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Kolb-Archive.digest.vol-hx
December 19, 2008 - January 15, 2009

> times faster than cats. We would start a rat ranch adjacent to our > cat farm for the rats. If we start with a million rats, we will > have four rats per cat per day. The rats will be fed on the > carcasses of the cats that we skin. This will give each rat a > quarter of a cat. You can see by this that the business is a clean > operation; self-supporting and really automatic throughout. The > cats will eat the rats and the rats will eat the cats and we will > get the skins > Time is of the essence. Any hesitation on your part would be sheer > disaster. Become a millionaire with us through knowledgeable > investments. > > Send your cashier's check today to: > > Possums Inc. > Kennesaw, > Georgia, USA, Earth > > ________________________________________________________________________________
From: russ kinne <russ(at)rkiphoto.com>
Subject: Re: rats inc
Date: Dec 19, 2008
Larry That's a good way to set a snap-trap; must cover the pan with newspaper or whatever to keep dirt out. I've put a trap under 2" of cracked corn in the bottom of a deep galv. steel pail where they have to jump down into it. Chained trap to handle. Never missed. If you can see their runways, and there's a spot where they jump down from one level to another, put a sheet of flypaper over their landing spot. Works, but you'll hear the worst blood-curdling screams ever! I've watched rats climb up and over & around a trap set on a rafter walkway; they may be smart but can't change direction in midair. Tough time of year to finish an aircraft & then the wx wont let you fly it! Good luck, Merry Xmas, Russ On Dec 18, 2008, at 11:39 PM, Larry Cottrell wrote: > Hi, > A little advice from a "never failed yet" trapper. If the rats > are licking the P Butter from the pan, there are two ways to handle > it. Firstly it may not be rats, it may be mice that are not heavy > enough to trip the trap. I would put lots of mouse traps around or > a live trap that will take care of the little ones. The other thing > you can do is to dig enough ground out to bury the trap. It would > need to be by a wall where you could hang your bait high enough > that the rat would have to stretch to reach the bait. You, I assume > have a steel trap with a pan, if so tear off a small piece of cloth > and lay over the trigger and pan, but not over the jaws. The idea > is to keep the dirt from sifting under the pan and keep the trap > from springing. Sift the dirt over the jaws just enough to conceal > the trap, but the bare minimum necessary to hide it. What you are > trying to do is to lure the rat into walking up to the wall and > trying to reach the food that is dangling just out of reach, thus > stepping into a trap that it does not know is there. Rats generally > run along walls and natural corridors, so even if they don't smell > the bait, (unlikely) they have a chance to step into the trap. If > there are isolated points of entrance bury a trap there. If they > run the walls, such as on a 2x4, place a trap there where they > can't avoid it. > > Karen and I put the wings on the Firestar today, wind is howling, > cold as a well diggers butt! > Larry C ________________________________________________________________________________
Date: Dec 19, 2008
From: herb <herbgh(at)nctc.com>
Subject: Re: rats inc
Looks as if "Rats" is now running third to Sea Foam and Vortex Generators... Herb At 09:57 AM 12/19/2008, you wrote: >Larry >That's a good way to set a snap-trap; must cover the pan with >newspaper or whatever to keep dirt out. I've put a trap under 2" of >cracked corn in the bottom of a deep galv. steel pail where they >have to jump down into it. Chained trap to handle. Never missed. >If you can see their runways, and there's a spot where they jump >down from one level to another, put a sheet of flypaper over their >landing spot. >Works, but you'll hear the worst blood-curdling screams ever! I've >watched rats climb up and over & around a trap set on a rafter >walkway; they may be smart but can't change direction in midair. >Tough time of year to finish an aircraft & then the wx wont let you fly it! >Good luck, Merry Xmas, >Russ > > >On Dec 18, 2008, at 11:39 PM, Larry Cottrell wrote: > >>Hi, >> A little advice from a "never failed yet" trapper. If the rats >> are licking the P Butter from the pan, there are two ways to >> handle it. Firstly it may not be rats, it may be mice that are not >> heavy enough to trip the trap. I would put lots of mouse traps >> around or a live trap that will take care of the little ones. The >> other thing you can do is to dig enough ground out to bury the >> trap. It would need to be by a wall where you could hang your bait >> high enough that the rat would have to stretch to reach the bait. >> You, I assume have a steel trap with a pan, if so tear off a small >> piece of cloth and lay over the trigger and pan, but not over the >> jaws. The idea is to keep the dirt from sifting under the pan and >> keep the trap from springing. Sift the dirt over the jaws just >> enough to conceal the trap, but the bare minimum necessary to hide >> it. What you are trying to do is to lure the rat into walking up >> to the wall and trying to reach the food that is dangling just out >> of reach, thus stepping into a trap that it does not know is >> there. Rats generally run along walls and natural corridors, so >> even if they don't smell the bait, (unlikely) they have a chance >> to step into the trap. If there are isolated points of entrance >> bury a trap there. If they run the walls, such as on a 2x4, place >> a trap there where they can't avoid it. >> >> Karen and I put the wings on the Firestar today, wind is >> howling, cold as a well diggers butt! >>Larry C >> >> >> >><http://www.matronics.com/contribution>http://www.matronics.com/contribution >><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navigator?Kolb-List ________________________________________________________________________________
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Kolb Ultrastar: How to take-off
Date: Dec 19, 2008
Apparently Pat hadn't found it in various posts, >> Hi, I found it. I found it, and every single person on the list told me what I was to old and stupid to remember. Thanks everybody Pat ________________________________________________________________________________
Date: Dec 19, 2008
From: gliderx5(at)comcast.net
Subject: MKII Dimensions for trailer
Just an FYI for anyone looking at a MKII. I couldn't find these numbers when I was looking at MKIIs. I wanted to know the folded dimensions so that I could consider trailer options. Here are the folded dimensions of my MKII, with a 503 and 3 blade prop. Overall length - 270" Nose to back of wheels - 68" Nose to prop - 114" Outside wheel to outside wheel - 68" wheel height - 14" Prop height - 77" Prop width (at top) - 59" Width at wings - 28" Tail height - 69" Anyone else care to offer up other Kolb model dimensions? P.S. I will have my enclosed trailer for sale in a month or so as I am outfitting new one. Malcolm Morrison MKII ________________________________________________________________________________
Date: Dec 19, 2008
From: TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: From Lockwood Aviation re: oil and fuel
Hi Kolbers, This was posted today on the FlyChallenger list, and I thought it would be of interest. Arty Trost Sandy, Oregon >From Richard on the FlyChallenger list: I had an interesting talk with Dean from Lockwood Aviation today about my concerns for the best products to put through the 503 DCDI. I know it's been discussed at nausium, but time is drawing near for the crank to start turning. About oil: As spoken about on the list many times, Shell has bought out Penzoil. He stated that with the supply of Penzoil 2 stroke oil for air cooled engines drawing near extinction, Shell will be coming out with an oil especially formulated for the Rotax engine. Great news! It has been blind bench tested with three other brands and has prooved its worth. It will be out soon but he doesn't know exactly when or what the new product name will be. Stay tuned. Fuel: When asked what he would burn in a 503 if he was the owner. He stated that if your concerned about legalities and need to keep your fuel at the Rotax reccomended 5% or less of Ethenol then he would mix, as some on the list have mentioned, 50% 100LL avgas with 50% auto gas, 87 octane or higher that contains 10% of Ethenol. On the other hand he stated that there have been no ENGINE problems with running the auto gas with 10% ethenol. The POSSIBLE problems coud include deterioration of O-rings, Poly fuel tanks, fuel lines if not Ethenol rated, and other rubberized parts. He stated that he would keep a close eye on these parts if running straight auto fuel. Fuel filters: He doesn't encourage the use of paper element fuel filters when running Ethenol tainted fuel. Dean states that over time, I don't know how long, the paper absorbes the water from the Ethenol and swells, which can cause a fuel starvation problem. He suggest using a metal mesh fuel filter of 60 to 70 microns. The Rotax manual suggest a metal mesh also. These are his suggestions and I know there are vairables, but I thought I'd put it out there. I'm going to change my paper fuel filter to the metal mesh but haven't decided what fuel or fuel mix I may use. I'm on the fence but leaning towards the auto fuel with a higher octane. I'm not sure but I think the higher octane fuel burns more completely and may leave less deposits. I'd like your suggestions on the octane rating? Richard ________________________________________________________________________________
From: russ kinne <russ(at)rkiphoto.com>
Subject: Re: Rats Inc.
Date: Dec 19, 2008
Possums You didn't mention one big advantage to your plan (which is a great one!) -- it gives worthwhile and enjoyable employment to the thousands of yuppies who have blown out their olfactory lobes by stuffing various items up their noses -- somehow I doubt anyone else would go near your ranch(es). Where are all these 'Cat skinners' I hear about? do not archive On Dec 18, 2008, at 8:16 PM, possums wrote: > At 10:08 AM 12/18/2008, you wrote: > >> >> So far it is rats - 3 and me - 0. That have tripped the rat traps >> three times, liked the peanut butter off clean, without getting >> caught. > > > Dear Investors, > This is of the utmost urgency. The following is the "sleeper of all > sleepers." Please send your check in the amount of $50,000 > immediately. We are limiting each participant to one unit. You can > understand after reading this once in a lifetime offer. > > A group of us are considering investing in a large cat ranch near > Hermosillo, Mexico. It is our purpose to start rather small with > about one million cats. Each cat averages about twelve kittens a > year; skins can be sold for about 20 cents for the white ones and > up to 40 cents for the black. This will give us twelve million cat > skins per year to sell at an average price of around 32 cents, > making our gross revenue about $3 million a year. This really > averages out to about $10,000 a day (excluding Sundays and > holidays, of course). > > A good Mexican cat man can skin about 50 cats each day, at a wage > of $13.15 a day. It will take 663 men to operate the ranch, so the > net profit would be over $8,200 per day. Your $50,000 investment > would be recovered in 6.1 days, which beats the stock market don't > ya know. > > Now, the cats would be fed on rats exclusively. Rats multiply four > times faster than cats. We would start a rat ranch adjacent to our > cat farm for the rats. If we start with a million rats, we will > have four rats per cat per day. The rats will be fed on the > carcasses of the cats that we skin. This will give each rat a > quarter of a cat. You can see by this that the business is a clean > operation; self-supporting and really automatic throughout. The > cats will eat the rats and the rats will eat the cats and we will > get the skins > Time is of the essence. Any hesitation on your part would be sheer > disaster. Become a millionaire with us through knowledgeable > investments. > > Send your cashier's check today to: > > Possums Inc. > Kennesaw, > Georgia, USA, Earth > > ________________________________________________________________________________
Date: Dec 19, 2008
From: possums <possums(at)bellsouth.net>
Subject: Re: Rats Inc.
At 05:17 PM 12/19/2008, you wrote: >Possums >Where are all these 'Cat skinners' I hear about? >do not archive Mexico? - maybe the UK ........ don't remember where I plagiarized it from. Maybe we can use "Spanish Hamsters" instead of rats. http://www.youtube.com/watch?v=i5aD6nWbvcI >do not archive ________________________________________________________________________________
Date: Dec 19, 2008
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: From Lockwood Aviation re: oil and fuel
At 04:53 PM 12/19/2008, TheWanderingWench wrote: >...I'm on the fence but >leaning towards the auto fuel with a higher octane. > >I'm not sure but I think the higher octane fuel burns more completely >and may leave less deposits. I'd like your suggestions on the octane >rating? No difference there. Higher octane fuel has one purpose only: It resists detonation, or "pinging". This is typically a problem on higher compression engines. There is no advantage to using higher octane fuel than the manufacturer calls for... it doesn't burn cleaner, or make more power, or leave less deposits. However... some auto fuel manufacturers may put more or different detergent or other additives in their "premium" higher octane fuel. This may reduce deposits; I don't know... but it's not the octane rating that's making any difference. -Dana -- Software isn't released, it's allowed to escape. ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: From Lockwood Aviation re: oil and fuel
Date: Dec 19, 2008
If you are using a porous bronze filter with an oil mix you may have a problem. Aside from blowing through them there is no visual method to inspect. After some use, especially during storage, they can gum up and reduce flow. I did have one of those glass cylinder type on a VW and it was easy to take apart to clean the plastic mesh sleeve inside but wouldn't care to have the pot metal parts of that thing on an airplane. I will continue to use the "paper" filter and throw it away after each season. They are resin impregnated and reasonably waterproof. Cheap too. BB On 19, Dec 2008, at 4:53 PM, TheWanderingWench wrote: > > > Hi Kolbers, > > This was posted today on the FlyChallenger list, and I thought it > would be of interest. > > Arty Trost > Sandy, Oregon > > >> From Richard on the FlyChallenger list: > > I had an interesting talk with Dean from Lockwood Aviation today > about my concerns for the best products to put through the 503 DCDI. > I know it's been discussed at nausium, but time is drawing near for > the crank to start turning. > > About oil: > As spoken about on the list many times, Shell has bought out Penzoil. > He stated that with the supply of Penzoil 2 stroke oil for air cooled > engines drawing near extinction, Shell will be coming out with an oil > especially formulated for the Rotax engine. Great news! > It has been blind bench tested with three other brands and has > prooved its worth. It will be out soon but he doesn't know exactly > when or what the new product name will be. Stay tuned. > > Fuel: > When asked what he would burn in a 503 if he was the owner. > > He stated that if your concerned about legalities and need to keep > your fuel at the Rotax reccomended 5% or less of Ethenol then he > would mix, as some on the list have mentioned, 50% 100LL avgas with > 50% auto gas, 87 octane or higher that contains 10% of Ethenol. > > On the other hand he stated that there have been no ENGINE problems > with running the auto gas with 10% ethenol. > The POSSIBLE problems coud include deterioration of O-rings, Poly > fuel tanks, fuel lines if not Ethenol rated, and other rubberized > parts. > He stated that he would keep a close eye on these parts if running > straight auto fuel. > > Fuel filters: > He doesn't encourage the use of paper element fuel filters when > running Ethenol tainted fuel. Dean states that over time, I don't > know how long, the paper absorbes the water from the Ethenol and > swells, which can cause a fuel starvation problem. > He suggest using a metal mesh fuel filter of 60 to 70 microns. The > Rotax manual suggest a metal mesh also. > > These are his suggestions and I know there are vairables, but I > thought I'd put it out there. > I'm going to change my paper fuel filter to the metal mesh but > haven't decided what fuel or fuel mix I may use. I'm on the fence but > leaning towards the auto fuel with a higher octane. > > I'm not sure but I think the higher octane fuel burns more completely > and may leave less deposits. I'd like your suggestions on the octane > rating? > > Richard > > ________________________________________________________________________________
Subject: Schedule vacation for MV 2009
From: "John Bickham" <gearbender(at)bellsouth.net>
Date: Dec 19, 2008
I know it may seem like I am chomping at the bit on this. Unlike a lot of you that have reached retirement or have gained their independence in other ways, I have to pick/schedule the vacation in advance. I have some unfinished business as far as attending the "Annual Informal MV Gathering". Headed that way in 2003, but made some dumb decisions and didn't make it. Going to make it a priority this year (1st vacation pick). I'm going with the 3rd weekend in May (15, 16, and 17). Let me know if these need to be adjusted. I plan to be off from May 12th to May 31st. If conditions are right, I may even head toward the Alvord, if JH wants my company and he is up to it. I know I can be a burden and a challenge at times. Gonna work toward that goal. Gotta get plane and pilot in condition for that trip. Wish all my Kolb friends a blessed and happy holiday season. -------- Thanks too much, John Bickham Mark III-C w/ 912UL St. Francisville, LA Landing a plane and being married - a few smooth moments mixed with a lot of rough ones. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=220235#220235 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Schedule vacation for MV 2009
Date: Dec 19, 2008
> I'm going with the 3rd weekend in May (15, 16, and 17). Let me know if these need to be adjusted. > > I plan to be off from May 12th to May 31st. If conditions are right, I > may even head toward the Alvord, if JH wants my company and he is up to > it. I know I can be a burden and a challenge at times. > > John Bickham John B/Gang: Sounds good to me. Mother's Day is 10 May. Memorial Day Weekend is 23, 24, 25 May. That makes the 2009 Unplanned/Unorganized Kolb Flyin Monument Valley 15,16, 17 May 2009. Most of us get there on Thursday, the day before the official start of the flyin. Takes me 2.5 days and 20 flight hours to get there from Alabama. I usually depart on Tuesday morning and get there about noon Thursday. By Sunday, we are loading airplanes and heading home or other exciting places. John B will be more than welcome to fly with me to the Alvord. If we are lucky, we may get Bruce Chaison to fly along with us. Three MKIIIs would make a fine formation flight to the Rock House. That is if Larry and Karen will let us land and mooch for a couple days. John W and I missed landing at Winnemucca, NV, last year. That was the first time we missed staying with one of my old SF buddies and his wife. This year I plan on landing at Elko, NV, where Tony has moved, to spend the night with them in their new house. From Elko, it is a hop skip and jump to the Rock House. That will give you plenty of time to make the return flight to Nauga Field, LA. We started this flyin at MV in May 2003. We have had a great flyin there every year since. Look forward to another one next year. john h mkIII ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: Re: Schedule vacation for MV 2009
Date: Dec 19, 2008
Karen and I are looking forward to any and all of the Kolb pilots or even those flying other types as well. There is always room and food enough, as well as places to go and things to do. The only problem with the plan as I see it is that "a few days" generally isn't enough to get it all done. Plan a bit more generous stay. You see I generally don't have any one to play with, so you have to be a real jerk to not be welcome. 42 40.419 N 117 51.198 W - 2600 foot dirt runway, tiedowns for 6 airplanes. Larry C ----- Original Message ----- From: John Hauck To: kolb-list(at)matronics.com Sent: Friday, December 19, 2008 8:11 PM Subject: Re: Kolb-List: Schedule vacation for MV 2009 > I'm going with the 3rd weekend in May (15, 16, and 17). Let me know if these need to be adjusted. > > I plan to be off from May 12th to May 31st. If conditions are right, I > may even head toward the Alvord, if JH wants my company and he is up to > it. I know I can be a burden and a challenge at times. > > John Bickham John B/Gang: Sounds good to me. Mother's Day is 10 May. Memorial Day Weekend is 23, 24, 25 May. That makes the 2009 Unplanned/Unorganized Kolb Flyin Monument Valley 15,16, 17 May 2009. John B will be more than welcome to fly with me to the Alvord. If we are lucky, we may get Bruce Chaison to fly along with us. Three MKIIIs would make a fine formation flight to the Rock House. That is if Larry and Karen will let us land and mooch for a couple days. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Schedule vacation for MV 2009
Date: Dec 19, 2008
> Larry C - thanks for the open invitation. Maybe you could come pass a good time with us at Nauga Field in July. What do you make your Jambalya with - Antelope meat? [Laughing] > > John Bickham John B/Gang: That would really be a blast if we could get the whole gang together. Don't forget Gary Haley too. john h mkIII ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: MkIII for sale
Date: Dec 20, 2008
Herb, Although I don't see any pictures when I bring up his ad, Steve Green is identified as the owner. So, in answer to your question, yes, it is his palne for sale. Mike Welch MkIII _________________________________________________________________ Send e-mail anywhere. No map, no compass. http://windowslive.com/oneline/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_anywhere_122008 ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: MkIII for sale
Date: Dec 20, 2008
> it is his palne for sale. > > Mike Welch > MkIII Make that "plane". I should put on my glasses and proofrfead.<--(note: this is a joke!) Mike Welch _________________________________________________________________ Send e-mail anywhere. No map, no compass. http://windowslive.com/oneline/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_anywhere_122008 ________________________________________________________________________________
Date: Dec 20, 2008
From: herb <herbgh(at)nctc.com>
Subject: Re: MkIII for sale
Kinda surprised... Maybe he is selling to buy the MkIII extra that the Kolb factory has for sale?? :-) Both look to be pretty good deals... Herb At 10:32 AM 12/20/2008, you wrote: > > >Herb, > >Although I don't see any pictures when I bring up his ad, Steve Green is >identified as the owner. So, in answer to your question, yes, it is >his palne for sale. > >Mike Welch >MkIII >_________________________________________________________________ >Send e-mail anywhere. No map, no compass. >http://windowslive.com/oneline/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_anywhere_122008 > ________________________________________________________________________________
Subject: Re: What is your Altitude loss in a 180 degree turn?
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Dec 20, 2008
Very interesting thread, here is my experience - in a MKIII, if you are making a typical Kolb wonder climb, the first thing that has to be dealt with before you can even think of making a turn back is getting the nose down. With our high thrust line, if the engine barfs when you are in a 40 or 45 mph full throttle climb, it only takes a couple seconds for the airspeed to fall to zero, and the resulting stall is quite a dandy. So I got serious a couple years back about occasionally practicing "engine barf recoveries" at altitude. My experience is that if you are in a steep full throttle climb and snatch the throttle back to idle, you need to immediately go to full nose down stick and even then the airspeed will go to about zero. Meanwhile, the airplane feels like it is simultaneously decelerating and rotating around the main spar. (It's actually very cool) Once the airplane has transitioned to about a 45 degree nose down attitude, it begins to accelerate, and it doesn't feel like it actually stalls. Probably it does, but it's not apparent, because of the odd rotation it is doing. At this point, as soon as the airspeed indicator passes about 30, (because it is accelerating very well) I have found that if you go to either a maximum deflection right or left turn (keep the ball centered) and begin your pullout, you can do a course reversal and level out in around 200 feet. Best I ever did was 160, but that was primed and ready. In actual "surprise engine barf mode," it would probably be closer to 250 feet. As Beauford says, Worth what ye paid for it. Richard Pike MKIII N420P (420ldPoops) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=220361#220361 ________________________________________________________________________________
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Subject: Re: What is your Altitude loss in a 180 degree turn?
Date: Dec 21, 2008
40 or 45 mph full throttle climb,>> Hi Richard, very intersting post. What engine do you have.? I dont think that I would climb quite that steeply, say 50 mph with my Jabi. With our high thrust line the nose will tend to come up abit if you suddenly lose power making a potentialy chancy situation just a little worse. Cheers Pat ________________________________________________________________________________
Date: Dec 21, 2008
From: possums <possums(at)bellsouth.net>
Subject: Re: What is your Altitude loss in a 180 degree turn?
At 10:32 PM 12/20/2008, you wrote: > >So I got serious a couple years back about occasionally practicing >"engine barf recoveries" at altitude. My experience is that if you >are in a steep full throttle climb and snatch the throttle back to >idle, you need to immediately go to full nose down stick and even >then the airspeed will go to about zero. >Meanwhile, the airplane feels like it is simultaneously decelerating >and rotating around the main spar. (It's actually very cool) Once >the airplane has transitioned to about a 45 degree nose down >attitude, it begins to accelerate, and it doesn't feel like it >actually stalls. Probably it does, but it's not apparent, because of >the odd rotation it is doing. >At this point, as soon as the airspeed indicator passes about 30, >(because it is accelerating very well) I have found that if you go >to either a maximum deflection right or left turn (keep the ball >centered) and begin your pullout, you can do a course reversal and >level out in around 200 feet. Best I ever did was 160, but that was >primed and ready. In actual "surprise engine barf mode," it would >probably be closer to 250 feet. > > >Richard Pike I bet if somebody did it, it would look something like this? http://video.google.com/videoplay?docid=-4600043392041186975&hl=en ________________________________________________________________________________
Subject: Re: What is your Altitude loss in a 180 degree turn?
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Dec 21, 2008
Richard Pike wrote: > Very interesting thread, here is my experience - in a MKIII, if you are making a typical Kolb wonder climb, the first thing that has to be dealt with before you can even think of making a turn back is getting the nose down. With our high thrust line, if the engine barfs when you are in a 40 or 45 mph full throttle climb, it only takes a couple seconds for the airspeed to fall to zero, and the resulting stall is quite a dandy. > So I got serious a couple years back about occasionally practicing "engine barf recoveries" at altitude. My experience is that if you are in a steep full throttle climb and snatch the throttle back to idle, you need to immediately go to full nose down stick and even then the airspeed will go to about zero. > Meanwhile, the airplane feels like it is simultaneously decelerating and rotating around the main spar. (It's actually very cool) Once the airplane has transitioned to about a 45 degree nose down attitude, it begins to accelerate, and it doesn't feel like it actually stalls. Probably it does, but it's not apparent, because of the odd rotation it is doing. > At this point, as soon as the airspeed indicator passes about 30, (because it is accelerating very well) I have found that if you go to either a maximum deflection right or left turn (keep the ball centered) and begin your pullout, you can do a course reversal and level out in around 200 feet. Best I ever did was 160, but that was primed and ready. In actual "surprise engine barf mode," it would probably be closer to 250 feet. > As Beauford says, Worth what ye paid for it. > > Richard Pike > MKIII N420P (420ldPoops) FWIW, I had practiced this same thing a fair bit in my FS II after I'd gotten a few hours in it and the results are really very predictable if you're accustomed to flying very light a/c. I will say (heresy coming!) that the ASI doesn't tell you much in the recovery so it's better to rely on AOA maintenance skills instead. I.e. I had seen the ASI read 40 even tho I was still basically in a stall. My FS II required a fair bit of forward stick for a few seconds to truly get flying again. Trying to restore level flight too early, particularly if you're practicing recovering without adding power, can get you into a secondary stall. But most high engine pusher light a/c I've flown, even my titan, are like this so it's just part of doing business in a stall.... It's actually amazing how much altitude you really need to recover tho. For that reason, I adopted a flatter climbout at higher airspeed in the FS II just in case. I do this even in the titan. LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=220397#220397 ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: brake lines/tow cart
Date: Dec 21, 2008
I went for a bit of overkill here. Steel lines to motorcycle braided flex. I didn't want to work harden the steel. DSCN1768.JPG the cart was about $35 at harbor freight. Saves my back pulling it into the winter harbor. I hate that painful stoop position bringing the tail under the overhead door. DSCN1769.JPG

________________________________________________________________________________
Date: Dec 21, 2008
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Engine installation
- Scott-- That is a nice, neat installation.- I do see a loose nut- a re you going to disassemble, or did you take a photo in progress? - ------------------------- -------------------- Bill Sullivan ------------------------- -------------------- Windsor Locks, Ct. ________________________________________________________________________________
Subject: Re: Engine Installation
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Dec 21, 2008
icrashrc wrote: > A few more pics have been added to > http://ill-eagleaviation.com/EngineInstallation.htm > > If there's any specific questions feel free to ask. Can't tell from the photo but is the drain plug offset to the side of that brace? Just wondering what oil changes will be like with the tank up there? LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=220485#220485 ________________________________________________________________________________
Subject: Re: brake lines/tow cart
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Dec 22, 2008
Bob, Having landed on your field many times, I believe your decision to go with metallic brake lines near the wheels is probably a good one. Sometimes your airport maintenance folks do a great job and sometimes they are kicking back with a beer or ten, watching the grass grow to unseemly lengths :-). -------- Thom Riddle N1208P RANS S6S, Tailwheel, 912UL N197BG FS1/447 -------------------- It is by universal misunderstanding that all agree. For if, by ill luck, people understood each other, they would never agree. - Charles Baudelaire Read this topic online here: http://forums.matronics.com/viewtopic.php?p=220508#220508 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Propeller pitch
Date: Dec 22, 2008
> Getting the pitch set exactly the same on all prop blades is very > important. Here's how Paul and I did it. > -------- > Scott Hi Scott: Looks like a good idea. I have always set pitch on my Warp Drives with their protractor. However, there is always a little bit of chance to not get each of the three blades set exactly alike. It does make a lot of difference if all three blades are set identically. I'd like to have a set up like that, something you could hang on the blade, after leveling of course, and be able to set all three blades the same without fear of not having the laser pointer in the same position. john h - 22F, up from 21F when I got up a few minutes ago. mkIII ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Engine Installation
Date: Dec 22, 2008
> Can't tell from the photo but is the drain plug offset to the side of that brace? Just wondering what oil changes will be like with the tank up there? > > LS LS: I pull my tank to change oil. This also gives me a chance to rinse the tank out with gasoline, take it apart, and inspect the innards. john h mkIII ________________________________________________________________________________
Subject: Re: Propeller pitch
From: "robcannon" <leecannon(at)telus.net>
Date: Dec 22, 2008
I used a digital level. Not quite as cheap (except I borrowed mine), but is very simple, and accurate as well. You can buy digital angle finders fairly inexpensively, and they would also work well. To find the pitch there is no need to level the plane for and aft (relatively level sideways is nice). Take a reading off the prop flange, then just subtract (or add) this from the reading you take off the blades. (clamp the level to the blades with a quick clamp) To do quick, accurate adjustments you also need some way of getting the snug blades to move micro amounts. A one by four ( piece of wood ) about 30 inches long, with your prop airfoil hole cut in it works great. When setting up my hks four blade powerfin, I did so many prop changes, I got it down to about 3 minutes ! cheers, Rob Cannon Read this topic online here: http://forums.matronics.com/viewtopic.php?p=220517#220517 ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Propeller pitch
Date: Dec 22, 2008
Rob I used to use the laser method on my Powerfin prop but I found that the factory method using the dowel pin and feeler gages worked more accurately and is quicker. Another benefit is that I can tweak the pitch in very small increments (much less than one degree). I also use a 2x4 with the blade cutout for moving the blades. When you use a laser or even a digital protractor there are so many variables that can introduce uneven pitches between blades. I also had a fixture I would rest on the wing to hold the leading edge of the prop in the same exact rotation to reduce the inaccuracy between blades when using a laser. Rick Neilsen Redrive VW powered MKIIIC ----- Original Message ----- From: "robcannon" <leecannon(at)telus.net> Sent: Monday, December 22, 2008 7:05 AM Subject: Kolb-List: Re: Propeller pitch > > I used a digital level. Not quite as cheap (except I borrowed mine), but > is very simple, and accurate as well. You can buy digital angle finders > fairly inexpensively, and they would also work well. To find the pitch > there is no need to level the plane for and aft (relatively level > sideways is nice). Take a reading off the prop flange, then just subtract > (or add) this from the reading you take off the blades. (clamp the level > to the blades with a quick clamp) To do quick, accurate adjustments you > also need some way of getting the snug blades to move micro amounts. A > one by four ( piece of wood ) about 30 inches long, with your prop airfoil > hole cut in it works great. > When setting up my hks four blade powerfin, I did so many prop changes, > I got it down to about 3 minutes ! > cheers, Rob Cannon > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=220517#220517 > > > ________________________________________________________________________________
Subject: 912 Carb Heat
Date: Dec 22, 2008
From: "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil>
<< I paid 385.00 for a hot water carb heat system which included the covers. I flew with the carb heat system for a few years, then uninstalled everything except the filter covers. john h >> John - I'm curious: why didn't you want to keep that carb heat system on your 912? I'm undecided on the decision to get one or not for my 912ul. On a few occasions flying my Mark-3 in likely-carb-ice conditions (humid air, 60-degree temps), I've detected my engine give a brief falter in RPM, which is a sign of the carbs shedding a bit of ice that just formed. Really gets your attention. I've seen 'em advertised through Lockwood, and I thought having a carb ice prevention system on my engine might add safety. True? Dennis Kirby "Magic Bike," N93DK in Cedar Crest, NM ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: 912 Carb Heat
Date: Dec 22, 2008
Dennis: I bought and installed the carb heat system, hot water, after encountering carb ice on a flight to Alaska in 2000. On my approach to Toad River, BC, I lost the engine, at idle, just prior to touch down. I already had the fi eld made, so no problem there. Another reminder to shoot the approach to m ake the field if the engine quits on final. Norm Labhardt did not do that. A lot of other pilots have not done that and have paid the price. Soon as I rolled out and stopped, I hit the starter and the engine would no t start with the throttle at normal position for starting, closed. I opene d the throttle some and the engine then started. It ran perfect above 3,00 0 rpm, but would shut down as soon as I let the rpm drop below 3,000. I ta xiied back to the east end of the strip and shut her down. Walked across t he Alaska Highway, got a cup of coffee, walked back to the airplane and aga in tried to crank it. This is about 20 minutes later. Engine fired right up and idled like a Singer sewing machine. Problem was the idle jet iced u p. I gave the ice time to melt and the engine was running normal again. I installed the carb heat system prior to my Alaska flight in 2001. Used i t for several years. Never did like it because of the hot water system tap ping into the coolant line, plus piping hot water into the cockpit area for the control valve. Do not really know how effective it was. Never had an icing problem except the one time in Canada, and have never had an icing p roblem since then. The Bing carbs on the 912 series engines are not prone to icing problems. I do not consider icing up an idle jet, once, in more t han 2,500 912 hours a problem. Never heard of another 912 being put down b ecause of carb ice. The plumbing set caused wear on the K&N air filters and probably restricted airflow somewhat. There was also tghe chance of the soft aluminum tubing coiled around the air filters failing and losing coolant and creating a for ced landing situation. I don't have a carb ice problem in the high humidity environment I live in. I doubt you would ever have a problem in NM. Based on where, and the hours, I have flown the 912 engines, since 1994, I figure I don't need carb heat. john h mkIII - Getting ready for Monument Valley 2009. ;-) I'm curious: why didn't you want to keep that carb heat system on your 91 2? Dennis Kirby ________________________________________________________________________________
Date: Dec 22, 2008
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Brake lines
At 03:31 PM 12/22/2008, robert bean wrote: >Considering this thread, I wondered why cars use glycol-based fluid >instead of a straight mineral oil. >It must have to do with early seal rubber longevity. The boiling >point difference between ATF and glycol can't be large. >Mineral would seem to be superior if only for the lack of hygroscopic quality. I don't know for sure, but perhaps for flammability issues? Oil could burn if it springs a leak on hot brake components? Pretty sure glycol isn't flammable. -Dana -- To Be Old And Wise You Must First Be Young And Stupid ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Engine Installation
Date: Dec 23, 2008
> Do you find any debris or crud when you rinse out the oil tank? If so is there more when you burn 100LL? Thanks, > -------- > Scott Scott: Yes, when running a steady diet of 100LL there will be a good bit of led in the bottom of the tank. One of the primary reasons I flush it with gasoline. I take it apart about every other oil change and wipe it down after flushing with gas. During the flying season, especially during long XC flights out West, those oil changes come around quickly. I don't remember what the book dictates for intervals, used to be 100 hours for auto fuel and 50 for 100LL, but I change mine about every 25 to 50 hours depending on where I am and how convenient it will be to do the oil change. I've been running some semi-synthetic Shell Rotella T, 5W40. Couldn't find any, so mixed up a batch of dino and syn 50/50. The next oil change and the rest of next year I am going to run straight Rotella full syn to see if it is suspending lead as good as the semi-syn oil. That is the primary reason for running dino oil when operating on a steady diet of 100LL. However, if one goes to the spec sheet on Rotella full syn, it is based on fine dino oil, if I read the spec sheet correctly. I should be able to tell after the flight to MV and Oregon next May. I'll end up with about 75 engine hours on steady 100LL with a couple cans of auto fuel thrown in occassionally. john h mkIII ________________________________________________________________________________
Subject: Re: 912 Carb Heat
Date: Dec 23, 2008
From: zeprep251(at)aol.com
Being in Ohio gives me lots of carb icing weather.Never had the bing 64 ice completely but it got rough running at cruise rpm. I went with the electric 2 stage heater that bolts to the throttle shaft casting area.Works very wel l,and is small enough to not interfere with most installations. =C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2 -=C2-=C2-=C2-=C2-=C2-=C2-=C2- G.Aman MK-3C Jabiru 2200 -----Original Message----- From: John Hauck <jhauck(at)elmore.rr.com> Sent: Mon, 22 Dec 2008 1:40 pm Subject: Re: Kolb-List: 912 Carb Heat =C2-Dennis: =C2- I bought and installed the carb heat system, hot water, after encountering carb ice on a flight to Alaska in 2000.=C2- On m y approach to Toad River, BC, I lost the engine, at idle, just prior to touch down.=C2- I already had the field made, so no problem there.=C2- Another=C2-reminder to shoot the approach to make the field if the engine quits on final.=C2- Norm Labhardt did not do that.=C2- A lot of other pi lots have not done that and have paid the price. =C2- Soon as I rolled out and stopped, I hit the starter and the engine would not start with the throttle at normal position for starting, closed.=C2- I opened the throttle some and the engine then started.=C2- It ran perfect above 3,000 rpm, but would shut down as soon as=C2-I let the rpm drop below 3,000.=C2- I taxiied back to the east end of the strip and shut her down.=C2- Walked across the Alaska Highway,=C2-got a cup of coffee, walked back to the airplane and again tried to crank it.=C2 - This is about 20 minutes later.=C2- Engine fired right up and idled like a Singer sewing machine.=C2- Problem was the idle jet iced up.=C2-=C2-I gave the ice time to melt and the engine was running=C2-normal again. =C2- I=C2-installed the carb heat system prior to my Alaska flight in 2001.=C2- Used it for several years.=C2- Never did like it because of the hot water system tapping into the coolant line, plus piping h ot water into the cockpit area for the control valve.=C2- Do not really know how effective it was.=C2- Never had an icing problem except the one time in Canada, and have never had an icing problem since then.=C2- The Bing carbs on the 912 series engines are not prone to icing problems.=C2- I do not consi der icing up an idle jet, once, in more than 2,500 912 hours a problem.=C2- Ne ver heard of another 912 being put down because of=C2-carb ice. =C2- The plumbing set caused=C2-wear on the K&N air filters and probably restricted airflow somewhat.=C2- There was also t ghe chance of the soft aluminum tubing coiled around the air filters failing and losing coolant and creating a forced landing situation.=C2- =C2- I don't have a carb ice problem in the high humidity environment I live in.=C2- I doubt you would ever have a problem in NM. =C2- Based on where, and the=C2-hours, I have flown=C2-the 912 engines,=C2-since 1994, I figure I don't need carb heat. =C2- john h mkIII - Getting ready for Monument Valley 2009.=C2- ;-) =C2- =C2- I=99m curious: why didn=99t you want to keep that carb heat system on your 912? =C2- =C2-=C2- Dennis Kirby =C2- ________________________________________________________________________________
Subject: Re: Video Camcorder Editing Help.
