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>
Subject: Re: fuel prices
Date: Jul 07, 2008
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>
Subject: solo
Date: Jul 07, 2008
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>
Date: Jul 07, 2008
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>
Date: Jul 07, 2008
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>
Date: Jul 07, 2008
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>
Date: Jul 07, 2008
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
Date: Jul 07, 2008
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. ________________________________________________________________________________
Date: Jul 07, 2008
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 ________________________________________________________________________________
Date: Jul 07, 2008
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
Date: Jul 07, 2008
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
Date: Jul 07, 2008
Hi Cristal, What state are you in?>> Ecstatic I should think ! Pat :-) ________________________________________________________________________________
Date: Jul 07, 2008
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>
Date: Jul 07, 2008
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 ________________________________________________________________________________
From: Arksey(at)aol.com
Date: Jul 07, 2008
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
Date: Jul 07, 2008
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 ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jul 07, 2008
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) ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jul 07, 2008
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
Date: Jul 07, 2008
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) ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jul 07, 2008
Subject: Re: Starter
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
Date: Jul 07, 2008
Subject: Re: 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 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>
Subject: Re: New video
Date: Jul 07, 2008
> 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. ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jul 07, 2008
Subject: Re: Starter
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>
Subject: Starter
Date: Jul 07, 2008
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>
Date: Jul 08, 2008
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>
Date: Jul 08, 2008
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
Date: Jul 08, 2008
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 > > > ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jul 08, 2008
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
Date: Jul 09, 2008
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>
Subject: Re: Quiet Kolb
Date: Jul 09, 2008
> 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
Date: Jul 09, 2008
> 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
Date: Jul 09, 2008
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. ________________________________________________________________________________
Date: Jul 09, 2008
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? ________________________________________________________________________________
Date: Jul 09, 2008
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!" ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jul 09, 2008
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>
Subject: web site
Date: Jul 10, 2008
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 ________________________________________________________________________________
Date: Jul 10, 2008
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>
Subject: Re: web site
Date: Jul 10, 2008
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 > > ________________________________________________________________________________
Date: Jul 10, 2008
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 ________________________________________________________________________________
Date: Jul 10, 2008
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>
Subject: Re: fuel prices
Date: Jul 10, 2008
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
Date: Jul 10, 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 ________________________________________________________________________________
Date: Jul 10, 2008
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. ________________________________________________________________________________
Date: Jul 10, 2008
From: <be35(at)cox.net>
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
Date: Jul 10, 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>
Date: Jul 10, 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 -------- "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>
Date: Jul 10, 2008
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
Date: Jul 10, 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
Date: Jul 11, 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 ________________________________________________________________________________
Subject: Flying upwind
From: "cristalclear13" <cristalclearwaters(at)juno.com>
Date: Jul 11, 2008
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
Date: Jul 11, 2008
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>
Date: Jul 11, 2008
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 ________________________________________________________________________________
Date: Jul 11, 2008
From: <be35(at)cox.net>
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
Date: Jul 11, 2008
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>
Date: Jul 11, 2008
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
Date: Jul 11, 2008
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>
Date: Jul 11, 2008
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>
Date: Jul 11, 2008
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 ________________________________________________________________________________
Date: Jul 11, 2008
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 ________________________________________________________________________________
Date: Jul 11, 2008
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>
Date: Jul 11, 2008
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 ________________________________________________________________________________
Date: Jul 11, 2008
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>
Date: Jul 11, 2008
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
Date: Jul 12, 2008
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
Date: Jul 13, 2008
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>
Date: Jul 12, 2008
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>
Date: Jul 12, 2008
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
Date: Jul 12, 2008
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>
Date: Jul 12, 2008
>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
Date: Jul 12, 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
Date: Jul 13, 2008
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>
Date: Jul 13, 2008
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 ________________________________________________________________________________
Date: Jul 13, 2008
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
Date: Jul 13, 2008
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 ________________________________________________________________________________
Date: Jul 13, 2008
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
Date: Jul 13, 2008
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
Date: Jul 13, 2008
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 > > > ________________________________________________________________________________
Date: Jul 13, 2008
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
Date: Jul 13, 2008
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>
Date: Jul 14, 2008
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
Date: Jul 14, 2008
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
Date: Jul 14, 2008
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 > > ________________________________________________________________________________
Date: Jul 14, 2008
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.... ________________________________________________________________________________
Date: Jul 14, 2008
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
Date: Jul 14, 2008
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
Date: Jul 14, 2008
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
Date: Jul 14, 2008
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
Date: Jul 14, 2008
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
Date: Jul 14, 2008
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>
Subject: Camping Gear
Date: Jul 14, 2008
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
Date: Jul 15, 2008
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
Date: Jul 15, 2008
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 ________________________________________________________________________________
From: FS2Kolb(at)aol.com
Date: Jul 15, 2008
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>
Date: Jul 15, 2008
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
Date: Jul 15, 2008
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
Date: Jul 15, 2008
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
Date: Jul 15, 2008
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
Date: Jul 15, 2008
> 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
Date: Jul 15, 2008
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>
Date: Jul 15, 2008
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
Date: Jul 15, 2008
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
Date: Jul 15, 2008
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>
Date: Jul 15, 2008
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
Date: Jul 15, 2008
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
Date: Jul 16, 2008
________________________________________________________________________________
From: gliderx5(at)comcast.net
Subject: Re: static thrust question
Date: Jul 16, 2008
________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Jul 15, 2008
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>
Date: Jul 16, 2008
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
Date: Jul 16, 2008
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>
Date: Jul 16, 2008
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
Date: Jul 16, 2008
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>
Subject: Nauga 2008
Date: Jul 16, 2008
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 ________________________________________________________________________________
Date: Jul 16, 2008
From: Scott Perkins <2scott(at)bellsouth.net>
Subject: TERRIER_Marc <m.terrier@ch-montauban.fr> wants to join KolbUltrastar
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 ________________________________________________________________________________
Date: Jul 16, 2008
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>
Date: Jul 16, 2008
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
Date: Jul 16, 2008
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>
Date: Jul 16, 2008
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
Date: Jul 16, 2008
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>
Date: Jul 16, 2008
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>
Date: Jul 16, 2008
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 ________________________________________________________________________________
Date: Jul 16, 2008
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
Date: Jul 16, 2008
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 > > ________________________________________________________________________________
Date: Jul 16, 2008
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 ________________________________________________________________________________
Date: Jul 16, 2008
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
Date: Jul 16, 2008
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
Date: Jul 16, 2008
> 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
Date: Jul 16, 2008
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
Date: Jul 16, 2008
.....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>
Date: Jul 16, 2008
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>
Date: Jul 16, 2008
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?
Date: Jul 16, 2008
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
Date: Jul 16, 2008
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 > > > ________________________________________________________________________________
Date: Jul 16, 2008
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
Date: Jul 16, 2008
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:

      
      
      
________________________________________________________________________________
Date: Jul 16, 2008
From: gary aman <gaman(at)att.net>
Subject: Re: Generac engine test data on my FS II
Some certified aircraft fly with belt redrives everyday.Brantly comes to mind first ----- Original Message ---- From: Richard & Martha Neilsen <NeilsenRM(at)comcast.net> Sent: Wednesday, July 16, 2008 9:32:25 PM Subject: Re: Kolb-List: 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 > > > ________________________________________________________________________________
Date: Jul 16, 2008
From: possums <possums(at)bellsouth.net>
Subject: Re
At 09:32 PM 7/16/2008, you wrote: > > >John/Mike > > Proper prop selection is a very difficult and expensive task. > >Rick Neilsen I would like to buy the blades 3 or the whole prop (Warp Dive only) - since it is easier to cut & grind & we have the facilities to do it. Need three 68 inch up to a 72 inch radis Warp Blades. Some damage OK since we are going to cut & grind them anyway. Any of you guys got one you would like to sale - cheap. The Prop noise is what we are really interested in. Already looked at BarnStormers. May not amount to anything.but you never know. ><http://dsc.discovery.com/news/2008/07/11/wind-turbine-whale.html>http://dsc.discovery.com/news/2008/07/11/wind-turbine-whale.html "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: Re: Re
From: "Tom Jones" <nahsikhs(at)elltel.net>
Date: Jul 16, 2008
Whale fin wing. -------- Tom Jones Classic IV 503 Rotax, 72 inch Two blade Warp Ellensburg, WA Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193285#193285 Attachments: http://forums.matronics.com//files/whale_bump_wing_333.jpg ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: kolb sighting/Jabiru Powered MKIII
Date: Jul 16, 2008
I haven't flown a mk-3 with a 912 on it so I can't give you an opinion.B ut 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 sp in a prop at 3100 behind a Kolb it really gets your attention. G Aman, Gary: I don't think Rick Neilsen had either, not until I took him flying out of G oulding's, Monument Valley, UT. Rick was quite surprised when we blasted o ut of the 5,190 ft MSL airstrip. There is a lot of difference flying a Kolb with a direct drive and a redriv e engine. In the early days, John Williamson had a Jabiru direct drive on his Kolbra. My 912ULS powered MKIII would eat him up in take off, climb an d cruise was about the same, once John W got the Kolbra up to altitude and speed. Think it was May 2005, I met John W at Canon City, CO. We departed the nex t morning for Leadville, CO, highest airport in the North American Continen t. John W took off and left me in his dust, take off, climb, and cruise. Amazing what the 912ULS did for the Kolbra. The greatest improvement in th e Kolbra performance was going from a short two blade high rpm prop to a bi g three blade slow turning prop. The 912 series engines are also simple to install. The coolant radiator ha s never been a problem since I hung the first one on a Kolb. A direct driv e engine will never perform on the same level as a redrive engine on a MKII I or any other model Kolb. Short, high rpm, two blade props can not compete with slower turning long t wo and three blade props. Just the way it works out. Rick Neilsen started out with a direct drive VW, then went to a redrive. A sk Rick how much difference in performance the redrive made. john h mkIII ________________________________________________________________________________
Date: Jul 16, 2008
From: possums <possums(at)bellsouth.net>
Subject: Re: Re
At 10:50 PM 7/16/2008, you wrote: > >Whale fin wing. That''s good, but VGs have got my stall speed down to 25 mph. I would like to fly backwards, but have only seen that done by my friend Greg Elliot (THE Possum) do that with a head wind on Jekyll Island (smooth off the water). No wind on the ground - so he wanted to lower a beer down to us. Had the beer, but didn't have the string (fishing line). I have got down to about 5 or 6 mph Ground speed GPS. Impressive for the guys on the ground. http://video.google.com/videoplay?docid=8643180947591432536&hl=en ________________________________________________________________________________
Subject: Re: Generac engine test data on my FS II
From: "Mnflyer" <gbsb2002(at)yahoo.com>
Date: Jul 16, 2008
