Kolb-Archive.digest.vol-hp
July 07, 2008 - July 24, 2008
> in the pattern. After determining it was good. We proceeded to make 3
> landings and one emergency landing. After the last landing we headed back
> to the hanger and loaded my plane with some weight to get the cg in the
> safe range for my solo flight. Once we had the weight secured I strapped
> in ran down my check list and headed out to the runway. The Mk III flew
> much better losing 70 pounds of weight. I made 2 full stop takeoffs and
> landings. Both takeoffs and landings were on the asphalt and were both
> real nice and smooth. I am very excited about the Solo. Danny is an
> excellent instructor! On my solo it really fel!
> t like Danny was in the plane with me. That?Ts how comfortable I felt
> flying solo. Prior to getting in the plane for the solo I was feeling
> moderately nervous but not too bad. One I got in the plane I felt very
> confident. I have attached pictures Danny took of my solo. Danny takes
> very good pictures. Some of these are a tad dark due to the low light.
> http://www.flickr.com/photos/11569584@N03/sets/72157606020039760/detail/
>
> Click the pictures to see a lager version.
>
> Grant
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=191532#191532
>
>
>
________________________________________________________________________________
From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
Well fuel went up again today . The Kolb can now burn about $26.64 US per
hour. I know there are others on this list that pay more. It will not stop
us using the stuff but we may become a little more choosy when to fly, boat
or take the old car for a Sunday drive. Still its about -2c windy and wet
out side now so am saving for a good day.
Get revenge use it all while we can.
Tony
MK111
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Sent: Monday, June 23, 2008 6:51 AM
Subject: Re: Kolb-List: fuel prices
>
> > Roughly 9 bucks a gallon to you.
> > Pat
>
>
> Thanks, Patrick:
>
> Good explanation.
>
> Makes a lot more sense to me now.
>
> That is a lot more than I paid for 87 oct this morning, $3.76 a gal.
>
> john h
> mkIII
>
>
>
________________________________________________________________________________
From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
congratulations Grant. Funtastic. The look in your eyes when you were
putting your helmet on was a flashback to my solo in my slingshot. hope you
have many many flights of fun. nice looking plane too. cool. ted cowan,
alabama
________________________________________________________________________________
Subject: | Re: Gyrocopter intercept |
From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
lcottrell wrote:
> ---
Larry,
I can't ever see what you are writing. It shows up as blank on the website and
I don't get the emails. Maybe it's the font you are using. I think I saw Matt
Dralle mention that to someone else.
Cristal
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=191555#191555
________________________________________________________________________________
Subject: | Re: Gyrocopter intercept |
From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
grantr wrote:
> Does that RAF have a horizontal stabilizer on it? If it doesn't don't fly in
it. That particular gyroplane has killed many high time pilots. Its unstable
without the H stab on it.
Grant,
Now you're delving into what has been "discussed to death" on threads and threads
of gyro forums. I won't go there. I just know that I totally trust riding
in that gyro and totally trust who is flying it.
Thanks for the concern.
Cristal
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=191557#191557
________________________________________________________________________________
Subject: | Re: Gyrocopter intercept |
From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
gliderx5 wrote:
> I don't have a VSI, but I will do some timed climbs to see what type of performance
I'm getting. What are you seeing for climb rate?
Malcolm,
I don't have a VSI either. I'll time my climbs next time I go and let you know.
I'm glad you are seeing better performance after adjusting your prop.
Thanks,
Cristal
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=191558#191558
________________________________________________________________________________
Subject: | Re: I soloed Saturday! |
From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
grantr wrote:
> Saturday 7-5-08 I soloed my Kolb MarkIII!
> Grant
Congratulations Grant! That is so exciting! And Danny did take some GREAT photos!
You have a beautiful plane.
Cristal
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=191560#191560
________________________________________________________________________________
From: | "boyd" <by0ung(at)brigham.net> |
Subject: | density altitude |
I received this reply back direct from Robert in reference to the formula
for density altitude. Included is his text and my reply.
Boyd
>>>>>>>>>>>>>>>>>>>>>>>>>>
>Boyd --
>
>I could be wrong, but I think the 3.6-degrees is in Centigrade, and
>the 5.4-degrees is in Fahrenheit...
>
>I also could be wrong, but, I think the formula -only- works right if
>you use the degrees-Centigrade.
>
> -- Robert
>>>>>>>>>>>>>>>>>>>>>>>>>>
I checked both sources (again) and they both say DEG F.
And I have checked the formula against the automatic weather observation
system, awos at the Brigham airport and they are very close.
Also I checked with John Williamson a couple years ago and he uses 2 deg C
when figuring the laps rate/ 1000 ft, in changing from deg c to deg f
the formula is c * 9 / 5 = f when just talking deg of change. When
converting c to f with reference to a thermometer you have to change the
formula to c * 9 / 5 + 32 = f using the first formula. 2 deg c change of
temp = 3.6 deg F change... and 2 Deg c on the thermometer = 35.6 deg F
if you convert 3.6 ( thinking it was in C) it equals 6.48 deg f...and that
does not seem correct.
I did some checking on the internet and looked up laps rate, or adiabatic
laps rate, and as I recall there were terms like standard laps rate and
variable laps rate, and it seems that the atmospheric conditions Humidity,
if the air was ascending or descending, or if there was moisture going into
or out of condensation mode made the difference. I know from being in the
heating business,,,, there is a term "latent heat of vaporization" it
describes a condition where if you can condense the byproducts of water
vapor in the combustion process,,, you can gain up to 9% of additional heat
in the process, whether you are heating air or water with the appliance.
Where the standard laps rate had reference to a stationary mass of air and
the temp drop due to a drop in air pressure at higher altitudes.
One last thing I should have mentioned the one article said the 66 in the
formula was the density altitude change for each deg F of change from the
standard day. and if you were working with deg C. the number in the formula
would have to be 118.8 (foot change / deg c)
Boyd Young
Kolb MkIII 912
525 + hours and counting
Brigham City Ut.
________________________________________________________________________________
From: | TK <tkrolfe(at)toast.net> |
Subject: | Sport Pilot article |
Steve Boetto,
Congratulations on the very nice article in the July issue of Sport
Pilot magazine. You should be happy with the very extensive coverage
they did on your puddle hopping FireFly. Nice job!!
Hope to get to see it up close in the near future!
Terry - FireFly #95
________________________________________________________________________________
From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Subject: | Re: Sport Pilot article |
Steve,
I noticed in the leading page photo, that you have four piano hinges per
aileron. This was great to see. My plans called for three, and I am just
about ready to replace the inner hinge pin on the left wing for the second
time at 242 hours. I will add another hinge segment inboard to the left
wing/aileron.
If your empty weight is 328 pounds, what do you consider to be your gross
weight limit?
How does the new FireFly empty weight compare to that of the "Puddle
Buster"?
Good article.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
Subject: | Hand-Propping a Kolb |
From: | "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
Jack Hart wrote: << I thought about tying it to the pickup truck and
hand propping. But since I had never done it before, I thought it might
be better if someone was around when I did it. >>
Kolb Friends -
I've wondered about this for a long time: Is it possible to hand-prop
our little gearbox-equipped engines?
Of more specific interest to me is the Rotax-912 .
The 912 Operator's Manual says the engine must turn at least 300 rpm for
the ignition system to spark.
Can this be achieved by hand-propping?
Dennis Kirby
Mark-3, 912ul,
Cedar Crest, NM
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Gyrocopter intercept |
Hi Cristal, What state are you in?>>
Ecstatic I should think !
Pat :-)
________________________________________________________________________________
From: | Jim Minewiser <flykolb(at)wowway.com> |
Subject: | Re: Hand-Propping a Kolb |
Dennis,
I have started the 503 by hand propping.
Jim M
Kirby, Dennis CTR USAF AFMC MDA/AL wrote:
>
>
>
>
> Jack Hart wrote: << I thought about tying it to the pickup truck and
> hand propping. But since I had never done it before, I thought it might
> be better if someone was around when I did it. >>
>
> Kolb Friends -
>
> I've wondered about this for a long time: Is it possible to hand-prop
> our little gearbox-equipped engines?
> Of more specific interest to me is the Rotax-912 .
> The 912 Operator's Manual says the engine must turn at least 300 rpm for
> the ignition system to spark.
> Can this be achieved by hand-propping?
>
> Dennis Kirby
> Mark-3, 912ul,
> Cedar Crest, NM
>
>
>
>
>
>
________________________________________________________________________________
Subject: | Re: Gyrocopter intercept |
From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
pj.ladd(at)btinternet.com wrote:
> Hi Cristal, What state are you in?>>
>
> Ecstatic I should think !
>
> Pat :-)
Pat, You beat me to it. [Laughing]
Ed, I'm in SE GA (it shows on forum website). Why do you ask?
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=191619#191619
________________________________________________________________________________
Subject: | I soloed Saturday! |
Good for you Grant,
Sounds like you did good, and enjoyed it. You will always remember the
day you soloed. I got out my log book and looked up my solo date...was
6-28-47 in a J-3 cub...I was 16 and back then they sort of had a custom of
cutting off your shirt tail, which they did. I notice in my log book that I
soon
got some dual after soloing doing some cross wind landings in rough air. You
are starting in a good airplane, the Kolb. I now fly a Kolb firestar ll and
enjoy it just as much today as way back when i started in the J-3 ....had it
up just before dark last night, was smooth and enjoyable. Keep learning and
fly safe. Jim Swan
firestar ll N-663S 503 rotax michigan
**************Gas prices getting you down? Search AOL Autos for
fuel-efficient used cars. (http://autos.aol.com/used?ncid=aolaut00050000000007)
________________________________________________________________________________
From: | "boyd" <by0ung(at)brigham.net> |
Subject: | Hand-Propping a Kolb |
The 912 Operator's Manual says the engine must turn at least 300 rpm for
the ignition system to spark.
Can this be achieved by hand-propping?
Dennis Kirby
>>>>>>>>>>>>>>>>>>>>>..
Yes, I have gone to the airport and found my battery too low to
start,(because I left the master switch on) and been able to hand prop it
without any problems. Before you do it with the mags hot, practice with
the mags off. Make sure you are going away from the prop at the end of the
pull. That way you wont end up in the prop when it starts. I would suggest
having it tied down or another pilot in it to keep things from getting away
from you.
Boyd Young
________________________________________________________________________________
Subject: | Re: Sport Pilot article |
Terry, you are welcome anytime, thanks for the comments
Steve B
Firefly 007/Floats
Firefly 0040/ Floats 2008 SnF Grand Champion
In a message dated 7/7/2008 10:57:43 A.M. Eastern Daylight Time,
tkrolfe(at)toast.net writes:
--> Kolb-List message posted by: TK
Steve Boetto,
Congratulations on the very nice article in the July issue of Sport
Pilot magazine. You should be happy with the very extensive coverage
they did on your puddle hopping FireFly. Nice job!!
Hope to get to see it up close in the near future!
Terry - FireFly #95
**************Gas prices getting you down? Search AOL Autos for
fuel-efficient used cars. (http://autos.aol.com/used?ncid=aolaut00050000000007)
________________________________________________________________________________
Subject: | Re: Sport Pilot article |
In a message dated 7/7/2008 12:06:21 P.M. Eastern Daylight Time,
jbhart(at)onlyinternet.net writes:
I noticed in the leading page photo, that you have four piano hinges per
aileron. This was great to see. My plans called for three, and I am just
about ready to replace the inner hinge pin on the left wing for the second
time at 242 hours. I will add another hinge segment inboard to the left
wing/aileron
Pretty good eyes there Jack. We work this Lil furfly pretty hard so Bryan
added an extra hinge. Don't think it was really needed but I never argue with
"The Master".
If your empty weight is 328 pounds, what do you consider to be your gross
weight limit?
Based on how the Firefly is built in comparison to the other Kolbs, I have
no problem giving Him a Gross Weight of 600 lbs. I would Wring Him out at that
weight and would not have a problem of an overgross of 650 lbs. Now keep in
mind that we added a few other little do dads that your eyes cannot see.
How does the new FireFly empty weight compare to that of the "Puddle
Buster"?
The PuddleBuster is a few pounds underweight but I really would not add
anything to Him. By the Way He is for Sale.
Good article
Thanks, I really hate Writing but Mary Jones asked me if I would do this
one. I had to do it during the time of John W's death and that really sucked so
my heart was not really in it. Thanks for your compliments and how is your
new engine project coming along?
Steve B
Firefly 007/Floats
Firefly 0040/ Floats 2008 SnF Grand Champion
do not archive
**************Gas prices getting you down? Search AOL Autos for
fuel-efficient used cars. (http://autos.aol.com/used?ncid=aolaut00050000000007)
________________________________________________________________________________
From: | Flycrazy8(at)aol.com |
Subject: | Re: I soloed Saturday! |
Congratulations On your Solo... Thanks for the pictures too...
Stephen Baxley
2003 Firefly
1993 Ultrastar
Donalsonville , Georgia
_www.southernflyersul.com_ (http://www.southernflyersul.com)
**************Gas prices getting you down? Search AOL Autos for
fuel-efficient used cars. (http://autos.aol.com/used?ncid=aolaut00050000000007)
________________________________________________________________________________
In a message dated 7/7/2008 8:09:25 P.M. Eastern Daylight Time,
jhankin(at)planters.net writes:
Due to the fact that I cannot pull the starter rope fast enough to start the
engine (447), (health problem) I am in the market for an electric starter.
Jimmy, there are a few things you can do to make the pull start easy. If you
are interested let me know.
Steve B
Firefly 007/Floats
Firefly 0040/ Floats 2008 SnF Grand Champion
do not archive
**************Gas prices getting you down? Search AOL Autos for
fuel-efficient used cars. (http://autos.aol.com/used?ncid=aolaut00050000000007)
________________________________________________________________________________
From: | Flycrazy8(at)aol.com |
Jimmy, there are a few things you can do to make the pull start easy. If you
are interested let me know.
Steve B
Hey Steve B
We all would like to know your secrets..... LOL
Steve B...Too
**************Gas prices getting you down? Search AOL Autos for
fuel-efficient used cars. (http://autos.aol.com/used?ncid=aolaut00050000000007)
________________________________________________________________________________
From: | "Michael Adams" <altojazz35(at)earthlink.net> |
> Nice. What kind of camera, and how did you mount it?
It's just a standard DV camera. Actually one of the cheaper ones. It's
just attached to a camera tripod and then it's strapped onto the
airplane. The video quality it better than what YouTube shows but in
order to keep the file size under 100MB, the resolution has to be
reduced. Then YouTube does it's own conversion and it loses even more
quality.
I have a new video posted as of Saturday.
________________________________________________________________________________
Hi Stephen, Are you still flying that silly little Firefly/ Just Kidding.
I discarded the standard pulley included in the kit and bought a larger
one with ball bearings from West Marine. I also used a second one in place of
the welded ring. I can now pull down instead of forward. I also bought some 6
mm climbing rope and increased the amount of rope by about 2 feet. It is now
much easier to start and I can get that extra two cylinders to hit.
good to hear from you.
Steve B
Firefly 007/Floats
Firefly 0040/ Floats 2008 SnF Grand Champion
In a message dated 7/7/2008 9:10:51 P.M. Eastern Daylight Time,
Flycrazy8(at)aol.com writes:
Jimmy, there are a few things you can do to make the pull start easy. If you
are interested let me know.
Steve B
Hey Steve B
We all would like to know your secrets..... LOL
Steve B...Too
____________________________________
Gas prices getting you down? Search AOL Autos for fuel-efficient _used
cars_ (http://autos.aol.com/used?ncid=aolaut00050000000007) .
(http://www.matronics.com/Navigator?Kolb-List)
(http://www.matronics.com/contribution)
**************Gas prices getting you down? Search AOL Autos for
fuel-efficient used cars. (http://autos.aol.com/used?ncid=aolaut00050000000007)
________________________________________________________________________________
From: | "Jmmy Hankinson" <jhankin(at)planters.net> |
Steve, sounds if others would like to know also. Please let us know your
secrets.
Jimmy
Firefly N6007L
Rocky Ford, Ga.
________________________________________________________________________________
Subject: | Re: I soloed Saturday! |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
Thanks everyone.
Yep I am a little younger than some of you I guess. I am 27. I soloed a C 150
when I was 17. I didn't finish the Private pilot training due to my instructor
leaving and getting one I didn't like. I guess it made me lose interest in flying.
Plus I had a few scary moments flying the 150 solo.
I never lose 100% interest in flying. I always liked the ultralights but my parents
had the typical "those things are dangerous" attitude and wouldn't approve
of me getting a ultralight . Anyway when I moved out and got married I got
the itch real bad last summer to take a ride in a ultralight and see if it would
be something I might want to peruse. I went up with Danny for a 2hr flight
and loved it. BTW my parents like my plane now. I guess the news really does
make our aircraft appear to be death traps. So it took me 10 years to get back
into flying.
Better late than never! I am much more mature and focused at 27 than I was at 17
[Rolling Eyes] so it is probably for the better.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=191770#191770
________________________________________________________________________________
Subject: | Re: Gyrocopter intercept |
From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Ed wrote:
> We have an Alma here in Michigan.
According to Mapquest there are 10 states with a town/city of Alma (means "soul"
in Spanish) and there are 4 states with a Waycross (means you'll cross a railroad
track everywhere you go). However there is only one state with both towns...GA.
Just some boring Tuesday morning trivia for "y'all"!
I flew for 1.2 hours according to the Hobbs meter going there and back (between
Waycross and Alma).
My PPL checkride is coming up next week. It'll be in the Cessna 150. Any advice/memories?
Cristal Waters
Kolb Mark II Twinstar - 11 hrs :)
Waycross, GA
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=191777#191777
________________________________________________________________________________
From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
Subject: | Re: Gyrocopter intercept |
Hi Cristal,
Trivia is great. Good on your flying! Just relax, the examiner
wants you to do well. If you catch a mistake, repent and ask for a do-over.
Most will allow it - once.
I'd get tanked - a little - the night before. Always helped with the
nerves, but that's just me.
Anymore, the checkrides aren't a bother. I find other reasons to
get tanked tho.
Have fun, good luck!!
Ed in JXN
MKII/503
----- Original Message -----
From: "cristalclear13" <cristalclearwaters(at)juno.com>
Sent: Tuesday, July 08, 2008 12:21 PM
Subject: Kolb-List: Re: Gyrocopter intercept
>
>
>
> Ed wrote:
>> We have an Alma here in Michigan.
>
>
> According to Mapquest there are 10 states with a town/city of Alma (means
> "soul" in Spanish) and there are 4 states with a Waycross (means you'll
> cross a railroad track everywhere you go). However there is only one
> state with both towns...GA.
>
> Just some boring Tuesday morning trivia for "y'all"!
>
> I flew for 1.2 hours according to the Hobbs meter going there and back
> (between Waycross and Alma).
>
> My PPL checkride is coming up next week. It'll be in the Cessna 150. Any
> advice/memories?
>
>
> Cristal Waters
> Kolb Mark II Twinstar - 11 hrs :)
> Waycross, GA
>
> --------
> Cristal Waters
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=191777#191777
>
>
>
________________________________________________________________________________
Subject: | Re: Ultralight Grand Champion |
Thanks Dennis, I don't think that I have ever flown it with shoes on.
In a message dated 7/8/2008 12:55:50 P.M. Eastern Daylight Time,
Dennis.Kirby(at)kirtland.af.mil writes:
Great article about your Kolb, and great pictures, too.
I especially liked the photo of you flying it barefoot, hanging ten
(toes) over the tops of the rudder pedals!
Congratulations to you and Bryan M!
Dennis Kirby
Cedar Crest, NM
Do not archive
**************Gas prices getting you down? Search AOL Autos for
fuel-efficient used cars. (http://autos.aol.com/used?ncid=aolaut00050000000007)
________________________________________________________________________________
From: | "Aaron Gustafson" <agustafson(at)chartermi.net> |
Subject: | MK-3 FG Nose wanted |
If anyone has a damaged FG nose for a MK 3 Classic I might take it off
your hands for cash. I need something to start with for a rebuild
project. Contact me 906 774 0683 or agustafson(at)chartermi.net
Aaron Gustafson
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> I seem to remember something in the regs about not overflying Federal
prisons at less than 2000' AGL or something like that.
>
> Ray
Ray:
Take a look at a sectional. Find a federal prison. See if there is a
restricted area around and/or above the prison. If there is, it should be
so noted on the sectional.
john h
mkIII
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Restricted Airspace Over and Around Federal Prisons |
> I seem to remember something in the regs about not overflying Federal
prisons at less than 2000' AGL or something like that.
>
> Ray
Ray:
I changed the subject line to reflect what we are talking about.
Took at look at two federal prisons, one near TLH (Tallahassee, FL) and one
on MXL (Maxwell AFB, AL). No indication of restricted airspace.
I don't recall ever seeing restricted airspace at federal prisons in my
meandering around the country.
john h
mkIII
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Strange Vibrations |
Hi Gang:
Not long ago picked up an unidentified vibration, initially at cruise. I
could feel it in the rudder pedals. Figured I had dinged the prop or gotten
a blade out of phase (never had blade pitch on a Warp Drive migrate before).
