
spinning in during multiple attempts to land. If you have a Challenger II with
a lighter engine, no doors, and/or flying solo, then you may not experience
any problems.
If the manufacturer has not done anything about the yaw stability, then I consider
that disreputable. Unfortunately, as someone said before, the legal repercussions
of admitting the mistake are probably a big factor.
In regard to your first flight in a any aircraft, I don't recommend the crow hops
down the runway if you are a low time pilot. If you are a good pilot it may
not be an issue, but the quick transitions from take off to landing could easily
get a low time pilot into an awkward situation. I have read multiple accident
reports where someone was taxi testing an aircraft, got airborne unexpectedly
and stalled due to some combination of unusual attitude, low airspeed, and
insufficient throttle.
--------
Dan G.
503 Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151243#151243
________________________________________________________________________________
| Subject: | Re: need advice on extra fuel tank hook up |
| From: | "azfirestar" <azfirestar(at)cox.net> |
If you want more range then you might want to get the 6 gal tanks from Kolb. I
bought two of them and they fit fine in my Firestar II. The new tanks actually
hold 6.5 gal when filled as high as the old ones needed to be to get 5 gal.
I also switched to a bottom-drain configuration (instead of the pickup tube
coming out the top of the tank). Now it doesn't matter that the aft tank is a
little higher than the fwd tank in flight - both drain down to a low point in
a 3/8" fuel line. I can suck them dry without worrying about fuel splashing
away from the pickup because the 3/8 fuel like acts like a low sump. I never
plan to go anywhere without the required 30-min reserve, but it is a great safety
feature in case you run into an unanticipated headwind and there is no place
to make a good landing. Also, I can now get a true 30 minutes from the lower
part of the tank instead of having to leave 2 gallons in there to ensure the
pickups do not suck air. All together I gained about 5 gallons usable fuel
without having to add an extra tank.
--------
Dan G.
503 Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151248#151248
________________________________________________________________________________
| Subject: | AN hardware - Is there a replacement schedule or useful life |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
The AN hardware that attaches the wings, wing struts, tail feathers, etc. Is there
a useful life for this hardware? My aircraft is about 7 years old.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151262#151262
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
f you have a Challenger II with a lighter engine, no doors, and/or flying
solo, then you may not experience any problems.>>
Hi Dan,
thats interesting. I had a 503, no doors and usually flew solo. When I took
a passenger I usually contrived that it was a slim female so you could well
be right about the C of G.
I think the C of G limits for the Xtra are specified as further forward here
than in the USA also.
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
More of possible design flaws that have gone unchanged do to liability
issues. They cant go back and say something was flawed without opening up
litigation.>>
Hi Wade,
I dont think that there has been a history of problems with the Challenger
over here. Of course there are not that many flying here compared to the
numbers sold in the States.
I find it difficult to think that there are basic flaws in the design. With
our system it would never have been licensed to fly here at all if the PFA
Engineering dept considered it dangerous. Granted that the design was
introduced before we started using the tighter `Section S` standard but even
then designs were scrutinised pretty carefully and many planes which had
sold in their hundreds in other countries with no problems were not cleared
for sale here.
We dont have the same propensity over here to sue over every error imagined
or real ( but we are getting there) so I cannot believe that would prevent
an upgrade of the design taking place.
Thanks for your input. Very nice to hear from someone with real experience
who is not just passing on the rumours and half truths that exist.
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
They have some good features no doubt, just not enough to prefer one over
a Kolb.>>
Hi Larry,
well, I have a Kolb now so I guess that must make a statement.
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
passenger with me once in one and all he complained about was there is
not enough room for his feet>>
Hi Ellery,
Things were definitely awkward from the back seat unless you had fairly
long legs as there was nowhere to put your feet ecept in the pedals. In
my wifes case this meant that she had to slide right forward and then
she could hardly see out.
I only flew a pilot in the back seat once and he seemed to have no
problems in control. My usual wandering up and down fifty feet and 10
degree wanderings off course suddenly damped out and the plane ran is if
on rails. He was an R A F pilot with the Red Arrows ( like the Blue
Angels but better Heh! Heh!) so that probably explained it.
Cheers
Pat
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Apple-Mail-61--137318122--
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Redrive VW Engine Details |
VW Guys
I made a correction to the VW details. It pertains to the name/description
of the
oil sump. It is corrected below.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Sent: Friday, November 23, 2007 11:57 AM
Subject: Redrive VW Engine Details
>I promise a few people that I would post this so. Here it is.....
>
> Reduction Drive VW Engine Details
> Custom Built 2180cc VW Engine: New engine case with shuffle pins, chromoly
> studs, Scat chromoly 82 mm crank and H beam chromoly rods. Engle 140HE
> hydraulic cam with Scat 1.25 rockers. 92mm Cima pistons with Total Seal
> 2nd ring, 044 heads with 37.5mm and 42mm valves with single heavy duty
> valve springs, 30mm oil pump, Compression ratio app 7.8 to 1, 12 lb. 8
> dowel 6 volt flywheel. Great Plains Aircraft now sells nikasil cylinders,
> they transfer 4 times the heat and weigh 10 lbs less.
> Reduction Drive: Valley Engineering Series 3 Belt reduction drive 1.7 to 1
> ratio.
> Electrical system: Direct drive 20 amp alternator that is made for the
> Diehl accessory case. Great Plains Aircraft carries these parts. I also
> use a 12 AH battery (TSC or Wall mart) it starts the engine down to about
> 50 degrees then I have to give it some help with a charger.
>
> Fuel System: The reduction drive mounts were the fuel pump would be so I
> installed a primary electric pump and a backup electric pump in series. I
> use a Facet low pressure pump as the first in line after the gascolator as
> the back up pump and then mounted a high quality rotary pump that has a
> built in pressure regulator as the primary pump. I also have a gascolator
> with a Curtis drain valve mounted at the low point of the fuel system with
> the drain valve sticking out the side of the fuselage. I also have an
> automotive fuel filter mounted between the gas collator and the back up
> fuel pump. The Primary pump can be purchased at California Import Parts.