"Some certified aircraft fly with belt redrives everyday.Brantly comes to mind first" If you are referring to the Brantly Helicopter, it is not belt driven, but the Engstrom and the Hughes 269 helicopters are belt driven -------- GB MNFlyer Flying a HKS Kitfox III Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193294#193294 ________________________________________________________________________________
Date: Jul 17, 2008
From: gary aman <gaman(at)att.net>
Subject: Re: kolb sighting/Jabiru Powered MKIII
John, I agree.I guess what we need on our MK-3s is a100hp radial that spins1800rpm and weighs 130# I really like the Jabiru,it's smooth and easy on fuel, less than 3 gph at 2750.It doesn't leak oil .It's a VW with an Australian accent. G Aman,hearing impaired,but happy. ----- Original Message ---- From: John Hauck <jhauck(at)elmore.rr.com> Sent: Wednesday, July 16, 2008 10:57:21 PM Subject: Re: Kolb-List: Re: kolb sighting/Jabiru Powered MKIII 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. G Aman, Gary: I don't think Rick Neilsen had either, not until I took him flying out of Goulding's, Monument Valley, UT. Rick was quite surprised when we blasted out of the 5,190 ft MSL airstrip. There is a lot of difference flying a Kolb with a direct drive and a redrive engine. In the early days, John Williamson had a Jabiru direct drive on his Kolbra. My 912ULS powered MKIII would eat him up in take off, climb and cruise was about the same, once John W got the Kolbra up to altitude and speed. Think it was May 2005, I met John W at Canon City, CO. We departed the next morning for Leadville, CO, highest airport in the North American Continent. John W took off and left me in his dust, take off, climb, and cruise. Amazing what the 912ULS did for the Kolbra. The greatest improvement in the Kolbra performance was going from a short two blade high rpm prop to a big three blade slow turning prop. The 912 series engines are also simple to install. The coolant radiator has never been a problem since I hung the first one on a Kolb. A direct drive engine will never perform on the same level as a redrive engine on a MKIII or any other model Kolb. Short, high rpm, two blade props can not compete with slower turning long two and three blade props. Just the way it works out. Rick Neilsen started out with a direct drive VW, then went to a redrive. Ask Rick how much difference in performance the redrive made. john h mkIII ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: kolb sighting/Jabiru Powered MKIII
Date: Jul 17, 2008
John/Gary I have flown a 80 HP 912 a number of times at old Kolb and New Kolb. It is surprising the improvement 25% more power from a 912ULS gives a MKIIIC . The Jabiru is a great engine but isn't a great match for Kolb aircraft. The engine when compared to my direct drive VW is 20-30 lbs. lighter produces 5 more HP at 200-300 less RPM. This is all great and with the perfect prop does a acceptable job but. When I put a redrive on my VW I got almost twice the thrust from the same engine turning the same RPMs. Even with all the on paper advantages of the Jabiru, it just can't match the thrust of a 80 HP redrive engine and it is thrust that is important. The 100 HP 912 really puts it and my VW to shame. Now if they would cut the cost of the a 912 by $10,000-12,000.... Rick Neilsen Redrive VW powered MKIIIC ----- Original Message ----- From: John Hauck To: kolb-list(at)matronics.com Sent: Wednesday, July 16, 2008 10:57 PM Subject: Re: Kolb-List: Re: kolb sighting/Jabiru Powered MKIII 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. G Aman, Gary: I don't think Rick Neilsen had either, not until I took him flying out of Goulding's, Monument Valley, UT. Rick was quite surprised when we blasted out of the 5,190 ft MSL airstrip. ________________________________________________________________________________
Date: Jul 17, 2008
From: gary aman <gaman(at)att.net>
Subject: Re: Generac engine test data on my FS II
My apologies, Was doing the annual inspection on the Bonanza,And the copter was just behind me in the hanger when I noticed the big cog belt redrive.Should have looked for the name plate as well.But I'm sure they must be falling out of the sky regularly with all of those well known belt and bearing failures we've heard so much about.I'll stick to fixed wing just to be on the safe side. ----- Original Message ---- From: Mnflyer <gbsb2002(at)yahoo.com> Sent: Thursday, July 17, 2008 12:08:15 AM Subject: Kolb-List: Re: Generac engine test data on my FS II "Some certified aircraft fly with belt redrives everyday.Brantly comes to mind first" If you are referring to the Brantly Helicopter, it is not belt driven, but the Engstrom and the Hughes 269 helicopters are belt driven -------- GB MNFlyer Flying a HKS Kitfox III Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193294#193294 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Generac engine test data on my FS II
Date: Jul 17, 2008
Gary: My first solo flight was in a Hughes TH-55 (269) driven by 5 v belts. Had a spring loaded toggle switch operate the linear actuator and tension the b elts on start up. I don't recall any belt problems during my limited time in flight school or afterward. My first solo flight in a fixed wing was my Ultrastar with Homer Kolb's red rive with two poly v belts. Worked pretty good. john h mkIII My apologies, Was doing the annual inspection on the Bonanza,And the copter was j ust behind me in the hanger when I noticed the big cog belt redrive.Should have looked for the name plate as well.But I'm sure they must be falling ou t of the sky regularly with all of those well known belt and bearing failur es we've heard so much about.I'll stick to fixed wing just to be on the saf e side. ________________________________________________________________________________
From: Jerry Jones <maderah2(at)sbcglobal.net>
Subject: Re: kolb sighting
Date: Jul 17, 2008
> Thanks Gary. Agree with all you say about the Jab--including the > noise on a pusher. I was swinging a 58" on a Titan and found it > noisy. Guys that put 62" props really cranked out the noise. > There's a lot to be said noise wise, seems to me, for a high-ratio > gearbox swinging three blades on a pusher. 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. >> > ________________________________________________________________________________
From: Jerry Jones <maderah2(at)sbcglobal.net>
Subject: Re: kolb sighting/Jabiru Powered MKIII
Date: Jul 17, 2008
and then, John and Gary, I hung a 3300 Jab on the back of my Titan. It weighs about 15 lb more than a 912, costs about the same (or did) and climb went at sea level as predicted, from 1400 to 2000 fpm. I think it might have stayed with a 912 Kolb, and it always got everyone's attention from its incredible climb angle, including during my bi-annuals. Still, a little noisy. Jerry--also hearing challenged--not impaired, Gary ;-) On Jul 17, 2008, at 6:12 AM, gary aman wrote: > John, > I agree.I guess what we need on our MK-3s is a100hp radial that > spins1800rpm and weighs 130# I really like the Jabiru,it's smooth > and easy on fuel, less than 3 gph at 2750.It doesn't leak oil .It's > a VW with an Australian accent. > G Aman,hearing impaired,but happy. > > ----- Original Message ---- > From: John Hauck <jhauck(at)elmore.rr.com> > To: kolb-list(at)matronics.com > Sent: Wednesday, July 16, 2008 10:57:21 PM > Subject: Re: Kolb-List: Re: kolb sighting/Jabiru Powered MKIII > > 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. > > G Aman, > > > Gary: > > I don't think Rick Neilsen had either, not until I took him flying > out of Goulding's, Monument Valley, UT. Rick was quite surprised > when we blasted out of the 5,190 ft MSL airstrip. > > There is a lot of difference flying a Kolb with a direct drive and > a redrive engine. In the early days, John Williamson had a Jabiru > direct drive on his Kolbra. My 912ULS powered MKIII would eat him > up in take off, climb and cruise was about the same, once John W > got the Kolbra up to altitude and speed. > > Think it was May 2005, I met John W at Canon City, CO. We departed > the next morning for Leadville, CO, highest airport in the North > American Continent. John W took off and left me in his dust, take > off, climb, and cruise. Amazing what the 912ULS did for the > Kolbra. The greatest improvement in the Kolbra performance was > going from a short two blade high rpm prop to a big three blade > slow turning prop. > > The 912 series engines are also simple to install. The coolant > radiator has never been a problem since I hung the first one on a > Kolb. A direct drive engine will never perform on the same level > as a redrive engine on a MKIII or any other model Kolb. > > Short, high rpm, two blade props can not compete with slower > turning long two and three blade props. Just the way it works out. > > Rick Neilsen started out with a direct drive VW, then went to a > redrive. Ask Rick how much difference in performance the > > ________________________________________________________________________________
Date: Jul 17, 2008
From: TK <tkrolfe(at)toast.net>
Subject: Re: Generac engine test data on my FS II
Jimmy Young wrote: > 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 > Jimmy, I'm curious! Did you break the engine down before this happened to decarbon or something? What kind of mixing oil were you using? Seems like a very low hour engine to have that happen!!! Just trying to learn Terry - FireFly #95 ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: kolb sighting/Jabiru Powered MKIII
Date: Jul 17, 2008
Jerry With 120 HP you should get super performance. On the Jab web site they list the fuel consumption at 4 GPH for the 4 cyl. and 6.8 GPH on the 6 cyl. @ 75 %. With that much power you can get a bunch of thrust even if it isn't very efficient. My direct drive VW would wake the dead when I wound my 60" prop up to 3600 RPM. That noise you hear is HP being turned into something other than thrust. Rick Neilsen Redrive VW powered MKIIIC ----- Original Message ----- From: Jerry Jones To: kolb-list(at)matronics.com Sent: Thursday, July 17, 2008 11:25 AM Subject: Re: Kolb-List: Re: kolb sighting/Jabiru Powered MKIII and then, John and Gary, I hung a 3300 Jab on the back of my Titan. It weighs about 15 lb more than a 912, costs about the same (or did) and climb went at sea level as predicted, from 1400 to 2000 fpm. I think it might have stayed with a 912 Kolb, and it always got everyone's attention from its incredible climb angle, including during my bi-annuals. Still, a little noisy. Jerry--also hearing challenged--not impaired, Gary ;-) On Jul 17, 2008, at 6:12 AM, gary aman wrote: John, I agree.I guess what we need on our MK-3s is a100hp radial that spins1800rpm and weighs 130# I really like the Jabiru,it's smooth and easy on fuel, less than 3 gph at 2750.It doesn't leak oil .It's a VW with an Australian accent. G Aman,hearing impaired,but happy. ----- Original Message ---- From: John Hauck <jhauck(at)elmore.rr.com> To: kolb-list(at)matronics.com Sent: Wednesday, July 16, 2008 10:57:21 PM Subject: Re: Kolb-List: Re: kolb sighting/Jabiru Powered MKIII 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. G Aman, Gary: I don't think Rick Neilsen had either, not until I took him flying out of Goulding's, Monument Valley, UT. Rick was quite surprised when we blasted out of the 5,190 ft MSL airstrip. There is a lot of difference flying a Kolb with a direct drive and a redrive engine. In the early days, John Williamson had a Jabiru direct drive on his Kolbra. My 912ULS powered MKIII would eat him up in take off, climb and cruise was about the same, once John W got the Kolbra up to altitude and speed. Think it was May 2005, I met John W at Canon City, CO. We departed the next morning for Leadville, CO, highest airport in the North American Continent. John W took off and left me in his dust, take off, climb, and cruise. Amazing what the 912ULS did for the Kolbra. The greatest improvement in the Kolbra performance was going from a short two blade high rpm prop to a big three blade slow turning prop. The 912 series engines are also simple to install. The coolant radiator has never been a problem since I hung the first one on a Kolb. A direct drive engine will never perform on the same level as a redrive engine on a MKIII or any other model Kolb. Short, high rpm, two blade props can not compete with slower turning long two and three blade props. Just the way it works out. Rick Neilsen started out with a direct drive VW, then went to a redrive. Ask Rick how much difference in performance the http://www.matronics.com/Navigator?Kolb-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ontribution ________________________________________________________________________________
From: Jimmy Young <jdy100(at)comcast.net>
Subject: Re: Re: Generac engine test data on my FS II
Date: Jul 17, 2008
TK wrote: >I'm curious! Did you break the engine down before this happened to decarbon or something? What kind of mixing oil were you using? Seems like a very low hour engine to have that happen!!! Just trying to learn< Terry, At 150 hrs I looked inside the exhaust ports, there was very little carbon and the rings had good movement, never went inside to do a decarbon. The engine is oil-injected and I always used Pennzoil Air-Cooled 2 cycle oil. The engine did not sieze, it would still turn over and would even run for a few seconds on the #2 cylinder before I took it off the plane. I don't have an answer as to what happened. It will be opened up one day soon & I'll let you know what we found. Jimmy Young ________________________________________________________________________________
Subject: Re: Generac engine test data on my FS II
From: "grantr" <grant_richardson25(at)yahoo.com>
Date: Jul 18, 2008
> 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. > Not true. Either engine could stop at the same altitude. Climb rate just changes the time it takes to get to a certain altitude. An engine out at 300 feet is an engine out at 300 feet. [Wink] Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193567#193567 ________________________________________________________________________________
Subject: Re: Generac engine test data on my FS II
From: "grantr" <grant_richardson25(at)yahoo.com>
Date: Jul 18, 2008
Here is my argument that having more engine power will not necessarily save you. Say we have 2 Kolb firestars one with a 503 and one with the Generac. Plane 1 with rotax climbs at 600 feet per min Plane 2 with Generac climbs at 300 feet per min. Flight conditions: Runway is 3600 feet long with 80 foot trees 150 off the end. Ground/ climb speed is 60mph Glide ratio is 4:1 Engine quits 15, 20, 30 and 40 seconds after takeoff. At 30 seconds the 503 would put you in the trees and the less powerful engine would allow you to land on the runway. See the attached chart. I really over analyze things sometimes [Rolling Eyes] Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193584#193584 Attachments: http://forums.matronics.com//files/landing_table_127.jpg ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Oshkosh 2008
Date: Jul 18, 2008
I will be at AirVenture "Oshkosh" camping with my plane all week. Is anyone else going to be there? Rick Neilsen Redrive VW powered MKIIIC ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Oshkosh 2008
Date: Jul 18, 2008
Hi Rick: Have fun and have a good flight to OSH. Miss P'fer and I will not make OSH this year. Tell all the gang I said howdy. john h mkIII I will be at AirVenture "Oshkosh" camping with my plane all week. Is anyo ne else going to be there? Rick Neilsen ________________________________________________________________________________
From: gliderx5(at)comcast.net
Subject: Re: static thrust question
Date: Jul 18, 2008
________________________________________________________________________________
Subject: Re: Generac engine test data on my FS II
From: "George Alexander" <gtalexander(at)att.net>
Date: Jul 18, 2008
Grant: Your statement from your earlier post said it all..... grantr wrote: > An engine out at 300 feet is an engine out at 300 feet.. Then you wrote....... grantr wrote: > Here is my argument that having more engine power will not necessarily save you. > > > > I really over analyze things sometimes [Rolling Eyes] Next you need to plug in a reliability factor to determine at what point each engine "might" fail after going to WOT. Don't forget to consider OAT, DA, age of fuel, age of pilot (reflex time), etc.... etc.... etc.... -------- George Alexander FS II R503 N709FS http://gtalexander.home.att.net Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193611#193611 ________________________________________________________________________________
From: "George T. Alexander, Jr." <gtalexander(at)att.net>
Subject: 2008 Father's Day Gathering at the Kolb Farm
Date: Jul 18, 2008
Kolb Listers: The material gathered at the 2008 Father's Day Gathering has been posted to the web site: <http://gtalexander.home.att.net/> http://gtalexander.home.att.net Click on the "Homer's Fan Club" link to view all the material from the 4 times that this event has occurred. (I have reorganized the navigation from previous years. Hope it makes it easier to view.) Once again, on behalf of those who were fortunate enough to attend, I would like to thank the entire Kolb family for their hospitality. As in the past, just being there is an experience that would be hard to match. The welcoming atmosphere provided by the Kolb family makes it really special. Also would like to thank, Terry Frantz for his efforts in coordinating the event. Contributors of images in this year's edition include Marcus Kolb, Russ Kinne and Dave Starbuck. If any of you have any comments concerning the web site, please let me know. If there are errors of commission or omission in the material, let me know that too and I will try to correct them. _________________ George Alexander FS II R503 N709FS <http://gtalexander.home.att.net/> http://gtalexander.home.att.net ________________________________________________________________________________
