Kolb-Archive.digest.vol-jf
February 08, 2010 - February 19, 2010
aircraft wing,one in the bottom ,one in the top
-----Original Message-----
| From: | R. Hankins <rphanks(at)grantspass.com> |
Sent: Sun, Feb 7, 2010 10:14 pm
It has not been a good winter for flying in my neck of the woods, but I sn
uck in
a nice flight this morning in between storms. It was one of those post ra
in,
dead calm, puffy cloud mornings. I played around for an hour or so, in an
d
around the cotton candy. Here is a link to a short video I shot while fly
ing
around one of the cloud columns. I'll attach a picture as well.
http://www.youtube.com/watch?v=TWlwU8PqJjQ
Every once in a while a flight makes me smile like a kid who just got his
first
kiss. This was one of those.
Still smiling.
--------
Roger in Oregon
1992 KXP 503 - N1782C
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http://forums.matronics.com/viewtopic.php?p=285290#285290
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http://forums.matronics.com//files/p1130489_128.jpg
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| Subject: | Re: Tailboom Dolly |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
When I was flying an early firestar and folding the wings for each flight, I built
a wooden dolly that also supported the wings up high over the tail wires so
I wouldn't have to fold the tail for each flight. It saved enough time to make
it worthwhile. Photo attached.
The photo doesn't show this but I held the wings in place with a hose that fitted
over the aileron balance tubes on one end and bungeed the other end together
with a wrap of foam rubber around the boom where the wings made contact.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
About the time we think we can make ends meet, somebody moves the ends.
- Herbert Hoover
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285330#285330
Attachments:
http://forums.matronics.com//files/close_up_of_boom_wing_dolly_small_204.jpg
________________________________________________________________________________
| Subject: | Tail boom dollies |
| From: | zeprep251(at)aol.com |
Easy to make and supports wings when traveling
________________________________________________________________________________
| Subject: | Re: Flight report |
| From: | "George Alexander" <gtalexander(at)att.net> |
zeprep251(at)aol.com wrote:
>
>
> * * * * SNIP * * * *
> G Aman
>
> PS For the first time in my flying career,I patched a bullet hole in my aircraft
wing,one in the bottom ,one in the top
>
> --
Gary:
Do you have any idea when/where your Kolb was a target?
--------
George Alexander
FS II R503 N709FS
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285332#285332
________________________________________________________________________________
| Subject: | Re: Tailboom Dolly |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
When I was flying an early firestar and folding the wings for each flight, I built
a wooden dolly that also supported the wings up high over the tail wires so
I wouldn't have to fold the tail for each flight. It saved enough time to make
it worthwhile. Photo attached.
The photo doesn't show this but I held the wings in place with a hose that fitted
over the aileron balance tubes on one end and bungeed the other end together
with a wrap of foam rubber around the boom where the wings made contact.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
About the time we think we can make ends meet, somebody moves the ends.
- Herbert Hoover
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285335#285335
Attachments:
http://forums.matronics.com//files/close_up_of_boom_wing_dolly_small_204.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flight report |
> Do you have any idea when/where your Kolb was a target?
>
> --------
> George Alexander
Morning Gang:
Did you report this to local and Federal authorities?
Any investigation started?
Folks go to jail for shooting airplanes.
I have had several holes in my wings, ailerons, flaps, and fuselage fabric
over the past 26 years, but they were from FOD (foreign object damage).
That is bad news.
There are nuts cases out there that will shoot at civilian and military
aircraft.
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: what upstate NY looks like |
> What upstate NY looked like from my first early FS in Sept. 2003. Very
white below but not snow.
> --------
> Thom Riddle
Thom/Gang:
Ever get caught on top doing that?
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Flight report |
| From: | zeprep251(at)aol.com |
George,
I know where I'd been but not sure when the holes arrived.They're just beh
ind the thickest part of the airfoil and small,about 1/4"dia.,smooth on th
e bottom and a little more ragged on the top.I was cleaning the top of the
wing while folded when I first noticed it.Thought it was a bird strike un
til I found the matching hole in the bottom.Have 10 hrs on it since I got
here in Dec.Didn't keep the log up to date.That would have been helpful.
G.Aman
-----Original Message-----
From: George Alexander <gtalexander(at)att.net>
Sent: Mon, Feb 8, 2010 8:50 am
Subject: Kolb-List: Re: Flight report
zeprep251(at)aol.com wrote:
>
>
> * * * * SNIP * * * *
> G Aman
>
> PS For the first time in my flying career,I patched a bullet hole in
my
aircraft wing,one in the bottom ,one in the top
>
> --
Gary:
Do you have any idea when/where your Kolb was a target?
--------
George Alexander
FS II R503 N709FS
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285332#285332
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________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: what upstate NY looks like |
At 12:48 PM 2/8/2010, John Hauck wrote:
>Ever get caught on top doing that?
I did once, in the T-Craft. I knew the ceiling was at least 1000'
underneath so I did a spin to get down through.
-Dana
--
Tolerate the freedom of others or lose yours!
________________________________________________________________________________
| Subject: | Re: what upstate NY looks like |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
>
> Thom/Gang:
>
> Ever get caught on top doing that?
>
> john hauck
> mkIII
> Titus, Alabama
Came close once in my ultralight back in TX. I got down through a hole by doing
a tight spiral descent.
After that the only time I've gone "VFR on top" is if I can keep a large open patch
nearby and there's a decent temp/dewpoint spread.
Overcasts like this are extremely rare where I fly now so don't run into it that
much....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285407#285407
________________________________________________________________________________
| Subject: | Re: Flight report |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
R. Hankins wrote:
> It has not been a good winter for flying in my neck of the woods, but I snuck
in a nice flight this morning in between storms. It was one of those post rain,
dead calm, puffy cloud mornings. I played around for an hour or so, in and
around the cotton candy. Here is a link to a short video I shot while flying
around one of the cloud columns. I'll attach a picture as well.
>
> http://www.youtube.com/watch?v=TWlwU8PqJjQ
>
> Every once in a while a flight makes me smile like a kid who just got his first
kiss. This was one of those.
>
> Still smiling.
You know you're breakin' all kinds of rules, dontcha..... No I won't tell and yes
I totally live for views like this too when I go fly (in the rare event we
have cumulus clouds around here)... Awsome.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285413#285413
________________________________________________________________________________
| Subject: | Re: Flight report |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
One of the reasons I'm an altitude man and don't like low-and-slow..... I worried
the most about getting shot at back when I flew my powered parachute. We flew
out in the boonies of TX most of the time and there was no shortage of buck-tooth
idiots around out there who'd not think twice about shooting at anything
that flew over them.
Even here I try to fly quietly and as high up as I can reasonably go without wasting
too much gas, etc.......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285423#285423
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | black dust from starter? |
Anyone ever experience a black dust blowing out of their starter? Is there
any maintenance needed on a starter...such as taking it apart and cleaning
it? I will give Ronnie a call this week and ask him, but wondered if anyone
else has seen this?
--------
Cristal Waters
>>>>>>>>>>>>>>>>>>>>>>>.
Crystal
No I haven't seen it. Guess it depends if the black is coming from inside or
outside the starter. It may be an indication that the lubricant in the
starter has dried up. And you are starting to rub metal to metal. I
would think that removal and lubricating would be in order. Or the mounting
hardware is chafing.
Boyd Young
Kolb MKIII
Utah.
________________________________________________________________________________
| Subject: | Re: black dust from starter? |
| From: | "Tom Jones" <nahsikhs(at)elltel.net> |
> Anyone ever experience a black dust blowing out of their starter? Is there any
maintenance needed on a starter...such as taking it apart and cleaning it? I
will give Ronnie a call this week and ask him, but wondered if anyone else has
seen this?
Ask Ronnie if it could be coming from a loose fan belt wearing out.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
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http://forums.matronics.com/viewtopic.php?p=285488#285488
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| Subject: | Re: Flight report |
| From: | zeprep251(at)aol.com |
Lucien,
The only time I was under 1000' was take off & landing.Back home is a diff
erent story.The direct drive Jabiru is loud.Another reason to fly a Rotax
engine,so quiet nobody will know you are out and about .
G.Aman
-----Original Message-----
From: lucien <lstavenhagen(at)hotmail.com>
Sent: Mon, Feb 8, 2010 2:18 pm
Subject: Kolb-List: Re: Flight report
One of the reasons I'm an altitude man and don't like low-and-slow..... I
worried the most about getting shot at back when I flew my powered parachu
te. We
flew out in the boonies of TX most of the time and there was no shortage
of
buck-tooth idiots around out there who'd not think twice about shooting at
anything that flew over them.
Even here I try to fly quietly and as high up as I can reasonably go witho
ut
wasting too much gas, etc.......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285423#285423
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________________________________________________________________________________
| Subject: | Re: black dust from starter? |
| From: | "Kirkds" <kirkds(at)dishmail.net> |
You may need to replace the brushes in your starter as they wear down over time
from rubbing on the commutator leaving a fine black dust.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285520#285520
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flight report |
> Even here I try to fly quietly and as high up as I can reasonably go
without wasting too much gas, etc.......
>
> LS
How do you accomplish that?
John Williamson and I have low leveled from Sherman, TX, to Monument Valley,
UT, continued low level from there to the Rock House, 7 miles south of Burns
Junction, OR. If we were shot at during that flight, we never knew it.
Last time either John W or I were shot at, that we know of, is Vietnam 1970
for me, and I can't remember when John W came home the last time, 1972,
kinda rings a bell. Of course, we were both in a wonderful position to
defend ourselves in VN.
Be careful how you talk about country folks. There are a bunch of us on the
Kolb List and we all fly Kolbs. ;-)
john hauck
mkIII
hauck's holler
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Flight report |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
>
>
>
> How do you accomplish that?
>
> John Williamson and I have low leveled from Sherman, TX, to Monument Valley,
> UT, continued low level from there to the Rock House, 7 miles south of Burns
> Junction, OR. If we were shot at during that flight, we never knew it.
>
> Last time either John W or I were shot at, that we know of, is Vietnam 1970
> for me, and I can't remember when John W came home the last time, 1972,
> kinda rings a bell. Of course, we were both in a wonderful position to
> defend ourselves in VN.
>
> Be careful how you talk about country folks. There are a bunch of us on the
> Kolb List and we all fly Kolbs. ;-)
>
> john hauck
> mkIII
> hauck's holler
> Titus, Alabama
It's hard with my 912 and the big ol 70" prop, but I try to get as high as possible
before getting near neighborhoods and then back off the power as soon as
I can. Sort of an, er, noise abatement procedure for what it's worth.
Don't worry, I'm a 30-year TX back country dude myself so I know whereof I speak.
As for getting shot at, like I said when I flew PPC's with my good friends in TX
was when we had the most trouble with people on the ground. Even when you're
legal (as we always tried to be) PPC's move so slow that the noise just hangs
there in the air. It also can take a while to get to altitude so you have a Rotax
scream in one general place above your house for a long time.
We had to be very careful not to run folks' cows and otherwise disturb people on
the ground - altering our route a bunch if necessary to stay away from noise-sensitive
areas and folks.
Even with all that, we often still had messages on our cell phones at the end of
the flight back at the field.
We were even not well liked at local airports, even tho we had comms on board and
obeyed traffic pattern rules. It still looked like we were "cuttin' up" even
tho we were otherwise following the rules.
That was probably my main turnoff of PPC flying, it really took a lot of the fun
out of it. I eventually sold my PPC partly for that reason.
Plus I'm basically a 3-axis guy anyway. And it's nice to not have the whole community
pi$$ed off at me after a flight. Sure is more fun that way ;).
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285601#285601
________________________________________________________________________________
| Subject: | Re: buck-tooth idiots |
| From: | Robert Laird <rlaird(at)cavediver.com> |
After some low-and-slow flying, a local fella returned to the field one day
(some years back) during bow-hunting season, and, yep, he had an arrow stuck
on the underside of the fuselage of his Hawk. Talk about an eye opener!
On Tue, Feb 9, 2010 at 7:30 AM, Jack B. Hart wrote:
>
> Lucien,
>
> I grew up on a farm in north central Iowa. If anything flew over and
> harassed the livestock we would take a shot at the varmit with a 22
> rifle or a 12 gauge shotgun. If someone flew over low enough to see the
> shape of our teeth, there would be a strong desire to put a hole or two
> in the wing. Stupidity should be rewarded with the knowledge that there
> are certain behaviors that are not acceptable in rural areas.
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: buck-tooth idiots |
>> Yes, you hit a nerve, and yes, now I feel better.
>>
>> Jack B. Hart FF004
I'm with John H
>
> LS
Jack H/Gang:
I'm glad Lucien agrees with me.
Here is what I said:
"Be careful how you talk about country folks. There are a bunch of us on
the
Kolb List and we all fly Kolbs."
john hauck
mkIII
M3-011
1992
________________________________________________________________________________
| Subject: | Re: buck-tooth idiots |
| From: | "Dave Carr" <DECarr(at)Direcway.com> |
Jack. I grew up in North Central Iowa, Charles City to be exact, Class of 1955.
I shot quite a few Hawks also (not Haucks) that were harrasing farm animals.
I always flew my rental Champ above 1500 feet to insure I wasnt a target for we
buck toothed idiots . I guess it depends on whose Ox is being gored.
--------
Dave Carr
EAA Century Club
CAF Life Member
NRA Benafactor
AMA member
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285608#285608
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flight report |
> As for getting shot at, like I said when I flew PPC's
> LS
> Titan II SS
I think I can speak for most of us Kolb List members in this respect.
We are here to share our experience building and flying Kolbs.
john hauck
mkIII M3-011
1992
________________________________________________________________________________
| Subject: | Re: Flight report |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
>
> I think I can speak for most of us Kolb List members in this respect.
>
> We are here to share our experience building and flying Kolbs.
>
> john hauck
> mkIII M3-011
> 1992
You're right, I did it again.... sorry about that.....
To make this Kolb related, my FSII never got shot at either tho I flew it as relentlessly
legal as I could at all times and stayed away from folks' houses and
cows etc.
When I flew it here I had to make doubly sure I was staying away from things on
the ground due to the reduced climb rate of about 300fpm. Usually had to circle
a bit outside the pattern to get up there but eventually I made it.
Sure miss that plane. Travis has told me they still build the FS II kits on request;
if I win the lottery and do another one I'm going to do the "naked cage"
as well.......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285628#285628
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Learning to fly a Kolb |
Gentlemen (and a couple of ladies)=2C
Not that I want to get in the middle of your shootin' match=2C but I am c
urious about something else.
One of the biggest reasons I chose to build a Kolb Mark III is because it
was reported to be "easy to fly"=2C among a few other attributes I wanted.
I would consider my flying experience as "light to moderate". I've flown
a Piper Cherokee=2C a few Cessnas (150's & 172's)=2C my own Cessna 172's (
about 500 hours combined=2C in my own 172's). Along with my factory-ir
on flying=2C I've got around 20 or so hours dual with an instructor in a Qu
icksilver trainer.
So=2C my total flying experience comes in around 600 hours=2C give or tak
e.
Now=2C compared to many of you=2C that's just chump change. Some of you'
ze guys have thousands of hours in all kinds of aircraft. Some have less.
My question is=3B how difficult was it for you to learn to fly your Kolb?
Would you really say your learning experience to fly your Kolb was "easy"
? (self taught or instructor taught)
I will be taking be formal training=2C I guarantee that!! I'm not riskin
g destroying my Kolb or myself ASSUMING anything. (I crashed an ultralig
ht once=2C assuming a few hours of Cessna dual was "good enough". Wrong!!
) I won't do THAT again!!
My question is=3B Is it easy to learn to fly your Kolb?
Mike Welch
MkIII
_________________________________________________________________
Hotmail: Free=2C trusted and rich email service.
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: Learning to fly a Kolb |
Mike
I took a few hours of dual in a 150...jumped in the MkIII that I
had back in the late 90's and never looked back.. The MKIII was
easier for me to fly than my Firefly...Herb
At 09:56 AM 2/9/2010, you wrote:
>Gentlemen (and a couple of ladies),
>
> Not that I want to get in the middle of your shootin' match, but
> I am curious about something else.
> One of the biggest reasons I chose to build a Kolb Mark III is
> because it was reported to be "easy to fly", among a few other
> attributes I wanted.
>
> I would consider my flying experience as "light to
> moderate". I've flown a Piper Cherokee, a few Cessnas (150's &
> 172's), my own Cessna 172's (about 500 hours combined, in my own
> 172's). Along with my factory-iron flying, I've got around 20
> or so hours dual with an instructor in a Quicksilver trainer.
> So, my total flying experience comes in around 600 hours, give or take.
>
> Now, compared to many of you, that's just chump change. Some of
> you'ze guys have thousands of hours in all kinds of aircraft. Some have less.
>
> My question is; how difficult was it for you to learn to fly your
> Kolb? Would you really say your learning experience to fly your
> Kolb was "easy"? (self taught or instructor taught)
>
> I will be taking be formal training, I guarantee that!! I'm not
> risking destroying my Kolb or myself ASSUMING anything. (I
> crashed an ultralight once, assuming a few hours of Cessna dual was
> "good enough". Wrong!!) I won't do THAT again!!
>
> My question is; Is it easy to learn to fly your Kolb?
>
>Mike Welch
>MkIII
>
>
>----------
>Hotmail: Free, trusted and rich email service.
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Learning to fly a Kolb |
Really easy bird but you should aim your nose at the point you want to
land, not out yonder somewhere like a cessna.
Any taildragger symptoms will be exaggerated if you jack it up on longer
legs or put too much toe-in.
(guilty on both counts)
BB
On 9, Feb 2010, at 10:56 AM, Mike Welch wrote:
> Gentlemen (and a couple of ladies),
>
> Not that I want to get in the middle of your shootin' match, but I
am curious about something else.
> One of the biggest reasons I chose to build a Kolb Mark III is
because it was reported to be "easy to fly", among a few other
attributes I wanted.
>
> I would consider my flying experience as "light to moderate". I've
flown a Piper Cherokee, a few Cessnas (150's & 172's), my own Cessna
172's (about 500 hours combined, in my own 172's). Along with my
factory-iron flying, I've got around 20 or so hours dual with an
instructor in a Quicksilver trainer.
> So, my total flying experience comes in around 600 hours, give or
take.
>
> Now, compared to many of you, that's just chump change. Some of
you'ze guys have thousands of hours in all kinds of aircraft. Some have
less.
>
> My question is; how difficult was it for you to learn to fly your
Kolb? Would you really say your learning experience to fly your Kolb
was "easy"? (self taught or instructor taught)
>
> I will be taking be formal training, I guarantee that!! I'm not
risking destroying my Kolb or myself ASSUMING anything. (I crashed an
ultralight once, assuming a few hours of Cessna dual was "good enough".
Wrong!!) I won't do THAT again!!
>
> My question is; Is it easy to learn to fly your Kolb?
>
> Mike Welch
> MkIII
>
>
>
>
> Hotmail: Free, trusted and rich email service. Get it now.
>
>
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Learning to fly a Kolb |
Mike
You will find that your MKIII IS easy to fly (assuming you built it
right). There are a few differences that can bite you. First the high
trust line will get you if you try a "crow hop". Chopping the power
right after takeoff will result in severe pitch up trim just when you
don't want it. Then if you then add power to recover from your
unintended no power climb you will get the reverse. If you just take off
normally you will easily adjust to prower/trim changes.
The second most common issue is landing too high. You Cessna experience
will count against you. Also Kolb flaps are very useful but powerful and
will aggravate your Cessna training even more. Fly the plane with some
power to what will feel like inches off the ground then cut the power.
Use power on approach to make your MKIII fly like a Cessna landing and
you will have no problems. SLOWLY learn to land with less power. Then
after getting very comfortable you can try flaps. Landing with full
flaps and no power is a highly skilled maneuver that I still can't get
right.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: Mike Welch
To: kolb-list(at)matronics.com
Sent: Tuesday, February 09, 2010 10:56 AM
Subject: Kolb-List: Learning to fly a Kolb
Gentlemen (and a couple of ladies),
Not that I want to get in the middle of your shootin' match, but I
am curious about something else.
One of the biggest reasons I chose to build a Kolb Mark III is
because it was reported to be "easy to fly", among a few other
attributes I wanted.
I would consider my flying experience as "light to moderate". I've
flown a Piper Cherokee, a few Cessnas (150's & 172's), my own Cessna
172's (about 500 hours combined, in my own 172's). Along with my
factory-iron flying, I've got around 20 or so hours dual with an
instructor in a Quicksilver trainer.
So, my total flying experience comes in around 600 hours, give or
take.
Now, compared to many of you, that's just chump change. Some of
you'ze guys have thousands of hours in all kinds of aircraft. Some have
less.
My question is; how difficult was it for you to learn to fly your
Kolb? Would you really say your learning experience to fly your Kolb
was "easy"? (self taught or instructor taught)
I will be taking be formal training, I guarantee that!! I'm not
risking destroying my Kolb or myself ASSUMING anything. (I crashed an
ultralight once, assuming a few hours of Cessna dual was "good enough".
Wrong!!) I won't do THAT again!!
My question is; Is it easy to learn to fly your Kolb?
Mike Welch
MkIII
-------------------------------------------------------------------------
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________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Learning to fly a Kolb |
Rick=2C
Thanks for the pointers. I'm very familiar with the high thrust line ten
dencies. The Quick 2-seater I flew had the Rotax 582 top-mount. Pretty mu
ch the same reaction.
My private pilot flight instructor=2C decades ago=2C told me "Slow power
changes"!!! "We aren't trying to scare the civilians"=2C he'd say. I make
gradual throttle changes.
During my U/L training=2C I got to where I liked to chop the power (remem
ber..slowly)=2C drop the nose=2C and grease it in. I got to the point wher
e my instructor and I carried on a casual conversation=2C all the while=2C
while I flew in for a landing=2C but didn't touch down=2C instead=2C I flew
3 feet off the runway for it's entire length=2C and we talked about fishin
g the whole time. When I got to the end=2C I'd throttle up=2C climb out=2C
and do it again. Got so relaxed at landings=2C they were like 2nd nature.
When I was a heckava lot younger (35 years ago) I used to hang glide. Fl
aring too high isn't going to be a problem. That part seems pretty easy.
Thanks for the input.
BTW=2C For those that kept track=3B I put my MkIII construction on hold l
ast spring=2C due to the construction of my house (1200' from the local air
port). I've virtually finished building my house=2C break time is over=2C
and I feel the urge to get back to work on the plane. My plan is get it do
ne by early summer.
The plane is fully painted=2C except for stripes. The engine is practica
lly ready to fire up. Just some minor hook-ups to complete=2C and install
my "already built" instrument panel.
Mike Welch
From: NeilsenRM(at)comcast.net
Subject: Re: Kolb-List: Learning to fly a Kolb
Date: Tue=2C 9 Feb 2010 11:52:14 -0500
Mike
You will find that your MKIII IS easy to fly (assuming you built it right).
There are a few differences that can bite you. First the high trust line w
ill get you if you try a "crow hop". Chopping the power right after takeoff
will result in severe pitch up trim just when you don't want it. Then if y
ou then add power to recover from your unintended no power climb you will g
et the reverse. If you just take off normally you will easily adjust to pro
wer/trim changes.
The second most common issue is landing too high. You Cessna experience wil
l count against you. Also Kolb flaps are very useful but powerful and will
aggravate your Cessna training even more. Fly the plane with some power to
what will feel like inches off the ground then cut the power. Use power on
approach to make your MKIII fly like a Cessna landing and you will have no
problems. SLOWLY learn to land with less power. Then after getting very com
fortable you can try flaps. Landing with full flaps and no power is a highl
y skilled maneuver that I still can't get right.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: Mike Welch
Sent: Tuesday=2C February 09=2C 2010 10:56 AM
Subject: Kolb-List: Learning to fly a Kolb
Gentlemen (and a couple of ladies)=2C
Not that I want to get in the middle of your shootin' match=2C but I am c
urious about something else.
One of the biggest reasons I chose to build a Kolb Mark III is because it
was reported to be "easy to fly"=2C among a few other attributes I wanted.
I would consider my flying experience as "light to moderate". I've flown
a Piper Cherokee=2C a few Cessnas (150's & 172's)=2C my own Cessna 172's (
about 500 hours combined=2C in my own 172's). Along with my factory-ir
on flying=2C I've got around 20 or so hours dual with an instructor in a Qu
icksilver trainer.
So=2C my total flying experience comes in around 600 hours=2C give or tak
e.
Now=2C compared to many of you=2C that's just chump change. Some of you'
ze guys have thousands of hours in all kinds of aircraft. Some have less.
My question is=3B how difficult was it for you to learn to fly your Kolb?
Would you really say your learning experience to fly your Kolb was "easy"
? (self taught or instructor taught)
I will be taking be formal training=2C I guarantee that!! I'm not riskin
g destroying my Kolb or myself ASSUMING anything. (I crashed an ultralig
ht once=2C assuming a few hours of Cessna dual was "good enough". Wrong!!
) I won't do THAT again!!
My question is=3B Is it easy to learn to fly your Kolb?
Mike Welch
MkIII
Hotmail: Free=2C trusted and rich email service. Get it now.
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
_________________________________________________________________
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| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Learning to fly a Kolb |
Mike the combination of your Cessna and Quicksilver experience means you'll
have no trouble with your Kolb. If anything, get an hour or two in a Cub
to get the hang of flying a taildragger.
My experience was similar (except my plane was a T-Craft, so the
taildragger issue didn't exist), and I just got in my UltraStar and flew
it, no problem.
You'll need to get a tailwheel endorsement anyway if you don't already have
one or have tailwheel solo time before some cutoff date.
-Dana
At 10:56 AM 2/9/2010, Mike Welch wrote:
>Gentlemen (and a couple of ladies),
>
> Not that I want to get in the middle of your shootin' match, but I am
> curious about something else.
> One of the biggest reasons I chose to build a Kolb Mark III is because
> it was reported to be "easy to fly", among a few other attributes I wanted.
>
> I would consider my flying experience as "light to moderate". I've
> flown a Piper Cherokee, a few Cessnas (150's & 172's), my own Cessna
> 172's (about 500 hours combined, in my own 172's). Along with my
> factory-iron flying, I've got around 20 or so hours dual with an
> instructor in a Quicksilver trainer.
> So, my total flying experience comes in around 600 hours, give or take.
>
> Now, compared to many of you, that's just chump change. Some of you'ze
> guys have thousands of hours in all kinds of aircraft. Some have less.
>
> My question is; how difficult was it for you to learn to fly your
> Kolb? Would you really say your learning experience to fly your Kolb was
> "easy"? (self taught or instructor taught)
>
> I will be taking be formal training, I guarantee that!! I'm not
> risking destroying my Kolb or myself ASSUMING anything. (I crashed an
> ultralight once, assuming a few hours of Cessna dual was "good
> enough". Wrong!!) I won't do THAT again!!
>
> My question is; Is it easy to learn to fly your Kolb?
>
>Mike Welch
>MkIII
>
>
>----------
>Hotmail: Free, trusted and rich email service. Get it now.
> http://www.matronics.com/Navigator?Kolb-List
><http://www.matronics.com/contribution>http://www.matronics.com/contribution
>
--
When you were born, you cried and the world rejoiced...
Live your life so that when you die, the world cries and you rejoice.
-- Cherokee saying
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: buck-tooth idiots |
At 12:42 PM 2/9/2010, Richard & Martha Neilsen wrote:
>
>
>A few years ago a powered para glider decided to circle the golf course
>while we were golfing. After a few near misses from golf clubs (yes he was
>that low) he decided to move on. you have to wonder if all PPG pilots are.....
Speaking as a PPG pilot as well as a Kolb pilot, I can say that yes, many
PPGers are..... but most are responsible. There are idiots in every realm
of flight.
-Dana
--
When you were born, you cried and the world rejoiced...
Live your life so that when you die, the world cries and you rejoice.
-- Cherokee saying
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb |
My $.02 worth
Get some time in a cub and learn how to wheel land it.
Jason
MKIII
Portland, OR
[quote="mdnanwelch7(at)hotmail.co"]Gentlemen (and a couple of ladies) C
Not that I want to get in the middle of your shootin' match C but I am curious
about something else.
One of the biggest reasons I chose to build a Kolb Mark III is because it was
reported to be "easy to fly" C among a few other attributes I wanted.
I would consider my flying experience as "light to moderate". I've flown a Piper
Cherokee C a few Cessnas (150's & 172's) C my own Cessna 172's (about 500 hours
combined C in my own 172's). Along with my factory-iron flying C I've got
around 20 or so hours dualwith an instructorin a Quicksilver trainer.
So C my total flying experience comes in around 600 hours C give or take.
Now C compared to many of you C that's just chump change. Some of you'ze guys
have thousands of hours in all kinds of aircraft. Some have less.
My question is; how difficultwas it for you to learn to fly your Kolb? Would you
really say your learning experience to fly your Kolb was "easy"?(self taught
or instructor taught)
I will be taking be formal training C I guarantee that!! I'm not risking destroying
my Kolb or myself ASSUMING anything. (I crashed an ultralight once C assuming
a few hours of Cessna dual was "good enough". Wrong!!) I won't do THAT again!!
My question is; Is it easy tolearn to fly your Kolb?
Mike Welch
MkIII
Hotmail: Free C trusted and rich email service. Get it now.
> [b]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285677#285677
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb |
| From: | "Ralph B" <ul15(at)juno.com> |
There is a tendency to flare by pulling the stick all the way back on landing for
pilots who have flown large aircraft. Try to resist this and fly the plane
to the ground. Light planes have more drag and will lose speed faster. Pulling
back will stall it quicker and then damage the gear. Sometimes it helps to actually
put the stick forward and dive it in to keep the speed up. This is somewhat
unnerving and pilots want to resist this, but it will keep from bending things.
I do this in heavy winds. No need for using flaps on the first flights.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
23 years flying it
Kolbra 912UL
N20386
2 years flying it
120 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285686#285686
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
To chime in with my .02,
If the Mark III flies anything like my FS II did, the quicksilver training is probably
going to be of the most value. It'll fly closer to that plane by far than
it will the big iron.