> Oil Cooler and Filter: 24 plate Mesa style oil cooler. Its mounted on the
> back of the fuselage cage and it works almost too well. The kit is
> available at most VW stores
> Oil Filler: The reduction drive also covers the oil filler so I drilled a
> valve cover for a Stemco plug. The plug is a truck brake drum dust cover
> and can be purchased at a truck parts store.
> Crank Case Breather: The reduction drive comes with a crank case breather
> but the big VW engines need to breathe more to keep the engine from
> blowing oil. I installed a three port dune buggy breather kit that has
> breather ports in each valve cover and port for the reduction drive
> breather. Can be purchased at most VW stores.
>
> Ignition System: Compu-Fire Distributor less Electronic ignition system
> with a VW 009 distributor as the timing source. Great Plains and most VW
> shops carry it.
> Tachometer: Originally I used a 4000 RPM electronic analog tachometer but
> found that the operating range was just too close to the max on takeoff
> and the pointer would just go to the peg. I now use a 3.5 inch digital
> from Summit Racing.
>
> Prop: PowerFin three blade 72 inch model F. I having it cut down to 71
> inch but PowerFin is recomending a 70 inch now.
>
> Engine Mount Adapter: The Diehl accessory case has four mounting points
> but the top two are cut off because they aren't used. Use the Diehl
> accessory case with the 12 o'clock starter mount to clear the engine mount
> and exhaust system. Great Plains Aircraft sells the Diehl case and a rear
> drive adapter. The rear drive adapter is used for the other two mounting
> points, but the alternator mount is cut off.
>
> Exhaust: I purchased a dune buggy four into one system with J pipes as a
> starting point. They are already configured for best performance so why re
> invent anything. I cut it and tack welded it together to fit around
> everything. I got a muffler shop to bend a single pipe to fit and tack
> welded it to the three bolt muffler flange. I didn't use the muffler
> because it is too heavy and it really isn't that noisy. I sent the exhaust
> system to a welding shop to have it done right. Later I sent the system to
> a shop that ceramic coated the system inside and out.
> Carburetor: I installed a pair of 44mm Webers with aluminum manifolds. Now
> the better choice is a Progressive Webber with a four pipe intake system.
> With this intake system you will need a carburetor heat system. Great
> Plaines Aircraft carries the carburetor.
> Engine Oil Sump: I added a Oil Suction Kit to lower the oil pickup point.
> I was concerned about sucking air on high angles of attack like take off.
> This is the only lowered sum that will fit using the Kolb/VW mount. I
> drilled and tapped the sump for a oil quick drain valve, it is offset
> towards the rear for engine mount clearance. Most VW shops carry the
> suction kit. Summit Racing has the oil quick drain.
>
> Flywheel & Starter: The Diehl accessory case will need a flywheel with a
> ring gear for a 6 volt starter because the only starter that fits the
> Diehl accessory case is a custom 12 volt starter with a 6 volt type gear.
> Also the Diehl alternator requires a centering recess turned in the
> flywheel face and 5 bolt holes drilled and taped. Great Plains Aircraft
> carries these parts already configured.
>
>
>
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
Frustrating, isn't it?
Richard Pike
MKIII N420P (420ldPoops)
robert bean wrote:
________________________________________________________________________________
| Subject: | Firestar with BRS - GPL starter |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
Does anyone have a Firestar with a BRS (cannister type unit) that has installed
a GPL starter? I purchased the Rotax starter but did not have any room for the
BRS. I ended up selling the starter. I'm thinking of revisiting the starter
again with a purchase of the GPL starter. I think that will give me enough room
to install the starter and keep the BRS. Would love to here from someone who
has done it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151349#151349
________________________________________________________________________________
| From: | Eugene Zimmerman <ez(at)embarqmail.com> |
Bean,
Total white out huh ?
Cheer up,,,,,,,,,,,, only 20 weeks till spring.
Gene
On Dec 9, 2007, at 1:14 PM, robert bean wrote:
>
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 04:03 PM 12/9/2007, you wrote:
>
>Bean,
>
>Total white out huh ?
>Cheer up,,,,,,,,,,,, only 20 weeks till spring.
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
THIS IS BLANK!!
On Dec 9, 2007, at 3:02 PM, robert bean wrote:
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: AN hardware - Is there a replacement schedule or useful |
life
G.Aman:
I believe most of the initial wear on AN bolts is loss of the cadmium
plating. It acts as a protector and lube. It is pretty soft and wears
off the bolts that get slippage and vibration.
john h
mkIII
I got rid of almost all of the slop by replacing the AN-3 bolt.It had
wear where it contacted the stainless bracket.The bolts are tough but
not hard. G.Aman MK-3C Jabiru 2200 290 hrs
________________________________________________________________________________
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
The fog finally lifted a bit Saturday morning. I hooked up the plane and headed
for the airport. By the time I was unfolded and ready to go, the cieling had
lifted to a safe level and a nice hole was forming over the airport. I took
off and did two touch and goes as the engine hadn't run in over a month. With
all in the green, I started climbing into the ever expanding hole.
I finally found the top at 9000ft. It was quite cold but the view was worth it.
There was an ocean of clouds in every direction. I could hear some air traffic
at Roseburg (65 miles to the North) so there must have been a few other holes,
but none close. The bright sun on those perfectly white clouds was breath
taking. The top of Mount Shasta (95 miles to the South) was sticking up like
an island. I floated around and took pictures for half an hour or so and then
retreated to warmer air down below. I had a blast doing steep turns around
some small isolated puffs and had to bust through a few of course. Flights
like these are what my little Kolb is all about. I flew for one hour and burned
just over three gallons of gas. I'll post a few pictures below.....
