Kolb-Archive.digest.vol-io
July 26, 2009 - Present
________________________________________________________________________________
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
I flew with a friend in a rented C152 this morning. The FBO had a can of PLEXO
I used to clean the windshield. It is a knock-off of Plexus and a lot cheaper.
It seemed to work about as well as Plexus. I found this website where it is sold;
there may be others.
http://www.castleproductsonline.com/plastic_glass_cleaner.html
--------
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=254796#254796
________________________________________________________________________________
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
I flew with a friend in a rented C152 this morning. The FBO had a can of PLEXO
I used to clean the windshield. It is a knock-off of Plexus and a lot cheaper.
It seemed to work about as well as Plexus. I found this website where it is sold;
there may be others.
http://www.castleproductsonline.com/plastic_glass_cleaner.html
--------
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=254798#254798
________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Thom Riddle wrote:
> I flew with a friend in a rented C152 this morning. The FBO had a can of PLEXO
I used to clean the windshield. It is a knock-off of Plexus and a lot cheaper.
It seemed to work about as well as Plexus. I found this website where it is
sold; there may be others.
>
> http://www.castleproductsonline.com/plastic_glass_cleaner.html
Also, I've noticed that Plexus smells almost indentical to Lemon Pledge. I suspect
it might actually just be a very expensive can of Lemon Pledge. I'm going
to pick up a can of LP and compare them on some scrap plastic to see what happens....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=254811#254811
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
Also, I've noticed that Plexus smells almost indentical to Lemon Pledge. I
suspect it might actually just be a very expensive can of Lemon Pledge. I'm
going to pick up a can of LP and compare them on some scrap plastic to see
what happens....
LS
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
I remember reading that they clean baby bell bubbles with Lemon Pledge.
One article mentioned that the propellant in LP is propane gas. Maybe be
careful where and how it is stored.
Boyd Young
________________________________________________________________________________
| Subject: | Re: Twinstar gross weight needed for sizing floats |
| From: | "geurink" <geurink(at)abwe.cc> |
I think I have a Mark II, not sure though. Is there a page that details the differences
between the model names and numbers? That would sure be helpful, along
with the performance specs, weights, etc. Is the Twinstar Mark I a two-seater?
I think I remember the seller telling me mine was a Mark II, but I'm not
sure. It's two-seat side-by-side with the 503.
Michael
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=254884#254884
________________________________________________________________________________
| Subject: | Re: Twinstar gross weight needed for sizing floats |
| From: | "robcannon" <leecannon(at)telus.net> |
There is an easy way to tell the dif between the mark I and II. The I has a large
(about 1 3/4")central tube that supports the rudder pedals and stick. The
whole forward ( everything in front of the landing gear) structure of the I
is bolted on with three bolts.
The two was changed to provide a full enclosure, and I believe most of the two's
are enclosed, and most of the one's have some sort of smaller fairing. I
have seen several different fairings on the I, including a big, ugly bulbous one
with what looked like a car windshield.
hope that helps, Rob
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=254888#254888
________________________________________________________________________________
| Subject: | Re: New Camera, Owyhee Ramblins |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
lcottrell wrote:
> Thanks for the compliment, sometimes I feel as though I am relieving my self
in a dark suit, you get a warm feeling, but no one notices. The link above
is for a swivel set up that you can control remotely, but never knowing where
it is pointing would give me way too many chances to screw up. I cannot see
the camera from where I sit. It is easier to use the stick to point it to what
I want to show. The reason that I got it in the first place was so that I would
have my hands free to use the stick and throttle. When you are whizzing
through a canyon at 64 MPH and 5 to 15 feet, you want to lighten your work load,
and reaction time as much as possible.
>
> The only bad thing about the camera is that the views are not comparable to
what the human eye sees. While I want to show you guys some of the more striking
pictures of wild horses and Sheep, I am very aware that the line between
too far away and harassment is a pretty small one that I am not anxious to cross.
The horses here are herded with heli's and as soon as they hear an engine,
they run, not fast, but steady. They don't run any faster if you are 500
feet above them or 25. Sheep seem to be the same. The way that I find most of
them is when they run, and I may be as much as a mile away when they start.
Definitely too far for any camera to pick them out. For instance both vids of
the Sheep were plain as day to me, but hardly showed up in the camera. The last
bunch on that plateau had several that were wearing tracking collars, bet
no one saw that.
>
> I think the damage to the lens is internal, occurring when I dropped it. The
way that I attempted to clean it tells me that if It were on the outside, it
would be gone. They are cheap for a reason, and being made in China, I am surprised
that the quality is as good as it is. The little woman only told me
not to lose it. She didn't say anything about replacing it.
> Larry
>
Larry, I've really been enjoying your videos. This one especially. You're right
about not being able to see the animals very well, but it's good you're not
getting too close. I had been wondering where those horses thought they could
run to when you get near. There's nowhere to hide and they certainly can't
outrun you. Glad to hear they are used to being herded that way. I thought maybe
they might be terrified wondering what kind of creature is chasing them.
What minute/second is the sheep in the video?
At 5:26 there is something you fly over...what is it?
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=254907#254907
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: swivel tailwheel for Kolbs |
Thanks Thom,
Probably best as money is real tight here right now anyway... but good
information for a future upgrade. The weight probably isn't a problem as I
think my US is a bit nose heavy; takes significant trim tabs to keep the
nose up. I have yet to do a formal W&B but it's on my list of things to do...
-Dana
At 12:33 PM 7/25/2009, Thom Riddle wrote:
>Attached are two photos of the 4" full swivel tailwheel. I weighed it an
>was surprised that it weighs only 2 lb 12 oz. That is the good news. The
>bad news for you is that another Kolber has already committed to buy it
>for an agreeable price. Unless he reneges (very unlikely), it is sold.
>Thanks for your interest.
--
Q. What's the difference between Mechanical and Civil Engineers?
A. Mechanical Engineers build weapons; Civil Engineers build targets.
________________________________________________________________________________
| Subject: | Re: swivel tailwheel for Kolbs |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
That tialwheel is great ! That is the type of tailwheel that came stanard on my
MK III Xtra and it works very well. I fly from a grass field and the tailwheel
has been working flawlessly for 3 years now.
I did replace the wheel with a 6 inch wheel, but kept the same housing. I have
been very happy with it.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=254938#254938
________________________________________________________________________________
| Subject: | Re: Horizontal stabilizer cable thimble worn |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
John H.
What size cable did you use on your tail brace wires ? You mentioned that you
went to 1/8 inch on the elevator up cable, has anyone ever used 1/8 cable on the
tail brace wires ?
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=254939#254939
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: New Camera, Owyhee Ramblins |
----- Original Message -----
From: cristalclear13
To: kolb-list(at)matronics.com
Sent: Monday, July 27, 2009 12:07 PM
Subject: Kolb-List: Re: New Camera, Owyhee Ramblins
What minute/second is the sheep in the video?
At 5:26 there is something you fly over...what is it?
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Hi,
There are two bunches of Sheep in the video. Interestingly they are
on different sides of the Canyon but almost right across from each
other. Having said that I suppose that it wouldn't be too tough for
Sheep to cross back and forth, but would not be possible for a man. The
mesa's that the Sheep are on is about 5 to 700 feet above the water. The
first bunch is at 1:21 the second is at 2:02. The amazing part of that
Canyon is that there are perhaps three or four ways down into that
Canyon. The drop in altitude is from 4500 to 2300 feet and the roads are
rough, steep and scary, yet back in the early 1900's ( maybe late
1800's) people claimed that land and apparently homesteaded parts of it,
(Honestly, I am not sure of the facts, but will try to find out. In
other words I have told you more than I know for sure.) and hauled some
of the most amazing farm machinery down into that Canyon. If you could
see how far from any forms of civilization that place is you would be
astounded. (100 miles or more) Any way what you see at 5:26 is a Steel
Water wheel that is about 16 feet in diameter.
I ordered another camera, and hopefully will have better luck with my
butter fingers.
LARRY
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Horizontal stabilizer cable thimble worn |
> What size cable did you use on your tail brace wires ?
> Mike
Mike B:
3/32"
john h
mkIII
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
I've been using lemon Pledge for years on our Citabria, Kolb, and
Hawk windows and leading edges. Works great although there could be
some thing better out there. The price isn't bad and it's easy to get.
jerb
At 09:43 PM 7/26/2009, you wrote:
>
>
>Also, I've noticed that Plexus smells almost indentical to Lemon Pledge. I
>suspect it might actually just be a very expensive can of Lemon Pledge. I'm
>going to pick up a can of LP and compare them on some scrap plastic to see
>what happens....
>
>LS
>
> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
>
>I remember reading that they clean baby bell bubbles with Lemon Pledge.
>One article mentioned that the propellant in LP is propane gas. Maybe be
>careful where and how it is stored.
>
>Boyd Young
>
>
________________________________________________________________________________
| Subject: | Re: New Camera, Owyhee Ramblins |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
[quote="lcottrell"]
> ---
Larry, I don't get the emails from this forum and I only see what is on the webpage.
Many times the webpage forum doesn't show your reply posts. They simply
show up with three dashes next to your name. Can you forward your reply to
my email address directly (cristalclearwaters(at)gmail.com) so I can see what you
said?
Thanks.
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=254960#254960
________________________________________________________________________________
| Subject: | Re: New Camera, Owyhee Ramblins |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
lcottrell wrote:
> For whatever reason some of my messages don't come through, so here is what I
said.
>
>
> ----- Original Message -----
> From: cristalclear13
> To: kolb-list(at)matronics.com
> Sent: Monday, July 27, 2009 12:07 PM
> Subject: Kolb-List: Re: New Camera, Owyhee Ramblins
>
>
>
>
> What minute/second is the sheep in the video?
>
> At 5:26 there is something you fly over...what is it?
>
> --------
> Cristal Waters
> Kolb Mark II Twinstar
> Rotax 503 DCSI
>
>
>
> Hi,
> There are two bunches of Sheep in the video. Interestingly they are on different
sides of the Canyon but almost right across from each other. Having said
that I suppose that it wouldn't be too tough for Sheep to cross back and forth,
but would not be possible for a man. The mesa's that the Sheep are on is about
5 to 700 feet above the water. The first bunch is at 1:21 the second is at
2:02. The amazing part of that Canyon is that there are perhaps three or four
ways down into that Canyon. The drop in altitude is from 4500 to 2300 feet and
the roads are rough, steep and scary, yet back in the early 1900's ( maybe
late 1800's) people claimed that land and apparently homesteaded parts of it,
(Honestly, I am not sure of the facts, but will try to find out. In other words
I have told you more than I know for sure.) and hauled some of the most amazing
farm machinery down into that Canyon. If you could see how far from any forms
of civilization that place is you would be astounded. (100 miles or more)
Any way what you see at 5:26 is a Steel Water wheel that is about 16 feet in diameter.
>
> I ordered another camera, and hopefully will have better luck with my butter
fingers.
Thank you Larry. That message came through fine and I got your email as well.
I thought the sheep were horses (sorry, but it was too small or maybe it was
the youtube quality). :)
I can imagine the pioneers coming up on things like that canyon as they headed
west and I can imagine the heavy sinking feeling that must have come over them
wondering how they would ever get across. [Shocked]
I finally got to fly my plane tonight. It's been over a month as I have been working
on it (when I had the time and money). It felt so good to get up in the
air again. Your videos were really making me miss flying my Kolb. It'd be
fun to film the swamp here like that or the marshes over near the Atlantic.
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=254968#254968
________________________________________________________________________________
| Subject: | Yet another engine option |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
A while back I offered a new Rotax B gearbox with a 2.00 to 1 ratio up for
sale and had no takers here on the list, but it did sell quickly to a fellow
in Thailand through eBay. Yesterday Prayote sent me a few pictures of the
installation. Thought it might be of interest. The engine is a Subaru EA71.
Rick Girard
________________________________________________________________________________
| Subject: | Re: Yet another engine option |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Very interesting !!!
I did not know a B box would take that kind of horsepower, I wonder if it will
last ?? I think I would have used a C box on an engine that big. Adapting
a Rotax gear box to an existing engine sounds like a great idea though. I would
like to see an inexpensive and reliable alternative to the 912-S developed...
But I'm not holding my breath, people have been trying to do that for many
years now with very little success.
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=254985#254985
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: Yet another engine option |
The EA71 engine is pretty ancient...60 hp at the best... Its
successor was the EA81...then the EA82... Herb
At 07:45 AM 7/28/2009, you wrote:
>
>Very interesting !!!
>
>I did not know a B box would take that kind of horsepower, I wonder
>if it will last ?? I think I would have used a C box on an engine
>that big. Adapting a Rotax gear box to an existing engine sounds
>like a great idea though. I would like to see an inexpensive and
>reliable alternative to the 912-S developed... But I'm not holding
>my breath, people have been trying to do that for many years now
>with very little success.
>
>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=254985#254985
>
>
>Checked by AVG - www.avg.com
>07/27/09 05:58:00
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: New Camera, Owyhee Ramblins |
I'm trying to come up with a design for a mount (thinking gear leg) that
will pan and tilt a little using bowden cables. Will take some R&D. Trick
is to keep it simple, light, and functional. May take a little while. Maybe
someone on the list already has the answer!
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
I saw a camera, think it was in wall mart, probably designed for low
dollar surveillance, but it had pan and tilt built in. I don't recall how
the controls worked. Or if it could be made to work on airplane power
without major electrical overhaul. Then it might be as easy as finding the
dc after the bridge rectifier. Maybe a person would not have to completely
reinvent the wheel.
Boyd Young
________________________________________________________________________________
| Subject: | Re: Yet another engine option |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
JetPilot wrote:
> Very interesting !!!
>
> I did not know a B box would take that kind of horsepower, I wonder if it will
last ?? I think I would have used a C box on an engine that big. Adapting
a Rotax gear box to an existing engine sounds like a great idea though. I would
like to see an inexpensive and reliable alternative to the 912-S developed...
But I'm not holding my breath, people have been trying to do that for many
years now with very little success.
>
> Mike
The real issue with the B box is supporting whatever shaft the small drive gear
is fitted to - unlike the C box, there's no separate bearing for the drive shaft
to take the side loads. On the rotax motor the PTO crank bearings perform
this job, partly why the provision 8 motors are so hugely beefy at the PTO end.....
I'd imagine the builder came up with a seperate bearing for this?
Also, any info on the weight? Looks like it weights a ton just looking at the photo,
but then looks can be deceiving...
Looks like it flies tho!
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255009#255009
________________________________________________________________________________
| Subject: | Re: Yet another engine option |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I have always liked the looks of the BMW engine conversion. I have seen this
on a Trike. my friend flys it, and it is smooth, powerful, with fuel injection
and seems to work very well and trouble free.
http://www.ultralightnews.com/engineinfo/bmwconversion.htm
http://www.ultralightnews.com/engineinfo/bmwconversion.htm
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=255031#255031
Attachments:
http://forums.matronics.com//files/bmwconversion_300.jpg
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Yet another engine option |
Mike, what is the displacement of that engine?
BB
On 28, Jul 2009, at 5:44 PM, JetPilot wrote:
>
> I have always liked the looks of the BMW engine conversion. I
> have seen this on a Trike. my friend flys it, and it is smooth,
> powerful, with fuel injection and seems to work very well and
> trouble free.
>
> http://www.ultralightnews.com/engineinfo/bmwconversion.htm
>
> http://www.ultralightnews.com/engineinfo/bmwconversion.htm
>
> 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=255031#255031
>
>
> Attachments:
>
> http://forums.matronics.com//files/bmwconversion_300.jpg
>
>
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: Yet another engine option |
Another Mike...has a BMW engine on his MkIII... He made an adapter
plate and used a c or e box as I recall.. Last I looked, it is for
sale on Barnstormers...Herb
At 04:44 PM 7/28/2009, you wrote:
>
>I have always liked the looks of the BMW engine conversion. I have
>seen this on a Trike. my friend flys it, and it is smooth, powerful,
>with fuel injection and seems to work very well and trouble free.
>
>http://www.ultralightnews.com/engineinfo/bmwconversion.htm
>
>http://www.ultralightnews.com/engineinfo/bmwconversion.htm
>
>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=255031#255031
>
>
>Attachments:
>
>http://forums.matronics.com//files/bmwconversion_300.jpg
>
>
>Checked by AVG - www.avg.com
>07/28/09 06:00:00
________________________________________________________________________________
| Subject: | Re: Horizontal stabilizer cable thimble worn |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
John Hauck wrote:
>
>
> Mike B:
>
> 3/32"
>
> john h
> mkIII
Let me think, 2400 hours, flying in conditions I would not even taxi in, and carrying
more weight doing it than I ever have.... If 3/32 is good enough for
you, its good enough for me ! I put in my order for new cable today :)
Thanks John
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=255042#255042
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Horizontal stabilizer cable thimble worn |
> Let me think, 2400 hours, flying in conditions I would not even taxi in,
and carrying more weight doing it than I ever have.... If 3/32 is good
enough for you, its good enough for me ! I put in my order for new cable
today :)
>
> Thanks John
>
> Mike
Mike B:
That's close. Actually, as of my last flight:
2,980.8 hours MKIII
412.3 hours 912ULS
Take care,
john h
mkIII
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
Had some engine trouble today which has me scratching my head...
Cuyuna ULII-02, Mikuni carb, airport near sea level, 80F and humid (don't
know the actual RH). Had a 300 main jet, EGT maxed out around 1100,
wouldn't hold rpm at 5500 cruise without playing the throttle, and
hesitation when advancing the throttle from cruise. After flying today, I
switched to a 290 main jet. EGT went up a bit, maybe 1150. Flew around
for awhile, around cloud level (2000') at low cruise (4500 rpm). Rpm's
wouldn't go up when I opened the throttle, then they dropped further to
idle, regardless of the throttle position. I thought perhaps the throttle
cable had broken, but it hadn't. Didn't think to check the fuel pressure
gauge. A shot of prime did nothing. After a while (as I was, of course,
gliding back to the airport) the rpm's picked up, first to around 4000,
then back to normal.
By the time I was down it was as if there was no problem. Plugs looked OK,
perhaps a bit on the lean side but not by much. At any rate, I put the 300
jet back in and dropped the needle from the middle to the second clip
notch. This put WOT at 1100 EGT again, and high cruise around 1150, with
no hesitation when the throttle was advanced. After some ground running, I
took off again and had no trouble.
I'm still not clear on what's going on. Not a lean seizure if it kept
running at idle for a minute or two. Fuel delivery problem? No evidence
of that but the fuel level in the tanks was somewhat low (I filled before
flying again). Carb ice? The conditions were certainly right and the
outside of the intake manifold was wet, but that's normal and these engines
aren't that susceptible to carb ice. At this point I just don't know.
-Dana
--
Politicians are those who deal with the problems which would not exist if
they didn't exist.
________________________________________________________________________________
| Subject: | Re: Yet another engine option |
| From: | Ellery Batchelder Jr <elleryweld(at)AOL.COM> |
I have?a EA-81 in my shop but I figure it would be to heavy for any Kolb at 240lbs
But I think its the best alternative (just My opinion) if you can use an engine
that weight ?
Ellery in Maine Back in the Saddle again
I did not know a B box would take that kind of horsepower, I wonder if it will
last ???? I think I would have used a C box on an engine that big.?? Adapting a
Rotax gear box to an existing engine sounds like a great idea though.? I would
like to see an inexpensive and reliable alternative to the 912-S developed...?
But I'm not holding my breath, people have been trying to do that for many years
now with very little success.
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=254985#254985
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Dana=2C
I have experienced similar situations you described twice (not being ab
le to get full throttle).
Although I can't say if every one of my "symptoms" were identical to yours.
It seems safe to initially assume you have a fuel problem. Both of my ex
amples were fuel related.
They were=3B
A) accidently cocked open the fuel strainer petcock on pre-flight inspect
ion=2C allowing air to suck in at higher power setttings=2C reducing rpm to
idle (at climb-out!!)
B) a little chunk of debris in the fuel tank that would occationally plu
g the exit hole=2C reducing rpm to idle (at climb-out=2C too!!)
If I had these occur again=2C I'd check for air leakage in "A" by sprayin
g carb cleaner lightly around the entire fuel system=2C listening for any r
pm increase.