My FSII I basically just jumped in and went flying. Probably not what I'd recommend
to someone else. But as soon as I got used to the tailwheel handling and
flew the tail a bunch of times up and down the runway I pretty much just blasted
off and went round the patch in it.
I did do a couple of crow hops down the runway first at which point I discovered
that once airborne the plane flew almost exactly like my old quicksilver did.
So off I went.
I did wheel landings about 95% of the time and if I bounced it a bit, some forward
stick would glue it onto the runway. Big bounces of course I'd go around with
smooth power applications and back pressure on the stick.
It does fly like a low-inertia design, not a lot of hang time in the flare and
you do kind of drive it onto the runway. The Mark III may fly a little different,
tho.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285687#285687
________________________________________________________________________________
| From: | "Steve Simmons" <stevesimmons(at)charter.net> |
| Subject: | Re: Learning to fly a Kolb |
It is funny, when I wanted to learn to fly the Firstar, I got the basic
power settings from the ex owner and since I did not have access to anyone
else that I knew of to teach me with a Kolb I went out with one of my
friends and did 30 to 40 T/O and landings on a old 7AC then started crow
hopping, after about five or six trips up and down the runway I powered up
and took off to my surprise the little bird flew and landed just like the
old DC3 I use to fly freight in, perfect 3point landings and no bad habitat.
By the way it was not because of the pilot it just felt natural.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Ralph B
Sent: Tuesday, February 09, 2010 3:04 PM
Subject: Kolb-List: Re: Learning to fly a Kolb
There is a tendency to flare by pulling the stick all the way back on
landing for pilots who have flown large aircraft. Try to resist this and fly
the plane to the ground. Light planes have more drag and will lose speed
faster. Pulling back will stall it quicker and then damage the gear.
Sometimes it helps to actually put the stick forward and dive it in to keep
the speed up. This is somewhat unnerving and pilots want to resist this, but
it will keep from bending things. I do this in heavy winds. No need for
using flaps on the first flights.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
23 years flying it
Kolbra 912UL
N20386
2 years flying it
120 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285686#285686
________________________________________________________________________________
| Subject: | Re: Flight report |
| From: | zeprep251(at)aol.com |
Sorry I mentioned it guys.I figured the first thing the Fed would do is
find something wrong with me or my aircraft or my paperwork.Since I could
not give them Lat-Long co-ordinates and the color of the shooters eyes it
was useless.It's like trying to teach a pig how to whistle.It wastes your
time and it annoys the pig.I try to be considerate of all on the ground,b
ut I may be taking the heat for some idiot who was less caring.
G.Aman
-----Original Message-----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Tue, Feb 9, 2010 9:59 am
"John Hauck"
> As for getting shot at, like I said when I flew PPC's > LS
> Titan II SS
I think I can speak for most of us Kolb List members in this respect.
We are here to share our experience building and flying Kolbs.
john hauck
mkIII M3-011
1992
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________________________________________________________________________________
| Subject: | Re: Monument valley flyin -2010 |
| From: | "miyer2u" <miyer2u(at)yahoo.com> |
Hello John and team,
Thanks for your inputs on the monument valley fly-in.
Arty called me and she was so kind to walk me through every detail of the fly-in,
right from flying from Oregon to trailering my FS.
PS: Larry, I am still thinking and working through my decision process to fly with
Arty from Oregon to MV. I am not a very experienced pilot so trying to understand
the routes on the sectionals and thinking through the surprises!. I even
heard of your long XC to Texas and the many experiences you had. If I dont
fly, I will trailer my little puppy to the Flyin to meet and fly with all of you!
One way or the other I am committed to be in MV!
Best regards,
Mahesh.
FS-2, Phoenix , Oregon .
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285711#285711
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Monument valley flyin -2010 |
> One way or the other I am committed to be in MV?!
>
> Best regards,
>
> Mahesh.
Mahesh/Gang:
That's great!
I love a guy with a sense of adventure, guts, and the ability to take time
off from work. ;-)
Looking forward to meeting Mahesh at MV.
Take care,
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Learning to fly a Kolb |
> To chime in with my .02,
>
> LS
Wouldn't it be better to comment on MKIII flight characteristics if you were
qualified in that particular aircraft?
john hauck
MKIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Learning to fly a Kolb |
> By the way it was not because of the pilot it just felt natural.
>
Steve S/Gang:
Kolbs are beautiful, gentle, comfortable little airplanes to fly. As you so
well put, "have a natural feel."
Some new guys have difficulty with Kolbs because they don't fly the
airplane. Kolbs do not fly by themselves.
Stick to the basics, keep it above the stall, and it won't fall through on
short final.
Like any other fixed wing, won't fly below the stall. Lowering stall speed
doesn't help. Keeping aircraft above stall speed does.
All Kolb models do well with wheel landings and three point full stall
landings. It isn't the aircrafts fault if you can't fly.
So simple, so basic. If it was anything more, I couldn't do it.
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flight report |
Quite possible there have been other reports of aircraft being fired on
in your area of operations. Even though you can't pin point the
location, the general area of your flying might give them additional
information to work on.
There may be incidents in their files, no matter old or new, that might
lead them to the shooter(s).
Getting shot has some pretty serious implications. I would venture to
say the shooter was aiming at the center of mass of your aircraft, about
where you were sitting. Good thing he was a poor marksman. Next time
he may not miss the pilot.
john hauck
mkIII
Titus, Alabama
Sorry I mentioned it guys.I figured the first thing the Fed would do
is find something wrong with me or my aircraft or my paperwork.Since I
could not give them Lat-Long co-ordinates and the color of the shooters
eyes it was useless.It's like trying to teach a pig how to whistle.It
wastes your time and it annoys the pig.I try to be considerate of all on
the ground,but I may be taking the heat for some idiot who was less
caring.
G.Aman
________________________________________________________________________________
| From: | john taylor <jtayloraaf(at)yahoo.com> |
| Subject: | country folk & gettin shot at !! |
well said, mr hauck. keep 'em straight. those yankee city folk sometimes ge
t a little confused & need a lil kindly guidance. good job. john bowman, av
id+ bldg, s. la.=0A=0A=0A=0A=0A________________________________=0AFrom: luc
ien =0ATo: kolb-list(at)matronics.com=0ASent: Tue, F
ebruary 9, 2010 8:02:31 AM=0ASubject: Kolb-List: Re: Flight report=0A=0A-->
Kolb-List message posted by: "lucien" =0A=0A=0AJ
ohn Hauck wrote:=0A> =0A> =0A> =0A> How do you accomplish that?=0A> =0A> Jo
hn Williamson and I have low leveled from Sherman, TX, to Monument Valley,
=0A> UT, continued low level from there to the Rock House, 7 miles south of
Burns =0A> Junction, OR.- If we were shot at during that flight, we neve
r knew it.=0A> =0A> Last time either John W or I were shot at, that we know
of, is Vietnam 1970 =0A> for me, and I can't remember when John W came hom
e the last time, 1972, =0A> kinda rings a bell.- Of course, we were both
in a wonderful position to =0A> defend ourselves in VN.=0A> =0A> Be careful
how you talk about country folks.- There are a bunch of us on the =0A> K
olb List and we all fly Kolbs.- ;-)=0A> =0A> john hauck=0A> mkIII=0A> hau
ck's holler=0A> Titus, Alabama=0A=0A=0AIt's hard with my 912 and the big ol
70" prop, but I try to get as high as possible before getting near neighbo
rhoods and then back off the power as soon as I can. Sort of an, er, noise
abatement procedure for what it's worth.=0A=0ADon't worry, I'm a 30-year TX
back country dude myself so I know whereof I speak.=0A=0AAs for getting sh
ot at, like I said when I flew PPC's with my good friends in TX was when we
had the most trouble with people on the ground. Even when you're legal (as
we always tried to be) PPC's move so slow that the noise just hangs there
in the air. It also can take a while to get to altitude so you have a Rotax
scream in one general place above your house for a long time. =0AWe had to
be very careful not to run folks' cows and otherwise disturb people on the
ground - altering our route a bunch if necessary to stay away from noise-s
ensitive areas and folks. =0AEven with all that, we often still had message
s on our cell phones at the end of the flight back at the field.=0A=0AWe we
re even not well liked at local airports, even tho we had comms on board an
d obeyed traffic pattern rules. It still looked like we were "cuttin' up" e
ven tho we were otherwise following the rules.=0A=0AThat was probably my ma
in turnoff of PPC flying, it really took a lot of the fun out of it. I even
tually sold my PPC partly for that reason.=0A=0APlus I'm basically a 3-axis
guy anyway. And it's nice to not have the whole community pi$$ed off at me
after a flight. Sure is more fun that way ;).=0A=0ALS=0A=0A--------=0ALS
=0ATitan II SS=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forum
-========================
============0A=0A=0A
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb |
| From: | "ces308" <ces308(at)ldaco.com> |
Hello...Here is my 2 cents worth....As Rick said ,fly it right down to the ground...and
I use flaps always...I maintain 55 mph all the way to the ground then
level off and let it settle...and I mean inches from the ground...also if you
are the one test flying it,go up with someone in your 172 and have then put the
airplane way out of trim with them holding it level so when you take it you
get the feel of it out of trim and deal with it ...that way if you get up with
your Kolb,you will automatically have a feel for a problem....Just a thought....
Good luck !
chris ambrose
M3X/Jab
N327CS 98.0hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285746#285746
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Learning to fly a Kolb |
> If the Mark III flies anything like my FS II did, the quicksilver
training is probably going to be of the most value. It'll fly closer to that
plane by far than it will the big iron.
>
> LS
> Titan II SS
Lucien/Gang:
Sorry to be a "spring butt", but sometimes I feel it necessary to qualify
some of the comments made on the Kolb List.
Mike Welch probably isn't looking for comments from someone with limited
Kolb experience, and no MKIII experience, to give him ideas on what to
expect when flying a MKIII.
Since you are not MKIII qualified, and he isn't looking for FSII flight
characteristics, your comments might lend more harm than good.
I find most of your comments on the Kolb List are information you pick up
from other sources, and not necessarily your own personal, hands on
experience. Some of it is good, and some of it is not so good. You come
across as a fair weather flyer, rather than a well rounded all weather VFR
pilot. To be an accomplished Kolb pilot, I believe it is necessary to
experience and feel comfortable controlling the aircraft in uncomfortable
weather. During my flying career it has always been very easy to get caught
out in bad weather, not matter what I was flying.
>From my own personal experience, a J3 Cub and Aeronca Champ have similar
flight characteristics and feel, to those of the MKIII. Probably because of
similar weight, airspeed, airfoil, and tube and fabric construction, not
tube and sails.
I have never flown any other ultralight than a Kolb or Bert Howland's H2
Honey Bee. So I am not qualified to comment on how a Quicksilver flies,
although I have watched them fly and listened to many pilots that fly them.
Based on those comments, they do not fly like a Kolb.
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Learning to fly a Kolb |
At 08:29 PM 2/9/2010, John Hauck wrote:
>I have never flown any other ultralight than a Kolb or Bert Howland's H2
>Honey Bee. So I am not qualified to comment on how a Quicksilver flies,
>although I have watched them fly and listened to many pilots that fly
>them. Based on those comments, they do not fly like a Kolb.
John,
You're correct that Quicksilver flies nothing like a Kolb. However, for a
pilot used to flying Cessnas or similar, the low speed and inertia of a
Quick will give a prospective Kolb pilot a taste of that kind of behavior,
enough to give a Cessna driver a good chance of getting his new Kolb up and
down without bending it (though some Cub or similar tailwheel time would be
a good idea too). It's a lot easier to find somebody instructing in a 2
seat Quicksilver than a Kolb.
Of course I've never flown a MKIII, only my US and my friend's FSII, so all
I can do is extrapolate there.
-Dana
--
Sometimes it is easier to beg forgiveness than get permission.
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Learning to fly a Kolb |
Gentlemen=2C
Yes=2C as John pointed out=2C I was more specifically asking about the ac
tual learning and flying of a Kolb MkIII. Without a doubt=2C a few Firesta
r comments couldn't hurt=2C but it is my MkIII that I hope to learn to fly
this summer.
Thanks.
Mike Welch
MkIII
_________________________________________________________________
Hotmail: Trusted email with Microsoft=92s powerful SPAM protection.
________________________________________________________________________________
| From: | "Steve Simmons" <stevesimmons(at)charter.net> |
| Subject: | Re: Learning to fly a Kolb |
I have got a MarkIIIC but it is not flyable yet, hopefully next month I had
a firefly for about a year so I have more time if the firefly than the mark
III. I have about 30 minutes in a MarkIII with Steve Green so I have a lot
to learn yet.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck
Sent: Tuesday, February 09, 2010 6:40 PM
Subject: Re: Kolb-List: Re: Learning to fly a Kolb
> To chime in with my .02,
>
> LS
Wouldn't it be better to comment on MKIII flight characteristics if you were
qualified in that particular aircraft?
john hauck
MKIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb |
| From: | "ces308" <ces308(at)ldaco.com> |
Mike ,,if you are ever near Houghton Lake ,Mi, I would be happy to give you some
time in a M3X....it's not hard...just different...
chris ambrose
M3X/Jabiru 98.0+ hrs
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285775#285775
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb |
| From: | "ces308" <ces308(at)ldaco.com> |
Mike....check out my videos on you tube...search ces308 and they will come
up.
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285778#285778
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Learning to fly a Kolb |
I have about 30 minutes in a MarkIII with Steve Green so I have a lot
> to learn yet.
Steve S/Gang:
Hated to see Steven G sell his MKIII. We made several long flights
together, the last was out to Monument Valley, Utah, a few years ago.
I had only flown Ultrastar and Firestar, when I crawled in the old Kolb
factory MKIII up at Homer's in Feb 1991. Dennis Souder took me for an
impressive ride around the patch, demonstrated an ultra steep full flap
approach, not on the grass strip, but on the short piece of grass next to
the hanger. After I got my heart out of my throat, Dennis hopped out and I
went flying with zero MKIII stick time. Kolbs are easy to fly, but you have
to have some air sense and air speed. Get below the stall and the Kolb will
fall. There is no such thing as "Kolb Quit". There are some folks that
can't fly though.
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
>
>
> I find most of your comments on the Kolb List are information you pick up
> from other sources, and not necessarily your own personal, hands on
> experience. Some of it is good, and some of it is not so good. You come
> across as a fair weather flyer, rather than a well rounded all weather VFR
> pilot.
>
It's unfortunate that you feel that way, but like I said when I rejoined the list,
you're nobody that I need to impress as a "well-rounded" anything. So I'm
unconcerned about your feelings in this matter and hold them in no regard. Sorry.
I'd suggest talking your worries over with a good friend, mentor or spiritual advisor
if they're really keeping you up at night.
As for my comments, I offer what experience I do have a a pilot and owner/op freely;
you and anyone else are free to verify anything I say.
In fact, I would suggest that's probably a good idea with anything one hears on
the Kolb list. Nothing given here should be taken "on faith" as frequently safety
is an issue with the topics that are typically under discussion.
As for my commentary on this particular topic, I made it clear my Kolb experience
is only with the FS II and may not be completely applicable to the Mark III.
To the OP, yes training in type is probably the #1 best idea. Either way, you'll
love the plane. Did I ever mention that I miss my FSII? ;)
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285792#285792
________________________________________________________________________________
| Subject: | Learning to fly a Kolb Mk III |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Mike, Here's what I've learned in the hundred hours or so that I've been
flying a Mk III.
One: Don't fast taxi. You're airplane wants to fly, let it. All tail wheel
aircraft are unstable on the ground, any good book on flying tail wheel
aircraft will tell you so, as will experience, so why would you want to take
the aircraft into the region where it is most unstable and then keep it
there?
Two: take off technique. I think I've covered them all at some point.
Conventional tail wheel, i.e., accelerate, raise the tail, at rotation lower
the tail, works good, busy, much stick wagging. Modified conventional tail
wheel, stick forward, accelerate, begin steady pull until lift off, better,
IMHO. Short field take off, half flaps, stick neutral, accelerate, airplane
flies off, at 50 to 100 feet raise flaps, nose comes up into max performance
climb, lower nose slightly if you're uncomfortable flying with your feet
higher than your head (okay, that's a little extreme, but climbing at 40 IAS
sure seems like that sometimes) Best for me, I use it all the time, now.
Three: get some altitude, do approach stalls clean, half and full flaps. You
need to record these anyway, might as well get them done. My aircraft these
are 37, 35, and 32 respectively. Do departure stalls, or rather demonstrate
to yourself that lightly loaded the airplane doesn't, she'll just bob her
nose a little.
Four: relax, fly around a bit, get used to the view out the wind screen.
Five: landing, approach at 50, probably clean is best although the approach
isn't that much steeper with half flaps. Keep power on. About 750 PROP RPM
works for me, fly her down to a few feet off the ground, pull power, let her
settle on the main gear, i.e. wheel her on. Try to wipe that silly grin off
your face.
Rick Girard
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb Mk III |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
The hard part of flying a Kolb is trying to wipe that Kolb Grin of your fa
ce
Ellery Batchelder Jr.
-----Original Message-----
From: Richard Girard <aslsa.rng(at)gmail.com>
Sent: Wed, Feb 10, 2010 7:53 am
Subject: Kolb-List: Learning to fly a Kolb Mk III
Mike, Here's what I've learned in the hundred hours or so that I've been
flying a Mk III.
One: Don't fast taxi. You're airplane wants to fly, let it. All tail wheel
aircraft are unstable on the ground, any good book on flying tail wheel
aircraft will tell you so, as will experience, so why would you want to
take the aircraft into the region where it is most unstable and then keep
it there?
Two: take off technique. I think I've covered them all at some point. Conv
entional tail wheel, i.e., accelerate, raise the tail, at rotation lower
the tail, works good, busy, much stick wagging. Modified conventional tai
l wheel, stick forward, accelerate, begin steady pull until lift off, bett
er, IMHO. Short field take off, half flaps, stick neutral, accelerate, air
plane flies off, at 50 to 100 feet raise flaps, nose comes up into max per
formance climb, lower nose slightly if you're uncomfortable flying with yo
ur feet higher than your head (okay, that's a little extreme, but climbing
at 40 IAS sure seems like that sometimes) Best for me, I use it all the
time, now.
Three: get some altitude, do approach stalls clean, half and full flaps.
You need to record these anyway, might as well get them done. My aircraft
these are 37, 35, and 32 respectively. Do departure stalls, or rather dem
onstrate to yourself that lightly loaded the airplane doesn't, she'll just
bob her nose a little.
Four: relax, fly around a bit, get used to the view out the wind screen.
Five: landing, approach at 50, probably clean is best although the approac
h isn't that much steeper with half flaps. Keep power on. About 750 PROP
RPM works for me, fly her down to a few feet off the ground, pull power,
let her settle on the main gear, i.e. wheel her on. Try to wipe that sill
y grin off your face.
Rick Girard
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________________________________________________________________________________
| From: | K I <wrk2win4u(at)msn.com> |
| Subject: | Learning to fly a Kolb Mk III |
Hello List=2C
I have read every word posted regarding how to fly a MIII. I have had my FS
II since last May=2C (2009). I have been learning to fly in a Super Cub PA-
18. I anticipate that I will be starting to fly my Kolb at the end of Febru
ary.
If anyone wants to post information on transitioning from the Cub to my FSI
I=2C please feel free to do so. If I would be better to do it off the list
=2C I will send you my email address or phone number. I am eager to learn m
ore.
I have gone up with Boyd Young twice in his MIII. I have not flown a Kolb y
et. Since I am new at this=2C keep it simple.
I will be attending the fly-in at MV this year.
Kurt
Kolb FSII
Rotax 503
Utah
Subject: Re: Kolb-List: Learning to fly a Kolb Mk III
Date: Wed=2C 10 Feb 2010 09:24:13 -0500
From: elleryweld(at)aol.com
The hard part of flying a Kolb is trying to wipe that Kolb Grin of your fac
e
Ellery Batchelder Jr.
-----Original Message-----
From: Richard Girard <aslsa.rng(at)gmail.com>
Sent: Wed=2C Feb 10=2C 2010 7:53 am
Subject: Kolb-List: Learning to fly a Kolb Mk III
Mike=2C Here's what I've learned in the hundred hours or so that I've been
flying a Mk III.
One: Don't fast taxi. You're airplane wants to fly=2C let it. All tail whee
l aircraft are unstable on the ground=2C any good book on flying tail wheel
aircraft will tell you so=2C as will experience=2C so why would you want t
o take the aircraft into the region where it is most unstable and then keep
it there?
Two: take off technique. I think I've covered them all at some point. Conve
ntional tail wheel=2C i.e.=2C accelerate=2C raise the tail=2C at rotation l
ower the tail=2C works good=2C busy=2C much stick wagging. Modified convent
ional tail wheel=2C stick forward=2C accelerate=2C begin steady pull until
lift off=2C better=2C IMHO. Short field take off=2C half flaps=2C stick neu
tral=2C accelerate=2C airplane flies off=2C at 50 to 100 feet raise flaps
=2C nose comes up into max performance climb=2C lower nose slightly if you'
re uncomfortable flying with your feet higher than your head (okay=2C that'
s a little extreme=2C but climbing at 40 IAS sure seems like that sometimes
) Best for me=2C I use it all the time=2C now.
Three: get some altitude=2C do approach stalls clean=2C half and full flaps
. You need to record these anyway=2C might as well get them done. My aircra
ft these are 37=2C 35=2C and 32 respectively. Do departure stalls=2C or rat
her demonstrate to yourself that lightly loaded the airplane doesn't=2C she
'll just bob her nose a little.
Four: relax=2C fly around a bit=2C get used to the view out the wind screen
.
Five: landing=2C approach at 50=2C probably clean is best although the appr
oach isn't that much steeper with half flaps. Keep power on. About 750 PROP
RPM works for me=2C fly her down to a few feet off the ground=2C pull powe
r=2C let her settle on the main gear=2C i.e. wheel her on. Try to wipe that
silly grin off your face.
Rick Girard
rget=_blank>http://www.matronics.com/Navigator?Kolb-List
tp://forums.matronics.com
_blank>http://www.matronics.com/contribution
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| From: | K I <wrk2win4u(at)msn.com> |
Hello List=2C
I have read every word posted regarding how to fly a MIII. I have had my FS
II since last May=2C (2009). I have been learning to fly in a Super Cub PA-
18. I anticipate that I will be starting to fly my Kolb at the end of Febru
ary. I will be attending the fly-in at MV this year.
If anyone wants to post information on transitioning from the Cub to my FSI
I=2C please feel free to do so. If I would be better to do it off the list
=2C I will send you my email address or phone number. I am eager to learn m
ore.
I have gone up with Boyd Young twice in his MIII. I have not flown a Kolb y
et. Since I am new at this=2C keep it simple.
Kurt
Kolb FSII
Rotax 503
Utah
_________________________________________________________________
Hotmail: Trusted email with Microsoft=92s powerful SPAM protection.
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb |
| From: | "Kirby, Dennis Civ USAF AFMC AFNWC/EN" <Dennis.Kirby(at)kirtland.af.mil> |
<< My question is, Is it easy to learn to fly your Kolb? Mike Welch
MkIII >>
Hi, Mike -
I think the general answer is "Yes," learning to fly a Kolb is easy.
But the necessary caveat is, beware of the unique performance & handling
aspects of such a light aircraft, especially in the landing phase of
flight. Here's my experience:
I was the first-flight test pilot of my Mark-3. Like you, I had about
500 hours' total flight time experience under my belt at the time - all
of it in general aviation planes, such as Cherokees, Cessnas, Citabiras
and TriPacers. I thought this experience was sufficient. I was wrong.
On my very first landing, I made the mistake of pulling the power to
idle on short final, knowing that I had the runway made. I expected the
momentum to carry me through a gradual decent for the last 20 feet of
altitude, as I was accustomed to in the heavier aircraft I had been
flying. Instead, my airspeed bled off very rapidly, and my Mark-3
slowed to its stall speed while still about 8 feet above the runway.
Plop. (Though I adamantly refuse to use the term "Kolb quit." A stall
is a stall, no matter what airplane you get too slow in!) Bent both
gear legs on that landing. Very embarrassing.
So, within a month, I visited the New Kolb factory in London, KY and
spent a weekend getting some dual in the factory Mark-III Xtra with
Bryan Milborn and Norm Labhart. I received 3 hours of instruction that
weekend, doing just patterns and landings. Absolutely worth the trip!
Dennis Kirby
Mark-III, 912ul, Powerfin-72
Sandia Park, NM
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Learning to fly a Kolb |
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: lucien
To: kolb-list(at)matronics.com
Sent: Wednesday, February 10, 2010 4:52 AM
Subject: Kolb-List: Re: Learning to fly a Kolb
John Hauck wrote:
>
>
> I find most of your comments on the Kolb List are information you
pick up
> from other sources, and not necessarily your own personal, hands on
> experience. Some of it is good, and some of it is not so good. You
come
> across as a fair weather flyer, rather than a well rounded all
weather VFR
> pilot.
>
It's unfortunate that you feel that way, but like I said when I
rejoined the list, you're nobody that I need to impress as a
"well-rounded" anything. So I'm unconcerned about your feelings in this
matter and hold them in no regard. Sorry.
-------------------------------------------------------------------------
-------------------------------------------------------------------------
-------------------------------------------------------------------------
----
Lucien,
I have no desire to get involved in any kind of a "pissing match",
but you should know that you are seriously inclined to "prattle". Mostly
I ignore it, but it has been getting worse recently. I know the weather
is bad, it is causing me to be a bit grumpier than usual. Perhaps you
should consider a new hobby rather than typing.
Sorry!
Larry
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Learning to fly a Kolb |
On my very first landing=2C I made the mistake of pulling the power to idle
on short final=2C knowing that I had the runway made.
Dennis Kirby
Mark-III=2C 912ul=2C Powerfin-72
Sandia Park=2C NM
Dennis=2C
Thanks for pointing out this landing tendency. You are in agreement with
John H.=2C as he also says to fly the plane all the way to landing it. Ev
idently "Kolb quit" should be more aptly named "pilot quit"=2C since the pl
ane is only going to fly as long as the pilot asks it to.
If the pilot stops flying the plane at a slow airspeed=2C obviously it=2C t
oo=2C will stop flying.
I think I'll head out to my shop and work on mounting the wings. That wo
uld be a nice project to get done today. 6" of snow here in Missouri. I'm
looking forward to April!!!
Thanks again=2C Dennis.
Mike Welch
MkIII ---final assembly time
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________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb Mk III |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
One thing to add: figure out ahead of time exactly what is straight ahead. When
you come in for your first landing, you are sitting in an airplane with a tapered
nose, and no prior experience landing it. Consequently it is easy to touch
down somewhat cockeyed and then do some really notable bouncing and lurching
around. (Guess how I know this? By the raucous laughter in the background as
I told the tower I wanted to go around the pattern and try it again...)
In my case, the compass is straight ahead. It is habit now, but after my first
few crossed up bounce-and-lurches, I made a habit of having my line of sight down
the runway go right above the compass.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285844#285844
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb |
| From: | "albertakolbmk3" <cheriebraun(at)xplornet.com> |
Guys,
I just had to put in my experience because I am a LOW time pilot flying a MKIII.
20 years ago started my Private Pilots license, had 15 hrs including soloing
in a cessna 150. Unfortunately things changed and that is as far as I got. Fast-forward
to today... I have approx. 15 hrs in ultralights. Started my instruction
in a beaver rx550. I did approx. 5 hrs in that, then went to my MKIII which
I have the remainder in. I had 5 hrs in the mkIII when I soloed. My instructor
even commented on how nice the Kolb flies. My only problem that I encountered
with the Kolb (tail-dragger) is landing runout on pavement. I have to really
work to keep it on the line, from inexperience I'm sure. Other then that,
I really enjoy flying it. I find that landing it is fairly straightforward. I
have the standard gear and tire size and find that I usually touch down on the
mains but the tail wheel isn't far behind. I've also done a few three point
landings. As I mentioned above my, biggest problem is keeping it straight down
the line. Not that it's squirrelly just that I overcompensate I guess. I find
I always do a fairly steep approach sometimes with flaps sometimes without (I've
used as much as 20 deg. ...still getting a feel for it). I'm usually around
55mph over the fence, I flare and with the help of ground affects it settles
in nicely. I touchdown around 35 to 40 mph. Hope this helps.
--------
Tony B.
Kolb MKIII C
Rotax 582
C Gearbox 3.00:1
WD 66" 3 Blade Prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285848#285848
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Learning to fly a Kolb Mk III |
> In my case, the compass is straight ahead. It is habit now, but after my
first few crossed up bounce-and-lurches, I made a habit of having my line of
sight down the runway go right above the compass.
>
> Richard Pike
Richard P/Gang:
I have done all my tests flight from sod. Very forgiving. Will slip and
skid the mains with much less probablity to ground loop.
If I was at a paved strip, I'd check out a appropriate sod/dirt/gravel area
to shoot my initial landings until I got accustomed to the new airplane.
If I had to land on pavement initially, I'd get a good sight picture on the
ground, while taxiing straight ahead to insure I had the aircraft correctly
aligned before I shot my first approach.
For what it is worth,
john hauck
mkIII - 6,725 MKIII take offs and landings - most successful - a few not so
successful.
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Learning to fly a Kolb Mk III |
Thanks Bro. Richard=2C
That's something I STILL have trouble with!!! What looks good to me d
oesn't seem to be what looks good to my airplane. ????
I'll be sure and make a note of getting this "squared away"!!
Best regards=2C Mike
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________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
All,
Quick question about the firefly. I looked through the archives of the list and
couldn't quite find a discussion of this, if there is one already I apologize
for asking again.
I'm curious about the legroom - i.e. I'm 5' 7" and wonder what a squeeze I would
be in a FF? I remember with my FS II I actually had to fashion some extensions
to put on the rudder pedals so I could reach them (Bob, the new owner kept
them in fact, as he and I have similar statures ;)).
Just wondering how I'd fit in a FF? Havn't had a chance to sit in one yet so just
curious.
Thanks,
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285851#285851
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Learning to fly a Kolb |
As I mentioned above my, biggest problem i!
> s keeping it straight down the line. Not that it's squirrelly just that I
> overcompensate I guess. >
> --------
> Tony B.