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151391#151391
Attachments:
http://forums.matronics.com//files/the_hole_123.jpg
http://forums.matronics.com//files/shasta_zoom_124.jpg
http://forums.matronics.com//files/looking_west_189.jpg
http://forums.matronics.com//files/through_the_hole_195.jpg
http://forums.matronics.com//files/underneath_204.jpg
________________________________________________________________________________
| Subject: | Re: Runway or wild boars...hmm |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Ron,
Boars from heaven? Could be.
We had a Black Hawk and 24 Apache helicopters drop in from heaven this past weekend
to our airport and gave our little town some excitement (and our airport
some revenue). The 101st Airborne hit a wall of fog on their way to JAX so they
stayed the night Friday night at our airport (AYS) and most the day Saturday
until the weather cleared up in JAX.
Since the troops were sitting around the terminal building looking bored (not "boar"ed
Mike :) ), I urged my friend, retired AF Col. Tiahrt, to give them a little
show with his gyrocopter. He has a RAF 2000 and that is what hooked me
on flying. I get a ride as often as I can! The troops really enjoyed the show.
Back during the "monster" fire the firefighters had fun watching the gyrocopter
too and getting rides in it. They took a photo (attached) of the gyrocopter
attached to the water "bucket" that the big Chinook helicopters were using to
cool the flames. And so I got the idea to make the second photo (attached).
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151396#151396
Attachments:
http://forums.matronics.com//files/firefighting_gyrocopter9_685.jpg
http://forums.matronics.com//files/firefighting_gyrocopter1_886.jpg
________________________________________________________________________________
| From: | Larry Bourne <biglar(at)gogittum.com> |
| Subject: | Re: Flight Report |
Nice story and great pics, Roger, but it makes me nervous, too. I had a
real bad experience with a "sucker hole" closing behind me when I was a
freshly licensed private pilot in WA, back in '95. Thanks for sharing,
and be careful. Lar. Do not
Archive. (I'll ask it, too - is that still needed ?? Seldom
see anyone use it anymore)
R. Hankins wrote:
>
> The fog finally lifted a bit Saturday morning. I hooked up the plane and headed
for the airport. By the time I was unfolded and ready to go, the cieling
had lifted to a safe level and a nice hole was forming over the airport. I took
off and did two touch and goes as the engine hadn't run in over a month. With
all in the green, I started climbing into the ever expanding hole.
>
> I finally found the top at 9000ft. It was quite cold but the view was worth
it. There was an ocean of clouds in every direction. I could hear some air traffic
at Roseburg (65 miles to the North) so there must have been a few other
holes, but none close. The bright sun on those perfectly white clouds was breath
taking. The top of Mount Shasta (95 miles to the South) was sticking up
like an island. I floated around and took pictures for half an hour or so and
then retreated to warmer air down below. I had a blast doing steep turns around
some small isolated
________________________________________________________________________________
| Subject: | Re: Flight Report |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Lar:
Good advice. I'm very wary of sucker holes as well. This hole was about 5 miles
wide and 10 miles long. It just looks smaller from 9000ft. I took most of
my pictures along the edge and in a narrower arm, but I always had lots of open
air at my back.
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151405#151405
________________________________________________________________________________
| From: | Gale Ingle <ingle99(at)hotmail.com> |
| Subject: | BMW engine VS Rotax engine |
Good Morning Kolb Flyers,
We are new comers to the LSA type of flying & would welcome all feed b
ack.
We are looking at 2 Mark 111 Classics.
One has a 150 hrs BMW R-1100-S (98 HP) engine driving a Rotax C gear b
ox (3.47:1) with a 71" Kiev 3 blade prop.
The 2nd A/C has a 618 Rotax 20 hrs engine and airframe.
Would like to hear pros & cons on both engines.
Thanks for the help,
Bill Ingle
_________________________________________________________________
Share life as it happens with the new Windows Live.Download today it's FREE
!
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07
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: BMW engine VS Rotax engine |
Morning Bill:
I don't have any personal experience with either engine, other than
hearsay, so can not give you an educated answer.
However, If I was new to LSA type flying I would stick to a popular
system.
I have been flying the MKIII powered with 582, 912UL, and 912ULS, for
nearly 2,800 hours. I started out with the 582 which lasted about 220
hours before the engine seized. That drove me in the direction of the
then new 912UL in 1993. After 1200+ hours on the 912UL, it was replaced
with a 912ULS. Another 1200+ hours and the 912ULS was replaced with the
second 912ULS which now has 160 hours on it. The 912 series engines
have proven to be 100% reliable. Can not beat that record when it comes
to flying. They are very low maintenance and are proven performers.
The BMW engines on MKIII's are still in the developmental stage. If you
like being a pioneer, as some of our good Kolb List members do, then you
might like to experiment with the BMW. I have always liked this engine,
but never committed myself to put one on my airplane.
The 618 is no longer in production for aircraft.
Take care,
john h
mkIII
We are new comers to the LSA type of flying & would welcome all
feed back.
We are looking at 2 Mark 111 Classics.
One has a 150 hrs BMW R-1100-S (98 HP) engine driving a Rotax C
gear box (3.47:1) with a 71" Kiev 3 blade prop.
The 2nd A/C has a 618 Rotax 20 hrs engine and airframe.
Would like to hear pros & cons on both engines.
Thanks for the help,
Bill Ingle
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: AN hardware - Is there a replacement schedule or useful |
life
Thanks John,never suspected that.A friend of mine used to mention helicopter grade
bolts.Said they were different from normal AN hardware.Any truth to that?
John Hauck wrote: G.Aman:
I believe most of the initial wear on AN bolts is loss of the cadmium plating.
It acts as a protector and lube. It is pretty soft and wears off the bolts
that get slippage and vibration.
john h
mkIII
I got rid of almost all of the slop by replacing the AN-3 bolt.It had wear
where it contacted the stainless bracket.The bolts are tough but not hard.