From: "grantr" <grant_richardson25(at)yahoo.com>
Date: Dec 23, 2008
Mike, What file format do you download your videos to youtube with? I want to get the best quality for the file size. DIVX which is a AVI file is what I used on my R?C video and it has the watch in high quality option but its not the best. Your videos seem to be a good bit better not so fuzzy. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=220740#220740 ________________________________________________________________________________
Subject: Re: What is your Altitude loss in a 180 degree turn?
From: "2danglico" <john.tempest(at)basf.com>
Date: Dec 25, 2008
I've been reading this thread for awhile and LS brought up a point that prompted me to post a thought. I'm a Firestar I pilot. I fly out of a private strip where there are a large contingent of old timers, with untold hours, always ready to critique any take-off/landing or flying discrepancies they feel the need to address. Actually their advice is appreciated and respected. When I started flying there. They were all impressed by my Kolb's ability to climb out. Typically my climb speed is 45 to 50 mph, and my VS is around 750ft/min. One day one of the old men suggested that in the event of an engine out during take off, it would be safer to trade off some of that climb angle for some extra speed. I'd given this a lot of thought, and practiced engine outs at altitude. And I've surmised that the aircraft at that field - Mini-max, Challenger, GT-500, Highlander & Flightstar. All seem to be faster and maybe slicker than my Kolb. Their cruise speeds bear this out. And I think perhaps my Firestar slows down so much faster with the power off than what they are used to in their planes, that the trade off doesn't hold true for me. I'd rather have another 70 feet than an extra 10 mph to come about in my Firestar. John Tempest Firestar I 447 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=221025#221025 ________________________________________________________________________________
Subject: Re: What is your Altitude loss in a 180 degree turn?
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Dec 25, 2008
2danglico wrote: > I've been reading this thread for awhile and LS brought up a point that prompted me to post a thought. > > I'm a Firestar I pilot. I fly out of a private strip where there are a large contingent of old timers, with untold hours, always ready to critique any take-off/landing or flying discrepancies they feel the need to address. Actually their advice is appreciated and respected. > > When I started flying there. They were all impressed by my Kolb's ability to climb out. Typically my climb speed is 45 to 50 mph, and my VS is around 750ft/min. One day one of the old men suggested that in the event of an engine out during take off, it would be safer to trade off some of that climb angle for some extra speed. > > I'd given this a lot of thought, and practiced engine outs at altitude. And I've surmised that the aircraft at that field - Mini-max, Challenger, GT-500, Highlander & Flightstar. All seem to be faster and maybe slicker than my Kolb. Their cruise speeds bear this out. And I think perhaps my Firestar slows down so much faster with the power off than what they are used to in their planes, that the trade off doesn't hold true for me. > > I'd rather have another 70 feet than an extra 10 mph to come about in my Firestar. > > John Tempest > Firestar I 447 For what it's worth, The principles involved are still the same, it's about energy mangement - how much you have (potential and kinetic) vs how quickly it's dissipated by your particular plane. Oddly enough, tho, I practiced the engine-out on takeoff multiple times in my FS II and always found the safest method to be pretty much the same as in most other planes I've flown. I found it safest to climb out flat at close to cruise speed up to about 50', after that I could slow down to a better climb angle and still have plenty of energy left to do a good landing. The least safe method is Vx/Vy immediately upon leaving ground effect (tho sometimes you have to do that and just grit your teeth ;)). In my experience, this seems to be the case in the other planes I've flown, even my trike, with the only variation being how high I can get before slowing down and assuming a higher climb AOA. Strange but true.... LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=221040#221040 ________________________________________________________________________________
Date: Dec 26, 2008
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: video from last summer
The weather's sure not conducive to flying in New England right now, so here's a short video from last summer: <http://www.youtube.com/watch?v=XDawpMnsSpQ&fmt=18&feature=channel> -Dana -- Ever notice there's no crime at a shooting range? ________________________________________________________________________________
Date: Dec 26, 2008
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: video from last summer
At 11:01 AM 12/26/2008, william sullivan wrote: > Dana- Why does the video seem to shimmy? Is it the camera mount? Keep > sending- I like to see a different view of areas I know. It seems to be an artifact of the engine vibration through the camera mount, since it's only at certain rpm's. It doesn't happen when the camera is mounted to my PPG helmet (my airplane helmet is too new and unscratched for me to want to stick a camera mount to it). -Dana -- In America, anyone can become president. That's one of the risks you take. ________________________________________________________________________________
Date: Dec 26, 2008
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: sport pilot medical dilemma- failed cl 3= never fly sp
(dr lic) At 01:14 PM 12/26/2008, john taylor wrote: >" Another thought . An FAA person told me some time ago that if you feel you >may have a problem,go for a class 2 medical. If you pass it great. If not ask >your ME if he thinks you could pass a class 3. If he says no, exam is over. >You did not fail a class 3 medical. You are a Sport Pilot." Larry Huntley KF >4-1200,Soob, 500+ I don't believe this is correct... the rule says you can't have failed your most recent medical; it doesn't say anything about which class it is. If you fail the class 2, that then is your last [failed] medical and you can't fly under SP, unless you subsequently pass a class 3 or get a special issuance. "...pilots who have had their last FAA medical application/certificate denied, suspended or revoked or had their Special Issuance Authorization withdrawn MAY NOT exercise the privileges of a Sport pilot certificate." -Dana -- In America, anyone can become president. That's one of the risks you take. ________________________________________________________________________________
From: "boyd" <by0ung(at)brigham.net>
Subject: sport pilot medical dilemma- failed cl 3= never fly sp
(dr lic)
Date: Dec 26, 2008
I don't believe this is correct... the rule says you can't have failed your most recent medical; it doesn't say anything about which class it is. If you fail the class 2, that then is your last [failed] medical and you can't fly under SP, unless you subsequently pass a class 3 or get a special issuance. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> Lets try this route just for fun. Go and see a doctor ( who gives aviation physicals) and get a physical. not a flight physical. just an every day good health physical.. When you are finished,,, ask if he thinks you would pass a class 3 medical,,, if he says yes, fill out the paperwork,,,, if he says no,,,, physical over. This way you have not failed an aviation medical... Boyd Young KOLB MKIII C Utah ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: sport pilot medical dilemma- failed cl 3= never fly sp
(dr lic)
Date: Dec 26, 2008
Boyd/Gang: I have an old retired country doc for a flight surgeon. I fly my airplane to a little country airport, taxi over to the fence, walk about a block to his house, get my flight physical in his den. Takes a few minutes and now costs $75.00. Last year when I was getting my flight physical I asked him to let me know ahead of time if he thought I might not pass my Class III. He said not to worry. I wasn't going to fail my flight physical. john h mkIII Roanoke, VA Go and see a doctor ( who gives aviation physicals) Boyd Young ________________________________________________________________________________
From: "boyd" <by0ung(at)brigham.net>
Subject: sport pilot medical dilemma- failed cl 3= never fly sp
(dr lic)
Date: Dec 26, 2008
I don't believe this is correct... the rule says you can't have failed your most recent medical; it doesn't say anything about which class it is. If you fail the class 2, that then is your last [failed] medical and you can't fly under SP, unless you subsequently pass a class 3 or get a special issuance. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> Lets try this route just for fun. Go and see a doctor ( who gives aviation physicals) and get a physical. not a flight physical. just an every day good health physical.. When you are finished,,, ask if he thinks you would pass a class 3 medical,,, if he says yes, fill out the paperwork,,,, if he says no,,,, physical over. This way you have not failed an aviation medical... Boyd Young KOLB MKIII C Utah >>>>>>>>>>>>>>>>>>>>>> Been thinking about this since I hit the send button. If the doctor says he thinks you would pass the third class med.. then before filling out the paperwork. ask your self if your health would stay good enough until the medical expires ,, if so then fill out the paperwork.. If your health is going downhill,,, and they revoke the medical,,, you are the same situation as if you had failed the medical. In that case you would be better off to fly sport pilot for now then give it up when your health goes south. Now if the doctor says NO!!!! ask enough questions as to determine if you are safe to fly SP . or if you should keep your feet on the ground and sell your plane.. Remember,,, by flying SP with your drivers license,,,, you are self certifying that you are safe and healthy enough to fly safely .... if there is a condition that makes you unsafe, and you know about it, you should not fly. The last situation is the medical examiner tells you that he could get you a medical if you spent enough time and money to get through all the bells and whistles that the faa would put in your way. in this case you have to make the decision: do I want to fly my kolb.. If so fly sp.. If you need to fly heavy metal,, decide how bad you need to fly it. And if it is worth jumping through all the hoops. Please fly safe. Boyd ________________________________________________________________________________
Subject: Landing video Kolb MK III
From: "grantr" <grant_richardson25(at)yahoo.com>
Date: Dec 26, 2008
http://www.youtube.com/watch?v=PbYkWBD5dEo&feature=channel&fmt=18 This is my 1st video flying my Kolb. I tried to take more footage but the camera kept turning off in the plane so no flying or takeoff footage. The camera has a few safeguard features to protect it from damage from mishandling. I deactivated them so i hope this will solve the problem. I am not sure why it worked on the landing footage. My camera is a Sony Handycam SR-45 30 GB HDD. I have it mounted to a tripod which is strapped down in the passenger seat with bungee straps. What is the best file format( best quality for the file size) to upload to youtube? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=221280#221280 ________________________________________________________________________________
Subject: Re: sport pilot medical dilemma- failed cl 3= never fly sp
(dr
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Dec 26, 2008
by0ung(at)brigham.net wrote: > > Lets try this route just for fun > > Go and see a doctor ( who gives aviation physicals) and get a physical not a flight physical just an every day good health physical. When you are finished,,, ask if he thinks you would pass a class 3 medical,,, if he says yes, fill out the paperwork,,,, if he says no,,,, physical over. This way you have not failed an aviation medical.. > > > Boyd Young > KOLB MKIII C > Utah > My .02, Keep your AME and your regular doc separate folks wherever possible. Dunno the legality of it all, but there's an inherent conflict of interest in the two roles of managing your health and the regulatory one of screening for a flight medical. Once the doc knows about a condition, (s)he knows so when it comes to the actual exam, well....... When I got sick the last time, I voluntarily grounded myself and went to a specialist. To **** with the medical at that point, my health comes first. I let my medical expire in the meantime, but I wasn't healthy enough to resume flying until a while after that. Never went back to get it, too much paperwork involved and I still have things here and there going on that are disqualifying. But when I need to go to the doctor, I need to feel free to be honest with them and tell them what's up. So I'd never use my AME for that..... JMHO, LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=221309#221309 ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: sport pilot medical dilemma- failed cl 3= never fly
sp (dr
Date: Dec 27, 2008
never confuse passing a flight physical with being healthy. BB On 26, Dec 2008, at 11:25 PM, lucien wrote: > > > by0ung(at)brigham.net wrote: >> >> Lets try this route just for fun >> >> Go and see a doctor ( who gives aviation physicals) and get a >> physical not a flight physical just an every day good >> health physical. When you are finished,,, ask if he thinks >> you would pass a class 3 medical,,, if he says yes, fill out the >> paperwork,,,, if he says no,,,, physical over. This way you >> have not failed an aviation medical.. >> >> >> Boyd Young >> KOLB MKIII C >> Utah >> > > > My .02, > > Keep your AME and your regular doc separate folks wherever > possible. Dunno the legality of it all, but there's an inherent > conflict of interest in the two roles of managing your health and > the regulatory one of screening for a flight medical. > Once the doc knows about a condition, (s)he knows so when it comes > to the actual exam, well....... > > When I got sick the last time, I voluntarily grounded myself and > went to a specialist. To **** with the medical at that point, my > health comes first. I let my medical expire in the meantime, but I > wasn't healthy enough to resume flying until a while after that. > > Never went back to get it, too much paperwork involved and I still > have things here and there going on that are disqualifying. > > But when I need to go to the doctor, I need to feel free to be > honest with them and tell them what's up. So I'd never use my AME > for that..... > > JMHO, > > LS > > -------- > LS > Titan II SS > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=221309#221309 > > ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: video's
Date: Dec 26, 2008
I tried the Pinnacle video spin and was able to paste two clips together, couldn't figure out how to add any music, but uploaded it to you tube. When I viewed it, I was so disappointed in the quality that I deleted it. Any ideas? I will try again with a bit better quality to start with, but don't have much in the way of hope that it will be much better. Still snowy with more in the forecast, still haven't lifted off with the HKS Larry C ________________________________________________________________________________
Date: Dec 27, 2008
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: video's
At 12:26 AM 12/27/2008, Larry Cottrell wrote: >I tried the Pinnacle video spin and was able to paste two clips together, >couldn't figure out how to add any music, but uploaded it to you tube. >When I viewed it, I was so disappointed in the quality that I deleted it. >Any ideas? I will try again with a bit better quality to start with, but >don't have much in the way of hope that it will be much better. Youtube quality is pretty poor no matter what you do. I use Windows Media (.wmv) at 640x480, 30fps, and 2000Mbps. When viewing it or sharing the address, click on "watch in high quality" if it's available, or add "&fmt=18" (without the quotes) to the end of the address which forces it to high quality if possible, i.e.: http://www.youtube.com/watch?v=8QFuEA_NpJs&feature=channel&fmt=18 I've never used Pinnacle but by all accounts it's better than what I use (Showbiz, which was bundled with my computer). -Dana -- We have enough youth; how about a Fountain of Smart? ________________________________________________________________________________
Subject: Re: video's
From: "grantr" <grant_richardson25(at)yahoo.com>
Date: Dec 27, 2008
Larry, It is easy to add music to the video. I use DIVX medium for my video format and it looks pretty good in HQ on Utube In the video spin program when you are editing the time line for the video look at the left menu and you will see a music note at the bottom and another in the time line at the bottom. You click the top music note and find the music file from your computer that you want. Once you have the file, Click and drag it to the music note line in the time line. You do it the same way as the videos Read this topic online here: http://forums.matronics.com/viewtopic.php?p=221366#221366 ________________________________________________________________________________
Subject: Re: sport pilot medical dilemma- failed cl 3= never fly sp
(dr
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Dec 27, 2008
russ(at)rkiphoto.com wrote: > FWIW, and IMHO - Boyd, and others, are right on about FAA medicals.You must make SURE the Dr understands that nothing gets put on an FAA form until after he's given you an exam, > and you've passed it. I've had to be very firm about this in the past. Many Drs really don't understand what a mess you'd be in if you failed a physical. You must beat it into their heads that you MUST NOT fail a physical at least ion the FAA forms. > Er, that's specifically the purpose of the screening process - an exam for a medical cert. is a regulatory function and as such is _supposed_ to seek out and find disqualifying conditions. If the AME in an FnAA medical exam finds something disqualifying in the exam you've _already failed_ at that point. (s)he has to report it and off you go to the special issuance process or to flying UL's....... At least that's my understanding of it. Indeed, another one of those things that really puts the Fn in FnAA...... LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=221438#221438 ________________________________________________________________________________
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Subject: Re: sport pilot medical dilemma- failed cl 3= never fly
sp (dr
Date: Dec 28, 2008
Many Drs really don't understand what a mess you'd be in if you failed a physical. You must beat it into their heads that you MUST NOT fail a physical at least ion the FAA forms.>> What an odd attitude. None of that is the doctors concern. All he does is ensure that you conform to the criterion laid down by the appropriate authority. If you dont qualify that is your concern not his. Would you want a commercial pilot flying you who has faulty eyesight but got the OK because he explained to the doctor that he wouild be out of a job if he failed? Same apples Cheers Pat ________________________________________________________________________________
Date: Dec 28, 2008
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: sport pilot medical dilemma- failed cl 3= never fly
sp (dr At 07:00 AM 12/28/2008, pj.ladd wrote: >...All he does is ensure that you conform to the criterion laid down by >the appropriate authority. If you dont qualify that is your concern not >his. Would you want a commercial pilot flying you who has faulty eyesight >but got the OK because he explained to the doctor that he wouild be out of >a job if he failed? Well, a commercial pilot flying hundreds of passengers is one thing; a private pilot flying a light plane for fun is another. Indeed, many disqualifying conditions can be waived with a special issuance, but it can be a long expensive process that many pilots might not want to go to the expense of, if the alternative is to fly as a Sport Pilot. I don't think you should go to your AME for a "preliminary" physical; you may put them in a difficult ethical situation. If you have any doubts, go to your regular doctor and ask him to check you to the FAA standards (they must be published somewhere). -Dana -- When Columbus came to America, there were no taxes, no debts, and no pollution. The women did all the work while the men hunted or fished all day. Ever since then, a bunch of idiotic do-gooders have been trying to "improve" the place. ________________________________________________________________________________
Subject: Re: sport pilot medical dilemma- failed cl 3= never fly sp
(dr
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Dec 28, 2008
[quote="slyck(at)frontiernet.net"]never confuse passing a flight physical with being healthy. BB On 26, Dec 2008, at 11:25 PM, lucien wrote: [quote] Exactly - if you have a disqualifying condition _go get it treated_. To heck with the medical. This is is how I think about this issue (YMMV and just MHO): - if it's on the list of things that are disqualifying, even if I think it's stupid, the chances are it could be a safety issue. It's like AC 43.13 - most of the construction/inspection techniques for airplanes are in there because some poor sot flew an airplane into the ground. I'd be willing to bet many of the disqualifying medical conditions have similar roots. - There are other ways to get off the ground once you've gotten your health back regardless of whether FnAA still wants you on the ground or not. In fact, these choices (sport pilot, sailplanes) are better in that the responsibility for medical cert. rests on the individual much moreso, which is where that responsibility should be IMO. - regardless, we fly for fun and it's no fun, in my experience, flying when you're in poor health. What's the point? When I got sick in 2000, I grounded myself for almost a year. Hardly missed it, tho, because I wasn't in any condition to enjoy it anyway. That still holds true today - if I'm not physically up to it I don't go up. I'm nursing a lower back injury right now as I type and not flying because of it. Even flying ain't no fun with a sledgehammer lodged in one's coccyx anyway ;). So my view is health first, then flying afterwards...... Again, the usual disclaimers: YMMV and JMHO, LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=221488#221488 ________________________________________________________________________________
Date: Dec 28, 2008
From: herb <herbgh(at)nctc.com>
Subject: Body suit flying
Who needs a medical...maybe the men in white suits?? Check this out...one big vortex generator!! :-) <http://vimeo.com/moogaloop.swf?clip_id=1778399&server=vimeo.com&show_title=1&show_byline=1&show_portrait=0&color=&fullscreen=1>http://vimeo.com/moogaloop.swf?clip_id=1778399&server=vimeo.com&show_title=1&show_byline=1&show_portrait=0&color=&fullscreen=1 ________________________________________________________________________________
Subject: Re: video's
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Dec 28, 2008
For good video on Youtube, upload it in High Definition. DIVX, which shows up as an MPEG 4 file seems to be the best quality for the size. I upload my videos in full High Definition, which is 10801920 in size. My 10 minute Kolb video in HD was around 500 mb, it takes a while to upload, but its worth the effort. It took about a week, but the magic " Watch in HD " appeared at the bottom :) One thing about you tube, when you watch the video, make sure you click " Watch in High Quality " at the bottom right of the picture in blue, or " Watch in HD ", whichever one is there. If you do not do this, the quality of the video will really suck [Evil or Very Mad] If you do not see the " Watch in HD " or " Watch in High Quality " at the bottom right, upgrade to the latest version of Flash Player, its free and fast to do. 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=221542#221542 ________________________________________________________________________________
Subject: Re: Landing video Kolb MK III
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Dec 28, 2008
GrantR, Good to see you got a camera and are posting videos. DIVX seems to be the best quality for the file size, it shows up as an .mpeg 4 when I make the movie in Pinnacle Stuido 11. My 10 minute video was 500 MB. Make sure you make the video size in full 1080i HD so that it will play in HD in YouTube. That is a video size of 10801920. It took mine a week to come up in HD on you tube, it was there as a regular video first, then one day the "Watch in HD" appeared. With that camera, you should be able to get some really good quality videos from 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=221543#221543 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Landing video Kolb MK III
Date: Dec 28, 2008
You guys want to talk about landing videos. Here is a video clip John Bickham made when I landed at his strip for the Nauga Flyin 2008. http://www.youtube.com/watch?v=hAd10ZDKuwM I approached steep (got to to get over the trees and power line) and was ready to touch down at the approach end of the 1500 ft strip. Rather than ground taxi all the way to the south end, I decided to air taxi, in ground effect, with minimum power, at about 30 mph, full flaps, fully controlable. Looks like I "air taxiied" (hovered) a good way down the strip. Kolbs are fun! And.........I did it without any assistance from ___ ___'s. You'll have to fill in the blanks. john h Bored in hauck's holler, alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb Flying Vids
Date: Dec 28, 2008
Gang: I took this clip of my old flying buddy, John W, at the 2007 Kolb Homecoming, Labhart Field, Kentucky. We could not predict the future. This clip is sort of a farewell clip from John W, as he disappears into the fog after landing. http://www.youtube.com/watch?v=9Tf2pG9mH5M&feature=related john h hauck's holler, alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb Flying Vids
Date: Dec 28, 2008
Still one of my favorites, taken on the Alvord Desert, I believe 2007. Turn up the volume. http://www.youtube.com/watch?v=4jfWIjFYDYA john h mkIII ________________________________________________________________________________
Subject: 503 engine fogging-OOPS
From: "Tom Jones" <nahsikhs(at)elltel.net>
Date: Dec 29, 2008
Does anyone have an idea on how to fish a fogging oil spray can plastic extension tube out of the crankcase on a 503? The engine is mounted spark plugs up and it was not running when the tube shot in there. I took the carb off but still can't see the tube. -------- 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=221587#221587 ________________________________________________________________________________
Date: Dec 29, 2008
From: Lanny Fetterman <donaho1(at)verizon.net>
Subject: Fogging 503 OOPS
Tom and all, I did that same thing two years ago. I got the plastic straw out of the crank case using a four finger pick up tool. When I got it close to the carb inlet, I grabbed it with a pair of needle nose pliers and pulled it out. The difference between my problem and your`s is I could still see the tube stuck to the side of the crank case. Good luck on your fishing expedition, I hope you can find the plastic straw and remove it. Been there and done that! Last fall when I fogged my 503 I did NOT use the plastic straw! Lanny Fetterman N598LF FSII ________________________________________________________________________________
Subject: Re: 503 engine fogging-OOPS
From: "olendorf" <olendorf(at)gmail.com>
Date: Dec 29, 2008
I would try a shop vac. -------- Scott Olendorf Original Firestar, Rotax 447, Powerfin prop Schenectady, NY http://KolbFirestar.googlepages.com Read this topic online here: http://forums.matronics.com/viewtopic.php?p=221597#221597 ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 503 engine fogging-OOPS
Date: Dec 29, 2008
> Does anyone have an idea on how to fish a fogging oil spray can plastic extension tube out of the crankcase on a 503? The engine is mounted spark plugs up and it was not running when the tube shot in there. I took the carb off but still can't see the tube. > > -------- > Tom Jones > Classic IV > 503 Rotax, 72 inch Two blade Warp > Ellensburg, WA Tom, I would recommend trying to get ahold of a boroscope (like the link I've attached), and one of those 4-fingered claws that Lanny suggested. If you don't want to buy a boroscope, most "well-equiped" auto repair mechanics have them. Possibly you could buy him lunch or something. Just an idea. Here's what I'm referring to: http://cgi.ebay.com/ebaymotors/BORESCOPE-BOROSCOPE-FIBERSCOPE-FIBER-OPTIC-SCOPE-NEW_W0QQitemZ200290098469QQcmdZViewItemQQptZMotors_Automotive_Tools?hash=item200290098469&_trksid=p4506.c0.m245&_trkparms=72%3A543%7C65%3A12%7C39%3A1%7C240%3A1318 Or, if you can get a set of those mechanic mirrors, this might get you by as far as peering into the crankcase. You can get these locally at any auto parts store. BTW, your best time to use the mirror is at night, with a really bright flashlight (and your 4-fingered claw). Also, as Scott suggested, you might try the shop-vac idea. I would tape a section of flexible tubing on the end of the hose, say, about 3 feet long, so that you can fish around inside the crankcase. Every couple of minutes, check for the tube inside the vacuum. Hang in there, you'll get it out. Mike Welch MkIII _________________________________________________________________ Its the same Hotmail. If by same you mean up to 70% faster. http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_broad1_122008 ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 503 engine fogging-OOPS
Date: Dec 29, 2008
Tom, Here is the set of mirrors I was suggesting. Very handy to have. Maybe you wouldn't need the boroscope, if the spray tube isn't too far inside the motor. http://cgi.ebay.com/ebaymotors/4pc-TELESCOPING-INSPECTION-MIRROR-AND-PICKUP-MAGNET-SET_W0QQitemZ220334412737QQcmdZViewItemQQptZMotors_Automotive_Tools?hash=item220334412737&_trksid=p4506.c0.m245&_trkparms=72%3A64%7C65%3A12%7C39%3A1%7C240%3A1318 Best of luck, Mike Welch _________________________________________________________________ Life on your PC is safer, easier, and more enjoyable with Windows Vista. ________________________________________________________________________________
Subject: Re: Landing video Kolb MK III
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Dec 29, 2008
John Hauck wrote: > > And.........I did it without any assistance from ___ ___'s. You'll have to > fill in the blanks. > > john h > Bored in hauck's holler, alabama I got it !! You air taxied without any assistance from " Landing Gear's " [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=221614#221614 ________________________________________________________________________________
Subject: Re: Kolb Flying Vids
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Dec 29, 2008
I knew your Kolb was highly modified, I never imagined that those mods would make it sound so cool ! 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=221616#221616 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Landing video Kolb MK III
Date: Dec 29, 2008
> I got it !! You air taxied without any assistance from " Landing Gear's > " [Wink] > > Mike We have a beautiful day in Alabama. Sun shine, CAVU! Got a new DRE6000 ANR headset for Xmas to replace my old one. Need to do a little flying to see if it is going to get the job done. My hearing had degraded to the point I can not hear and understand without the ANR. Of course, where I fly, I can fly legally without a radio, if I have to. Hope everyone had a merry Xmas. john h mkIII ________________________________________________________________________________
Date: Dec 29, 2008
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: 503 engine fogging-OOPS
> >Does anyone have an idea on how to fish a fogging oil spray can plastic extension tube out of the crankcase on a 503? The engine is mounted spark plugs up and it was not running when the tube shot in there. I took the carb off but still can't see the tube. > >-------- Tom, No experience at this so this just a suggestion. Remove the intake manifold so that you have as good a view as possible. Then rotate the engine slowly so that the crank throw sweeps the case from the far side to the bottom and up. Hopefully this will bring the tube up into your field of vision as the port opens. Good Luck! Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Subject: Re: Landing video Kolb MK III
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Dec 29, 2008
