Kolb-Archive.digest.vol-hi
March 24, 2008 - April 04, 2008
tank in your plane, but for 150 bucks and minimal work, it is a very good solution
for those that would like more fuel for a stock MK III setup.
Kolbs new tank is the best answer, I put my tank in before that was available.
I will leave my tank in even when I get the new 18 gallon tank, as that will
give me 24 gallons if I ever need it.
The noise proofing I did in my plane is quite effective, and the pump is right
behind me. I can hear it in flight, and it gets louder if its left and it stops
drawing fuel.
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=172214#172214
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
Mike W:
I think you will find as you get some time in Kolbs, which is a pusher,
the problem with nose down pitch is the high thrust line coupled with
the pusher configuration. The more power applied to that high "lever",
the more nose up pitch trim the aircraft will require to take pressure
off the stick.
My mkIII with no power flies level with no pitch trim. As soon as the
power starts coming up, the nose will want to go down and nose up pitch
will be required to take pressure off the stick.
Now......add a passenger in the other seat and it takes a great deal
more nose up pitch trim to take pressure off the stick.
Wing incidence doesn't affect pitch trim, as far as I know.
Kolbs are different animals than many other aircraft. Takes a little
time and a lot of flying to get to know them well. I am still learning.
Learned something new the other day with the new X.
john h - Snow coming down and 38F.
mkIII
Labhart Field, KY
Classic. I am under the impression Mike B's wings are too high,
pitching down the fuselage wedge, and requiring a significant deviation
of the hor. stab.'s angle from normal.
Mike Welch
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
| Subject: | Re: Horizontal stabilizer mounting |
Mike W:
Maybe you need to do some more research.
I'm willing to bet the wing incidence is set correctly on Mike B's X.
Bryan Melborne built his airplane.
BTW: I fly with factory wing incidence, but have dropped the leading
edge of my horizontal stabilizer. Been flying this way since day one,
with some experimentation up and down, until I found the "sweet spot".
Once I found that, no further experimentation needed.
john h
mkIII
Labhart Field, KY
You need to set your wings correctly, to within a gnat's ass of
perfect, THEN reset the
hor. stab. to recommended position.
I did a lot of research recently regarding setting up the wings the
MkIII (both Classic and Xtra)
With my nose redesign on my MkIII I knew this would adversely affect
the present position of
my current and older incidence setting. I would highly recommend you
do your own research
to resolve your situation.
Mike Welch
________________________________________________________________________________
| Subject: | Re: Horizontal stabilizer mounting |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Mike,
Thanks for your concern and warning, but those are thicker and stronger than they
look in the picture. The extensions are not straps, are 3/8 inch thick aluminum
blocks and made out of 6061-T6 aluminum. They are are much stronger than
the tab that sticks out of the horizontal stab and attaches to them ( Which
is loaded a bending force ). If one of the aluminum blocks broke, the one remaining
would not only hold, it would still be stronger than the small 4130 tab
that comes out of the horizontal stab.
I considered using the same 1/8 inch 4130 steel that the original tabs are made
out of, but the aluminum is corrosion proof,and at 3/8 inch thick is much stiffer
and stronger.
4130 ChomMoly Tensile Strength = 90,000 PSI
6061-T6 Aluminum Tensile Strength = 45,000 PSI
Considering that the aluminum block is 3 times as thick as the 4130 steel they
are attached to, I calculate it at 50 % stronger. Overkill, but I like strong
:)
I do thank you for the warning though, I would rather have to recalculate and rethink
a structural component than have something break on me on the very slim
chance that I made a mistake [Wink]
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=172237#172237
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
| Subject: | Re: fuel system plumbing, aux tank |
If I forget the valve, the fuel simply wont be drawn by the pump.
>
> Mike
Mike:
Looks like Murphy is sitting right by your fuel pump switch and fuel valve.
If you forget to turn it on before you run dry on the main tanks, it might
get suddenly quiet.
I initially had a Ken Brock 9 gal seat tank in my FS. Used the 5 gal
original tank as an aux. Normal procedure was fly 2.0 hrs off the clock and
turn on the drain valve. On two seperate occassions I forgot to turn on the
valve at 2.0 hrs. First one put me on the ground between Perry and Live
Oak, FL. Second one was low level over cultivated fields on the south side
of Lake Okeechobie, FL. I lucked out and got a hand restart before I hit
the ground, which would have torn up my airplane in those conditions.
john h
mkIII
Labhart Field, KY
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | wing and hor stab incidences |
Mike B & others,
These are the measurements, in degrees, of the planes I have been given.
These readings are predicated on setting your main wings to 9 degrees, fir
st!! By setting the main wings to 9 degrees, your landing gear has nothing
to do with any further measurements.
For anyone else that wants to check and verify these figures, feel free t
o chime in. But, remember, prop up your wings to 9 degrees, or all these f
igures are useless. You have to have a basic reference point to begin, I j
ust happened to choose 9 degrees......
In analyzing these figures, be be honest, what these SHOULD be applied to
is a drawing!!! I see where Brian's angle under the fuselage is off by a
huge margin. Why? He likely took a reading from a different location, tha
n the others.
Mike Welch
________________________________________________________________________________
| From: | "Wade Lawicki" <wlawicki(at)yahoo.com> |
Possum,
Are you going to mention what aircraft those tips are on ; )
Fly Safe,
Wade
--------
Fly Safe! Wade
Nashville Tn.
FS 2
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172253#172253
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
I fell in love with those new wings and droop tips ever since I saw
>that MK III Xtra at Sun and Fun last year.>>
That is an Xtra?. With a nosewheel? Huh?
Pat
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
mdnanwelch7(at)hotmail.co wrote:
>
> Something still seems to be a little off regarding Mike B's plane. 85 mph
top speed, with the 912S, strikes me
> he has something out of whack. Wing settings, prop pitch, something.
>
> Mike Welch
>
>
Mike,
I did not mean to imply that my top speed was 85 MPH, I was trying to say that
to go that fast, it took a lot of throttle, much more than I like to run at cruise
which is about half.
I have never gone as fast as the plane would go in level flight, I always back
off the throttle when it gets in the 80's... I have just never wanted to go
any faster in my Kolb. I did see 90 once by accident, on a steep approach, looking
back for the 172 that was behind me on final :) When I looked foward,
speed had crept up to 90 MPH [Shocked]
Given what John H reported in his first post, I may have my prop pitched to much.
I am climbing out at 5200 RPM, I set it based on what he was reporting for
his MK III Classic. I might get better performance setting the pitch to climb
out at 5400 - 5500 RPM as John has set for the MK III Xtra he is testing now.
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=172262#172262
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Mike B.
Oh. Okay.
I thought you meant full-out throttle was 85. Ok.
But, I'm still a little curious about the non-OEM suggested hor. stab. mo
unting
position, though.
Another question I have is: If you DID go 90 mph in your plane, does you
're windshield
flex down? Seems like a lot of down force. I was just wondering.
Mike W
> Subject: Kolb-List: Re: MKIII X> From: orcabonita(at)hotmail.com> Date: Mon,
essage posted by: "JetPilot" > > > mdnanwelch7(at)h
otmail.co wrote:> > > > Something still seems to be a little off regarding
Mike B's plane.=EF=BD 85 mph top speed, with the 912S, strikes me > > he
has something out of whack. Wing settings, prop pitch, something.=EF=BD
> > > > Mike Welch> > > > > > > Mike,> > I did not mean to imply that my t
op speed was 85 MPH, I was trying to say that to go that fast, it took a lo
t of throttle, much more than I like to run at cruise which is about half.>
> I have never gone as fast as the plane would go in level flight, I alway
s back off the throttle when it gets in the 80's... I have just never wante
d to go any faster in my Kolb. I did see 90 once by accident, on a steep ap
proach, looking back for the 172 that was behind me on final :) When I look
ed foward, speed had crept up to 90 MPH [Shocked] > > Given what John H rep
orted in his first post, I may have my prop pitched to much. I am climbing
out at 5200 RPM, I set it based on what he was reporting for his MK III Cla
ssic. I might get better performance setting the pitch to climb out at 5400
- 5500 RPM as John has set for the MK III Xtra he is testing now.> > 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 t
his topic online here:> > http://forums.matronics.com/viewtopic.php?p=172
=======> > >
_________________________________________________________________
Watch =93Cause Effect,=94 a show about real people making a real difference
. Learn more.
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
Rick N:
I know of four, no five MKIII's that cruise 85 mph at 5,000 with 80 and
100 hp engines.
My MKIII was initially powered with a 65 hp Rotax, then an 80 and now a
100. Cruise was 80 mph, 85 mph, and 88 mph at normal cruise rpm which
was 5,800 for the two stroke and 5,000 for the 912's.
Take care,
john h
mkIII
Labhart Field, KY - Getting ready to get some more time in the X. Sun
has broken through and the wind has died down a bit.
know when I have flown cross country with the 100HP MKIIIC guys they
are always giving me a rough time about how slow my plane is. I think a
100 HP MKIIIC cruises about 80.
Rick Neilsen
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
Mike W:
I am a Kolb man. No experience in any other ULs and very little in a
152, just enough to get a private ticket after I retired from the Army.
Unlike the Kolb, the MX engine is mounted inverted beneath the wing.
The thrust line is below the wing, not well above the wing like our
Kolbs. I am sure there is a big difference in handling and flight
characteristics, opposite thrust lines.
Every Kolb I have flown has had to be tuned up and tweaked to get it to
fly like the builder/flyer wants it to. I don't know of anyone with the
capability of most of us, working in basements, garages, and living
rooms, could build something as sophisticated at an airplane and get it
to fly 100% right out of the box.
If you can iron out all the bugs before the first flight, you are a
better man than me. ;-)
Most Kolbs hit an invisible wall, after which no amount of power is
going to make enough difference to make them into a Glasair. I have
accepted my mkIII is an 85 mph airplane. Have been able to cover great
distances with it and still get back home. If I had been flying all
those hours and miles with a 300 mph airplane, there are times I would
have been bored in it the same as I get, at times, in my mkIII flying
over long, boring, uncomfortable wind condition places. However, when
the terrain and the flying get exciting again, I rarely thing of how
fast I am flying across the ground.
Take care,
john h
mkIII
Labhart Field, KY
I am aware of the nose down tendency of the raised rear engine
mount. Although my experience with
this tendency is very faded. It has been a few years since I was
training to fly a Quicksilver MXII, w/582.
Something still seems to be a little off regarding Mike B's plane.
85 mph top speed, with the 912S, strikes me
he has something out of whack. Wing settings, prop pitch, something.
These are all the bugs I want ironed out of my plane prior to the
first flight!!! I assume nothing!!
Mike Welch
________________________________________________________________________________
| From: | Mike Welch <airspeedx3(at)yahoo.com> |
John H.
A minor point of clarification....the MXII I was training in was a top mount
582. You are correct, in that most Quicks were inverted, but I wasn't clear
to mention I meant a "top mounted" version. (see photo) And my experience level
is was/still is beginner to novice. I think I had about 12-15 hours, total,
prior to deciding to get my regular private pilot license.
I know the top mounted style aircraft exerts a downward push on the nose, I
just don't recall how much. (I flew the Quicks as a trainee back in 1993-1994,
and never soloed)
I doubt very seriously if I get my MkIII correct, right out of the box(es).
I most certainly want to al least get it close. I made a terrible assumption,
once before, about flying ultralights. Very bad results. I'd like to think
I no longer assume anything. Verification and assurance of facts, IMO, is a
good route.
My flying experience is also quite limited. Trained in a C-150, got about
15 hours of
misc. training in the MXII's, bought my first C-172, sold it to build this MkIII,
bought my present C-172, and it's for sale (Trade a Plane). Maybe a total
of about 600 hours. I have enough experience to know I need to be instucted
in a Kolb prior to flying one!!
The reason for the sale of my Cessna is that I believe my finished MkIII will
be all the airplane I will need. My intention isn't to really make it "scream
along", just fly within it's
expected, and properly tuned parameters.
BFN, Mike W
"Travis Brown (Kolb Aircraft)" wrote:
.hmmessage P { PADDING-RIGHT: 0px; PADDING-LEFT: 0px; PADDING-BOTTOM: 0px;
MARGIN: 0px; PADDING-TOP: 0px } BODY.hmmessage { FONT-SIZE: 10pt; FONT-FAMILY:
Tahoma } Mike W:
I am a Kolb man. No experience in any other ULs and very little in a 152, just
enough to get a private ticket after I retired from the Army.
Unlike the Kolb, the MX engine is mounted inverted beneath the wing. The thrust
line is below the wing, not well above the wing like our Kolbs. I am sure
there is a big difference in handling and flight characteristics, opposite thrust
lines.
Every Kolb I have flown has had to be tuned up and tweaked to get it to fly like
the builder/flyer wants it to. I don't know of anyone with the capability
of most of us, working in basements, garages, and living rooms, could build something
as sophisticated at an airplane and get it to fly 100% right out of the
box.
If you can iron out all the bugs before the first flight, you are a better man
than me. ;-)
Most Kolbs hit an invisible wall, after which no amount of power is going to
make enough difference to make them into a Glasair. I have accepted my mkIII
is an 85 mph airplane. Have been able to cover great distances with it and still
get back home. If I had been flying all those hours and miles with a 300
mph airplane, there are times I would have been bored in it the same as I get,
at times, in my mkIII flying over long, boring, uncomfortable wind condition
places. However, when the terrain and the flying get exciting again, I rarely
thing of how fast I am flying across the ground.
Take care,
john h
mkIII
Labhart Field, KY
I am aware of the nose down tendency of the raised rear engine mount. Although
my experience with
this tendency is very faded. It has been a few years since I was training to fly
a Quicksilver MXII, w/582.
Something still seems to be a little off regarding Mike B's plane. 85 mph top
speed, with the 912S, strikes me
he has something out of whack. Wing settings, prop pitch, something.
These are all the bugs I want ironed out of my plane prior to the first flight!!!
I assume nothing!!
Mike Welch
---------------------------------
Never miss a thing. Make Yahoo your homepage.
________________________________________________________________________________
| From: | TK <tkrolfe(at)toast.net> |
| Subject: | Re: Fly-in at Homer's |
Dana Hague wrote:
> At 09:37 AM 3/24/2008, Travis Brown (Kolb Aircraft) wrote:
>> Dana: Doesn't pay to assume anything around here.
>>
>> You may camp at Homer's. Several of us flying up from the South and
>> West will be camping there.
>
> Cool, that makes things easier. I thought I remembered from last year
> (never got the plane ready in time) that nobody was camping there.
> I'll be driving down in the morning from my NY cabin but the long
> return trip in the evening after a long day outdoors and flying is
> always a drag. Fortunately with the US there's plenty of room to sack
> out below the tail boom when the plane's in the trailer.
>
> -Dana
Dana,
Hold your horses!! John was speaking off the cuff. Neither he nor I
have talked to Homer about a group camping there. When we set this up
it was to be as least intrusive as possible. They already go out of
their way hosting this and providing us with a picnic lunch. Please
wait until either John or I have a chance to approach Homer with this idea.
That is why last year I didn't promote the idea and provided
alternatives for camping. John has a lot of history with Homer and his
relationship goes way back and I'm sure he is welcome there any time. I
don't think it is proper for the rest of us to presume! I will keep the
list informed.
Terry - FireFly #95
________________________________________________________________________________
| From: | Eugene Zimmerman <ez(at)embarqmail.com> |
| Subject: | Re: wing and hor stab incidences |
On Mar 24, 2008, at 2:08 PM, ElleryWeld(at)aol.com wrote:
> Now if we could get the cruise & stall speed for each airplane @ a
> particular RPM that would give everyone else something better to
> choose from wouldn't it?
If I tell you my Firestar's top speed straight and level is 100mph and
stalls at 18mph with VGs would you be impressed?
What if I posted actual pictures of my air-speed indicator reading
those figures?
I believe it prudent to view all posted air speeds with a healthy
degree of skepticism because of the significant variations in air-
speed indicators from one plane to another.
For me it is merely interesting information with little real value.
My personal opinion,,,,,,,, proud as I am of my numbers. ;-)
Gene
________________________________________________________________________________
| From: | "Mark Shimei" <mshimei(at)bellsouth.net> |
I am looking for a set of 6 inch Azuzalite wheels.They don't have to have
brakes,5/8 I.D. bearings. Anyone upgrade lately and have some sitting
around? Thanks,Mark....mshimei(at)bellsouth.net
________________________________________________________________________________
| From: | Eugene Zimmerman <ez(at)embarqmail.com> |
| Subject: | Re: Ultrastar questions |
On Mar 24, 2008, at 3:49 PM, jb92563 wrote:
> Your sleeve connecting the two leading edges might help that some if
> clamped tight.
On the other hand, if you ever develop even a slight bit of play in
your wing attach points you will
put "extreme stress" on those critical little diagonal braces inside
your wing.
Are you sure that is what you really want to do?
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 02:33 PM 3/24/2008, John Hauck wrote:
>Unlike the Kolb, the MX engine is mounted inverted beneath the wing. The
>thrust line is below the wing, not well above the wing like our Kolbs. I
>am sure there is a big difference in handling and flight characteristics,
>opposite thrust lines.
Every Quicksilver I've flown had the engine above the wing. Some have had
a bottom mounted engine, but in either case, the thrust line is very close
to the wing. Not as high as a Kolb (except, of course, an Ultrastar), but
a Quick is also kinda strung out vertically, so there's a lot of drag down
low. There is significant pitch trim change with power.
-Dana
--
Work is underway on drafting a new constitution for Iraq. Why don't we
send them ours? It worked for 200 years, and we don't use it any more.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Fly-in at Homer's |
At 03:57 PM 3/24/2008, TK wrote:
>Hold your horses!! John was speaking off the cuff. Neither he nor I have
>talked to Homer about a group camping there. When we set this up it was
>to be as least intrusive as possible...
OK, I will hold any plans... or rather, plan on returning home that night
unless I hear otherwise.
-Dana
--
Work is underway on drafting a new constitution for Iraq. Why don't we
send them ours? It worked for 200 years, and we don't use it any more.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Fly-in at Homer's |
At 03:57 PM 3/24/2008, TK wrote:
>Hold your horses!! John was speaking off the cuff. Neither he nor I have
>talked to Homer about a group camping there. When we set this up it was
>to be as least intrusive as possible...
OK, I will hold any plans... or rather, plan on returning home that night
unless I hear otherwise.
-Dana
--
Work is underway on drafting a new constitution for Iraq. Why don't we
send them ours? It worked for 200 years, and we don't use it any more.
________________________________________________________________________________
Been working non stop on a Firefly for Sun n Fun. After about 20 hrs work I
just finished the gap seal. Hopr to see everyone there.
Steve B
Firefly 007/Floats
do not archive
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15?ncid=aolhom00030000000001)
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Ultrastar questions |
At 03:49 PM 3/24/2008, jb92563 wrote:
>Do you have a complete list of UltraStar concerns/bookmarks available?
>
>I'd sure be interested to see what else you found.
>
>I will note those and check them out.
Well, the messages I was referring to were the only ones I bookmarked
addressing specific concerns.
>The diagonal bracing is a couple tubes that attach to the leading edge at
>one end and are attached to the Main tube spare at the other forming a
>triangle between the main spar tube, a rib and the diagonal brace.
>
>They prevent the leading edge from moving towards the tip or root
>directions from vibration, uneven skin covering tension spanwise, flight
>loads and rough ground handling.
Yes, I understand that. I wasn't sure if that's what John was referring to
as "lateral bracing".
>Your sleeve connecting the two leading edges might help that some if
>clamped tight.
No, that provides no spanwise support. I imagine it was originally
installed to support the center gap seal, but it would also tend to prevent
relative vertical motion of the leading edges (i.e. wing twist).
-Dana
--
Work is underway on drafting a new constitution for Iraq. Why don't we
send them ours? It worked for 200 years, and we don't use it any more.
________________________________________________________________________________
Photo 2
____________________________________
Create a Home Theater Like the Pros. _Watch the video on AOL Home_
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15?ncid=aolhom000300000000
01) .
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15?ncid=aolhom00030000000001)
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Ultrastar questions |
At 05:16 PM 3/24/2008, Eugene Zimmerman wrote:
>On the other hand, if you ever develop even a slight bit of play in your
>wing attach points you will
>put "extreme stress" on those critical little diagonal braces inside your
>wing.
>
>Are you sure that is what you really want to do?
The sleeve isn't clamped tight; it's just a short piece of the next size
larger tubing slipped over the leading edge tubes. It stays on one side,
then when the wings are unfolded it slips to the center and spans across
both. There's no spanwise support other than friction, though I expect it
might help to prevent any relative vertical motion (wing twist).
Still, I have to think on this. There's always a "slight bit of play" in
any connection, and although I presume it was added to help support the
wing gap seal, I don't know that it's actually that important... and it IS
kind of a PITA to slip into place. OTOH, it WOULD add some additional
support in the event of a failure at some other point.
-Dana
--
Work is underway on drafting a new constitution for Iraq. Why don't we
send them ours? It worked for 200 years, and we don't use it any more.
________________________________________________________________________________
| From: | "Jim ODay" <jimoday(at)hotmail.com> |
Steve:
Looks like you have a very nice project going.
I used the same concept. The soft pack is not mounted (when the pic was shot)
but it fits under the lexan and exists out the hinged door (although I have not
tested it). The only thing I do not like is the the Velcro is tenacious in
its grip and hard to remove the seal. But I know it is not going to be flapping
in the wind.
Wish I could go to Sun & Fun .... :?
Fly safe,
Jim
--------
Jim O'Day
Fargo, ND
Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172372#172372
________________________________________________________________________________
In a message dated 3/24/2008 8:10:03 P.M. Eastern Daylight Time,
jimoday(at)hotmail.com writes:
The only thing I do not like is the Velcro is tenacious in its grip and hard
to remove the seal.
Jim,
I do not use both halves of the Velcro. Only the soft side is used. the gap
seal is held front and back with fasteners.
Steve B
Firefly 007/Floats
do not archive
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15?ncid=aolhom00030000000001)
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
Bill,
I have removed the fuel tank from my Original FireStar by first
disconnecting the vertical control rod that operates the ailerons. With that
out of the
way, the tank can be maneuvered, with a little finagling, through that
triangular space, into the cockpit area.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
In a message dated 3/24/2008 10:24:07 A.M. Eastern Daylight Time,
williamtsullivan(at)att.net writes:
Dana- I think I will get the tank before I decide what to do. the 10 gallon
tank is mounted high, over the BRS. The BRS is fully enclosed, and fires out
the side through the fabric. maybe I can access through the seat back, but I
think there is a strut in the way.
Bill
FS/KXP
Windsor Locks, Ct.
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________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Firestar Project-AOI |
Ray- I forgot. The reason I questioned the angle of incidence was that the KXP
wings had 3 holes on the forward mount. The center one worked out for the correct
angle. I was wondering if anyone had had occassion to experiment- looks
like others are discussing this now, and I'm learning. I am not going to try anything
funny at this point. Once I know the habits of this thing I may pull the
adapter channels off and drill two more holes in each.
Bill Sullivan
FS/KXP
Windsor Locks, Ct.
________________________________________________________________________________
| From: | "Jim ODay" <jimoday(at)hotmail.com> |
Steve:
I see how you did that now. Much better than mine!
I think I may have another project to add to my to-do list. Mine is similar to
yours but .... not as nicely done.
Thanks for pointing that detail out. I can add some more fasteners to mine, I
used fasteners around my engine. The Velcro is a b%#@ to separate and I need
to slide in a strip of plastic to get the darn thing on/off.
Thanks,
Jim
--------
Jim O'Day
Fargo, ND
Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172393#172393
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
Bill Sullivan,
Ooops! I forgot that you have a 10 gallon tank. That might not fit through
the space I talked about below.
BV
In a message dated 3/24/2008 8:38:23 P.M. Eastern Daylight Time,
WhiskeyVictor36(at)aol.com writes:
Bill,
I have removed the fuel tank from my Original FireStar by first
disconnecting the vertical control rod that operates the ailerons. With that
out of the
way, the tank can be maneuvered, with a little finagling, through that
triangular space, into the cockpit area.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
In a message dated 3/24/2008 10:24:07 A.M. Eastern Daylight Time,
williamtsullivan(at)att.net writes:
Dana- I think I will get the tank before I decide what to do. the 10 gallon
tank is mounted high, over the BRS. The BRS is fully enclosed, and fires out
the side through the fabric. maybe I can access through the seat back, but I
think there is a strut in the way.
Bill
FS/KXP
Windsor Locks, Ct.
=============
ist
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
============== ://forums.matronics.com/">http://forums.matronics.com
==============
f="http://www.matronics.com/contribution">http://www.matronics.com/contribution ==============
____________________________________
Create a Home Theater Like the Pros. _Watch the video on AOL Home_
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**************Create a Home Theater Like the Pros. Watch the video on AOL
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________________________________________________________________________________
| Subject: | Mark III Landing gear wheel alignment |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
The Wheels on my plane are not set right as of now they are set like this:
Left gear: toe out 2.5*
Right gear: toe in 5.5*
This gives my plane a left sideways track.
What is the easiest way to correct this? We were thinking to ream out the hole
in the (axle holder) the steel piece on the end of the landing gear leg so that
the axle holder can be rotated on the gear leg to the right position. Once
the right position is set the enlarged hole will be welded partially shut and
re drilled to round the hole in the correct position.
What are your thoughts on this?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172400#172400
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Mark III Landing gear wheel alignment |
>
>The Wheels on my plane are not set right as of now they are set like this:
>
> Left gear: toe out 2.5*
>
> Right gear: toe in 5.5*
>
>
>What are your thoughts on this?
>
Grant,
Do you have aluminum legs?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 08:27 PM 3/24/2008, N27SB(at)aol.com wrote:
>
>
>In a message dated 3/24/2008 8:10:03 P.M. Eastern Daylight Time,
>jimoday(at)hotmail.com writes:
>The only thing I do not like is the Velcro is tenacious in its grip and
>hard to remove the seal.
>
> Jim,
>I do not use both halves of the Velcro. Only the soft side is used. the
>gap seal is held front and back with fasteners.
What is the Velcro for, then?
My gap seal is held on with Velcro... but it's a soft (clear vinyl) seal so
it peels off relatively easy as I roll it up.
-Dana
--
In the 60's people took acid to make the world weird. Now the world is
weird, people take prozac to make it normal.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 08:27 PM 3/24/2008, N27SB(at)aol.com wrote:
>
>
>In a message dated 3/24/2008 8:10:03 P.M. Eastern Daylight Time,
>jimoday(at)hotmail.com writes:
>The only thing I do not like is the Velcro is tenacious in its grip and
>hard to remove the seal.
>
> Jim,
>I do not use both halves of the Velcro. Only the soft side is used. the
>gap seal is held front and back with fasteners.
What is the Velcro for, then?
My gap seal is held on with Velcro... but it's a soft (clear vinyl) seal so
it peels off relatively easy as I roll it up.
-Dana
--
In the 60's people took acid to make the world weird. Now the world is
weird, people take prozac to make it normal.
________________________________________________________________________________
| Subject: | Re: Firestar Project |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Bill,
I pulled out my old Firestar plans and took a look. It looks like you have KX
wings. My plans have two wing versions, a five rib "KX only" and seven rib "KXP
only".
The plans show no difference at the rear drag strut fitting between models. I'm
not sure why the fitting was sticking out so far on your wing set. The plans
show the center of the trailing edge end of the hole in the drag strut fitting
as protruding 3/4" from the rib. This would put the end toward the leading
edge at just less than an inch.
I have attached a quick (not to scale) sketch of the area to clarify the above.
If you have trouble with the .pdf let me know and I can post it as a jpeg.
You are going to love your plane. Light Firestars are a delight to fly.