Next=2C I would thoroughly clean EVERY inch of the fuel system=2C to incl
ude complete disassembly if necessary. From the tank to the pistons=2C I'd
make sure it was spotless.
When I'm faced with cleaning a carburetor that I suspect is contaminated
=2C I clean it over a pristine cloth (after scrubbing the outside=2C first!
). That way=2C if any crap lands on it=2C I know it came from inside the c
arb. For me=2C I like to know if I may have found the culprit.
Best of luck=2C
Mike Welch
_________________________________________________________________
NEW mobile Hotmail. Optimized for YOUR phone. Click here.
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________________________________________________________________________________
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Dana,
Carb ice is one of those things that is difficult to prove was the cause but your
description of the problem makes me believe that is a high probability, even
on these carbs. The fact that it seems to have been transient contributes to
that guess.
BUT Mike is right to recommend a thorough inspection of the entire fuel delivery
system. If nothing abnormal is found, then that too adds to the probability
of carb ice being the cause.
Fuel delivery problems kill a lot of aviators. Be as sure as you can before you
fly again.
--------
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=255087#255087
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
- Dana- I don't know much about aircraft carbs, but I have had two older
trucks that had occassional carb ice.- One was a 1980 Chevy van, with a s
traight six.- The manifold heat tube arrangement had rotted off, and it w
ould ice up and go to just about an idle.- After sitting by the side of t
he road for a few minutes, idling, it would melt the ice and return to norm
al.- Cardboard over the radiator solved it.- The outside of the carb wa
s wet with condensation.- Same thing with a 1951 Dodge M-37.- It would
head for an idle, and sometimes pulling the choke out for a second would ca
use it to swallow the ice.- Wet carb exterior again.-Cardboard, again.
-The Dodge would also get vapor locked on a hot day.- Poured cold water
on the fuel pump, and it would run.- No exterior moisture when vapor loc
ked.
- Considering our weather lately (Dana is 30 miles south of me, in the sa
me river valley), it sounds like carb ice.- Very humid for quite a while,
now.- I don't know about the Mikuni, but a Bing doesn't have a true chok
e- no way to manually increase carb vacuum and shake out the ice like was p
ossible with the Dodge.- I can't think of a way to duplicate the conditio
ns on the ground- maybe somebody else can.- Good luck, and be careful.
-
-------------------------
------------------ Bill Sullivan
-------------------------
------------------ Windsor Locks, Ct.
-------------------------
------------------ FS 447
Hot, overcast, and very humid again.
________________________________________________________________________________
| Subject: | Re: New Camera, Owyhee Ramblins |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I would like to see Larry with a new High Definition camera !!! The videos are
great, but the quality of the videos does not do the incredible terrain out there
justice. Here are are a couple pictures of the top of mountains that Larry
took, look at the altimeter, 10,000 feet [Shocked] The terrain is always
steeper than it looks in a picture... I would love to do some flying in a
place like that, South Florida is the most incredibly flat place on earth. There
is not a single hill, not even a 10 foot natural rise within 100 miles of
me :( So its all on Larry, thanks for the videos and pictures and look forward
to more.
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=255098#255098
Attachments:
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http://forums.matronics.com//files/kolbaerialoregonmountainbigindian2009_106.jpg
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
After a while (as I was, of course,
gliding back to the airport) the rpm's picked up, first to around 4000,
then back to normal.
>>>>>>>>>>>>>>>>>>>>>>.
80 deg on the ground... at 2000 ft the air temp should have been around 70
or so. That is kind of the high side for carb ice,,,, when lowering back
to ground level the temp would go back to 80 and that should have been warm
enough to melt the ice out. This may be an explanation of why the rpm came
back.
Boyd Young
________________________________________________________________________________
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Carb ice is actually quite possible in high humidity conditions at 80F. See attached
jpg image of a carb icing chart.
--------
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=255128#255128
Attachments:
http://forums.matronics.com//files/carb_icing_chart_620.jpg
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: New Camera, Owyhee Ramblins |
Mike
Larry's pix may "not do the incredible terrain justice" but they're
pretty darned good. Esp. now that he's not shooting thru plastic. The
quality is certainly more than adequate.
Anyone who does shoot thru the windscreen might consider laying a
piece of black cloth or thin black felt over the panel & his thighs
-- this will eliminate reflections. Simple cheap, effective.
Russ K
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
It _does_ sound like carb icing. I hesitate to say that because I chased
carb ice on one other hot humid day and the problem turned out to be
jetting related, and carb ice is nearly impossible to prove... but
conditions were certainly right... 80F on the ground, chilly and 99.9% RH
at 2000' where I was flying at low cruise power. I now think the jet
change I did right before had nothing to do with it, just a coincidence.
I don't think my fuel system was the culprit as it's in good shape, with
two separate tanks feeding the first stage fuel strainer, which has a large
outlet screen (nearly impossible to plug) feeding the line to the main
filter... and clear fuel line and filter (sorry John H.) so I can see any
bubbles. I really wish I'd thought to look at the fuel pressure gauge when
it was happening.
-Dana
--
He's dead, Jim. Grab his tricorder and his wallet.
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: New Camera, Owyhee Ramblins |
The problem is not the camera, it is the medium that it is copied to.
Although I can see that dropping mine did not do either the color
balance or the lens any good. The new one should be here Friday. I am
going to make a trip to 3 Forks and shoot some video coming this way
with the sun at my back. After that There is only the possibility of
reruns, stuff that you have seen before. I may redo the trip down the
Crooked creek drainage and perhaps down the canyon again that I did with
the camera on my hat.
Larry
----- Original Message -----
From: JetPilot
To: kolb-list(at)matronics.com
Sent: Wednesday, July 29, 2009 8:58 AM
Subject: Kolb-List: Re: New Camera, Owyhee Ramblins
I would like to see Larry with a new High Definition camera !!! The
videos are great, but the quality of the videos does not do the
incredible terrain out there justice. Here are are a couple pictures of
the top of mountains that Larry took, look at the altimeter, 10,000 feet
[Shocked] The terrain is always steeper than it looks in a picture...
I would love to do some flying in a place like that, South Florida
is the most incredibly flat place on earth. There is not a single hill,
not even a 10 foot natural rise within 100 miles of me :( So its all
on Larry, thanks for the videos and pictures and look forward to more.
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=255098#255098
Attachments:
http://forums.matronics.com//files/kolbaerialoregonmountainsteens2009_208
.jpg
http://forums.matronics.com//files/kolbaerialoregonmountainbigindian2009_
106.jpg
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
07/28/09 17:58:00
________________________________________________________________________________
| Subject: | Re: New Camera, Owyhee Ramblins |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
lcottrell wrote:
>
>
> After that There is only the possibility of reruns, stuff that you have seen
before. Larry
> ---
Reruns of Kolb flying beat reruns of Seinfeld any day :) Videos of some of
your takeoff's, landings, and other places you fly, even if not canyons would
also be great to see. I really liked the hat cam, that video turned out so
good I am going to make a helmet mount for my camera in the next few days.
Russ,
Larry's pictures were really great, nothing wrong with the quality. What I was
saying is that his videos would be incredible if he had something that would
shoot in a bit higher quality. Personally, I think if Larry put a good high
definition camera on that front of his Kolb, he could probably have some of his
videos shown on National Geographic or Discovery. Thats just really great
stuff !
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=255221#255221
________________________________________________________________________________
| Subject: | Re: Picking up my new wings |
| From: | "tlongo" <tlongo(at)tampabay.rr.com> |
I am the Kolb owner's wife. First of all, we are sorry Ellery had to wait 6 hours
in the hot sun, but we said we would be three between 2-3 and we were there
just after 3 pm, he got there early. I am not sure why he thinks we treated
him second class, we could not have been nicer to him. And yes, I did have the
gentleman in the bank verify that the funds on the check were valid and I am
sure if the situation were reversed he would have done the same. The gentleman
in the bank was only doing his job and was very professional and pleasant.
Ellery did present his driver's license and signature as did my husband...but
that was for a notarized bill of sale which is required. I have had a bad
experience, so in this day and age with photoshop I am very careful when purchasing
or selling something for such a large sum. My husband trusted Ellery 100%,
I am the one is careful with transactions. Sorry if that offended Ellery.
Yes, the battery did do damage to the nose, we hit some very unexpected rough roads
in South Carolina and felt really bad about what happened, but we gave him
a $700 intercom and headsets to compensate which he failed to mention. As far
as the weather cracking on the tires, that is a personal call, the tires were
fine and we had no problems from Fla to NC.
I am sorry Ellery feels the way he does, but he got a great deal and after I read
this I had to respond, I guess you can't make some people happy. Everyone
who knows my husband will tell you he is an honest upstanding man. Ellery is
the one with a chip on his shoulder.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255227#255227
________________________________________________________________________________
| Subject: | 582 NON Rotax electric starter question |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Doing the annual on my Mk 3 and decided to pull apart the GPL starter to
clean and inspect. To make a long story short, there are four 6mm X 1.25 X
18mm socket head cap screws that hold the spacer spool for the recoil
starter to the adapter ring that bolts to the stock Rotax crank damper. They
need to be 25mm (~1.0 in) long, IMHO, as they only have about 7mm (a little
over 1/4") of engagement in the adapter. The problem is that all I can find
at McMaster Carr, Fastenal, Bolt Depot, ad infinitum is 6mm X 1.00 thread
pitch. I've measured the bolts I have with my trusty SPI thread gage and
they are definitely 1.25 pitch. Anybody know of a source?
Rick Girard
________________________________________________________________________________
| Subject: | Re: Picking up my new wings |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
My aploogy to the list? I thought I was responding directly to William Sullivan
not the whole list
?????????????????????????? Ellery
-----Original Message-----
From: tlongo <tlongo(at)tampabay.rr.com>
Sent: Thu, Jul 30, 2009 12:17 pm
Subject: Kolb-List: Re: Picking up my new wings
I am the Kolb owner's wife. First of all, we are sorry Ellery had to wait 6
hours in the hot sun, but we said we would be three between 2-3 and we were
there just after 3 pm, he got there early. I am not sure why he thinks we
treated him second class, we could not have been nicer to him. And yes, I did
have the gentleman in the bank verify that the funds on the check were valid and
I am sure if the situation were reversed he would have done the same. The
gentleman in the bank was only doing his job and was very professional and
pleasant. Ellery did present his driver's license and signature as did my
husband...but that was for a notarized bill of sale which is required. I have
had a bad experience, so in this day and age with photoshop I am very careful
when purchasing or selling something for such a large sum. My husband trusted
Ellery 100%, I am the one is careful with transactions. Sorry if that offended
Ellery.
Yes, the battery did do damage to the nose, we hit some very unexpected rough
roads in South Carolina and felt really bad about what happened, but we gave him
a $700 intercom and headsets to compensate which he failed to mention. As far
as the weather cracking on the tires, that is a personal call, the tires were
fine and we had no problems from Fla to NC.
I am sorry Ellery feels the way he does, but he got a great deal and after I
read this I had to respond, I guess you can't make some people happy. Everyone
who knows my husband will tell you he is an honest upstanding man. Ellery is
the one with a chip on his shoulder.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255227#255227
e, and much much more:
________________________________________________________________________________
| From: | Bob Pongracz <pongoflyer(at)gmail.com> |
Just a note to introduce myself. I just picked up a Firestar KXP w/447. It
is currently based at 14N in eastern PA, where I also fly in the glider
club. This is my 3rd ul/experimental, coming from a Cobra & a Phantom.
I have a Commercial license, having flown ag planes in the midwest, and did
some CFI and glider tow work back east. I've always liked Kolbs, and am
anxious to fly this one. After reassembling it from the truck ride home, I
still need to attach the wing-gap seal, hook up the strobes and go over it
thoroughly before the first flight.
I know this list is a great source of veteran information, and look forward
to good advice since one can always learn from others experience.
Anyone else on the list in this area...give me a holler.
Cheers,
Bob Pongracz
Firestar KXP/447
pongoflyer(at)gmail.com
________________________________________________________________________________
| From: | "Kip" <klaurie(at)mindspring.com> |
Welcome aboard and keep us updated... :D
--------
2000 Firestar II
R503 DCDI
VLS 750
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255308#255308
________________________________________________________________________________
| Subject: | Re: Picking up my new wings |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Tlongo ( To the wife of the seller ),
There are some people that will never be happy with anything, and will always mislead
others or even downright lie about what happened. I am afraid you have
run into one of these people when you sold your airplane to Ellery. I once told
Elllery in a nice way that he had made a mistake, and he came back with one
of the nastiest responses you would ever want to see. Ellery is just one of
those people you can count on being wrong or downright misrepresenting anything
he posts. While reading Ellerys account and he stated that
elleryweld(at)aol.com wrote:
>
>
> Even the guy in his bank branch I thought was a complete a-hole like I had stolen
the check somewhere and him wanting my drivers license and signature when
all the lazy sob needed to do was Call my bank and get it verified
>
>
When I read this,I knew that Ellery most definately was still carrying around that
chip on his shoulder... He must be mad at the world... Showing ID is standard
procedure in any bank, and most definately required for any kind of large
check, even if it is real. I hope you dont think that all Kolb peole are like
this, because most are very good people. We know what Ellery is all about
here, and I am glad to see that you responded and set the record straight.
Ellery, you started this thread, and you have been posting to it publicaly and
regularulary since starting it, I dont beleive for a second that you thought you
were responding privately. It just appears to be another attempt to mislead
everyone here after being caught in your first lie.
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=255367#255367
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Picking up my new wings |
Mike B:
Your post would have been better sent back copy.
The Kolb Builders List is for discussing building and flying Kolb Aircraft.
Recommend anyone wanting to reply to Mike B, please do it back copy.
Thanks for your consideration.
john h - Too wet to fly in Alabama.
mkIII
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Friday, July 31, 2009 10:22 AM
Subject: Kolb-List: Re: Picking up my new wings
>
> Tlongo ( To the wife of the seller ),
>
> There are some people that will never be happy with anything, and will
> always mislead others or even downright lie about what happened. I am
> afraid you have run into one of these people when you sold your airplane
> to Ellery. I once told Elllery in a nice way that he had made a mistake,
> and he came back with one of the nastiest responses you would ever want to
> see. Ellery is just one of those people you can count on being wrong or
> downright misrepresenting anything he posts. While reading Ellerys
> account and he stated that
>
>
> elleryweld(at)aol.com wrote:
>>
>>
>> Even the guy in his bank branch I thought was a complete a-hole like I
>> had stolen the check somewhere and him wanting my drivers license and
>> signature when all the lazy sob needed to do was Call my bank and get it
>> verified
>>
>>
>
>
> When I read this,I knew that Ellery most definately was still carrying
> around that chip on his shoulder... He must be mad at the world...
> Showing ID is standard procedure in any bank, and most definately required
> for any kind of large check, even if it is real. I hope you dont think
> that all Kolb peole are like this, because most are very good people. We
> know what Ellery is all about here, and I am glad to see that you
> responded and set the record straight.
>
> Ellery, you started this thread, and you have been posting to it publicaly
> and regularulary since starting it, I dont beleive for a second that you
> thought you were responding privately. It just appears to be another
> attempt to mislead everyone here after being caught in your first lie.
>
> 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=255367#255367
>
>
>
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Picking up my new wings |
TO EVERYONE ON THIS LIST:
PLEASE STOP THIS BICKERING!
Thanx
On Jul 31, 2009, at 11:22 AM, JetPilot wrote:
>
> Tlongo ( To the wife of the seller ),
>
> There are some people that will never be happy with anything, and
> will always mislead others or even downright lie about what
> happened. I am afraid you have run into one of these people when
> you sold your airplane to Ellery. I once told Elllery in a nice
> way that he had made a mistake, and he came back with one of the
> nastiest responses you would ever want to see. Ellery is just one
> of those people you can count on being wrong or downright
> misrepresenting anything he posts. While reading Ellerys account
> and he stated that
>
>
> elleryweld(at)aol.com wrote:
>>
>>
>> Even the guy in his bank branch I thought was a complete a-hole
>> like I had stolen the check somewhere and him wanting my drivers
>> license and signature when all the lazy sob needed to do was Call
>> my bank and get it verified
>>
>>
>
>
> When I read this,I knew that Ellery most definately was still
> carrying around that chip on his shoulder... He must be mad at the
> world... Showing ID is standard procedure in any bank, and most
> definately required for any kind of large check, even if it is
> real. I hope you dont think that all Kolb peole are like this,
> because most are very good people. We know what Ellery is all
> about here, and I am glad to see that you responded and set the
> record straight.
>
> Ellery, you started this thread, and you have been posting to it
> publicaly and regularulary since starting it, I dont beleive for a
> second that you thought you were responding privately. It just
> appears to be another attempt to mislead everyone here after being
> caught in your first lie.
>
> 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=255367#255367
>
>
________________________________________________________________________________
| From: | daniel myers <h20maule(at)hotmail.com> |
| Subject: | Re: Picking up my new wings |
Just stop. I come on here to read about planes=2C not to hear people talkin
g about one another
daniel myers
> Subject: Kolb-List: Re: Picking up my new wings
> From: orcabonita(at)hotmail.com
> Date: Fri=2C 31 Jul 2009 08:22:37 -0700
> To: kolb-list(at)matronics.com
>
>
> Tlongo ( To the wife of the seller )=2C
>
> There are some people that will never be happy with anything=2C and will
always mislead others or even downright lie about what happened. I am afra
id you have run into one of these people when you sold your airplane to Ell
ery. I once told Elllery in a nice way that he had made a mistake=2C and h
e came back with one of the nastiest responses you would ever want to see.
Ellery is just one of those people you can count on being wrong or downrig
ht misrepresenting anything he posts. While reading Ellerys account and h
e stated that
>
>
> elleryweld(at)aol.com wrote:
> >
> >
> > Even the guy in his bank branch I thought was a complete a-hole like I
had stolen the check somewhere and him wanting my drivers license and sign
ature when all the lazy sob needed to do was Call my bank and get it verif
ied
> >
> >
>
>
> When I read this=2CI knew that Ellery most definately was still carrying
around that chip on his shoulder... He must be mad at the world... Showing
ID is standard procedure in any bank=2C and most definately required for a
ny kind of large check=2C even if it is real. I hope you dont think that
all Kolb peole are like this=2C because most are very good people. We kno
w what Ellery is all about here=2C and I am glad to see that you responded
and set the record straight.
>
> Ellery=2C you started this thread=2C and you have been posting to it publ
icaly and regularulary since starting it=2C I dont beleive for a second tha
t you thought you were responding privately. It just appears to be anothe
r attempt to mislead everyone here after being caught in your first lie.
>
> Mike
>
> --------
> "=3BNO FEAR"=3B - If you have no fear you did not go as fast as
you could have !!!
>
> Kolb MK-III Xtra=2C 912-S
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=255367#255367
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
Windows Live=99 Hotmail=AE: Search=2C add=2C and share the web=92s latest s
ports videos. Check it out.
http://www.windowslive.com/Online/Hotmail/Campaign/QuickAdd?ocid=TXT_TAGL
M_WL_QA_HM_sports_videos_072009&cat=sports
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
I got my new camera yesterday, so this morning I got up at 0530, and
reheated a cup of coffee then went out and rolled Dart out of the
hanger. Did a preflight, and did my best to still a "premonition". I
finally decided that I was being a bit foolish. The morning was
absolutely beautiful and there was no wind. I determined to go and be as
careful as I could.
The camera is not designed for early morning light, so the white balance
is off and a lot of the video shows up a bit red. My flight line was
between Big Grassy Mtn. and Jackie's Butte, and it is about 39 miles to
Three Forks. As I got close to Big Grassy I could see that the ranchers
had all the water pipes working and there were water tanks spotted here
and there along the range. I was about 500 feet or more above the ground
as the terrain rises to about 5000 feet just before Three Forks. I
looked out about a half mile and I could see dust, lots of it. As I got
closer, I could see a really large herd of wild horses. This bunch stays
out in that area all year long, and the last time that I saw it, was
much bigger. I estimated about 50 to 75 horses in the herd.
I flew down into the canyon at the hot springs and followed the river
all the way to Rome. I did come up out of the canyon after the pucker
factor built up to unendurable and climbed high enough to at least get
to the rim if an engine out were to occur. The Canyon is deep enough
that my GPS could not see enough satellites to register. The video's are
cut up into 6 segments, and none of the flight was edited out. There is
about 30 some miles of canyon between Three Forks and Rome.