Subject: Re: Generac engine test data on my FS II
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Jul 18, 2008
grantr wrote: > > > 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. > > > > > Not true. Either engine could stop at the same altitude. Climb rate just changes the time it takes to get to a certain altitude. An engine out at 300 feet is an engine out at 300 feet. [Wink] You are wrong about this Grant R, With a good climb rate, if your engine quits over the end of the runway you are much higher than you would be with less climb. Lets say your engine quits at the end of the runway, would you rather be 200 feet high, or 600 feet high ? That extra altitude would make all the difference in the world in landing options and safety. To make matters even worse with a low climb rate, you are totally Dependant on your engine running for a much longer time to achieve a safe altitude if your engine quits. Lets say you want at least 500 feet AGL to have a chance at being able to make it to a good place for an engine out landing. With good climb performance, you may only need your engine to run perfectly for 30 seconds to be at 500 feet and have good landing options. With poor performance, you are totally Dependant on the engine running for over a minute to get to the same altitude. Getting to altitude quickly is much safer. Lastly on power, having lots power to get out of trouble quickly is a proven safety advantage. There are a million unexpected things that can happen in aviation where having lots of power can save you. No one ever plans needing lots power to save their butts, but schit happens. 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=193634#193634 ________________________________________________________________________________
Subject: Re: Flying into Dust Devils
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Jul 18, 2008
When I saw him get out of the helicopter with the engine and rotor RPM high, I thought it was going to be one of those incredible accident videos like you see on TV. I don't fly helicopters, but it just seems like really bad judgment to just get out and have no one at the controls with the Rotor RPM that high... 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=193636#193636 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: 2008 Father's Day Gathering at the Kolb Farm
Date: Jul 18, 2008
George A: Thank you very much for the major effort you make to share with the rest of us folks. It is especially nice to be able to participate in activities that we can n ot make in person. john h mkIII The material gathered at the 2008 Father's Day Gathering has been posted to the web site: http://gtalexander.home.att.net _________________ George Alexander ________________________________________________________________________________
Date: Jul 18, 2008
Subject: Re: Oshkosh 2008
From: "Jim Dunn" <jim@tru-cast.com>
I'll be there in my 1948 Bonanza, arriving with B2OSH Sat, leaving Thu. Jim Dunn Firefly N. Idaho --------------------- I will be at AirVenture "Oshkosh" camping with my plane all week. Is anyone else going to be there? Rick Neilsen Redrive VW powered MKIIIC ________________________________________________________________________________
Subject: Re: Nauga 2008
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Jul 18, 2008
John Hauck wrote: > Hi Gang: > > Gary Haley's MKIII. > http://home.elmore.rr.com/jhauck/Nauga%202008/__06.JPG > > Anyone know how to get a hold of Gary Haley ? I really like his dual tail wire setup, I already have the hardware to do this and would like some information on it. Thanks, 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=193641#193641 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Flying into Dust Devils
Date: Jul 18, 2008
> I don't fly helicopters, but it just seems like really bad judgment to just get out and have no one at the controls with the Rotor RPM that high... > > Mike Mike B: I'm a little rusty with rotary wing procedures. I got out of my last one 32 years ago. However, normal procedure is friction down the cyclic and collective, after the throttle is rolled off to flight idle and the tip path plane (main rotor) is leveled, I think, with the terrain. Learned that 40 years ago, and can't remember what I had for breakfast this morning. john h mkIII ________________________________________________________________________________
Subject: Re: Generac engine test data on my FS II
From: "grantr" <grant_richardson25(at)yahoo.com>
Date: Jul 18, 2008
> At 30 seconds the 503, by your data, would be at 300 feet agl. At this height, it may be possible to do a 180 and get back to the runway. ??? > > That seems too low to do a 180 by the time you get setup for an approach. > With a good climb rate, if your engine quits over the end of the runway you are much higher than you would be with less climb. Lets say your engine quits at the end of the runway, would you rather be 200 feet high, or 600 feet high ? That extra altitude would make all the difference in the world in landing options and safety. I do not disagree with this. However as I pointed out in my post at a certain point more power could put you in the trees where less power could have allowed a landing on the remaining runway. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193663#193663 ________________________________________________________________________________
Subject: Re: Generac engine test data on my FS II
From: "grantr" <grant_richardson25(at)yahoo.com>
Date: Jul 18, 2008
> With good climb performance, you may only need your engine to run perfectly for 30 seconds to be at 500 feet and have good landing options. With poor performance, you are totally Dependant on the engine running for over a minute to get to the same altitude. Getting to altitude quickly is much safer. True unless you are doing a steep rocketship climb out and the engine quits at low altitude and a high nose up attitude. That could lead to a deep stall and possibly a lawn dart. As you know a very steep climb out at low altitude can result in a deep stall and a unrecoverable dive into the ground if the engine fails at the right time. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193664#193664 ________________________________________________________________________________
Date: Jul 18, 2008
From: TK <tkrolfe(at)toast.net>
Subject: Fantastic as usual !!
George,, Thank you again for documenting our get together at Homer and Clara's farm this year. Your doing this gives special meaning and allows us to remember the good time had by all there. If you had not taken upon yourself to do this from the first one, we would be the poorer for it. I hope you had an enjoyable time there also!!! One very Super Web Site!!!!! Terry - FireFly #95 ________________________________________________________________________________
Date: Jul 18, 2008
From: possums <possums(at)bellsouth.net>
Subject: Re: Nauga 2008
At 01:05 PM 7/18/2008, you wrote: >Anyone know how to get a hold of Gary Haley ? I really like his >dual tail wire setup, I already have the hardware to do this and >would like some information on it. > >Thanks, It's pretty simple to do. You can do it like this - with or without the curves in the stabilizers. You will, of course, need to put sleeves where the bolts go thru before you build the tail. - you will have to slide them in place inside the tubes before you rivet things together. ________________________________________________________________________________
Date: Jul 18, 2008
From: gary aman <gaman(at)att.net>
Subject: Re: Nauga 2008
The curved tubes really look good on the horizontal.Nice touch. ----- Original Message ---- From: possums <possums(at)bellsouth.net> Sent: Friday, July 18, 2008 8:25:33 PM Subject: Re: Kolb-List: Re: Nauga 2008 At 01:05 PM 7/18/2008, you wrote: >Anyone know how to get a hold of Gary Haley ? I really like his >dual tail wire setup, I already have the hardware to do this and >would like some information on it. > >Thanks, It's pretty simple to do. You can do it like this - with or without the curves in the stabilizers. You will, of course, need to put sleeves where the bolts go thru before you build the tail. - you will have to slide them in place inside the tubes before you rivet things together. ________________________________________________________________________________
Date: Jul 18, 2008
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: New Battery Holder in FireFly
Kolbers, When I went to change out an old battery on the FireFly, I ran into some problems. I decided to try and come up with something simpler and lighter. On my second attempt I came up with the following: http://www.thirdshift.com/jack/firefly/firefly142.html Ended up saving a little over a half a pound, and so I recovered my added weight for strengthening the landing gear. Flew the first time in a month today. It was just great. If I am lucky, I will fly tomorrow morning to my EAA Chapter 373 meeting in Hagarstown. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: Jul 19, 2008
Subject: Re: Oshkosh 2008
In a message dated 7/18/2008 9:22:39 A.M. Central Daylight Time, NeilsenRM(at)comcast.net writes: I will be at AirVenture "Oshkosh" camping with my plane all week. Is anyone else going to be there? Rick Neilsen Redrive VW powered MKIIIC Rick, I will be driving up to air venture hoping to arrive Monday or Tuesday. Will be camping at Schollar. Ed Diebel FF#62 (http://www.matronics.com/Navigator?Kolb-List) (http://www.matronics.com/contribution) **************Get fantasy football with free live scoring. Sign up for FanHouse Fantasy Football today. (http://www.fanhouse.com/fantasyaffair?ncid=aolspr00050000000020) ________________________________________________________________________________
From: "Michael Adams" <altojazz35(at)earthlink.net>
Subject: Electrical question - shielding
Date: Jul 19, 2008
Here's the problem. I am using a fuel gauge that is connected to capacitance type probes. When the engine is running, (503 DCDI) the fuel gauge jumps around like crazy. After much testing and trouble shooting, I believe the problem is related to the fuel sender wires running near the ignition kill wires and/or the tach wire. When I move part of the fuel sender wires a few inches away, the problem improves. I'm really not wanting to move the sender wires to the other side of the airplane to give more space between the different wire types. Before I do this (since it would be a lot of work for a fix that's not 100% guaranteed), is there a quick and easy way to shield the fuel sender wires? Would this even work? Any help from the electricians in the group would be appreciated. ________________________________________________________________________________
Subject: Re: Nauga 2008
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Jul 19, 2008
Possums, I see you do not have the tabs with the different holes in them like comes with the MK III, did you put a turnbuckle in there somewhere ? Looks like the lengths would have to be perfect to keep the tail from twisting, was that difficult to set up ? BTW, Nice shop ! I need a work area like that, I would be motivated to get a lot more done... 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=193746#193746 ________________________________________________________________________________
From: "Denny Rowe" <rowedenny(at)windstream.net>
Subject: Re: Electrical question - shielding
Date: Jul 19, 2008
----- Original Message ----- From: Michael Adams To: kolb-list(at)matronics.com Sent: Saturday, July 19, 2008 1:53 AM Subject: Kolb-List: Electrical question - shielding Here's the problem. I am using a fuel gauge that is connected to capacitance type probes. When the engine is running, (503 DCDI) the fuel gauge jumps around like crazy. After much testing and trouble shooting, I believe the problem is related to the fuel sender wires running near the ignition kill wires and/or the tach wire. When I move part of the fuel sender wires a few inches away, the problem improves. I'm really not wanting to move the sender wires to the other side of the airplane to give more space between the different wire types. Before I do this (since it would be a lot of work for a fix that's not 100% guaranteed), is there a quick and easy way to shield the fuel sender wires? Would this even work? Any help from the electricians in the group would be appreciated. Michael,I used shielded two conductor 18 Belden for kill switch wires on my 503 powered Loehle, and 2SI powered Mk-3.Only connect the engine side shield wire to ground and trim the switch end shield wire even with the jacket.This should clear up your noise.Denny Rowe ________________________________________________________________________________
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Flying into Dust Devils
Date: Jul 19, 2008
Well we were excited to see it run up for the first time.>> Hi Will, Indeed I do. I also remember what I did with it next. I drove it into a barn and had to start all over again. Luckily the 50% rule doesn`t apply to repairs so I was able to throw the job at someone else and let the insurance pay. Better luck Pat. ________________________________________________________________________________
Date: Jul 19, 2008
From: "T Riddle" <riddletr(at)gmail.com>
Subject: Re: New Battery Holder in FireFly
Jack, That looks like a good solution. I have a suggestion based on a problem we encountered on our Allegro. We used a couple SS clamps similar to those shown in your photo, to help stabilize the muffler which had a tendency to vibrate a lot and crack. Inadvertently, we had one of the clamps making a relatively sharp bend (like your 90 degree bend at the bottom of your battery) where the screw thread slits were located. With the higher stresses at the corner and the weaker part of the clamp, it broke. When we installed the replacement we positioned it so that the weak part was not at the higher stress area and had no problems since then. Thom in Buffalo ________________________________________________________________________________
Date: Jul 19, 2008
From: possums <possums(at)bellsouth.net>
Subject: Re: Nauga 2008
At 04:43 AM 7/19/2008, you wrote: > >I see you do not have the tabs with the different holes in them like >comes with the MK III, did you put a turnbuckle in there somewhere >? Looks like the lengths would have to be perfect to keep the >tail from twisting, was that difficult to set up ? BTW, Nice shop >! I need a work area like that, I would be motivated to get a lot >more done... You can change those things to. Not that there is anything wrong with the original equipment. It's just cleaner and not that expensive to do. I had all my cables "machine" swaged this way ( elevator, rudder and tail wires) by a guy near Aircraft Spruce in Griffin Ga. He supplies the cables and fittings. He does need to know the length from "hole to hole" on the attachment points and they are only adjustable about an inch. There is only a turnbuckle on one end so you better know the measurements if he's not local. I'm sure there are people like him all over the country. ________________________________________________________________________________
From: "Jim Kmet" <jlsk1(at)frontiernet.net>
Subject: Painting Lexan
Date: Jul 19, 2008
Hi all, A few of you have painted Borders around your Window & Door frames, My question is what Kind of paint works well on the Lexan we have on our K olbs?? Thanks, Jim Kmet Cookeville, TN MK-3C ________________________________________________________________________________
Subject: Re: 2008 Father's Day Gathering at the Kolb Farm
From: "N111KX (Kip)" <n111kx(at)mindspring.com>
Date: Jul 19, 2008
Thanks, George. Very well done! -------- Kip Firestar II, N111KX Waiex, N111YX Quickie 1, N111QX Atlanta Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193767#193767 ________________________________________________________________________________
From: "Michael Adams" <altojazz35(at)earthlink.net>
Subject: Re: Electrical question - shielding
Date: Jul 19, 2008
Thanks Denny. I was wondering if shielding the fuel sender wire would work instead of shielding the ignition wire and if so, what can be purchased to shield it? I don't want to mess with any other wires since I don't have any problems with radio noise. I just need a little distance between the sender wire and the other wires that are bundled and running down the side of the frame to the instrument panel. The tach wire might be the culprit as well so I would really just like to shield the sender wire without replacing any wires or moving anything around. Is there shielding that can be purchased (or made) and slipped over the existing wire? The wire currently runs along with all the other wires in a bundle which is doesn't like, but this makes for a cleaner installation than having wires running up both sides of the fuselage. If the shielding won't work, then this will be my next step. Moving half the wire away from the bundle by about 2 inches made the problem improve by at least 40%. The capacitance system must be very sensitive to other electrical fields. ________________________________________________________________________________
From: "William and/or Justina Fyfe" <wjfyfe(at)att.net>
Subject: Mark III and / or Kolbra in Oregon?
Date: Jul 19, 2008
There is nobody in the Pacific Northwest that owns a Mark III or Kolbra?? Bill Grants Pass, Oregon ________________________________________________________________________________
Subject: Re: Dipole antenna from co-ax
From: "icrashrc" <icrashrc(at)aol.com>
Date: Jul 19, 2008
Thanks to all! George, Boyds site was the one i remembered. Mike, Thanks for some interesting reading. And the kudos on the overhead panel. I'm glad you like it! tlongo, I don't seem to have a program to open that file. And what type of co-ax is 50 ohm? rg-58, rg-59, rg-6, something else...? Thanks again, Scott Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193803#193803 ________________________________________________________________________________
Subject: Re: Mark III and / or Kolbra in Oregon?
From: "R. Hankins" <rphanks(at)grantspass.com>
Date: Jul 19, 2008
Bill, I flew up to the Prospect fly-in this morning. Keith Anderson had his 912UL powered MarkIII up there. He will be there or in Shady Cove till this evening. He is based in Klamath Falls ,but is not on this list (or on the internet at all). -------- Roger in Oregon 1992 KXP 503 - N1782C Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193804#193804 ________________________________________________________________________________
From: Jimmy Young <jdy100(at)comcast.net>
Subject: Nauga 2008 photos
Date: Jul 19, 2008
Hi to all, Here is a link to more Nauga '08 photos. http://flickr.com/photos/jdy12755/sets/72157606260076097/detail/ Enjoy! Jimmy Young FS II, Generac V-twin N7043P Houston, TX ________________________________________________________________________________
Subject: Re: Electrical question - shielding
From: "R. Hankins" <rphanks(at)grantspass.com>
Date: Jul 19, 2008
McMaster-Carr has what you need. Go to their website and search for part number: This stuff is a little spendy, but works great. 7940K31 Emi/RFI-Shield Polyurethane Wraparound Sleeve 3/8" ID, Up to 3/8" Bundle Dia In stock Quantity Per Ft. 1-24 Ft. $7.00 25 or more 5.50 If the above is too expensive, do a search for braided sleeving. They have several diameters of tinned copper braid. Some of the ultralight places sell similar wire braid for shielding spark plug wires. -------- Roger in Oregon 1992 KXP 503 - N1782C Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193809#193809 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Nauga 2008 photos
Date: Jul 19, 2008
Hi Jimmy: Thanks for the photos. It was my honor to have the Generac FS park next to my antique mkIII. john h mkIII Here is a link to more Nauga '08 photos. http://flickr.com/photos/jdy12755/sets/72157606260076097/detail/ Enjoy! Jimmy Young ________________________________________________________________________________
Date: Jul 19, 2008
From: herb <herbgh(at)nctc.com>
Subject: Re: Electrical question - shielding
If you are frugal like me...then rescue some RG-8 coax from the salvage yard and pull the braided shield..Easy enough since it expands when collapsed...most of the connectors would have to be removed from the wire bundle... however....Herb At 03:26 PM 7/19/2008, you wrote: > >McMaster-Carr has what you need. Go to their website and search for >part number: This stuff is a little spendy, but works great. >7940K31 > >Emi/RFI-Shield Polyurethane Wraparound Sleeve 3/8" ID, Up to 3/8" Bundle Dia >In stock > >Quantity Per Ft. >1-24 Ft. $7.00 >25 or more 5.50 > >If the above is too expensive, do a search for braided >sleeving. They have several diameters of tinned copper braid. Some >of the ultralight places sell similar wire braid for shielding spark >plug wires. > >-------- >Roger in Oregon >1992 KXP 503 - N1782C > > >Read this topic online here: > >http://forums.matronics.com/viewtopic.php?p=193809#193809 > > ________________________________________________________________________________
Date: Jul 19, 2008
From: Charlie England <ceengland(at)bellsouth.net>
Subject: Re: Dipole antenna from co-ax
icrashrc wrote: > > Thanks to all! > > George, Boyds site was the one i remembered. > > Mike, Thanks for some interesting reading. And the kudos on the overhead panel. I'm glad you like it! > > tlongo, I don't seem to have a program to open that file. And what type of co-ax is 50 ohm? rg-58, rg-59, rg-6, something else...? > Thanks again, > > Scott -58 is 50 ohm. -59 & -6 are 75 ohm. It should be noted that most, if not all rg-58 has a solid center conductor. If it's installed where it doesn't move at all, it will probably outlast you & the plane. However, if you're plugging & unplugging from a hand-held & hang the dipole end so it can flex & move as the plane moves, you might have problems with the center conductor either breaking or pushing its way through the foam center insulation & touching the shield. There are other 50 ohm coaxes that have a stranded center conductor so they are more flexible. Charlie ________________________________________________________________________________
From: Eugene Zimmerman <ez(at)embarqmail.com>
Subject: Re: New Battery Holder in FireFly
Date: Jul 19, 2008
I used two saddles from 2" exhaust clamps and made long 5/32 U bolts. ________________________________________________________________________________
From: WhiskeyVictor36(at)aol.com
Date: Jul 19, 2008
Subject: Re: 2008 Father's Day Gathering at the Kolb Farm
In a message dated 7/18/2008 12:15:41 P.M. Eastern Daylight Time, gtalexander(at)att.net writes: Kolb Listers: The material gathered at the 2008 Father's Day Gathering has been posted to the web site: _http://gtalexander.home.att.net_ (http://gtalexander.home.att.net/) George Alexander, You bugger you. I distinctly recall Terry Frantz taking your picture, with your camera, and ordering you to insert your picture, onto your web site, along with all the other Kolbers that attended the event, which by the way, you have done an excellent job of recording. Thank you! Bill "the builder" Varnes Original Kolb FireStar Audubon NJ Do Not Archive **************Get fantasy football with free live scoring. Sign up for FanHouse Fantasy Football today. (http://www.fanhouse.com/fantasyaffair?ncid=aolspr00050000000020) ________________________________________________________________________________
Date: Jul 19, 2008
From: TK <tkrolfe(at)toast.net>
Subject: Re: Nauga 2008 photos
Jimmy Young wrote: > Hi to all, > > Here is a link to more Nauga '08 photos. > > http://flickr.com/photos/jdy12755/sets/72157606260076097/detail/ > > Enjoy! > > Jimmy Young > FS II, Generac V-twin > N7043P > Houston, TX Jimmy, Thanks for the pictures!! I may never get to fly over your part of the country, but at least I can get some idea from your pictures what it looks like. I enjoy the beautiful countryside here Lancaster county, PA, but my little FireFly isn't up to the long distances required to reach your part of the country. Or maybe (probably) it's me that isn't quite up to the challenge. Again, thank you for posting the pic's, Terry - FireFly #95 ________________________________________________________________________________
From: WhiskeyVictor36(at)aol.com
Date: Jul 19, 2008
Subject: Re: Electrical question - shielding
In a message dated 7/19/2008 10:17:38 A.M. Eastern Daylight Time, altojazz35(at)earthlink.net writes: I was wondering if shielding the fuel sender wire would work instead of shielding the ignition wire and if so, what can be purchased to shield it? Would a wrapping of aluminum tin foil be of any help? Just as a trial fix. Bill Varnes Original Kolb FireStar Audubon NJ Do Not Archive **************Get fantasy football with free live scoring. Sign up for FanHouse Fantasy Football today. (http://www.fanhouse.com/fantasyaffair?ncid=aolspr00050000000020) ________________________________________________________________________________
From: "Michael Adams" <altojazz35(at)earthlink.net>
Subject: Re: Re: Electrical question - shielding
Date: Jul 20, 2008
> Would a wrapping of aluminum tin foil be of any help? Just as a trial fix. Bill Varnes Original Kolb FireStar Audubon NJ Do Not Archive ------------------------------ I was thinking the same thing but I have some aluminum foil tape that would be perfect. It's the same stuff you use on furnace exhaust vents. Just like aluminum foil but with and adhesive backing. I'll give that a try tomorrow when I go to the field. The tape can be removed easily but also will stay in place if it works well. If it does seem to work, are there any drawbacks to using aluminum foil tape compared to a braided sheath in terms of effectiveness? ________________________________________________________________________________
Date: Jul 20, 2008
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: New Battery Holder in FireFly
> I have a suggestion based on a problem we encountered on our Allegro. We used a couple SS clamps similar to those shown in your photo, to help stabilize the muffler which had a tendency to vibrate a lot and crack. Inadvertently, we had one of the clamps making a relatively sharp bend (like your 90 degree bend at the bottom of your battery) where the screw thread slits were located. With the higher stresses at the corner and the weaker part of the clamp, it broke. When we installed the replacement we positioned it so that the weak part was not at the higher stress area and had no problems since then. > Thom, I purchased some new clamps and repositioned the bends so that no slot was over a corner. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Subject: Re: Flying into Dust Devils
From: "Dave Rains" <RangeFlyer72(at)yahoo.com>
Date: Jul 20, 2008
John Hauck wrote: > > I don't fly helicopters, but it just seems like really bad judgment to > just get out and have no one at the controls with the Rotor RPM that high... > > > > > Mike > > > > > > > Mike B: > > I'm a little rusty with rotary wing procedures. I got out of my last one 32 > years ago. > > However, normal procedure is friction down the cyclic and collective, after > the throttle is rolled off to flight idle and the tip path plane (main > rotor) is leveled, I think, with the terrain. Learned that 40 years ago, > and can't remember what I had for breakfast this morning. > > john h > mkIII The rotor RPM was quite low at this point, the collective down and locked, with my hand on the cyclic. Having said that, the thing scares me too, just so different. We have decided that for our next project we are going to fit a gyrocopter head on a MK III. :D Skeeter -------- Dave Rains N8086T Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193895#193895 ________________________________________________________________________________
Subject: Re: Oshkosh 2008
From: "cspoke" <cspoke(at)gulftel.com>
Date: Jul 20, 2008
Hey Rick, I will be there Thursday and Friday also. I'm looking forward to seeing those Kolbers that can make it. -------- Craig Spoke Mk 111 Xtra VW (in the works) Lillian, AL cspoke(at)gulftel.com Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193904#193904 ________________________________________________________________________________
From: "Steven Green" <Kolbdriver(at)bellsouth.net>
Subject: Re: Painting Lexan
Date: Jul 20, 2008
Jim, I have not painted any lexan on my plane but the bodies on most RC cars are lexan and they paint them. I do not know if the paint is anything special or not. Got any scraps to test on? Steven ----- Original Message ----- From: Jim Kmet To: kolb-list(at)matronics.com Sent: Saturday, July 19, 2008 9:04 AM Subject: Kolb-List: Painting Lexan Hi all, A few of you have painted Borders around your Window & Door frames, My question is what Kind of paint works well on the Lexan we have on our Kolbs?? Thanks, Jim Kmet Cookeville, TN MK-3C ________________________________________________________________________________
Date: Jul 20, 2008
From: Charlie England <ceengland(at)bellsouth.net>
Subject: Re: Painting Lexan
Steven Green wrote: > Jim, > > I have not painted any lexan on my plane but the bodies on most RC cars are lexan and they paint them. I do not know if the paint is anything special or not. Got any scraps to test on? > > Steven > ----- Original Message ----- > From: Jim Kmet > To: kolb-list(at)matronics.com > Sent: Saturday, July 19, 2008 9:04 AM > Subject: Kolb-List: Painting Lexan > > > Hi all, A few of you have painted Borders around your Window & Door frames, My question is what Kind of paint works well on the Lexan we have on our Kolbs?? Thanks, Jim Kmet > Cookeville, TN > MK-3C > http://www.google.com/search?hl=en&q=painting+lexan&btnG=Google+Search ________________________________________________________________________________
Date: Jul 20, 2008
From: TK <tkrolfe(at)toast.net>
Subject: Re: Painting Lexan
Jim Kmet wrote: > Hi all, A few of you have painted Borders around your Window & Door > frames, My question is what Kind of paint works well on the Lexan we > have on our Kolbs?? Thanks, Jim Kmet > Cookeville, TN > MK-3C Jim, I painted my gap seal which is made out of Lexan with the same Poly-Tone paint I used on the FireFly. Sticks real good, in fact you don't want to change your mind later and try to remove it!! Terry - FireFly #95 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 20, 2008