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172434#172434
Attachments:
http://forums.matronics.com//files/drag_strut_attach_sketch_703.pdf
________________________________________________________________________________
| Subject: | Re: Mark III Landing gear wheel alignment |
| From: | "Wade Lawicki" <wlawicki(at)yahoo.com> |
Grant,
I did my FS a couple months ago. Took the wheels off, axles out, used
a fiberglass rod or electric conduit through both axles to align. I pulled my
aluminum gear legs out a half inch and re drilled the top holes. I did lower
the axles to the ground and load the gear before drilling.
Fly Safe,
Wade
--------
Fly Safe! Wade
Nashville Tn.
FS 2
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172445#172445
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
Roger- The drawing you posted looks exactly like the original wings on my plane.
The replacement wing set has a rear mount that was mounted 90 degrees off from
the drawing (the attaching bolt for the u-joint goes the other way from the
drawing.) The mount on the new wing set is a massive lug compared to the original
(pictured). Dimensions from front to rear were different by a couple of inches.
Maybe my plane is a Firestar/KX. What year are those plans?
Bill Sullivan
FS/KX
Windsor Locks, Ct.
________________________________________________________________________________
Dana, It keeps things from chaffing.
In a message dated 3/24/2008 10:22:09 P.M. Eastern Daylight Time,
d-m-hague(at)comcast.net writes:
What is the Velcro for, then?
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
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________________________________________________________________________________
| Subject: | Re: fuel system plumbing, aux tank |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Hi John,
I like your single fuel tank system better, simple no chance for error. The problem
for me was to figure out how to get more fuel without cutting and welding
on my cage, so I had to come up with something that would work with the stock
plastic tanks.
I really like Kolbs new 18 gallon tank, I will be buying one as soon as I can save
up a little cash. Its expensive but well worth it. I will leave my 6 gallon
AUX in to give me 24 gallons for when I decide to fly to Alaska :) Hows
the weather up there, hope you are able to fly soon, I look forward to hearing
more about the new MK III.
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=172499#172499
________________________________________________________________________________
| Subject: | Re: wing and hor stab incidences |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Mike,
Thanks for posting the Angles, I will recheck everything and let you know what
I find.
Gene,
Those are amazing numbers. You are correct about airspeed indicators being off
much of the time, but this is easy to fix. Go up on a Calm day, and mount a
handheld GPS next to your airspeed indicator when you take the picture, that
way you know what your error is all along the speed range.
Ellery,
I like the idea of everyone posting the numbers on thier Kolbs, that will give
everyone a good idea of what their plane should do, and if any mods and improvements
are increasing performance or not. We should start a performance comparison
thread for each model Kolb. I will be posting detailed numbers on my
Xtra one of these days.
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=172504#172504
________________________________________________________________________________
| Subject: | Re: The Numbers Don't Lie |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Those are impressive numbers John, I dont think a MK III will ever match that,
just to much Xtra drag with the wide fuselage.
Is 5480 Max Thottle ? What RPM do you get on climbout ? What are you stall speeds
like ?
BTW 90 KTS = 103.7 MPH !!! How does it feel at that speed ?
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=172505#172505
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
| Subject: | Re: The Numbers Don't Lie |
> Pressure Altitude: 2500 feet, 52 degrees F.
> 5480 rpm: 90 kts
> 5000 rpm: 80 kts
> 4500 rpm: 70 kts
> 4000 rpm: 57 kts
>
> The airplane is rigged to the factory specs.
> John Williamson
John W:
Ain't fair!
How come my chubby little mkIII won't fly as fast as your skinny little
Kolbra?
Reckon my horizontal stabilizer is mounted upside down?
Getting ready to do some more flying in the new X before the forecast winds
arrive in London. We are looking for 20 to 30 mph gusting to 40. Maybe I
can try some cross wind landings this afternoon. ;-)
Testing is progressing. We plan to mount the droop tips tomorrow. If I can
get some calm air I can come up with some numbers without the tips. This
block of time has not been conducive to flying.
john h
mkIII
Labhart Field, KY - 24F climbing through 31F
________________________________________________________________________________
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Bill,
The date on the "KX only" wing panel drawing is 4-25-85. The "KXP only" sheet
is dated "AUG 1990" Several other sheets are labeled as "KX and KXP" , but it
is easy to see that this was added to the original drawings at a later date.
The only difference in the plans between KX and KXP are the wings and ailerons.
The instruction manual has a few supplemental drawings for the KXP regarding
the 503 engine. Otherwise, all else is the same. I ordered my KXP kit in early
1992. I'd be happy to check the plans for anything else if you have questions.
Have a good one,
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172510#172510
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
My MK III Xtra has the new Steel gear, and the center wing bolts are drilled through
the top of the wing center section tabs just as they should be to minimize
the angle that the large wedge of the fuselage hits the airstream. I notice
the pitch changes with power, but its easy to deal with, pitch control in my
MK III is light and effective.
The downward trim is not due to the engine mounting and high thrust, because it
was trimmed to far down even at idle power, moving the horizontal stab and trim
tabs are what it took to fix it. At first I just used trim tabs to correct
the nose down tendency, but when I looked back, I could see that all the load
was on the elevator and almost none on the Horizontal stab by the way the fabric
was being pushed down. See the attached picture, this is my tail with only
trim tabs, but the stab in stock position, two people, near max gross weight.
The Xtra did great at 90 MPH, I did not even realize it was going fast until I
looked at the airspeed indicator. I have never seen any indication of the front
window being pushed in, not even at 90 MPH.
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=172511#172511
Attachments:
http://forums.matronics.com//files/aerialultralightkolbmikefloridahomestead07_09_2007_175_743.jpg
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
| Subject: | Re: Ultrastar questions |
> If that sleeve was clamped tight it would translate all sorts of
vibration and flexing loads into those diagonal braces and accelerate the
loosening of rivets or crack them at the bends.
>
> In retrospect I'd leave the sleeve unclamped.
>
> Ray
Ray/Dana/Gang:
The braces on the nose of the inboard rib serve one purpose, to keep the
fabric from pulling the nose of the rib.
The leading edge braces are the important ones. I can not remember how many
the plans call for for the US and FS. This is a sensitive area for me and I
go overboard with 1/2" OD braces from leading edge to main spar on both ends
of the wing section.
There was never a requirement in the plans for a sleeve over the inboard
ends of the leading edge of the wings. Would never serve a structural
purpose.
john h
mkIII
Labhart Field, KY
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
| Subject: | Re: The Numbers Don't Lie |
> John, how are the tips configured now? stock kolb or chopped end?
> BB
Bob B:
The wing section is 13 feet long and chopped off at the end. It is the same
length as the FSII wing section including the bowtip. With the new droop
tips, the wing section will be about 14 feet.
I just landed from my morning flight. Air is cold, 35F, and wind is brisk.
The X has 20 and 45 degrees of flaps. She stalled at 32 mph IAS and 30 mph
IAS at 3,000 feet ASL.
This airplane is more a rudder airplane than any other Kolb I have flown,
yet it flies and handles much like all the other models.
I did some maximum climbs this morning. This airplane climbs at a near
vertical attitude. It feels and looks nearly vertical when it is screwing
its way into the air. At one point the engine quit while climbing. I have
never had this happen in a Kolb.
I have a much better atttitude about this X than any of the others I have
flown. Might be because of changes between the models and the fact that I
have assisted in tweaking this one to fly the way I like them.
john h
mkIII
Labhart Field, KY
________________________________________________________________________________
| From: | The Kuffels <kuffel(at)cyberport.net> |
| Subject: | True vs Indicated Airspeeds |
It was noted:
<< airspeed indicators being off much of the time, but this is
easy to fix. Go up on a Calm day, and mount a handheld GPS >>
Even better, I have an Excel spreadsheet where you enter 4 GPS
ground tracks and speeds. Output is 4 true airspeeds and wind.
Only 3 inputs are required. But if you fly an approximate square
pattern instead then you get redundant data which gives you an
estimate of accuracy.
Besides graphs of true vs indicated airspeeds at various
altitudes, this method can show your *real* stall speeds.
Email me direct for a copy.
Tom Kuffel
Whitefish, MT
Building Original FireStar
________________________________________________________________________________
| Subject: | Re: The Numbers Don't Lie |
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
JetPilot wrote:
> Those are impressive numbers John, I dont think a MK III will ever match that,
just to much Xtra drag with the wide fuselage.
> Is 5480 Max Thottle ? What RPM do you get on climbout ? What are you stall
speeds like ?
> BTW 90 KTS = 103.7 MPH !!! How does it feel at that speed ?
> Mike
Hi All,
Yes 5480 rpm is full throttle, I couldn't prop it to hit 5500 rpm exactly.
Climbout rpm is dependent on airspeed and angle of climb so it is not very relevant.
Climb rate will vary from 500 fpm to 1400 fpm depending on what is in the
pattern behind and in front of me.
Stall speed is a good reference number for some I guess. The only three times I
see the stall speed is accellerating thru it with the wheels on the runway, decelerating
back thru it with the wheels on the runway and when actually doing
stalls at least 1500 feet above the ground.
I see 96 kts (110.4751 mph) on almost every flight. It feels like a Kolb.
I also should have said that my speeds are calibrated airspeeds, not just indicated
airspeeds. If you have an error in your IAS, you should adjust it out or
make a calibration card to go beside your IAS indicator. For the folks that like
TAS, I had included the PA and Temp so you can figure the TAS.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS, 1580 hours
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172559#172559
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Ultrastar questions |
> > If that sleeve was clamped tight it would translate all sorts of
> vibration and flexing loads into those diagonal braces and accelerate the
> loosening of rivets or crack them at the bends.
>>
>>In retrospect I'd leave the sleeve unclamped.
Well, as I said, it's not clamped; it's just another piece of tubing, about
8" long. Does take some pushing to get it over since there's a very slight
misalignment between the leading edge tubes.
Of course, if there IS play in the other wing attach points then stressing
it at the leading edge could either help or hurt... hurt, because it's
stressed... or help, because the pretension might keep things from
hammering back and forth.
>The braces on the nose of the inboard rib serve one purpose, to keep the
>fabric from pulling the nose of the rib.
>
>The leading edge braces are the important ones. I can not remember how
>many the plans call for for the US and FS. This is a sensitive area for
>me and I go overboard with 1/2" OD braces from leading edge to main spar
>on both ends of the wing section.
The US plans only show one 5/16" brace, on the inboard end (not counting
the three braces that support the inboard rib). Thinking about it (and in
light of why you consider it a "sensitive area", John) it _does_ seem kinda
flimsy.
>There was never a requirement in the plans for a sleeve over the inboard
>ends of the leading edge of the wings. Would never serve a structural purpose.
No, as I said I suspect it was added because a previous owner thought it
would better support the gap seal. I'm thinking, however, that adding
bolts or pins through slots in the sleeve (so there's NO load on the sleeve
until/unless the leading edge moves, say, 1/2", which could _only_ happen
if the diagonal brace failed) could be an additional safety factor.
-Dana
Here's a picture if it comes through:
4ca036.jpg
--
Diplomacy: Saying "nice doggy" until you find a rock.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Ultrastar questions |
> > If that sleeve was clamped tight it would translate all sorts of
> vibration and flexing loads into those diagonal braces and accelerate the
> loosening of rivets or crack them at the bends.
>>
>>In retrospect I'd leave the sleeve unclamped.
Well, as I said, it's not clamped; it's just another piece of tubing, about
8" long. Does take some pushing to get it over since there's a very slight
misalignment between the leading edge tubes.
Of course, if there IS play in the other wing attach points then stressing
it at the leading edge could either help or hurt... hurt, because it's
stressed... or help, because the pretension might keep things from
hammering back and forth.
>The braces on the nose of the inboard rib serve one purpose, to keep the
>fabric from pulling the nose of the rib.
>
>The leading edge braces are the important ones. I can not remember how
>many the plans call for for the US and FS. This is a sensitive area for
>me and I go overboard with 1/2" OD braces from leading edge to main spar
>on both ends of the wing section.
The US plans only show one 5/16" brace, on the inboard end (not counting
the three braces that support the inboard rib). Thinking about it (and in
light of why you consider it a "sensitive area", John) it _does_ seem kinda
flimsy.
>There was never a requirement in the plans for a sleeve over the inboard
>ends of the leading edge of the wings. Would never serve a structural purpose.
No, as I said I suspect it was added because a previous owner thought it
would better support the gap seal. I'm thinking, however, that adding
bolts or pins through slots in the sleeve (so there's NO load on the sleeve
until/unless the leading edge moves, say, 1/2", which could _only_ happen
if the diagonal brace failed) could be an additional safety factor.
-Dana
Here's a picture if it comes through:
4ca036.jpg
--
Diplomacy: Saying "nice doggy" until you find a rock.
________________________________________________________________________________
| Subject: | Re: The Numbers Don't Lie |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
[quote="travis(at)tnkolbaircraftI did some maximum climbs this morning. This airplane
climbs at a near
vertical attitude. It feels and looks nearly vertical when it is screwing
its way into the air. At one point the engine quit while climbing. I have
never had this happen in a Kolb.
john h
mkIII
Labhart Field, KY[/quote]
That is incredible, but what caused the engine out ? Could it be that the climb
was so steep that it the fuel in the carb bowls was to far from level, or the
fuel moved back in the tank away from where it is picked up ?
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=172560#172560
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
| Subject: | Re: The Numbers Don't Lie |
> That is incredible, but what caused the engine out ? Could it be that
the climb was so steep that it the fuel in the carb bowls was to far from
level, or the fuel moved back in the tank away from where it is picked up ?
>
> Mike
Mike B:
First question: Probably fuel starvation from the floats closing the float
valves.
Flew again later and could not get the X to climb like it did early this
morning. Climbed like any other Kolb, stick full back, climbing until the
prop started cavitating, but still climbing.
john h
mkIII
Labhart Field, KY
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | The Numbers Don't Lie |
> I have a much better attitude about this X than any of the others I have
> flown. Might be because of changes between the models and the fact that I
> have assisted in tweaking this one to fly the way I like them.> > john h
> mkIII> Labhart Field, KY
John,
You crack me up!! You're sounding like the guy that just got back from t
est-driving
a 2009 Pickup.....and saying "hey, can I get this in metalic silver. 5 mo
re minutes, and you're hooked!!
You may as well make a $12,000 donation to TNK right now! ha ha ha ha!
(Don't be mad at me, I'm just
funnin' ya!)
I have a little favor to ask of you. Since you get the impression that t
his new MkIIIXtra fly fairly well, would it be possible for you to take a r
eading of the main wings' and the hor. stabs incidences, and the boom tube.
No need to go to any elaborate measures, just a quick reading of the bott
om of the wing, and the top of the stabs, and the boom tube. That way, I c
an set my boom tube to your reading, and then set my incidence the same the
plane you're flying. I'll bring you a cold beer at Monument Valley. Than
ks
Mike Welch
_________________________________________________________________
Watch =93Cause Effect,=94 a show about real people making a real difference
. Learn more.
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Firestar Project |
I made the fill neck limiter today. The hardware store had a long, tapered funnel
for $2.49 that was the perfect length. One cut with a hacksaw, then sanded
to remove plastic chips, and two minutes with a glue gun converted the ten gallon
tank to five gallon.
I looked at the vacuum fuel pump bracket on the 447- the aileron horn came
awful close when folded. Turns out the bolt holding the bracket was only finger
tight! No lockwasher or locknut! Fixed that, but if I had the previous owner's
luck I'd buy lottery tickets.
I started making a tow dolly like Jack Hart did, but mine will have a handle
extended parallel to the ground to clear the wings in the folded position. My
wings stick out quite a bit past the tail. The wheel/lazy susan assembly is
all built, and I am going to use some electrical conduit for the handle. Total
cost will be about $20.
John H.- I think I have better weather. In the forties and sunny, little wind.
Keep reporting, and thanks.
Bill Sullivan
FS/KX
Windsor Locks, Ct.
________________________________________________________________________________
| From: | David Key <dhkey(at)msn.com> |
| Subject: | The Numbers Don't Lie |
Don't click this link if you have dial up.
Here's a great photo of JohnW's skinny plane
http://home.tx.rr.com/kolbrapilot/index_files/IMG_0530.JPG
________________________________________________________________________________
| From: | David Key <dhkey(at)msn.com> |
| Subject: | The Numbers Don't Lie |
Sorry I found that photo on John's site but it doesn't look like his plane.
________________________________________________________________________________
| From: | Eugene Zimmerman <ez(at)embarqmail.com> |
| Subject: | Re: wing and hor stab incidences |
Hey Mike.
Please do not take those numbers too seriously. That was the whole
point of my post.
While I am happy with my plane's performance, my plane is modified
pretty far from the stock Kolb Firestar and has a 75 hp 618 Rotax
engine.
I agree that with enough comparison with a GPS one can get a pretty
good perspective on the accuracy of ones ASI at various speeds, The
indicator can be tweaked by adjusting its static port.
Here is what I have found to be a very effective way for me to tweak
my air speed indicator to read accurately. I have an aluminum static
port tube and pressure port tube side by side on the nose of the
plane (mine are about 1 inch apart) with end of the static port tube
permanently sealed shut and with a 1/16 or smaller ( I forget) hole
drilled in the side of the tube about 1 1/2 inch from the end of the
tube. I slip a short piece of snugly fit fuel hose over each tube for
protection. By adjusting how close to the small hole in the side of
the tube the end of hose is slipped on, the static pressure reading
can be adjusted. The closer the end of the hose is to the small hole
the faster the indicator will read. I start out first without the
protection hoses on to adjust for the ideal mounting angle for my
tubes for the flight attitude where I want my indicator to be
accurate, but more importantly CONSISTENT. For me that is the slow
speed stall attitude.
There are probably other good ways to get more accurate airspeed
readings but that is what has worked for me.
Gene
On Mar 25, 2008, at 9:52 AM, JetPilot wrote:
> Gene,
>
> Those are amazing numbers. You are correct about airspeed
> indicators being off much of the time, but this is easy to fix. Go
> up on a Calm day, and mount a handheld GPS next to your airspeed
> indicator when you take the picture, that way you know what your
> error is all along the speed range.
________________________________________________________________________________
| From: | Eugene Zimmerman <ez(at)embarqmail.com> |
| Subject: | Re: The Numbers Don't Lie |
Don't click this link if you want to see a kolbra.
On Mar 25, 2008, at 6:34 PM, David Key wrote:
> Don't click this link if you have dial up.
>
> Here's a great photo of JohnW's skinny plane
> http://home.tx.rr.com/kolbrapilot/index_files/IMG_0530.JPG
>
>
________________________________________________________________________________
| Subject: | Tube coping/notching calculator |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Hello all:
A good friend of mine showed me this very handy tool and I was so impressed I had
to post it. He does a lot of aircraft building, repair and modification and
uses this little on-line calculator all the time. You simply fill in the blanks
and then print out the results. Wrap the print around your tube and transfer
the shape. A couple of hacksaw cuts, a little grinding and some work with
a rattail file and you have a nice tight joint to weld.
It won't help much for complicated clusters, but is great for axle fittings, etc.
It works great for fitting a cross tube in between two existing tubes. If
you have ever done this you know how frustrating it can be to get both ends coped
correctly and the length right at the same time.
This is how he does it: Make a printout for each end on good stiff paper. Trim
the printouts to shape and wrap them around a tube of the correct diameter, but
short enough to fit into place. Use a straight edge to make a reference line
down the tube to help with alignment before you wrap the paper around it. A couple
of rubber bands work great for holding the paper tight enough to stay put,
but loose enough to allow you to slide the paper shapes out against the parent
tubes. The coped paper simulates the ends of the tube and lets you measure
what you will need for tube length. Takes a lot of the guess work out and lets
you check the print for accuracy before cutting the real tube. It really is
a god-send when going between non-parallel tubes of different diameters. Anyway,
here is the link:
http://www.metalgeek.com/static/cope.pcgi
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172717#172717
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
That is a very good link Thom, not only is there a video, there is also a good
article on VG's effects. I find it interesting that the author has had the same
experience of improving their planes landing characteristics. Below is an
excerpt from the article.
" Easier Landings
This video dramatically demonstrates how it is that VGs give the soft, gentle stall
that makes landings so much easier! Imagine you are flaring for a landing
and are still a bit too high when the wing stalls. Wouldnt you rather have
the stall start by just nibbling at the root rather than suddenly stalling most
of the wing at once???
Settle on gently rather than come down with a thump!! "
The VG discussion has been very useful, based on some of the emails I have gotten,
it has convinced a few more Kolb Flyers to try VG's. We have helped some
people improve their planes, I would call the VG threads a huge success. If
some are threatened and upset by good information that helps people improve their
Kolbs, then shame on them. For those few that want to suppress this information
by claiming to be " Tired of the discussion " , be adult enough to just
not click on the VG thread instead of whining and complaining. If more information
about VG's can help more people on this list improve their Kolbs, then
it should be discussed.
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=172760#172760
________________________________________________________________________________
| Subject: | Re: The Numbers Don't Lie |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
John Willamsons Web Site and videos are great. Even if you have a slow connection,
its worth the time it takes to load the pictures and watch the videos.
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=172764#172764
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
Morning Gang:
Got an early start flying this morning.
Made my first full flap landing and a dozen more. The X is a floater
and nice soft gentle landings. Of course, I didn't stall it until it
was almost on the turf.
It flies well with full flaps which are 45 deg. Half flaps is 20 deg.
Still stalling at 30 mph IAS at 3,000 feet ASL.
Still waiting for the droop tips. Supposed to be here tomorrow.
Beautiful day in sunny, cool Kentucky.
john h
mkIII
Labhart Field, KY
________________________________________________________________________________
| Subject: | Re: The Numbers Don't Lie |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
JetPilot wrote:
> John Willamsons Web Site and videos are great. Even if you have a slow connection,
its worth the time it takes to load the pictures and watch the videos.
>
> Mike
I believe this has been noted already here, but a bunch of John's videos are on
youtube.
This recent one is pretty neat:
http://www.youtube.com/watch?v=fpM_-8xuEOw
I recognize the view, as it looks just like the backseat of my II SS. They must
have been poking along a bit, as the high AOA evident in the titan is a little
like mine with a passenger and going about 70 to 80mph.
I love my titan but I must say the Kolb is probably the coolest looking airplane
there is ;)
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172776#172776
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Kolbers,
I just finished my "Uncle Craig designed" boom support, with my own modi
fications. Since my ailerons do not unhook like the usual method, I did no
t need the tall support shaft, to carry the ailerons. My ailerons are secu
red with their own cushioned frame, and cinched down to the boom support in
the provided hooks.
I made my wing support pads with the ability to "rock" a little, to allow
for slight differences between the wing's and the pads. Another change I
incorporated are little tabs on the back side of the main square tube, to a
llow for a tow bar. My intention, eventually, is to actually tow the plane
, fully assembled, to my local airport. At least, that's the plan...we'll
see. The entire cost of this version of my boom support was very close to
$75, and about 2 1/2 days to build.
Also, I have included a photo of the main wheel dollys I just finished bu
ilding (I have two). I had made a fairly small cheapo set out of wood, wit
h small castors, and they didn't work worth beans!! This set is made with
much bigger castors, steel channel frame, and the wheels end up being much
closer to the ground. Total cost for the castors, scrap steel, and paint..
.about $50. Not shown in the photos, yet, because I haven't rigged them, i
s the orange strap binders for each dolly.
If anyone wants any additional photos, email me off list. I have several
more photos available.
Credit goes to Uncle Craig for the design. I just saved myself a quite a
bit of work by copying his stuff. BTW, those castors (on the boom support
) are the smallest pneumatic tires I have EVER seen. They actually have tu
bes and a valve stem. They weigh very close to 2 pounds, for the tire & wh
eel!! Cost for each castor was about $9 (ea), IIRC, from Harbor Freight.
I have separate photos of just the wheel, if anyone is interested.
Mike Welch
80 degrees in SW Utah
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
George- What does your rear wing u-joint lug look like? How about the distance
from the fromt mount to the rear? What year is it? I am still trying to approximate
the year on mine.
Bill Sullivan
FS/KX
Windsor Locks, Ct.
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Firestar Project |
Well that reminds me of my flying days out of Westborough Mass, when it still had
an airport. $10 bucks for the plane and 15 bucks total with the CFI. And I
thought that was expensive around 1974. Flew a C-150 out of a grass strip there.
I was perpetually broke in those right out of the army college days. :-) Long
ways to building a Kolb from those days.
Ron (Txaz)
=========================
---- william sullivan wrote:
============
Busy day today- decent weather, and everybody left me alone. The KXP wings are
now fully mounted and aligned. The aileron control rods are cut and welded,
and being painted tomorrow. I changed both landing gear legs, as they were mis-matched
and both bent. Tomorrow- paint the rods, install and adjust. Tighten
and maybe re-locate the fuel pump- the aileron control horn bumps or is really
close when folded. Maybe fix the ASI static line, and a little glue on some loose
windshield trim. Progress, anyway.
Dana etc., the Ercoupes I flew - 3 or 4 different ones- all had the bubble
canopy and rudder pedals. they were fairly new (in 1968) and had only minor differences.
They cost $9700 back then, new. Lessons were $20 an hour- $14 for the
plane (with gas) and $6 for the instructor.
Bill Sullivan
FS l
Windsor Locks, Ct.
--
kugelair.com
________________________________________________________________________________
| Subject: | Re: FS II Gas Tanks & FAR 103.7 |
I always thought no more than 5 gal. could be on the plane under FAR 103,
now , I hear that you can carry all you want as long as only 5 gal. is
connected to the engine.......nicht war?
So, as I understand it, that means I can have my two 5 gal. tanks on board
with quick dis-connects but only one connected to the engine? [Can't be
changed in flight] Make a 1 hour flight, then swap to the other tank for return
trip?
Hey! I might be able to live with that! Beats having only one 5 gal. tank
on board or having to pour in gas away from home.
Howard Shackleford
FS II
SC
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15?ncid=aolhom00030000000001)
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: FS II Gas Tanks & FAR 103.7 |
At 11:32 PM 3/26/2008, HShack(at)aol.com wrote:
>I always thought no more than 5 gal. could be on the plane under FAR 103,
>now , I hear that you can carry all you want as long as only 5 gal. is
>connected to the engine.......nicht war?
So, as I understand it, that means I can have my two 5 gal. tanks on board
with quick dis-connects but only one connected to the engine? [Can't be
changed in flight] Make a 1 hour flight, then swap to the other tank for
return trip?
From AC103-7:
"The maximum fuel capacity for a powered ultralight vehicle is 5 U.S.
gallons. Any powered ultralight with fuel tank(s) exceeding this capacity
is ineligible for operation as an ultralight vehicle."
A case could be made for a gas can that's not part of the aircraft (i.e.
baggage) as not counting toward the 5 gallons, but I would think (or more
important, any roving FAA inspector would think) that an actual tank built
into the aircraft, whether connected or not, would be part of the
aircraft's "fuel capacity".
-Dana
--
The difference between a hero and a fool is the outcome.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: FS II Gas Tanks & FAR 103.7 |
At 11:32 PM 3/26/2008, HShack(at)aol.com wrote:
>I always thought no more than 5 gal. could be on the plane under FAR 103,
>now , I hear that you can carry all you want as long as only 5 gal. is
>connected to the engine.......nicht war?
So, as I understand it, that means I can have my two 5 gal. tanks on board
with quick dis-connects but only one connected to the engine? [Can't be
changed in flight] Make a 1 hour flight, then swap to the other tank for
return trip?
From AC103-7:
"The maximum fuel capacity for a powered ultralight vehicle is 5 U.S.
gallons. Any powered ultralight with fuel tank(s) exceeding this capacity
is ineligible for operation as an ultralight vehicle."
A case could be made for a gas can that's not part of the aircraft (i.e.
baggage) as not counting toward the 5 gallons, but I would think (or more
important, any roving FAA inspector would think) that an actual tank built
into the aircraft, whether connected or not, would be part of the
aircraft's "fuel capacity".
-Dana
--
The difference between a hero and a fool is the outcome.