Rechecked prop pitch on all blades. Checked out good. Not long after,
several flights, I got an unusual vibration at 1,900 to 2,000 rpm, just off
idle. This is an area that is usually very smooth. First noticed it during
a decent with the throttle closed and the rpm hanging around 2,000. On the
ground it was very annoying. Rechecked carb synch......OK. Still got the
vibration. Nothing changed. ;-( ???
Reset the fuel needles back to stock setting. During the process lost the
long lever on the choke actuator on the right carb. Never did find it, but
during the process of searching the inside of the cargo compartment (yes,
Miss P'fer was designed with a real cargo compartment) I discovered the fuel
tank had migrated to the rear and right making contact with a fuselage tube
brace. This morning I moved the fuel tank back where it belongs. Test
flight indicated my mysterious vibration had disappeared. ;-) Now I am
happy again.
Travis Brown has ordered me a new lever from Bing which will be here
tomorrow so I can head out for LA first thing Friday morning. Thanks a
million, Travis. You be da man!!!
Take care,
john h
mkIII - Still flying and still learning new stuff every day.
________________________________________________________________________________
From: | Dana Hague <d-m-hague(at)comcast.net> |
Subject: | Re: Gyrocopter intercept |
At 11:27 AM 7/9/2008, jb92563 wrote:
>The more blades your prop has the greater the static thrust, but as you
>start moving through the air those extra blades actually limit your top speed.
>
>A 2 blade may not get you quite the same initial acceleration and climb
>rate but your top speed will be greater.
>
>Your best climb would be at a higher speed with a 2 blader than with a 3
>or more blades prop.
>
>2 blader makes for a more efficient cruise prop than a 3 blader.
Actually that's not quite correct, except in some limited circumstances.
The only time there is any advantage to more than two blades is if the 2
blade prop can't absorb all the power the engine produces. Generally this
is only a problem where blade size is limited, either by tip speed or by
space constraints.
If you replace a 2 blade prop with a 3 blader of the same diameter, you
will have to have less pitch in order to allow the engine to reach full
rpm, so yes, you'll get more static and low speed thrust at the expense of
cruise performance (the thrust will fall off as airspeed increases). The
extra blade(s) don't limit the speed, the lower pitch does.
The best climb speed won't change, that speed is dependent on the aircraft,
not the propeller, design. But the actual _rate_ of climb depends on the
prop efficiency.
-Dana
--
Okay, who put a "stop payment" on my reality check?
________________________________________________________________________________
From: | Dana Hague <d-m-hague(at)comcast.net> |
Subject: | 2 blade vs 3 blade, was: Gyrocopter intercept |
At 03:41 PM 7/9/2008, jb92563 wrote:
>
>Dana,
>
>My logic behind the 2 blade, faster airspeed for best rate of climb is:
>
>The 2 blade produces more thrust at greater airspeeds than a 3 blade so
>more speed equals greater lift from the wing up to some optimum point and
>hence a greater rate of climb.
>
>In practice you would probably notice a flatter initial climb with a 2
>blade but a greater rate of climb after your speed has increased up to
>that magic best climb rate speed.
Again, it's not the number of blades but the pitch and blade
area. Increasing the diameter (if possible) of a 2 blade prop has a
similar effect to adding a third blade but is more efficient. In either
case you'd have to reduce the pitch or increase the redrive ratio.
"Greater lift from the wing"... actually the lift from the wing is the same
whether you're climbing, flying level, or gliding. It's always equal to
weight (minor differences due to the angles aside, or maneuvering flight,
which is a whole different situation). If lift exceeded the plane's
weight, you'd _accelerate_ upward, and climb at an ever increasing
rate. Climb comes from excess power, not greater wing lift.
>If you want to go touring/cruising a 2 blade is the way to go.....or get
>an inflight adjustable 2 blade and have the best of both worlds.
In a fast plane with a wide variation between climb and cruise speeds, an
adjustable prop makes a lot of sense. Our Kolbs have a narrow enough speed
range that an adjustable prop is unlikely to be worth the added weight and
complexity.
-Dana
--
"If yew ain't livin' on th' edge, yer takin' up too much room!"
________________________________________________________________________________
Subject: | Re: Ultralight Grand Champion |
In a message dated 7/9/2008 1:26:15 P.M. Eastern Daylight Time,
bransom(at)ucdavis.edu writes:
If you can post a link to that cover photo, I'd like to see it.
If you email me direct at _n27sb(at)aol.com_ (mailto:n27sb(at)aol.com) I will
send you the original photo
Steve B
Firefly 007/Floats
Firefly 0040/ Floats 2008 SnF Grand Champion
do not archive
**************Get the scoop on last night's hottest shows and the live music
scene in your area - Check out TourTracker.com!
(http://www.tourtracker.com?NCID=aolmus00050000000112)
________________________________________________________________________________
From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
Just for information to many. I purchased a 912 from the Kolb Factory and
had it shipped to save taxes. Well, Alabama found out about it from
Kentucky and stuck me with the taxes anyway. Grant you, its 4% for Alabama
and 6% for Kentucky, it still surprised me and I have a whoping $896 tax
bill to pay immediately. They added just about $200 in penalties and
interest. So, if you had something shipped from Kentucky, you had better
check directly with your state authorities about out of state purchases so
you dont have a surprise as I did.
If anyone visits my web site: www.southernflyers.homestead.com you will
find it is no longer there. I have changed the venue to mainly our airport
activities and RC flying club and it is now at:
www.flyingcs.homestead.com I will deal with a lot of the same stuff but has
more info about our airport. Just for those that want to know. Oh, yeah,
probably will put the joke column back in. Ted Cowan, Alabama
________________________________________________________________________________
From: | TK <tkrolfe(at)toast.net> |
Subject: | Tail wheel strut |
Steve,
Was wondering why you still have the tail wheel strut sticking out of
the rear on the new FloatFly?
Thinking of converting back in the future?
Terry - FireFly #95
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
I wonder if you have a friend or relative living a sales tax free
state (alaska, delaware, montana,
new hampshire, oregon) and had the item shipped to them? For $900 it
would be worth a small trip.
Small goodies bought on the web still don't get tagged here in NY but
they DO stick a voluntary
line in the annual income tax forms for those so inclined.
BB
MkIII, suzuki G10
On 10, Jul 2008, at 8:27 AM, Ted Cowan wrote:
>
> Just for information to many. I purchased a 912 from the Kolb
> Factory and had it shipped to save taxes. Well, Alabama found out
> about it from Kentucky and stuck me with the taxes anyway. Grant
> you, its 4% for Alabama and 6% for Kentucky, it still surprised me
> and I have a whoping $896 tax bill to pay immediately. They added
> just about $200 in penalties and interest. So, if you had
> something shipped from Kentucky, you had better check directly with
> your state authorities about out of state purchases so you dont
> have a surprise as I did.
> If anyone visits my web site: www.southernflyers.homestead.com
> you will find it is no longer there. I have changed the venue to
> mainly our airport activities and RC flying club and it is now at:
> www.flyingcs.homestead.com I will deal with a lot of the same
> stuff but has more info about our airport. Just for those that
> want to know. Oh, yeah, probably will put the joke column back
> in. Ted Cowan, Alabama
>
>
________________________________________________________________________________
From: | TK <tkrolfe(at)toast.net> |
Subject: | Re: Sport Pilot article |
Jack B. Hart wrote:
>
> Steve,
>
> I noticed in the leading page photo, that you have four piano hinges per
> aileron. This was great to see. My plans called for three, and I am just
> about ready to replace the inner hinge pin on the left wing for the second
> time at 242 hours. I will add another hinge segment inboard to the left
> wing/aileron.
>
> If your empty weight is 328 pounds, what do you consider to be your gross
> weight limit?
>
> How does the new FireFly empty weight compare to that of the "Puddle
> Buster"?
>
> Good article.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
Jack,
Have been mauling over your need to replace the hinge pin on the left
side twice in just 242 hr.s. I checked out my hinges after reading that
and find no problems with any of them at 870 hr.s.
Curious as to what you think the cause is!!
Terry - FireFly #95
________________________________________________________________________________
From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Subject: | Re: Sport Pilot article |
>
>Jack,
>
>Have been mauling over your need to replace the hinge pin on the left
>side twice in just 242 hr.s. I checked out my hinges after reading that
>and find no problems with any of them at 870 hr.s.
>
>Curious as to what you think the cause is!!
>
Terry,
There is excessive clearance between the bolt that makes the inner most
aileron hinge pin and the hole in the steel rib. I have tried to shim it
with no success. This transmits a lot of vibration load to the first piano
hinge.
I have thought of taking the aileron off and drilling and bushing the hole
in the steel end rib, but that is too much effort. The other day riding the
mower, I came up with a solution. What I will do is purchase some thin wall
brass tubing at the RC model shop, and some valve grinding paste. I will
slip the tube over the bolt and place a dab of valve grinding compound on
the end and lap out the hole in the steel rib. Then I will cut a short
piece of the tubing off and use it as bearing material between the bolt and
the hole. Next I will JB Weld the tube to the rib which will let me keep a
longer bearing surface length. It should be a permanent fix.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
this fuel price gouging are our own tax people>>
Hi Ray,
so whats new? Not sure that is the full story though. The story is that
there is an oil shortage and that is causing the price rise. This is not
so. There is no oil shortage. Speculators on the Stock Exchange are buying
Oil stocks on the expectation of a price rise and that makes it more or less
self fulfilling as it is in nobodies interest to burst the bubble. The price
per barrel is bound to increase in the long run as oil has to be found in
more and more difficult places.
The Government (yours and mine) is winning hands down as not only are they
collecting higher revenue on the fuel but as the extra fuel costs are
added to every stage of an articles progress from manufacturer to retail
outlet, plus a little profit each time, it eventually appears as an
increased sale price in the shop.The higher sale price automatically
triggers extra tax revenue. You in your various Sales Tax regimes and ours
in VAT.
The government has hit the mother lode without the problem of the
unpopularity of announcing a tax hike. They stay shtum and collect the
money just the same. Nice!
They may have overcooked though. Here an increase in fuel tax scheduled for
the autumn has been abandoned after a revolt by Members of Parliament and a
proposed increase in the annual tax we pay to enable us to put the car on
the road may go the same way.
Whichever way you slice it the end user gets stuffed..
Cheers
Pat
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Flying Idaho's Back Country USFS Airstrips 2008 |
Hi Gang:
During our flight West, this year, John W and I spent a day flying some of
Idaho's back country US Forest Service airstrips.
Here are a couple video clips of landing and departing Soldiers Bar, the
roughest and toughest strip we landed and took off on.
These are not our clips, but will give you a good idea of the rugged terrain
we spent our day flying over. Also, of note, the altitude was from 5 to 10
thousand feet ASL.
http://www.youtube.com/watch?v=90mqPLT1z4c
http://www.youtube.com/watch?v=v9wcjqFBxnY
The clips don't do the strip justice. One way in and one way out. The
south end is an extremely steep ramp made up of mogul humps that try to make
the aircraft fly way too early. Both John W and I had thoughts of wiping
out the landing gear on departure down the drop off. The black rubber
strips are in place to help control erosion.
john h
mkIII
________________________________________________________________________________
From: | possums <possums(at)bellsouth.net> |
Subject: | Re: Sport Pilot article |
At 12:19 PM 7/10/2008, you wrote:
>
>Jack B. Hart wrote:
>>
>>
>>>
>>>Jack,
>>>
>>>Have been mauling over your need to replace the hinge pin on the
>>>left side twice in just 242 hr.s. I checked out my hinges after
>>>reading that and find no problems with any of them at 870 hr.s.
>>>
>>>Curious as to what you think the cause is!!
I've seen more than one of those hinges next to the engine have
problems before.
I have four also. I have small cotter pins drilled thru both ends of each hinge
so the pin can't "eat" it's way through 750+ hrs. Just squeezing the
ends of the hinge
doesn't always work (if that's what they still tell you to do). The
pin is a lot harder than the
hinge material and will push/rotate/grind it's way out, if it can.
Especially the ones
closest to the engine.
Makes the preflight check easier to do with the cotter pins anyway.
________________________________________________________________________________
Subject: | Re: Flying Idaho's Back Country USFS Airstrips 2008 |
Anyone going to fly these Idaho back country strips should pick up a copy of the
DVD called "Idaho Exposed". This particular strip is on there and does a better
job of presenting the terrain.
Check out Dewey Moore strip next time.
Bob
---- John Hauck wrote:
>
> Hi Gang:
>
> During our flight West, this year, John W and I spent a day flying some of
> Idaho's back country US Forest Service airstrips.
>
> Here are a couple video clips of landing and departing Soldiers Bar, the
> roughest and toughest strip we landed and took off on.
>
> These are not our clips, but will give you a good idea of the rugged terrain
> we spent our day flying over. Also, of note, the altitude was from 5 to 10
> thousand feet ASL.
>
> http://www.youtube.com/watch?v=90mqPLT1z4c
>
> http://www.youtube.com/watch?v=v9wcjqFBxnY
>
> The clips don't do the strip justice. One way in and one way out. The
> south end is an extremely steep ramp made up of mogul humps that try to make
> the aircraft fly way too early. Both John W and I had thoughts of wiping
> out the landing gear on departure down the drop off. The black rubber
> strips are in place to help control erosion.
>
> john h
> mkIII
>
>
>
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Flying Idaho's Back Country USFS Airstrips 2008 |
> Check out Dewey Moore strip next time.
> Bob
Bob:
Have you landed there?
john h
mkIII
________________________________________________________________________________
Subject: | Re: Flying Idaho's Back Country USFS Airstrips 2008 |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
That runway looks like a place fit for only a Helicopter... How long was it ?
How much of it did you need to get off the ground. In the video, looks like
the Cessna had to dive for airspeed once over the edge, did you feel anything
like that in your Kolb ?
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=192225#192225
________________________________________________________________________________
Subject: | Re: Why Teach Out Dated Stuff |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
Here in Miami, about 10 years ago same thing happened to a Delta Airlines MD-80.
They were talking to Miami tower, doing a Visual to Miami International airport
runway 9, but ended up landing on runway 9 at Opa Locka about 7 miles to
the north... Very embarrassing to do something like this to a very large airport,
with all sorts of moder navigation, they just saw the wrong airport first
and went for it !
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=192227#192227
________________________________________________________________________________
From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
Subject: | Re: Flying Idaho's Back Country USFS Airstrips 2008 |
John, Gang,
There has been three GA accidents in the last few weeks at these back
country Idaho airstrips. A recent one involved a Moony landing long at Big
Creek and colliding with a old abandoned pickup. I think me and my little
Firestar will stay out of those ?hills? The air currents have to be tricky
in those canyons.
Larry C
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Flying Idaho's Back Country USFS Airstrips 2008 |
> That runway looks like a place fit for only a Helicopter... How long was
it ? How much of it did you need to get off the ground. In the video,
looks like the Cessna had to dive for airspeed once over the edge, did you
feel anything like that in your Kolb ?
>
> Mike
Mike:
Airnav has airport info on Soldiers Bar and the other USFS airstrips in
Idaho.
http://www.airnav.com/airport/85U
John W's Kolbra and my MKIII had no problems operating in and out of any of
the back country airstrips. Also, we were flying at max gross weight,
loaded up with fuel and all our gear. We were enroute from Monument Valley,
Utah, to The Rock House, Oregon, 6 miles south of Burns Junction, Oregon. I
must mention that it was exciting flying in this rugged terrain and the
airstrips. One does not get bored flying in this part of the country.
Training helps when flying under these conditions. I have been flying out
of a 750 grass airstrip with poor approach and departure for the last 24
years. Folks that fly out of large airports with paved strips are a little
more intimidated than us country boys.
john h
mkIII
________________________________________________________________________________
From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
I took a short flight last night before sunset. Winds were fairly calm - AWOS
said 3kts out of 220. When I got in the air I noticed a fire burning off to the
north and saw the smoke rising and then gently trailing off to the northeast.
I was going to just stay in the pattern but it was such a beautiful evening, I
headed to the east and in no time I was at a big field about 4 miles away from
the airport. I turned around to head back and noticed the smoke from that fire
not rising very much but steadily blowing off to the northeast now. It took
me probably a good 10 minutes to get back to the airport. Felt like I was CRAWLING.
That is certainly one big difference I've noticed between flying the Cessna and
flying my Kolb. I feel like a big kite just being taken by the wind sometimes.
I didn't look last night when I got home, but I looked at the winds aloft early
this morning and the winds are about 17-20kts at 3000 ft and I was flying at
2500 ft.
P.S. My checkride has been postponed to August 5th since I am on call at work for
the next two weeks. Don't they know I wanna fly?! Oh well, wanna fly...gotta
work.
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192238#192238
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Nauga Field Flyin, Star Hill, LA |
Morning Gang:
Time to load up and take off for Nauga Field, LA.
Weather looks like I should make it ok if I get on out of here early.
322 sm, 4.5 hours, and 21.5 gals. Could make it without refueling, but I
will top off at Laurel, MS, and have plenty fuel to make it into Nauga
field, should I have to deviate because of weather. I plan for 75 mph
ground speed without factoring in the wind. Usually, plans out pretty close
to actual flight time.
Even though it is a weekend flight, it takes almost as much gear as a month
long flight. I could cut my load down a lot, but should I get caught by
weather or mechanical problem, sure is nice to have a tent, air mattress,
sleeping bag, pillow, and a little chow to stave off the hunger monster.
There are some very isolated, little used airports between Gantt IAP and
Nauga Field.
Take care,
john h
mkIII
________________________________________________________________________________
Subject: | Re: Flying Idaho's Back Country USFS Airstrips 2008 |
From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
> > That runway looks like a place fit for only a Helicopter... How long was
> it ? How much of it did you need to get off the ground. In the video,
> looks like the Cessna had to dive for airspeed once over the edge, did you
> feel anything like that in your Kolb ?
>
> >
> > Mike
> >
> >
>
>
> Mike:
>
> Airnav has airport info on Soldiers Bar and the other USFS airstrips in
> Idaho.
>
> http://www.airnav.com/airport/85U
>
> John W's Kolbra and my MKIII had no problems operating in and out of any of
> the back country airstrips. Also, we were flying at max gross weight,
> loaded up with fuel and all our gear. We were enroute from Monument Valley,
> Utah, to The Rock House, Oregon, 6 miles south of Burns Junction, Oregon. I
> must mention that it was exciting flying in this rugged terrain and the
> airstrips. One does not get bored flying in this part of the country.
>
> Training helps when flying under these conditions. I have been flying out
> of a 750 grass airstrip with poor approach and departure for the last 24
> years. Folks that fly out of large airports with paved strips are a little
> more intimidated than us country boys.
>
> john h
> mkIII
I was thinking the only kind of plane I'd want to fly into a strip like that would
be a Kolb, and even then preferably with some larger tundra-like tires.......
I flew my ultralight off a farm strip for several years and some of the runways
were basically, like, in the yard by the hangar. Maybe 600' of landing area and
that was about it. The other was a hill with large trees at the end, but that
one was probably close to 1000'.
If I had that strip to do over again, and I'd do it in a heartbeat because it was
a blast, it'd only be a Kolb....... ;)
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192241#192241
________________________________________________________________________________
Subject: | Re: Flying Idaho's Back Country USFS Airstrips 2008 |
Good morning John,
Was there last summer in a C180. Looks very decieving from the air. You are landing
up a fairly steep hill. On a 1-10 roughness scale, about an 8.
Fantastic fishing if you are in to such endeavours.
Bob
---- John Hauck wrote:
>
> > Check out Dewey Moore strip next time.
> > Bob
>
>
> Bob:
>
> Have you landed there?
>
> john h
> mkIII
>
>
>
>
________________________________________________________________________________
From: | Jimmy Young <jdy100(at)comcast.net> |
Subject: | Re: Nauga Field Flyin, Star Hill, LA |
Nauga Folks,
I wish I could leave today, but must work to pay for my hobby. I'm
leaving as early as possible Saturday AM, 250 miles + or - a couple,
est. 5-6 hrs. Looks like I'll just head for False River and meet ya'll
for lunch. I should have a little tailwind Saturday, with a headwind
Sunday heading back home. This is my first fly-in, looking forward to
it!
Jimmy Young
FS II, N7043P
135 hrs. with her
________________________________________________________________________________
Subject: | Re: Flying upwind |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
I agree. When Danny and I took a flight with surface winds over 13 knots the kolb
felt like a kite. Once we got up about 1800 agl it appeared that we were only
moving at a walking pace. Maintaining a heading flying cross wind required
a rather steep crab angle about 30 degrees so the ground track was right between
the wing and the nose.
Our planes fly much slower than the Cessna so yes the wind does appear to make
a big difference in our ground speed. Actually both planes see the same increase/
decrease in ground speed however the Cessna is faster so its not as noticeable
as in the Kolb.