John Hauck wrote: > > We have a beautiful day in Alabama. Sun shine, CAVU! > > Got a new DRE6000 ANR headset for Xmas to replace my old one. Need to do a > little flying to see if it is going to get the job done. My hearing had > degraded to the point I can not hear and understand without the ANR. Of > course, where I fly, I can fly legally without a radio, if I have to. > > Hope everyone had a merry Xmas. > > john h > mkIII You may find it's not your hearing so much as the headset. I flew my FSII with a rather crappy old headset and, when I moved it to KSAF, I could barely hear the tower at all. Even with the radio all the way up and with 20db foam earplugs underneath I could only catch every other word. Tower would have been more upset if it weren't for the pretty little kolb floating around the airport entertaining them. I got a telex 50D ANR a few months ago and that fixes all the problems with that even in the titan which is louder than my FS II was. I'd love to try it in an FS II to see how it works. But you're right, your hearing can't be replaced so investing in a good headset is a cost-no-object type thing IMO.... LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=221625#221625 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Landing video Kolb MK III
Date: Dec 29, 2008
> You may find it's not your hearing so much as the headset. > > LS Lucien: I wish that were the case. My old headset is a DRE6000. It has a lot of hours on it, plus the rats cut the power cord. Since it happened just prior to the holidays, was a good time to ask Santa Claus for a new one. My hearing has been bad since March 1966, from an incident in RVN. Was able to get through flight school and fly for many years dispite my hearing loss, but it is getting much worse, much sooner than I thought it would. Thank God for ANR! Without it, I would be lost. john h mkIII ________________________________________________________________________________
Subject: Re: ! Re: Landing video Kolb MK III
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Dec 29, 2008
John Hauck wrote: > > > > Lucien: > > I wish that were the case. > > My old headset is a DRE6000. It has a lot of hours on it, plus the rats cut > the power cord. Since it happened just prior to the holidays, was a good > time to ask Santa Claus for a new one. > > My hearing has been bad since March 1966, from an incident in RVN. Was able > to get through flight school and fly for many years dispite my hearing loss, > but it is getting much worse, much sooner than I thought it would. > > Thank God for ANR! Without it, I would be lost. > > john h > mkIII John, may I ask what RVN is? I'm a musician myself and have a slight hearing loss due to exposure to lots of loud but foul noise. In particular, I don't recover from loud noises nearly as well or as quickly as I used to. Even a short flight in the FSII as I recall with the old headset would leave me hearing impaired for a couple of days. On my last flight - short xcountry to taos and back to santa fe - even with the telex I noticed I was a little deef afterwards. I may start using earplugs even under the telex..... If I build a firefly (still cranking on that plan) I'll have to be even more careful as that's an even higher frequency scream..... LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=221639#221639 ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: ! Re: Landing video Kolb MK III
Date: Dec 29, 2008
Lucien I have a Sigtronics head set with the Headsets ANR kit in them. They help a bunch but not enough so for a while I flew with ear plug also which caused hearing problems when tying to communicate. Lately I have been using Sony MDR-EX51LP headphones (like the MP3 players use) under my Sigtronics with the ANR on. These things are super for voice clarity and reduce outside noise almost as much as the foam ear plugs. No more ear ringing after flying. Rick Neilsen Redrive VW powered MKIIIC ----- Original Message ----- From: "lucien" <lstavenhagen(at)hotmail.com> Sent: Monday, December 29, 2008 12:01 PM Subject: Kolb-List: ! Re: Landing video Kolb MK III > > > John Hauck wrote: >> >> >> >> Lucien: >> >> I wish that were the case. >> >> My old headset is a DRE6000. It has a lot of hours on it, plus the rats >> cut >> the power cord. Since it happened just prior to the holidays, was a good >> time to ask Santa Claus for a new one. >> >> My hearing has been bad since March 1966, from an incident in RVN. Was >> able >> to get through flight school and fly for many years dispite my hearing >> loss, >> but it is getting much worse, much sooner than I thought it would. >> >> Thank God for ANR! Without it, I would be lost. >> >> john h >> mkIII > > > John, may I ask what RVN is? > > I'm a musician myself and have a slight hearing loss due to exposure to > lots of loud but foul noise. In particular, I don't recover from loud > noises nearly as well or as quickly as I used to. Even a short flight in > the FSII as I recall with the old headset would leave me hearing impaired > for a couple of days. > > On my last flight - short xcountry to taos and back to santa fe - even > with the telex I noticed I was a little deef afterwards. I may start using > earplugs even under the telex..... > > If I build a firefly (still cranking on that plan) I'll have to be even > more careful as that's an even higher frequency scream..... > > LS > > -------- > LS > Titan II SS > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=221639#221639 > > > ________________________________________________________________________________
From: HShack(at)aol.com
Date: Dec 29, 2008
Subject: Re: 503 engine fogging-OOPS
Can't you see a lot better with the exhaust manifold removed? Howard Shackleford FS II SC do not archive In a message dated 12/29/2008 8:29:44 A.M. Eastern Standard Time, nahsikhs(at)elltel.net writes: Does anyone have an idea on how to fish a fogging oil spray can plastic extension tube out of the crankcase on a 503? **************One site keeps you connected to all your email: AOL Mail, Gmail, and Yahoo Mail. Try it now. ________________________________________________________________________________
Subject: Re: Landing video Kolb MK III
From: "George Alexander" <gtalexander(at)att.net>
Date: Dec 29, 2008
John Hauck wrote: > > > ......SNIP..... > > > We have a beautiful day in Alabama. Sun shine, CAVU! > > Got a new DRE6000 ANR headset for Xmas to replace my old one. > > ......SNIP..... > > John et al: I also have a DRE6000 that has proved to be very effective. Since it has not always been handled gently, I have been absolutely paranoid since Avionics West of TN stopped carrying them and I couldn't find them elsewhere. So John, where did Santa find you a DRE6000? Happy 2009 to everyone! We have the same beautiful day in SW FL! -------- George Alexander FS II R503 N709FS http://gtalexander.home.att.net Read this topic online here: http://forums.matronics.com/viewtopic.php?p=221662#221662 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Landing video Kolb MK III
Date: Dec 29, 2008
> So John, where did Santa find you a DRE6000? > -------- > George Alexander George A/Gang: Santa found the DRE-6000 at Aircraft Spruce. Yes, I had the same feelings as you when DRE went out of business. I had tried a $800.00 David Clark X headset that did not come up to the DRE in my airplane. Finally, got my money back. Here is the info and part number from Aircraft Spruce: Aircraft Spruce and Specialty Co Request For Quotation Thank you for your request for quotation. We are pleased to offer the DRE-6000 ENR HEADSET, part number 11-00543 at $359.95 USD . Please let us know if there is anything else we can help you with. To order, return to Aircraft Spruce electronic order form and add part number 11-00543 to your shopping cart. The manufacturers minimum advertised price (MAP) will be displayed when you place your order, but our order processing server will change it to this quoted price when it sends your confirmation. We appreciate your interest in our company. Happy New Year! john h mkIII ________________________________________________________________________________
Subject: Re: 503 engine fogging-OOPS-Update, got it.
From: "Tom Jones" <nahsikhs(at)elltel.net>
Date: Dec 29, 2008
Can't see into the crankcase from the exhaust side, only the top of the side and top of the piston. I used a small mechanic's mirror to look around in there from the intake and could see the little red bugger but managed to push it down out of sight trying to grab it with a flex claw. Ended up taking the cylinder off to get it out. Just ordered the gaskets to put the engine back together. It was an expensive lesson from the school of hard knocks. -------- 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=221701#221701 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: 503 engine fogging-OOPS-Update, got it.
Date: Dec 29, 2008
> It was an expensive lesson from the school of hard knocks. > > -------- > Tom Jones Tom J: Not a complete waste. Should have given you a good opportunity to inspect the inside of the 503. john h mkIII ________________________________________________________________________________
Subject: Re: 503 engine fogging-OOPS-Update, got it.
From: "Tom Jones" <nahsikhs(at)elltel.net>
Date: Dec 29, 2008
> Not a complete waste. Should have given you a good opportunity to inspect > the inside of the 503. > > john h Yes, it is reassuring to see that everything is in order inside the noise maker. -------- 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=221708#221708 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: 503 engine fogging-OOPS-Update, got it.
Date: Dec 29, 2008
> Tom Jones > Classic IV Tom J: What's a Classic IV? john h mkIII ________________________________________________________________________________
Subject: Re: 503 engine fogging-OOPS-Update, got it.
From: "Tom Jones" <nahsikhs(at)elltel.net>
Date: Dec 29, 2008
> Tom J: > > What's a Classic IV? Kitfox. Not too many people still use the 503 on a Kitfox so with engine questions I usually ask the Kolb list too. -------- 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=221721#221721 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: 503 engine fogging-OOPS-Update, got it.
Date: Dec 29, 2008
> Kitfox. Not too many people still use the 503 on a Kitfox so with engine questions I usually ask the Kolb list too. > -------- > Tom Jones Tom J: Several years ago, Rick Neilsen, Scott Trask, John W and I flew from Iron Mountain, MI, in a gaggle that included a 503 powered Kit Fox. Can't remember the man's name that flew it, but he was a very big man. Kit Fox did ok, but would not keep up with the MKIII and Kolbra. john h mkIII ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: 503 engine fogging-OOPS-Update, got it.
Date: Dec 29, 2008
Subject: Re: Kolb Flying Vids
From: "cristalclear13" <cristalclearwaters(at)gmail.com>
Date: Dec 30, 2008
Here is a video I took the day after Christmas: http://www.youtube.com/watch?v=vwKBr06ws0M The video was poor quality to begin with but after posting to you tube it is worse. -------- Cristal Waters Kolb Mark II Twinstar Rotax 503 DCSI Read this topic online here: http://forums.matronics.com/viewtopic.php?p=221787#221787 ________________________________________________________________________________
Subject: Re: What is your Altitude loss in a 180 degree turn?
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Dec 30, 2008
If you are high enough, it is far better to do a 180 degree back to the runway than needlessly glide straight ahead into trees and powerlines. A friend of mine flying a Rans at our airport had a total and sudden engine failure over the end of the runway over the summer, and successfully turned 180 degrees and landed back on the runway instead of going into houses and trees. GrantR has the right idea on this one, if you have a long enough runway like he does, with really bad options straight ahead and to the sides, a 180 degree turn back to a safe landing would be the smartest and safest thing to do. Of course this requires practice and extra skill, but from Grants practicing this, I am sure he is up to the challenge if it ever happens. It is important to practice and be proficient with this maneuver if that is part of your engine out plan. Every situation is different, if the runway is short an you try a turn back to the runway, you will kill yourself. If you do not have enough altitude and attempt this, you will kill yourself. If the pilot has never practiced this maneuver, he will again most likely kill himself. Like most situations in aviation, you must use good judgment depending on the airport, considering: runway length, and obstacles ahead and to the sides, and YOUR SKILL LEVEL. 270 degrees of turn is not needed to make a turn back to the airport, my friend in the Rans turned about 200 degrees total, a very tight 200 with put him a bit off centerline but angling back to the runway, which resulted in landing in a slight angle across our wide runway which he straightened out once rolling on the ground. My friend is a good pilot, and flew his return perfectly, with no damage to the plane or himself. There were no good landing options straight ahead or to the sides as in Grants case. The problem is that we only hear about the cases of returns to airports that went horribly wrong, but almost never hear about successful returns back to the field. It is far easier to " Parrot " the popular statement of NEVER attempt a return to the field than it is to analyze the facts, and acquire the skills to make the correct choice depending on the situation. The attached picture below shows a 10,500 foot runway with nothing but trees at the end and to the sides, only a total idiot would glide straight ahead for miles into trees rather than turn back to this airport in the case of an engine failure over the end of the runway. EVERY SITUATION IS DIFFERENT, there are no hard and fast rules here. 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=221796#221796 Attachments: http://forums.matronics.com//files/ultralightaerialfloridahomesteadtoevergladescity_2008_184_564.jpg ________________________________________________________________________________
Date: Dec 30, 2008
From: dale whelan <dalewhelan(at)earthlink.net>
Subject: removing fod from crank case
I would put the piston @ TDC and use my air blower nozzle to blast it out. I have used this to get stuff to go out the exhaust port of four strokes as well. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: What is your Altitude loss in a 180 degree turn?
Date: Dec 30, 2008
only a total idiot would glide straight ahead for miles into trees rather than turn back to this airport in the case of an engine failure over the end of the runway. > Mike Mike: I'll try to remember that. I see many options for emergency landings in your photo without doing a 180 and returning to the field. I am familiar with this airport. Flew to Key West during my 1994 flight to Alaska and around the border of CONUS. 10,500 feet is a lot longer than my 750 feet. I think I could handle it. ;-) BTW: Not too many trees around that airstrip. john h mkIII ________________________________________________________________________________
Subject: Re: What is your Altitude loss in a 180 degree turn?
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Dec 30, 2008
John Hauck wrote: > > > 10,500 feet is a lot longer than my 750 feet. I think I could handle it. > ;-) > > > john h > mkIII :D After seeing your landing video in Louisiana, I think you could pull it off, just be careful not to blank out your elevator on the flare ! And your " Air Taxi " technique would be very useful at this field :) 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=221805#221805 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: What is your Altitude loss in a 180 degree turn?
Date: Dec 30, 2008
just be careful not to blank out your elevator on the flare ! > > Mike Mike: Not flying fast enough to blank out anything. However, if you push the nose over into a very steep dive with full flaps, then pull back hard on the stick, the MKIII will not acknowledge that you have pulled by on the stick. It will keep on heading earthward. Retract flaps, pull hard on stick, and she comes right out of that. First time I did that one was with a chunky passenger, well over 200 lbs. Shocked me, but I had plenty altitude to recover. john h mkIII ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Oshkosh 2003
Date: Dec 30, 2008
John/All This is a photo of the flyers in the gaggle. We had just landed at Oshkosh. John Williamson on the right had just landed in his 48th state after he finished building his Jabiru powered Kolbra in April that year. Also my first flight into Oshkosh. Rick Neilsen on the left, John Hauck second from left, Scott Trask in middle. John W wouldn't let us land on the way because he wanted his first landing in Wisconsin to be at Oshkosh. Shortly after the photo we were running for the port-0-lets. Also of the 503 powered Kit Fox. He said he flew the 150? miles at full throttle to keep up with our Kolbs. I can't remember his name either. Rick Neilsen Redrive VW powered MKIIIC > Several years ago, Rick Neilsen, Scott Trask, John W and I flew from Iron > Mountain, MI, in a gaggle that included a 503 powered Kit Fox. Can't > remember the man's name that flew it, but he was a very big man. Kit Fox > did ok, but would not keep up with the MKIII and Kolbra. > > john h > mkIII ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Oshkosh 2003
Date: Dec 30, 2008
> Also of the 503 powered Kit Fox. He said he flew the 150? miles at full > throttle to keep up with our Kolbs. I can't remember his name either. > > Rick Neilsen Rick N: Your are right. This photo was taken by John W on the way from Iron Mtn to OSH. I don't remember how fast we were cruising, but not breaking any records. john h mkIII ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Oshkosh 2003
Date: Dec 30, 2008
> This photo was taken by John W on the way from Iron Mtn to OSH. > > john h > mkIII Rick N: That little speck over my right wing tip is you or Scott Trask leading the way south. john h mkIII ________________________________________________________________________________
Date: Dec 30, 2008
From: possums <possums(at)bellsouth.net>
Subject: Re: video's
At 10:21 PM 12/28/2008, you wrote: > >For good video on Youtube, upload it in High >Definition. DIVX, which shows up as an MPEG 4 >file seems to be the best quality for the >size. I upload my videos in full High >Definition, which is 1080=C3=971920 in size. My 10 >minute Kolb video in HD was around 500 mb, it >takes a while to upload, but its worth the >effort. It took about a week, but the magic " >Watch in HD " appeared at the bottom :) I like Google better. Save as a MPEG 4 file like JP says. There are two ways to upload video to Google: 1. Web-Based Uploader Use for files smaller than 100 MB Upload using a web-based form Instantly view your video online 2. Desktop Uploader Use for files larger than 100 MB Upload using the Google Video Uploader. OK.....but nothing is as good as the original file - got to remember it free and most people aren't going to download a 100 MB file unless it's you mother. This is a 9 MB file uploaded to Google I'll e-mail you the original if you want to see the difference in quality - there is a lot. http://video.google.com/videoplay?docid=-4600043392041186975&hl=en ________________________________________________________________________________
Subject: Windshield Installation
From: "icrashrc" <icrashrc(at)aol.com>
Date: Dec 31, 2008
I'm about to start installing the optional windshield on my Mark III Xtra. I assume it's optional as there's no info in the building manual on it. LOL Anyway, having never worked with Lexan before I'm looking for any words of wisdom on the whole fitting, cutting, and drilling process. We wrapped a couple ratcheting type straps around the blank piece provided by Kolb but the tension required to bend the Lexan seems to distort the tubing of cage a fair amount. Thanks, Scott Read this topic online here: http://forums.matronics.com/viewtopic.php?p=222045#222045 ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: Windshield Installation
Date: Dec 31, 2008
Scott, mine is not a MkIIIx -or even a normal MkIIIc but here is how I would approach it: 1. given the blank is larger than the finished window, drill and cleco one side first, possibly leaving extra to be trimmed if you are fussy. 2. wrap it to the other side, the first tube will not deform now because it is held in line with the clecos. 3. drill and cleco the second side. 4. trim to size. 5. I used an orbital jigsaw on my 1/8" stuff and it worked well, had to clean up the cut with a mill file 6. put masking tape on the cutting area. BB On 31, Dec 2008, at 5:05 PM, icrashrc wrote: > > I'm about to start installing the optional windshield on my Mark > III Xtra. I assume it's optional as there's no info in the building > manual on it. LOL > > Anyway, having never worked with Lexan before I'm looking for any > words of wisdom on the whole fitting, cutting, and drilling > process. We wrapped a couple ratcheting type straps around the > blank piece provided by Kolb but the tension required to bend the > Lexan seems to distort the tubing of cage a fair amount. Thanks, > > Scott > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=222045#222045 > > ________________________________________________________________________________
From: "Jim" <jlsk1(at)frontiernet.net>
Subject: Re: Windshield Installation
Date: Dec 31, 2008
If the windsheild is going to be riveted in place with 1/8 inch rivets, as it is on the MK-3C, then I cut the lexan slightly larger that the span required, with a jigsaw, with masking tape a buffer to prevent scratching of the material. I also used spring clamps to hold it in place for the repeated trial fit/ removal/ refit, etc. You will have to clamp the lexan in place several times, but eventually, drill thru it to hold it inplace for the fitting process.#6 screws will hold it while fitting instead of the rivets. clecos might work as well. I think I removed & installed mine at least a dozen times while fitting it to my frame. I also sanded with 120/ & 220 grit on the edges to get the fit right. It is tough stuff.But don`t drill/fit it in with bowed cage tubing, sort of pre-curve the 2-3 foot span of the front cage by hand. Once you are ready to permanantly attach ( with rivets) if thats how the MK-3X attaches), drill the 1/8 inch holes slightly over sized to allow for material expansion/contraction with temp change, before you rivet them on. If the MK#X doesn`t attach with 1/8 inche rivets, someone else chime in. Jim Kmet Cookeville, TN MK3C ----- Original Message ----- From: "icrashrc" <icrashrc(at)aol.com> Sent: Wednesday, December 31, 2008 2:05 PM Subject: Kolb-List: Windshield Installation > > I'm about to start installing the optional windshield on my Mark III Xtra. > I assume it's optional as there's no info in the building manual on it. > LOL > > Anyway, having never worked with Lexan before I'm looking for any words of > wisdom on the whole fitting, cutting, and drilling process. We wrapped a > couple ratcheting type straps around the blank piece provided by Kolb but > the tension required to bend the Lexan seems to distort the tubing of cage > a fair amount. Thanks, > > Scott > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=222045#222045 > > > ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Windshield Installation
Date: Dec 31, 2008
> I'm about to start installing the optional windshield on my Mark III Xtra. I assume it's optional as there's no info in the building manual on it. LOL > Scott Mister Scott, Bob and Jim have both suggested some helpful tips. I believe you will find Jim's idea of using those hand clamps the best way to temporarily hold the sheet in place for fitment. 1) If I were beginning my installation, the first thing I'd do is clamp one side securely with those hand-clamps(You should have about 10 on hand). Then, start drilling along that one edge. I found it worked out pretty good with a 3" rivet spacing. Allow for at least 1/2" overhang on this side for final trimming. Cleco it with about 20 clecos equally spaced. (about every 2nd hole, maybe more) 2) Bend the windshield to final position using lots of those cushioned jawed hand-clamps and secure it so that that other post is not distorted. Also, now you can put those clamps along the top and bottom edge. Drill it out along the entire length. Then drill it out along the top and bottom edge. Apply clecos as needed. 3) IIRC, I drilled my initial holes with 3/32 drill bits. After I was completely done with the initial drilling on the frame, I opened all the holes up to 1/8". 4) With regard to the Lexan holes, it was recommended to use a drill bit a teeny bit bigger than the 1/8" pop rivet.....say, .130 or so. 5) I'm sure you remember my inquiry a little over a year ago about the design of the "plastic products drill bit". Our good friend, Rick Gerard supplied me with a drawing of the proper shape of a Lexan drilling bit. If you need a picture of it, let me know, I should be able to find it. BTW, a "regular drill bit" just won't work. It grabs and spirals into the plastic, rather than cutting away the material. It is very, very important to use the proper drill bit for plastic drilling. 6) I found that a high-speed grinder with a 1/16" cutting disc worked okay for trimming an edge. But, do NOT go slowly, keep a good pace, or it can melt the edges. Doesn't ruin it, just makes more work to trim the melted part. There you go. More information than you need. Oh, BTW, when Jim K. said he installed/removed his 12 times, he may have meant 120 times....at least it seemed that many times for me. In a month or two, after you finished all your Lexan pieces, have a party and celebrate. I felt like that was one job I truely underestimated how much work it was. Best to ya, Mike Welch MkIII _________________________________________________________________ Send e-mail faster without improving your typing skills. http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_speed_122008 ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Lexan drill bit drawing
Date: Dec 31, 2008
Rick Girard (note proper spelling this time) and Kolbers, I have tried finding the drawing that Rick G. sent to me last year of the correct design of a plastic drilling drill bit. But, to no avail, I can't find it!! Brother Rick, would you be kind enough to share with us your Lexan drill bit drawing, please. I'm sure there a lot of folks out there that this would be helpful to. It certainly was to me. Thanks in advance, Mike Welch MkIII _________________________________________________________________ Life on your PC is safer, easier, and more enjoyable with Windows Vista. ________________________________________________________________________________
From: Flycrazy8(at)aol.com
Date: Dec 31, 2008
Subject: Re: Windshield Installation
Scott you have had some good suggestions on your windshield project but if your like me and got your windshield kit from Kolb you opened the box to find a sheet of semi-precut Lexan and some metal tubing parts. Makes you want to scratch your head a lot if you have never put one of these on before. After I got my railing and bows mounted in place on my Kolb . I then used a big piece of card board to go over the bows to use as a pattern for my Lexan . I cut and trimmed my card board till I had it fitting just right . Then I placed it on my sheet of Lexan and marked it out. I allowed a little extra on each end to trim off later if I didn't need it . I thought this would work better than handling that big piece of Lexan. I too used a rotary disk to cut my Lexan also. It worked out good . Stephen **************Stay up-to-date on the latest news - from fashion trends to celebrity break-ups and everything in between. ________________________________________________________________________________
Date: Jan 01, 2009
From: william sullivan <williamtsullivan(at)att.net>
Subject: re: windshield installation
- Scott:- That tool works fine on plexiglass, but I don't know if it wi ll work on Lexan.- I can tell you that if it gets dull, use a chain saw f ile to sharpen it.- Use a good straight edge- the tool will track off if you're not careful.- I have used it on a lot of plexi up to 1/4".- Scor e multiple times from both sides on the thick stuff, and use a firm clampin g board on both sides before snapping off.- Practice on scrap first.- L et us know if it works on the Lexan. - The rivets probably depend on what you are going into- aluminum or stee l. - ------------------------- ---------------------- Bill Sul livan ------------------------- ---------------------- Windsor Locks, Ct. ________________________________________________________________________________
Date: Jan 01, 2009
From: Lanny Fetterman <donaho1(at)verizon.net>
Subject: Cutting and drilling Lexan
Hi all, I used tin snips to cut my Lexan. Black and Decker pilot point drill bits, and aluminum rivets on the full enclosure for my FSII. No fancy special tools. Everything worked out great for me! Lanny Fetterman N598LF ________________________________________________________________________________
Date: Jan 01, 2009
From: "Richard Girard" <aslsa.rng(at)gmail.com>
Subject: Re: Lexan drill bit drawing
Here you go Mike. Rick On Wed, Dec 31, 2008 at 7:34 PM, Mike Welch wrote: > > > Rick Girard (note proper spelling this time) and Kolbers, > > I have tried finding the drawing that Rick G. sent to me last year of the > correct design of a plastic drilling drill bit. But, to no avail, I can't > find it!! > > > Brother Rick, would you be kind enough to share with us your Lexan drill > bit drawing, > please. I'm sure there a lot of folks out there that this would be helpful > to. It > certainly was to me. > > Thanks in advance, > Mike Welch > MkIII > _________________________________________________________________ > Life on your PC is safer, easier, and more enjoyable with Windows Vista(R). > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: re: windshield installation
Date: Jan 01, 2009
I use aluminum rivets, hardware store variety, for lexan. Primarily, because it will have to be replaced sooner than one expects or wants to. Drilling out aluminum is much easier than steel. Also reduces the chance of enlarging the rivet hole in the frame. When you get an old airplane like mine, you will eventually go to larger diameter rivets to adapt to the larger holes. john h mkIII Woodville, Florida The rivets probably depend on what you are going into- aluminum or steel. Bill Sullivan Windsor Locks, Ct. ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: re: windshield installation
Date: Jan 01, 2009
John=2C group=2C I just made this same suggestion to Scott "off list". I had to drill out some SS rivets in Lexan=2C and they have a tendency to spin and melt the hole's inner surface. This taught me : Aluminum rivets definitely are the way to go for Lexan installation. Mike Welch MkIII I use aluminum rivets=2C hardware store variety=2C for lexan. john h mkIII Woodville=2C Florida _________________________________________________________________ It=92s the same Hotmail=AE. If by =93same=94 you mean up to 70% faster. http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_broad 1_122008 ________________________________________________________________________________
Date: Jan 01, 2009
From: Robert Laird <rlaird(at)cavediver.com>
Subject: lucky shot
--- MIME Errors - No Plain-Text Section Found --- A message with no text/plain MIME section was received. The entire body of the message was removed. Please resend the email using Plain Text formatting. HOTMAIL is notorious for only including an HTML section in their client's default configuration. If you're using HOTMAIL, please see your email application's settings and switch to a default mail option that uses "Plain Text". --- MIME Errors No Plain-Text Section Found --- ________________________________________________________________________________
Subject: Re: lucky shot
From: "Jimmy Young" <jdy100(at)comcast.net>
Date: Jan 01, 2009
Robert, What a great photo, thanks. I was looking for you, but that gull had everything blocked out and I was doing all I could to stay out of his wash. Jimmy Y -------- Jimmy Young FS II, Generac V-Twin Houston TX area Read this topic online here: http://forums.matronics.com/viewtopic.php?p=222306#222306 ________________________________________________________________________________
Subject: More flying videos
From: "grantr" <grant_richardson25(at)yahoo.com>
Date: Jan 02, 2009
http://www.youtube.com/watch?v=-pudkDMJWcs&fmt=18 http://www.youtube.com/watch?v=fVBJfzihxuI&fmt=18 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=222365#222365 ________________________________________________________________________________
Subject: Happy new year/wheel pants
Date: Jan 02, 2009
From: "Nelson, Craig" <craig.nelson(at)heraeus.com>
<> <> <> <> <> <> Hope all is well with every one. With my few days off this christmas season I had to spend time with the f'n airplane. That's what my wife calls it! Uncle craig MKIIIex 912 Warp ~~--~~-~~~-~---~~~-~--~~~-~--~~~--~~--~~--~~ This e-mail is intended for the exclusive use of the individual or entity named above and may constitute information that is privileged or confidential or otherwise protected from disclosure. Dissemination, distribution, forwarding or copying of this e-mail by anyone other than the intended recipient is prohibited. If you have received this e-mail in error, please notify the sender immediately by telephone or e-mail and completely delete or destroy any and all electronic or other copies of the original message. *** 5, 4, 3, 2, 1 - ONLINE! Please click on over to www.heraeus.com to experience the new websites for yourself! *** ________________________________________________________________________________
From: "Nick Cassara" <nickc(at)mtaonline.net>
Subject: Extending the wing spar...