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: FS II Gas Tanks & FAR 103.7 |
Dana --
You needed to post just a little bit more on AC103-7: "a. Determination of
Fuel Capacity. The total volume, including all available
space for usable *and unusable fuel* in the fuel tank *or tanks on the
vehicle* is the total fuel capacity." That makes it clear that you can't
even have a separate, sealed gas can anywhere on the vehicle, if it and your
available fuel exceeds 5 gallons. It's a pretty rigid rule, unfortunately.
-- Robert
On Thu, Mar 27, 2008 at 5:53 AM, Dana Hague wrote:
> At 11:32 PM 3/26/2008, HShack(at)aol.com wrote:
>
> I always thought no more than 5 gal. could be on the plane under FAR 103,
> now , I hear that you can carry all you want as long as only 5 gal. is
> connected to the engine.......nicht war?
> So, as I understand it, that means I can have my two 5 gal. tanks on
board
> with quick dis-connects but only one connected to the engine? [Can't be
> changed in flight] Make a 1 hour flight, then swap to the other tank for
> return trip?
>
>
> From AC103-7:
> "The maximum fuel capacity for a powered ultralight vehicle is 5 U.S.
> gallons. Any powered ultralight with fuel tank(s) exceeding this capacity
> is ineligible for operation as an ultralight vehicle."
>
> A case could be made for a gas can that's not part of the aircraft (i.e.
> baggage) as not counting toward the 5 gallons, but I would think (or more
> important, any roving FAA inspector would think) that an actual tank built
> into the aircraft, whether connected or not, would be part of the
aircraft's
> "fuel capacity".
>
> -Dana
>
>
> -- The difference between a hero and a fool is the outcome.
>
>
________________________________________________________________________________
| Subject: | Re: FireFly Page -> Index |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
Jack,
I've always been impressed how you've spent your retirement years with the building
and modifications of your Firefly. You've done a great service to those people
who would like to build a plane someday. I've directed your website to all
the engineers I work with and they are very much impressed too. Keep up the
good work!
Ralph
--------
Ralph B
Original Firestar
N91493 E-AB
21 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=173001#173001
________________________________________________________________________________
| Subject: | Re: FS II Gas Tanks & FAR 103.7 |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
First of all, a Firestar II has two seats making it ineligible to fly under Part
103. Secondly, it weighs far more than the legal limit of 254 lbs and there
isn't any way it could be made light enough to fit in the ultralight category.
Ralph
--------
Ralph B
Original Firestar
N91493 E-AB
21 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=173003#173003
________________________________________________________________________________
| Subject: | Re: FS II Gas Tanks & FAR 103.7 |
Yeah, yeah, I know, but the most obvious illegality of my fat baby is the 2
plainly marked 5 gallon tanks.
I have been a "just fly"er for the last 8 years & will remain so until they
pry the stick out of my cold, dead fingers. Flame away..............
Shack
FS II
In a message dated 3/27/2008 9:23:21 A.M. Eastern Daylight Time,
ul15rhb(at)juno.com writes:
First of all, a Firestar II has two seats making it ineligible to fly under
Part 103. Secondly, it weighs far more than the legal limit of 254 lbs and
there isn't any way it could be made light enough to fit in the ultralight
category.
Ralph
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15?ncid=aolhom00030000000001)
________________________________________________________________________________
| Subject: | Re: FS II Gas Tanks & FAR 103.7 |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
> Yeah, yeah, I know, but the most obvious illegality of my fat baby is the 2
plainly marked 5 gallon tanks.
>
> I have been a "just fly"er for the last 8 years & will remain so until they
pry the stick out of my cold, dead fingers. Flame away..............
>
> Shack
> FS II
It probably wouldn't be a good idea to fly into any airports. If you have flown
with friends in the past, this will certainly put a damper on your fun. The fines
are going to be stiff.
Good luck ...
Ralph
--------
Ralph B
Original Firestar
N91493 E-AB
21 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=173036#173036
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Cold One at MV |
Dennis
Pls tell us what this alphabet soup means!!
CTR USAF AFMC MDA/AL
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: FS II Gas Tanks & FAR 103.7 |
Well it's really just a seat & a half, and a little
overweight.......... that should be OK.
I actually did print some "5 gallon/18 liter" stick-on labels once -
to put on a 8 gallon tank when going to
Sun & Fun a long time ago - just in case they looked.
At 05:08 PM 3/27/2008, you wrote:
>
>Hey , Just change the labels on the 5 gal tanks - to 2 1/2 gals
>
> I have been a "just fly"er for the last 8 years & will remain so
> until they pry the stick out of my cold, dead
> fingers.[img]http://cdn-cf.aol.com/se/smi/0201d20638/08[/img]
> Flame away..............
>
>
> > First of all, a Firestar II has two seats making it ineligible
> to fly under Part 103. Secondly, it weighs far more than the
> legal limit of 254 lbs and there isn't any way it could be made
> light enough to fit in the ultralight category.
> >
> > Ralph
________________________________________________________________________________
| Subject: | Re: Cold One at MV |
| From: | "Dave Rains" <RangeFlyer72(at)yahoo.com> |
And besides, I STARTED THE DARN THING with Will Uribe!!!! All the rest of you
are interlopers! Not to worry though, I'll still bring the libations. :D
Dave
--------
Dave Rains
N8086T
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=173154#173154
________________________________________________________________________________
| From: | Mr Rudder <mr_rudder(at)aviaportal.net> |
Hello there fellow aviation enthusiasts!
Please allow me to introduce a new website geared towards bringing
pilots and non-pilots, hobbyists and professionals, together.
HTTP://AVIAPORTAL.NET
Our aim is to help aviators socialize, discuss and enjoy everything about wings
and the sky.
My friends and I developed this non-profit site with the goal to give back to and
support the aviation community. We thought this would be best accomplished
by providing a medium for members to share and discuss their passion through
various features. This website is user-friendly and absolutely free of charge.
Get the latest news and reports from the aviation world, as well as the following
features that the website offers.
Forums: these offer members the opportunity to post information, stories, tips
and tricks about numerous aviation topics. We also have a free classified section
to post items for sale or wanting to buy.
Chat: chatting is live one-on-one discussion with other members. The possibilities
here are endless, but lets keep it clean!
Blog: blogging gives members the opportunity to randomly post thoughts, ideas,
stories and commentaries without the structure of forums. Members are free to
post about anything, anytime.
Photo Album: members are allowed to post up to 50 MB of pictures. So lets see
your planes, your projects and whatever else you have captured with your camera.
Groups: this feature offers the option to create groups based on common interests.
The groups can be private or public, goal-oriented or just for fun. Just
a place to get together with aviator friends.
Virtual events: have an upcoming event? This feature allows members to advertise
for their future events, as well as report on past events. Posts can be accompanied
by pictures.
Messages: e-mail other aviation buffs with this feature, as long as mail recipients
are aviaportal.net members.
Whether youre interested in commercial or general aviation, light sport or ultralights, a career or a hobby, an interest or a passion, this website has something for you. Log on to http://aviaportal.net to sign up, and explore new heights.
Have blue skies,
Rudolph
--
Best regards,
Mr Rudder
mr_rudder(at)aviaportal.net
________________________________________________________________________________
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
I just received the April issue of EAA Sport Pilot Magazine. There is a great
article by this lists own Rick Neilsen. Titled "the Quest for Affordable Power,"
Rick outlines his journey toward success with VW engines and re-drives.
It is a well written article with good photos. Rick put in a great plug for Kolb
aircraft in general and the MarkIII in particular in a publication that will
be seen by many potential builders/pilots. I was impressed by the way he frankly
discussed his struggles and successes. No sugar coating, just good solid
info. Rick, thanks for a good read and furthering the "Kolb Cause." One can't
read this article without getting a positive impression of Kolbs.
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=173203#173203
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: FireFly Page -> Index |
At 09:14 AM 3/27/2008, Jack B. Hart wrote:
>...I was able to go through all the pages and
>form up a subject based index. This html is reached from the original
>first page:
>
>http://www.thirdshift.com/jack/firefly/firefly.html
Very nice, Jack, you made a great site even better!
-Dana
--
Politics: Poli (many) - tics (blood sucking parasites)
________________________________________________________________________________
| From: | TK <tkrolfe(at)toast.net> |
| Subject: | Re: Camping at Homer's |
Kolb group,
Concerning camping for the Fathers Day Fly-in at Homer's. John H. and I
have looked into it and it really wouldn't be convenient or practical
for the Kolb's to have us camp there. Here are some alternatives to
consider.
Smoketown Airport in just east of Lancaster, PA and Steve Green camped
at Smoketown two years ago on his trip up this way. There are a couple
of places to eat near by and a bathroom that is open all the time. I
spoke with Mel Glick, the manager of Smoketown and he said there would
be no problem with your camping there.
Also, there is my airstrip south of Smoketown Airport shown on the
Washington sectional as Hideaway Airpark. Both are 37 miles from
Homer's. I have had guys camping at my field numerous times and I think
you would find it very quiet. No bathroom, but there is the woods and
we usually have a big campfire! I could provide necessary picnic needs
and transportation into town if desired.
The other option is Shreveport North in York County which has it's
annual Ultralight Fly-in that weekend., but it is 67 miles west of
Homer's.
Some of us had planned on camping the night before Homer's anyway and it
would be great if you guys were to join us. We will probably fly over
to Shreveport North Saturday after Homer's to see what is going on there
and camp.
There might be others closer to homer's, but I'm not familiar with any,
Terry
________________________________________________________________________________
| From: | Thom Riddle <riddletr(at)gmail.com> |
| Subject: | Re: FireFly Page -> Index |
Jack,
OUTSTANDING!
Your website is a most useful resource, now made even more useful with
the index. Thanks!
Thom in Buffalo
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
Hi Gang:
Weather continues to be a bit cruddy. However, was able to get a short
test flight in this afternoon with the new droop tips.
Initial results are:
Stall:
Clean - 36 mph
20 deg - 30 mph
45 - 26 mph (that is not a typo)
All speeds are IAS. It was a short flight because it was flown in the
rain. A problem with the long, flat, low angle X windshield is
visibility in precipitation. Tomorrow morning the weather is supposed
to be partly cloudy, wind 5-10 mph. I should be able to get better
numbers in the morning.
Ailerons feel good. I am going to test it with the cables moved in
another half inch. Maybe with the droop tips the ailerons will have
increased authority. Without them, I did not feel I had enough slow
speed authority. This airplane will fly slow.
Take care,
john h
mkIII
Labhart Field, KY
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
Bob B:
I knew that was coming! ;-)
You know what my standard answer is for my mkIII. Well........going to
be about the same for the new MKIIIx, "I really do not have a
requirement for VGs."
Again, this was a very short flight. I was restricted with ceiling and
visibility. Hopefully, in the morning we can get some good test weather
to get a better feel for the new airplane. I am glad I got to get as
much time on it as I did without the droop tips. Gives me a better feel
for what the droop tips are doing. Don't forget though, this airplane
has 13 feet of straight wing plus the tips. It was a slow flying
airplane before addition of the tips.
john h
mkIII
Labhart Field, KY
Sgt Shultz said, "verrry interesting"
-now for the VGs. heh heh
BB
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
John
Than x update. Just curious -- u using Rain-X?
On Mar 28, 2008, at 4:10 PM, Travis Brown (Kolb Aircraft) wrote:
> Hi Gang:
>
> Weather continues to be a bit cruddy. However, was able to get a
> short test flight in this afternoon with the new droop tips.
>
> Initial results are:
>
> Stall:
>
> Clean - 36 mph
>
> 20 deg - 30 mph
>
> 45 - 26 mph (that is not a typo)
>
> All speeds are IAS. It was a short flight because it was flown in
> the rain. A problem with the long, flat, low angle X windshield is
> visibility in precipitation. Tomorrow morning the weather is
> supposed to be partly cloudy, wind 5-10 mph. I should be able to
> get better numbers in the morning.
>
> Ailerons feel good. I am going to test it with the cables moved in
> another half inch. Maybe with the droop tips the ailerons will
> have increased authority. Without them, I did not feel I had
> enough slow speed authority. This airplane will fly slow.
>
> Take care,
>
> john h
> mkIII
> Labhart Field, KY
>
>
________________________________________________________________________________
| From: | herb <herbgh(at)nctc.com> |
I keep my lexan cleaned with pledge furniture polish... Wax... Takes
the bugs off too.. Herb
At 05:33 PM 3/28/2008, you wrote:
>John
>Than x update. Just curious -- u using Rain-X?
>
>
>On Mar 28, 2008, at 4:10 PM, Travis Brown (Kolb Aircraft) wrote:
>>Hi Gang:
>>
>>Weather continues to be a bit cruddy. However, was able to get a
>>short test flight in this afternoon with the new droop tips.
>>
>>Initial results are:
>>
>>Stall:
>>
>>Clean - 36 mph
>>
>>20 deg - 30 mph
>>
>>45 - 26 mph (that is not a typo)
>>
>>All speeds are IAS. It was a short flight because it was flown in
>>the rain. A problem with the long, flat, low angle X windshield is
>>visibility in precipitation. Tomorrow morning the weather is
>>supposed to be partly cloudy, wind 5-10 mph. I should be able to
>>get better numbers in the morning.
>>
>>Ailerons feel good. I am going to test it with the cables moved in
>>another half inch. Maybe with the droop tips the ailerons will
>>have increased authority. Without them, I did not feel I had
>>enough slow speed authority. This airplane will fly slow.
>>
>>Take care,
>>
>>john h
>>mkIII
>>Labhart Field, KY
>>
>>
>>
>><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navigator?Kolb-List
>><http://www.matronics.com/contribution>http://www.matronics.com/contribution
>>
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
Nope.
Rain X and Lexan are not compatible, as I under it. I have not tried
it, but others have with poor success.
I use plexus on my aircraft.
This X has plexus on it.
john h
mkIII
Labhart Field, KY
From: Russ Kinne
Than x update. Just curious -- u using Rain-X?
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
| Subject: | Re: Kolb Fly-In at Monument Valley |
Erich
> Weaver's invitation was the start of the "Unorganized, Unofficial" Kolb
> Fly-In at Monument Valley,,,,, Who's name I think was penned by john H.
>
> Boyd Young
Boyd:
I agree.
Sure am glad you and Erich let me come along.
The name I selected for the flyin was to reflect the nature of it. No
duties, just an enjoyable type flyin. It was also originated as a Kolb
Flyin, however, we reluctantly, naw, just kidding, let other types of
airplanes and people join us, even those that are ground bound. Who knows,
one of these days I may show up on wheels.
One of the primary reasons the folks that fly in are nice to the folks that
drive in is wheels. Once we are on the ground, we are on our feet or the
wheels of others. We all appreciate the fact that the folks with wheels
have gone out of their way to support us.
There is a shuttle van provided by Gouldings to haul us up and down the hill
from the RV Park to the airstrip and the lodge/restaurant. All one has to
do is ask the folks in the camp store or call the desk at the lodge to get a
ride.
It is a great flyin, one that I have had the honor and priviledge of
attending since its inception in 2003. Has it really been that long? This
year will be number 6.
john h
mkIII
Labhart Field, KY
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
Thanx for the info! Does Plexus keep the rain drops running like
RainX does?
On Mar 28, 2008, at 8:14 PM, Travis Brown (Kolb Aircraft) wrote:
> Nope.
>
> Rain X and Lexan are not compatible, as I under it. I have not
> tried it, but others have with poor success.
>
> I use plexus on my aircraft.
>
> This X has plexus on it.
>
> john h
> mkIII
> Labhart Field, KY
>
>
> From: Russ Kinne
>
> Than x update. Just curious -- u using Rain-X?
>
>
________________________________________________________________________________
| Subject: | Prop clearence on Kolb Mark 111 extra |
| From: | "Frankd" <frankd(at)foundrynet.com> |
Hi Guys,
This may not be a Kolb question per se, but you guys might know the answer.
I am mounting a Jabiru 2200 on a Kolb Mark 111 extra with a Prince Aircraft 63"
prop. (P/N 419.877,5557)
The clearance at the tip of the prop away from the Fuselage body near the tail
tube is 2.5 inches.
At normal operating RPM's , what flex should I expect at the tips of the prop?
Do I have enough clearance from the aircraft body?
Also, is this a good engine/prop combo?
Appreciate any input.
Rgds
FrankD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=173340#173340
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
I don't know. Never used RainX.
jhauck
From: Russ Kinne
Thanx for the info! Does Plexus keep the rain drops running like RainX
does?
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Prop clearence on Kolb Mark 111 extra |
Frank,
That should be more than enough clearance. Mine only has 1.5 inch clearance,
many have less.
Also, as long as your Jabiru is a newer model and not one of the first
generation you will have plenty of performance.
The earlier Jab 2200 did not have nearly as much power as the current models
and were not as viable.
I'll also post an old message from lister R Neilson regarding an X- tra with
a 2200 that he saw at a fly in.
Stay tuned,
Dennis Rowe Mk-3, 2SI 690L-70
> Hi Guys,
>
> This may not be a Kolb question per se, but you guys might know the
> answer.
> I am mounting a Jabiru 2200 on a Kolb Mark 111 extra with a Prince
> Aircraft 63" prop. (P/N 419.877,5557)
>
> The clearance at the tip of the prop away from the Fuselage body near the
> tail tube is 2.5 inches.
>
> At normal operating RPM's , what flex should I expect at the tips of the
> prop? Do I have enough clearance from the aircraft body?
>
> Also, is this a good engine/prop combo?
>
> Appreciate any input.
> Rgds
> FrankD
>
>
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Uncle John's Fly-In in Michigan |
----- Original Message -----
From: Richard & Martha Neilsen
Sent: Monday, June 18, 2007 3:22 PM
Subject: Kolb-List: Uncle John's Fly-In in Michigan
We had a nice fly-in here in Michigan last week end. Granted not as nice
as you guys had at Homer's but a whole lot closer to me. Kolbs were well
represented. About half the planes were Kolbs. There were three
firestars one with a Hurth, one mkII with a 503, one MKIIIC with a VW
(mine), and one MKIIIX with a Jabaru.
I was fairly impressed with the Jabaru on the MKIIX. It was very smooth
and quiet (it had a very effective muffler). It also had a wood
Sensenich prop. The plane was loaded to gross weight or more but flew
well for a direct drive engine. Maybe having the right prop is the key.
Now it didn't perform like a 80 HP 912 or my redrive VW but it flew a
whole lot better than my old direct drive VW did.
Rick Neilsen
Redrive VW powered MKIIIC
-------------------------------------------------------------------------
-------
8:23 AM
________________________________________________________________________________
| Subject: | Re: Prop clearence on Kolb Mark 111 extra |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I don't know anything about your prop, but 2.5 inches on clearance from the boom
is actually considered a lot of clearance for a Kolb, that is about what I have
on my 912-S Xtra.
Some people take the clearance down to an inch or so, but I don't want any chance
of a strike. The downside to having more clearance like we do is a little
more pitch down with power, and more pitch up when you go to idle, but my plane
flys great, so I am happy with a over 2 inches of clearance more for those sometimes
rough startups.
Prop tips in general should not flex much, the centrifugal force of rotation keeps
most props straighter when running than when stopped. What kind of prop
is that ???
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=173355#173355
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Those are AMAZING number John, I sure wish I had that wing on my plane ! Kolb
has made a good airplane quite a bit better, good for them on improving the design.
There is not much else out there with anywhere near that kind of slow
flight performance, that will also go fast. I'm sure that plane will impress
a lot of people and generate sales for Kolb.
RainX is an incredible product for you car window... Even in the heaviest thunderstorms
I dont need wipers, and in a cold climate, I wipe frost off the window
with a rag, no need for a scraper. The secret is to put RainX on like Wax,
rub it in real good on a dry cool window. If you just smear it on, you will
get poor results.
I would not try RainX on Lexan, there is alcohol in it that could attack the Lexan.
It is not for plastics. I use car wax on my Kolb Lexan, I first polish
it with a plastic polisher, then put wax on it. The wax makes quite a bit of
difference in its optical quality.
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=173358#173358
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Kolb Fly-In at Monument Valley |
_Click here: The Matronics List Archive Web Search Engine_
(http://www.matronics.com/search/)
Yes yes yes yes yes !!!!!!!
We were the trail blazers on July 03, 2001
But don't take my word for it. Look it up in the list's archives.
Select Archive Kolb
Message Order Oldest First
Search String Monument Valley
Select Archive: Message Order: Newest First Oldest First Output
Method*: 2 Frame, Index 3 Frame, Index All Msgs, No Index Search String:
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
p.s. - in reference to Dave Rains' last post: He is correct in saying that
our "Unorganized, Unofficial" Kolb Fly-In at Monument Valley was indeed
originated by him and Will U. Thanks, guys!
>>>>>>>>>>>>>>>>>>>
No no no no no!!!!!!!
We went over this a year or so ago,,,, in Sept,2002 Erich Weaver and
myself, along with some others, started a trip through southern Ut. The
trip was cut short when our path was blocked with thunderstorms.
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15&ncid=aolhom00030000000001)
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
Mike- You mentioned using a plastic polish on Lexan. Is that the same stuff used
to polish car headlight housings?
Also, what is Plexus?
Bill Sullivan
FS/KX
Windsor Locks, Ct.
________________________________________________________________________________
| Subject: | Re: Prop clearence on Kolb Mark 111 extra |
In a message dated 3/28/2008 10:51:25 P.M. Eastern Daylight Time,
orcabonita(at)hotmail.com writes:
Prop tips in general should not flex much, the centrifugal force of rotation
keeps most props straighter when running than when stopped. What kind of
prop is that ???
Mike
Mike, I am not sure where you got your info on prop flex. The tips of an
Ivo Prop flex forward in excess of an inch. Other props flex less. On a Kolb
with an upswept boom this tends to increase clearance, However, it can
dramatically decrease clearance to the back of the wing.
Steve B
Firefly 007/Floats
do not archive
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15&ncid=aolhom00030000000001)
________________________________________________________________________________
| Subject: | Re: Prop clearence on Kolb Mark 111 extra |
| From: | "Frankd" <frankd(at)foundrynet.com> |
Thanks for the reply's everyone.
The Prince Aircraft prop came with the engine when I got it. It is listed in the
Aircraft Spruce Catalogue and has unique drooping tips built in that is designed
to enhance performance.. Its a wood core with glass finish and that is why
I did not know about flex forward under power.
Just to be clear, the clearance I measured is from the prop tip forward to the
fuselage cage. I have seen prop flex on Cessna's when in power run-up but it's
minimal. Since I don't have my wings attached yet, I did not even think about
clearance from the training edge..
It sounds like there is enough clearance even if the prop does flex some, from
your guys experience. I will continue as is.
On a related note, what is the ideal incidence of the engine thrust line in relation
to the wing bottom? Should it be the same incidence? I got an engine
mount from Titan aircraft to fit the Jabiru to the MkIII Extra and would like
to verify incidence before I bolt it all down finally.
Now at the stage of spraying silver on all the fabric so aiming to have it all
ready for flight THIS year... thats as close as I will aim for..
Good feedback.. Thanks
f
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=173455#173455
________________________________________________________________________________
| From: | Rogerde5(at)aol.com |
| Subject: | Please remove me from the the kolb list. |
I would like to request my email address be removed from the Kolb list as I
no longer fly a Kolb aircraft..Thank you very much for the great information
of builders and flyers that the Kolb list has provided me over the years..
Thank you.
Roger
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15&ncid=aolhom00030000000001)
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Kolb Fly-In at Monument Valley |
Yes yes yes yes yes !!!!!!!
We were the trail blazers on July 03, 2001 Right-click here to download
pictures. To help protect your privacy, Outlook prevented automatic download
of this picture from the Internet.
But don't take my word for it. Look it up in the list's archives.
>>>>>>>>>>>>>>>>>
I have looked in the archives... that is why I mentioned "Now I will admit
that others had flown MV before that time..."...
My thoughts were that as a "KOLB FLY IN" with an invitation to ALL, it
started in 2003.
C U in may, we will talk about it then.
Boyd
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Test message to Matt Draille |
Hi Matt,
This is test message to you, to see if the problem still exists.
I think what happened is I recently converted to "Hotmail Live", and for some
reason it doesn't
send emails out correctly to the Matronics system.
By reverting back to the "Hotmail Classic", I think things should be okay.
Mike Welch
_________________________________________________________________
In a rush? Get real-time answers with Windows Live Messenger.
http://www.windowslive.com/messenger/overview.html?ocid=TXT_TAGLM_WL_Refresh_realtime_042008
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Test message to Matt Draille |
At 02:10 PM 3/29/2008 Saturday, you wrote:
>
>Hi Matt,
>
> This is test message to you, to see if the problem still exists.
>
> I think what happened is I recently converted to "Hotmail Live", and for some
reason it doesn't
>send emails out correctly to the Matronics system.
>
> By reverting back to the "Hotmail Classic", I think things should be okay.
>
>Mike Welch
Hey Mike,
This message looks alright. Next try a small enclosure, to make sure that gets
handled correctly.
Thanks for you help,
Matt Dralle
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Two New Lists Added to the Matronics Lineup! |
Dear Listers,
I've added two new Email Lists to the Matronics List and Forum lineup today. These
include the Rans-List and RV12-List. Please surf over to the Matronics List
Subscription page and sign up for these new Lists if they are of interest
to you:
http://www.matronics.com/subscribe
Full support on the Forums, List Browse, Archives, etc. is available.
Rans-List:
http://www.matronics.com/Navigator?Rans-List
RV12-List
http://www.matronics.com/Navigator?RV12-List
Best regards,
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Prop clearence on Kolb Mark 111 extra |
>
> Just to be clear, the clearance I measured is from the prop tip forward to the
fuselage cage. I have seen prop>flex on Cessna's when in power run-up but it's
minimal. Since I don't have my wings attached yet, I did not even>think about
clearance from the training edge..
>Frank
Frank,
I don't think everyone understood your reference correctly, regarding the prop
clearance. I, for one, thought you were referring to the distance from the
blade tip, to the boom tube. That is the usual measurement when people
talk about prop clearance.
If you are talking about only 2 1/2" clearance from the blades to the back of
the fuselage, then, NO, I do not think you have enough clearance. Although I
am very not familiar with Prince "P tip" props, and how much they flex, I think
for air cavitations reasons alone, you'd want to get a prop extension.
I can imagine a scenario where you may pull up into a powered climb, and flex
that prop just enough to contact the back of the fuselage. It seems entirely
possible to me. It may not be likely, but I think it "possible". The catastrophic
results would not seem to be worth the chance, I would think.
Another thing to consider is; no matter what testing and observations you do
on the ground, you never can fully tell how the flexing will act in the air, under
a climbing load.
I believe the absolute minimum distance you need between the back of the fuselage
and the front of the prop blades is at least 4", and 6" would be even better
to aim for.
This is definitely a subject you want to investigate, and have a proper remedy
to. I'd highly recommend calling the Prince Prop company and asking to speak
to their man'in'charge, and see what he says.
Doesn't a prop extension seem like a good idea, in this case, knowledgable Kolb
guys?
Mike Welch
MkIII
PS. The prop flex on my Cessna 172 is probably a 3/4"...if it's that much. That's
because it is solid aluminum alloy. A composite prop will flex many times
what a solid aluminum one will, and they are made to do just that, namely flex.
_________________________________________________________________
How well do you know your celebrity gossip?
http://originals.msn.com/thebigdebate?ocid=T002MSN03N0707A
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15&ncid=aolhom00030000000001)
________________________________________________________________________________
| Subject: | Re: Naked FireStar |
Damn=C2-
THAT UV is strong... hahaha 8-)
-----Original Message-----
From: WillUribe(at)aol.com
Sent: Sat, 29 Mar 2008 9:25 pm
Subject: Kolb-List: Naked FireStar
Create a Home Theater Like the Pros. Watch the video on AOL Home.