Tony/Gang:
Your problem with rolling out could be caused by weak tail wheel springs. I
have flown a lot of Kolbs that had this problem. I have also seen a lot of
the Kolb kits supplied with tail wheel springs that are not stiff enough.
This would give you a fit on pavement. Effectively, you have very little
tail wheel steering if the tail wheel springs are weak.
Another problem I have encountered when flying off pavement in Kolbs is a
stiff and/or sticking tail wheel pivot. This can give the pilot serious
problems taking off and landing on pavement, especially when flying a Kolb
like mine that has a lot of weight on the tail wheel.
john hauck - Still learning about Kolbs and people.
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: Firefly again |
6'2" and 200 lbs..dressed....fit in the firefly just great...very
comfortable..Herb
At 11:58 AM 2/10/2010, you wrote:
>
>All,
>Quick question about the firefly. I looked through the archives of
>the list and couldn't quite find a discussion of this, if there is
>one already I apologize for asking again.
>
>I'm curious about the legroom - i.e. I'm 5' 7" and wonder what a
>squeeze I would be in a FF? I remember with my FS II I actually had
>to fashion some extensions to put on the rudder pedals so I could
>reach them (Bob, the new owner kept them in fact, as he and I have
>similar statures ;)).
>
>Just wondering how I'd fit in a FF? Havn't had a chance to sit in
>one yet so just curious.
>
>Thanks,
>LS
>
>--------
>LS
>Titan II SS
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=285851#285851
>
>
>Checked by AVG - www.avg.com
>02/10/10 07:40:00
________________________________________________________________________________
| Subject: | Re: Firefly again |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
herbgh(at)nctc.com wrote:
> 6'2" and 200 lbs..dressed....fit in the firefly just great...very
> comfortable..Herb
>
>
Ok, thanks Herb.... Mental gears, they are a'turnin here....
I guess next thing is to try to find one to actually sit in...
Thanks,
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285860#285860
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Learning to fly a Kolb Mk III |
Richard is on to something that gave me trouble in learning to land a
sailplane. I did not know were to put the horizon relative to the very low
instrument panel. Finally, I put a piece of black electrician's tape on the
inside of the canopy to tell me where the horizon was in level flight.
After that I had no problems with landing. After a while I no longer needed
it. When I started flying the FireFly, I used the same technique.
Jack B. Hart FF004
Winchester, IN
>
>One thing to add: figure out ahead of time exactly what is straight ahead. When
you come in for your first landing, you are sitting in an airplane with a tapered
nose, and no prior experience landing it. Consequently it is easy to touch
down somewhat cockeyed and then do some really notable bouncing and lurching
around. (Guess how I know this? By the raucous laughter in the background as
I told the tower I wanted to go around the pattern and try it again...)
>
>In my case, the compass is straight ahead. It is habit now, but after my first
few crossed up bounce-and-lurches, I made a habit of having my line of sight
down the runway go right above the compass.
>
>Richard Pike
>MKIII N420P (420ldPoops)
>
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb Mk III |
| From: | zeprep251(at)AOL.COM |
The difference between the fs2 and the mk3 is where you sit.Dead ahead in
the fs but off to one side and at quite an angle in the mark3.Fast taxi
with the tail up on a calm day, staying on the center line will give you
excellent perspective as to where straight ahead is from your seat.It's
hard to believe at first,but that was the easiest for me.Other than that
they fly very similarly.
G.Aman MK-3C Jabiru 2200 510
hrs
-----Original Message-----
From: Jack B. Hart <jbhart(at)onlyinternet.net>
Sent: Wed, Feb 10, 2010 2:37 pm
Subject: Re: Kolb-List: Re: Learning to fly a Kolb Mk III
Richard is on to something that gave me trouble in learning to land a
sailplane. I did not know were to put the horizon relative to the very lo
w
instrument panel. Finally, I put a piece of black electrician's tape on
the
inside of the canopy to tell me where the horizon was in level flight.
After that I had no problems with landing. After a while I no longer need
ed
it. When I started flying the FireFly, I used the same technique.
Jack B. Hart FF004
Winchester, IN
>
>One thing to add: figure out ahead of time exactly what is straight ahead
. When
you come in for your first landing, you are sitting in an airplane with a
tapered nose, and no prior experience landing it. Consequently it is easy
to
touch down somewhat cockeyed and then do some really notable bouncing and
lurching around. (Guess how I know this? By the raucous laughter in the
background as I told the tower I wanted to go around the pattern and try
it
again...)
>
>In my case, the compass is straight ahead. It is habit now, but after my
first
few crossed up bounce-and-lurches, I made a habit of having my line of sig
ht
down the runway go right above the compass.
>
>Richard Pike
>MKIII N420P (420ldPoops)
>
========================
===========
========================
===========
========================
===========
========================
===========
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb Mk III |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Rather than fast taxi, put a yaw string on the canopy and a piece of pin
stripe tape right under it. When the yaw string is over the tape stripe,
you're aligned. Also helps with turn coordination.
Rick Girard
On Wed, Feb 10, 2010 at 2:23 PM, wrote:
> The difference between the fs2 and the mk3 is where you sit.Dead ahead in
> the fs but off to one side and at quite an angle in the mark3.Fast taxi with
> the tail up on a calm day, staying on the center line will give you
> excellent perspective as to where straight ahead is from your seat.It's hard
> to believe at first,but that was the easiest for me.Other than that they fly
> very similarly.
> G.Aman MK-3C Jabiru 2200
> 510hrs
>
>
> -----Original Message-----
> From: Jack B. Hart <jbhart(at)onlyinternet.net>
> To: kolb-list(at)matronics.com
> Sent: Wed, Feb 10, 2010 2:37 pm
> Subject: Re: Kolb-List: Re: Learning to fly a Kolb Mk III
>
>
> Richard is on to something that gave me trouble in learning to land a
>
> sailplane. I did not know were to put the horizon relative to the very low
>
> instrument panel. Finally, I put a piece of black electrician's tape on the
>
> inside of the canopy to tell me where the horizon was in level flight.
>
> After that I had no problems with landing. After a while I no longer needed
>
> it. When I started flying the FireFly, I used the same technique.
>
>
> Jack B. Hart FF004
>
> Winchester, IN
>
>
>
>
> >
>
> >One thing to add: figure out ahead of time exactly what is straight ahead. When
>
> you come in for your first landing, you are sitting in an airplane with a
>
> tapered nose, and no prior experience landing it. Consequently it is easy to
>
> touch down somewhat cockeyed and then do some really notable bouncing and
>
> lurching around. (Guess how I know this? By the raucous laughter in the
>
> background as I told the tower I wanted to go around the pattern and try it
>
> again...)
>
> >
>
> >In my case, the compass is straight ahead. It is habit now, but after my first
>
> few crossed up bounce-and-lurches, I made a habit of having my line of sight
>
> down the runway go right above the compass.
>
> >
>
> >Richard Pike
>
> >MKIII N420P (420ldPoops)
>
> >
>
>
> ===================================
>
> rget="_blank">http://www.matronics.com/Navigator?Kolb-List
>
> ===================================
>
> ttp://forums.matronics.com
>
> ===================================
>
> "_blank">http://www.matronics.com/contribution
>
> ===================================
>
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Learning to fly a Kolb Mk III |
Maybe I am missing something here.
The yaw string will tell you when you are in aerodynamic trim if it is
aligned with the fuselage while flying. The nose of the aircraft may
not be aligned with the airstrip.
If you have a cross wind while taxiing straight ahead, it will blow the
yaw string left or right depending on the wind.
I'm going to stick to my idea to see which way my airplane is pointed in
relation to the airstrip. I think if I drive it straight down the
airstrip or taxiway, I'll get a good sight picture of that. Don't have
to go fast or stick my tail in the air to do it.
I never think about alignment consciously. Probably using my peripheral
vision, what is left of it, to watch my wing tips for alignment.
Hell, I don't know. ;-)
john hauck
mkIII
Titus, Alabama
Rather than fast taxi, put a yaw string on the canopy and a piece of
pin stripe tape right under it. When the yaw string is over the tape
stripe, you're aligned. Also helps with turn coordination.
Rick Girard
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Learning to fly a Kolb Mk III |
Jack /Gang, I have been biting my tongue about what I thought and what happ
ened to me but your mention of sailplanes perked me up I think that the bes
t training for almost any aircraft is to take some instruction in a Glider
.I was earning my Private Glider permit while i was building my firestar KX
P and the switzer 233 is a great teacher-- really relating to flying th
e airplane not just looking at guages and trying to fly by some numbers tha
t although they work in a Cessna 172 dont necessarily work in all aircraft
and definitely dont work in a KOLB , Learn to fly with No engine and a dead
stick landing every time will teach you so much about flying trhat when yo
u get in aKolb and learn that pushing the throttle forward doesnt make the
nose go up the rest is simple" just fly the aircraft"performance of the air
craft becomes apparent as you fly and-In the 2 stroke world as frequently
happens at least sometimes happens an engine out is not a panic
situation you just "fly the aircraft" . The art of flying is so necessary
when flying with no engine that in my opinion should be required before any
one get a permit to fly anything with an engine and =0AI should say that fl
ying the Kolb Firestar was a very logical Very Very much like flying the 23
3 lighter but the same response to input from me-the air , the wind the s
tall speed,-as all aircraft I have flown.Chris Davis=0AKXP 503 492 hrs=0A
Glider Pilot=0ADisabled from crash building Firefly =0A=0A=0A=0A=0A________
________________________=0AFrom: Jack B. Hart <jbhart(at)onlyinternet.net>=0AT
o: kolb-list(at)matronics.com=0ASent: Wed, February 10, 2010 2:37:08 PM=0ASubj
ect: Re: Kolb-List: Re: Learning to fly a Kolb Mk III=0A=0A--> Kolb-List me
ssage posted by: "Jack B. Hart" =0A=0ARichard is o
n to something that gave me trouble in learning to land a =0Asailplane.-
I did not know were to put the horizon relative to the very low =0Ainstrume
nt panel.- Finally, I put a piece of black electrician's tape on the =0Ai
nside of the canopy to tell me where the horizon was in level flight.-
=0AAfter that I had no problems with landing.- After a while I no longer
needed =0Ait.- When I started flying the FireFly, I used the same techniq
ue.=0A=0AJack B. Hart FF004=0AWinchester, IN=0A=0A=0A=0A=0AAt 09:39 AM 2/10
ichard(at)bcchapel.org>=0A>=0A>One thing to add: figure out ahead of time exac
tly what is straight ahead. When you come in for your first landing, you ar
e sitting in an airplane with a tapered nose, and no prior experience landi
ng it. Consequently it is easy to touch down somewhat cockeyed and then do
some really notable bouncing and lurching around. (Guess how I know this? B
y the raucous laughter in the background as I told the tower I wanted to go
around the pattern and try it again...)=0A>=0A>In my case, the compass is
straight ahead. It is habit now, but after my first few crossed up bounce-a
nd-lurches, I made a habit of having my line of sight down the runway go ri
ght above the compass. =0A>=0A>Richard Pike=0A>MKIII N420P (420ldPoops)=0A>
=================0A=0A=0A
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb Mk III |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
capedavis(at)yahoo.com wrote:
> Jack /Gang, I have been biting my tongue about what I thought and what happened
to me but your mention of sailplanes perked me up I think that the best training
for almost any aircraft is to take some instruction in a Glider .I was earning
my Private Glider permit while i was building my firestar KXP and the switzer
233 is a great teacher really relating to flying the airplane not just
looking at guages and trying to fly by some numbers that although they work in
a Cessna 172 dont necessarily work in all aircraft and definitely dont work
in a KOLB , Learn to fly with No engine and a dead stick landing every time will
teach you so much about flying trhat when you get in aKolb and learn that pushing
the throttle forward doesnt make the nose go up the rest is simple" just
fly the aircraft"performance of the aircraft becomes apparent as you fly and
In the 2 stroke world as frequently happens at least sometimes happens an engine
out is not a panic situation you just "fly the aircraft" . The art of flying
is so necessary when flying with no engine that in my opinion should be required
before anyone get a permit to fly anything with an engine and
> I should say that flying the Kolb Firestar was a very logical Very Very much
like flying the 233 lighter but the same response to input from me the air , the
wind the stall speed, as all aircraft I have flown.
> Chris Davis
> KXP 503 492 hrs
> Glider Pilot
> Disabled from crash building Firefly
>
I'll second the value of glider training, tho how applicable it would be to flying
a Kolb I wouldn't say is worth enough for everybody to run out and go get
their sailplane rating. I worked on a sailplane rating up till solo (stopped at
that point for time/money and partially interest reasons) and it was good stick/rudder
training for sure.
OTOH, the sailplane I trained in (Grob 109) had a much better glide ratio than
any of the powered planes I've ever flown. So the sink rate I learned in the sailplane
certainly didn't correspond to the sink rate of, say, my FSII. So you'd
have to practice that all over again in your powered plane.
The handling is also significantly different.
It does teach you a lot about energy managment as well as how to be sensitive to
the stall characteristics of your plane, general seat-of-the-pants flying and
so on (I missed the freedom and versatility of having an engine, tho. And the
tow I never grew to like).
So all that will help. But there's no substitute for time-in-type, IME....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285932#285932
________________________________________________________________________________
| Subject: | Re: Firefly again |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
My second question on the FF and again sorry if this is an FAQ: Is the plane strong
enough to handle the 503? At my altitude the 503 pretty much becomes a 447
so if I were to go with an FF I might consider putting a 503 on it.
Also the 447 is likely going to be discontinued before the 503 if the rumors I've
heard from some dealers are true so the 503 is a little more future-proof.
Thanks,
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285936#285936
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Firefly again |
Lucien,
I can't imagine that the FireFly would ever run out of climb with a 447.
With a 503, you would have to be careful to keep the speeds down or you will
have to counter balance the ailerons. The 503 will weigh a little more, so
will also have to give up some useful load. And, you will not be able to
take advantage of 103-7.
Just finished making more snow blower shear pins. Have to go back out and
blow some more so the wife can get back home.
Jack B. Hart FF004
Winchester, IN
>
>My second question on the FF and again sorry if this is an FAQ: Is the plane strong
enough to handle the 503? At my altitude the 503 pretty much becomes a 447
so if I were to go with an FF I might consider putting a 503 on it.
>Also the 447 is likely going to be discontinued before the 503 if the rumors I've
heard from some dealers are true so the 503 is a little more future-proof.
>
>Thanks,
>LS
________________________________________________________________________________
| Subject: | Re: Firefly again |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
jbhart(at)onlyinternet.ne wrote:
> Lucien,
>
> I can't imagine that the FireFly would ever run out of climb with a 447.
> With a 503, you would have to be careful to keep the speeds down or you will
> have to counter balance the ailerons. The 503 will weigh a little more, so
> will also have to give up some useful load. And, you will not be able to
> take advantage of 103-7.
>
> Just finished making more snow blower shear pins. Have to go back out and
> blow some more so the wife can get back home.
>
> Jack B. Hart FF004
> Winchester, IN
>
Hi Jack,
Ok, thanks for the info. Sounds like the 447 is the better way to go on a FF in
any case.
Trying to scheme a way to keep my current plane but still get another Kolb and
build it too, so it's the way I want. Travis sent me some price lists and looks
like the FF is significantly less expensive. Hopefully once I get some more
debts paid down I can start getting more serious about it.
Not sure if I'd go part 103 or not. I'd want to do the full Stitts process on the
covering as at my altitude the sun cooks everything in sight with UV radiation
all year round. So I'd want the full UV protection. I think that alone will
put it outside of 103 from what I understand. So I'd probably just go EAB.
Snow has let up here, but only a few more weeks left in the good part of the flying
season. Think it's going to start warming up finally.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=285945#285945
________________________________________________________________________________
| From: | russ kinne <russkinne(at)mac.com> |
| Subject: | Re: Firefly again |
I believe there's a FF with a 912 on it -- flies beautifully.
On Feb 11, 2010, at 9:24 AM, lucien wrote:
>
> My second question on the FF and again sorry if this is an FAQ: Is
> the plane strong enough to handle the 503? At my altitude the 503
> pretty much becomes a 447 so if I were to go with an FF I might
> consider putting a 503 on it.
> Also the 447 is likely going to be discontinued before the 503 if
> the rumors I've heard from some dealers are true so the 503 is a
> little more future-proof.
>
> Thanks,
> LS
>
> --------
> LS
> Titan II SS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=285936#285936
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Firefly again |
> Trying to scheme a way to keep my current plane but still get another Kol
b
>
> LS
> Titan II SS
Lucien=2C
Although it does take away from my airplane time=2C I've told my wife I'd
be willing to make the phone calls to get her a second job. She's too bus
y to put much time into it=2C but she says she'd appreciate my sacrifice!
The way I figure it=2C if she got a second job=2C I could stay out all da
y playing with my three airplanes=2C and only come in when she had dinner d
one.
She says she's lucky to have me. Hey=2C I can be thoughtful once in awhi
le.
Mike Welch
headed back to my shop to work on mounting the wings.
_________________________________________________________________
Your E-mail and More On-the-Go. Get Windows Live Hotmail Free.
________________________________________________________________________________
| Subject: | Re: Learning to fly a Kolb |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
mdnanwelch7(at)hotmail.co wrote:
> On my very first landing C I made the mistake of pulling the power to idle on
short final C knowing that I had the runway made.
>
> Dennis Kirby
> Mark-III C 912ul C Powerfin-72
> Sandia Park C NM
>
I did this a few times in my FS II also... with the predictable results. Don't
know about the MarkIII, but the FS II runs out of energy and fast when you pull
the power back in the flare (perhaps on mine that was aided by the windmilling
prop too).
In calm conditions the very short "hang time" was manageable but when it was windy
or lumpy, I found it better to fly it onto the ground and wheel land it.
When practicing engine-out landings, I'd do pretty much the same thing but carrying
a little extra energy (like the sailplane guys do when it's windy)....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286005#286005
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Firefly again |
At 10:39 AM 2/11/2010, lucien wrote:
>Not sure if I'd go part 103 or not. I'd want to do the full Stitts process
>on the covering as at my altitude the sun cooks everything in sight with
>UV radiation all year round. So I'd want the full UV protection. I think
>that alone will put it outside of 103 from what I understand. So I'd
>probably just go EAB.
Personally, I wouldn't build a single seat plane unless for 103, unless
there was some overriding reason. Even though most of my flying, even when
I had a 2 seater, was solo, there are still times when you want to take
somebody along. Between a Firefly and Firestar, I can't see any point in
the FF except to go 103.
-Dana
--
Exceeding the legal fun limit on a regular basis
________________________________________________________________________________
| Subject: | Re: Firefly again |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Dana wrote:
>
> Personally, I wouldn't build a single seat plane unless for 103, unless there
was some overriding reason. Even though most of my flying, even when I had
a 2 seater, was solo, there are still times when you want to take somebody along.
Between a Firefly and Firestar, I can't see any point in the FF except to
go 103.
>
> -Dana
>
Yeah good point, and this will have to factor into it as to which one I'd go with.
I'd strongly like to go 103 with a FF, but being able to actually meet 103 and
insurance are two issues right off the top of my head I'd have to deal with immediately.
IIRC, the FF exceeds 254lb empty if you use the full Stitts process on the covering.
But I'd definitely want to go ahead and do the whole process mostly for
the longevity and full UV protection. Then I might want to use different wheels
or a full windscreen, etc. all would add weight.
Apart from that, getting insurance on an ultralight, well, I'm almost afraid to
ask my insurer what that would cost if I could even get it ;).
EAB certification would solve both of those problems pretty much. That would trash
resale but OTOH I wouldn't be building it to sell.
The FS II of course I already have experience with, but it'd be more pricey to
build. It's also a little bigger which would be an extra consideration if I ever
trailer it, etc.
So... anyway, this is a long ways out before I could really do it so I have plenty
of time on my hands to think it over and research it.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286047#286047
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Firefly again |
At 08:05 PM 2/11/2010, lucien wrote:
>Apart from that, getting insurance on an ultralight, well, I'm almost
>afraid to ask my insurer what that would cost if I could even get it ;).
$386.25/year from USUA or ASC, whether N-numbered or not.
<http://usua.org/Insurance/>
<http://www.aerosports.org/resources/insurance/first-flight-insurance>
If you're talking hull insurance, well, that might be more problematic...
-Dana
--
Help, I've fallen up and I can't get down
________________________________________________________________________________
| Subject: | Re: Firefly again |
| From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
lucien wrote:
> At my altitude the 503 pretty much becomes a 447 LS
I note the altitude record (5th March 1989) of 'Facet Opel' microlight in Australia
powered by a 447 was 29,996 Ft (9144m)
How high are you planning to go Lucien ? [Wink]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286089#286089
________________________________________________________________________________
| Subject: | Attitude response to flaps |
| From: | Bob Kravis <bob.kravis(at)gmail.com> |
When you deploy flaps how does the plane respond in pitch? Does the nose go
up or down and is it negligible, modest or pronounced? Likewise, how would
you characterize what happens when flaps are retracted?
I am specifically interested in the Firefly but suspect that all Kolbs are
somewhat similar.
bk
________________________________________________________________________________
| Subject: | Re: Firefly again |
| From: | "Ducati SS" <hiwingflyer6219(at)yahoo.com> |
I am just finishing a Firefly. I am 5'8". Built to plans there is no seat adjustment
and the only rudder pedal adjustment is cable length during rigging ( not
much). I can reach the pedals but only deflect them slightly. Will need a cushion
on seat back. Kolb states that the Firefly is not strong enough for the
extra weight or higher speed of the 503. If you have not purchased a kit yet I
would avoid early Firefly kits. Mine is #22 and the welded parts were very poorly
made. Kolb assures me the problem has been corrected (new welder and new
jigs). Other than that I can find no fault with the design, strong, well engineered
, high quality materials and excellent factory support.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286104#286104
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Attitude response to flaps |
Bob,
As you extend the flaps the nose will rotate down in a modest to pronounced
manner. As you remove the flaps the reverse is true.
Jack B. Hart FF004
Winchester, IN
>
Date: Fri, 12 Feb 2010 07:52:07 -0500
Subject:From: Bob Kravis <bob.kravis(at)gmail.com>
When you deploy flaps how does the plane respond in pitch? Does the nose go
up or down and is it negligible, modest or pronounced? Likewise, how would
you characterize what happens when flaps are retracted?
I am specifically interested in the Firefly but suspect that all Kolbs are
somewhat similar.
bk
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Firefly again |
>
>I believe there's a FF with a 912 on it -- flies beautifully.
>
Russ,
Where can one find more info about this configuration?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: Firefly again |
I think it is called a Slingshot!! :-) Herb
At 07:45 AM 2/12/2010, you wrote:
>
> >
> >I believe there's a FF with a 912 on it -- flies beautifully.
> >
>
>Russ,
>
>Where can one find more info about this configuration?
>
>Jack B. Hart FF004
>Winchester, IN
>
>
>Checked by AVG - www.avg.com
>02/11/10 07:35:00
________________________________________________________________________________
| Subject: | Re: Firefly again |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Dana wrote:
>
> $386.25/year from USUA or ASC, whether N-numbered or not.
>
>
>
> If you're talking hull insurance, well, that might be more problematic...
>
>
Ah hah - I'll have to show that to my ins. co (tho they're probably all the same
underwriter ;)).
Whether I get hull would depend on how I paid for the plane of course (if you borrow
of course the bank will require hull). It's super super pricey on my titan....
But the other concern like I said would be actually making 103. I don't know how
close the stock/bare FF is in terms of weight, so would have to research that
with whatever options (like the covering and possibly wind screen) I'd go with.
OTOH, I do still have my old C box with "Rice King" clutch and the spare 68" PF
prop. That's a couple thousand bucks of stuff right there that'd give me a headstart
on a 503 equipped FS II.
Still pushing a pencil across the paper on it so I'll see what I come up with....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286110#286110
________________________________________________________________________________
| Subject: | Re: Firefly again |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
David Lucas wrote:
>
> lucien wrote:
> > At my altitude the 503 pretty much becomes a 447 LS
>
>
> I note the altitude record (5th March 1989) of 'Facet Opel' microlight in Australia
powered by a 447 was 29,996 Ft (9144m)
>
> How high are you planning to go Lucien ? [Wink]
Well my current airport is at 6300' MSL and 10,000' MSL is a kick around the patch
for me. In my previous FS II, it was a good 5 to 10min climb to 8500 or 9000,
where the view was good ;).
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286112#286112
________________________________________________________________________________
| Subject: | Re: Firefly again |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Ducati SS wrote:
> I am just finishing a Firefly. I am 5'8". Built to plans there is no seat adjustment
and the only rudder pedal adjustment is cable length during rigging (
not much). I can reach the pedals but only deflect them slightly. Will need a
cushion on seat back. Kolb states that the Firefly is not strong enough for the
extra weight or higher speed of the 503. If you have not purchased a kit yet
I would avoid early Firefly kits. Mine is #22 and the welded parts were very
poorly made. Kolb assures me the problem has been corrected (new welder and new
jigs). Other than that I can find no fault with the design, strong, well engineered
, high quality materials and excellent factory support.
Well that's interesting. My FSII was a 1999 or thereabout model and it appeared
to me to be very well made as I'm accustomed to with Kolbs.
I think now it's just Travis (and Dennis is it?) making the kits themselves so
I have no concerns about quality workmanship there. And Travis gave me just superb
support when I was fighting the control cable problem on my FS II, so I have
no worries there either.
Anyway, understood on the 503. If I go FF I'll do the 447.
If I replace my current plane (a fairly distant option) an FS II would be the obvious
option. I have a strong desire to get away from these $20,000 engine dealie
and go back to my 2-stroke roots. I'm still fully equipped to run/maintain
a 447/503 as I even still have my complete Rotax toolset and can work on them
myself. In the unlikely event that something in my 912 lets go I'm not equipped
to deal with it at all - I'd have to pull it and send it to Ronnie Smith to
get it repaired, etc.
Oh well, like I said I still have lots of financial ducks to herd on all this first
so..... ;)
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286114#286114
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Tailwheel rigging |
Kolb people=2C
Every now and then=2C someone mentions how their Kolb seems "squirrelly"
on roll out.
I don't have a good handle on what the recommended cure for squirrellyness
is. IIRC=2C John H. has said stiffer springs (I think that's what he said)
would help.
What rigging=2C from an experienced Kolb pilot=2C would make the Kolb air
craft tailwheel track the best? Strong springs=2C medium springs=2C etc.
I do know of a guy with a Firestar that thought his plane acted best with
plenty of slack in the tailwheel springs chains. ???
Presently=2C I have the stock MkIII spring setup. Should I try it like i
t is=2C first=2C and change to a different system later=2C if it seems warr
anted?
Thanks for your opinions.
Mike Welch
MkIII
central Missouri
_________________________________________________________________
Hotmail: Powerful Free email with security by Microsoft.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Firefly again |
>
I am just finishing a Firefly. I am 5'8". Built to plans there is no seat
adjustment and the only rudder pedal adjustment is cable length during
rigging ( not much). I can reach the pedals but only deflect them slightly.
Will need a cushion on seat back.
.....................
>
I am short legged and had problems reaching the rudder pedals and with the
front seat cross bar cutting off the blood to my legs. The way I resolved
this problem was to turn the seat into a true sling seat. I released the
seat from the back lower cross bar. Then I laced the seat back up higher on
the back. This raised up my cheeks and slid me forward so that I could
reach the pedals. It did not solve the cutting off the blood problem. This
was corrected by adding a cheek board and a thin cushion. This made for
comfortable flying. Some additional information can be seen at:
http://jackbhart.com/firefly/firefly37.html
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Attitude response to flaps |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Flaps and ailerons affect trim the same way. Lower the flaps or ailerons, the nose
goes down, raise the flaps or ailerons, the nose goes up.
Which means, if you don't like the stick pressure that you currently have, it is
easy to trim out.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286127#286127
________________________________________________________________________________
| Subject: | Re: Firefly again |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
jbhart(at)onlyinternet.ne wrote:
>
> I am short legged and had problems reaching the rudder pedals and with the
> front seat cross bar cutting off the blood to my legs. The way I resolved
> this problem was to turn the seat into a true sling seat. I released the
> seat from the back lower cross bar. Then I laced the seat back up higher on
> the back. This raised up my cheeks and slid me forward so that I could
> reach the pedals. It did not solve the cutting off the blood problem. This
> was corrected by adding a cheek board and a thin cushion. This made for
> comfortable flying. Some additional information can be seen at:
>
> http://jackbhart.com/firefly/firefly37.html
>
> Jack B. Hart FF004
> Winchester, IN
I finally just bookmarked your site...... How do you get off the ground with all
those gadgets?
I don't think I could ever run out of neat stuff to look at and learn from here...
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286129#286129
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Tailwheel rigging |
Date: Fri, 12 Feb 2010 06:35:07 -0800
Sender: owner-kolb-list-server(at)matronics.com
>
..................
What rigging, from an experienced Kolb pilot, would make the Kolb aircraft
tailwheel track the best? Strong springs, medium springs, etc.
I do know of a guy with a Firestar that thought his plane acted best with
plenty of slack in the tailwheel springs chains. ???
Presently, I have the stock MkIII spring setup. Should I try it like it
is, first, and change to a different system later, if it seems warranted?
>
Mike,
I have found several factors that could make the FireFly squirrelly while
taxiing on hard surfaces. At first I did not have positive camber. On a
turn, this caused the outside wheel to drag and one had to use excessive
rudder or tail wheel to force the FireFly to turn. I bent things to get a
little positive camber and that problem went away.
Next in gusty cross winds, I noticed on high speed taxi the FireFly wanted
to dart into the wind. I checked the toe in and found it toed in. Removed
the toe in and the FireFly was much calmer during cross wind taxiing.
Then after many landings, I experienced my first ground loop when a tail
wheel spring broke. Replaced it with a new spring and a few landings later
the second ordinal spring broke and I repeated the ground loop. I decided
to modify the tail wheel spring assembly and to use compression springs. I
used some bicycle spokes, die springs and a few other parts to come up with
a system that is lighter and I believe is less likely to fail. It took
several guesses as to which spring to use, but when I found the right one
(stiffer), taxiing the FireFly was much tighter or direct than before the
modification.
The tail wheel modifications can be seen at:
http://jackbhart.com/firefly/firefly133.html
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Kolbers does anyone have any experience with VORTECH engine rebuilders? I am looking
foer a rebuilt 447 or 503 CDI, single carb,electric startChris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Tailwheel rigging |
Mike/Gang:
Soft springs increase pilot rudder input and reduce input to the
tailwheel, keeping the pilot behind the power curve.
I use Maule compresion springs on my MKIII.
Another mod I have used on all my Kolbs was shortening the tail wheel
strut considerably. The standard configuration of the 3/4" aluminum rod
is extremely flexible in bending and twist.
To overcome this problem on my MKIII, I fabricated a short tailwheel
strut of .120" X 3/4" 4130 heat treated to 48 Rockwell. It performs
well, having survived several flights to Alaska as well as many rough
field landings here in the SE and out West. Rough fields are not the
same as mowed grass strips.
Shortening the tailwheel strut will also lower the tail a bit and put
the Kolb in a little nose high attitude. This facilitates better take
offs and landings.
john hauck
MKIII
Woodville, Florida - Raining, windy, cold and grey....
Every now and then, someone mentions how their Kolb seems
"squirrelly" on roll out.
I don't have a good handle on what the recommended cure for
squirrellyness is. IIRC, John H. has said stiffer springs (I think
that's what he said) would help.
Mike Welch
________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
capedavis(at)yahoo.com wrote:
> Kolbers does anyone have any experience with VORTECH engine rebuilders? I am
looking foer a rebuilt 447 or 503 CDI, single carb,electric start
> Chris Davis
> KXP 503 492 hrs
> Glider Pilot
> Disabled from crash building Firefly
Just out of curiosity, are they Rotax dealers? With used 2-strokes, especially
ones advertised as rebuilt or overhauled and thus with prices to suit, you have
to be very careful about what you're getting. If they're not an actual dealer,
you could be taking your chances.
the only guys I'd ever consider buying a used 2-stroke engine advertised as rebuilt
are Mark Smith and Steve Beatty. Both of those guys have done zillions of
motors and even their dogs can do good teardowns and rebuilds.
Otherwise, just my suggestion, just getting a new one from a Rotax dealer will
end up being the best bang/buck option.
not saying don't do it, just saying be careful and ask lots of questions about
what was done to the engine, what was replaced, where'd they get the parts etc.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286179#286179
________________________________________________________________________________
| Subject: | Re: Tailwheel rigging |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
I concur with the stiff spring business.
Sonex eliminates the springs all together for direct and positive tail wheel steering.
I've never flown a Sonex but all reports I've read indicate excellent
ground handling. I would imagine that they don't tolerate over controlling very
well :-).
I may experiment with stiffer springs on my Slingshot because it could stand a
bit less rodent like behavior.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
Always be nice to your children because they are the ones who will choose your
rest home.
- Phyllis Diller
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286190#286190
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Tailwheel rigging |
At 03:17 PM 2/12/2010, Thom Riddle wrote:
>
>I concur with the stiff spring business.
>
>Sonex eliminates the springs all together for direct and positive tail
>wheel steering...
Not so sure that's a good idea; the springs also cushion the
shocks. Without springs, all the shocks go directly into the aircraft's
tail and rudder cables... could be asking for trouble.
Last time I flew my plane before taking it home for the winter, I landed on
a rough grass field and discovered I'd lost one of the springs. Nothing to
do for it but take the other one off and fly it home that way. Really
wasn't any trouble at all, just a little harder to keep it going straight
during slow taxi (I have independent brakes).
-Dana
--
Don't put it off, procrastinate today.
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Where is Steve Beatty now? I thought he was getting out of it?
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286195#286195
________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Richard Pike wrote:
> Where is Steve Beatty now? I thought he was getting out of it?
>
> Richard Pike
> MKIII N420P (420ldPoops)
He posts every now and then on some of the Yahoo groups I'm on, but havn't heard
much from him for a while.
Wouldn't surprise me if he's getting out of it, the 2-stroke market is in pretty
steady decline. Has been for a while unfortunately so harder and harder to keep
a business based on it going. That's why I want to nab an engine before they
go bye-bye!
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286197#286197
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Tailwheel rigging |
>Another mod I have used on all my Kolbs was shortening the tail wheel >str
ut considerably. The standard configuration of the 3/4" aluminum rod is >e
xtremely flexible in bending and twist.
>john hauck
>MKIII
>Woodville=2C Florida - Raining=2C windy=2C cold and grey....
John=2C Kolb guys=2C
I have already shortened the aluminum rod. I think I cut off about 4"
=2C or something close to that. The remaining rod is much stiffer now.
I didn't even think about a possible chromoly rod. I'll leave that optio
n open=2C in the event it looks like I need to make a change. I expect th
at most of my landings would be asphalt or grass=2C so I don't know if I'd
need to change it.
Thanks for the pointers.
Mike Welch
_________________________________________________________________
Hotmail: Powerful Free email with security by Microsoft.
________________________________________________________________________________
| Subject: | old Kolb promo videos |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
I have looked several times on YouTube for any videos of Kolb Slingshots flying
and never found any until today. Thenewkolb posted some old Kolb Promo Videos
on YouTube. I have found three of them. Perhaps they were there before and most
of you know about them already but they were new to me. They contain videos
of FF, FS, MkIII, Kolb Laser, and Slingshot.
Kolb pt 1
http://www.youtube.com/watch?v=Zc6v-uiUkz8
Kolb pt 2
http://www.youtube.com/watch?v=RYdMSKFAkUk&feature=related
Kolb pt 3
http://www.youtube.com/watch?v=ZMZ5LJ8IvBc&feature=related
The Laser is in pt 2 for those who have never seen it. Interesting airplane....
for a tractor.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
Always be nice to your children because they are the ones who will choose your
rest home.
- Phyllis Diller
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286198#286198
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Richard-, Please explane for those of us that have brain damage and dont
know who Steve Beaty is ? Thank you and I very much respect your point of v
iew- Chris =0A-Chris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled
from crash building Firefly =0A=0A=0A=0A=0A________________________________
=0AFrom: Richard Pike <richard(at)bcchapel.org>=0ATo: kolb-list(at)matronics.com
=0ASent: Fri, February 12, 2010 4:06:28 PM=0ASubject: Kolb-List: Re: vortec
g>=0A=0AWhere is Steve Beatty now? I thought he was getting out of it?=0A
=0ARichard Pike=0AMKIII N420P (420ldPoops)=0A=0A=0A=0A=0ARead this topic on
line here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=286195#286195
======================0A=0A=0A
________________________________________________________________________________
| From: | carl tosh <carl.tosh(at)yahoo.com> |
| Subject: | Ultrastar Fuel Pumps |
John H. You posted the other day that you used both pulse ports, with two p
umps-on your Ultrastar back in the glory days. How were they plumbed? Did
you run one supply line and the outlet of the first pump into the inlet on
the second and- that outlet to the carb? Or Two separate systems T'd tog
ether at the carb. I would like to do the two pump deal on my old Ultrastar
. Thanks ,Carl Tosh=0A=0A=0A
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Ultrastar Fuel Pumps |
Hi Carl:
I plumbed them in series, one next to the other.
john
----- Original Message -----
From: carl tosh
To: Kolb LIst
Sent: Friday, February 12, 2010 8:24 PM
Subject: Kolb-List: Ultrastar Fuel Pumps
John H. You posted the other day that you used both pulse ports,
with two pumps on your Ultrastar back in the glory days. How were they
plumbed? Did you run one supply line and the outlet of the first pump
into the inlet on the second and that outlet to the carb? Or Two
separate systems T'd together at the carb. I would like to do the two
pump deal on my old Ultrastar. Thanks ,Carl Tosh
________________________________________________________________________________
| From: | carl tosh <carl.tosh(at)yahoo.com> |
| Subject: | Re: Ultrastar Fuel Pumps |
Hi John, Thanks for the info. Carl Tosh
-
--------
-
--- On Sat, 2/13/10, John Hauck wrote:
From: John Hauck <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: Ultrastar Fuel Pumps
Date: Saturday, February 13, 2010, 3:30 AM
Hi Carl:
-
I plumbed them in series, one next to the other.
-
john
----- Original Message -----
From: carl tosh
Sent: Friday, February 12, 2010 8:24 PM
Subject: Kolb-List: Ultrastar Fuel Pumps
John H. You posted the other day that you used both pulse ports, with two p
umps-on your Ultrastar back in the glory days. How were they plumbed? Did
you run one supply line and the outlet of the first pump into the inlet on
the second and- that outlet to the carb? Or Two separate systems T'd tog
ether at the carb. I would like to do the two pump deal on my old Ultrastar
. Thanks ,Carl Tosh
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
=0A=0A=0A
________________________________________________________________________________
| Subject: | Re: Tailwheel rigging |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Dana,
I'm not suggesting to anyone that they eliminate tail wheel springs completely
on their cable actuated rudder/tailwheel.
I am not absolutely certain but believe that Sonex uses control rods for rudder
and tailwheel as well as aileron and elevator. I don't think they use cables
for any of the control surfaces or steering mechanizm, both tricycle and tailwheel.
I know they use a Titanium rod for tailwheel stinger and gear legs. It is
not a Kolb but a good airplane that owners rave about.... sort of like Kolbs
in that respect :-).
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
Consistency requires you to be as ignorant today as you were a year ago.
- Bernard Berenson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286252#286252
________________________________________________________________________________
| From: | Fran Losey <loseyf(at)comcast.net> |
| Subject: | Re: Cracked tail post fix |
On 2/1/2010 9:00 AM, Robert Laird wrote:
> Ah, so, the EAA sheet metal workshop paid off, eh? :-) Looks good!
>
>
> On Sun, Jan 31, 2010 at 6:29 PM, Jimmy Young > wrote:
>
> >
>
> I thought about the fabric work left to do for a bit, then decided
> I'd try aluminum instead. Worked out pretty good, easier than the
> fabric work would have been, plus I can take it off via screws for
> future inspection. I've included a photo of what I did.
>
>
> *
>
>
> *
Could you resend your photo please?
Thanks in advance.
--
Sincerely, Fran Losey www.mykitlog.com\loseyf
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: old Kolb promo videos |
Thom R/Thanks for posting the videos.
I have related to the Kolb List before about flying the original SS at
Lakeland with a professional photographer and his huge video camera resting
on my shoulder. This was the first passenger I few in the SS. I believe
that footage is included in Kolb Part 3. I don't remember what year that
was, but the pilot sure looks young.
john hauck
mkIII
Woodville, FL
> Kolb pt 1
> http://www.youtube.com/watch?v=Zc6v-uiUkz8
>
> Kolb pt 2
> http://www.youtube.com/watch?v=RYdMSKFAkUk&feature=related
>
> Kolb pt 3
> http://www.youtube.com/watch?v=ZMZ5LJ8IvBc&feature=related
>
> The Laser is in pt 2 for those who have never seen it. Interesting
> airplane.... for a tractor.
>
> --------
> Thom Riddle
________________________________________________________________________________
| Subject: | Re: old Kolb promo videos |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
The SS video began towards the end of pt 2 and finished up in pt 3. Great stuff.
Also saw you (John) flying your MkIII in these videos.
When the weather changes up here in Snowville, I'll be getting the SS back into
flying shape from winter storage, with plans to do some SS videos and will post
to youtube when ready. The winter looks now it will be May at the earliest.
Anyone know if TNK is building Laser kits on order? Anyone know of one flying?
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
Consistency requires you to be as ignorant today as you were a year ago.
- Bernard Berenson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286283#286283
________________________________________________________________________________
| Subject: | Re: Rotax 503 Running Rough |
| From: | "slowaero" <npd(at)maui.net> |
Dear Malcolm,
I have a 377 which had similar intermittent problems. I had two forced landings.
(FireStars don't stay up long running on one cylinder.) The first landing
was in the trees. Fortunately a friend with a Hui was near and had me back on
land with-in an hour. I never unbuckled my seat belt. Praise-be to cell phones
and Helis. The second time I was trying to find the problem by holding full
throttle for several minutes while over the airstrip. Happy landing on that
one. The culprit = coils were breaking down.
Good luck,
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286294#286294
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Tailwheel rigging |
>
>13feb10
>
>Question for Jack Hart (Master of all things FireFly...) on his tail wheel modification...
>
................................
>
My question is... Does the bicycle spoke set-up work well in the grass and
rough fields? The spokes are exposed and I wonder if they'll grab the grass
and get bent by flying stones??? As part of my polyester prevention program,
my FireFly never sees the ramp, or any other pavement. Rough describes the
fields I use...
..................................
>
Henry,
I really believe it is less susceptible to damage than the original setup.
There is less mechanism for things to catch on.
I have flown it in and out of grass fields and made one landing in a bean
field and nothing has ever caught on it.
My sympathies in that you reside in the only state in the union that has no
snow fall.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Cracked tail post fix |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
Fran,
The photo is on the first post of this thread. At that time, I had not painted
the aluminum.
If you are having trouble finding it, email me direct and I can send you more.
I'll be at the hanger tomorrow & can take more detailed photos if you would like.
I've got the stiffener struts made, but had to order a longer bolt so they
are not on yet.
Jimmy Y
--------
Jimmy Young
Missouri City, TX
Kolb FS II/HKS 700
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286317#286317
________________________________________________________________________________
| Subject: | Crossed Fingers on purchase |
| From: | Bob Kravis <bob.kravis(at)gmail.com> |
Well, with some luck I may be getting the blue Firefly on Barnstormers. I
am in 2nd position and have to see if the earlier deposit/buyer completes
the transaction by the 20th. If not, it's MINE. Really excited and hopeful
but maybe there is someone who wants to sell a FF and can become my plan B.
The great information on this list has been instrumental in my plane choice.
I am sure I will be able to get solid info and help with my first UL.
bk
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | test flight with the spot. |
Today I could find no reason to not fly. Weather was 50 degrees on the
ground, wind was not blowing on the ground as well. I did have a 10 mile
an hour tail wind on the way out once I got out of the hill shadow.
Things have been pretty quiet, the weather has been a bit too unsettled
to do much more than catch up on my reading. Now my eye strain is bad
enough to make an effort to get out and do something, anything!
I have always been very aware of the worry that Karen goes through every
time that I go flying by myself. The country here is the least populated
in all of Oregon, I am sure that it ranks up there with some other parts
of the US as well. I installed a base aircraft radio to help and while
the range is as much as 60 miles it requires one to be pretty high to
accomplish that kind of range. I prefer to be within a hundred feet of
the ground, so it means that if I decided to do something other than
what I told her before leaving, I need to climb up high enough to talk
to her. Wastes gas something awful.
I bought a Spot Messenger last year, but I did not get the tracking
feature. Too cheap! It seemed to work somewhat, but the lack of a
permanent placement in the plane caused it to be of limited use. I
decided to purchase the tracking feature this year. I could say that it
was for Karen, but some of the places that I go are really hard to get
there from here, and I don't like walking all that much. We will just
say that it seems like a good deal for both of us.
There is a "Gap Seal" between the wings of "Dart" that is made of Lexan,
so I made a holder that would keep its antenna pointed to the sky. It
worked sitting in front of the hanger, but it needed a flight to really
give it a good test.
Today the weather seemed to invite flying so I rolled her out, dressed
warm and took off for Arock. It was apparent that the wind was blowing
at about 10 MPH from the West when I got up out of the wind shadow that
shades the airstrip. The temps at 5000 feet was 40 degrees, so I wasn't
sorry that I had put on my warm clothes. The plane and engine preformed
flawlessly although I will put some tape on the oil cooler the next time
I fly. The oil temps never got over 130 degrees, a bit cool for proper
operation. I stayed at 1000 feet agl and checked some of the ponds and
rabbit spots that we hunted Jessie and Peg (the hawk and falcon) on this
fall.
In all the trip took 74 minutes and I burned 3.5 gallons of gas. I
covered a bit more than 60 miles and even though I was down to 50 MPH
coming back, I still averaged 60 MPH.
The wind was right for the short cross wind strip and I had drug it and
rolled it, so I was interested in how it would feel. My landings are
sometimes a thing of wonder. (wonder how anyone who has the hours that I
have, can land so crappy. ) Except the first ones after a long lay off.
My Golf games are like that too, the longer I play or fly the worse my
game and the landing get. I can't explain it, unless I just get
careless. Any way I started letting down about a mile from the strip,
did just like my instructor had told me so many times and depending on
my position either gave it gas, or allowed it to bleed off altitude, and
made one of those landings that no one ever sees, a perfect three point
landing with so little roll out that I had to give it gas to get to the
turn off to the hanger. It is only 320 feet from the fence to the
hanger. Oh well, someday I will be able to do that every time. Yeah,
right!
I was pleased with the results of the test, I had nine tracking points,
that should make life or life flight easier.
http://share.findmespot.com/shared/faces/viewspots.jsp?glId=0siAoTNYTZD
6KPbiDncNLfKZruRqx5nUO
This is the link to the shared page, I prefer to use the hybrid map
since it shows the sat picture and roads as well.
Larry C,Oregon Firestar II
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | test flight with the spot. |
Larry=2C
What did that little SPOT critter set you back? How much does the servic
e run you=2C and what do you get for your money?
Mike Welch
MkIII
_________________________________________________________________
Hotmail: Trusted email with Microsoft=92s powerful SPAM protection.
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: test flight with the spot. |
Goggle "Spot" and it will take you to their home page. There was even an
article in AOPA's mag this month. I think I paid $97 bucks for the main
service and 48 for the tracking. What the hell, its only money, but it
does keep the little lady happier, and will me as well if I ever manage
to ball things up. I do not fly what is considered safe as there are
generally no roads where I want to go. Most of the GA guys would crap
their pants in the places where the little Firestar takes me. I have
done all that I can to stack the odds on my side, and the spot is one
way to do that.
If you go to the link on the previous email you can see the track that I
flew. If you click on one of the little balloons you will have the Lat
and Long of the area that I was when the spot transmitted. At my speed
it narrows the search area to about 6 miles if I should crash 9 minutes
from the last send. It sends every 10 minutes. It will allow you to send
an "OK", a request for "help" (this one is a non panic request) and a
"911" as well as the tracking feature. You can specify who gets any of
the three messages. It is about the cheapest insurance available for me.
A flight plan for me to tool around the area is not feasible.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: Mike Welch
To: kolb-list(at)matronics.com
Sent: Saturday, February 13, 2010 7:28 PM
Subject: RE: Kolb-List: test flight with the spot.
Larry,
What did that little SPOT critter set you back? How much does the
service run you, and what do you get for your money?
Mike Welch
MkIII
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Checked by AVG - www.avg.com
02/13/10 19:35:00
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: Crossed Fingers on purchase |
Bob
Just looked at the pics on Barnstormers... Does it come in at pt
103 wt? Herb
I like the extra leg brace...good luck...
At 07:09 PM 2/13/2010, you wrote:
>Well, with some luck I may be getting the blue Firefly on
>Barnstormers. I am in 2nd position and have to see if the earlier
>deposit/buyer completes the transaction by the 20th. If not, it's
>MINE. Really excited and hopeful but maybe there is someone who
>wants to sell a FF and can become my plan B.
>The great information on this list has been instrumental in my plane
>choice. I am sure I will be able to get solid info and help with my first UL.
>bk
>
________________________________________________________________________________
| From: | "frank.goodnight" <frank.goodnight(at)att.net> |
| Subject: | Re: test flight with the spot. |
Hi mike,
For what it worth .I got a spot for xmas. when I went on line to
activate it , the factory told me to return it, that they had some
problems and that at some unspecified time they would
send me a replacement. Haven't received one yet and they won't tell me
when to expect one .
Frank Goodnight
Firestar 2
Brownsville , TX
On Feb 13, 2010, at 8:28 PM, Mike Welch wrote:
> Larry,
>
> What did that little SPOT critter set you back? How much does the
> service run you, and what do you get for your money?
>
> Mike Welch
> MkIII
>
> Hotmail: Trusted email with Microsoft=92s direct/01/'
> target='_new'>Sign up now.
>
>
________________________________________________________________________________
| Subject: | Re: old Kolb promo videos |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
John H,
Out of curiosity, do you recall when those Kolb promo videos were made?
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
Consistency requires you to be as ignorant today as you were a year ago.
- Bernard Berenson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286369#286369
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | test flight with the spot. |
> Haven't received one yet and they won't tell me when to expect one .
>Frank Goodnight
>Firestar 2
>Brownsville =2C TX
Larry=2C
Thanks for the detailed info on the Spot. This little gadget ought to b
e required equipment for people that fly in not-so-distant terrain=2C not t
o mention the boonies!! The fact that your rescue team can come directly t
o where you are (or at least close to where you are) would be a huge safety
factor=2C especially if a guy was injured!! I'll definitely get one=2C w
hen the time is right.
(On a side note=3B many of you may recall there were 3 hikers that went
missing=2C around Christmas=2C on some Oregon mountain. I think they found
one of them after a couple of days looking. He was dead. They looked for
a few more days for the other two. As far as I know=2C they never found t
he other two. They are dead=2C too.
In this day and age of technology=2C it seems utter nonsense to not have
this kind of locater beacon. You save hundreds of hours of people looking
for you. You allow your loved ones to know exactly where you are....and in
what condition you're in. You may=2C in fact=2C save your own life=2C by
being found relatively quickly.
Although ELT's are required in Experimental aircraft=2C their success at
locating you has been reported as low.
For guys that fly=2C a Spot is a great idea. Even if the only reason is
to keep the sweetie at home happy.
I'd bet those three hikers wish they had a Spot.)
Frank=2C
I recall you mentioned you sent in your Spot for servicing. I hope they
get it back to you soon. I would imagine it will be a year or so before I'
m in the market for a Spot. Hopefully they will get the bugs out it by the
n.
Happy Valentine's Day to all. Give your loved ones a squeeze.
Mike Welch
MkIII
central Missouri
_________________________________________________________________
Hotmail: Powerful Free email with security by Microsoft.
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | test flight with the spot. |
plus ....there is a big rescue bill awaiting if one lives...:-) Herb
At 08:46 AM 2/14/2010, you wrote:
> > Haven't received one yet and they won't tell me when to expect one .
> >Frank Goodnight
> >Firestar 2
> >Brownsville , TX
>
>
>Larry,
> Thanks for the detailed info on the Spot. This little gadget
> ought to be required equipment for people that fly in
> not-so-distant terrain, not to mention the boonies!! The fact that
> your rescue team can come directly to where you are (or at least
> close to where you are) would be a huge safety factor, especially
> if a guy was injured!! I'll definitely get one, when the time is right.
>
> (On a side note; many of you may recall there were 3 hikers that
> went missing, around Christmas, on some Oregon mountain. I think
> they found one of them after a couple of days looking. He was
> dead. They looked for a few more days for the other two. As far
> as I know, they never found the other two. They are dead, too.
> In this day and age of technology, it seems utter nonsense to not
> have this kind of locater beacon. You save hundreds of hours of
> people looking for you. You allow your loved ones to know exactly
> where you are....and in what condition you're in. You may, in
> fact, save your own life, by being found relatively quickly.
> Although ELT's are required in Experimental aircraft, their
> success at locating you has been reported as low.
> For guys that fly, a Spot is a great idea. Even if the only
> reason is to keep the sweetie at home happy.
> I'd bet those three hikers wish they had a Spot.)
>
>Frank,
> I recall you mentioned you sent in your Spot for servicing. I
> hope they get it back to you soon. I would imagine it will be a
> year or so before I'm in the market for a Spot. Hopefully they
> will get the bugs out it by then.
>
> Happy Valentine's Day to all. Give your loved ones a squeeze.
>
>Mike Welch
>MkIII
>central Missouri
>
>
>----------
>Hotmail: Powerful Free email with security by Microsoft.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: old Kolb promo videos |
> Out of curiosity, do you recall when those Kolb promo videos were made?
>
> --------
> Thom Riddle
Please remind me when I get back to hauck's holler next week and I can tell
you after I look it up in my log book.
I flew that SS at Oshkosh the year prior for a few hours for the first time.
I was used to the normal long wings of the Kolbs I had flown. I had second
thoughts about flying this little hot rod every time I looked out at those
stubby little wings and their short little lift struts.
The SS took off and flew great out of the short strip at Oshkosh. I broke
traffic and flew out west a bit to check the stall, 40 mph IAS clean and
about 35 mph IAS with full flaperons. Stall and flight characteristics were
like all other Kolb models with the exception of the rapid roll rate and
lighter stick pressure in the roll. Landing was a no brainer, a Kolb
typical landing.
However, I was having to use a lot of power to taxi. Couldn't understand
this. Asked Dennis Souder about it. He asked if I had released the parking
brake? What parking brake? The little valve under the pilot's seat that no
one had bothered to brief me about prior to flying the SS for the first
time. I had taxied, took off, landed and taxied back to parking with the
brakes on.
Next flight with the parking brakes off, the SS taxied quite nice, took off
a lot shorter, and even landed a little better.
The SS was 582 powered.
john hauck
MKIII
Woodville, Florida
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: test flight with the spot. |
Mike:
I have this Personal Locator Beacon:
http://www.acrelectronics.com/microfix/microfix.htm
I fly with it, and also use it when I am riding my dirt bike, ATV, or
mountain bike.
Initial purchase is much more than the SPOt, but a one time purchase and
no annual fees.
The PLB works with NOAA SARSAT:
http://www.sarsat.noaa.gov/
john hauck
mkIII
woodville, florida
Although ELT's are required in Experimental aircraft, their success
at locating you has been reported as low.
For guys that fly, a Spot is a great idea. Even if the only reason
is to keep the sweetie at home happy.
I'd bet those three hikers wish they had a Spot.)
Mike Welch
________________________________________________________________________________
| Subject: | Re: test flight with the spot. |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Per Russ
...Sometimes I illegal carry an aircraft radio when sailing well offshore, out
of VHF range....
I never heard that one before. What makes carrying an aircraft radio when sailing
well offshore "illegal"?
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Consistency requires you to be as ignorant today as you were a year ago.
- Bernard Berenson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286388#286388
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | test flight with the spot. |
>I have this Personal Locator Beacon:
>john hauck
>mkIII
>woodville=2C florida
John=2C
I DO like not having an annual fee. I'd prefer a one-time purchase. How
much did your ELB unit cost?
I didn't realize there were more than one brand of these ELBs. Although
I wouldn't hesitate to get the Spot brand=2C if that was all that was out t
here=2C the one-time purchase price of this model would likely push me in t
his one's direction.
Thanks=2C Mike Welch
_________________________________________________________________
Hotmail: Free=2C trusted and rich email service.
________________________________________________________________________________
| Subject: | Re: test flight with the spot. |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
FWIW,
I was wondering about location accuracy on these 406 PLBs and found the following
excerpt on the NOAA.gov site:
....or a standard 406 MHz PLB the location accuracy is around two to three miles.
Generally, this equates to a search time of around an hour for a search team
on scene depending on the terrain. Some beacons, however, take advantage of
GPS technology and are able to generate a position with even greater accuracy.
Those PLBs which have GPS receivers, attached either internally or externally,
are able to produce a position smaller than a football field. For SAR teams,
that means they can go directly to your location without having to conduct much
of a search. With time always the critical element in a distress case, this
can sometimes mean the difference between life and death...
Looks to me like the more expensive ones with an internal GPS would be worth the
price if you actually come to need one at all.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
An honest politician is one who, when he is bought, will stay bought.
- Simon Cameron
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286403#286403
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: test flight with the spot. |
I have a PLB (personal locator beacon with internal GPS), not an ELB.
The urls I included with my last msg will give you all you need to know
about PLBs, cost, capability, etc.
john hauck
mkIII
Woodville, FL
>I have this Personal Locator Beacon:
>john hauck
How much did your ELB unit cost?
Mike Welch
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: test flight with the spot. |
Those PLBs which have GPS receivers, attached either internally or
externally, are able to produce a position smaller than a football field.
For SAR teams, that means they can go directly to your location without
having to conduct much of a search. With time always the critical element in
a distress case, this can sometimes mean the difference between life and
death...
>
> Looks to me like the more expensive ones with an internal GPS would be
> worth the price if you actually come to need one at all.
>
> --------
> Thom Riddle
Thom R/Gang:
That is why I opted for a PLB with internal GPS. Spot was not available
when I bought my ACR PLB. Not sure if I would have gone with the SPOT or
not, had it been available. I think I like the capability of the PLB and
the NOAA system better.
100 meters is worse case. The grid coordinates the PLB transmits to NOAA
SARSAT will be typical of what your nav gps probable error is, which in my
case, down to a couple two or three meters..
Time will probably be critical in most rescues.
john hauck
mkIII
Woodville, Florida
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: test flight with the spot. |
While I agree totally with all that is said about the PLB's, the reason
that I have the spot, is not so much for precise location of a 911 call
for help, although the spot will do that as well. My main requirement of
the spot is the fact that I really do not have to hit a button, or for
that matter be physically able to hit a button for it to keep accurate
locations of where I am and have been. If you are capable of initiating
a 911 call it will be within 20 to 50 feet of your actual location, if
not then depending on how long into your flight from the last check in,
with the Firestar, a mile each minute up to the 10 minutes between check
in's should enable a quick and efficient search depending of course on
terrain.
Now, a disclaimer for Spot. The web site and tools that are installed in
it seem to my thoughts to be a royal pain in the ass, however all that
is not enough to overcome the usefulness that the spot can deliver.
There are many ways to safeguard your flights and safety, from the way
that your plane is set up for the terrain that one flies. ( tires, steel
gear legs, survival items in the plane, etc. ) To the way that you fly.
I personally do not choose to fly as though my plane is trying to kill
me. I know full well that if that does happen it will be because I was
not up to surviving due to carelessness or inattention. Yeah, crap
happens all the time, some of it is more serious than others, and I
cannot deny that I can occasionally be dumb enough to soil my shorts
after the excitement has cooled down, but it isn't going to rule my life
or the things that I like to do. I accept the full responsibility for
the things that I do and am fully aware that someday I may not be up to
the task. So be it! That attitude will not stop me from doing all I can
to ensure that I die peacefully of old, satisfied age.
Larry C
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: Thom Riddle
To: kolb-list(at)matronics.com
Sent: Sunday, February 14, 2010 11:02 AM
Subject: Kolb-List: Re: test flight with the spot.
FWIW,
I was wondering about location accuracy on these 406 PLBs and found
the following excerpt on the NOAA.gov site:
....or a standard 406 MHz PLB the location accuracy is around two to
three miles. Generally, this equates to a search time of around an hour
for a search team on scene ?" depending on the terrain. Some beacons,
however, take advantage of GPS technology and are able to generate a
position with even greater accuracy. Those PLBs which have GPS
receivers, attached either internally or externally, are able to produce
a position smaller than a football field. For SAR teams, that means they
can go directly to your location without having to conduct much of a
search. With time always the critical element in a distress case, this
can sometimes mean the difference between life and death...
Looks to me like the more expensive ones with an internal GPS would be
worth the price if you actually come to need one at all.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
An honest politician is one who, when he is bought, will stay bought.
=C2 - Simon Cameron
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286403#286403
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
02/14/10 07:35:00
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: test flight with the spot. |
I echo Larry C's sentiments exactly.
If I didn't feel comfortable flying the way I do, I would spend my old
age typing and sharing stuff I heard from others and had never
experienced and enjoyed myself.
Aviation has always been exciting to me, since the day I soloed a TH-55
at Fort Wolters, TX, at the ripe old age of 29. That was Sep 1968. I
was a late bloomer, but I have made up for it in my senior years. If I
can not keep aviation exciting, I have a lot of other things to do I
enjoy just as much and produce just as much adrenalin as the little
Kolb. All of these activities are conducive to having a PLB to save my
bacon if necessary.
PLB is a lot like a parachute. When you need it, it is worth every
penny you spent for it.
john hauck
mkIII
Woodville, Florida
There are many ways to safeguard your flights and safety, from the way
that your plane is set up for the terrain that one flies. ( tires, steel
gear legs, survival items in the plane, etc. ) To the way that you fly.
I personally do not choose to fly as though my plane is trying to kill
me. I know full well that if that does happen it will be because I was
not up to surviving due to carelessness or inattention. Yeah, crap
happens all the time, some of it is more serious than others, and I
cannot deny that I can occasionally be dumb enough to soil my shorts
after the excitement has cooled down, but it isn't going to rule my life
or the things that I like to do. I accept the full responsibility for
the things that I do and am fully aware that someday I may not be up to
the task. So be it! That attitude will not stop me from doing all I can
to ensure that I die peacefully of old, satisfied age.
Larry C
________________________________________________________________________________
| Subject: | tailpost repair with stiffeners |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
List,
Here's what I ended up doing after cracking my tailpost assembly. I think adding
the stiifener struts will help strengthen that area, thanks for the advice I
received. I used some 1/8" x 1" Home Depot Aluminum bar stock and put an AN3
bolt through the tail ring, & used the existing tailwheel rod connector bolt location
for the bottom.
I also flew about 2 hours today, first time to get high in quite a while. I did
a lot of touch & goes with a moderate direct crosswind blowing just to brush
up a bit. I came to the conclusion I needed some practice after I first flew
over to LBX (Lake Jackson TX) to get some avgas. There was maybe a 10 mph direct
crosswind and of course I'm landing on asphalt. I felt like a beginner. That
asphalt grabbed my tires & I got a little squirrelly, probably felt worse than
it looked I hope. Big difference between grass & asphalt with a crosswind!
Have a good one -
--------
Jimmy Young
Missouri City, TX
Kolb FS II/HKS 700
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286448#286448
Attachments:
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________________________________________________________________________________
| Subject: | Re: Rotax 503 Running Rough |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
gliderx5 wrote:
> Update on the 503. I took everything apart again, tweaked the timing, put in
2 new resistor plugs, and it runs like new. I'm not sure what the issue was,
but I suspect it may have been a condenser. I now have good timing, new points,
condensers, and plugs. I did reseat the wires on the coils, which could have
been an issue also. Now, I just need some nice flying weather. I did a quick
flight today just to check out the engine, but it was windy and bumpy.
>
> Malcolm Morrison
> ---
Well, as you've discovered by now, ;), the older points 503's are a little bit
like our old cars used to be regarding the points. Pretty much the same maintenance/trouble-shooting
steps hold there that used to hold on our old Fords etc....
A couple things to keep in mind on the points motors. With new points, be aware
that the cam lobe on the points will wear a little quickly when they're new (this
is of course reduced if you lube the cam when you install the new points).
So expect the dwell to reduce and the timing to retard a little bit at first.
Once they wear in, tho, they'll stay put. I didn't have to adjust the timing
on my points 503 at all after the points wore in.
Another possible trouble spot is overtightening the fan belt. There's a caution
against this in the manual for the points motors. this can actually pull the
crank out of position slightly which can goof up the timing.
Otherwise, the points 503's are remarkably reliable, unlike our old cars' points
which we were kind of always fiddling with. Once worn in and set, the motor
should run a long time with no maintenance to the points....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286524#286524
________________________________________________________________________________
| Subject: | Re: old Kolb promo videos |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Boy now these are some vids you can't ever get tired of watching.... Thanks for
posting these links.
Watching the slingshot fly I don't see why there's not a whole bunch of these.
Which is my next question - how many SS's did there end up being built? Seems
like it should be a pretty popular model? How's the handling on the ground?
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286526#286526
________________________________________________________________________________
| Subject: | Re: old Kolb promo videos |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Lucien,
My SS is serial #021 and it was built in 2000 but I don't know how many more have
been built since then. I know there is one under construction in Wellsboro,
PA.
With the very long main gear legs, the weight on the tail is pretty heavy. I think
mine is about 105 lb. in flight level mode, empty. In three point it is closer
to 120 lb. empty and a bit more with fuel. The relatively heavy tail means
it behaves more like GA tail draggers on the ground than most Kolbs. On grass
it is still easy to handle but a little more challenging on pavement.
By way of comparison, it is less squirrelly than the PA-11 (90 hp Cub) that I
got my initial tail wheel training in, but a bit more likely to swap ends than
the RAN S6 tail dragger that I used to fly. It is not hard to handle but you
should have some REAL taildragger experience before going from a short leg Kolb
to an SS on pavement.
In the air, it has wonderfully light controls and quick aileron response compared
to the big wing Kolbs. It does not float at all with the short (22') 110 sqft
wings so when you cut power to idle it comes down right now which makes for
great pinpoint touchdown. Also on the plus side, compared to big wing Kolbs,
is that it has more energy for flare and less drag to kill that energy during
flare.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
An honest politician is one who, when he is bought, will stay bought.
- Simon Cameron
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286531#286531
________________________________________________________________________________
| Subject: | Re: old Kolb promo videos |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Thom Riddle wrote:
> Lucien,
>
> My SS is serial #021 and it was built in 2000 but I don't know how many more
have been built since then. I know there is one under construction in Wellsboro,
PA.
>
> With the very long main gear legs, the weight on the tail is pretty heavy. I
think mine is about 105 lb. in flight level mode, empty. In three point it is
closer to 120 lb. empty and a bit more with fuel. The relatively heavy tail means
it behaves more like GA tail draggers on the ground than most Kolbs. On grass
it is still easy to handle but a little more challenging on pavement.
>
> By way of comparison, it is less squirrelly than the PA-11 (90 hp Cub) that
I got my initial tail wheel training in, but a bit more likely to swap ends than
the RAN S6 tail dragger that I used to fly. It is not hard to handle but you
should have some REAL taildragger experience before going from a short leg Kolb
to an SS on pavement.
>
> In the air, it has wonderfully light controls and quick aileron response compared
to the big wing Kolbs. It does not float at all with the short (22') 110
sqft wings so when you cut power to idle it comes down right now which makes
for great pinpoint touchdown. Also on the plus side, compared to big wing Kolbs,
is that it has more energy for flare and less drag to kill that energy during
flare.
Ok, thanks Thom. And here I was thinking I did have "real" TW time in my FS II
;). But seriously, understood on the handling, I've heard on here on the list
that the SS is more like a traditional TW plane.
If my Kolb plans come together in a few years I'll likely be doing the more docile
FS II or FF, but was just curious about the SS.
Once I get the pickup paid off here in a few months I'll be a little closer to
being able to make a decision....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286535#286535
________________________________________________________________________________
| Subject: | Re: Crossed Fingers on purchase |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
herbgh(at)nctc.com wrote:
> Bob
>
> Just looked at the pics on Barnstormers... Does it come in at pt
> 103 wt? Herb
>
> I like the extra leg brace...good luck...
>
>
I spotted this one the other day too. it has a (mag end) electric start on it so
I doubt it makes weight if the basic FF is within 20lbs of 254.
But I don't know that figure - anyone know offhand what the typical empty weight
is on the FF in basic form intended for 103?
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286541#286541
________________________________________________________________________________
| Subject: | Re: Crossed Fingers on purchase |
| From: | Bob Kravis <bob.kravis(at)gmail.com> |
Hal, the owner says it's current weight is 280#. With the Part 103
allowance for a chute it needs to be 278#. So without the battery and
starter it should make legal weight.
bk
On Mon, Feb 15, 2010 at 11:07 AM, lucien wrote:
>
>
> herbgh(at)nctc.com wrote:
> > Bob
> >
> > Just looked at the pics on Barnstormers... Does it come in at pt
> > 103 wt? Herb
> >
> > I like the extra leg brace...good luck...
> >
> >
>
>
> I spotted this one the other day too. it has a (mag end) electric start on
> it so I doubt it makes weight if the basic FF is within 20lbs of 254.
>
> But I don't know that figure - anyone know offhand what the typical empty
> weight is on the FF in basic form intended for 103?
>
> --------
> LS
> Titan II SS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=286541#286541
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Crossed Fingers on purchase |
> With the pull start located overhead, the 447 is easy enough to pull
through that you could probably start it up in the seat without a lot of
trouble.....
>
> LS
Obviously you have not tried starting a 447 powered Kolb from the pilot's
seat.
It is very difficult to do with a warmed up engine. I always started my
Firestar from outside the aircraft. Everyone else I know did the same
thing.
With the pull start located over the right shoulder, it is located in the
most difficult position to pull start. If you think about it, it is push
start, not pull start from the seated position. I'm sure you already were
aware of this.
I was 47 years old when I built my Firestar and I had a hard time starting a
warm engine. I could not start it cold. I was in fair shape back then.
Kolb advertised the Fire Fly as a Part 103 ultralight. However, one would
have to be extremely careful, do without brakes, and more, to be truly 103
legal.
john hauck
mkIII
Woodville, Florida
________________________________________________________________________________
| Subject: | Re: Crossed Fingers on purchase |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
John Hauck wrote:
> > With the pull start located overhead, the 447 is easy enough to pull
> through that you could probably start it up in the seat without a lot of
> trouble.....
>
> >
> > LS
> >
> >
>
>
> Obviously you have not tried starting a 447 powered Kolb from the pilot's
> seat.
>
> It is very difficult to do with a warmed up engine. I always started my
> Firestar from outside the aircraft. Everyone else I know did the same
> thing.
>
> With the pull start located over the right shoulder, it is located in the
> most difficult position to pull start. If you think about it, it is push
> start, not pull start from the seated position. I'm sure you already were
> aware of this.
>
> I was 47 years old when I built my Firestar and I had a hard time starting a
> warm engine. I could not start it cold. I was in fair shape back then.
>
> Kolb advertised the Fire Fly as a Part 103 ultralight. However, one would
> have to be extremely careful, do without brakes, and more, to be truly 103
> legal.
>
> john hauck
> mkIII
> Woodville, Florida
Amen. My Hummer had the recoil starter cable routed down the main tube, around
a big pulley by the feet, and then the handle out in front, so that you could
pull it towards you. Maxair Drifters likewise. I did my J-6 the same way, the
pull starter was located with the handle at the base of the panel, and if the
532 was not being obstinate, you could start it from the pilot's seat without
regretting it the next day.
Rigging something like that in a Firefly (or any Kolb) will require some creative
mods around the front end of the cage...
Richard Pike
MKIII N420P (420ldpoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286550#286550
________________________________________________________________________________
| Subject: | Re: Crossed Fingers on purchase |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
I could not start my early FS w/ 447 from the seat when cold but could easily do
so when warm. I'm not strong and have bad shoulders. It probably depends somewhat
upon how the starter rope is routed and how easy your particular engine
is to turn over. Mine had a very light weight 2-blade PowerFin prop so the strength
required to overcome the inertia was minimized.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
An honest politician is one who, when he is bought, will stay bought.
- Simon Cameron
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286553#286553
________________________________________________________________________________
| Subject: | Re: Crossed Fingers on purchase |
| From: | Bob Kravis <bob.kravis(at)gmail.com> |
The owner just emailed me with a description of the LG mod on the plane. He
said,
"The extra tube is a modification recommended by my EAA tech councilor Mr.
Andrew
Johnson EAA CH. 492. There has always been some discussion about the
whipping action of KOLB gear when landing and he thought that the
addition of that part would help with that. I can say that having put
the same thing on my FIRESTAR II and having a whole bunch of landings
on it I am pretty impressed with his idea. He is a retired BOEING
engineer that worked on numerous BOEING airframe designs. I did bend 1
rt side gear leg on my FIRESTAR II by hitting an unseen hole in a field
but even then the support leg prevented the gear leg from folding back
and I was able to taxi back to the apron. The legs are mounted by MIG
welding 4130 steel tabs to the outside of the frame at a location that
will transfer any loads to the most tubes and on the axel support
bracket. They are readily removable if deemed unneeded. I spoke about
this to the KOLB people before doing it and of course they didn't think
it was necessary. Their approach to the issue was to always have
plenty of gear legs on hand for people that bend them. In retrospect,
having the same parts installed on my FIRESTAR II, I wish that they
would include something like this on their kits. It does do the job
for me very nicely and adds very little weight. The only un-removable
parts are the 4 small tabs welded to the frame and axel support
brackets. Those part might go a couple of ounces but I feel the gain is
worth the weight."
On Mon, Feb 15, 2010 at 12:05 PM, John Hauck wrote:
>
>
> > With the pull start located overhead, the 447 is easy enough to pull
> through that you could probably start it up in the seat without a lot of
> trouble.....
>
>>
>> LS
>>
>
>
> Obviously you have not tried starting a 447 powered Kolb from the pilot's
> seat.
>
> It is very difficult to do with a warmed up engine. I always started my
> Firestar from outside the aircraft. Everyone else I know did the same
> thing.
>
> With the pull start located over the right shoulder, it is located in the
> most difficult position to pull start. If you think about it, it is push
> start, not pull start from the seated position. I'm sure you already were
> aware of this.
>
> I was 47 years old when I built my Firestar and I had a hard time starting
> a warm engine. I could not start it cold. I was in fair shape back then.
>
> Kolb advertised the Fire Fly as a Part 103 ultralight. However, one would
> have to be extremely careful, do without brakes, and more, to be truly 103
> legal.
>
> john hauck
> mkIII
> Woodville, Florida
>
>
________________________________________________________________________________
| Subject: | Re: Crossed Fingers on purchase |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
>
> Obviously you have not tried starting a 447 powered Kolb from the pilot's
> seat.
>
>
I do, tho, have a lot of time pull-starting 447's overhead with with the starter
rope (on a different plane) - as Thom said, contributing factors on how easy/hard
it is are the prop used and how the handle is routed.
It's a lot harder regardless of engine with a heavier prop, the 3 blade IVO can
put you to task getting the works up to the required 300 rpm especially in the
seat pulling overhead. Also, if the rope is too far back or things are in the
way when you're pulling that won't help either.
My starter rope on my FS II for example was routed a little too far back to have
any hope of starting from the seat. Well, it was a 503 also which is pretty
stiff even with the clutch....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286560#286560
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
If one has altitude when the engine goes quiet, then the prop could
assist the pull start by putting the plane in a bit of a dive... Low
and slow...better fly the plane..:-) Herb
At 01:01 PM 2/15/2010, you wrote:
>
>
>John Hauck wrote:
> >
> > Obviously you have not tried starting a 447 powered Kolb from the pilot's
> > seat.
> >
> >
>
>
>I do, tho, have a lot of time pull-starting 447's overhead with with
>the starter rope (on a different plane) - as Thom said, contributing
>factors on how easy/hard it is are the prop used and how the handle is routed.
>
>It's a lot harder regardless of engine with a heavier prop, the 3
>blade IVO can put you to task getting the works up to the required
>300 rpm especially in the seat pulling overhead. Also, if the rope
>is too far back or things are in the way when you're pulling that
>won't help either.
>
>My starter rope on my FS II for example was routed a little too far
>back to have any hope of starting from the seat. Well, it was a 503
>also which is pretty stiff even with the clutch....
>
>LS
>
>--------
>LS
>Titan II SS
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=286560#286560
>
>
>Checked by AVG - www.avg.com
>02/15/10 07:35:00
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Crossed Fingers on purchase |
At 12:34 PM 2/15/2010, Bob Kravis wrote:
>The owner just emailed me with a description of the LG mod on the
>plane. He said,
>"The extra tube is a modification recommended by my EAA tech councilor...I
>spoke about
>this to the KOLB people before doing it and of course they didn't think
>it was necessary. Their approach to the issue was to always have
>plenty of gear legs on hand for people that bend them...
Without seeing the details of the installation I can't pass judgement, but
sometimes strengthening the gear legs isn't such a great idea. Often the
gear is the mechanical "fuse" in the system... the gear leg bends in a hard
landing, whereas a stronger gear leg transfers the force (and the damage)
to the much more expensive to repair fuselage.
-Dana
--
Place a half full glass of water before a pessimist, optimist and an
engineer:
The pessimist says the glass is half empty.
The optimist says the glass if half full.
The engineer says the glass is too large.
________________________________________________________________________________
| From: | Lanny Fetterman <donaho1(at)verizon.net> |
| Subject: | Keeping the Firefly part 103 legal |
When I was trying to decide if I should build a FSII or a Firefly, I
asked Dennis Soulder how difficult it was to keep the Firefly part
103 legal. His answer was "keep it stock and don`t put too much paint
on it if you want to stay below 254 lbs." When I heard it was that
easy to make the Firefly into a fat ultralight, I figured if I was
going to be illegal, I may as well build a FSII. I flew the FSII as a
fat ultralight until I got my Sport Pilot license. Lanny N598LF
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Crossed Fingers on purchase |
Do you have a url for the gear leg mod on your FF?
I have been on the road and missed that one.
john hauck
mkIII
hauck's holler, alabama
----- Original Message -----
From: Bob Kravis
To: kolb-list(at)matronics.com
Sent: Monday, February 15, 2010 11:34 AM
Subject: Re: Kolb-List: Re: Crossed Fingers on purchase
The owner just emailed me with a description of the LG mod on the
plane. He said,
"The extra tube is a modification recommended by my EAA tech councilor
Mr. Andrew
Johnson EAA CH. 492. There has always been some discussion about the
whipping action of KOLB gear when landing and he thought that the
addition of that part would help with that. I can say that having put
the same thing on my FIRESTAR II and having a whole bunch of landings
on it I am pretty impressed with his idea. He is a retired BOEING
engineer that worked on numerous BOEING airframe designs. I did bend
1
rt side gear leg on my FIRESTAR II by hitting an unseen hole in a
field
but even then the support leg prevented the gear leg from folding back
and I was able to taxi back to the apron. The legs are mounted by
MIG
welding 4130 steel tabs to the outside of the frame at a location that
will transfer any loads to the most tubes and on the axel support
bracket. They are readily removable if deemed unneeded. I spoke about
this to the KOLB people before doing it and of course they didn't
think
it was necessary. Their approach to the issue was to always have
plenty of gear legs on hand for people that bend them. In retrospect,
having the same parts installed on my FIRESTAR II, I wish that they
would include something like this on their kits. It does do the job
for me very nicely and adds very little weight. The only un-removable
parts are the 4 small tabs welded to the frame and axel support
brackets. Those part might go a couple of ounces but I feel the gain
is
worth the weight."
On Mon, Feb 15, 2010 at 12:05 PM, John Hauck
wrote:
> With the pull start located overhead, the 447 is easy enough to
pull through that you could probably start it up in the seat without a
lot of trouble.....
LS
Obviously you have not tried starting a 447 powered Kolb from the
pilot's seat.
It is very difficult to do with a warmed up engine. I always
started my Firestar from outside the aircraft. Everyone else I know did
the same thing.
With the pull start located over the right shoulder, it is located
in the most difficult position to pull start. If you think about it, it
is push start, not pull start from the seated position. I'm sure you
already were aware of this.
I was 47 years old when I built my Firestar and I had a hard time
starting a warm engine. I could not start it cold. I was in fair shape
back then.
Kolb advertised the Fire Fly as a Part 103 ultralight. However, one
would have to be extremely careful, do without brakes, and more, to be
truly 103 legal.
john hauck
mkIII
Woodville, Florida
==========
arget="_blank">http://www.matronics.com/Navigator?Kolb-List
==========
http://forums.matronics.com
==========
le, List Admin.
="_blank">http://www.matronics.com/contribution
==========
________________________________________________________________________________
| Subject: | In flight Adjustable Trim |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Has anyone on the list ever thought of designing something to adjust the
horizontal stabilizers like on a cub to trim a Kolb it just makes more se
nse to me because it would be a positive trim and not make more drag , the
spring system just doesn't work as great as it should for me the air temp
s change so much the springs are not consistent enough for me.
I rebuilt the elevators on my old firestar a few years ago and built a inf
light trim tab into one of the elevators with great results, but that wou
ld make more drag than a stabilizer trim system what are your opinions ?
The reason I ask, I am working on a electric project to do just this on a
Kolb Mk3 it might be a waste of my time but I have to try it anyway than
ks for your time and input.
Ellery Batchelder Jr.
Kolb Mk3C
N213, 582 Rotax
Garmin AERA
-----Original Message-----
From: Dana Hague <d-m-hague(at)comcast.net>
Sent: Mon, Feb 15, 2010 4:52 pm
Subject: Re: Kolb-List: Re: Crossed Fingers on purchase
At 12:34 PM 2/15/2010, Bob Kravis wrote:
The owner just emailed me with a description of the LG mod on the plane.
He said,
"The extra tube is a modification recommended by my EAA tech councilor...I
spoke about
this to the KOLB people before doing it and of course they didn't think
it was necessary. Their approach to the issue was to always have
plenty of gear legs on hand for people that bend them...
"The extra tube is a modification recommended by my EAA tech councilor...I
spoke about
this to the KOLB people before doing it and of course they didn't think
it was necessary. Their approach to the issue was to always have
plenty of gear legs on hand for people that bend them...
Without seeing the details of the installation I can't pass judgement, but
sometimes strengthening the gear legs isn't such a great idea. Often the
gear is the mechanical "fuse" in the system... the gear leg bends in a ha
rd landing, whereas a stronger gear leg transfers the force (and the damag
e) to the much more expensive to repair fuselage.
-Dana
--
Place a half full glass of water before a pessimist, optimist and an engi
neer:
The pessimist says the glass is half empty.
The optimist says the glass if half full.
The engineer says the glass is too large.
========================
===========
-= - The Kolb-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
-
-= --> http://www.matronics.com/Navigator?Kolb-List
-
-========================
========================
===========
-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
-
-========================
========================
===========
-= - List Contribution Web Site -
-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
========================
===========
________________________________________________________________________________
| Subject: | Re: Crossed Fingers on purchase |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
john This is the link to the firefly with Gear mod
http://www.barnstormers.com/listing_images.php?id=407976&ZOOM=b9e91f59
1b3a8e07d790803c287cbe4d
Ellery Batchelder Jr.
-----Original Message-----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Mon, Feb 15, 2010 8:41 pm
Subject: Re: Kolb-List: Re: Crossed Fingers on purchase
Do you have a url for the gear leg mod on your FF?
I have been on the road and missed that one.
john hauck
mkIII
hauck's holler, alabama
----- Original Message -----
From: Bob Kravis
Sent: Monday, February 15, 2010 11:34 AM
Subject: Re: Kolb-List: Re: Crossed Fingers on purchase
The owner just emailed me with a description of the LG mod on the plane.
He said,
"The extra tube is a modification recommended by my EAA tech councilor Mr.
Andrew
Johnson EAA CH. 492. There has always been some discussion about the
whipping action of KOLB gear when landing and he thought that the
addition of that part would help with that. I can say that having put
the same thing on my FIRESTAR II and having a whole bunch of landings
on it I am pretty impressed with his idea. He is a retired BOEING
engineer that worked on numerous BOEING airframe designs. I did bend 1
rt side gear leg on my FIRESTAR II by hitting an unseen hole in a field
but even then the support leg prevented the gear leg from folding back
and I was able to taxi back to the apron. The legs are mounted by MIG
welding 4130 steel tabs to the outside of the frame at a location that
will transfer any loads to the most tubes and on the axel support
bracket. They are readily removable if deemed unneeded. I spoke about
this to the KOLB people before doing it and of course they didn't think
it was necessary. Their approach to the issue was to always have
plenty of gear legs on hand for people that bend them. In retrospect,
having the same parts installed on my FIRESTAR II, I wish that they
would include something like this on their kits. It does do the job
for me very nicely and adds very little weight. The only un-removable
parts are the 4 small tabs welded to the frame and axel support
brackets. Those part might go a couple of ounces but I feel the gain is
worth the weight."
On Mon, Feb 15, 2010 at 12:05 PM, John Hauck wrote:
> With the pull start located overhead, the 447 is easy enough to pull thr
ough that you could probably start it up in the seat without a lot of trou
ble.....
LS
Obviously you have not tried starting a 447 powered Kolb from the pilot's
seat.
It is very difficult to do with a warmed up engine. I always started my
Firestar from outside the aircraft. Everyone else I know did the same th
ing.
With the pull start located over the right shoulder, it is located in the
most difficult position to pull start. If you think about it, it is push
start, not pull start from the seated position. I'm sure you already wer
e aware of this.
I was 47 years old when I built my Firestar and I had a hard time starting
a warm engine. I could not start it cold. I was in fair shape back then
.
Kolb advertised the Fire Fly as a Part 103 ultralight. However, one would
have to be extremely careful, do without brakes, and more, to be truly 10
3 legal.
john hauck
mkIII
Woodville, Florida
arget="_blank">http://www.matronics.com/Navigator?Kolb-List
http://forums.matronics.com
le, List Admin.
="_blank">http://www.matronics.com/contribution
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics
.com/Navigator?Kolb-List
ref="http://forums.matronics.com">http://forums.matronics.com
ref="http://www.matronics.com/contribution">http://www.matronics.com/c
========================
===========
-= - The Kolb-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
-
-= --> http://www.matronics.com/Navigator?Kolb-List
-
-========================
========================
===========
-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
-
-========================
========================
===========
-= - List Contribution Web Site -
-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
========================
===========
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Crossed Fingers on purchase |
I do, tho, have a lot of time pull-starting 447's overhead with with the
starter rope (on a different plane) - as Thom said, contributing factors on
how easy/hard it is are the prop used and how the handle is routed.
LS
Titan II SS
Lucien/Gang:
I don't doubt that one bit. However, we are talking about Kolb Aircraft on
the Kolb List.
My US could not be started unless you were standing beside it. The US would
do beautiful hammerhead stalls, but the engine would quit before I could get
the nose pointed back down hill. I'd have to shoot a dead stick landing,
get out, restart, get back in to take off and try it again. It was a quirk
of the Cuyuna. Did not idle with the nose stuck up in a vertical position.
When I got my FS flying, it would do beautiful hamerhead stalls, rotate 180
degrees and never complain. Just sit there and idle. Now I didn't need an
in air restart capability.
One of my dreams was to be able to soar the FS, do an in air restart, climb
back up and do it again. Second day I flew my newly built FS I climbed to
3,000 AGL, shut down the engine, glided to 1,500 feet, reached up, restarted
with a big smile on my face. That worked so good I climbed up to 6,000 feet
AGL, shut down and glided back to 1,500 feet. This time the engine had
chilled right down from 50 to 60 mph wind blowing through it. No way I
could restart, so I did my first engine out landing in my brand new FS, into
a big old hay field. I did have enough sense to do my experiementing over
this large hay field.
I had engine outs because I failed to turn on my aux tank at two hours
flight time with the same FS. On one occassion I got a restart and the
other one I ended up on a dirt road in the middle of a swamp somewhere
between Perry, FL, and Brandford, FL.
That was more than 20 years ago. I wouldn't think of even trying an in air
hand restart now.
Safest way to go is the electric starter. It can save your bacon if you
lose your engine at idle or any other time, especially two strokes, while on
short final. It is also much safer to start the engine while seated in the
aircraft than standing along side it. Lots of horror stories on aircraft
accidents, both UL, Experimental, and GA, from hand starts with no one in
the seat.
john hauck
MKIII
hauck's holler, alabama
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Crossed Fingers on purchase |
At 09:11 PM 2/15/2010, John Hauck wrote:
>My US could not be started unless you were standing beside it. The US would
>do beautiful hammerhead stalls, but the engine would quit before I could get
>the nose pointed back down hill. I'd have to shoot a dead stick landing,
>get out, restart, get back in to take off and try it again. It was a quirk
>of the Cuyuna...
How was the cord routed? Mine goes through a pulley mounted under the LH
universal joint, and I can start it while sitting in the seat, in flight or
on the ground.
-Dana
--
Why is it called tourist season if we can't shoot at them?
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Crossed Fingers on purchase |
The cord wasn't routed on the 1984 Ultrastar. It came directly out of
the recoil starter.
john hauck
mkIII
Titus, Alabama
How was the cord routed? Mine goes through a pulley mounted under
the LH universal joint, and I can start it while sitting in the seat, in
flight or on the ground.
-Dana
________________________________________________________________________________
| Subject: | Re: Crossed Fingers on purchase |
| From: | Bob Kravis <bob.kravis(at)gmail.com> |
john,
The leg is clearly visible in the pictures on the
Barnstormers<http://www.barnstormers.com>listing, you'll have to
search for "firefly" and you'll find Hal Mason's
blue FF.
bk
P.S. Wish me luck!
On Mon, Feb 15, 2010 at 8:41 PM, John Hauck wrote:
> Do you have a url for the gear leg mod on your FF?
>
> I have been on the road and missed that one.
>
> john hauck
> mkIII
> hauck's holler, alabama
>
>
> ----- Original Message -----
> *From:* Bob Kravis
> *To:* kolb-list(at)matronics.com
> *Sent:* Monday, February 15, 2010 11:34 AM
> *Subject:* Re: Kolb-List: Re: Crossed Fingers on purchase
>
> The owner just emailed me with a description of the LG mod on the plane.
> He said,
> "The extra tube is a modification recommended by my EAA tech councilor Mr.
> Andrew
> Johnson EAA CH. 492. There has always been some discussion about the
> whipping action of KOLB gear when landing and he thought that the
> addition of that part would help with that. I can say that having put
> the same thing on my FIRESTAR II and having a whole bunch of landings
> on it I am pretty impressed with his idea. He is a retired BOEING
> engineer that worked on numerous BOEING airframe designs. I did bend 1
> rt side gear leg on my FIRESTAR II by hitting an unseen hole in a field
> but even then the support leg prevented the gear leg from folding back
> and I was able to taxi back to the apron. The legs are mounted by MIG
> welding 4130 steel tabs to the outside of the frame at a location that
> will transfer any loads to the most tubes and on the axel support
> bracket. They are readily removable if deemed unneeded. I spoke about
> this to the KOLB people before doing it and of course they didn't think
> it was necessary. Their approach to the issue was to always have
> plenty of gear legs on hand for people that bend them. In retrospect,
> having the same parts installed on my FIRESTAR II, I wish that they
> would include something like this on their kits. It does do the job
> for me very nicely and adds very little weight. The only un-removable
> parts are the 4 small tabs welded to the frame and axel support
> brackets. Those part might go a couple of ounces but I feel the gain is
> worth the weight."
>
> On Mon, Feb 15, 2010 at 12:05 PM, John Hauck wrote:
>
>>
>>
>> > With the pull start located overhead, the 447 is easy enough to pull
>> through that you could probably start it up in the seat without a lot of
>> trouble.....
>>
>>>
>>> LS
>>>
>>
>>
>> Obviously you have not tried starting a 447 powered Kolb from the pilot's
>> seat.
>>
>> It is very difficult to do with a warmed up engine. I always started my
>> Firestar from outside the aircraft. Everyone else I know did the same
>> thing.
>>
>> With the pull start located over the right shoulder, it is located in the
>> most difficult position to pull start. If you think about it, it is push
>> start, not pull start from the seated position. I'm sure you already were
>> aware of this.
>>
>> I was 47 years old when I built my Firestar and I had a hard time starting
>> a warm engine. I could not start it cold. I was in fair shape back then.
>>
>> Kolb advertised the Fire Fly as a Part 103 ultralight. However, one would
>> have to be extremely careful, do without brakes, and more, to be truly 103
>> legal.
>>
>> john hauck
>> mkIII
>> Woodville, Florida
>>
>> ==========
>> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
> *
>
> 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: Keeping the Firefly part 103 legal |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
donaho1(at)verizon.net wrote:
> When I was trying to decide if I should build a FSII or a Firefly, I
> asked Dennis Soulder how difficult it was to keep the Firefly part
> 103 legal. His answer was "keep it stock and don`t put too much paint
> on it if you want to stay below 254 lbs." When I heard it was that
> easy to make the Firefly into a fat ultralight, I figured if I was
> going to be illegal, I may as well build a FSII. I flew the FSII as a
> fat ultralight until I got my Sport Pilot license. Lanny N598LF
For what it's worth, this is typically the case with most aircraft actually designed
to meet part 103. It's pretty tough to make a safe, durable design that
also actually makes weight....
If I do decide to build, I'm leaning towards another FS II anyway thinking it all
over. I still have my PF prop and my old C box + clutch that I could use on
a 503 equipped FS II. That's about a $3000 headstart that would take a big chunk
out of the difference between it and a FF.
Since I'd really have to go EAB anyway to stay legal overall, I'm kind of thinking
the way you're thinking ;)
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286641#286641
________________________________________________________________________________
| Subject: | Re: In flight Adjustable Trim |
| From: | "planecrazzzy" <planecrazzzy(at)yahoo.com> |
Wittman had a simple trim system that works...
Here's some pictures of mine... I can give you more details if you need them.
.
.
Gotta Fly...
Mike & "Jaz"
Building Wittman "Buttercup" w/Lycoming 0-235
--------
.
.
.
.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286644#286644
Attachments:
http://forums.matronics.com//files/hpim1057_472.jpg
http://forums.matronics.com//files/hpim1056_445.jpg
http://forums.matronics.com//files/hpim1055_751.jpg
________________________________________________________________________________
| Subject: | Re: Crossed Fingers on purchase |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Dana wrote:
>
> Without seeing the details of the installation I can't pass judgement, but sometimes
strengthening the gear legs isn't such a great idea. Often the gear
is the mechanical "fuse" in the system... the gear leg bends in a hard landing,
whereas a stronger gear leg transfers the force (and the damage) to the much
more expensive to repair fuselage.
>
> -Dana
>
JMO, but I'd go along with Dana on this too. You'd be surprised at how much R&D
actually goes into landing gear on most planes. the only time you really want
to modify the gear is if it's just slap too weak to start with or if the typical
failure mode is dangerous and/or really expensive (i.e. leg snaps off before
bending, etc).
Lovely thing about the Kolb LG is the legs take the beating before the rest of
the airframe bending long before they break, as told to me by folks who've er,
tested the LG to that failure mode ;).
Adding strength can alter both the "fuse" aspect and the failure mode into something
more expensive or dangerous....
If it were me buying this particular FF, I'd look at how reversible the mod is
so I could feel free to take it off if I wanted to....
JME and O,
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286650#286650
________________________________________________________________________________
| Subject: | Yamaha 4 stroke on Kolb |
| From: | "albertakolbmk3" <cheriebraun(at)xplornet.com> |
Has the fellow that was doing the yamaha 4 stroke in his Kolb MKIII made any progress?
I'm very curious as to how he made out? I sees some guys are starting
to use them in Gyro's.
--------
Tony B.
Kolb MKIII C
Rotax 582
C Gearbox 3.00:1
WD 66" 3 Blade Prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286656#286656
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Crossed Fingers on purchase |
At 12:04 AM 2/16/2010, John Hauck wrote:
>The cord wasn't routed on the 1984 Ultrastar. It came directly out of the
>recoil starter.
Ah, a previous owner must have added the extra pulley then. It works quite
well, though.
-Dana
--
A rolling stone .... kills worms
________________________________________________________________________________
| Subject: | Re: Keeping the Firefly part 103 legal |
| From: | "Ralph B" <ul15(at)juno.com> |
Even this old Firestar is over 300 lbs.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
23 years flying it
Kolbra 912UL
N20386
2 years flying it
120 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286669#286669
Attachments:
http://forums.matronics.com//files/firestar_740.jpg
________________________________________________________________________________
| Subject: | Re: In flight Adjustable Trim |
| From: | "Eugene Zimmerman" <etzimm(at)gmail.com> |
Ellery,
My experience at pitch trimming the kolb plane using adjustable horizontal stabilizers
has been totally unsatisfactory. I believe the reason for this is because
of the specific triangular shape of stab which reduces the surface area of
the stab to near zero at outer the point of the stab.
On my plane I needed more nose up trim, so I tried lowering the leading edge of
the stab. The result was totally unsatisfactory. It merely made the elevator
have a natural downward deflection to remain aligned with the air flow as it
passed over the stab. It actually now required even more back stick pressure
to keep the nose up and it was less efficient because the stab and the elevator
were now misaligned with a combined camber that is opposite what is necessary
for the downward direction of the force on the tail to raise the nose.
I attached an in-flight picture where you can see this opposite camber of the stab
& elevator necessary to produce downward force of the tail.
Against all intuition I then raised the leading edge of the horizontal stab to
align with the natural inflight position of elevator and much to my amazement
it improved the trim greatly.
I did eventually add an in-flight adjustable tab to the elevator which is much
more effective and efficient at aerodynamically changing pitch trim, though I'm
not saying it is better than adjustable spring tension to the mechanical linkage
of the stock kolb elevator.
My conclusion is that trying to use adjustable stab incidence for pitch control
on a Kolb is ineffective and a wast of time and effort.
Merely sharing my experience.
Gene Z
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286693#286693
Attachments:
http://forums.matronics.com//files/img_0115_204.jpg
________________________________________________________________________________
| From: | Eugene Zimmerman <etzimm(at)gmail.com> |
| Subject: | Re: In flight Adjustable Trim |
Ellery,
My experience at pitch trimming the kolb plane using the horizontal
stabilizers has been totally unsatisfactory. I believe the reason for
this is because of the specific triangular shape of stab which
reduces the surface area of the stab to near zero at outer the point
of the stab.
On my plane I needed more nose up trim, so I tried lowering the
leading edge of the stab. The result was totally unsatisfactory. It
merely made the elevator have a natural downward deflection to
remain aligned with the air flow as it passed over the stab. It
actually now required as much or even more back stick pressure to
keep the nose up and it was less efficient because the stab and the
elevator were now misaligned with an opposite camber for the necessary
direction control force to raise the nose.
I attached an in-flight picture where this opposite camber of the stab
& elevator to produce downward force of the tail can be seen.
Against all intuition I then raised the leading edge of the
horizontal stab to align with the natural inflight position elevator
and much to my amazement it improved the trim greatly.
I did eventually add an in-flight adjustable tab to the elevator which
is much more effective and efficient at aerodynamically changing pitch
trim, though I'm not saying it is better than adjustable spring
tension to the mechanical linkage of the stock kolb elevator.
Merely sharing my experience.
Gene Z
On Feb 15, 2010, at 8:51 PM, Ellery Batchelder Jr wrote:
> Has anyone on the list ever thought of designing something to adjust
> the horizontal stabilizers like on a cub to trim a Kolb it just
> makes more sense to me because it would be a positive trim and not
> make more drag , the spring system just doesn't work as great as it
> should for me the air temps change so much the springs are not
> consistent enough for me.
> I rebuilt the elevators on my old firestar a few years ago and built
> a inflight trim tab into one of the elevators with great results,
> but that would make more drag than a stabilizer trim system what are
> your opinions ?
>
> The reason I ask, I am working on a electric project to do just this
> on a Kolb Mk3 it might be a waste of my time but I have to try it
> anyway thanks for your time and input.
>
> Ellery Batchelder Jr.
>
> Kolb Mk3C
> N213, 582 Rotax
> Garmin AERA
________________________________________________________________________________
| Subject: | Re: In flight Adjustable Trim |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Eugene
thanks for your input that's the kind of info I was looking for, someone
that has tried it.
I had my old firestar able to fly hands off long distance with a trim tab
in the elevator I want to make my Mk3 fly as well ,if I let go of the sti
ck it wants to take a dive the way it is now and I don't like it that way
i am just trying to figure out the best way to correct it.
Ellery Batchelder Jr.
-----Original Message-----
From: Eugene Zimmerman <etzimm(at)gmail.com>
Sent: Tue, Feb 16, 2010 4:56 pm
Subject: Kolb-List: Re: In flight Adjustable Trim
Ellery,
My experience at pitch trimming the kolb plane using adjustable horizontal
tabilizers has been totally unsatisfactory. I believe the reason for this
is
ecause of the specific triangular shape of stab which reduces the surface
area
f the stab to near zero at outer the point of the stab.
On my plane I needed more nose up trim, so I tried lowering the leading
edge of
he stab. The result was totally unsatisfactory. It merely made the elevato
r
ave a natural downward deflection to remain aligned with the air flow as
it
assed over the stab. It actually now required even more back stick pressu
re to
eep the nose up and it was less efficient because the stab and the elevat
or
ere now misaligned with a combined camber that is opposite what is necess
ary
or the downward direction of the force on the tail to raise the nose.
I attached an in-flight picture where you can see this opposite camber of
the
tab & elevator necessary to produce downward force of the tail.
Against all intuition I then raised the leading edge of the horizontal st
ab to
lign with the natural inflight position of elevator and much to my amazeme
nt it
mproved the trim greatly.
I did eventually add an in-flight adjustable tab to the elevator which is
much
ore effective and efficient at aerodynamically changing pitch trim, though
I'm
ot saying it is better than adjustable spring tension to the mechanical
inkage of the stock kolb elevator.
My conclusion is that trying to use adjustable stab incidence for pitch co
ntrol
n a Kolb is ineffective and a wast of time and effort.
Merely sharing my experience.
Gene Z
ead this topic online here:
http://forums.matronics.com/viewtopic.php?p=286693#286693
ttachments:
http://forums.matronics.com//files/img_0115_204.jpg
-========================
========================
===========
-= - The Kolb-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
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-
-========================
========================
===========
-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
-
-========================
========================
===========
-= - List Contribution Web Site -
-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
========================
===========
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: In flight Adjustable Trim |
I added prebent aluminum tabs to my UltraStar to trim for a slow cruise,
then a bungee system to add more down elevator for normal cruise, and to
compensate as fuel burns:
http://img.photobucket.com/albums/v486/flyparafan/Kolb/elevator_trim.jpg
When I move the fuel tanks from in front of to behind the seat I'm hoping I
can back off on one or both of the tabs, but I'll keep the bungee
arrangement for inflight adjustment.
-Dana
--
The citizens of the United States are getting the government they
deserve. The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| Subject: | Re: In flight Adjustable Trim |
| From: | zeprep251(at)AOL.COM |
Gene,
Using your picture as a guide,it appears that reflexing the ailerons might
be helpful in reducing that forward pitch tendency.
G.Aman
-----Original Message-----
From: Eugene Zimmerman <etzimm(at)gmail.com>
Sent: Tue, Feb 16, 2010 1:45 pm
Subject: Re: Kolb-List: In flight Adjustable Trim
Ellery,
My experience at pitch trimming the kolb plane using the horizontal stabil
izers has been totally unsatisfactory. I believe the reason for this is be
cause of the specific triangular shape of stab which reduces the surface
area of the stab to near zero at outer the point of the stab.
On my plane I needed more nose up trim, so I tried lowering the leading
edge of the stab. The result was totally unsatisfactory. It merely made
the elevator have a natural downward deflection to remain aligned with
the air flow as it passed over the stab. It actually now required as much
or even more back stick pressure to keep the nose up and it was less eff
icient because the stab and the elevator were now misaligned with an oppo
site camber for the necessary direction control force to raise the nose.
I attached an in-flight picture where this opposite camber of the stab &
elevator to produce downward force of the tail can be seen.
Against all intuition I then raised the leading edge of the horizontal st
ab to align with the natural inflight position elevator and much to my ama
zement it improved the trim greatly.
I did eventually add an in-flight adjustable tab to the elevator which is
much more effective and efficient at aerodynamically changing pitch trim,
though I'm not saying it is better than adjustable spring tension to the
mechanical linkage of the stock kolb elevator.
Merely sharing my experience.
Gene Z
On Feb 15, 2010, at 8:51 PM, Ellery Batchelder Jr wrote:
Has anyone on the list ever thought of designing something to adjust the
horizontal stabilizers like on a cub to trim a Kolb it just makes more se
nse to me because it would be a positive trim and not make more drag , the
spring system just doesn't work as great as it should for me the air temp
s change so much the springs are not consistent enough for me.
I rebuilt the elevators on my old firestar a few years ago and built a inf
light trim tab into one of the elevators with great results, but that wou
ld make more drag than a stabilizer trim system what are your opinions ?
The reason I ask, I am working on a electric project to do just this on a
Kolb Mk3 it might be a waste of my time but I have to try it anyway than
ks for your time and input.
Ellery Batchelder Jr.
Kolb Mk3C
N213, 582 Rotax
Garmin AERA
________________________________________________________________________________
| Subject: | Re: In flight Adjustable Trim |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Nice looking ultrastar you have there but theres quite a difference from
that to a MK3 I just want a more sufisticated way of triming my plane th
an a bungie
Ellery Batchelder Jr.
-----Original Message-----
From: Dana Hague <d-m-hague(at)comcast.net>
Sent: Wed, Feb 17, 2010 7:01 am
Subject: Re: Kolb-List: In flight Adjustable Trim
I added prebent aluminum tabs to my UltraStar to trim for a slow cruise,
then a bungee system to add more down elevator for normal cruise, and to
compensate as fuel burns:
http://img.photobucket.com/albums/v486/flyparafan/Kolb/elevator_trim.jpg
When I move the fuel tanks from in front of to behind the seat I'm hoping
I can back off on one or both of the tabs, but I'll keep the bungee arran
gement for inflight adjustment.
-Dana
--
The citizens of the United States are getting the government they deserve
. The problem is that I'm also getting the government they deserve.
========================
===========
-= - The Kolb-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
-
-= --> http://www.matronics.com/Navigator?Kolb-List
-
-========================
========================
===========
-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
-
-========================
========================
===========
-= - List Contribution Web Site -
-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
========================
===========
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: In flight Adjustable Trim |
Ellery B/Gang:
I fabricated a trim wheel for forced pitch trim. Mounted it just
forward the throttle handle.
Most mkIII's need nose up trim only.
Only time my mkIII needs nose up trim is under cruise power. Lower
power settings, the aircraft is about neutral with a 12 lb Maule Tundra
Tailwheel and my main gear modification which moved the main gear
forward about 8 inches.
I use Kolb Company recommended pair of heavy springs on the up side and
a very light spring on the down side, with 1/16" aircraft cable from
springs to trim wheel/pulley.
I guess it still works. Have flown about 5 hours since I returned from
Homer's funeral 19 July 2009.
Al Gump has screwed up our global warming in Alabama. Hanging at 32F.
john hauck
mkIII
Titus, Alabama
Nice looking ultrastar you have there but theres quite a difference
from that to a MK3 I just want a more sufisticated way of triming my
plane than a bungie
Ellery Batchelder Jr.
________________________________________________________________________________
| Subject: | Re: In flight Adjustable Trim |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Ellery, Check the aileron and flap rigging, the only have to be down a
fraction of a degree to get that effect. Set the trim in the middle, fly,
then adjust rigging to get neutral trim. Worked for me.
Rick Girard
On Tue, Feb 16, 2010 at 5:15 PM, Ellery Batchelder Jr wrote:
> Eugene
> thanks for your input that's the kind of info I was looking for, someone
> that has tried it.
> I had my old firestar able to fly hands off long distance with a trim tab
> in the elevator I want to make my Mk3 fly as well ,if I let go of the stick
> it wants to take a dive the way it is now and I don't like it that way i
> am just trying to figure out the best way to correct it.
> *Ellery Batchelder Jr.*
>
>
> -----Original Message-----
> From: Eugene Zimmerman <etzimm(at)gmail.com>
> To: kolb-list(at)matronics.com
> Sent: Tue, Feb 16, 2010 4:56 pm
> Subject: Kolb-List: Re: In flight Adjustable Trim
>
>
> Ellery,
>
> My experience at pitch trimming the kolb plane using adjustable horizontal
> stabilizers has been totally unsatisfactory. I believe the reason for this is
> because of the specific triangular shape of stab which reduces the surface area
> of the stab to near zero at outer the point of the stab.
>
> On my plane I needed more nose up trim, so I tried lowering the leading edge
of
> the stab. The result was totally unsatisfactory. It merely made the elevator
> have a natural downward deflection to remain aligned with the air flow as it
> passed over the stab. It actually now required even more back stick pressure
to
> keep the nose up and it was less efficient because the stab and the elevator
> were now misaligned with a combined camber that is opposite what is necessary
> for the downward direction of the force on the tail to raise the nose.
>
> I attached an in-flight picture where you can see this opposite camber of the
> stab & elevator necessary to produce downward force of the tail.
>
> Against all intuition I then raised the leading edge of the horizontal stab
to
> align with the natural inflight position of elevator and much to my amazement
it
> improved the trim greatly.
>
> I did eventually add an in-flight adjustable tab to the elevator which is much
> more effective and efficient at aerodynamically changing pitch trim, though I'm
> not saying it is better than adjustable spring tension to the mechanical
> linkage of the stock kolb elevator.
>
> My conclusion is that trying to use adjustable stab incidence for pitch control
> on a Kolb is ineffective and a wast of time and effort.
>
> Merely sharing my experience.
>
> Gene Z
>
>
> Read this topic online here:
> http://forums.matronics.com/viewtopic.php?p=286693#286693
>
>
> Attachments:
> http://forums.matronics.com//files/img_0115_204.jpg
>
>
> ===================================
> rget=_blank>http://www.matronics.com/Navigator?Kolb-List
> ===================================
> tp://forums.matronics.com
> ===================================
> _blank>http://www.matronics.com/contribution
> ===================================
>
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | Sky Biker Richarson <smlplanet(at)msn.com> |
| Subject: | Re: In flight Adjustable Trim |
I had the same problem=2C flying solo I was fine hands off but duel I had t
o hold forward pressure on the stick and made landings tricky. I bought and
adjustment from Kolb ( to expensive plus needs more position holes ) but d
id the trick so long as you remember to change the pin location. I have an
elect. trim that I getting ready to install to be able to adjust for the ex
tra weight of the larger fuel tank i'm installing. I am using a boat trim i
ndicator so that I can always see where it is and adjust in flight as neede
d.
Date: Wed=2C 17 Feb 2010 07:02:47 -0800
Subject: Re: Kolb-List: Re: In flight Adjustable Trim
From: aslsa.rng(at)gmail.com
Ellery=2C Check the aileron and flap rigging=2C the only have to be down a
fraction of a degree to get that effect. Set the trim in the middle=2C fly
=2C then adjust rigging to get neutral trim. Worked for me.
Rick Girard
On Tue=2C Feb 16=2C 2010 at 5:15 PM=2C Ellery Batchelder Jr wrote:
Eugene
thanks for your input that's the kind of info I was looking for=2C someone
that has tried it.
I had my old firestar able to fly hands off long distance with a trim tab i
n the elevator I want to make my Mk3 fly as well =2Cif I let go of the stic
k it wants to take a dive the way it is now and I don't like it that way i
am just trying to figure out the best way to correct it.
Ellery Batchelder Jr.
-----Original Message-----
From: Eugene Zimmerman <etzimm(at)gmail.com>
Sent: Tue=2C Feb 16=2C 2010 4:56 pm
Subject: Kolb-List: Re: In flight Adjustable Trim
Ellery=2C
My experience at pitch trimming the kolb plane using adjustable horizontal
stabilizers has been totally unsatisfactory. I believe the reason for this
is
because of the specific triangular shape of stab which reduces the surface
area
of the stab to near zero at outer the point of the stab.
On my plane I needed more nose up trim=2C so I tried lowering the leading
edge of
the stab. The result was totally unsatisfactory. It merely made the elevato
r
have a natural downward deflection to remain aligned with the air flow as
it
passed over the stab. It actually now required even more back stick pressu
re to
keep the nose up and it was less efficient because the stab and the elevat
or
were now misaligned with a combined camber that is opposite what is necess
ary
for the downward direction of the force on the tail to raise the nose.
I attached an in-flight picture where you can see this opposite camber of t
he
stab & elevator necessary to produce downward force of the tail.
Against all intuition I then raised the leading edge of the horizontal sta
b to
align with the natural inflight position of elevator and much to my amazeme
nt it
improved the trim greatly.
I did eventually add an in-flight adjustable tab to the elevator which is m
uch
more effective and efficient at aerodynamically changing pitch trim=2C thou
gh I'm
not saying it is better than adjustable spring tension to the mechanical
linkage of the stock kolb elevator.
My conclusion is that trying to use adjustable stab incidence for pitch con
trol
on a Kolb is ineffective and a wast of time and effort.
Merely sharing my experience.
Gene Z
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286693#286693
Attachments:
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tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: In flight Adjustable Trim |
| From: | "Eugene Zimmerman" <etzimm(at)gmail.com> |
Kolb pilot friends,
Yes, pitch trim may be adjusted via aileron rigging ,,,, but normally not while
in-flight. This means the airplane is ideally trimmed for only one specific
airspeed, power setting, and payload.
Change any one of these conditions and the airplane becomes out of trim again.
Hence the convenience of having adjustable in-flight pitch trim.
Gene Z
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286806#286806
________________________________________________________________________________
| Subject: | Re: Yamaha 4 stroke on Kolb |
Hello Tony,
I am the fellow with the Yamaha on my MKIII. Last summer I put about 40 hours
on it and am happy with the way it ran. Right now my airplane is in the shop
getting its new steel landing gear (upgrade not accident). I should get the legs
back from the heat treater on Friday. Last summer I was just feeling the
engine out and never ventured further than 100 miles from home. This summer I
hope to expand my horizons and actually get some regional traveling done. Gyroplanes
is where this engine conversion started. I think my engine and another
2 place Dominator were the first to get conversions from a guy in Colorado
who manufactured the first one. The Dominator now has about 60 hours. The guy
in Colorado is now in full production of this conversion and I believe that
there will be 5 or so more gyroplanes flying this summer with Yamahas. I will
keep you all updated on the results of my 2nd season of flying the Yamaha.
Jason
MKIII Yamaha powered
Portland, OR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286809#286809
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: In flight Adjustable Trim |
Hence the convenience of having adjustable in-flight pitch trim.
Gene Z
Gene Z/Gang:
I lucked out with my Firestar. I needed a little help trimming in pitch,
roll, and yaw. Did not know what the results would be when I fabricated
fixed trim tabs from .015" 6061 aluminum sheet for the right aileron, left
elevator, and rudder. The thin sheet metal was easy to tweak to get the FS
dialed in and trimmed up. The result was, in fact, mind boggling. My FS
was always trimmed, not matter how it was loaded (I was doing a lot of long
multi-day cross country flights with camping gear, clothes, etc., plus 18
gal fuel, another 108 lbs) or what speed I flew. It would hold a nice steep
Kolb climb hands off on takeoff, zero stick pressure during cruise and other
areas of flight. Undoubtedly, the thin sheet metal would flex enough to
compensate for airspeed.
Wish I could get Miss P'fer (P fer plane) my mkIII to trim out like that.
;-)
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Yamaha 4 stroke on Kolb |
The guy in Colorado is now in full production of this conversion and I
believe that there will be 5 or so more gyroplanes flying this summer with
Yamahas. I will keep you all updated on the results of my 2nd season of
flying the Yamaha.
Jason
MKIII Yamaha powered
Jason O/Gang:
Does this guy have a web page?
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Sky Biker Richarson <smlplanet(at)msn.com> |
| Subject: | Re: In flight Adjustable Trim |
I agree but like some of the plane spraying and in my case XC the trim will
change as fuel is used.
Now I have to land and change the adjustment to fly hands off ( with out ap
pling pressure to the stick) I like having my hands free when I have to (
drink coffee or use the camera and video)
I like flying low over the Gulf of Mexico looking at the schools of fish
=2C shark=2C rays and any thing of interest.
> Subject: Kolb-List: Re: In flight Adjustable Trim
> From: etzimm(at)gmail.com
> Date: Wed=2C 17 Feb 2010 08:28:36 -0800
> To: kolb-list(at)matronics.com
>
>
> Kolb pilot friends=2C
>
> Yes=2C pitch trim may be adjusted via aileron rigging =2C=2C=2C=2C but no
rmally not while in-flight. This means the airplane is ideally trimmed
for only one specific airspeed=2C power setting=2C and payload.
> Change any one of these conditions and the airplane becomes out of trim a
gain.
> Hence the convenience of having adjustable in-flight pitch trim.
>
> Gene Z
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=286806#286806
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
________________________________________________________________________________
| Subject: | Re: Yamaha 4 stroke on Kolb |
| From: | "Eugene Zimmerman" <etzimm(at)gmail.com> |
Jason,
I have also fabricated steel landing gear legs, but I am having no luck finding
a place in my area to have them heat treated. Each place I checked with locally
said 36 inches is longer than they can do.
Does anyone know a good place where I can have 36" gear legs heat treated?
Thanks,
Gene Z
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286817#286817
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Yamaha 4 stroke on Kolb |
Does anyone know a good place where I can have 36" gear legs heat treated?
Thanks,
Gene Z
Gene Z/Gang:
Do google search for "metal heat treating".
May have to UPS the legs to the plant. That is what I have done in the
past.
My normal plant was an hour up the road, but they shut down. Haven't needed
any heat treating for a good while now, knock on wood.
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Crossed Fingers on purchase |
Hey Bob K,
As a prior FireFly owner it is a fine airplane. Be leery of these
guys pushing you to start making all sorts of changes. The gear is
solid enough for you, belive me I've tested it. Ours was heavy and
so were the two guys that flew it. It had the 20+# VLS parachute,
(heavy) expansion brakes, old Kolb style larger diameter wheel barrow
wheels and Shin "thin" skin tires, and the front enclosure. It
wasn't a bad little airplane.
As for the gear - its just fine, no more braces, you want legs to
bend not, not the cage, if it does bend, that it bends at the right
point making an easier repair, you change things then what? As for
the engine a 447, its a great little engine and a proven engine. We
didn't have an electric starter - that becomes a safety/weigh
issue. Its may safer with the starter, (issue possibility of the
plane getting away from you v/s the prop striking possible standers
with electric), but the pull starter wasn't a problem starting out
side and getting in.
We had expansion brakes and larger 6" dia old Kolb style wheel barrow
wheels which we put in a better grade of bearings which eliminated
the brakes grabbing due to the sloppily cheap bearings that came in
the wheels from Kolb. (I watched the demonstrator at Oshkosh with
the small 5" wheels, it really worked the gear, you could see the
gear flexing like a needle on a phonograph record, didn't like that.)
The only change I thought about was Jack Harts thing about reducing
the cord of the ailerons, but we never done it. Too uncertain what
it would really do. The new owner changed out the tires from the
400x6 Chins to the wider 600x6 and stated it improved the ground
handling tremendously. Odd part is neither of us (prior tail wheel
pilots) had or thought there was any problem there, but if it
improved it, that's good. It's a nice little bird, hope you enjoy it.
jerryb
At 08:33 AM 2/15/2010, you wrote:
>Hal, the owner says it's current weight is 280#. With the Part 103
>allowance for a chute it needs to be 278#. So without the battery
>and starter it should make legal weight.
>bk
>
>On Mon, Feb 15, 2010 at 11:07 AM, lucien
><lstavenhagen(at)hotmail.com> wrote:
><lstavenhagen(at)hotmail.com>
>
>
>herbgh(at)<http://nctc.com>nctc.com wrote:
> > Bob
> >
> > Just looked at the pics on Barnstormers... Does it come in at pt
> > 103 wt? Herb
> >
> > I like the extra leg brace...good luck...