Date: Jan 02, 2009
Greetings Kolber's new and old, I am planning to extend the wing spars on my proto type Kolbra by 22" so that the wing will be flying to the tip. Flight testing, in the spirit of experimental aircraft, will determine whether or not the ______ _______ are the permanent wing tips. Since I have yet to build my wings, my question for you to chew on is.should the splice be on the inboard end of the spar or the outward end? The splice will be a butt joint, with a 12" long section of spar inserted inside the spare and riveted in place. I favor putting the splice inboard , what do you think . have at it? Thank you all, for the great education! Nick Cassara Palmer, Alaska -25 degree F PS Beaufort VG drawing is at the bottom of the archived photos list ________________________________________________________________________________
Date: Jan 03, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Extending the wing spar...
At 01:15 AM 1/3/2009, Nick Cassara wrote: >I am planning to extend the wing spars on my proto type Kolbra by 22 so >that the wing will be flying to the tip. Flight testing, in the spirit of >experimental aircraft, will determine whether or not the ______ _______ >are the permanent wing tips. > >Since I have yet to build my wings, my question for you to chew on >is&should the splice be on the inboard end of the spar or the outward end? >The splice will be a butt joint, with a 12 long section of spar inserted >inside the spare and riveted in place. I favor putting the splice inboard >, what do you think & have at it? What do you mean, "flying to the tip"? And what is "the ______ _______"? Why are you extending the wings? Aren't short wings the whole point of the Kolbra? Without looking closely at the design, I would put the splice near the tip. Bending stresses are highest at the spar attach point and decrease as you go towards the tip and towards the root, but torsional stresses (from aileron forces) are highest at the root. -Dana -- New safety announcement from the Department of Homeland Security: Securely duct tape shut any books you may own about civil liberties or the U.S. Constitution. ________________________________________________________________________________
From: Eugene Zimmerman <ez(at)embarqmail.com>
Subject: Re: Extending the wing spar...
Date: Jan 03, 2009
Nick, To me that would be a no brainer. If there is ANY chance that your modification may not be permanent, the wing tip end would be much easier to modify. Where do birds have their strongest bones, wing tips , or wing roots? IOW Don't mess with the wing root. My humble opinion only. Gene On Jan 3, 2009, at 1:15 AM, Nick Cassara wrote: > Greetings Kolber=92s new and old, > > I am planning to extend the wing spars on my proto type Kolbra by > 22=94 so that the wing will be flying to the tip. Flight testing, in > the spirit of experimental aircraft, will determine whether or not > the ______ _______ are the permanent wing tips. > > Since I have yet to build my wings, my question for you to chew on > is=85should the splice be on the inboard end of the spar or the > outward end? The splice will be a butt joint, with a 12=94 long > section of spar inserted inside the spare and riveted in place. I > favor putting the splice inboard , what do you think =85 have at it? > > Thank you all, for the great education! > > Nick Cassara > Palmer, Alaska -25 degree F > > PS Beaufort VG drawing is at the bottom of the archived photos list > > ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: Extending the wing spar...
Date: Jan 03, 2009
Nick, that cold air is having a detrimental effect on your decision making. As others have replied, definitely don't mess with the inboard end. That spar was meant to work as one big chunk. It doesn't take kindly to cutting and drilling. Rivet holes should be kept to a minimum. Most stress is in lift and drag which means particularly the quarter from front to bottom is in tension. Take a piece of that spar material, put it in a vise and bend it a couple times with visegrips. You will be alarmed at how readily it fails. Since the tips have a small load you may be better off inserting an I beam at the end. You could make a decent one from thick sheet metal in the form of a truncated U. -Or maybe a deep V with tabbed ends. BB On 3, Jan 2009, at 1:15 AM, Nick Cassara wrote: > Greetings Kolber=92s new and old, > > I am planning to extend the wing spars on my proto type Kolbra by > 22=94 so that the wing will be flying to the tip. Flight testing, in > the spirit of experimental aircraft, will determine whether or not > the ______ _______ are the permanent wing tips. > > Since I have yet to build my wings, my question for you to chew on > is=85should the splice be on the inboard end of the spar or the > outward end? The splice will be a butt joint, with a 12=94 long > section of spar inserted inside the spare and riveted in place. I > favor putting the splice inboard , what do you think =85 have at it? > > Thank you all, for the great education! > > Nick Cassara > Palmer, Alaska -25 degree F > > PS Beaufort VG drawing is at the bottom of the archived photos list > > ________________________________________________________________________________
Date: Jan 03, 2009
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Extending the wing spar...
Nick, I learned to really fly in a glider and the guys that had the real st ate of the art sailplanes had wing tip- attachments some as long as 5 fee t their extensions were always on the wingtip I think there is a lot more s hearing stress on the inboard end of the wing . Just my 2 cents ! Good Luck . what is wrong with wing as it comes ? do you need more lift? Chris=0A=0A =0A=0A________________________________=0AFrom: Nick Cassara <nickc@mtaonlin e.net>=0ATo: kolb-list(at)matronics.com=0ASent: Saturday, January 3, 2009 1:15 :09 AM=0ASubject: Kolb-List: Extending the wing spar...=0A=0A=0AGreetings K olber=92s new and old,=0A-=0AI am planning to extend the wing spars on my proto type Kolbra by 22=94 so that the wing will be flying to the tip. Fli ght testing, in the spirit of experimental aircraft, will determine whether or not the ______ _______ are the permanent wing tips. =0A-=0ASince I ha ve yet to build my wings, my question for you to chew on is=85should the sp lice be on the inboard end of the spar or the outward end? The splice will be a butt joint, with a 12=94 long section of spar inserted inside the spar e and riveted in place. I favor putting the splice inboard , what do you th ink =85 have at it?=0A-=0AThank you all, for the great education!=0A- =0ANick Cassara=0APalmer, Alaska-- -25 degree F=0A-=0APS Beaufort VG ====== =0A=0A=0A ________________________________________________________________________________
Date: Jan 03, 2009
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Extending the wing spar
- Nick- I have two sets of wings for my old Firestar.- One set is the o riginal "clipped" set that came with the plane- 12 feet long.- The other set is from a newer model, 13 feet long.- Both sets are probably about 20 years old.- The longer set had had the aileron tubes extended at the roo t end by one foot.- The extension was done by butt ending the tubes and i nserting a split tube insert about a foot long.- There were four rows of rivets securing the extension.- They were still straight and tight at the time of the crash.- Apparently the torque load did not bother anything. - Despite this, I agree with everyone else, and think that it is a very b ad idea to extend the tubes at the root area, just for general principles a nd common mechanical sense.- Leverage, thrust, and drag all come together at this point.- If you can't get longer tubes, think about working at th e tip end.- One of the guys on the List can give you a reference to photo s- I think it was Uncle Craig that did wing tip mods. - ------------------------- ------------------------- Bill Sullivan ------------------------- ------------------------- Windsor Locks, Ct. ________________________________________________________________________________
Date: Jan 03, 2009
From: possums <possums(at)bellsouth.net>
Subject: Re: Extending the wing spar...
I've seen the tips changed & the Leading Edge spliced, but not the spar. At least not the inboard end. At 01:15 AM 1/3/2009, you wrote: >Greetings Kolber=92s new and old, > >I am planning to extend the wing spars on my >proto type Kolbra by 22=94 so that the wing will >be flying to the tip. Flight testing, in the >spirit of experimental aircraft, will determine >whether or not the ______ _______ are the permanent wing tips. > >Since I have yet to build my wings, my question >for you to chew on is=85should the splice be on >the inboard end of the spar or the outward end? >The splice will be a butt joint, with a 12=94 long >section of spar inserted inside the spare and >riveted in place. I favor putting the splice >inboard , what do you think =85 have at it? > >Thank you all, for the great education! > >Nick Cassara >Palmer, Alaska -25 degree F > >PS Beaufort VG drawing is at the bottom of the archived photos list > > ________________________________________________________________________________
Date: Jan 03, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Extending the wing spar...
At 09:58 AM 1/3/2009, robert bean wrote: >...Most stress is in lift and >drag which means particularly the quarter from front to bottom is in tension. Actually, on a strut braced high wing airplane, the inboard part of the wing spar is primarily in compression (unless, of course, you're flying inverted). It has to be, to balance the tension in the lift struts. On a fully cantilevered wing, of course, it's a different story. -Dana -- Mr. Cole's Axiom: The sum of the intelligence on the planet is a constant; the population is growing. ________________________________________________________________________________
From: russ kinne <russ(at)rkiphoto.com>
Subject: Re: Extending the wing spar...
Date: Jan 03, 2009
Nick I applaud your spirit of trying to make some improvements to your Kolbra -- but have you had any kind of engineer/designer look at it? It's a major change and could change the flying characteristics a lot. Generally not a good idea to mess with a well-proven design. ALSOI -- consider how she'd fly if one extension came off inflight, but not the other? I don't think you'd be very happly. Russ Kinne On Jan 3, 2009, at 1:15 AM, Nick Cassara wrote: > Greetings Kolber=92s new and old, > > I am planning to extend the wing spars on my proto type Kolbra by > 22=94 so that the wing will be flying to the tip. Flight testing, in > the spirit of experimental aircraft, will determine whether or not > the ______ _______ are the permanent wing tips. > > Since I have yet to build my wings, my question for you to chew on > is=85should the splice be on the inboard end of the spar or the > outward end? The splice will be a butt joint, with a 12=94 long > section of spar inserted inside the spare and riveted in place. I > favor putting the splice inboard , what do you think =85 have at it? > > Thank you all, for the great education! > > Nick Cassara > Palmer, Alaska -25 degree F > > PS Beaufort VG drawing is at the bottom of the archived photos list > > ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: Extending the wing spar...
Date: Jan 03, 2009
ya got me there pard, except for maybe in a steep dive at near zero Gs. Things must change fast when the pullout occurs. When I riveted the rib brackets to my left wing restoration I used fewer rivets than the other guy did. I didn't feel there was going to be that much twist load. So far, so good. BB On 3, Jan 2009, at 10:52 AM, Dana Hague wrote: > > At 09:58 AM 1/3/2009, robert bean wrote: >> ...Most stress is in lift and >> drag which means particularly the quarter from front to bottom is >> in tension. > > Actually, on a strut braced high wing airplane, the inboard part of > the wing spar is primarily in compression (unless, of course, > you're flying inverted). It has to be, to balance the tension in > the lift struts. > > On a fully cantilevered wing, of course, it's a different story. > > -Dana > -- > Mr. Cole's Axiom: > The sum of the intelligence on the planet is a constant; the > population is growing. > > ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Extending the wing spar...
Date: Jan 03, 2009
>Greetings Kolbers new and old, >Since I have yet to build my wings, my question for you to chew on isshould the splice be on the>inboard end of the spar or the outward end? >Nick Cassara >Palmer, Alaska -25 degree F Nick, As you are aware, I HAVE extended my wing spars, to accomodate droop tips. I chose to extend the outer tip of the spar by using a chrome moly truss and various alum. tubes for triangulation bracing. This method has provided a very strong 22" extension. Scott (icrashrc) used a similar method to extend the end of his spar, to also add droop tips. Although I think is "possible" to extend the spar at the root (as you descibed), I wouldn't consider it without destructive testing and some engineering calcs. If the splice were to fail at the root, the results would be predictable...bad!! Yes, as stated, the loads on the inner portion of the spar are in compression. Plus, the spar is also in a bending stress, which would create a shear on an inner extension. It is my opinion that if you add any length to the spar, it should be at the tip. With regard to failure of my spar extension truss design, I doubt it!! Once it was bolted on, and reinforced, it feels rock solid. To calculate the G forces at 6 G's on just the 22" wide extension is an easy affair. A quick calculation says each extension should be able to support around 225 lbs, for a 6 G force. 225 lbs wouldn't even get it's attention!! I think the general concensus here is to add on to the tip. It is reasonably easy, and can provide for a strong platform for droop tips. IMHO!! Best regards, Mike Welch MkIII _________________________________________________________________ Send e-mail faster without improving your typing skills. http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_speed_122008 ________________________________________________________________________________
Date: Jan 03, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Steel Hanger
At 05:08 PM 1/3/2009, Dave Bigelow wrote: > >I'm looking for a company that will fabricate a simple steel hanger for my >glider and Firestar. It needs to be 6.5 feet high at the walls and about >30 x 60 feet.... Try http://www.shelterlogic.com/ Lots of these at one local airport... -Dana -- Mr. Cole's Axiom: The sum of the intelligence on the planet is a constant; the population is growing. ________________________________________________________________________________
Date: Jan 03, 2009
From: gliderx5(at)comcast.net
Subject: Enclosed trailer for sale
I want to offer this up to the Kolb list before I advertise elsewhere. I am selling the enclosed trailer for my MKII. I just finished a toy hauler conversion for the Kolb and no longer need this trailer. Pictures can be seen on my web site http://home.comcast.net/~mmorrison123/kolb.htm . It has a new jack, new tires plus extra tires and rims, and built in storage for gas cans and oil. The Kolb loads very easily and it tows with my PT Cruiser. I'm only asking $500 and it's located in PA. Please contact me off the list if you're interested. Thanks and Happy New Year Malcolm Morrison ________________________________________________________________________________
From: "John Brown" <jbrown909(at)btinternet.com>
Subject: Enclosed Trailer for sale
Date: Jan 04, 2009
Hi Malcolm Morrison - ref your trailer for sale - I would like it for the Kolb Mk III Classic I am repairing - problem is I live in the UK. So I'm going to have to build my own - to a similar design to yours. What is the material used for the framework? How are the end doors constructed? Any further design info to help would be greatly appreciated. Happy New Year! John Brown MK III Classic being rebuilt. ________________________________________________________________________________
Date: Jan 04, 2009
From: gliderx5(at)comcast.net
Subject: Re: Enclosed Trailer for sale
John The subframe is an old trailer frame, 9 x 6 feet, and the tougue was extended with steel channel to create an open trailer (see picture on my site). When I bought the Kolb and trailer I extended and enclosed it by welding inch and half inch steel tubing in a truss to make a light and very rigid frame. 1 inch base and cross members and half inch for the upright hoops and truss. I added half inch plywood floor, front, and doors, as well as storage boxes over the wheel wells. My first tarp was from Harbor Frieght, and it did not hold up. I now have one from Lowes, and it seems to be holding up just fine. I have 6 foot pull out ramps and a tail dolly. It takes less than 30 minutes from arrival at the trailer to get the Kolb out, rig, fuel, and preflight. I keep the trailer at the local gliderport and it saves a ton of money compared to hangar rent. Malcolm Morrison ----- Original Message ----- From: "John Brown" <jbrown909(at)btinternet.com> Sent: Saturday, January 3, 2009 7:52:14 PM GMT -05:00 US/Canada Eastern Subject: Kolb-List: Enclosed Trailer for sale Hi Malcolm Morrison - ref your trailer for sale - I would like it for the Kolb Mk III Classic I am repairing - problem is I live in the UK. So I'm going to have to build my own - to a similar design to yours. What is the material used for the framework? How are the end doors constructed? Any further design info to help would be greatly appreciated. Happy New Year! John Brown ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Extending the wing spar...
Date: Jan 05, 2009
Nick I know enough aerodynamics to be dangerous but.... If you have the full airfoil to the wing tip (if that is what you are talking about) you may get very little benefit if anything. It seems like I have read that a wing with a airfoil right at the tip will loose most all the lift near the tip by allowing that air to escape off the tip. My understanding is that wingtips are designed two ways. One the most common is to taper into a non lifting shape to minimize the generation of span wise airflow (air escaping off the wing tip into to a tip vortex). The second type attempts to stop span wise flow or recover energy from the vortex. The latest New Kolb wing tips and winglets fall into the later or some variation of both. It is great to experiment but this isn't a new idea. I'm sure there are test results available that would show wing tip performance comparisons. The last thing you want to do is create a larger draggy tip vortex that doesn't reduce stall speed. Rick Neilsen Redrive VW powered MKIIIC ----- Original Message ----- From: Nick Cassara To: kolb-list(at)matronics.com Sent: Saturday, January 03, 2009 1:15 AM Subject: Kolb-List: Extending the wing spar... Greetings Kolber's new and old, I am planning to extend the wing spars on my proto type Kolbra by 22" so that the wing will be flying to the tip. Flight testing, in the spirit of experimental aircraft, will determine whether or not the ______ _______ are the permanent wing tips. Since I have yet to build my wings, my question for you to chew on is.should the splice be on the inboard end of the spar or the outward end? The splice will be a butt joint, with a 12" long section of spar inserted inside the spare and riveted in place. I favor putting the splice inboard , what do you think . have at it? Thank you all, for the great education! Nick Cassara Palmer, Alaska -25 degree F PS Beaufort VG drawing is at the bottom of the archived photos list ________________________________________________________________________________
Date: Jan 05, 2009
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Extending the wing spar
Nick- I think that someone put a "bulkhead" type end on the wing tip end, t o interchange tip types.- It might be the Kolb test unit.- John Hauck m ight have pictures.- If you just want longer wings, why not just get long er tubing? - You also mentioned putting flaps on it.- Are you intending to put sep arate flaps on, or make a flaperon type unit? - ------------------------- -------------------- Bill Sullivan ------------------------- -------------------- Windsor Locks, Ct. 34 degrees at 10:45am ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Extending the wing spar...
Date: Jan 05, 2009
> The last thing you want to do is create a larger draggy tip vortex that doesn't reduce stall speed. >Rick Neilsen >>Redrive VW powered MKIIIC Rick N., It is my understanding, from Nick's emails to me directly, that he intends on installing droop tips. Although he didn't state that, I'm pretty sure that's his plan. With regard to your comment about lift escaping off spanwise from the end of the wing, I definitely agree with you. One of the biggest factors that I believe contributes to this is the high incidence angle of the Kolb airplane's wings in flight. While this attribute may give Kolb's airplanes their fantastic flying performance, it also proves that the lift produced by the wing goes through quite a high pressure gradient difference (in other words, the air really gets squished going under the wing). The fact that the stall speed on the factory Xtra went from 30 MPH to 26 MPH, by installing droop tips proves this. In my opinion, all this seems intuitive! If we were able to watch a wind tunnel test of a "high incidence wing's wingtip lift loss", I think the results would be predictable, and obviously apparent, too. For SOME flyers, altering the original design to include thing's like droop tips or VGs, serves their flying needs in some way. Whether it their own limitations, their landing field, or whatever they deem necessary, they seek a slower landing wing. That is NOT a bad thing. SOME pilots do NOT see any need whatsoever to alter the original design, and are quite satisfied with the performance and flying characteristics as they are, unaltered! Great!! To each his own. Mike Welch MkIII _________________________________________________________________ Its the same Hotmail. If by same you mean up to 70% faster. http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_broad1_122008 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Extending the wing spar...
Date: Jan 05, 2009
Mike W: >One of the biggest factors that I believe contributes to this is the high >incidence angle of > the Kolb airplane's wings in flight. While this attribute may give Kolb's > airplanes their fantastic flying performance, it also proves that the lift > produced by the wing goes through quite a high pressure gradient > difference (in other words, the air really gets squished going under the > wing). The fact that the stall speed > on the factory Xtra went from 30 MPH to 26 MPH, by installing droop tips > proves this. > Mike Welch The only thing the new Xtra wing has in common with Homer Kolb's wing is the shape of the airfoil. The new wing is longer and was flown, initially, with no bow tip. So...we can't compare it to the wing I am flying with, which has Homer's bowtip that has worked since he designed it. Had we put Homer's wing tip on the "long" wing, we probably would have reduced the stall just as much. I don't know for sure, but it would have slowed it down more than the squared off wing. As far as high wing incidence in flight, that depends on airspeed. High speed - it flattens out. Slow down and the tail rides lower increasing wing incidence. The reason Homer designed a lot of wing incidence into all his airplanes, except the Sling Shot, is the design of his landing gear and the way the aircraft sits nearly level on the ground. Homer designed them this way because he wanted the added safety of requiring higher airspeed for lift off and landing for low time Kolb pilots. Without the increased wing incidence, it would take a lot of runway to get going fast enough to fly off in a level attitude. I have never changed Homer's wing design because what he came up with is hard to beat. The wing tip is his design and serves to provide his aircraft with the great performance and gentle flight characteristics that they have always been famous for. I fly off a 750 ft airstrip and have been for 25 years. I fly in some very short, unimproved, unfriendly strips that most pilots would not consider. My fat mkIII breaks in ground effect as the ASI is coming through 30 mph. How accurate is that ASI? I don't know. Probably about as accurate as the ASI in the new Factory MKIIIx I tested last year. > For SOME flyers, altering the original design to include thing's like droop tips or VGs, serves their flying > needs in some way. Whether it their own limitations, their landing field, > or whatever they deem necessary, they seek a slower landing wing. That is > NOT a bad thing. SOME pilots do NOT see any need whatsoever to alter the > original design, and are quite satisfied with the performance and flying > characteristics as they are, unaltered! Great!! To each his own. > Just a guess, but I think a lot of folks want to change the Kolb wing tip because it looks cooler. Personally, I don't care if it looks like it does. What I like about it is it works, and has worked since Homer designed it. Remember, any time one changes one part of a proven design, it usually affects other aspects of flight performance. For example: You may reduce the stall speed, but lose some of the gentle stall characteristics in the process. VG's??? If you need them, fly with them. Up until now, I have not been able to determine that the increase in performance and safety is worth the effort and expense of installing them on my mkIII. Never said they do not work. Just don't help enough to go to the effort... My old airplane has been proven in flight for many hours and years. I never hesitate to put up against other Kolbs, in the air, to compare "real world" performance. BTW: I don't have any aerodynamic engineering expertise. I am just an old pilot that has experienced a lot of time in Kolbs in a lot of situations. I have a great deal of respect for these airplanes, have made a lot of mistakes, and am still learning how to fly them almost every time I go up. john h mkIII ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Extending the wing spar...
Date: Jan 05, 2009
> VG's??? If you need them=2C fly with them. Up until now=2C I have not bee n > able to determine that the increase in performance and safety is worth th e > effort and expense of installing them on my mkIII. Never said they do not > work. Just don't help enough to go to the effort... > john h > mkIII John H.=2C Everytime I have ever mentioned VGs=2C I have always made the very clear point that SOME people don't see their merit on THEIR plane. I have also made the point that these same people ar en't arguing whether or not they are useful=2C just that THEY don't see the ir need for them. As a general rule=2C I try and make a clear point of being tolerant of ot her's views and experiences (as opposed to others). I realize there are hu ndreds of flyers=2C and everyone of them has his or her own talents=2C or l ack thereof. What works for one=2C does NOT always work for someone else. Nor should it. No one should be criticized for NOT following the choices of someone else. One of the wonderful advantages we enjoy here in the USA is the freedom t o build our planes in the Experimental catagory. It affords us the ability to build our planes as we see fit. In my opinion=2C I think that is a goo d thing. Otherwise=2C we might as all build our planes exactly identical t o each other=2C and never deviate a rivet. Mike Welch MkIII Classic _________________________________________________________________ It=92s the same Hotmail=AE. 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ep+tACt96mAHvSAbJwKAGUAKfu0AIfu0AIelADOjH6UwP//Z ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Extending the wing spar...
Date: Jan 05, 2009
Mike W: No argument, criticism intended. Simply stating my experience and opinion on the subject of changing the design of a product that I am familiar with. Does disagreeing with someone on the Kolb List make me a bad guy? I will continue share my experience, good and bad, hoping others on the Kolb List will "read" and try to "understand" what I am saying, rather than take personal offense to it. john h mkIII ----- Original Message ----- From: "Mike Welch" <mdnanwelch7(at)hotmail.com> Sent: Monday, January 05, 2009 11:30 AM Subject: RE: Kolb-List: Extending the wing spar... > VG's??? If you need them, fly with them. Up until now, I have not been > able to determine that the increase in performance and safety is worth the > effort and expense of installing them on my mkIII. Never said they do not > work. Just don't help enough to go to the effort... > john h > mkIII John H., Everytime I have ever mentioned VGs, I have always made the very clear point that SOME people don't see their merit on THEIR plane. I have also made the point that these same people aren't arguing whether or not they are useful, just that THEY don't see their need for them. As a general rule, I try and make a clear point of being tolerant of other's views and experiences (as opposed to others). I realize there are hundreds of flyers, and everyone of them has his or her own talents, or lack thereof. What works for one, does NOT always work for someone else. Nor should it. No one should be criticized for NOT following the choices of someone else. One of the wonderful advantages we enjoy here in the USA is the freedom to build our planes in the Experimental catagory. It affords us the ability to build our planes as we see fit. In my opinion, I think that is a good thing. Otherwise, we might as all build our planes exactly identical to each other, and never deviate a rivet. Mike Welch MkIII Classic _________________________________________________________________ Its the same Hotmail. If by same you mean up to 70% faster. http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_broad1_122008 ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Extending the wing spar...
Date: Jan 05, 2009
> I will continue share my experience, good and bad, hoping others on the Kolb > List will "read" and try to "understand" what I am saying, rather than take > personal offense to it. > > john h > mkIII John H., Just to make things clear, I certainly wasn't offended by anything you said, nor was I arguing with you, I was agreeing with you. I greatly agree that we should "read and understand" what a person writes, and not read any more into whatsomeone says than what they actually state. Without question you are probably the most experienced Kolb driver out there. Of course, your experience/opinion on all things Kolb should be taken seriously by those that build or fly Kolbs. Mike Welch MkIII _________________________________________________________________ Its the same Hotmail. If by same you mean up to 70% faster. http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_broad1_122008 ________________________________________________________________________________
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Extending the wing spar...
Date: Jan 05, 2009
Otherwise, we might as all build our planes exactly identical to each other, and never deviate a rivet.>> Hi Mike, you say that as if it was necessarily a `bad thing` It aint. The advantages being that you know, even if yours is the first model of a new type, that it won`t kill you. You know if you buy secondhand that the plane is as described in the manufacturers blurb, or at least it was at its last annual check. You know that if a modification has been introduced it will not impair the performance or its engineering integrity. You know that if the span has been increased it will not have been achieved by scarfing something unsuitable onto the wing root. You know that your machine is legally what it is supposed to be. You know that the plane will not be `fat` and invalidate your insurance if you have a crunch. You know if you buy a manufacturers kit you will finish up with a machine not much different to one from the factory. That is not to say that your Mark3 is the same as mine. Different builders have different ideas. It will rig differently, your instrument package will be different to mine. The weight and the C of G will vary, but within limits. You will also know that if you are unfortunate enough to have a crunch you have a proven engineering train to fall back on in court and you will never have to cut up a plane because you cannot take the chance of someone suing you in the event of a crunch. I dont have the engineering expertise to build a safe plane, but I know a man who does. Mind you if you can get the weight down below 115kg even in hide bound old England you can build what you like. Cheers Pat ________________________________________________________________________________
Date: Jan 05, 2009
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Speaking of wing spar tubing
- Rick- Give me some dimensions.- I have some leftovers out in the yard . - ------------------------- ------------------ Bill Sullivan ------------------------- ------------------ Windsor Locks, Ct. - ------------------------- ---------------- wiklliamtsullivan(at)att.net ________________________________________________________________________________
From: LEE CREECH <dcreech3(at)hotmail.com>
Subject: Extending the wing spar...