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: Prop clearence on Kolb Mark 111 extra |
Frank,
my mk-3C W2200 jabiru has more clearance than that.You may want to contact
Kolb as they had a mount for Jabiru at one time .I think wing/flap clearance will
be more of a concern than rear of fuselage.As best I can recall I have almost
a foot of fuselage clearance.High rpm props make a lot of noise on a pusher,and
my MK-3 is no exception.The 2200 is a sweet running engine.
G.Aman,MK-3C Jabiru 2200,298 hrs.
----- Original Message ----
From: Frankd <frankd(at)foundrynet.com>
Sent: Friday, March 28, 2008 4:43:40 PM
Subject: Kolb-List: Prop clearence on Kolb Mark 111 extra
Hi Guys,
This may not be a Kolb question per se, but you guys might know the answer.
I am mounting a Jabiru 2200 on a Kolb Mark 111 extra with a Prince Aircraft 63"
prop. (P/N 419.877,5557)
The clearance at the tip of the prop away from the Fuselage body near the tail
tube is 2.5 inches.
At normal operating RPM's , what flex should I expect at the tips of the prop?
Do I have enough clearance from the aircraft body?
Also, is this a good engine/prop combo?
Appreciate any input.
Rgds
FrankD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=173340#173340
________________________________________________________________________________
| From: | "John Codd" <j.codd(at)btopenworld.com> |
| Subject: | Re: Prop clearence on Kolb Mark 111 extra |
Hi Frank, here in the UK we all run Jabiru 2200's on our Mk3 Xtras, your
main clearance problem will be propellor to the flaps/torque tubes on
the wing, New Kolb supplied our engine mounts for the Jabiru equipped
Xtras, and you will also need the 2 1/2" prop shaft extension supplied
by Jabiru.
I also use the Prince P tip prop, a 62" x 41", these props are ideally
suited to the Jab in the Xtra, but don't forget that they have anhedral
and when loaded up in the climb they twist and reduce pitch to get a
better climb, I believe this moves the tips forward which would bring
the tips nearer to the flap/aileron torque tubes than a simple static
measurement would indicate, I would suggest a phone call to Donny at
Prince Propellors would be adviseable to see what movement forward (if
any) there is on this prop in the climb,
Rgds, John Codd, Mk111 Xtra, Jabiru 2200.
----- Original Message -----
From: gary aman
To: kolb-list(at)matronics.com
Sent: Sunday, March 30, 2008 3:01 AM
Subject: Re: Kolb-List: Prop clearence on Kolb Mark 111 extra
Frank,
my mk-3C W2200 jabiru has more clearance than that.You may want to
contact Kolb as they had a mount for Jabiru at one time .I think
wing/flap clearance will be more of a concern than rear of fuselage.As
best I can recall I have almost a foot of fuselage clearance.High rpm
props make a lot of noise on a pusher,and my MK-3 is no exception.The
2200 is a sweet running engine.
G.Aman,MK-3C Jabiru 2200,298 hrs.
----- Original Message ----
From: Frankd <frankd(at)foundrynet.com>
To: kolb-list(at)matronics.com
Sent: Friday, March 28, 2008 4:43:40 PM
Subject: Kolb-List: Prop clearence on Kolb Mark 111 extra
Hi Guys,
This may not be a Kolb question per se, but you guys might know the
answer.
I am mounting a Jabiru 2200 on a Kolb Mark 111 extra with a Prince
Aircraft 63" prop. (P/N 419.877,5557)
The clearance at the tip of the prop away from the Fuselage body near
the tail tube is 2.5 inches.
At normal operating RPM's , what flex should I expect at the tips of
the prop? Do I have enough clearance from the aircraft body?
Also, is this a good engine/prop combo?
Appreciate any input.
Rgds
FrankD
Read this topic online - The Kolb-List Email Forum Use the
Matronics List Features Navigator to the many List utilities such as
List Archive Search & Download, 7-Day Browse, Chat, Photoshare, and much
much --> - MATRONICS WEB FORUMS Same great content also
available via the Web --> - List Contribution Web Site Thank
you for your generous -Matt Dralle, List -->
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Kolb Fly-In at Monument Valley |
To whoever it was wondering if they should go to MV may I say YES.
I made it last year via a drive from San Diego, Palm Springs, Las Vegas,
Bryce, Lake Mead. Monument Valley itself is spectacular, the camping
ground is convenient, the store keeps good supplies and the restaurant
will keep you full of tacos.
The talk around the camp ground in the evening alone was worth the
drive. I only got one flight in and that by the courtesy of the Cessna
driver whose name escapes me at the moment. Thanks again to him. He had
been working all day flying Navaho kids around the area, thus ensuring
the continued welcome of the Kolbers to the Navaho reservation. He was
pretty bushed but cheerfully added Wendy and I to his flight list. It
was spectacular and I would have loved to done it in a Kolb, but there
you go.
If you can, fly in. If you can`t drive. Its worth it.
Cheers
Pat
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Gas, and prop clearance |
Ellery- Do you run gas with alcohol in the Rotax 447? There was a lot of discussion
on the List, but I never got a good conclusion out of it. Does the mogas
sold at airports contain alcohol? Mine came from Long Island, N.Y., and he said
just use auto high test. I don't know about the alcohol down there, but I think
they have it. I don't know what you have in Maine.
I have been listening to the comments on prop clearance, so I checked my aileron
tube to prop by forcibly bending the prop toward the tube. the closest I
got was about 3/4". Would you suggest a piece of cardboard taped to the tube
and a full power run up?
Bill Sullivan
FS/KX-447
Windsor Locks, Ct.
________________________________________________________________________________
| Subject: | Re: Prop clearence on Kolb Mark 111 extra |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Frank,
It does seem that you are talking about prop clearance from the prop to the Fuselage
structure forward of it, not clearance to the boom. If that is the case,
2 1/2 inches is not enough. Even though the prop blades to do not bend much
in flight ( Someone quoted 1 inch ) which sounds reasonable.. The engine is
mounted on Rubber mounts, and it is possible for the engine to twist, and move
around a bit in its mounts. This small but normal movement of the engine will
translate to a much larger movement at the prop tips. Combine the bit of
prop twist you get forward, with the engine movement, and its very possible that
the prop could strike the structure that is only 2 1/2 inches forward.
I have a 4 inch spacer between my Rotax 912-s and prop. If the prop is to close
to the wing / fuse, you will get more noise, more beating on the fabric from
the prop. If the prop does hit something forward of it, its a pretty good bet
that it will come apart and cause not only an engine out, but could rip the
engine from its mounts, making the aircraft uncontrollable. This is a pretty
serious safety item, which is why I used over 2 inches from my boom, and a 4 inch
spacer to give me lots of room between the prop and the wings.
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=173658#173658
________________________________________________________________________________
| Subject: | Re: Prop clearence on Kolb Mark 111 extra |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
[quote="Steve Boetto"]
Prop flex forward in excess of an inch. Other props flex less. On a Kolb with
an upswept boom this tends to increase clearance, However, it can dramatically
decrease clearance to the back of the wing.
[quote]
Steve
Given a 70 inch prop, and that I have more than 6 inches of clearance between my
prop and wings, I consider 1 inch of flex to be minimal :) I think the engine
twisting in is rubber mounts has more potential to change clearances than
flexing of the prop. The two strokes start pretty smooth, but the 912's have
a lot of travel in the rubber mounts, and can move around quite a bit on start.
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=173662#173662
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Re: Prop clearence on Kolb Mark 111 extra |
Doesn't a prop extension seem like a good idea, in this case, knowledgable
Kolb guys?
Mike Welch
MkIII
>>>>>>>>>>>>>>>>
YES a prop extension helped a bit with performance (3mh) , less noise, and
less worry.
Boyd
MkIII c
912ul 3 inch ext, on warp prop.
________________________________________________________________________________
| Subject: | Re: Kolb Fly-In at Monument Valley |
So, what are the dates?
Howard Shackleford
FS II
SC
In a message dated 3/30/2008 12:32:52 P.M. Eastern Daylight Time,
by0ung(at)brigham.net writes:
My thoughts were that as a =9CKOLB FLY IN=9D with an invitation
to ALL
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15&ncid=aol
hom00030000000001)
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Kolb Fly-In at Monument Valley |
So, what are the dates?
Howard Shackleford
FS II
SC
In a message dated 3/30/2008 12:32:52 P.M. Eastern Daylight Time,
by0ung(at)brigham.net writes:
My thoughts were that as a "KOLB FLY IN" with an invitation to ALL
>>>>>>>>>>>>>>>>>>>
May 15th through 18th 2008... seems to me that it has been the first
weekend after mothers day in the US. I know mothers day in UK is
different.
Boyd
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Gas, and prop clearance |
Date: Sun, 30 Mar 2008 08:20:59 -0700 (PDT)
From: william sullivan <williamtsullivan(at)att.net>
.......................
I have been listening to the comments on prop clearance, so I checked my aileron
tube to prop by forcibly bending the prop toward the tube. the closest I
got was about 3/4". Would you suggest a piece of cardboard taped to the tube and
a full power run up?
.......................
Bill,
Cardboard is a little harsh. You might want to try:
http://www.thirdshift.com/jack/firefly/firefly83.html
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Gas, and prop clearance |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Testing is a good idea, although I would not just do a full power run up, I would
also do the test in flight. You are likely to get more movement in Taxi and
flight then just on a full power run up. Gyroscopic forces, Turbulence, etc.
can all move the engine and prop more than just a run up.
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=173698#173698
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | The weather's lousy again |
But it was nice yesterday - went to the race track.
You might want to turn the volume down.
http://video.yahoo.com/watch/2287232/7182318
________________________________________________________________________________
| From: | Mike Welch <airspeedx3(at)yahoo.com> |
| Subject: | toe out on the main gear |
Kolbers,
I am resetting the "toe out" on my new Handy Dandy Steel Gear Legs. Checking
my
old MkIII instruction book states to align them straight inline with the fuselage
centerline, or slightly toe out.
"Slightly toe out" seems a lot vague to me. Does anyone have actual toe setting
details, or the best recommended "toe out setting (in degrees), for a tail
dragger, in general?
Here is what I presently have:
With an 8 foot straight edge, lined up parallel with the tire, I have about
1.75 inches toe out, compared to straight inline with the centerline.
My calculations are.....in 8 feet my "toe out" measures 1.75"
my 8 foot straightedge = 96 inches (the radius)
circumference = 3.14 x diameter
circumference = 3.14 x 96 x 2
circumference = 602.88" (of an 8' radius
circle)
A degree = 1/360 of a circle, or in my case; 602.88" / 360 degrees = 1.68
inches/degree
So, it would appear I have very close to 1 degree toe out, possibly 1.1 degree
toe out.
Does this sound about right? Any opinions???
Mike Welch
MkIII on steel gear legs
---------------------------------
Special deal for Yahoo! users & friends - No Cost. Get a month of Blockbuster Total
Access now
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
| Subject: | Re: toe out on the main gear |
Mike
FWIW 1.75" sounds like a lot!
On Mar 30, 2008, at 6:40 PM, Mike Welch wrote:
> Kolbers,
>
> I am resetting the "toe out" on my new Handy Dandy Steel Gear
> Legs. Checking my
> old MkIII instruction book states to align them straight inline
> with the fuselage centerline, or slightly toe out.
>
> "Slightly toe out" seems a lot vague to me. Does anyone have
> actual toe setting details, or the best recommended "toe out
> setting (in degrees), for a tail dragger, in general?
>
> Here is what I presently have:
>
> With an 8 foot straight edge, lined up parallel with the tire, I
> have about 1.75 inches toe out, compared to straight inline with
> the centerline.
>
> My calculations are.....in 8 feet my "toe out" measures 1.75"
> my 8 foot straightedge = 96
> inches (the radius)
> circumference = 3.14 x diameter
> circumference = 3.14 x 96 x 2
> circumference = 602.88" (of an
> 8' radius circle)
>
> A degree = 1/360 of a circle, or in my case; 602.88" / 360
> degrees = 1.68 inches/degree
>
> So, it would appear I have very close to 1 degree toe out,
> possibly 1.1 degree toe out.
>
> Does this sound about right? Any opinions???
>
> Mike Welch
> MkIII on steel gear legs
>
> ">No Cost. Get a month of Blockbuster Total Access now
>
>
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
| Subject: | Re: Gas, and prop clearance |
I dont run alcohol in my gas I save that for after dark when I am done
flying (Crown Royal) im not sure is there is any in the fuel in maine I just
always run Super from my Local store and sometimes AVGas from an airport if they
didn't have and Mogas avaliable there
DO YOU HAVE A BIG 2 3/4" thick aluminum space between your prop shaft and
your prop? Are you running a IVO Prop?
tie the tail down good and do a runup on the engine and you should be able
to see how close the prop is running to your aileron Torq Tubes from the side
view way out by the wing tip Be careful
Ellery
In a message dated 3/30/2008 10:24:22 A.M. Eastern Standard Time,
williamtsullivan(at)att.net writes:
Ellery- Do you run gas with alcohol in the Rotax 447? There was a lot of
discussion on the List, but I never got a good conclusion out of it. Does the
mogas sold at airports contain alcohol? Mine came from Long Island, N.Y., and
he said just use auto high test. I don't know about the alcohol down there,
but I think they have it. I don't know what you have in Maine.
I have been listening to the comments on prop clearance, so I checked my
aileron tube to prop by forcibly bending the prop toward the tube. the closest
I got was about 3/4". Would you suggest a piece of cardboard taped to the
tube and a full power run up?
Bill Sullivan
FS/KX-447
Windsor Locks, Ct.
(http://www.matronics.com/Navigator?Kolb-List)
(http://www.matronics.com/contribution)
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15&ncid=aolhom00030000000001)
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | toe out on the main gear |
>Mike
>FWIW 1.75" sounds like a lot!
>Russ
Russ,
Are you sure you have an accurate picture of my situation?
Picture this. There is a string perfectly parallel to the centerline of the
airplane, but 44" away from the centerline.
This parallel string runs just barely along side of the outside edge of the wheel
(either one).
Now, if you place an 8 foot long straight-edge just touching that string, next
to the wheel. At the far end of the
straight-edge, set it to 1.75" away from the string. This creates a 1 degree angle,
"toe out".
I know it sounds as though it may be excessive, but without the straight-edge,
you almost can't see that the wheel isn't parallel with the string. 1 degree
is really hard to tell that is has any "toe out". You need the straight-edge
to
even know.
Mike Welch
_________________________________________________________________
How well do you know your celebrity gossip?
http://originals.msn.com/thebigdebate?ocid=T002MSN03N0707A
________________________________________________________________________________
| Subject: | Re: The weather's lousy again |
| From: | "Wade Lawicki" <wlawicki(at)yahoo.com> |
Possum,
Ive never heard the play by play of my life like that before!!!
But now I have 4 planes and a big SMILE : )
Fly Safe,
Wade
--------
Fly Safe! Wade
Nashville Tn.
FS 2
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=173804#173804
________________________________________________________________________________
| From: | "George Myers" <gmyers(at)grandecom.net> |
| Subject: | The weather's lousy again |
Beautiful
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of possums
Sent: Sunday, March 30, 2008 2:01 PM
Subject: Kolb-List: The weather's lousy again
But it was nice yesterday - went to the race track.
You might want to turn the volume down.
http://video.yahoo.com/watch/2287232/7182318
________________________________________________________________________________
| Subject: | Re: Clutch for clearance |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
knowvne(at)aol.com wrote:
> Guys Wouldn a clutch do the same thing but with an added benefit?
> Just a thought..
>
>
> Mark
>
>
> --
If you're thinking of the rk-400 that goes in the (2-stroke) C box, no, it doesn't
change any dimensions - it replaces the rubber coupler between the drive pinion
and crankshaft PTO inside the box.
It does solve about 10 other problems at once while adding only 2 or 3 more, so
it's a really good investment (I had on my, now Bob's, FSII)....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=173897#173897
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: prop clearance |
At 07:30 AM 3/31/2008, william sullivan wrote:
>Ellery- I have a 2 blade Warp Drive prop bolted directly to the "B" box
>shaft. Engine off clearance to the torque tube is about 1 3/4". By pushing
>hard on the prop, I can get the blade to about 1/4" from the aileron. I
>will do a full power run-up later today.
If you can push it to within 1/4", I'd wait on the full power
runup. Things can move around an awful lot under dynamic loading, and 1/4"
is REAL close!
> I will check with a local airport to see if their mogas has alcohol. I
> suspect the former owner just ran pump high test, probably with alcohol.
> He was very casual about maintenance. He was very specific about using
> Pennzoil, and an MR funnel.
If an airport sells mogas, it's probably alcohol free, since alcohol isn't
allowed for the aircraft that have an STC for mogas.
-Dana
--
Hit any key. With what?
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: toe out on the main gear |
Ellery/Steve B/Gang:
I do not know about other airplanes, but Kolbs like a tad of toe in.
How much is a tad? Not much.
Toe out on a Kolb, minus the US, tends to spread the gear sequentially.
The farther it rolls on pavement, the more the main gear will spread
apart, increasing toe out and negative camber. It is the nature of
aluminum rod landing gear legs. Unlike truss/ladder type gear legs that
by nature hole the main wheels in what ever alignment they were in
before the aircraft started rolling.
When the brakes are applied on a Kolb, the main wheels tend to toe out
because the gear legs twist.
I use about 5 deg of positive camber and about 1/8" toe in. It works
for me and has for many many hours in the FS and the mkIII.
john h
mkIII
hauck's holler, alabama
the correct procedure is a toe out sorry but I have been there done
that
Ellery in Maine
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Re: toe out on the main gear |
I Thought that Toe-in (pidgeon toed) was used because it tends to push the
wheel against the bearings, hub and helps hold the tire on if cotters or
nuts come off.
Also, it pushes the wheel legs closer together helping support the weight of
the aircraft on the landing gear on bounces.
Toe-out would cause the legs to be pulled out potentially increasing the leg
bending loads.
Too much of either one is bad.
>>>>>>>>>>>>>>>>>>>>>>>
The plans that came with my mkIIIc state:
The wheels should be aligned as shown: Parallel with the centerline axis of
the airplane. If you must err, err on the side of having the wheels toe
out a bit. Do not have any "toe-in".
Not being an engineer,,, I built as close as I could to plans.
Boyd
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> http://www.youtube.com/profile_videos?user=kolbrapilot&p=r
> > --------
> John Williamson
John W:
Well.................I'd have to say there is one set of videos that are far
more breath taking than all the others:
Kolb Kolbra Sunrise Flight
Or...............could be a toss up with this one:
Kolb Mark III Classic of John H.
Wadda ya think gang?
john h
mkIII
hauck's holler, alabama
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: toe out on the main gear |
John H., Ray, and the rest of you'ze guys,
Since the Wright Bros. began the HomeBuilt craze, it has always been my understanding
that (all) taildraggers
require toe out, for the primary reason I already stated, namely, because the wheel
that is touching the ground has a tendency to "drive out" from the centerline
of the plane, thereby causing the other wheel to touch, also.
Like Ellery said, "No, toe in or out doesn't have anything to do with your wheels
coming off if you lose the cotter
pin and wheel nuts." That is nonsense to think you angle the wheel a particular
direction to help keep the wheel on!!
Toe in or out has nothing to do with keeping your wheels on, it has to do with
proper ground control manners.
We are talking TINY amounts of angle, gentlemen! So little, that if you have
a string stretched taut next to the wheel, inline with the centerline of the
plane, that you couldn't tell there was any angle....either in or out. You need
to place a long straightedge against the wheel, to actually see where the wheel
is really pointing.
On page 9, of my KOLB TWINSTAR MARK III " Plans Contents (yellow) book, it says;
The wheels should be aligned as shown (straight, neither toe in or out, according
to the drawing): Parallel with the centerline axis of the airplane. If you
must err, err on the side of having the wheels toe out a bit. Do not have any
"toe-in".
I double checked my actual toe out today. It is more like 1.25" toe out in 8
feet.
Here's another "mental picture" of what I have; I described my present settings
to be "1.25" in 8 feet. In other words, if the right tire was rolled, it would
travel 1.25" to the right, after a distance of eight feet. While this setting
would be a little excessive on a car, an airplane spends most of it's time in the
air.
John H. If I understood your toe in description, you said you have 1/8" toe
in. If you have the same MkIII OEM
wheels and tires I have, then that would equate to 1/8" in 7" (the tire's radius).
Converting this to my measurement
equates to: 8 feet = 96 ", 96" / 7" radius = 13.7, 13.7 X 1/8" = approx. 1.75".
In other words, your wheels are angled almost exactly the same as mine, except
your's are angle slightly in, and mine are angled slightly out.
Thanks for the discourse. You know, it may be that as long as your wheels are
kept within reasonable limits, either in or out, it may not make too much difference.
Could it be that Kolbs are easy ground handlers?
Mike Welch
________________________________
From: jhauck(at)elmore.rr.com
Subject: Re: Kolb-List: Re: toe out on the main gear
Date: Mon, 31 Mar 2008 17:18:01 -0500
Ellery/Steve B/Gang:
I do not know about other airplanes, but Kolbs like a tad of toe in. How much
is a tad? Not much.
Toe out on a Kolb, minus the US, tends to spread the gear sequentially. The farther
it rolls on pavement, the more the main gear will spread apart, increasing
toe out and negative camber. It is the nature of aluminum rod landing gear
legs. Unlike truss/ladder type gear legs that by nature hole the main wheels
in what ever alignment they were in before the aircraft started rolling.
When the brakes are applied on a Kolb, the main wheels tend to toe out because
the gear legs twist.
I use about 5 deg of positive camber and about 1/8" toe in. It works for me and
has for many many hours in the FS and the mkIII.
john h
mkIII
hauck's holler, alabama
the correct procedure is a toe out sorry but I have been there done that
Ellery in Maine
_________________________________________________________________
In a rush? Get real-time answers with Windows Live Messenger.
http://www.windowslive.com/messenger/overview.html?ocid=TXT_TAGLM_WL_Refresh_realtime_042008
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: toe out on the main gear |
> John H. If I understood your toe in description, you said you have 1/8"
toe in. If you have the same MkIII OEM
> wheels and tires I have, then that would equate to 1/8" in 7" (the tire's
> radius). Converting this to my measurement
> equates to: 8 feet = 96 ", 96" / 7" radius = 13.7, 13.7 X 1/8" =
> approx. 1.75".
>
> In other words, your wheels are angled almost exactly the same as mine,
> except your's are angle slightly in, and mine are angled slightly out.
>
> Thanks for the discourse. You know, it may be that as long as your
> wheels are kept within reasonable limits, either in or out, it may not
> make too much difference. Could it be that Kolbs are easy ground
> handlers?
>
> Mike Welch
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: toe out on the main gear |
> John H. If I understood your toe in description, you said you have 1/8"
toe in. If you have the same MkIII OEM
> wheels and tires I have, then that would equate to 1/8" in 7" (the tire's
> radius). Converting this to my measurement
> equates to: 8 feet = 96 ", 96" / 7" radius = 13.7, 13.7 X 1/8" =
> approx. 1.75".
>
> In other words, your wheels are angled almost exactly the same as mine,
> except your's are angle slightly in, and mine are angled slightly out.
>
> Thanks for the discourse. You know, it may be that as long as your
> wheels are kept within reasonable limits, either in or out, it may not
> make too much difference. Could it be that Kolbs are easy ground
> handlers?
>
> Mike Welch
Mike W:
Maybe reread my previous msg on how and why I set up my main gear the way I
do.
Sometimes I think we need to forget all the knowledge we have of why other
aircraft do what they do and focus on what we are building and flying.
Kolbs don't always agree with all those other tail draggers out there.
I'll repeat myself. A tad of toe in and 5 deg of positive camber work great
for me and my mkIII. I have never worn/scrubbed the tread off a tire on my
FS or mkIII.
Negative camber is progressive and most likely will scrub your tires.
Aluminum gear legs on Kolbs are quite flexible, not only in bending, but
also in twist. Your main gear almost have a mind of their own.
I have used heat treated 4130 for gear legs on my FS and mkIII since 1986.
I use them because they work much better for me than aluminum rod.
john h
mkIII
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: toe out on the main gear |
Hmmm. From my experience with R/C taildraggers, I've found that any
toe-out made the plane quite squirrelly on the ground and prone to ground
looping.
Picture this: Wheels toe out. Plane is slightly yawed to the right, by an
amount (for sake of discussion) equal to the toe-out. This results in the
left wheel tracking exactly straight, and the right wheel scrubbing. The
scrubbing results in greater drag on that side, so the plane yaws even more
to the right, etc.
Toe-in, OTOH, would be self correcting. Additionally, any braking flexes
the gear back, which would make any toe-out even worse, but would correct
toe-in.
I would shoot for perfectly straight, but err on the side of toe-in.
-Dana
--
Democracy is three wolves and a sheep voting on what to have for lunch.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: toe out on the main gear |
Think about what you want your aircraft react during gusty cross wind
landing.
Assume you are side slipping with the up wind wing down and some rudder to
keep aligned with the center line during final approach and you are going to
stick the upwind wheel.
If you have toe out, the wheel touch will cause yaw up wind.
If you have toe in, the wheel touch will cause yaw down wind.
If you have zero toe in, the wheel touch will not influence yaw.
With a CG that is behind the main gear, which situation are you the most
comfortable?
It is important to have a little positive camber. Also, check and set your
camber and toe in at or close to gross weight for best results.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: toe out on the main gear |
John,
Regarding my present gear legs, they are steel. Remember all the questions I
had about a month ago. Well, since then I built my new ones. They are 1 3/8"
chromoly 4130. I built them to have 3.5 degrees positive camber. I did not
like the looks of 5 degrees positve camber, so I chose to aim for a little less.
I planned on 4 degrees, but after it was all said and done, I ended up with
3.5. I am happy with that. Clearly they tilt out a little at the tops, but
not a whole lot, and this 1 3/8" x .0120 tubing is some tough stuff!
While your experience may prefer slight toe in, I was going by the Kolb Construction
book that says straight, or, if anything, slight toe out.
I also agree that with the tiny amount of toe we have, either in or out, neither
will will scrub your tires. It just not that much off from straight!
Mike Welch
MkIII steel gear
_________________________________________________________________
How well do you know your celebrity gossip?
http://originals.msn.com/thebigdebate?ocid=T002MSN03N0707A
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: toe out on the main gear |
>
> Toe-in, OTOH, would be self correcting. Additionally, any braking flexes
> the gear back, which would make any toe-out even worse, but would correct
> toe-in.
>
> I would shoot for perfectly straight, but err on the side of toe-in.
>
> -Dana
Dana,
While doing a little research, about the time I posed this question to the group,
it appears that on RC models
you do indeed set for toe in. For the reasons you stated, you are correct. RC
models should be set for slight toe in.
What is becoming apparent to me is that slight toe in, to slight toe out, is
not going to make a huge difference.
I think I will just call it good, and leave them with 3.5 degrees positive camber,
and 1 degrees toe out. Looks good, and should work just fine!
One thing I am fairly curious about, though, is why there are so few Kolbs with
wheel pants. I am in the middle of
fabricating the mounts for my fiberglass wheel pants. I've just about completed
installing one, and it should be 1/3 the time to do the second one. Most of
the time spent on the first one was trying to see what would work. The second
one is just a matter of making a mirror image of some parts.
So, can you answer this one for me? Why don't more guys install wheel pants.
Mine will be so solidly mounted, that I don't think landing on grass has anyhing
to do with it. I'm curious......??
Mike W
_________________________________________________________________
Windows Live Hotmail is giving away Zunes.
http://www.windowslive-hotmail.com/ZuneADay/?locale=en-US&ocid=TXT_TAGLM_Mobile_Zune_V3
________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
> > http://www.youtube.com/profile_videos?user=kolbrapilot&p=r
>
> > > --------
> > John Williamson
> >
> >
>
>
>
> John W:
>
> Well.................I'd have to say there is one set of videos that are far
> more breath taking than all the others:
>
> Kolb Kolbra Sunrise Flight
>
> Or...............could be a toss up with this one:
>
> Kolb Mark III Classic of John H.
>
> Wadda ya think gang?