My cruise indicated is only 60mph which is about 50 true airspeed. My cruise is
only 2mph faster than a c150s stall speed of 48mph. Cruise is 123mph on a C-150.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192263#192263
________________________________________________________________________________
From: | neilsenrm(at)comcast.net |
Subject: | Re: Battery Life |
Jack
I use a battery maintainer on my Kolb battery and see twice the service life. I
forget the exact make and model but it says something like automatic battery
maintainer from one of the big name battery charger companies. I keep my battery
attached to it anytime I'm not flying. It works especally well when the plane
is in winter storage. I use a 12 AH battery in my plane that I use to start
my 2180cc VW. The battery is margional so any loss or battery power is noticable.
The maintainer keeps the battery fully charged.
Since I had such good luck with this device I have pruchased a bunch of float chargers
from Harbor Freight. They usually have them on sale for about $10.00.
I have been using them them on my boat and car in Florida when I'm in Michigan
and on my tractor in Michigan when I'm in Florida. The boat battery has had the
Harbor Freight charger on it for the last three years and my car for two years
connected for up to nine months at a time.
Rick Neilsen
Redrive VWpowered MKIIIC
-------------- Original message --------------
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
>
> >
> >So Jack..... Why didn't you just pull the rope or Hand prop it for the one
> flight.....and git yer batt later..???
> >
> > Gotta Fly...
> > Mike & "Jaz" in MN
> >
> >PS I was SHOCKED to hear you have Elec Start....
> >That ALOT of weight...
> >.
>
> Mike,
>
> No rope to pull. I thought about tying it to the pickup truck and hand
> propping. But since I had never done it before, I thought it might be
> better if someone was around when I did it. So I passed it up for the
> day.
>
> One reason I can make the weight limit is that I don't have a manual rope
> pull start. The Victor 1+ does not come with one.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
>
>
>
Jack
I use a battery maintainer on my Kolb battery and see twice the service life.
I forget the exact make and model but it says something like automatic battery
maintainer from one of the big name battery charger companies. I keep my
battery attached to it anytime I'm not flying. It works especally well when the
plane is in winter storage. I use a 12 AH battery in my plane that I use to
start my 2180cc VW. The battery is margional so any loss or battery power
is noticable. The maintainer keeps the battery fully charged.
Since I had such good luck with this device I have pruchased a bunch of float
chargers from Harbor Freight. They usually have them on sale for about $10.00.
I have been using them them on my boat and car in Florida when I'm in Michigan
and on my tractor in Michigan when I'm in Florida. The boat battery has had
the Harbor Freight charger on it for the last three years and my
car for two years connected for up to nine months at a time.
Rick Neilsen
Redrive VWpowered MKIIIC
> --> Kolb-List message posted
by: "Jack B. Hart"
>
> At 05:08 AM 7/6/08
-0700, you wrote:
> >--> Kolb-List message posted by: "planecrazzzy"
> >
> >So Jack..... Why didn't
you just pull the rope or Hand prop it for the one
> flight.....and
git yer batt later..???
> >
> > Gotta Fly...
> >
Mike & "Jaz" in MN
> >
> >PS I was SHOCKED to hear
you have Elec Start....
> >That ALOT of weight...
> >.
>
> Mike,
>
> No rope to pull. I thought about tying
it to the pickup truck and hand
> propping. But since I had never done
it before, I thought it might be
> better if
someon
=====
________________________________________________________________________________
Subject: | Re: Flying Idaho's Back Country USFS Airstrips 2008 |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
Those strips look exciting, much too exciting for me ! Here in Florida the biggest
hill I have to worry about is the trash hill, and nice long runways make
taking off and landing very relaxing :)
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=192276#192276
Attachments:
http://forums.matronics.com//files/ultralightaerialfloridahomesteadtoevergladescity06_15_2008_190_173.jpg
________________________________________________________________________________
Subject: | Re: Flying Idaho's Back Country USFS Airstrips 2008 |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
Had to make sure my flying partner got off OK [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=192278#192278
Attachments:
http://forums.matronics.com//files/ultralightaerialfloridahomesteadtoevergladescity06_15_2008_068_903.jpg
________________________________________________________________________________
From: | "Robert Laird" <rlaird(at)cavediver.com> |
Subject: | Humpback whale fins.... |
Really interesting reading... maybe it'll be the next "VG" ! :-)
http://dsc.discovery.com/news/2008/07/11/wind-turbine-whale.html
________________________________________________________________________________
From: | possums <possums(at)bellsouth.net> |
Subject: | Re: Humpback whale fins.... |
At 08:40 PM 7/11/2008, you wrote:
>Really interesting reading... maybe it'll be the next "VG" ! :-)
>
><http://dsc.discovery.com/news/2008/07/11/wind-turbine-whale.html>http://dsc.discovery.com/news/2008/07/11/wind-turbine-whale.html
Maybe not so much for the wings but as a new prop design??
-----------------
"But the finding has lots of applications on land, too. Putting bumps
across the leading edge of
<http://dsc.discovery.com/news/2008/07/11//news/2008/05/13/wind-power.html>a
wind turbine means the blades can be oriented at a higher angle to
capture more of the wind without worrying about stall -- which can
damage the turbines.
They are also targeting industrial fans. "We can move more air and
ventilate more area with fewer blades.
The whale-inspired fans also use 20 percent less power and operate
with one-fifth the noise of a standard fan, Dewar said."
________________________________________________________________________________
Subject: | Very Minor Structural Failure |
From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
During the pre-flight today I ran across this little failure. It's the steel rod
that keeps the fabric away from the aileron torque tube. It seems to have broken
away from the weld. Also noteworthy is that there is no real stress on mine
as my cage is uncovered. You may want to keep an eye on this.
One of the last airframes from old Kolb.
Total time...370 hours
Years since manufacture...10 (8 years flying)
Regards,
Kip
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192337#192337
Attachments:
http://forums.matronics.com//files/kolbbreak2_201.jpg
http://forums.matronics.com//files/kolbbreak1_857.jpg
________________________________________________________________________________
From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Subject: | Re: Humpback whale fins.... |
From: "Robert Laird" <rlaird(at)cavediver.com>
Really interesting reading... maybe it'll be the next "VG" ! :-)
http://dsc.discovery.com/news/2008/07/11/wind-turbine-whale.html
.....................
Robert,
Similar studies are underway with wing grids that model bird wing tip
behavior at:
http://www.winggrid.ch/
Also locusts have very good lift to drag ratios due to some peculiar
striations on their wings. A technical paper can be found at:
http://www.winggrid.ch/ICAS_GROV.pdf
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
Subject: | Re: Very Minor Structural Failure |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
Thanks for the heads up Kip, it is always good to know what problem areas might
be so that I can keep an eye on them. It is beyond me as to why that would break
there, as you say it looks like its just to keep the fabric formed and away
from the tube.
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=192350#192350
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Nauga Field Flyin, Star Hill, LA |
I sat at the airport for about 2-1/2 hours this morning. >>
Weather is upsetting everything in the UK too.
Fairford, one of the largest Airshows of the year is set for this weekend.
The Queen was there to review the RAF yesterday (It is 90 years since the
Royal Air Force was formed. The first flying arm in the world independent of
the army. Up until then it had been the Royal Flying Corps and essentially
an Army organisation)
The Queen reviewed the troops and planes , including the Battle of Britain
Flight of a Spit, and Hurri and a Lanc.and just as she drove off the heavens
opened up. The squaddies were marching off and the splashes from the rain
rebounding from the tarmac was bouncing almost knee height
Today they have announced that todays airshow is cancelled. Presumably
because the main public areas, which are of course grass, are waterlogged.
An announcement about the cancelleation of tomorrows performance will be
made tonight.
The money this has cost is phenomenal. There are Flying Display teams here
from all over Europe, fighter, bombers, refuelling planes, the Raptor, the
Eurofighter. Plus all the ground equipment and men required to keep this lot
in the air. Must be millions of pounds wasted.
On a smaller scale we have a fly in at my strip this weekend. Weather now at
mid day is pretty gusty, scattered heavy storms forecast. Supposed to be
improving later but I think there will be very few camping overnight. That
means the BBQ is down the pan. A few of us will go to a local pub and hope
that tomorrow, which is supposed to show improvement is up to standard but
we had over an inch of rain yesterday so everything will be pretty mucky.
Fingers crossed.
Cheers
Pat
________________________________________________________________________________
From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
Subject: | Re: Nauga Field Flyin, Star Hill, LA |
Bugger----- Original Message -----
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Sent: Saturday, July 12, 2008 10:54 PM
Subject: Re: Kolb-List: Nauga Field Flyin, Star Hill, LA
>
> I sat at the airport for about 2-1/2 hours this morning. >>
>
> Weather is upsetting everything in the UK too.
>
> Fairford, one of the largest Airshows of the year is set for this weekend.
> The Queen was there to review the RAF yesterday (It is 90 years since the
> Royal Air Force was formed. The first flying arm in the world independent
> of the army. Up until then it had been the Royal Flying Corps and
> essentially an Army organisation)
> The Queen reviewed the troops and planes , including the Battle of
> Britain Flight of a Spit, and Hurri and a Lanc.and just as she drove off
> the heavens opened up. The squaddies were marching off and the splashes
> from the rain rebounding from the tarmac was bouncing almost knee height
> Today they have announced that todays airshow is cancelled. Presumably
> because the main public areas, which are of course grass, are waterlogged.
> An announcement about the cancelleation of tomorrows performance will be
> made tonight.
> The money this has cost is phenomenal. There are Flying Display teams here
> from all over Europe, fighter, bombers, refuelling planes, the Raptor, the
> Eurofighter. Plus all the ground equipment and men required to keep this
> lot in the air. Must be millions of pounds wasted.
> On a smaller scale we have a fly in at my strip this weekend. Weather now
> at mid day is pretty gusty, scattered heavy storms forecast. Supposed to
> be improving later but I think there will be very few camping overnight.
> That means the BBQ is down the pan. A few of us will go to a local pub and
> hope that tomorrow, which is supposed to show improvement is up to
> standard but we had over an inch of rain yesterday so everything will be
> pretty mucky. Fingers crossed.
>
> Cheers
>
> Pat
>
>
>
________________________________________________________________________________
Subject: | Re: Very Minor Structural Failure |
From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
I could have taken it off long ago but I always wanted the option to cover the
cage. I'm getting the Dremel out now...
Kip
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192375#192375
________________________________________________________________________________
Subject: | Re: Very Minor Structural Failure |
From: | "Ralph B" <ul15rhb(at)juno.com> |
Here's another one to keep an eye on. This happened four years ago (June 04).
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192383#192383
Attachments:
http://forums.matronics.com//files/joint_where_crack_is_875.jpg
http://forums.matronics.com//files/crack_196.jpg
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
Subject: | Re: Very Minor Structural Failure |
Fatigue cracks.
If they are at a vibration node they will happen eventually.
Here's my not so humble opinion: wire feed welds are stronger,
mostly by virtue of the
high nickel alloy but also more rigid in a narrow band than gas
welding, making them
more susceptible to an earlier crack. A gas weld leaves a softer
condition around the weld
and I try to reduce this a little by sponge-water quenching. Right
after the first hard landing
I may (or may not) notice the weld joint taking a little set. After
that it has reached a happy state
of strength that will endure many more similar impacts with no
further distortion.
BB, 50% gas welded MkIII cage
On 12, Jul 2008, at 10:24 AM, Ralph B wrote:
>
> Here's another one to keep an eye on. This happened four years ago
> (June 04).
>
> Ralph
>
> --------
> Ralph B
> Original Firestar 447
> N91493 E-AB
> 21 years flying it
> Kolbra 912UL
> N20386
> 0 years flying it
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=192383#192383
>
>
> Attachments:
>
> http://forums.matronics.com//files/joint_where_crack_is_875.jpg
> http://forums.matronics.com//files/crack_196.jpg
>
>
________________________________________________________________________________
Subject: | Re: Very Minor Structural Failure |
From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
>From the internet so it's true..."structural failure refers to loss of the load-carrying
capacity of a component or member within a structure or of the structure
itself..."
Now, since you gotta fly and I want to fly, let's fly and keep the thread as a
suggestion to others to do a preflight, OK. [Rolling Eyes]
planecrazzzy wrote:
> If you can just take it off.... Then it's not structural....
> More for aerodynamics.
> .
> .
> Gotta Fly...
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192392#192392
________________________________________________________________________________
From: | Eugene Zimmerman <ez(at)embarqmail.com> |
Subject: | Re: Flying Idaho's Back Country USFS Airstrips 2008 |
When a you can become airborne by the time you get to the top of the
number nine, isn't a runway like THAT rather insulting to a KOLB
airplane ?
On Jul 11, 2008, at 12:17 PM, JetPilot wrote:
>
> Had to make sure my flying partner got off OK [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=192278#192278
>
>
> Attachments:
>
> http://forums.matronics.com//files/ultralightaerialfloridahomesteadtoevergladescity06_15_2008_068_903.jpg
>
>
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Nauga Field Flyin, Star Hill, LA |
Supposed to
> be improving later but I think there will be very few camping overnight.>>
Hi Tony,
the weather actually did improve a bit Saturday. 3 people camped in the
hangar overnight and around 20 had a meal at the pub.
Today has been great with 40 planes turning up from all over the south of
England.
You never can tell.
Hope yours went as well
Pat
________________________________________________________________________________
Subject: | 2008 Nauga Field Fly Around - Declared Success |
From: | "John Bickham" <gearbender(at)bellsouth.net> |
Just got off the phone with Gary H. Everyone has made it home safe and sound and
we are now declaring this weekend a success!
Below is a link to the first round of pictures to view. These are from Bruce C.
The first aerial shots are of his home field which is 2800 ft, almost 2 nauga's!
http://www.kodakgallery.com/Slideshow.jsp?Uc=1ru0yy7z.agq22gbf&Uy=liw4cx&Upost_signin=Slideshow.jsp%3Fmode%3Dfromshare&Ux=0&UV=888614392466_737059852603&mode=fromshare&conn_speed=1
Awards committe has awarded the following:
Most hours enroute, shortest landing, and longest takeoff roll - Jimmy Young *Houston,
TX
Biggest Appetite and worst mule driver - John Hauck * Hauck's Holler, TX
Smoothest Arrival landing (that's it) - Gary Haley *Houston, TX
Furthest driven on the way to work - Ken Korenek
More awards to come, once all scoring is complete.
We had a great time as our friend would want!
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192514#192514
________________________________________________________________________________
From: | "Robert Laird" <rlaird(at)cavediver.com> |
Subject: | Re: 2008 Nauga Field Fly Around - Declared Success |
John will be amazed, I suspect, to find out that Hauck's Holler is now in
Texas.... I hope he headed west instead of east when he left Nauga Field!
;-)
-- Robert
On Sun, Jul 13, 2008 at 4:27 PM, John Bickham
wrote:
>
> Just got off the phone with Gary H. Everyone has made it home safe and
> sound and we are now declaring this weekend a success!
>
> Below is a link to the first round of pictures to view. These are from
> Bruce C. The first aerial shots are of his home field which is 2800 ft,
> almost 2 nauga's!
>
>
> http://www.kodakgallery.com/Slideshow.jsp?Uc=1ru0yy7z.agq22gbf&Uy=liw4cx&Upost_signin=Slideshow.jsp%3Fmode%3Dfromshare&Ux=0&UV=888614392466_737059852603&mode=fromshare&conn_speed=1
>
> Awards committe has awarded the following:
>
> Most hours enroute, shortest landing, and longest takeoff roll - Jimmy
> Young *Houston, TX
>
> Biggest Appetite and worst mule driver - John Hauck * Hauck's Holler, TX
>
> Smoothest Arrival landing (that's it) - Gary Haley *Houston, TX
>
> Furthest driven on the way to work - Ken Korenek
>
> More awards to come, once all scoring is complete.
>
> We had a great time as our friend would want!
>
> --------
> Thanks too much,
>
> John Bickham
> Mark III-C w/ 912UL
> St. Francisville, LA
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=192514#192514
>
>
--
Why did the chicken cross the Mobius strip? To get to the other, er, um....
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: 2008 Nauga Field Fly Around - Declared Success |
We don't sweat the small stuff.
Had a great flyin, the Second Annual Nauga Field Fly Around.
If you didn't make it, you missed some good flying, fun, and fellowship. A
nxiously waiting for next year.
See you all in September at the Kolb Homecoming.
Thanks for all the fine LA hospitality, John B.
john h
mkIII
John will be amazed, I suspect, to find out that Hauck's Holler is now in
Texas.... I hope he headed west instead of east when he left Nauga Field!
;-)
-- Robert
________________________________________________________________________________
From: | chris davis <capedavis(at)yahoo.com> |
Subject: | Re: 2008 Nauga Field Fly Around - Declared Success |
Robert , Please excuse my ignorance but what kind of engine is that on the
white firestar the one with the carb in front and the Ivo prop? Chris Davis
,firestar KXP sold after 490 hrs , building a firefly=0A=0A=0A----- Origin
al Message ----=0AFrom: Robert Laird <rlaird(at)cavediver.com>=0ATo: kolb-list
@matronics.com=0ASent: Sunday, July 13, 2008 6:26:21 PM=0ASubject: Re: Kolb
-List: 2008 Nauga Field Fly Around - Declared Success=0A=0AJohn will be ama
zed, I suspect, to find out that Hauck's Holler is now in Texas....- I ho
pe he headed west instead of east when he left Nauga Field!- ;-)=0A=0A-
-- Robert=0A=0A=0A=0AOn Sun, Jul 13, 2008 at 4:27 PM, John Bickham =0A=0AJust got off the phone with Gary H.
-Everyone has made it home safe and sound and we are now declaring this w
eekend a success!=0A=0ABelow is a link to the first round of pictures to vi
ew. -These are from Bruce C. -The first aerial shots are of his home fi
eld which is 2800 ft, almost 2 nauga's!=0A=0A=0Ahttp://www.kodakgallery.com
/Slideshow.jsp?Uc=1ru0yy7z.agq22gbf&Uy=liw4cx&Upost_signin=Slideshow.
jsp%3Fmode%3Dfromshare&Ux=0&UV=888614392466_737059852603&mode=fromsha
re&conn_speed=1=0A=0AAwards committe has awarded the following:=0A=0AMost
hours enroute, shortest landing, and longest takeoff roll - Jimmy Young *H
ouston, TX=0A=0ABiggest Appetite and worst mule driver - John Hauck * Hauck
's Holler, TX=0A=0ASmoothest Arrival landing (that's it) - Gary Haley *Hous
ton, TX=0A=0AFurthest driven on the way to work - Ken Korenek=0A=0AMore awa
rds to come, once all scoring is complete.=0A=0AWe had a great time as our
friend would want!=0A=0A--------=0AThanks too much,=0A=0AJohn Bickham=0AMar
k III-C w/ 912UL=0ASt. Francisville, LA=0A=0A=0A=0A=0ARead this topic onlin
e here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=192514#192514=0A
=0A=0A=0A=0A=0A=0A=0A=0A=0A=0A=0A=0A=0A-- =0AWhy did the chicken cross the
======================0A=0A=0A
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
Subject: | Re: Nauga Field Flyin, Star Hill, LA |
Pat, any pix?
BB
On 13, Jul 2008, at 3:48 PM, pj.ladd wrote:
>
> Supposed to
>> be improving later but I think there will be very few camping
>> overnight.>>
>
> Hi Tony,
>
> the weather actually did improve a bit Saturday. 3 people camped in
> the hangar overnight and around 20 had a meal at the pub.
> Today has been great with 40 planes turning up from all over the
> south of England.
>
> You never can tell.
>
> Hope yours went as well
>
>
> Pat
>
>
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | Re: 2008 Nauga Field Fly Around - Declared Success |
John
The yellow plane looks like a Firestar ... is that a Genrac V twin with a
Valley redrive on it?
Looks like a great time.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "John Bickham" <gearbender(at)bellsouth.net>
Sent: Sunday, July 13, 2008 5:27 PM
Subject: Kolb-List: 2008 Nauga Field Fly Around - Declared Success
>
> Just got off the phone with Gary H. Everyone has made it home safe and
> sound and we are now declaring this weekend a success!
>
> Below is a link to the first round of pictures to view. These are from
> Bruce C. The first aerial shots are of his home field which is 2800 ft,
> almost 2 nauga's!
>
>
> http://www.kodakgallery.com/Slideshow.jsp?Uc=1ru0yy7z.agq22gbf&Uy=liw4cx&Upost_signin=Slideshow.jsp%3Fmode%3Dfromshare&Ux=0&UV=888614392466_737059852603&mode=fromshare&conn_speed=1
>
> Awards committe has awarded the following:
>
> Most hours enroute, shortest landing, and longest takeoff roll - Jimmy
> Young *Houston, TX
>
> Biggest Appetite and worst mule driver - John Hauck * Hauck's Holler, TX
>
> Smoothest Arrival landing (that's it) - Gary Haley *Houston, TX
>
> Furthest driven on the way to work - Ken Korenek
>
> More awards to come, once all scoring is complete.
>
> We had a great time as our friend would want!