Date: Jan 05, 2009
> From: jhauck(at)elmore.rr.com> To: kolb-list(at)matronics.com> Subject: Re: Kol b-List: Extending the wing spar...> Date: Mon=2C 5 Jan 2009 10:52:35 -0600> As far as high wing incidence in flight=2C that depends on airspeed. High > speed - it flattens out. Slow down and the tail rides lower increasing win g > incidence.> This amounts to a quibble=2C but I think that "wing incidence" properly ref ers to the angle of the wing as attached to the airframe. The thing that c hanges with airspeed is "angle of attack"=2C the angle of the wing relative to airflow. If you assume that the tail boom represents the horizontal line of the fuse lage=2C a Kolb sitting on the ground looks like it would have an unusually large angle of attack in level flight. I think this is visually misleading =2C though. I've never seen myself in the air=2C but I have the general im pression that the plane trims itself for level cruise flight with the tail boom canted upward=2C making the bottom surface of the wing more horizontal . I share your opinion about the inherent "goodness" of the basic Kolb design . It's a real "sweet spot" considering the various tradeoffs involved=2C h ard to improve on for its purpose. Regards=2C Lee Firestar II _________________________________________________________________ It=92s the same Hotmail=AE. If by =93same=94 you mean up to 70% faster. http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_broad 1_122008 ________________________________________________________________________________
From: "John Brown" <jbrown909(at)btinternet.com>
Subject: Enclosed Trailer for sale
Date: Jan 05, 2009
Malcolm, Thanks very much for the info on the trailer - some good pointers for buiding my own. John Brown Mk II Classic ----- Original Message ----- From: gliderx5(at)comcast.net Sent: Sunday, January 04, 2009 4:26 AM Subject: Re: Kolb-List: Enclosed Trailer for sale John The subframe is an old trailer frame, 9 x 6 feet, and the tougue was extended with steel channel to create an open trailer (see picture on my site). When I bought the Kolb and trailer I extended and enclosed it by welding inch and half inch steel tubing in a truss to make a light and very rigid frame. 1 inch base and cross members and half inch for the upright hoops and truss. I added half inch plywood floor, front, and doors, as well as storage boxes over the wheel wells. My first tarp was from Harbor Frieght, and it did not hold up. I now have one from Lowes, and it seems to be holding up just fine. I have 6 foot pull out ramps and a tail dolly. It takes less than 30 minutes from arrival at the trailer to get the Kolb out, rig, fuel, and preflight. I keep the trailer at the local gliderport and it saves a ton of money compared to hangar rent. Malcolm Morrison ----- Original Message ----- From: "John Brown" <jbrown909(at)btinternet.com> Sent: Saturday, January 3, 2009 7:52:14 PM GMT -05:00 US/Canada Eastern Subject: Kolb-List: Enclosed Trailer for sale Hi Malcolm Morrison - ref your trailer for sale - I would like it for the Kolb Mk III Classic I am repairing - problem is I live in the UK. So I'm going to have to build my own - to a similar design to yours. What is the material used for the framework? How are the end doors constructed? Any further design info to help would be greatly appreciated. Happy New Year! John Brown MK III Classic being rebuilt. get="_blank">http://www.matronics.com/Navigator?Kolb-List tp://forums.matronics.com _blank">http://www.matronics.com/contribution ________________________________________________________________________________
Date: Jan 05, 2009
From: "Richard Girard" <aslsa.rng(at)gmail.com>
Subject: Re: Speaking of wing spar tubing
Bill, 6" OD (this I'm sure of) X .125 wall (I think, no place handy to measure). Rick On Mon, Jan 5, 2009 at 2:39 PM, william sullivan wrote: > Rick- Give me some dimensions. I have some leftovers out in the yard. > > Bill Sullivan > Windsor Locks, Ct. > > wiklliamtsullivan(at)att.net > > * > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Speaking of wing spar tubing
Date: Jan 05, 2009
Rick: Check with Travis Brown at Kolb. He always has 6" drops. john h mkIII Does anyone out there have an 18 to 24" piece of Mk III spar tubing. Does n't have to be perfect cosmetically, just round and dent free. Thanks, Rick ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Speaking of wing spar tubing
Date: Jan 05, 2009
Rick: If it was .125 wall you'd probably have an aft cg problem (can't believe I mentioned aft cg). Try 6"X.058". john h mkIII Bill, 6" OD (this I'm sure of) X .125 wall (I think, no place handy to me asure). Rick ________________________________________________________________________________
Date: Jan 05, 2009
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Speaking of wing spar tubing
- Rick- All of mine is 5" x .062.- They are extra wing main spars from a Firestar.- I have 2 lengths, about 10 feet each.- Pre-drilled.- Any body that needs them, they're here. - ------------------------- -------------- Bill Sullivan ------------------------- -------------- Windsor Locks, Ct. ________________________________________________________________________________
Subject: Re: Thanks to all for you input
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Jan 05, 2009
If you want to lower stall speed and improve low speed handling, the easiest way to do it is by adding VG's along the entire span of the wing, if you have not seen my VG demonstration video, you can watch it here. http://www.youtube.com/watch?v=EjI7-kBptrA Your idea of extending the wing is also a very good one for lowering stall speed and improving low speed handling. In the Titan Tornado SS, extending the wingspan 4 feet actually INCREASED the airplanes cruise speed as the wing flew at less angle of attack with the longer wing than it did with the shorter wing, creating less induced drag. Increasing the wingspan by 4 feet also worked well to improve the slow speed handling of the Tornado SS. Properly designed wingtips will also decrease stall speed. If it were me, I would do all of these things. I have been considering adding two feet to each wing of my MK III Xtra and using the new Kolb wingtips, I am just not ready to stop flying my Kolb for the amount of time it would take me to do this work... As far as where to lengthen the spar, you most definitely do not want to do it on the inboard section of the wing, the forces at the inboard section are many times greater than at the wingtip, resulting in a much higher chance of catastrophic and sudden wing failure if you do not do a perfect splice. Good Luck, 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=223050#223050 ________________________________________________________________________________
Subject: C90 Brakes
From: "Rick Lewis" <cktman(at)hughes.net>
Date: Jan 05, 2009
I am about to order the brakes for my Kolb M3X and am wondering if the C90 brakes, that Kolb offers, is adequate. Looking at them they seem kinda of wimpy. What are the pro and cons? I really like the neat installation but wonder if they will do the job. Rick Lewis Read this topic online here: http://forums.matronics.com/viewtopic.php?p=223051#223051 Attachments: http://forums.matronics.com//files/kolbs_yellow_planes_consturction_007_132.jpg ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Reducing Stall Speeds
Date: Jan 05, 2009
All Kolbs land slow. Kolbs also fly slow. I'd be more inclined to get my old dog to cruise a little faster than to land a little slower. john h mkIII ________________________________________________________________________________
Subject: Re: C90 Brakes
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Jan 05, 2009
I have those brakes by Obrien, and they are not strong enough in my opinion. There are times when I am pressing on the pedals about as hard as I can just to get normal deceleration, I can not stop quick with them. They have been very trouble free and work perfectly, I have not had to touch the brakes in 2 years, but my MK III just needs more braking power than they are capable of. 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=223058#223058 ________________________________________________________________________________
From: "J.D. Stewart" <jstewart(at)inebraska.com>
Subject: Re: Thanks to all for you input
Date: Jan 05, 2009
Hi neighbor. :>) You're right in that the extra drag of the wingspan was negated by the smaller angle of attack. I wouldn't say it increased the cruise speed, but we didn't really lose anything either. And yes, stall speed went way down. One thing to keep in mind is that by increasing the wingspan, you're going to decrease the roll rate. The SS is considerably slower in roll than the regular wing. That didn't mean I couldn't roll it, but it's just fighter-fast like the others. Co-designer of the SS, J.D. Stewart UltraFun AirSports, LLC www.ultrafunairsports.com Titan Aircraft E-mail list http://groups.yahoo.com/group/Titanaircraft/ Challenger E-mail list http://challenger.inebraska.com > > If you want to lower stall speed and improve low speed > handling, the easiest way to do it is by adding VG's along > the entire span of the wing, if you have not seen my VG > demonstration video, you can watch it here. > > http://www.youtube.com/watch?v=EjI7-kBptrA > > Your idea of extending the wing is also a very good one for > lowering stall speed and improving low speed handling. In > the Titan Tornado SS, extending the wingspan 4 feet actually > INCREASED the airplanes cruise speed as the wing flew at less > angle of attack with the longer wing than it did with the > shorter wing, creating less induced drag. Increasing the > wingspan by 4 feet also worked well to improve the slow speed > handling of the Tornado SS. Properly designed wingtips will > also decrease stall speed. If it were me, I would do all > of these things. I have been considering adding two feet to > each wing of my MK III Xtra and using the new Kolb wingtips, > I am just not ready to stop flying my Kolb for the amount of > time it would take me to do this work... > > As far as where to lengthen the spar, you most definitely do > not want to do it on the inboard section of the wing, the > forces at the inboard section are many times greater than at > the wingtip, resulting in a much higher chance of > catastrophic and sudden wing failure if you do not do a > perfect splice. > > Good Luck, > > Mike ________________________________________________________________________________
Date: Jan 05, 2009
From: Stephen Spence <sspence801(at)sbcglobal.net>
Subject: Re: C90 Brakes
I have the same opinion about my Obrien brakes.- In fact they don't want to hold the plane inplace on pavement for even a modest run-up of 3000 rpm. - I went to the Matco eminar at Airventure, the speaker suggested that ma jor factor in braking power is the geometry of the pedal to the master cyli nder piston.- I have thought about extending the toe of the pedal to exer t more force/preasure on the calipers and enhance the stopping power.=0A=0A Steve Spence=0AAuburn Hills, MI=0AM3X=0A=0A=0A=0A=0A_______________________ _________=0AFrom: JetPilot <orcabonita(at)hotmail.com>=0ATo: kolb-list@matroni cs.com=0ASent: Monday, January 5, 2009 7:47:19 PM=0ASubject: Kolb-List: Re: tmail.com>=0A=0AI have those brakes by Obrien, and they are not strong enou gh in my opinion.- There are times when I am pressing on the pedals about as hard as I can just to get normal deceleration, I can not stop quick wit h them. =0A=0AThey have been very trouble free and work perfectly, I have n ot had to touch the brakes in 2 years, but my MK III- just needs more bra king power than they are capable of.=0A=0AMike=0A=0A--------=0A"NO FEA R" -- If you have no fear you did not go as fast as you could have ! !!=0A=0AKolb MK-III Xtra, 912-S=0A=0A=0A=0A=0ARead this topic online here: =0A=0Ahttp://forums.matronics.com/viewtopic.php?p=223058#223058=0A=0A=0A =============== ________________________________________________________________________________
From: "Jim Hauck" <jimh474(at)embarqmail.com>
Subject: Fw: Kolb Wings
Date: Jan 05, 2009
>> >> >> >> >> Y'all; >> >> I was present when TNK ran tuff test on the MKIII to record the air flow >> on the wings and fuselage prior to converting that MKIII to the Extra >> configuration. >> >> During stalls the tuffs started fluttering from the inboard section of >> the wing and worked out the wing and stopped at 6 feet from the wing tip. >> The tuffs on the outer 6 feet of the wing remained straight with the >> airflow. In other words the last six feet of the wing never stalled. This >> is the reason the Kolb wing has aileron control all the way through the >> stall. >> >> It would be interesting to see if adding VG's to the Kolb wing from the >> six foot point to the center section, would do just as well as placing >> them on the entire wing. >> >> As to the Kolbra, it is the same wing as the MKIII,but, with less >> incidence placed in the installation. The proto Kolbra didn't have flaps >> as the Kolbra was meant to be a tandem trainer for ultrlight pilots and >> most ultralights didn't have flaps. The idea was to train a pilot in an >> aircraft that more similar to what they would be flying. >> >> Jim H >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> > > > __________ Information from ESET NOD32 Antivirus, version of virus > signature database 3741 (20090105) __________ > > The message was checked by ESET NOD32 Antivirus. > > > ________________________________________________________________________________
Subject: Re: More flying videos
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Jan 05, 2009
Nice videos GrantR, I especially liked the stalls and the landings. It really shows what flying a Kolb is like, about as close as one can get without climbing into the seat next to you :) Keep on posting, my wife and I have enjoyed them all ! 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=223095#223095 ________________________________________________________________________________
Subject: Re: More flying videos
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Jan 05, 2009
Nice videos GrantR, I especially liked the stalls and the landings. It really shows what flying a Kolb is like, about as close as one can get without climbing into the seat next to you :) Keep on flying and making videos, my wife and I have enjoyed them all ! 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=223096#223096 ________________________________________________________________________________
Subject: Takeoff and landings video from the asphalt.
From: "grantr" <grant_richardson25(at)yahoo.com>
Date: Jan 06, 2009
http://www.youtube.com/watch?v=eRlUkyRxKR8&fmt=18 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=223114#223114 ________________________________________________________________________________
Subject: Re: C90 Brakes
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Jan 06, 2009
I test flew a re-assembled Challenger this past weekend. It had the Black Max brakes on it which I've heard were good and inexpensive. I can say with certainty that these Black Max brakes are outstanding and wish I had them on my airplane. See them at the following link. http://flyfbi.com/Merchant2/merchant.mvc?Screen=CTGY&Store_Code=FS&Category_Code=BKS or http://tinyurl.com/9mm3f9 -------- Thom Riddle N1208P RANS S6S, Tailwheel, 912UL N197BG FS1/447 -------------------- It is by universal misunderstanding that all agree. For if, by ill luck, people understood each other, they would never agree. - Charles Baudelaire Read this topic online here: http://forums.matronics.com/viewtopic.php?p=223128#223128 ________________________________________________________________________________
Date: Jan 06, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: C90 Brakes
At 10:54 AM 1/6/2009, Thom Riddle wrote: > >I test flew a re-assembled Challenger this past weekend. It had the Black >Max brakes on it which I've heard were good and inexpensive. I can say >with certainty that these Black Max brakes are outstanding... I have the Black Max brakes on my UltraStar and as Tony the Tiger says, they'rrrre Grrrrreat! Can't speak for the birds with larger engines, but they'll hold my US for a full power runup with no trouble at all. Mine has Hegar heel brake master cylinders, though, instead of FBI's single hand brake master cylinder. -Dana -- Giving money and power to government is like giving whiskey and car keys to teenage boys. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Monument Vallley - Gouldings Campground
Date: Jan 06, 2009
> Have gotten my camping reservation at Gouldings for the Monument Valley un- > in- Fly-In May 15-17. > > Matilda at Gouldings Campground office says no-one else has mentioned the > Fly-In and wanting to be assigned spots near each other. She also claimed > regular reservations will be coming in soon so if we want our own hangar > flying area we need to make our reservations soon. > > Tom Kuffel > Whitefish, MT > Building Original FireStar Hi Tom: Great news! I believe, 2003, when you and Betty flew the Prospector in, was the first and only year we tented in the RV area. Since then we have been putting up our tents in the tent area on the east end of the RV Park. I have never made a reservation. Others may have. I'm trying to remember, maybe John W made us a reservation last year. Might not be a bad idea. Usually, when Larry and Karen Cottrell put their Taj Mahal complex up in the SE corner of the tent camping area. We all gravitate toward them and their coffee pot. ;-) Guess you all got the new airplane flying. john h mkIII ________________________________________________________________________________
Date: Jan 06, 2009
From: Dave Kulp <undoctor(at)ptd.net>
Subject: Building a trailer/maybe some ideas...
John, In your consideration of building a trailer for your plane, here is some info that may be useful for you. I bought an old 32' construction site trailer (28' body length) with an overhead door. I gutted the interior and beautified it inside and out. I mounted a Works winch to pull the Kolb up the ramps and built 2X4 tracks inside to guide the plane to the stops in front. Since I have a FF, I still have about 6' in the nose, accessible by the side door, which is carpeted and suitable for a bedroll and my dog's bed. I'll attach some pics. If they don't make it to the list, email me and I'll shoot them to you direct. BTW, the most critical thing with the FF was clearing the engine under the header and then clearing the folded wings over the floor. I went to a scrap yard and got two traffic sign posts (cross section kind of like a U that the tailwheel fits into), connected them with a hinge and built an A frame that supports the tailwheel track and adjusts the height and angle of the plane as the engine and wings pass through the opening, which is just 70" high. The 1 X's you see on the floor lift the plane so the wings clear the floor as they enter the trailer, then the mains return to the floor in front after the wings are clearing everything and the plane is level. If worse came to worst, I was prepared to remove the header and overhead door and install barn doors, but with some figuring that wasn't necessary. The shots with the FF inside were when I had it rigged for the ride to the airstrip where I'm keeping it. The tail boom is in a removable cradle and the wings are supported while attached to the FF with pulleys, ropes and carpet and foam protected boards which cradle the wings. The plane is held in place by nylon straps over the tail boom and forward and aft straps to O rings both sides from the pin that holds the struts on both sides. I could have rolled the trailer over and it wouldn't have moved. Worked out well, even if I didn't roll the trailer over. My rent for my own "hanger" at the airstrip is $30/mo., whereas it's $135/mo for his enclosed hanger. Worth the money and work, IMO. The owner, Butch, has a totally rebuilt '43 Stearman bipe in the hanger. Gorgeous!!!!!!!! If you or anyone would like any specific questions answered about my setup, feel free to email me. Dave Kulp Bethlehem, PA FireFly 098 ________________________________________________________________________________
Date: Jan 06, 2009
From: gliderx5(at)comcast.net
Subject: Re: Building a trailer/maybe some ideas...
Great trailer Dave. There are some similarities to my new trailer which sta rted life as a camper. I will try to get some pictures posted in a few days when this storm leaves us. Malcolm Morrison ----- Original Message ----- From: "Dave Kulp" <undoctor(at)ptd.net> Sent: Tuesday, January 6, 2009 5:18:03 PM GMT -05:00 US/Canada Eastern Subject: Kolb-List: Building a trailer/maybe some ideas... John, In your consideration of building a trailer for your plane, here is s ome info that may be useful for you. I bought an old 32' construction site trailer (28' body length) with an overhead door. I gutted the interior and beautified it inside and out. I mounted a Works winch to pull the Kolb up t he ramps and built 2X4 tracks inside to guide the plane to the stops in fro nt. Since I have a FF, I still have about 6' in the nose, accessible by the side door, which is carpeted and suitable for a bedroll and my dog's bed. I'll attach some pics. If they don't make it to the list, email me and I'll shoot them to you direct. BTW, the most critical thing with the FF was cle aring the engine under the header and then clearing the folded wings over t he floor. I went to a scrap yard and got two traffic sign posts (cross sect ion kind of like a U that the tailwheel fits into), connected them with a h inge and built an A frame that supports the tailwheel track and adjusts the height and angle of the plane as the engine and wings pass through the ope ning, which is just 70" high. The 1 X's you see on the floor lift the plane so the wings clear the floor as they enter the trailer, then the mains ret urn to the floor in front after the wings are clearing everything and the p lane is level. If worse came to worst, I was prepared to remove the header and overhead door and install barn doors, but with some figuring that wasn' t necessary. The shots with the FF inside were when I had it rigged for the ride to the airstrip where I'm keeping it. The tail boom is in a removable cradle and the wings are supported while attached to the FF with pulleys, ropes and carpet and foam protected boards which cradle the wings. The plan e is held in place by nylon straps over the tail boom and forward and aft s traps to O rings both sides from the pin that holds the struts on both side s. I could have rolled the trailer over and it wouldn't have moved. Worked out well, even if I didn't roll the trailer over. My rent for my own "hange r" at the airstrip is $30/mo., whereas it's $135/mo for his enclosed hanger . Worth the money and work, IMO. The owner, Butch, has a totally rebuilt '4 3 Stearman bipe in the hanger. Gorgeous!!!!!!!! If you or anyone would like any specific questions answered about my setup, feel free to email me. Dav e Kulp Bethlehem, PA FireFly 098 [image/jpeg:Heading to TN to PU FF May 08 (Medium).jpg] [image/jpeg:Ready to go to Kessler airstrip.jpg] [image/jpeg:Engine clearance.jpg] [image/jpeg:Rigged for ride to airstrip.jpg] ________________________________________________________________________________
Date: Jan 06, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Building a trailer/maybe some ideas...
At 05:18 PM 1/6/2009, Dave Kulp wrote: >In your consideration of building a trailer for your plane, here is some >info... Lots more trailer pix at: http://gtalexander.home.att.net/Main_trailer_kolb.htm My UltraStar trailer is here: http://smg.photobucket.com/albums/v486/flyparafan/Kolb/Trailer/ I'd give L.G. dimensions but mine aren't stock. I do know that mine are 1/2" narrower than my trailer! I had to buy narrower wheels to get it to fit... -Dana -- The gene pool could use a little chlorine. ________________________________________________________________________________
From: "Tony Oldman" <aoldman(at)xtra.co.nz>
Subject: Re: Building a trailer/maybe some ideas...
Date: Jan 07, 2009
On my trailer for the MK111 the door hinges from the bottem and becomes the ramp to pull the plane up as it fits in backwards. I have not had to use it as I am lucky enough to be able to leave it set up in a hanger. The trailer is fitted with wheel chocks and a support for the tail boom. The kolb rides very nicly set up this way and is simple to get in and out by one person. Tony Downunder MK111c ----- Original Message ----- From: "Dave Kulp" <undoctor(at)ptd.net> Sent: Wednesday, January 07, 2009 11:18 AM Subject: Kolb-List: Building a trailer/maybe some ideas... > John, > > In your consideration of building a trailer for your plane, here is some > info that may be useful for you. > > I bought an old 32' construction site trailer (28' body length) with an > overhead door. I gutted the interior and beautified it inside and out. > I mounted a Works winch to pull the Kolb up the ramps and built 2X4 > tracks inside to guide the plane to the stops in front. Since I have a > FF, I still have about 6' in the nose, accessible by the side door, > which is carpeted and suitable for a bedroll and my dog's bed. I'll > attach some pics. If they don't make it to the list, email me and I'll > shoot them to you direct. > > BTW, the most critical thing with the FF was clearing the engine under > the header and then clearing the folded wings over the floor. I went to > a scrap yard and got two traffic sign posts (cross section kind of like > a U that the tailwheel fits into), connected them with a hinge and built > an A frame that supports the tailwheel track and adjusts the height and > angle of the plane as the engine and wings pass through the opening, > which is just 70" high. The 1 X's you see on the floor lift the plane > so the wings clear the floor as they enter the trailer, then the mains > return to the floor in front after the wings are clearing everything and > the plane is level. If worse came to worst, I was prepared to remove > the header and overhead door and install barn doors, but with some > figuring that wasn't necessary. > > The shots with the FF inside were when I had it rigged for the ride to > the airstrip where I'm keeping it. The tail boom is in a removable > cradle and the wings are supported while attached to the FF with > pulleys, ropes and carpet and foam protected boards which cradle the > wings. The plane is held in place by nylon straps over the tail boom > and forward and aft straps to O rings both sides from the pin that holds > the struts on both sides. I could have rolled the trailer over and it > wouldn't have moved. Worked out well, even if I didn't roll the trailer > over. > > My rent for my own "hanger" at the airstrip is $30/mo., whereas it's > $135/mo for his enclosed hanger. Worth the money and work, IMO. The > owner, Butch, has a totally rebuilt '43 Stearman bipe in the hanger. > Gorgeous!!!!!!!! > > If you or anyone would like any specific questions answered about my > setup, feel free to email me. > > Dave Kulp > Bethlehem, PA > FireFly 098 > ________________________________________________________________________________
Subject: Re: Building a trailer/maybe some ideas...
From: "George Alexander" <gtalexander(at)att.net>
Date: Jan 06, 2009
With the increased discussion and interest in various use of trailers for Kolbs, it gave me the nudge to put three additional ones on the web site. Gene Ledbetter, Firefly; Jim Swan, Firestar II; and Rick Neilsen, MK III. I apologize to Gene and Jim.... have had their material for quite a while. I'll blame Rick for the delay in posting Gene's & Jim's. I was waiting on his to post theirs. Sound good? I didn't think so. Go to my site and click on "Trailering a Kolb". PS: If there are others who would like theirs posted, let me know. Fun, Safe Flying! -------- George Alexander FS II R503 N709FS http://gtalexander.home.att.net Read this topic online here: http://forums.matronics.com/viewtopic.php?p=223275#223275 ________________________________________________________________________________
Subject: Re: More flying videos
From: "cristalclear13" <cristalclearwaters(at)gmail.com>
Date: Jan 06, 2009
Nice videos Grant. What is "Hodges Hobbies" that you labeled in one of the films? -------- Cristal Waters Kolb Mark II Twinstar Rotax 503 DCSI Read this topic online here: http://forums.matronics.com/viewtopic.php?p=223287#223287 ________________________________________________________________________________
Subject: Re: Building a trailer/maybe some ideas...
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Jan 07, 2009
If you trailer fans want one but don't want to build one, mine is for sale, and can be seen at http://riddletr.googlepages.com/flylite%2Cinc.2 Scroll down to the photo and click on the TEXT header above the photo. I'm in a generous mood so you might get it pretty cheap. Make an offer. -------- Thom Riddle N1208P RANS S6S, Tailwheel, 912UL N197BG FS1/447 -------------------- It is by universal misunderstanding that all agree. For if, by ill luck, people understood each other, they would never agree. - Charles Baudelaire Read this topic online here: http://forums.matronics.com/viewtopic.php?p=223307#223307 ________________________________________________________________________________
Subject: Re: More flying videos
From: "grantr" <grant_richardson25(at)yahoo.com>
Date: Jan 07, 2009
Cristal, It is a local R/c hobby shop that mostly sells r/c airplane. I am big into the r/c planes as well. I think the field is 1600 feet. They used to have a piper cub on the field however the shop owners brother had an engine failure I think 2 summers ago and crashed it. He is ok now. Its a nice private grass strip about 2 miles from ACJ. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=223327#223327 ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: C90 Brakes
Date: Jan 07, 2009
Rick Wow I thought you were selling your plane. It's super your still working on it. I have the stock Matco brakes and they will hold the plane at least till the tail comes up with the stock wheel size. A bigger issue is how the brake peddle to master cylinder leverage is configured. With toe peddles you are pushing against the rudder peddles and the bigger concern the rudder cables during brake activation. I have the heal peddles but I understand Paul Petty had a arrangement with more mechanical advantage. This may be the same set up that Mark German developed. Rick Neilsen Redrive VW Powered MKIIIC ----- Original Message ----- From: "Rick Lewis" <cktman(at)hughes.net> Sent: Monday, January 05, 2009 7:28 PM Subject: Kolb-List: C90 Brakes > > I am about to order the brakes for my Kolb M3X and am wondering if the C90 > brakes, that Kolb offers, is adequate. Looking at them they seem kinda of > wimpy. What are the pro and cons? I really like the neat installation > but wonder if they will do the job. > > Rick Lewis > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=223051#223051 > > > Attachments: > > http://forums.matronics.com//files/kolbs_yellow_planes_consturction_007_132.jpg > > > ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Brake basics
Date: Jan 07, 2009
Kolb people, If anyone is interested, Grove Brake Co, and Matco, too, for that matter, have some useful brake design suggestions on their websites. Such things as pedal geometry, Kenetic Energy of your plane at landing speed, etc. Here is Grove's page: http://www.groveaircraft.com/brakedesign.html I used their K.E. formula to calculate my MkIII's kentic energy at landing. Looks like I'm in good shape. Theoretically, my disc brakes should stop a C-130. Either that, or I missed a decimal point. Hmmm? Mike Welch Mk130 _________________________________________________________________ Windows LiveTM: Keep your life in sync. http://windowslive.com/howitworks?ocid=TXT_TAGLM_WL_t1_allup_howitworks_012009 ________________________________________________________________________________
From: <apilot(at)surewest.net>
Subject: Re: Brake basics
Date: Jan 07, 2009
I use the go kart brakes that Azusa engineering sells. They stop the plane after a bit and they are good enough to put the nose on the ground which I do to get a full power run up. They do not cost much, easy to install and seem to work good in all hard surface situations. ________________________________________________________________________________
Date: Jan 07, 2009
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Dynamic Air Pressure Filter Housing
Kolbers, In most tractor engine configurations, ram or dynamic air pressured air is fed into the carburetor. With a pusher propeller and the engine mounted so that the carburetor is above the wing the carburetor inlet is being fed with lower static air pressure than can be found below the wing. Last summer, I ran an experiment where I connected the carburetor inlet with a long tube to the air filter mounted on the main spar cross through at the root tube. One flight told me that I could not tolerate the inlet noise that close to my head. Also, the weight of the carburetor adapter and connecting tubing was a severe weight penalty. I have been grounded by winds, cold temperatures, snow, and ice so I began re thinking the problem. A dynamic air pressure scoop around the air filter seemed to be the way to go. The result of this thinking can be seen at: http://www.thirdshift.com/jack/firefly/firefly147.html To keep the weight down, I attached it directly to the air filter. This should more than make up for the 1.0 to 1.5 inches of water air filter loss that was found under cruise conditions. When the weather improves, I will be able to measure the carburetor static inlet pressure. The first test will be with the opening pointed upward or downward to simulate scoop inlet static pressure. Then the second test will run with the opening pointed forward. I really do not expect a huge improvement, but when you have only a few horses, it is a shame to waste any of them. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Date: Jan 07, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Dynamic Air Pressure Filter Housing
At 03:34 PM 1/7/2009, Jack B. Hart wrote: >...With a pusher propeller and the engine mounted so >that the carburetor is above the wing the carburetor inlet is being fed with >lower static air pressure than can be found below the wing.... >...A dynamic air pressure scoop around the air filter >seemed to be the way to go....This >should more than make up for the 1.0 to 1.5 inches of water air filter loss >that was found under cruise conditions... About 0.14 inches of mercury (1.9 inches of water) at 55 knots, or less than 1% of 1 atmosphere; 1/2HP for a 50HP engine (since output power is roughly proportional to intake air pressure)... seems unlikely it'd be noticeable. Can't hurt though, unless it comes loose and goes through the prop... -Dana -- In some cultures what I do would be considered normal. ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Dynamic Air Pressure Filter Housing
Date: Jan 07, 2009
Jack Nice work. I would like to make two suggestions. One you may want to allow for a way for water to get out of the scoop. If you get in a rain storm you might flood the engine. Also why not add a long taper to the back of the scoop to cut drag. I have had similar ideas for my VW. The big Webber air cleaners have considerable drag that I don't need. Also the small boost in air pressure would give me more horse power. I have been mulling over designs for some time and may steal some of your design. Rick Neilsen Redrive VW powered MKIIIC ----- Original Message ----- From: "Jack B. Hart" <jbhart(at)onlyinternet.net> Sent: Wednesday, January 07, 2009 3:34 PM Subject: Kolb-List: Dynamic Air Pressure Filter Housing > > Kolbers, > > In most tractor engine configurations, ram or dynamic air pressured air is > fed into the carburetor. With a pusher propeller and the engine mounted > so > that the carburetor is above the wing the carburetor inlet is being fed > with > lower static air pressure than can be found below the wing. Last summer, > I > ran an experiment where I connected the carburetor inlet with a long tube > to > the air filter mounted on the main spar cross through at the root tube. > One > flight told me that I could not tolerate the inlet noise that close to my > head. Also, the weight of the carburetor adapter and connecting tubing > was > a severe weight penalty. > > I have been grounded by winds, cold temperatures, snow, and ice so I began > re thinking the problem. A dynamic air pressure scoop around the air > filter > seemed to be the way to go. The result of this thinking can be seen at: > > http://www.thirdshift.com/jack/firefly/firefly147.html > > To keep the weight down, I attached it directly to the air filter. This > should more than make up for the 1.0 to 1.5 inches of water air filter > loss > that was found under cruise conditions. When the weather improves, I will > be able to measure the carburetor static inlet pressure. The first test > will be with the opening pointed upward or downward to simulate scoop > inlet > static pressure. Then the second test will run with the opening pointed > forward. I really do not expect a huge improvement, but when you have only > a > few horses, it is a shame to waste any of them. > > Jack B. Hart FF004 > Winchester, IN > > > ________________________________________________________________________________
Date: Jan 07, 2009
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: Dynamic Air Pressure Filter Housing
> >About 0.14 inches of mercury (1.9 inches of water) at 55 knots, or less >than 1% of 1 atmosphere; 1/2HP for a 50HP engine (since output power is >roughly proportional to intake air pressure)... seems unlikely it'd be >noticeable. > >Can't hurt though, unless it comes loose and goes through the prop... > Dana, I believe the pressure change will be greater than 1.5 inches of water, as the air is passing through the propeller is much greater than IAS. I won't know what it is until I measure it, but if air velocity past the carburetor has to be much higher than 55 knots IAS. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Date: Jan 07, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Dynamic Air Pressure Filter Housing
At 09:22 PM 1/7/2009, Jack B. Hart wrote: >I believe the pressure change will be greater than 1.5 inches of water, as >the air is passing through the propeller is much greater than IAS. I won't >know what it is until I measure it, but if air velocity past the carburetor >has to be much higher than 55 knots IAS. Good point... though I don't know how much faster it'll be on the upstream side of the prop, as compared to behind the prop. Be interesting to see. -Dana -- Come to think of it, there already are a million monkeys at a million typewriters, and the Internet is _NOTHING_ like Shakespeare! ________________________________________________________________________________
Date: Jan 07, 2009
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: Dynamic Air Pressure Filter Housing
> >Jack > >Nice work. I would like to make two suggestions. One you may want to allow >for a way for water to get out of the scoop. If you get in a rain storm you >might flood the engine. Also why not add a long taper to the back of the >scoop to cut drag. > Rick, I considered the rain/water problem. If you look at the last photo on the page, you will see a series of little holes along the corner or edge of the assembly. These are the relief holes for bending the tabs along the edge of the main body. I did not seal them so that water could leak out. Later if an oil slobbering problem develops, I will seal them and add a drain or relief tube so that I can run the oil and/or water to a catch bottle. This will prevent oil spatter on the tail surfaces. I did consider streamlining the scoop, but at this time I am more concerned with the added weight. After, I get done testing and if it proves to be worth while, I may stream line it with foam that is covered with organza fabric. I worry about too much weight hanging out from the carburetor boot. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Date: Jan 08, 2009
From: "David Lehman" <david(at)davidlehman.net>
Subject: Accident...