G.Aman MK-3C Jabiru 2200 290 hrs
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: AN hardware - Is there a replacement schedule or useful |
life
Morning Gary:
Don't think their is any difference in grades of AN hardware used on
fixed or rotary wing aircraft.
What your friend may have been talking about is close tolorance bolts.
They are used more on rotary wing than fixed.
john h
mkIII
----- Original Message -----
From: gary aman
To: kolb-list(at)matronics.com
Sent: Monday, December 10, 2007 9:01 AM
Subject: Re: Kolb-List: Re: AN hardware - Is there a replacement
schedule or useful life
Thanks John,never suspected that.A friend of mine used to mention
helicopter grade bolts.Said they were different from normal AN
hardware.Any truth to that?
________________________________________________________________________________
| From: | "Guy Morgan" <morganguy(at)hotmail.com> |
| Subject: | Re: AN hardware - Is there a replacement schedule or useful |
life
Nope, same thing.
Best Regards,
Guy Morgan
Evergreen Helicopters
2001 Terminal Dr.
Galveston, TX 77554
----- Original Message -----
From: gary aman<mailto:gaman(at)att.net>
To: kolb-list(at)matronics.com
Sent: Monday, December 10, 2007 9:01 AM
Subject: Re: Kolb-List: Re: AN hardware - Is there a replacement
schedule or useful life
Thanks John,never suspected that.A friend of mine used to mention
helicopter grade bolts.Said they were different from normal AN
hardware.Any truth to that?
John Hauck > wrote:
G.Aman:
I believe most of the initial wear on AN bolts is loss of the
cadmium plating. It acts as a protector and lube. It is pretty soft
and wears off the bolts that get slippage and vibration.
john h
mkIII
http://www.matronics.com/contribution
http://www.matronics.com/Navigator?Kolb-List
igator?Kolb-List>
http://forums.matronics.com>
===========
________________________________________________________________________________
| From: | "Terry Davis" <davistcs(at)eoni.com> |
| Subject: | Firestar with BRS-GPL starter |
John,
I have the combination on my Firestar and don't know if I would do it
again.
1. It seems really heavy, especially the housing that holds the starter
which I suppose is meant to be a scattershield if the ring gear lets go.
2. It was hard to get the amount of shimming right to bring the "ring
gear" out so it fits to the starter pinion without jamming during part
of it's rotation, or being too loose. I had to take a needle file to
clean some of the teeth up.
3. The "ring gear" is a steel strap with teeth punched into it that is
wrapped around the main part of the ring gear plate and welded in about
4 places. The thought of that welded assembly turning 6 grand doesn't
sit well with me.
4. I wouldn't even think of trying to put the manual starter on it too
as they allow. This would entail bolting an adapter on the front of the
ring gear which would stick out 2-3 inches and have the rotax manual
starter parts bolted on. This looks like an open invitation to have an
out of balance part spinning (at 6 grand) way out on the end of that
extention. I can't imagine anything more likely to cause crank failure.
All of that said, it works really well. I take the cover off and
inspect that ring gear every 20 hours or so. I love just sitting in the
seat and turning the key. I spent too many years pulling on #@$%$
snowmobiles to enjoy a pull starter, also I like to think I could air
start the thing if it died (probably not but it's a nice thought)
The "Rest of the Story" is that as soon as I can swing it, the Firestar
is going to have an HKS on it and then maybe I won't have all these
Rotax "things" to think about.
Terry Davis
Eastern Oregon
FS 1, 503, Powerfin, BRS, Hauck gear
________________________________________________________________________________
| From: | "herbgh(at)juno.com" <herbgh(at)juno.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Chall |
enger
one thing I learned...never say anything bad about challengers around a
bunch of owners..they tend to love the boids!! :-) The will hasten to t
ell you that they stall slower and fly faster than those dastardly Kolbs
..
The other thing I learned was that when one grabs a wing tip and rock
s it up and down; every other part of the airframe was going in differe
nt direction..kinda like a dog who has just gotten out of a pond! :-)
Herb
_____________________________________________________________
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________________________________________________________________________________
| From: | "herbgh(at)juno.com" <herbgh(at)juno.com> |
| Subject: | Re: Elevator trim tab information needed |
Back in the C band(large satellite days) a servo motor was used to posit
ion the antenna stub in the feed horn 90 degrees..The controller was in
the house and many feet removed from the servo..this caused the servo to
"hunt" or oscillate... The cause was the "ringing" of the control pulse
... due to the inductance and capacitance of the wire.. The fix was to t
urn off the pulse after it did its job between channel changes..
I think that a proper designed servo has what is called a "dead band"
where small changes in the pulse width cause no rotation of the motor an
d gear chain.. Clear as mud?? :-)
These servo motors are plentiful and useable for our purpose.. Control
led by a 15 cent 555 timer circuit.. Servo motors are nearly free for th
e taking at salvage yards..Three wires...Black is gnd.. red is +5 and wh
ite is the control pulse.. Herb
_____________________________________________________________
Buried in medical files? Click here for information on an electronic sy
stem.
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Y3Ocymqpw2EBWRNFammcckuJYp/
________________________________________________________________________________
| From: | "Ralph B" <ul15rhb(at)juno.com> |
planecrazzzy wrote:
> Being from California....Living in Minne-sota Land...
>
> Here's "MY" thought about Winter...
> .
> .
> Gotta Fly...
> Mike & "Jaz" -Building Buttercup STOL in WARM Garage in MN
Here's my thoughts on winter in Minnesota ....
Ralph B
--------
Ralph B
Original Firestar
N91493 E-AB
20 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151538#151538
Attachments:
http://forums.matronics.com//files/cooks_bay_1__151.jpg
http://forums.matronics.com//files/fly_over__208.jpg
http://forums.matronics.com//files/winter_flying_187.jpg
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: AN hardware - Is there a replacement schedule or useful |
life
John,
Thats the term he used,close tolerance,Thanks Guy.
John Hauck wrote: Morning Gary:
Don't think their is any difference in grades of AN hardware used on fixed or
rotary wing aircraft.
What your friend may have been talking about is close tolorance bolts. They
are used more on rotary wing than fixed.
john h
mkIII
----- Original Message -----
From: gary aman
To: kolb-list(at)matronics.com
Sent: Monday, December 10, 2007 9:01 AM
Subject: Re: Kolb-List: Re: AN hardware - Is there a replacement schedule
or useful life
Thanks John,never suspected that.A friend of mine used to mention helicopter
grade bolts.Said they were different from normal AN hardware.Any truth to
that?
________________________________________________________________________________
| Subject: | Re: Firestar with BRS-GPL starter |
| From: | "John H Murphy" <mailjohnmurphy(at)gmail.com> |
Would the Rotax starter be a better fit than the GPL? There just is not a lot of
room with the BRS sticking out the way it does.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151603#151603
________________________________________________________________________________
| Subject: | Firestar - BRS location other than above the head |
| From: | "John H Murphy" <mailjohnmurphy(at)gmail.com> |
Has anyone tried installing the BRS in a Firestar other than above your head? I'm
trying to find room to engineer a starter and I'm running out of room with
the BRS next to it. Quicksilvers have the BRS in all sorts of odd looking configurations
including shooting the BRS to the side of the aircraft.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151604#151604
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Chall |
enger
The other thing I learned was that when one grabs a wing tip and rocks
it up and down; every other part of the airframe was going in different
direction..kinda like a dog who has just gotten out of a pond! :-)
Herb
Hi Herb,
I had never thought of it in quite those terms but you are absolutely
right.
Pat :-)
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Here's "MY" thought about Winter>>
Damn, you sent your pic just too late. I have already sent most of my
Christmas Cards.
Pat :-)
________________________________________________________________________________
| Subject: | Re: Firestar - BRS location other than above the head |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Several years ago when I had my first original FS. It had a canister style BRS
mounted below the fuselage on the right hand side pointing aft and a bit to the
right. The harness path to the top of the cage was not a problem.
--------
Thom in Buffalo
N221FA Allegro 2000 912UL
N197BG FS1/447
--------------------
Finance is the art of passing money from hand to hand until it finally disappears.
- Robert W. Sarnoff
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151638#151638
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
IMHO with the challenger design there are too many "ducks" out of the row
for me to want to own, fly or be a passenger in one.>>
Hi Wade,
I think the whole question is pretty much decided over here now.
I bought one of the very first Challenger kits sold here. Since then there
have been several changes of dealership and I see that the franchise is up
for sale again in the last few weeks.
The design, like that of the Kolb, has been overtaken by the newer planes
now available and hardly any are now being sold.
Please everyone, don`t jump on me over my comments. I bought a Kolb because
I have always liked the look of them and fell in love when I saw a picture
tacked to a wall in a clubroom in my early flying days. But that was over 25
years agoand they haven`t changed.. If I had not let my heart rule my head I
would not have bought a Kolb but would have settled for a secondhand machine
with a newer, cleaner design. There are several available these days, with
better cruise speed, burning around 12 litres per hour, with doors that fit,
without a cranky flap system that digs in the back of your elbow, and a wing
fold system which beats the Kolb system hands down. The tendency seems to be
to put bigger and bigger engines and props on the Kolbs to coax a few more
mph out of it when what is needed is a redesign.
But, most of the newer machines are getting onto the `light aircraft`
bracket and I guess that I am an `ultralighter` at heart, and still hanker
after the low and slow and ( cheap?) philosophy which started the whole
ultralight thing so, come the Spring I shall be happy admiring the view
through that fabulous nose as I trundle around at 65 mph , refueling every
90 minutes or so but still happy and proud to be a Kolber when pilots walk
up to this strange anachronism at a fly in and say `What is it?"
Incidentally I put up an ultralight flight at an `Auction of Promises` for
the local church. It was sold for $200 to a guy who has never flown in a
small aircraft and I know that he will enjoy a flight with me in the Kolb
much more that he would being whipped off in an Ikarus at 120 mph.
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: Flight characteristics of the Kolb FSII & The Challenger |
| From: | "George Alexander" <gtalexander(at)att.net> |
Pat:
Well said!
pj.ladd(at)btinternet.com wrote:
>
>
>
>
> But, most of the newer machines are getting onto the `light aircraft`
> bracket and I guess that I am an `ultralighter` at heart, and still hanker
> after the low and slow and ( cheap?) philosophy which started the whole
> ultralight thing so, come the Spring I shall be happy admiring the view
> through that fabulous nose as I trundle around at 65 mph , refueling every
> 90 minutes or so but still happy and proud to be a Kolber when pilots
> walk up to this strange anachronism at a fly in and say `What is it?"
>
>
>
> Cheers
> Pat
--------
George Alexander
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151650#151650
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Firestar - BRS location other than above the head |
At 07:40 AM 12/11/2007, you wrote:
>
>Several years ago when I had my first original FS. It had a canister
>style BRS mounted below the fuselage on the right hand side pointing
>aft and a bit to the right. The harness path to the top of the cage
>was not a problem.
>
>--------
>Thom in Buffalo
Same here - where ever you put them they go --> back and
then up over your head anyway. At least that's what I'm told.
The BRS people have several approved places to install them
for Kolbs.
________________________________________________________________________________
| From: | "Bryan Dever" <indyaviator(at)gmail.com> |
| Subject: | ultralight expolsion |
This guy is nuts!
http://www.youtube.com/watch?v=XT3DeVEXXYo
Bryan Dever
________________________________________________________________________________
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
I've been reading all of these post regarding rony brackets in the Challenger Aircraft
being a weak link and possible cause of wing failure.
Can someone tell me what the difference is between a rony bracket and other brackets
like the strutted Phantoms use and the Hartaero airplanes.
Doug from Hart stated "No "rony" brackets are used on our aircraft. All of our
attach hardware are mounted in shear load in all important attach areas."
I know the Kolb has a totally different design for the strut attachment. It looks
pretty beefy on my MK III.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151705#151705
________________________________________________________________________________
| From: | Ben Ransom <bransom(at)ucdavis.edu> |
Hi all,
I've been away from the Kolb list for quite a long time. I still fly my
Firestar KXP, but not real often as I'm pretty absorbed in building
another plane. I'm back with questions related to LSA -- sorry if these
have been covered here already. I decided to try to get my KXP
registered as E-LSA by the Jan 31 deadline. Is that the route most of
you Firestar single place builder/owners have taken? I decided to do
this late and may not get my inspection in time, but we'll see. I'm
also curious if anyone has found DARs to not approve of the clevis plus
cowling pins at all the main joints (lift struts, wing spar to cage,
tail cables). Any other E-LSA issues that you have encountered?
Thanks,
-Ben Ransom
http://mae.ucdavis.edu/ransom
________________________________________________________________________________
| From: | TK <tkrolfe(at)toast.net> |
| Subject: | Re: ultralight expolsion |
Bryan Dever wrote:
> This guy is nuts!
>
> http://www.youtube.com/watch?v=XT3DeVEXXYo
>
> Bryan Dever
Bryan,
He is not only nuts but disgusting. As builder and creator of things my
whole life, I am always stun d when I witness unnecessary destruction of
things for someones perverted entertainment. Reminds me of the vogue
several years ago with the destroying of finely crafted guitars at the
end of rock concerts to the hoots and hollers of the crowd. Says
something about people with two much money and no real skill at
producing anything of quality, just destruction! Also about their
perverse idea of fun! They could never have built that fine guitar if
their life depended on it!!! Says something of about the crowds also!!!!!
Yes, it may have been an older, not in good shape ultralight, but there
are more productive ways of disposing of it. Thank goodness it wasn't a
Kolb! I do know, I don't want to meet or know the idiot hooping and
hollering during filming of the clip. He is a sub-species to me!
Terry - FireFly #95
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
| Subject: | Re: Rony Brackets? |
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
| Subject: | Re: Rony Brackets? |
Clk this on 'net, Challenger AD"
16/7/07 - Information Alert - Lift strut attachment (rony) brackets
Information Alert - Lift strut attachment (rony) brackets
http://www.auf.asn.au/airworthiness/...20brackets.pdf
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| From: | "Jim ODay" <jimoday(at)hotmail.com> |
Ben:
I took my FSII through the process. If you want a copy of my submittal to he FAA
send me an e-mail and I will send it to you. I followed the steps in the EAA
transition kit and the paperwork was smooth.
The inspector did a quick look around the plane and we went off to do the paperwork.
Since it had flown before, I was good to go w/o any additional flight testing.
Here is some history on the list - http://forums.matronics.com/viewtopic.php?t=31767&highlight
Good luck Ben. Your website was one of those that kept me motivated to complete
my plane.
Fly safe.
Jim
--------
Jim O'Day
Fargo, ND
Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151763#151763
________________________________________________________________________________
| Subject: | Re: Firestar - BRS location other than above the head |
| From: | "olendorf" <olendorf(at)gmail.com> |
Perfect timing. I just ripped off the side fabric to fix a broken tube. Here
is where my chute is mounted.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151768#151768
Attachments:
http://forums.matronics.com//files/chute2_131.jpg
http://forums.matronics.com//files/chute1_506.jpg
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Firestar - BRS location other than above the head |
At 08:27 PM 12/11/2007, you wrote:
>
>Perfect timing. I just ripped off the side fabric to fix a broken
>tube. Here is where my chute is mounted.
>
>--------
>Scott Olendorf
>Original Firestar, Rotax 447, Powerfin prop
>Schenectady, NY
It will fit underneath the boom tube and leave room for gas tanks
or storage on top. But ...I know that everybody does it different.
Both ways will work, and if you're not in a hanger, then you need to
protect the BRS from the elements and yours does it better than mine.
However - you would not believe what these systems can withstand
and still work. Like being 6 years old and crashed in a lake & under
water for over 24 hours - hauled out and (what the hell) fired off!
Guess what - it still worked like a charm.
________________________________________________________________________________
| Subject: | E Gearbox w. a FS II |
| From: | "John H Murphy" <mailjohnmurphy(at)gmail.com> |
Has anybody used the Rotax E Gearbox with their FS II? Any issues in doing so?
I want to keep my BRS in the usual place (above the pilot seat) and have an electric
starter that does not get in the way.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151800#151800
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: E Gearbox w. a FS II |
Yes, but it's doable. We are using a 582, but a 503 will have the same
issues. The engine has to go up and back to make everything fit.
Pictures tomorrow.
Richard Pike
MKIII N420P (420ldPoops)
John H Murphy wrote:
>
> Has anybody used the Rotax E Gearbox with their FS II? Any issues in doing so?
I want to keep my BRS in the usual place (above the pilot seat) and have an
electric starter that does not get in the way.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=151800#151800
>
>
>
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Rony Brackets? |
Lift strut attachment (rony) brackets>>
Hi,
very interesting, but it is unfair to blame the design because owners
cause failure by not treating the plane right. `Tightening so that it
caused deformation of the strut` is a pretty stupid thing to do. If the
book says `fingertight` there is usually a good reason for it.
Cheers
Pat
________________________________________________________________________________
| From: | Lanny Fetterman <donaho(at)uplink.net> |
| Subject: | Air drive starter for a FS II |
John and all, I have an Air drive starter on my FSII. It allows enough room
for you to put the BRS, VLS in the gap seal position. There are two
reasons I didn`t tell you this before. First, you have to give up the pull
starter. ( no big deal ) Second, the Air drive starter is no longer
produced. ( Which is a real shame because it works GREAT and solves the
problems you are having making everything fit.) Every now and then, one
shows up on E-Bay. Perhaps someone on the list knows where one is lying
around. This info is worth what you paid for it. : ) Lanny N598LF
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
I have mentioned before that totally against the general flow of
increasing legislation the CAA (FAA) had done a U turn and now allows a
deregulated class of ultralight in the UK which the pilot can
experiment with to his hearts content.
The spec for the new class is a single seat, empty weight less than
115kgs, stall at less than 35 knots and you have to have one square
metre of wing for every10kg of empty weight. You need a current pilots
licence and a noise certificate. The Firefly is the only 3 axix machine
on the UK market which complies at present.
The regs were modelled on the USA but instead of the 25 mph stall speed
and 62 mph max straight and level the CAA have used the above ruling so
that it becomes self regulating.Top speed is unregulated so airofoil
section struts can be used instead of the speed limiting round struts of
the USA model.
The wing size of the Firefly under this ruling limits the weight to
106kg empty . This means that the favoured 447 engine is heavy so it has
been replaced by the single cylinder 28hp. Hirth F33A which brings the
weight to 103 kg. Belt reduction drive to a 1.68 metre diameter 2 blade
GSC adjustable prop.. Complete set up is 13.7 kg instead of the 447`s
37kg.
Flight test figures max speed around 70 mph at 6210 rpm and cruise at 60
mph at 5650 rpm. Max climb 500ft per min. take off run to clear a 15m
obstacle 60metre on grass.
.
The big plus as far as the UK is conjcerned is that changes can be made
to the engine, prop, flap mechanism, etc without having to get
`approval`. Provided the main parameters are satisfied, and they can all
be checked on the ground with a set of scales and a ruler, you can just
get on with it.
The PFA is running a design competition for this class which has
aroused quite a bit of interest and several entries so it seems that the
Firefly will not have the field to itself for long.
Cheers
Pat
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
>From: "pj.ladd" <pj.ladd(at)btinternet.com>
Date: Wed, 12 Dec 2007 11:42:49 -0000
............................
The PFA is running a design competition for this class which has aroused
quite a bit of interest and several entries so it seems that the Firefly
will not have the field to itself for long.
>..................................
Pat,
This is great news. Has the PFA limited the fuel capacity?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | Kolb-List Digest: Need to Buy Poly Tack Florida ASAP ! |
Repairs are naring compleation on the fuselage !
I need to purchase 1 Qt Each
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Epoxy Primer
Poly Spray
I can pick these up within 60 miles of Tampa or northward to the Georgia
border on the West Coast !
Thanks! Dave
BMWBIKECRZ(at)AOL.Com
**************************************
See AOL's top rated
recipes (http://food.aol.com/top-rated-recipes?NCID=aoltop00030000000004)
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
Ben --
I'm not sure you have time, but it's worth a shot... if you can find a
DAR, contact him immediately. Your biggest issue may be getting the N
number and paperwork from the FAA. Some on this list and others have
said that the FAA, even if they have the paperwork in-house, won't
process it once the Jan 31 deadline is passed. Others say the
opposite. The point is, get rolling!
What I can tell you for sure is, my DAR did pass my MkIIIC with clevis
pins and safety pins at each major joint, as I unfold/refold my Kolb
for every flight. He was very particular about everything, and I had
to correct/improve a few items, but it passed. Just make sure your
DAR will work with you.
Good luck!
-- Robert
On Dec 11, 2007 2:23 PM, Ben Ransom wrote:
>
> Hi all,
> I've been away from the Kolb list for quite a long time. I still fly my
> Firestar KXP, but not real often as I'm pretty absorbed in building
> another plane. I'm back with questions related to LSA -- sorry if these
> have been covered here already. I decided to try to get my KXP
> registered as E-LSA by the Jan 31 deadline. Is that the route most of
> you Firestar single place builder/owners have taken? I decided to do
> this late and may not get my inspection in time, but we'll see. I'm
> also curious if anyone has found DARs to not approve of the clevis plus
> cowling pins at all the main joints (lift struts, wing spar to cage,
> tail cables). Any other E-LSA issues that you have encountered?
>
> Thanks,
>
> -Ben Ransom
> http://mae.ucdavis.edu/ransom
>
>
________________________________________________________________________________
| From: | Bart Morgan <bartmo(at)sbcglobal.net> |
| Subject: | Re: E Gearbox w. a FS II |
John,
I bought a partially built Firestar II kit with an E box from Don Martin. The
engine has not been installed yet. Don told me when he trial mounted it he had
to move it back 1 inch for the starter to clear. I will post again when I install.
Bart Morgan
John H Murphy wrote:
Has anybody used the Rotax E Gearbox with their FS II? Any issues in doing so?
I want to keep my BRS in the usual place (above the pilot seat) and have an electric
starter that does not get in the way.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151800#151800
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: E Gearbox w. a FS II |
At 12:19 AM 12/12/2007, you wrote:
>
>Has anybody used the Rotax E Gearbox with their FS II? Any issues in
>doing so? I want to keep my BRS in the usual place (above the pilot
>seat) and have an electric starter that does not get in the way.
Yes - several of us do. The gear ratio is perfect for a three blade prop
and like you say - the starter is built in and is out of the way.
________________________________________________________________________________
| From: | "Ralph B" <ul15rhb(at)juno.com> |
bransom(at)ucdavis.edu wrote:
> Hi all,
> I've been away from the Kolb list for quite a long time. I still fly my
> Firestar KXP, but not real often as I'm pretty absorbed in building
> another plane. I'm back with questions related to LSA -- sorry if these
> have been covered here already. I decided to try to get my KXP
> registered as E-LSA by the Jan 31 deadline. Is that the route most of
> you Firestar single place builder/owners have taken? I decided to do
> this late and may not get my inspection in time, but we'll see. I'm
> also curious if anyone has found DARs to not approve of the clevis plus
> cowling pins at all the main joints (lift struts, wing spar to cage,
> tail cables). Any other E-LSA issues that you have encountered?