>
> --------
> Thanks too much,
>
> John Bickham
> Mark III-C w/ 912UL
> St. Francisville, LA
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=192514#192514
>
>
>
________________________________________________________________________________
From: | "Robert Laird" <rlaird(at)cavediver.com> |
Subject: | Re: 2008 Nauga Field Fly Around - Declared Success |
Yes, that's Jimmy Youngs FSII with the Generac.
On 7/13/08, Richard & Martha Neilsen wrote:
>
>
> John
>
> The yellow plane looks like a Firestar ... is that a Genrac V twin with a
> Valley redrive on it?
>
> Looks like a great time.
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
> ----- Original Message -----
> From: "John Bickham" <gearbender(at)bellsouth.net>
> To:
> Sent: Sunday, July 13, 2008 5:27 PM
> Subject: Kolb-List: 2008 Nauga Field Fly Around - Declared Success
>
>
>>
>> Just got off the phone with Gary H. Everyone has made it home safe and
>> sound and we are now declaring this weekend a success!
>>
>> Below is a link to the first round of pictures to view. These are from
>> Bruce C. The first aerial shots are of his home field which is 2800 ft,
>> almost 2 nauga's!
>>
>>
>> http://www.kodakgallery.com/Slideshow.jsp?Uc=1ru0yy7z.agq22gbf&Uy=liw4cx&Upost_signin=Slideshow.jsp%3Fmode%3Dfromshare&Ux=0&UV=888614392466_737059852603&mode=fromshare&conn_speed=1
>>
>> Awards committe has awarded the following:
>>
>> Most hours enroute, shortest landing, and longest takeoff roll - Jimmy
>> Young *Houston, TX
>>
>> Biggest Appetite and worst mule driver - John Hauck * Hauck's Holler, TX
>>
>> Smoothest Arrival landing (that's it) - Gary Haley *Houston, TX
>>
>> Furthest driven on the way to work - Ken Korenek
>>
>> More awards to come, once all scoring is complete.
>>
>> We had a great time as our friend would want!
>>
>> --------
>> Thanks too much,
>>
>> John Bickham
>> Mark III-C w/ 912UL
>> St. Francisville, LA
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=192514#192514
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
--
Why did the chicken cross the Mobius strip? To get to the other, er, um....
________________________________________________________________________________
From: | DAquaNut(at)aol.com |
Subject: | Re: Nauga Field Fly Around - in 10 days! |
In a message dated 7/1/2008 10:13:14 P.M. Central Daylight Time,
gearbender(at)bellsouth.net writes:
--> Kolb-List message posted by: "John Bickham"
Well time is flying fast now.
The second annual Nauga Field Fly Around will be held July 11, 12, & 13th.
Location is south of St. Francisville, LA in the community of Starhill, LA.
Nauga Field - LS35
1550 ft. runway with obstacles both ends.
Folks planning to attend:
John Hauck Mark IIIC Titus, AL
James Tripp Firestar Millbrook, AL (next year Mark III)
Steven Green Mark IIIC Etowah, TN
Gary Haley Mark IIIC Houston, TX
Jimmy Young Firestar Houston, TX (trailering)
Ken Korenek Titan Dallas, TX (2005 Oshkosh Light Plane
Grand Champion)
A few locals.
If I left anyone off the list, let me know so we can get the menus and
groceries right. T-shirts are ordered. Hope the weather cooperates.
For those that have never attended. Here are some rough videos. Sorry about
the poor quality and shake. These are my first attempts and it was a bit
thermally. I'm learning and experimenting. Will give you a rough idea of
what to expect.
For landing, the preferred RWY is 14 (to SE). Obstacles are further back and
a makes is a little easier. Not enough difference to try to land downwind.
The preferred RWY for takeoff is RWY 32 (to NW). Mostly because of
available emergency landing options.
Take off runway 32:
http://www.youtube.com/watch?v=7EMGPQEtvdY&feature=user
Landing runway 14:
http://www.youtube.com/watch?v=fhX9-JMs7xA&feature=user
You should be able to notice from the airspeed indicator that these are not
maximum performance takeoff and landing (no braking!). Trying not to let
out secrets so I can try to take the trophy away from John Hauck for the
shortest landing last year. I'm pretty sure the lighter Firestar's will give
him
some stiff competition.
Hope everyone can make it. Above all be safe.
Should be able to put most folks up in bunks, spare rooms, etc. Don't need
to pack a tent except for RON's to/from Nauga Field.
The community of Starhill, my wife, and I are looking forward to the weekend.
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=190822#190822
**************Get the scoop on last night's hottest shows and the live music
scene in your area - Check out TourTracker.com!
(http://www.tourtracker.com?NCID=aolmus00050000000112)
________________________________________________________________________________
Subject: | off field landings |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
I am a little concerned about my Mark 3 flipping over on its back during an off
field emergency landing into a corn, cotton or peanut field.
http://photobucket.com/grant-kolb
As you can see from the photos I have plenty of emergency landing options.
How many of you have have to make a landing into similar crops and what was the
outcome? My plane has a nose skid but I dont know if that would help much in
preventing it from flipping over in a crop landing.
Grant
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192631#192631
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | Re: 2008 Nauga Field Fly Around - Declared Success |
Jimmy
We sure would like a unbiased review of your Genrec powered FSII. If you
have flown a 503 powered FSII how does it compare. What are your cruise
seeds, climb speed, climb rate if you have it, fuel burn, cost of engine
package, vibration level, engine mount, noise level, weight of engine
package, weight of plane with engine. Photos would be nice also. Again
nothing specific.
Could we possibly see a article in EAA's Light Sport Magazine in the future?
I know I'm asking alot but we really need a inexpensive alternative to Rotax
engines and you are really the first to put one on a FSII.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Robert Laird" <rlaird(at)cavediver.com>
Sent: Sunday, July 13, 2008 11:17 PM
Subject: Re: Kolb-List: 2008 Nauga Field Fly Around - Declared Success
>
> Yes, that's Jimmy Youngs FSII with the Generac.
>
>
> On 7/13/08, Richard & Martha Neilsen wrote:
>>
>>
>> John
>>
>> The yellow plane looks like a Firestar ... is that a Genrac V twin with
>> a
>> Valley redrive on it?
>>
>> Looks like a great time.
>>
>> Rick Neilsen
>> Redrive VW powered MKIIIC
>>
>> ----- Original Message -----
>> From: "John Bickham" <gearbender(at)bellsouth.net>
>> To:
>> Sent: Sunday, July 13, 2008 5:27 PM
>> Subject: Kolb-List: 2008 Nauga Field Fly Around - Declared Success
>>
>>
>>>
>>>
>>> Just got off the phone with Gary H. Everyone has made it home safe and
>>> sound and we are now declaring this weekend a success!
>>>
>>> Below is a link to the first round of pictures to view. These are from
>>> Bruce C. The first aerial shots are of his home field which is 2800 ft,
>>> almost 2 nauga's!
>>>
>>>
>>> http://www.kodakgallery.com/Slideshow.jsp?Uc=1ru0yy7z.agq22gbf&Uy=liw4cx&Upost_signin=Slideshow.jsp%3Fmode%3Dfromshare&Ux=0&UV=888614392466_737059852603&mode=fromshare&conn_speed=1
>>>
>>> Awards committe has awarded the following:
>>>
>>> Most hours enroute, shortest landing, and longest takeoff roll - Jimmy
>>> Young *Houston, TX
>>>
>>> Biggest Appetite and worst mule driver - John Hauck * Hauck's Holler, TX
>>>
>>> Smoothest Arrival landing (that's it) - Gary Haley *Houston, TX
>>>
>>> Furthest driven on the way to work - Ken Korenek
>>>
>>> More awards to come, once all scoring is complete.
>>>
>>> We had a great time as our friend would want!
>>>
>>> --------
>>> Thanks too much,
>>>
>>> John Bickham
>>> Mark III-C w/ 912UL
>>> St. Francisville, LA
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=192514#192514
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
> --
> Why did the chicken cross the Mobius strip? To get to the other, er,
> um....
>
>
>
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
Subject: | Re: off field landings |
Grant, having done the 20' nose slide in 3 foot alfalfa earlier this
summer, I would say the MkIII should
resist a flipover better than a FS. The extra weight is a factor and
also the shorter legs (if you still have the
old aluminum ones) The nose hoop would save the bowl from damage.
My home made aluminum
nose sticks out more than stock and gives me a little more help.
Lucky, no rocks this time :)
BB, MkIII, suzuki, now featuring new improved pitot tube.
On 14, Jul 2008, at 9:01 AM, grantr wrote:
>
>
> I am a little concerned about my Mark 3 flipping over on its back
> during an off field emergency landing into a corn, cotton or peanut
> field.
>
> http://photobucket.com/grant-kolb
>
> As you can see from the photos I have plenty of emergency landing
> options.
>
> How many of you have have to make a landing into similar crops and
> what was the outcome? My plane has a nose skid but I dont know if
> that would help much in preventing it from flipping over in a crop
> landing.
>
>
> Grant
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=192631#192631
>
>
________________________________________________________________________________
From: | "Robert Laird" <rlaird(at)cavediver.com> |
Subject: | Re: 2008 Nauga Field Fly Around - Declared Success |
http://blogs.chron.com/lightflight/archives/2008/06/experimental_av.html
Jimmy will have more info than I put in the article, but until he's "ready
to publish", this will whet your appetite!
-- Robert
On Mon, Jul 14, 2008 at 8:17 AM, Richard & Martha Neilsen <
NeilsenRM(at)comcast.net> wrote:
> NeilsenRM(at)comcast.net>
>
> Jimmy
>
> We sure would like a unbiased review of your Genrec powered FSII. If you
> have flown a 503 powered FSII how does it compare. What are your cruise
> seeds, climb speed, climb rate if you have it, fuel burn, cost of engine
> package, vibration level, engine mount, noise level, weight of engine
> package, weight of plane with engine. Photos would be nice also. Again
> nothing specific.
>
> Could we possibly see a article in EAA's Light Sport Magazine in the
> future?
>
> I know I'm asking alot but we really need a inexpensive alternative to
> Rotax engines and you are really the first to put one on a FSII.
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
> ----- Original Message ----- From: "Robert Laird" <rlaird(at)cavediver.com>
> To:
> Sent: Sunday, July 13, 2008 11:17 PM
> Subject: Re: Kolb-List: 2008 Nauga Field Fly Around - Declared Success
>
>
>>
>>
>> Yes, that's Jimmy Youngs FSII with the Generac.
>>
>>
>>
>>
>>
>> On 7/13/08, Richard & Martha Neilsen wrote:
>>
>>>
>>>
>>> John
>>>
>>> The yellow plane looks like a Firestar ... is that a Genrac V twin with
>>> a
>>> Valley redrive on it?
>>>
>>> Looks like a great time.
>>>
>>> Rick Neilsen
>>> Redrive VW powered MKIIIC
>>>
>>> ----- Original Message -----
>>> From: "John Bickham" <gearbender(at)bellsouth.net>
>>> To:
>>> Sent: Sunday, July 13, 2008 5:27 PM
>>> Subject: Kolb-List: 2008 Nauga Field Fly Around - Declared Success
>>>
>>>
>>>> gearbender(at)bellsouth.net>
>>>>
>>>> Just got off the phone with Gary H. Everyone has made it home safe and
>>>> sound and we are now declaring this weekend a success!
>>>>
>>>> Below is a link to the first round of pictures to view. These are from
>>>> Bruce C. The first aerial shots are of his home field which is 2800 ft,
>>>> almost 2 nauga's!
>>>>
>>>>
>>>>
>>>> http://www.kodakgallery.com/Slideshow.jsp?Uc=1ru0yy7z.agq22gbf&Uy=liw4cx&Upost_signin=Slideshow.jsp%3Fmode%3Dfromshare&Ux=0&UV=888614392466_737059852603&mode=fromshare&conn_speed=1
>>>>
>>>> Awards committe has awarded the following:
>>>>
>>>> Most hours enroute, shortest landing, and longest takeoff roll - Jimmy
>>>> Young *Houston, TX
>>>>
>>>> Biggest Appetite and worst mule driver - John Hauck * Hauck's Holler, TX
>>>>
>>>> Smoothest Arrival landing (that's it) - Gary Haley *Houston, TX
>>>>
>>>> Furthest driven on the way to work - Ken Korenek
>>>>
>>>> More awards to come, once all scoring is complete.
>>>>
>>>> We had a great time as our friend would want!
>>>>
>>>> --------
>>>> Thanks too much,
>>>>
>>>> John Bickham
>>>> Mark III-C w/ 912UL
>>>> St. Francisville, LA
>>>>
>>>>
>>>>
>>>>
>>>> Read this topic online here:
>>>>
>>>> http://forums.matronics.com/viewtopic.php?p=192514#192514
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>> --
>> Why did the chicken cross the Mobius strip? To get to the other, er,
>> um....
>>
>>
>>
>>
>>
>
>
--
Why did the chicken cross the Mobius strip? To get to the other, er, um....
________________________________________________________________________________
From: | herb <herbgh(at)nctc.com> |
Subject: | Re: 2008 Nauga Field Fly Around - Declared Success |
Rick
You probably know that Dick Starks wife...Kansas City...has a
Generac on her Kolb MkII. Herb
ps I am told by a Dixie Chopper salesman that Generac engines are
the only ones that are dynoed with full accessories operable... Don
G.. know anything about this?
This engine is over 900 cc's and can produce near 40 hp and is
derated to 33 on some commercial lawnmowers..as I recall...
At 08:17 AM 7/14/2008, you wrote:
>
>
>Jimmy
>
>We sure would like a unbiased review of your Genrec powered FSII. If
>you have flown a 503 powered FSII how does it compare. What are your
>cruise seeds, climb speed, climb rate if you have it, fuel burn,
>cost of engine package, vibration level, engine mount, noise level,
>weight of engine package, weight of plane with engine. Photos would
>be nice also. Again nothing specific.
>
>Could we possibly see a article in EAA's Light Sport Magazine in the future?
>
>I know I'm asking alot but we really need a inexpensive alternative
>to Rotax engines and you are really the first to put one on a FSII.
>
>Rick Neilsen
>Redrive VW powered MKIIIC
>
>----- Original Message ----- From: "Robert Laird" <rlaird(at)cavediver.com>
>To:
>Sent: Sunday, July 13, 2008 11:17 PM
>Subject: Re: Kolb-List: 2008 Nauga Field Fly Around - Declared Success
>
>
>>
>>Yes, that's Jimmy Youngs FSII with the Generac.
>>
>>
>>
>>
>>
>>On 7/13/08, Richard & Martha Neilsen wrote:
>>>
>>>
>>>John
>>>
>>>The yellow plane looks like a Firestar ... is that a Genrac V twin with a
>>>Valley redrive on it?
>>>
>>>Looks like a great time.
>>>
>>>Rick Neilsen
>>>Redrive VW powered MKIIIC
>>>
>>>----- Original Message -----
>>>From: "John Bickham" <gearbender(at)bellsouth.net>
>>>To:
>>>Sent: Sunday, July 13, 2008 5:27 PM
>>>Subject: Kolb-List: 2008 Nauga Field Fly Around - Declared Success
>>>
>>>
>>>>
>>>>Just got off the phone with Gary H. Everyone has made it home safe and
>>>>sound and we are now declaring this weekend a success!
>>>>
>>>>Below is a link to the first round of pictures to view. These are from
>>>>Bruce C. The first aerial shots are of his home field which is 2800 ft,
>>>>almost 2 nauga's!
>>>>
>>>>
>>>>http://www.kodakgallery.com/Slideshow.jsp?Uc=1ru0yy7z.agq22gbf&Uy=liw4cx&Upost_signin=Slideshow.jsp%3Fmode%3Dfromshare&Ux=0&UV=888614392466_737059852603&mode=fromshare&conn_speed=1
>>>>
>>>>Awards committe has awarded the following:
>>>>
>>>>Most hours enroute, shortest landing, and longest takeoff roll - Jimmy
>>>>Young *Houston, TX
>>>>
>>>>Biggest Appetite and worst mule driver - John Hauck * Hauck's Holler, TX
>>>>
>>>>Smoothest Arrival landing (that's it) - Gary Haley *Houston, TX
>>>>
>>>>Furthest driven on the way to work - Ken Korenek
>>>>
>>>>More awards to come, once all scoring is complete.
>>>>
>>>>We had a great time as our friend would want!
>>>>
>>>>--------
>>>>Thanks too much,
>>>>
>>>>John Bickham
>>>>Mark III-C w/ 912UL
>>>>St. Francisville, LA
>>>>
>>>>
>>>>
>>>>
>>>>Read this topic online here:
>>>>
>>>>http://forums.matronics.com/viewtopic.php?p=192514#192514
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>--
>>Why did the chicken cross the Mobius strip? To get to the other, er, um....
>>
>>
>>
>
>
________________________________________________________________________________
From: | ross richardson <smlplanet(at)msn.com> |
Subject: | off field landings |
I have set them down in tall grass with no problem. Years ago I ran out of
gas as I was coming low late in the evening when I had to pop over some tre
e at the end of the strip. I knew I couldn't make it and picked a tree and
flared it and set it down in the top of the tree. After setting there a few
minutes and knew it wasn't going any where I climbed down. I went to the h
ouse and got the kids=2C tractor=2C pick up=2C ropes and a chainsaw. Betwee
n the kids and I we was able to drop the tree and get it back on the ground
with out any real damage to the plane.
The next morning I checked it out and cleared a path to an open field where
I took off and landed on the RIGHT strip. I was flying a
Rally 2B at that time and used it to check live stock and crops. I am not s
ure if that tree would have held the MK3 that I fly now with it's weight bu
t I know I could set it down on the top of it. > Subject: Kolb-List: off fi
eld landings> From: grant_richardson25(at)yahoo.com> Date: Mon=2C 14 Jul 2008
by: "grantr" > > I am a little concerned abo
ut my Mark 3 flipping over on its back during an off field emergency landin
g into a corn=2C cotton or peanut field.> > http://photobucket.com/grant-ko
lb > > As you can see from the photos I have plenty of emergency landing op
tions. > > How many of you have have to make a landing into similar crops a
nd what was the outcome? My plane has a nose skid but I dont know if that w
ould help much in preventing it from flipping over in a crop landing.> > >
Grant> > > > > Read this topic online here:> > http://forums.matronics.com/
===================> > >
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | Re: off field landings |
I had a forced landing in my MKIIIC a few years ago in a bean field. The
actual landing was uneventful with no damage. The beans were short which
helped a bunch but by using no flaps I was able to snag some beans with my
tail wheel before my main gear touched. The tail wheel did most of the
stopping. The main gear sat down between the rows with the tail wheel
snagging beans.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "grantr" <grant_richardson25(at)yahoo.com>
Sent: Monday, July 14, 2008 9:01 AM
Subject: Kolb-List: off field landings
>
> I am a little concerned about my Mark 3 flipping over on its back during
> an off field emergency landing into a corn, cotton or peanut field.
>
> http://photobucket.com/grant-kolb
>
> As you can see from the photos I have plenty of emergency landing options.
>
> How many of you have have to make a landing into similar crops and what
> was the outcome? My plane has a nose skid but I dont know if that would
> help much in preventing it from flipping over in a crop landing.
>
>
> Grant
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=192631#192631
>
>
>
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | Genrac Powered Firestar II |
Robert / All
Thanks for the article and link.
It sounds like that engine package is a good match for a Firestar II.
Wow 2 GPH.
I see Jimmy is using a IVO prop. Reports are that IVO is a bit low on
thrust and it sounds like he can use all he can get. Powerfin followed
by Warp are a bit better. A long two bladed prop might be even better.
Talk to Valley they may give you a Culver prop to test. Also one of the
many down sides of being the first is that prop selection is a real
guessing game.
Over the winter I had my three bladed 72 inch F model Powerfin cut from
72 inches to 71 inches. I had hoped to get the same cruise performance
with better climb. The result is the same cruise with about one hundred
more RPMs on takeoff I had hoped for 200-300 more. The only down side is
that I seem to be using slightly more power to get the same cruise.
Powerfin had recommended that I cut the prop to 70 inches because that
is the best prop for a 80 HP Rotax. I think the 70 inch prop would give
me more overall performance but would use more power to do it. As it
stands now my climb is great and when I get to cruise altitude I pull
alot of power off for a 3200RPM 75MPH cruise. If I cut more off the prop
I would get more climb performance but loose efficiency so I will stay
where I am.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Robert Laird
To: kolb-list(at)matronics.com
Sent: Monday, July 14, 2008 10:11 AM
Subject: Re: Kolb-List: 2008 Nauga Field Fly Around - Declared Success
http://blogs.chron.com/lightflight/archives/2008/06/experimental_av.html
Jimmy will have more info than I put in the article, but until he's
"ready to publish", this will whet your appetite!
-- Robert
On Mon, Jul 14, 2008 at 8:17 AM, Richard & Martha Neilsen
wrote:
Jimmy
We sure would like a unbiased review of your Genrec powered FSII. If
you have flown a 503 powered FSII how does it compare. What are your
cruise seeds, climb speed, climb rate if you have it, fuel burn, cost of
engine package, vibration level, engine mount, noise level, weight of
engine package, weight of plane with engine. Photos would be nice also.