******************************************************************************** ** Report created 1/8/2009 Record 2 ** ******************************************************************************** IDENTIFICATION Regis#: 313JD Make/Model: EXP Description: KOLB MARK III Date: 01/07/2009 Time: 1800 Event Type: Incident Highest Injury: None Mid Air: N Missing: N Damage: Unknown LOCATION City: OZARK State: AR Country: US DESCRIPTION AIRCRAFT ON TAKEOFF, STALLED AND CRASHED, NEAR OZARK, AR INJURY DATA Total Fatal: 0 # Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk: 1 # Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk: # Grnd: Fat: 0 Ser: 0 Min: 0 Unk: WEATHER: NOT REPORTED OTHER DATA Activity: Pleasure Phase: Take-off Operation: OTHER FAA FSDO: LITTLE ROCK, AR (SW11) Entry date: 01/08/2009 ________________________________________________________________________________
Subject: Re: Dynamic Air Pressure Filter Housing
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Jan 08, 2009
In the 1960s I flew Mooneys a good bit and really liked a couple of their unique features. One was the "poor man's supercharger" that came standard on the early Mooneys. It was a pilot controlled RAM AIR scoop that by-passed the air-cleaner and sent RAM AIR directly to the carburetor inlet. At typical cruise speeds (160 mph or so) it added about 1" of manifold pressure. It was to be used only at altitude of course where un-filtered air was not a problem... at least not back then. At the Kolb's much slower speeds you want see this much assist but any assist at all is worthwhile when you are pinching pennies. -------- Thom Riddle N1208P RANS S6S, Tailwheel, 912UL N197BG FS1/447 -------------------- It is by universal misunderstanding that all agree. For if, by ill luck, people understood each other, they would never agree. - Charles Baudelaire Read this topic online here: http://forums.matronics.com/viewtopic.php?p=223534#223534 ________________________________________________________________________________
Date: Jan 08, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Old Engine
At 08:56 PM 1/8/2009, Masqqqqqqq(at)aol.com wrote: >Got a strange engine today: > > New in box. New wood propeller. Prop is 48" x 22. Engine > labeled Chrysler Power Bee model 82026. Single cylinder, dual carb, 2 > cycle. Carbs are Tillotsons with built on fuel pumps. Belt redrive > labeled CGS Powerhawk. Engine and redrive weigh about 20 lbs > together. Some of the spec sheets are dated 1978, and show how to mount > on an Easy Riser. A tag on the engine says it was test run to 90 > pounds thrust. > Anyone know the history on this engine? And........this is off the > wall..........how would it work on a Kolb UltraStar? It would definitely not be adequate for an UltraStar, unless you used two of them, and even then it'd be marginal... I believe the original Kolb Flyer used these engines before switching to 15HP Solo 210 engines. I remember sending away to Chrysler for the data sheets back in the day, when I started building a Lazair-like ultralight (never finished) while on summer vacation from college. IIRC, the Chrysler (also known as the West Bend) engine was only about 9HP continuous. Single cylinder, dual carb? That's weird... perhaps it was hopped up to get more horsepower; 9HP is pretty marginal to fly with. -Dana -- Help Wanted: Telepath. You know where to apply. ________________________________________________________________________________
Subject: Re: Old Engine
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Jan 09, 2009
The 12 HP Chrysler single cylinder is the engine I had on my first ultralight, which was the first weight shift Eipper Quicksilver. Mine also had the dual carbs into one cylinder and was advertised as 12 HP. My Eipper Quicksilver with engine weighed around 150 pounds, 300 pounds total with me in it, and it flew well. Stall was 17 MPH, Climb was 20 MPH, and cruise was about 22 MPH. The engine was just enough to fly 300 pounds gross at around 20 MPH. I seriously doubt this engine would be able to get a Kolb, or just about any other faster / heavier ultralight to even break ground. 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=223699#223699 ________________________________________________________________________________
From: "Dale Whelan" <dalewhelan(at)earthlink.net>
Subject: Dynamic Air Pressure Filter Housing
Date: Jan 09, 2009
I have read posts by other motorcycle mechanics and thought if they would just shut up I may not look like I am dumb by association. I have spent many years racing and tuning a two stroke Gran Prix road race motorcycle equipped with ram air. I am not formally educated, I read a lot and test alot both on dynos and at the track. I have some experiance that way be helpful and increase the safety of some experimenters. SAFETY FIRST If the veturi is pressurized without pressurizing the rest of the fuel system, the fuel mixture will be leaned out! The floatbowl vent need to be pressurized to avoid reducing the pressure difference between the bowl and the venturi. The tank needs to be pressurized to avoid reducing fuel delivery to the carb from the increased bowl pressure. PERFORMANCE At the low speeds I fly my firestar at the increase in pressure is not likely to be worth my effort as I need no more power to cruise at my desired speed. I would need power for climb but the ram effect is lower at climb. I could use more power at high altitude but here again I am not usually flying fast. CONSIDERATIONS Air inlet needs to be relativly small compared to tube feeding the airbox. Venturi effect, volune increases velocity slows, pressure rises. The airbox has a resonant frequency, some of the variables are, box volume, inlet length, and inlet area. The box seems to have about as much effect as the pressure. PERSONALLY If I were to modify my powerplant, (not sure I want to go throught the test tune fail learn process with my plane) I would go after power, without increase in RPM, and higher efficiency. POwer can be improved by reducing waste or by processing more fuel. My 503 could use more compression for the fuel I use, my friends looks like it can't. I would build an exhaust that put the torque peak at cruise RPM if I wanted max fuel economy. The exhaust would be an expansion chamber, actually two of them. The tune would need to be just broad enought to cover the RPM range from cruise to climb. The ram air system would be simple, mount the carbs inside the airbox and vent the tanks to the airbox if I were to ram air the motor. I would rather just have the airbox. For me there are are aerodynamic considerations to offset some of the improved motor efficiency, but I would expect a net gain. The thing that concearns me the most is the addition of parts ahead of the prop, welded and designed by me. I would recomend becoming an expert in jetting and timing before attempting this kind of work, I expect some of you are. SIDE NOTE I have heard many say that jetting a plane is different than a motorcycle, When people say that to me I doubt they know how to tune either. Dale Whelan dalewhelan(at)earthlink.net EarthLink Revolves Around You. ________________________________________________________________________________
Date: Jan 09, 2009
From: gliderx5(at)comcast.net
Subject: Instructing in a Kolb
I'm trying to interpret the FARs for training in an experimental amateur built airplane that I own (ie. my Kolb MKII) 91.319 states (a) that I cannot carry persons for compensation or hire - which I believe means just that - passengers. (e) that I cannot operate the aircraft for compensation except to conduct flight training (c) in an aircraft that I provide prior to 1/31/2010. (f) That I can lease the Kolb for instruction until 1/31/2010. It looks like - I can be paid for instruction in my Kolb only until 1/31/2010 - I can lease my Kolb for instruction only until 1/31/2010 - I cannot be paid for instruction in a Kolb that the student provides anytime - I can give free instruction in my Kolb or the students Kolb anytime Does this sound right? Malcolm Morrison MKII ________________________________________________________________________________
Date: Jan 09, 2009
From: "Richard Girard" <aslsa.rng(at)gmail.com>
Subject: Re: Dynamic Air Pressure Filter Housing
Dale, Glad you brought all this up. Going to lunch after the Bing carb section of the Rotax mechanic courses at Lockwood, I asked Rotax guru Eric Tucker about my plans to build ram air into the cowling of my 582 powered Mk III. I covered pretty much everything you brought up and his advice was don't do it. The Bing is designed for ambient pressure and the design isn't conducive to ram air even if you do take all this into account. He's been working on Rotax engines for 40+ years since his snowmobile racing days so I figure he might know. Still, it's experimental aviation and as they say, one good experiment beats a thousand expert opinions. Good luck, Jack Rick On Fri, Jan 9, 2009 at 11:51 AM, Dale Whelan wrote: > I have read posts by other motorcycle mechanics and thought if they would > just shut up I may not look like I am dumb by association. > I have spent many years racing and tuning a two stroke Gran Prix road race > motorcycle equipped with ram air. > I am not formally educated, I read a lot and test alot both on dynos and at > the track. > I have some experiance that way be helpful and increase the safety of some > experimenters. > > SAFETY FIRST > If the veturi is pressurized without pressurizing the rest of the fuel > system, the fuel mixture will be leaned out! > The floatbowl vent need to be pressurized to avoid reducing the > pressure difference between the bowl and the venturi. > The tank needs to be pressurized to avoid reducing fuel delivery to the > carb from the increased bowl pressure. > > PERFORMANCE > At the low speeds I fly my firestar at the increase in pressure is not > likely to be worth my effort as I need no more power to cruise at my desired > speed. I would need power for climb but the ram effect is lower at climb. I > could use more power at high altitude but here again I am not usually flying > fast. > > CONSIDERATIONS > Air inlet needs to be relativly small compared to tube feeding the > airbox. Venturi effect, volune increases velocity slows, pressure rises. > The airbox has a resonant frequency, some of the variables are, box > volume, inlet length, and inlet area. The box seems to have about as much > effect as the pressure. > > PERSONALLY > If I were to modify my powerplant, (not sure I want to go throught the > test tune fail learn process with my plane) I would go after power, without > increase in RPM, and higher efficiency. POwer can be improved by reducing > waste or by processing more fuel. > My 503 could use more compression for the fuel I use, my friends looks like > it can't. > I would build an exhaust that put the torque peak at cruise RPM if I > wanted max fuel economy. The exhaust would be an expansion chamber, actually > two of them. The tune would need to be just broad enought to cover the RPM > range from cruise to climb. The ram air system would be simple, mount the > carbs inside the airbox and vent the tanks to the airbox if I were to ram > air the motor. I would rather just have the airbox. > For me there are are aerodynamic considerations to offset some of the > improved motor efficiency, but I would expect a net gain. The thing that > concearns me the most is the addition of parts ahead of the prop, welded and > designed by me. > I would recomend becoming an expert in jetting and timing before > attempting this kind of work, I expect some of you are. > > SIDE NOTE > I have heard many say that jetting a plane is different than a > motorcycle, When people say that to me I doubt they know how to tune either. > > > Dale Whelan > dalewhelan(at)earthlink.net > EarthLink Revolves Around You. > > > * > > ________________________________________________________________________________
Date: Jan 09, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Instructing in a Kolb
At 06:40 PM 1/9/2009, gliderx5(at)comcast.net wrote: >It looks like >- I can be paid for instruction in my Kolb only until 1/31/2010 >- I can lease my Kolb for instruction only until 1/31/2010 >- I cannot be paid for instruction in a Kolb that the student provides anytime >- I can give free instruction in my Kolb or the students Kolb anytime > >Does this sound right? Except for #3, I believe... I'm pretty sure it's always been legal for one to hire a flight instructor to provide instruction in one's own airplane... since the owner of the aircraft is not receiving any compensation for the use of the aircraft. -Dana -- (A)bort, (R)etry, (P)retend it didn't happen? ________________________________________________________________________________
Date: Jan 09, 2009
From: "Richard Girard" <aslsa.rng(at)gmail.com>
Subject: Re: Instructing in a Kolb
Malcolm, I,2,and 4 are correct, but for E-LSA, not E-AB. You can be paid for your instruction in a plane the student provides. Rick On Fri, Jan 9, 2009 at 5:40 PM, wrote: > I'm trying to interpret the FARs for training in an experimental amateur > built airplane that I own (ie. my Kolb MKII) > 91.319 states (a) that I cannot carry persons for compensation or hire - > which I believe means just that - passengers. > (e) that I cannot operate the aircraft for compensation except to conduct > flight training (c) in an aircraft that I provide prior to 1/31/2010. > (f) That I can lease the Kolb for instruction until 1/31/2010. > > It looks like > - I can be paid for instruction in my Kolb only until 1/31/2010 > - I can lease my Kolb for instruction only until 1/31/2010 > - I cannot be paid for instruction in a Kolb that the student provides > anytime > - I can give free instruction in my Kolb or the students Kolb anytime > > Does this sound right? > > Malcolm Morrison > MKII > > * > > ________________________________________________________________________________
Date: Jan 10, 2009
From: gliderx5(at)comcast.net
Subject: Re: Instructing in a Kolb
Dana I agree. I always thought that the instructor could be paid if the student provided the experimental airplane, but I just can't figure out how 91.319 says that this is true. Paragraph (e) seems clear that no person may operate an experimental aircraft for compensation except (2) to conduct flight training in an aircraft which that person provides, prior to 1/31/2010. There is no exclusion for an aircraft that the student provides. This is counter to what I had always thought. Also, I misread the FAR when I created my second conclusion earlier. Leasing only applies to aircraft being used for towing gliders, so not for flight instruction. Malcolm Morrison MKII ----- Original Message ----- From: "Dana Hague" <d-m-hague(at)comcast.net> Sent: Friday, January 9, 2009 6:47:51 PM GMT -05:00 US/Canada Eastern Subject: Re: Kolb-List: Instructing in a Kolb At 06:40 PM 1/9/2009, gliderx5(at)comcast.net wrote: >It looks like >- I can be paid for instruction in my Kolb only until 1/31/2010 >- I can lease my Kolb for instruction only until 1/31/2010 >- I cannot be paid for instruction in a Kolb that the student provides anytime >- I can give free instruction in my Kolb or the students Kolb anytime > >Does this sound right? Except for #3, I believe... I'm pretty sure it's always been legal for one to hire a flight instructor to provide instruction in one's own airplane... since the owner of the aircraft is not receiving any compensation for the use of the aircraft. -Dana -- (A)bort, (R)etry, (P)retend it didn't happen? ________________________________________________________________________________
Date: Jan 09, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Instructing in a Kolb
At 08:12 PM 1/9/2009, gliderx5(at)comcast.net wrote: >Dana > >I agree. I always thought that the instructor could be paid if the >student provided the experimental airplane, but I just can't figure out >how 91.319 says that this is true. Paragraph (e) seems clear that no >person may operate an experimental aircraft for compensation except (2) to >conduct flight training in an aircraft which that person provides, prior >to 1/31/2010. There is no exclusion for an aircraft that the student >provides. This is counter to what I had always thought. Also, I misread >the FAR when I created my second conclusion earlier. Leasing only applies >to aircraft being used for towing gliders, so not for flight instruction. 91.319(e) refers to 21.191(i) only applies to E-LSA, i.e. E-LSA kits or aircraft converted to E-LSA from fat ultralights, but not to E-AB aircraft. E-AB aircraft fall under 91.313(a)(2), which says you can't carry persons or property for compensation or hire (which doesn't include flight instruction), as opposed to the more broad 91.319(e) which only covers all aspects of "operating for compensation or hire". So, a converted E-LSA Kolb can be used for paid instruction, whether it's owned by the student or the instructor, until 2010. If it's E-AB, it can be used for paid instruction only if the student owns it, and that's true forever (or until the FAA changes the rules). -Dana -- Friends help you move. *Real* friends help you move bodies. ________________________________________________________________________________
Date: Jan 10, 2009
From: gliderx5(at)comcast.net
Subject: Re: Instructing in a Kolb
Dana Thanks. That clears up the confusion. I hate FARs Malcolm Morrison MKII ----- Original Message ----- From: "Dana Hague" <d-m-hague(at)comcast.net> Sent: Friday, January 9, 2009 8:41:12 PM GMT -05:00 US/Canada Eastern Subject: Re: Kolb-List: Instructing in a Kolb At 08:12 PM 1/9/2009, gliderx5(at)comcast.net wrote: Dana I agree. I always thought that the instructor could be paid if the student provided the experimental airplane, but I just can't figure out how 91.319 says that this is true. Paragraph (e) seems clear that no person may operate an experimental aircraft for compensation except (2) to conduct flight training in an aircraft which that person provides, prior to 1/31/2010. There is no exclusion for an aircraft that the student provides. This is counter to what I had always thought. Also, I misread the FAR when I created my second conclusion earlier. Leasing only applies to aircraft being used for towing gliders, so not for flight instruction. 91.319(e) refers to 21.191(i) only applies to E-LSA, i.e. E-LSA kits or aircraft converted to E-LSA from fat ultralights, but not to E-AB aircraft. E-AB aircraft fall under 91.313(a)(2), which says you can't carry persons or property for compensation or hire (which doesn't include flight instruction), as opposed to the more broad 91.319(e) which only covers all aspects of "operating for compensation or hire". So, a converted E-LSA Kolb can be used for paid instruction, whether it's owned by the student or the instructor, until 2010. If it's E-AB, it can be used for paid instruction only if the student owns it, and that's true forever (or until the FAA changes the rules). -Dana ________________________________________________________________________________
Date: Jan 09, 2009
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: Dynamic Air Pressure Filter Housing
Dale & Rick, First of all, if my air fuel mixture control had not been effective, I would not be trying this. Also, if I did not have an EGT sensor and gage, I would have to tune just as the snowmobiler and the motorcyclist do. Although I do not motorcycle or snowmobile, I believe it may be impractical to monitor EGT while riding either one. I assume one needs to maintain a high degree of diligence on the immediate surroundings. This is similar to landing, takeoff and taxiing an ultra light. But once in the air a pilot can devote some time to monitoring an EGT as well as looking out side the cockpit. Also, it is not easy to ground adjust for the current local atmospheric conditions when one wants to go for a ride in/on any of these vehicles. It amazes me that Rotax, who manufactures aircraft engines, has not picked a carburetor that was cockpit adjustable. This short coming ensures that these engines run richer than necessary. My Bing conversion may not be the solution. I have only 13 and one-half hours on it. I am very encouraged. If you have not see the conversion, it can be found at: http://www.thirdshift.com/jack/firefly/firefly146.html ........ Dale, Yes, as the air density is increased, the air fuel mixture will move toward the lean side. I really have no idea of the dynamic air pressure at the carburetor. But assuming the FireFly is moving at 50 mph IAS and to overcome the drag the air passing through the propeller is 100 mph, the dynamic pressure will 4.73 inches of water. I am assuming my system will be able to accommodate this pressure increase. The first flight will be made with the housing rotated vertical, so that, the carburetor is operating at it's normal static pressure. Carburetor inlet static pressure will be measured to establish base line data. On the next fight the housing will be rotated about thirty degrees from vertical. Hopefully I will see an increase in carburetor inlet static pressure over the whole cruise rpm range. And again hopefully, I will be able to maintain acceptable EGT over the entire range. If that can not be done, the needle will have to be lifted. This process will be repeated until the housing is pointed directly forward. This is how I foresee it, but it all has to wait until warmer weather. If I see an increase in carburetor inlet static pressure, I would expect the engine to top out at a higher rpm, which will let me add a little more pitch in the propeller, and give me a little better climb rate. My air fuel mixture control is based on varying the pressure over the float bowl. So far it has not caused any problems. At this time I can only hope it will accommodate the housing dynamic pressures. Pressurizing the tank is a good idea. The fuel pump has to lift fuel quite a distance on FireFly. No argument about jetting. I keep hoping the weather will break. Jack B. Hart FF004 Winchester, IN --------------------------------- Date: Fri, 9 Jan 2009 17:41:24 -0600 From: "Richard Girard" <aslsa.rng(at)gmail.com> Dale, Glad you brought all this up. Going to lunch after the Bing carb section of the Rotax mechanic courses at Lockwood, I asked Rotax guru Eric Tucker about my plans to build ram air into the cowling of my 582 powered Mk III. I covered pretty much everything you brought up and his advice was don't do it. The Bing is designed for ambient pressure and the design isn't conducive to ram air even if you do take all this into account. He's been working on Rotax engines for 40+ years since his snowmobile racing days so I figure he might know. Still, it's experimental aviation and as they say, one good experiment beats a thousand expert opinions. -------------------------------- On Fri, Jan 9, 2009 at 11:51 AM, Dale Whelan wrote: SAFETY FIRST If the veturi is pressurized without pressurizing the rest of the fuel system, the fuel mixture will be leaned out! The floatbowl vent need to be pressurized to avoid reducing the pressure difference between the bowl and the venturi. The tank needs to be pressurized to avoid reducing fuel delivery to the carb from the increased bowl pressure. SIDE NOTE I have heard many say that jetting a plane is different than a motorcycle, When people say that to me I doubt they know how to tune either. ________________________________________________________________________________
Date: Jan 09, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Dynamic Air Pressure Filter Housing
At 09:57 PM 1/9/2009, Jack B. Hart wrote: >...Although I do >not motorcycle or snowmobile, I believe it may be impractical to monitor EGT >while riding either one. I assume one needs to maintain a high degree of >diligence on the immediate surroundings... More to the point, I think, is that you can't do an extended full power runup while a snowmobile is standing still; indeed I imagine you rarely are at full power for more than a few moments at a time. -Dana -- Giving money and power to government is like giving whiskey and car keys to teenage boys. ________________________________________________________________________________
Subject: Re: Instructing in a Kolb
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Jan 10, 2009
Dana is correct, as usual. My CFI mentor is an ATP rated pilot with CFI and CFII tickets and owns and operates a flight school. I asked him once which local AME he used for keeping his 1st class medical current and he told me that he keeps a 3rd class only because he does not fly for hire but only gives instruction. He had to have the 2nd class medical for getting his commercial ticket and the 1st class for ATP but no longer needs either for instruction. As a SP-CFI I don't need any medical at all and plan to let my 3rd class expire this year. -------- Thom Riddle N1208P RANS S6S, Tailwheel, 912UL N197BG FS1/447 -------------------- It is by universal misunderstanding that all agree. For if, by ill luck, people understood each other, they would never agree. - Charles Baudelaire Read this topic online here: http://forums.matronics.com/viewtopic.php?p=223831#223831 ________________________________________________________________________________
Date: Jan 10, 2009
From: gliderx5(at)comcast.net
Subject: New Kolb Trailer
Here is the new trailer that I have been working on for my MKII. It started life as a Coachman bunkhouse in 1982, but now has realized it's true calling. That of a Kolb toy hauler. I have a bunch more before and after pictures on my web site http://home.comcast.net/~mmorrison123/trailer.htm . I'm not sure if this is thinking outside the box, inside the box, or just thinking about the box itself? Malcolm Morrison MKII ________________________________________________________________________________
Date: Jan 10, 2009
From: william sullivan <williamtsullivan(at)att.net>
Subject: re: New Kolb Trailer
- Nice job, Malcolm!- How about the cost and labor? - - ------------------------- ------------------------ Bi ll Sullivan ------------------------- ------------------------ Wi ndsor Locks, Ct. ________________________________________________________________________________
Date: Jan 10, 2009
From: gliderx5(at)comcast.net
Subject: Re: re: New Kolb Trailer
Bill I bought the camper on ebay for $1152. The used garage door was $150. 6 sheets of plywood flooring and a few 2 x 4s were about $140. Probably about another $40 in assorted hardware for a total of about $1500. I reused quite a bit of paneling from inside the camper, along with the beds and cushions, cabinet doors, trim, toilet, lights, etc. I believe that the fridge, stove, oven, furnace, and AC all work, but I haven't got that far yet. The AC blows cold air, but as you can see from the pictures whatelse would you expect! I started working on it mid December while I was on Christmas vacation from work. We had a couple weeks of reasonable weather, but now winter has arrived for real. Malcolm Morrison MKII ----- Original Message ----- From: "william sullivan" <williamtsullivan(at)att.net> Sent: Saturday, January 10, 2009 3:08:41 PM GMT -05:00 US/Canada Eastern Subject: Kolb-List: re: New Kolb Trailer Nice job, Malcolm! How about the cost and labor? Bill Sullivan ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: HKS flight
Date: Jan 10, 2009
I finally got every thing lined up correctly and was able to fly my Firestar II with the HKS. It has been a struggle for me, as I would much rather fly than build or tinker. I have persevered however and things are finally going better. My first flight was last Tuesday, and I had made a trip to Jordan Valley to the Shell Station to get some 91 Octane fuel. It of course has ethanol in it. I had probably bought it the week before, and due to grounding problems that I of course created myself, didn't get ready to fly until Tuesday. It started right up and every thing seemed to be going well. I warmed up the engine oil to 122 degrees and began my take off roll. It sounded good and I was getting plenty of climb so I kept it over the runway climbing all the time. While on the ground there was little wind, but it was blowing about 12 MPH in a nice crosswind to the runway. I flew for about 10 minutes and checked my stall speed numbers and there was no change in my stall break. When I advanced the throttle it hesitated and did not want to rev up. I did nurse it back to a usable rpm and circled for an immediate landing. On the ground it was progressively worse the longer I taxied. After a bit, I checked the gascolator and found that the fuel in there was about the color of coffee. I kept draining it and the best it would do was cloudy, so I drained the tank and put some fuel that I found in Boise that did not have ethanol in it. I checked the float bowls and found nothing in them. It still would not accelerate over 3100 rpm's. I had been talking to Jerry at Green Sky and he said that he still thought it was fuel related. I cut out the fuel filter and mainlined the fuel and it again ran like a champ. I went out and checked the weather and the wind had come up again, so I postponed flying. Yesterday the weather finally moderated a bit, but I felt like crap so I declined to fly. Today it was cold again in the morning (21 degrees) so I went into the hanger and did a little maintenance and built a few shelves. Finally at about 3:30 the wind quit so I rolled it out and tried it again. The plane is the same as it was when I was running the 503 on it, so I was interested to see what the difference would be. There was a bit of wind up high so I flew a triangle course and ended up with 73 MPH average at 5800 RPM's That is about 6 MPH faster than I could do at a cruise with the 503. I could exceed VNE at WOT ,which at the setting that I had the prop, of 6100 RPM's. The stall remained the same at 30 MPH indicated. My climb was 550 feet per minute which is about 200 fpm better than I could do with the 503. Just for grins I shut the engine off and found that at 50 to 55 MPH indicated I could make a 180 turn in 80 feet. I believe that I can do better with a 40 MPH speed. It required 5 touch and goes before I got one that was suitable. (Last flight was a challenger in early Oct) In an hour and 12 minutes flying between 5400 and 5800 RPM's I burned just a bit more than 3 gallons. The engine even at full throttle is very quiet compared to any Rotax. I have looked for the new Sta bill that they are making for ethanol gas, but have not been able to find it yet. I will not be using any ethanol gas if there is any way around it. The crap plugged my fuel filter in nothing flat, and I could not reason out why it changed all at once. I also gave my new Chilli Vest a test flight as well, and I am very pleased with its performance also. My wrists got a bit cool where my gloves ended but that is all. Larry, 440.7 hours Firestar II ________________________________________________________________________________
Date: Jan 10, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Instructing in a Kolb
Continuing the discussion, here's something interesting: 91.319 Aircraft having experimental certificates: Operating limitations. (a) No person may operate an aircraft that has an experimental certificate (1) For other than the purpose for which the certificate was issued; or (2) Carrying persons or property for compensation or hire. BUT... 91.319(h) The FAA may issue deviation authority providing relief from the provisions of paragraph (a) of this section for the purpose of conducting flight training. The FAA will issue this deviation authority as a letter of deviation authority. (1) The FAA may cancel or amend a letter of deviation authority at any time. (2) An applicant must submit a request for deviation authority to the FAA at least 60 days before the date of intended operations. A request for deviation authority must contain a complete description of the proposed operation and justification that establishes a level of safety equivalent to that provided under the regulations for the deviation requested. The fact that the FAA has put such specific language into the regs would indicate that they expect to issue such deviation authority, or that they realized there will be a lack of "ultralight like" SLSA's. I wonder if a former BFI with a SP or PP certificate might be able to convince the FAA that his request "establishes a level of safety equivalent to that provided under the regulations"? This is separate from the provision that allows training in converted E-LSA's until January 31, 2010, and could apply to ALL experimental aircraft, including E-LSA, E-AB and E-exhibition, so it could apply to converted fat ultralights, homebuilts, and even warbirds. -Dana -- Roses are red, Violets are blue, I'm wasting much too much time on the internet, and probably, so are you. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: HKS flight
Date: Jan 10, 2009
Hi Larry: Congratulations! Sounds like it is going to do ok. Maybe I will get a chance to fly an HKS FS when I visit in May. Glad the Chilli Vest worked. Sure cut down on the amount of clothes I had to wear in cold country. Made getting in and out of the mkIII a lot easier. Be aware that low level tight turns at slow speeds will bite you in the ass . Your buddy, john h mkIII I also gave my new Chilli Vest a test flight as well, and I am very pleas ed with its performance also. My wrists got a bit cool where my gloves ende d but that is all. Larry, 440.7 hours Firestar II ________________________________________________________________________________
From: "Mark" <mshimei(at)bellsouth.net>
Subject: Old Engine
Date: Jan 10, 2009
I used to fly one of these on a Quick weight shift,back in 82. I installed elbows and velocity stacks facing foward to get a little more power out of it.I was 135lb at the time,plane was 130(yeah,I weighed it) Wes supposed to put out 15hp.I WOULD NEVER PUT THIS ON AN ULTRASTAR.Not very reliable. First landing was dead stick(or shift?)Get a good engine and dont waste your time,not worth it. Mark ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: Re: HKS flight
Date: Jan 10, 2009
----- Original Message ----- From: John Hauck To: kolb-list(at)matronics.com Sent: Saturday, January 10, 2009 7:15 PM Subject: Re: Kolb-List: HKS flight Hi Larry: Congratulations! Sounds like it is going to do ok. Maybe I will get a chance to fly an HKS FS when I visit in May. Glad the Chilli Vest worked. Sure cut down on the amount of clothes I had to wear in cold country. Made getting in and out of the mkIII a lot easier. Be aware that low level tight turns at slow speeds will bite you in the ass. Your buddy, john h mkIII I am sure that you will indeed get a chance to fly it, I would be interested in your observations. It seems to be better all the way around. The vest worked well with the cigar lighter socket, makes it hard to get out if you forget to unplug it though. :-) My tight turns were at about 500 feet, and actually the best ones are pretty flat. Larry ------------------------------------------------------------------------- ----- Checked by AVG - http://www.avg.com 1/10/2009 6:01 PM ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: HKS flight
Date: Jan 10, 2009
Larry: Forgetting the plug is part of the initial training program of Chilli Vest flying. Been there and done that several times. john h mkIII The vest worked well with the cigar lighter socket, makes it hard to get out if you forget to unplug it though. :-) Larry ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: crappy looking ethanol
Date: Jan 10, 2009
I have been doing some more thinking about the discoloration in my gascolator and have decided that it was probably accumulated crud from the fuel tanks that are the original tanks put in service in 1997. Eleven years of two cycle oil probably left a bit of crud that the alcohol broke loose. Still not happy about the dumb shit politicians that require it in this state. Larry C, Oregon ________________________________________________________________________________
From: "Carlos" <grageda(at)innw.net>
Subject: Re: crappy looking ethanol
Date: Jan 10, 2009
Hi Larry Time to change politicians? I get the privilege of paying Oregon Income taxes because that is where I work but am not allowed to vote because I live in WA. Sound like taxation without Representation to me... It cuts into my Kolb flying budget ! Carlos G. ----- Original Message ----- From: Larry Cottrell To: kolb-list(at)matronics.com Sent: Saturday, January 10, 2009 8:46 PM Subject: Kolb-List: crappy looking ethanol I have been doing some more thinking about the discoloration in my gascolator and have decided that it was probably accumulated crud from the fuel tanks that are the original tanks put in service in 1997. Eleven years of two cycle oil probably left a bit of crud that the alcohol broke loose. Still not happy about the dumb shit politicians that require it in this state. Larry C, Oregon ________________________________________________________________________________
Date: Jan 11, 2009
From: "Richard Girard" <aslsa.rng(at)gmail.com>
Subject: Re: Instructing in a Kolb
I thought Thom Riddle and I had covered this thoroughly, but..........To keep it short, LODA's are issued when training requirements cannot be satisfied by any other aircraft. They are not issued for primary flight training. They are not issued for things like tailwheel ratings. This is covered in a couple of FAA docs that should be referenced in the archives. The classic example of an aircraft that would qualify for an LODA is a canard o f the Varieze / LongEZ ilk. There is no production TC aircraft that can be substituted for it so it qualifies. Rick On Sat, Jan 10, 2009 at 7:51 PM, Dana Hague wrote: > > Continuing the discussion, here's something interesting: > > =A7 91.319 Aircraft having experimental certificates: Operating > limitations. > (a) No person may operate an aircraft that has an experimental certificat e=97 > (1) For other than the purpose for which the certificate was issued; or > (2) Carrying persons or property for compensation or hire. > > BUT... > > =A7 91.319(h) The FAA may issue deviation authority providing relief from the > provisions of paragraph (a) of this section for the purpose of conducting > flight training. The FAA will issue this deviation authority as a letter of > deviation authority. > (1) The FAA may cancel or amend a letter of deviation authority at any > time. > (2) An applicant must submit a request for deviation authority to the FAA > at least 60 days before the date of intended operations. A request for > deviation authority must contain a complete description of the proposed > operation and justification that establishes a level of safety equivalent to > that provided under the regulations for the deviation requested. > > The fact that the FAA has put such specific language into the regs would > indicate that they expect to issue such deviation authority, or that they > realized there will be a lack of "ultralight like" SLSA's. I wonder if a > former BFI with a SP or PP certificate might be able to convince the FAA > that his request "establishes a level of safety equivalent to that provid ed > under the regulations"? > > This is separate from the provision that allows training in converted > E-LSA's until January 31, 2010, and could apply to ALL experimental > aircraft, including E-LSA, E-AB and E-exhibition, so it could apply to > converted fat ultralights, homebuilts, and even warbirds. > > -Dana > -- > Roses are red, > Violets are blue, > I'm wasting much too much time on the internet, > and probably, so are you. > > =========== =========== =========== =========== > > ________________________________________________________________________________
Date: Jan 11, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Instructing in a Kolb
At 09:55 AM 1/11/2009, Richard Girard wrote: >I thought Thom Riddle and I had covered this thoroughly, but..........To >keep it short, LODA's are issued when training requirements cannot be >satisfied by any other aircraft. They are not issued for primary flight >training... That makes sense, and I'm sure it's the intent, but the way it's written seems to leave it open. If the FAA gets alarmed by a repeat of history and rising UL accident rate due to the termination of the 103 exemptions, it gives them an "out" and a way to allow training without "rulemaking by exemption" which they're not supposed to do. Of course, that assumes intelligence on the part of politicians and bureaucrats... never a safe assumption. -Dana -- A goverment that fears arms in the hands of it people should also fear ROPE! ________________________________________________________________________________
Date: Jan 11, 2009
From: "Robert Laird" <rlaird(at)cavediver.com>
Subject: Re: Instructing in a Kolb
I think the LODA is primarily used by the gyrocopter community, since there are no manufacturers of certified gyros. All are either E-AB or gE-LSA, so instructors get a LODA so they can train. Since there are S-LSA fixed wing aircraft, I don't think you'll ever see the FAA issuing a LODA for fixed wing E-AB or gE-LSA. On Sun, Jan 11, 2009 at 10:05 AM, Dana Hague wrote: > At 09:55 AM 1/11/2009, Richard Girard wrote: > > I thought Thom Riddle and I had covered this thoroughly, but..........To > keep it short, LODA's are issued when training requirements cannot be > satisfied by any other aircraft. They are not issued for primary flight > training > > ... > > That makes sense, and I'm sure it's the intent, but the way it's written > seems to leave it open. If the FAA gets alarmed by a repeat of history and > rising UL accident rate due to the termination of the 103 exemptions, it > gives them an "out" and a way to allow training without "rulemaking by > exemption" which they're not supposed to do. > > Of course, that assumes intelligence on the part of politicians and > bureaucrats... never a safe assumption. > > -Dana > > > -- > A goverment that fears arms in the hands of it people should also fear > ROPE! > > ________________________________________________________________________________
Subject: Re: HKS flight
From: "Dave Bigelow" <up_country(at)hotmail.com>
Date: Jan 11, 2009
Congratulations on a successful conversion, Larry. I really like my HKS Firestar. The HKS TBO was recently raised to 1,000 hours. When you consider that, plus the lower fuel consumption, the HKS is actually cheaper over the long haul than the Rotax 503. We have the ethanol problem here in Hawaii too. The legislature passed a "shotgun" law that all gas (other than avgas) sold in the State must have 10% ethanol. About six months after the change, complaints that engines were being ruined started rolling in. It was particularly bad in the marine industry. The alcohol ate up the resin in fiberglass fuel tanks over time, and glass particles ended up in fuel filters, carbs, injection units, and engines. They eventually allowed gas without ethanol to be sold at marinas. The oil companies supply the marinas with 91 octane autogas without the ethanol, which results in gas of 89 octane. The 10% ethanol will normally raise the octane of 89 octane pure gas to 91 octane E10. I've been running my HKS with 3 gallons of 89 octane E0 mixed with 1 gallon of 100/130 avgas. Seems to work well, and I've had no lead issues so far. I do change the oil every 50 hours. -------- Dave Bigelow Kamuela, Hawaii FS2, HKS 700E Read this topic online here: http://forums.matronics.com/viewtopic.php?p=224095#224095 ________________________________________________________________________________
Subject: Re: Building a trailer/maybe some ideas...