After coming out of the canyon, I lined out for home. When I got within
3/4 of a mile of the end of the runway, my engine began to slow down. I
had forgotten to turn off the HACman system and the engine was leaning
out and dying. I was about 200 feet above the ground and just past
Crooked Creek. I tried to turn it rich enough for the engine to catch,
but was unable to do so. As the engine died, I turned 180 degrees and
established my glide to 50 MPH. There is a open spot that is smoother
than the runway that I use at the house. Since this is a maneuver that I
have had to do before and practiced for just this situation, landing was
no big deal. Once on the ground and adjustments were made, the engine
fired right up again. I turned and took off once more and continued on
to the house and made my landing with no problem. Once on the ground, I
gave appropriate thanks that I was safe and I didn't have to rebuild the
plane again. I assure you, of all the places for me to screw up and get
forced to land, I could not have picked a better spot.
However, I was not out of the woods yet. Karen had gone outside to watch
me land, and heard the engine stammer and saw me turn and go down out of
sight. When I restarted the engine, she had called me on the radio and
asked if I was all right, to which I replied affirmative! When I got in
the house it was a bit chilly. After a bit she told me "Don't do that
again". I most fervently replied that I would do my best to never repeat
that episode again.
Larry
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Trip to 3 Forks |
Usually, when a four stroke screws up it is because we do something to scre
w it up.
Glad you made a good forced landing.
I don't understand:
"I had forgotten to turn off the HACman system and the engine was leaning o
ut and dying."
Does that mean you forgot to turn it back to rull rich?
john h
----- Original Message -----
From: Larry Cottrell
To: kolb-list(at)matronics.com
Sent: Friday, July 31, 2009 3:59 PM
Subject: Kolb-List: Trip to 3 Forks
I got my new camera yesterday, so this morning I got up at 0530, and rehe
ated a cup of coffee then went out and rolled Dart out of the hanger. Did a
preflight, and did my best to still a "premonition". I finally decided tha
t I was being a bit foolish. The morning was absolutely beautiful and there
was no wind. I determined to go and be as careful as I could.
The camera is not designed for early morning light, so the white balance
is off and a lot of the video shows up a bit red. My flight line was betwee
n Big Grassy Mtn. and Jackie's Butte, and it is about 39 miles to Three For
ks. As I got close to Big Grassy I could see that the ranchers had all the
water pipes working and there were water tanks spotted here and there along
the range. I was about 500 feet or more above the ground as the terrain ri
ses to about 5000 feet just before Three Forks. I looked out about a half m
ile and I could see dust, lots of it. As I got closer, I could see a really
large herd of wild horses. This bunch stays out in that area all year long
, and the last time that I saw it, was much bigger. I estimated about 50 to
75 horses in the herd.
I flew down into the canyon at the hot springs and followed the river all
the way to Rome. I did come up out of the canyon after the pucker factor b
uilt up to unendurable and climbed high enough to at least get to the rim i
f an engine out were to occur. The Canyon is deep enough that my GPS could
not see enough satellites to register. The video's are cut up into 6 segme
nts, and none of the flight was edited out. There is about 30 some miles of
canyon between Three Forks and Rome.
After coming out of the canyon, I lined out for home. When I got within 3
/4 of a mile of the end of the runway, my engine began to slow down. I had
forgotten to turn off the HACman system and the engine was leaning out and
dying. I was about 200 feet above the ground and just past Crooked Creek. I
tried to turn it rich enough for the engine to catch, but was unable to do
so. As the engine died, I turned 180 degrees and established my glide to 5
0 MPH. There is a open spot that is smoother than the runway that I use at
the house. Since this is a maneuver that I have had to do before and practi
ced for just this situation, landing was no big deal. Once on the ground an
d adjustments were made, the engine fired right up again. I turned and took
off once more and continued on to the house and made my landing with no pr
oblem. Once on the ground, I gave appropriate thanks that I was safe and I
didn't have to rebuild the plane again. I assure you, of all the places for
me to screw up and get forced to land, I could not have picked a better sp
ot.
However, I was not out of the woods yet. Karen had gone outside to watch
me land, and heard the engine stammer and saw me turn and go down out of si
ght. When I restarted the engine, she had called me on the radio and asked
if I was all right, to which I replied affirmative! When I got in the house
it was a bit chilly. After a bit she told me "Don't do that again". I most
fervently replied that I would do my best to never repeat that episode aga
in.
Larry
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Trip to 3 Forks |
nice story Larry. Pix are good enhancements.
BB
On 31, Jul 2009, at 4:59 PM, Larry Cottrell wrote:
> I got my new camera yesterday, so this morning I got up at 0530,
> and reheated a cup of coffee then went out and rolled Dart out of
> the hanger. Did a preflight, and did my best to still a
> "premonition". I finally decided that I was being a bit foolish.
> The morning was absolutely beautiful and there was no wind. I
> determined to go and be as careful as I could.
> <3B214F180A3240F48677CB2003A15F16>
>
>
>
>
> The camera is not designed for early morning light, so the white
> balance is off and a lot of the video shows up a bit red. My flight
> line was between Big Grassy Mtn. and Jackie's Butte, and it is
> about 39 miles to Three Forks. As I got close to Big Grassy I could
> see that the ranchers had all the water pipes working and there
> were water tanks spotted here and there along the range. I was
> about 500 feet or more above the ground as the terrain rises to
> about 5000 feet just before Three Forks. I looked out about a half
> mile and I could see dust, lots of it. As I got closer, I could see
> a really large herd of wild horses. This bunch stays out in that
> area all year long, and the last time that I saw it, was much
> bigger. I estimated about 50 to 75 horses in the herd.
>
> I flew down into the canyon at the hot springs and followed the
> river all the way to Rome. I did come up out of the canyon after
> the pucker factor built up to unendurable and climbed high enough
> to at least get to the rim if an engine out were to occur. The
> Canyon is deep enough that my GPS could not see enough satellites
> to register. The video's are cut up into 6 segments, and none of
> the flight was edited out. There is about 30 some miles of canyon
> between Three Forks and Rome.
>
> After coming out of the canyon, I lined out for home. When I got
> within 3/4 of a mile of the end of the runway, my engine began to
> slow down. I had forgotten to turn off the HACman system and the
> engine was leaning out and dying. I was about 200 feet above the
> ground and just past Crooked Creek. I tried to turn it rich enough
> for the engine to catch, but was unable to do so. As the engine
> died, I turned 180 degrees and established my glide to 50 MPH.
> There is a open spot that is smoother than the runway that I use at
> the house. Since this is a maneuver that I have had to do before
> and practiced for just this situation, landing was no big deal.
> Once on the ground and adjustments were made, the engine fired
> right up again. I turned and took off once more and continued on to
> the house and made my landing with no problem. Once on the ground,
> I gave appropriate thanks that I was safe and I didn't have to
> rebuild the plane again. I assure you, of all the places for me to
> screw up and get forced to land, I could not have picked a better
> spot.
>
> However, I was not out of the woods yet. Karen had gone outside to
> watch me land, and heard the engine stammer and saw me turn and go
> down out of sight. When I restarted the engine, she had called me
> on the radio and asked if I was all right, to which I replied
> affirmative! When I got in the house it was a bit chilly. After a
> bit she told me "Don't do that again". I most fervently replied
> that I would do my best to never repeat that episode again.
> Larry
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | it's always something... |
OK guys, I've been farting around with my fuel system for much too
long. Bought more fuel pumps at a higher press rating,
removed the regulator, had fuel dripping from the carb after landing
(after a really nice ride)
Decided to replace the regulator and put a temporary gauge in to see
what is really going on.
Mistake #1: do not buy a cheapo tee and gauge from auto zone/advance/
pep boyz, etc
The plastic tee was ok but the chinee
bourdon tube in the gauge was a gusher
took it back for a refund
all I wanted was a temporary reading
bought a real brass 1/8" tee, turned two mini barb fittings from a
nipple on my lathe
Ran a remote line of space age 1/4" super tube past a mini valve to
an ultra strong 30 lb gauge with built in snubber
(facet pumps give a really jerky reading until pressure limit)
Tried to hook up the mess.
black (NAPA/Gates/??? hose started splitting at attempts to slide on
the fittings.
This stuff is about 6 years old.
Gave up in disgust and made myself a taco salad
Then I did some research:
the old SAE 30R6 black hose was dandy for gasoline but is not rated
for ethanol and/or "sour oxidized gas"
SAE 30R9 is overkill, rated for a working pressure of 100 lbs/burst
900, ethanol compatible
(really nice stuff though)
SAE 30R7 appears to be the correct application for non-FI, carbureted
systems.
working press 50/ burst 250
now to see if I can find some.
BB
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
My last video is now uploading and almost done. Some of them are without
sound as the music that I put with them was under copy write. I will try
to later change the music, but for now what you see is what you see. If
you go to YouTube and search for larry6080m you will be able to see
them.
Larry
________________________________________________________________________________
| Subject: | Re: Trip to 3 Forks |
| From: | Robert Laird <rlaird(at)cavediver.com> |
Slightly non-Kolb, but, check this out, Larry:
http://www.masternewmedia.org/audio_music_publishing/music-for-video/where-to-find-free-music-for-video-and-podcasts-20070722.htm
On Fri, Jul 31, 2009 at 5:56 PM, Larry Cottrell wrote:
> My last video is now uploading and almost done. Some of them are without
> sound as the music that I put with them was under copy write. I will try to
> later change the music, but for now what you see is what you see. If you go
> to YouTube and search for larry6080m you will be able to see them.
> Larry
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | gliderx5(at)comcast.net |
Hi Bob
Welcome to the list. I have a MKII about 100 miles west of you at 79N, Ridge Soaring
Gliderport. I do the glider thing also (commercial, CFIG, ASW-15). Let me
take this opportunity to invite you, and the rest of the list to a couple fly-ins
that we are having.
First, Aug 8, at University Perk Airport (KUNV), there will be a fly-in breakfast
from 8 to 11. Our EAA chapter is sponsoring an aviation awareness day for the
public with lots of airplanes on display.
Second, and even better is our 8th annual fly-in, camp-in weekend, Oct 3/4 at Centre Air Park (N16). This is a great time and all are welcome. See our chapter web site, www.eaa1327.org for details.
Finally, I hope to fly over your way, with my golf clubs in the passenger seat,
to Butter Valley golf course / airport. I'll let you know if I'm in the area.
Again, welcome
Malcolm Morrison
http://home.comcast.net/~mmorrison123/kolb.htm
----- Original Message -----
From: "Bob Pongracz" <pongoflyer(at)gmail.com>
Sent: Thursday, July 30, 2009 7:15:03 PM GMT -05:00 US/Canada Eastern
Subject: Kolb-List: Greetings
Just a note to introduce myself. I just picked up a Firestar KXP w/447. It is currently
based at 14N in eastern PA, where I also fly in the glider club. This
is my 3rd ul/experimental, coming from a Cobra & a Phantom.
I have a Commercial license, having flown ag planes in the midwest, and did some
CFI and glider tow work back east. I've always liked Kolbs, and am anxious to
fly this one. After reassembling it from the truck ride home, I still need to
attach the wing-gap seal, hook up the strobes and go over it thoroughly before
the first flight.
I know this list is a great source of veteran information, and look forward to
good advice since one can always learn from others experience.
Anyone else on the list in this area...give me a holler.
Cheers,
Bob Pongracz
Firestar KXP/447
________________________________________________________________________________
| Subject: | Re: Trip to 3 Forks |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
> "I had forgotten to turn off the HACman system and the engine was leaning out
and dying."
>
> Larry
Larry, What is the "HACman system". Is it the carb heat?
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=255502#255502
________________________________________________________________________________
| Subject: | The last E-LSA deadline is approaching |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
With the extension granted in January 2008 to get aircraft into the registry
as E-LSA, we are 6 months away from the end of this opportunity, but the
January 31st, 2010 deadline applies to those who have a two place E-LSA,
too.Why?
If you have a two place Kolb take a look at your special airworthiness
certificate. About midway down on the right hand side you will see the
statement, "Expiry 1-31-2010".
That's right, your airworthiness certificate EXPIRES on January 31st 2010.
Why?
Because your operating limitations must be updated to reflect that it will
no longer be legal to use your aircraft for compensation or hire after that
date.
What do you need to do and what do you need to do it?
Get a copy of FAA form 8130-6 and fill it out exactly as you did when you
applied for an airworthiness certificate in the first place, EXCEPT, in box
II, "Certificate Requested", box 4, "Operating Light Sport", check the box
8C, "Operating light-sport previously issued special light-sport
airworthiness certificate under 21.190".
Let's not get into a discussion of why this is worded badly as it reflects
on those of us that have E-LSA's. That's the box the form makers give us and
that's the one to use. :-)
Take your current airworthiness certificate, the pink one, your operating
limitations, and your aircraft log to your local FSDO. It's best to call
ahead and get the name of the person who handles this and his phone number.
Make an appointment to meet with him to get this done.
Why do they need all this stuff?
What your going to get is an airworthiness certificate that never expires.
Instead of "Expiry 1-31-2010" it will say, "Unlimited". You will also get
new operating limitations.
Why do they want the aircraft log?
They want to make sure that your annual condition inspection is current.
They can't issue the new paper if it isn't.
The good news is that this is all FREE. There are no charges for any of
this. Since I was at the FSDO, I picked up a copy of the FAA "Runway Safety
Collection" DVD, a current copy of the Notices to Airman, and a Kansas
Airport Directory, all of which were FREE, too. (if you're not in Kansas,
expect a copy of your state's directory if there is one and the FSDO gets
them from your state. I say this because Washington used to give these away
at their DOT office when you paid your yearly $8 user fee, and your state
may do something altogether different.)The bad news is, if you don't get
this done by the expiration date, there is no way back. Your airworthiness
certificate is expired and you have:
1. an illegal aircraft
2. a very expensive lawn ornament
3. a collection of spare parts for the rest of us
Addendum: When you contact your FSDO they may be able to do this by faxing
and mailing. Since you have to sign a copy of your operating limitations
that they keep as well as your own, this could become a multiday experience.
Then, there's also the possibility of mistakes. I did my Mk III and my trike
on the same day. The inspector got the info on the trike correct, but he had
the paperwork for the Kolb AFU. He put in the trikes N number on the op
limits and called the Kolb a powered parachute on the airworthiness
certificate. By being there I caught all this and he corrected it there and
then. Could you imagine the cluster flub this could have become if I hadn't
been there?
Rick Girard
________________________________________________________________________________
| Subject: | Re: Trip to 3 Forks |
| From: | Robert Laird <rlaird(at)cavediver.com> |
HAC = High Altitude Compensator
It leans or enrichens the fuel mix.
On Sat, Aug 1, 2009 at 10:01 AM, Ralph B wrote:
>
>
> > "I had forgotten to turn off the HACman system and the engine was
> leaning out and dying."
> >
> > Larry
>
>
> Larry, What is the "HACman system". Is it the carb heat?
>
> 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=255502#255502
>
>
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Nigel Beale of Cyclone Hovercraft of England. Pat may know of him >.
Hi,
Pat certainly knows of him. He is THE MAN in the UK on all things Rotax.
Cheers
Pat
________________________________________________________________________________
| Subject: | New HKS on Firestar |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
Kolb list folks,
I got my Firestar back from Jerry Olenik at Greensky this past weekend with the
new HKS on. Lot's of driving, but looks like it was well worth it from the installation
job he did. I flew Wednesday late evening, & it demonstrated lot's
of power and proved to be very quiet. Flew some yesterday, mid-day in some very
sloppy air, and about 1.4 hrs. this morning till the heat & winds got up again.
I'm getting a good climb rate of about 650 - 700 fpm. Haven't seen that in a very
long time, and it really gives me some confidence in the air again. I've got
a 66" 2 blade Powerfin prop mounted. I've posted a couple of pics.
--------
Jimmy Young
FS II, HKS 700
N7043P
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255528#255528
Attachments:
http://forums.matronics.com//files/dscn0472_175.jpg
http://forums.matronics.com//files/dscn0471_115.jpg
________________________________________________________________________________
| From: | Brad Stump <sky-king(at)inbox.com> |
--- MIME Errors - No Plain-Text Section Found ---
A message with no text/plain MIME section was received.
The entire body of the message was removed. Please
resend the email using Plain Text formatting.
HOTMAIL is notorious for only including an HTML section
in their client's default configuration. If you're using
HOTMAIL, please see your email application's settings
and switch to a default mail option that uses "Plain Text".
--- MIME Errors No Plain-Text Section Found ---
________________________________________________________________________________
| From: | "Tom O'Hara" <tohara(at)alphagraphics.com> |
I have a MKIII C (582) down in Allentown at Queen City. Looking forward to flying
together-- down to Butter Valley!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255573#255573
________________________________________________________________________________
| From: | "frank.goodnight" <frank.goodnight(at)att.net> |
| Subject: | Re: New HKS on Firestar |
Hi Jim,
Glad to hear you are up again. We need more kolbs in TX. I think you
will like your HKS I've had very few problems with mine @ 80+ hrs.
Frank Goodnight
brownsville TX.
On Aug 1, 2009, at 1:22 PM, Jimmy Young wrote:
>
> Kolb list folks,
>
> I got my Firestar back from Jerry Olenik at Greensky this past
> weekend with the new HKS on. Lot's of driving, but looks like it was
> well worth it from the installation job he did. I flew Wednesday
> late evening, & it demonstrated lot's of power and proved to be
> very quiet. Flew some yesterday, mid-day in some very sloppy air,
> and about 1.4 hrs. this morning till the heat & winds got up again.
>
> I'm getting a good climb rate of about 650 - 700 fpm. Haven't seen
> that in a very long time, and it really gives me some confidence in
> the air again. I've got a 66" 2 blade Powerfin prop mounted. I've
> posted a couple of pics.
>
> --------
> Jimmy Young
> FS II, HKS 700
> N7043P
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=255528#255528
>
>
> Attachments:
>
> http://forums.matronics.com//files/dscn0472_175.jpg
> http://forums.matronics.com//files/dscn0471_115.jpg
>
>
________________________________________________________________________________
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
Thanks for everyone's advice. Thought I'd give an update.
I always had a little trouble with my front carb. The spark plug would always
come out black and the EGT when it was working good seemed low (both indicating
I was running rich). That is also the side that my exhaust leak is (still happening
even though I replaced the gaskets). I had my engine/carbs inspected/serviced
last year sometime and he updated the needles and jets. I synced my
carbs on the last inspection so I couldn't figure out why one would be running
so much richer than the other when they were both set up the same. The back
spark plug was always the nice brown sandy color it is supposed to be.
I took the one carb apart and thought I had a broken needle clip. I ordered new
clips and saw that the new ones have a small slit in them too, so it wasn't
broken. But then I noticed the new one looked like it had a new design to it.
I put the new one on and cleaned off my exhaust probe some (it was pretty black
and wet too).
After doing all that, I flew, and the EGT's were registering almost the same temps.
So I can't help but think that the new clip helped in some way. A friend
of mine said he remembered reading somewhere where there was an advisory of
some type to replace that clip. Apparently cleaning the probe helped the EGT
gauge work better too. The one side still isn't registering during taxi, but
I may not have cleaned the probe enough.
I suppose when I check the spark plugs again after flying some more hours, it'll
tell me more.
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255592#255592
________________________________________________________________________________
| From: | zeprep251(at)aol.com |
Christal
?? Remember that there are 4 gaskets on the 503 exhaust.2 under the tin shroud
to the block and 2 on top of the shroud to the manifold.JBM makes a tough gasket
for all the Rotax engines at a better price.Any leak there will change the
tuning of the engine.You may not have a carb problem.
? G.Aman
?
-----Original Message-----
From: cristalclear13 <cristalclearwaters(at)gmail.com>
Sent: Sat, Aug 1, 2009 10:44 pm
Subject: Kolb-List: Re: EGT quirk
Thanks for everyone's advice. Thought I'd give an update.
I always had a little trouble with my front carb. The spark plug would always
come out black and the EGT when it was working good seemed low (both indicating
I was running rich). That is also the side that my exhaust leak is (still
happening even though I replaced the gaskets). I had my engine/carbs
inspected/serviced last year sometime and he updated the needles and jets. I
synced my carbs on the last inspection so I couldn't figure out why one would be
running so much richer than the other when they were both set up the same. The
back spark plug was always the nice brown sandy color it is supposed to be.
I took the one carb apart and thought I had a broken needle clip. I ordered new
clips and saw that the new ones have a small slit in them too, so it wasn't
broken. But then I noticed the new one looked like it had a new design to it.
I put the new one on and cleaned off my exhaust probe some (it was pretty black
and wet too).
After doing all that, I flew, and the EGT's were registering almost the same
temps. So I can't help but think that the new clip helped in some way. A
friend of mine said he remembered reading somewhere where there was an advisory
of some type to replace that clip. Apparently cleaning the probe helped the EGT
gauge work better too. The one side still isn't registering during taxi, but I
may not have cleaned the probe enough.
I suppose when I check the spark plugs again after flying some more hours, it'll
tell me more.
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255592#255592
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
Just might be me but I would think 650-700 fpm climb would be bad. I mean,
a FSII with 60 or so horses up top would have a whole lot better climb. I
have access to a FSII with a 503 and it climbs better than 1000 fpm. Maybe
even closer to 1200 most of the time. I had an original FS with a 447 that
climbed a whole lot better than that. What gives? Ted Cowan, Alabama,
Slingshot 912 ul.
________________________________________________________________________________
| From: | "frank.goodnight" <frank.goodnight(at)att.net> |
Hi Ted,
My firestar 2 with the 60 hp HKS and at gros wt. of 725 lbs climbs at
somewhere around 700 ft per min on a 100 degree day with a relitive
humidity about 90%I would like to have the numbers you have
but just don"t. tjere are a couple of other HKS firestars around.,
wonder how they do?
Frank goodnight
Firestar2 HKS
Brownsville TX
On Aug 2, 2009, at 5:41 AM, Ted Cowan wrote:
>
> Just might be me but I would think 650-700 fpm climb would be bad.
> I mean, a FSII with 60 or so horses up top would have a whole lot
> better climb. I have access to a FSII with a 503 and it climbs
> better than 1000 fpm. Maybe even closer to 1200 most of the time.
> I had an original FS with a 447 that climbed a whole lot better than
> that. What gives? Ted Cowan, Alabama, Slingshot 912 ul.
>
>
________________________________________________________________________________
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
aslsa.rng(at)gmail.com wrote:
> Cristal, The concern with needle clips is that they be so tight on the needle
that the needle will not turn in the clip. Engine vibration will cause the needle
to turn in the clip and will gradually turn down the needle until it wears
through. Another update to prevent this is a small o-ring that sits on top of
the clip and under the spring cup. I'm sure you already know this, but you didn't
mention it so......
>
> Rick Girard
The small o-ring was mentioned/required by my DAR when I got my airworthiness certificate
two years ago November, but thanks for mentioning.
The new needle clip seemed more sturdy of a design. I didn't see any wear on the
needle itself.
zeprep251(at)aol.com wrote:
> Christal
> Remember that there are 4 gaskets on the 503 exhaust.2 under the tin shroud
to the block and 2 on top of the shroud to the manifold.JBM makes a tough gasket
for all the Rotax engines at a better price.Any leak there will change the
tuning of the engine.You may not have a carb problem.
> G.Aman
> --
I replaced all four gaskets. The leak was less after changing them but still there.
Maybe I'll try the ones from JBM. Not looking forward to the operation
though. That was really a pain changing out those inside gaskets (as mentioned
in a previous thread).
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255623#255623
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> I replaced all four gaskets. The leak was less after changing them but
still there. Maybe I'll try the ones from JBM. Not looking forward to the
operation though. That was really a pain changing out those inside gaskets
(as mentioned in a previous thread).
>
> --------
> Cristal Waters
Rotax two strokes, in my day, were notorious for leaking/oozing a black gook
between the exhaust manifold and the cylinder.
If it was mine, and there was no actual "exhaust gas leak", I'd wipe it down
once in a while, and keep on flying. I doubt that is going to change the
tuning.
However, if it was bad enough to leak exhaust gas, then I'd go to the
trouble of replacing gaskets.
Seems as though there could have been a better system than sandwiching the
cooling tin between the manifold and the cylinder, but no one ever came up
with a better way.
john h
mkIII
________________________________________________________________________________
| Subject: | Slingshot home in Buffalo |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Friday, a friend drove me 300 miles from Lancaster, NY to Lancaster, PA. We inspected
Luray's Slingshot and found it as advertised and I bought it. Saturday
AM, I flew it around the patch in marginal weather waiting for the forecast clear
skies to appear at 11AM. I was finally able to head out a little after noon.
Events of consequence:
Right before departing, the main relay fuse holder broke, so we took it out of
the circuit, twisted the wires together, crimped them and taped it off out of
the way. Luray used the fuse as his "key". Remove it and there is not power to
the bus. The frequent removal and replacement of the fuse finally resulted in
the fuse holder breaking. It is not designed for that kind of service but it
worked for him for several years, until it didn't. I'll probably install a circuit
breaker instead of fuse holder. Not sure yet what I'll do for a "key".
When I was approaching my fuel stop mid-way home, the radio that I borrowed from
Luray died. It was supposed to be on ship power but apparently somehow it came
off of ship power and the battery petered out. Fortunately, no traffic at the
time of my arrival or departure nor was there at my home airport when I got
there.
About the time the radio died, the forward end of the left rudder pedal return
spring came unhooked. I didn't know it at the time but found out shortly after
touching down at my fuel stop airport. I got a little crooked and added right
rudder but over did it a little (maiden flight in the airplane, so no surprise
there) but in the process I let my foot off of the left rudder pedal and it
flopped down flat on the floor, so I had no left rudder control. Got rather interesting
at that point with one wheel off the ground but with lots of aileron/roll
control I managed to keep it dirty side down. Once it slowed to a crawl
I managed to lift the rudder pedal off the floor and taxied up to the fuel pumps
and filled her up. I could not fix the spring there so I just made certain
that I would never let my foot completely off the left rudder pedal on the rest
of the trip.
Total flight time was 3.5 hours and I average about 3.75 gph at about 70% power.
My typical ground speed was around 82-83 mph in nearly calm winds but did get
up to a bit over 90 in a descent. The airplane handles beautifully and the higher
wing loading made the thermals less exciting during the hot afternoon than
the big wing Kolbs experience.
Happy to be a Kolber again. I'm also happy with the Jabiru engine. It performed
flawlessly with stable temps right in the middle of the green range, plenty of
power, and good economy.
--------
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=255625#255625
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
I have flown my Firestar II with a 447, first at 280 lbs empty weight.
It flew well, but I had no way to tell what the climb rate was. Then
with a 503, but by that time I had powder coated the cage, put on enough
auto paint to fill the weave of the fabric and a lot of more stuff to
add weight. At my altitude with a Garmin 196 as the only way to measure
my climb, and I never saw more than 350 fpm. Now with a HKS and a plane
that apparently weighs in at 460 I can see climbs of 4 to 500 fpm. This
is all at 4000 feet altitude.
Larry
----- Original Message -----
From: Ted Cowan
To: kolb-list(at)matronics.com
Sent: Sunday, August 02, 2009 4:41 AM
Subject: Kolb-List: FSII
Just might be me but I would think 650-700 fpm climb would be bad. I
mean,
a FSII with 60 or so horses up top would have a whole lot better
climb. I
have access to a FSII with a 503 and it climbs better than 1000 fpm.
Maybe
even closer to 1200 most of the time. I had an original FS with a 447
that
climbed a whole lot better than that. What gives? Ted Cowan,
Alabama,
Slingshot 912 ul.
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
08/01/09 18:04:00
________________________________________________________________________________
| From: | "Beauford T" <beauford173(at)verizon.net> |
Miss Cristal:
One other thing you might consider checking on the carb which is
running rich is the enrichment or
"choke" piston. If this little piston is not fully seating due to
misadjusted cable, crud in
the seat, or deteriorated rubber seal in the base of the piston, it
can easily produce the
symptoms you describe. A small leak in the enrichment circuit can
produce substantial effects.
Worth what ye paid fer it...
beauford
FF-076
Brandon, FL
----- Original Message -----
From: "cristalclear13" <cristalclearwaters(at)gmail.com>
Sent: Sunday, August 02, 2009 9:24 AM
Subject: Kolb-List: Re: EGT quirk
> Rick Girard
The small o-ring was mentioned/required by my DAR when I got my
airworthiness certificate two years ago November, but thanks for
mentioning.
The new needle clip seemed more sturdy of a design. I didn't see any
wear on the needle itself.
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Larry C:
Hard for folks, that fly at sea level, to fully grasp the degradation of pe
rformance caused by altitude and density altitude.
Us flat land, sea level guys are always in for a rude awakening the first f
ew days we spend on our trips out West. My airplane, with seemingly unlimi
ted performance at sea level, suddenly will not leap off the ground, barely
climbs, and has a habit of dropping out of the sky during higher altitude
approaches.
Based on cargo weight and altitude, I think Frank G's FSII performed admira
bly at Monument Valley, UT, this year, flying off a strip at 5,200 feet ASL.
john h
mkIII
I have flown my Firestar II with a 447, first at 280 lbs empty weight. It
flew well, but I had no way to tell what the climb rate was. Then with a 5
03, but by that time I had powder coated the cage, put on enough auto paint
to fill the weave of the fabric and a lot of more stuff to add weight. At
my altitude with a Garmin 196 as the only way to measure my climb, and I ne
ver saw more than 350 fpm. Now with a HKS and a plane that apparently weigh
s in at 460 I can see climbs of 4 to 500 fpm. This is all at 4000 feet alti
tude.
Larry
________________________________________________________________________________
| From: | Dave Kulp <undoctor(at)ptd.net> |
Hi Bob,
I have a FireFly at a grass strip on Engler Rd., near Nazareth, PA.
Mostly flying the patch yet, but if the weather ever stabilizes I'll be
dining at Butter Valley, etc. Shame Kutztown has closed!
BTW, did you have an ultralight visible from Rt. 222 a short time back?
Dave Kulp
FireFly 11DMK
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Leaking exhaust manifold |
On other engines, I have seen a warped flange on the exhaust tee
that can be trued up with a mill or belt sander...Herb
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
You will be happy to know that this time I already have my winter wood
supply, split and put up. The only thing that can interfere with my
gypsy ways is the two birds that I will
have to be flying. :-)
Larry
----- Original Message -----
From: John Hauck
To: kolb-list(at)matronics.com
Sent: Sunday, August 02, 2009 8:18 AM
Subject: Re: Kolb-List: FSII
Larry C:
Hard for folks, that fly at sea level, to fully grasp the degradation
of performance caused by altitude and density altitude.
Us flat land, sea level guys are always in for a rude awakening the
first few days we spend on our trips out West. My airplane, with
seemingly unlimited performance at sea level, suddenly will not leap off
the ground, barely climbs, and has a habit of dropping out of the sky
during higher altitude approaches.
Based on cargo weight and altitude, I think Frank G's FSII performed
admirably at Monument Valley, UT, this year, flying off a strip at 5,200
feet ASL.
john h
mkIII
I have flown my Firestar II with a 447, first at 280 lbs empty
weight. It flew well, but I had no way to tell what the climb rate was.
Then with a 503, but by that time I had powder coated the cage, put on
enough auto paint to fill the weave of the fabric and a lot of more
stuff to add weight. At my altitude with a Garmin 196 as the only way to
measure my climb, and I never saw more than 350 fpm. Now with a HKS and
a plane that apparently weighs in at 460 I can see climbs of 4 to 500
fpm. This is all at 4000 feet altitude.
Larry
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
08/02/09 05:56:00
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | re: Kolb-list: Firestar II |
OOps, sorry, too fast a finger, I had intended to send it back copy to
John, rather than brag about it to the list. :-/
Larry
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Leaking exhaust manifold |
> On other engines, I have seen a warped flange on the exhaust tee
> that can be trued up with a mill or belt sander...Herb
That reminds me.
I have truing bars for the aircooled and water cooled Rotax aircraft
engines.
Might not hurt to have a machine shop true the mating surface of the
manifold.
john h
mkIII
________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
tc1917(at)bellsouth.net wrote:
> Just might be me but I would think 650-700 fpm climb would be bad. I mean,
> a FSII with 60 or so horses up top would have a whole lot better climb. I
> have access to a FSII with a 503 and it climbs better than 1000 fpm. Maybe
> even closer to 1200 most of the time. I had an original FS with a 447 that
> climbed a whole lot better than that. What gives? Ted Cowan, Alabama,
> Slingshot 912 ul.
At sea level, that's not too bad. Tho my FSII with the 503, 3.47:1 C box and 68"
WD 3 blade taper tip did around 1000 fpm at about 2000' MSL density altitude.
Plane was 440lbs empty so a little on the heavy side.
The plane is pretty much tailor-made for the 503 so that motor probably gives the
best performance unless you overpower it with something else.
But 700 fpm is not that bad. I'm assuming you're talking about Jimmy's report with
his with the new HKS fitted? There's a little more weight and probably more
drag with the extra surface area on top, but still that's pretty decent.
At high density altitudes, tho, I dunno. I got between 300 and 400 fpm here in
northern NM at density altitudes of about 8000' MSL with the 503 leaned out as
much as I dared. Flyable, but a little nerve-wracking until the houses started
getting a little smaller. I don't know how an HKS equipped one would do....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255674#255674
________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
> Larry C:
>
> Hard for folks, that fly at sea level, to fully grasp the degradation of performance
caused by altitude and density altitude.
>
> Us flat land, sea level guys are always in for a rude awakening the first few
days we spend on our trips out West. My airplane, with seemingly unlimited
performance at sea level, suddenly will not leap off the ground, barely climbs,
and has a habit of dropping out of the sky during higher altitude approaches.
>
> Based on cargo weight and altitude, I think Frank G's FSII performed admirably
at Monument Valley, UT, this year, flying off a strip at 5,200 feet ASL.
>
> john h
> mkIII
>
A 503 equipped FS II will do ok at high DA's. Like I said, the typical DA where
I fly is around 8000' MSL (it'll drop to 6000 to 7000' in winter) and my FS II
was always flyable.
Course we got super long runways all over the place up here, usually a mile long
or more, because of our general lack of air. So I always still had runway underneath
by the time I got to a safe altitude to turn away from the airport.
Best performance was the first new years day I lived here, it was 11F and I recorded
400fpm. Worst was about 300fpm one evening in late summer where it was about
75F with density altitude around 8500' MSL.
Landing and takeoff ground speeds are also noticeably higher at those density altitudes
so that takes a little getting used to also....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255675#255675
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
Even with the heavier weight, it would improve the 503's performance by
about 2-300 fpm.
Larry
At high density altitudes, tho, I dunno. I got between 300 and 400 fpm
here in northern NM at density altitudes of about 8000' MSL with the 503
leaned out as much as I dared. Flyable, but a little nerve-wracking
until the houses started getting a little smaller. I don't know how an
HKS equipped one would do....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255674#255674
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
08/02/09 05:56:00
________________________________________________________________________________
| From: | "Tom O'Hara" <tohara(at)alphagraphics.com> |
Dave-- Might have been me flying along 222. An all white MKIII-- mostly fly in
the morning in a patch between Kutztown, New Tripoli, Butter Valley, Coopersburg.
Tom
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255678#255678
________________________________________________________________________________
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
Cowan writes:
>Just might be me but I would think 650-700 fpm climb would be bad. I mean,
a FSII with 60 or so horses up top would have a whole lot better climb. I
have access to a FSII with a 503 and it climbs better than 1000 fpm. Maybe
even closer to 1200 most of the time. I had an original FS with a 447 that
climbed a whole lot better than that. What gives? Ted Cowan, Alabama,
Slingshot 912 ul.<
Ted,
Don't know what gives, but I've never gotten the cruise speeds some of the Firestar
owners claim. I've got big tundra tires, my plane weighs 750 lbs. with me
and 13 gal of fuel in it, I've got a heavier thicker tailwheel, I don't have
a full enclosure, it's 100 degrees with 75 degree dew points here when I'm flying,
so all those items figure into the equation. I'm sure some of the Firestars
are lighter & more aerodynamic than mine, and I'm glad for them that they can
get that kind of performance. But, I like the big tires and the wide tailwheel
and they are staying on. I do wonder if installing the gull-wing type doors
on my enclosure would help clean up my profile some, and wouldn't mind trying
that some day.
I remember when I had the 503 on, and the climb rates and cruise speeds were about
the same with the 503 as what I've got now with the HKS.
I flew today to the old airstrip I used to hanger at, and there is an 800 ft. strip
there with 25 ft. trees at the end. I took off into a left-quartering wind,
and was up and out easily. I'll probably never need to take off out of a strip
tighter than that, so I'm tickled pink. I haven't used that runway since back
when I had the 503 on.
--------
Jimmy Young
FS II, HKS 700
N7043P
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255706#255706
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> I flew today to the old airstrip I used to hanger at, and there is an 800
ft. strip there with 25 ft. trees at the end. I took off into a
left-quartering wind, and was up and out easily. I'll probably never need to
take off out of a strip tighter than that, so I'm tickled pink. I haven't
used that runway since back when I had the 503 on.
>
> --------
> Jimmy Young
Good news, Jimmy.
Now you can breeze out of Nauga Field.
john h
mkIII
________________________________________________________________________________
| From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
| Subject: | Re: Leaking exhaust manifold |
I found the best way to seal the exhaust was to loosen the head nuts before
doing up the exhaust bolts then retough the heads and barrels . This makes
sure the exhaust ports line up square with the exhaust manifold giving the
best seal.
Tony
Downunder
MK111c
503
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Sent: Monday, August 03, 2009 4:54 AM
Subject: Re: Kolb-List: Leaking exhaust manifold
>
>
> > On other engines, I have seen a warped flange on the exhaust tee
>> that can be trued up with a mill or belt sander...Herb
>
>
> That reminds me.
>
> I have truing bars for the aircooled and water cooled Rotax aircraft
> engines.
>
> Might not hurt to have a machine shop true the mating surface of the
> manifold.
>
> john h
> mkIII
>
>
>
________________________________________________________________________________
| Subject: | Re: Slingshot home in Buffalo |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Some have asked me for photos. Here is a link to some old photos of the Slingshot
before I bought it. The only thing that has changed is in the panel, which
is noted in that photo.
http://picasaweb.google.com/RiddleTR/KolbSlingshotJabiru2200N64086#
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x34
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=255753#255753
________________________________________________________________________________
| Subject: | Re: Slingshot home in Buffalo |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Thom Riddle wrote:
> Some have asked me for photos. Here is a link to some old photos of the Slingshot
before I bought it. The only thing that has changed is in the panel, which
is noted in that photo.
>
> http://picasaweb.google.com/RiddleTR/KolbSlingshotJabiru2200N64086#
Hey Thom,
Wow, it looks kind of like a suped up firefly or something. I can bet just by looking
at it that it's quite a hot rod. Looks great and glad you're back in the
air again!
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255762#255762
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Trip to 3 Forks |
Ralph B , Hi ,Did you find the "Farm" at Oshkosh to be- as disapointing a
s I did? Did you see TNK any where ? John Hauck told me that they havent be
en on the ultralight field for a couple years but I didnt find them anywher
e-!Just checking to see if my wife and I are blind. Chris=0A=0A=0A=0A____
____________________________=0AFrom: Ralph B <ul15rhb(at)juno.com>=0ATo: kolb-
list(at)matronics.com=0ASent: Saturday, August 1, 2009 11:01:22 AM=0ASubject:
B" =0A=0A=0A> "I had forgotten to turn off the HACman sy
stem and the engine was- leaning out and dying."=0A>- =0A> Larry=0A=0A
=0ALarry, What is the "HACman system". Is it the carb heat?=0A=0ARalph=0A
=0A--------=0ARalph B=0AOriginal Firestar 447=0AN91493 E-AB=0A22 years flyi
ng it=0AKolbra 912UL=0AN20386=0A1 year flying it=0A=0A=0A=0A=0ARead this to
pic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=255502#
======================0A=0A=0A
________________________________________________________________________________
| Subject: | Re: Trip to 3 Forks |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Great story Larry. Its probably a good thing you forgot to reset the mixture,
it turned out perfect and given this experience, you probably wont be doing it
again ! A lesson learned with no bad outcome, not a way to go.
As far as the music in your videos, YouTube and Warner Music Group had a nasty
dispute over copyright and could not come to an agreement, so YouTube is forced
to block music that falls under Warner Music Group. Other music companies see
the value of having their music played on YouTube and allow it, so that is
why some music is blocked while other music is not. Here is a list of Artists
that are owned by Warner Music Group, find music that is not on this list and
you will find that it works. Nice videos, glad you got them produced and your
flight ended safely.
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=255808#255808
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Hi John,
took your advice and rerouted the pitot head to the lower part of the
starboard wing strut. Actually fitted it about 3 weeks ago but no
opportunity to fly until last night. Strongish wind so did several runs
in different direction to try and get a mean airspeed reading which was
something like the GPS display. Seems to have worked reasonably well.
Not spot on but good enough for government work. Always fly finals by
the seat of my pants anyway.
Thanks
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Not strictly Kolb but there is a clip on youtube of Chris Saysell pylon
racing in a weightshift. Pretty exciting.
Chris and Rob Grimwood took microlight flexwing title at the World Air
Games in Italy. Another Brit couple took second, beating the opposition
by 20 seconds.
Last weekend was the centenary of Bleriots flight across the Channel
from Calais to Dover. Last weekend there was a re enactment involving
several Bleriot monoplane replicas and 300 microlights. About 170 were
Brits who flew to France on Thursday and Friday and flew back in a
cavalcade on Saturday. The rest were French and Belgians. There was also
a parade of veteran a/c. I drove to Dover for the event and although it
would have been better to have had a grand parade of micros at under a
1000ft flying along the waterfront en masse it was not too bad spaced
out over 2 hours.
The Lancaster from the Battle of Britain Flight did several very low
passes over the field and the town. I also chatted to a Lancaster pilot
who was shot down over Berlin on a Pathfinder mission. He is now well
into his eighties and is trying to get his pilots license again. I
talked to him about the advantages of microlights(ultralights) over
light aircraft and I reckon he will go for it. A game old veteran!
Just thought you might be interested. If you are not there is always the
delete button.
Cheers
Pat
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Patrick:
You are a better pilot than me.
I still must use an ASI, primarily when shooting approaches. Helps me keep
a margin of safe airspeed above stall in an environment of air I can not s
ee.
Take care,
john h
mkIII
Always fly finals by the seat of my pants anyway.
Thanks
Pat
________________________________________________________________________________
| From: | Charles Davis <ceddavis(at)gmail.com> |
I've enjoyed Butter Valley several times, most recently had breaksfast about
three weeks ago. Not my most favorite fly-in eating spot, but better food
then the Dinner at Kutztown.
Any interest in a Fly-in Breakfast before the Summer's over?
Chuck
Firefly N7057K
Smoketown
**
**
*Subject:*
*Re: Greetings* *From:* *Dave Kulp
(undoctor(at)ptd.net
)* *Date:* *Sun Aug 02 - 9:18 AM*
*
Hi Bob,
I have a FireFly at a grass strip on Engler Rd., near Nazareth, PA.
Mostly flying the patch yet, but if the weather ever stabilizes I'll be
dining at Butter Valley, etc. Shame Kutztown has closed!
BTW, did you have an ultralight visible from Rt. 222 a short time back?
Dave Kulp
FireFly 11DMK
*
________________________________________________________________________________
| Subject: | Re: Slingshot home in Buffalo |
| From: | "Coop" <kcooper(at)ptd.net> |
Hey Thom, wished you could have dropped in at N38 in Wellsboro, PA. I'm in the
final stages of my Slingshot build. Would've loved to seen your new bird. I need
to look at someone's finished plane. We've got a Fly-in breakfast on Labor
Day. Free pancakes, eggs and ham to any Kolbers. Maybe you'll come down?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255901#255901
________________________________________________________________________________
| Subject: | Re: Slingshot home in Buffalo |
| From: | "ces308" <ces308(at)ldaco.com> |
Hi Thom,
Nice airplane ! I think you are going to like the Jabiru too ! What rpm's are you
turning with that prop? and how is the noise??
chris ambrose
m3x/jab 42+ hrs
n327cs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255916#255916
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
You are a better pilot than me.>>
Ha ha! Well done John. Best joke of the day so far. it is just that I am
so concentrated on that last hundred yards, the height of the hedge,
where the wind is coming from, is a sheep going to run into my path? am
I clear of the electicity pylons etc., that after a quick glance at the
ASI when I close the throttle as I turn finals I don`t have time to
look at the damn thing.
Circuits are fairly informal affairs at my farm strip. There are only
about 9 or 10 of us on hangared there and visitors are few. Apart from
always flying LH circuit everyone plans their own. I usually fly
downwind at around 600ft,check for other traffic, lose about 100/150ft
on the totally curved crosswind component and if everything works right
I should straighten up in line with the strip with throttle closed, nose
down, speed nailed, final glide established.
I do not fly 5 degree `bomber` appoaches. If the engine is going to quit
I do not want to be half a mile from the strip with 200 feet on the
clock. Done that.
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: Slingshot home in Buffalo |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Chris,
With this prop, the builder says that WOT in straight and level flight is only
3150 rpm. That is a little over propped but not by much.
I'm thinking about eventually going down to 600-6 tires from the current enormous
800-6 tires since I don't land out in the boonies, at least not intentionally
when I have an alternative. I believe that this will result in a big enough
reduction in drag that the current prop may then be able to reach 3300 or at
least a good bit closer to it. It that is the case then I won't be changing the
prop.
The noise from the ground in full power climb seems only a little louder than the
912 engines I'm used to. In the cabin, as long as I keep the RPM below 2700
it is not too bad. Full throttle climb at Vy is about 2950 rpm. My cruise rpm
during my flight home was near constant 2688.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x34
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=255934#255934
________________________________________________________________________________
| Subject: | Re: Slingshot home in Buffalo |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Coop,
Man, I wish I had known there was a SS under construction at N38 because that IS
where I stopped for fuel enroute home. I was there on Saturday around 2PM, I
think. There was a red-headed guy at the pumps who told me there was a Kolb of
some sort on the field but he didn't know which flavor.
We are not that far apart (1.5 hours in a SS maybe?), so let me know when your
is flying.
Thom in Buffalo
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x34
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=255937#255937
________________________________________________________________________________
| From: | JRatcli256(at)aol.com |
| Subject: | Weight & Balance for certification of Mark3x |
The plans for the Mark3x say the bottom of the wing should be at +9 deg.
when doing the W&B.
The form that comes with the certification guide from EAA states the
aircraft should be weighted in level flight attitude.
My question to those who've had their Mark3x inspected ------ What
attitude was used for your certification W&B ?
And if it was level flight attitude, what is the level flight attitude.
John Ratcliffe
**************A Good Credit Score is 700 or Above. See yours in just 2 easy
steps!
=JulystepsfooterNO115)
________________________________________________________________________________
| From: | "Vic" <vicsv(at)myfairpoint.net> |
| Subject: | Re: Slingshot home in Buffalo |
Nice!
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Weight & Balance for certification of Mark3x |
John
The assumption is depending on your speed/density altitude/weight, that
is level flight.
My older MKIIIC W&B plans show the same thing. My plane was inspected
using that guideline. Also you don't show that information on your
weight and balance sheet.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: JRatcli256(at)aol.com
To: kolb-list(at)matronics.com
Sent: Tuesday, August 04, 2009 10:44 AM
Subject: Kolb-List: Weight & Balance for certification of Mark3x
The plans for the Mark3x say the bottom of the wing should be at +9
deg. when doing the W&B.
The form that comes with the certification guide from EAA states the
aircraft should be weighted in level flight attitude.
My question to those who've had their Mark3x inspected ------ What
attitude was used for your certification W&B ?
And if it was level flight attitude, what is the level flight
attitude.
John Ratcliffe
-------------------------------------------------------------------------
-----
________________________________________________________________________________
| Subject: | Re: Weight & Balance for certification of Mark3x |
| From: | zeprep251(at)aol.com |
John,
?Raise the tail until the horizontal is level.That should make the wings at 9 degrees,but
I think the tail is the place to start.
-----Original Message-----
From: Richard & Martha Neilsen <NeilsenRM(at)comcast.net>
Sent: Tue, Aug 4, 2009 11:39 am
Subject: Re: Kolb-List: Weight & Balance for certification of Mark3x
John
?
The assumption is depending on your speed/density
altitude/weight,?that is level flight.
?
My older MKIIIC W&B plans show the same thing. My plane was inspected
using that guideline. Also you don't show that information on your weight and
balance sheet.
?
Rick Neilsen
Redrive VW powered MKIIIC
?
?
----- Original Message -----
From:
JRatcli256(at)aol.com
Sent: Tuesday, August 04, 2009 10:44
AM
Subject: Kolb-List: Weight & Balance
for certification of Mark3x
The plans for the Mark3x say the bottom of the wing should be at +9 deg.
when doing the W&B.
?
The form that comes with the certification guide from EAA states the
aircraft should be weighted in level flight attitude.
?
My question to those who've had their Mark3x?inspected ------ What
attitude was used for your certification W&B ?
?
And if it was level flight attitude, what is the level flight
attitude.
?
John Ratcliffe
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
________________________________________________________________________________
| Subject: | Re: Weight & Balance for certification of Mark3x |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
If you wanted to do some relatively simple math using the lift coefficient
curve for a relatively thick flat bottomed air foil and the cruise speed of
a Mk III you'd get the right result at an AOA of, wait for it, around 9
degrees.Set it just like the plans say, it works.
Rick Girard
On Tue, Aug 4, 2009 at 11:55 AM, wrote:
> John,
> Raise the tail until the horizontal is level.That should make the wings at
> 9 degrees,but I think the tail is the place to start.
>
>
> -----Original Message-----
> From: Richard & Martha Neilsen <NeilsenRM(at)comcast.net>
> To: kolb-list(at)matronics.com
> Sent: Tue, Aug 4, 2009 11:39 am
> Subject: Re: Kolb-List: Weight & Balance for certification of Mark3x
>
> John
>
> The assumption is depending on your speed/density altitude/weight, that is
> level flight.
> My older MKIIIC W&B plans show the same thing. My plane was inspected
> using that guideline. Also you don't show that information on your weight
> and balance sheet.
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
>
> ----- Original Message -----
> *From:* JRatcli256(at)aol.com
> *To:* kolb-list(at)matronics.com
> *Sent:* Tuesday, August 04, 2009 10:44 AM
> *Subject:* Kolb-List: Weight & Balance for certification of Mark3x
>
> The plans for the Mark3x say the bottom of the wing should be at +9 deg.
> when doing the W&B.
>
> The form that comes with the certification guide from EAA states the
> aircraft should be weighted in level flight attitude.
>
> My question to those who've had their Mark3x inspected ------ What attitude
> was used for your certification W&B ?
>
> And if it was level flight attitude, what is the level flight attitude.
>
> John Ratcliffe
>
> ------------------------------
>
> *
>
>
> href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
>
> href="http://forums.matronics.com">http://forums.matronics.com
>
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
> *
>
> *
>
>
> *
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Weight & Balance for certification of Mark3x |
The flat bottom doesn't necessarily dictate AOA at cruise. Having
many hours in an aeronca I can attest to the fact that it
cruised on the step with the bottom of the wing pointed slightly
down. Of the features on the Kolb wing that prevents this
are: the thickness max is more forward of the aeronca's NACA 4412
and the nose is much sharper at the bottom of the leading edge.
The piper J3 airfoil is closer with the max thickness position and
the flight characteristics are more like the Kolb, high lift and draggy.
(albeit a delightful low speed craft)
If you want to pick up some cruise speed with very little sacrifice
in other categories, build your Kolb wing with a much more blunt nose.
That will give you more symmetry and better airflow. When you pull
back and point upstairs the wind will take the easy way out and go
underneath.
BB
as Ripley said, believe it or not
On 4, Aug 2009, at 3:12 PM, Richard Girard wrote:
> If you wanted to do some relatively simple math using the lift
> coefficient curve for a relatively thick flat bottomed air foil and
> the cruise speed of a Mk III you'd get the right result at an AOA
> of, wait for it, around 9 degrees.
> Set it just like the plans say, it works.
>
> Rick Girard
>
> On Tue, Aug 4, 2009 at 11:55 AM, wrote:
> John,
> Raise the tail until the horizontal is level.That should make the
> wings at 9 degrees,but I think the tail is the place to start.
>
>
> -----Original Message-----
> From: Richard & Martha Neilsen <NeilsenRM(at)comcast.net>
> To: kolb-list(at)matronics.com
> Sent: Tue, Aug 4, 2009 11:39 am
> Subject: Re: Kolb-List: Weight & Balance for certification of Mark3x
>
> John
>
> The assumption is depending on your speed/density altitude/weight,
> that is level flight.
>
> My older MKIIIC W&B plans show the same thing. My plane was
> inspected using that guideline. Also you don't show that
> information on your weight and balance sheet.
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
>
> ----- Original Message -----
> From: JRatcli256(at)aol.com
> To: kolb-list(at)matronics.com
> Sent: Tuesday, August 04, 2009 10:44 AM
> Subject: Kolb-List: Weight & Balance for certification of Mark3x
>
> The plans for the Mark3x say the bottom of the wing should be at +9
> deg. when doing the W&B.
>
> The form that comes with the certification guide from EAA states
> the aircraft should be weighted in level flight attitude.
>
> My question to those who've had their Mark3x inspected ------ What
> attitude was used for your certification W&B ?
>
> And if it was level flight attitude, what is the level flight
> attitude.
>
> John Ratcliffe
>
>
> href="http://www.matronics.com/Navigator?Kolb-List">http://
> www.matronics.com/Navigator?Kolb-List
>
>
> href="http://forums.matronics.com">http://forums.matronics.com
>
> href="http://www.matronics.com/contribution">http://
> www.matronics.com/c
>
>
> get="_blank">http://www.matronics.com/Navigator?Kolb-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
>
________________________________________________________________________________
| Subject: | HKS oil cooler damage |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Just a note to the HKS flyers. I found out the hard way today that the HKS
oil cooler is susceptible to cracking around the threaded fittings if it's
mounted too rigidly. I first noted that the spacer on the mounting bolt was
loose and after tightening it I noticed oil around the base of the fitting
and along the top of the cooler. Tightened the hose nut, cleaned the top of
the cooler and went flying. When I landed there was more oil. More cleaning,
another snug up of the nut and more flying. More oil. Cleaned the oil off
again and let stand this time. Pressure still in the system pushed oil out
the crack. Hopefully a TIG welder can fix it or I'll be shopping for a new
oil cooler. Now to figure out a way to suspend the cooler so it doesn't
happen again. Fortunately the Yard Store has a great selection of dampers
and shock mounts.
Rick Girard
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: HKS oil cooler damage |
My coolers are mounted on four 582 radiator shock mounts.
I tried flying with two on top and hard mounting the bottom with a
couple 6" long 4130 straps. I broke a cooler lug in less than an hour's
flight time.
john h
mkIII
Just a note to the HKS flyers. I found out the hard way today that the
HKS oil cooler is susceptible to cracking around the threaded fittings
if it's mounted too rigidly.
Rick Girard
________________________________________________________________________________
| From: | Dave Kulp <undoctor(at)ptd.net> |
I had an incident today I'd like to share both as a heads-up, and also
looking for advice.
When I came in today I taxied up to my hanger/trailer. I gave it a
little throttle to get a bit closer and it seemed the engine didn't idle
back when I pulled the throttle back. I put more pressure on the
throttle to close it, and when I did, the engine revved up. Pressing
the heel brakes kept it slow but I couldn't stop it and the right wing
bumped the back of the trailer, putting a flat spot about 1" high by
about 2" wide on the leading edge of my right wing about three and a
half feet from the root.
First, what I found out caused the mishap. Picture the throttle handle;
when you push the throttle forward, the cable comes out of the cable
housing straight forward. When you bring the handle back to idle, the
cable re-enters the cable housing straight back. But when you move the
throttle handle even further back (which is what I did in my sudden
attempt to get the engine back to idle), it begins to pull the cable
back out of the housing, straight down; which pulls the throttle on and
you hit the trailer. To be forewarned...
Now, the fix. There is nothing involved except a misshaped leading
edge. I'm thinking if I get a piece of hardwood turned that I can slip
into the tube from the root, when I reach the dent, I could gently tap
it in and return the leading edge to the proper cylindrical shape. Kind
of like the dies used to return an exhaust pipe to round. The wood is
hard enough to bend the tubing out, but it won't scratch the inside of
the tube as it's reshaping it.
So, what do you think? Any input, cautions, other ideas, etc., will be
enormously appreciated.
Dave Kulp
Bethlehem, PA
FireFly 11DMK
________________________________________________________________________________
| Subject: | Re: HKS oil cooler damage |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Not sure how your oil cooler mounts so this may not apply, but I have used rubber
exhaust hangars for years to hold up the muffler with no problems. Buy them
at Advance auto parts, grind off the rivet that holds them to the metal hangar
strap, throw away the strap, keep the rubber. Cost about $3 a pair. Replace
every third year.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256069#256069
Attachments:
http://forums.matronics.com//files/582c_140.jpg
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Freak accident |
At 09:23 PM 8/4/2009, Dave Kulp wrote:
>...the right wing bumped the back of the trailer, putting a flat spot
>about 1" high by about 2" wide on the leading edge of my right wing about
>three and a half feet from the root... I'm thinking if I get a piece of
>hardwood turned that I can slip into the tube from the root, when I reach
>the dent, I could gently tap it in and return the leading edge to the
>proper cylindrical shape...
Wouldn't the rivets holding the ribs to the leading edge prevent the wood
from going in?
Not sure it's an issue anyay. There's a similar dent on the LE of my
UltraStar, was there when I bought it. Aside from cutting and peeling the
fabric back around it to make sure there was no crack, I haven't worried
about it. There's not a lot of stress on the LE tube anyway (it would be a
very different story on something like a Quicksilver where the LE tube IS
the spar).
Sounds like what you really need is a stop to limit the throttle lever travel.
-Dana
--
"A designer knows he has achieved perfection not when there is nothing
left to add, but when there is nothing left to take away." -Antoine de
Saint-Exup,ry
________________________________________________________________________________
| Subject: | Re: Freak accident |
| From: | "Kip" <klaurie(at)mindspring.com> |
Shouldn't the carb spring try to pull the cable back into the housing? Or, perhaps
the cable attatch point is not able to pivot freely at the throttle...?
--------
2000 Firestar II
R503 DCDI
VLS 750
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256079#256079
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Freak accident |
There's not a lot of stress on the LE tube anyway (it would be a
> very different story on something like a Quicksilver where the LE tube IS
> the spar).
> -Dana
Dana:
Might better take another look at the leading edges of your Kolb wings.
I think the leading edges and the first 18 or so inches back to the main
spar carry most of the load of the aircraft.
One of the main reasons I put a lot of emphasis on keeping those little
.028" wall 5/16" ribs in column by insuring there is more than enough
lateral bracing to keep them in column. On your Ultrastar and my long gone
FS, there are/were only 5 of those little guys carrying each wing panel.
The leading edge tube on the Ultrastar was also shipped with .028" wall
tubing.
Old Kolb Company made a tool to push dents out of the leading edge without
dismantling the wing. I put a big dent in the leading edge of my FS when a
windshield split and departed the aircraft in flight. When I made the new
replacement windshield I didn't know it was acrylic. I was told it was
lexan.
john h
mkIII
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Freak accident |
At 10:22 PM 8/4/2009, John Hauck wrote:
>Old Kolb Company made a tool to push dents out of the leading edge without
>dismantling the wing...
What did the tool look like, how did it work?
Still, a shallow dent with no sharp creases in the front of the LE won't
have a dramatic effect on the bending strength of the tube in the direction
of the loads it does see. If the dent was on the top or bottom of the
tube, or if there were sharp creases or cracks, I'd be much more concerned.
-Dana
--
"A designer knows he has achieved perfection not when there is nothing
left to add, but when there is nothing left to take away." -Antoine de
Saint-Exup,ry
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: HKS oil cooler damage |
Would it be possible for you to send me a picture of how you mounted
your cooler, I am having a hard time understanding how it cracked.
Larry
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Tuesday, August 04, 2009 5:58 PM
Subject: Kolb-List: HKS oil cooler damage
Just a note to the HKS flyers. I found out the hard way today that the
HKS oil cooler is susceptible to cracking around the threaded fittings
if it's mounted too rigidly. I first noted that the spacer on the
mounting bolt was loose and after tightening it I noticed oil around the
base of the fitting and along the top of the cooler. Tightened the hose
nut, cleaned the top of the cooler and went flying. When I landed there
was more oil. More cleaning, another snug up of the nut and more flying.
More oil. Cleaned the oil off again and let stand this time. Pressure
still in the system pushed oil out the crack. Hopefully a TIG welder can
fix it or I'll be shopping for a new oil cooler. Now to figure out a way
to suspend the cooler so it doesn't happen again. Fortunately the Yard
Store has a great selection of dampers and shock mounts.
Rick Girard
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
08/04/09 18:01:00
________________________________________________________________________________
| Subject: | Re: HKS oil cooler damage |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Larry, I attached this pic to my reply to Richard Pike, but it really should
have been here.
On Tue, Aug 4, 2009 at 10:44 PM, Larry Cottrell wrote:
> Would it be possible for you to send me a picture of how you mounted your
> cooler, I am having a hard time understanding how it cracked.
> Larry
>
> ----- Original Message -----
> *From:* Richard Girard
> *To:* kolb-list(at)matronics.com
> *Sent:* Tuesday, August 04, 2009 5:58 PM
> *Subject:* Kolb-List: HKS oil cooler damage
>
> Just a note to the HKS flyers. I found out the hard way today that the HKS
> oil cooler is susceptible to cracking around the threaded fittings if it's
> mounted too rigidly. I first noted that the spacer on the mounting bolt was
> loose and after tightening it I noticed oil around the base of the fitting
> and along the top of the cooler. Tightened the hose nut, cleaned the top of
> the cooler and went flying. When I landed there was more oil. More cleaning,
> another snug up of the nut and more flying. More oil. Cleaned the oil off
> again and let stand this time. Pressure still in the system pushed oil out
> the crack. Hopefully a TIG welder can fix it or I'll be shopping for a new
> oil cooler. Now to figure out a way to suspend the cooler so it doesn't
> happen again. Fortunately the Yard Store has a great selection of dampers
> and shock mounts.
> Rick Girard
>
>
> *
>
> href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c*
>
> ------------------------------
> - Release Date: 08/04/09 18:01:00
>
> *
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: Freak accident |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
undoctor wrote:
> I had an incident today I'd like to share both as a heads-up, and also
> looking for advice.
>
> When I came in today I taxied up to my hanger/trailer. I gave it a
> little throttle to get a bit closer and it seemed the engine didn't idle
> back when I pulled the throttle back. I put more pressure on the
> throttle to close it, and when I did, the engine revved up. Pressing
> the heel brakes kept it slow but I couldn't stop it and the right wing
> bumped the back of the trailer, putting a flat spot about 1" high by
> about 2" wide on the leading edge of my right wing about three and a
> half feet from the root.
>
> First, what I found out caused the mishap. Picture the throttle handle;
> when you push the throttle forward, the cable comes out of the cable
> housing straight forward. When you bring the handle back to idle, the
> cable re-enters the cable housing straight back. But when you move the
> throttle handle even further back (which is what I did in my sudden
> attempt to get the engine back to idle), it begins to pull the cable
> back out of the housing, straight down; which pulls the throttle on and
> you hit the trailer. To be forewarned...
>
> Now, the fix. There is nothing involved except a misshaped leading
> edge. I'm thinking if I get a piece of hardwood turned that I can slip
> into the tube from the root, when I reach the dent, I could gently tap
> it in and return the leading edge to the proper cylindrical shape. Kind
> of like the dies used to return an exhaust pipe to round. The wood is
> hard enough to bend the tubing out, but it won't scratch the inside of
> the tube as it's reshaping it.
>
> So, what do you think? Any input, cautions, other ideas, etc., will be
> enormously appreciated.
>
> Dave Kulp
> Bethlehem, PA
> FireFly 11DMK
My FSII had a couple dents in one of the leading edges from when the original builder
had to put it down in some Mesquite trees after an engine-out (at only
6 hours, ouch - he was totally devastated and the pictures in the builders log
were just painful to look at). They weren't deep enough to actually compromise
the spar tho and didn't actually bend anything up. So he just flew it like that
after the repairs for the next 400 hours (and I flew it like that for another
100 or so ;)).
As for the throttle cable, I'd go ahead and replace it if the carb slides can't
retract the cables easily and completely. You can mitigate it for a while with
silicone lube, but that generally means the inside of the housing is worn and
giving friction which it shouldn't.
On my FSII, the builder put stops on the throttle quadrant to prevent it from going
too far in either direction. The stops should correspond with the limits
of travel of the slide, especially in the full open position - if you're able
to force it past full open the results can be extremely expensive.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256119#256119
________________________________________________________________________________
| Subject: | Re: Freak accident |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
I have just the solution for you. For small dents, use the Poly Fiber light weight
epoxy. Take the finishing tape off the leading edge if you have it, apply
the epoxy liberally, sand to a smooth finish, apply new tape, and paint. I sanded
mine by hand and made a template of cardboard to check the leading edge curve
as I was sanding. If you do it right, it looks like there never was a dent.
Ralph B
--------
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=256121#256121
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________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Freak accident |
> What did the tool look like, how did it work?
>
> -Dana
Not easy to explain and describe. Wish I had a photo of it.
The tool was made in two parts of 4130 tubing, cut at a long gentle angle,
catty-corner long ways from end to end. Sheet metal faces were then welded
to both cut sides. A steel rod was welded to each piece of the tool.
The tool was inserted into the inboard end of the leading edge tube, one
piece at a time. The two beveled pieces were then pulled together forcing
the dent out.
The split pieces allowed the user to insert the tool past the rivets.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Freak accident |
The area of the wing that works the hardest is from the leading edge
rearward to the main spar.
My 5 rib FS carried the aircraft with 10 rib noses made of .028" wall
5/16" aluminum tubing, 5 on each wing panel. That ain't much for the
way I asked my FS to work.
In order for the wing sections to work correctly, those little rib noses
have to be kept in column. One of the primary jobs of the leading edge
is to help keep the rib noses in column. If the leading edge
bends/shifts laterally, it pulls the noses out of column. Lateral
bracing of the leading edge is extremely important.
The 5/16" tubing called for in the plans of the US and FS for lateral
bracing had a habit of breaking due to vibration and stress. Once these
broke, the only thing holding the rib noses in column was the bow tip.
Some years ago I posted some photos of the results of leading edge
failure of both wings of my FS, which failed up and rearward to the main
spar, in flight of course.
I'd resend the photos of the failure, but I don't know exactly what DVD
they are on or where it is right now.
john h
mkIII
John, I'm having difficulty with your concept of " the leading edges
and the first 18 or so inches back to the main spar carry most of the
load of the aircraft" The leading edge is connected to the spar by the
ribs but not the the fuselage or the spar carry through. I just don't
see the load path. Would you elaborate?
Rick Girard
________________________________________________________________________________
| From: | zeprep251(at)aol.com |
Richard,
??? We had that issue on a HKS on a Hawk.The mount does not expand but the aluminum
cooler will expand .015 for every inch of length as it heats up.We used these
hourglass mounts from JBM
to secure the cooler.That was 4 years ago so I can't say how long they will last,but
so far so good.
? Might try JBM's stainless steel springs on the exhaust also.? G.Aman
-----Original Message-----
From: Don James <jbmindustries(at)att.net>
Sent: Wed, Aug 5, 2009 9:00 am
Subject: picture
?
?
Donald James
JBM Industries
Kent, Ohio?
44240?? USA
?
330-678-9537
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fwd: picture |
Gary:
Looks a lot like the Rotax 582 radiator shock mounts I use on my
coolers.
john h
mkIII
The mount does not expand but the aluminum cooler will expand .015 for
every inch of length as it heats up.We used these hourglass mounts from
JBM
to secure the cooler. G.Aman
________________________________________________________________________________
| From: | Dave Kulp <undoctor(at)ptd.net> |
| Subject: | Re: Freak accident |
Not sure it's an issue anyay. There's a similar dent on the LE of my
UltraStar, was there when I bought it. Aside from cutting and
peeling the
fabric back around it to make sure there was no crack, I haven't
worried
about it. There's not a lot of stress on the LE tube anyway (it
would be a
very different story on something like a Quicksilver where the LE
tube IS
the spar).
Sounds like what you really need is a stop to limit the throttle
lever travel.
-Dana
Dana, John, Kip, Rich,
Thanks for your input. Though I'm not educated in engineering, the
logic of my thinking was that it isn't a critical issue, and no one is
screaming "DON'T FLY IT." Quite a relief.
After I get a wood shop to turn the wood "ramrod" I'd envisioned, I plan
on running it through my table saw and putting a kerf along it's length
to accommodate the rivets. I also plan on rounding the leading edge (of
the ramrod) to gently push the indent out, rather than a square edge,
which would tend to "suddenly" push it out and stress the metal at the
bend points.
But, if anyone knows anyone who has the tool mentioned, I'd love to pay
freight here and back to use that rather than "building" a wood ram.
I'd had it mentioned to me; goes in narrow and once in place you turn a
screw mechanism which spreads the two halves. If no one knows of one in
the system it might be a good investment for a machinist to make one to
rent out, from the way it sounds!
10/4 on the stop, Dana! Never even crossed my mind that that could
happen, but it certainly is a consideration now! Kip, the carb does
pull the cable back in, but I have the throttle tensioned like a GA so I
can leave go of the throttle when I'm at altitude and maintain my RPM
setting. This occurred because the throttle handle has no stop and I
went past the point where the cable was all the way into the housing and
began to pull back out when I was required to act very hastily and went
beyond the idle position. And John, it sounds like Fortune is your
co-pilot. The windshield could have put a serious dent in your face
when it departed, rather than the leading edge of your wing!!
Again, thanks to all of you, sure is nice to have tons of hours
experience available for things like this. And if anyone knows the
whereabouts of an Undenting Machine I'd love to be put in touch with it.
Dave Kulp
Bethlehem, PA
FireFly 11DMK
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
John=2C
Very good description. I=2C too=2C have a small dent in my leading edge
tube that I need to push back out. The tool you describe is pretty much wh
at I intended on building.
Essentially=2C the tool functions much like a muffler pipe expansion tool
....only it's fashioned to be at the end of a piece of metal rod.
Mike Welch
MkIII collecting dust
> From: jhauck(at)elmore.rr.com
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Freak accident
> Date: Wed=2C 5 Aug 2009 08:02:37 -0500
>
>
>
> > What did the tool look like=2C how did it work?
> >
> > -Dana
>
>
> Not easy to explain and describe. Wish I had a photo of it.
>
> The tool was made in two parts of 4130 tubing=2C cut at a long gentle ang
le=2C
> catty-corner long ways from end to end. Sheet metal faces were then welde
d
> to both cut sides. A steel rod was welded to each piece of the tool.
>
> The tool was inserted into the inboard end of the leading edge tube=2C on
e
> piece at a time. The two beveled pieces were then pulled together forcing
> the dent out.
>
> The split pieces allowed the user to insert the tool past the rivets.
>
> john h
> mkIII
>
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
Get your vacation photos on your phone!
http://windowsliveformobile.com/en-us/photos/default.aspx?&OCID=0809TL-HM
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: HKS oil cooler damage |
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Tuesday, August 04, 2009 10:22 PM
Subject: Re: Kolb-List: HKS oil cooler damage
Larry, I attached this pic to my reply to Richard Pike, but it really
should have been here.
I am surprised that the stiffness of the hoses could cause enough
stress to crack the cooler. Could there be any other factor? Below is a
picture of my mounting.
It just doesn't seem to me that there would be any stress on the
fittings.
Larry
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: HKS oil cooler damage |
The length and rigidity of the hoses are key. Yours appear to be
long enough to solve the problem.
My 3cyl is a born vibrator and I wanted everything compact as
possible, so with my short hoses in consideration
I mounted both the water radiator and oil cooler on a semi floating
framework attached to the front
of the engine. They all shake somewhat in unison. Seems to be
working out ok. I'll keep an eye on it.
BB
On 5, Aug 2009, at 3:24 PM, Larry Cottrell wrote:
>
> ----- Original Message -----
> From: Richard Girard
> To: kolb-list(at)matronics.com
> Sent: Tuesday, August 04, 2009 10:22 PM
> Subject: Re: Kolb-List: HKS oil cooler damage
>
> Larry, I attached this pic to my reply to Richard Pike, but it
> really should have been here.
>
> I am surprised that the stiffness of the hoses could cause enough
> stress to crack the cooler. Could there be any other factor? Below
> is a picture of my mounting.
> <918FABEBB10E47CCA5608E62F1D75A40>
>
> It just doesn't seem to me that there would be any stress on the
> fittings.
> Larry
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: HKS oil cooler damage |
At 03:24 PM 8/5/2009, Larry Cottrell wrote:
>
>I am surprised that the stiffness of the hoses could cause enough stress
>to crack the cooler. Could there be any other factor? Below is a picture
>of my mounting.
It's not the stiffness of the hose, but the mass of the oil filled hose
vibrating.
-Dana
--
1. Programmers are expensive.
2. Press releases are cheap.
3. Therefore, it's cheaper to explain the bug than to fix it.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: HKS oil cooler damage |
At 03:24 PM 8/5/2009, Larry Cottrell wrote:
>
>I am surprised that the stiffness of the hoses could cause enough stress
>to crack the cooler. Could there be any other factor? Below is a picture
>of my mounting.
It's not the stiffness of the hose, but the mass of the oil filled hose
vibrating.
-Dana
--
1. Programmers are expensive.
2. Press releases are cheap.
3. Therefore, it's cheaper to explain the bug than to fix it.
________________________________________________________________________________
| Subject: | Re: Weight & Balance for certification of Mark3x |
| From: | "ces308" <ces308(at)ldaco.com> |
I don't have the book in front of me ,but how we did it to my m3x was we put a
level from the trailing edge of the wing (not the end of the flap) and brought
the forword end of the level down 7 3/4 inches from the bottom of the leading
edge of the wing,the raised the tail until the bubble was level.That was level
flight.then dropped a plumb line down from the leading edge and that is where
you measured from for all your stations.
chris ambrose
M3X/jab 43.3
N327cs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256248#256248
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Freak accident |
At 12:53 PM 8/5/2009, you wrote:
>
>At 09:02 AM 8/5/2009, John Hauck wrote:
>
>>Not easy to explain and describe. Wish I had a photo of it.
>>
>>The tool was made in two parts of 4130 tubing, cut at a long gentle angle...
>
>Thanks John, your explanation makes perfect sense.
>
>-Dana
Tool = $31.00
http://www.jcwhitney.com/MUFFLER-PIPE-EXPANSION-TOOL/GP_2004125_N_111+200005119+600017965_10614.jcw
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Weight & Balance for certification of Mark3x |
At 07:26 PM 8/5/2009, you wrote:
>
>I don't have the book in front of me ,but how we did it to my m3x
>was we put a level from the trailing edge of the wing (not the end
>of the flap) and brought the forword end of the level down 7 3/4
>inches from the bottom of the leading edge of the wing,the raised
>the tail until the bubble was level.That was level flight.then
>dropped a plumb line down from the leading edge and that is where
>you measured from for all your stations.
>
>chris ambrose
>M3X/jab 43.3
>N327cs
>
Here's how we used to do it.
________________________________________________________________________________
| Subject: | Re: Weight & Balance for certification of Mark3x |
| From: | "ces308" <ces308(at)ldaco.com> |
That's it ! I couldn't remember exactly if it was 7 1/2 or 7 3/4....but that
is how I did it..
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256257#256257
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Trip to 3 Forks |
Chris
TNK had a display near the vendor buildings way up by the main entrance.
The guys on the ultralight field were a bit more friendly this year. I
was told that a fuel truck filled up some planes and no one was yelled
at. Also no one was pushing people to pay camping fees. Its going to
take some time to undo the bad reputation they earned..... in past
years.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: chris davis
To: kolb-list(at)matronics.com
Sent: Monday, August 03, 2009 10:38 AM
Subject: Re: Kolb-List: Re: Trip to 3 Forks
Ralph B , Hi ,Did you find the "Farm" at Oshkosh to be as
disapointing as I did? Did you see TNK any where ? John Hauck told me
that they havent been on the ultralight field for a couple years but I
didnt find them anywhere !Just checking to see if my wife and I are
blind. Chris
-------------------------------------------------------------------------
-----
From: Ralph B <ul15rhb(at)juno.com>
To: kolb-list(at)matronics.com
Sent: Saturday, August 1, 2009 11:01:22 AM
Subject: Kolb-List: Re: Trip to 3 Forks
> "I had forgotten to turn off the HACman system and the engine was
leaning out and dying."
>
> Larry
Larry, What is the "HACman system". Is it the carb heat?
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=255502#255502
________________________________________________________________________________
| From: | JRatcli256(at)AOL.COM |
| Subject: | Re: Weight & Balance for certification of Mark3x |
Photos of earlier models of the Mark3x show the bottom front of the wing
set above the tubing at the top of the windshield and the front top of the
horz. stabilizer at the top of the boom tube. What the angles are, I don't
know.
For that reason, what attitude that puts the aircraft in when the wing is
at 9 deg. for W&B calculations, I don't know. It may be in level flight
attitude. Also the horz. stabilizer may be level ??? Can someone supply the
angles for reference ?
My Mark3x, with the engine mount level --- Wing incidence is +2.8 deg.
(Front bottom of wing is about 3" below the top of the windshield tubing bow),
the horz stabilizer is at -4.8 deg. ( the bottom of the front tube of the
stabilizer 1/4" above centerline of the boom tube). I think these changes
were made to help alleviate the problem of "Kolb Quit"
When I position the aircraft at 9 deg. for W&B calculations, the attitude
appears to me, to be in a three point landing attitude with the tail wheel
about 5" above the floor.
Surely this isn't level flight attitude.
If I put the horz. stabilizer level, that puts the bottom of the wing at
-2 deg.
Because of the change in wing and horz. stabilizer incidences, wouldn't
that change the angle of the wing for W&B calculations ?
Again your thoughts ???
John Ratcliffe
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Weight & Balance for certification of Mark3x |
Chris
How long was your level?
On Aug 5, 2009, at 7:26 PM, ces308 wrote:
>
> I don't have the book in front of me ,but how we did it to my m3x
> was we put a level from the trailing edge of the wing (not the end
> of the flap) and brought the forword end of the level down 7 3/4
> inches from the bottom of the leading edge of the wing,the raised
> the tail until the bubble was level.That was level flight.then
> dropped a plumb line down from the leading edge and that is where
> you measured from for all your stations.
>
> chris ambrose
> M3X/jab 43.3
> N327cs
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=256248#256248
>
>
________________________________________________________________________________
| Subject: | Re: Weight & Balance for certification of Mark3x |
| From: | "ces308" <ces308(at)ldaco.com> |
It was a 4 feet level....it went from the wing trailing edge to the leading edge.
I would not go buy the horz stab....do the wing thing...my tali wheel was
up quite a ways...
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256279#256279
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Weight & Balance for certification of Mark3x |
On 5, Aug 2009, at 9:23 PM, JRatcli256(at)aol.com wrote:
>
> When I position the aircraft at 9 deg. for W&B calculations, the
> attitude appears to me, to be in a three point landing attitude
> with the tail wheel about 5" above the floor.
> Surely this isn't level flight attitude.
>
Wouldn't this position be close to a normal attitude near stall?
That's what W&B is all about.
BB
________________________________________________________________________________
| Subject: | Re: Weight & Balance for certification of Mark3x |
| From: | "ces308" <ces308(at)ldaco.com> |
you will never full stall land that airplane....atleast not without slamming the
mains on the ground....don't second guess the instruction manual...
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256290#256290
________________________________________________________________________________
| Subject: | W & B, cruising, stalling and landing |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
I figured I'd just roll all the topics up into a single heading. Some
interesting claims are being thrown around and all the RE:'s make it too
hard to comment otherwise.