Again nothing specific.
Could we possibly see a article in EAA's Light Sport Magazine in the
future?
I know I'm asking alot but we really need a inexpensive alternative
to Rotax engines and you are really the first to put one on a FSII.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message ----- From: "Robert Laird"
To:
Sent: Sunday, July 13, 2008 11:17 PM
Subject: Re: Kolb-List: 2008 Nauga Field Fly Around - Declared
Success
Yes, that's Jimmy Youngs FSII with the Generac.
On 7/13/08, Richard & Martha Neilsen
wrote:
John
The yellow plane looks like a Firestar ... is that a Genrac V
twin with a
Valley redrive on it?
Looks like a great time.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "John Bickham" <gearbender(at)bellsouth.net>
To:
Sent: Sunday, July 13, 2008 5:27 PM
Subject: Kolb-List: 2008 Nauga Field Fly Around - Declared
Success
Just got off the phone with Gary H. Everyone has made it home
safe and
sound and we are now declaring this weekend a success!
Below is a link to the first round of pictures to view. These
are from
Bruce C. The first aerial shots are of his home field which
is 2800 ft,
almost 2 nauga's!
http://www.kodakgallery.com/Slideshow.jsp?Uc=1ru0yy7z.agq22gbf&Uy=liw
4cx&Upost_signin=Slideshow.jsp%3Fmode%3Dfromshare&Ux=0&UV=888614392
466_737059852603&mode=fromshare&conn_speed=1
Awards committe has awarded the following:
Most hours enroute, shortest landing, and longest takeoff roll
- Jimmy
Young *Houston, TX
Biggest Appetite and worst mule driver - John Hauck * Hauck's
Holler, TX
Smoothest Arrival landing (that's it) - Gary Haley *Houston,
TX
Furthest driven on the way to work - Ken Korenek
More awards to come, once all scoring is complete.
We had a great time as our friend would want!
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192514#192514
--
Why did the chicken cross the Mobius strip? To get to the other,
er, um....
--
Why did the chicken cross the Mobius strip? To get to the other, er,
um....
________________________________________________________________________________
From: | Jimmy Young <jdy100(at)comcast.net> |
Subject: | new Generac engine notes |
Rick Neilson wrote:
>We sure would like a unbiased review of your Genrec powered FSII. If
you
have flown a 503 powered FSII how does it compare. What are your cruise
seeds, climb speed, climb rate if you have it, fuel burn, cost of engine
package, vibration level, engine mount, noise level, weight of engine
package, weight of plane with engine. Photos would be nice also. Again
nothing specific.<
Rick,
I plan to post a flight test diary in the next couple of days to the
Kolb Thread which I have been putting together over the last few
weeks. Right now I've got to focus on work and get caught up. All of
your above questions will be covered on that post. The link posted by
Robert Laird today is pretty accurate.
The climb out rate is not anywhere near as hot as the 503 was, but is
adequate on any 1000' semi-decent runway with minimal obstructions.
The weight was not an issue, within 2 lbs of my 503 DCDI. I have 34
hrs on the engine to date.
On another subject, The Nauga Fly-In was so much fun! A big thanks
goes to John Bickham for hosting a great event. A very heart-touching
missing man formation was done in honor of John W. It was good to
meet all who attended.
Jimmy Young
FS II, Generac V-Twin
Houston, TX
________________________________________________________________________________
From: | "Tom Longo" <tlongo(at)tampabay.rr.com> |
Subject: | 503 DCDI for Sale |
I have a 503 DCDI complete with B gearbox 2.58 ratio, muffler, oil injection
with aluminum tank, fuel pump and other extras. The motor has less than 70
hrs of use and is not electric start. Thanks, Tom
--
Checked by AVG.
6:49 AM
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Gang:
I've had a few folks lately, ask me about what they need to make a multi-day
cross country flight in a Kolb. Primarily, good high quality gear. If you
skimp on your camping gear, you may ruin your flight because you can't be
comfortable and get a good night's rest.
I buy most all my gear at Campmor, on line. Have been a customer for many
years. What prompted me to write this email was a sale notice I got from
Campmor today. They have their best Thermarest air mattresses on sale. I
bought one like this last year and paid $50.00 more than the current sale
price:
http://www.campmor.com/outdoor/gear/Product___41003?ctm=1-41003
I also have a good quality 0 degree and a 40 degree sleeping bag. There are
times, like flying out West, also at Sun and Fun, that I carry both bags.
Being too cold will ruin your night's rest.
I like synthetic fill bags. Down is great until it gets wet. Then it is
like wet toilet paper. Damn near useless.
I also take a cheap Walmart throw pillow, small in size.
You can spend as much as you care for a tent. I have 2, 3, and 4 man tents
I fly with, depending on how long I am going to be in one spot. OSH I like
a big roomy tent because I will be there all week. Same for LAL. On the go
a lot, and a two man tent will suffice.
This is the tent I used on my last flight West:
http://www.campmor.com/outdoor/gear/Product___28103
I like free standing tents. They work great on tarmac or inside a hanger or
under a patio cover. That way you can keep your gear dry and not have to
roll up soggy tents in the morning.
I also have this tent in a 3 man version. It is a little larger package and
a little heavier, but gives one a little more room to throw your gear around
inside the tent. I like to put all my stuff inside with me. Makes it east
to get to if I need it.
I have a bunch of other lesser, but just as important stuff I take with me
to make life comfortable and enjoyable. I'll try and share some of the
accessories at a later time.
Take care,
john h
mkIII
________________________________________________________________________________
From: | WillUribe(at)aol.com |
Subject: | I flew my FireStar into a dust devil and almost ended in a |
spin
_Click here: Kolb FireStar flys into a dust devil_
(http://video.google.com/videoplay?docid=-7573162002604571127&hl=en)
Greetings,
This Sunday we all flew to a small airport and while filming some
ultralights on the way back I ran into a clear air dust devil. I was flying very
slow
and when the left wing dropped I moved the stick full right but I had no
response. I dropped the camera pushed the nose down and check to see if I hadn't
lost one of my ailerons. Then I throttled up and flew out of the dust devil.
When I checked my camera for damaged I noticed it had been on throughout
the maneuver. After I had everything squared away I continued filming and my
flight was uneventful after that. Dave was working on his Mosquito and getting
it ready for it's first flight. Two of the other planes in my flight went
down with a collapsed nose gear on the weedhopper and a hole in the XAir's
engine, both planes should be in the air by next Sunday.
Regards,
Will Uribe
FireStar II 360 hours
**************Get the scoop on last night's hottest shows and the live music
scene in your area - Check out TourTracker.com!
(http://www.tourtracker.com?NCID=aolmus00050000000112)
________________________________________________________________________________
From: | "Denny Rowe" <rowedenny(at)windstream.net> |
Subject: | Re: I flew my FireStar into a dust devil and almost ended in |
a spin
Will,
Glad to hear you are OK! You and Dave sure know how to find those dust
devils.
What caused the hole in the 582?
Denny Rowe, Mk-3, PA
----- Original Message -----
From: WillUribe(at)aol.com
To: kolb-list(at)matronics.com
Sent: Tuesday, July 15, 2008 1:35 AM
Subject: Kolb-List: I flew my FireStar into a dust devil and almost
ended in a spin
Click here: Kolb FireStar flys into a dust devil
Greetings,
This Sunday we all flew to a small airport and while filming some
ultralights on the way back I ran into a clear air dust devil. I was
flying very slow and when the left wing dropped I moved the stick full
right but I had no response. I dropped the camera pushed the nose down
and check to see if I hadn't lost one of my ailerons. Then I throttled
up and flew out of the dust devil. When I checked my camera for damaged
I noticed it had been on throughout the maneuver. After I had everything
squared away I continued filming and my flight was uneventful after
that. Dave was working on his Mosquito and getting it ready for it's
first flight. Two of the other planes in my flight went down with a
collapsed nose gear on the weedhopper and a hole in the XAir's engine,
both planes should be in the air by next Sunday.
Regards,
Will Uribe
FireStar II 360 hours
-------------------------------------------------------------------------
-----
Get the scoop on last night's hottest shows and the live music scene
in your area - Check out TourTracker.com!
Checked by AVG - http://www.avg.com
7/14/2008 6:28 PM
________________________________________________________________________________
Subject: | Re: I flew my FireStar into a dust devil and almost ended in |
a spin
In a message dated 7/15/2008 4:59:55 A.M. Mountain Daylight Time,
rowedenny(at)windstream.net writes:
What caused the hole in the 582?
That is what happens when you go over the recommended rpms.
**************Get the scoop on last night's hottest shows and the live music
scene in your area - Check out TourTracker.com!
(http://www.tourtracker.com?NCID=aolmus00050000000112)
________________________________________________________________________________
Subject: | Re: Dipole antenna from co-ax |
From: | "George Alexander" <gtalexander(at)att.net> |
Scott:
>From Boyd Young's Web Site:
http://www.brigham.net/~byoung/antenna.html
icrashrc wrote:
> I know I've seen on the list how to make a dipole antenna out of co-ax. I just
spent the last hour searching the archives and can't find the post again. Anyone
remember who had that info or know where to find it?
>
> Thanks
--------
George Alexander
FS II R503 N709FS
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192820#192820
________________________________________________________________________________
From: | WillUribe(at)aol.com |
Subject: | I flew my FireStar into a dust devil and almost ended in |
a spin
Hi Denny,
He need to change the pitch on the prop because it was producing over 7000
rpms. He was planing to do it after the flight but was too late.
It's hard to miss dust devils when they are not making dust. This is the
first time I actually lost control, normally I avoid them if I can but when the
ground it wet there is no dust. The Challenger hit a dust devil and came out
flying the opposite direction.
Regards,
Will Uribe
FireStar II 360 hours
_Will FireStar airplane web page_ (http://home.elp.rr.com/airplane/)
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Denny Rowe
Sent: Tuesday, July 15, 2008 4:56 AM
Subject: Re: Kolb-List: I flew my FireStar into a dust devil and almost
ended in a spin
Will,
Glad to hear you are OK! You and Dave sure know how to find those dust
devils.
What caused the hole in the 582?
Denny Rowe, Mk-3, PA
**************Get the scoop on last night's hottest shows and the live music
scene in your area - Check out TourTracker.com!
(http://www.tourtracker.com?NCID=aolmus00050000000112)
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Camping Gear |
Next time you get bored could you post a list of what you normally carry as
far as emergency supplies? Not necessarily what you take to Alaska, just
what you keep on-board for flights like you made last weekend. Thanks
>
> Scott
Morning Gang:
After doing cross country flights in ULs for so many years, I have to stop
and scratch my head to remember what I have on board, not only for emergency
supplies, but what it takes to be comfortable and successfully get there and
back home. Remember, one does not have to train to be miserable.
First, a good set of tie downs. Usually, in the East, I carry a set of
titanium auger type with plenty of good, strong 3/8" rope to tie both wings
and tail wheel. Heading West, or anywhere I think I may be confronted with
rocky soil, I have a set of homemade rebar stakes with a chain link welded
to the top and a small hatchet to drive them.
I have a small took kit I carry in the Rotax tool bag. Enough tools to take
care of anything I might need while on the road. Usually, I don't need much
more than a screw driver and a pair of pliers with wire cutters.
A small amount of safety wire, tie wraps, and duct tape.
Spare fuel filter element and gaskets.
Personal Locator Beacon with internal GPS, in addition to the required ELT.
A weapon. Handgun in the lower 48, and a small Marlin .22 cal survival
rifle when flying into Canada.
A couple one liter water bottles. Especially important during the summer
months.
Energy bars.
Cell phone.
A can of Plexus and a clean towel to keep the windshield and doors clean.
For an over night or longer flight, I'll have a tent, sleeping bag, air
mattress, pillow, a couple MRE's. Flying in areas with scattered small
airports without facilities, I like to have my gear to be comfortable should
I be put down by weather or some other reason.
I'm pulling this info out of my head, so I may forget something.
Ah..........I have a stuff sack with some important items in it:
A roll of toilet paper. Many airports lock up the FBO and the toilets.
A can of bug spray.
I am a caffeine addict, so I carry a zip lock with Folgers Coffee Bags.
A few band aids. I don't have a first aid kit, but should probably get a
small one to keep on board.
Halon fire extinguisher.
Emergency blanket. I use it for a ground cloth, poncho, and its there to
help me stay warm should I need it. Could also use it for a marker panel.
One side is silver and the other is international orange.
When I had an exhaust system that required springs, I always had spare
springs on board.
If I think I will need to change spark plugs while on the flight, I will
have a set with me, pregapped and ready to install.
I don't carry spare engine oil. Have never had to add oil to the 912 series
engines.
A spare set of float bowl gaskets for the 912 is not a bad idea. The
original gaskets are cork and easy to get out of alignment. They also tend
to shrink after they get a little age on them. If they get a leak, air or
fuel, the engine will not run well. The replacement gaskets are made of
heavy, stiff card board, and not as apt to misform and malfunction.
I can't think of anything else right now. If I do, I'll post it.
john h
mkIII - 2,849.3 hours
912ULS - 280.8 hours
________________________________________________________________________________
From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Subject: | Re: Dipole antenna from co-ax |
Scott,
It has been awhile since I've looked at the design article, but Jim Weir (of
Kitplane's Magazine) has a website that has the dipole antenna, with close-up
drawings and details.
Just do a search for "Aero 'lectrics". I'll see if I can find it......
Here it is: (just scroll down to the article you're after. Best regards, Mike
Welch
http://www.rst-engr.com/kitplanes/index.htm
P. S. Scott builds a beautiful overhead fiberglass panel. He custom made one
for me...nice stuff.
_________________________________________________________________
Its a talkathon but its not just talk.
http://www.imtalkathon.com/?source=EML_WLH_Talkathon_JustTalk
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Camping Gear |
> When your "out" and about.... What do you use more of , Cash or Credit
> card ?
> Mike
Mike:
Primarily, credit card.
However, I take plenty cash just in case.
Several airports I stop at are small and do not have a credit card system.
Another time, Dimmitt, TX, I bought gas from an ag operation where I waited
out a thunderstorm. Their private gas tank was the only fuel available. I
think I took on 21 gal 100LL. When I asked him how much I owed him, he
said, "How about $80.00."
The photo of your gear indicates you could use some nylon stuff sacks for
packing little stuff. I use red and blue ones. One red one I write
"laundry" on it for my dirty laundry. Campmor has a good variety of sizes:
http://www.campmor.com/outdoor/gear/Product___48212
john h
mkIII
________________________________________________________________________________
From: | "Tom Longo" <tlongo(at)tampabay.rr.com> |
Subject: | Half wave dipole |
Hi Scott, this will work with any frequency you want to make a half wave
dipole for. Take the freq in mhz you want to make antenna for and divide it
into 468 and that is the correct length in feet. For instance 123.00 mhz
would be 468 divided by 123 equals 3.8 feet for your half wave. Now take 3.8
divided by 2 and you get 1.9 feet, so take 1.9 feet of wire and solder it to
center conductor of 50 ohm coax and 1.9 feet and solder to the shield of the
coax and you have a half wave dipole. If you want to make your own 1/4 wave
antenna take a 1.9 foot rod of aluminum or stainless and hook center of coax
to it and insulate that from ground when you mount it, then put shield of
coax to ground of airframe and you now have a 1/4 wave antenna that did not
cost an arm and a leg to buy. You can trim to a perfect SWR if you have a
meter but it will work fine if you just cut it to the proper length. Tom
--
Checked by AVG.
5:48 AM
________________________________________________________________________________
Subject: | Re: I flew my FireStar into a dust devil and almost ended in |
a s
From: | "JetPilot" <orcabonita(at)hotmail.com> |
Where did you hit the dust devil ?? How high were you ?
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=192918#192918
________________________________________________________________________________
Subject: | Flying into Dust Devils |
From: | "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
<< This Sunday we all flew to a small airport and while filming some
ultralights on the way back I ran into a clear air dust devil. >>
Will -
Glad to hear you are OK! Clear air dust devils can be lethal to our
lightweight Kolbs.
You all may recall the story I posted last fall about my flying buddy
who's Challenger was destroyed after flying into a clear air dust devil
shortly after takeoff from our home airport. He had very little
available energy to tradeoff for airspeed - he was slow (climbing out),
and was not very high (maybe a couple of hundred feet AGL). The
instantaneous "crosswind" he found himself in had an insufficient
component of airflow coming at the wings from the front, and so he
subsequently lost lift and started dropping.
He pancaked onto the planet in a flat attitude, with almost no forward
speed. He was lucky to come out with only bruises and scrapes.
What makes this weather phenomena so insidious, is that they are
invisible. Of course, we would never intentionally fly into a dust
devil that we could see. But if it hasn't touched down yet, there is no
dust to see in the dust devil.
Will - how high were you? Sounds like you reacted in exactly the RIGHT
way, by instantly lowering the nose.
Dennis Kirby
Mark-3, 912ul, N93DK
Cedar Crest, NM
________________________________________________________________________________
From: | Jimmy Young <jdy100(at)comcast.net> |
Subject: | Generac engine test data on my FS II |
Hi to all,
Last Memorial Day weekend I had an engine failure on my Rotax 503.
landed off-field with no problems other than a change of underwear. My
503 had 205 hrs. on it when it failed. I had been contemplating
getting a 4 stroke engine when my 300 hr. rebuild came due, so this
just sped up the process. I was considering the HKS 700 and the
Generac V-twin from Valley Engineering. The cost difference was
substantial, so much so that I figured I would rather spend a little
more and get a Mark III than get the HKS. I decided to further
investigate the Generac.
I contacted Dick Stark in Kansas City, who owns a Kolb Mark II with
the Generac engine. He let me come up to see the engine & hear it run,
and would have flown it but the weather was bad. It sounded and felt
great. He and his wife Sharon, who usually flies the Kolb, were very
happy with it, so I drove to Valley Engineering in Rolla MO to see
more. I was impressed with the operation and the people who own it,
Gene and Larry Smith. They had done the install on Dick's plane, and I
decided to order one.
The week of June 16th I trailered my plane to Rolla and they started
the install. There are mods that were done to the engine mount area
that required welding some 4130 angle and plate steel. The engine is
installed direct to the frame with no shock mounts. This is done to
control the "torsional resonance" a V-type engine can produce,
according to Gene Smith. I'm no expert in any of that, and don't
profess to be. I leave that up to people like the Smiths who do it
professionally on a daily basis. I do know that I feel no more
vibration in my plane now than when it had the 503. By Wednesday
morning we were doing test flights at Vichey Field, also known as
Rolla National Airport. We tried 3 different props and redrive ratios,
and I went with the IVO 3 blade 72" with a 2.0 redrive. I headed home
with my new engine ready to start running it through a testing period.
The following information contains all of the performance data I have
compiled over the last 3 1/2 weeks and the first 34 hrs. of flight
with the new engine:
Flight Test Notes on a new Generac V-Twin engine from Valley
Engineering, Rolla, MO.
Reduction Drive: 2.0, belt driven
Prop: IVO 72=94 3 blade
HP: 40 at 3600 rpm
single Weber carb with accelerator pump, no choke or primer.
This engine is replacing a Rotax 503 DCDI.
My FS II weighs 435 lbs empty, no fuel.
For more engine information, see www.culverprops.com
6/18/08:
0900 hrs/temp 58/winds calm
First day of test flights done at =93Rolla National Airport=94, Vichey,
MO.
total flight times approx. 1.5 hrs, Hobbs 222.0
Tests were done using various props and pulley ratios. Larry Smith was
on hand doing the prop and pulley change outs. We were looking for the
best combination for power and smoothness. We tried a few props and I
settled on a 3 blade 72=94 IVO
6/21/08:
Back home in Houston.
1400 hrs/temp 96/winds 330 @ 5-10mph
total flight time 1.2 hrs, 3 landings, Hobbs meter 223.3
I stayed in the pattern on the first flight at home in case anything
came loose or the engine quit, I=92m right over the airport.
Take off roll est @ 350=92, climb out speed 45-50, rate of climb approx
300-400 fpm, both of which are not as strong as the 503 was.
Max speed WOT 63-67 mph. Cruise speed at est. 3400 rpm (no tach yet)
was 52-54 mph. Cruise and max speeds are equal to the 503=92s
performance.
Max oil temps hit 245 -250 on a continuous max WOT climb for 5+
minutes. Oil temps at normal cruise speeds ran 225 -235. This will
need correction!
I could not record RPM=92s today as I do not have a tach set up, waiting
on a Tiny Tach to come in this week. My previous tach for the 503 was
in my EIS, which must be re-programmed for the 4 stroke.
IVO prop setting @ 2 turns increased pitch from neutral, or
around 41=94 pitch.
Plane handling characteristics were very good, no change from 503
Rotax other than reduced climb rate and increased take-off roll.
However, I never flew the 503 in any temps over 82 degrees, so I=92m not
so sure the lack of climb rate isn=92t partially due to the high density
altitude conditions experienced today with 97 degree temperatures at
take-off.