>
> john h
> mkIII
> hauck's holler, alabama
Those are good, but I'd have to say my favorite is The Kolbra Goes To Breakfast....
Not just because the view is from the back seat of a titan ;), but also it's
the best view of the kolbra from the outside as it flies through the air....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174058#174058
________________________________________________________________________________
| From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
| Subject: | Re: toe out on the main gear |
My MK111 has wheel pants and looks great. They have never been a problem on
grass strips. I have used it in some pretty long grass and apart from
picking up a few stalks they just part the grass on thay through.
Tony
From Down under
----- Original Message -----
From: "Mike Welch" <mdnanwelch7(at)hotmail.com>
Sent: Tuesday, April 01, 2008 1:33 PM
Subject: RE: Kolb-List: Re: toe out on the main gear
>
>
>>
>> Toe-in, OTOH, would be self correcting. Additionally, any braking flexes
>> the gear back, which would make any toe-out even worse, but would correct
>> toe-in.
>>
>> I would shoot for perfectly straight, but err on the side of toe-in.
>>
>> -Dana
>
>
> Dana,
>
> While doing a little research, about the time I posed this question to
> the group, it appears that on RC models
> you do indeed set for toe in. For the reasons you stated, you are
> correct. RC models should be set for slight toe in.
>
> What is becoming apparent to me is that slight toe in, to slight toe
> out, is not going to make a huge difference.
> I think I will just call it good, and leave them with 3.5 degrees positive
> camber, and 1 degrees toe out. Looks good, and should work just fine!
>
> One thing I am fairly curious about, though, is why there are so few
> Kolbs with wheel pants. I am in the middle of
> fabricating the mounts for my fiberglass wheel pants. I've just about
> completed installing one, and it should be 1/3 the time to do the second
> one. Most of the time spent on the first one was trying to see what would
> work. The second one is just a matter of making a mirror image of some
> parts.
>
> So, can you answer this one for me? Why don't more guys install wheel
> pants. Mine will be so solidly mounted, that I don't think landing on
> grass has anyhing to do with it. I'm curious......??
>
> Mike W
> _________________________________________________________________
> Windows Live Hotmail is giving away Zunes.
> http://www.windowslive-hotmail.com/ZuneADay/?locale=en-US&ocid=TXT_TAGLM_Mobile_Zune_V3
>
>
>
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
John H.- I see that you are back at your own computer. What happened on the testing
of the droop tips? I saw some very spectacular stall and landing figures-
quite low, for the size of the aircraft, and without VG's. How about low speed
turns, crosswind handling, and T/O speeds? In your opinion, which did you like
better? How were they attached? How much did they extend the wingspan?
Bill Sullivan
FS/KX
Windsor Locks, Ct.
________________________________________________________________________________
| Subject: | EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
I finally found time to start reading my EAA Sport Pilot magazine and read Rick's
article. He states, "I kept remembering forced landings from my Weedhopper
days and decided I just couldn't do that two-stroke thing again."
As some of you might remember, I bought a Mark II with a Rotax 503 DCSI. I'm hoping
to be able to start flying it by the end of this month. Is Rick telling
me that I should expect a lot of forced landings (or even one)? I know we should
ALWAYS be prepared for forced landings, but I'm wondering does this really
happen A LOT?
Are there any Kolbers out there with two-stroke engines with lots of hours that
have NOT had to have a forced landing?
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174114#174114
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Morning Bill:
What happened to droop tip test? I completed the test.
Again, during the 40 hour flight test of the MKIIIx, I saw no
requirement for VG's. The airplane was stalling at 30 mph IAS at 3,000
feet ASL without VG's or droop tips, and 26 mph IAS with them.
The X turns well at low speeds as do all models of Kolb aircraft. The
longer wing panel, 13 feet of full rib wing plus about a foot of droop
tip, produces a lot of lift. As a comparison, the FSII wing panel with
two feet ofbow tip is 13 feet total. The aircraft is a floater. The
droop tips seemed to enhance the performance of the ailerons. I wanted
to do some more experimenting with the location of the aileron Morse
cable attach points on the rear aileron bell crank, but ran out of time.
Without droop tips I had flown the X with the cables moved inboard a
full inch at 1/2 inch increments. At the inmost points the X felt like
it had hydraulic assist. I could roll the X briskly at 80 mph.
However, at 40 mph I was running out of lateral stick travel. Did not
have enough time to relocate the cables and fly it with the droop tips.
May or may not have had enough aileron authority. When we get a chance,
we'll do some more testing on cable location. Hopefully, I can get to
London during decent wind and weather conditions.
I flew the entire test period with cross winds, left and right, 5 to 15
mph most of the time. At times, much higher. When the winds got to
"much higher", I took a nap. Like all the Kolb models I have flown, it
does quite well in cross winds.
I do not know what the take off speeds are. I let the airplane fly when
it is ready, which is quite sudden. I don't recall what airspeed the
aircraft broke in ground effect because I was usually busy with the
turbulence.
We did not have time to take measurements on takeoff and landing
distances. If we did, the wind and turbulence would have prevented us
from getting any real figures. If you have flown an airplane at Labhart
Field you will understand how busy the pilot gets trying to land there
in turbulence. Just a guess, 40 mph IAS, remembering that the more
horse power one applies to a high mounted pusher configuration, the
longer it takes to get off the ground, in most cases.
I landed at London and Williamsburg, KY, the two paved airstrips in my
test area. The X was nice and solid. Handled well on pavement. I did
get Travis to order me some heavy compression tail wheel springs which
worked 100% better than the soft springs they have been sending out with
the kits. In the future, compression springs will be included in kits
for the MKIII.
I like flying the X with the droop tips better for obvious reasons. It
performs better. Ailerons seems to work a little better.
Droop tips are attached with screws.
Extended the wing span about two feet, a foot on each wing panel.
Hope that answered all your questions?
No...........I don't recommend droop tips on FS's, but it is your bird
and your call.
john h
mkIII
hauck's holler, alabama
What happened on the testing of the droop tips? I saw some very
spectacular stall and landing figures- quite low, for the size of the
aircraft, and without VG's. How about low speed turns, crosswind
handling, and T/O speeds? In your opinion, which did you like better?
How were they attached? How much did they extend the wingspan?
Bill Sullivan
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "olendorf" <olendorf(at)gmail.com> |
I've had 3 in about 400 hours. All of them were due to electrical / ignition problems.
Yes, you should expect one each time you fly and be happy if it doesn't happen.
--------
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=174127#174127
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
Y ep; 660 hrs. on a 503. Proper maint. is the key.
Howard Shackleford
FS II
SC
In a message dated 4/1/2008 9:21:52 A.M. Eastern Daylight Time,
cristalclearwaters(at)juno.com writes:
Are there any Kolbers out there with two-stroke engines with lots of hours
that have NOT had to have a forced landing?
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15&ncid=aolhom00030000000001)
________________________________________________________________________________
| From: | "George Myers" <gmyers(at)grandecom.net> |
| Subject: | EAA Sport Pilot article - two-strokes and forced landings? |
I have over a thousand hours in 6 different 503's 3 different 382's and 2
cayuna (Indian word for 'falls from sky') 430D's. Not a single one of them
was new when I got it and a few were vintage and I have had more than my
share of forced landings (I taught myself to fly and to work on the little
buggers). BUT not a single one of them was due to anything breaking on the
engine in flight (most were because it's very dark in my colon OR as a guy
smarter than me said, "stupid is as stupid does"). They do require a LOT
more attention from YOU both on and off the ground.
If you consider all the factors in selecting an engine .. weight, cost,
availability of parts, access to knowledge, and simplicity, there is not a
more reliable engine anywhere than the 503 or the 582.
That being said, what do you have more of.... money or time. It will take
one or the other to keep the fan blowing.
'Jus my 'pinion
George
>-----Original Message-----
>From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-
diff-server(at)matronics.com] On >Behalf Of cristalclear13
>Sent: Tuesday, April 01, 2008 8:19 AM
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: EAA Sport Pilot article - two-strokes and forced
landings?
>I finally found time to start reading my EAA Sport Pilot magazine and read
Rick's article. He >states, "I kept remembering forced landings from my
Weedhopper days and decided I just couldn't >do that two-stroke thing
again."
>As some of you might remember, I bought a Mark II with a Rotax 503 DCSI.
I'm hoping to be able >to start flying it by the end of this month. Is Rick
telling me that I should expect a lot of >forced landings (or even one)? I
know we should ALWAYS be prepared for forced landings, but I'm >wondering
does this really happen A LOT?
>Are there any Kolbers out there with two-stroke engines with lots of hours
that have NOT had to >have a forced landing?
>--------
>Cristal
>Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174114#174114
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
What do you mean
> "due to electrical/ignition problems", and how was it the motor's fault?
> > consumption, and a couple of other issues related to that type of
> engine, not because "they just quit"
> for no apparent reason.
>
> I don't mean to sound argumentative, but why should someone EXPECT an
> engine failure, provided it is
> kept in "tip top" shape? I realize everyone should always be prepared for
> an engine failure, that's just good
> common sense, but to think a motor is so "touchy" that I should be happy
> if it doesn't quit just because I went
> for a flight, well, I'd change motors if that was the case.
>
> Mike Welch
Mike W:
Two strokes have a much higher incidence of stoppages than four strokes.
Notice I said stoppages and not failures. Catastrophic failures occur
occasionally, but most times it is Murphy that gets ya, two and four stroke.
Yes, fly like it is going to quit any second for both type engines.
Don't think Scott blamed the failures on the "motor", but on
electrical/ignition problems.
Two strokes are much more susceptible to minor glitches than four strokes,
therefore the greater number of stoppages. They are extremely sensitive to
stopping when operating parameters are outside a very narrow band. Kept in
this band, OK. Get out, probably seize, or stop for some other reason.
I have no idea how much experience you have flying with a two stroke, but
those of us that evolved from the dark ages of the early 1980's became quite
proficient at forced landings. Made a damn good pilot out of us.
Many of us have migrated from two to four stokes engines for the reason you
stated, "touchy". Four stroke flying has made aviating much more relaxed
and comfortable.
Four strokes quit also. I have had two 912 stoppages in the last 2,600+
hours of flying with this type engine, 1994 and 1998. Both occasions
because of contaminated fuel. Both cases, pilot error, mine! Hopefully, I
have learned a bit from those experiences because I have not had a 912 quit
running in over 10 years and many, many hours.
Take care,
john h
mkIII
hauck's holler, alabama
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
John,
Why would you say contaminated fuel was pilot error? What should you have done
differently?
Thanks,
Cristal
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174156#174156
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
> Why would you say contaminated fuel was pilot error? What should you
have done differently?
> Thanks,
> Cristal
Hi Cristal:
It is my job, as the pilot, to make sure the fuel is not contaminated by
taking a fuel sample after refueling and before each first flight of the
day.
I have a "homemade" gascolator and drain to seperate water and check for the
visual condition of the fuel by draining it into a clear container. On each
of those occasions, I did not take a fuel sample. ;-( Totally, my fault.
Laziness and getting in a rush will eventually lead to a failure and/or
problem.
john h
mkIII
hauck's holler, alabama
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
Cristal , I probably don't fit into your request, I did have one forced landing
but that was in my first 10 hours of flying my KXP with a 503 I was messing with
the mixture on the idle circuit but I didn't leave the pattern . after that
I flew it 480 hours with out a forced landing or a rebuild , I was using Pennzoil
for air cooled ,oil premix.
They fly great with the engine out but I had 125 hours in gliders before I ever
had an engine out . The only other forced landing was with a 912s so ,treat
it right and the 503 is a dependable great engine. Chris
----- Original Message ----
From: cristalclear13 <cristalclearwaters(at)juno.com>
Sent: Tuesday, April 1, 2008 9:18:55 AM
Subject: Kolb-List: EAA Sport Pilot article - two-strokes and forced landings?
I finally found time to start reading my EAA Sport Pilot magazine and read Rick's
article. He states, "I kept remembering forced landings from my Weedhopper
days and decided I just couldn't do that two-stroke thing again."
As some of you might remember, I bought a Mark II with a Rotax 503 DCSI. I'm hoping
to be able to start flying it by the end of this month. Is Rick telling
me that I should expect a lot of forced landings (or even one)? I know we should
ALWAYS be prepared for forced landings, but I'm wondering does this really
happen A LOT?
Are there any Kolbers out there with two-stroke engines with lots of hours that
have NOT had to have a forced landing?
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174114#174114
You rock. That's why Blockbuster's offering you one month of Blockbuster Total
Access, No Cost.
http://tc.deals.yahoo.com/tc/blockbuster/text5.com
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
Thanks, John. I am merely gathering information and satisfying curiosity. It isn't
often that someone can make such a structural change so quickly on the same
plane, and then run a comparison. When the weather gets better it will be very
interesting to see the T/O and landing distances. The only changes I am considering
on the spare wings are to possibly shorten the ailerons. The wings are
already clipped, almost down to Firefly length. Let us know when on your next
test session.
Bill Sullivan
FS/KX
Windsor Locks, Ct.
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
For anyone traveling in this area, the mogas sold at airports around here does
not contain alcohol.
Bill Sullivan
FS/KX
Windsor Locks, Ct
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
Kolbsters,
There is a great article in the new Sport Aviation mag about risk management
.There is NO reason for a 2 stroke to be less reliable than other powerplants.If
you want to argue TBO you have a point .I believe most 2 stroke failures are
self induced,by neglect,or ignorance of the importance of PM.Members of our
club have 2 strokes with over 550 hrs on them (503) 980hrs(582) with no failures.I
believe once you understand the way they work and what the gauges are telling
you,you can have great confidence in their reliability.
----- Original Message ----
From: "HShack(at)aol.com" <HShack(at)aol.com>
Sent: Tuesday, April 1, 2008 7:20:48 AM
Subject: Re: Kolb-List: EAA Sport Pilot article - two-strokes and forced landings?
Y ep; 660 hrs. on a 503. Proper maint. is the key.
Howard Shackleford
FS II
SC
In a message dated 4/1/2008 9:21:52 A.M. Eastern Daylight Time,
cristalclearwaters(at)juno.com writes:
Are there any Kolbers out there with two-stroke engines with lots of hours that
have NOT had to have a forced landing?
Create a Home Theater Like the Pros. Watch the video on AOL Home.
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
I have a "homemade" gascolator and drain to separate water and check for the
visual condition of the fuel by draining it into a clear container.
John,
I always check the fuel on the Cessna that I'm learning in, but have noticed my
Mark II has no way to do that. I'll probably be looking into what it would take
to add a gascolater.
My fuel filter is from the automotive store and I was told to change it often (I
know there's lots of forum threads on fuel filters). I was told (by a fellow
pilot who works on Rotax engines) to change my spark plugs every 25 hours, perhaps
I should change the fuel filter at the same time? How often do you change
your fuel filter?
Thanks,
Cristal
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174171#174171
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
At 09:18 AM 4/1/2008, cristalclear13 wrote:
>..."I kept remembering forced landings from my Weedhopper days and decided
>I just couldn't do that two-stroke thing again." ...I know we should
>ALWAYS be prepared for forced landings, but I'm wondering does this really
>happen A LOT?
I have had forced landings in 2-strokes and I have had forced landings in
certified 4-strokes. In every case but one the 2-stroke failures had
nothing to do with the fact that it was a 2-stroke (electrical, redrive
failure, etc.)
The one inherently 2-stroke related was a fouled plug while I was running
an excessively rich mixture during break-in.
2-strokes DO require more attention than 4-strokes. You can often ignore a
4-stroke and get away with it. Ignore a 2-stroke and you WILL have forced
landings.
-Dana
--
There is always a law against doing anything interesting.
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "olendorf" <olendorf(at)gmail.com> |
gaman(at)att.net wrote:
> Kolbsters,
> There is a great article in the new Sport Aviation mag about risk management
.There is NO reason for a 2 stroke to be less reliable than other powerplants.If
you want to argue TBO you have a point .I believe most 2 stroke failures
are self induced,by neglect,or ignorance of the importance of PM.Members of our
club have 2 strokes with over 550 hrs on them (503) 980hrs(582) with no failures.I
believe once you understand the way they work and what the gauges are telling
you,you can have great confidence in their reliability.
>
> ---
While I agree with this statement 100% I will say that my last engine out was on
my brand new 447. The ignition module failed at 4 hours.
I have great confidence in my 447.
I will continue to fly over areas I can land in if my engine fails.
--------
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=174173#174173
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
How often do you change your fuel filter?
> Thanks,
> Cristal
Cristal:
I change the fuel filter, or clean it (I have that capability with the
filter I use) at 100 hours, or less depending on how it looks when I check
it at each oil change. Normally, 25 to 50 hours for oil changes.
john h
john h
mkIII
hauck's holler, alabama
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Just out of curiosity...do you remember how you felt when you had to make your
first forced landing (especially if you weren't near any airport)? Did you get
"back on the bike and ride again" immediately? I'd like to think I would (considering
I'd lived through it!)
And what did your SPOUSE say? My husband has been pretty supportive of my learning
to fly even though he hates heights and flying and would never go up in a
small plane. But my worry is if I had a forced landing that he'd make me sell
my plane! [Crying or Very sad]
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174175#174175
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "olendorf" <olendorf(at)gmail.com> |
Hey Mike,
My first 2 engine outs were due to a wire coming loose on the old style ignition
coil. The wire was inside a blob of silicone so it wasn't obvious. It killed
the engine twice and it was dozens of hours in between. After the second failure
I found the culprit. The 3rd failure was a brand new engine and the brand
new ignition box failed internally at 4 hours. Impossible to prevent that type
of failure.
None of those are 2-stroke failures. All of them would have been prevented with
dual ignition however.
I don't really mean to EXPECT it will break but take precautions so if it breaks
you don't hurt anything. I was trying to come up with a better word than expect
but it is so easy to get complacent that I wouldn't want to water it down
too much. Maybe 'anticipate' would be better?
Everything can break and everyone can forget something. I'm pretty careful with
my engine and fuel and a few months back I was pouring gas from my gas can into
my airplane and somehow a bee was caught in the funnel's plastic screen.
How the hell did that get in there? If I didn't have the screen it would be in
the tank and easily block the pickup tube.
I don't have a problem with the reliability of 2 strokes. I also want longer TBO
and better fuel burn. I'm looking for an HKS engine for my next plane but if
the TBO and fuel burn was the same for a given horsepower I would stick with
the 2 stroke.
--------
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=174180#174180
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
I change the fuel filter, or clean it (I have that capability with the
filter I use) at 100 hours, or less depending on how it looks when I check
it at each oil change. Normally, 25 to 50 hours for oil changes.
John,
"depending on how it looks"...That's where I wish I had your eyes. I took the
class and got a 100 on the test to get the LS-I rating so I can do my own inspections.
And I can read the books and manuals, but having those eyes of experience
sure would make me feel better.
Oil changes - that's one thing I don't have to worry about with the two-stroke.
:D
Thanks,
Cristal
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174181#174181
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
> "depending on how it looks"...That's where I wish I had your eyes.
> Cristal
Cristal:
No special abilities to look at fuel in a glass or clear container to detect
water or trash, or discoloration of fuel. If suspect, dump it and get some
fresh fuel.
john h
mkIII
hauck's holler, alabama
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
gaman(at)att.net wrote:
> Kolbsters,
>
> There is NO reason for a 2 stroke to be less reliable than other powerplants.
> ---
You are very wrong about this. Two strokes fail MUCH more often than 4 stroke
engines. There is a good reason no certified airplanes use two stroke engines,
they are just not reliable enough. You can talk theory all day long, but
the REALITY is that two stroke engines are much more prone to sudden failure
than 4 stroke engines. Reality is always more important than theory....
For those that wonder about the theory, the two stroke engine must have a near
PERFECT fuel air mixture to keep from seizing, where as the 4 stroke is much more
tolerant to errors, overheating, etc. etc. Perfection is very difficult
to maintain, and the first time something is not perfect in a two stroke, it will
stop.
Everything is going towards the increased reliability of 4 stroke engines, boats,
jet skis, dirt bikes... There is a good reason for this. I fly both a 4 stroke
on my Kolb, and also a 2 stroke on anther plane, but I am smart enough to
know that the 2 stroke engine is far more likely to quit than my 4 stroke. Only
an idiot would dismiss the facts and try to tell others that two strokes are
just as reliable as 4 strokes.
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=174188#174188
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Clipping the wings on a a Kolb is a very bad idea. The Kolbs have so much drag,
you are not going to get any more speed out of the firestar by clipping the
wings, but you will.
Decrease Climb rate
Increase Stall Speed
Increase your approach speeds.
Decrease your short field performance.
In other words, end up with an airplane that does not perform as well, and is more
dangerous than it was in its stock form. I think you have been told this
before, and if that is what you want, go for it, you deserve what you get.
I just hope you don't give this bad advice to anyone else...
As Johns tests on the MK III clearly indicate, having more wing area improves
a Kolb a lot.
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=174191#174191
________________________________________________________________________________
In a message dated 4/1/2008 1:27:35 P.M. Eastern Standard Time,
orcabonita(at)hotmail.com writes:
--> Kolb-List message posted by: "JetPilot"
Clipping the wings on a a Kolb is a very bad idea. The Kolbs have so much
drag, you are not going to get any more speed out of the firestar by clipping
the wings, but you will.
In other words, end up with an airplane that does not perform as well, and
is more dangerous
Mike, you forgot one thing, In gusty air or windy landings I believe that I
would rather be in a chopped wing Firestar aka Firefly. By your description
a Firefly would be an unsafe poorly performing aircraft.
steve
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15&ncid=aolhom00030000000001)
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
John,
Right now I don't have any way of putting my gas in a clear or glass container
to inspect it. There's no drain hole in the tank or the line. I didn't build
the plane, I bought it this way. I suppose that's a feature I'll want to add.
In general I'm talking about hearing/seeing/feeling things that only comes with
experience. This plane didn't come with check lists, operating manual, etc.
Thanks for sharing your experiences/knowledge on this forum.
Thanks,
Cristal
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174194#174194
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
Cristal
I'm seeing some real good responses. The point I would like to make is that
it
isn't so much the 2 stroke that makes them less reliable as it is also the
engine systems that are used (ignition, fuel, exhaust, etc. and
pilot/builder). For example most four stroke aircraft fuel systems have
finger strainers in the fuel pick up in the tank, a gascolater, fuel sumping
capabilities, fuel filters and back up fuel pumps. It maybe the lack of
information but builders of 2 stroke airplanes generally don't build them as
safe.
The same mentality may be in play with the engine builders. If our engines
aren't as reliable then maybe we shouldn't bother spending extra money on
better systems.
Also a Rotax 503 in a MKII or MKIII has a hard life. My personal feeling is
that the 503 in general has a good reputation because it is usually used in
a Firestar where it doesn't have to work so hard to stay in the air.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "cristalclear13" <cristalclearwaters(at)juno.com>
Sent: Tuesday, April 01, 2008 9:18 AM
Subject: Kolb-List: EAA Sport Pilot article - two-strokes and forced
landings?
>
>
> I finally found time to start reading my EAA Sport Pilot magazine and read
> Rick's article. He states, "I kept remembering forced landings from my
> Weedhopper days and decided I just couldn't do that two-stroke thing
> again."
>
> As some of you might remember, I bought a Mark II with a Rotax 503 DCSI.
> I'm hoping to be able to start flying it by the end of this month. Is
> Rick telling me that I should expect a lot of forced landings (or even
> one)? I know we should ALWAYS be prepared for forced landings, but I'm
> wondering does this really happen A LOT?
>
> Are there any Kolbers out there with two-stroke engines with lots of hours
> that have NOT had to have a forced landing?
>
> --------
> Cristal
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=174114#174114
>
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced |
landings?
>
.................
>Right now I don't have any way of putting my gas in a clear or glass container
to inspect it. There's no drain hole in the tank or the line. I didn't build
the plane, I bought it this way. I suppose that's a feature I'll want to add.
>
................
Cristal,
If you let your fuel get low in the tank, you can use a flashlight to see if
there is any water in the bottom of the tank. If you don't want to let the
fuel get this low, you can siphon or pump to empty the tank. If you keep
your tank filled, and if you do not completely empty your fuel transfer
tanks into your main tank, you reduce the possibility of accumumlating water
in the main tank.
Every Spring, I remove the main tank and completely empty it, and at the
same time I clean or dry out all my fuel transfer tanks. I may get a dime's
volume of water out of the main tank, and a quarter's volume out of each of
the transfer tanks. I have never found water in the carburetor float bowl.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> Clipping the wings on a a Kolb is a very bad idea. The Kolbs have so
much drag, you are not going to get any more speed out of the firestar by
clipping the wings, but you will.
>
> Decrease Climb rate
> Increase Stall Speed
> Increase your approach speeds.
> Decrease your short field performance.
>
> In other words, end up with an airplane that does not perform as well, and
> is more dangerous than it was in its stock form. I think you have been
> told this before, and if that is what you want, go for it, you deserve
> what you get. I just hope you don't give this bad advice to anyone
> else...
>
> As Johns tests on the MK III clearly indicate, having more wing area
> improves a Kolb a lot.
>
> Mike
Mike B:
Where do I begin?
I fly several Kolb models with clipped wings, both 22 feet. Before I flew
the SS, my first clip wing flight, I was a little bit, no...............a
lot leery of those short little stubby wings with their short little lift
struts. After I flew it the first time, taking off up hill and through the
trees to the north at the Oshkosh UL strip, I was hooked, like most others
that get the opportunity to fly a SS. IIRC, the first SS from Old Kolb
stalled at 40 mph clean, handled like a dream, was a real hot rod to fly,
and I liked it.
Same, same for the FF.
I will share this with you all although not many folks at Oshkosh that year
ever knew it. New airplanes, especially new models, always have a lot of
little different things going on that takes a little while to learn. My
first impression with the SS was that it was difficult to taxi, e.g., did
not want to roll. I taxiied out, took off, went flying, came back in and
landed. Still seemed like it took a lot of power to get this thing to roll.
When I got back to my parking area I asked Dennis Sounder about this
difficult taxi problem with the SS. He was not aware of it, but suggested I
check to make sure the parking brake valve was open. They had mounted it
under the seat. My first Kolb to fly with a parking brake. Wonder I did
not put it on its nose, if not for the long gear legs, and nose high three
point stance of the old SS. ;-)
Personally, Mike, I think you need to do more home work and get some more
experience in all the Kolb models before you come on board with posts of
this nature. I am not going to call or insinuate you are dumb, stupid, an
idiot, or just plain wrong, but I will say you are coming across as grossly
misinformed.
Like I have said many times, these little Kolb airplanes ain't necessarily
like all the other airplanes out there. They have their own little
peculiarities, not necessarily bad. Some are beyond description when the
engineers get ahold of them. Can't understand why their numbers and the
Kolb don't always jive. ;-)
Take care,
john h
mkIII
hauck's holler, alabama
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
That makes sense Rick. Thanks!
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174200#174200
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
Subject: Re: Kolb-List: EAA Sport Pilot article - two-strokes and forced
landings?
>
Hi Rick N:
Got my mail this morning and my copy of what used to be Experimenter.
Enjoyed your article. Thought you got your point across great. I certainly
did not get the opinion you were beating up on two strokers.
Folks can pump themselves up about two strokes all they want to. The Feds
are not migrating to four strokes in rec vehicles because of reliability,
but polution and conservation of fuel.
I haven't heard anyone speak of that microscopic wall of oil that seperates
a two stroke from a piston seizure. Break the oil film for a split second
and there is a failure. This is one mode we do not have a problem with very
often in a stroke.
I have had main bearing failure in a brand new Cuyuna, less than 10 hours.
That'll lock up the crank shaft in a hurry.
Had wrist pin bearings come out of a 447 on the way home from Lakeland, but
made it all the way home.
Seized a 582 on my mkIII twice in 15 seconds. That wasn't hard to do at
all.