From: "Don G" <donghe@one-eleven.net>
Date: Jan 11, 2009
Dave.... I sure like that trailer/hangar....a really great Idea!.. Mighty Good looking Bird you have in there too! -------- Don G. Central Illinois Kitfox IV Speedster Luscombe 8A Read this topic online here: http://forums.matronics.com/viewtopic.php?p=224117#224117 ________________________________________________________________________________
Date: Jan 11, 2009
From: dale whelan <dalewhelan(at)earthlink.net>
Subject: Pressurized motors
Actually, my Gran Prix bike is equipped with a Westburg dual trace EGT and I look at it while racing and tuning. Some people also use an oxygen senson which has a few of its' own problems. I also use a dynomometer to reveal the EGT number that generates the most power and duplicate that at the track because the bike has different tuning requirements on the track than in a room. Some things I have learned about EGTs. They are a tool, not the bible, a bit like a dynomometer. Drops in compression, retarding ignition timing, reduced barometric pressure, and increases in fuel octane can all result in elevated EGTs. It is not just lean jetting that will raise EGT. The lean condition I was warning about is not from the increase in air density, it is from the decrease of vacuum in the venturi. While I did not study you project (I just looked at a picture) I saw limitations and thought I might be able to help success and avoid a failure. I was trying to insinuate that you did not know about jetting. I have learned a lot about tuning two stroke engines from making the kind of mistakes that I don't want to make in a plane. Here is something to consider even if it is a bit incomplete. My Rotax 503 makes a claimed 52 HP @ about 6,500 RPM. My 1995 Yamaha TZ250 was delived to me making 68 HP. With mostly basic tuning and a few modifications the bike produced 86 horsepoer @ 12,200 RPM. Having the jetting off by 1 size can reduce peak power by over 2 horsepower. The jetting on this bike may need to be changed several times per day, and is. This is why I made the comment about becoming a jetting expert. I have found more flyers understand air density than do bikers, I have also found that bikers often understand motors better than flyers. Hopefully I have not offended anyone, I aplologize if I have. If anyone finds themselves offended after my apology, I sugest you see a mental health official, get a pill, and fly only things requiring no medical. Dale ________________________________________________________________________________
Date: Jan 12, 2009
From: "Thomas R. Riddle" <riddletr(at)gmail.com>
Subject: Re: Pressurized motors
...My Rotax 503 makes a claimed 52 HP @ about 6,500 RPM..... I've seen folks calling the 503 DCDI engine a 52 hp engine countless times but none of the Rotax engine publications I've seen rate it at more than 49.6 hp (37kw). Anyone have any idea where this "52" comes from? Thom Riddle ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Sebring
Date: Jan 12, 2009
George Are you still going to Sebring? Do you want to share a ride? Saturday looks like a good day for me again. I can drive. Rick Neilsen ________________________________________________________________________________
Subject: Re: Pressurized motors
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Jan 12, 2009
Thom Riddle wrote: > ..My Rotax 503 makes a claimed 52 HP @ about 6,500 RPM..... > > > I've seen folks calling the 503 DCDI engine a 52 hp engine countless > times but none of the Rotax engine publications I've seen rate it at > more than 49.6 hp (37kw). > > Anyone have any idea where this "52" comes from? > > Thom Riddle I've seen this as the claimed HP for the free-air cooled version. I.e. 2 less HP that would otherwise be used to drive the cooling fan. LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=224212#224212 ________________________________________________________________________________
Subject: Re: Earnest Kellogg Gann
From: "Tom O'Hara" <tohara(at)alphagraphics.com>
Date: Jan 12, 2009
Another great book for the icy Indy days is: Inside the Sky: A Meditation on Flight by William Langewiesche. It is a great insight into Mother Natures wrath and flying in her vengeance. Amazon has it for $5.00--well worth it. I have probably read it 5 times. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=224214#224214 ________________________________________________________________________________
Date: Jan 12, 2009
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: Pressurized motors
Dale, > The lean condition I was warning about is not from the increase in air density, it is from the decrease of vacuum in the venturi. > I believe this must be where I am getting lost. I see that venturi vacuum is dependent upon throttle opening and engine rpm plus carburetor up stream losses and/or conditions. Assuming engine timing is correct and mechanically sound and with no change in propeller pitch, what am I missing here? The raising carburetor inlet pressure 4.73 inches of water represents lowering the altitude by less than 500 feet. > The jetting on this bike may need to be changed several times per day, and is. This is why I made the comment about becoming a jetting expert. > This is why I worked on a cockpit adjustable air mixture control system. In principle it works much like the HACman, except that it is manually controlled. With it I can hold EGT and the gph rate constant for a fixed rpm. So far it appears to be saving fifteen cents of each fuel dollar. No apology needed. Another cold snowy day. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Date: Jan 12, 2009
From: Dave Kulp <undoctor(at)ptd.net>
Subject: Re: Building a trailer/maybe some ideas...
** Dave.... I sure like that trailer/hangar....a really great Idea!.. Mighty Good looking Bird you have in there too! -------- Don G. Central Illinois Kitfox IV Speedster Luscombe 8A Hey Don, thanks for the compliment on the hangar. Much appreciated. Yep!! Shur is a pretty bird sitting inside. Wonder who the genius was who built it!!! Dave ** ________________________________________________________________________________
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Earnest Kellogg Gann
Date: Jan 12, 2009
"Hammers of the Gods" by Martin Caidin, >> Hi, Caidin did a great one about the early days in space. Mercury,Gemini, Apollo etc Pat ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: crappy ethanol
Date: Jan 12, 2009
I haven't read any good books lately, but I have been doing some thinking on my ethanol experience. First Kudos to Richard Pike for his idea on how to make a usable cheap gascolator. Quite frankly it saved me from a very interesting experience. I would have made the runway if the engine had quit, but my laundry condition would have gotten me some flak from the missus. My observation is that the problem was caused by the ethanol breaking up the residue in my tank from 11 years of using two stroke oil. I know that many of you haven't been flying because of the weather, and may have missed out on using ethanol yet. If that is the case, I would suggest that either you soak your tanks in the stuff with the idea of using it to clean them, dumping the stuff afterwards, or buying new tanks to use with it. Might be a good time to invest in the new 6 gallon tanks from TNK. I bet they could use the business. Larry C, Oregon ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: HKS flight
Date: Jan 12, 2009
After I finished my observations about the use of ethanol, I stuck my head out the door to find that the temps had risen to 47 degrees and there was no wind, at least on the ground anyway, so I got my flying suit on and rolled Dart out of the hanger. If you remember I was interested to see what difference if any flying at 80 percent power would be compared to max cruise of 5800 rpm. I flew the same course that I did yesterday, under fairly close conditions. There was still a head wind component of about 10 mph. I saw GPS speeds of 63 MPH on the trip up to 73 across the top of the triangle that I was flying to 84 MPH on the down wind side. I flew the course in 24 minutes compared to 30 yesterday. I burned just a smidge less gas doing it. 1.5 gallons. Not sure why this happens to me, Roger Hankins with a Firestar I says that he can save gas by throttling back, but I never could even with the 503. The fuel burn is always the same. I guess it just means that I am polluting the world less or at least no more,by flying faster. I can live with that. Oh, this time I took my MP3 player with me and stuck the buds in my ears under the headset. (Sig 45 ) to get some idea of how loud I would need to turn them up to be able to hear it. I am happy to admit that the volume was only a little more than I would have turned them on the ground. Larry C, Oregon ________________________________________________________________________________
From: russ kinne <russ(at)rkiphoto.com>
Subject: Re: Earnest Kellogg Gann
Date: Jan 12, 2009
Hey list, just a trifle, and probably not even worth mentioning -- but I hate to see anyone mis-spelling a man's name, and repeatedly too. It's ERNEST Gann, (and ERNEST Hemingway too), not EARNEST -- No "A" Both very good writers, and they deserve to have their names spelled right. That's the least we can do. Russ Kinne ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Ernest Kellogg Gann
Date: Jan 12, 2009
Yes, Russ, as a matter of fact, it is worth mentioning. Thanks. Since good ol' Ernest seems to be of significant interest to a few, I thought I'd pass this little trivia along. Ernest Gann, and his wife, purchased a 1961 green and white Cessna 310 (new). Along the sides of the plane, near the cockpit, was the name "Noon Balloon". Evidently Ernest liked sleeping in quite late, and was in fact, known for showing up for morning appointments around noon, hence the name Noon Balloon. He, and his wife, often flew this 310 around the world, and it played a part in his adventures and stories. Around 1993, a good flying buddy of mine, Sturl Brunnel, bought Gann's Cessna 310, and parked it next to my first Cessna 172 on the ramp of our local airport, O45 (Nut Tree Airport, Vacaville, CA). I saw one day that Sturl had sold the plane, and told me some guy living in Florida bought it. I have flown in the Noon Balloon two times. A bunch of us Vacaville pilots used to fly our planes to our near-by airports and get a burger. I hitched a ride with Sturl a couple of times. A few days ago, I did an Internet search to see what happened to the "Noon Balloon", and there an article about a guy that now has it in the back of his hangar, with plans to make it the "finest 310 in the world", he says. I saw that he was located in Florida. Best regards, Mike Welch MkIII > From: russ(at)rkiphoto.com > Subject: Re: Kolb-List: Re: Earnest Kellogg Gann > Date: Mon, 12 Jan 2009 19:06:07 -0500 > To: kolb-list(at)matronics.com > > > Hey list, just a trifle, and probably not even worth mentioning -- > but I hate to see anyone mis-spelling a man's name, and repeatedly too. > It's ERNEST Gann, (and ERNEST Hemingway too), not EARNEST -- No "A" > Both very good writers, and they deserve to have their names spelled > right. > That's the least we can do. > Russ Kinne > > > > > > _________________________________________________________________ Windows Live: Keep your life in sync. http://windowslive.com/explore?ocid=TXT_TAGLM_WL_t1_allup_explore_012009 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Earnest Kellogg Gann
Date: Jan 12, 2009
Glad you brought it up... It needed > fixing... > > Lazy beauford LB/Gang: Glad that problem got taken care of. I feel much better now, even though I just got home from the University of Alabama Birmingham School of Dentistry where I was used a dental dummy for students all afternoon long. Does anyone know where I could get a Ernest Kellogg Gann sticker to put on my Kolb? I have some new holes that needed covering. Nothing to look forward to at hauck's holler but freezing temps. Looking for 18F Thursday morning. That would freeze up my Chilli Vest. I have a new DRE6000 head set that I have not had the chance to fly with. I have worn them around the house beating on stuff to see how they work on the ground. May have to pull out the thermal underwear and hit the sky tomorrow if it is not too windy. john h mkIII Nothing like global warming... ________________________________________________________________________________
Subject: Re: HKS flight
From: "Jimmy Young" <jdy100(at)comcast.net>
Date: Jan 12, 2009
Larry, Those are really good #'s on your Firestar. If I see an 84 mph ground speed on the GPS and do a 180 turn, it will drop to somewhere around 30 mph. I've never done better than average maybe a 53-57 mph IAS in mine. If you get a chance, post some more photos of the completed installation for us. -------- Jimmy Young FS II, Generac V-Twin Houston TX area Read this topic online here: http://forums.matronics.com/viewtopic.php?p=224387#224387 ________________________________________________________________________________
Subject: Re: Sebring
From: "John T. Schmidt" <adlerflug1(at)yahoo.com>
Date: Jan 12, 2009
Gentlemen: AeroLIFE Industries will be in Tent D booth 18 during Sebring, stop by and say hello, check out the free samples and our daily door prize. See you at the Show January 22/25 2009. Sincerely, John T. Schmidt, CFI Read this topic online here: http://forums.matronics.com/viewtopic.php?p=224417#224417 ________________________________________________________________________________
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Earnest Kellogg Gann
Date: Jan 13, 2009
That's the least we can do.>> Sorry Russ, My fault. I mentioned Gann and couldn`t remember his initials. Someone among the dozens who were quick to help me out must have made an error. I should have looked it up in the first place Cheers Pat ________________________________________________________________________________
From: "Ted Cowan" <tc1917(at)bellsouth.net>
Subject: ethenol
Date: Jan 13, 2009
I know most of you think I am just pulling someone's chain about Sta-bil and its ethanol additive. I have been using it in most all my stuff since it came out. (used the stuff from a marine supplier first, same stuff) I bought some alki mixed gas -- about all we have here, checked it for alki with my olive/water bottle checker and yep, ten percent or thereabouts. Put 1/2 ounce of sta-bil for ethanol in it and checked it again. Wow, showed NO alki. The bubbles and stuff settled quicker and the water DID NOT MIX and the alki stayed mixed just like the web site said. That means that as long as the alki stays mixed with the gas, it cannot hurt you. If it comes unmixed as it does without the sta-bil, you got water collection time and a good chance of chewing up a large chunk of alki straight to your pistons. That of course, might lead to a very dry situation in the cylinder and a stuck piston or at least some stuck rings. So, gents, what I am saying is that this stuff really works. Anybody out there that is willing to take the chance without it, well, you gonna find out how right I am sooner or later. You WILL get scuffed pistons and the like without the additive. Besides that, it supposedly keeps the fuel from degrading and I gotta tell you, in this weird cold/hot/wet/dry weather we are having of late, well, it definately stablizes it cause my 912 starts right up and that is better than last year. I have already had to replace the gas lines in my garden tractor because of that alki. Using it all the time now. Try it, you'll like it. Ted Cowan, Alabama, Slingshot, 912UL. ________________________________________________________________________________
Subject: alcohol
Date: Jan 13, 2009
From: zeprep251(at)aol.com
Not sure about this,but the addition of Xylene, Toluene and N-hexane in unleaded gas to help keep the alcohol from separating may be more of a problem than just the alky alone.It seems like the older planes with sloshed tanks have a great deal of trouble with car gas.The slosh comes off and pollutes the fuel system. ________________________________________________________________________________
Date: Jan 13, 2009
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: ethenol
Two Cyclers, Another option is to use Opti-2. I have been using it for several years. It is smoke free, contains a fuel stabilizer, and it is ethanol compatible. You can check it out at: http://www.opti2-4.com More snow. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: ethenol
Date: Jan 13, 2009
> Another option is to use Opti-2. I have been using it for several years. > It is smoke free, contains a fuel stabilizer, and it is ethanol > compatible. > You can check it out at: > > http://www.opti2-4.com > > More snow. > > Jack B. Hart FF004 Jack: $15.00 a quart (actually 34 oz) is too spendy for me, 2 or 4 stroke. How does "chemical rebuild" work? john h mkIII Cabin fever! ________________________________________________________________________________
Date: Jan 13, 2009
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: ethenol
>Jack: > > $15.00 a quart (actually 34 oz) is too spendy for me, 2 or 4 stroke. > >How does "chemical rebuild" work? > John, I buy it in the five gallon pails. Cuts the cost about in half. As far as the "chemical rebuild", I don't know. It appears to be a detergent additive. I don't see a need for it in a 2-cycle engine. Supposed to get more snow tomorrow, and then the temperature is to drop well below zero over the weekend. Looks like more basement shop and read a book time. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Subject: MK3X Flap Bell Crank Pivot
From: "Rick Lewis" <cktman(at)hughes.net>
Date: Jan 13, 2009
I have attached pictures of the bronze bushing pivot point I have installed on my MK3X in the flap bell-crank area. In my opinion everyone should consider doing this also. This can only be done by making addition brackets to hold the bushing as I have done. There is not enough metal available to simply install the bushing to the existing metal tang area. This modification is easy to do as your building the plane but not easily modified on existing aircraft as the hinges would have to be shifted over because of the thickness of the new plate that holds the bushing. I can see excessive wear in this area without the bushings. I have installed bushings in the elevator to boom tube also. Rick Lewis Read this topic online here: http://forums.matronics.com/viewtopic.php?p=224606#224606 Attachments: http://forums.matronics.com//files/misc_pics_004_565.jpg http://forums.matronics.com//files/misc_pics_006_116.jpg http://forums.matronics.com//files/misc_pics_009_207.jpg ________________________________________________________________________________
Subject: MK3X Aileron Cable Bracket Misalignment
From: "Rick Lewis" <cktman(at)hughes.net>
Date: Jan 13, 2009
This picture shows what can happen if you build the ailerons exactly as shown in the plans. Since the MK3X uses a cable to move the ailerons there is a 90 degree bracket in the wing where the cable bolts to. This cable needs to be in good alignment with the bell crank on the aileron. This bell crank is attached to the middle rib on the aileron. If you build the aileron up as shown in the plans you will end up with a problem as shown in the picture. The fix is to mount the 90 degree bracket on standoffs, install another rib next to the one shown or DON'T put this rib in place until after your ready to align the cable hook up. BUMMER [Shocked] Rick Lewis Read this topic online here: http://forums.matronics.com/viewtopic.php?p=224619#224619 Attachments: http://forums.matronics.com//files/misc_pics_011_413.jpg ________________________________________________________________________________
From: "Jim Baker" <jlbaker(at)msbit.net>
Date: Jan 13, 2009
Subject: Re: ethenol
X-mailer: Pegasus Mail for Windows (4.41) X-SpamReason %%SpamReason%%: > Another option is to use Opti-2. I have been using it for several years. > It is smoke free, contains a fuel stabilizer, and it is ethanol compatible. > You can check it out at: This is not an ad for OPTI-2...though that is what I also use....but rather an endorsement of what a good 100:1 oil will do for you. 500 hours and absolutely no coke or carbon. No teardowns to de- carbon...there isn't any. Only one spark plug change at 350 hrs, and didn't really need to do that since plugs looked like a four stroke's would. The dirty secret of almost all 50:1 oils is that they are cut about 25 to 30% with Stoddards solvent to promote miscibility...and here you thought it was all lubricant. In reality the 50:1 oils are running about 65-70:1 ratios, fuel to lubricant. Jim Baker 580.788.2779 405. 426.5377 cell Elmore City, OK ________________________________________________________________________________
From: "Ted Cowan" <tc1917(at)bellsouth.net>
Subject: additive
Date: Jan 14, 2009
Well, I dont consider Sta-bil for ethanol a real cost to add. I figure it is about a quarter for five gals of gas to protect you against ? what, total and complete distruction of your plane and/or yourself and passenger? Sounds good to me. I suppose Jack Hart is having good luck with this opti2-4, whatever that stuff is but I dont think Rotax would like you putting stuff in the oil on the 912s especially when they said "dont do it". This is strickly for adding to your gas for all your gas stuff. Got a motorbike and you like putting it up for the winter? Bet if you dont use an additive you will have a very badly rusted tank, rotted hoses and possibly seals come spring. Not to mention the pistion will be running dry most of the time. To quote a great actor, "Do you feel lucky punk? Do you?" All I am going to say on the subject. Your butt. Your money. Your engine. Ted Cowan, Alabama, Slingshot, short wings -- zoom, zoom. ________________________________________________________________________________
Date: Jan 14, 2009
From: william sullivan <williamtsullivan(at)att.net>
Subject: control cables
- I am ready to order control cables for the Firestar, for the elevator a nd rudder.- The cables that are on there are 3/32", 7x19, and appear to b e galvanized.- Is this correct, or should I order the 7x7 which is more a brasion proof (according to ACS catalog)?- Also, stainless or galvanized? - This thing is an early one, so I don't know if the hardware is correct. - There was no sign of excessive wear or chafing on the old ones. - ------------------------- ------------------------- ---- Bill Sullivan ________________________________________________________________________________
Subject: Re: Pressurized motors
From: "dalewhelan" <dalewhelan(at)earthlink.net>
Date: Jan 14, 2009
Let's say you have 1 bar of pressure in the float bowl and .9 bar in the venturi. The lower pressure in the venturi results in fuel delivery to the venturi. Now if we increased the venturi pressure by .2 bar we would have fuel delivery to the bowl. On my racing Yamaha the bowl and venturi are equally pressurized by putting the whole carb in the airbox. A fuel pump was also added to replace the gravity feed system and the float seats were replaced with smaller diameter fuel inlets. Honda chose to have solenoid controlled fuel tank vents, and pressurized the tank as well. Just run the bowl vents into your airbox. Excessively long bowl vents have caused running problems on some motors I have seen, I am not sure why. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=224770#224770 ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: Pressurized motors
Date: Jan 14, 2009
Good post. If the airbox pressurizes the whole kaboodle then you would be compensating properly for altitude. It looks like a good fix to me. BB On 14, Jan 2009, at 4:33 PM, dalewhelan wrote: > > > Let's say you have 1 bar of pressure in the float bowl and .9 bar > in the venturi. The lower pressure in the venturi results in fuel > delivery to the venturi. > Now if we increased the venturi pressure by .2 bar we would have > fuel delivery to the bowl. > On my racing Yamaha the bowl and venturi are equally pressurized by > putting the whole carb in the airbox. A fuel pump was also added to > replace the gravity feed system and the float seats were replaced > with smaller diameter fuel inlets. Honda chose to have solenoid > controlled fuel tank vents, and pressurized the tank as well. > > Just run the bowl vents into your airbox. Excessively long bowl > vents have caused running problems on some motors I have seen, I am > not sure why. > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=224770#224770 > > ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: HKS flight
Date: Jan 14, 2009
Today dawned bright and clear. A little cold, but the sun would soon warm it up to low 50's. A veritable heat wave for this time of year. The wind stayed down, so I rolled dart out of the hanger and made a trip to Rome to buy a hunting and fishing license. ( as good a reason to fly as any) Of course I am still in the test phase and this is the first time that wind has not been a factor in flying. The pictures will show you what the engine was doing on this trip. The first picture 0344 gives you the status of the engine at max cruise. The 0348 shows what the GPS is reading. This is as correct as I can make it. You will notice that there is no perceptible climb, and that speed seems to be normal for that RPM. It is also about 12 MPH faster that I could achieve with the 503. I landed at Rome on their ( mud hole) airstrip, and got my license. I checked my fuel burn and found that I had traveled 20 air miles and burned one gallon of fuel. On the way back home, I did vary a bit from my flight plan and flew down the River a ways. ( no body is perfect) The view of the desert and the Steen's in the back ground were too much to resist. (0352) Of course one more picture of the Steen's was in order as well. On landing I found that I had flown 48 minutes and burned 2 and 3/4 gallons of gas. After the initial pictures of the max cruise, I throttled back to 5300 and cruised along at about 63 MPH. I had traveled 52 miles. Larry C, Oregon ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: control cables
Date: Jan 14, 2009
Rick: Did not know there was an aircraft control cable that was vinyl coated? So unds more like something you would find on an Eipper Quicksilver. The determination of whether to use 7X7 or 7X19 depends on how much bending will be involved around pullies, and also how much scuffing will be encoun tered if using fair leads. Galvanize is tougher than SS. I personally would not use a vinyl coated cable for controls on a Kolb. I don't see a requirement for a coated cable to keep it clean. I still use two nicopress sleeves for each control cable end. Does it real ly need it? I don't know. Probably a carry over from Old Kolb instruction s and construction practices. I do know, those old instructions work. john h mkIII Bill, I'd recommend the 7 X 7 stainless with the vinyl coating. Rick ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: HKS flight
Date: Jan 14, 2009
Larry/All Great report. The HKS is a great engine. I'm a bit surprised there aren't more flying. I saw a nice Kolb Slingshot at Sun N Fun last year with a HKS. Rotax makes some great engines but with almost total dominance of the market they have gotten out of hand with their pricing and have failed to produce a small 4 stroke for the smaller airplanes. There are a number of good engines out there as Rotax alternatives. There are VWs, BMWs, HKSs, GEOs, Jabarus, The Big Twin and a few others. We have had a few reports from flyers but we need more. Seems like I had a promise from a BMW flyer to give us a report. Tell us about your Non Rotax engines on your Kolb. Looks like it is a race to see who is the second flyer to get their VW powered Kolb airbore. I'm pulling for both of you. Also sorry about a previous post that was supposed to be off list. Rick Neilsen Redrive VW powered MKIIIC ----- Original Message ----- From: Larry Cottrell To: kolb-list(at)matronics.com Sent: Wednesday, January 14, 2009 6:39 PM Subject: Kolb-List: HKS flight Today dawned bright and clear. A little cold, but the sun would soon warm it up to low 50's. A veritable heat wave for this time of year. The wind stayed down, so I rolled dart out of the hanger and made a trip to Rome to buy a hunting and fishing license. ( as good a reason to fly as any) Of course I am still in the test phase and this is the first time that wind has not been a factor in flying. The pictures will show you what the engine was doing on this trip. The first picture 0344 gives you the status of the engine at max cruise. The 0348 shows what the GPS is reading. This is as correct as I can make it. You will notice that there is no perceptible climb, and that speed seems to be normal for that RPM. It is also about 12 MPH faster that I could achieve with the 503. I landed at Rome on their ( mud hole) airstrip, and got my license. I checked my fuel burn and found that I had traveled 20 air miles and burned one gallon of fuel. On the way back home, I did vary a bit from my flight plan and flew down the River a ways. ( no body is perfect) The view of the desert and the Steen's in the back ground were too much to resist. (0352) Of course one more picture of the Steen's was in order as well. On landing I found that I had flown 48 minutes and burned 2 and 3/4 gallons of gas. After the initial pictures of the max cruise, I throttled back to 5300 and cruised along at about 63 MPH. I had traveled 52 miles. Larry C, Oregon ________________________________________________________________________________
Date: Jan 14, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: control cables
At 04:11 PM 1/14/2009, william sullivan wrote: > I am ready to order control cables for the Firestar, for the elevator > and rudder. The cables that are on there are 3/32", 7x19, and appear to > be galvanized. Is this correct, or should I order the 7x7 which is more > abrasion proof (according to ACS catalog)? Also, stainless or > galvanized? This thing is an early one, so I don't know if the hardware > is correct. At 06:59 PM 1/14/2009, Richard Girard wrote: >Bill, I'd recommend the 7 X 7 stainless with the vinyl coating. The >coating keeps dirt and crud out of the cable... WEther you use 7X7 or 7X19 depends on the pulley size... 7X19 is more flexible (can go around a smaller diameter pulley) than 7X7. If the pulley is large enough, 7x7 is better... more abrasion resistant as you say. Some information on cable size vs. pulley size is at: http://www.savacable.com/pages/applic_10.html As far as plastic coated cable, it's never recommended for aircraft controls. The pulley is made for a particular size cable. To use coated cable in a pulley sized for uncoated cable, you'd have to go to a smaller diameter cable inside-- not good-- or a larger pulley. Also the cables will slacken if the coating wears around the pulley, and you can't inspect the cable for broken strands. As for stainless vs galvanized, go with the galvanized; it has better fatigue and wear resistance. http://www.mechanicsupport.com/aircraft_wire_rope_source.html -Dana -- We are sorry, you have reached an imaginary number. Please rotate your phone ninety degrees and try again. ________________________________________________________________________________
Date: Jan 14, 2009
From: "Richard Girard" <aslsa.rng(at)gmail.com>
Subject: Re: control cables