6/22/08:
0830 hrs/temp 77 to start, 90 at end of flight/winds 340 @ 5mph
total flight time 3.6 hrs, 4 landings, Hobbs meter 226.9
take off rolls est @ 250=92, climb out speed 45-50, rate of climb avg
350-400 fpm
avg cruise speed 52-55 mph, did not do any WOT level flight.
Max oil temps hit 245-250 on WOT climbs. Avg cruise oil temps were
225-235. Oil temps are too high, a larger oil cooler will be needed.
Verified fuel burn avg was 1.9 gal/hr. Used 6.7 gal, 3.7 hrs engine on.
Flew a total of 163.6 miles, 5 landings. Alvin (6R5) to Bailes (7R9)
to Masomilliano to Brookshire (12R) to Houston Skydive to Alvin
6/23/08
1630 hrs/temp 87/winds 170 @ 8 mph
Total flight time .7 hrs, 1 landing, Hobbs meter 227.6
No changes from the previous flights regarding take-off distance,
climb rate, or oil temps. I changed the oil today to a synthetic 10-
w30, oil temps were the same.
Valley Engineering is sending me a 48 plate oil cooler to replace my
current cooler. Hopefully this should bring the oil temps down.
6/27/08
1430 hrs/temp 92/winds 150 @16 mph
Total flight time 1.8 hrs, 2 landings, Hobbs meter 229.4
A little windy today, but manageable flying conditions. I installed a
=93Tiny Tach=94 so I can now monitor my RPMs. I found my prop needs to
be
pitched stronger, as on take off climb rpm=92s were 3750-3820, at WOT
level flight they would hit 3860-3890. Should be max rpms of 3720 on
WOT straight & level.
6/28/08
0800 hrs/temp78/winds 170 @ 10 mph, air temps had reached 90 at final
landing around 2 pm.
Total flight time 1.8 hrs, 4 landings, Hobbs 231.6
Take off rpms @ 3650, WOT rpms @ 3730, just about right on the prop
adjustment. Some improvement in take off distance and climb as a
result. Climb rate was around 350-400 fpm. Improvements in cruise and
WOT speeds, 3400 rpm cruise got 56-60 mph, WOT to 63-65 mph. At 3100
rpm I was getting 50 mph IAS. Oil temps never got over 230. I=92m happy
with the improvements in performance with the properly adjusted prop
pitch.
6/29/08
1200 hrs/temp 88/winds light & variable.
Total flight time 1 hr, 2 landings, Hobbs 232.6
Quick flight to Bailes Field in Angleton, about 22 minutes from Alvin.
Oil temps seem to be doing slightly better each day. Never got over
230, but never got under 220.. All the speeds and rpm numbers are
running the same, 3000 rpm will just barely maintain straight & level,
3300-3400 seems about right for normal cruise, ASI reads 53-58 in that
range. Engine is performing well, nice sound, much quieter than the
503, I can hear myself and others on the headset much better. Bailes
has 100=92 markers on the runway, and I tried a short field take-off and
lifted the wheels right at 300 ft. Again, not as hot as the 503. Climb
out rate with the new prop setting is running 300-400 fpm.
7/2/08
1600 hrs/temp 88/winds 180 @ 10 mph
Total flight time 1.1 hr, 1 landing, Hobbs 234.3
Installed the larger oil cooler today and did static run ups for 30
minutes. Oil temps never went higher than 185 degrees at WOT for
extended time periods. I ran the engine from the stock impulse pump to
see if it would pull fuel. Engine dies at higher rpms, so I am totally
dependent on the elect. pump at this time.
Take off rpm still 3650, WOT rpm 3720 - 3750. No changes in any
performance #=92s, but engine oil temps are under control. I did a lot
of extended climbs at 3600 rpm, highest oil temp reading was 180. It
took about 3300 rpm to maintain straight and level flight today in
very hot, muggy air.
7/4/08
0730 hrs/temps 76 start, 88 end/winds 190 @ 8 mph
Total flight time 2.9 hrs, 4 landings, Hobbs 237.4
I took off with a max. fuel load, 12 gal. Take off roll longer than
normal, around 400 to 450 ft, 250-350 fpm climb. Grass runway was wet
and needs mowing. I believe the runway conditions along with max fuel
weight added substantially to take-off distance. The goal today was to
go on a 3 hr minimum flight. Weather was nice and smooth until the
last hour of flight when Gulf showers started building and it got
turbulent.
Oil temps are staying at 175-180 regardless of cruise or climb rpms.
3300 to 3450 looks like the best cruise rpms, with airspeeds at 54-58
mph. Plane handled nicely. I did 2 take-offs/landings at Angleton on a
well -mowed dry grass strip with 100=92 markers. I needed to prepare for
my upcoming Nauga Fly-In trip which has 1450 ft. runways with 80=92
trees at both ends. Take off roll was 300 -350 ft, and I estimated I
could clear an 80 ft. obstacle at 1100-1200 ft.
I flew a total of 140 miles departing Alvin Airpark (6r5), landed at
Bay City (BYY), on to the Texas coast, turning NE to Freeport, north
to do landings at Angleton, (7R9) and back to Alvin.
7/6/08
0800 hrs/temp 77 start, 91 end/winds 150 @ 11
Total flight time 4 hrs, 4 landings, Hobbs 241.6
Take off roll 400, 300-400 fpm climb out. All performance data is
staying the same.
I flew from Alvin to Brookshire, (12R) topped off fuel there and
headed west to 10 miles short of Columbus, had rain clouds ahead so
turned SE to the San Bernard River, following it SE to Wharton County,
from there E to Angleton, then back to Alvin. Worked on the plane a
bit and flew for another hour local.
7/13 & 14/08
0700 hrs/temp 81 start, 94 end/winds 210 @ 12
Total flight time for 2 days, 12.3 hrs, 9 landings, 610 miles, Hobbs
253.9
I flew to the Nauga Fly-In, St. Francisville LA, hosted by John
Bickham. The engine performed fine throughout the trip, with the
exception of climb out rates. Went through 26.05 gal of fuel, avg.
2.12/gph. The maximum altitude I flew at was 4500=92 heading home. The
engine wants to cruise between 3350 and 3420 rpm.
Nauga Field is 1450=92 long with 80=92 trees at both ends. I was
concerned
with my reduced climb out rate at this field. I had 4 gal of fuel on
board and no extra baggage. I successfully took off 2 times out of
Nauga, first one at 6 pm with temps in the low 90=92s, second one at 8
am Sunday with the temps near 75. I would guess I cleared the trees by
50=92 on both take-offs. It felt closer than that and may have been. I
would not want to take off there in my plane with this engine on a
regular basis. This type of field is where the engine needs 10 to 15
more HP. On any field with minimum 1000=92 lengths and no obstructions
it is fine, but in tight holes like Nauga it is tough. The 503 would
have blasted out of there without any problem.
Engine Summary:
Total testing hrs, 34
Avg fuel burn, 2 gph
best cruise rpm, 3300-3450, producing 53-58 mph.
3600 rpm climb out, avg 250-400 fpm
3730 rpm WOT straight & level flight, top speed 67 mph.
Minimum rpm required to maintain altitude, around 3000, dependent on air
Max oil temp, 180
Cost, including prop, installation, and necessary engine mount fab
work, $5200.00
Estimated TBO is 1500 hrs.
End of Engine Testing Report
In summary, I'm happy with my purchase. Gene and Larry Smith were
great help and did a super job, and I would highly recommend them.
They are working on a turbo-charged version which hopefully will come
together over the next year. That may add the additional 10 -15 HP
which should improve the climb out rate, the only drawback in
performance I have experienced with this engine vs. the 503. If you
have to climb out of tight strips all the time, this is not the engine
for you. However if you regularly fly from fields with little or no
obstructions, I think it's a good alternative. The best bonus is, I
have doubled my range without adding fuel tanks. 2 gph is nice.
Jimmy Young
Kolb FS II
N7043P
Houston, TX
________________________________________________________________________________
Subject: | Re: Flying into Dust Devils |
From: | "Dave Rains" <RangeFlyer72(at)yahoo.com> |
Will - how high were you? Sounds like you reacted in exactly the RIGHT
way, by instantly lowering the nose.
Yes he is! Has kept me out of trouble on many occasions. He wears the FireStar
ll like an extension of his body!
Dave.
PS, This helicopter stuff has me so confused!
--------
Dave Rains
N8086T
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192976#192976
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | Re: Generac engine test data on my FS II |
Jimmy
Thanks so much for the report.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Jimmy Young" <jdy100(at)comcast.net>
Sent: Tuesday, July 15, 2008 7:05 PM
Subject: Kolb-List: Generac engine test data on my FS II
Hi to all,
Last Memorial Day weekend I had an engine failure on my Rotax 503.
landed off-field with no problems other than a change of underwear. My
503 had 205 hrs. on it when it failed. I had been contemplating
getting a 4 stroke engine when my 300 hr. rebuild came due, so this
just sped up the process. I was considering the HKS 700 and the
Generac V-twin from Valley Engineering. The cost difference was
substantial, so much so that I figured I would rather spend a little
more and get a Mark III than get the HKS. I decided to further
investigate the Generac.
I contacted Dick Stark in Kansas City, who owns a Kolb Mark II with
the Generac engine. He let me come up to see the engine & hear it run,
and would have flown it but the weather was bad. It sounded and felt
great. He and his wife Sharon, who usually flies the Kolb, were very
happy with it, so I drove to Valley Engineering in Rolla MO to see
more. I was impressed with the operation and the people who own it,
Gene and Larry Smith. They had done the install on Dick's plane, and I
decided to order one.
The week of June 16th I trailered my plane to Rolla and they started
the install. There are mods that were done to the engine mount area
that required welding some 4130 angle and plate steel. The engine is
installed direct to the frame with no shock mounts. This is done to
control the "torsional resonance" a V-type engine can produce,
according to Gene Smith. I'm no expert in any of that, and don't
profess to be. I leave that up to people like the Smiths who do it
professionally on a daily basis. I do know that I feel no more
vibration in my plane now than when it had the 503. By Wednesday
morning we were doing test flights at Vichey Field, also known as
Rolla National Airport. We tried 3 different props and redrive ratios,
and I went with the IVO 3 blade 72" with a 2.0 redrive. I headed home
with my new engine ready to start running it through a testing period.
The following information contains all of the performance data I have
compiled over the last 3 1/2 weeks and the first 34 hrs. of flight
with the new engine:
Flight Test Notes on a new Generac V-Twin engine from Valley
Engineering, Rolla, MO.
Reduction Drive: 2.0, belt driven
Prop: IVO 72 3 blade
HP: 40 at 3600 rpm
single Weber carb with accelerator pump, no choke or primer.
This engine is replacing a Rotax 503 DCDI.
My FS II weighs 435 lbs empty, no fuel.
For more engine information, see www.culverprops.com
6/18/08:
0900 hrs/temp 58/winds calm
First day of test flights done at Rolla National Airport, Vichey, MO.
total flight times approx. 1.5 hrs, Hobbs 222.0
Tests were done using various props and pulley ratios. Larry Smith was
on hand doing the prop and pulley change outs. We were looking for the
best combination for power and smoothness. We tried a few props and I
settled on a 3 blade 72 IVO
6/21/08:
Back home in Houston.
1400 hrs/temp 96/winds 330 @ 5-10mph
total flight time 1.2 hrs, 3 landings, Hobbs meter 223.3
I stayed in the pattern on the first flight at home in case anything
came loose or the engine quit, Im right over the airport.
Take off roll est @ 350, climb out speed 45-50, rate of climb approx
300-400 fpm, both of which are not as strong as the 503 was.
Max speed WOT 63-67 mph. Cruise speed at est. 3400 rpm (no tach yet)
was 52-54 mph. Cruise and max speeds are equal to the 503s performance.
Max oil temps hit 245 -250 on a continuous max WOT climb for 5+
minutes. Oil temps at normal cruise speeds ran 225 -235. This will
need correction!
I could not record RPMs today as I do not have a tach set up, waiting
on a Tiny Tach to come in this week. My previous tach for the 503 was
in my EIS, which must be re-programmed for the 4 stroke.
IVO prop setting @ 2 turns increased pitch from neutral, or
around 41 pitch.
Plane handling characteristics were very good, no change from 503
Rotax other than reduced climb rate and increased take-off roll.
However, I never flew the 503 in any temps over 82 degrees, so Im not
so sure the lack of climb rate isnt partially due to the high density
altitude conditions experienced today with 97 degree temperatures at
take-off.
6/22/08:
0830 hrs/temp 77 to start, 90 at end of flight/winds 340 @ 5mph
total flight time 3.6 hrs, 4 landings, Hobbs meter 226.9
take off rolls est @ 250, climb out speed 45-50, rate of climb avg
350-400 fpm
avg cruise speed 52-55 mph, did not do any WOT level flight.
Max oil temps hit 245-250 on WOT climbs. Avg cruise oil temps were
225-235. Oil temps are too high, a larger oil cooler will be needed.
Verified fuel burn avg was 1.9 gal/hr. Used 6.7 gal, 3.7 hrs engine on.
Flew a total of 163.6 miles, 5 landings. Alvin (6R5) to Bailes (7R9)
to Masomilliano to Brookshire (12R) to Houston Skydive to Alvin
6/23/08
1630 hrs/temp 87/winds 170 @ 8 mph
Total flight time .7 hrs, 1 landing, Hobbs meter 227.6
No changes from the previous flights regarding take-off distance,
climb rate, or oil temps. I changed the oil today to a synthetic 10-
w30, oil temps were the same.
Valley Engineering is sending me a 48 plate oil cooler to replace my
current cooler. Hopefully this should bring the oil temps down.
6/27/08
1430 hrs/temp 92/winds 150 @16 mph
Total flight time 1.8 hrs, 2 landings, Hobbs meter 229.4
A little windy today, but manageable flying conditions. I installed a
Tiny Tach so I can now monitor my RPMs. I found my prop needs to be
pitched stronger, as on take off climb rpms were 3750-3820, at WOT
level flight they would hit 3860-3890. Should be max rpms of 3720 on
WOT straight & level.
6/28/08
0800 hrs/temp78/winds 170 @ 10 mph, air temps had reached 90 at final
landing around 2 pm.
Total flight time 1.8 hrs, 4 landings, Hobbs 231.6
Take off rpms @ 3650, WOT rpms @ 3730, just about right on the prop
adjustment. Some improvement in take off distance and climb as a
result. Climb rate was around 350-400 fpm. Improvements in cruise and
WOT speeds, 3400 rpm cruise got 56-60 mph, WOT to 63-65 mph. At 3100
rpm I was getting 50 mph IAS. Oil temps never got over 230. Im happy
with the improvements in performance with the properly adjusted prop
pitch.
6/29/08
1200 hrs/temp 88/winds light & variable.
Total flight time 1 hr, 2 landings, Hobbs 232.6
Quick flight to Bailes Field in Angleton, about 22 minutes from Alvin.
Oil temps seem to be doing slightly better each day. Never got over
230, but never got under 220.. All the speeds and rpm numbers are
running the same, 3000 rpm will just barely maintain straight & level,
3300-3400 seems about right for normal cruise, ASI reads 53-58 in that
range. Engine is performing well, nice sound, much quieter than the
503, I can hear myself and others on the headset much better. Bailes
has 100 markers on the runway, and I tried a short field take-off and
lifted the wheels right at 300 ft. Again, not as hot as the 503. Climb
out rate with the new prop setting is running 300-400 fpm.
7/2/08
1600 hrs/temp 88/winds 180 @ 10 mph
Total flight time 1.1 hr, 1 landing, Hobbs 234.3
Installed the larger oil cooler today and did static run ups for 30
minutes. Oil temps never went higher than 185 degrees at WOT for
extended time periods. I ran the engine from the stock impulse pump to
see if it would pull fuel. Engine dies at higher rpms, so I am totally
dependent on the elect. pump at this time.
Take off rpm still 3650, WOT rpm 3720 - 3750. No changes in any
performance #s, but engine oil temps are under control. I did a lot
of extended climbs at 3600 rpm, highest oil temp reading was 180. It
took about 3300 rpm to maintain straight and level flight today in
very hot, muggy air.
7/4/08
0730 hrs/temps 76 start, 88 end/winds 190 @ 8 mph
Total flight time 2.9 hrs, 4 landings, Hobbs 237.4
I took off with a max. fuel load, 12 gal. Take off roll longer than
normal, around 400 to 450 ft, 250-350 fpm climb. Grass runway was wet
and needs mowing. I believe the runway conditions along with max fuel
weight added substantially to take-off distance. The goal today was to
go on a 3 hr minimum flight. Weather was nice and smooth until the
last hour of flight when Gulf showers started building and it got
turbulent.
Oil temps are staying at 175-180 regardless of cruise or climb rpms.
3300 to 3450 looks like the best cruise rpms, with airspeeds at 54-58
mph. Plane handled nicely. I did 2 take-offs/landings at Angleton on a
well -mowed dry grass strip with 100 markers. I needed to prepare for
my upcoming Nauga Fly-In trip which has 1450 ft. runways with 80
trees at both ends. Take off roll was 300 -350 ft, and I estimated I
could clear an 80 ft. obstacle at 1100-1200 ft.
I flew a total of 140 miles departing Alvin Airpark (6r5), landed at
Bay City (BYY), on to the Texas coast, turning NE to Freeport, north
to do landings at Angleton, (7R9) and back to Alvin.
7/6/08
0800 hrs/temp 77 start, 91 end/winds 150 @ 11
Total flight time 4 hrs, 4 landings, Hobbs 241.6
Take off roll 400, 300-400 fpm climb out. All performance data is
staying the same.
I flew from Alvin to Brookshire, (12R) topped off fuel there and
headed west to 10 miles short of Columbus, had rain clouds ahead so
turned SE to the San Bernard River, following it SE to Wharton County,
from there E to Angleton, then back to Alvin. Worked on the plane a
bit and flew for another hour local.
7/13 & 14/08
0700 hrs/temp 81 start, 94 end/winds 210 @ 12
Total flight time for 2 days, 12.3 hrs, 9 landings, 610 miles, Hobbs
253.9
I flew to the Nauga Fly-In, St. Francisville LA, hosted by John
Bickham. The engine performed fine throughout the trip, with the
exception of climb out rates. Went through 26.05 gal of fuel, avg.
2.12/gph. The maximum altitude I flew at was 4500 heading home. The
engine wants to cruise between 3350 and 3420 rpm.
Nauga Field is 1450 long with 80 trees at both ends. I was concerned
with my reduced climb out rate at this field. I had 4 gal of fuel on
board and no extra baggage. I successfully took off 2 times out of
Nauga, first one at 6 pm with temps in the low 90s, second one at 8
am Sunday with the temps near 75. I would guess I cleared the trees by
50 on both take-offs. It felt closer than that and may have been. I
would not want to take off there in my plane with this engine on a
regular basis. This type of field is where the engine needs 10 to 15
more HP. On any field with minimum 1000 lengths and no obstructions
it is fine, but in tight holes like Nauga it is tough. The 503 would
have blasted out of there without any problem.
Engine Summary:
Total testing hrs, 34
Avg fuel burn, 2 gph
best cruise rpm, 3300-3450, producing 53-58 mph.
3600 rpm climb out, avg 250-400 fpm
3730 rpm WOT straight & level flight, top speed 67 mph.
Minimum rpm required to maintain altitude, around 3000, dependent on air
Max oil temp, 180
Cost, including prop, installation, and necessary engine mount fab
work, $5200.00
Estimated TBO is 1500 hrs.
End of Engine Testing Report
In summary, I'm happy with my purchase. Gene and Larry Smith were
great help and did a super job, and I would highly recommend them.
They are working on a turbo-charged version which hopefully will come
together over the next year. That may add the additional 10 -15 HP
which should improve the climb out rate, the only drawback in
performance I have experienced with this engine vs. the 503. If you
have to climb out of tight strips all the time, this is not the engine
for you. However if you regularly fly from fields with little or no
obstructions, I think it's a good alternative. The best bonus is, I
have doubled my range without adding fuel tanks. 2 gph is nice.
Jimmy Young
Kolb FS II
N7043P
Houston, TX
--------------------------------------------------------------------------------
>
>
>
________________________________________________________________________________
From: | gliderx5(at)comcast.net |
Subject: | Re: static thrust question |
________________________________________________________________________________
From: | gliderx5(at)comcast.net |
Subject: | Re: static thrust question |
________________________________________________________________________________
From: | WillUribe(at)aol.com |
Subject: | Re: I flew my FireStar into a dust devil and almost ended |
in a s
Hi Mike,
I was flying over the desert by Horizon City and I was about 5,500 ft high.
Regards,
Will Uribe
FireStar II
El Paso, TX
Do not archive
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of JetPilot
Sent: Tuesday, July 15, 2008 1:05 PM
Subject: Kolb-List: Re: I flew my FireStar into a dust devil and almost
ended in a s
Where did you hit the dust devil ?? How high were you ?
Mike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192918#192918
**************Get the scoop on last night's hottest shows and the live music
scene in your area - Check out TourTracker.com!