Since the FireFly is trimmed out for > the engine running 5,500 rpm, I had to hold considerable back pressure. > And > then the light bulb went off. I cranked in about one degree of flaperon. > The nose came down, the back pressure requirement disappeared, indicated > and > ground speed picked up little and engine rpm increased enough so that I > had > to throttle it back a little with no loss of altitude. These continuously > adjustable flaperons are just great for trimming to maintain a low drag > configuration. > > Fly Safe. > > Jack B. Hart FF004 Jack H: Maybe I am misunderstanding your comments. Understand you "cranked in about one degree of flaperon." Does that mean you drooped or reflexed them about one degree? john h mkIII ________________________________________________________________________________
Date: Jul 20, 2008
From: Bart Morgan <bartmo(at)sbcglobal.net>
Subject: Re: Painting Lexan
I painted the top part of the canopy on a Dragonfly MK II with the same paint as the plane. Just tape it off and rough up the lexan with sandpaper so the paint will have better grip. Bart Morgan Firestar II [in progress] Charlie England wrote: Steven Green wrote: > Jim, > > I have not painted any lexan on my plane but the bodies on most RC cars are lexan and they paint them. I do not know if the paint is anything special or not. Got any scraps to test on? > > Steven > ----- Original Message ----- > From: Jim Kmet > To: kolb-list(at)matronics.com > Sent: Saturday, July 19, 2008 9:04 AM > Subject: Kolb-List: Painting Lexan > > > Hi all, A few of you have painted Borders around your Window & Door frames, My question is what Kind of paint works well on the Lexan we have on our Kolbs?? Thanks, Jim Kmet > Cookeville, TN > MK-3C > http://www.google.com/search?hl=en&q=painting+lexan&btnG=Google+Search ________________________________________________________________________________
Date: Jul 20, 2008
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: Drooping FireFly Flaperons
John H. Drooped Jack B. Hart FF004 Winchester, IN > >Jack H: > >Maybe I am misunderstanding your comments. > >Understand you "cranked in about one degree of flaperon." Does that mean >you drooped or reflexed them about one degree? > >john h >mkIII ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 20, 2008
> Drooped > > Jack B. Hart FF004 Hi Jack H: That is what I thought. Drooping flaperons or flaps pushes the nose down, requiring more aft pressure to remain level. Reflexing them will pull the nose up, requiring less aft pressure, or if reflexed enough, you will then have to apply forward pressure on the stick to remain level. This is the opposite effect you got????? Wonder why your aircraft responded in an opposite manner? john h mkIII ________________________________________________________________________________
From: "Denny Rowe" <rowedenny(at)windstream.net>
Subject: Re: Electrical question - shielding
Date: Jul 20, 2008
Mike, I would try one of Rogers suggestions below if you don't want to disturb the kill switch wiring, just have to tie one end of the shielding to a good ground. Let us know your results. As long as thr fuel senders wires are shielded, the kill switch RFI should not affect your reading. Denny > McMaster-Carr has what you need. Go to their website and search for part > number: This stuff is a little spendy, but works great. > 7940K31 > > Emi/RFI-Shield Polyurethane Wraparound Sleeve 3/8" ID, Up to 3/8" Bundle > Dia > In stock > > Quantity Per Ft. > 1-24 Ft. $7.00 > 25 or more 5.50 > > If the above is too expensive, do a search for braided sleeving. They > have several diameters of tinned copper braid. Some of the ultralight > places sell similar wire braid for shielding spark plug wires. > > -------- > Roger in Oregon > 1992 KXP 503 - N1782C > > > ________________________________________________________________________________
From: "Michael Adams" <altojazz35(at)earthlink.net>
Subject: Re: Re: Electrical question - shielding
Date: Jul 20, 2008
-- As long as the fuel senders wires are shielded, the kill switch RFI should not affect your reading. Thanks for all the suggestions. I have good and bad news after working on the airplane. The bad news is that the shielding did nothing. The good news is that the problem has nothing to do with the shielding or interference. My senders are bad. I guess that's more bad news. I started thinking about the problem and realized this was a problem that gradually appeared. It happed slowly over such a long period of time that I just thought it has always been a problem. I'm only 36 and my memory is already starting to go. The senders use to work fine when I initial installed them. The vibration from the airplane is the cause. I found that at 2500 RPM I could get the gauges to work fine. If I tapped on the sender the things went crazy. I guess it's time to contact the company and maybe order new ones. ________________________________________________________________________________
Subject: Re: Drooping FireFly Flaperons
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Jul 21, 2008
Drooping the flaperons (or flaps) a bit increases the angle of attack a bit. The increased angle of attack results in a little more lift. The increased lift would result in a slight climb and loss of airspeed unless the pilot retrims, or in Jack's case, relaxes the back pressure. Relaxing the back pressure restores the angle of attack to its pre-droop state with a resulting slight nose down pitch. Thus the stabilized state is restored with less up elevator pressure. With larger amounts of flap application drag increases sufficiently to reduce airspeed. With a very small deflection, depending upon control surface rigging, the drooping flaps could result in slightly less drag and thus resulting in slightly higher airspeed. Since this happened on Jack's Firefly, I would venture a guess that the flaps full up configuration could benefit from a small adjustment toward a slightly more drooped condition to reduce drag. It is counterintuitive but many things are, and yet true, nonetheless. This effect can be quite different on different airplanes depending upon design and actual rigging, so this may or may not apply to your airplane but could apply to others. Our Allegro in flaps up configuration, the flaps are reflexed 4 1/2 degrees. This results in nearly 10 mph higher airspeed at Vh compared to 0 degrees of flap. Some airplanes get best Vh with zero degree flaps some with reflexed flaps, and it is conceivable that some get a higher Vh with slightly drooping flaps. -------- Thom Riddle N221FA Allegro 2000 912UL N197BG FS1/447 -------------------- Scratch any cynic, he said, and youll find a disappointed idealist. George Carlin Read this topic online here: http://forums.matronics.com/viewtopic.php?p=194082#194082 ________________________________________________________________________________
From: Eugene Zimmerman <ez(at)embarqmail.com>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 21, 2008
Tom, Sounds good on paper, but I've never found a Kolb that has shown that behavior with flaps or flaprons. Reflex always lifts the nose and flaps down always lowers the nose on all the kolbs I have ever flown. Gene On Jul 21, 2008, at 7:35 AM, Thom Riddle wrote: > > Drooping the flaperons (or flaps) a bit increases the angle of > attack a bit. The increased angle of attack results in a little more > lift. The increased lift would result in a slight climb and loss of > airspeed unless the pilot retrims, or in Jack's case, relaxes the > back pressure. Relaxing the back pressure restores the angle of > attack to its pre-droop state with a resulting slight nose down > pitch. Thus the stabilized state is restored with less up elevator > pressure. > > With larger amounts of flap application drag increases sufficiently > to reduce airspeed. With a very small deflection, depending upon > control surface rigging, the drooping flaps could result in slightly > less drag and thus resulting in slightly higher airspeed. Since this > happened on Jack's Firefly, I would venture a guess that the flaps > full up configuration could benefit from a small adjustment toward a > slightly more drooped condition to reduce drag. It is > counterintuitive but many things are, and yet true, nonetheless. > > This effect can be quite different on different airplanes depending > upon design and actual rigging, so this may or may not apply to your > airplane but could apply to others. > > Our Allegro in flaps up configuration, the flaps are reflexed 4 1/2 > degrees. This results in nearly 10 mph higher airspeed at Vh > compared to 0 degrees of flap. Some airplanes get best Vh with zero > degree flaps some with reflexed flaps, and it is conceivable that > some get a higher Vh with slightly drooping flaps. > > -------- > Thom Riddle > N221FA Allegro 2000 912UL > N197BG FS1/447 > -------------------- > Scratch any cynic, he said, and youll find a disappointed > idealist. > George Carlin > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=194082#194082 > > ________________________________________________________________________________
Subject: Re: Drooping FireFly Flaperons
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Jul 21, 2008
Gene, That is what I said. "... a resulting slight nose down pitch..." -------- Thom Riddle N221FA Allegro 2000 912UL N197BG FS1/447 -------------------- Scratch any cynic, he said, and youll find a disappointed idealist. George Carlin Read this topic online here: http://forums.matronics.com/viewtopic.php?p=194099#194099 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 21, 2008
> Sounds good on paper, but I've never found a Kolb that has shown that > behavior with flaps or flaprons. > Reflex always lifts the nose and flaps down always lowers the nose on all > the kolbs I have ever flown. > > Gene Gene/Thom/Gang: That has been my experience with Kolbs. Sometimes their behavior is extremely unique, defying explanation and proof on paper. Weight and balance of a Kolb is one of those unique areas. There are folks out there still flying Kolbs with lead in the nose to make the paperwork work. I put a 11+ lb tailwheel on mine for a couple reasons. Primarily, the Maule Tundra Tailwheel, 8" pneumatic with tapered roller bearings in the pivot, is the only tailwheel I could afford that will stand up to the weight of the tail on my MKIII. The other reason was to demonstrate Kolbs don't particularly have an aft cg problem, if built, more or less, according to the plans. In addition to the heavy tailwheel and prop on a 4" extension, I fly with 150 lbs of fuel and 100+ lbs of cargo aft of the cg. I do get some offset from my modified main gear being moved 8" forward, but not much, since they are very close to the cg. I believe Jack H mentioned he drooped his flaperons about a degree. I doubt that amount is even measureable in flight. I work with 20 and 40 degrees of flaps. When drooped, it is quite evident that something has changed. ;-) john h mkIII ________________________________________________________________________________
Subject: Re: Drooping FireFly Flaperons
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Jul 21, 2008
ez(at)embarqmail.com wrote: > Tom, > Sounds good on paper, but I've never found a Kolb that has shown that > behavior with flaps or flaprons. > Reflex always lifts the nose and flaps down always lowers the nose on > all the kolbs I have ever flown. > > Gene > > On Jul 21, 2008, at 7:35 AM, Thom Riddle wrote: > > I've never flown a plane period with flaps that didn't do this. The increased AOA of additional flaps always had/has the effect of trimming the nose down, not up... My titan works the same way. In fact, when doing pattern work I leave the trim set to require some forward pressure on the stick when straight/level with no flaps. Adding the first ten degs. nulls it out nicely and full generally requires only a little back pressure (this is when I"m lazy and don't adjust the trim throughout like I probably should ;)). As for the W&B, The original builder of my FS II added 10lbs of ballast to the nose a few hours after the first flight. It was kind of tail heavy without it mostly due to the use of the C box and clutch on the engine, which adds 10lbs over the B box at an arm pretty well behind the CG. Even so he said it flew fine, but it was just better with a little ballast..... LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=194104#194104 ________________________________________________________________________________
Date: Jul 21, 2008
From: herb <herbgh(at)nctc.com>
Subject: Re: Drooping FireFly Flaperons
all of this said...might be interesting to see a picture of your plane in cruise flight...Jack... Without the skosh of flaperons... I find that , as I recall you mentioning, the Firefly is tiring on a trip of any length.... I attribute this to the inability of the pilot,me at my age and attention span , to keep the little bird on step. :-) Herb At 08:15 AM 7/21/2008, you wrote: > > > > Sounds good on paper, but I've never found a Kolb that has shown that >>behavior with flaps or flaprons. >>Reflex always lifts the nose and flaps down always lowers the nose >>on all the kolbs I have ever flown. >> >>Gene > > >Gene/Thom/Gang: > >That has been my experience with Kolbs. Sometimes their behavior is >extremely unique, defying explanation and proof on paper. > >Weight and balance of a Kolb is one of those unique areas. There >are folks out there still flying Kolbs with lead in the nose to make >the paperwork work. I put a 11+ lb tailwheel on mine for a couple >reasons. Primarily, the Maule Tundra Tailwheel, 8" pneumatic with >tapered roller bearings in the pivot, is the only tailwheel I could >afford that will stand up to the weight of the tail on my >MKIII. The other reason was to demonstrate Kolbs don't particularly >have an aft cg problem, if built, more or less, according to the >plans. In addition to the heavy tailwheel and prop on a 4" >extension, I fly with 150 lbs of fuel and 100+ lbs of cargo aft of >the cg. I do get some offset from my modified main gear being moved >8" forward, but not much, since they are very close to the cg. > >I believe Jack H mentioned he drooped his flaperons about a >degree. I doubt that amount is even measureable in flight. I work >with 20 and 40 degrees of flaps. When drooped, it is quite evident >that something has changed. ;-) > >john h >mkIII > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 21, 2008
> As for the W&B, The original builder of my FS II added 10lbs of ballast to the nose a few hours after the first flight. It was kind of tail heavy without it mostly due to the use of the C box and clutch on the engine, which adds 10lbs over the B box at an arm pretty well behind the CG. > > LS Lucien: There are other ways to trim a Kolb rather than add additional weight. john h mkIII ________________________________________________________________________________
From: Jerry Jones <maderah2(at)sbcglobal.net>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 21, 2008
John, Wish I had known what they were when I rebuilt my Firestar. On my first flight I had to push the stick as far forward with my fingertips to get it to land. A weight and balance indicated I needed 50 lbs or so in the nose. Called the factory and was told their pilot normally carried similar weight in theirs. A friend later built a FS II and found after a w&b he needed a bunch of weight in the nose. So what is the secret, change of incidence in the horizontal stab? Ricochet > > > Lucien: > > There are other ways to trim a Kolb rather than add additional weight. > > john h > mkIII > > ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Oshkosh 2008
Date: Jul 21, 2008
I have had a change of plans. I will be driving to Oshkosh 08 and camping in the EAA campground. Rick Neilsen Redrive VW powered MKIIIC ----- Original Message ----- From: "cspoke" <cspoke(at)gulftel.com> Sent: Sunday, July 20, 2008 10:07 AM Subject: Kolb-List: Re: Oshkosh 2008 > > Hey Rick, > I will be there Thursday and Friday also. I'm looking forward to seeing > those Kolbers that can make it. > > -------- > Craig Spoke > Mk 111 Xtra VW (in the works) > Lillian, AL > cspoke(at)gulftel.com > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=193904#193904 > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 21, 2008
> On my > first flight I had to push the stick as far forward with my fingertips to > get it to land. A weight and balance indicated I needed 50 lbs or so in > the nose. Called the factory and was told their pilot normally carried > similar weight in theirs. A friend later built a FS II and found after a > w&b he needed a bunch of weight in the nose. So what is the secret, > change of incidence in the horizontal stab? > > Ricochet Jerry J/Gang: If it were my Kolb, I'd probably droop the ailerons a tad at a time until I got it in pitch trim. I can also adjust pitch trim with leading edge of the elevator, but should not have to do this if the aircraft was built was built to specs. An elevator trim tab can also be used to tame pitch trim. Quite possibly, your FS may have changed its characteristics during the rebuild. The last thing I would want to do is carry additional weight. I, personally, would never carry 50 lbs of lead in the nose of my Kolb to trim it in pitch or make the numbers on the weight and balance work out. Who at the "factory" gave you info reference additional weight in the nose? Adjusting ailerons up or down is the simplest and easiest way to adjust pitch trim. Well.............you could lean forward to land. ;-) To qualify my post, this is what I would do to trim one of my Kolbs. I am not recommending anyone else do this to trim their Kolb. john h mkIII ________________________________________________________________________________
Subject: Re: Drooping FireFly Flaperons
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Jul 21, 2008
John Hauck wrote: > > > Lucien: > > There are other ways to trim a Kolb rather than add additional weight. > > john h > mkIII I remember going through the logbooks on this as he documented various of the things he did during the phase I in trimming the plane out. We also talked about it when I went to look at the plane. He did make some changes to the "droop" of the ailerons, but didn't add any trim tabs to the elevator or make any incidence changes to the stab. The only reason I could see that he added ballast (10lbs) was because the original W&B came in right at the aft limit in his most-aft scenario (can't remember exactly what that was). The ballast moved that forward about an inch. IMO, it flew slightly nose-heavy even with me in it (I'm about 195, he was about 220), without any stick pressure it wanted to cruise at 70mph or even a little more and was difficult to 3-point even when trying. So I think it was probably ok without it, tho I didn't try to take it out to see. Still loved the way it flew, it didn't do anything goofy and the engine loafed most of the time.... LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=194203#194203 ________________________________________________________________________________
From: Jerry Jones <maderah2(at)sbcglobal.net>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 21, 2008
Thanks guys for ideas on how to avoid carrying around extra freight in the nose. And, John, don't recall now who at the factory I spoke with about their carrying extra weight in the nose. It was six to nine years ago, but I'd probably still forget if it was yesterday. Seemed strange to me they said they carried extra weight, given how the Fly-in Kolb lands and takes off in a shorter distance than anything I've seen. Next time I run into the problem of having to push the stick forward with my finger tips to fly level and land, I'll consider these other ideas. Yea, extra weight normally isn't a good thing. Jerry > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 21, 2008
> Seemed strange to me they said they carried extra weight, given how > the Fly-in Kolb lands and takes off in a shorter distance than > anything I've seen. Next time I run into the problem of having to > push the stick forward with my finger tips to fly level and land, > I'll consider these other ideas. Yea, extra weight normally isn't a > good thing. > > Jerry Jerry/Gang: None of the factory aircraft carry ballast weights. How did you correct the improper trim on your Kolb? john h mkIII ________________________________________________________________________________
Date: Jul 21, 2008
From: gary aman <gaman(at)att.net>
Subject: Re: Drooping FireFly Flaperons
John, Am I missing something or do you not use conventional W&B calculations on your MK-3? G.Aman MK-3C ----- Original Message ---- From: John Hauck <jhauck(at)elmore.rr.com> Sent: Monday, July 21, 2008 9:15:10 AM Subject: Re: Kolb-List: Re: Drooping FireFly Flaperons > Sounds good on paper, but I've never found a Kolb that has shown that > behavior with flaps or flaprons. > Reflex always lifts the nose and flaps down always lowers the nose on all > the kolbs I have ever flown. > > Gene Gene/Thom/Gang: That has been my experience with Kolbs. Sometimes their behavior is extremely unique, defying explanation and proof on paper. Weight and balance of a Kolb is one of those unique areas. There are folks out there still flying Kolbs with lead in the nose to make the paperwork work. I put a 11+ lb tailwheel on mine for a couple reasons. Primarily, the Maule Tundra Tailwheel, 8" pneumatic with tapered roller bearings in the pivot, is the only tailwheel I could afford that will stand up to the weight of the tail on my MKIII. The other reason was to demonstrate Kolbs don't particularly have an aft cg problem, if built, more or less, according to the plans. In addition to the heavy tailwheel and prop on a 4" extension, I fly with 150 lbs of fuel and 100+ lbs of cargo aft of the cg. I do get some offset from my modified main gear being moved 8" forward, but not much, since they are very close to the cg. I believe Jack H mentioned he drooped his flaperons about a degree. I doubt that amount is even measureable in flight. I work with 20 and 40 degrees of flaps. When drooped, it is quite evident that something has changed. ;-) john h mkIII ________________________________________________________________________________
From: Jerry Jones <maderah2(at)sbcglobal.net>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 21, 2008
John, I strapped 35 lb of lead in the nose of my 503 DCDI Firestar, which always seemed like a waste. Now I see it might have been. Two of my Firestar flying friends have nothing, which made me wonder about the weight I carried. After this discussion I can now sleep peacefully without worrying about them or wondering what I would do if I built/ bought another Kolb---miss flying at a 45 degrees in sidewinds and lots of other special characteristics of my Kolb. Jerry > > Jerry/Gang: > > None of the factory aircraft carry ballast weights. > > How did you correct the improper trim on your Kolb? > > john h > ________________________________________________________________________________
Date: Jul 21, 2008
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: Drooping FireFly Flaperons
> > > > Drooped >> >> Jack B. Hart FF004 > > >Hi Jack H: > >That is what I thought. > >Drooping flaperons or flaps pushes the nose down, requiring more aft >pressure to remain level. > >Reflexing them will pull the nose up, requiring less aft pressure, or if >reflexed enough, you will then have to apply forward pressure on the stick >to remain level. > >This is the opposite effect you got????? > >Wonder why your aircraft responded in an opposite manner? > John H., I don't believe it is responding in the opposite manner. What I am trying to do is to maintain constant altitude flight, but at a lower speed. As I said my FireFly is trimmed for level flight at 5,500 rpm with 50 mphi with the stick in the neutral position. If I slow the engine to 5,000 rpm I get 40 mphi and I must increase stick back pressure to raise the elevator five degrees to maintain altitude. This puts the FireFly in a nose high position. Then I lower the flaperons one degree and the nose drops a little. If I maintain the stick/elevator position at five degrees, the FireFly starts to climb. To keep from climbing I have to let the stick go forward which drops the nose a little more. And so I can maintain constant altitude at 40 mphi with less stick back pressure with one degree of flaperon. I believe you may be confusing level attitude with constant altitude. Jack B Hart FF004 Winchester, IN ________________________________________________________________________________
From: "thumb" <bill_joe(at)bellsouth.net>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 21, 2008
Hey Guys I think the person you are talking about is Izek,I think at one time he did fly with some kind of weight or sand bag when he flew alone . It belive I remember at the S&F that thing got loose and did some damage to the nose on the way down there in the trailer.That was a long time ago when Brian Blackwell or Blackwood was a part owner. I hope I have this correct.. Bill Futrell ----- Original Message ----- From: "Jerry Jones" <maderah2(at)sbcglobal.net> Sent: Monday, July 21, 2008 5:21 PM Subject: Re: Kolb-List: Re: Drooping FireFly Flaperons > > Thanks guys for ideas on how to avoid carrying around extra freight in > the nose. And, John, don't recall now who at the factory I spoke with > about their carrying extra weight in the nose. It was six to nine years > ago, but I'd probably still forget if it was yesterday. Seemed strange > to me they said they carried extra weight, given how the Fly-in Kolb > lands and takes off in a shorter distance than anything I've seen. Next > time I run into the problem of having to push the stick forward with my > finger tips to fly level and land, I'll consider these other ideas. Yea, > extra weight normally isn't a good thing. > > Jerry >> >> >> > > > ________________________________________________________________________________
Date: Jul 21, 2008
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: Drooping FireFly Flaperons
> > >I believe Jack H mentioned he drooped his flaperons about a degree. I doubt >that amount is even measureable in flight. > John H. See how I measure it at: http://www.thirdshift.com/jack/firefly/firefly116.html I can measure elevator position by: http://www.thirdshift.com/jack/firefly/firefly102.html and I have an ASI and a VSI So I don't have to judge by feel alone. Jack B. Hart FF004 Wionchester, IN ________________________________________________________________________________
From: "Steven Green" <Kolbdriver(at)bellsouth.net>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 21, 2008