> >
> >
>
>
>I spotted this one the other day too. it has a (mag end) electric
>start on it so I doubt it makes weight if the basic FF is within 20lbs of 254.
>
>But I don't know that figure - anyone know offhand what the typical
>empty weight is on the FF in basic form intended for 103?
>
>--------
>LS
>Titan II SS
>
>
>Read this topic online here:
>
><http://forums.matronics.com/viewtopic.php?p=286541#286541>http://forums.matronics.com/viewtopic.php?p=286541#286541
>
>
>==========
>arget="_blank">http://www.matronics.com/Navigator?Kolb-List
>==========
>http://forums.matronics.com
>==========
>le, List Admin.
>="_blank">http://www.matronics.com/contribution
>==========
>
>
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: Crossed Fingers on purchase |
All
The modification to the gear legs has nothing to do with
strength..The braces are to keep the legs from springing back and
forth not in and out...Herb
At 11:50 AM 2/17/2010, you wrote:
>Hey Bob K,
>As a prior FireFly owner it is a fine airplane. Be leery of these
>guys pushing you to start making all sorts of changes. The gear is
>solid enough for you, belive me I've tested it. Ours was heavy and
>so were the two guys that flew it. It had the 20+# VLS parachute,
>(heavy) expansion brakes, old Kolb style larger diameter wheel
>barrow wheels and Shin "thin" skin tires, and the front
>enclosure. It wasn't a bad little airplane.
>
>As for the gear - its just fine, no more braces, you want legs to
>bend not, not the cage, if it does bend, that it bends at the right
>point making an easier repair, you change things then what? As for
>the engine a 447, its a great little engine and a proven engine. We
>didn't have an electric starter - that becomes a safety/weigh
>issue. Its may safer with the starter, (issue possibility of the
>plane getting away from you v/s the prop striking possible standers
>with electric), but the pull starter wasn't a problem starting out
>side and getting in.
>
>We had expansion brakes and larger 6" dia old Kolb style wheel
>barrow wheels which we put in a better grade of bearings which
>eliminated the brakes grabbing due to the sloppily cheap bearings
>that came in the wheels from Kolb. (I watched the demonstrator at
>Oshkosh with the small 5" wheels, it really worked the gear, you
>could see the gear flexing like a needle on a phonograph record,
>didn't like that.) The only change I thought about was Jack Harts
>thing about reducing the cord of the ailerons, but we never done
>it. Too uncertain what it would really do. The new owner changed
>out the tires from the 400x6 Chins to the wider 600x6 and stated it
>improved the ground handling tremendously. Odd part is neither of
>us (prior tail wheel pilots) had or thought there was any problem
>there, but if it improved it, that's good. It's a nice little bird,
>hope you enjoy it.
>jerryb
>
>
>At 08:33 AM 2/15/2010, you wrote:
>>Hal, the owner says it's current weight is 280#. With the Part 103
>>allowance for a chute it needs to be 278#. So without the battery
>>and starter it should make legal weight.
>>bk
>>
>>On Mon, Feb 15, 2010 at 11:07 AM, lucien
>><lstavenhagen(at)hotmail.com > wrote:
>><lstavenhagen(at)hotmail.com >
>>
>>herbgh(at)<http://nctc.com>nctc.com wrote:
>> > Bob
>> >
>> > Just looked at the pics on Barnstormers... Does it come in at pt
>> > 103 wt? Herb
>> >
>> > I like the extra leg brace...good luck...
>> >
>> >
>>
>>I spotted this one the other day too. it has a (mag end) electric
>>start on it so I doubt it makes weight if the basic FF is within 20lbs of 254.
>>But I don't know that figure - anyone know offhand what the typical
>>empty weight is on the FF in basic form intended for 103?
>>--------
>>LS
>>Titan II SS
>>
>>
>>
>>Read this topic online here:
>>
>><http://forums.matronics.com/viewtopic.php?p=286541#286541>http://forums.matronics.com/viewtopic.php?p=286541#286541
>>
>>
>>
>>
>>
>>
>>==========
>>arget="_blank">http://www.matronics.com/Navigator?Kolb-List
>>==========
>>http://forums.matronics.com
>>==========
>>le, List Admin.
>>="_blank">http://www.matronics.com/contribution
>>==========
>>
>>
>>
>>
>
>
><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navigator?Kolb-List
><http://www.matronics.com/contribution>http://www.matronics.com/contribution
>
>
>Checked by AVG - www.avg.com
>02/17/10 07:35:00
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Heat Treating Steel |
Hi Gene=2C
Yes=2C I know of a great place that heat treats metal. Industrial Heat T
reat=2C in Salt Lake City=2C Utah.
I made my own gears legs. Those folks turned 'em into spring steel. Oh
=2C by the way=2C do ALL fabrication to your legs prior to sending off for
heat treating. When those suckers come back it's damn near impossible to d
rill them. A simple 3/16" hole takes about 6 drillbits=2C and about two ho
urs!!!! Guess how I know this. :-0 eecks!!!!
Here's their contact info=3B
Industrial Heat Treat
1-801-363-7318
I spoke with a young lady=2C mostly=2C and I'm sure she'd remember me. T
hey charged me $65 for the Rockwell 48 treatment=2C and $20 for return ship
ment to St George=2C UT. I was VERY pleased with their work!
( I just gave them a quick call and she remembered me=2C and says rates ar
e pretty much the same.)
Mike Welch
_________________________________________________________________
Hotmail: Powerful Free email with security by Microsoft.
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
Hello All,
I just wanted to give this thread a bump because a couple of people sent me some
e-mails asking questions about my installation. If you are interested in the
Yamaha engine, please read this whole thread. There is contact information
and a link to a thread on the rotary wing forum with much more information.
I would also like to throw out a word of caution. Adapting engines to airplane
use is not for the faint of heart. It will take you an entire season of flying
to work out all the bugs. Just because an engine has been used by someone
else, does not mean all the issues have been worked out. Some of us find it very
interesting and rewarding to finally achieve the goal, but there is a journey
involved.
Jason
MKIII Yamaha powered
Portland, OR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286837#286837
________________________________________________________________________________
| From: | Eugene Zimmerman <etzimm(at)gmail.com> |
| Subject: | Re: Heat Treating Steel |
Mike W,
Thanks,
That is a great price. Were yours 36'' or longer?
Gene
On Feb 17, 2010, at 1:33 PM, Mike Welch wrote:
> Hi Gene,
>
> Yes, I know of a great place that heat treats metal. Industrial
> Heat Treat, in Salt Lake City, Utah.
>
> I made my own gears legs. Those folks turned 'em into spring
> steel. Oh, by the way, do ALL fabrication to your legs prior to
> sending off for heat treating. When those suckers come back it's
> damn near impossible to drill them. A simple 3/16" hole takes about
> 6 drillbits, and about two hours!!!! Guess how I know this. :-0
> eecks!!!!
>
> Here's their contact info;
>
> Industrial Heat Treat
> 1-801-363-7318
>
> I spoke with a young lady, mostly, and I'm sure she'd remember
> me. They charged me $65 for the Rockwell 48 treatment, and $20 for
> return shipment to St George, UT. I was VERY pleased with their work!
>
> ( I just gave them a quick call and she remembered me, and says
> rates are pretty much the same.)
>
> Mike Welch
>
>
> Hotmail: Powerful Free email with security by Microsoft. Get it now.
>
>
________________________________________________________________________________
| Subject: | Re: Yamaha 4 stroke on Kolb |
No, he does not have a website, below is his information and a link to the topic
on the rotary wing forum. He is doing this out of passion, not business. We
will see how long he can sustain it.
Regards
Jason
http://www.rotaryforum.com/forum/showthread.php?t=16100&highlight=yamaha
The contact info for information and plans for the gearbox adapter:
e-mail: razorkisss(at)aol.com
Phone:(719) 499-2378
His name is Todd
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286839#286839
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Heat Treating Steel |
Hi Gene=2C
Yeah=2C I know re: the price. Both of my gears leg cost a total of $155.
Complete=2C lock stock and barrel!!!
Yes=2C my gear leg were 36" or longer.
IIRC=2C the leg part was 36". Then=2C when you weld the axle tube=2C it
comes out a couple inches more. At any rate=2C the length wasn't a problem
for those good folks at Industrial Heat Treat.
Best to ya=2C Gene=2C
Mike Welch
MkIII
working on remounting the main wings (got the hor. stabs done yesterday)
From: etzimm(at)gmail.com
Subject: Re: Kolb-List: Heat Treating Steel
Date: Wed=2C 17 Feb 2010 14:16:40 -0500
Mike W=2C
Thanks=2C
That is a great price. Were yours 36'' or longer?
Gene
On Feb 17=2C 2010=2C at 1:33 PM=2C Mike Welch wrote:
Hi Gene=2C
Yes=2C I know of a great place that heat treats metal. Industrial Heat T
reat=2C in Salt Lake City=2C Utah.
I made my own gears legs. Those folks turned 'em into spring steel. Oh
=2C by the way=2C do ALL fabrication to your legs prior to sending off for
heat treating. When those suckers come back it's damn near impossible to d
rill them. A simple 3/16" hole takes about 6 drillbits=2C and about two ho
urs!!!! Guess how I know this. :-0 eecks!!!!
Here's their contact info=3B
Industrial Heat Treat
1-801-363-7318
I spoke with a young lady=2C mostly=2C and I'm sure she'd remember me. T
hey charged me $65 for the Rockwell 48 treatment=2C and $20 for return ship
ment to St George=2C UT. I was VERY pleased with their work!
( I just gave them a quick call and she remembered me=2C and says rates ar
e pretty much the same.)
Mike Welch
Hotmail: Powerful Free email with security by Microsoft. Get it now.
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/con
tribution
_________________________________________________________________
Hotmail: Trusted email with Microsoft=92s powerful SPAM protection.
________________________________________________________________________________
| Subject: | Re: In flight Adjustable Trim |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Thanks I will give that a try before I go spending a bunch of time and mon
ey on other designs
Ellery Batchelder Jr.
-----Original Message-----
From: Richard Girard <aslsa.rng(at)gmail.com>
Sent: Wed, Feb 17, 2010 10:02 am
Subject: Re: Kolb-List: Re: In flight Adjustable Trim
Ellery, Check the aileron and flap rigging, the only have to be down a fra
ction of a degree to get that effect. Set the trim in the middle, fly, the
n adjust rigging to get neutral trim. Worked for me.
Rick Girard
On Tue, Feb 16, 2010 at 5:15 PM, Ellery Batchelder Jr
wrote:
Eugene
thanks for your input that's the kind of info I was looking for, someone
that has tried it.
I had my old firestar able to fly hands off long distance with a trim tab
in the elevator I want to make my Mk3 fly as well ,if I let go of the sti
ck it wants to take a dive the way it is now and I don't like it that way
i am just trying to figure out the best way to correct it.
Ellery Batchelder Jr.
-----Original Message-----
From: Eugene Zimmerman <etzimm(at)gmail.com>
Sent: Tue, Feb 16, 2010 4:56 pm
Subject: Kolb-List: Re: In flight Adjustable Trim
Ellery,
My experience at pitch trimming the kolb plane using adjustable horizontal
tabilizers has been totally unsatisfactory. I believe the reason for this
is
ecause of the specific triangular shape of stab which reduces the surface
area
f the stab to near zero at outer the point of the stab.
On my plane I needed more nose up trim, so I tried lowering the leading
edge of
he stab. The result was totally unsatisfactory. It merely made the elevato
r
ave a natural downward deflection to remain aligned with the air flow as
it
assed over the stab. It actually now required even more back stick pressu
re to
eep the nose up and it was less efficient because the stab and the elevat
or
ere now misaligned with a combined camber that is opposite what is necess
ary
or the downward direction of the force on the tail to raise the nose.
I attached an in-flight picture where you can see this opposite camber of
the
tab & elevator necessary to produce downward force of the tail.
Against all intuition I then raised the leading edge of the horizontal st
ab to
lign with the natural inflight position of elevator and much to my amazeme
nt it
mproved the trim greatly.
I did eventually add an in-flight adjustable tab to the elevator which is
much
ore effective and efficient at aerodynamically changing pitch trim, though
I'm
ot saying it is better than adjustable spring tension to the mechanical
inkage of the stock kolb elevator.
My conclusion is that trying to use adjustable stab incidence for pitch co
ntrol
n a Kolb is ineffective and a wast of time and effort.
Merely sharing my experience.
Gene Z
ead this topic online here:
http://forums.matronics.com/viewtopic.php?p=286693#286693
ttachments:
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get=_blank>http://www.matronics.com/Navigator?Kolb-List
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get="_blank">http://www.matronics.com/Navigator?Kolb-List
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===========
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-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
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-========================
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-
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-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
========================
===========
________________________________________________________________________________
| Subject: | Re: Yamaha 4 stroke on Kolb |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Have you got any pics of this creacher? that you can share with us
Ellery Batchelder Jr.
-----Original Message-----
From: Jason Omelchuck <jason@trek-tech.com>
Sent: Wed, Feb 17, 2010 11:31 am
Subject: Kolb-List: Re: Yamaha 4 stroke on Kolb
Hello Tony,
I am the fellow with the Yamaha on my MKIII. Last summer I put about 40
hours
n it and am happy with the way it ran. Right now my airplane is in the sh
op
etting its new steel landing gear (upgrade not accident). I should get th
e
egs back from the heat treater on Friday. Last summer I was just feeling
the
ngine out and never ventured further than 100 miles from home. This summe
r I
ope to expand my horizons and actually get some regional traveling done.
yroplanes is where this engine conversion started. I think my engine and
nother 2 place Dominator were the first to get conversions from a guy in
olorado who manufactured the first one. The Dominator now has about 60 ho
urs.
he guy in Colorado is now in full production of this conversion and I beli
eve
hat there will be 5 or so more gyroplanes flying this summer with Yamahas.
I
ill keep you all updated on the results of my 2nd season of flying the Yam
aha.
Jason
KIII Yamaha powered
ortland, OR
ead this topic online here:
http://forums.matronics.com/viewtopic.php?p=286809#286809
========================
===========
-= - The Kolb-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
-
-= --> http://www.matronics.com/Navigator?Kolb-List
-
-========================
========================
===========
-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
-
-========================
========================
===========
-= - List Contribution Web Site -
-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
========================
===========
________________________________________________________________________________
| Subject: | Re: In flight Adjustable Trim |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
elleryweld(at)aol.com wrote:
> Has anyone on the list ever thought of designing something to adjust the horizontal
stabilizers like on a cub to trim a Kolb it just makes more sense to me
because it would be a positive trim and not make more drag , the spring system
just doesn't work as great as it should for me the air temps change so much
the springs are not consistent enough for me.
> I rebuilt the elevators on my old firestar a few years ago and built a inflight
trim tab into one of the elevators with great results,but that would make
more drag than a stabilizer trim system what are your opinions ?
>
> The reason I ask, I am working on a electric project to do just this on a
Kolb Mk3 it might be a waste of my time but I have to try it anyway thanks for
your time and input.
>
> Ellery Batchelder Jr.
> Kolb Mk3C
> N213, 582 Rotax
> Garmin AERA
> --
You might want to think about modifying the flap handle mechanism a bit. By being
able to either reflex or slightly lower the flaps just a little, the rest of
the trim system hardly has to work at all to get things in trim. I can carry
a heavy passenger, and by reflexing the flaps up a notch at cruise, the up elevator
trim is then only about 30% of normal.
Here is a link to how I did mine, but I would think that if you overlaid the standard
curved piece of steel that has 3 big vertical slots cut in it with a new
one that had multiple horizontal slots instead, and then attached a horizontal
piece of steel to the flap handle that would click into the slots, you could
do it even easier. (I tend to over complicate stuff, so there is probably an
easier way...) As long as it doesn't tend to pop out of the slots, almost any
crude and simple system is ok.
http://www.bcchapel.org/pages/0003/pg3.htm
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286850#286850
________________________________________________________________________________
| Subject: | Re: Yamaha 4 stroke on Kolb |
I had a video up on U-tube but I took it down because I had changed some things.
When I pull it out of the hanger in a couple of weeks, I take another one and
post it.
Jason
MKIII Yamaha powered
Portland, OR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286855#286855
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Heat Treating Steel |
Just a note for those who are considering a switch to the steel legs and
would rather let someone else do the dirty work,
I bought mine from TNK and put them on last spring. Presto-chango, a
little expensive but worked slickern s**t.
They might have some more lying around. Give 'em a call.
BB
still awaiting the further tilt of the earth to start(indoor) veggies
and do some airplane work.
On 17, Feb 2010, at 2:56 PM, Mike Welch wrote:
> Hi Gene,
>
> Yeah, I know re: the price. Both of my gears leg cost a total of
$155. Complete, lock stock and barrel!!!
>
> Yes, my gear leg were 36" or longer.
>
> IIRC, the leg part was 36". Then, when you weld the axle tube, it
comes out a couple inches more. At any rate, the length wasn't a
problem for those good folks at Industrial Heat Treat.
>
> Best to ya, Gene,
>
> Mike Welch
> MkIII
> working on remounting the main wings (got the hor. stabs done
yesterday)
>
>
>
>
> From: etzimm(at)gmail.com
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Heat Treating Steel
> Date: Wed, 17 Feb 2010 14:16:40 -0500
>
> Mike W,
>
> Thanks,
> That is a great price. Were yours 36'' or longer?
>
> Gene
>
>
>
> On Feb 17, 2010, at 1:33 PM, Mike Welch wrote:
>
> Hi Gene,
>
> Yes, I know of a great place that heat treats metal. Industrial
Heat Treat, in Salt Lake City, Utah.
>
> I made my own gears legs. Those folks turned 'em into spring steel.
Oh, by the way, do ALL fabrication to your legs prior to sending off
for heat treating. When those suckers come back it's damn near
impossible to drill them. A simple 3/16" hole takes about 6 drillbits,
and about two hours!!!! Guess how I know this. :-0 eecks!!!!
>
> Here's their contact info;
>
> Industrial Heat Treat
> 1-801-363-7318
>
> I spoke with a young lady, mostly, and I'm sure she'd remember me.
They charged me $65 for the Rockwell 48 treatment, and $20 for return
shipment to St George, UT. I was VERY pleased with their work!
>
> ( I just gave them a quick call and she remembered me, and says rates
are pretty much the same.)
>
> Mike Welch
>
>
>
>
>
> Hotmail: Powerful Free email with security by Microsoft. Get it now.
>
>
>
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/co
ntribution
>
>
>
>
>
> ttp://www.matronics.com/Navigator?Kolb-List
> ronics.com
> ww.matronics.com/contribution
>
>
> Hotmail: Trusted email with Micros1469226/direct/01/'
target='_new'>Sign up now.
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: New alternate engine on my MKIII |
I would also like to throw out a word of caution. Adapting engines to
airplane use is not for the faint of heart. It will take you an entire
season of flying to work out all the bugs. Just because an engine has been
used by someone else, does not mean all the issues have been worked out.
Some of us find it very interesting and rewarding to finally achieve the
goal, but there is a journey involved.
Jason
Jason O/Gang:
Thanks for making that qualifying comment on your work with Yamaha
(aircraft) engines. There are people who do not realize it is a bolt on and
fly off forever project, at this stage of development.
It is refreshing read comments from someone who is working on a project and
being open with their experience.
I am always interested in what folks out there doing, right or wrong, as
long as they are doing something, and not regurgitating something they heard
someone else say.
I'd probably be flying something other than a 912 if there was something out
there equal to or better than. However, the type of flying I do, I already
have enough excitement to deal with. Don't need to add the role of tester,
technician, developer to that work load.
Good luck on your project.
BTW: I will be in SE Oregon next May and planning on a possible return
flight from the Rock House to the Oregon Coast, then south through Northern
California before turning back east to Alabama. Maybe we can hook up and I
can see your project.
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Heat Treating Steel |
Last heat treating I had done by these folks. One of their plants was
in Anniston, AL, but close a few years ago:
http://www.braddockmt.com/plantLocations.html
They have 6 plants and one of those is in NJ.
Heat treating is normally charged by the pound, not the piece.
If they have other stuff to heat treat the same as yours, they stick it
all in the oven to all at the same time.
Last time I paid 60.00 for two gear legs and a tail wheel strut. I
could have had about ten times that many pieces heat treated for the
same price.
Pays to shop around if you have that option. Should be a lot of metal
treating plants in the NE.
john hauck
mkIII
Titus, Alabama
Yeah, I know re: the price. Both of my gears leg cost a total of
$155. Complete, lock stock and barrel!!!
Mike Welch
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: New alternate engine on my MKIII |
Thanks for making that qualifying comment on your work with Yamaha
(aircraft) engines. There are people who do not realize it is a bolt on and
fly off forever project, at this stage of development.
***************
Sorry about that folks. I proofed that last post and still screwed it up.
Should have read, "There are people who do not realize it (alternate
engines) is not a bolt on and fly off forever project, at this stage of
development.
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Yamaha 4 stroke on Kolb |
No, he does not have a website, below is his information and a link to the
topic on the rotary wing forum. He is doing this out of passion, not
business. We will see how long he can sustain it.
Regards
Jason
Jason O/Gang:
Is this the same/similar engine they are running in the Legend Race Cars?
Good looking engine. Yamaha makes good stuff.
Hard to beat reliability of Japanese dirt bike four strokes, but be tough to
get one to turn a prop without a super effiective torsional vibration
dampening system.
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Yamaha 4 stroke on Kolb |
Hard to beat reliability of Japanese dirt bike four strokes, but be tough
to
get one to turn a prop without a super effiective torsional vibration
dampening system.
john hauck
Again, I was referring to what I ride and not what Jason is using to power
his mkIII.
I have a 400 cc Suzuki single cylinder 4 valve. Rev limiter is set at the
factory at 10,500 rpm. That's a bunch of rpm for a thumper that pulls like
a tractor at low rpms. It is a 2002 year model, very low maintenance and
super reliability.
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: air restart... |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
herbgh(at)nctc.com wrote:
> If one has altitude when the engine goes quiet, then the prop could
> assist the pull start by putting the plane in a bit of a dive... Low
> and slow...better fly the plane..:-) Herb
>
Never worked for me unfortunately, as the prop was always behind me when I flew
with the engine off.
So the rope really has to be positioned where you can get some leverage. On my
FS II it was too far back and I regrettably couldn't start in the seat. And with
the 503, I'm borderline too weak to pull start it when seated even with the
clutch fitted....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286866#286866
________________________________________________________________________________
| Subject: | Re: In flight Adjustable Trim |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
that gives me an Idea I have an electric actuator now Im thinking I shoul
d install that and set it up so I can go a tad negative on the flaps and
make the flaps electric, get two birds with one shot.
I really like this list even if it makes my mind go to another world once
in a while you guys are always interesting,help full and full of things
I cant seem to think of once in a while
and its really nice to not have any bickering
Ellery Batchelder Jr.
-----Original Message-----
From: Richard Pike <richard(at)bcchapel.org>
Sent: Wed, Feb 17, 2010 4:02 pm
Subject: Kolb-List: Re: In flight Adjustable Trim
lleryweld(at)aol.com wrote:
Has anyone on the list ever thought of designing something to adjust the
orizontal stabilizers like on a cub to trim a Kolb it just makes more sens
e to
e because it would be a positive trim and not make more drag , the spring
ystem just doesn't work as great as it should for me the air temps change
so
uch the springs are not consistent enough for me.
I rebuilt the elevators on my old firestar a few years ago and built
a
nflight trim tab into one of the elevators with great results,=C3=AF=C2
=C2=BDbut that
ould make more drag than a stabilizer trim system what are your opinions
?
The reason I ask, I am working on a electric project to do just this
on a
olb Mk3 it might be a waste of my time but I have to try it=C3=AF=C2=C2
=BD anyway thanks
or your time and input.
Ellery Batchelder Jr.
Kolb Mk3C
N213, 582 Rotax
Garmin AERA
--
ou might want to think about modifying the flap handle mechanism a bit. By
eing able to either reflex or slightly lower the flaps just a little, the
rest
f the trim system hardly has to work at all to get things in trim. I can
carry
heavy passenger, and by reflexing the flaps up a notch at cruise, the up
levator trim is then only about 30% of normal.
ere is a link to how I did mine, but I would think that if you overlaid th
e
tandard curved piece of steel that has 3 big vertical slots cut in it with
a
ew one that had multiple horizontal slots instead, and then attached a
orizontal piece of steel to the flap handle that would click into the slot
s,
ou could do it even easier. (I tend to over complicate stuff, so there is
robably an easier way...) As long as it doesn't tend to pop out of the slo
ts,
lmost any crude and simple system is ok.
ttp://www.bcchapel.org/pages/0003/pg3.htm
ichard Pike
KIII N420P (420ldPoops)
ead this topic online here:
http://forums.matronics.com/viewtopic.php?p=286850#286850
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________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Valley Engineering Big-Twin - Any one flying with one? |
Hi folks,
I posted this some time back, didn't get much response. Some time
has passed and other folks may now had one and other that do have had
some time to form an opinion regarding the engine.
So for those that have or are now flying with this engine, how about
a little report on how you feel about the engine, it's power output,
comparison to typical Rotax's like the 447 or 503, and reliability.
Thanks,
jerb
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
Been watching the blurbs about elevator trim controls. When I purchased my
Kolb Slingshot, the man who started it made a screw control unit out of a
black and decker hand screwdriver, 9v I think. The tab on the screw that
moved was hooked to a spring directly to the cable imput on the stick. I
have a double throw switch for more or less tension on the springs (I put
two). It works great. I think there was something about it was dangerous
because someone could not follow directions and it locked up and he crashed
or something. I really dont know how this could happen. It is only a set
of springs and even if it went to max and stuck, it is easily offset by
moving the stick, would just give you a heavy stick you would have to push
forward. I dont think that would be a big problem. I love I can
electrically trim my elevator while flying, especially with two up and full
load of gas. Can fly almost hands free with full load in my slingshot.
Without a passenger, I CAN fly hands off. The directions and instructions
for this is in the archives somewhere I think. If not I could probably find
most of the directions somewhere. By the way, I have sent my exhaust system
to aircraft exhaust and they are mounting a real muffler on it so it should
quiet me down considerably. I know it made my wallet real quiet for awhile.
I would pay just about anything to get rid of the rum rum. If it doesnt, it
will sure make it easier to find where it is. Wait for a week and see I
guess. Ted Cowan, Alabama, Slingshot 912UL
________________________________________________________________________________
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with one? |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Jerb,
Jimmy Young posted a lot of useful information about his trials with that engine
on his heavy FSII. Do a search and you should find it. Bottom line for him was
it was not enough engine for this heavy of an airplane so he finally switched
to an HKS (I think). Jimmy, correct me if my memory is wrong.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
An honest politician is one who, when he is bought, will stay bought.
- Simon Cameron
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286919#286919
________________________________________________________________________________
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with one? |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
I put over 900 Hours on a 447 Rotax single ignition in my old firestar wit
hout a problem nice little engine in my book easy on fuel plenty of power
for a heavy firestar I thought,and I could out climb any thing at any air
port and I could stay with a bunch of friends GA planes and go bye a few
of them with it.
the 503 another good engine plenty of power some people really think
they need it because it has dual ignition compared to the 447 I have flow
n with the 503 a lot less hours but plenty of friends have them that I fl
y with and I can only say they have had ignition problems more than I have
on much newer engines
just my experience
Ellery Batchelder Jr.
-----Original Message-----
From: jerb <ulflyer(at)verizon.net>
Sent: Thu, Feb 18, 2010 1:02 am
Subject: Kolb-List: Valley Engineering Big-Twin - Any one flying with one?
Hi folks,
I posted this some time back, didn't get much response. Some time has pass
ed and other folks may now had one and other that do have had some time to
form an opinion regarding the engine.
So for those that have or are now flying with this engine, how about a lit
tle report on how you feel about the engine, it's power output, comparison
to typical Rotax's like the 447 or 503, and reliability.
Thanks,
jerb
========================
============
========================
============
========================
============
========================
============
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with |
one?
> Jimmy=2C correct me if my memory is wrong.
>
> --------
> Thom Riddle
> Buffalo=2C NY
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x32
Thom=2C
I'm not Jimmy=2C although I have done that to a few locks. If I'm not m
istaken=2C Jimmy had
the Generac motor=2C with the Valley Engineering Redrive. THAT engine wasn
't enough for his plane.
No one=2C to my knowledge (vast as it is) on the Kolb list=2C uses the "B
ig Twin"=2C which is a VW engine cut down from 4 cylinders to just 2.
Correct me if I'm wrong=2C Jimmie.
Mike Welch
MkIII CX
snow-belt Missouri
_________________________________________________________________
Hotmail: Trusted email with Microsoft=92s powerful SPAM protection.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: In flight Adjustable Trim |
You mean like this?
http://www.ill-eagleaviation.com/electric_flap_drive.htm
Scott
Scott/Gang:
How fast is the actuator through full travel?
The MKIII doesn't like to climb with full or half flaps. Climbs much better
clean.
I like the almost instantaneous capability of going from full flaps in
landing configuration to climbing out clean in a go around situation.
Infinite adjustment of flap angle might be fun to play with in the air.
Global warming is ruining my flying. My airplane needs to be washed when
the ice in the bucket and the hose thaws.
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "frank.goodnight" <frank.goodnight(at)att.net> |
Hi all,
I received an e mail from spot this morning, they said the problem was
fixed and they had begun to ship the recalled units today, and would
have all of them returned by the first week in March.
I will be glad to get mine in time for the trip to MV . The problem
was with units with a ESN # equal to or less than 0-8053925. [their
wording not mine] .
For more info go to www.findmespot.com/exchange
Frank Goodnight
firestar 2
Brownsville TX
________________________________________________________________________________
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with one? |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
elleryweld(at)aol.com wrote:
> I put over 900 Hours on a 447 Rotax single ignition in my old firestar without
a problem nice little engine in my book easy on fuel plenty of power for a
heavy firestar I thought,and I could out climb any thing at any airport and I
could stay with a bunch of friends GA planes and go bye a few of them with it.