(http://www.tourtracker.com?NCID=aolmus00050000000112)
________________________________________________________________________________
Subject: | Sample Video from Nauga Field Fly Around |
From: | "John Bickham" <gearbender(at)bellsouth.net> |
Links to a few clips of video from the weekend.
John H landing RWY 14. First to arrive. Hates to taxi!
http://www.youtube.com/watch?v=hAd10ZDKuwM
Gary H landing RWY 14. Smooth!
http://www.youtube.com/watch?v=4hLivEqnkvM
Bruce C landing RWY 14. From just up the creek a ways.
http://www.youtube.com/watch?v=YnE0bTFdTQo
Jimmy "True Grit" Young taking off RWY 36 @ False River. Wind was direct crosswind
to slighty quatering tailwind. Gives some idea of the 40 hp generac's performance.
http://www.youtube.com/watch?v=THo3IzhX9hI
Wish I was better at this picture taking stuff. I'm working on it.
Thanks to everyone that took the time to visit with us. We enjoy it so much.
For those that didn't make it, we'll do it again. Practice on your shortfield
techniques. Good thing to do and have confidence in. Shortfields have taught
me more about flying than when I was using those +3000 ft paved rwys. Still
learning a lot!
Come pass a good time with us.
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=193029#193029
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Flying into Dust Devils |
PS, This helicopter stuff has me so confused!
Me too. I sat through 5 minutes waiting for it to fall on its side or do
something else exciting, and when the pilot got out and left it running I
rather hoped it would fly away.
Pat
________________________________________________________________________________
Subject: | Re: Generac engine test data on my FS II |
From: | "George Alexander" <gtalexander(at)att.net> |
Jimmy:
For the benefit of those of us who are still tied to the R503s......
Was there a determination made as to what caused yours to fail?
Thanks,
Jimmy Young wrote:
> Hi to all,
>
> Last Memorial Day weekend I had an engine failure on my Rotax 503.
> landed off-field with no problems other than a change of underwear. My
> 503 had 205 hrs. on it when it failed. I had been contemplating
> getting a 4 stroke engine when my 300 hr. rebuild came due, so this
> just sped up the process.
>
>
>
>
>
>
> Jimmy Young
> Kolb FS II
> N7043P
> Houston, TX
--------
George Alexander
FS II R503 N709FS
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=193068#193068
________________________________________________________________________________
From: | Eugene Zimmerman <ez(at)embarqmail.com> |
Subject: | Re: Generac engine test data on my FS II |
Jimmy,
Does your plane still have the wing fold capability, or are there some
interference problems with the engine?
Gene
On Jul 15, 2008, at 7:05 PM, Jimmy Young wrote:
> Hi to all,
>
> Last Memorial Day weekend I had an engine failure on my Rotax 503.
> landed off-field with no problems other than a change of underwear.
> My 503 had 205 hrs. on it when it failed. I had been contemplating
> getting a 4 stroke engine when my 300 hr. rebuild came due, so this
> just sped up the process. I was considering the HKS 700 and the
> Generac V-twin from Valley Engineering. The cost difference was
> substantial, so much so that I figured I would rather spend a little
> more and get a Mark III than get the HKS. I decided to further
> investigate the Generac.
>
> I contacted Dick Stark in Kansas City, who owns a Kolb Mark II with
> the Generac engine. He let me come up to see the engine & hear it
> run, and would have flown it but the weather was bad. It sounded and
> felt great. He and his wife Sharon, who usually flies the Kolb, were
> very happy with it, so I drove to Valley Engineering in Rolla MO to
> see more. I was impressed with the operation and the people who own
> it, Gene and Larry Smith. They had done the install on Dick's plane,
> and I decided to order one.
>
> The week of June 16th I trailered my plane to Rolla and they started
> the install. There are mods that were done to the engine mount area
> that required welding some 4130 angle and plate steel. The engine is
> installed direct to the frame with no shock mounts. This is done to
> control the "torsional resonance" a V-type engine can produce,
> according to Gene Smith. I'm no expert in any of that, and don't
> profess to be. I leave that up to people like the Smiths who do it
> professionally on a daily basis. I do know that I feel no more
> vibration in my plane now than when it had the 503. By Wednesday
> morning we were doing test flights at Vichey Field, also known as
> Rolla National Airport. We tried 3 different props and redrive
> ratios, and I went with the IVO 3 blade 72" with a 2.0 redrive. I
> headed home with my new engine ready to start running it through a
> testing period. The following information contains all of the
> performance data I have compiled over the last 3 1/2 weeks and the
> first 34 hrs. of flight with the new engine:
>
> Flight Test Notes on a new Generac V-Twin engine from Valley
> Engineering, Rolla, MO.
> Reduction Drive: 2.0, belt driven
> Prop: IVO 72 3 blade
> HP: 40 at 3600 rpm
> single Weber carb with accelerator pump, no choke or primer.
> This engine is replacing a Rotax 503 DCDI.
> My FS II weighs 435 lbs empty, no fuel.
> For more engine information, see www.culverprops.com
>
>
> 6/18/08:
>
> 0900 hrs/temp 58/winds calm
>
> First day of test flights done at Rolla National Airport, Vichey,
> MO.
>
> total flight times approx. 1.5 hrs, Hobbs 222.0
>
> Tests were done using various props and pulley ratios. Larry Smith
> was on hand doing the prop and pulley change outs. We were looking
> for the best combination for power and smoothness. We tried a few
> props and I settled on a 3 blade 72 IVO
>
> 6/21/08:
>
> Back home in Houston.
>
> 1400 hrs/temp 96/winds 330 @ 5-10mph
>
> total flight time 1.2 hrs, 3 landings, Hobbs meter 223.3
>
> I stayed in the pattern on the first flight at home in case anything
> came loose or the engine quit, Im right over the airport.
>
> Take off roll est @ 350, climb out speed 45-50, rate of climb
> approx 300-400 fpm, both of which are not as strong as the 503 was.
>
> Max speed WOT 63-67 mph. Cruise speed at est. 3400 rpm (no tach yet)
> was 52-54 mph. Cruise and max speeds are equal to the 503s
> performance.
>
> Max oil temps hit 245 -250 on a continuous max WOT climb for 5+
> minutes. Oil temps at normal cruise speeds ran 225 -235. This will
> need correction!
>
> I could not record RPMs today as I do not have a tach set up,
> waiting on a Tiny Tach to come in this week. My previous tach for
> the 503 was in my EIS, which must be re-programmed for the 4 stroke.
>
> IVO prop setting @ 2 turns increased pitch from neutral, or
> around 41 pitch.
>
> Plane handling characteristics were very good, no change from 503
> Rotax other than reduced climb rate and increased take-off roll.
> However, I never flew the 503 in any temps over 82 degrees, so Im
> not so sure the lack of climb rate isnt partially due to the high
> density altitude conditions experienced today with 97 degree
> temperatures at take-off.
>
> 6/22/08:
>
> 0830 hrs/temp 77 to start, 90 at end of flight/winds 340 @ 5mph
>
> total flight time 3.6 hrs, 4 landings, Hobbs meter 226.9
>
> take off rolls est @ 250, climb out speed 45-50, rate of climb avg
> 350-400 fpm
>
> avg cruise speed 52-55 mph, did not do any WOT level flight.
>
> Max oil temps hit 245-250 on WOT climbs. Avg cruise oil temps were
> 225-235. Oil temps are too high, a larger oil cooler will be needed.
>
> Verified fuel burn avg was 1.9 gal/hr. Used 6.7 gal, 3.7 hrs engine
> on.
>
> Flew a total of 163.6 miles, 5 landings. Alvin (6R5) to Bailes
> (7R9) to Masomilliano to Brookshire (12R) to Houston Skydive to Alvin
>
> 6/23/08
>
> 1630 hrs/temp 87/winds 170 @ 8 mph
>
> Total flight time .7 hrs, 1 landing, Hobbs meter 227.6
>
> No changes from the previous flights regarding take-off distance,
> climb rate, or oil temps. I changed the oil today to a synthetic 10-
> w30, oil temps were the same.
>
> Valley Engineering is sending me a 48 plate oil cooler to replace my
> current cooler. Hopefully this should bring the oil temps down.
>
> 6/27/08
>
> 1430 hrs/temp 92/winds 150 @16 mph
>
> Total flight time 1.8 hrs, 2 landings, Hobbs meter 229.4
>
> A little windy today, but manageable flying conditions. I installed
> a Tiny Tach so I can now monitor my RPMs. I found my prop needs to
> be pitched stronger, as on take off climb rpms were 3750-3820, at
> WOT level flight they would hit 3860-3890. Should be max rpms of
> 3720 on WOT straight & level.
>
>
> 6/28/08
>
> 0800 hrs/temp78/winds 170 @ 10 mph, air temps had reached 90 at
> final landing around 2 pm.
>
> Total flight time 1.8 hrs, 4 landings, Hobbs 231.6
>
> Take off rpms @ 3650, WOT rpms @ 3730, just about right on the prop
> adjustment. Some improvement in take off distance and climb as a
> result. Climb rate was around 350-400 fpm. Improvements in cruise
> and WOT speeds, 3400 rpm cruise got 56-60 mph, WOT to 63-65 mph. At
> 3100 rpm I was getting 50 mph IAS. Oil temps never got over 230. Im
> happy with the improvements in performance with the properly
> adjusted prop pitch.
>
> 6/29/08
>
> 1200 hrs/temp 88/winds light & variable.
>
> Total flight time 1 hr, 2 landings, Hobbs 232.6
>
> Quick flight to Bailes Field in Angleton, about 22 minutes from
> Alvin. Oil temps seem to be doing slightly better each day. Never
> got over 230, but never got under 220.. All the speeds and rpm
> numbers are running the same, 3000 rpm will just barely maintain
> straight & level, 3300-3400 seems about right for normal cruise, ASI
> reads 53-58 in that range. Engine is performing well, nice sound,
> much quieter than the 503, I can hear myself and others on the
> headset much better. Bailes has 100 markers on the runway, and I
> tried a short field take-off and lifted the wheels right at 300 ft.
> Again, not as hot as the 503. Climb out rate with the new prop
> setting is running 300-400 fpm.
>
>
> 7/2/08
>
> 1600 hrs/temp 88/winds 180 @ 10 mph
>
> Total flight time 1.1 hr, 1 landing, Hobbs 234.3
>
> Installed the larger oil cooler today and did static run ups for 30
> minutes. Oil temps never went higher than 185 degrees at WOT for
> extended time periods. I ran the engine from the stock impulse pump
> to see if it would pull fuel. Engine dies at higher rpms, so I am
> totally dependent on the elect. pump at this time.
>
> Take off rpm still 3650, WOT rpm 3720 - 3750. No changes in any
> performance #s, but engine oil temps are under control. I did a lot
> of extended climbs at 3600 rpm, highest oil temp reading was 180. It
> took about 3300 rpm to maintain straight and level flight today in
> very hot, muggy air.
>
> 7/4/08
>
> 0730 hrs/temps 76 start, 88 end/winds 190 @ 8 mph
>
> Total flight time 2.9 hrs, 4 landings, Hobbs 237.4
>
> I took off with a max. fuel load, 12 gal. Take off roll longer than
> normal, around 400 to 450 ft, 250-350 fpm climb. Grass runway was
> wet and needs mowing. I believe the runway conditions along with max
> fuel weight added substantially to take-off distance. The goal today
> was to go on a 3 hr minimum flight. Weather was nice and smooth
> until the last hour of flight when Gulf showers started building and
> it got turbulent.
>
> Oil temps are staying at 175-180 regardless of cruise or climb rpms.
> 3300 to 3450 looks like the best cruise rpms, with airspeeds at
> 54-58 mph. Plane handled nicely. I did 2 take-offs/landings at
> Angleton on a well -mowed dry grass strip with 100 markers. I
> needed to prepare for my upcoming Nauga Fly-In trip which has 1450
> ft. runways with 80 trees at both ends. Take off roll was 300 -350
> ft, and I estimated I could clear an 80 ft. obstacle at 1100-1200 ft.
> I flew a total of 140 miles departing Alvin Airpark (6r5), landed at
> Bay City (BYY), on to the Texas coast, turning NE to Freeport, north
> to do landings at Angleton, (7R9) and back to Alvin.
>
> 7/6/08
>
> 0800 hrs/temp 77 start, 91 end/winds 150 @ 11
>
> Total flight time 4 hrs, 4 landings, Hobbs 241.6
>
> Take off roll 400, 300-400 fpm climb out. All performance data is
> staying the same.
>
> I flew from Alvin to Brookshire, (12R) topped off fuel there and
> headed west to 10 miles short of Columbus, had rain clouds ahead so
> turned SE to the San Bernard River, following it SE to Wharton
> County, from there E to Angleton, then back to Alvin. Worked on the
> plane a bit and flew for another hour local.
>
> 7/13 & 14/08
>
> 0700 hrs/temp 81 start, 94 end/winds 210 @ 12
>
> Total flight time for 2 days, 12.3 hrs, 9 landings, 610 miles, Hobbs
> 253.9
>
> I flew to the Nauga Fly-In, St. Francisville LA, hosted by John
> Bickham. The engine performed fine throughout the trip, with the
> exception of climb out rates. Went through 26.05 gal of fuel, avg.
> 2.12/gph. The maximum altitude I flew at was 4500 heading home. The
> engine wants to cruise between 3350 and 3420 rpm.
>
> Nauga Field is 1450 long with 80 trees at both ends. I was
> concerned with my reduced climb out rate at this field. I had 4 gal
> of fuel on board and no extra baggage. I successfully took off 2
> times out of Nauga, first one at 6 pm with temps in the low 90s,
> second one at 8 am Sunday with the temps near 75. I would guess I
> cleared the trees by 50 on both take-offs. It felt closer than that
> and may have been. I would not want to take off there in my plane
> with this engine on a regular basis. This type of field is where the
> engine needs 10 to 15 more HP. On any field with minimum 1000
> lengths and no obstructions it is fine, but in tight holes like
> Nauga it is tough. The 503 would have blasted out of there without
> any problem.
>
> Engine Summary:
>
> Total testing hrs, 34
> Avg fuel burn, 2 gph
> best cruise rpm, 3300-3450, producing 53-58 mph.
> 3600 rpm climb out, avg 250-400 fpm
> 3730 rpm WOT straight & level flight, top speed 67 mph.
> Minimum rpm required to maintain altitude, around 3000, dependent on
> air
> Max oil temp, 180
> Cost, including prop, installation, and necessary engine mount fab
> work, $5200.00
> Estimated TBO is 1500 hrs.
>
> End of Engine Testing Report
>
> In summary, I'm happy with my purchase. Gene and Larry Smith were
> great help and did a super job, and I would highly recommend them.
> They are working on a turbo-charged version which hopefully will
> come together over the next year. That may add the additional 10 -15
> HP which should improve the climb out rate, the only drawback in
> performance I have experienced with this engine vs. the 503. If you
> have to climb out of tight strips all the time, this is not the
> engine for you. However if you regularly fly from fields with little
> or no obstructions, I think it's a good alternative. The best bonus
> is, I have doubled my range without adding fuel tanks. 2 gph is nice.
>
>
> Jimmy Young
> Kolb FS II
> N7043P
> Houston, TX
>
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Gang:
Again, we had a ball at the Nauga Field Fly Around 2008. This year was as
good as last year, and we did not have to contend with rain. Got a little
warm, but the old hunting camp has central air.
Here's a few photos from the Fly Around:
Our gracious hosts, John and Sandy Bickham.
http://home.elmore.rr.com/jhauck/Nauga%202008/__02.JPG
Nauga flightline.
http://home.elmore.rr.com/jhauck/Nauga%202008/__03.JPG
http://home.elmore.rr.com/jhauck/Nauga%202008/__04.JPG
Gary Haley's MKIII.
http://home.elmore.rr.com/jhauck/Nauga%202008/__06.JPG
Jimmy Young heading to False River Airport, across the Mississippi River,
for a cat fish lunch on Saturday.
http://home.elmore.rr.com/jhauck/Nauga%202008/__07.JPG
St Francisville, LA, ferry boat, slowly being replaced by a new bridge over
the Mississippi.
http://home.elmore.rr.com/jhauck/Nauga%202008/__08.JPG
This photo does not give one the true size of the tug and tow. Count the
barges. There are 35 of them. Wish I had something in the photo to give
the true size of one of these barges.
http://home.elmore.rr.com/jhauck/Nauga%202008/__09.JPG
Star Hill locals seeking relief from the heat. The local non-flying
populace is an intergral part of the flyin. They enjoy watching us fly as
much as we enjoy flying for them.
http://home.elmore.rr.com/jhauck/Nauga%202008/__10.JPG
Bruce C, a local participant for both flyins.
http://home.elmore.rr.com/jhauck/Nauga%202008/__11.JPG
John B gets his mkIII ready to fly.
http://home.elmore.rr.com/jhauck/Nauga%202008/__12.JPG
Jimmy Young contemplates how to make this infernal gas pumping machine work.
We flew over to False River to top off the fuel tanks prior to departing for
Texas and Alabama.
http://home.elmore.rr.com/jhauck/Nauga%202008/__12.JPG
john h
mkIII
________________________________________________________________________________
From: | Scott Perkins <2scott(at)bellsouth.net> |
Welcome!
Glad to hear from you. I think it is a great complement that
someone in France is inspired by the Ultrastar design.
We would like to hear all details of any improvements or
enhancements they have made so please inform us
and take many pictures !
Thanks
Scott Perkins
pictures of French Pulsar I attached
--------------------
Hello,
Email address: TERRIER_Marc <m.terrier@ch-montauban.fr>
Comment from user:
I'going to buy a Pulsar I
________________________________________________________________________________
From: | "Robert Laird" <rlaird(at)cavediver.com> |
Subject: | Re: Generac engine test data on my FS II |
Jimmy will correct me if I'm wrong, but I think I remember him telling me it
was a wrist pin failure.
On Wed, Jul 16, 2008 at 8:00 AM, George Alexander
wrote:
>
> Jimmy:
> For the benefit of those of us who are still tied to the R503s......
> Was there a determination made as to what caused yours to fail?
> Thanks,
>
>
> Jimmy Young wrote:
> > Hi to all,
> >
> > Last Memorial Day weekend I had an engine failure on my Rotax 503.
> > landed off-field with no problems other than a change of underwear. My
> > 503 had 205 hrs. on it when it failed. I had been contemplating
> > getting a 4 stroke engine when my 300 hr. rebuild came due, so this
> > just sped up the process.
> >
> >
> >
> >
> >
> >
> > Jimmy Young
> > Kolb FS II
> > N7043P
> > Houston, TX
>
>
> --------
> George Alexander
> FS II R503 N709FS
> http://gtalexander.home.att.net
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=193068#193068
>
>
--
Why did the chicken cross the Mobius strip? To get to the other, er, um....
________________________________________________________________________________
Subject: | Re: Generac engine test data on my FS II |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
Your detailed reports on the Genrac engine are very good information for anyone
that is considering using something other than a 503 on a Firestar. Unfortunately,
given your reports this seems to be a very poor engine choice for a Kolb.
The very poor climb rate with the Genrac engine leaves you very vulnerable on takeoff,
if you lose the engine on takeoff you will find yourself much lower, and
with less landing options than you would with the 503 or with the HKS.
Belt re-drives for props are notorious for being unreliable and points of failure,
I would not buy any engine that used a belt re-drive for the prop. Being
dependent on the electric fuel pump is not a great thing, electric pumps themselves
are extremely dependable, the the electrical systems that drive them are
not. The electric facet pump is also very sensitive to any kind of debris in
the fuel stopping it from pumping, make sure you have a good fuel filter before
that pump.
Given the high price of the Genrac engine, spending a little extra for the HKS
would be a no brainer for me. The extra reliability, extra power, and extra safety
of the HKS all make it a much better engine choice for a Kolb, even if it
is about 3000 dollars more.
JettPilot
--------
"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=193125#193125
________________________________________________________________________________
From: | Jimmy Young <jdy100(at)comcast.net> |
Subject: | Re: Generac engine test data on my FS II |
Eugene Zimmerman asked:
>Does your plane still have the wing fold capability?<
Eugene,
I have to remove the oil filter to fold the right wing, but I just
tape a baggie over the opening and it's easy to do. I very rarely fold
it since I keep it in a hanger.
George Alexander asked:
>Was there a determination made as to what caused the 503 to fail?<
George,
Some of the local guys in my flying club think the wrist pin failed or
the "circlip" came loose, causing the #1piston to get damaged. The
piston skirt was broken off all the way around and the engine was full
of ground up aluminum. The 503 had 205 hrs. on it at the time of it's
demise and was running perfectly up until about 1 second before it
quit. I've been busy doing other things, but one day I'll get around
to looking inside and let you know what we found. I'm attaching a
photo of the front cylinder looking thru the intake manifold.