"you will never full stall land that airplane....at least not without
slamming the mains on the ground"
Chris, Sure you can. All you have to do is hold it off and get it slow
enough. Any aircraft can be slowed enough so that it's vertical and
horizontal velocity vectors reach the critical stall AOA. When you practice
approach stalls that's exactly what you're doing. The aircraft isn't at some
high angle relative to the horizon, it's nearly flat, but its vertical
velocity becomes such that the critical stall angle is reached.
The assumption in this statement is that the speed will be such that the
angle increases to the point that the tail wheel hits first, the wing stalls
and whammo.
"When I position the aircraft at 9 deg. for W & B calculations.....surely
this isn't level flight attitude"
Depends on what speed the aircraft is travelling. Remember level flight is
about having a balance between lift and weight. As long as they're balanced
you maintain altitude. If the balance changes you either climb or sink.
You can run the numbers for dynamic pressure ( rho*V squared / 2 ) and
multiply that times the lift coefficient (which is calculated at angle of
attack) and the wing area to get lift in lbs. Conversely you can run the
numbers to find at what speed you'll have enough lift for level flight or at
what lift coefficient (angle of attack dependent, remember) is needed for a
given speed.
So, you plug in all the numbers based upon the data for the NACA 66 airfoil
(my pick as it is very close to the Kolb airfoil (see Handbook of Airfoil
Sections for Light Aircraft by M.S. Rice)), and at 60 miles per hour at a
lift coefficient of .95 (AOA 9 degrees) you find the wing of a Mk III
producing about 750 lb. of lift.
Say, isn't that about what a Mk III with a 190 lb. pilot and full fuel (60
lb.) weighs?
Bob, yep that 9 degrees is about cruise AOA for a Mk III.
Rick
Addendum, I didn't just pick the numbers out of thin air, pardon the pun.
Remember the original Mk III was powered by a 503 Rotax and that 60 mph
cruise is about right. John H, you flew that aircraft a bunch, didn't you?
I've always assumed that's you in the factory video. Is that a good TLAR
cruise number?
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: W & B, cruising, stalling and landing |
On 6, Aug 2009, at 8:44 AM, Richard Girard wrote:
> So, you plug in all the numbers based upon the data for the NACA 66
> airfoil (my pick as it is very close to the Kolb airfoil (see
> Handbook of Airfoil Sections for Light Aircraft by M.S. Rice)), and
> at 60 miles per hour at a lift coefficient of .95 (AOA 9 degrees)
> you find the wing of a Mk III producing about 750 lb. of lift.
> Say, isn't that about what a Mk III with a 190 lb. pilot and full
> fuel (60 lb.) weighs?
My tubby scow weighs over 600# empty (been a while since I weighed it
and there is MORE crap on it now)
The wings are clipped a foot on each end and by some magic (wires
maybe?) it will fly at 50 mph and maybe less.
BB, 170 lbs + average 40 lbs fuel
________________________________________________________________________________
| Subject: | Re: W & B, cruising, stalling and landing |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
aslsa.rng(at)gmail.com wrote:
> I figured I'd just roll all the topics up into a single heading. Some interesting
claims are being thrown around and all the RE:'s make it too hard to comment
otherwise.
>
> "you will never full stall land that airplane....at least not without slamming
the mains on the ground"
>
>
> Chris, Sure you can. All you have to do is hold it off and get it slow enough.
Any aircraft can be slowed enough so that it's vertical and horizontal velocity
vectors reach the critical stall AOA. When you practice approach stalls that's
exactly what you're doing. The aircraft isn't at some high angle relative
to the horizon, it's nearly flat, but its vertical velocity becomes such that
the critical stall angle is reached.
>
Don't understand how this follows.
Stall is determined by angle of attack, NOT airspeed.
If the AOA remains above the critical AOA, the wing will NOT stall. The airspeed
may drop below that needed to insure enough lift is generated to overcome gravity,
but that has nothing to do with _stall_.
When you practice approach stalls you're toying with the maximum amount of lift
that the wing can generate at a given airspeed. What you eventually discover
is that the max lift that can be generated is not enough at too low of an airspeed
and you continue to increase AOA to compensate - you exceed the critical
AOA and you stall.
Can't remember when stall became determined by airspeed. I must have been out to
lunch when that law of physics was changed......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256328#256328
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Trip to 3 Forks |
Rick ,Thanks for the reply , I guess I just missed TNK There was so much to
see and learn but I was looking for TNK just to say hello and get updated
on what they were up to .It was in whole a great show and we enjoyed it a l
ot but the ultralight field was EMPTY No venders no aircraft all we saw was
a few heleos an about 4 ultralight type venders=0A. When we finally found
the LSA displays it became apparent that they wernt flying and that was wha
t was most of the action at the Sun&Fun. ultralight field this spring as th
ere are very few Qualifying part 103 aircraft accept for the-"Firefly" an
d a couple of flying lawnchair type ultralights. Perhaps- it just a sign
of the times. Thanks Chris=0A=0A=0A=0A________________________________=0AFr
om: Richard & Martha Neilsen =0ATo: kolb-list@matron
ics.com=0ASent: Wednesday, August 5, 2009 8:25:47 PM=0ASubject: Re: Kolb-Li
st: Re: Trip to 3 Forks=0A=0A=0AChris=0A-=0ATNK had a display near the ve
ndor buildings way up by the main entrance. =0A-=0AThe guys on the ultral
ight field were a bit more friendly this year. I was told that a fuel truck
filled up some planes and no one was yelled at. Also no one was pushing pe
ople to pay camping fees. Its going to take some time to--undo the bad
reputation they earned..... in past years.=0A-=0ARick Neilsen=0ARedrive V
W powered MKIIIC=0A----- Original Message ----- =0A>From: chris davis =0A>T
o: kolb-list(at)matronics.com =0A>Sent: Monday, August 03, 2009 10:38 AM=0A>Su
bject: Re: Kolb-List: Re: Trip to 3 Forks=0A>=0A>=0A>Ralph B , Hi ,Did you
find the "Farm" at Oshkosh to be- as disapointing as I did? Did you see T
NK any where ? John Hauck told me that they havent been on the ultralight f
ield for a couple years but I didnt find them anywhere-!Just checking to
see if my wife and I are blind. Chris=0A>=0A>=0A>=0A_______________________
_________=0AFrom: Ralph B <ul15rhb(at)juno.com>=0A>To: kolb-list(at)matronics.com
=0A>Sent: Saturday, August 1, 2009 11:01:22 AM=0A>Subject: Kolb-List: Re: T
uno.com>=0A>=0A>=0A>> "I had forgotten to turn off the HACman system and th
e engine was- leaning out and dying."=0A>>- =0A>> Larry=0A>=0A>=0A>Larr
y, What is the "HACman system". Is it the carb heat?=0A>=0A>Ralph=0A>=0A>--
------=0A>Ralph B=0A>Original Firestar 447=0A>N91493 E-AB=0A>22 years flyin
g it=0A>Kolbra 912UL=0A>N20386=0A>1 year flying it=0A>=0A>=0A>=0A>=0A>Read
this topic online here:=0A>=0A>http://forums.matronics.com/viewtopic.php?p
=255502#255502 =0A>=0A>=0A>=0A>=0A>=0A>=0A>href="http://www.matronics.c
om/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-Listhref=
"http://forums.matronics.com">http://forums.matronics.com=0A>href="http:/
==============0A=0A=0A
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: W & B, cruising, stalling and landing |
Richard:
Yes, I flew the test time off the original MKIII powered with a 582.
I don't remember what the cruise speed, at 5800 rpm, was for "Fat
Albert". Been too long ago.
Homer's designs, after the Ultrastar, emphasized safety for low time
pilots. Therefore, the aircraft sat nearly level on the ground with
most of the weight on the mains. This did several things:
1-Made those airplanes very easy to handle taildraggers.
2-Required pilots to land and takeoff at higher airspeeds to reduce the
chance of inadvertent stall. That is why the tailwheel hits first when
one attempts to do a full stall landing. That is why all my Kolbs,
except the Ultrastar, had longer than standard gear legs to put them
into a good 3 point stance.
3-Required the wings be rigged with more angle of attack so we could
take off and land in a nearly level attitude, and to prevent the tail
from sagging to the extreme when doing slow flight. It also slows the
cruise speed because of additional drag of pulling the tailboom through
the air sideways. The Sling Shot will really sag in the tail when
slowed down because is has a lot less incidence than the MKIII and FS.
john h
mkIII
Addendum, I didn't just pick the numbers out of thin air, pardon the
pun. Remember the original Mk III was powered by a 503 Rotax and that 60
mph cruise is about right. John H, you flew that aircraft a bunch,
didn't you? I've always assumed that's you in the factory video. Is that
a good TLAR cruise number?
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: W & B, cruising, stalling and landing |
Can't remember when stall became determined by airspeed. I must have been
out to lunch when that law of physics was changed......
LS
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Well,,,,,, in a 1 g maneuver the critical angle of attack will be very
predictable when using the asi. Change the g loading of the wing and the
numbers will start to move around a bit. And in high g loading it will move
more than a bit,,, lets say a bunch.
Boyd
________________________________________________________________________________
| Subject: | Re: W & B, cruising, stalling and landing |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Lucien, Look in any aircraft POH, do they tell you stall angle or stall
speed? It's apples and pears, but they're still fruit. How many GA aircraft
have AOA indicators? They ALL have airspeed indicators.
Yes, stalls happen when an airfoil reaches about 13 to 16 degrees angle of
attack, but in actual flight they reach those angles at certain
corresponding airspeeds. We fly approach speeds, rotation speeds, cruise
speeds, and on and on.
Rick
On Thu, Aug 6, 2009 at 8:46 AM, lucien wrote:
>
>
> aslsa.rng(at)gmail.com wrote:
> > I figured I'd just roll all the topics up into a single heading. Some
> interesting claims are being thrown around and all the RE:'s make it too
> hard to comment otherwise.
> >
> > "you will never full stall land that airplane....at least not without
> =EF=BDslamming the mains on the ground"
> >
> >
> > Chris, Sure you can. All you have to do is hold it off and get it slow
> enough. Any aircraft can be slowed enough so that it's vertical and
> horizontal velocity vectors reach the critical stall AOA. When you practi
ce
> approach stalls that's exactly what you're doing. The aircraft isn't at s
ome
> high angle relative to the horizon, it's nearly flat, but its vertical
> velocity becomes such that the critical stall angle is reached.=EF=BD
> >
>
>
> Don't understand how this follows.
>
> Stall is determined by angle of attack, NOT airspeed.
>
> If the AOA remains above the critical AOA, the wing will NOT stall. The
> airspeed may drop below that needed to insure enough lift is generated to
> overcome gravity, but that has nothing to do with _stall_.
>
> When you practice approach stalls you're toying with the maximum amount o
f
> lift that the wing can generate at a given airspeed. What you eventually
> discover is that the max lift that can be generated is not enough at too
low
> of an airspeed and you continue to increase AOA to compensate - you excee
d
> the critical AOA and you stall.
>
> Can't remember when stall became determined by airspeed. I must have been
> out to lunch when that law of physics was changed......
>
> LS
>
> --------
> LS
> Titan II SS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=256328#256328
>
>
===========
===========
===========
===========
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Weight & Balance for certification of Mark3x |
John=2C
I have done some research on this subject=2C and have some thoughts=2C to
o. They will have to wait till this evening=2C tho=2C when I have more tim
e......I've just came in for a work break (from building my house).
More later....
Mike Welch
MkIII
From: JRatcli256(at)aol.com
Date: Wed=2C 5 Aug 2009 21:23:44 -0400
Subject: Kolb-List: Re: Weight & Balance for certification of Mark3x
Photos of earlier models of the Mark3x show the bottom front of the wing se
t above the tubing at the top of the windshield and the front top of the ho
rz. stabilizer at the top of the boom tube. What the angles are=2C I don't
know.
For that reason=2C what attitude that puts the aircraft in when the wing is
at 9 deg. for W&B calculations=2C I don't know. It may be in level flight
attitude. Also the horz. stabilizer may be level ??? Can someone supply th
e angles for reference ?
My Mark3x=2C with the engine mount level --- Wing incidence is +2.8 deg. (F
ront bottom of wing is about 3" below the top of the windshield tubing bow)
=2C the horz stabilizer is at -4.8 deg. ( the bottom of the front tube of
the stabilizer 1/4" above centerline of the boom tube). I think these chang
es were made to help alleviate the problem of "Kolb Quit"
When I position the aircraft at 9 deg. for W&B calculations=2C the attitude
appears to me=2C to be in a three point landing attitude with the tail whe
el about 5" above the floor.
Surely this isn't level flight attitude.
If I put the horz. stabilizer level=2C that puts the bottom of the wing at
-2 deg.
Because of the change in wing and horz. stabilizer incidences=2C wouldn't t
hat change the angle of the wing for W&B calculations ?
Again your thoughts ???
John Ratcliffe
_________________________________________________________________
Windows Live=99: Keep your life in sync.
http://windowslive.com/explore?ocid=PID23384::T:WLMTAGL:ON:WL:en-US:NF_BR
_sync:082009
________________________________________________________________________________
| Subject: | Re: W & B, cruising, stalling and landing |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
aslsa.rng(at)gmail.com wrote:
> Lucien, Look in any aircraft POH, do they tell you stall angle or stall speed?
It's apples and pears, but they're still fruit.How many GA aircraft have AOA
indicators? They ALL have airspeed indicators.
> Yes, stalls happen when an airfoil reaches about 13 to 16 degrees angle of attack,
but in actual flight they reach those angles at certain corresponding airspeeds.
We fly approach speeds, rotation speeds, cruise speeds, and on and on.
>
>
> Rick
>
That doesn't change the fact that stall is not determined by airspeed, but only
AOA of the main wing.
The stall airspeeds listed in POH's are those that happen under steady state conditions
of flight with a particular loading, where there's a reasonably reliable
correspondence between airspeed and where the critical AOA is reached or exceeded
to maintain that steady state condition.
You'll notice all this with stall airspeed changes when you add weight to the plane,
or are in a mode of flight where you're pulling more G's, etc.
but the AOA at which the wing stalls doesn't change. That's the key to avoiding
(or achieving) a stall, not airspeed.
Sorry guys, but I don't think any of this has ever changed (or ever will ;))......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256407#256407
________________________________________________________________________________
| From: | Dave Kulp <undoctor(at)ptd.net> |
| Subject: | Re: Freak accident |
**
> What did the tool look like, how did it work?
>
> -Dana
Not easy to explain and describe. Wish I had a photo of it.
The tool was made in two parts of 4130 tubing, cut at a long gentle angle,
catty-corner long ways from end to end. Sheet metal faces were then welded
to both cut sides. A steel rod was welded to each piece of the tool.
The tool was inserted into the inboard end of the leading edge tube, one
piece at a time. The two beveled pieces were then pulled together forcing
the dent out.
The split pieces allowed the user to insert the tool past the rivets.
john h
mkIII
Great explanation, John. Very easy to picture. Ever considered writing as a career???
Now, if you know where one of these is hiding...
Dave Kulp
Bethlehem, PA
FireFly 11DMK
**
________________________________________________________________________________
| From: | Dave Kulp <undoctor(at)ptd.net> |
| Subject: | Re: Freak accident |
Thanks to all contributors for your ideas for fixing the LE dent. I
surely appreciate them all and I'll bet there are
some others on the list who do, too.
Dave Kulp
________________________________________________________________________________
| Subject: | Re: W & B, cruising, stalling and landing |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
No argument. It's a great text book truth that gets translated into
practical use by making the translation to a speed to fly.The point was that
stall angle is related to the relative wind, not the ground. You can slow up
an aircraft, even the Kolb with it's Dorf gear legs, and get a full stall
landing in a level attitude in relation to the ground, you don't have to
bang the tailwheel down followed by a great impact on the mains.
Rick
On Thu, Aug 6, 2009 at 3:54 PM, lucien wrote:
>
>
> aslsa.rng(at)gmail.com wrote:
> > Lucien, Look in any aircraft POH, do they tell you stall angle or stall
> speed? It's apples and pears, but they're still fruit. How many GA aircraft
> have AOA indicators? They ALL have airspeed indicators.
> > Yes, stalls happen when an airfoil reaches about 13 to 16 degrees angle
> of attack, but in actual flight they reach those angles at certain
> corresponding airspeeds. We fly approach speeds, rotation speeds, cruise
> speeds, and on and on.
> >
> >
> > Rick
> >
>
>
> That doesn't change the fact that stall is not determined by airspeed, but
> only AOA of the main wing.
>
> The stall airspeeds listed in POH's are those that happen under steady
> state conditions of flight with a particular loading, where there's a
> reasonably reliable correspondence between airspeed and where the critical
> AOA is reached or exceeded to maintain that steady state condition.
>
> You'll notice all this with stall airspeed changes when you add weight to
> the plane, or are in a mode of flight where you're pulling more G's, etc.
> but the AOA at which the wing stalls doesn't change. That's the key to
> avoiding (or achieving) a stall, not airspeed.
>
> Sorry guys, but I don't think any of this has ever changed (or ever will
> ;))......
>
> LS
>
> --------
> LS
> Titan II SS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=256407#256407
>
>
________________________________________________________________________________
| Subject: | Re: W & B, cruising, stalling and landing |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
aslsa.rng(at)gmail.com wrote:
> No argument. It's a great text book truth that gets translated into practical
use by making the translation to a speed to fly.The point was that stall angle
is related to the relative wind, not the ground. You can slow up an aircraft,
even the Kolb with it's Dorf gear legs, and get a full stall landing in a level
attitude in relation to the ground, you don't have to bang the tailwheel down
followed by a great impact on the mains.
>
>
> Rick
>
FWIW, It has always surprised me how much argument I get against this, an amazing
number of folks insist that airspeed is really what determines stall and I
mean they push back on me _hard_ when I tell them it's not.
Most probably don't see why they can fly their planes just fine with completely
inop ASI's or avoid stalls in steep turns etc. where ASI's are useless. It's
because they already have the skill of AOA control in their skill sets, but I
get loads of pushback when I say this too for mysterious reasons, guys simply
just don't believe me.
As for full stalls in the Kolb, I was never able to do very good full stall landings
in my FSII, but I could get really close in calm conditions. I always seemed
to run out of up elevator before I could achieve a stall in a 3-point attitude.
But I did achieve it a couple of times.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256446#256446
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: W & B, cruising, stalling and landing |
Probably a good 1/3 of my "landings are plunkers. The grass is long
and cushiony and since no one is watching my feelings
remain undamaged. The Kolb doesn't mind either.
That business of doing stalls during your first flights in a newborn
fleugenkraft seems dumb to me, as is
the practice in the usual bi-enema. The usual, pull the power, try
to hold altitude until it does some kind of shit.
Well DUH! Sho dat baby will eventually run out of steam and go
downhill. By that time you would have to be an idiot to
not feel the eventuality. In the real world where do stall
accidents happen? Cranking it around your buddy's house
in a steep bank, especially if you have a big fat guy along for the
ride.
How many pilots have stalled in WITH the engine running, on a normal
final? Sober , that is. None that I know of.
Straight and level? Even a more rare event.
BTW, I agree with the guy who doesn't bother with the ASI on short
final. I have had my share of engine outs, sometimes over less than
perfect terrain. Was I looking at that little round gauge? Nay.
I'm trying to concentrate on conservation of energy or trying to
bleed off excess.
One sure does get focussed. Better than a root canal.
BB
On 6, Aug 2009, at 9:42 PM, lucien wrote:
>
>
> aslsa.rng(at)gmail.com wrote:
>> No argument. It's a great text book truth that gets translated
>> into practical use by making the translation to a speed to fly.The
>> point was that stall angle is related to the relative wind, not
>> the ground. You can slow up an aircraft, even the Kolb with it's
>> Dorf gear legs, and get a full stall landing in a level attitude
>> in relation to the ground, you don't have to bang the tailwheel
>> down followed by a great impact on the mains.
>>
>>
>> Rick
>>
>
>
> FWIW, It has always surprised me how much argument I get against
> this, an amazing number of folks insist that airspeed is really
> what determines stall and I mean they push back on me _hard_ when I
> tell them it's not.
>
> Most probably don't see why they can fly their planes just fine
> with completely inop ASI's or avoid stalls in steep turns etc.
> where ASI's are useless. It's because they already have the skill
> of AOA control in their skill sets, but I get loads of pushback
> when I say this too for mysterious reasons, guys simply just don't
> believe me.
>
> As for full stalls in the Kolb, I was never able to do very good
> full stall landings in my FSII, but I could get really close in
> calm conditions. I always seemed to run out of up elevator before I
> could achieve a stall in a 3-point attitude. But I did achieve it a
> couple of times.
>
> LS
>
> --------
> LS
> Titan II SS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=256446#256446
>
>
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: W & B, cruising, stalling and landing |
At 10:04 PM 8/6/2009, you wrote:
>
>How many pilots have stalled in WITH the engine running, on a normal
>final? Sober , that is. None that I know of.
Oh .....so now we are qualifying it to "sober".
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: W & B, cruising, stalling and landing |
At 09:42 PM 8/6/2009, you wrote:
>get loads of pushback when I say this too for mysterious reasons,
>guys simply just don't believe me.
>
>As for full stalls in the Kolb, I was never able to do very good
>full stall landings in my FSII, but I could get really close in calm
>conditions. I always seemed to run out of up elevator before I could
>achieve a stall in a 3-point attitude. But I did achieve it a couple of times.
>
>LS
Put those little plastic VGs in font of your elevator (on the bottom
of your horizontal stab) and you can
fly down the runway with just you tail wheel touching the ground. You
don't even have to let your
mains touch the ground if you are showing off. Better have your feet
on the rudder peddles if your
springs are tight.
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: W & B, cruising, stalling and landing |
I agree with the guy who doesn't bother with the ASI on short final.>>
I cannot tell a lie Robert. It was I. I assumed everyone did it l;ike that.
BTW. I thought the perfect landing was arriving on the ground at the moment
the plane stopped flying. To me that means arriving at ground level at the
moment of stall. Then you keep the likelihood of a bounce back into the air
to a minimum. Given a reasonable surface of course. What is the point of
doing wheelies which by definition mean that you are still in flying
position and travelling faster than necessary. You just take more runway or
have to use the brakes harder to disipate the speed. Ground handling is
always more fraught than flying..
I am talking about light aircraft of course.
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: W & B, cruising, stalling and landing |
but in actual flight they reach those angles at certain corresponding
airspeeds.>>
Hi Rick,
Not true. Your wing in level flight supports a certain weight . Increase
that weight and the wing will NOT support it. In other words it stalls. How
can you do this? Easy! Alter your flight path markedly, this will increase
the `g` force and the plane will in effect weigh more.
Its all about what a sailor would call `apparent wind` As a yacht increases
its speed the direction the wind is coming from moves towards the bow. This
enables a boat to `point higher`,i.e to decrease the angle of attack. It is
the same with a planes wing . Go fast and the AOA moves forward, go slowly
and the AOA moves back. If you increase the weight of the a/c (pull `g`) the
wing will `mush` through the airand the AOA will move backwards `WHATEVER
THE AIRSPEED`
I am sure thats clear as mud but think about it.
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: W & B, cruising, stalling and landing |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
pj.ladd(at)btinternet.com wrote:
> but in actual flight they reach those angles at certain corresponding
> airspeeds.>>
>
> Hi Rick,
>
> Not true. Your wing in level flight supports a certain weight . Increase
> that weight and the wing will NOT support it. In other words it stalls. How
> can you do this? Easy! Alter your flight path markedly, this will increase
> the `g` force and the plane will in effect weigh more.
>
> Its all about what a sailor would call `apparent wind` As a yacht increases
> its speed the direction the wind is coming from moves towards the bow. This
> enables a boat to `point higher`,i.e to decrease the angle of attack. It is
> the same with a planes wing . Go fast and the AOA moves forward, go slowly
> and the AOA moves back. If you increase the weight of the a/c (pull `g`) the
> wing will `mush` through the airand the AOA will move backwards `WHATEVER
> THE AIRSPEED`
>
> I am sure thats clear as mud but think about it.
>
> Cheers
>
> Pat
Well, no.
This is just a variation of the basic misunderstanding that stall is controlled
by airspeed.
There's nothing about airspeed that changes AOA with respect to the relative wind.
It can be going by the wing section at 10mph, 1mph, 1000mph, X mph - that
doesn't change the AOA. Only a change in the angle of the wing, and/or in the
_direction_ of the relative wind will affect this.
Rick is right and this was my original point also - the only time there's a reliable
relationship between airspeed and stall is when maintaining steady-state
flight (i.e. lift = gravity or g force). By extension that means AOA also....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256477#256477
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: W & B, cruising, stalling and landing |
On a pretty summer evening when the big FEDEX cargo blimp comes
loitering in slo motion while
descending to ROC over my place, I still wonder what keeps all those
parcels up in the clear calm air.
I still think it's magic, or wires.
BB
On 7, Aug 2009, at 8:16 AM, lucien wrote:
>
>
> pj.ladd(at)btinternet.com wrote:
>> but in actual flight they reach those angles at certain corresponding
>> airspeeds.>>
>>
>> Hi Rick,
>>
>> Not true. Your wing in level flight supports a certain weight .
>> Increase
>> that weight and the wing will NOT support it. In other words it
>> stalls. How
>> can you do this? Easy! Alter your flight path markedly, this will
>> increase
>> the `g` force and the plane will in effect weigh more.
>>
>> Its all about what a sailor would call `apparent wind` As a yacht
>> increases
>> its speed the direction the wind is coming from moves towards the
>> bow. This
>> enables a boat to `point higher`,i.e to decrease the angle of
>> attack. It is
>> the same with a planes wing . Go fast and the AOA moves forward,
>> go slowly
>> and the AOA moves back. If you increase the weight of the a/c
>> (pull `g`) the
>> wing will `mush` through the airand the AOA will move backwards
>> `WHATEVER
>> THE AIRSPEED`
>>
>> I am sure thats clear as mud but think about it.
>>
>> Cheers
>>
>> Pat
>
>
> Well, no.
> This is just a variation of the basic misunderstanding that stall
> is controlled by airspeed.
>
> There's nothing about airspeed that changes AOA with respect to the
> relative wind. It can be going by the wing section at 10mph, 1mph,
> 1000mph, X mph - that doesn't change the AOA. Only a change in the
> angle of the wing, and/or in the _direction_ of the relative wind
> will affect this.
>
> Rick is right and this was my original point also - the only time
> there's a reliable relationship between airspeed and stall is when
> maintaining steady-state flight (i.e. lift = gravity or g force).
> By extension that means AOA also....
>
> LS
>
> --------
> LS
> Titan II SS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=256477#256477
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: W & B, cruising, stalling and landing |
> On a pretty summer evening when the big FEDEX cargo blimp comes
> loitering in slo motion while
> descending to ROC over my place, I still wonder what keeps all those
> parcels up in the clear calm air.
>
> I still think it's magic, or wires.
> BB
Bob B:
It is magic!
I feel it everytime my wheels break ground. Especially when I haven't flown
in a while.
Used to get similar feelings sitting at a 3 foot hover. Absolutely magic.
Cheating gravity.
To be able to fly, in a contraption I built in my basement, is certainly a
work of magic, no matter what angle of attack or airspeed.
john h - Doing chores instead of doing aviation.
mkIII
________________________________________________________________________________
| Subject: | Re: W & B, cruising, stalling and landing |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
planecrazzzy wrote:
> I agree... Magic...
>
>
Nah, it's not lift or anything like that at all. It's gobs and gobs of cash...
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256589#256589
________________________________________________________________________________
| Subject: | Re: W & B, cruising, stalling and landing |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
aslsa.rng(at)gmail.com wrote:
>
>
> "you will never full stall land that airplane....at least not without slamming
the mains on the ground"
>
>
> Chris, Sure you can. All you have to do is hold it off and get it slow enough.
Any aircraft can be slowed enough so that it's vertical and horizontal velocity
vectors reach the critical stall AOA. When you practice approach stalls that's
exactly what you're doing. The aircraft isn't at some high angle relative
to the horizon, it's nearly flat, but its vertical velocity becomes such that
the critical stall angle is reached.
> The assumption in this statement is that the speed will be such that the angle
increases to the point that the tail wheel hits first, the wing stalls and
whammo.
>
>
>
Actually, the statement is pretty much correct, your statement at the very last
of this quote makes a bad assumption that is just not true. On my Kolb, there
is how it works....
As the speed decreases over the runway, the tailwheel will eventually hit the ground
long before the wing stalls... When the tail wheel hits the ground, the
angle of attack decreases, there is less lift, the body of the airplane comes
down, reducing the angle of attack even more resulting in even less lift and its
going to land, all the pulling back on the stick in the world will not keep
the plane from forcibly landing at this point. Once the tailwheel hits the ground,
the plane is coming down even without ever stalling the wing.
It may be possible to full stall land my Kolb, but the angle of attack would be
so high, the mains would be much to far off the ground to keep the tailwheel
from touching before the airplane stalled, possibly bending the gear. Bottom
line is, there is really no way to full stall land my Kolb MK III Xtra without
slamming it on the ground hard.
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=256596#256596
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | victim of prop blast |
Wed my wife and I went to the airport and prepared for a ride around the
valley. We were waiting at the intersection of the taxiway and alpha 1,
when a aero star pulled onto the taxiway at alpha 3,,,, because I was not
warmed up and trying to be as hospitable as possible, I radioed to the aero
star driver and told him I was going to give him enough room to get to the
runway with out any problems. Probably my first mistake, should have held
my ground. But I went back and parked in the center of the ramp, the
aero star driver pulled onto alpha 1 at an angle and pointed his prop blast
directly on me and proceeded to do a run up. I called on the radio and
told him of the problem and he did not back off.
So today I confronted him at the airport and he told me that he did not have
to concern himself with his prop blast with an ultra light in the area, I
informed him that it was not an ultra light, but an experimental. So he
told me he did not have to watch his prop blast for an experimental either.
But it was my fault and my poor flying skills that put me in that position.
So I told him to watch for the call from the faa and he shrugged it off,
so I went to the fbo and asked for the fsdo phone number, I was told that
because there was no damage that they could not do much to him, BUT I
could file a formal complaint, So I did. Again because there was no
damage they could not do anything but talk to him, and put it in the
records. so I thought that if that is all that can be done that will be
enough. The investigator at the salt lake Fsdo called me back an hour or
so later and said that the pilot was quite respectful when talking to him ,
and he was told in no uncertain terms that part 93 states that he cant
anytime he was in a plane, during startup, taxi, run up, takeoff, etc
that he was responsible for his prop blast and he did have to be aware of
his surroundings, even to an ultra light. And that his actions
according to part 93 were "careless and reckless"
When I went to talk to him, had he said "sorry" I would have been ok with
that, but his attitude did not sit well with me and the rest is history.
So if you don't know,,,,, call and ask. Just don't put up with their poor
procedures and attitudes. We have just as much rights as they do.
Boyd Young
Kolb MkIII C 600+ hours and counting
Brigham City Utah.
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: W & B, cruising, stalling and landing |
I still think it's magic, or wires.>>
Hi Robert,
its magic all right. With most magic knowing how it works makes it less
magical. I think flying is one of those things which is still magical even
when you know (ot think you know) the mechanics.
At least for me, when the wheels leave the ground it doesn`t matter if you
know how or why....its away with the other broomsticks.
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: W & B, cruising, stalling and landing |
/or in the _direction_ of the relative wind will affect this.
Hi Lucien,
that is what I said., or thought I did.
Pat
________________________________________________________________________________
| Subject: | Re: victim of prop blast |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Boyd,
You definitely did the right thing. Occasionally we run into arrogant pilots who
need some reprimanding by the FAA.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x34
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=256620#256620
________________________________________________________________________________
| Subject: | Re: victim of prop blast |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Boyd,
You definitely did the right thing. Occasionally we run into arrogant pilots who
need some reprimanding by the FAA.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x34
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=256619#256619
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: W & B, cruising, stalling and landing |
Nah, it's not lift or anything like that at all. It's gobs and gobs of
cash...>>
You crazy mixed kid! You have gone all twisted and bitter. Go fly
Cheers
Pat
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: W & B, cruising, stalling and landing |
Pat, Ladd
Got to take issue with you in re sailboats going to windward.
You say when the apparent (relative) wind moves forward, as when
boat speed increases, this enables the boat to point higher. It most
certainly does NOT -- Just the opposite! You must bear off, point
lower, point further from the direction the wind comes from, to keep
sailing, keep the sails full -- or to keep lift, if in an aircraft.
Just substitute angle of relative wind on the boat for AOA on the
aircraft. You can delay the luff by trimming in the sails, but
relative wind moving forward does not allow you to point up further.
As you say, think about it. The sails will luff if you keep your
course or bear up, you must bear off.
Sorry to disagree but I've been there too often to count.
BTW earlier you mentioned a "Boot Sale in an adjacent field"? -- is
this really a sale of footwear or am I missing some English -
American translation issue? If so, please pardon my Colonial ignorance!
All best, fair winds,
Russ
On Aug 7, 2009, at 6:06 AM, pj.ladd wrote:
>
> but in actual flight they reach those angles at certain
> corresponding airspeeds.>>
>
> Hi Rick,
>
> Not true. Your wing in level flight supports a certain weight .
> Increase that weight and the wing will NOT support it. In other
> words it stalls. How can you do this? Easy! Alter your flight path
> markedly, this will increase the `g` force and the plane will in
> effect weigh more.
>
> Its all about what a sailor would call `apparent wind` As a yacht
> increases its speed the direction the wind is coming from moves
> towards the bow. This enables a boat to `point higher`,i.e to
> decrease the angle of attack. It is the same with a planes wing .
> Go fast and the AOA moves forward, go slowly and the AOA moves
> back. If you increase the weight of the a/c (pull `g`) the wing
> will `mush` through the airand the AOA will move backwards
> `WHATEVER THE AIRSPEED`
>
> I am sure thats clear as mud but think about it.
>
> Cheers
>
> Pat
________________________________________________________________________________
| Subject: | Re: victim of prop blast |
| From: | "ces308" <ces308(at)ldaco.com> |
Good for you ! Bravo !!!
chris ambrose
m3x/jab-44.6+
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256642#256642
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | tail wheel bearings |
Been working on the tail wheel on my plane, it seems that the bearings
that come with it had between 20 and 25 thousandths of play in them. When
I went to the local bearing supplier he came out with a new set that looked
just like the ones I wanted to replace. He told me that they were wheel
barrow bearings, thy had about 10 thousandths play, I didn't measure, just
my calibrated eye. I asked if he had anything better and he asked the
normal questions, what was it going on and did it get any water on them,,,
as he emerged from the back a second time, he had a very nice set of sealed
bearings, no play, rolled very smooth,,,,, just what you would expect,,,
but they did not have the retaining ring on the outside edge to keep them
from going all the way into the wheel hub, as there is no shoulder to press
the bearing to. Interesting they were only around $0.50 more for the pair
over the cheep bearings. So going home I started looking for something to
put into the wheel hub to work as a shoulder to seat the bearings against.
What I found in the back of my plumbing van was a short piece of 1 1/4 thin
wall copper pipe. As I checked it out I determined that if I got a good
press I could get it in. went about measuring the thickness of the wheel
hub, the thickness of the 2 bearings and came up needing a piece 0.8 inches
long. I checked all my sockets to find one that would be small enough to go
through the wheel hub but large enough to push the copper to the center, no
luck. What I ended up using was a 2 inch piece of the same copper. I had to
grind and sand off about 1/3 the wall thickness to insure I could get it
back out. I am not sure I needed the next step because it was a real tight
fit, but I coated the copper as well as the inside of the hub with a thin
film of epoxy before setting. Cleaned up all the excess epoxy and then
applied a very thin coat of grease to the hub before seating the wheel
bearings. The bearings fit tight enough that they might have been ok
without the copper shoulder. But now I am sure they are not going anywhere.
Because the bearings went flush on the sides of the hub the finished
assembly needed a couple of washers to keep it centered on the axel.
I got it all installed on Thursday, but because of 50 mph winds, and my
state of mind after visiting with my new prop blast friend on Friday, and
rain this morning,,, I may not get a chance to test it out till next week.
Boyd Young
Kolb MkIII C 600+ hours and counting
Brigham City Utah.
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: W & B, cruising, stalling and landing |
Russ, that means selling from the trunk of the car. AKA "boot"
BB
don't ask about bees in the bonnet
On 8, Aug 2009, at 9:30 AM, russ kinne wrote:
>
> Pat, Ladd
> Got to take issue with you in re sailboats going to windward.
> You say when the apparent (relative) wind moves forward, as when
> boat speed increases, this enables the boat to point higher. It
> most certainly does NOT -- Just the opposite! You must bear off,
> point lower, point further from the direction the wind comes from,
> to keep sailing, keep the sails full -- or to keep lift, if in an
> aircraft. Just substitute angle of relative wind on the boat for
> AOA on the aircraft. You can delay the luff by trimming in the
> sails, but relative wind moving forward does not allow you to point
> up further.
> As you say, think about it. The sails will luff if you keep your
> course or bear up, you must bear off.
> Sorry to disagree but I've been there too often to count.
> BTW earlier you mentioned a "Boot Sale in an adjacent field"? --
> is this really a sale of footwear or am I missing some English -
> American translation issue? If so, please pardon my Colonial
> ignorance!
> All best, fair winds,
> Russ
>
> On Aug 7, 2009, at 6:06 AM, pj.ladd wrote:
>
>>
>> but in actual flight they reach those angles at certain
>> corresponding airspeeds.>>
>>
>> Hi Rick,
>>
>> Not true. Your wing in level flight supports a certain weight .
>> Increase that weight and the wing will NOT support it. In other
>> words it stalls. How can you do this? Easy! Alter your flight path
>> markedly, this will increase the `g` force and the plane will in
>> effect weigh more.
>>
>> Its all about what a sailor would call `apparent wind` As a yacht
>> increases its speed the direction the wind is coming from moves
>> towards the bow. This enables a boat to `point higher`,i.e to
>> decrease the angle of attack. It is the same with a planes wing .
>> Go fast and the AOA moves forward, go slowly and the AOA moves
>> back. If you increase the weight of the a/c (pull `g`) the wing
>> will `mush` through the airand the AOA will move backwards
>> `WHATEVER THE AIRSPEED`
>>
>> I am sure thats clear as mud but think about it.
>>
>> Cheers
>>
>> Pat
>
>
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | RE: victim of prop blast |
>So I told him to watch for the call from the faa and he shrugged it off,
so I went to the fbo and asked for the fsdo phone number, I was told that
because there was no damage >that they could not do much to him, BUT I
could file a formal complaint, So I did. Again because there was no
damage they could not do anything but talk to him, and put it in >the
records. so I thought that if that is all that can be done that will be
enough. The investigator at the salt lake Fsdo called me back an hour or
so later and said that the pilot > was quite respectful when talking to him
, and he was told in no uncertain terms that part 93 states that he cant
anytime he was in a plane, during startup, taxi, run up, takeoff, >etc
that he was responsible for his prop blast and he did have to be aware of
his surroundings, even to an ultra light. And that his actions
according to part 93 were "careless >and reckless"
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Ok,,, for those of you that like to look for regs, I mis quoted. it
was not in section 93 sorry..
Far, section 91.13 Careless or reckless operation.
a. aircraft operations for the purpose of air navigation. No person
may operate an aircraft in a careless or reckless manner so as to endanger
the life or property of another.
b. Aircraft operations other than for the purpose of air navigation, no
person may operate an aircraft, other than for the purpose of air
navigation, on any part of the surface of an airport used by aircraft for
air commerce ( including areas used by those aircraft for receiving or
discharging persons or cargo), in a careless or reckless manner so as to
endanger the life or property of another.
I guess I had received an interpretation of the section by two
individuals, and my interpretation of what I had heard included, ",
during startup, taxi, run up, takeoff, >etc that he was responsible for
his prop blast and he did have to be aware of his surroundings, even to an
ultra light. "
Again sorry for any mis information.
Boyd Yong
Kolb MKIIIC
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | best time of the year |
A two-Kolb get together this morning at 8NK4. Light breeze directly
down a beautifully manicured and WIDE runway.
Thom's new toy is extremely well made. Life is good at peak oil.
BB
DSCN2012.JPG