Enough on comparing the two. Ain't getting anywhere and I have a lot of
work to do to get out of here tomorrow to meet Brother Jim at Goose Pasture
on the Wacissa River between New Port and Perry, FL, tomorrow. Going to
camp there until Sunday or Monday, then hop on over to Lakeland with the 5th
wheel. Be staying in the UL Camping Area. Miss P'fer gets to stay home and
relax in the barn for the next two weeks.
Take care,
john h
mkIII
hauck's holler, alabama
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
At 09:18 AM 4/1/2008, you wrote:
>As some of you might remember, I bought a Mark II with a Rotax 503
>DCSI. I'm hoping to be able to start flying it by the end of this
>month. Is Rick telling me that I should expect a lot of forced
>landings (or even one)? I know we should ALWAYS be prepared for
>forced landings, but I'm wondering does this really happen A LOT?
>
>Are there any Kolbers out there with two-stroke engines with lots of
>hours that have NOT had to have a forced landing?
>
>--------
>Cristal
The one I've got has a dual carb 503 - almost 740 hours, never had
the jugs off.
Unless you count running out of gas, no problems so far (yeah - I
know about rebuild times).
I do change the plugs every 25 to 30 hours, check the compression and
rings every
60 or so hours, repaint the muffler every 100 hours & change out the
intake & exhaust gaskets,
I have changed the rubber mounts & rebuilt the carbs twice etc.
Besides, forced landings can be fun, just depends on how you look at it.
http://www.mindspring.com/~possums/
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced |
landings?
At 01:17 PM 4/1/2008, cristalclear13 wrote:
>And what did your SPOUSE say? My husband has been pretty supportive of my
>learning to fly even though he hates heights and flying and would never go
>up in a small plane. But my worry is if I had a forced landing that he'd
>make me sell my plane! [Crying or Very sad]
My wife has been WITH me through forced landings! :)
-Dana
--
"Next year in Galt's Gulch!"
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
I see John H is going to be at Sun & Fun without his wings. Are any
others going to make it?
I will be there all week camping in the UL/LSA camping area. My plane is
still freezing back in Michigan where I abandoned it all winter.
Rick Neilsen
Redrive VW powered MKIIIC
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
cristalclear13 wrote:
> I finally found time to start reading my EAA Sport Pilot magazine and read Rick's
article. He states, "I kept remembering forced landings from my Weedhopper
days and decided I just couldn't do that two-stroke thing again."
>
> As some of you might remember, I bought a Mark II with a Rotax 503 DCSI. I'm
hoping to be able to start flying it by the end of this month. Is Rick telling
me that I should expect a lot of forced landings (or even one)? I know we
should ALWAYS be prepared for forced landings, but I'm wondering does this really
happen A LOT?
>
> Are there any Kolbers out there with two-stroke engines with lots of hours that
have NOT had to have a forced landing?
Not this again - the 2-stroke myths that just will not die.......
First off, the archives of this and many other lists contain a lot of back and
forth on the 2-stroke vs 4-stroke issue.
Second, among a bunch of other things, the experience of the Weedhopper-powered-by-who-knows-what-at-12000rpm
days is NOT an applicable description of what you're
in for with the proven 2-strokes made by Rotax these days. We don't even
live in that world anymore 2-stroke-wise. So you need current experience with
2-strokes to really see what you're in for.
Third, my personal experience: I've flown the 503 for almost a decade with no problems
at all, not so much as a hesitation. The only forced landing I've ever
had was in my trike powered by a 447 (wiring problem).
That includes about 100 hours in my old FS II which I just recently sold. No problems
with the 503 that was on it. One of many...
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174213#174213
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
> Subject: Re: EAA Sport Pilot article - two-strokes
>
> I haven't heard anyone speak of that microscopic wall of oil that seperates
> a two stroke from a piston seizure. Break the oil film for a split second
> and there is a failure. This is one mode we do not have a problem with very
> often in a stroke.
>
Er, no, you certainly DO have the same hazard lurking in a 4-stroke. The same principle
applies - a thin film of oil is used in the hone marks to prevent metal-to-metal
contact in both engine types.
Overly rich running or overheating will cause the same breakdown in the 4 with
similar results.
c'mon guys, ya'll can do better than this....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174215#174215
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
[quote="lucien"]
John Hauck wrote:
> Subject: Re: EAA Sport Pilot article - Oops, that's John H. quoting someone else,
not John himself... sorry
>
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174216#174216
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
I don't mean to reignite the whole avgas vs. mogas thing again; I just have
a practical question.
The Cuyuna (ULII-02 on my US) manual says to use "leaded regular or premium
unleaded... minimum pump octane of 88." Interestingly, it goes on to say,
"The use of aviation gasoline, or other fuels and oils, may upset carburetion."
I don't know how avgas would "upset carburetion." The previous owner ran
avgas and so do I with no problems. I'm using it mainly because it keeps
better (and smells better); storage life is important during the winter
when I'm not flying often. With warmer weather here now, though, running
car gas makes more sense... but no doubt I'll use the occasional tank of
avgas when convenient. I can't see why, but based on the warning in the
manual, should I expect it to affect the jetting?
-Dana
--
When authorities warn you of the sinfulness of sex, there is an important
lesson to be learned. Do not have sex with the authorities.
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: avgas vs mogas |
At 05:23 PM 4/1/2008, you wrote:
>
>I don't mean to reignite the whole avgas vs. mogas thing again; I
>just have a practical question.
>
>The Cuyuna (ULII-02 on my US) manual says to use "leaded regular or
>premium unleaded... minimum pump octane of 88." Interestingly, it
>goes on to say, "The use of aviation gasoline, or other fuels and
>oils, may upset carburetion."
How old is that manual?
Back in the early 80's, we used to have to drive around to find gas stations
that still sold "leaded" gas because that's what our old Cuyuna
manual said too.
CGS Hawks & Pterodactyls back then.
Aviation gas should be fine (your engine will run cooler) - just
change your plugs more often.
Premium unleaded is fine BTW.
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
Micheal,
Thank you once again for your insight and thoughtful input.What could I have been
thinking?
----- Original Message ----
From: JetPilot <orcabonita(at)hotmail.com>
Sent: Tuesday, April 1, 2008 10:15:11 AM
Subject: Kolb-List: Re: EAA Sport Pilot article - two-strokes and forced landings?
gaman(at)att.net wrote:
> Kolbsters,
>
> There is NO reason for a 2 stroke to be less reliable than other powerplants.
> ---
You are very wrong about this. Two strokes fail MUCH more often than 4 stroke
engines. There is a good reason no certified airplanes use two stroke engines,
they are just not reliable enough. You can talk theory all day long, but
the REALITY is that two stroke engines are much more prone to sudden failure
than 4 stroke engines. Reality is always more important than theory....
For those that wonder about the theory, the two stroke engine must have a near
PERFECT fuel air mixture to keep from seizing, where as the 4 stroke is much more
tolerant to errors, overheating, etc. etc. Perfection is very difficult
to maintain, and the first time something is not perfect in a two stroke, it will
stop.
Everything is going towards the increased reliability of 4 stroke engines, boats,
jet skis, dirt bikes... There is a good reason for this. I fly both a 4 stroke
on my Kolb, and also a 2 stroke on anther plane, but I am smart enough to
know that the 2 stroke engine is far more likely to quit than my 4 stroke. Only
an idiot would dismiss the facts and try to tell others that two strokes are
just as reliable as 4 strokes.
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=174188#174188
________________________________________________________________________________
| From: | greg(at)skyelink.com |
Looking forward to attending sun & fun this year for the first time
camping on site with some frinds hope to see all of you there. lets all
gang up on travis and see if we all can get hats so we can meet each
other at the show."""""""" JUST KIDDING TRAVIS"""""""""". everyone have
fun hope to see you there....
Greg m111x
virginia
________________________________________________________________________________
I' waiting to hear about the first HKS failure..=C2-
That thing runs as fast as a two stroke
and has a reportedly 800 hour TBO... =C2-
Also whats a HKS rebuild going to run???
Whos go the most hours so far??
Also, why do we =C2-so few BMW conversions in this country?
I have a friend whos got a 66 model that's still running strong...
Mark
-----Original Message-----
From: lucien <lstavenhagen(at)hotmail.com>
Sent: Tue, 1 Apr 2008 5:15 pm
Subject: Kolb-List: Re: EAA Sport Pilot article - two-strokes and forced lan
dings?
John Hauck wrote:
> Subject: Re: EAA Sport Pilot article - two-strokes
>
> I haven't heard anyone speak of that microscopic wall of oil that seperate
s
> a two stroke from a piston seizure. Break the oil film for a split second
> and there is a failure. This is one mode we do not have a problem with ve
ry
> often in a stroke.
>
Er, no, you certainly DO have the same hazard lurking in a 4-stroke. The sam
e
principle applies - a thin film of oil is used in the hone marks to prevent
metal-to-metal contact in both engine types.
Overly rich running or overheating will cause the same breakdown in the 4 wi
th
similar results.
c'mon guys, ya'll can do better than this....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174215#174215
________________________________________________________________________________
| From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
About 400hrs behind{or infront of } 503s and no forced landings.One instance
when the fiberglass fuel tank delaminated and blocked the fuel line from the
tank but I was able to keep it going by pumping the hand primer bulb as I
was only about 5 miles from the airport and a couple of other times carb
icing got my attention when reducing power to land. The 503 has alwas
retuned me to my take offpoint
Tony
Downunder
----- Original Message -----
From: "cristalclear13" <cristalclearwaters(at)juno.com>
Sent: Wednesday, April 02, 2008 2:18 AM
Subject: Kolb-List: EAA Sport Pilot article - two-strokes and forced
landings?
>
>
> I finally found time to start reading my EAA Sport Pilot magazine and read
> Rick's article. He states, "I kept remembering forced landings from my
> Weedhopper days and decided I just couldn't do that two-stroke thing
> again."
>
> As some of you might remember, I bought a Mark II with a Rotax 503 DCSI.
> I'm hoping to be able to start flying it by the end of this month. Is
> Rick telling me that I should expect a lot of forced landings (or even
> one)? I know we should ALWAYS be prepared for forced landings, but I'm
> wondering does this really happen A LOT?
>
> Are there any Kolbers out there with two-stroke engines with lots of hours
> that have NOT had to have a forced landing?
>
> --------
> Cristal
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=174114#174114
>
>
>
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
At 03:30 PM 4/1/2008, you wrote:
>Martha Neilsen"
>
>Cristal
>
>I'm seeing some real good responses. The point I would like to make is that
it
>isn't so much the 2 stroke that makes them less reliable as it is also the
>engine systems that are used
I had a 1983 CGS Hawk, the third one in Georgia.
If I had bought a second one, I
could have been a =93dealer=94.
Back then, it wasn't the =93engines=94 that you
worried about. Very few people had a
plane that lasted 200 hours. Most of us crashed long before that. The
=93crashes=94
weren't fatal, mostly we just tore up the planes
=AD bumps & bruises, an occasional broken bone.
They would bring new ones up to the airport every
month, put them together (I would help) and
then proceed to crash them on their maiden flight
=AD the good ole' days, bicycle wheels & lawnmower engines.
The good news was that you could buy a used
engine =93cheap=94 usually from some else
that had a mishap in their ultralight. I actually was able to get
200 hours on my old Hawk=92s =93 Cuyuna engine=94
before it started to leak oil out of every hole, seam & gasket.
But.... I was able to buy a used (30 hours) =AD
hardly broke-in engine, plus carbs, muffler
& prop etc. for $400 to replace it.
Unfortunately, I never got the next 200 hours on that plane.
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
What I posted about wingspan on airplanes several months ago, and again agrees
with what you reported in your flight tests of the new MK III Xtra with longer
wings. Lower stall speeds, better climb, slower approach speeds etc. etc...
Am I missing something here, are you saying the short wing MK III performs better
than the new style MK III ?
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=174245#174245
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Possums wrote:
>
>
> Unfortunately, I never got the next 200 hours on that plane.
>
>
Why did you not get over 200 hours on that plane ? I would have killed for a
big high performance plane like that in the early 80's. My first ultralight was
a Quicksilver, weight shift with a 12 HP single cylinder Chrysler engine on
it. Plane with engine weighed just 140 pounds.
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=174246#174246
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> Am I missing something here, are you saying the short wing MK III performs
> better than the new style MK III ?
>
> Mike
Mike B:
Yes, I think you are missing something.
No, I did not say that.
I didn't do a comparison test between the new and old X, or the original
MKIII.
For clarification, the MKIII was designed in 1990. Kits were produced
beginning of 1991.
The MKIIIx was a modified version of the MKIII. Since the MKIIIx was first
produced, there have been several iterations of it, with the latest the long
wing, droop tip MKIIIx.
The MKIII has not changed since 1991, with the exception of modifications
that most owners and builders are not aware of.
Take care,
john h
mkIII
hauck's holler, alabama
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced |
landings?
At 08:42 PM 4/1/2008, you wrote:
>Possums wrote:
> > Unfortunately, I never got the next 200 hours on that plane.
>
>Why did you not get over 200 hours on that plane ? I would have
>killed for a big high performance plane like that in the early
>80's. My first ultralight was a Quicksilver, weight shift with a 12
>HP single cylinder Chrysler engine on it. Plane with engine weighed
>just 140 pounds.
>
>Mike
It's a long story, but I swapped my Hawk for a half interest in a 447
"Firestar"
and bought the other half out for $3000. This was after several
months of me watching
that little plane smoke my arse on climb outs at the field. I could
do better landings
with the nose wheel & all, but he could outclimb, out run, out turn -
out everything me on anything else.
Gotta have one of those I said!
Anyway - my poor little Hawk was sold several more times.
Unfortunately I got to watch
it go down in Hayhira Georgia, on the way to Sun & Fun one year. I
told the guy not to
push that old cyuna engine. He wouldn't listen to me on the radio. He
was going to the left of the
group & then going to the right of the group for no apparent reason.
He had to have had it wide open,
he was out running all of our Rotex's. (but just for awhile - till
his engine quit) Then he had a forced landing
(his first) - flared too high, no wind, big field. Broke the boom
tube. Didn't hurt himself.
We had CB's back then & was able to talk to him and tell him where
the nearest 7-11 was with a phone.
He said his brother would come get him (sucks for him) so the rest of
us went to Florida - those were the rules.
Yes we eat our dead - but only on long trips.
________________________________________________________________________________
| Subject: | Re: toe out on the main gear |
| From: | "ronlee" <rlee468(at)comcast.net> |
Regarding wheel pants.
If you like to use your tire for a seat you will lose it by installing wheel pants.
--------
Ron Lee
Tucson, Arizona
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174265#174265
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: toe out on the main gear |
At 10:20 PM 4/1/2008, you wrote:
>
>Regarding wheel pants.
>If you like to use your tire for a seat you will lose it by
>installing wheel pants.
>
>--------
>Ron Lee
I like the Harbor Freight "open front" ones. So you can run over
stones & small children at airshows. Have you ever seen what a
smallish child can do to a $360 nickel edged prop .........It's nasty - $$$$.
Of course, it helps if you are a member of a national known
organization. Or if you know some one that makes vinyl stick-on letters.
I've been in places where I should not have gone (nude beeches) -
but got waves instead!
Got pictures for the "magazine" that I can't even show here.
You would not belive what some people will do to be on TV (my little camera).
Like girls gone --------------
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landing |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Possum,
Your picture reminded me of a picture my friends took of me (when I was a teenager)
one Halloween. Silly teenagers!
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174279#174279
Attachments:
http://forums.matronics.com//files/deadclown_318.jpg
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Check out Does Gas Go Bad? |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
As well as....
http://www.repairfaq.org/filipg/AUTO/F_Gasoline.html
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: toe out on the main gear |
I should not have gone (nude beeches) >>
Trees with no leaves on? That can`t be right surely?
Pat :-)
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Morning Scott:
Yes, I am going to do my best to be flying the X at S&F.
Glad to hear you all are going to be there too.
Don't know how it will fly in Florida air, since it is a Kentucky
aircraft. Travis told me it would do just fine.
Should be a good comparison between some of the hotter landing SLA's.
Always land behind one of those guys, and not a two place Quicksilver.
Makes the airplane look better. ;-)
Loading out now for departure. Ground bound to Florida.
john h
mkIII
hauck's holler, alabama
With Miss Pfer staying home and the 'test completed' does this mean
we'll see you flying the yellow M3X @ s-n-f?
Scott
________________________________________________________________________________
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Thanks Bill. You say properly mixed which brings up another question. I have
a 50:1 ratio and I use a two-gallon tank (I'm a weakling). According to the calculation
then I would need to mix approx. 5.12 oz of oil in with my two-gallons
of gas. A 2/3 cup measurement is 5.33. Is there a more exact way of getting
the correct ratio?
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174323#174323
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: memories at Monument Valley |
Boyd:
Never a dull moment at MV.
Last year Artie's friend tried to take out our buddy Rick Neilsen on
take off. We got that one on video somewhere.
And the RV4 that landed at dark, then had an excursion off the dirt
strip and into the desert. Was an abrupt end to his journey from
California, IIRC. Also, after the incident, the pilot and crew could
not be found.
Of interest is the fact that we have not had an engine failure at MV, 2
or 4 stroke. ;-)
Two years ago Bill ground looped his old Luscombe on landing.
Don't think we have has a Kolb incident yet.
For those folks that come to the flyin by ground, remember that some of
us that fly spend two and a half days flying to get there, 15 to 20
hours of flight time. If you find us sitting on the ground most of the
time, it is because it feels good for old folks to take a break from
flying now and then. Also, this is also just the beginning of the
journey for some of us. From MV we will fly to the Rock House of Larry
and Karen Cottrell, just south of Burns Junction, Oregon, by way of who
know's where, sight see after departure from Larry's, and then have to
fly back home to Texas and Alabama. I'll end up with about 75 hours or
more on this trip.
Soon as I get home from MV, it is clean up, pack up, and fly to Homer's
in PA.
Then to Nauga Field, in LA; on to OSH; and finally, The Kolb Homecoming
2008 which will probably be held a weekend earlier than normal, the
third weekend of September rather than the last.
By that time, I should be pretty familiar with my old mkIII.
john h
mkIII
hauck's holler, alabama
My biggest regret is that I haven't had a camera in my pocket at all
times... like our first sitting in the restraunt eating my first
Navajo
taco and watching a kolb ra pilot do some exercises
Boyd.
________________________________________________________________________________
In a message dated 4/2/2008 8:22:07 A.M. Eastern Standard Time,
cristalclearwaters(at)juno.com writes:
A 2/3 cup measurement is 5.33. Is there a more exact way of getting the
correct ratio?
Cristal, I mix fuel all the time. The best method I have come up with is:
Buy a 6 gal can.
put a whole pint of oil in
fill with 6 gal at the gas station.
set the 6 gal tank on the tailgate of the truck
(or set on a concrete block and rock the can forward to fill a 2.5 gal tank)
fill plane 2.5 gal at a time
There are also some cans that you can pump pressure in and dispense the fuel
with a nozzle.
Steve
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15&ncid=aolhom00030000000001)
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
Cristal- I bought a "Ratio-rite" measure from Aircraft Spruce. Very easy to use.
I would recommend using a five gallon can for mixing, and pour it into a 2.5
gallon for pouring. I have to do this because my gas tank is hard to get at,
and a bad back won't let me lift the 5 gallon that high. Use an MR funnel- read
instructions- to remove any water. It is also available at Aircraft Spruce.
If you don't have their catalog, get one. It is a flyer's wish book. Also, get
one from Lockwood for Rotax info. Pennzoil 2 stroke air-cooled oil is recommended,
available from Aircraft Spruce. Good luck, be meticulous, and have confidence
in that engine. Like John said- pilot error stops more engines than anything
else. Same thing with any 2 stroke.
Bill Sullivan
FS/KX/447
Windsor Locks, Ct.
cristalclear13 wrote:
Thanks Bill. You say properly mixed which brings up another question. I have a
50:1 ratio and I use a two-gallon tank (I'm a weakling). According to the calculation
then I would need to mix approx. 5.12 oz of oil in with my two-gallons
of gas. A 2/3 cup measurement is 5.33. Is there a more exact way of getting the
correct ratio?
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174323#174323
________________________________________________________________________________
| From: | "olendorf" <olendorf(at)gmail.com> |
Boy, do you guys have a lot of money!
I take the plastic containers that Crystal Light drink mix comes in. (It is made
of HDPE.) I put in the exact amount of oil necessary for 1 gal then mark it
with a sharpie. Then I mark off 2, 3 and 4 gals. The bigger containers will go
to 6 I think. I keep this in the plane so I can measure on the go. It even
comes with a snap on lid to keep it clean inside.
So If I stop to get gas and it comes out 3.5 gals I don't have to do math ( a mans
gotta know his limits ). I just fill with oil to the halfway spot between
3 and 4 and dump it 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=174374#174374
________________________________________________________________________________
| From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
Just came across a November 2000 Dan Johnson review of the Kolbra which has some
info on the subject.
> The test Kolbra has a wing loading of 5.2 pounds per square foot, according
to Labhart. This can only be true if our test Kolbra weighed 811 pounds fully
loaded and perhaps it did as Norm is smaller than I and I'm an FAA average 170
pounds. Not every ultralight flies at its gross weight (though that is more common
than having excess, unused weight). At full gross, wing loading calculates
to 6.4 pounds per square foot in the Kolbra.
>
> You may find it interesting that most 2-seat ultralights run wing loadings from
the high 5s up to 6, 7, 8, and even 9 pounds per square foot. On the other
hand, even when built by the same manufacturer most single-place ultralights have
wing loadings in the 3- to 4-pound range with the highest hitting the low
5 pounds per square foot. This is true for New Kolb with the FireFly at 4.3 and
the FireStar I at 3.9 pounds per square foot. I think this simple fact identifies
one of the reasons why single- and 2-seaters fly differently.
>
> Even at 6.4, Kolbra is in the lower range of all ultralight 2-seaters. Putting
it in perspective, the flashy new Cirrus SR20 (4-seat general aviation plane)
has a wing loading above 20 and hang gliders vary around 2 pounds per square
foot.
>
> When you load up the wing more, you generally get greater speed. All other things
being roughly equal, handling may be crisper, and stall usually rises. The
Kolbra has a 40-mph stall listed in company literature.
>
>
So I guess it depends on how much you 'clip' the wings when assessing the pro's
and con's.
David.
Nb. I wonder what the wing loading was like on the F104 Starfighter ?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174383#174383
________________________________________________________________________________
Guys
Is a little too much ok???
That =C2-has got to be better than not quite enough....=C2-
Does this spell bad plugs and possible engine failure
during that tank of gas???
Must it be 50:1 =C2-exactly???? =C2-How Anal must we be with this????
Thanks
Mark
-----Original Message-----
From: olendorf <olendorf(at)gmail.com>
Sent: Wed, 2 Apr 2008 2:01 pm
Subject: Kolb-List: Re: 2 strokes
Boy, do you guys have a lot of money!
I take the plastic containers that Crystal Light drink mix comes in. (It is
made
of HDPE.) I put in the exact amount of oil necessary for 1 gal then mark it
with a sharpie. Then I mark off 2, 3 and 4 gals. The bigger containers will
go
to 6 I think. I keep this in the plane so I can measure on the go. It even
comes with a snap on lid to keep it clean inside.
So If I stop to get gas and it comes out 3.5 gals I don't have to do math (
a
mans gotta know his limits ). I just fill with oil to the halfway spot betwe
en 3
and 4 and dump it 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=174374#174374
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
Keep in mind that 503s that have oil injection, vary the amount of oil ingested
depending on throttle applied at the time.50 to 1 may be enough at full throttle,but
more than needed at partial throttle.It may not be as critical as we make
it An extra ounce in 5 gal doesn't seem too critical.Too much oil builds carbon,thats
why oil injection is desirable.The total amount of oil used per 5
gal of gas is less than 50-1.
----- Original Message ----
From: "knowvne(at)aol.com" <knowvne(at)aol.com>
Sent: Wednesday, April 2, 2008 1:04:21 PM
Subject: Re: Kolb-List: Re: 2 strokes
GuysIs a little too much ok???That has got to be better than not quite enough....
Does this spell bad plugs and possible engine failure
during that tank of gas???
Must it be 50:1 exactly???? How Anal must we be with this????
Thanks
Mark
-----Original Message-----
From: olendorf <olendorf(at)gmail.com>
Sent: Wed, 2 Apr 2008 2:01 pm
Subject: Kolb-List: Re: 2 strokes
Boy, do you guys have a lot of money!
I take the plastic containers that Crystal Light drink mix comes in. (It is made
of HDPE.) I put in the exact amount of oil necessary for 1 gal then mark it
with a sharpie. Then I mark off 2, 3 and 4 gals. The bigger containers will go
to 6 I think. I keep this in the plane so I can measure on the go. It even
comes with a snap on lid to keep it clean inside.
So If I stop to get gas and it comes out 3.5 gals I don't have to do math ( a
mans gotta know his limits ). I just fill with oil to the halfway spot between
3
and 4 and dump it 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=174374#174374
et="_blank">http://www.matronics.com/Navigator?Kolb-List
p://forums.matronics.com
blank">http://www.matronics.com/contribution
Get the MapQuest Toolbar, Maps, Traffic, Directions & More!
________________________________________________________________________________
| From: | "Ralph B" <ul15rhb(at)juno.com> |
knowvne(at)aol.com wrote:
> Guys Is a little too much ok??? That has got to be better than not quite enough....
>
> Does this spell bad plugs and possible engine failure during that tank of gas???
>
> Must it be 50:1 exactly???? How Anal must we be with this????
>
> Thanks
> Mark
>
Actually, this was a topic about 21 years ago. 2-stroke engines are very fussy
as it's been discussed. Measuring oil is part of being fussy. 6-gallons requires
15.4 ounces of oil not 16 oz. One would think more oil means better lubrication.
Not so with a 2-stroke. Too much oil is worse than not enough because it
can lead to stuck rings when it fries into them. My 2-stroke has been reliable
because I make sure it gets the correct amount of oil (premixed 447) and I use
synthetic oil. There's one other thing I do, but I can't discuss it here as
it's too controversial (I've been doing it for many years).
Ralph
--------
Ralph B
Original Firestar
N91493 E-AB
21 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174442#174442
________________________________________________________________________________
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
There is a better source (in my opinion) for Pennzoil Air-Cooled oil, at least
if you live in the NE part of the USA. Oil-store.com is located near Pittsburgh,
PA so the shipping cost of a case/box of oil is not bad to Buffalo. If you
like their price ask them to check the shipping cost to your zip code before you
order.
Question related to 2-stroke oil mixing:
Is the 50:1 ratio in terms of volume or weight? Since gasoline weighs 6 lb. per
US gallon and oil weighs (I think) 7.5 lb. per gallon there would be a different
result if mixed by weight or by volume. I've been using fluid ounces (which
a volume measurement) and have not had any problems but not sure which is "correct".
--------
Thom Riddle
N221FA Allegro 2000 912UL
N197BG FS1/447
--------------------
Believe nothing, no matter where you read it or who has said it, not even if I
have said it, unless it agrees with your own reason and your own common sense.
- Buddha
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174463#174463
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
william sullivan wrote:
> For anyone traveling in this area, the mogas sold at airports around
> here does not contain alcohol.
>
> Bill Sullivan
> FS/KX
> Windsor Locks, Ct
For what it's worth, if a public airport is selling mogas for use in
traditional 'certified' planes (not talking about lite sport/rotax, etc
powered), I'm pretty sure it would be against the regs to sell it with
alcohol in it. None of the STC's for mogas allow alcohol.
Charlie
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Fuel pump mounting |
I was wondering where people mount their fuel pump. The Ultrastar manual
says to mount it between the front engine mounting bolts, which seems a
little awkward (and would require a rather long pulse tube). The Cuyuna
manual says NOT to mount it directly to the engine (presumably to protect
it from vibration), and to mount it above the pulse line connection to the
crankcase (to avoid fuel collecting in the pump and/or pulse line).