Jimmy Y
________________________________________________________________________________
Subject: | Re: I flew my FireStar into a dust devil and almost ended in |
a s
From: | "JetPilot" <orcabonita(at)hotmail.com> |
I have never even seen a dust devil here in Miami, so I know very little about
them. Were you 5500 feet AGL ? I had no idea that a dust devil would even
go that high, I can only imagine what flying through one would be like at low
level. Did the Challenger crash just because of the low altitude, or did it
cause any kind of structural failure before the airplane hit ?
I see these big dust devils going across the desert on TV, I have always wanted
to fly one of my RC planes through one of those :)
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=193133#193133
________________________________________________________________________________
From: | Eugene Zimmerman <ez(at)embarqmail.com> |
Subject: | Re: Generac engine test data on my FS II |
On Jul 16, 2008, at 12:59 PM, JetPilot wrote:
> Given the high price of the Genrac engine, spending a little extra
> for the HKS would be a no brainer for me.
Unlike you, not all Kolb pilots operate by the "no brainer" principle.
Homer himself being chief among them.
________________________________________________________________________________
Subject: | Re: I flew my FireStar into a dust devil and almost ended in |
a s
From: | "Ralph B" <ul15rhb(at)juno.com> |
Several years ago, I passed over a dust devil that was on the ground over the airfield
as I was landing. I dropped about 20 feet as I went over. Luckily, I had
enough altitude. Since then, I avoid them.
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=193139#193139
________________________________________________________________________________
Subject: | Re: Generac engine test data on my FS II |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
ez(at)embarqmail.com wrote:
>
>
> Unlike you, not all Kolb pilots operate by the "no brainer" principle.
> Homer himself being chief among them.
>
>
Just in case you have a problem understanding simple English, " No brainer " in
this scentence means " Easy Choice ", not a principle.
Given the data, the HKS is clearly a much superrior engine to the genrac, and it
is an easy choice between the two.
If you disagree, then sign your name to your post, and go out and buy a genrac
to put on your firestar, you will deserve the results you get.
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=193148#193148
________________________________________________________________________________
From: | herb <herbgh(at)nctc.com> |
Subject: | Re: Generac engine test data on my FS II |
Nice thing about the Generac is that it can be bought stock for
little over 2k..Likely found at the salvage yard in need of an
overhaul in the coming months and years...They usually sell by weight
there..100 lbs would be 20 dollars currently...have my eyes
open...:-) the other thing is that the Valley redirve is not
rocket science and can be duplicated for 500 bucks by someone with a
lathe and mill and the skill.. I like the multi vee belt ...Have used
them with good servicability in the past.. My G50 Zenoah had one...My
buddies flying F23 Hirth engines use them also..
I can see,therefore, that the Generac can be flying by someone
with a modicum of mechanical skill for a lot less than the 5k or so
that Valley Engineering wants.. A trade off to be sure...but not a
bad one...lots of planes fall into the 4 to 500 ft per minute rate of
climb... My little N3 Pup for one...has a half vw...less than 2 gph
. Great little bird... Herb
At 01:22 PM 7/16/2008, you wrote:
>
>
>ez(at)embarqmail.com wrote:
> >
> >
> > Unlike you, not all Kolb pilots operate by the "no brainer" principle.
> > Homer himself being chief among them.
> >
> >
>
>
>Just in case you have a problem understanding simple English, " No
>brainer " in this scentence means " Easy Choice ", not a principle.
>
>Given the data, the HKS is clearly a much superrior engine to the
>genrac, and it is an easy choice between the two.
>
>If you disagree, then sign your name to your post, and go out and
>buy a genrac to put on your firestar, you will deserve the results you get.
>
>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=193148#193148
>
>
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
Subject: | Re: Generac engine test data on my FS II |
If it's a principle we are looking for, it comes under the "different
strokes for.....etc"
A compromise will be found by a sensible guy to do what works best
for him.
Sure a 912 would be superior engine to my suzuki, but my type of
flying, just casual jaunts
in the countryside and evening rides, makes a (much) cheaper mill
perfectly suitable.
I have no need for 1200' climb, especially here at 600' msl. You can
always find a faster,
more powerful, more agile airplane, Barnstormers has lots of them.
I check the radiator and the dipstick and what's wiggling loose and
that's it for maintenance.
I don't plan on ever overhauling it again.
I think the generac will attract more builders.
BB
On 16, Jul 2008, at 2:22 PM, JetPilot wrote:
>
>
> ez(at)embarqmail.com wrote:
>>
>>
>> Unlike you, not all Kolb pilots operate by the "no brainer"
>> principle.
>> Homer himself being chief among them.
>>
>>
>
>
> Just in case you have a problem understanding simple English, " No
> brainer " in this scentence means " Easy Choice ", not a principle.
>
> Given the data, the HKS is clearly a much superrior engine to the
> genrac, and it is an easy choice between the two.
>
> If you disagree, then sign your name to your post, and go out and
> buy a genrac to put on your firestar, you will deserve the results
> you get.
>
> 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=193148#193148
>
>
________________________________________________________________________________
From: | gary aman <gaman(at)att.net> |
Subject: | Re: kolb sighting |
Just an inquiry,
Tuesday evening about 8:00 pm while flying the MK-3 near Dalton Ohio we saw
what we believe to be a dark colored Firestar headed south over Rt.30.Are there
any listers who fly in this area?Our club has 1 kolb flying and 3 MK-3s under
construction.Our club fly-in drive -in picnic is Sat. afternoon, Aug. 2 @ Yoder
field in Louisville Ohio.We would like to invite any Kolb operators in the
area to join us More info at ( North coast lite flyers.org)
Thanx G .Aman Mk-3C 2200 Jabiru 330 hrs.
----- Original Message ----
From: Jimmy Young <jdy100(at)comcast.net>
Sent: Wednesday, July 16, 2008 1:29:48 PM
Subject: Kolb-List: Re: Generac engine test data on my FS II
Eugene Zimmerman asked:
>Does your plane still have the wing fold capability?<
Eugene,
I have to remove the oil filter to fold the right wing, but I just
tape a baggie over the opening and it's easy to do. I very rarely fold
it since I keep it in a hanger.
George Alexander asked:
>Was there a determination made as to what caused the 503 to fail?<
George,
Some of the local guys in my flying club think the wrist pin failed or
the "circlip" came loose, causing the #1piston to get damaged. The
piston skirt was broken off all the way around and the engine was full
of ground up aluminum. The 503 had 205 hrs. on it at the time of it's
demise and was running perfectly up until about 1 second before it
quit. I've been busy doing other things, but one day I'll get around
to looking inside and let you know what we found. I'm attaching a
photo of the front cylinder looking thru the intake manifold.
Jimmy Y
________________________________________________________________________________
From: | gary aman <gaman(at)att.net> |
Subject: | Re: kolb sighting |
Sorry,
Web site is liteflyers.org. USUA club#027
----- Original Message ----
From: gary aman <gaman(at)att.net>
Sent: Wednesday, July 16, 2008 3:40:11 PM
Subject: Re: Kolb-List: Re: kolb sighting
Just an inquiry,
Tuesday evening about 8:00 pm while flying the MK-3 near Dalton Ohio we saw
what we believe to be a dark colored Firestar headed south over Rt.30.Are there
any listers who fly in this area?Our club has 1 kolb flying and 3 MK-3s under
construction.Our club fly-in drive -in picnic is Sat. afternoon, Aug. 2 @ Yoder
field in Louisville Ohio.We would like to invite any Kolb operators in the
area to join us More info at ( North coast lite flyers.org)
Thanx G .Aman Mk-3C 2200 Jabiru 330 hrs.
----- Original Message ----
From: Jimmy Young <jdy100(at)comcast.net>
Sent: Wednesday, July 16, 2008 1:29:48 PM
Subject: Kolb-List: Re: Generac engine test data on my FS II
Eugene Zimmerman asked:
>Does your plane still have the wing fold capability?<
Eugene,
I have to remove the oil filter to fold the right wing, but I just
tape a baggie over the opening and it's easy to do. I very rarely fold
it since I keep it in a hanger.
George Alexander asked:
>Was there a determination made as to what caused the 503 to fail?<
George,
Some of the local guys in my flying club think the wrist pin failed or
the "circlip" came loose, causing the #1piston to get damaged. The
piston skirt was broken off all the way around and the engine was full
of ground up aluminum. The 503 had 205 hrs. on it at the time of it's
demise and was running perfectly up until about 1 second before it
quit. I've been busy doing other things, but one day I'll get around
to looking inside and let you know what we found. I'm attaching a
photo of the front cylinder looking thru the intake manifold.
Jimmy Y
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)COMCAST.NET> |
Subject: | Re: Generac engine test data on my FS II |
Mike(jetPilot)
You tend to get all wound up in expressing your opinions. It would also be
nice to know were you have gained such iron clad knowledge.
I for one think this is wonderful. A affordable reliable engine alternative
for a Firestar II. Knowing how those redrives work the load on the engine is
the same as the load it would encounter as a generator maybe even less.
These engines run hundreds if not thousands of hours with very limited
maintenance so they should be very reliable. I would expect that if there
were problems with the Generac engine you would see it coming hundreds of
hours before it would fail, with the possible exception of failure within
the first few hours of use.
I use the same type of redrive on my VW and can't understand how they could
be unreliable. They do require some maintenance and tuning from time to
time. It's just something you work with like changing oil or spark plugs. I
would venture a guess that you could see a belt wearing to the point of
failure easer than a Rotax driver could see those rubber carburetor sockets
getting ready to throw a carb.
As for the HKS I watched the HKS distributor try to fix his HKS in a Kit Fox
for hours after it got sick a few miles out of Oshkosh. It was just teething
issues but even that engine isn't bullet proof.
I also have a electric only fuel pump on my VW. I would prefer a mechanical
pump with a electric backup but I have tried to minimize the failure
potential with two electric pumps with two electric sources.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Wednesday, July 16, 2008 12:59 PM
Subject: Kolb-List: Re: Generac engine test data on my FS II
>
> Your detailed reports on the Genrac engine are very good information for
> anyone that is considering using something other than a 503 on a Firestar.
> Unfortunately, given your reports this seems to be a very poor engine
> choice for a Kolb.
>
> The very poor climb rate with the Genrac engine leaves you very vulnerable
> on takeoff, if you lose the engine on takeoff you will find yourself much
> lower, and with less landing options than you would with the 503 or with
> the HKS.
>
> Belt re-drives for props are notorious for being unreliable and points of
> failure, I would not buy any engine that used a belt re-drive for the
> prop. Being dependent on the electric fuel pump is not a great thing,
> electric pumps themselves are extremely dependable, the the electrical
> systems that drive them are not. The electric facet pump is also very
> sensitive to any kind of debris in the fuel stopping it from pumping, make
> sure you have a good fuel filter before that pump.
>
> Given the high price of the Genrac engine, spending a little extra for the
> HKS would be a no brainer for me. The extra reliability, extra power, and
> extra safety of the HKS all make it a much better engine choice for a
> Kolb, even if it is about 3000 dollars more.
>
> JettPilot
>
> --------
> "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=193125#193125
>
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Generac engine test data on my FS II |
> I for one think this is wonderful. A affordable reliable engine
alternative
> for a Firestar II. Knowing how those redrives work the load on the engine
> is the same as the load it would encounter as a generator maybe even less.
> These engines run hundreds if not thousands of hours with very limited
> maintenance so they should be very reliable.
> Rick Neilsen
Hi Rick:
I think I'll sit back and watch the hours being amassed on the Generac and
redrive before I decide how affordable and reliable it really is compared to
the alternatives that are out there now.
The Generac powered FS barely made it out of Nauga Field, 1500 ft grass, 40
ft ASL, empty. I'm not knocking my good friend Jimmy Young or his power
plant and redrive. Simply stating what I observed. Two GPH is great fuel
economy, but cutting the fuel burn in half has also cut the performance in
half. Personally, I would perfer more performance.
The performance and reliability data base on the Generac, powering an
airplane, is probably pretty small. Will take a while for it to present
some realistic figures.
Now.......two Generacs on a FS would be the way to go. ;-)
john h
mkIII
________________________________________________________________________________
From: | Jerry Jones <maderah2(at)sbcglobal.net> |
Subject: | Re: kolb sighting |
G Aman,
I'm not the guy you're asking about....but, I'm flying behind a Jab
2200 and wondered how a Mk3 would perform with it mounted. What can
you say about your setup relative to an 80 hp 912, pros and cons,
suitability, etc.?
Jerry
On Jul 16, 2008, at 12:40 PM, gary aman wrote:
> Just an inquiry,
> Tuesday evening about 8:00 pm while flying the MK-3 near Dalton
> Ohio we saw what we believe to be a dark colored Firestar headed
> south over Rt.30.Are there any listers who fly in this area?Our
> club has 1 kolb flying and 3 MK-3s under construction.Our club fly-
> in drive -in picnic is Sat. afternoon, Aug. 2 @ Yoder field in
> Louisville Ohio.We would like to invite any Kolb operators in the
> area to join us More info at ( North coast lite flyers.org)
> Thanx G .Aman Mk-3C 2200 Jabiru
> 330 hrs.
>
>
________________________________________________________________________________
From: | Jerry Jones <maderah2(at)sbcglobal.net> |
Subject: | Re: Generac engine test data on my FS II |
.....and, Robert (BB), what do you have your Suzuki mounted on, how's
you like it, how's it perform?
Former Firestar (503) driver, Kolb aficionado/wannabee(?),
Jerry
>
> If it's a principle we are looking for, it comes under the
> "different strokes for.....etc"
> A compromise will be found by a sensible guy to do what works best
> for him.
> Sure a 912 would be superior engine to my suzuki, but my type of
> flying, just casual jaunts
> in the countryside and evening rides, makes a (much) cheaper mill
> perfectly suitable.
>
> I have no need for 1200' climb, especially here at 600' msl. You
> can always find a faster,
> more powerful, more agile airplane, Barnstormers has lots of them.
>
> I check the radiator and the dipstick and what's wiggling loose and
> that's it for maintenance.
> I don't plan on ever overhauling it again.
>
> I think the generac will attract more builders.
> BB
>
>
________________________________________________________________________________
Subject: | Re: I flew my FireStar into a dust devil and almost ended in |
a s
From: | "lucien" <lstavenhagen(at)hotmail.com> |
Ralph B wrote:
> Several years ago, I passed over a dust devil that was on the ground over the
airfield as I was landing. I dropped about 20 feet as I went over. Luckily, I
had enough altitude. Since then, I avoid them.
I've flown through a couple in a glider, pretty much a non-event (at least in the
air) I suppose due to the long wing and thus exceptional stability.
In a powered plane its a different story. Flew through one with a friend of mine
in a 172 last summer on takeoff. Tried to tump the plane over, was quite a wild
ride.
Dust devils are a way of life here in the summer, even the biz jets go around when
a dust devil forms off the approach end of a runway or pretty much when there's
any chance of hitting one on landing.
I'm a morning/evening pilot in summer for that reason......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=193215#193215
________________________________________________________________________________
Subject: | Re: Generac engine test data on my FS II |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
Rick,
I have seen and known enough people that have had forced landings with belt redrive
systems to know they are very weak link, even when paired with a good engine.
You even had a forced landing due to a redrive failure if I remember correctly.
One case does not make a trend, but there are many reports out there with results
similar to yours " Forced landing due to Redrive failure " ... Due to
Belts broken unexpectedly.
Bearings failing suddenly.
Pulleys coming loose
Failures of the redrive for different engines is typical for many engine - redrive
systems. The Genrac may be very reliable in generators, or maybe not, most
generator operators do not report their reliability problems. If the belt
drive quits on a generator, it is a simple and cheap repair that you never hear
anything about. We definitelyy do not know how reliable the Genrac is on airplanes
yet ( Redrive ). Haven marginal power is a proven safety hazard in airplanes,
we know that much right now, add that to the historic problems with
a Redrive and it starts to look like a really bad option. At 5000 dollars the
Genrac is not by any means a cheap engine. If is was going to spend that much
money on an engine I would just spend the extra 3000 dollars and get an engine
with the performance, and proven reliability of the HKS.
I have a lot of respect for Jimmy posting very honest and good performance information
on the Genrac engine, it is exactly what this list is all about, so that
others can learn and make whatever engine choice is right for their Kolb.
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=193223#193223
________________________________________________________________________________
From: | "William and/or Justina Fyfe" <wjfyfe(at)att.net> |
Subject: | Mark III and / or Kolbra in Oregon? |
Hello,
I really want to experience a Mark III and/or Kolbra up close and personal. I live
in Grants Pass, Oregon, (3S8). Does anybody here live near by that would like
to show me around their airplane?
Thanks!
Bill
Grants Pass, Oregon
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | Re: Generac engine test data on my FS II |
John/Mike
You guys are right it is too early to claim the the package is ready for
everybody. I want it so much that I get carried away but Jimmy is on the
right track. I have a feeling that there is more performance available with
other prop redrive ratios. Proper prop selection is a very difficult and
expensive task. I also agree that a Kolb is something less than a Kolb when
under powered. Maybe there will be more powerful alternative engines at some
point. I watched the Genrac powered PPC fly at Sun N Fun and I was struck
with how refined that engine starts and runs.
Yes I did have a redrive mount crack causing a forced landing a few years
ago I never made a secret of it. This was primarily caused by me using a
prop that wasn't recommended. Gene and Larry Smith at Valley have really
tried to build reliable redrives. They stand behind their redrives and I
know they fix any problems that turn up. The redrive that had the bracket
failure was a series two redrive. The bracket on my original redrive that
cracked was 3\8 thick and all the new ones are 5\8 thick. The new series
three redrive I have has two belts each capable of driving the redrive. The
bearings on the my redrive are automotive front wheel drive wheel bearings
designed so that they are more than capable of the mission. Also these
redrives are heavily tested on airboats or their prop powered buggy before
they are ever put on a airplane. We have discussed belt redrives before and
if you can't except that they can be reliable don't buy them.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Wednesday, July 16, 2008 6:02 PM
Subject: Kolb-List: Re: Generac engine test data on my FS II
>
> Rick,
>
> I have seen and known enough people that have had forced landings with
> belt redrive systems to know they are very weak link, even when paired
> with a good engine.
>
> You even had a forced landing due to a redrive failure if I remember
> correctly. One case does not make a trend, but there are many reports out
> there with results similar to yours " Forced landing due to Redrive
> failure " ... Due to
>
> Belts broken unexpectedly.
> Bearings failing suddenly.
> Pulleys coming loose
>
> Failures of the redrive for different engines is typical for many
> engine - redrive systems. The Genrac may be very reliable in generators,
> or maybe not, most generator operators do not report their reliability
> problems. If the belt drive quits on a generator, it is a simple and
> cheap repair that you never hear anything about. We definitelyy do not
> know how reliable the Genrac is on airplanes yet ( Redrive ). Haven
> marginal power is a proven safety hazard in airplanes, we know that much
> right now, add that to the historic problems with a Redrive and it starts
> to look like a really bad option. At 5000 dollars the Genrac is not by
> any means a cheap engine. If is was going to spend that much money on an
> engine I would just spend the extra 3000 dollars and get an engine with
> the performance, and proven reliability of the HKS.
>
> I have a lot of respect for Jimmy posting very honest and good performance
> information on the Genrac engine, it is exactly what this list is all
> about, so that others can learn and make whatever engine choice is right
> for their Kolb.
>
> 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=193223#193223
>
>
>
________________________________________________________________________________
From: | gary aman <gaman(at)att.net> |
Subject: | Re: kolb sighting |
Jerry,
I haven't flown a mk-3 with a 912 on it so I can't give you an opinion.But the
jabiru is a simpler install,air cooled, a tough and dependable unit.The only draw
back is prop speed and the noise that it produces.When you spin a prop at
3100 behind a Kolb it really gets your attention.
----- Original Message ----
From: Jerry Jones <maderah2(at)sbcglobal.net>
Sent: Wednesday, July 16, 2008 5:07:09 PM
Subject: Re: Kolb-List: Re: kolb sighting
G Aman,
I'm not the guy you're asking about....but, I'm flying behind a Jab 2200 and wondered
how a Mk3 would perform with it mounted. What can you say about your setup
relative to an 80 hp 912, pros and cons, suitability, etc.?
Jerry
On Jul 16, 2008, at 12:40 PM, gary aman wrote:
Just an inquiry,
Tuesday evening about 8:00 pm while flying the MK-3 near Dalton Ohio we saw
what we believe to be a dark colored Firestar headed south over Rt.30.Are there
any listers who fly in this area?Our club has 1 kolb flying and 3 MK-3s under
construction.Our club fly-in drive -in picnic is Sat. afternoon, Aug. 2 @ Yoder
field in Louisville Ohio.We would like to invite any Kolb operators in the
area to join us More info at ( North coast lite flyers.org)
Thanx G .Aman Mk-3C 2200 Jabiru 330 hrs.
________________________________________________________________________________
From: | Jerry Jones <maderah2(at)sbcglobal.net> |
Subject: | Fwd: SAIB NE-08-36 - Bombardier-Rotax |
This Rotax Special Airworthiness Bulletin was forwarded to me by an
FAA friend. You 912 drivers may already know about it, but if not....
Jerry
Begin forwarded message: