Kolb-Archive.digest.vol-if
May 03, 2009 - May 17, 2009
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Greetings from some new Kolbers,
We finally got a break in the wind at Pompano (KPMP), and flew our new MK3C this
Saturday. She flew like a (song)bird. I emphasize the "song" part, since she
really put our ANR headsets through their paces.
I have a pair of Bose X's and Jeff had a pair of Lightspeed 3G's. My Bose's helped,
but I had difficulty understanding the tower over the still considerable
level of noise after ANR filtered out the lethal levels. The 3G's periodically
generated a 'buzzing' that sounded like low frequency feedback. He could get
it to stop temporarily by cupping the earpieces with his hands.
Any have a recommendation for headsets designed for this high-noise environment?
I look forward to a spirited discussion on this issue...
Thanks,
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242527#242527
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Advice on headsets |
> Any have a recommendation for headsets designed for this high-noise
environment?
> Dave
I use a DRE-6000 ANR headset. Just bought my second one from Aircraft
Spruce.
Works well in my 912ULS powered mkIII.
Aircraft Spruce and Specialty Co
Request For Quotation
Thank you for your request for quotation. We are pleased to offer the
DRE 6000 ANR 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.
DRE has a power supply you can buy for about $30.00 to wire into the
aircraft battery. Will quickly pay for its self.
I have been flying with the DRE-6000 headsets for about 5 years. I am
nearly deaf. Had gotten to the point I could not understand what was being
transmitted on my radio. The DRE-6000 fixed that.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Advice on headsets |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Watkinsdw wrote:
> Greetings from some new Kolbers,
>
> We finally got a break in the wind at Pompano (KPMP), and flew our new MK3C this
Saturday. She flew like a (song)bird. I emphasize the "song" part, since she
really put our ANR headsets through their paces.
>
> I have a pair of Bose X's and Jeff had a pair of Lightspeed 3G's. My Bose's
helped, but I had difficulty understanding the tower over the still considerable
level of noise after ANR filtered out the lethal levels. The 3G's periodically
generated a 'buzzing' that sounded like low frequency feedback. He could get
it to stop temporarily by cupping the earpieces with his hands.
>
> Any have a recommendation for headsets designed for this high-noise environment?
>
> I look forward to a spirited discussion on this issue...
>
> Thanks,
> Dave
I use the Telex stratus 50-D. It's far and away better at noise reduction than
anything else I've ever used, because of the digital sampling nature of the ANR
(it's not analogue). The passive NR is pretty good too but there's no better
ANR on the market. I don't have to also use earplugs with it unlike my other
headsets.
It's expensive but a lot cheaper than a bunch of hearing loss ;).
The microphone is also very high quality, so the tower will have a lot easier time
hearing you with it too.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242537#242537
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Advice on headsets |
Dave
I have a set of Segtronics head sets that I put a Headsets ANR unit in. It
works well but doesn't stop enough of my singing VW. Recently I added a Sony
ear bud head set like they hook to MP3 players. They say they cancel noise
(passive noise reduction) and they do some but paired (I ware them under the
headsets) with my Sigtronics they work great. They stop just enough extra
noise to be very comfortable but also have a very high quality speaker that
makes radio transmission very understandable without having to crank the
volume up. I also have a DRE intercom that helps by only opening the mike
that brakes the squelch.
I have flown with John H and had recently commented that his plane is very
quiet. I may have misspoken it may have been His DRE headsets.
It would seem that at least by the price that you would have the best
headset going. Also I hate to mention it but make sure your squelch is set
right. Kind of defeats the ANR when your intercom is boosting the noise your
headset is trying to filter.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: "Watkinsdw" <david.watkins0(at)gmail.com>
Sent: Sunday, May 03, 2009 4:23 PM
Subject: Kolb-List: Advice on headsets
>
> Greetings from some new Kolbers,
>
> We finally got a break in the wind at Pompano (KPMP), and flew our new
> MK3C this Saturday. She flew like a (song)bird. I emphasize the "song"
> part, since she really put our ANR headsets through their paces.
>
> I have a pair of Bose X's and Jeff had a pair of Lightspeed 3G's. My
> Bose's helped, but I had difficulty understanding the tower over the still
> considerable level of noise after ANR filtered out the lethal levels. The
> 3G's periodically generated a 'buzzing' that sounded like low frequency
> feedback. He could get it to stop temporarily by cupping the earpieces
> with his hands.
>
> Any have a recommendation for headsets designed for this high-noise
> environment?
>
> I look forward to a spirited discussion on this issue...
>
> Thanks,
> Dave
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=242527#242527
>
>
>
________________________________________________________________________________
| Subject: | Re: Advice on headsets |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
I have a pair of Lightspeed 20XL's. They are ok, but on takeoff, it's hard to talk
to your passenger with the noise. I've found a neat trick that makes them
quiet like the expensive sets: use foam earplugs with the headsets and turn the
volume up. Works great!
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
22 years flying it
Kolbra 912UL
N20386
1 year flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242578#242578
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Advice on headsets |
> I have a pair of Lightspeed 20XL's. They are ok, but on takeoff, it's
hard to talk to your passenger with the noise. I've found a neat trick that
makes them quiet like the expensive sets: use foam earplugs with the
headsets and turn the volume up. Works great!
>
> Ralph
Unless you have already lost most of your hearing.
I couldn't wear ear plugs with a flight helmet when I was in flight school
in 1968. I just turned up the volume and I could hear good enough to get
the job done.
Now I am on the edge of my ability to hear well enough to understand the
spoken word with the ANR headset.
Next step will be to do a better job of keeping myself cleared visually,
transmit in the blind, which we do at uncontrolled airports most of the
time, and stay out of controlled air space when I must communicate.
Might present a problem flying cross country through Canada. Any airport
that has commercial traffic has a requirement to make radio communication.
Had a bad radio going into Kamloops, BC. FSS could not understand my
transmissions. Got my butt chewed out after I landed and was in the FBO.
Made it the rest of the way to Oshkosh and then Alabama with receive only.
john h
mkIII
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Advice on headsets |
It would seem that at least by the price that you would have the best
headset going. Also I hate to mention it but make sure your squelch is
set
right. Kind of defeats the ANR when your intercom is boosting the
noise your
headset is trying to filter.
Rick Neilsen
Redrive VW Powered MKIIIC
I copied a page from my instruction manual for my DRE headsets that
might be of interest to you and your David Clark set. The headsets are
directional and are generally set -up for tractor configuration. You
might try turning the headset around and put the mike on the other side
of your face.
-------------------------------------------------------------------------
-------------------------------------------------------------------------
-------------------------------------------------------------------------
-----
"Mic Boom Placement and adjustment"
Inside each ear cup are two microphones which are a critical part of
the ENR circuit. These microphones must always be oriented towards the
source of the noise ( Typically in the front in a single engine
aircraft) for proper operation of the ENR system. You cannot rotate a
left hand Mic Boom and turn it into a right hand Mic Boom as you would
with a standard headset.
-------------------------------------------------------------------------
-------------------------------------------------------------------------
-------------------------------------------------------------------------
-----
I scanned the whole thing but the file is 4.9 MB and I didn't want to
clog up everyone's computer with that kind of a file. For what its
worth, I assume that you can just turn the whole headset over putting
the mic on the right side and get much less noise. I tried my DRE both
ways and still was not happy with the system. I have much better luck
and the wife can understand a Sigtronics S45 headset with no ANR
capabilities
Larry C
________________________________________________________________________________
| Subject: | Re: Advice on headsets |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
Many headsets have a mike gain control potentiometer on the mike. To get at it,
all you have to do is take off the foam tip and remove a tiny plastic black cover.
Underneath that cover is the adjustment for mike gain. Usually turning the
gain clockwise means more mike gain. I've played with mine and found that turning
the gain down, made for less noise. It's an experimentation process.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
22 years flying it
Kolbra 912UL
N20386
1 year flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242606#242606
________________________________________________________________________________
| Subject: | Re: 912ULS integrated alternator question |
| From: | "dalewhelan" <dalewhelan(at)earthlink.net> |
I am not familiar with the 912. I use to teach motorcycle electric systems.
I get the feeling you were describing a permanent magnet charging system. It really
makes little difference anyway.
You used good tests but there are ways for the stator to still be bad, although
I suspect it is fine.
The easiest most conclusive way I know to test it is to use an automotive headlight.
Connect High beam to one stator lead and low to another, don't use ground.
If th bulb lights bright, you are good. Resist the temptation to rev the motor
high and blow the bulb.
As for meter tests and other tools. You can perform an insulation test to make
sure the stator is not shorted to ground by testing resistance from ant lead to
ground. The reading should be infinity. They can still be bad in this may if
they arch to ground during operation, a megger could be used to see this. It
is likley that it would have failed the voltage output test if this was the case.
The voltage test itself can be brought into question due to the fact that it is
a no load test. Have you ever had a battery that mould not start a car and then
tested its voltage with everything turned off and wondered why a battery with
good voltage won't start your car?
Let's just imagine a pair of 9 volt batteries in series, we now have 18 volts,
will that start your car? Do you think we will read 18 volts when you turn on
the cars electrics?
A stator can behave it the same way, it may pass an unloaded test when it is bad,
it would fail the loaded test. The bulb provides a good load. I hope this helps
--------
Dale Whelan
503 powered Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242648#242648
________________________________________________________________________________
| Subject: | Re: If you care to follow the MV trip |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Thats awesome John, maybe someone on the trip will have a laptop so you guys can
post photos. Don't forget, you can never take to many pictures ! How long
have you been flying your MK III C, did you build it, and how many hours on
it now ?
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=242652#242652
________________________________________________________________________________
| Subject: | Re: 912ULS integrated alternator question |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Lucien,
>From what I understand of the system, there is not a problem with running no
load on the stator / magnet system . I would replace the bad part and head on
out to monument valley !
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=242657#242657
________________________________________________________________________________
| Subject: | Re: Advice on headsets |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Thanks to everyone for the advice. I didn't think about the squelch issue; I usually
keep it at a level that I set on the ground, at idle rpms, where speaking
just breaks the squelch. I'll try adjusting it under flight conditions. If the
engine noise is breaking the squelch, that could solve my problem. It will
also confirm I'm an idiot!
I'm wondering about whether ANR headsets address certain frequency ranges better
than others. It makes sense that the standard general aviation headset may be
set up for lycomings and continentals.
Does anyone know if the Rotax frequency range is similar, and if not, is there
an ANR headset that targets these frequencies?
I'm very interested in the DRE's that John H. mentioned, and the Telex headsets
that advertise 50db noise reduction sound tempting. Of course the DRE's are a
good bit cheaper...
Any other ideas?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242658#242658
________________________________________________________________________________
| Subject: | Re: 912ULS integrated alternator question |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
dalewhelan wrote:
> I am not familiar with the 912. I use to teach motorcycle electric systems.
> I get the feeling you were describing a permanent magnet charging system. It
really makes little difference anyway.
> You used good tests but there are ways for the stator to still be bad, although
I suspect it is fine.
> The easiest most conclusive way I know to test it is to use an automotive headlight.
Connect High beam to one stator lead and low to another, don't use ground.
If th bulb lights bright, you are good. Resist the temptation to rev the
motor high and blow the bulb.
> As for meter tests and other tools. You can perform an insulation test to make
sure the stator is not shorted to ground by testing resistance from ant lead
to ground. The reading should be infinity. They can still be bad in this may
if they arch to ground during operation, a megger could be used to see this. It
is likley that it would have failed the voltage output test if this was the
case.
> The voltage test itself can be brought into question due to the fact that it
is a no load test. Have you ever had a battery that mould not start a car and
then tested its voltage with everything turned off and wondered why a battery
with good voltage won't start your car?
> Let's just imagine a pair of 9 volt batteries in series, we now have 18 volts,
will that start your car? Do you think we will read 18 volts when you turn on
the cars electrics?
> A stator can behave it the same way, it may pass an unloaded test when it is
bad, it would fail the loaded test. The bulb provides a good load. I hope this
helps
Yeah I'll try the light bulb today just to make sure. The voltage test was just
the meter put across the generator leads so indeed there was no load, tho the
voltages looked right to me (15 to 25 at frequencies of 150 to 250 on up, up
to about 4500 rpm)...... But you're quite right it'd be a good idea to test it
with an actual load on it.
I checked the resistances of each lead to ground and got infinity as expected.
The coil reads close to a dead short, about .1 ohms, which is in the expected
range specified in the heavy maintenance manual.
So I think I'm ok..... I hope ;) That stator is expensive and replacing it would
be pulling the motor off the plane and driving it to Ronnie Smith's place in
the pickup..... not something I'd want to do for fun....
Thanks for the info!
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242660#242660
________________________________________________________________________________
| Subject: | Re: Monument Valley |
| From: | "dalewhelan" <dalewhelan(at)earthlink.net> |
I have a friend coming with me, he has some type of tricycle gear Firestar.
--------
Dale Whelan
503 powered Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242661#242661
________________________________________________________________________________
| Subject: | Re: Advice on headsets |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Watkinsdw wrote:
>
> Does anyone know if the Rotax frequency range is similar, and if not, is there
an ANR headset that targets these frequencies?
>
>
No and yes! With a 3 blade prop, the 912 makes a significantly higher frequency
noise than the typical direct drive 2-blade situations you find in the connie/lyc
equipped planes.
This is a general problem with using headsets designed for general aviation use
in our 912/3-blade prop equipped planes as they're intended to target those lower
frequencies. In the typical cessna they work great, but you climb into one
our planes with them and you're exhausted and ears ringing at the end of the
flight.
In researching it, the telex 50-D ANR is the only one I could find that specifically
targets higher frequency noise in addition to the lower frequencies. If
you look at the graph on telex's website you'll see how the ANR goes will up above
the typical 100 hz falloff of the others on the market.
That was specifically why I bought it over the others - they are designed for GA
use and don't provide good ANR at the noise frequencies we encounter.
I can vouch for how well it attenuates a much wider range of noise.....
Like I said, expensive but well worth it to protect your hearing.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242664#242664
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Advice on headsets |
Any have a recommendation for headsets designed for this high-noise
environment?
I look forward to a spirited discussion on this issue...
Thanks,
Dave
>>>>>>>>>>>>>>>>>>
Dave
I bought Telex Echelon ANR 150 headsets... and out of the box the mike
levels were so loud that the intercom had a problem handling the signals,,,
I called the factory and they told me to adjust the mike gain down, since
then I have been quite happy, I am using the Sigtronics spo22n intercom
powered off the aircraft power.
Boyd Young
MkIIIC
________________________________________________________________________________
| Subject: | Re: 912ULS integrated alternator question |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
JetPilot wrote:
> Lucien,
>
> From what I understand of the system, there is not a problem with running no
load on the stator / magnet system . I would replace the bad part and head
on out to monument valley !
>
> Mike
Well tested stator on my lunch break with the light bulb test. Nearly burnt out
my spare 50W landing light even at idle..... so the stator is fine which is a
big sigh of relief.......
I'll have the new R/R tomorrow if lockwood had it in stock today....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242689#242689
________________________________________________________________________________
| Subject: | Re: Advice on headsets |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Thanks for the info on the Telex! Is it really the only digital unit on the market?
I have an Ivo 2-blade prop. I wonder if it lives in the same high frequency range
as the 3-blade you're describing.
We have a 912 ULS spinning it.
Right now, we're leaning toward the unit that John H. recommended, mostly because
of the price. I may get a Telex too, if I can get Aircraft Spruce or another
vendor to authorize a return after we compare the results side-by-side.
By the way, I talked to my partner, Jeff and he said he did try adjusting the squelch
in flight...I was too busy gazing around in wonder, and dodging Cessnas
to notice.
Thanks again for all the great suggestions, you guys.
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242692#242692
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Advice on headsets |
> Right now, we're leaning toward the unit that John H. recommended, mostly
because of the price.
> Dave
Dave:
I bought the first DRE-6000 several years ago. Recently bought the second
set.
Several reasons I fly with them:
1-They work well for me.
2-When you need something, you can call DRE at Pahrump, NV, and talk to the
folks that run the company. It is a small company that wants to make sure
their customers are satisfied.
I was serious enough about being comfortable when I fly, I spent big bucks
for a DC X11, their top of the line, for around 8 hundred dollars.
Beautiful lightweight composite headset that worked great in my living room
and kitchen, but could not produce in the cockpit of a mkIII. Had to send
them back to Aircraft Spruce.
Discovered Aircraft Spruce was carrying the DRE brand again and ordered my
second set.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Advice on headsets |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Watkinsdw wrote:
> Thanks for the info on the Telex! Is it really the only digital unit on the market?
>
> I have an Ivo 2-blade prop. I wonder if it lives in the same high frequency range
as the 3-blade you're describing.
> We have a 912 ULS spinning it.
>
>
Not sure if it's the only digital sampling one on the market or not, but it's probably
the best one if there are others.
It works equally well at nulling out the low frequencies as well, so it should
be a pleasant surprise either way.
In a friend's RV-6A, it all but eliminates the low thrumming of the prop making
for very comfortable flying.
But it also does a good job with the scream of our 912's too.
One thing it doesn't do is filter out abrupt changes in sound or odd sounds like
the mild prop harmonic noise I get with my WD - this is by design so you can't
miss or ignore something abnormal..... This is a really good feature....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242718#242718
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: If you care to follow the MV trip |
Butt crack of dawn morning starts aren't always a good idea with a lot of
moisture coming off the Gulf.
>
> John Bickham
John B:
Is the coffee ready before or after the "butt crack of dawn"?
The boy from LA sure has a way with words.
One week and counting.
Also doing a little weather dance to insure I can get out of Alabama and
into Texas Tuesday week.
Mike Marker says we are having pizza Wednesday night, but we have to get to
Los Lunas, NM, in order to get it.
Thursday night we can eat a Navajo Taco at Goulding's Restaurant.
Weather is lousy in Alabama, about like it was when I got up the second
morning in Sherman, TX, last year. Lots of thunder storms.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Advice on headsets |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Thanks, John, thanks, Lucien (is that Lucy-in the sky...?)
Jeff is ordering a pair of DRE's this week. If they outperform my expensive Bose
headset, I'm buying a pair, too.
You guys have been very helpful.
By the way, I've been reading the prop talk, and was especially impressed by your
performance numbers on the WD you fly, John. You know our plane and our 2 blade
IVO. When we are ready to spend some more money.. what WD do you recommend
for Steven's plane?
Down the road, we're also thinking about floats, but that's down the road, or canal,
a bit..
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242735#242735
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Advice on headsets |
> By the way, I've been reading the prop talk, and was especially impressed
by your performance numbers on the WD you fly, John. You know our plane and
our 2 blade IVO. When we are ready to spend some more money.. what WD do you
recommend for Steven's plane?
>
> Dave
I have had good luck with 70, 71, and 72" Warp Drive, 3 blade, fast taper,
nickle steel leading edge.
If pitched to turn 5,500 rpm wide open throttle, straight and level flight,
you will get a good all around performing, reliable prop.
John W ran a 68" 3 blade WD on his Kolbra. Out climbed and out ran me with
his 912ULS. Often wondered is I could do better if I went smaller, but
never got around to testing shorter blades. I think I am about maxed out
with the 71" blades I am running now. MKIII's hit an invisible wall about
85 mph. More HP to penetrate that wall is wasted.
john h
mkIII
________________________________________________________________________________
| From: | "Gary" <kolber(at)atcyber.net> |
| Subject: | Re: Advice on headsets |
I shopped for headsets at Oshkosh a few years ago, willing to pay virtually
any price for something more effective than the David Clark passive headsets
that I used for years in type certified aircraft. I wanted something I
could use for both my Kolb Mark IIIc (Rotax 582) and also for open canopy
wind noise in another aircraft I own. I looked at Bose and the top-of-the
line David Clark, Telex, and numerous others. I explained my needs,
stressing wind noise in the one aircraft and 2 cycle high RPM noise in the
Kolb. Both Bose and David Clark told me I would be disappointed in their
products for what I needed. I talked with virtually every headset exhibitor
at the show. One that impressed me was the Clarity Aloft, ear bud type. I
looked at their frequency attenuation graphs and the attenuation up over 40
db - higher than even the ANR type headsets (which seem to offer only about
28 db). The attenuation over much of the frequency spectrum with the
Clarity Aloft is relatively flat. I also liked the idea of virtually no
weight on my head (a few ounces) and fact I could wear any type hat I
wanted. Since they are passive, they also require no batteries. They
proved to be great, both in the Kolb and on long cross countries in my other
plane - no more headset squeeze after hours of flying. They have a music
input (stereo) and the fidelity is phenomenal. I use with an IPod. The
down side - $500 a piece and the foam ear tips must be periodically
replaced. (They can be washed and use extended.) They have numerous
patents on them. The mike is very high quality and the speakers are said to
be equivalent to very high end hearing aids. I have done A-B type
comparison tests in the Kolb with these headsets and ANR headsets of very
high quality- including Lightspeed and David Clark. There is no comparison
- night and day difference. If you want, you can combine with the
traditional style headset (passive or ANR) and wear both, but I have found
no advantage. So I use only the Clarity Aloft by itself. I use with a
Sigtronics intercom modified by Sigtronics for high noise environment. No
more problems communicating with my passenger, even at take-off power
setting in the 582. Worth every penny I paid for them. They are also much
more effective at reducing wind noise than anything else I have tried.
Gary Siegrist
Mark IIIc
________________________________________________________________________________
| Subject: | Re: Advice on headsets |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Thanks, John, and Gary,
We're not in a hurry, but I appreciate the info.
Gary, those ear buds must be pretty dense foam to passively reduce noise by 40db.
We'll try the DRE's for now, and keep the Clarity Aloft in mind.
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242763#242763
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Hi All,
Someone asked me for a copy of the video which was made when I flew the
Mustang but I have deleted the message.
I have managed to get this transferred from video tape to DVD and will
send it if I can have your snail mail address.
I had problems transferring the original tape into the format used in
Europe.
I do not know about transferring to different formats with DVD but I
suspect it can be done. Some DVD players will play all formats.
Contact me.
Pat
________________________________________________________________________________
| Subject: | Re: MV trip BREAKFAST |
| From: | "Nelson, Craig" <craig.nelson(at)heraeus.com> |
milow tim ands uncle craig will make MV. I will have a lap top with
access to the net. Also Sat morning tim and I will serve the biggest
Arizona Utah, breakfast for every one down by the planes. Look forward
to see everyone.
Uncle craig
Don't archive
Technical Manager
Heraeus
300 Heraeus Way
South Bend, IN.
46614
Direct: 623-764-0680
Craig.Nelson(at)heraeus.com
P Please consider the environment before printing this e-mail.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of JetPilot
Sent: Monday, May 04, 2009 8:44 AM
Subject: Kolb-List: Re: If you care to follow the MV trip
Thats awesome John, maybe someone on the trip will have a laptop so you
guys can post photos. Don't forget, you can never take to many
pictures ! How long have you been flying your MK III C, did you build
it, and how many hours on it now ?
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=242652#242652
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Jabiru Powered MKIII |
gross wt?
Yup,Russ
thats the one.
Mine is limited to 950 lbs gross. as will all Xtra`s built here. To fix
the weight to which the plane must be built there is a standard
allowance for fuel and 2 crew. The maximum for ANY a/c to qualify as a
`microlight` is 992lbs. Over that and you are a Very Light Aircraft
with entirely different rules.
Unfortunately you cannot take any design and build it to the 992lb
limit, other considerations come into play such as wing loading and
stalling speed. That is why I am only allowed 950 and not 992. and also
why I needed the vortex generators to get my stalling speed down to the
line.
Pat
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: MV trip BREAKFAST |
Also Sat morning tim and I will serve the biggest
> Arizona Utah, breakfast for every one down by the planes.
> Uncle craig
I'll be there Saturday morning.
What time?
Will you also have hot coffee?
Is Tim bringing his FS?
I know you will have the MKIIIx.
When are you all planning to arrive MV?
See you all there.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: If you care to follow the MV trip |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
We hear about a lot of needless accidents and incidents in the airlines, really
dumb mistakes made by good and experienced pilots. We are all human, and circumstances
can happen that would draw any pilot into an accident, no one is immune.
Just be conservative, remember you are flying for fun, and listen to
that little voice inside you when it is saying " This is not right "... If you
feel something is wrong, weather, etc , even though you don't quite know why,
stay on the ground until conditions are better.
I wish I was flying with you guys, you will have a blast ! I have been following
Artys flight every day, life just does not get any better than going cross
country in a small airplane :) I saw you picture at the airport where the wind
was 160 at 12 gusting to 17, those are very challenging conditions, if you
are flying in that, you are doing great. Those conditions would have me on the
ground.
Knocking it into trim hahahaha, that is hilarious ! Your story will be a great
motivation for those that get into accidents early on to hang in there and
rebuild. Do you have a digital camera ? If not I have a small one that takes
AA batteries that you can use on the trip if you like, just send it back when
you finish. A trip like that will be an incredible experience, I wish I had
pictures from much of my early flying before the days of digital cameras.
I will be following your blog, fly safe and have fun.
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=242815#242815
________________________________________________________________________________
| Subject: | Re: If you care to follow the MV trip |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
thanks mike,
> I saw you picture at the airport where the wind was 160 at 12 gusting to 17,
those are very challenging conditions, if you are flying in that, you are doing
great. Those conditions would have me on the ground.
I had settled into a pattern of smooth air flying. Since the beginning of the
year I have been pushing my wind tolerance up in preparation for this trip. It
has been a challenge but I'm better at it now and not scared to death. Took
some practice. It would be hard to get anywhere if you wait for only light winds!
Got fooled by a crosswind gust in Rockford, TN. Windsock was blocked due
to construction and I assumed. I was one wheeling it for a bit and plane was
flying me. Been in a little worst than that but that is getting close to the
limit.
> Do you have a digital camera ?
Yep, not that good at it. Gotta take at least ten pictures to get one good one.
I'll snap away and share the ones that are keepers.
7 days and we're off (weather permitting)!
--------
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=242828#242828
________________________________________________________________________________
| Subject: | Re: Jabiru Powered MKIII |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
600 Bucks [Shocked] That is less than 1/10 th what the same parts would cost
for the Rotax 912-S. I ask because my friend bought a Great Planes VW for his
Kitfox, it seems like a really nice engine at a very good price. My friend
will be using direct drive which should solve a lot of problems. The Redrive
still seems like a a constant problematic area for many of the engine conversions,
how is your latest redrive working out for you ? Is it still a belt drive.
I don't like the slide carb either, they seem to be very sensitive to fuel pressure,
I read a report of a guy getting vapor lock with one several times. It
just seems like a bad idea to be running such low fuel pressure that the slide
carb requires. Are you up and flying again this season ?
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=242943#242943
________________________________________________________________________________
| Subject: | Re: Jabiru Powered MKIII |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
JetPilot wrote:
> 600 Bucks [Shocked] That is less than 1/10 th what the same parts would cost
for the Rotax 912-S. I ask because my friend bought a Great Planes VW for
his Kitfox, it seems like a really nice engine at a very good price. My friend
will be using direct drive which should solve a lot of problems. The Redrive
still seems like a a constant problematic area for many of the engine conversions,
how is your latest redrive working out for you ? Is it still a belt
drive.
>
> I don't like the slide carb either, they seem to be very sensitive to fuel pressure,
I read a report of a guy getting vapor lock with one several times. It
just seems like a bad idea to be running such low fuel pressure that the slide
carb requires. Are you up and flying again this season ?
>
> Mike
FWIW, A friend of mine who used to run a VW conversion said the usual TBO for the
VW is about 500 hours, at least for the top end. Is that about right?
If so, the 912 parts aren't actually that much more expensive since they'll last
(now unofficially) 2000 hours at least. I.e. you won't be buying them as often
long as the engine stays together.
VW is still intriguing tho, especially if it has a good redrive....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=242944#242944
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Jabiru Powered MKIII |
Mike/Lucien
Redrives do add some issues but give some benefits that more than out way
any negatives. The VW redrive takes the gyroscopic and harmonic load off the
crank shaft. VW engines almost died out as aircraft conversions due to crank
shaft breakage. Better cranks and a extra large main bearing on the pulley
end solved that issue. Way too much heat in the heads shortens the life of
VW valves. My redrive engine runs so much cooler than my direct drive engine
so I'm hoping it will have a longer valve life. I have also seen titanium
racing valves that might be a solution. Great Plains is also working on
water cooled heads and that will solve the top end TBO issues. The biggest
reason for a redrive is the increased thrust. My direct drive engine could
barely get me off the ground and ran high oil and CHT temperatures and still
would only fly 65 MPH at cruise. My redrive engine gets me and a passenger
off the ground in fine fashion, runs almost 50 degrees cooler CHT 20 degrees
cooler oil temps, a gallon and hour less fuel burn and my cruise is 75MPH.
Say what you want but I'm convinced a redrive on a VW is a good thing.
I'm starting my third season on the original redrive belts and am
considering replacing them this year.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "lucien" <lstavenhagen(at)hotmail.com>
Sent: Wednesday, May 06, 2009 2:41 PM
Subject: Kolb-List: Re: Jabiru Powered MKIII
>
>
> JetPilot wrote:
>> 600 Bucks [Shocked] That is less than 1/10 th what the same parts
>> would cost for the Rotax 912-S. I ask because my friend bought a Great
>> Planes VW for his Kitfox, it seems like a really nice engine at a very
>> good price. My friend will be using direct drive which should solve a
>> lot of problems. The Redrive still seems like a a constant problematic
>> area for many of the engine conversions, how is your latest redrive
>> working out for you ? Is it still a belt drive.
>>
>> I don't like the slide carb either, they seem to be very sensitive to
>> fuel pressure, I read a report of a guy getting vapor lock with one
>> several times. It just seems like a bad idea to be running such low fuel
>> pressure that the slide carb requires. Are you up and flying again this
>> season ?
>>
>> Mike
>
>
> FWIW, A friend of mine who used to run a VW conversion said the usual TBO
> for the VW is about 500 hours, at least for the top end. Is that about
> right?
>
> If so, the 912 parts aren't actually that much more expensive since
> they'll last (now unofficially) 2000 hours at least. I.e. you won't be
> buying them as often long as the engine stays together.
>
> VW is still intriguing tho, especially if it has a good redrive....
>
> LS
>
> --------
> LS
> Titan II SS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=242944#242944
>
>
>
________________________________________________________________________________
| From: | Jon LaVasseur <firestar503(at)yahoo.com> |
Looks like I will be delivering the cookies this year.Shipping is so expensive.
Boyd, will you have your trunk for warming them? :-)
We expect to fly out of Minneapolis on Tuesday or Wednesday next week but won't
have the red Firestar this time. I'm bringing a friend who wouldn't fit in the
back.
See you next week.
Jon L
Minnesota
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: Monument Valley |
Looks like I will be delivering the cookies this year. Shipping is so
expensive. Boyd, will you have your trunk for warming them? :-)
We expect to fly out of Minneapolis on Tuesday or Wednesday next week but
won't have the red Firestar this time. I'm bringing a friend who wouldn't
fit in the back.
See you next week.
Jon L
Minnesota
>>>>>>>>>>>>>>>>>>>>>>>
I don't think so. unless the weather turns off bad, my wife is still
undecided if she wants to fly down with me or drive down with my son and
daughter in law to Moab, the weather for southern ut is for clear and
sunny for the next 7 days.. northern ut is still a bit iffy.
boyd
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Monument Valley |
Looking forward to seeing you there in person. Practice putting up your
tent before you get there though. :-)
Larry C
----- Original Message -----
From: Jon LaVasseur
To: kolb-list(at)matronics.com
Sent: Wednesday, May 06, 2009 9:09 PM
Subject: Kolb-List: Monument Valley
Looks like I will be delivering the cookies this year. Shipping is so
expensive. Boyd, will you have your trunk for warming them? :-)
We expect to fly out of Minneapolis on Tuesday or Wednesday next week
but won't have the red Firestar this time. I'm bringing a friend who
wouldn't fit in the back.
See you next week.
Jon L
Minnesota
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
05/06/09 17:58:00
________________________________________________________________________________
| Subject: | Re: MV trip BREAKFAST |
| From: | "Nelson, Craig" <craig.nelson(at)heraeus.com> |
We'll start early whenever u are ready eggs cooked to order taters
pancakes and stuff... a friend of mine and his buddy will either be
there in a titan and a rands or a bulldog they will be in charge of
coffee. As of now tim will be there with his plane..he just started a
new job and we will see if he can make it as of today he will be there
with the firestar
Technical Manager
Heraeus
300 Heraeus Way
South Bend, IN.
46614
Direct: 623-764-0680
Craig.Nelson(at)heraeus.com
P Please consider the environment before printing this e-mail.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck
Sent: Tuesday, May 05, 2009 10:44 AM
Subject: Re: Kolb-List: Re: MV trip BREAKFAST
Also Sat morning tim and I will serve the biggest
> Arizona Utah, breakfast for every one down by the planes.
> Uncle craig
I'll be there Saturday morning.
What time?
Will you also have hot coffee?
Is Tim bringing his FS?
I know you will have the MKIIIx.
When are you all planning to arrive MV?
See you all there.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: MV trip BREAKFAST |
As of now tim will be there with his plane..he just started a
> new job and we will see if he can make it as of today he will be there
> with the firestar
>
Sounds good.
Anxious to see Tim's FS.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Monument Valley |
> We expect to fly out of Minneapolis on Tuesday or Wednesday next week but
won't have the red Firestar this time. I'm bringing a friend who wouldn't
fit in the back.
> Jon L
Jon:
What are you all flying to MV?
Looking forward to seeing you all.
john h
mkIII
________________________________________________________________________________
| Subject: | help with finding a bolt |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
Hi. If someone would have some extra time (which I seem to be lacking this week)
could I get some help finding a bolt? A friend of mine discovered that one
of the six bolts holding my prop on was broken as he was looking my plane over.
The company that makes my wooden prop is no longer in business or I would call
them. We can't find the bolt at any local stores here. My friend measured it
and says I need 8m x 90mm long with standard 1.25 thread. The bolt needs 25mm
of thread.
I won't even be able to get to the airport until Saturday and was hoping to get
a head start on finding a replacement.
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243011#243011
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: help with finding a bolt |
> The company that makes my wooden prop is no longer in business or I would
call them. We can't find the bolt at any local stores here. My friend
measured it and says I need 8m x 90mm long with standard 1.25 thread. The
bolt needs 25mm of thread.
> Cristal Waters
I'm probably not going to be much help.
Waycross should have a "fastener" store that carries nuts and bolts,
washers, pop rivets, etc.
If you have time take one of the good bolts with you to match the new one.
I get all my 8mm prop bolts from a fastener store in Montgomery, AL.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: help with finding a bolt |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
cristalclear13 wrote:
> Hi. If someone would have some extra time (which I seem to be lacking this week)
could I get some help finding a bolt? A friend of mine discovered that one
of the six bolts holding my prop on was broken as he was looking my plane over.
>
> The company that makes my wooden prop is no longer in business or I would call
them. We can't find the bolt at any local stores here. My friend measured
it and says I need 8m x 90mm long with standard 1.25 thread. The bolt needs
25mm of thread.
>
> I won't even be able to get to the airport until Saturday and was hoping to get
a head start on finding a replacement.
Heh, I just got through with an exercise like this.
First, before you do anything else, try to find out why the bolt broke in the first
place? Broken prop bolts are a dangerous symptom (why I've been so worried
about the harmonics problem I've been having with my WD).
Next, try a Fastenal if there's one in your area, you probably need something like
this:
http://www.fastenal.com/web/products/detail.ex?sku=39128&ucst=t
Don't bother trying to find an aircraft grade metric bolt in the US - no such animal.
Generally, grade 8.8 (which corresponds to grade 5 in English sized bolts)
has the ductility you need for prop bolts.
5/16" are virtually the same as M8 diameter-wise, but the normal national coarse
thread won't work in a 1.25 threaded 8mm hole (so if you attach to the flange
with backing nuts only, 5/16" are a suitable substitute).
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243016#243016
________________________________________________________________________________
| From: | Jon LaVasseur <firestar503(at)yahoo.com> |
| Subject: | Re: Monument Valley |
Hi Larry,=0A=0AI have the tent up in my living room (Kathy really likes tha
t)..........but I won't be carrying much beside cookies, hint, hint. :-)-
Are driving or bringing the HSK machine?=0A=0A=0A=0A=0A___________________
_____________=0AFrom: Larry Cottrell <lcottrell(at)fmtcblue.com>=0ATo: kolb-li
st(at)matronics.com=0ASent: Wednesday, May 6, 2009 11:06:41 PM=0ASubject: Re:
Kolb-List: Monument Valley=0A=0A=0ALooking forward to seeing you there in p
erson. Practice putting up your tent before you get there though. :-)=0ALar
ry C=0A=0A=0A
________________________________________________________________________________
| Subject: | Re: help with finding a bolt |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
John Hauck wrote:
>
> I'm probably not going to be much help.
>
> Waycross should have a "fastener" store that carries nuts and bolts,
> washers, pop rivets, etc.
>
> If you have time take one of the good bolts with you to match the new one.
>
> I get all my 8mm prop bolts from a fastener store in Montgomery, AL.
>
> john h
> mkIII
Thanks John. Maybe I can break away from work for a bit and try that. We do have
a store called Fastenal.
Looks like you are getting some pretty good storms this morning? Which day do
you plan to leave for MV?
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243017#243017
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: help with finding a bolt |
Advanced Auto stocks some Metric bolts..and they likely can have them
in overnight.. Herb
At 08:57 AM 5/7/2009, you wrote:
>
>
> > The company that makes my wooden prop is no longer in business or
> I would call them. We can't find the bolt at any local stores
> here. My friend measured it and says I need 8m x 90mm long with
> standard 1.25 thread. The bolt needs 25mm of thread.
>
>
> > Cristal Waters
>
>
>I'm probably not going to be much help.
>
>Waycross should have a "fastener" store that carries nuts and bolts,
>washers, pop rivets, etc.
>
>If you have time take one of the good bolts with you to match the new one.
>
>I get all my 8mm prop bolts from a fastener store in Montgomery, AL.
>
>john h
>mkIII
>
>
>Checked by AVG - www.avg.com
>05/06/09 17:58:00
________________________________________________________________________________
| Subject: | Re: help with finding a bolt |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
If you can't find them locally, McMaster Carr has them. Part No. 91280A560,
but you have to buy a lifetime supply (25) at about 50 cents each.
Rick
On Thu, May 7, 2009 at 8:44 AM, cristalclear13 wrote:
> cristalclearwaters(at)gmail.com>
>
> Hi. If someone would have some extra time (which I seem to be lacking this
> week) could I get some help finding a bolt? A friend of mine discovered
> that one of the six bolts holding my prop on was broken as he was looking my
> plane over.
>
> The company that makes my wooden prop is no longer in business or I would
> call them. We can't find the bolt at any local stores here. My friend
> measured it and says I need 8m x 90mm long with standard 1.25 thread. The
> bolt needs 25mm of thread.
>
> I won't even be able to get to the airport until Saturday and was hoping to
> get a head start on finding a replacement.
>
> --------
> Cristal Waters
> Kolb Mark II Twinstar
> Rotax 503 DCSI
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=243011#243011
>
>
________________________________________________________________________________
| From: | Jon LaVasseur <firestar503(at)yahoo.com> |
| Subject: | Re: Monument Valley |
Hi John,
Hoped you wouldn't ask after your little altercation, at the gas pump, with the
big shot pilot in the glossy, glass paneled, 100 mph sport plane. :-) We are
flying an older European model of the CT2k but it doesn't have any glass panels
and you already know I am no hot shot pilot. Maybe I can find a parking place
out of sight. :-)
Jon:
What are you all flying to MV?
Looking forward to seeing you all.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: help with finding a bolt |
> Thanks John. Maybe I can break away from work for a bit and try that.
We do have a store called Fastenal.
>
> Looks like you are getting some pretty good storms this morning? Which
> day do you plan to leave for MV?
>
> --------
> Cristal Waters
Fastenal will have exactly what you are looking for.
I don't think you need to be too alarmed with a broken prop bolt on a 503.
I remember breaking my share of them on my 447 with wooden prop. I have
also broken a couple over the years on the 912 engines. Never have found
out why, except the will break occasionally.
We have been getting beat up with thunderstorms, heavy rain, and wind for
three days. Hoping it will all blow out of here by next Tuesday morning
when I leave for Sherman, TX.
Looks like we will have four mkIII's and a J5 Cub meeting at Sherman for the
flight out to Los Lunas, NM, and Monument Valley. From MV we intend to fly
up to Oregon and spend a few days with Larry and Karen Cottrell. We will
pick up Mike Marker and his RANS S-18 for that part of the flight. There
are some other folks that may fly if they can get their work schedule and
aircraft problems sorted out.
Looks like we are going to have a good Unplanned/Unorganized Kolb Flyin,
Monument Valley, for the seventh consecutive year. Wish all of you could be
with us next week.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Monument Valley |
> Hoped you wouldn't ask after your little altercation, at the gas pump,
with the big shot pilot in the glossy, glass paneled, 100 mph sport plane.
:-) We are flying an older European model of the CT2k but it doesn't have
any glass panels and you already know I am no hot shot pilot. Maybe I can
find a parking place out of sight. :-)
>
> Jon:
Don't think we will have any problems like that at MV. ;-)
Most of the "other" airplane guys that have wandered in to Gouldings while
we were there have been extra nice, curious about our aircraft, where we
flew from, etc.
john h
________________________________________________________________________________
| Subject: | Engine angle on the airframe mounts on a MKIII |
Hello All,
I have checked the archives extensively and found some useful information
but I would like to take a poll.
In reference to the engine mounts on the airframe of a MKIIIC, what angle
does your engine sit at. Does the engine sit flat (parallel) on the mounts?
Are there any spacers or engine mount holes that make the front of the
engine sit higher or lower on the airframe mount. I Know the effect that
engine angle has on yaw trim, I just wanted to see where other people landed
on the engine mount.
Jason
MKIIIC
BMW engine
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Engine angle on the airframe mounts on a MKIII |
Jason:
Over the years I have experimented with changing engine attitude in
pitch and yaw. I did this with my FS and MKIIIc.
Results indicated it was not worth the effort of screwing up good engine
mounts.
I believe the stock engine position is as good as it gets.
I have also experimented with off setting the leading edge of the upper
vertical stabilizer in order to help control adverse yaw. Again, was
not worth the holes I had to drill in the tailboom to conduct my
experiment. I found the best solution was to use the appropriate size
rudder trim tab set at the correct angle.
Interesting to note, the new Kolb MKIIIx I tested last year ended up
with an identical size and shape rudder trim tab as on my much older
MKIIIc.
I do like to get the engine as low in the mounts as I can to help offset
some of the adverse pitch down caused by a high thrust line on a pusher.
The leading edge of my horizontal stabilizer is somewhat lower than what
the plans called for. Where I have mine set now is where my mkIII flies
best. Up or down from this position causes the mkIII to act like it is
trying to balance on a ball. Was difficult to keep it in a good cruise
attitude. Nose would either want to drop or climb. Would be hard to
fly all day in that condition.
john h
mkIII
In reference to the engine mounts on the airframe of a MKIIIC, what
angle does your engine sit at. Does the engine sit flat (parallel) on
the mounts? Are there any spacers or engine mount holes that make the
front of the engine sit higher or lower on the airframe mount. I Know
the effect that engine angle has on yaw trim, I just wanted to see where
other people landed on the engine mount.
Jason
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Monument Valley |
driving this time, quicker and easier all around. I am dieting now so
that I can give it my best shot.
Larry
----- Original Message -----
From: Jon LaVasseur
To: kolb-list(at)matronics.com
Sent: Thursday, May 07, 2009 8:01 AM
Subject: Re: Kolb-List: Monument Valley
Hi Larry,
I have the tent up in my living room (Kathy really likes
that)..........but I won't be carrying much beside cookies, hint, hint.
:-) Are driving or bringing the HSK machine?
-------------------------------------------------------------------------
-----
From: Larry Cottrell <lcottrell(at)fmtcblue.com>
To: kolb-list(at)matronics.com
Sent: Wednesday, May 6, 2009 11:06:41 PM
Subject: Re: Kolb-List: Monument Valley
Looking forward to seeing you there in person. Practice putting up
your tent before you get there though. :-)
Larry C
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
05/07/09 05:57:00
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: help with finding a bolt |
Cristal,
The only place that I could find metric bolts of that size was at a
John Deere tractor supply.
Larry C
----- Original Message -----
From: cristalclear13
To: kolb-list(at)matronics.com
Sent: Thursday, May 07, 2009 7:44 AM
Subject: Kolb-List: help with finding a bolt
Hi. If someone would have some extra time (which I seem to be lacking
this week) could I get some help finding a bolt? A friend of mine
discovered that one of the six bolts holding my prop on was broken as he
was looking my plane over.
The company that makes my wooden prop is no longer in business or I
would call them. We can't find the bolt at any local stores here. My
friend measured it and says I need 8m x 90mm long with standard 1.25
thread. The bolt needs 25mm of thread.
I won't even be able to get to the airport until Saturday and was
hoping to get a head start on finding a replacement.
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243011#243011
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
05/07/09 05:57:00
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: help with finding a bolt |
one last time... :-)
Advanced Auto sold me metric bolts of correct
length...8.8s... try them...Herb
At 11:03 AM 5/7/2009, you wrote:
>Cristal,
> The only place that I could find metric bolts of that size was
> at a John Deere tractor supply.
>Larry C
>----- Original Message -----
>From: <mailto:cristalclearwaters(at)gmail.com>cristalclear13
>To: kolb-list(at)matronics.com
>Sent: Thursday, May 07, 2009 7:44 AM
>Subject: Kolb-List: help with finding a bolt
>
><cristalclearwaters(at)gmail.com>
>
>Hi. If someone would have some extra time (which I seem to be
>lacking this week) could I get some help finding a bolt? A friend
>of mine discovered that one of the six bolts holding my prop on was
>broken as he was looking my plane over.
>
>The company that makes my wooden prop is no longer in business or I
>would call them. We can't find the bolt at any local stores
>here. My friend measured it and says I need 8m x 90mm long with
>standard 1.25 thread. The bolt needs 25mm of thread.
>
>I won't even be able to get to the airport until Saturday and was
>hoping to get a head start on finding a replacement.
>
>--------
>Cristal Waters
>Kolb Mark II Twinstar
>Rotax 503 DCSI
>
>
>Read this topic online here:
>
><http://forums.matronics.com/viewtopic.php?p=243011#243011>http://forums.matronics.com/viewtopic.php?p=243011#243011
>
>
>http://www.matronicp; via the Web
>href="http://forums.matronics.com">http://forums.matronics.com
>_p; generous
>bsp;
>href="http://www.matronics.com/contribution">http://www.matronics.com/c================
>
>
>----------
>- <http://www.avg.com>www.avg.com
>05/07/09 05:57:00
>
>
________________________________________________________________________________
| Subject: | Re: help with finding a bolt |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
> > Thanks John. Maybe I can break away from work for a bit and try that.
> We do have a store called Fastenal.
>
> >
> > Looks like you are getting some pretty good storms this morning? Which
> > day do you plan to leave for MV?
> >
> > --------
> > Cristal Waters
> >
> >
>
>
> Fastenal will have exactly what you are looking for.
>
> I don't think you need to be too alarmed with a broken prop bolt on a 503.
> I remember breaking my share of them on my 447 with wooden prop. I have
> also broken a couple over the years on the 912 engines. Never have found
> out why, except the will break occasionally.
>
> We have been getting beat up with thunderstorms, heavy rain, and wind for
> three days. Hoping it will all blow out of here by next Tuesday morning
> when I leave for Sherman, TX.
>
> Looks like we will have four mkIII's and a J5 Cub meeting at Sherman for the
> flight out to Los Lunas, NM, and Monument Valley. From MV we intend to fly
> up to Oregon and spend a few days with Larry and Karen Cottrell. We will
> pick up Mike Marker and his RANS S-18 for that part of the flight. There
> are some other folks that may fly if they can get their work schedule and
> aircraft problems sorted out.
>
> Looks like we are going to have a good Unplanned/Unorganized Kolb Flyin,
> Monument Valley, for the seventh consecutive year. Wish all of you could be
> with us next week.
>
> john h
> mkIII
I may have too much time pressure to make the trip, but if I do it'll probably
be crack of dawn Fri. morning then return crack of dawn Sat.
I'm not optimistic about the winds either, we've had a late spring here and 15G25
is pretty calm......
Get-back-itis may be the main hazard (have to be in office Mon. morning or else),
so my plans are tentative at this point.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243040#243040
________________________________________________________________________________
| Subject: | Re: Engine angle on the airframe mounts on a MKIII |
Thanks John,
Can you tell me if the "stock" position is with the engine parallel (or the prop
perpendicular) to the mounts on the airframe or does "stock" mean that the front
of the engine is raised or lowered some per the factory instructions.
Jason
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243042#243042
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Engine angle on the airframe mounts on a MKIII |
> Can you tell me if the "stock" position is with the engine parallel (or
the prop perpendicular) to the mounts on the airframe or does "stock" mean
that the front of the engine is raised or lowered some per the factory
instructions.
>
> Jason
Jason:
On my mkIII the line of thrust is parallel with the stock engine mounts, and
as low as I could get the 912 and still have a little clearance to keep from
hitting the large root tube during flight.
john h
mkIII
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Engine angle on the airframe mounts on a MKIII |
Jason
I have played around a bit on engine positions and I agree with John, it
doesn't seem to make any difference. From a purely theoretical view it would
seem the best thrust line would be having the line of thrust pushing
straight forward in cruise. Allowing for a few degrees of angle of attack
for the wing to maintain altitude, I set my line of thrust 2-4 degrees down
from parallel with the bottom line of the wing. Or 2-4 degrees prop up,
front of engine down. I had to do this because I had cut to stock engine
mount off the airframe to be able to lower the engine. Yes the lower the
thrust line the better. This makes a real big difference.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Jason Omelchuck" <jason@trek-tech.com>
Sent: Thursday, May 07, 2009 1:01 PM
Subject: Kolb-List: Re: Engine angle on the airframe mounts on a MKIII
>
> Thanks John,
>
> Can you tell me if the "stock" position is with the engine parallel (or
> the prop perpendicular) to the mounts on the airframe or does "stock" mean
> that the front of the engine is raised or lowered some per the factory
> instructions.
>
> Jason
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=243042#243042
>
>
>
________________________________________________________________________________
| Subject: | Re: help with finding a bolt |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
John Hauck wrote:
>
> Fastenal will have exactly what you are looking for.
>
>
Thank you all for your responses. Fastenal will order them and get them here by
Monday.
Thanks! :D
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243050#243050
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: help with finding a bolt |
Fastenal had the equivalent of the fabric rivets when I was building
my (left) wing. Nice to walk in and walk out with what you need today.
BB
On 7, May 2009, at 2:29 PM, cristalclear13 wrote:
>
>
>
> John Hauck wrote:
>>
>> Fastenal will have exactly what you are looking for.
>>
>>
>
>
> Thank you all for your responses. Fastenal will order them and get
> them here by Monday.
>
> Thanks! :D
>
> --------
> Cristal Waters
> Kolb Mark II Twinstar
> Rotax 503 DCSI
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=243050#243050
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: help with finding a bolt |
At 09:44 AM 5/7/2009, cristalclear13 wrote:
>
>
>Hi. If someone would have some extra time (which I seem to be lacking
>this week) could I get some help finding a bolt? A friend of mine
>discovered that one of the six bolts holding my prop on was broken as he
>was looking my plane over.
>
>The company that makes my wooden prop is no longer in business or I would
>call them. We can't find the bolt at any local stores here. My friend
>measured it and says I need 8m x 90mm long with standard 1.25
>thread. The bolt needs 25mm of thread.
McMaster <http://mcmaster.com> has it.
--
Q: Why is it that New Jersey got all the toxic waste dumps and California
got all the lawyers?
A: New Jersey had first choice.
________________________________________________________________________________
| Subject: | M3X pictures,numbers |
| From: | "ces308" <ces308(at)ldaco.com> |
Hello all....was up again this evening...picture was taken at 3000,cruising at
2780 rpm's at about 82 mph...other numbers, in case you are have no idea of what
the other numbers are ,here it goes..
rpm egt egt
oil temp/press cht cht
climb at 60 mph according to my gps was between 1600-1800 fpm.I have not tried
it with a stop watch yet.
chris ambrose
m3x/jabiru a-2200
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243093#243093
Attachments:
http://forums.matronics.com//files/001_508.jpg
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
1600-1800 fpm? That is as good a climb rate as I've ever heard of in any Kolb.
Very impressive.
I get huge rates of climb occasionally, when I catch a really good thermal.
I'd like to stick one of those Jabirus on my FSII & & see what it would do.
--------
Jimmy Young
FS II, Generac V-Twin
Houston TX area
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243116#243116
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Chris,
Those are really impressive numbers ! Do you have the Jabiru 3300 on there ?
What kind of prop are you using ? Have you checked your indicated speed at cruise
against your GPS to confirm that is actual speed ? I ask because my cruise
is around 70 MPH at 50 % power. I can push it up to 80 easy enough but the
power is quite high at that point and my fuel usage goes up a lot.
What percent power is 2780 RPM on your Jab ? What is your climb RPM ? Hope you
dont mind all the questions, but there are just not that many MK III Xtras
out there that I have been able to compare numbers with.
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=243139#243139
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "ces308" <ces308(at)ldaco.com> |
Mike,
Climb rpm's are 3100 at 60 mph...Jabiru says cruise power is between 2800 to
2900 rpm's ...at 2900 it cruises at 92 mph.I had her up again this morning and
I realy tried watching the speed and climb rate on my Lorance Airmap 1000 and
it was climbing at 60 mph and showing 1400-1600 fpm with 1 notch of flaps...it
seemed to go up when I retracted the flaps....Next time up will be no flaps
and I'll see what the climb rate is them.The Jab is the A-2200,solid lifter 85
hp engine...ser # 1228.
chris ambrose
m3x/jab
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243161#243161
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | loseyf(at)comcast.net |
Awesome! You are starting to sway my decision....
------Original Message------
From: Chris Ambrose
Sender: owner-kolb-list-server(at)matronics.com
ReplyTo: kolb-list(at)matronics.com
Sent: May 8, 2009 2:05 PM
Subject: Kolb-List: Re: M3X pictures,numbers
Mike,
Climb rpm's are 3100 at 60 mph...Jabiru says cruise power is between 2800 to
2900 rpm's ...at 2900 it cruises at 92 mph.I had her up again this morning and
I realy tried watching the speed and climb rate on my Lorance Airmap 1000 and
it was climbing at 60 mph and showing 1400-1600 fpm with 1 notch of flaps...it
seemed to go up when I retracted the flaps....Next time up will be no flaps
and I'll see what the climb rate is them.The Jab is the A-2200,solid lifter 85
hp engine...ser # 1228.
chris ambrose
m3x/jab
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243161#243161
Sent from my Verizon Wireless BlackBerry
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Very nice numbers, I am nothing short of amazed ! You must have a really big smile
on your face after performance like that :) Normal takeoff would be no
flaps unless you are on a very short or soft field. Flaps do reduce stall, but
they add more drag than anything, so you will be higher more quickly without
flaps on takeoff. The other reason to takeoff zero flaps is that if the engine
were to quit on takeoff, you would slow down less quickly, and glide further
without flaps.
What kind of prop do you have on your plane ?
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=243170#243170
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: M3X pictures,numbers |
> Climb rpm's are 3100 at 60 mph...Jabiru says cruise power is between
2800 to 2900 rpm's ...at 2900 it cruises at 92 mph.I had her up again this
morning and I realy tried watching the speed and climb rate on my Lorance
Airmap 1000 and it was climbing at 60 mph and showing 1400-1600 fpm with 1
notch of flaps...it seemed to go up when I retracted the flaps....Next time
up will be no flaps and I'll see what the climb rate is them.The Jab is the
A-2200,solid lifter 85 hp engine...ser # 1228.
>
> chris ambrose
When talking about an aircraft's performance, ground speed doesn't play a
part.
You can use the gps ground speed to get a pretty good idea of how accurate
your asi is by flying a two way, 180 degree route, at the same indicated
airspeed, dividing by two and comparing to ground speed.
The MKIII, old one like mine and the X climb best with no flaps.
My mkIII with 10 gal fuel and me will climb 2000 fpm at 65 mph indicated
airspeed. The vsi needle is on the stop. That is on a good day. Most days
it climbs about 1800 fpm.
Cruises at 80-85 mph, trued out, at 5000 rpm, 75% power.
Used to cruise 85 to 88 mph until I put the big Maule Tundra Tailwheel on
it. The big tailwheel works so much better than anything else I have tried,
it is worth the loss of cruise to be able to rely on it to get there and get
me home.
john h
mkIII
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: M3X pictures,numbers |
I think we are all scratching our heads because you are out
performing a Rotax 912s... with a shorter and less efficient
prop...theoretically...anyways,...Herb
At 01:05 PM 5/8/2009, you wrote:
>
>Mike,
>
> Climb rpm's are 3100 at 60 mph...Jabiru says cruise power is
> between 2800 to 2900 rpm's ...at 2900 it cruises at 92 mph.I had
> her up again this morning and I realy tried watching the speed and
> climb rate on my Lorance Airmap 1000 and it was climbing at 60 mph
> and showing 1400-1600 fpm with 1 notch of flaps...it seemed to go
> up when I retracted the flaps....Next time up will be no flaps and
> I'll see what the climb rate is them.The Jab is the A-2200,solid
> lifter 85 hp engine...ser # 1228.
>
>chris ambrose
>m3x/jab
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=243161#243161
>
>
>Checked by AVG - www.avg.com
>05/08/09 11:43:00
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: M3X pictures,numbers |
While it makes little difference as long as the runway is decent, I
find one notch on takeoff gets
me off the bumps earlier (John's meadow muffins?). As soon as I have
established a reasonable
stability I ease them off for the better climb rate.
BB
MkIII, suzuki 3 cyl
On 8, May 2009, at 2:51 PM, JetPilot wrote:
>
> Very nice numbers, I am nothing short of amazed ! You must have a
> really big smile on your face after performance like that :)
> Normal takeoff would be no flaps unless you are on a very short or
> soft field. Flaps do reduce stall, but they add more drag than
> anything, so you will be higher more quickly without flaps on
> takeoff. The other reason to takeoff zero flaps is that if the
> engine were to quit on takeoff, you would slow down less quickly,
> and glide further without flaps.
>
> What kind of prop do you have on your plane ?
>
> 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=243170#243170
>
>
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "ces308" <ces308(at)ldaco.com> |
The prop I am running is a Sensenich W58DJL44 wood prop,and all speed numbers are
IAS. I guess I am just used to adding 10-15* of flap on the Skyhawk to get
off quicker....and it does work for the m3 too,but next time I will try no flaps
and give you those numbers.I have never flown one of these before,so I really
have nothing but my 172 to compare it to...I guess if I had to compare it to
something ,it would be a Super Cub PA-18-150.
chris ambrose
m3x/jab
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243229#243229
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Engine angle on the airframe mounts on a MKIII |
In reference to the engine mounts on the airframe of a MKIIIC, what angle
does your engine sit at. Does the engine sit flat (parallel) on the mounts?
Are there any spacers or engine mount holes that make the front of the
engine sit higher or lower on the airframe mount. I Know the effect that
engine angle has on yaw trim, I just wanted to see where other people landed
on the engine mount.
Jason
MKIIIC
BMW engine
>>>>>>>>>>>>>>>.
Parallel on the mounts for me.
Boyd Young
MKIIIC
Utah
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: M3X pictures,numbers |
The prop I am running is a Sensenich W58DJL44 wood prop,and all speed
numbers are IAS. I guess I am just used to adding 10-15* of flap on the
Skyhawk to get off quicker....and it does work for the m3 too,but next time
I will try no flaps and give you those numbers.I have never flown one of
these before,so I really have nothing but my 172 to compare it to...I guess
if I had to compare it to something ,it would be a Super Cub PA-18-150.
chris ambrose
m3x/jab
>>>>>>>>>>>>>>>>>>
>From my training,, lowering the flaps increases lift as well as drag...
adding up to 10 to 15 deg of flaps increases lift far more than the drag.
After 20 deg the drag is increased at a far greater rate than the lift.
That said, my testing was at 0, 20, & 40 deg of flaps on my mkIIIC my take
off roll for 0 and 40 deg was about the same... while 20 deg of flaps
reduced my takeoff roll by around 25%.
Boyd Young
MKIIIC
Utah
________________________________________________________________________________
| Subject: | Harmonics problem - solved |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Just FYI for anyone who might be interested in the prop harmonics story,
Solved my harmonics problem completely by going to a Powerfin F model 3-blade (70").
Took it around the patch last night and it was like scratching an itch -
nice smooooth wobble-free power. Harmonics gone.
As far as the numbers, performance was exactly what I was expecting as I've flown
a bunch of powerfins over the years - better climb, narrower speed range, very
happy engine/gearbox. Climb slightly better than the WD, 10mph now missing
off the top end (90mph indicated at 5100 rather than 100, but it's smooth now
so I don't care. I can do anything I want at 90mph).
I'm going to fly a little more before I make the logbook entry. After that I'm
probably going to put my WD up for sale as it's a perfectly good prop and would
be perfection on a 912 equipped Kolb.
Ah, sweet relief......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243264#243264
________________________________________________________________________________
| Subject: | Re: Harmonics problem - solved |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Very good information Lucien ! I'm sure there will be many people interested
in your report and solution to this problem. I fly a Powerfin on a Trike, they
are very nice props.
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=243271#243271
________________________________________________________________________________
| Subject: | Re: Harmonics problem - solved |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
JetPilot wrote:
> Very good information Lucien ! I'm sure there will be many people interested
in your report and solution to this problem. I fly a Powerfin on a Trike,
they are very nice props.
>
> Mike
Yeah, shame it had to be such a brute force fix tho (i.e. brute force on my wallet).
But I've always thought the powerfin was a little underrated and I'm not really
sure why. I've flown a couple powerfins, my last was my 66" F 2-blade I ran on
my trike and then later my powered parachute. I just love them. On the trike,
it gave me 1800fpm sustained with the 503/2.58 B box. Same combo on my PPC gave
the highest climb rate of the other props I tried (including another PF C
model). Stuart was surprised by that when we were talking about it over the phone,
because the C model is his main PPC prop and he didn't expect the F to outperform
it.
The F model does have enormous amounts of blade area so it tends to have a narrow
speed range (which I can definitely confirm with a near 10mph drop in top end
over the WD). But it's the strongest pusher/climber on the market (which I
also reconfirmed last night).
Stuart did change the construction of the blades slightly. The newer ones weigh
a little more and I suspect that was for strengthening. It's still significantly
lighter than my WD confirmed by a heft test, and far lighter than the IVO
medium.
I'll see if Daryl will take my WD back, tho I won't object if he doesn't want to
take back a perfectly good prop. If not, I'll probably put it up for sale once
I'm done confirming everything's fine with the PF.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243274#243274
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Harmonics problem - solved |
> Very good information Lucien ! I'm sure there will be many people
interested in your report and solution to this problem. I fly a Powerfin
on a Trike, they are very nice props.
>
> Mike
Glad Lucien found his problem.
Did he inform the Titan List?
Ted Cowan must still be waiting on his new blades.
I just got in from flying my 71" Warp Drive. Same as always, since 1993.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Harmonics problem - solved |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
>
>
> Glad Lucien found his problem.
>
> Did he inform the Titan List?
>
> Ted Cowan must still be waiting on his new blades.
>
> I just got in from flying my 71" Warp Drive. Same as always, since 1993.
>
> john h
> mkIII
Yeah I know this was mostly not Kolb related, so didn't mean to drag it out, my
apologies to the list on that.
Hopefully the prop info is of general interest, tho.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243294#243294
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Harmonics problem - solved |
> Yeah I know this was mostly not Kolb related, so didn't mean to drag it
out, my apologies to the list on that.
>
> Hopefully the prop info is of general interest, tho.
>
> LS
Just a wild guess, but I think your's and Tom Cowan's problems with the Warp
Drive Prop are isolated to your individual airplanes.
I have flown Sling Shots with 912ULS and 3 blade WD which had no problem. I
know of several Titans that fly with 912ULS and Warp Drives with no
problems.
Air flow can make a prop do some funny things, in the case of Ronny Collins
Sling Shot/582/Warp Drive that suffered harmonic problems that sounded and
acted just like Ted Cowan's.
Not much fun when your airplane does not perform like you want it to, no
matter what the problem.
My ANR power supply that converts 12VDC to 9VDC filtered power quit working.
Discovered this on my flight yesterday. This afternoon I pulled the power
supply and wiring out of the mkIII. Soon as I got it out I discovered a
cold solder joint had pulled out of the circuit board. Bugged hell out of
me until I got it fixed. It happened just prior to spending 3 or more weeks
living out of and flying the mkIII. That is when most stuff breaks, just
prior to time to go on a long trip.
jpohn h
mkIII
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
Flaps do reduce stall, but they add more drag than anything, so you will
be higher more quickly without flaps on
> takeoff. >>
Where did you get that from?. Try looking out of the window on takeoff next
time you are on a trip.Well, well, well Just look. They have the flaps down.
I wonder why they do that?
Pat
________________________________________________________________________________
| Subject: | Re: Harmonics problem - solved |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
>
> Just a wild guess, but I think your's and Tom Cowan's problems with the Warp
> Drive Prop are isolated to your individual airplanes.
>
> I have flown Sling Shots with 912ULS and 3 blade WD which had no problem. I
> know of several Titans that fly with 912ULS and Warp Drives with no
> problems.
>
I'd say that jives with my findings as well. I've talked to 2 other owners of my
model plane, both use the WD 3-blade. One has the exact same problem I do, the
other has no problems. Go figure.
My FSII had a 68" WD on it, totally smooth operation with excellent performance,
quiet, etc.
And then there's all those bajillions of other planes out there that run the WD
with problems. Can't see how it's anything other than an interaction twixt the
plane and prop peculiar to this model plane. There's only 6 or 7 of the big
titan flying in the world at this point, and the changes to the cabin height and
width are signficant. doesn't surprise me that with a newer design there could
be a new oddity with what's otherwise one of the best motor/prop combos available
that we just hadn't seen yet.
>
> Air flow can make a prop do some funny things, in the case of Ronny Collins
> Sling Shot/582/Warp Drive that suffered harmonic problems that sounded and
> acted just like Ted Cowan's.
>
> Not much fun when your airplane does not perform like you want it to, no
> matter what the problem.
>
Well in my case, it's not a defective prop I know that for sure. That was the annoying
part, if something was just broke all I had to do was fix it.
Like I said, guess that's why these suckers have that big ol experimental pasted
on the side.......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243310#243310
________________________________________________________________________________
| Subject: | Generac V-twin questions for Jimmy |
| From: | "2danglico" <john.tempest(at)basf.com> |
Jimmy, I have been reading your previous posts regarding your 4-stroke endeavor
with great interest. I fly a Firestar 1 with a 447. I have two Culver props (climb
and cruise) that Larry and Gene sold and service, so I know the guys at
Valley Eng, and they do enjoy my trust and confidence.
I was reading about you experimenting with a prop swap. You posted that the larger
wood prop that Valley supplied gave alot more static thrust than the IVO and
you were optimistic about improved flight performance. But I couldn't find
a post regarding your impressions of the big wood prop in flight.
Are you still using the big prop or did you go back to the IVO?
Did the higher static thrust translate to better climb performance?
Sorry if you have already addressed these things and I missed them. Also thanks
for posting all the info and data on your engine swap.
John Tempest
Firestar 1
447
Future V-twin flyer?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243391#243391
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Monument Valley Video Clip |
Here is a good video clip of Monument Valley. Although a Kolb was not the
camera platform, it will give those of you who have not flown in the valley
a good idea of what it looks like.
http://www.youtube.com/watch?v=vPAM10V8rkE&feature=channel_page
john h
mkIII
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
SAFE TO READ -- REQUIRES NO ANSWER
John
Have a ball at MV. I know you will.
Fair winds, happy days, happier nights
Russ
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> John
> Have a ball at MV. I know you will.
> Fair winds, happy days, happier nights
> Russ
Thanks.
We are all looking forward to a great little flyin.
Arizona Dave and John Williamson won't be there in body, but I think I can
count on them being present in spirit. Both were charter members of a very
select group of enthusiasts that love to build, fly, and share our
experiences with Homer Kolb's little airplanes. We'll also miss Bill
Herren, who was lucky enough to fulfill his dream of flying his airplane
over a lot of the lower 48.
I encourage everyone that has a true interest in Kolbs to make the effort to
join us. Come as you are: fly, drive, or walk.
john h
mkIII - One day and a wake up!
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
Sorry, list but I screwed up. That msg was meant for John, not the List
My apologies
Russ
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | The further adventures of HKS Firestar |
Well it appears that I finally have a handle on my heating problems with
the HKS. If you remember I put some shrouds? over the cylinders to pull
and route some more air to the heads. This resulted in a reduction of
about 20 to 30 degrees which was great, but the OAT was 40 degrees at
the time. The weather finally warmed up to the mid to low 70's and I was
back up bumping max CHT's temps with any rpm's that were significant
enough to keep me clear of the sage.
The problem was that the muffler and oil cooler were mounted on top of
the tube above the wing and was blocking a lot of air flow. The carbs
are mounted just behind them so the air was really screwed up coming
around all that crap in front of the cylinders. The oil cooler had at
least half of its surface blocked by my little shorty gap seal. With all
that stuff up there, and all the oil hoses running everywhere, I just
cut off the gap seal even with the oil cooler.
You can see what a tortured route the air has to go through to get to
the cylinder heads.
This is what it looks like with the cooler moved.
You can see where the gap seal ended. With the rerouting of the oil
hoses this time I made sure that they were as close to the root tube as
I could get them and I added some lexan to enclose as much of that area
as I could. I ended up with two pieces since I still had to allow for
the muffler stand, but I got most of it covered up.
I had noticed when I first flew it after installing the HKS that I had
lost about 5 MPH on my stall speed. (yes I do have VG's) It went from
about 29-31 MPH to 36-39 MPH. I knew that I had added weight and that
was what I had attributed the loss to. Well after I moved the oil cooler
I took it for a test flight with the old gap seal in it. (test one thing
at a time) The OAT was 71 degrees.
This was my EIS reading at (I am guessing since my RPM's weren't working
due to a loose wire) 53-5400 rpms. (top line RPM-left EGT-Right EGT.
Bottom line- Oil temp-oil pressure-left CHT-Right Cht) The last time I
flew over this same spot at this same OAT temp. I was bumping max CHT. I
never got within 30 degrees of max with the oil cooler moved.
OK, back on the ground and I start working on the gap seal and take off
again after installing it. Now the weather had changed and the wind had
come up. The air was pretty bumpy with the thermals and I was getting
good climb in the 6-700 FPM range. 350 was about the best I could do
with the 503. I decided to do some stalls to see if there was any
difference. I was back down to 31-32 MPH and my max CHT was 271. I had
fixed the wire to the rpm's and found that I was actually able to fly
at 4900 RPM's, which I had not been able to do before. As I say the air
was bumpy and very squirrelly, so I am not going to draw any hard and
fast conclusions other than CHT temps until I get a chance to test it on
a calmer day. However it does appear that installing the rest of the gap
seal has improved my performance significantly as well as lowering my
temps.
This eases my mind significantly, as it get really hot here and with my
prior set up would be limited as to when I could fly. I still only have
26 hours on the engine so when it breaks in, it may lower more still.
Larry C
Firestar II 467 hours
see you in MV- Driving!
________________________________________________________________________________
| From: | "Dave Rains" <RangeFlyer72(at)yahoo.com> |
Due to a forced auto rotation today, I will not be arriving with my helo, no, no
injuries or damage.
I will be flying in my C175 and will make it available for flights around the monuments,
beer runs to Page, flying local Navajo kids etc. Looking forward to
seeing the gang.
Dave
--------
Dave Rains
N8086T
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243453#243453
________________________________________________________________________________
| From: | mark rinehart <capt_riney(at)yahoo.com> |
I'm looking for a low time Rotax 912UL or ULS for my Kolb MarkIII project. I'm
also watching Barnstormers.com. If you have a Rotax 912 for sale or know someone
who might please let me know. Thanks.
Mark Rinehart
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: The further adventures of HKS Firestar |
Larry
Do I read oil temp as 151F?
Isn't that still too high?
Russ Kinne
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: The further adventures of HKS Firestar |
Kolb-List message posted by: russ kinne
>
> Larry
> Do I read oil temp as 151F?
> Isn't that still too high?
> Russ Kinne
I can't reply for Larry C and his HKS, but just for info the minimum oil
temp on the 912 series engines is 190F. Reason: To burn off condensation
and contaminents.
My oil temp normally runs 230F and as high as 250F during long full throttle
climb outs.
Red line is 285F for 912UL.
266F for 912ULS.
john h
mkIII
________________________________________________________________________________
| From: | <apilot(at)surewest.net> |
| Subject: | Re: Need Rotax 912 |
I know a fellow who has one and may want to sell it. Call me for info. Vic Gibson
Sacramento area 916, 722-9692 NOTE: I fly a Kolb Mark III Classic with
a Geo Metro Suzuki G10 engine.
________________________________________________________________________________
| From: | "frank.goodnight" <frank.goodnight(at)att.net> |
| Subject: | Re: The further adventures of HKS Firestar |
Larry,
Glad to hear you have fixed your heat problems. I don't use any type
of air scoop
and use the cloth gap seal that came with my kit. My oil cooler is
mounted just below
the root tube.My temps are in line with what you are now finding even
on a 100 degree day.
I just don't have temp problems ,cht-egt-or oil.I do like the looks
of where you mounted your
oil cooler I may change mine just because it cleans up the front end
so nice.
I did find that my engine started to run better at about 50 hrs , a
really noticable differance.
I do fly from sea level fields, and don't know to expect when I fly
from a 5000 ft field.
nothing bad I hope! see You at M.V. I will be trailering in.
You sure did post some good photos.
Frank Goodnight
Firestar 2
HKS
On May 10, 2009, at 6:29 PM, Larry Cottrell wrote:
> Well it appears that I finally have a handle on my heating problems
> with the HKS. If you remember I put some shrouds? over the cylinders
> to pull and route some more air to the heads. This resulted in a
> reduction of about 20 to 30 degrees which was great, but the OAT was
> 40 degrees at the time. The weather finally warmed up to the mid to
> low 70's and I was back up bumping max CHT's temps with any rpm's
> that were significant enough to keep me clear of the sage.
>
> The problem was that the muffler and oil cooler were mounted on top
> of the tube above the wing and was blocking a lot of air flow. The
> carbs are mounted just behind them so the air was really screwed up
> coming around all that crap in front of the cylinders. The oil
> cooler had at least half of its surface blocked by my little shorty
> gap seal. With all that stuff up there, and all the oil hoses
> running everywhere, I just cut off the gap seal even with the oil
> cooler.
>
>
> You can see what a tortured route the air has to go through to get
> to the cylinder heads.
>
> This is what it looks like with the cooler moved.
>
>
> You can see where the gap seal ended. With the rerouting of the oil
> hoses this time I made sure that they were as close to the root tube
> as I could get them and I added some lexan to enclose as much of
> that area as I could. I ended up with two pieces since I still had
> to allow for the muffler stand, but I got most of it covered up.
>
>
>
> I had noticed when I first flew it after installing the HKS that I
> had lost about 5 MPH on my stall speed. (yes I do have VG's) It went
> from about 29-31 MPH to 36-39 MPH. I knew that I had added weight
> and that was what I had attributed the loss to. Well after I moved
> the oil cooler I took it for a test flight with the old gap seal in
> it. (test one thing at a time) The OAT was 71 degrees.
>
>
> This was my EIS reading at (I am guessing since my RPM's weren't
> working due to a loose wire) 53-5400 rpms. (top line RPM-left EGT-
> Right EGT. Bottom line- Oil temp-oil pressure-left CHT-Right Cht)
> The last time I flew over this same spot at this same OAT temp. I
> was bumping max CHT. I never got within 30 degrees of max with the
> oil cooler moved.
>
> OK, back on the ground and I start working on the gap seal and take
> off again after installing it. Now the weather had changed and the
> wind had come up. The air was pretty bumpy with the thermals and I
> was getting good climb in the 6-700 FPM range. 350 was about the
> best I could do with the 503. I decided to do some stalls to see if
> there was any difference. I was back down to 31-32 MPH and my max
> CHT was 271. I had fixed the wire to the rpm's and found that I was
> actually able to fly at 4900 RPM's, which I had not been able to do
> before. As I say the air was bumpy and very squirrelly, so I am not
> going to draw any hard and fast conclusions other than CHT temps
> until I get a chance to test it on a calmer day. However it does
> appear that installing the rest of the gap seal has improved my
> performance significantly as well as lowering my temps.
>
> This eases my mind significantly, as it get really hot here and with
> my prior set up would be limited as to when I could fly. I still
> only have 26 hours on the engine so when it breaks in, it may lower
> more still.
>
> Larry C
> Firestar II 467 hours
> see you in MV- Driving!
>
________________________________________________________________________________
| From: | "frank.goodnight" <frank.goodnight(at)att.net> |
| Subject: | Re: The further adventures of HKS Firestar |
Hi Russ,
The HKS ops manual says max oil temp is 230F for 5w30.
Frank Goodnight
HKS Firestar2
On May 10, 2009, at 7:53 PM, russ kinne wrote:
>
> Larry
> Do I read oil temp as 151F?
> Isn't that still too high?
> Russ Kinne
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> Don't think I would encourage walking,,, long way between watering holes.
>
> Boyd
Yep! You're right. It is a long ways between watering holes.
Course, I never had to walk it. Hope I don't.
A lot easier in the Kolb.
john h
mkIII
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: The further adventures of HKS Firestar |
Yes the oil temps are a bit low, but I am sure they will come up when
summer gets here. I may tape the cooler until then.
We had one of those really strange days here in that the wind actually
died down instead of the normal increase in wind as the day goes along.
I rolled Dart back out of the hanger and departed Crooked Creek Itl, at
about 6:45 or 1845 for John Hauck, and for a change the air was nice, I
was flying in a tee shirt and it felt nice. The OAT was 73 degrees. I am
still having intermittent trouble with my RPM's so I flew the first part
of the flight at 70 MPH,(GPS) which should have been about 5400, and the
temps stayed down to about 284. I stayed low this evening since the wind
was so stable. After checking the ranch next door at the pot hole field,
(cows get stuck in the potholes, so I check it for them every time I
fly) I headed for the Owyhee River, just following my nose. I first took
a trip down Crooked Creek where it goes into a small canyon about 50
feet deep, flying just above the sage and under the rim. The turns are
steep enough to be pretty exciting. Then I then had a race with a Motor
cycle on the Hwy, he lost! I reaffirmed that at full throttle I can
exceed max speed. Still down on the deck went through all the pinnacles
and pillars at Rome checking for hawks and falcons, finding two. Next
was the River Canyon. There was a bunch of rafters camped on the river
at a sandy spot down in the canyon. My next job was to check the
posibility of landing at one of my fishing holes. I would have to thread
my way down a small canyon, make a sharp left turn, chop the power
dropping onto the two track road in the sage. There is plenty of room
to land and stop, but take off would entail threading my way down a deep
canyon to climb out the 700 or so feet to get on the plateau. Beside
having to grub out a large amount of sage to get enough room for a
runway, not too sure I want to do the canyon climb on a hot summer day.
Not to mention the fact that the BLM would not be happy if they caught
me. My RPM's had come back up and were reading steady enough and
matching closely enough with airspeed and ground speed for me to believe
them. On the climb out at full throttle max CHT's was 324 and I pushed
it for the full three minutes that HKS recomends as max. After I crested
the plateau, I cut it back to 5360 and was showing 68 MPH.
I flew for one hour and 4 minutes and burned 2.6 gallons of fuel.
Happy at last
Larry C
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Which Monument valley? |
There are 3 Monument valleys that Google Earth shows, two are in Arizona close
to me and one is in Utah.
Can someone tell me where is the Fly-In?
If its in AZ then I can get there easy with my Beech Sierra.
Now if the question is silly for whatever reason I apologize in advance. I always
thought it was in Utah but now I ain't sure, after seeing the video that John
linked us to.
________________________________________________________________________________
| Subject: | Re: Which Monument valley? |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
Captain Ron,
This answer is both. The airport is at Goulding's Trading Post which has its own
runway. There is a hotel, camping area, restaurant, resort, and gas/covenience
store. Identifier is UT25. Goulding's is located just north of the state
line. You cross the the main highway to the access road to the actual MV entrance.
You cross into Arizona on the access road.
See if this link works:
http://maps.google.com/maps/ms?hl=en&ie=UTF8&msa=0&msid=109382781684764239070.00046888291f1d812053d&ll=34.705493,-97.646484&spn=13.115717,28.476562&t=h&z=6
http://www.airnav.com/airport/UT25
Note: land to south, TO to north (up against butte)
Been there by car. This will be first time by air. Excited!
Hope this is helpful.
--------
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=243499#243499
________________________________________________________________________________
| Subject: | Re: Generac V-twin questions for Jimmy |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
John Tempest wrote:
>>I was reading about you experimenting with a prop swap. Are you still using the
big prop or did you go back to the IVO? Did the higher static thrust translate
to better climb performance?>You posted that the larger wood prop that Valley
supplied gave alot more static thrust than the IVO and you were optimistic
about improved flight performance.
--------
Jimmy Young
FS II, Generac V-Twin
Houston TX area
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243511#243511
Attachments:
http://forums.matronics.com//files/dscn0418_195.jpg
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Which Monument valley? |
Well it looks like a decent size airport. I guess it will take me about 3 hours
to get up there from KFHU. When is the Fly In going to start?
Or is everybody there already?
Ron @ KFHU
=======================
---- John Bickham wrote:
============
Captain Ron,
This answer is both. The airport is at Goulding's Trading Post which has its own
runway. There is a hotel, camping area, restaurant, resort, and gas/covenience
store. Identifier is UT25. Goulding's is located just north of the state
line. You cross the the main highway to the access road to the actual MV entrance.
You cross into Arizona on the access road.
See if this link works:
http://maps.google.com/maps/ms?hl=en&ie=UTF8&msa=0&msid=109382781684764239070.00046888291f1d812053d&ll=34.705493,-97.646484&spn=13.115717,28.476562&t=h&z=6
http://www.airnav.com/airport/UT25
Note: land to south, TO to north (up against butte)
Been there by car. This will be first time by air. Excited!
Hope this is helpful.
--------
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=243499#243499
--
kugelair.com
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Which Monument valley? |
> Well it looks like a decent size airport. I guess it will take me about 3
> hours to get up there from KFHU. When is the Fly In going to start?
> Or is everybody there already?
>
>
> Ron @ KFHU
Should be able to land on 4,000 feet of pavement.
Us Kolbers liked it better when it was still dirt, except for a very short
part on the south end.
Most of us try to get there Thursday, 14 May. The official dates of the
Unplanned/Unorganized Kolb Flyin is Friday, 15 May through Sunday 17 May.
I know of a dozen or so folks that are not there already. I leave in the
morning. Takes me about 20 hours flight time over a period of 2.5 days.
john h
mkIII
________________________________________________________________________________
| From: | "Nelson, Craig" <craig.nelson(at)heraeus.com> |
I know of a 912 that is for sale that has just been completely gone
through by a dealer and the price is right
Uncle craig
Don't archive
Technical Manager
Heraeus
300 Heraeus Way
South Bend, IN.
46614
Direct: 623-764-0680
Craig.Nelson(at)heraeus.com
P Please consider the environment before printing this e-mail.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of mark rinehart
Sent: Sunday, May 10, 2009 5:44 PM
Subject: Kolb-List: Need Rotax 912
I'm looking for a low time Rotax 912UL or ULS for my Kolb MarkIII
project. I'm also watching Barnstormers.com. If you have a Rotax 912
for sale or know someone who might please let me know. Thanks.
Mark Rinehart
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Which Monument valley? |
Well have a good flight, and try not to fly below and behined a big flock of Canada
Geese.
Most likely I'll drop in sometime late this week, ain't sure when.
Ron @ KFHU
=========================
---- John Hauck wrote:
============
> Well it looks like a decent size airport. I guess it will take me about 3
> hours to get up there from KFHU. When is the Fly In going to start?
> Or is everybody there already?
>
>
> Ron @ KFHU
Should be able to land on 4,000 feet of pavement.
Us Kolbers liked it better when it was still dirt, except for a very short
part on the south end.
Most of us try to get there Thursday, 14 May. The official dates of the
Unplanned/Unorganized Kolb Flyin is Friday, 15 May through Sunday 17 May.
I know of a dozen or so folks that are not there already. I leave in the
morning. Takes me about 20 hours flight time over a period of 2.5 days.
john h
mkIII
--
kugelair.com
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "ces308" <ces308(at)ldaco.com> |
Hello all...
Well...I had her up again today..made 1 take off with no flaps and it took about
250 feet to get off and climbed at 60-65 mph IAS at 1745 feet per minute. One
notch does get you off faster.
chris ambrose
M3X/Jabiru A-2200
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243639#243639
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Need Rotax 912 |
how right?
> I know of a 912 that is for sale that has just been completely gone
> through by a dealer and the price is right
> Uncle craig
> Don't archive
>
> Technical Manager
>
>
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
> Flaps do reduce stall, but they add more drag than anything, so you will
> be higher more quickly without flaps on
>
> > takeoff. >>
> >
> >
>
> Where did you get that from?. Try looking out of the window on takeoff next
> time you are on a trip.Well, well, well Just look. They have the flaps down.
> I wonder why they do that?
>
> Pat
Maybe you do not realize this Pat, but have been an airline pilot for many years,
I know where the flaps are when I takeoff in an airliner as I set them myself
and have an indicator that tells me exactly where they are [Wink] To answer
your question as to Why do we always use flaps for takeoff in an airliner,
because there are tire limit speeds which we would be exceeded on takeoff without
flaps, any runway under 15,000 feet long would be to short for takeoff in
an airliner without flaps, and because takeoff without flaps is prohibited on
this class of airplane. None of these is an issue with small propeller driven
airplanes most people here fly, so the procedure that works for a 200,000
airplane is not the same as a Kolb or a Cessna... Even in a Jet Airliner we use
the minimum flaps we can for takeoff, unless the runway is very short, Icy,
or other special consideration in which case we use more. The less flaps we
use for takeoff, the safer we are and the better our performance is... Even in
the airliners I fly, climb and performance increases a LOT up as soon as the
flaps are retracted which is something we do as soon as speed permits.
The appropriate use of flaps is something that every pilot should know and it is
worth taking the time to study. In small Cessnas and Kolbs, takeoff on a short,
soft, or even rough runway, one notch of flaps is desirable to get the tires
off the runway as soon as possible. You will pay a big price for getting
off the ground sooner though with much reduced performance and climb until they
are retracted. In a Kolb that accelerates like a slingshot, if you get the
flaps retracted very quickly after getting off the ground, you will have a very
small performance hit, maybe so small that it is not even noticeable. If you
leave the flaps down for your climb to 1000 feet, you will be sacrificing a
lot of performance. Flaps down does bring you off the ground quicker, and lowers
your stall speed, but they also degrade your performance in the vast majority
of airplanes.
For takeoff on normal runways with adequate length, zero flaps is the best procedure
for the airplanes we fly. With Zero flaps your:
Rate of climb will be higher
You will be climbing at a faster speed which gives you more time to react in case
of engine failure.
You will bleed speed less quickly in event of an engine failure.
You will glide better in the event of an engine failure.
If you have an engine failure at a the same point in time after takeoff with no
flaps, you will be higher when it happens, which gives you more options.
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=243652#243652
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
I would make it one of my plans to attend the MV Gathering if I didn't
live at the other end of the Country in Maine
Ellery in Maine
In a message dated 5/10/2009 10:38:55 P.M. Eastern Daylight Time,
by0ung(at)brigham.net writes:
--> Kolb-List message posted by: "b young"
I encourage everyone that has a true interest in Kolbs to make the effort
to
join us. Come as you are: fly, drive, or walk.
john h
mkIII - One day and a wake up!
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Don't think I would encourage walking,,, long way between watering holes.
Boyd
Do not archive.
**************An Excellent Credit Score is 750. See Yours in Just 2 Easy
Steps!
Excfooter51109NO62)
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Be a nice flight though.
john h - On same side of the country as you are.
I would make it one of my plans to attend the MV Gathering if I didn't
live at the other end of the Country in Maine
Ellery in Maine
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "ces308" <ces308(at)ldaco.com> |
.......Valid.....
chris ambrose
m3x/jab
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243656#243656
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
Go a bit further, and way North, its a jont just to get out of
newengland from here
Ellery
In a message dated 5/11/2009 10:48:29 P.M. Eastern Daylight Time,
jhauck(at)elmore.rr.com writes:
Be a nice flight though.
john h - On same side of the country as you are.
I would make it one of my plans to attend the MV Gathering if I didn't
live at the other end of the Country in Maine
Ellery in Maine
(http://www.matronics.com/Navigator?Kolb-List)
(http://www.matronics.com/contribution)
**************An Excellent Credit Score is 750. See Yours in Just 2 Easy
Steps!
Excfooter51109NO62)
________________________________________________________________________________
| From: | "frank.goodnight" <frank.goodnight(at)att.net> |
I live in Brownsville TX 1540 miles.
Frank Goodnight
Ftrestar
On May 11, 2009, at 9:42 PM, ElleryWeld(at)aol.com wrote:
> I would make it one of my plans to attend the MV Gathering if I
> didn't live at the other end of the Country in Maine
>
>
> Ellery in Maine
>
> In a message dated 5/10/2009 10:38:55 P.M. Eastern Daylight Time, by0ung(at)brigham.net
> writes:
>
> I encourage everyone that has a true interest in Kolbs to make the
> effort to
>
> join us. Come as you are: fly, drive, or walk.
>
> john h
> mkIII - One day and a wake up!
> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>
>
> Don't think I would encourage walking,,, long way between watering
> holes.
>
> Boyd
> Do not ========================; the ties Day
> ================================================ -
> MATRONICS WEB FORUMS
> ================================================ - List
> Contribution Web Site sp;
> ==================================================
>
>
> An Excellent Credit Score is 750. See Yours in Just 2 Easy Steps!
>
>
________________________________________________________________________________
| Subject: | Re: Need Rotax 912 |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Yes, Craig. Can you quantify that "price is right?"
I don't need an engine at the moment but would like to know what a used 912UL might
be on the market for. When we finish wearing out ours, we may want to sell
it and replace it with a new one rather than overhaul. Depends on the economics.
--------
Thom Riddle
Buffalo, NY
http://riddletr.googlepages.com/sportpilot-cfi
http://riddletr.googlepages.com/a%26pmechanix
A complex system that works is invariably found to have evolved from a simple system
that works.
- John Gaule
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243679#243679
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Mike,
In general, you are correct, but not for every airplane. On some airplanes the
"no flaps" position is with flaps actually reflexed several degrees and their
ROC is less with flaps in this position than with the first flap position of 10-15
degrees. The "no flaps" position on these airplanes is for improved cruise
performance, and not a good choice for take-off, nor recommended by the manufacturer.
I can't remember which one it was but read recently the operators manual for one
of the new SLSAs gave best glide performance with first notch of flaps. This
might have been the Pipestrel, but not sure.
I've never owned a Kolb with flaps, only two early Firestars which didn't have
flaps so I can't say with first hand experience about flaps on any Kolb. But do
know that I get better initial ROC with 10 degrees of flaps on our RANS S6-S
at its best climb speed than with zero flaps at the best climb speed for zero
flaps. The two best climb speeds are different. Normal take-off is with 10 degrees
of flaps. Soft field take-off is with 20 degrees and then slowly reduce
to 10 degrees in ground effect. The ground roll difference with 20 degrees is
dramatic. I've done a few take-offs with zero flaps but the ground roll is a LOT
longer and I like to keep my tires in the air as much as possible to reduce
wear since I operate off of a paved runway.
Bottom line is not all airplanes use the same technique for best performance, so
your generalization about very light wing loading airplanes is not completely
valid.
--------
Thom Riddle
Buffalo, NY
http://riddletr.googlepages.com/sportpilot-cfi
http://riddletr.googlepages.com/a%26pmechanix
A complex system that works is invariably found to have evolved from a simple system
that works.
- John Gaule
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243681#243681
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Morning Gang:
Looks like I am almost ready to load the truck and head out 3 miles to Gantt
International Airport for departure to Monument Valley, Utah. Been looking
forward to this flight since the doldrums of winter.
I have 603 miles to fly today. Will take about 8 flight hours and 40 gal of
fuel to get there.
Will be meeting up with the rest of my flight in Sherman, TX, tonight.
President Obama has decided to arrive in Albuquerque, NM, shortly after our
planned arrival. Thus a change in our plans, possibly, of RON with Jan and
Mike Marker in Los Lunas, NM. We'll have to deal with the Albuquerque TFR
as we get closer to that area. If we go into Los Lunas Wednesday, we won't
windy, the wrong way of course, so we may not make Los Lunas as planned. We
may divert north to Santa Fe, Aztec, Ship Rock, Monument Valley. All
depends on how things fall out.
Wish everyone could come along on this flight.
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Heading West |
| From: | loseyf(at)comcast.net |
God's speed!
Fran Losey
------Original Message------
From: John Hauck
Sender: owner-kolb-list-server(at)matronics.com
ReplyTo: kolb-list(at)matronics.com
Sent: May 12, 2009 7:19 AM
Subject: Kolb-List: Heading West
Morning Gang:
Looks like I am almost ready to load the truck and head out 3 miles to Gantt
International Airport for departure to Monument Valley, Utah. Been looking
forward to this flight since the doldrums of winter.
I have 603 miles to fly today. Will take about 8 flight hours and 40 gal of
fuel to get there.
Will be meeting up with the rest of my flight in Sherman, TX, tonight.
President Obama has decided to arrive in Albuquerque, NM, shortly after our
planned arrival. Thus a change in our plans, possibly, of RON with Jan and
Mike Marker in Los Lunas, NM. We'll have to deal with the Albuquerque TFR
as we get closer to that area. If we go into Los Lunas Wednesday, we won't
windy, the wrong way of course, so we may not make Los Lunas as planned. We
may divert north to Santa Fe, Aztec, Ship Rock, Monument Valley. All
depends on how things fall out.
Wish everyone could come along on this flight.
Take care,
john h
mkIII
Sent from my Verizon Wireless BlackBerry
________________________________________________________________________________
| Subject: | Re: Need Rotax 912 |
| From: | "Nelson, Craig" <craig.nelson(at)heraeus.com> |
Call merl Williams 602 206 0502 He is the poloy tone dealer in az and
does a lot with Kit fox I just saw the engine 2 weeks ago
Technical Manager
Heraeus
300 Heraeus Way
South Bend, IN.
46614
Direct: 623-764-0680
Craig.Nelson(at)heraeus.com
P Please consider the environment before printing this e-mail.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Denny Rowe
Sent: Monday, May 11, 2009 7:08 PM
Subject: Re: Kolb-List: Need Rotax 912
how right?
> I know of a 912 that is for sale that has just been completely gone
> through by a dealer and the price is right
> Uncle craig
> Don't archive
>
> Technical Manager
>
>
________________________________________________________________________________
| From: | Eugene Zimmerman <etzimm(at)gmail.com> |
| Subject: | Re: M3X pictures,numbers |
Mike,
There is one Kolb peculiarity that you have not addressed in your
discussion on flap use.
On a typical Kolb takeoff with their typical steep climb out, and
with their high thrust line effecting a strong nose down force, there
is a very serious problem that must be overcome IMMEDIATELY in the
event of a SUDDEN ENGINE FAILURE in that steep climb out attitude.
To get the nose down "enough to avoid a stall" will require all the
nose down force the kolb elevator is capable of producing in that
unique situation.
Flaps on a Kolb have a very positive increase in nose over authority,
which greatly needed at that moment.
I almost always use 5 to 10 degrees of flaps on takeoff specifically
for this reason.
I encourage every Kolb pilot to experiment with that situation, at a
safe altitude sometime, and you will discover the danger I am
concerned about, should it happen near the ground.
Gene Z
On May 11, 2009, at 10:41 PM, JetPilot wrote:
>>
>
> Maybe you do not realize this Pat, but have been an airline pilot
> for many years, I know where the flaps are when I takeoff in an
> airliner as I set them myself and have an indicator that tells me
> exactly where they are [Wink] To answer your question as to Why
> do we always use flaps for takeoff in an airliner, because there are
> tire limit speeds which we would be exceeded on takeoff without
> flaps, any runway under 15,000 feet long would be to short for
> takeoff in an airliner without flaps, and because takeoff without
> flaps is prohibited on this class of airplane. None of these is an
> issue with small propeller driven airplanes most people here fly, so
> the procedure that works for a 200,000 airplane is not the same as a
> Kolb or a Cessna... Even in a Jet Airliner we use the minimum flaps
> we can for takeoff, unless the runway is very short, Icy, or other
> special consideration in which case we use more. The less flaps we
> use for takeoff, the safer we are and the better our!
> performance is... Even in the airliners I fly, climb and
> performance increases a LOT up as soon as the flaps are retracted
> which is something we do as soon as speed permits.
>
> The appropriate use of flaps is something that every pilot should
> know and it is worth taking the time to study. In small Cessnas and
> Kolbs, takeoff on a short, soft, or even rough runway, one notch of
> flaps is desirable to get the tires off the runway as soon as
> possible. You will pay a big price for getting off the ground
> sooner though with much reduced performance and climb until they are
> retracted. In a Kolb that accelerates like a slingshot, if you get
> the flaps retracted very quickly after getting off the ground, you
> will have a very small performance hit, maybe so small that it is
> not even noticeable. If you leave the flaps down for your climb to
> 1000 feet, you will be sacrificing a lot of performance. Flaps down
> does bring you off the ground quicker, and lowers your stall speed,
> but they also degrade your performance in the vast majority of
> airplanes.
>
> For takeoff on normal runways with adequate length, zero flaps is
> the best procedure for the airplanes we fly. With Zero flaps your:
>
> Rate of climb will be higher
> You will be climbing at a faster speed which gives you more time to
> react in case of engine failure.
> You will bleed speed less quickly in event of an engine failure.
> You will glide better in the event of an engine failure.
> If you have an engine failure at a the same point in time after
> takeoff with no flaps, you will be higher when it happens, which
> gives you more options.
>
> 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=243652#243652
>
>
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | lawn chairs for mv |
For those that may be driving to MV,,, supposing you haven't left yet.
please throw in a couple extra lawn chairs if possible for those of us who
cant fit them in our planes.
Boyd Young
Kolb MkIII C 560+ hours and counting
Brigham City Utah.
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
etzimm(at)gmail.com wrote:
> Mike,
>
> There is one Kolb peculiarity that you have not addressed in your
> discussion on flap use.
>
> On a typical Kolb takeoff with their typical steep climb out, and
> with their high thrust line effecting a strong nose down force, there
> is a very serious problem that must be overcome IMMEDIATELY in the
> event of a SUDDEN ENGINE FAILURE in that steep climb out attitude.
> To get the nose down "enough to avoid a stall" will require all the
> nose down force the kolb elevator is capable of producing in that
> unique situation.
>
> Flaps on a Kolb have a very positive increase in nose over authority,
> which greatly needed at that moment.
>
> I almost always use 5 to 10 degrees of flaps on takeoff specifically
> for this reason.
>
> I encourage every Kolb pilot to experiment with that situation, at a
> safe altitude sometime, and you will discover the danger I am
> concerned about, should it happen near the ground.
>
> Gene Z
>
>
Concur.... I practiced this in my FSII a fair bit and the results were pretty dramatic.
I was surprised at how much altitude I needed to have to be able to recover
in a climbout at my lower climb speed. I figure it was at least 100'?
So I usually would lift off but fly in ground effect to close to cruise and climb
out flat like that to about 100'. Then I'd pull back and climb out at a slower
climb speed for a higher ROC.
It didn't have flaps of course, but with that big flat bottom airfoil it had so
much lift already I couldn't imagine needing more......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243708#243708
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: M3X pictures,numbers |
Mike
That was well said. Keep those great comments coming.
I use flaps to get off the ground only, within 20' of altitude I retract
them to get better climb. My Kolb has a very low angle of attack on the
ground even with the tail down. Homer designed it this way to make sure we
have plenty of flying speed before we clear the ground. I use one notch of
flaps to increase the angle of attack to get me off my draggy grass runway
quicker.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Monday, May 11, 2009 10:41 PM
Subject: Kolb-List: Re: M3X pictures,numbers
>
>
> pj.ladd(at)btinternet.com wrote:
>> Flaps do reduce stall, but they add more drag than anything, so you
>> will
>> be higher more quickly without flaps on
>>
>> > takeoff. >>
>> >
>> >
>>
>> Where did you get that from?. Try looking out of the window on takeoff
>> next
>> time you are on a trip.Well, well, well Just look. They have the flaps
>> down.
>> I wonder why they do that?
>>
>> Pat
>
>
> Maybe you do not realize this Pat, but have been an airline pilot for many
> years, I know where the flaps are when I takeoff in an airliner as I set
> them myself and have an indicator that tells me exactly where they are
> [Wink] To answer your question as to Why do we always use flaps for
> takeoff in an airliner, because there are tire limit speeds which we would
> be exceeded on takeoff without flaps, any runway under 15,000 feet long
> would be to short for takeoff in an airliner without flaps, and because
> takeoff without flaps is prohibited on this class of airplane. None of
> these is an issue with small propeller driven airplanes most people here
> fly, so the procedure that works for a 200,000 airplane is not the same as
> a Kolb or a Cessna... Even in a Jet Airliner we use the minimum flaps we
> can for takeoff, unless the runway is very short, Icy, or other special
> consideration in which case we use more. The less flaps we use for
> takeoff, the safer we are and the better our!
> performance is... Even in the airliners I fly, climb and performance
> increases a LOT up as soon as the flaps are retracted which is something
> we do as soon as speed permits.
>
> The appropriate use of flaps is something that every pilot should know and
> it is worth taking the time to study. In small Cessnas and Kolbs, takeoff
> on a short, soft, or even rough runway, one notch of flaps is desirable to
> get the tires off the runway as soon as possible. You will pay a big
> price for getting off the ground sooner though with much reduced
> performance and climb until they are retracted. In a Kolb that
> accelerates like a slingshot, if you get the flaps retracted very quickly
> after getting off the ground, you will have a very small performance hit,
> maybe so small that it is not even noticeable. If you leave the flaps
> down for your climb to 1000 feet, you will be sacrificing a lot of
> performance. Flaps down does bring you off the ground quicker, and lowers
> your stall speed, but they also degrade your performance in the vast
> majority of airplanes.
>
> For takeoff on normal runways with adequate length, zero flaps is the best
> procedure for the airplanes we fly. With Zero flaps your:
>
> Rate of climb will be higher
> You will be climbing at a faster speed which gives you more time to react
> in case of engine failure.
> You will bleed speed less quickly in event of an engine failure.
> You will glide better in the event of an engine failure.
> If you have an engine failure at a the same point in time after takeoff
> with no flaps, you will be higher when it happens, which gives you more
> options.
>
> 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=243652#243652
>
>
>
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
Maybe you do not realize this Pat, but I have been an airline pilot for many
years, I >>
Hi Mike,
when I am a bit sarcastic I certainly know the right target to pick! An
airline pilot forsooth.
Nevertheless your original statement "Flaps reduce stall ,but they add more
drag than anything" is not strictly accurate.
AT LOW ANGLES flaps increase lift much more than they produce drag, The
stall speed reduces BECAUSE they produce more lift. As the angle of the flap
increases the drag component goes up until the wing produces more drag than
lift and the plane descends at a steeper angle for the same flying speed.
I didn`t know about the tyre speed limit although what you say makes sense.
It is not something which concerns the average GA pilot but surely flaps
were introduced to do their thing long before any consideration of tyre
speed came into the picture.
The basic problem as I see it, and I am sure you will correct me, is that
you need a different airofoil for high lift/low speed flight than for high
speed. All that flaps (and the leading edge droops) do is produce a low
speed, high lift section with a sharp camber. This shape is less efficient
as the speed increase and a flatter shape will produce the same lift .You
therefore put the flaps away.
Your comment that you `reduce the flap as soon as speed permits` bears this
out. The airspeed dictates the airofoil camber to produce a specified
amount of lift. As the speed goes up the same lift is produced by a flatter
camber. If you reduce the camber before the proper airspeed is reached then
you will fall out of the sky. Many years ago we had a BAC 111 do just that.
The captain, by mistake, retracted the leading edge flaps while still in
the climb out from Heathrow and piled in.
I normally take off with first notch of flap, which at around 50/55 will
give the best rate of climb and produce height quickly. At 500ft I clean up
the wing and allow the speed to build. This REDUCES the angle at which I
climb but I travel further. It is a nice balance between having a little
extra height or a little extra speed in the case of engine failure. Take
your pick.
Your point about "take off with no flaps will see you higher in the same
amount of time in the case of engine quit" I believe is moot. That will need
working out and/or plotting on a graph. You will certainly be farther from
the field but I do not think you will be higher.
Regarding `gliding better` in the case of engine loss, define `better`.
Anyone who has flown gliders will know that there is a speed for `farther`
and another for flying longer. Can`t remember it all now but it has to do
with the L/D coeffecient.
Incidentally I had a little indicator in my Challenger to show me the angle
of the flaps. Airline pilots don`t have all the gismoz.
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
within 20' of altitude I retract them to get better climb.>>
Hi,
define `better`. travelling farther faster or climbing more quickly.
See my long and boring reply to Mike.
This has all the making of a thread that will run and run.
Pat
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
>
>
> I normally take off with first notch of flap, which at around 50/55 will
> give the best rate of climb and produce height quickly. At 500ft I clean up
> the wing and allow the speed to build. This REDUCES the angle at which I
> climb but I travel further. It is a nice balance between having a little
> extra height or a little extra speed in the case of engine failure. Take
> your pick.
>
> Pat
For a normal runway, I don't use any flaps in my Kolb. If the runway was short,
rough, or soft, I think Rick's method of retracting the flaps at 20 feet is
the best. Rick gets the best of both worlds this technique, he gets off the ground
a bit quicker, and then retracts the flaps quickly enough that he does not
lose any of his climb performance.
I disagree that the first notch of flap will give you the best rate of climb.
You should test a climb to 500 feet with a notch of flaps as you do now, and then
do a takeoff without flaps and time how long it takes to get to 500 feet at
best rate of climb speed. I will also do this the next time I fly and post
my results. This is something that easy to do and can settle this issue very
easily since we don't have performance graphs.
One thing I have done a lot of is pulling the power off abruptly in a 60 MPH full
power climb to simulate sudden engine failure on takeoff, my MK III easily
has enough down elevator shove the nose over very quickly when it happens. It
is nothing short of amazing how quickly I need to react given the steep climb
angle I have with the 912-S. This is something that EVERYONE here should try
no matter which Kolb they fly, having the practice and ability to do this properly
could really save your life if you lose your engine after takeoff. Do
this at a safe altitude, and dont be shy, really jerk the power off quickly,
if you want to simulate a sudden engine failure, it is a real eye opener in a
Kolb [Shocked]
As far as climbout, my MK III with the 912-S with its high thrust line and forward
CG when I have passengers needs quite a bit of up elevator as it is to overcome
the high thrust and forward CG on takeoff. The last thing I want is to
need even more up elevator to overcome the pitch down one notch of flaps would
create.
I like to climb at best rate of climb, that gets me the highest the fastest. Best
rate of climb in my Kolb is faster without flaps than it is with flaps, it
is around 55 to 60 MPH in my Kolb, so I climb at 60 MPH, at anything over 60
I see the climb start to fall off. Having the extra speed would help a lot by
giving me more time to push the nose over in case of an engine failure. Being
slower and having the extra drag of flaps is exactly what I don't want in case
of sudden engine failure on climbout. Again, this is easy enough to try at
altitude. I hope you give these things a try, and post your observations on
them. I will try these thing the next time I am up, maybe tomorrow, although
it will be a tough sell to my wife as I have flown my Kolb the last 6 days in
a row :D
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=243744#243744
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Need Rotax 912 |
Just called the fellow he wants $14,900.
When are you headed up there Craig? I may join the flight for a while at least,
I am not sure if I can fly that slow for a long while. last time we did that
I had my stall horn on most of the time.
Ron @ KFHU
===================
---- "Nelson wrote:
============
Call merl Williams 602 206 0502 He is the poloy tone dealer in az and
does a lot with Kit fox I just saw the engine 2 weeks ago
Technical Manager
Heraeus
300 Heraeus Way
South Bend, IN.
46614
Direct: 623-764-0680
Craig.Nelson(at)heraeus.com
P Please consider the environment before printing this e-mail.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Denny Rowe
Sent: Monday, May 11, 2009 7:08 PM
Subject: Re: Kolb-List: Need Rotax 912
how right?
> I know of a 912 that is for sale that has just been completely gone
> through by a dealer and the price is right
> Uncle craig
> Don't archive
>
> Technical Manager
>
>
--
kugelair.com
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | MV - Wish I Could Be There |
I've resisted posting this until now - I've been in deep denial that I wasn
't going to be able to make the MV fly-in this year. It seemed like the tim
ing was perfect - hit the fly-in on the way home from -Sun n Fun. But we
made such good time from Florida that we were in Los Lunas days ago - and k
new we couldn't just fritter away an entire week for the fly-in. Neither my
husband nor Randy's wife would have tolerated it.
So - we're now in Nampa, ID and only a day+ flight from home. I wish you al
l the most fun ever at MV - and with the crew that's assembling, looks like
it's going to be a great, great fly-in. Have one of Kathi LaVasseur's cook
ies and enjoy!
Regretfully,
Arty
www.LessonsFromTheEdge.com/uladventure2009.htm
=0A
=0A"Life's a daring adventure or nothing"
=0A Helen Keller
=0A
=0A"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: M3X pictures,numbers |
----- Original Message -----
From: JetPilot
To: kolb-list(at)matronics.com
Sent: Tuesday, May 12, 2009 11:31 AM
Subject: Kolb-List: Re: M3X pictures,numbers
pj.ladd(at)btinternet.com wrote:
>
>
> I normally take off with first notch of flap, which at around 50/55
will
> give the best rate of climb and produce height quickly. At 500ft I
clean up
> the wing and allow the speed to build. This REDUCES the angle at
which I
> climb but I travel further. It is a nice balance between having a
little
> extra height or a little extra speed in the case of engine failure.
Take
> your pick.
>
> Pat
"Mike Said"
For a normal runway, I don't use any flaps in my Kolb. If the runway
was short, rough, or soft, I think Rick's method of retracting the flaps
at 20 feet is the best. Rick gets the best of both worlds this
technique, he gets off the ground a bit quicker, and then retracts the
flaps quickly enough that he does not lose any of his climb performance.
I disagree that the first notch of flap will give you the best rate of
climb. You should test a climb to 500 feet with a notch of flaps as you
do now, and then do a takeoff without flaps and time how long it takes
to get to 500 feet at best rate of climb speed. I will also do this the
next time I fly and post my results. This is something that easy to do
and can settle this issue very easily since we don't have performance
graphs.
-------------------------------------------------------------------------
-------------------------------------------------------------------------
-------------------------------------------------------------
FWIW I have to agree with Mike. Things may be different over there,
Pat, don't your toilet water swirl the other direction???????? or is
that Austraila? :-) I had a Mark III classic with a 582 that I flew for
a year pretty hard. John Hauck had talked about a soft field technique
that he used when he needed to get off the ground in a hurry that
entailed starting your takeoff roll and when you reach about 30 MPH or
less ,depending on your stall speed, pull one notch of flaps but keep
your hand on the handle so that you can either apply more flaps or in
the most likely case, slowly release more and more of the flaps while
you are in ground effects to get your speed up. Once you have reached
normal flying speed go ahead and climb on out. It really works very
well. However the climb was pretty much crap until you released the
flaps to neutral. The plane will jump off the ground in a hurry.
We are heading out driving ( Yes Boyd, I brought an extra chair)
tomorrow. Will be arriving early afternoon thursday. Any body flying in,
buzz the campground doing a couple of wing waves if you are flying
something different from a Kolb, and we will come down to pick you up.
Be there or be square!
Larry C
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | 68" WD 3 blade FS |
Ron=2C
Mike Sharp and I just had this conversation the other day.....namely=3B w
hich prop do you need?
I have GEO 1 liter with Raven Redrives belt drive. This requires a LEFT
turning prop (counter clockwise rotation)
If you have one of those SPG-2 gear drive units=2C then you'd need the sa
me prop type as a Rotax 912....a right turning=2C clockwise rotation prop.
But if you have the belt drive like I have=2C then you're looking for a le
ft turning prop.
Mike Welch
MkIII
> I need a prop for my Geo motor=2C but have not looked into the rotation d
irection if it's the same as a rotax.
> Ron @ KFHU
_________________________________________________________________
Windows Live=99: Keep your life in sync.
http://windowslive.com/explore?ocid=TXT_TAGLM_BR_life_in_synch_052009
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: 68" WD 3 blade FS |
hmmmm, in my most diplomatic tones, 912 turns CCW from the rear
looking front.
BB
BTW, if'n I get around to it, I want to try a 70" two blade powerfin
on my G10 geo/suzuki
On 12, May 2009, at 3:20 PM, Mike Welch wrote:
> Ron,
>
> Mike Sharp and I just had this conversation the other
> day.....namely; which prop do you need?
>
> I have GEO 1 liter with Raven Redrives belt drive. This requires
> a LEFT turning prop (counter clockwise rotation)
> If you have one of those SPG-2 gear drive units, then you'd need
> the same prop type as a Rotax 912....a right turning, clockwise
> rotation prop. But if you have the belt drive like I have, then
> you're looking for a left turning prop.
>
> Mike Welch
> MkIII
>
>
> > I need a prop for my Geo motor, but have not looked into the
> rotation direction if it's the same as a rotax.
> > Ron @ KFHU
>
>
> Windows Live=99: Keep your life in sync. Check it out.
>
>
________________________________________________________________________________
| Subject: | Re: Another cross country - Vidalia AirShow |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
You needed a big ole stick. Stuff like that makes my blood boil. Those kids would
have know how I felt about it [Evil or Very Mad]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243774#243774
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
We are short of new videos ... I search Grants account every once in a while
but nothing new.. I have had to revert to watching TV again :(
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=243782#243782
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: 68" WD 3 blade FS |
At 04:45 PM 5/12/2009, Michael Sharp wrote:
>LOL,
>
>Thats where I get confused!
>
>Where the heck do I stand????
Stand where it's windy, and look at the top of the prop. If it moves to
the right, is a RH prop, and vice versa.
-Dana
--
Change is inevitable, except from a vending machine.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 04:49 PM 5/12/2009, william sullivan wrote:
> Grant- Have you posted any more videos lately? Or Dana?
None here, gotta fly some more.
-Dana
--
Change is inevitable, except from a vending machine.
________________________________________________________________________________
| Subject: | Re: lawn chairs for mv |
| From: | "Dave Rains" <RangeFlyer72(at)yahoo.com> |
You need a bigger plane!
Dave "Skeeter" Rains
C175B
--------
Dave Rains
N8086T
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243800#243800
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | 68" WD 3 blade FS |
I was under the impression the Rotax 912 spun it's prop in CW rotation. It
doesn't? Ok.
Didn't need any diplomacy to admit it.
MW
hmmmm=2C in my most diplomatic tones=2C 912 turns CCW from the rear lookin
g front.
BB
BTW=2C if'n I get around to it=2C I want to try a 70" two blade powerfin on
my G10 geo/suzuki
On 12=2C May 2009=2C at 3:20 PM=2C Mike Welch wrote:
Ron=2C
Mike Sharp and I just had this conversation the other day.....namely=3B w
hich prop do you need?
I have GEO 1 liter with Raven Redrives belt drive. This requires a LEFT
turning prop (counter clockwise rotation)
If you have one of those SPG-2 gear drive units=2C then you'd need the sa
me prop type as a Rotax 912....a right turning=2C clockwise rotation prop.
But if you have the belt drive like I have=2C then you're looking for a le
ft turning prop.
Mike Welch
MkIII
> I need a prop for my Geo motor=2C but have not looked into the rotation d
irection if it's the same as a rotax.
> Ron @ KFHU
Windows Live=99: Keep your life in sync. Check it out.http://www.matronics.
com/Navigator?Kolb-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/con
tribution
_________________________________________________________________
Hotmail=AE has a new way to see what's up with your friends.
http://windowslive.com/Tutorial/Hotmail/WhatsNew?ocid=TXT_TAGLM_WL_HM_Tut
orial_WhatsNew1_052009
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: 68" WD 3 blade FS |
The MkIII I have had been bent up pretty good before I bought it and
it had a 912 on it.
I got the 70" 3 blade WD prop that was attached and somehow survived
the event as part of the package.
I turned the right direction for my suzuki but was too much prop. I
bought a two blade hub which much closer
matched my horsepower.
BB
On 12, May 2009, at 7:46 PM, Mike Welch wrote:
>
> I was under the impression the Rotax 912 spun it's prop in CW
> rotation. It doesn't? Ok.
> Didn't need any diplomacy to admit it.
> MW
> hmmmm, in my most diplomatic tones, 912 turns CCW from the rear
> looking front.
> BB
> BTW, if'n I get around to it, I want to try a 70" two blade
> powerfin on my G10 geo/suzuki
>
> On 12, May 2009, at 3:20 PM, Mike Welch wrote:
>
> Ron,
>
> Mike Sharp and I just had this conversation the other
> day.....namely; which prop do you need?
>
> I have GEO 1 liter with Raven Redrives belt drive. This requires
> a LEFT turning prop (counter clockwise rotation)
> If you have one of those SPG-2 gear drive units, then you'd need
> the same prop type as a Rotax 912....a right turning, clockwise
> rotation prop. But if you have the belt drive like I have, then
> you're looking for a left turning prop.
>
> Mike Welch
> MkIII
>
>
> > I need a prop for my Geo motor, but have not looked into the
> rotation direction if it's the same as a rotax.
> > Ron @ KFHU
>
>
> Windows Live=99: Keep your life in sync. Check it out.
> http://www.matronics.com/Navigator?Kolb-List
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://
> www.matronics.com/contribution
>
>
> ttp://www.matronics.com/Navigator?Kolb-List
> ronics.com
> ww.matronics.com/contribution
>
>
> Hotmail=AE has a new way to see what's up with your friends. Check it
> out.
>
>
________________________________________________________________________________
| Subject: | Gaggle of 5 in Sherman, TX |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
Well we made it. We're in Sherman, TX.
Gary H in J5
Henry C in Kolb MIIIC (gary's)
John H in Kolb MIIIC
Bruce C in Kolb MIIIC
me in Kolb MIIIC
Got here and courtesy car was already out for the night. Panic set in, people
got grumpy, then John H turned on his charm. Former mayor of Sherman rode up
on his bicycle. John H was able to volunteer to get him to ride home on his bike,
get his van, and take us to eat.
Living the Dream!
http://www.kolbadventures.blogspot.com/
--------
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=243816#243816
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | 68" WD 3 blade FS |
That's good I got Vassily's gizmo. That makes it lots easier just get the Rotax
912 prop, is all I got to remember.
Ron @ KFHU
---- Mike Welch wrote:
============
Ron,
Mike Sharp and I just had this conversation the other day.....namely; which prop
do you need?
I have GEO 1 liter with Raven Redrives belt drive. This requires a LEFT turning
prop (counter clockwise rotation)
If you have one of those SPG-2 gear drive units, then you'd need the same prop
type as a Rotax 912....a right turning, clockwise rotation prop. But if you
have the belt drive like I have, then you're looking for a left turning prop.
Mike Welch
MkIII
> I need a prop for my Geo motor, but have not looked into the rotation direction
if it's the same as a rotax.
> Ron @ KFHU
_________________________________________________________________
Windows Live: Keep your life in sync.
http://windowslive.com/explore?ocid=TXT_TAGLM_BR_life_in_synch_052009
--
kugelair.com
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: 68" WD 3 blade FS |
Okay just to clarify, I rather everyone agrees, that the prop to my 1.3 liter with
the SPG-2 uses the same prop as the 912 Rotax, is that right????
Ron @ KFHU
==========================
---- robert bean wrote:
============
hmmmm, in my most diplomatic tones, 912 turns CCW from the rear
looking front.
BB
BTW, if'n I get around to it, I want to try a 70" two blade powerfin
on my G10 geo/suzuki
On 12, May 2009, at 3:20 PM, Mike Welch wrote:
> Ron,
>
> Mike Sharp and I just had this conversation the other
> day.....namely; which prop do you need?
>
> I have GEO 1 liter with Raven Redrives belt drive. This requires
> a LEFT turning prop (counter clockwise rotation)
> If you have one of those SPG-2 gear drive units, then you'd need
> the same prop type as a Rotax 912....a right turning, clockwise
> rotation prop. But if you have the belt drive like I have, then
> you're looking for a left turning prop.
>
> Mike Welch
> MkIII
>
>
> > I need a prop for my Geo motor, but have not looked into the
> rotation direction if it's the same as a rotax.
> > Ron @ KFHU
>
>
> Windows Live: Keep your life in sync. Check it out.
>
>
--
kugelair.com
________________________________________________________________________________
| Subject: | Re: 68" WD 3 blade FS |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Dana wrote:
>
> Stand where it's windy, and look at the top of the prop. If it moves to
> the right, is a RH prop, and vice versa.
>
> -Dana
> --
> Change is inevitable, except from a vending machine.
On the 912 series, in pusher configuration (like on the Kolb) you need a left hand
turning prop. I.e. top of the prop viewing from behind the plane moves to
the left.
My WD is a left hand pusher.... Also keep in mind its bolt pattern is for the 912
prop flange with the mounting lugs installed (has the countersunk holes on
the back half of the hub...
LS
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243824#243824
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | 68" WD 3 blade FS |
hmmmm, in my most diplomatic tones, 912 turns CCW from the rear looking
front.
BB
>>>>>>>>>>>>>>>>>>>>
If it is mounted as a pusher!!!!
Boyd
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
pull one notch of flaps but keep your hand on the handle so that you
can either apply more flaps or in the most likely case, slowly release
more and more of the flaps while you are in ground effects to get your
speed up. Once you have reached normal flying speed go ahead and climb
>>
Hi there,
Thats all pretty fancy and obviously on a very rough patch of ground you
should get airborne as quickly as possible to lessen the chance of
breaking something. However that is a trade off against the danger of
staggering into the air at bare flying speed when a slight drop in the
wind speed can put you back on the ground, hard.
In any case, as I have mentioned before I have this abortion of a flap
lever in my 111Xtra which necessitates letting go of the throttle,
reaching across my body with the left hand and grasping a handle which
projects from the rear of the cockpit at a height between my shoulder
and my elbow. Then i have to pull it towards me to release it from the
detent and slide it up or down to the next notch. There is no way that I
am going to go through that rigmarole 5ft above the ground at marginal
flying speed.
It is possible I believe to `jump` into the air in some aircraft by
deploying the flaps and using the extra lift which that generates and
then struggle on in ground effect as speed build up. Don`t fancy the
idea much.
When taking off the idea is to get the maximum lift for the speed you
can attain. If you are slow you need a high lift airofoil. Deploying the
flaps achieves that. As your speed increases you can fly more
efficiently with a flatter airofoil section. Taking off the flaps does
that.
Cheers
Pat
________________________________________________________________________________
| From: | "Thomas R. Riddle" <riddletr(at)gmail.com> |
Lots of variables. Standing in the wind, like Dana said, and using the
Right hand or Left hand nomenclature should make it pretty clear,
since that removes the tractor/pusher variable.
One thing implied but not mentioned specifically, is that the belt
reduction drive has the same prop rotation direction as the crank but
the gearbox reduction drive reverses the prop rotation direction
compared to the crankshaft.
If BB had a gearbox reduction instead of his Raven belt drive we could
swap props from his pusher Geo to my tractor 912, but not with the
Raven.
Thom in Buffalo
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Getting the right prop |
Ron=2C
Evidently=2C as BB pointed out in his most diplomatic way=2C the Rotax 91
2 swings a prop CCW.
Boyd made the distinction that this was "in pusher configuration". He was
pretty diplomatic=2C too.
Therefore=2C here's how it looks to me=3B I have a GEO engine.....with a
belt drive. It has a left turning prop. You have a GEO engine......with
a gear drive. You will need a right turning prop.
It might be best to not look at it as "the same prop as a Rotax". In var
ious configurations an engine will turn a prop different ways (as Boyd poin
ted out). What matters most is the universal
accurate rotation description........if you stand at the back of the plane
=2C and you watch the prop spin=2C does it spin clockwise? If it does=2C t
hen it is a right turning prop. If it spins CCW=2C then you got a lefty.
So=2C in your case=2C you have the identical engine/redrive combo as Micha
el Sharp=2C and would need a right turning propeller.
Mike Welch
MkIII
_________________________________________________________________
Insert movie times and more without leaving Hotmail=AE.
http://windowslive.com/Tutorial/Hotmail/QuickAdd?ocid=TXT_TAGLM_WL_HM_Tut
orial_QuickAdd1_052009
________________________________________________________________________________
| From: | Michael Sharp <kolbdriver(at)mlsharp.com> |
| Subject: | Re: 68" WD 3 blade FS |
Well Ron, Since I have the exact same setup as you have, 1.3 with the Russi
an do-hickey, When we figure it out let me know!!!=0A=0ALOL=0A=0A=0AI have
a friend that has the same setup on a P-5151 I'll send him an email and see
what Prop he is turning...=0A=0AMike=0AOak Grove Mo=0A1.3 zuki with SPG-2
=0A=0A=0A=0A________________________________=0AFrom: Ron <captainron1(at)cox.n
et>=0ATo: kolb-list(at)matronics.com=0ASent: Tuesday, May 12, 2009 9:51:10 PM
=0ASubject: RE: Kolb-List: 68" WD 3 blade FS=0A=0A--> Kolb-List message pos
ted by: Ron =0A=0AThat's good I got Vassily's gizmo. T
hat makes it lots easier just get the Rotax 912 prop, is all I got to remem
ber.=0A=0ARon @ KFHU=0A=0A=0A---- Mike Welch wrot
e: =0A=0A==============0A=0ARon,=0A=0A=0A=0A=C2
- Mike Sharp and I just had this conversation the other day.....namely; w
hich prop do you need?=0A=0A=0A=0A=C2- I have GEO 1 liter with Raven Redr
ives belt drive.=C2- This requires a LEFT turning prop (counter clockwise
rotation)=0A=0A=C2- If you have one of those SPG-2 gear drive units, the
n you'd need the same prop type as a Rotax 912....a right turning, clockwis
e rotation prop.=C2- But if you have the belt drive like I have, then you
're looking for a left turning prop.=0A=0A=0A=0AMike Welch=0A=0AMkIII=0A=0A
=0A=0A> I need a prop for my Geo motor, but have not looked into the rotati
on direction if it's the same as a rotax. =0A=0A> Ron @ KFHU=0A=0A=0A______
___________________________________________________________=0AWindows Live
=84=A2: Keep your life in sync.=0Ahttp://windowslive.com/explore?ocid=
==C2- =C2- =C2- =C2- =C2- =C2- - List Contribution Web Site -
=C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2
===================
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
>
> Hi there,
> Thats all pretty fancy and obviously on a very rough patch of ground you should
get airborne as quickly as possible to lessen the chance of breaking something.
However that is a trade off against the danger of staggering into the
air at bare flying speed when a slight drop in the wind speed can put you back
on the ground, hard.
> In any case, as I have mentioned before I have this abortion of a flap lever
in my 111Xtra which necessitates letting go of the throttle, reaching across
my body with the left hand and grasping a handle which projects from the rear
of the cockpit at a height between my shoulder and my elbow. Then i have to
pull it towards me to release it from the detent and slide it up or down to
the next notch. There is no way that I am going to go through that rigmarole
5ft above the ground at marginal flying speed.
> It is possible I believe to `jump` into the air in some aircraft by deploying
the flaps and using the extra lift which that generates and then struggle
on in ground effect as speed build up. Don`t fancy the idea much.
> When taking off the idea is to get the maximum lift for the speed you can attain.
If you are slow you need a high lift airofoil. Deploying the flaps achieves
that. As your speed increases you can fly more efficiently with a flatter
airofoil section. Taking off the flaps does that.
>
> Cheers
>
> Pat
>
Don't understand how flying in ground effect in a soft-field takoff is "staggering
into the air"? I've done zillions of max performance soft-field takeoffs in
numerous planes and have never noticed this?
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243849#243849
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Pat,
What kind of place are you flying out of ? I would have thought being in england,
that all the grass strips would be manicured green golf course smooth strips,
thats the ones they show us over here on TV anyways ;)
They did change the flap lever for the better on the Xtra, its above my head in
the middle, and very easy and quick to get to and to operate.
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=243848#243848
________________________________________________________________________________
| Subject: | Kiev Hot Prop And Spacer For Sale - Almost New |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I am selling my Kiev Hot prop that I had on my Kolb for the first 25 hours or so.
The prop includes a 4 inch spacer, all mounting hardware for a Rotax 912-S,
has nickel leading edges, is black in color, and is in good condition. The
prop was very smooth on my Kolb and performed well, I changed it to a solid Warp
Drive because I am concerned about the light construction of the Kiev and
what would happen if something went through the prop. I am going to ask 800 dollars
for this prop. I paid something like 1250 for everything new. Attached
are some pictures when it was on my 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=243855#243855
Attachments:
http://forums.matronics.com//files/ultralightmikekolbrotaxfloridahomestead12_18_2006_41_188.jpg
http://forums.matronics.com//files/ultralightmikekolbdetail12_20_2006_117_180.jpg
http://forums.matronics.com//files/ultralightmikekolbdetail12_20_2006_112_617.jpg
http://forums.matronics.com//files/ultralightmikekolbdetail01_18_2007_17_758.jpg
________________________________________________________________________________
| From: | Michael Sharp <kolbdriver(at)mlsharp.com> |
| Subject: | Re: 68" WD 3 blade FS |
I recieved a reply from my friend with the P-5151 using the 1.3l Geo, which
is the engine that We are using on our Kolbs... =0A=0AHe said: "for the 4c
ylinder Geo, and facing the front of the aircraft, and looking at the flywh
eel, the prop will be left turning"=0A=C2-=0AHe is using a belt reduction
drive, so His prop turns the same direction as the flywheel.=C2- Unless
there is a tear in subspace, which would cause a rift in the time space con
tinuem... then we are screwed!=0A=C2-=0ANot sure if that helps or confuse
s us more... LOL=0A=C2-Mike=0AOak Grove Mo=0A1.3 zuki with SPG-2=0A=0A=C2
-=0A=0A=0A=0A________________________________=0AFrom: Michael Sharp <kolb
driver(at)mlsharp.com>=0ATo: kolb-list(at)matronics.com=0ASent: Wednesday, May 13
, 2009 7:05:10 AM=0ASubject: Re: Kolb-List: 68" WD 3 blade FS=0A=0A=0AWell
Ron, Since I have the exact same setup as you have, 1.3 with the Russian do
-hickey, When we figure it out let me know!!!=0A=0ALOL=0A=0A=0AI have a fri
end that has the same setup on a P-5151 I'll send him an email and see what
Prop he is turning...=0A=0AMike=0AOak Grove Mo=0A1.3 zuki with SPG-2=0A=0A
=0A=0A________________________________=0AFrom: Ron <captainron1(at)cox.net>=0A
Ron =0A=0AThat's good I got Vassily's gizmo. That mak
es it lots easier just get the Rotax 912 prop, is all I got to remember.=0A
=0ARon @ KFHU=0A=0A=0A---- Mike Welch wrote: =0A
=0A==============0A=0ARon,=0A=0A=0A=0A=C2- Mike
Sharp and I just had this conversation the other day.....namely; which pro
p do you need?=0A=0A=0A=0A=C2- I have GEO 1 liter with Raven Redrives bel
t drive.=C2- This requires a LEFT turning prop (counter clockwise rotatio
n)=0A=0A=C2- If you have one of those SPG-2 gear drive units, then you'd
need the same prop type as a Rotax 912....a right turning, clockwise rotati
on prop.=C2- But if you have the belt drive like I have, then you're look
ing for a left turning prop.=0A=0A=0A=0AMike Welch=0A=0AMkIII=0A=0A=0A=0A>
I need a prop for my Geo motor, but have not looked into the rotation direc
tion if it's the same as a rotax. =0A=0A> Ron @ KFHU=0A=0A=0A______________
___________________________________________________=0AWindows Live=84=A2
: Keep your life in sync.=0Ahttp://windowslive.com/explore?ocid=TXT_TAGLM
_BR_life_in_synch_052009=0A--=0Ak =C2- =C2- =C2- =C2- - The Kolb-Li
st Email -==C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2-
=========================0A
========================
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: M3X pictures,numbers |
List
I hope this is helpful to some.
FWIW, on T/O I set flaps first, before even starting the T/O roll;
then open the throttle fully & keep one hand on the throttle and one
on the stick untiI I get some altitude. That way your passenger (if
you have one) can't change anything big, and you're in good position
to handle an engine-out or bird collision or other emergency. I fly
in ground effect, a couple feet off the ground, until I reach Vx or
Vy, your choice. Then climb to my desired altitude; THEN retard
throttle, raise flaps, whatever else I need to do.
Keep both of your hands on the controls until then!
I do NOT want to fiddle with flaps or anything else until the
aircraft is stabilized in climb, at the target airspeed and a safe
altitude. Certainly don't want to take a hand off when I'm only a
few feet high. I realize if you're alone in a Kolb, and the throttle
has a good friction-lock, you can take that hand off and do other
things. But it's not a good idea to do any such things when you're
still low.
On a soft field you want to lift off the ground ASAP, then fly at a
foot or two -- what Pat calls 'staggering into the air' -- until
speed builds. That way, if you should fall out of a gust at least
you'll only drop a very short distance.
One very exciting thing happened on climbout in a friend's aircraft,
when the flaps, set at 20 degrees, banged themselves down to zero,
due to a worn notch. Neither of us were near the flap-handle. Glad to
say my reflexes kicked in, I shoved the stick forward in about half a
nanosecond, and we recovered uneventfully. It's good to consider,
before even taxiing, "what should I do if this or that happened -- "
Then you'll have a proper mindset ready to go when and if something
pops up. Or down .
Pat, I wonder if it would be easier for you to switch hands; drop the
throttle, take the stick in your left hand & use your right hand for
the flaps? At a safe altitude of course.
Anyway, let's us all fly as safely as possible
Russ K
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
They did change the flap lever for the better on the Xtra, its above my head
in the middle, and very easy and quick to get to and to operate.>>
Lucky you! how they ever let my design out of the shop door is beyond me.
I fly from a farmers field, 15ft hedges at both ends but plenty of room. It
is kept pretty well mown. That is farmers mower, not a lawn mower but it
gets pretty wet at times
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
Don't understand how flying in ground effect in a soft-field takoff is
"staggering into the air>>
Hi Lucien,
If you are relying on ground effect to stay airbourne then that is
staggering into the air in my book.
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
>
> Hi Lucien,
>
> If you are relying on ground effect to stay airbourne then that is
> staggering into the air in my book.
>
> Cheers
>
> Pat
Interesting, as that's not in any book I've ever read. You do understand the effects
of ground effect, right? And its use in soft-field and even short-field
takeoff technique?
I.e.
http://www.avweb.com/news/airman/185905-1.html
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243881#243881
________________________________________________________________________________
| Subject: | Re: Gaggle of 5 in Sherman, TX |
| From: | "ces308" <ces308(at)ldaco.com> |
Thank for the up date !.looking forward to them all !
blue skies and tail winds,
chris ambrose
m3x/jab
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243931#243931
________________________________________________________________________________
| Subject: | Re: Gaggle of 5 in Sherman, TX |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
ces308 wrote:
> Thank for the up date !.looking forward to them all !
>
> blue skies and tail winds,
> chris ambrose
> m3x/jab
Wait till ya'll get to NM.... how about 20G40 out of the SW and every day until,
oh, probably mid June..... ;(
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243934#243934
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Getting the right prop |
I have no clue Mike, I have yet to install a prop or start the motor. But if I
can get it clear in my head which prop I need, and then someone has that type
of prop for sale with a price I can afford then I think I am going to buy it.
I may just email Vassily and have him tell me what prop I need, I am sure there
will not be any questions after that. :-)
So far and correct me if I am wrong, my understanding is that a Rotax 912 prop
will turn in the direction my Geo + SPG2 needs it to turn so I can in the direction
its supposed to go.
Ron @ KFHU
===========================
---- Mike Welch wrote:
============
Ron,
Evidently, as BB pointed out in his most diplomatic way, the Rotax 912 swings
a prop CCW.
Boyd made the distinction that this was "in pusher configuration". He was pretty
diplomatic, too.
Therefore, here's how it looks to me; I have a GEO engine.....with a belt drive.
It has a left turning prop. You have a GEO engine......with a gear drive.
You will need a right turning prop.
It might be best to not look at it as "the same prop as a Rotax". In various
configurations an engine will turn a prop different ways (as Boyd pointed out).
What matters most is the universal
accurate rotation description........if you stand at the back of the plane, and
you watch the prop spin, does it spin clockwise? If it does, then it is a right
turning prop. If it spins CCW, then you got a lefty. So, in your case,
you have the identical engine/redrive combo as Michael Sharp, and would need a
right turning propeller.
Mike Welch
MkIII
_________________________________________________________________
Insert movie times and more without leaving Hotmail.
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________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: 68" WD 3 blade FS |
I know what I am going to do, is ask Vassily.
There ain't no ambiguity there.
Ron @ KFHU
=============================
---- Michael Sharp wrote:
============
Well Ron, Since I have the exact same setup as you have, 1.3 with the Russian do-hickey,
When we figure it out let me know!!!
LOL
I have a friend that has the same setup on a P-5151 I'll send him an email and
see what Prop he is turning...
Mike
Oak Grove Mo
1.3 zuki with SPG-2
________________________________
From: Ron <captainron1(at)cox.net>
Sent: Tuesday, May 12, 2009 9:51:10 PM
Subject: RE: Kolb-List: 68" WD 3 blade FS
That's good I got Vassily's gizmo. That makes it lots easier just get the Rotax
912 prop, is all I got to remember.
Ron @ KFHU
---- Mike Welch wrote:
============
Ron,
Mike Sharp and I just had this conversation the other day.....namely; which prop
do you need?
I have GEO 1 liter with Raven Redrives belt drive. This requires a LEFT turning
prop (counter clockwise rotation)
If you have one of those SPG-2 gear drive units, then you'd need the same prop
type as a Rotax 912....a right turning, clockwise rotation prop. But if you have
the belt drive like I have, then you're looking for a left turning prop.
Mike Welch
MkIII
> I need a prop for my Geo motor, but have not looked into the rotation direction
if it's the same as a rotax.
> Ron @ KFHU
_________________________________________________________________
Windows Live: Keep your life in sync.
http://windowslive.com/explore?ocid== - List Contribution Web Site - ===================
--
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________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: 68" WD 3 blade FS |
I don't know I was painting the house all day in the hot sun, and now I just finished
a Heineken so I am kinda already numb from all of that prop stuff, is it
turning to the east or the West or is it north or south.
All I want to hear is if a Rotax prop of the 912 variety is the proper one or not.
I once tried to get it straight on how to return the comb lock where the dial
faces out on the gate after I have the U lock open. Geez finally I just started
to put the dial facing out and locked it. In other words the "keep it simple
stupid" is the one that works best for me.
Ron @ KFHU
========================
---- Michael Sharp wrote:
============
I recieved a reply from my friend with the P-5151 using the 1.3l Geo, which is
the engine that We are using on our Kolbs...
He said: "for the 4cylinder Geo, and facing the front of the aircraft, and looking
at the flywheel, the prop will be left turning"
He is using a belt reduction drive, so His prop turns the same direction as the
flywheel. Unless there is a tear in subspace, which would cause a rift in the
time space continuem... then we are screwed!
Not sure if that helps or confuses us more... LOL
Mike
Oak Grove Mo
1.3 zuki with SPG-2
________________________________
From: Michael Sharp <kolbdriver(at)mlsharp.com>
Sent: Wednesday, May 13, 2009 7:05:10 AM
Subject: Re: Kolb-List: 68" WD 3 blade FS
Well Ron, Since I have the exact same setup as you have, 1.3 with the Russian do-hickey,
When we figure it out let me know!!!
LOL
I have a friend that has the same setup on a P-5151 I'll send him an email and
see what Prop he is turning...
Mike
Oak Grove Mo
1.3 zuki with SPG-2
________________________________
From: Ron <captainron1(at)cox.net>
Sent: Tuesday, May 12, 2009 9:51:10 PM
Subject: RE: Kolb-List: 68" WD 3 blade FS
That's good I got Vassily's gizmo. That makes it lots easier just get the Rotax
912 prop, is all I got to remember.
Ron @ KFHU
---- Mike Welch wrote:
============
Ron,
Mike Sharp and I just had this conversation the other day.....namely; which prop
do you need?
I have GEO 1 liter with Raven Redrives belt drive. This requires a LEFT turning
prop (counter clockwise rotation)
If you have one of those SPG-2 gear drive units, then you'd need the same prop
type as a Rotax 912....a right turning, clockwise rotation prop. But if you have
the belt drive like I have, then you're looking for a left turning prop.
Mike Welch
MkIII
> I need a prop for my Geo motor, but have not looked into the rotation direction
if it's the same as a rotax.
> Ron @ KFHU
_________________________________________________________________
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--
k - The Kolb-List Email -= =======================
========================
--
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________________________________________________________________________________
| From: | "Kolbdriver" <kolbdriver(at)mlsharp.com> |
| Subject: | 68" WD 3 blade FS |
Ron,
I did that too..
Here is what he said:
Hi Mike,
If it is a pusher - clockwise (right hand rotation) prop. If a tractor -
counterclockwise (left hand rotation) prop.
If you want a good tested and efficient prop, I'll send you one, look
http://www.airtrikes.net/propellers.shtml
Best regards,
Vassili Tarakanov,
Mike
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Ron
Sent: Wednesday, May 13, 2009 6:47 PM
Subject: Re: Kolb-List: 68" WD 3 blade FS
I know what I am going to do, is ask Vassily.
There ain't no ambiguity there.
Ron @ KFHU
====
---- Michael Sharp wrote:
============
Well Ron, Since I have the exact same setup as you have, 1.3 with the
Russian do-hickey, When we figure it out let me know!!!
LOL
I have a friend that has the same setup on a P-5151 I'll send him an
email and see what Prop he is turning...
Mike
Oak Grove Mo
1.3 zuki with SPG-2
________________________________
From: Ron <captainron1(at)cox.net>
Sent: Tuesday, May 12, 2009 9:51:10 PM
Subject: RE: Kolb-List: 68" WD 3 blade FS
That's good I got Vassily's gizmo. That makes it lots easier just get
the Rotax 912 prop, is all I got to remember.
Ron @ KFHU
---- Mike Welch wrote:
============
Ron,
Mike Sharp and I just had this conversation the other day.....namely;
which prop do you need?
I have GEO 1 liter with Raven Redrives belt drive. This requires a
LEFT turning prop (counter clockwise rotation)
If you have one of those SPG-2 gear drive units, then you'd need the
same prop type as a Rotax 912....a right turning, clockwise rotation
prop. But if you have the belt drive like I have, then you're looking
for a left turning prop.
Mike Welch
MkIII
> I need a prop for my Geo motor, but have not looked into the rotation
direction if it's the same as a rotax.
> Ron @ KFHU
_________________________________________________________________
Windows Live=84=A2: Keep your life in sync.
http://windowslive.com/explore?ocid== - List Contribution
Web Site -
=EF=BD===================
--
kugelair.com
________________________________________________________________________________
| Subject: | Re: 68" WD 3 blade FS |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Michael Sharp wrote:
> Ron,
>
> I did that too..
>
> Here is what he said:
>
> Hi Mike,
>
> If it is a pusher - clockwise (right hand rotation) prop. If a tractor - counterclockwise
(left hand rotation) prop.
>
> If you want a good tested and efficient prop, I'll send you one, look http://www.airtrikes.net/propellers.shtml
>
> Best regards,
>
>
>
> Vassili Tarakanov,
>
> Mike
>
>
> --
That means mine wont' work. Mine is a _left_ hand pusher (standing at tail looking
a prop, the top blade moves to the left - rotates CCW).
Rotax isn't innocent on this either by the way. For reasons uknown, the 2-strokes
spin their prop flange the other way than the 912... so the props aren't interchangeable
pusher-to-pusher, tractor-to-tractor......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243951#243951
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | 68" WD 3 blade FS |
thanks
He sure has some nice looking props, I like the scimitar prop but he also says
they are not as efficient as the straight prop. I guess it has to do with the
aspect ratio, or some such.
P.S. waiting on progress report from all the folks that are flying up to M.V. I
Think I am going to leave Friday early to M.V. to check in and see the going's
on there, and fly back Saturday, or late Friday night.
Can anyone report on bug situation for those on overnight camping?
I will take my tent and sleeping bag with me, in case I may want to experience
my Army Infantry days all over again (no particular desire to do that btw).
Ron @ KFHU
==================
---- Kolbdriver wrote:
============
Ron,
I did that too..
Here is what he said:
Hi Mike,
If it is a pusher - clockwise (right hand rotation) prop. If a tractor - counterclockwise
(left hand rotation) prop.
If you want a good tested and efficient prop, I'll send you one, look http://www.airtrikes.net/propellers.shtml
Best regards,
Vassili Tarakanov,
Mike
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Ron
Sent: Wednesday, May 13, 2009 6:47 PM
Subject: Re: Kolb-List: 68" WD 3 blade FS
I know what I am going to do, is ask Vassily.
There ain't no ambiguity there.
Ron @ KFHU
====
---- Michael Sharp wrote:
============
Well Ron, Since I have the exact same setup as you have, 1.3 with the Russian do-hickey,
When we figure it out let me know!!!
LOL
I have a friend that has the same setup on a P-5151 I'll send him an email and
see what Prop he is turning...
Mike
Oak Grove Mo
1.3 zuki with SPG-2
________________________________
From: Ron <captainron1(at)cox.net>
Sent: Tuesday, May 12, 2009 9:51:10 PM
Subject: RE: Kolb-List: 68" WD 3 blade FS
That's good I got Vassily's gizmo. That makes it lots easier just get the Rotax
912 prop, is all I got to remember.
Ron @ KFHU
---- Mike Welch wrote:
============
Ron,
Mike Sharp and I just had this conversation the other day.....namely; which prop
do you need?
I have GEO 1 liter with Raven Redrives belt drive. This requires a LEFT turning
prop (counter clockwise rotation)
If you have one of those SPG-2 gear drive units, then you'd need the same prop
type as a Rotax 912....a right turning, clockwise rotation prop. But if you
have the belt drive like I have, then you're looking for a left turning prop.
Mike Welch
MkIII
> I need a prop for my Geo motor, but have not looked into the rotation direction
if it's the same as a rotax.
> Ron @ KFHU
_________________________________________________________________
Windows Live: Keep your life in sync.
http://windowslive.com/explore?ocid== - List Contribution Web Site - ===================
--
kugelair.com
--
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________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
climbing out of ground effect will have the opposite effect.. There will be
a dramatic increase in the drag, which may be seen by the pilot as a loss of
thrust. At any rate, the increase can be quite dramatic when an aircraft
that was flying just a second ago quits and settles back to the runway. .
Hi Lucien,
thanks for the reference to that article quoted above.
I think it validates just what |I said. If I may paraphrase "Flying in
ground effect means that you are airborne but not `really` up to flying
speed" That is not to say that the effect cannot or should not be used. In
the particular circumstance of a soft or rough field , but even if you have
done it zillions of times unless you NEED to use it ,it is a pointless
exercise.
It is much safer to have a few mph in hand above stalling speed BEFORE you
leave the ground.
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
. I fly
in ground effect, a couple feet off the ground, until I reach Vx or
Vy, your choice. >>
Hi Russ,
I said this one would run and run.
You obviously have had much more experience than I but unless you need to be
quickly clear of rough or soft ground I would rather build up the speed with
my wheels on the ground and then lift her off.
Cheers
Pat
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: M3X pictures,numbers |
>
>You obviously have had much more experience than I but unless you need to be
>quickly clear of rough or soft ground I would rather build up the speed with
>my wheels on the ground and then lift her off.
>
Pat,
With the FireFly, I always tease it off into ground effect, then advance the
throttle and accelerate it up to at least 50mphi before climbing out. There
are several reasons for this. Normally I fly off a runway that is open on
one side and a subdivision on the opposite side that includes tall trees. I
have found that the air closer to the ground is less disturbed and lower
velocity than air higher up when a cross wind is coming over or around the
subdivision. I like the idea of getting the FireFly completely under
control and up to speed just one or two feet off the ground before blasting
on up into the turbulence.
Taking off and landing in/on grass is the exception for me. I have been
suckered onto tall grass fields and grass runways that were covered with
water that could not be seen until you were touching down. These
conditions make for interesting take off because of the FireFly's small
wheels.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: M3X pictures,numbers |
Pat
You're right, and this needn't run on forever! I think we're saying
pretty much the same thing anyway.
On hard-surfaced runways I lift the tail about 50-55 & lift off about
70-75. (Vx is around 62)
On soft ground or grass I lift off as soon as I can, usually below
60. This immediately stops the drag of grass or soft ground & I can
accelerate faster, in ground effect, until I reach 70 or more; then
climb out.
Both hands on the controls all the time of course!
In a couple inches of soft snow you may have to make several runs up
& down the runway to mash the snow down & pack a couple of sort-of-
paved ruts for your wheels to run in, without a lot of drag.
Otherwise you wouldn't ever get fast enough for a takeoff.
Not suggesting anything to anybody, but it works for me.
Russ
On May 14, 2009, at 7:02 AM, pj.ladd wrote:
>
> . I fly
> in ground effect, a couple feet off the ground, until I reach Vx or
> Vy, your choice. >>
>
> Hi Russ,
> I said this one would run and run.
>
> You obviously have had much more experience than I but unless you
> need to be quickly clear of rough or soft ground I would rather
> build up the speed with my wheels on the ground and then lift her off.
>
> Cheers
>
> Pat
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: M3X pictures,numbers |
Pat
Flying in ground effect is flying within one half the wings span of the
ground. Lift is increased, drag decreased, and stall speed is less. There is
a whole type of craft that never goes above ground effect called WIG.
Now to make this Kolb related. When we talk about flaps we need to specify
flaps verses flaperons. In Kolbs flaps produce mostly drag and some
increased lift. I'm told that flaps are considerable more effective in
producing drag than flaperons.
When flaps (all Kolb types) are retracted the angle of incidence of the wing
is reduced so if nothing else is done a Kolb will not fall out of the sky
even when near stall speed. Granted when flaps are reduced there is some
pitch up trim change but as pilot in command I'm not just along for the ride
so I adjust pitch for the conditions. Also in take off conditions my plane
will noticeably surge ahead when I reduce flaps from one notch to none so
any potential stall is quickly eliminated well ahead the impact of a pitch
trim change.
When flying a standard gear leg Kolb you can't get off the ground till you
are well above stall speed even with flaps. If you switch to the longer gear
legs Kolb recommends that you reduce the incidence of the wing. Also flying
a 912 (any) or a Redrive VW powered Kolb the acceleration is sufficient that
you have to work at keeping the airspeed low for a better climb rate. Under
powered Kolbs may react differently.
I do on occasion take off with a strong down wind from my one way strip. But
again I'm not just along for the ride and I will add considerable airspeed
to my climb out of ground effect.
Also Pat, I have never heard of any Kolb flap handle mounted between my
elbow and shoulder??? Is that some England required mod? My old MKIIIC flap
handle is mounted about top of my head high.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Sent: Thursday, May 14, 2009 6:57 AM
Subject: Re: Kolb-List: Re: M3X pictures,numbers
>
> climbing out of ground effect will have the opposite effect.. There will
> be a dramatic increase in the drag, which may be seen by the pilot as a
> loss of thrust. At any rate, the increase can be quite dramatic when an
> aircraft that was flying just a second ago quits and settles back to the
> runway. .
>
> Hi Lucien,
> thanks for the reference to that article quoted above.
>
> I think it validates just what |I said. If I may paraphrase "Flying in
> ground effect means that you are airborne but not `really` up to flying
> speed" That is not to say that the effect cannot or should not be used.
> In the particular circumstance of a soft or rough field , but even if you
> have done it zillions of times unless you NEED to use it ,it is a
> pointless exercise.
> It is much safer to have a few mph in hand above stalling speed BEFORE you
> leave the ground.
>
> Cheers
>
> Pat
>
>
>
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
> climbing out of ground effect will have the opposite effect.. There will be
> a dramatic increase in the drag, which may be seen by the pilot as a loss of
> thrust. At any rate, the increase can be quite dramatic when an aircraft
> that was flying just a second ago quits and settles back to the runway. .
>
> Hi Lucien,
> thanks for the reference to that article quoted above.
>
> I think it validates just what |I said. If I may paraphrase "Flying in
> ground effect means that you are airborne but not `really` up to flying
> speed" That is not to say that the effect cannot or should not be used. In
> the particular circumstance of a soft or rough field , but even if you have
> done it zillions of times unless you NEED to use it ,it is a pointless
> exercise.
> It is much safer to have a few mph in hand above stalling speed BEFORE you
> leave the ground.
>
> Cheers
>
> Pat
Er, no it kind of refutes what you said ;). That's the "effect" of ground effect
- remember, stall is determined by _AoA, not airspeed_. When flying in ground
effect, you already _are_ safely below stall AoA at a significantly lower airspeed
because of the effective increase in wingspan and aspect ratio. Thus,
you lift off at a lower ground speed, which is easier on the tires, airframe and
everything.
But, it's quite right you're not going fast enough to be able to fly out of ground
effect - that's why you stay in it until you get enough speed up to maintain
a safe AoA _out_ of GE.....
It's not a useless exercise, it's good practice and one that has been taught forever
as far as I know. For soft fields, of course, it's practically required
technique.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=243990#243990
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
<< Thus, you lift off at a lower ground speed, which is easier on the tires,
airframe and everything.
But, it's quite right you're not going fast enough to be able to fly out of
ground effect - that's why you stay in it until you get enough speed up to
maintain a safe AoA _out_ of GE.....>>
Hi Lucien
All that is of course true but in the case of our machines what are we
tallking about...5 mph? How much wear and tear can that produce? What have
you saved .. just a few seconds of rolling time.
As your article states `if you are not up to speed when you try to fly out
of GE you will be back on th ground` I would rather be on the ground for
those extra few seconds and then rotate positively.
Good thread though
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
Also Pat, I have never heard of any Kolb flap handle mounted between my
elbow and shoulder???>>
I wish I hadn`t . It is b******y awkward. You get used to it but you
certainly don`t want to be messing about with it close to the ground. It is
not just a mod. required over here. That was the way the kit came.
I think it must have escaped when the works were not looking.
Cheers
Pat,
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
Otherwise you wouldn't ever get fast enough for a takeoff.(in Snow)
Russ,
A very experienced micro flier once told me that one year when there was
heavy snowfall and he couldn`t leave his farm to visit his girl friend he
tied the bumpers from an old car on to his microlights undercarriage. He
said it worked. He was a pretty hairy flyer anyway
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
I always tease it off into ground effect, then advance the
throttle and accelerate it up to at least 50mphi before climbing out.>.
Hi Jack,
different techniques suit different people and different circumstances. The
grass on my strip is usually reasonably well cut and in any case there is a
fair amount of room.
I always use one notch of flap, always take off at full throttle and always
get the tail up as quickly as possible. Inever watch the ASI. I watch the
runway. The Kolb and the seat of your pants will tell you when she is ready
to fly.
Pat
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
>
> Hi Lucien
> All that is of course true but in the case of our machines what are we
> tallking about...5 mph? How much wear and tear can that produce? What have
> you saved .. just a few seconds of rolling time.
Lot more than that. even in my FSII. If I kept the tail glued to the runway on
the roll, I'd lift off around the time the ASI started moving. The difference
in terms of wobbling when my wheels weren't balanced too well was significant,
not to mention if I wasn't dead on with the rudder.
In the titan, it's literally more than 20mph slower than Vx, with enough back elevator
I can get off the ground at somewhere between 40 and 45, even slower if
I use about 10 degs of flaps.
>
> As your article states `if you are not up to speed when you try to fly out
> of GE you will be back on th ground` I would rather be on the ground for
> those extra few seconds and then rotate positively.
>
> Good thread though
> Pat
Er, that's what flying lessons are for ;). It takes training and practice to learn
how to manage a soft-field technique so that you don't do this.
Nowadays, I use soft-field technique on practically every takeoff and the difference
in terms of liftoff speed is large.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=244018#244018
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: M3X pictures,numbers |
Egad, Pat!
I never had a girl friend cute enough to make me do that!
On May 14, 2009, at 11:00 AM, pj.ladd wrote:
>
> Otherwise you wouldn't ever get fast enough for a takeoff.(in Snow)
>
> Russ,
> A very experienced micro flier once told me that one year when
> there was heavy snowfall and he couldn`t leave his farm to visit
> his girl friend he tied the bumpers from an old car on to his
> microlights undercarriage. He said it worked. He was a pretty hairy
> flyer anyway
>
> Pat
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: M3X pictures,numbers |
At 10:50 AM 5/14/2009, pj.ladd wrote:
>...I would rather be on the ground for those extra few seconds and then
>rotate positively.
The whole point of the takeoff run is to get the aircraft up to a safe and
appropriate airspeed for climbout. You do this by reducing drag as much as
possible. For a taildragger, this means raising the tail to reduce wing
drag; wheels have less drag than a wing that's producing lift... unless the
field is soft enough or has grass long enough that it would cause more drag
than the lift induced drag, in which case it would make more sense to
accelerate in ground effect.
In a strong steady crosswind, it may also make more sense to lift off
sooner so the wind isn't trying to weathervane the plane while still on the
ground.
-Dana
--
OK, I'm weird! But I'm saving up to be eccentric.
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
In the titan, it's literally more than 20mph slower than Vx, with enough
back elevator I can get off the ground at somewhere between 40 and 45, even
slower if I use about 10 degs of flaps.>>
Hi,
I am not familiar with a Titan but I had the idea that it was tricycle u/c.
like the Challenger. If that is true then comparison with the Kolb is
invidious. Up elevator on a Kolb on the ground as you know is a waste of
time.
Pat
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
>
> Hi,
> I am not familiar with a Titan but I had the idea that it was tricycle u/c.
> like the Challenger. If that is true then comparison with the Kolb is
> invidious. Up elevator on a Kolb on the ground as you know is a waste of
> time.
>
> Pat
Wasn't a waste of time in my FSII. Soft-field techique worked just fine for me
in it, I could get off the ground at very low speeds, just a little after the
ASI started indicating if I'm recalling correctly. I just kept the tailwheel glued
to the ground and lifted off in a 3-point atitude.
I recall no struggling just above stall doing it this way, it flew fine in GE at
very low speeds. Slowly relaxing back pressure on the stick to stay in GE until
fast enough to go ahead and climb out..... Worked fine.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=244121#244121
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
( UP elevator when on the ground)Wasn't a waste of time in my FSII.>>
Of course it was.
A plane changes course by pushing the tail in the opposite direction in
exactly the same way that a boats rudder works. To move up in a plane you
force the tail down. To go port in a boat you push the stern to starboard.
That is why putting the helm over when you are against the harbour wall
doesnt work, and holding the tail on the ground doesn`t work erither.
Of course there comes a point when the AoA eventually produces enough lift
to get airborne but holding the tail down hasn`t contributed anything. It
does ensure of course that you get into the air the moment you have enough
speed, and in CERTAIN CIRCUMSTANCES that may be desirable. I don`t usually
want to do that, I like speed in hand by the time I leave the ground
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
>
> Of course it was.
>
> A plane changes course by pushing the tail in the opposite direction in
> exactly the same way that a boats rudder works. To move up in a plane you
> force the tail down. To go port in a boat you push the stern to starboard.
> That is why putting the helm over when you are against the harbour wall
> doesnt work, and holding the tail on the ground doesn`t work erither.
>
> Of course there comes a point when the AoA eventually produces enough lift
> to get airborne but holding the tail down hasn`t contributed anything. It
> does ensure of course that you get into the air the moment you have enough
> speed, and in CERTAIN CIRCUMSTANCES that may be desirable. I don`t usually
> want to do that, I like speed in hand by the time I leave the ground
>
> Cheers
>
> Pat
Well at this point, and I don't mean to be condescending, but I'd suggest that
you get some dual from an instructor focussing on soft-field takeoff techniques.
You're describing as hazardous and useless a mode of flight that is neither and
has been employed successfully in fixed-wing aircraft for ages for soft-field
ops.
It also works as intended in the Kolb just as it does in any other fixed wing airplane
(including trikes) - Kolbs do fine soft-field t/o's without any of the
drawbacks you're mentioning here.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=244159#244159
________________________________________________________________________________
| Subject: | Re: Gaggle of 5 in Sherman, TX |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
lucien wrote:
>
> ces308 wrote:
> > Thank for the up date !.looking forward to them all !
> >
> > blue skies and tail winds,
> > chris ambrose
> > m3x/jab
>
>
> Wait till ya'll get to NM.... how about 20G40 out of the SW and every day until,
oh, probably mid June..... ;(
>
> LS
They might be a little late to the fly in if this is the case ;) I don't know
if I could even taxi my Kolb in that kind of wind, not to mention flying ! Are
you going Lucien ???
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=244163#244163
________________________________________________________________________________
| Subject: | Re: Gaggle of 5 in Sherman, TX |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
JetPilot wrote:
>
> lucien wrote:
> >
> > ces308 wrote:
> > > Thank for the up date !.looking forward to them all !
> > >
> > > blue skies and tail winds,
> > > chris ambrose
> > > m3x/jab
> >
> >
> > Wait till ya'll get to NM.... how about 20G40 out of the SW and every day until,
oh, probably mid June..... ;(
> >
> > LS
>
>
> They might be a little late to the fly in if this is the case ;) I don't know
if I could even taxi my Kolb in that kind of wind, not to mention flying !
Are you going Lucien ???
>
> Mike
Now it doesn't look like it, it'd be more of a survival exercise now than a fun
relaxing trip. Have to be at office Mon. am or else, get-back-itis, fighting
gale force winds and dust devils due to same.... nah, not my idea of fun ;)
Dennis and I are going to try to make some local trips tho when we have time and
weather. I"m now an 80mph airplane with the new powerfin (but a climb monster!)
so I can fly a lot easier at Mark II/III speeds now.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=244199#244199
________________________________________________________________________________
| Subject: | Re: Gaggle of 5 in Sherman, TX |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Looks like they made it. John B posted this picture on his blog. There are lots
of good pictures there, its well worth looking at:
http://www.kolbadventures.blogspot.com/
13 Kolbs
1 Cub
2 Rans
2 General A's
Wish I was there !
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=244228#244228
________________________________________________________________________________
| Subject: | Re: Gaggle of 5 in Sherman, TX |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Pictures attached...
--------
"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=244229#244229
Attachments:
http://forums.matronics.com//files/kolbsmv_172.jpg
http://forums.matronics.com//files/kolbsmvflying_121.jpg
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
You're describing as hazardous and useless a mode of flight that is neither
and has been employed successfully in fixed-wing aircraft for ages for
soft-field ops. >>
Sorry Lucien,
I don`t think I have ever said that.
What I DID say was that the take off technique you described was useful `"in
certain circumstances" and " less safe" than the usual method of take off.
If that were not so we would all use that technique all the time.
I think we have flogged this to within an inch of its life and probably
bored the rest of the list silly so I think we should agree to differ.
Whatever our views they have kept us both alive so each must have some
validity.
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
>
> Sorry Lucien,
> I don`t think I have ever said that.
>
> What I DID say was that the take off technique you described was useful `"in
> certain circumstances" and " less safe" than the usual method of take off.
>
>
"in certain circumstances" (soft-field ops) is right but "less safe than the usual
method" is _not_ right. That's been my point all along.
Again, some dual with an instructor on soft field t/o techniques, including ground
school on the effects of ground effect, etc., is really in order if you think
this is the case. Some rough field ops in your plane after that using the
correct technique would be a good demonstration of that as well.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=244265#244265
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
I'm replacing my aluminum legs with kolb factory steel (MkIII)
I have them slipped in today and will do some drilling tomorrow.
Question is: with the
positive camber, anybody have a good guess as to how much, if any toe-
in I should dial in?
IMO they would be better of with close to zero camber unless of
course there is enough flex
with the landing force to get them close. With the normal flex on my
old aluminum legs (straight when unloaded)
there was some negative camber which helps with one wheel landings.
I had zero toe and it handled well.
BB
soon to be sitting taller in the saddle.
________________________________________________________________________________
| Subject: | Is a Mark 3 Xtra considered Light Sport? |
| From: | "ces308" <ces308(at)ldaco.com> |
Help me here.....If I choose to Not to get my medical renewed....am I able to fly
that airplane with my drivers license legally?
chris ambrose
m3x/jab
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=244305#244305
________________________________________________________________________________
| Subject: | Re: Is a Mark 3 Xtra considered Light Sport? |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Assuming you didn't add an in flight adjustable prop or declared a gross
weight of greater that 1320 lb. you'll be fine.
Rick
On Sat, May 16, 2009 at 7:49 PM, ces308 wrote:
>
> Help me here.....If I choose to Not to get my medical renewed....am I able
> to fly that airplane with my drivers license legally?
>
> chris ambrose
> m3x/jab
> N327CS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=244305#244305
>
>
________________________________________________________________________________
| Subject: | Re: Is a Mark 3 Xtra considered Light Sport? |
| From: | "Kirkds" <kirkds(at)dishmail.net> |
http://www.sportpilot.org/learn/final_rule_synopsis.html
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=244313#244313
________________________________________________________________________________
| Subject: | Re: Is a Mark 3 Xtra considered Light Sport? |
| From: | "ces308" <ces308(at)ldaco.com> |
Thank you Rick....That is what I thought too,but when the FAA guy finished inspected
the airplane last Wednesday we talked about that and he said I needed a
pilots license to fly it...??? He said it didn't fall in that category ...not
wanting to argue with the guy who was going to sign off my airplane ,I decided
to find out later,as maybe he was mistaken . I looked it up in the FAR's and
it looked like it fit that category to me too.
chris ambrose
m3x/jab
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=244320#244320
________________________________________________________________________________
| Subject: | Re: Is a Mark 3 Xtra considered Light Sport? |
| From: | "ces308" <ces308(at)ldaco.com> |
Does it have anything to do with the January,2008 thing??
chris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=244322#244322
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Is a Mark 3 Xtra considered Light Sport? |
Sport Pilot is a pilot's license.
The dropped medical requirement applies to all categories, private,
commercial, (ok not airship and heli)
as a default rating equivalent to Sport Pilot.
They refer to it as a "privilege". As an example, my commercial heli
license notes that I have
private fixed wing privilege.
BB
back hurts tonight after rasslin' with that left gear leg. Gotter in
though.
On 16, May 2009, at 11:15 PM, ces308 wrote:
>
> Thank you Rick....That is what I thought too,but when the FAA guy
> finished inspected the airplane last Wednesday we talked about
> that and he said I needed a pilots license to fly it...??? He said
> it didn't fall in that category ...not wanting to argue with the
> guy who was going to sign off my airplane ,I decided to find out
> later,as maybe he was mistaken . I looked it up in the FAR's and it
> looked like it fit that category to me too.
>
> chris ambrose
> m3x/jab
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=244320#244320
>
>
________________________________________________________________________________
| Subject: | Re: Is a Mark 3 Xtra considered Light Sport? |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
ces308 wrote:
> Does it have anything to do with the January,2008 thing??
>
> chris
Jan 2008 was just when one of the ways you could get an ELSA a/w certificate expired
- the so called "grandfather" clause where you could get practically anything
that had never before held an a/w certificate into ELSA. This was to accomodate
the "fat-UL" planes.
This would include a Kolb built from a kit - ELSA was available for those also.
Now, that option is no longer available, ELSA is only available through the SLSA
first and then a bunch more crapola method, which is still fairly uncommon (tho
some of the imported trikes like the Airborne have this available now).
As for whether you can fly a plane under the sport pilot rule (i.e. if you're a
no medical private pilot like myself), the plane only has to fit within the LSA
parameters (speed, gross weight, etc). It doesn't matter what kind of a/w certificate
it has - it can be ELSA, SLSA, Experimental AB, Experimental Exhibition,
standard category or anything else legal. As long as the plane meets the
LSA limitations, you can fly it under the SP rule with a SP certificate or higher
(and a valid driver's license).
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=244328#244328
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Is a Mark 3 Xtra considered Light Sport? |
Chris
I assume you licensed your plane as a experimental amateur built.
I think what the guy from the FAA meant was that you need a pilots license
as apposed to no license needed for a ultralight. I also assume you have a
single engine land license or better and you are not going to do that 3rd
class medical thing any more.
With the conditions that other Rick mentioned your plane is in the light
sport category and with a regular pilot's license or light sport license you
can legally fly it with out that medical. I have a regular license and quit
taking my 3rd class medicals almost three years ago. I have since taken a
check ride and confirmed there was no problem. Also took the check ride in a
172, I just can't fly one as pilot in command without the medical.
Let us know what flyins you may be flying to this summer. If my runway ever
dries out I may try to meet you at one or more. There is a good one at Purdy
field over by Durand every year. I will likely also fly to Oshkosh this
summer.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: "ces308" <ces308(at)ldaco.com>
Sent: Saturday, May 16, 2009 11:15 PM
Subject: Kolb-List: Re: Is a Mark 3 Xtra considered Light Sport?
>
> Thank you Rick....That is what I thought too,but when the FAA guy finished
> inspected the airplane last Wednesday we talked about that and he said I
> needed a pilots license to fly it...??? He said it didn't fall in that
> category ...not wanting to argue with the guy who was going to sign off my
> airplane ,I decided to find out later,as maybe he was mistaken . I looked
> it up in the FAR's and it looked like it fit that category to me too.
>
> chris ambrose
> m3x/jab
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=244320#244320
>
>
>
________________________________________________________________________________
| Subject: | Re: Horiz. stab front attach brackets. |
Was looking at my friends MkIII boom tube today & discovered that those
horiz. stab brackets had been installed tight against the tabs on the front of
the stab[?]. I could see flexing of the brackets & tabs when the
elevator was operated. Been this way for about 9 yrs.; surprised nothing has
broken as of yet.
Question is, how to fix it? Do we need to make new brackets, using the
same rivet holes, with the bends to give the necessary clearance? What are
they made of, 4130? Would a slightly thicker stainless do?
Yeah, I'll be calling TNK on Monday. Just getting prepared.........
Howard Shackleford
FS II
SC
In a message dated 5/16/2009 11:34:12 P.M. Eastern Daylight Time,
slyck(at)frontiernet.net writes:
--> Kolb-List message posted by: robert bean
Sport Pilot is a pilot's license.
The dropped medical requirement applies to all categories, private,
commercial, (ok not airship and heli)
as a default rating equivalent to Sport Pilot.
They refer to it as a "privilege". As an example, my commercial heli
license notes that I have
private fixed wing privilege.
BB
back hurts tonight after rasslin' with that left gear leg. Gotter in
though.
On 16, May 2009, at 11:15 PM, ces308 wrote:
> --> Kolb-List message posted by: "ces308"
>
> Thank you Rick....That is what I thought too,but when the FAA guy
> finished inspected the airplane last Wednesday we talked about
> that and he said I needed a pilots license to fly it...??? He said
> it didn't fall in that category ...not wanting to argue with the
> guy who was going to sign off my airplane ,I decided to find out
> later,as maybe he was mistaken . I looked it up in the FAR's and it
> looked like it fit that category to me too.
>
> chris ambrose
> m3x/jab
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=244320#244320
>
>
**************Recession-proof vacation ideas. Find free things to do in
the U.S.
(http://travel.aol.com/travel-ideas/domestic/national-tourism-week?ncid=emlcntustrav00000002)
________________________________________________________________________________
| Subject: | Re: Is a Mark 3 Xtra considered Light Sport? |
| From: | "ces308" <ces308(at)ldaco.com> |
Thank you all ! For awhile there I thought I was going crazy (though my wife will
confirm that ) !
Rick,let me know where you will be going and if I can make it at all,I will be
there.I will look up the Purdy one.I will be at the Lake City flyin next Sunday...
One more thing...is any of the hours clock of taxiing before it was inspected count
on the 40 hrs?
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=244334#244334
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: M3X pictures,numbers |
"less safe than the usual method" is _not_ right. >>
O Golly Lucien, I thought we had put this to bed. You have cherry picked my
answer. I said `if it was not less safe why don`t we use it all the time."
We dont.
Positively the end.
We have a new and exciting thread to pursue now about the legal
classification of Kolbs.
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: Is a Mark 3 Xtra considered Light Sport? |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Chris,
No. Taxi time does not count, officially. You could run up a lot of hours on your
tach or Hobbs meter that way and never have test FLOWN it. But there is no
way to police that nor is there any action for you to take once you reach the
end of your 40 hour phase one test period. In that sense it is an honor system.
FWIW:
The FAA's definition of time in service means the time the aircraft is actually
in flight. So neither tach time nor Hobbs time are truly accurate measures of
time-in-service, which is used a lot for time limited maintenance actions. Some
commercial aircraft have meters that depend upon airspeed or gear actuation
or squat switches to get closer to actual flight time.
--------
Thom Riddle
Buffalo, NY
http://riddletr.googlepages.com/sportpilot-cfi
http://riddletr.googlepages.com/a%26pmechanix
A complex system that works is invariably found to have evolved from a simple system
that works.
- John Gaule
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=244340#244340
________________________________________________________________________________
| Subject: | Re: Horiz. stab front attach brackets. |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Howard, Making new brackets for the boom is probably the easiest way to do
it, all things being equal. This is opinion based on looking at my Mk III,
but yours may be different so take it with a grain.......As for stainless,
generally, it's very tough, but not very hard. I wouldn't make that change.
Rick
On Sat, May 16, 2009 at 11:07 PM, wrote:
> Was looking at my friends MkIII boom tube today & discovered that those
> horiz. stab brackets had been installed tight against the tabs on the front
> of the stab[?]. I could see flexing of the brackets & tabs when the
> elevator was operated. Been this way for about 9 yrs.; surprised nothing
> has broken as of yet.
>
> Question is, how to fix it? Do we need to make new brackets, using the
> same rivet holes, with the bends to give the necessary clearance? What are
> they made of, 4130? Would a slightly thicker stainless do?
>
> Yeah, I'll be calling TNK on Monday. Just getting prepared.........
>
> Howard Shackleford
> FS II
> SC
> In a message dated 5/16/2009 11:34:12 P.M. Eastern Daylight Time,
> slyck(at)frontiernet.net writes:
>
>
> Sport Pilot is a pilot's license.
>
> The dropped medical requirement applies to all categories, private,
> commercial, (ok not airship and heli)
> as a default rating equivalent to Sport Pilot.
>
> They refer to it as a "privilege". As an example, my commercial heli
> license notes that I have
> private fixed wing privilege.
> BB
> back hurts tonight after rasslin' with that left gear leg. Gotter in
> though.
>
> On 16, May 2009, at 11:15 PM, ces308 wrote:
>
> >
> > Thank you Rick....That is what I thought too,but when the FAA guy
> > finished inspected the airplane last Wednesday we talked about
> > that and he said I needed a pilots license to fly it...??? He said
> > it didn't fall in that category ...not wanting to argue with the
> > guy who was going to sign off my airplane ,I decided to find out
> > later,as maybe he was mistaken . I looked it up in the FAR's and it
> > looked like it fit that category to me too.
> >
> > chris ambrose
> > m3x/jab
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=244320#244320
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
> ------------------------------
> Recession-proof vacation ideas. Find free things to do in the U.S.<http://travel.aol.com/travel-ideas/domestic/national-tourism-week?ncid=emlcntustrav00000002>
>
> *
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Bob=2C
Regarding toe-in=3B the factory assembly manual suggested a slight toe-ou
t position.
John H. said he has slight toe-in=2C and his plane operates just fine. Mos
t likely=2C a slight toe-in=2C or toe-out may not make any discernible diff
erence. I happen to choose 1.5 degrees toe-out.
If you choose zero toe=2C or a degree either direction=2C it probably doe
sn't make much difference. FWIW
Regarding camber=3B when I built my own steel gear legs last year=2C it w
as recommended to me
to build in 7 degrees positive camber. I thought this looked excessive=2C
and made the choice to shoot for 4 degrees. After all the bending=2C drill
ing=2C welding=2C heat treating=2C and adjusting=2C I ended up with 2.5 deg
rees. I am VERY happy with the final result=2C even though I ended up with
less than 4 degrees.
Once I got my wheelpants mounted=2C they show a slight=2C and appropriate
tilt. I think the whole job turned out nice.
In a nutshell=2C I'd recommend about zero toe=2C and something around 2.5
to 3 degrees positive camber. These legs are very stiff=2C and I don't th
ink they'll "squat" much when you sit in the plane.
Mike Welch
MkIII
> I'm replacing my aluminum legs with kolb factory steel (MkIII)
> I have them slipped in today and will do some drilling tomorrow.
> Question is: with the
> positive camber=2C anybody have a good guess as to how much=2C if any toe
-
> in I should dial in?
>
> IMO they would be better of with close to zero camber unless of
> course there is enough flex
> with the landing force to get them close. With the normal flex on my
> old aluminum legs (straight when unloaded)
> there was some negative camber which helps with one wheel landings.
> I had zero toe and it handled well.
> BB
> soon to be sitting taller in the saddle.
_________________________________________________________________
Windows Live=99: Keep your life in sync.
http://windowslive.com/explore?ocid=TXT_TAGLM_BR_life_in_synch_052009
________________________________________________________________________________
| Subject: | Re: Is a Mark 3 Xtra considered Light Sport? |
| From: | "Kirkds" <kirkds(at)dishmail.net> |
NeilsenRM(at)comcast.net wrote:
> . There is a good one at Purdy
> field over by Durand every year. I will likely also fly to Oshkosh this
> summer.
>
> Rick Neilsen
> Redrive VW Powered MKIIIC
>
> ---
When is that flyin at Purdy? I'll try to make that one.
Read this topic online here:
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________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Landing gear photos |
Bill=2C
Any chance of posting photos? Sure=2C 2 ways. As Dennis Hopper said in
Waterworld "No way and No how"! (ah=2C just kidding!!)
Okay. Here's a couple of pictures of my plane last year. This is my MkI
II Classic=2C which has undergone some minor changes like=3B half of fusela
ge redesigned=2C Kolb MkIII Xtra nosecone=2C my own steel legs=2C my own cu
stom built doors=2C and a couple of other changes.
Since these photos were taken=2C I have virtually finished the turbo inst
allation on my GEO engine (I just need to finish rehooking up the gas tanks
)=2C finished ALL Poly Fiber and white Poly Tone paint. (I'm waiting on the
final reinstallation of the wings to do the stripes) I've finished build
ing my forward mounted instrument panel=2C but haven't mounted it =2C yet.
Photos attached!
Mike Welch
MkIII
_________________________________________________________________
Hotmail=AE has ever-growing storage! Don=92t worry about storage limits.
http://windowslive.com/Tutorial/Hotmail/Storage?ocid=TXT_TAGLM_WL_HM_Tuto
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________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Is a Mark 3 Xtra considered Light Sport? |
I just check on the MULA web site http://www.michiganultralight.com/ and
that event at Purdy Field at Durand, MI hasn't been scheduled yet.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Kirkds" <kirkds(at)dishmail.net>
Sent: Sunday, May 17, 2009 11:46 AM
Subject: Kolb-List: Re: Is a Mark 3 Xtra considered Light Sport?
>
>
> NeilsenRM(at)comcast.net wrote:
>> . There is a good one at Purdy
>> field over by Durand every year. I will likely also fly to Oshkosh this
>> summer.
>>
>> Rick Neilsen
>> Redrive VW Powered MKIIIC
>>
>> ---
>
>
> When is that flyin at Purdy? I'll try to make that one.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=244373#244373
>
>
>
________________________________________________________________________________
| Subject: | Re: M3X pictures,numbers |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
> "less safe than the usual method" is _not_ right. >>
>
> O Golly Lucien, I thought we had put this to bed.
>
Well because, with all due respect, you're continuing to say something that's wrong
;)
May 03, 2009 - May 17, 2009
Kolb-Archive.digest.vol-if