On mine, the pump was mounted (by a previous owner) to a plate bolted to
the side of the engine, and the pulse line runs (slightly) downhill to the
pump. It's not the Rotax pump with the weep hole, though I suppose I could
drill one. Double whammy I guess, but it works fine (so far), and I've
seen no evidence of fuel or oil collecting there. Still, I'm making some
changes tomorrow (adding a plunger primer and getting rid of the squeeze
bulb), so I'm wondering if I should move the pump while I'm at it, and
wondering where others have mounted it (and any associated problems).
-Dana
--
Lie ? Me ? Never! No, no, no, the truth is far too much fun!
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 09:40 PM 4/2/2008, Charlie England wrote:
>For what it's worth, if a public airport is selling mogas for use in
>traditional 'certified' planes (not talking about lite sport/rotax, etc
>powered), I'm pretty sure it would be against the regs to sell it with
>alcohol in it. None of the STC's for mogas allow alcohol.
It's not against the regs to SELL it, only to fly with it in your plane...
-Dana
--
Lie ? Me ? Never! No, no, no, the truth is far too much fun!
________________________________________________________________________________
| Subject: | 2 strokes Oil and a Clutch |
Keep in mind that 503s that have oil injection,=C2-
vary the amount of oil ingested depending on throttle applied at the time.
Gary=C2-
QUESTION FOR YA...
What about Long steep dives that Wind Mill the Prop and Raise Motor RPMs ?
In this situation, ARE we destroying the motor because were rapidly cooling
the=C2-
Motor while=C2-depriving it of needed oil due to a retarded throttle setti
ng ???
Isn't this happening with both Oil Injected and Pre Mixed systems???
AND if this is true, Isn't this a good justification for using a Clutch on t
he Prop??
Mark
50 to 1 may be enough at full throttle,but more than needed at partial throt
tle.It may not be as critical as we make it An extra ounce in 5 gal doesn't
seem too critical.Too much oil builds carbon,thats why oil injection is desi
rable.The total amount of oil used per 5 gal of gas is less than 50-1.
----- Original Message ----
From: "knowvne(at)aol.com" <knowvne(at)aol.com>
Sent: Wednesday, April 2, 2008 1:04:21 PM
Subject: Re: Kolb-List: Re: 2 strokes
Guys
Is a little too much ok???
That =C2-has got to be better than not quite enough....=C2-
Does this spell bad plugs and possible engine failure
during that tank of gas???
Must it be 50:1 =C2-exactly???? =C2-How Anal must we be with this????
Thanks
Mark
-----Original Message-----
From: olendorf <olendorf(at)gmail.com>
Sent: Wed, 2 Apr 2008 2:01 pm
Subject: Kolb-List: Re: 2 strokes
Boy, do you guys have a lot of money!
I take the plastic containers that Crystal Light drink mix comes in. (It is
made
of HDPE.) I put in the exact amount of oil necessary for 1 gal then mark it
with a sharpie. Then I mark off 2, 3 and 4 gals. The bigger containers will
go
to 6 I think. I keep this in the plane so I can measure on the go. It even
comes with a snap on lid to keep it clean inside.
So If I stop to get gas and it comes out 3.5 gals I don't have to do math (
a
mans gotta know his limits ). I just fill with oil to the halfway spot betwe
en 3
and 4 and dump it 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=174374#174374
et="_blank">http://www.matronics.com/Navigator?Kolb-List
p://forums.matronics.com
blank">http://www.matronics.com/contribution
Get the MapQuest Toolbar, Maps, Traffic, Directions & More!
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
Dana Hague wrote:
>
> At 09:40 PM 4/2/2008, Charlie England wrote:
>
>> For what it's worth, if a public airport is selling mogas for use in
>> traditional 'certified' planes (not talking about lite sport/rotax,
>> etc powered), I'm pretty sure it would be against the regs to sell it
>> with alcohol in it. None of the STC's for mogas allow alcohol.
>
> It's not against the regs to SELL it, only to fly with it in your
> plane...
>
> -Dana
> --
> Lie ? Me ? Never! No, no, no, the truth is far too much fun!
You're probably technically correct, but if it's not labeled as
containing alcohol & it's coming out of a pump for a/c, I wouldn't want
to be the guy that intentionally sold it without telling the buyer about
it. Jail time for manslaughter ain't on my bucket list.
I'm not afraid of ethanol, if I know it's there & I've tested *my* fuel
system. But there are some factory planes that alcohol really will trash
the fuel system.
Charlie
________________________________________________________________________________
| From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
| Subject: | Re: Fuel pump mounting |
Well just my opinion but I would not remove rthe squeeze bulb. I have always
made a point of locating the squeeze bulb where it can be reached .It is
after all a fuel pump that is neither mechanical nor electric .In the last
400 hrs of flying there has been at least one time that it has saved me a
long walk home,If you can reach it ,it is another string to your bow if
needed. There are some rules to pumping them .THEY WORK BETTER WHEN HELD
VERTICAL.
Tony
Downunder
----- Original Message -----
From: "Dana Hague" <d-m-hague(at)comcast.net>
Sent: Thursday, April 03, 2008 2:54 PM
Subject: Kolb-List: Fuel pump mounting
>
> I was wondering where people mount their fuel pump. The Ultrastar manual
> says to mount it between the front engine mounting bolts, which seems a
> little awkward (and would require a rather long pulse tube). The Cuyuna
> manual says NOT to mount it directly to the engine (presumably to protect
> it from vibration), and to mount it above the pulse line connection to the
> crankcase (to avoid fuel collecting in the pump and/or pulse line).
>
> On mine, the pump was mounted (by a previous owner) to a plate bolted to
> the side of the engine, and the pulse line runs (slightly) downhill to the
> pump. It's not the Rotax pump with the weep hole, though I suppose I
> could drill one. Double whammy I guess, but it works fine (so far), and
> I've seen no evidence of fuel or oil collecting there. Still, I'm making
> some changes tomorrow (adding a plunger primer and getting rid of the
> squeeze bulb), so I'm wondering if I should move the pump while I'm at it,
> and wondering where others have mounted it (and any associated problems).
>
> -Dana
> --
> Lie ? Me ? Never! No, no, no, the truth is far too much fun!
>
>
>
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
A 2/3 cup measurement is 5.33. Is there a more exact way of getting
the correct ratio?>>
Seems to be making heavy weather of a fairly simple operation. For my
503 with a 50/1 mix I put half a litre into a plastic barrel which holds
25 litres. I fill the barrel at the garage pump. The petrol going in
mixes the oil thoroughly without messing about shaking and rocking in a
separate container. I pump straight into the plane. It is not an exact
science and if the proportions are roughly correct there will be no
trouble. At least I have never had any. The 25 litre barrel was just
the right size for strapping in the back seat of my Challenger without
fouling the rear stick.
Cheers
Pat
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Fuel pump mounting |
At 04:01 AM 4/3/2008, Tony Oldman wrote:
>Well just my opinion but I would not remove rthe squeeze bulb. I have
>always made a point of locating the squeeze bulb where it can be reached
>.It is after all a fuel pump that is neither mechanical nor electric .In
>the last 400 hrs of flying there has been at least one time that it has
>saved me a long walk home...
I thought of that, but OTOH it's another point for failure... and a bad
bulb (a brand new one from ACS for that matter) nearly CAUSED me a long
walk home. As squeeze bulb failures seem to be more common than pulse pump
failures, removal of the bulb should be a safety improvement.
-Dana
--
The family that shoots together..... shouldn't be messed with!
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: 2 strokes Oil and a Clutch |
At 10:40 PM 4/2/2008, knowvne(at)aol.com wrote:
>What about Long steep dives that Wind Mill the Prop and Raise Motor RPMs ?
>
>In this situation, ARE we destroying the motor because were rapidly
>cooling the=C2
>Motor while=C2 depriving it of needed oil due to a retarded throttle
setting ???
>
>Isn't this happening with both Oil Injected and Pre Mixed systems???
>AND if this is true, Isn't this a good justification for using a Clutch on
>the Prop??
It IS a concern (for reasons of lean mixture alone regardless of oil ratio,
see the article at http://curedcomposites.netfirms.com/twostroke.html
). However, at ultralight or Kolb speeds, just how much does a reduction
driven prop on a 2-stroke prop really windmill?
-Dana
--
The family that shoots together..... shouldn't be messed with!
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: 2 strokes Oil and a Clutch |
Mark,
Possible,but my 503, which idles at 1750rpm to allow slow steep descents, has shown
no ill effects in over 550 hrs.The cyl hd and exh temps are both low during
steep dives with throttle at idle.Could be that a closed throttle acts like
a choke under these conditions.If the throttle is only partially closed, the
exh temps really go up.But as soon as I close it completely they come right down.
----- Original Message ----
From: "knowvne(at)aol.com" <knowvne(at)aol.com>
Sent: Wednesday, April 2, 2008 6:40:44 PM
Subject: Kolb-List: 2 strokes Oil and a Clutch
Keep in mind that 503s that have oil injection,
vary the amount of oil ingested depending on throttle applied at the time.
Gary
QUESTION FOR YA...
What about Long steep dives that Wind Mill the Prop and Raise Motor RPMs ?
In this situation, ARE we destroying the motor because were rapidly cooling the
Motor while depriving it of needed oil due to a retarded throttle setting ???
Isn't this happening with both Oil Injected and Pre Mixed systems???
AND if this is true, Isn't this a good justification for using a Clutch on the
Prop??
Mark
50 to 1 may be enough at full throttle,but more than needed at partial throttle.It
may not be as critical as we make it An extra ounce in 5 gal doesn't seem
too critical.Too much oil builds carbon,thats why oil injection is desirable.The
total amount of oil used per 5 gal of gas is less than 50-1.
----- Original Message ----
From: "knowvne(at)aol.com" <knowvne(at)aol.com>
Sent: Wednesday, April 2, 2008 1:04:21 PM
Subject: Re: Kolb-List: Re: 2 strokes
GuysIs a little too much ok???That has got to be better than not quite enough....
Does this spell bad plugs and possible engine failure
during that tank of gas???
Must it be 50:1 exactly???? How Anal must we be with this????
Thanks
Mark
-----Original Message-----
From: olendorf <olendorf(at)gmail.com>
Sent: Wed, 2 Apr 2008 2:01 pm
Subject: Kolb-List: Re: 2 strokes
Boy, do you guys have a lot of money!
I take the plastic containers that Crystal Light drink mix comes in. (It is made
of HDPE.) I put in the exact amount of oil necessary for 1 gal then mark it
with a sharpie. Then I mark off 2, 3 and 4 gals. The bigger containers will go
to 6 I think. I keep this in the plane so I can measure on the go. It even
comes with a snap on lid to keep it clean inside.
So If I stop to get gas and it comes out 3.5 gals I don't have to do math ( a
mans gotta know his limits ). I just fill with oil to the halfway spot between
3
and 4 and dump it 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=174374#174374
et="_blank">http://www.matronics.com/Navigator?Kolb-List
p://forums.matronics.com
blank">http://www.matronics.com/contribution
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ution">http://www.matronics.com/contribution
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________________________________________________________________________________
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Maybe some of you misunderstood. I wasn't trying to start a thread about HOW exact
our measurements have to be or what size can I should use (My 2 gallon can
works just fine for me - it's light and I can easily shake it up after I put
the oil in with the gas. I don't care if I have to use several two-gallon cans
to fill up. I don't plan to go far from home.) I simply wanted to know if
there was a better way to measure it than using a 2/3 cup measuring cup from
my kitchen (and no, I'm not using that same cup to make my chocolate chip cookies
afterwards). Bill answered my question. (Thanks!) I see the "Ratio-rite"
cup is only about 4 bucks in the Spruce catalog and they also sell a lid so
that it'll stay clean inside and I won't have to wipe it out risking getting little
pieces of "stuff" in it.
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174554#174554
________________________________________________________________________________
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Thanks Bill. No, I don't have oil injection system.
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174555#174555
________________________________________________________________________________
| Subject: | Re: 2 strokes Oil and a Clutch |
Hmmmm interesting..
So are there advantages disadvantages to using a clutch?? =C2-
I figured they'd be helpful in reducing engine ware=C2-on long steep decen
t's.. =C2-
You seem to be saying it's not an issue as long as you keep the throttle par
tially open..
Do you premix or have an Oil Injection system on your 503?=C2-
A 503 w/ Injection was what I was considering =C2-just so to avoid the mix
ing issue
flying XC...
I must admit these 2 cycle system are like were dancing on the tip of=C2-
a needle at=C2-times.. hahaha 8-)
=C2-Pros / Cons =C2-for Clutch on the Prop
Pros
Safer on the ground,=C2-
Less ware on a starter,=C2-
Cons
More weight effecting Gross and CG=C2-
One more thing that could fail..
Are there others????
Mark
-----Original Message-----
From: gary aman <gaman(at)att.net>
Sent: Thu, 3 Apr 2008 8:31 am
Subject: Re: Kolb-List: 2 strokes Oil and a Clutch
Mark,
Possible,but my 503, which idles at 1750rpm to allow slow steep descents, ha
s shown no ill effects in over 550 hrs.The cyl hd and exh temps are both low
during steep dives with throttle at idle.Could be that a closed throttle ac
ts like a choke under these conditions.If the throttle is only partially clo
sed, the exh temps really go up.But as soon as I close it completely they co
me right down.
----- Original Message ----
From: "knowvne(at)aol.com" <knowvne(at)aol.com>
Sent: Wednesday, April 2, 2008 6:40:44 PM
Subject: Kolb-List: 2 strokes Oil and a Clutch
Keep in mind that 503s that have oil injection,=C2-
vary the amount of oil ingested depending on throttle applied at the time.
Gary=C2-
QUESTION FOR YA...
What about Long steep dives that Wind Mill the Prop and Raise Motor RPMs ?
In this situation, ARE we destroying the motor because were rapidly cooling
the=C2-
Motor while=C2-depriving it of needed oil due to a retarded throttle setti
ng ???
Isn't this happening with both Oil Injected and Pre Mixed systems???
AND if this is true, Isn't this a good justification for using a Clutch on t
he Prop??
Mark
50 to 1 may be enough at full throttle,but more than needed at partial throt
tle.It may not be as critical as we make it An extra ounce in 5 gal doesn't
seem too critical.Too much oil builds carbon,thats why oil injection is desi
rable.The total amount of oil used per 5 gal of gas is less than 50-1.
----- Original Message ----
From: "knowvne(at)aol.com" <knowvne(at)aol.com>
Sent: Wednesday, April 2, 2008 1:04:21 PM
Subject: Re: Kolb-List: Re: 2 strokes
Guys
Is a little too much ok???
That =C2-has got to be better than not quite enough....=C2-
Does this spell bad plugs and possible engine failure
during that tank of gas???
Must it be 50:1 =C2-exactly???? =C2-How Anal must we be with this????
Thanks
Mark
-----Original Message-----
From: olendorf <olendorf(at)gmail.com>
Sent: Wed, 2 Apr 2008 2:01 pm
Subject: Kolb-List: Re: 2 strokes
Boy, do you guys have a lot of money!
I take the plastic containers that Crystal Light drink mix comes in. (It is
made
of HDPE.) I put in the exact amount of oil necessary for 1 gal then mark it
with a sharpie. Then I mark off 2, 3 and 4 gals. The bigger containers will
go
to 6 I think. I keep this in the plane so I can measure on the go. It even
comes with a snap on lid to keep it clean inside.
So If I stop to get gas and it comes out 3.5 gals I don't have to do math (
a
mans gotta know his limits ). I just fill with oil to the halfway spot betwe
en 3
and 4 and dump it 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=174374#174374
et="_blank">http://www.matronics.com/Navigator?Kolb-List
p://forums.matronics.com
blank">http://www.matronics.com/contribution
Get the MapQuest Toolbar, Maps, Traffic, Directions & More!
or?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
p://forums.matronics.com
ution">http://www.matronics.com/contribution
Get the MapQuest Toolbar, Maps, Traffic, Directions & More!
________________________________________________________________________________
| Subject: | Re: 2 strokes Oil and a Clutch |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
knowvne(at)aol.com wrote:
> Hmmmm interesting..
>
> So are there advantages disadvantages to using a clutch??
>
> Pros / Cons for Clutch on the Prop
>
> Pros
> Safer on the ground,
> Less ware on a starter,
>
> Cons
> More weight effecting Gross and CG
> One more thing that could fail..
>
>
> Are there others????
>
>
> Mark
>
Yes, some cons too but the pros vastly outweigh the cons:
- as for the weight, the overall addition is only about 3lbs, which is pretty minimal
- failure is almost a non-issue, as the rk400 is a very well made, precision unit.
It's also surprisingly long wearing.
Other cons:
- engages at 2700 rpm, which may be a perfect taxiing rpm as it was on my old FS
II, changes the way you taxi the plane.
- expensive sucker, at about 500 bucks.
- makes a mess at removal of the box, lots of dust that needs to be blwon out.
- windmilling prop adds drag in the air at idle.
Pros:
- eliminates any and all stress on that expensive crankshaft at idle as prop is
completely disengaged below 2700 or so.
- vastly easier starting, basically eliminates need for expensive, heavy electric
starters. Pulling the rope is just like on your lawn mower or snomobile.
- eliminates the extra spinning of the engine in a low-throttle or idle descent
that can be hard on the motor. Pull it back to idle and descend at Vne if you
want to, you no longer need to worry about this being hard on the motor (PS,
no shock-cooling is not an issue, but shock heating is - that's another thread
entirely)
- windmilling prop adds drag in the air at idle, adds an extra feature to your
plane, a poor-man's drag brake which can be useful in adjusting a high approach.
- stopped prop at idle is quite a novelty on the flight line....
Personally, I'll never NOT use the clutch again on a 2-stroke/C box combination.
The advantages are so much more than the disadvantages; I still have my old
clutch and C box here in the apt., just in case I get hold of another 503 powered
plane at some point.....
LS
--[/quote]
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174574#174574
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
Help! I just opened up one of the original wings off of the Firestar KX. I have
not seen anything like this on anyone's website. The wings measure 12 feet
long, with a "bow" end, and the internal fixtures at the rear attachment point
match the diagram of KX wings that Roger in Oregon sent me. The wings have five
ribs, not counting the bow or the base mounting rib assembly. In between the
ribs are only one half rib each. The front of the wing for about the first
20 inches is made of aluminum sheet, from the lead edge back to the large tube.
It looks like heavy roof flashing, neatly done. On this wing, the bow is broken,
as are some of the small braces- 5/16"?- tubing. The whole thing looks easily
repairable. Has anyone ever found or done a wing like this? Is this something
the builder thought up, or were the original KX wings like this?
The replacement wings- now mounted on the plane- have five ribs, with three
half ribs in between. the length on them is 13' 1".
Roger- Can you check the old KX plans of yours? I might need a copy of the
old wing plans. Thanks.
Bill Sullivan
FS/KX/447
Windsor Locks, Ct.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 08:43 AM 4/3/2008, cristalclear13 wrote:
>... I simply wanted to know if there was a better way to measure it than
>using a 2/3 cup measuring cup from my kitchen (and no, I'm not using that
>same cup to make my chocolate chip cookies afterwards)....
Sure. Pour a whole bottle of oil into the can and then add the appropriate
amount of gas (for me, two 8 oz bottles of oil, 5 gallons of gas, for the
40:1 mixture my Cuyuna drinks, and still room to shake it in a 6 gallon can).
-Dana
--
Suicidal twin kills sister by mistake!
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 11:35 AM 4/3/2008, Wade Lawicki wrote:
>Trying to fix a wire on the jack of an Icom a-5, anyone know how to get it
>apart without busting the case? I only see 2 screws? Its to old to be
>worth the hourly and shipping charges to send it in.
Not sure about that radio, but these days most electronics manufacturers
hide some of the screws under the label, so you can't take it apart without
destroying the label (and making it obvious if there's a warranty
issue). Peel the label off and you'll probably find the hidden screw(s).
-Dana
--
I never entertain wicked thoughts...Wicked thoughts entertain me.
________________________________________________________________________________
| Subject: | Re: EAA Sport Pilot article - two-strokes and forced landings? |
Cristal...posted originally on mar 7 07, It may give you another perspective on
this subject.
--------------------------------------------------------------------------------
Mr. Murphy,
Let me reply to your question with a terribly long but pertinent discourse on the
2 cycle/4 cycle subject.
This question cannot truly be answered because it does not have enough parameters.
It is kind of like asking which is better a Ford or Chevy. When a person eliminates
brand loyalty and gets down to the details..not enough parameters. For
instance..which is better, a Corvette, or a Pinto? And what features weigh
the most in your desires? GAs milage?, or life? or maybe 1/4 mile speed...or top
speed possibly, or cost.
The issue of reliability needs more details too. like "Reliable for how long?
So which 2 stroke vs which 4 stroke?
And for how long. Detroit deisel makes 2 cycle engines which are reliable for many
more hours of service than , say..a Rotax 912 or a Lycoming IO-360
Tecumseh makes a small 2 cycle engine that is very reliable for about 50 hours..then
it is wore out and will become unreliable. IT does very well in its intended
market.
One can look at the content of Brother Steve B's answer and determine that Steve's
priority characteristic is power to weight ratio, and it is very hard to create
a 4 cycle engine that can beat a 2 cycle in this arena, so he is right according
to his highest priority.
But if longevity of service is a higher priority, then a 4 cycle might be the winning
choice, but which particular ones? As the above examples indicate, more
specifics are needed.
And of course, how about cost...a factor that certainly might play highly to one
list of "preferred characteristics".
When we isolate our choices to engines suitable and commonly used on aircraft,
which undoubtedly you are thinking. There still needs to be more parameters for
an accurate analysis. Which specific engines and what lifespan is desired or
determined "acceptable " in terms of hours of service before the lack of reliablility
due to excessive wear is discounted as "expected".
Generally 2 cycles run at a higher rpm so they wear faster..But really fast 4 cycles
will wear at near the same rate. Ring/cylinder/skirt wear is a function
of piston speed first...other factors second. This generally gives faster engines
less service lifespan. It DOES NOT necesssarily make them less reliable.
WIth IC Engines, Like with different designs of aircraft, features of performance
are generally all compromises with other features. Fast wings vs low stall
wings. High wing loading vs low wing loading..neither is better than the other
generally, but there are obvious winners when more parameters are given and priorities
arranged by either mission requirements, or other desires deemed most
important.
So in a nutshell, the definition of "reliability" needs an expected service life
parameter to start an accurate....errr..debate!!!
(Cristal...another possibly better way to ask the question you proposed is, by
specifing which 2-stroke engine, vs which 4 stroke engine)....I think..
--------
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=174633#174633
________________________________________________________________________________
| From: | "olendorf" <olendorf(at)gmail.com> |
I use the solid cap plug. You can get either one at the auto parts store. Just
check them before you buy them. They seem to show up on the computer with the
same part # but they appear on two separate lines. One may have a different description
or something. I have them bring both to the counter.
With the screw on caps I "crimp" them with diagonal cutting pliers so they can't
turn.
--------
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=174637#174637
________________________________________________________________________________
Mr. knowvne,,
IN regards to your question:
"Guys Is a little too much ok??? That has got to be better than not quite enough...."
Many Years ago, I worked for a large chainsaw manufacturer, and we had not long
before changed our recommended mix ratio from 40:1 to 50:1.
During the first year we began to experience a large number of warranty failures
related to piston/cylinder seizure. Upon investigations we discovered most all
of the dealers were still recommending the old ratio of 40:1....we had a heck
of a time getting them to change. To these old timers they just couldn't understand
why a little more wouldn't be better.
So....at our dealer service schools, we rigged up a saw with a simple thermocouple
under the spark plug to read CHT and Found an instrument with a large face
so it could be easly read. Then we would take along 3 cans of fuel with us.
1 can at 50:1 mix and another at 40:1 and another at 25:1.
With the saw and carb properly adjusted on the recommended 50:1 ratio fuel mix
(remember adjustable jet carbs?) we would run the saw at full RPMS and let the
CHT stabilize...then shut it off, dump the fuel and fill it from the next can...at
40: 1 and repeat...this run showed a higher CHT...then we would repeat
and do it again with the 25:1..which showed even higher CHT. I can remember some
of those old timers accusing us of trying to trick them...but after this demonstration
most of them finally got it.
Generally we would then spend a half a day trying to explain the reasons this happens,
which I wont go into here, but rest assured...MORE oil in the mix is NOT
better.
If you want to split hairs, Since all manufacturers calculate a safety margin for
recommended mix...a little less is actually safer then a little more...but
stick with recommendations from the manufacturer.
We engineers that work for engine companies dont calculate these ratios haphazardly
believe me, because for us, its a matter of dollars spent on warranty claims...and
the reputation of our products.
--------
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=174643#174643
________________________________________________________________________________
All, Just completed the new Firefly just in time for Sun n Fun. For those
of you that can't go here is a preview.
(http://travel.aol.com/travel-guide/united-states?ncid=aoltrv00030000000016)
________________________________________________________________________________
High res for those with cable
(http://travel.aol.com/travel-guide/united-states?ncid=aoltrv00030000000016)
________________________________________________________________________________
NIce Bird...
Sure hope you got her in doors before that Gust Front hit you I see in the d
istance 8-)
Mark
-----Original Message-----
From: N27SB(at)aol.com
Sent: Thu, 3 Apr 2008 5:12 pm
Subject: Kolb-List: New Firefly
All,=C2-=C2- Just completed the new Firefly just in time for Sun n Fun.
For those of you that can't go here is a preview.
=C2-
=C2-
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
WOW, NEAT-O!!!
Whose floats?
On Apr 3, 2008, at 5:12 PM, N27SB(at)aol.com wrote:
> All, Just completed the new Firefly just in time for Sun n Fun.
> For those of you that can't go here is a preview.
>
>
>
>
>
>
>
> Guides.
________________________________________________________________________________
Mark, Sure did, Hit 5 min after I shot the photo
steve
In a message dated 4/3/2008 6:03:25 P.M. Eastern Daylight Time,
knowvne(at)aol.com writes:
NIce Bird...
Sure hope you got her in doors before that Gust Front hit you I see in the
distance 8-)
Mark
-----Original Message-----
From: N27SB(at)aol.com
Sent: Thu, 3 Apr 2008 5:12 pm
Subject: Kolb-List: New Firefly
All, Just completed the new Firefly just in time for Sun n Fun. For those
of you that can't go here is a preview.
____________________________________
Planning your summer road trip? Check out _AOL Travel Guides_
(http://travel.aol.com/travel-guide/united-states?ncid=aoltrv00030000000016) .
____________________________________
Get the _MapQuest Toolbar_
(http://www.mapquest.com/toolbar?NCID=mpqmap00030000000003) , Maps, Traffic, Directions & More!
(http://travel.aol.com/travel-guide/united-states?ncid=aoltrv00030000000016)
________________________________________________________________________________
Thanks Russ, Those are the same old boats I had on the other Firefly.
Can-Zac from Canada failed to supply the new floats on schedual. Oh.BTW I
poliched em up a bit
steve
In a message dated 4/3/2008 6:13:35 P.M. Eastern Daylight Time,
russ(at)rkiphoto.com writes:
WOW, NEAT-O!!!
(http://travel.aol.com/travel-guide/united-states?ncid=aoltrv00030000000016)
________________________________________________________________________________
Sorry, forgot to mention that Bryan Melborn did the Quick-Build and Cover
and Paint. Bryan does the best work in the industry
Steve B
Firefly 007/Floats
do not archive
(http://travel.aol.com/travel-guide/united-states?ncid=aoltrv00030000000016)
________________________________________________________________________________
Hi Don
Question for you..
Is it even possible to build a two stroke motor so the piston and Cylinder e
xpand and contract at the same rate?
Also what's your take on Hirth and what they do VS Rotax...=C2-
Mark
-----Original Message-----
From: Don G <donghe@one-eleven.net>
Sent: Thu, 3 Apr 2008 5:11 pm
Subject: Kolb-List: Re: 2 strokes
Mr. knowvne,,
IN regards to your question:
"Guys Is a little too much ok??? That has got to be better than not quite
enough...."