Where are there pulleys in the Kolb control system? Neither my FS nor Mk III has them. There are some fair leads but that's it. Rick On Wed, Jan 14, 2009 at 6:39 PM, Dana Hague wrote: > > At 04:11 PM 1/14/2009, william sullivan wrote: > >> I am ready to order control cables for the Firestar, for the elevator and >> rudder. The cables that are on there are 3/32", 7x19, and appear to be >> galvanized. Is this correct, or should I order the 7x7 which is more >> abrasion proof (according to ACS catalog)? Also, stainless or galvanized? >> This thing is an early one, so I don't know if the hardware is correct. >> > > At 06:59 PM 1/14/2009, Richard Girard wrote: > >> Bill, I'd recommend the 7 X 7 stainless with the vinyl coating. The >> coating keeps dirt and crud out of the cable... >> > > WEther you use 7X7 or 7X19 depends on the pulley size... 7X19 is more > flexible (can go around a smaller diameter pulley) than 7X7. If the pulley > is large enough, 7x7 is better... more abrasion resistant as you say. Some > information on cable size vs. pulley size is at: > http://www.savacable.com/pages/applic_10.html > > As far as plastic coated cable, it's never recommended for aircraft > controls. The pulley is made for a particular size cable. To use coated > cable in a pulley sized for uncoated cable, you'd have to go to a smaller > diameter cable inside-- not good-- or a larger pulley. Also the cables will > slacken if the coating wears around the pulley, and you can't inspect the > cable for broken strands. > > As for stainless vs galvanized, go with the galvanized; it has better > fatigue and wear resistance. > http://www.mechanicsupport.com/aircraft_wire_rope_source.html > > -Dana > > -- > We are sorry, you have reached an imaginary number. > Please rotate your phone ninety degrees and try again. > > ________________________________________________________________________________
Date: Jan 14, 2009
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Control Cables
- I guess I'll go with the 7x7 galvanized, and two nicopress sleeves per end- two sleeves were on there.- The pulleys are almost a straight shot t hrough both sets- just a little vertical difference.- No wear on the old ones, but severed during crash/recovery. - ------------------------- -------------------- Thanks - ------------------------- -------------------- Bill Sullivan ________________________________________________________________________________
Date: Jan 14, 2009
From: "Robert Laird" <rlaird(at)cavediver.com>
Subject: Re: HKS flight
Larry -- I love it when you talk HKS! :-) I've been told that the HKS, in a hot environment (like down where I am, SE Texas, in the summer) isn't as good because, unlike the Rotax, there's no forced air keeping it cool. Have you ever heard of such a thing about HKS engines, that they'd overheat in hot environments? -- Robert On Wed, Jan 14, 2009 at 5:39 PM, Larry Cottrell wrote: > Today dawned bright and clear. A little cold, but the sun would soon > warm it up to low 50's. A veritable heat wave for this time of year. The > wind stayed down, so I rolled dart out of the hanger and made a trip to Rome > to buy a hunting and fishing license. ( as good a reason to fly as any) Of > course I am still in the test phase and this is the first time that wind has > not been a factor in flying. The pictures will show you what the engine was > doing on this trip. The first picture 0344 gives you the status of the > engine at max cruise. The 0348 shows what the GPS is reading. This is as > correct as I can make it. You will notice that there is no perceptible > climb, and that speed seems to be normal for that RPM. It is also about 12 > MPH faster that I could achieve with the 503. > > I landed at Rome on their ( mud hole) airstrip, and got my license. I > checked my fuel burn and found that I had traveled 20 air miles and burned > one gallon of fuel. On the way back home, I did vary a bit from my flight > plan and flew down the River a ways. ( no body is perfect) The view of the > desert and the Steen's in the back ground were too much to resist. (0352) Of > course one more picture of the Steen's was in order as well. > > On landing I found that I had flown 48 minutes and burned 2 and 3/4 gallons > of gas. After the initial pictures of the max cruise, I throttled back to > 5300 and cruised along at about 63 MPH. I had traveled 52 miles. > Larry C, Oregon > ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: Jan 14, 2009
Subject: Re: crappy ethanol
Larry, This is exactly what happens! It also happens in boats with 2-stroke engines. I work in the Marine industry and have heard of instances where engines burn up for no apparent reason,but what happens is the alcohol in the fuel, breaks down the accumulation of crud in the old fuel system, because it is a stronger solvent than straight gasoline. What has happened in cases I am aware of, is almost instant blockage of the fuel filter, after the first introduction of ethenol. This causes the engine to run lean and burn up . Hopefully everyone will check their fuel filter when they use ethenol for the first time. Probably should run it on the ground a while and check the fuel filter before going up . Might not hurt to recheck the filter after a short flight ! Ed Diebel : My observation is that the problem was caused by the ethanol breaking up the residue in my tank from 11 years of using two stroke oil. I know that many of you haven't been flying because of the weather, and may have missed out on using ethanol yet. If that is the case, I would suggest that either you soak your tanks in the stuff with the idea of using it to clean them, dumping the stuff afterwards, or buying new tanks to use with it. Might be a good time to invest in the new 6 gallon tanks from TNK. I bet they could use the business. Larry C, Oregon **************A Good Credit Score is 700 or Above. See yours in just 2 easy steps! cemailfooterNO62) ________________________________________________________________________________
Date: Jan 14, 2009
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Control Cables
- Maybe you call them fairleads, but they look like pulleys to me.- One set of four under the rear seat cross tube, and the other set of four is a t the bottom of the front of the fuselage tube.- To me, a pulley operates on one plane, and a fairlead operates on two.- I could be wrong, but tha t's what Ramsey-Winch called them when I used to install them.-They are phenolic resin, with bearings, in a horizontal stack of four. and a 1/4" b olt for an axle. - ------------------------- ------------------------ Bi ll Sullivan ------------------------- ------------------------ Wi ndsor Locks, Ct. ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: Re: HKS flight
Date: Jan 14, 2009
----- Original Message ----- From: Robert Laird To: kolb-list(at)matronics.com Sent: Wednesday, January 14, 2009 6:35 PM Subject: Re: Kolb-List: HKS flight Larry -- I love it when you talk HKS! :-) I've been told that the HKS, in a hot environment (like down where I am, SE Texas, in the summer) isn't as good because, unlike the Rotax, there's no forced air keeping it cool. Have you ever heard of such a thing about HKS engines, that they'd overheat in hot environments? -- Robert I will have to let you know later. Overheating is not a problem right now. :-) It sure gets hot here, so I guess this will be a good place to test it. However the max number is 446 degrees. It is running about 330 or so at 50 degrees, if you add 60 degrees , which would be an extreme rise, it would still hopefully be under that number. I am going to have to put some sort of a wire basket on the motor to cook my dinner while I am flying. Larry C, Oregon ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: Re: crappy ethanol
Date: Jan 14, 2009
In an earlier post about this, the subject came up about Sta bil made for Ethanol. I have been looking for it all over Boise, and have yet to find it anywhere. I am a true believer in the red version, but I save 30 cents a gallon by buying my fuel in Boise rather than locally, which is 52 miles away any how. I am still using the red stuff in my real gas. Larry C, Oregon ----- Original Message ----- From: DAquaNut(at)aol.com To: kolb-list(at)matronics.com Sent: Wednesday, January 14, 2009 6:47 PM Subject: Re: Kolb-List: crappy ethanol Larry, This is exactly what happens! It also happens in boats with 2-stroke engines. I work in the Marine industry and have heard of instances where engines burn up for no apparent reason,but what happens is the alcohol in the fuel, breaks down the accumulation of crud in the old fuel system, because it is a stronger solvent than straight gasoline. What has happened in cases I am aware of, is almost instant blockage of the fuel filter, after the first introduction of ethenol. This causes the engine to run lean and burn up . Hopefully everyone will check their fuel filter when they use ethenol for the first time. Probably should run it on the ground a while and check the fuel filter before going up . Might not hurt to recheck the filter after a short flight ! Ed Diebel : My observation is that the problem was caused by the ethanol breaking up the residue in my tank from 11 years of using two stroke oil. I know that many of you haven't been flying because of the weather, and may have missed out on using ethanol yet. If that is the case, I would suggest that either you soak your tanks in the stuff with the idea of using it to clean them, dumping the stuff afterwards, or buying new tanks to use with it. Might be a good time to invest in the new 6 gallon tanks from TNK. I bet they could use the business. Larry C, Oregon ------------------------------------------------------------------------- ----- A Good Credit Score is 700 or Above. See yours in just 2 easy steps! ------------------------------------------------------------------------- ----- Checked by AVG - http://www.avg.com 1/14/2009 7:27 PM ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Control Cables
Date: Jan 14, 2009
Bill: This is a fairlead. http://www.aircraftspruce.com/catalog/appages/fairleads.php john h mkIII Maybe you call them fairleads, but they look like pulleys to me. Bill Sullivan Windsor Locks, Ct . ________________________________________________________________________________
Date: Jan 14, 2009
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Control Cables
- Thanks, John.- I've never run across that type before- nor are there any on this aircraft.- I have never dealt with anything that small, but I can see how it would serve the purpose.- I am used to roller fairleads o n a large winch or crane.- - ------------------------- ------------------ Bill Sullivan ------------------------- ------------------ Windsor Locks, Ct. ________________________________________________________________________________
Date: Jan 14, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: control cables
At 07:59 PM 1/14/2009, Richard Girard wrote: >Where are there pulleys in the Kolb control system? Neither my FS nor Mk >III has them. There are some fair leads but that's it. My UltraStar has six of them! I'm not familiar with the later models... -Dana -- If vegetarians eat vegetables,..beware of humanitarians! ________________________________________________________________________________
Date: Jan 14, 2009
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Control Cables
At 09:49 PM 1/14/2009, william sullivan wrote: > Thanks, John. I've never run across that type before- nor are there > any on this aircraft. I have never dealt with anything that small, but I > can see how it would serve the purpose. I am used to roller fairleads on > a large winch or crane. Your roller fairleads are used when the direction the cable pays out might not be constant. The fairleads John's talking about are used when they're almost not necessary; the cable is a long straight shot and the fairlead is placed in the middle to keep the cable from slapping around and chafing on other parts. At most they can handle a very slight direction change. -Dana -- If vegetarians eat vegetables,..beware of humanitarians! ________________________________________________________________________________
Date: Jan 14, 2009
From: "Richard Girard" <aslsa.rng(at)gmail.com>
Subject: Re: HKS flight
Robert, I'm in Kansas. It gets pretty hot here and I don't have any problems. CHT's run 300 to 305 in cruise, limit is 338. EGT's run mid 1100's to 1200. Oil runs in the 180's. Rick On Wed, Jan 14, 2009 at 7:35 PM, Robert Laird wrote: > Larry -- > > I love it when you talk HKS! :-) I've been told that the HKS, in a hot > environment (like down where I am, SE Texas, in the summer) isn't as good > because, unlike the Rotax, there's no forced air keeping it cool. Have you > ever heard of such a thing about HKS engines, that they'd overheat in hot > environments? > > -- Robert > > > On Wed, Jan 14, 2009 at 5:39 PM, Larry Cottrell wrote: > >> Today dawned bright and clear. A little cold, but the sun would soon >> warm it up to low 50's. A veritable heat wave for this time of year. The >> wind stayed down, so I rolled dart out of the hanger and made a trip to Rome >> to buy a hunting and fishing license. ( as good a reason to fly as any) Of >> course I am still in the test phase and this is the first time that wind has >> not been a factor in flying. The pictures will show you what the engine was >> doing on this trip. The first picture 0344 gives you the status of the >> engine at max cruise. The 0348 shows what the GPS is reading. This is as >> correct as I can make it. You will notice that there is no perceptible >> climb, and that speed seems to be normal for that RPM. It is also about 12 >> MPH faster that I could achieve with the 503. >> >> I landed at Rome on their ( mud hole) airstrip, and got my license. I >> checked my fuel burn and found that I had traveled 20 air miles and burned >> one gallon of fuel. On the way back home, I did vary a bit from my flight >> plan and flew down the River a ways. ( no body is perfect) The view of the >> desert and the Steen's in the back ground were too much to resist. (0352) Of >> course one more picture of the Steen's was in order as well. >> >> On landing I found that I had flown 48 minutes and burned 2 and 3/4 >> gallons of gas. After the initial pictures of the max cruise, I throttled >> back to 5300 and cruised along at about 63 MPH. I had traveled 52 miles. >> Larry C, Oregon >> > > * > > ________________________________________________________________________________
Date: Jan 14, 2009
From: "Robert Laird" <rlaird(at)cavediver.com>
Subject: Re: HKS flight
But what about when taxiing and idling on the ground when it's hot outside? On Wed, Jan 14, 2009 at 9:22 PM, Richard Girard wrote: > Robert, I'm in Kansas. It gets pretty hot here and I don't have any > problems. CHT's run 300 to 305 in cruise, limit is 338. EGT's run mid 1100's > to 1200. Oil runs in the 180's. > Rick > ________________________________________________________________________________
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Subject: Re: HKS flight
Date: Jan 15, 2009
Hi Larry, nice pics but I notice that you had nearly 5000 on the altimeter. I assume that is not AGL. Is it usual to use that setting.? I have noticed before that most posts on the lists have very high figures and have always assumed they are not AGL I always set AGL unless going x-country above 3000ft and then set Regional Cheers Pat ________________________________________________________________________________
Date: Jan 15, 2009
From: "Richard Girard" <aslsa.rng(at)gmail.com>
Subject: Re: HKS flight
Robert, In the summer the wind here is generally out of the south so I have a 1/2 mile taxi from my back yard to the departure end of runway 17. Temps are usually still not up to takeoff requirements (CHT > 200 deg. F, oil > 122 deg. F) although it's the oil that always causes the wait. From HKS Operation Manual page 13: 5.3. Warm up and run up Wait for the oil temperature to reach a minimum of 50 Deg. C (122 Deg. F) before taking off or running up to a high RPM You have to remember the HKS is not an air cooled engine (at least not primarily), it's an oil cooled engine. Oil is circulated by three oil pumps (one for pressure, two for scavenge) through the cylinder heads just as coolant is circulated by the water pump in the Rotax 912 / 914 engines. Rick On Wed, Jan 14, 2009 at 9:30 PM, Robert Laird wrote: > But what about when taxiing and idling on the ground when it's hot outside? > > On Wed, Jan 14, 2009 at 9:22 PM, Richard Girard wrote: > >> Robert, I'm in Kansas. It gets pretty hot here and I don't have any >> problems. CHT's run 300 to 305 in cruise, limit is 338. EGT's run mid 1100's >> to 1200. Oil runs in the 180's. >> Rick >> > > > * > > ________________________________________________________________________________
Subject: Re: HKS flight
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Jan 15, 2009
NeilsenRM(at)comcast.net wrote: > Larry/All > > Great report. > > The HKS is a great engine. I'm a bit surprised there aren't more flying. I saw a nice Kolb Slingshot at Sun N Fun last year with a HKS. Rotax makes some great engines but with almost total dominance of the market they have gotten out of hand with their pricing and have failed to produce a small 4 stroke for the smaller airplanes. > Well, looking at greensky's site, I see the HKS is up to almost 10 grand now. 10 grand gets you back into the neighborhood of the competition and kind of starts the whole problem with excessive cost all over again. That's about 75% of the cost of the 912 80hp for example, the 503 can be had with a gearbox for half that, etc..... Pretty disappointing if you ask me, and not the right direction to go in if you really want to try to displace Rotax.... LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=224902#224902 ________________________________________________________________________________
Subject: Re: HKS flight
Date: Jan 15, 2009
From: fs2kolb(at)aol.com
Close to?12 grand to install an HKS on a FireStar II when you add the exhaust, oil tank, oil cooler, mounting hardware and every thing else.? -----Original Message----- From: lucien <lstavenhagen(at)hotmail.com> Sent: Thu, 15 Jan 2009 8:32 am Subject: Kolb-List: Re: HKS flight NeilsenRM(at)comcast.net wrote: > Larry/All > > Great report. > > The HKS is a great engine. I'm a bit surprised there aren't more flying. I saw a nice Kolb Slingshot at Sun N Fun last year with a HKS. Rotax makes some great engines but with almost total dominance of the market they have gotten out of hand with their pricing and have failed to produce a small 4 stroke for the smaller airplanes. > Well, looking at greensky's site, I see the HKS is up to almost 10 grand now. 10 grand gets you back into the neighborhood of the competition and kind of starts the whole problem with excessive cost all over again. That's about 75% of the cost of the 912 80hp for example, the 503 can be had with a gearbox for half that, etc..... Pretty disappointing if you ask me, and not the right direction to go in if you really want to try to displace Rotax.... LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=224902#224902 ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: HKS flight
Date: Jan 15, 2009
-especially since you can now buy a dandy, ready to fly complete used airplane for that $$$$$$ BB On 15, Jan 2009, at 10:32 AM, lucien wrote: > > > NeilsenRM(at)comcast.net wrote: >> Larry/All >> >> Great report. >> >> The HKS is a great engine. I'm a bit surprised there aren't more >> flying. I saw a nice Kolb Slingshot at Sun N Fun last year with a >> HKS. Rotax makes some great engines but with almost total >> dominance of the market they have gotten out of hand with their >> pricing and have failed to produce a small 4 stroke for the >> smaller airplanes. >> > > > Well, looking at greensky's site, I see the HKS is up to almost 10 > grand now. 10 grand gets you back into the neighborhood of the > competition and kind of starts the whole problem with excessive > cost all over again. > That's about 75% of the cost of the 912 80hp for example, the 503 > can be had with a gearbox for half that, etc..... > > Pretty disappointing if you ask me, and not the right direction to > go in if you really want to try to displace Rotax.... > > LS > > -------- > LS > Titan II SS > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=224902#224902 > > ________________________________________________________________________________
Date: Jan 15, 2009
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: Pressurized motors
> >Let's say you have 1 bar of pressure in the float bowl and .9 bar in the venturi. The lower pressure in the venturi results in fuel delivery to the venturi. >Now if we increased the venturi pressure by .2 bar we would have fuel delivery to the bowl. >On my racing Yamaha the bowl and venturi are equally pressurized by putting the whole carb in the airbox. A fuel pump was also added to replace the gravity feed system and the float seats were replaced with smaller diameter fuel inlets. Honda chose to have solenoid controlled fuel tank vents, and pressurized the tank as well. > >Just run the bowl vents into your airbox. Excessively long bowl vents have caused running problems on some motors I have seen, I am not sure why. > Dale, At the pressures you have given above, I agree with you and I belive this where I had the disconnect with your thinking. It has to do with the size of the pressure differences. I have been thinking about a maximum pressure difference of five inches of water, which is 0.012 bar. The air box connection is good. In my case I use the pressure below the wing as the maximum constant float bowl static pressure source. For level flight, this source is independent of altitude or airspeed. But it's magnitude is dependent upon wing loading. For the my FireFly at gross weight this static pressure calculates out to 0.989 inches of water. Since my carburetor is set rich at this static pressure, I can lower the pressure to the float bowl and lean out the engine as desired. As for the excessively long bowl vent problems, I expect it is caused by carburetor design. Some carburetors draw jet percolation air through an internal passage way to from over the float bowl. This means there is a constant flow through the float bowl vents. Any constriction that would influence this flow, such as a long tube, would cause problems. In the case of the Bing this is not a problem, as the idle and percolation air sources are independent of and not connected to the float bowl. If this was not the case, I would not be able to move the EGT 150 degrees F with a five inches of water pressure change over the float bowl. This has been interesting. Four below zero, blowing snow and bright sunshine. Late yesterday afternoon, I fired up the Kubota and blew snow for about an hour. I will have to do the same before the school bus drops off the grand daughter. Not as much fun as flying, but it does break up the day. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Subject: Re: HKS flight
From: "lucien" <lstavenhagen(at)hotmail.com>
Date: Jan 15, 2009
fs2kolb(at)aol.com wrote: > Close to 12 grand to install an HKS on a FireStar II when you add the exhaust, oil tank, oil cooler, mounting hardware and every thing else. > > > -- That's more than the plane, isn't it? Now to be fair, this is true of the 912 too, you have to add exhaust and radiators, etc. But, more to the point of the HKS's competition, having owned and flown an FSII with the 503 (which comes with everything you need in the box), I'd personally be hard pressed to justify about a doubling in price for the HKS. The 503 with a 3.47:1 C box is around 6 large. It'll run for about 450 to 500 hours. Complete rebuild is in the 2 grand range and the C box will last as-is for probably 3 engines. Fuel burn on the FSII will be higher, but will still only be around 3gph. Dunno..... I personally still think the 503 is a strong contender for the money........ And it's the proven motor for the FSII........... So again, I'm pretty disappointed in the cost of the HKS. 12 large installed is a lot for a 60hp engine....... LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=224911#224911 ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: HKS flight
Date: Jan 15, 2009
Lucien I didn't realize the HKS got that expensive. The HKS is a fine engine that will give its owners peace of mind that it will not let them down and that is worth some of the extra cost. The problem here is that again there is no competition, We need alternatives. When fuel prices come back up fuel burn will be a issue again. Most of the 503 powered FSIIs that I fly with burn about 4 gallons and hour and a bit more if they are trying to keep up with my VW powered MKIIIC burning 4 gallons per hour at 74MPH. I also didn't realize a 503 was $6,000!!!!! I rest my case...... Rick Neilsen Redrive VW powered MKIIIC ----- Original Message ----- From: "lucien" <lstavenhagen(at)hotmail.com> Sent: Thursday, January 15, 2009 11:06 AM Subject: Kolb-List: Re: HKS flight > > > fs2kolb(at)aol.com wrote: >> Close to 12 grand to install an HKS on a FireStar II when you add the >> exhaust, oil tank, oil cooler, mounting hardware and every thing else. >> >> >> -- > > > That's more than the plane, isn't it? > Now to be fair, this is true of the 912 too, you have to add exhaust and > radiators, etc. > > But, more to the point of the HKS's competition, having owned and flown an > FSII with the 503 (which comes with everything you need in the box), I'd > personally be hard pressed to justify about a doubling in price for the > HKS. > > The 503 with a 3.47:1 C box is around 6 large. It'll run for about 450 to > 500 hours. Complete rebuild is in the 2 grand range and the C box will > last as-is for probably 3 engines. Fuel burn on the FSII will be higher, > but will still only be around 3gph. > > Dunno..... I personally still think the 503 is a strong contender for the > money........ And it's the proven motor for the FSII........... > > So again, I'm pretty disappointed in the cost of the HKS. 12 large > installed is a lot for a 60hp engine....... > > LS > > -------- > LS > Titan II SS > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=224911#224911 > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: HKS flight
Date: Jan 15, 2009
> I didn't realize the HKS got that expensive. > > I also didn't realize a 503 was $6,000!!!!! I rest my case...... > > Rick Neilsen Rick N: Nothing is cheap anymore. Do a quick search for outboard motor prices in the 50 to 100 hp range, two and four stroke. You will be amazed how much these engines cost, especially when one considers the number of "big" manufacturers and the large market for them. I burned a solid 4.0 gph at 5,000 rpm with my 80 hp 912, producing 80 mph in my mkIII. 5.0 gph at 5,000 rpm with my 100 hp 912, producing 85 mph. I am not complaining about fuel burn. I am willing to pay the extra price for reliability and performance. If I had to sit on the edge of my seat the entire time I was flying my mkIII, I'd just as soon stay home. I learned a long time ago that my flying hobby was for fun. When I get to the point that I can not afford to fly, it will probably already have gotten to the point that it is no longer fun. john h mkIII - Balmy 41F and sun at hauck's holler. ________________________________________________________________________________
Date: Jan 15, 2009
From: william sullivan <williamtsullivan(at)att.net>
Subject: Landing gear
- Jim Hauck- Last May you suggested using steel tubing for the landing le gs on a Firefly or old Firestar with the 1" legs.- Your suggestion was to go half way down with the 1", and change to 3/4".- I am considering stee l legs, and wondered about the half way comment.- Halfway from the bottom of the "A" frame?- I know about using 4130 and hardening to R48.- Do y ou pre-drill before hardening?- I haven't ordered any legs yet, but If I go to the new 1 1/8" Firefly legs I will have to drill out the aluminum tub e spacer in there. - Also, when joining the 1" to the 3/4" do you just run the bolt through the "A" frame at the usual spot, or another bolt lower, or a weld at the to p and allow the lower joint to move? - ------------------------- ------------------------- -- Bill Sullivan ------------------------- ------------------------- -- Windsor Locks, Ct. ------------------------- ------------------------- -- 5 degrees and overcast, light snow flurries ________________________________________________________________________________
Subject: Re: HKS flight
From: "Mnflyer" <gbsb2002(at)yahoo.com>
Date: Jan 15, 2009
Cooling of the HKS is not a problem as posted the engine cyl are oil cooled, in 300+ hrs I've never had a cooling problem, in fact I can now fly in much hotter temps than I could with the Rotax 582. As for cost of the engine yes the HKS is now near $12000.00, the Rotax 912 is now near $20000.00 and the cost of a new 503 is near $7100.00. The cost per hour to operate the HKS is less than 1/2 of what it costs to operate the 582 . Having flown both engine for 300 hrs each I know this from my records and by my records my HKS is now free after 300 hrs of operation VS the 582 considering I would now be looking at another $3000.00 overhaul bill and the increased fuel costs (4.5 gph vs 3 gph), my HKS still has 700 hrs to go till overhaul, and when comparing operating cost one has to go by the manufactures TBO not what someone has gotten out of their engine and Rotax has a 300 hr TBO the HKS has 1000 hrs. -------- GB MNFlyer Flying a HKS Kitfox III Read this topic online here: http://forums.matronics.com/viewtopic.php?p=224934#224934 ________________________________________________________________________________
Date: Jan 15, 2009
From: "Richard Girard" <aslsa.rng(at)gmail.com>
Subject: Re: HKS flight
I don't have any economic dog in this fight, but let's be fair. The Rotax 503 @ 49 HP is not the engine to compare the HKS with, the 582 is.With a "C" box and electric start a new 582 from Lockwood is $7951.00. Rotax says it's TBO is 300 hours. I don't know what others get but mine uses 5 gph in cruise (I define cruise as 60% power because I'm cheap). An HKS from Hpower is $9,371.70. Add an exhaust ,$750, oil tank and cooler ,$750, various and sundry (oil lines and such) ,$200. That's a total of $11,072. It's rated TBO is 1000 hours. At 60% power mine burns 2.5 gph. Lets just take that fuel burn and see where we are when the 582 reaches TBO. 5 X 300 = 1500 X $4.00 (you don't really think the oil companies are going to let the current aberrant prices stand, do you?) = $6000. The HKS is half that at $3000. That just negated the price difference between the two right there and you haven't paid for your 582 to be overhauled yet. With the HKS you'll be half way through your second set of plugs @ $80 a set (iridium plugs are pricey), and less than a 1/3 of the way to TBO. Take the 582 to the HKS TBO you've now spent $20,000 for fuel + three overhauls (I had to go to LEAF for this) @ $3150 = $9,450. At 1000 hours the 582 has cost $37,401. The HKS fuel cost is $10,000, and the first overhaul, with no crankshaft replacement requirement is about $2000, to be fair let's use the 582 cost @ $3150. At 1000 hours the HKS has cost $24,222. That's $13,179 less than the 582. Now there's an apples and apples comparison of engines and the reason my trike has an HKS and not a 582. Rick On Thu, Jan 15, 2009 at 11:00 AM, Richard & Martha Neilsen < NeilsenRM(at)comcast.net> wrote: > NeilsenRM(at)comcast.net> > > Lucien > > I didn't realize the HKS got that expensive. The HKS is a fine engine that > will give its owners peace of mind that it will not let them down and that > is worth some of the extra cost. The problem here is that again there is no > competition, We need alternatives. > > When fuel prices come back up fuel burn will be a issue again. Most of the > 503 powered FSIIs that I fly with burn about 4 gallons and hour and a bit > more if they are trying to keep up with my VW powered MKIIIC burning 4 > gallons per hour at 74MPH. > > I also didn't realize a 503 was $6,000!!!!! I rest my case...... > > Rick Neilsen > Redrive VW powered MKIIIC > > > ----- Original Message ----- From: "lucien" <lstavenhagen(at)hotmail.com> > To: > Sent: Thursday, January 15, 2009 11:06 AM > Subject: Kolb-List: Re: HKS flight > > >> >> >> fs2kolb(at)aol.com wrote: >> >>> Close to 12 grand to install an HKS on a FireStar II when you add the >>> exhaust, oil tank, oil cooler, mounting hardware and every thing else. >>> >>> >>> -- >>> >> >> >> That's more than the plane, isn't it? >> Now to be fair, this is true of the 912 too, you have to add exhaust and >> radiators, etc. >> >> But, more to the point of the HKS's competition, having owned and flown an >> FSII with the 503 (which comes with everything you need in the box), I'd >> personally be hard pressed to justify about a doubling in price for the HKS. >>

December 19, 2008 - January 15, 2009

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