Kolb-Archive.digest.vol-jv
May 27, 2010 - June 15, 2010
and able to carry more >weight than the MKII? Is there any chance you
can beef up a MKII?
Dutrak, (is that your name??)
Jason was right when he said:
> The MKIII is faster because people put larger engines on them
> MKIII has 6" spars, tail boom and MKII has 5" spars, tail boom
> I think thicker steel is used on the motor mount tube
> I dont know about the number of ribs in the wing or thickness of
material
> I dont know about the thickness of steel in the landing gear area
>
> I dont think it would be possible to upgrade all the above.
> Jason
The MkIII is a significant change from the MkII. With it's 6"
main fuselage tube and 6" wing spars, it is quite a bit different than
the MkII's 5" tubes.
Beefing a MkII up, or converting a MkII into a MkIII is no simple
task!!! I mean......it's not easy like converting a MkIII Classic into
a MkIII Xtra!! (LOL)
Mike Welch
MkIII CX
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________________________________________________________________________________
| From: | "Kolb Aircraft" <customersupport(at)tnkolbaircraft.com> |
Hang in there John.
We are thinking of you often.
Travis
Kolb CO
----- Original Message -----
From: John Hauck
To: kolb-list(at)matronics.com
Sent: Thursday, May 27, 2010 12:22 PM
Subject: Re: Kolb-List: Short video
Travis/Gang:
Getting out of rehab hosp today. Will stay with Nell until I can take
care of myself.
Going to be a long time before Miss P'fer flies again, those old
tractors get cranked, or back on my bike, but we are getting closer
every day.
john h
----- Original Message -----
From: Kolb Aircraft
To: kolb-list(at)matronics.com
Sent: Thursday, May 27, 2010 11:01 AM
Subject: Re: Kolb-List: Short video
Larry
A great job you did. Thanks for posting the video.
Travis
Kolb CO.
----- Original Message -----
From: Larry Cottrell
To: kolb-list(at)matronics.com
Sent: Wednesday, May 26, 2010 4:48 PM
Subject: Kolb-List: Short video
http://www.youtube.com/watch?v=pO3rTAqh9zg
Mike Marker flew his Rans S 18 here yesterday from Los Lunas N.M.
An over 700 mile trip in one day. Quite a substantial trip in an 80 MPH
plane. The weather out here is as bad as it is every where else, and
yesterday was about the only semi clear day for the flight.
This morning dawned a bit better than we had anticipated and most
of the storm was in Idaho, so we decided to go to the Steen's. It was
calm on the ground but the winds at 5000 feet had me cut back to 47 GPS
MPH. Not that bumpy, but slow for sure. I had not used my little camera
in quite a long time and apparently the battery has suffered for it. I
only got 39 minutes of video before it shut off. I cut most of it out,
and of course missed the only part that I wanted. On the way home at 94
GPS MPH I flew through a house sized cloud that had moved into the area,
but alas it was too late.
I was way too high for video, but perhaps you can see some of what
the country looks like.
Larry
Note: If you forward this email, please delete the forwarding
history, which includes my email address.
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| From: | chris davis <capedavis(at)yahoo.com> |
John , Glad to hear you are getting out ! Arnt those Physical therapists a
great bunch of people they really want you to get better sometimes they are
afraid they are pushing you too hard but I always tell them " not hard eno
ugh" . Im sure you from what I know of you will get back in shape REAL QUIC
K!My best to you and yours . Chris=0A-Chris Davis=0AKXP 503 492 hrs=0AGli
der Pilot=0ADisabled from crash building Firefly =0A=0A=0A=0A=0A___________
_____________________=0AFrom: John Hauck <jhauck(at)elmore.rr.com>=0ATo: kolb-
list(at)matronics.com=0ASent: Thu, May 27, 2010 12:22:23 PM=0ASubject: Re: Kol
b-List: Short video=0A=0A=0ATravis/Gang:=0A-=0AGetting out of rehab hosp
today.- Will stay with Nell until I can take care of myself.=0A-=0AGoin
g to be a long time before Miss P'fer flies again, those old tractors get c
ranked, or back on my bike, but we are getting closer every day.=0A-=0Ajo
hn h=0A----- Original Message ----- =0A>From: Kolb Aircraft =0A>To: kolb-li
st(at)matronics.com =0A>Sent: Thursday, May 27, 2010 11:01 AM=0A>Subject: Re:
Kolb-List: Short video=0A>=0A>=0A>Larry=0A>- A great job you did. Thanks
for posting the video.=0A>-=0A>Travis=0A>Kolb CO.=0A>----- Original Messa
ge ----- =0A>>From: Larry Cottrell =0A>>To: kolb-list(at)matronics.com =0A>>Se
nt: Wednesday, May 26, 2010 4:48 PM=0A>>Subject: Kolb-List: Short video=0A>
>=0A>>=0A>>http://www.youtube.com/watch?v=pO3rTAqh9zg=0A>>-=0A>>Mike Ma
rker flew his Rans S 18 here yesterday from Los Lunas N.M.- An over-700
mile trip in one day. Quite a substantial trip in an 80 MPH plane. The wea
ther out here is as bad as it is every where else, and yesterday was about
the only semi clear day for the flight.=0A>>-=0A>>This morning dawned a b
it better than we had anticipated and most of the storm was in Idaho, so we
decided to go to the Steen's. It was calm on the ground but the winds at 5
000 feet had me cut back to 47 GPS MPH. Not that bumpy, but slow for sure.