Here is a pretty nice article I ran across when I did a search on "flaps, center of pressure" http://www.bcchapel.org/pages/0003/pg3.htm Steven Green MK3 912S 550 hrs 10EC ________________________________________________________________________________
Date: Jul 21, 2008
From: gary aman <gaman(at)att.net>
Subject: Re: Drooping FireFly Flaperons
Sorry Thom,=0AI missed something here If in trimmed level flight, flap is a dded,the angle of attack in my Kolb decreases.Does the center of lift move back with the addition of flap?=0A=0A=0A----- Original Message ----=0AFrom: Thom Riddle =0ATo: kolb-list(at)matronics.com=0ASent: Mon day, July 21, 2008 7:35:05 AM=0ASubject: Kolb-List: Re: Drooping FireFly Fl .com>=0A=0ADrooping the flaperons (or flaps) a bit increases the angle of a ttack a bit. The increased angle of attack results in a little more lift. T he increased lift would result in a slight climb and loss of airspeed unles s the pilot retrims, or in Jack's case, relaxes the back pressure. Relaxing the back pressure restores the angle of attack to its pre-droop state with a resulting slight nose down pitch. Thus the stabilized state is restored with less up elevator pressure. =0A=0AWith larger amounts of flap applicati on drag increases sufficiently to reduce airspeed. With a very small deflec tion, depending upon control surface rigging, the drooping flaps could resu lt in slightly less drag and thus resulting in slightly higher airspeed. Si nce this happened on Jack's Firefly, I would venture a guess that the flaps full up configuration could benefit from a small adjustment toward a sligh tly more drooped condition to reduce drag. It is counterintuitive but many things are, and yet true, nonetheless. =0A=0AThis effect can be quite diffe rent on different airplanes depending upon design and actual rigging, so th is may or may not apply to your airplane but could apply to others. =0A=0AO ur Allegro in flaps up configuration, the flaps are reflexed 4 1/2 degrees. This results in nearly 10 mph higher airspeed at Vh compared to 0 degrees of flap. Some airplanes get best Vh with zero degree flaps some with reflex ed flaps, and it is conceivable that some get a higher Vh with slightly dro oping flaps.=0A=0A--------=0AThom Riddle=0AN221FA Allegro 2000 912UL=0AN197 BG FS1/447=0A--------------------=0A=93Scratch any cynic,=94 he said, =93an d you=92ll find a disappointed idealist.=94 =0AGeorge Carlin=0A=0A=0A=0A=0A Read this topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php =============== ________________________________________________________________________________
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 22, 2008
There are other ways to trim a Kolb rather than add additional weight.>> Hi John, lowering elevators etc will no doubt get the job done but it doesn`t change the W&B calc, and that is the problem surely Pat (seeking enlightenment) ________________________________________________________________________________
From: "Tom Longo" <tlongo(at)tampabay.rr.com>
Subject: Re: Dipole antenna from co-ax
Date: Jul 22, 2008
Hi Scott, RG58 is 50 ohm RG59 & RG6 are 75 ohm, make sure you use RG59. -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of icrashrc Sent: Saturday, July 19, 2008 3:59 PM Subject: Kolb-List: Re: Dipole antenna from co-ax Thanks to all! George, Boyds site was the one i remembered. Mike, Thanks for some interesting reading. And the kudos on the overhead panel. I'm glad you like it! tlongo, I don't seem to have a program to open that file. And what type of co-ax is 50 ohm? rg-58, rg-59, rg-6, something else...? Thanks again, Scott Read this topic online here: http://forums.matronics.com/viewtopic.php?p=193803#193803 Checked by AVG - http://www.avg.com 6:00 AM -- ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 22, 2008
I moved my battery to the nose cone. This moved the calculated CG to right where it is supposed to be. I was later told by Dennis Souder (the previous owner of Kolb after Homer) that the CG calculations were set to keep the FAA happy but CG figures a bit aft of the limit fly just fine. I for one would approach aft CG limits very carefully. Rick Neilsen Redrive VW powered MKIIIC ----- Original Message ----- From: "pj.ladd" <pj.ladd(at)btinternet.com> Sent: Tuesday, July 22, 2008 11:39 AM Subject: Re: Kolb-List: Re: Drooping FireFly Flaperons > > There are other ways to trim a Kolb rather than add additional weight.>> > > Hi John, > lowering elevators etc will no doubt get the job done but it doesn`t > change the W&B calc, and that is the problem surely > > Pat (seeking enlightenment) > > > ________________________________________________________________________________
From: "KOLB AIRCRAFT" <customersupport(at)tnkolbaircraft.com>
Subject: Re: Painting Lexan
Date: Jul 22, 2008
JIM, WE USE A SINGLE STAGE WITH A LITTLE FLEX , YOU CAN GET THIS MIXED IN A SPRAY CAN IF YOU LIKE. THANKS DONNIE. ----- Original Message ----- From: Jim Kmet To: kolb-list(at)matronics.com Sent: Saturday, July 19, 2008 9:04 AM Subject: Kolb-List: Painting Lexan Hi all, A few of you have painted Borders around your Window & Door frames, My question is what Kind of paint works well on the Lexan we have on our Kolbs?? Thanks, Jim Kmet Cookeville, TN MK-3C ________________________________________________________________________________
Subject: Weight and Balance?
From: "grantr" <grant_richardson25(at)yahoo.com>
Date: Jul 22, 2008
John Hauck Wrote > Weight and balance of a Kolb is one of those unique areas. There are folks > out there still flying Kolbs with lead in the nose to make the paperwork > work. I put a 11+ lb tailwheel on mine for a couple reasons. Primarily, > the Maule Tundra Tailwheel, 8" pneumatic with tapered roller bearings in the > pivot, is the only tailwheel I could afford that will stand up to the weight > of the tail on my MKIII. The other reason was to demonstrate Kolbs don't > particularly have an aft cg problem, if built, more or less, according to > the plans. In addition to the heavy tailwheel and prop on a 4" extension, > I fly with 150 lbs of fuel and 100+ lbs of cargo aft of the cg. I do get > some offset from my modified main gear being moved 8" forward, but not much, > since they are very close to the cg. > > My Mark III manual says the airplane should balance between 25% and 35% wing chord which is 16.5 to 23.1 inches behind the leading edge of the wing. I am a light pilot at 155 ready to fly so my weight and balance calculation says I need I 10 lbs in the nose to make the aft limit at 23.1 inches. Or a minimum weight of 177 for the pilot with no ballast. So if I am reading this right you are saying to forget about the Weight and balance and do not add the weight? With no ballast my cg would be at 23.95 or about and inch aft of the aft limit. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=194430#194430 ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Oshkosh 2008
Date: Jul 22, 2008
Hi Rick=2C I will be at Oshkosh this next week. I don't know the exact dates...my s on in Afghanistan set up the dates we'll be there. He's coming home on vac ation in a couple days=2C and we're all heading to the Fly-In for two days. I'll be sure and look you up...and say howdy. My apologies to anyone re: my email responses. I'm living in an RV trail er=2C and having to use the public library computers. Sure cuts down on my porn! (That's a JOKE!!!!!) I sometimes go three or four days between ch ecking email. I'm building my "shop" (hangar). It's 40 X 48. See ya at Oshkosh=2C Rick. Mike Welch MkIII (on hold=2C presently) From: NeilsenRM(at)comcast.netTo: kolb-list(at)matronics.comSubject: Kolb-List: O shkosh 2008Date: Fri=2C 18 Jul 2008 10:19:22 -0400 I will be at AirVenture "Oshkosh" camping with my plane all week. Is anyone else going to be there? Rick Neilsen Redrive VW powered MKIIIC _________________________________________________________________ Time for vacation? WIN what you need- enter now! http://www.gowindowslive.com/summergiveaway/?ocid=tag_jlyhm ________________________________________________________________________________
From: "boyd" <by0ung(at)brigham.net>
Subject: Painting Lexan
Date: Jul 22, 2008
I painted with poly tone and after 5 or 6 years I am seeing some minor cracking in the lexan. The poly tone seems to melt into the plastic so no scuffing is necessary. Boyd >>>>>>>>>>>>> Hi all, A few of you have painted Borders around your Window & Door frames, My question is what Kind of paint works well on the Lexan we have on our Kolbs?? Thanks, Jim Kmet Cookeville, TN MK-3C ________________________________________________________________________________
From: "boyd" <by0ung(at)brigham.net>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 22, 2008
No, drooping should not increase the angle of attack, it should reduce it. Drooping the flaps changes the overall shape of the airfoil giving it more lift, and more lift at any given speed should require less angle of attack to remain in level flight. And by drooping the flaps, the center of lift for the wing should move to the rear. With the center of lift more aft it should require more down pressure on the tail to remain in level flight. Don't confuse increased lift with more angle of attack. And by increased lift, am referring to increasing lift due to the change of airfoil shape. However I can think of one reason that could explain the results that seem to go against the grain.... If the slight deflection of the flaps causes the airflow going across the wing to descend causing it to strike the top of the horizontals and elevator, it could increase the air pressure at that point. Giving results that seem opposite from what you would expect. If this is the case and further testing is warranted. It could cause an upset in attitude with changes in airspeed as the deflection angle of the air changes. This could become potentially dangerous if the plane has to have massive stick pressure changes with speed changes. Try an experiment and reflex the flaps and see if the back pressure is reduced. It might tell you more about your situation. Boyd Young Kolb mkIIIC 912ul 530 + hours and counting. Private pilot since 1979 >>>>>>>>>>>>>>>>>>>>>>>>>>>>>> Drooping the flaperons (or flaps) a bit increases the angle of attack a bit. The increased angle of attack results in a little more lift. The increased lift would result in a slight climb and loss of airspeed unless the pilot retrims, or in Jack's case, relaxes the back pressure. Relaxing the back pressure restores the angle of attack to its pre-droop state with a resulting slight nose down pitch. Thus the stabilized state is restored with less up elevator pressure. ________________________________________________________________________________
Subject: Generac test data..IE: Jimmys temps
From: "Don G" <donghe@one-eleven.net>
Date: Jul 22, 2008
Jimmy, I am very glad you are progressing well with your Generac on the FS. I want to call attention to one thing you mentioned in your first test data, about the oil temps. Particularly the part about the oil temps at 235 -250 on WOT climb needing "fixed". And your subsequent decision to bring them down. If that Engine was a Honda V-twin, just for instance, and you were interested in obtaining an OEM account to be able to purchase them to install on ...lets say...you line of Water pumps...or "Jimmy's ditch Digger's" or any other machine that you intended to market. WE (at Honda) would not allow you to proceed (we wouldn't sell you engines) with oil temps below 212F at under normal operating conditions. I am reasonably certain that Generac states, as do most all manufacturers of Industrial V-twins, that the minimum oil temps should be 212F and the max around 275F. I am afraid that where ever you got the information you were to high , it is wrong. You see due to the wet sump, atmospheric vented design of these engines, water vapor condenses in the crankcase during each "cool-down" period after an engine is run..even in Texas. With just a couple of "cool-downs" there will be enough water in the crankcase to begin to rust the oil pump, as it is submerged in the very bottom of the crankcase (lowest point). There is no place for water to collect as in a dry sump aircraft engine, other than right in the oil pump. Next place rust will develop, will be the lifters, cam lobes, the rings, and the cylinder sleeve, then the ball bearing on the PTo end of the crank (if it is so equipped). generally in that order. We in the engine industry have an awful lot of experience on this matter Jimmy, and I assure you, modern oil can take alot more that the 250 degrees you were having. The oil companies by the way give us the maximum limits, and we generally pad them buy 25 to 35% to give us a cushion. You see, since we PAY for warranties in our industry, we watch these thing very close. That Engine you are using will likely go to 2500 hours or more Jimmy if operated as the mfg recommends, and I assure you...it wont if you run it at 180F oil temps. Jimmy I have been in this industry since before the V-twins were brought to market, and I have been with them every step of the way. It is known in some circles that I have promoted there use in flying machines, and I would take it personally if you bent your bird and maybe even hurt yourself and the engine got the blame, no matter what brand, due to somebody giving you bad info. -------- Don G. Central Illinois Kitfox IV Speedster Luscombe 8A Read this topic online here: http://forums.matronics.com/viewtopic.php?p=194480#194480 ________________________________________________________________________________