>
> Thanks,
>
> -Ben Ransom
> http://mae.ucdavis.edu/ransom
Hi Ben,
You were one of the originals on the Kolb list many years ago. I'm still flying
my Original Firestar after 21 years. It's a good little airplane.
The EAA is petitioning the FAA for an extension on aircraft certification if you
have your registration in by Jan 31, 2008.
>From Sport Pilot magazine:
"EAA recently reviewed the disparity between the number of aircraft
registered and the number certificated. There is a wide gap.
Accordingly, EAA is petitioning the FAA for an extension of the
certification process --- that is have received their N-number from
the FAA -- by January 30 2008, to complete the airworthiness process.
Realistically, the FAA may not respond to this request until after
the January 31, 2008 deadline passes. EAA is asking the FAA to allow
those owners to have until June 30, 2008, to complete the
airworthiness certification process."
EAA Aviation Services:
877-359-1232
So it looks like you may have a chance to get it certificated if you get your registration
in by January.
Ralph B
--------
Ralph B
Original Firestar
N91493 E-AB
21 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151854#151854
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: New landing gear work great |
Since I just happen to have a set of those gear legs (not yet
installed, still using the aluminum "slo-blo safety fuse" legs) I am
curious to know the rest of the story...
Richard Pike
MKIII N420P (420ldPoops)
David Key wrote:
The new landing gears work a lot better because they are much stiffer.
________________________________________________________________________________
| From: | David Key <dhkey(at)msn.com> |
| Subject: | New landing gear work great |
It's a joke. I saw the plane on Barnstormers I have nothing to do with it.
I noticed the landing gear looks pretty straight for a bent up frame.
________________________________________________________________________________
| Subject: | Re: E Gearbox w. a FS II |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Here are some pictures of how we did it. Turned the rubber Lord mounts over to
gain some room. Had to do that because otherwise the studs coming out the bottom
of the engine fouled the airframe in the further aft position.
Got two lengths of angle iron and sat them on top of the Lord mounts. Then the
stock aluminum mounting plate & engine sits on them and is slid toward the aft
end of the airplane until the starter clears the back of the fuselage structure.
Probably could have done it lighter and more elegantly, but it sure is simple and
bulletproof... Besides, with a 582 on a FSII, always flown solo, the couple
of extra pounds is not really an issue.
In a couple of the pictures, you will also notice the extra structure we added
to beef the motor mounts to handle the extra torque of the 582. Even so, we didn't
get factory approval, but we did get a grudging concession that we were unlikely
to wring anything apart. And that's good enough for us.
Richard Pike
MKIII N420P (420ldPoops)
FSII N582EF (582Ed'sFirestar)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151893#151893
Attachments:
http://forums.matronics.com//files/p1070728_large_419.jpg
http://forums.matronics.com//files/p1070725_large_250.jpg
http://forums.matronics.com//files/p1070724_large_157.jpg
http://forums.matronics.com//files/p1070721_large_390.jpg
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
| Subject: | Re: New landing gear work great |
One more mention of SeaFoam and I'm gonna go even more Lurksville.
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| Subject: | Not covering the FS fuselage - any problems? |
| From: | "John H Murphy" <mailjohnmurphy(at)gmail.com> |
Is there any reason other than for cosmetic reasons for not covering the fuselage
as shown on the Kolb site of a Firestar (white & checkered yellow Firestar
with some young pilot at the controls). I'm thinking of relocating my BRS to the
boom tube and instead of recovering the area exposed in the installation, just
leaving it uncovered. I do not want to have this effect the flying characteristics.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=151903#151903
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Has the PFA limited the fuel capacity?>>
Hi Jack,
as I understand it you can do what you like within the 115kg empty weight
and the 10kg per square metre wing loading.
The design competition has thrown up some interesting stuff. There are 2
classes.. The Simple Class.In this the plane must be simple and easy to
build at home, low cost. Submissions must include 3 view. Projected weight
and balance, expected performance and a report describing the airframe,
engine and control system.
The SOTA Class (state of the art) No restriction on technology. No
restriction on cost. Must address high performance and high effeciency
issues. Submissions to include full weight breakdown of components and a
full report to justify the projected performance.
The winning entry in the SOTA Class called the E-Plane is a smooth canard
design.Projected figures
113 kts max. 1100ft/min climb
Engine is the Hirth 29.5 hp F33. Gives 80 mpg at 104knots cruise. 22 litre
tank gives 424 nautical miles range
Wont stall or spin
Exceptional vfield of view
No flaps
Adjust. rudder pedals
Uses unleaded fuel
Panel
EFIS, hGrand Rapids horizon, on screen check lists,back up altim. and ASI
Tranceiver and transponder
Projected empty weight 106Kg. MAUW 210 kg
Accomodates pilot from 55 to 99 Kg
The canard area can be included in the wing loading calculation
The 2 designers are aeronautical engineers. One ex Marshall Aerospace and
one ex- Hawker Siddeley and British Aerospace
Details of the Simple Class winner will be in the next issue of our main mag
`Microlight Flight`. I will put something on the list if anyone is
interested
Sounds exciting doesn`t it but there is a very large gap between a drawing
and a marketable bit of hardware.
Cheers
Pat
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I think I would increase the wing area so I could use a stock 447, 3-blade
prop, brakes, and any other accessories you wanted. Bigger flaps might be
an easy way to do it. If that was insufficient I'd extend the wing span.
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| From: | robert bean <slyck(at)frontiernet.net> |
Ray, you're welcome to land here. I guarantee a short landing roll.
re: private airports. There are a few privately owned ones that have
been
the recipients of fed funds. If so they cannot refuse entry to a
legal N-numbered
aircraft.
BB
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