Many Years ago, I worked for a large chainsaw manufacturer, and we had not l
ong
before changed our recommended mix ratio from 40:1 to 50:1.
During the first year we began to experience a large number of warranty fail
ures
related to piston/cylinder seizure. Upon investigations we discovered most a
ll
of the dealers were still recommending the old ratio of 40:1....we had a hec
k of
a time getting them to change. To these old timers they just couldn't
understand why a little more wouldn't be better.
So....at our dealer service schools, we rigged up a saw with a simple
thermocouple under the spark plug to read CHT and Found an instrument with a
large face so it could be easly read. Then we would take along 3 cans of fu
el
with us. 1 can at 50:1 mix and another at 40:1 and another at 25:1.
With the saw and carb properly adjusted on the recommended 50:1 ratio fuel
mix
(remember adjustable jet carbs?) we would run the saw at full RPMS and let t
he
CHT stabilize...then shut it off, dump the fuel and fill it from the next
can...at 40: 1 and repeat...this run showed a higher CHT...then we would rep
eat
and do it again with the 25:1..which showed even higher CHT. I can remember
some
of those old timers accusing us of trying to trick them...but after this
demonstration most of them finally got it.
Generally we would then spend a half a day trying to explain the reasons thi
s
happens, which I wont go into here, but rest assured...MORE oil in the mix i
s
NOT better.
If you want to split hairs, Since all manufacturers calculate a safety margi
n
for recommended mix...a little less is actually safer then a little more...b
ut
stick with recommendations from the manufacturer.
We engineers that work for engine companies dont calculate these ratios
haphazardly believe me, because for us, its a matter of dollars spent on
warranty claims...and the reputation of our products.
--------
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=174643#174643
________________________________________________________________________________
Steve,
The new Fly looks great pard!...I am not going to Lakeland this year...but really
wish I could just to look at that bird. I wish you the best of luck.
BTW....When Kermit sees it, watch out, he might try to trade you for a PBY or a
P-51 or something!...try and get plenty of boot!
--------
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=174675#174675
________________________________________________________________________________
Thanks Don, bet you like that Speedster but I bet you will always have a
Softspot for the F fly
steve
In a message dated 4/3/2008 7:23:46 P.M. Eastern Daylight Time,
donghe@one-eleven.net writes:
--> Kolb-List message posted by: "Don G" <donghe@one-eleven.net>
Steve,
The new Fly looks great pard!...I am not going to Lakeland this year...but
really wish I could just to look at that bird. I wish you the best of luck.
BTW....When Kermit sees it, watch out, he might try to trade you for a PBY
or a P-51 or something!...try and get plenty of boot!
--------
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=174675#174675
(http://travel.aol.com/travel-guide/united-states?ncid=aoltrv00030000000016)
________________________________________________________________________________
Mark, when we started using Nickasel coatings instead of steel sleeves and "cam
ground" pistons...we pretty much got the expansion "rates" close. The big problem
with the piston expansion is its construction...and needing to be heavier(thicker)
in the wrist pin area, so that gives some design problems when considering
expansion...thus the "cam ground " design (slightly oval when cold).
The need for as little weight in the piston as possible vs making the piston heavy
enough to absorb the heat. you just have to decide on a compromise. Also,
what many people dont realize is a small aircooled 2 cycle gasoline engine is
about 30% aircooled and 70% "fuel cooled". Meaning the incoming charge of fuel
air mix is responsible for removeing about 70%of the heat from the engine...and
about 90% from the piston. This feature is in essence why the 2 cycle design
can be so much lighter than a 4 stroke. A 4 stroke simply needs more mass to
allow the slower transfer of heat thru the cooling system, due to the fact it
does not benefit from the "fuel charge cooling" but by a small percent in comparison..
Due to the higher cooling effect of gasoline vs oil...you have better removal of
heat with a leaner oil mix in any given 2 cycle...one of the reasons you dont
want to mix the oil heavy.
But this is not the only reason...the fact that carbs are "vacuum operated fuel
injectors",,,, the higher the viscosity of the fuel mix, the less fuel flows
thru the main jet and a given manifold vacuum....resulting in a leaner charge
altogether unless the carb is jetted to compensate, which would be a custom modification.
I really have no comment on Hirth vs Rotax that should be posted publically, because
I have no personal experience with Hirth engines ayt all.
--------
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=174682#174682
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Steve,
Beautiful job on the Firefly.
I have a few questions for you regarding those floats. Did you build them, or
buy them already built?
Do you have any floats plans? Where did you learn to fly a small airplane on floats?
What angle did you "raise" them to? I could go on and on. I have intentions
to put floats on my MkIII someday(after I have it flying).
I appreciate any information you're willing to share with us about installing
floats.
Mike Welch
MkIII
[http://by142w.bay142.mail.live.com/mail/SafeRedirect.aspx?hm__tg=http://65.55.153.121/att/GetAttachment.aspx&hm__qs=file%3d4b631d26-1f7c-4625-b9e4-d21fb3f8a991.JPG%26ct%3daW1hZ2UvanBlZw_3d_3d%26name%3dRFNDMDA5NDguSlBH%26inline%3d1%26rfc%3d0%26empty%3dFalse%26imgsrc%3dcid%253aX.MA1.1207257133%2540aol.com&oneredir=1&ip=10.1.106.117&d=d750&mf=0]
[http://by142w.bay142.mail.live.com/mail/SafeRedirect.aspx?hm__tg=http://65.55.153.121/att/GetAttachment.aspx&hm__qs=file%3d2d5320ee-287f-49c7-9502-3bac1ed8a601.JPG%26ct%3daW1hZ2UvanBlZw_3d_3d%26name%3dRFNDMDA5NDkuSlBH%26inline%3d1%26rfc%3d0%26empty%3dFalse%26imgsrc%3dcid%253aX.MA2.1207257133%2540aol.com&oneredir=1&ip=10.1.106.117&d=d750&mf=0]
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________________________________
_________________________________________________________________
Going green? See the top 12 foods to eat organic.
http://green.msn.com/galleries/photos/photos.aspx?gid=164&ocid=T003MSN51N1653A
________________________________________________________________________________
Thanks Mike,
They are Czech Floats from _www.skyshops.org_ (http://www.skyshops.org)
no plans
I learned at Brown's Seaplane Base and from EP Dalton in Key West
The Firefly seems to like about 6 degrees between the bottom of the wing and
the top of the float
Good Luck on your project
steve
In a message dated 4/3/2008 8:00:32 P.M. Eastern Daylight Time,
mdnanwelch7(at)hotmail.com writes:
--> Kolb-List message posted by: Mike Welch
Steve,
Beautiful job on the Firefly.
I have a few questions for you regarding those floats. Did you build them,
or buy them already built?
Do you have any floats plans? Where did you learn to fly a small airplane
on floats? What angle did you "raise" them to? I could go on and on. I have
intentions to put floats on my MkIII someday(after I have it flying).
I appreciate any information you're willing to share with us about
installing floats.
Mike Welch
MkIII
(http://travel.aol.com/travel-guide/united-states?ncid=aoltrv00030000000016)
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
In a message dated 4/3/2008 4:05:18 P.M. Eastern Daylight Time,
jb92563(at)yahoo.com writes:
I have noticed that these things like to unscrew themselves if you spark
plug cap in not gripping it very tight.
I am wondering if there is a way people have been preventing that.
Ray,
Here's how I did it. Remove the cap. Lay the threaded end of the plug on a
vise (or some other solid surface) and then lightly hammer the threads so as
to deform them slightly. Now screw the cap back on. It will have
resistance, like a self locking nut. Don't over do it or you might break the
ceramic.
You can experiment on how much to smash the threads to get a workable
resistance. I now use the NGK plugs that have solid caps.
Bill Varnes
Original Kolb FireStar
Audubon NJ
(http://travel.aol.com/travel-guide/united-states?ncid=aoltrv00030000000016)
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 04:02 PM 4/3/2008, jb92563 wrote:
>I guess the plugs that don't have the screw cap is an obvious answer if
>you can find them...?
I asked about the solid tip plugs at the local auto parts store but they
said they couldn't get them from their distributor. However, you can mail
order them from, I know CPS sells only the solid plugs, probably the other
aircraft suppliers do the same.
You can also get a spark plug cap that presses onto the threaded part with
the screw cap removed.
-Dana
--
War doesn't determine who's right but who's left.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Fuel pump mounting |
At 07:44 PM 4/3/2008, Tony Oldman wrote:
>I have the squeeze bulb installed with a bypass incase it fails {this I
>believe to be the recomended instalation for these}
A bypass protects against a blocked bulb, but not against a leaking bulb.
-Dana
--
War doesn't determine who's right but who's left.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 05:11 PM 4/3/2008, Don G wrote:
> ...With the saw and carb properly adjusted on the recommended 50:1 ratio
> fuel mix (remember adjustable jet carbs?) we would run the saw at full
> RPMS and let the CHT stabilize...then shut it off, dump the fuel and fill
> it from the next can...at 40: 1 and repeat...this run showed a higher
> CHT...then we would repeat and do it again with the 25:1..which showed
> even higher CHT....
I'm not surprised at all. If the carb was adjusted for 50:1, running 40:1
or 25:1 means less fuel, i.e. a LEAN fuel/air mixture, which we all know is
a bad thing. If you change your oil ratio in either direction you have to
adjust the jetting to compensate.
However back to the original question, it's not super critical, you don't
have to measure it precisely to the last drop... but it should be close to
what the engine manufacturer recommends.
-Dana
--
War doesn't determine who's right but who's left.
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
In a message dated 4/3/2008 5:14:44 P.M. Eastern Daylight Time,
donghe@one-eleven.net writes:
With the saw and carb properly adjusted on the recommended 50:1 ratio fuel
mix (remember adjustable jet carbs?) we would run the saw at full RPMS and let
the CHT stabilize...then shut it off, dump the fuel and fill it from the
next can...at 40: 1 and repeat...this run showed a higher CHT...then we would
repeat and do it again with the 25:1..which showed even higher CHT. I can
remember some of those old timers accusing us of trying to trick them...but after
this demonstration most of them finally got it.
Generally we would then spend a half a day trying to explain the reasons
this happens, which I wont go into here, but rest assured...MORE oil in the mix
is NOT better.
Don G,
You probably know better than I, but my thinking is that the reason that
more oil is not better, is because it makes the air/fuel mixture leaner. More
oily yes. But more oil means there is less gas being mixed with the incoming
air, thus a leaner mixture occurs, which can lead to higher EGT and the
dreaded seizure.
By the way, I used to ride a Zundapp 2-stroke motorcycle back in the 1950's
which called for a 20:1 ratio. And Yamaha TD-1 road racers of that same era
used a 16:1 ratio. I guess better metals and oils are the reason for
allowing 50:1 ratios nowadays.
Bill Varnes
Original Kolb FireStar
Audubon NJ
(http://travel.aol.com/travel-guide/united-states?ncid=aoltrv00030000000016)
________________________________________________________________________________
Dana, yes sir, you understand it...and you bring another valid point. Entirely
correct. another of many reasons.
And Bill You have it to...more is not better for several reasons.
And as previously mentioned... it make carbon because oil burns at with a much
slower flame front..so it does not get all burned in one rev..leaving oil on the
hot piston that continually builds up and just cooks.
So, in order of sequence the first thing bad that is the engine runs at a hotter
temp than normal...
.then the carbon builds up on the piston and in the progresses to the ring grooves...
then the oil starts burning a varnish like brown on the sides of the piston, there
by displacing the space for that ever important oil film....and pretty soon....seizure....
from too much oil in the fuel mix.
And just so you guys and gals get the perspective, back in those days I was working
for the chainsaw company..(late 80's)..the component that had highest need
for lubrication on those engines was the ball bearings on the crank...then the
next was the wrist pin roller bearings....they needed much more lubrication
than the piston skirt....we experimented back then with sealed bearings on the
crank and ran very successfully on 150: 1 fuel oil mix and that was all the
piston skirt needed.
When we changed to 50:1 it was because our bearing vendor brought us new bearings
that needed less lubrication.
Coincidently....the same design technology era of the Rotax 2 cycle engines we
fly behind....or in front of..... today
--------
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=174716#174716
________________________________________________________________________________
Don
Soooooooo bottom line if it gets too much oil we get carbon Build up followe
d by a seizure ..
Not enough oil we are too lean Hi temps then =C2-followed by seizure ....
=C2-
Orrrrrrrr we get it just right and fly forever =C2-till we ware =C2-out
the motor...
You ever feel like were just dancing on the =C2-point of a Needle? hahaha
8-)
Mark
-----Original Message-----
From: Don G <donghe@one-eleven.net>
Sent: Thu, 3 Apr 2008 10:13 pm
Subject: Kolb-List: Re: 2 strokes
Dana, yes sir, you understand it...and you bring another valid point. Entire
ly
correct. another of many reasons.
And Bill You have it to...more is not better for several reasons.
And as previously mentioned... it make carbon because oil burns at with a mu
ch
slower flame front..so it does not get all burned in one rev..leaving oil on
the
hot piston that continually builds up and just cooks.
So, in order of sequence the first thing bad that is the engine runs at a ho
tter
temp than normal...
.then the carbon builds up on the piston and in the progresses to the ring
grooves...
then the oil starts burning a varnish like brown on the sides of the piston,
there by displacing the space for that ever important oil film....and pretty
soon....seizure.... from too much oil in the fuel mix.
And just so you guys and gals get the perspective, back in those days I was
working for the chainsaw company..(late 80's)..the component that had highes
t
need for lubrication on those engines was the ball bearings on the crank...t
hen
the next was the wrist pin roller bearings....they needed much more lubricat
ion
than the piston skirt....we experimented back then with sealed bearings on t
he
crank and ran very successfully on 150: 1 fuel oil mix and that was all the
piston skirt needed.
When we changed to 50:1 it was because our bearing vendor brought us new
bearings that needed less lubrication.
Coincidently....the same design technology era of the Rotax 2 cycle engines
we
fly behind....or in front of..... today
--------
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=174716#174716
________________________________________________________________________________
| From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
| Subject: | Re: Fuel pump mounting |
Very true ,so I guess like many things in life, sometimes it will work
for you and sometimes it will work against you.
Tony
Downunder
From: Dana Hague
To: kolb-list(at)matronics.com
Sent: Friday, April 04, 2008 2:22 PM
Subject: Re: Kolb-List: Fuel pump mounting
At 07:44 PM 4/3/2008, Tony Oldman wrote:
I have the squeeze bulb installed with a bypass incase it fails
{this I believe to be the recomended instalation for these}
A bypass protects against a blocked bulb, but not against a leaking
bulb.
-Dana
--
War doesn't determine who's right but who's left.
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
Larry- you can also use a brake cylinder hone, cut the drive, and extend it with
a stiff piece of hose and a couple of clamps. use a drill to run it. It is the
cheap way out. Sand paper in a split wooden dowel also works.
Bill Sullivan
FS/KX/447
Ct.
________________________________________________________________________________
| From: | "Ralph B" <ul15rhb(at)juno.com> |
williamtsullivan(at)att.n
> Help! I just opened up one of the original wings off of the Firestar KX. I have
not seen anything like this on anyone's website. The wings measure 12 feet
long, with a "bow" end, and the internal fixtures at the rear attachment point
match the diagram of KX wings that Roger in Oregon sent me. The wings have five
ribs, not counting the bow or the base mounting rib assembly. In between the
ribs are only one half rib each. The front of the wing for about the first 20
inches is made of aluminum sheet, from the lead edge back to the large tube.
It looks like heavy roof flashing, neatly done. On this wing, the bow is broken,
as are some of the small braces- 5/16"?- tubing. The whole thing looks easily
repairable. Has anyone ever found or done a wing like this? Is this something
the builder thought up, or were the original KX wings like this?
> The replacement wings- now mounted on the plane- have five ribs, with three
half ribs in between. the length on them is 13' 1".
> Roger- Can you check the old KX plans of yours? I might need a copy of the
old wing plans. Thanks.
>
> Bill Sullivan
> FS/KX/447
> Windsor Locks, Ct.
>
Bill, it sounds like a standard Kolb wing to me. The 5/16" brace from the main
spar to the trailing edge corner will break where it meets the spar due the the
sharp bend. This is a known problem and is not structural.
I believe the KX model had 5 ribs and the KXP model had 7 ribs. The Original Firestar
wing had 5 ribs and this is what I have. I made a post a few weeks ago
about repairing the 5/16" brace.
Ralph
--------
Ralph B
Original Firestar
N91493 E-AB
21 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174773#174773
________________________________________________________________________________
| From: | "olendorf" <olendorf(at)gmail.com> |
aoldman(at)xtra.co.nz wrote:
> I always lock tight these on. Have had one come off on an inverted engine
> once but was above airport at the time so was no problem.
>
> Tony
> Downunder
> ---
I was under the impression that you do not want to put any goop on the threads.
It may prevent a good electrical connection.
--------
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=174774#174774
________________________________________________________________________________
| From: | "Tom Jones" <nahsikhs(at)elltel.net> |
I ordered BR8ES spark plugs from Aircraft Spruce a couple months ago and they sent
me the screw top plugs. I was POed. An aircraft parts supplier should know
better. When I made a large parts order of stuff to replace with my condition
inspection this month I ordered from CPS. They sent the right plugs...solid
top.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174780#174780
________________________________________________________________________________
| Subject: | Re: Die grinder? |
| From: | "Rex Rodebush" <rrodebush(at)tema.net> |
I used a stone with extensions and a flapper wheel. See picture.
I bought the extensions through the mail from McMaster-Carr.
Rex Rodebush
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174785#174785
Attachments:
http://forums.matronics.com//files/05270001_tools_for_leg_socket_honing_small_146.jpg
________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Tom Jones wrote:
> I ordered BR8ES spark plugs from Aircraft Spruce a couple months ago and they
sent me the screw top plugs. I was POed. An aircraft parts supplier should
know better. When I made a large parts order of stuff to replace with my condition
inspection this month I ordered from CPS. They sent the right plugs...solid
top.
These NGK plugs are _not_ aircraft parts - says so on the little box the plug comes
in, note the little quicksilver with the circle/strikeout over it.
Yes, the solid top plug has the same little struck-out ultralight on it.
If you need the solid tops, you probably have to explicitly order them (though
I don't see a part no on a/c spruce).
The screw-on caps are fine _IF_ your wire end caps are in good shape. They should
be a tight fit on the plug and a struggle, or at least a firm pull, to remove.
If they come off easily they're worn out and need to be replaced - good caps will
hold the screw-on tops in place with no tendency to unscrew (unless they're
just slap loose to begin with).
The NGK parts are the same as the rotax ones but are about 10% of the price.
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174795#174795
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
I am wondering if there is a way people have been preventing that.>>
Hi,
on the Challenger with an inverted 503 I just wound a bungee around the
lead ends, there are plenty of places to hook on. Worked fine.
Cheers
Pat
________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
> I am wondering if there is a way people have been preventing that.>>
>
> Hi,
> on the Challenger with an inverted 503 I just wound a bungee around the
> lead ends, there are plenty of places to hook on. Worked fine.
>
> Cheers
>
> Pat
By the way, this is the primary diagnostic that you have bad wire-end caps - even
on an inverted installation the caps should still stay firmly attached to the
plugs and no tie-wrapping or other extra securing should be necessary to keep
them on.
You should still end up cussing a bit pulling the caps off, even on an inverted
motor. Replace at first sign they're pulling off more easily than when new.....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=174810#174810
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
Ralph- I think you mis-understood me. I wasn't talking about the 5/16" braces being
broken, but lots of them are broken and bent. The big main bow tube is broken,
and also the 1" full length rear tube. This aircraft was flipped over when
a tie down broke during a heavy storm. The part I was wondering about- with
a 5 rib wing, why is there only one half rib between each full rib? Why is there
a full length, 20" wide piece of aluminum for the lead edge? Is this KX spec,
or something special? Can you check those plans for me?
I haven't opened up the other wing, yet. Raining again.
Thanks
Bill Sullivan
FS/KX/447
Ct.
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Hellow Kolbers |
Mind telling us WHERE Laney's Flyin is??
On Mar 27, 2008, at 10:24 PM, Mr Rudder wrote:
>
> Hello there fellow aviation enthusiasts!
>
> Please allow me to introduce a new website geared towards bringing
> pilots and non-pilots, hobbyists and professionals, together.
> HTTP://AVIAPORTAL.NET
>
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> everything about wings and the sky.
> My friends and I developed this non-profit site with the goal to
> give back to and support the aviation community. We thought this
> would be best accomplished by providing a medium for members to
> share and discuss their passion through various features. This
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> Get the latest news and reports from the aviation world, as well as
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>
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> buy.
>
> Chat: chatting is live one-on-one discussion with other members.
> The possibilities here are endless, but lets keep it clean!
>
> Blog: blogging gives members the opportunity to randomly post
> thoughts, ideas, stories and commentaries without the structure of
> forums. Members are free to post about anything, anytime.
>
> Photo Album: members are allowed to post up to 50 MB of pictures.
> So lets see your planes, your projects and whatever else you have
> captured with your camera.
>
> Groups: this feature offers the option to create groups based on
> common interests. The groups can be private or public, goal-
> oriented or just for fun. Just a place to get together with
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>
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> members to advertise for their future events, as well as report on
> past events. Posts can be accompanied by pictures.
>
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> mail recipients are aviaportal.net members.
>
> Whether youre interested in commercial or general aviation, light
> sport or ultralights, a career or a hobby, an interest or a
> passion, this website has something for you. Log on to http://
> aviaportal.net to sign up, and explore new heights.
>
> Have blue skies,
>
> Rudolph
>
>
> --
> Best regards,
> Mr Rudder
> mr_rudder(at)aviaportal.net
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Bill
I really don't know anything about the FS but Kolb doesn't recommend the
use of sheet aluminum covering the front of the wings. I was hoping
someone that knows the FS would respond. There are a few people that
have covered the wings in this way to eliminate the common scalloping
that occurs between each rib. The only thing that it really does is add
weight.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: william sullivan
To: kolb list
Sent: Friday, April 04, 2008 12:58 PM
Subject: Kolb-List: KX wings
Ralph- I think you mis-understood me. I wasn't talking about the 5/16"
braces being broken, but lots of them are broken and bent. The big main
bow tube is broken, and also the 1" full length rear tube. This aircraft
was flipped over when a tie down broke during a heavy storm. The part I
was wondering about- with a 5 rib wing, why is there only one half rib
between each full rib? Why is there a full length, 20" wide piece of
aluminum for the lead edge? Is this KX spec, or something special? Can
you check those plans for me?
I haven't opened up the other wing, yet. Raining again.
Thanks
Bill Sullivan
FS/KX/447
Ct.
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
The half ribs are standard Kolb. The sheet metal is not. Mine has
leading edge tin also, courtesy
of the original builder. It doesn't help any with wing efficiency
but does add strength and eliminates
the need for those little diagonal nose stiffeners by keeping
everything in alignment.
Run a bead of silicone along side each rib where they meet the sheet.
BB
On 4, Apr 2008, at 12:58 PM, william sullivan wrote:
> Ralph- I think you mis-understood me. I wasn't talking about the
> 5/16" braces being broken, but lots of them are broken and bent.
> The big main bow tube is broken, and also the 1" full length rear
> tube. This aircraft was flipped over when a tie down broke during a
> heavy storm. The part I was wondering about- with a 5 rib wing, why
> is there only one half rib between each full rib? Why is there a
> full length, 20" wide piece of aluminum for the lead edge? Is this
> KX spec, or something special? Can you check those plans for me?
> I haven't opened up the other wing, yet. Raining again.
> Thanks
> Bill Sullivan
> FS/KX/447
> Ct.
>
>
________________________________________________________________________________
| From: | "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
<< The front of the wing for about the first 20 inches is made of
aluminum sheet, from the lead edge back to the large tube. It looks
like heavy roof flashing, neatly done. william sullivan >>
Bill -
The topic of installing leading edge aluminum flashing has come up on
this List several times in the past ten years. Some individuals have
installed it, but it is not in the construction plans.
I asked Dennis Souder about it personally, when I was considering doing
this on my Mark-III. He stressed that, although it gives the wing a
smoother appearance, it does NOT improve cruise speed. It adds between
3 and 5 pounds of weight to your airplane. He concluded with, "unless
you absolutely can't stand that starved horse look, don't bother putting
it on."
(I always loved his reference to comparing Homer's bumps to the starving
horse!)
Dennis Kirby
Cedar Crest, NM
________________________________________________________________________________
| From: | Jim Minewiser <flykolb(at)wowway.com> |
| Subject: | Re: Hellow Kolbers |
Russ and all,
Laneys is in NC between Charlotte and Statesville. You can find it here:
http://www.airnav.com/airport/N92. It's under the Charlotte Class B
airspace so stay below it.
This is a great fly-in, good grass field. Lots of planes and fantastic
food!!! All homemade food and desserts!! They start serving at noon, so
don't be late.
Jim
Mt. Clemens, MI formerly from Charlotte, NC
Russ Kinne wrote:
>
> Mind telling us WHERE Laney's Flyin is??
>
>
> On Mar 27, 2008, at 10:24 PM, Mr Rudder wrote:
>
>>
>> Hello there fellow aviation enthusiasts!
>>
>> Please allow me to introduce a new website geared towards bringing
>> pilots and non-pilots, hobbyists and professionals, together.
>> HTTP://AVIAPORTAL.NET
>>
>> Our aim is to help aviators socialize, discuss and enjoy everything
>> about wings and the sky.
>> My friends and I developed this non-profit site with the goal to give
>> back to and support the aviation community. We thought this would be
>> best accomplished by providing a medium for members to share and
>> discuss their passion through various features. This website is
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>> Get the latest news and reports from the aviation world, as well as
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>>
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>> The possibilities here are endless, but lets keep it clean!
>>
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>>
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>> events. Posts can be accompanied by pictures.
>>
>> Messages: e-mail other aviation buffs with this feature, as long as
>> mail recipients are aviaportal.net members.
>>
>> Whether youre interested in commercial or general aviation, light
>> sport or ultralights, a career or a hobby, an interest or a passion,
>> this website has something for you. Log on to
>> http://aviaportal.net to sign up, and explore new heights.
>>
>> Have blue skies,
>>
>> Rudolph
>>
>>
>>
>> --
>> Best regards,
>> Mr Rudder
>> mr_rudder(at)aviaportal.net
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Steel legs and wheel pants |
Kolb guys and a couple of ladies,
I am just about to wrap up most of my (latest) modifications to my MkIII
Classic. The most recent accomplishment was finishing the steel gear legs,
and then installing the wheel pants.
The final result on the gear legs is 3.4 degrees positive camber. The fu
selage was raised about 5 inches, but to be honest, I haven't actually meas
ured the old ones, to compare to the new height, yet. The flat bottom of th
e wheel pants are set at 5.7 degrees, with the boom raised to flying positi
on. I must admit, all the fabrication for the wheel pants mounts was quite
a bit of work. But they are absolutely solid!! I wouldn't hesitate landi
ng on grass, if I ever get to fly this thing.
Now I have to remove the gear legs, and send them off to Salt Lake City,
for heat treatment to Rockwell 48.
Once they get back, I will make small fiberglass "brake caliper covers/fair
ings" that go on the wheel pants, to steamline the disk brake openings.
Like I said, my modifications are almost finished. Very soon, I hope to
finally begin covering the wings with
fabric. One thing I will do, prior to covering the wings, is to install mo
unts for the droop tips I intend on adding.
It is getting harder and harder to find the MkIII Classic in my shop. Wh
at do ya think??
Mike Welch
MkIII
My thanks to Rex Rodebush and John Bickham, for their help in suppying me
with drawings, pictures, dimensions, etc., for the steel gear legs.
_________________________________________________________________
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March 24, 2008 - April 04, 2008
Kolb-Archive.digest.vol-hi