> the 503 another good engine plenty of power some people really think they
need it because it has dual ignition compared to the 447 I have flown with
the 503 a lot less hours but plenty of friends have them that I fly with and
I can only say they have had ignition problems more than I have on much newer
engines
> just my experience
>
The only engine-out I've ever had flying a 2-stroke was with the 447 and it was
an ignition "problem". I put quotes around that because the fault wasn't with
the engine, it was a wiring problem of mine that I introduced when I installed
it on the plane.
But you do indeed have one and only one ignition system on the engine.
I did and do feel a little more comfortable with the 503 as a result, but I'll
still happily fly a 447 too just keeping the lack of redundancy in the ignition
in mind.
The 447 is the longest-lasting engine in the 2-stroke line followed closely by
the 503. The only other drag about the 447 is it tends to run hotter especially
at higher power settings. It's basically a suped-up 377 with a much better provision
8 crankcase and bottom end, so the cooling isn't quite as good as on
the 503.
I think Steve Beatty has something approaching 1400 hours on a 447 and it's still
going. In the field, there's lots of guys with over 500 hours and getting near
1000 with the 447.
IMO, the 447 and 503 are aviation's best kept secrets in the 40 and 50hp range.
Lots of folks are out paying 10 grand for 4-strokes because they're afraid of
the 2-strokes for some reason. But us guys who've spent a lot of time in front
of/underneath the air-cooled rotaxen enjoy the higher bang/buck ratio they offer
;).
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286934#286934
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: In Flight Adjustable Trim |
- Ellery- GM electric window regulators are used in a lot of equipment, b
ut I don't know about the relative weight.
-
-------------------------
--------------- Bill Sullivan
-------------------------
--------------- Windsor Locks, Ct
-------------------------
--------------- FS 447
-------------------------
--------------- 38 degrees, sunny
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with one? |
Dick Starks wife,Dawn Patrol web site, is flying in front of
one...Why not try there...? Maybe the only one on a Kolb/ Herb
At 12:02 AM 2/18/2010, you wrote:
>
>Hi folks,
>I posted this some time back, didn't get much response. Some time
>has passed and other folks may now had one and other that do have
>had some time to form an opinion regarding the engine.
>
>So for those that have or are now flying with this engine, how about
>a little report on how you feel about the engine, it's power output,
>comparison to typical Rotax's like the 447 or 503, and reliability.
>Thanks,
>jerb
>
>
>Checked by AVG - www.avg.com
>02/17/10 07:35:00
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with |
one?
Mike/All
The valley Big Twin is the Generac. I talked in depth with Larry Smith
at Valley last summer at Oshkosh about Jimmy's big twin installation.
Larry indicated that his performance was compromised a bit by prop
selection. They are working on a turbo version that should give 503
level performance.
Jimmy indicated that Valley bolted the engine directly to the engine
mount without vibration dampers. I told Larry and Jimmy that I didn't
think that was a good idea. I was told by someone else that Valley gets
the weight down on the genrac by cutting most of the fly wheel off. I
have not confirmed it.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Mike Welch
To: kolb-list(at)matronics.com
Sent: Thursday, February 18, 2010 9:06 AM
Subject: RE: Kolb-List: Re: Valley Engineering Big-Twin - Any one
flying with one?
> Jimmy, correct me if my memory is wrong.
>
> --------
> Thom Riddle
> Buffalo, NY
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x32
Thom,
I'm not Jimmy, although I have done that to a few locks. If I'm
not mistaken, Jimmy had
the Generac motor, with the Valley Engineering Redrive. THAT engine
wasn't enough for his plane.
No one, to my knowledge (vast as it is) on the Kolb list, uses the
"Big Twin", which is a VW engine cut down from 4 cylinders to just 2.
Correct me if I'm wrong, Jimmie.
Mike Welch
MkIII CX
snow-belt Missouri
-------------------------------------------------------------------------
-----
Hotmail: Trusted email with Microsoft=92s powerful SPAM protection.
Sign up now.
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with |
one?
Rick N=2C
Oops=2C I misspoke about the "Big Twin". It isn't the half-VW I said it
was. It is the Generac V-twin. (I said my knowledge was vast=2C I didn't
say it was accurate!!)
Yes=2C I know they were planning on putting a turbo on the Generac=2C I s
aw it. When I drove down to meet the folks at Valley Engineering last sum
mer=2C they gave me the "dime tour". The whole operation is a family affai
r=2C and all of them working there are related.
(nice people=2C BTW)
The Generac motor with the turbo is a very basic installation. Basically
=2C they just bolted a small turbo on the motor=2C period! I don't believ
e they are going to deal with the fuel/air ratio change=2C or any other tur
bo-installation issues. Larry (@ Valley Enr'g) and I talked about this.
I'm not too sure how successful the basic turbo installation will be. I
think that's why it hasn't gone too far.
IMO=2C if you require a turbo on a Generac just to make it worthwhile to
power a plane=2C you're much better with off with a 503!! For the Genera
c to be a successful airplane engine=2C there needs to be a hellava lot mor
e engineering and development on it.
Mike Welch
From: NeilsenRM(at)comcast.net
Subject: Re: Kolb-List: Re: Valley Engineering Big-Twin - Any one flying wi
th one?
Date: Thu=2C 18 Feb 2010 10:41:43 -0500
Mike/All
The valley Big Twin is the Generac. I talked in depth with Larry Smith at V
alley last summer at Oshkosh about Jimmy's big twin installation. Larry ind
icated that his performance was compromised a bit by prop selection. They a
re working on a turbo version that should give 503 level performance.
Jimmy indicated that Valley bolted the engine directly to the engine mount
without vibration dampers. I told Larry and Jimmy that I didn't think that
was a good idea. I was told by someone else that Valley gets the weight dow
n on the genrac by cutting most of the fly wheel off. I have not confirmed
it.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Mike Welch
Sent: Thursday=2C February 18=2C 2010 9:06 AM
Subject: RE: Kolb-List: Re: Valley Engineering Big-Twin - Any one flying wi
th one?
> Jimmy=2C correct me if my memory is wrong.
>
> --------
> Thom Riddle
> Buffalo=2C NY
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x32
Thom=2C
I'm not Jimmy=2C although I have done that to a few locks. If I'm not m
istaken=2C Jimmy had
the Generac motor=2C with the Valley Engineering Redrive. THAT engine wasn
't enough for his plane.
No one=2C to my knowledge (vast as it is) on the Kolb list=2C uses the "B
ig Twin"=2C which is a VW engine cut down from 4 cylinders to just 2.
Correct me if I'm wrong=2C Jimmie.
Mike Welch
MkIII CX
snow-belt Missouri
Hotmail: Trusted email with Microsoft=92s powerful SPAM protection. Sign up
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_________________________________________________________________
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________________________________________________________________________________
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with |
one?
| From: | Robert Laird <rlaird(at)cavediver.com> |
On Thu, Feb 18, 2010 at 10:15 AM, Mike Welch wrote:
> Rick N,
>
> Oops, I misspoke about the "Big Twin". It isn't the half-VW I said it
> was. It is the Generac V-twin. (I said my knowledge was vast, I didn't
> say it was accurate!!)
>
So, are you saying that you are vastly inaccurate? ;-)
>
> IMO, if you require a turbo on a Generac just to make it worthwhile to
> power a plane, you're much better with off with a 503!! For the Generac
> to be a successful airplane engine, there needs to be a hellava lot
> more engineering and development on it.
>
Jimmy is apparently out earning his dollars for the day, so, speaking as
someone who has flown his plane, and seen the Generac installation (and the
503 he had, before it, and the HKS he now has), I can say this (and I'm
Jimmy will correct me if I state anything wrong):
His plane flew fine with the 503, just as scores of FSII owners know. He
was looking for 4-stroke reliability and decided to try the Generac, and
spent a lot of resources making sure it was done right. He also swapped out
props as directed by the Valley Engineering people. Final result was, it
was essentially underpowered, compared to the 503. Now, if he flew out of
the 3000 ft asphalt-runway, and never landed at anything shorter or rougher,
he probably would have stayed with it. But he flies out of a fairly rough
turf runway that is very short, so he needs a good bit of power to
consistently get in and out of there safely. The Generac was mounted flat
on the mount, but it was remarkably smooth. But, even being a smooth engine
doesn't mean he didn't need the Lord mounts. The rough field translated to
the mount and the engine with detrimental effects.
With the HKS, he is now a very happy (if poorer) aviator.
-- Robert
________________________________________________________________________________
| Subject: | Re: Two Stroke Rotax |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
h20maule(at)hotmail.com wrote:
> You just missed out...I sold a 200hr 912UL for $7k last night. HOnda and Subaru
are TRYING tocome up with alternative ;-)
>
Eggenfelner is working on a conversion using a Honda engine - don't know if that's
the same one? They've been pretty successful with the Subaru, so maybe they
can make the Honda work. My guess is it's still a good ways off tho....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286963#286963
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with |
one?
>So=2C are you saying that you are vastly inaccurate? =3B-)
> Robert
Robert=2C
That=2C or inaccurately vast.
I try to mix a little humor in=2C once in awhile. Otherwise=2C the Kolb
guys might revert to being as boring as an 8th term politician.
Mike Welch
MkIII builder & stand up comic
_________________________________________________________________
Your E-mail and More On-the-Go. Get Windows Live Hotmail Free.
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with |
one?
Mike, all
The biggest application for the V twins is currently on
Trikes... It appears to be a good engine for certain applications...Herb
At 10:15 AM 2/18/2010, you wrote:
>Rick N,
>
> Oops, I misspoke about the "Big Twin". It isn't the half-VW I
> said it was. It is the Generac V-twin. (I said my knowledge was
> vast, I didn't say it was accurate!!)
>
> Yes, I know they were planning on putting a turbo on the Generac,
> I saw it. When I drove down to meet the folks at Valley
> Engineering last summer, they gave me the "dime tour". The whole
> operation is a family affair, and all of them working there are related.
>(nice people, BTW)
>
> The Generac motor with the turbo is a very basic
> installation. Basically, they just bolted a small turbo on the
> motor, period! I don't believe they are going to deal with the
> fuel/air ratio change, or any other turbo-installation
> issues. Larry (@ Valley Enr'g) and I talked about this.
> I'm not too sure how successful the basic turbo installation will
> be. I think that's why it hasn't gone too far.
>
> IMO, if you require a turbo on a Generac just to make it
> worthwhile to power a plane, you're much better with off with a
> 503!! For the Generac to be a successful airplane engine, there
> needs to be a hellava lot more engineering and development on it.
>
>
>Mike Welch
>
>----------
>From: NeilsenRM(at)comcast.net
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Re: Valley Engineering Big-Twin - Any one
>flying with one?
>Date: Thu, 18 Feb 2010 10:41:43 -0500
>
>Mike/All
>
>The valley Big Twin is the Generac. I talked in depth with Larry
>Smith at Valley last summer at Oshkosh about Jimmy's big twin
>installation. Larry indicated that his performance was compromised a
>bit by prop selection. They are working on a turbo version that
>should give 503 level performance.
>
>Jimmy indicated that Valley bolted the engine directly to the engine
>mount without vibration dampers. I told Larry and Jimmy that I
>didn't think that was a good idea. I was told by someone else that
>Valley gets the weight down on the genrac by cutting most of the fly
>wheel off. I have not confirmed it.
>
>Rick Neilsen
>Redrive VW powered MKIIIC
>----- Original Message -----
>From: <mailto:mdnanwelch7(at)hotmail.com>Mike Welch
>To: kolb-list(at)matronics.com
>Sent: Thursday, February 18, 2010 9:06 AM
>Subject: RE: Kolb-List: Re: Valley Engineering Big-Twin - Any one
>flying with one?
>
> > Jimmy, correct me if my memory is wrong.
> >
> > --------
> > Thom Riddle
> > Buffalo, NY
> > Kolb Slingshot SS-021
> > Jabiru 2200A #1574
> > Tennessee Prop 64x32
>
>
>Thom,
>
> I'm not Jimmy, although I have done that to a few locks. If I'm
> not mistaken, Jimmy had
>the Generac motor, with the Valley Engineering Redrive. THAT engine
>wasn't enough for his plane.
>
> No one, to my knowledge (vast as it is) on the Kolb list, uses
> the "Big Twin", which is a VW engine cut down from 4 cylinders to just 2.
>
> Correct me if I'm wrong, Jimmie.
>
>Mike Welch
>MkIII CX
>snow-belt Missouri
>
>
>----------
>Hotmail: Trusted email with Microsoft's powerful SPAM protection.
>Sign up now.
>
>
>href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
>
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>
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>
>
>ttp://www.matronics.com/Navigator?Kolb-List
>ronics.com
>ww.matronics.com/contribution
>
>
>----------
>Hotmail: Powerful Free email with ect/01/' target='_new'>Get it now.
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with |
one?
Herb=2C
I think the biggest application of the Generac is as a generator. But=2C
that aside=2C you're probably correct regarding their use in aircraft.
You know what would be nice???? A spreadsheet that list ALL engines in
a certain power range....say 40-55 HP. Rotaxes=2C Generacs=2C half VW=2C V
ictor=2C Cuyuna=2C Victor=2C etc.=2C etc. etc. All of 'em!!
Then=2C try to list their atributes=2C like TBO=2C cost per hour=2C maint
enence interval=2C GPH=2C rebuild costs=2C number of hours of proven use=2C
etc.
This would be a big list=2C but it would make for interesting reading. Y
ou could also cover different engines in the 60-80 HP range=2C and finally
=2C the 80-100 HP range.
Mike Welch
Date: Thu=2C 18 Feb 2010 12:30:12 -0600
From: herbgh(at)nctc.com
Subject: RE: Kolb-List: Re: Valley Engineering Big-Twin - Any one flying wi
th one?
Mike=2C all
The biggest application for the V twins is currently on Trikes... It app
ears to be a good engine for certain applications...Herb
At 10:15 AM 2/18/2010=2C you wrote:
Rick N=2C
Oops=2C I misspoke about the "Big Twin". It isn't the half-VW I said it
was. It is the Generac V-twin. (I said my knowledge was vast=2C I didn't
say it was accurate!!)
Yes=2C I know they were planning on putting a turbo on the Generac=2C I s
aw it. When I drove down to meet the folks at Valley Engineering last sum
mer=2C they gave me the "dime tour". The whole operation is a family affai
r=2C and all of them working there are related.
(nice people=2C BTW)
The Generac motor with the turbo is a very basic installation. Basically
=2C they just bolted a small turbo on the motor=2C period! I don't believ
e they are going to deal with the fuel/air ratio change=2C or any other tur
bo-installation issues. Larry (@ Valley Enr'g) and I talked about this.
I'm not too sure how successful the basic turbo installation will be. I
think that's why it hasn't gone too far.
IMO=2C if you require a turbo on a Generac just to make it worthwhile to
power a plane=2C you're much better with off with a 503!! For the Genera
c to be a successful airplane engine=2C there needs to be a hellava lot mor
e engineering and development on it.
Mike Welch
From: NeilsenRM(at)comcast.net
Subject: Re: Kolb-List: Re: Valley Engineering Big-Twin - Any one flying wi
th one?
Date: Thu=2C 18 Feb 2010 10:41:43 -0500
Mike/All
The valley Big Twin is the Generac. I talked in depth with Larry Smith at V
alley last summer at Oshkosh about Jimmy's big twin installation. Larry ind
icated that his performance was compromised a bit by prop selection. They a
re working on a turbo version that should give 503 level performance.
Jimmy indicated that Valley bolted the engine directly to the engine mount
without vibration dampers. I told Larry and Jimmy that I didn't think that
was a good idea. I was told by someone else that Valley gets the weight dow
n on the genrac by cutting most of the fly wheel off. I have not confirmed
it.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Mike Welch
Sent: Thursday=2C February 18=2C 2010 9:06 AM
Subject: RE: Kolb-List: Re: Valley Engineering Big-Twin - Any one flying wi
th one?
> Jimmy=2C correct me if my memory is wrong.
>
> --------
> Thom Riddle
> Buffalo=2C NY
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x32
Thom=2C
I'm not Jimmy=2C although I have done that to a few locks. If I'm not m
istaken=2C Jimmy had
the Generac motor=2C with the Valley Engineering Redrive. THAT engine wasn
't enough for his plane.
No one=2C to my knowledge (vast as it is) on the Kolb list=2C uses the "B
ig Twin"=2C which is a VW engine cut down from 4 cylinders to just 2.
Correct me if I'm wrong=2C Jimmie.
Mike Welch
MkIII CX
snow-belt Missouri
Hotmail: Trusted email with Microsoft=92s powerful SPAM protection. Sign up
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________________________________________________________________________________
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with one? |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
List,
I did a few in-detail posts of my experience with the Valley-Generac Twin V, they
should all be in the archives.
To clarify a few comments made today,
1) Valley Engineering does not cut down the flywheel in any way on their version.
2) They (Valley Eng.) do suggest to mount the engine direct to the airframe. My
opinion is, not a good idea. Even though it's a fairly smooth engine, it's not
smooth enough to do that, at least it wasn't for me.
3) I tried 4 different props. A 3-blade 72" IVO, 2 blade Culver 76" 39 degree pitch,
a 2-blade 76" Culver 41 degree, and a 2-blade 78" Culver, either 41 or 39
degree, can't remember. There were subtle differences between each, nothing
substantial. I got a little better cruise speed with the 76" 39 degree over all
the others, but cruise speed was not the problem I was trying to overcome, it
was lack of adequate climb rate, and none of them solved that.
4) Yes, today I am broke, own an HKS, and am very happy with it.
I also had a bit of a rum-rum harmonic issue going on as well with the Twin V,
and Larry Smith at Valley told me they had that problem solved with a different
redrive ratio. Also, the last time I spoke with Larry they were trying out a
different cam grind to get more power out of the Twin V, and at that time they
had given up on the turbo ideas.
They are very good folks at Valley Eng., even took my engine back at a fair discount.
They worked hard with me to try and make the engine perform to my satisfaction.
Bottom line was, the Twin-V was not enough power for my application.
--------
Jimmy Young
Missouri City, TX
Kolb FS II/HKS 700
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=287004#287004
________________________________________________________________________________
| From: | <apilot(at)surewest.net> |
| Subject: | Re: air restart... |
You might consider a pull handle for each hand. On my Mitchell B-10, I ran the
starter rope through a forward mounted pulley. Then, put a handle on the end
and one before the pulley. When you pulled with both hands, it was very powerful
and made air starts easy. Vic
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: In flight Adjustable Trim |
That actuator has 2" of travel --------
Scott
Scott/Gang:
Is there a provision for the actuator to return to the zero degree position
(flaps clean) should the system malfunction?
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: In flight Adjustable Trim |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
>
> Scott/Gang:
>
> Is there a provision for the actuator to return to the zero degree position
> (flaps clean) should the system malfunction?
>
> john hauck
> mkIII
> Titus, Alabama
FWIW, if it's like mine and it looks like it is, it's stuck where it is if the
actuator fails or otherwise goes offline. For that reason, I don't dump full flaps
until I have the landing spot made or otherwise don't go into a configuration
that I can't recover from if it's likely I'd have to (training from the C150
days).
Wish I had manual flaps too. Tho if I go Kolb again my model won't have em....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=287168#287168
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with |
one?
Hey guys, we know about Rotax's - I want small - light would be nice
4-stroke engine. The HKS is too pricey, even the small Rotax's are
becoming over priced. What I'm looking for is experience reports
from any folks running the Valley Engineering Big Twin. (The Big
Twin is a customized Genac engine with a reduction drive added, not
a half VW. I've flown behind a Global version of the half VW, don't
care to repeat that experience again. I know there are couple Kolb
running this engine but not much feedback as to their experience
especially if compared to Rotax on that same type of plane.
I don't expect the Big Twin to have the performance of a 503, or 477
for that matter but with the redrive it should out perform a half VW
solution. I know the Stark's are running one on a Kolb, but I'm
looking for some other honest evaluation from those actually running
the engine. My application isn't for a Kolb, it is for a
ThunderGull. So if you running one or know of or have directly
observed one in operation, I would like to hear what your experience
is with the engine.
Thanks,
jerb
At 07:06 AM 2/18/2010, you wrote:
>
>
>elleryweld(at)aol.com wrote:
> > I put over 900 Hours on a 447 Rotax single ignition in my old
> firestar without a problem nice little engine in my book easy on
> fuel plenty of power for a heavy firestar I thought,and I could out
> climb any thing at any airport and I could stay with a bunch of
> friends GA planes and go bye a few of them with it.
> > the 503 another good engine plenty of power some people
> really think they need it because it has dual ignition compared to
> the 447 I have flown with the 503 a lot less hours but plenty of
> friends have them that I fly with and I can only say they have had
> ignition problems more than I have on much newer engines
> > just my experience
> >
>
>
>The only engine-out I've ever had flying a 2-stroke was with the 447
>and it was an ignition "problem". I put quotes around that because
>the fault wasn't with the engine, it was a wiring problem of mine
>that I introduced when I installed it on the plane.
>
>But you do indeed have one and only one ignition system on the engine.
>
>I did and do feel a little more comfortable with the 503 as a
>result, but I'll still happily fly a 447 too just keeping the lack
>of redundancy in the ignition in mind.
>
>The 447 is the longest-lasting engine in the 2-stroke line followed
>closely by the 503. The only other drag about the 447 is it tends to
>run hotter especially at higher power settings. It's basically a
>suped-up 377 with a much better provision 8 crankcase and bottom
>end, so the cooling isn't quite as good as on the 503.
>
>I think Steve Beatty has something approaching 1400 hours on a 447
>and it's still going. In the field, there's lots of guys with over
>500 hours and getting near 1000 with the 447.
>
>IMO, the 447 and 503 are aviation's best kept secrets in the 40 and
>50hp range. Lots of folks are out paying 10 grand for 4-strokes
>because they're afraid of the 2-strokes for some reason. But us guys
>who've spent a lot of time in front of/underneath the air-cooled
>rotaxen enjoy the higher bang/buck ratio they offer ;).
>
>LS
>
>--------
>LS
>Titan II SS
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=286934#286934
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with |
one?
At 11:03 AM 2/18/2010, you wrote:
>Herb,
>
> I think the biggest application of the Generac is as a
> generator. But, that aside, you're probably correct regarding
> their use in aircraft.
>
> You know what would be nice???? A spreadsheet that list ALL
> engines in a certain power range....say 40-55 HP. Rotaxes,
> Generacs, half VW, Victor, Cuyuna, Victor, etc., etc. etc. All of 'em!!
> Then, try to list their atributes, like TBO, cost per hour,
> maintenence interval, GPH, rebuild costs, number of hours of proven use, etc.
>
> This would be a big list, but it would make for interesting
> reading. You could also cover different engines in the 60-80 HP
> range, and finally, the 80-100 HP range.
>
>Mike Welch
>
>Reply to above:
Interesting but the problem as I see it is I don't feel there is
enough quantifiable information on a population of each type of
engine out side of the Rotax's to produce a creditable rating. In
effect, you're just reproducing Kit Planes engine directory.
jerb
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Valley Engineering Big-Twin - Any one flying with |
one?
Excellent feedback and appears excellent folks there at Valley
Engineering. Always liked those folks. Think of this as early days
of the Rotax - adapting the snow mobile engine to aircraft use. Teething.....
Jimmy, do you think you may have been over propping the engine not
allowing it to generate the RPM it needed to produce the HP - best to
prop to be in the highest torque area.
jerryb
At 11:51 AM 2/18/2010, you wrote:
>
>List,
>
>I did a few in-detail posts of my experience with the Valley-Generac
>Twin V, they should all be in the archives.
>
>To clarify a few comments made today,
>
>1) Valley Engineering does not cut down the flywheel in any way on
>their version.
>
>2) They (Valley Eng.) do suggest to mount the engine direct to the
>airframe. My opinion is, not a good idea. Even though it's a fairly
>smooth engine, it's not smooth enough to do that, at least it wasn't for me.
>
>3) I tried 4 different props. A 3-blade 72" IVO, 2 blade Culver 76"
>39 degree pitch, a 2-blade 76" Culver 41 degree, and a 2-blade 78"
>Culver, either 41 or 39 degree, can't remember. There were subtle
>differences between each, nothing substantial. I got a little better
>cruise speed with the 76" 39 degree over all the others, but cruise
>speed was not the problem I was trying to overcome, it was lack of
>adequate climb rate, and none of them solved that.
>
>4) Yes, today I am broke, own an HKS, and am very happy with it.
>
>I also had a bit of a rum-rum harmonic issue going on as well with
>the Twin V, and Larry Smith at Valley told me they had that problem
>solved with a different redrive ratio. Also, the last time I spoke
>with Larry they were trying out a different cam grind to get more
>power out of the Twin V, and at that time they had given up on the turbo ideas.
>
>They are very good folks at Valley Eng., even took my engine back at
>a fair discount. They worked hard with me to try and make the engine
>perform to my satisfaction. Bottom line was, the Twin-V was not
>enough power for my application.
>
>--------
>Jimmy Young
>Missouri City, TX
>Kolb FS II/HKS 700
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=287004#287004
>
>
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: In flight Adjustable Trim |
John
Instead of mounting the actuator fixed on the root tube, mount it on a
slide, reverse the direction of the flap handle movement. So if the
actuator gets stuck, you can pull the flap handle to go to a clean config.
Or kiss
Boyd
>>>>>>>>>>>>>>>>>
Scott/Gang:
Is there a provision for the actuator to return to the zero degree position
(flaps clean) should the system malfunction?
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: In flight Adjustable Trim |
| From: | robert bean <slyck(at)frontiernet.net> |
Personally I like the feeling of feedback pressure when I pull down on the flap
handle. It's also
good to be able to release it smoothly at your discretion during climbout.
At first there was a little groping for the handle, located above my right shoulder,
but soon the location
became automatic. Fortunately I don't have any joint pain in that action.
It feels the same as the way I slow my old driveway snowplow (no brakes), lower
the blade.
BB
On 19, Feb 2010, at 11:22 AM, b young wrote:
>
> John
>
> Instead of mounting the actuator fixed on the root tube, mount it on a
> slide, reverse the direction of the flap handle movement. So if the
> actuator gets stuck, you can pull the flap handle to go to a clean config.
>
> Or kiss
>
> Boyd
>>>>>>>>>>>>>>>>>>
>
>
> Scott/Gang:
>
> Is there a provision for the actuator to return to the zero degree position
> (flaps clean) should the system malfunction?
>
> john hauck
> mkIII
> Titus, Alabama
>
>
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: In flight Adjustable Trim |
Instead of mounting the actuator fixed on the root tube, mount it on a
slide, reverse the direction of the flap handle movement. So if the
actuator gets stuck, you can pull the flap handle to go to a clean config.
Or kiss
Boyd
>>>>>>>>>>>>>>>>>
Boyd Y/Gang:
The MKIII standard flap actuation system works well for me in my airplane,
primarily because I fly right seat, stick in right hand, left hand on
throttle or flap handle when necessary.
It is a little more difficult to pull flaps when flying left seat in a
single center mounted stick MKIII because I have to twist to the right to
hold the control stick, then pull the flap handle.
The electric actuator would be a plus for pilots that have difficulty
pulling the handle because of age and/or lack of physical ability to pull
it.
john hauck
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: In flight Adjustable Trim |
It feels the same as the way I slow my old driveway snowplow (no brakes),
lower the blade.
BB
I had forgotten about the air brake action of the flaps on the MKIII.
When I first started flying the MKIII the amount of drag induced by flap
deployment was readily noticeable. Seemed like it would throw me into the
harness.
Now, I am not aware of that deceleration, but I know it is still there.
Really helps me to lose altitude without gaining excessive airspeed when I
need it.
john hauck
mkIII
Titus, Alabama
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| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Alternitive Kolb Engines |
Mike/All
That would be interesting to have a engine spread sheet but many would
be unsuitable for our Kolb use.
Generally speaking auto engines are too heavy and powerful for Kolb use.
Generator engines (Genrec and Onan) would seem to fit as options because
they are designed to run under heavy load but are normally a bit heavy
for the power they produce.
I really like the concept of the Yamaha that Jason is working with.
After all Rotax originally modified snowmobile engines for aircraft use.
The biggest problem would be a supply issue for wide spread usage. Not
just engines but redrives also. Rotax doesn't like people using their
redrive on other engines.
The R series BMW is another engine that shows promise.
I concur with Jason that there is a bunch of work in converting engines
to aircraft use especially if you are the first.
New VW engines are available in unlimited quantities at very reasonable
prices for Kolb usage. Parts for maintenance are also very inexpensive
and available for the foreseeable future. The VW redrives are also
available and continue to evolve. Granted a gear redrive would seem to
be better and maybe a suitable one will be developed if there is enough
demand. For the time being the Valley belt redrive is a good solution.
One of the advantages of a VW conversion is that Great Planes will put
together a fairly complete engine package and Valley will even build a
complete "firewall forward" that you can test fly at their factory. To
my knowledge no one makes a off the shelf exhaust systems but Larry
Smith at Valley promised me they would offer them if there was demand.
Also Kolb will build VW engine mounts on your new Kolb or weld on mounts
for your existing Kolb. There are two more VW powered Kolb MKIIIs
getting close to flying. The VW experiment is getting more refined so
the effort for the next builders will be greatly reduced.
I will be flying my VW powered Kolb MKIIIC to Sun-N-Fun this year and
camping with it all week
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: Mike Welch
To: kolb-list(at)matronics.com
Sent: Thursday, February 18, 2010 2:03 PM
Subject: RE: Kolb-List: Re: Valley Engineering Big-Twin - Any one
flying with one?
Herb,
I think the biggest application of the Generac is as a generator.
But, that aside, you're probably correct regarding their use in
aircraft.
You know what would be nice???? A spreadsheet that list ALL
engines in a certain power range....say 40-55 HP. Rotaxes, Generacs,
half VW, Victor, Cuyuna, Victor, etc., etc. etc. All of 'em!!
Then, try to list their atributes, like TBO, cost per hour,
maintenence interval, GPH, rebuild costs, number of hours of proven use,
etc.
This would be a big list, but it would make for interesting reading.
February 08, 2010 - February 19, 2010
Kolb-Archive.digest.vol-jf