From: "boyd" <by0ung(at)brigham.net>
Subject: Re: Dipole antenna from co-ax
Date: Jul 22, 2008
Use 50 ohm coax..... the 75 ohm stuff is for cable tv. Or xmitter designed for 75 ohm loads. Your transmitter is designed for 50 ohm coax and matched to an antenna tuned to a 1 to 1 match,, which is a 50 ohm impedance. I am holding in my warm hands a piece of coax " PLASTOID CORP. RG- 58 A/U" it is 0.2 inches in diameter, it has a braid just under the jacket, with an insulator over the multi strand center conductor. BETTER STUFF. If you want to go smaller..... I have some " BELDEN 8216 RG - 174 / U" 0.1 inch in diameter, also multi strand center core.... It has higher internal losses but is good for low power and very short distances. GOOD STUFF There is one other but I cant remember the number off the top of my head. Rg 222??????? It is usually brown in color and it is DOUBLE shielded and is better suited for installations with lots of other RFI ( Radio Frequency Interference) in the area. My best guess is 0.2 inches in diameter as well. BEST STUFF. I considered it an over kill in my kolb. Try to stay away from the coax with a solid core center wire unless it is for an installation that will have no movement. Boyd Young Kolb MkIIIC 530 + hours www.brigham.net/~byoung/antenna.html there is not any tech info on the sight..... mostly a picture and short description. Ham Radio Extra Class N7WFM >>>>>>>>>>>>>>>>>>> Hi Scott, RG58 is 50 ohm RG59 & RG6 are 75 ohm, make sure you use RG59. -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of icrashrc Sent: Saturday, July 19, 2008 3:59 PM Subject: Kolb-List: Re: Dipole antenna from co-ax Thanks to all! George, Boyds site was the one i remembered. Mike, Thanks for some interesting reading. And the kudos on the overhead panel. I'm glad you like it! tlongo, I don't seem to have a program to open that file. And what type of co-ax is 50 ohm? rg-58, rg-59, rg-6, something else...? Thanks again, Scott ________________________________________________________________________________
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Drooping FireFly Flaperons
Date: Jul 23, 2008
I for one would approach aft CG limits very carefully.>> Hi, I am with you on that, all the way. Aft Cof G is apt to be a killer, literally. Cheers Pat ________________________________________________________________________________
Date: Jul 23, 2008
From: gary aman <gaman(at)att.net>
Subject: Re: Drooping FireFly Flaperons
One last note on the w&b thing.I raised the leading edge of the horizontal stabilizer 1 1/4" on my firestar and spring loaded the elevator favoring nose down with an adjustable trim .It could be flown hands off IN CALM AIR.But it was like crossing a boats wake, only longitude wise, with a quick pitch up then back to level, in rough air,and during a maximum effort slip,putting the stick up in the corner with opposite rudder,when the elevator lost effectiveness it would pitch up dramatically.I'll never forget the first time THAT happened.I added some nose weight to bring it into mid-range cg and it became a much more comfortable aircraft .My MK-3 is similarly afflicted.I'll carry the weight. G Aman MK-3C Jabiru 2200 350 hrs ----- Original Message ---- From: pj.ladd <pj.ladd(at)btinternet.com> Sent: Wednesday, July 23, 2008 6:10:17 AM Subject: Re: Kolb-List: Re: Drooping FireFly Flaperons I for one would approach aft CG limits very carefully.>> Hi, I am with you on that, all the way. Aft Cof G is apt to be a killer, literally. Cheers Pat ________________________________________________________________________________
Date: Jul 23, 2008
From: TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: Re: Weight and Balance?
John - Your comment on W & B was a real eye-opener...it reflects my own experience, but is something I've never heard anyone talk about. When I did the original W & B on my Drifter, the A & P (also an experienced ultralight builder and pilot) guided me to putting 60 lbs. of lead in the nose, since I am a true ultra-light pilot at 105 lbs. I flew with that weight for years - then had to re-do my W & B when I added an electric starter aft. Showed I should put MORE lead in the nose. I was uncomfortable with that (most of the other pilots are trying to shave off ounces and here I'm adding pounds!) and took it all out, putting some tools up front for easier access. It didn't fly discernably different! Even when I'm fully loaded with my camping gear, which also is aft of cg. Since weight and balance is a matter of physics - how come we've got such different results than would be expected? Is this akin to the "a bumblebee can't fly"? Arty Trost Maxair Drifter Sandy, Oregon > > John Hauck Wrote > > > Weight and balance of a Kolb is one of those unique > areas. There are folks > > out there still flying Kolbs with lead in the nose to > make the paperwork > > work. I put a 11+ lb tailwheel on mine for a couple > reasons. Primarily, > > the Maule Tundra Tailwheel, 8" pneumatic with > tapered roller bearings in the > > pivot, is the only tailwheel I could afford that will > stand up to the weight > > of the tail on my MKIII. The other reason was to > demonstrate Kolbs don't > > particularly have an aft cg problem, if built, more or > less, according to > > the plans. In addition to the heavy tailwheel and prop > on a 4" extension, > > I fly with 150 lbs of fuel and 100+ lbs of cargo aft > of the cg. I do get > > some offset from my modified main gear being moved > 8" forward, but not much, > > since they are very close to the cg. > > > > > > > My Mark III manual says the airplane should balance between > 25% and 35% wing chord which is 16.5 to 23.1 inches behind > the leading edge of the wing. > > I am a light pilot at 155 ready to fly so my weight and > balance calculation says I need I 10 lbs in the nose to > make the aft limit at 23.1 inches. Or a minimum weight of > 177 for the pilot with no ballast. > > So if I am reading this right you are saying to forget > about the Weight and balance and do not add the weight? > > With no ballast my cg would be at 23.95 or about and inch > aft of the aft limit. > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=194430#194430 > > > > > > > ________________________________________________________________________________
From: "Denny Rowe" <rowedenny(at)windstream.net>
Subject: Re: Dipole antenna from co-ax
Date: Jul 23, 2008
Boyd said, > Use 50 ohm coax..... the 75 ohm stuff is for cable tv. Or xmitter > designed for 75 ohm loads. > Your transmitter is designed for 50 ohm coax and matched to an antenna > tuned > to a 1 to 1 match,, which is a 50 ohm impedance. . > Try to stay away from the coax with a solid core center wire unless it is > for an installation that will have no movement. > > Boyd Young > Kolb MkIIIC > 530 + hours > Boyd, You took these word right out of my mouth! Its all correct info. Denny Rowe, Mk-3, PA, Electronics Tech. ________________________________________________________________________________
Date: Jul 23, 2008
From: Scott Perkins <2scott(at)bellsouth.net>
Subject: excellent on-line weight and balance calculator
go to this website and select the "SuperCalc 7.0" http://chrusion.com/BJ7/ It cannot be made any easier than this Scott ________________________________________________________________________________
Date: Jul 23, 2008
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Weight and Balance?
At 09:58 AM 7/23/2008, TheWanderingWench wrote: >Since weight and balance is a matter of physics - how come we've got such >different results than would be expected? Is this akin to the "a >bumblebee can't fly"? The allowable c.g. range is set between two limits. Go too far past the forward limit (nose heavy) and you may not have enough elevator authority to raise the nose at low speeds, which makes for hard landings. :) Go past the aft limit (tail heavy) and the airplane gets less stable... go too far and it becomes dangerously unstable. Within extreme limits, how much stability is required depends somewhat on the aircraft's mission (you want a Cessna to be more stable than a fighter or an acro ship) and also on the pilot's preferences. Even a neutrally stable plane can be OK, if the pilot can handle it and is expecting it. Like everything else on an airplane, the limits are set to insure some safety factor. Depending on the target pilot audience, the designer may be more or less conservative when setting the limits. That's the primary thing governing the limit. But there are other things as well. Gary mentioned a sudden pitch up when slipping hard; that's one example. Or, very likely, a plane might fly just fine in most cases with an aft limit, but then be unable to recover from a spin, or some other odd flight condition. It's one of the reasons that test pilots are well paid. Fly your plane past the aft limit and YOU are the test pilot. -Dana -- Everyone who lives dies; yet not everyone who dies, has lived. ________________________________________________________________________________
Date: Jul 23, 2008
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: Weight and Balance?
> Arty & John, If you wish to deviate from the per scribed CG range for your aircraft, it would be best that you follow the testing procedure as set up by the FAA and report back the results. Check: www.faa.gov/library/manuals/aircraft/media/ac90-89a.pdf Especially important is page 57 that lists "Maximum Gross Weight Tests" If you don't want to do this and prove that your new aft CG limit is ok, then I suggest that you climb to an altitude or 10,000 agl, and perform a departure stall. Then report back to the List as to how it went. Fly safe and know your CG limits. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Subject: Re: Weight and Balance?
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Jul 23, 2008
Dana wrote: > At 09:58 AM 7/23/2008, TheWanderingWench wrote: > That's the primary thing governing the limit. But there are other things > as well. Gary mentioned a sudden pitch up when slipping hard; that's one > example. > For what it's worth, my titan exhibits a pitch-up tendency in a max-effort slip when near the aft limit as well. When solo with full gas, I'm right near the aft limit listed for the plane and the nose comes quite a ways up in a max-effort no-power slip (doesn't hit stall AOA tho). I notice this reduces as the flight goes on and some gas gets burnt (or with a copilot in the back seat max-effort slips are no problem). Other flight characteristics are kind of nice with an aft CG tho - stalls are very gentle and it just mushes forward (still nice with a copilot but with a more abrupt stall break and a bit more pitch-over) and very high AOA, slow flares are possible with very light elevator pressure. I am working on a ballast system to conveniently add ballast when solo tho since the pitch-up with slips would be nice to fix.... My FS II flew slightly nose-heavy and it accordingly didn't exhbit any pitch-up at all in a slip.... LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=194577#194577 ________________________________________________________________________________
Date: Jul 23, 2008
From: The Kuffels <kuffel(at)cyberport.net>
Subject: Re: Weight and Balance?
One point which should be reiterated. In the US it is the *builder* of an experimental who sets the CG limits, not the plans designer or kit supplier. What we should do is set the CG near the middle of the suggested range for early flights. Once familiar with the aircraft, the builder should use some of the 40 hour test period to determine the CG limits for *his/her* airplane. Ballast forward (in small increments) until slow speed elevator authority starts to go away. Set the forward limit back a little. Ballast rear (in small increments) until stability starts to go away (particularly in turbulence). Set the aft limit forward of this point a little. Also check stall characteristics at each step. Different pilot perceptions of approaching unsatisfactory handling will result in different limits. So will differences in building techniques. My understanding is it is difficult to get a plans conforming Kolb to be loaded in an unstable aft condition. But no-one knows for sure with any given homebuilt until the limits are determined by test. Tom Kuffel, CFI EAA Flight Advisor Whitefish, MT Building Original FireStar ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Weight and Balance?
Date: Jul 24, 2008
So if I am reading this right you are saying to forget about the Weight an d balance and do not add the weight? With no ballast my cg would be at 23.95 or about and inch aft of the aft li mit. Grant R Hi Grant/Gang: Nope, you are not reading it right. I try not to tell others how to fly or what to do to their Kolbs. I do sha re with folks what I do to and with my Kolb and how I fly. I reinterate, I am not telling anyone to forget about the Weight and Balanc e, and not to add weight in the nose. That is strictly up to the individual's decision on what to do. However, it has worked for me and my Kolbs for many successful years and ho


July 07, 2008 - July 24, 2008

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