I had not used my little camera in quite a long time and apparently the bat
tery has suffered for it. I only got 39 minutes of video before it shut off
. I cut most of it out, and of course missed the only part that I wanted. O
n the way home at 94 GPS MPH I flew through a house sized cloud that had mo
ved into the area, but alas it was too late. =0A>>-=0A>>I was way too hig
h for video, but perhaps you can see some of what the country looks like.
=0A>>Larry=0A>>-=0A>>-=0A>>-=0A>>-=0A>>Note: If you forward this em
ail, please delete the forwarding history, which includes my email address.
=0A>> href="http://www.matronics.com/Navigator?Kolb-List">http://www.m
atronics.com/Navigator?Kolb-Listhref="http://forums.matronics.com">http:/
/forums.matronics.com href="http://www.matronics.com/contribution">http:
//www.matronics.com/c =0A> href="http://www.matronics.com/Navigator?K
olb-List">http://www.matronics.com/Navigator?Kolb-List href="http://foru
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________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Chris/Gang:
Thanks, buddy.
I understand where you are coming from.
I am sure we both have the same ambition to fly again. My mkIII will
get a rest and you can continue working on your fire fly.
john h
----- Original Message -----
From: chris davis
To: kolb-list(at)matronics.com
Sent: Thursday, May 27, 2010 1:32 PM
Subject: Re: Kolb-List: Short video
John , Glad to hear you are getting out ! Arnt those Physical
therapists a great bunch of people they really want you to get better
sometimes they are afraid they are pushing you too hard but I always
tell them " not hard enough" . Im sure you from what I know of you will
get back in shape REAL QUICK!My best to you and yours . Chris
Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
-------------------------------------------------------------------------
-----
From: John Hauck <jhauck(at)elmore.rr.com>
To: kolb-list(at)matronics.com
Sent: Thu, May 27, 2010 12:22:23 PM
Subject: Re: Kolb-List: Short video
Travis/Gang:
Getting out of rehab hosp today. Will stay with Nell until I can take
care of myself.
Going to be a long time before Miss P'fer flies again, those old
tractors get cranked, or back on my bike, but we are getting closer
every day.
john h
----- Original Message -----
From: Kolb Aircraft
To: kolb-list(at)matronics.com
Sent: Thursday, May 27, 2010 11:01 AM
Subject: Re: Kolb-List: Short video
Larry
A great job you did. Thanks for posting the video.
Travis
Kolb CO.
----- Original Message -----
From: Larry Cottrell
To: kolb-list(at)matronics.com
Sent: Wednesday, May 26, 2010 4:48 PM
Subject: Kolb-List: Short video
http://www.youtube.com/watch?v=pO3rTAqh9zg
Mike Marker flew his Rans S 18 here yesterday from Los Lunas N.M.
An over 700 mile trip in one day. Quite a substantial trip in an 80 MPH
plane. The weather out here is as bad as it is every where else, and
yesterday was about the only semi clear day for the flight.
This morning dawned a bit better than we had anticipated and most
of the storm was in Idaho, so we decided to go to the Steen's. It was
calm on the ground but the winds at 5000 feet had me cut back to 47 GPS
MPH. Not that bumpy, but slow for sure. I had not used my little camera
in quite a long time and apparently the battery has suffered for it. I
only got 39 minutes of video before it shut off. I cut most of it out,
and of course missed the only part that I wanted. On the way home at 94
GPS MPH I flew through a house sized cloud that had moved into the area,
but alas it was too late.
I was way too high for video, but perhaps you can see some of what
the country looks like.
Larry
Note: If you forward this email, please delete the forwarding
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| From: | <aoldman(at)xtra.co.nz> |
Really pleased to hear you are on the mend. All those other things will
take care of them selves until you are ready.
Push hard in your recovery { just not too hard } Miss P'fer is a patient
lady and would much rather have you fit and well behind her controls,
those old tractors are also willing to wait until you are ready , thats
why they have lasted the test of time . just keep them warm ,some power
in the batteries { if they have them } air in the tyres and they will be
ready when you are . may you have a speedy recovery { personaly I would
give the pedal bike thing away .I have never had any luck on the ones
without a engine }
Regards
Downunder
MK111C
Tony
----- Original Message -----
From: John Hauck
To: kolb-list(at)matronics.com
Sent: Friday, May 28, 2010 4:22 AM
Subject: Re: Kolb-List: Short video
Travis/Gang:
Getting out of rehab hosp today. Will stay with Nell until I can take
care of myself.
Going to be a long time before Miss P'fer flies again, those old
tractors get cranked, or back on my bike, but we are getting closer
every day.
john h
----- Original Message -----
From: Kolb Aircraft
To: kolb-list(at)matronics.com
Sent: Thursday, May 27, 2010 11:01 AM
Subject: Re: Kolb-List: Short video
Larry
A great job you did. Thanks for posting the video.
Travis
Kolb CO.
----- Original Message -----
From: Larry Cottrell
To: kolb-list(at)matronics.com
Sent: Wednesday, May 26, 2010 4:48 PM
Subject: Kolb-List: Short video
http://www.youtube.com/watch?v=pO3rTAqh9zg
Mike Marker flew his Rans S 18 here yesterday from Los Lunas N.M.
An over 700 mile trip in one day. Quite a substantial trip in an 80 MPH
plane. The weather out here is as bad as it is every where else, and
yesterday was about the only semi clear day for the flight.
This morning dawned a bit better than we had anticipated and most
of the storm was in Idaho, so we decided to go to the Steen's. It was
calm on the ground but the winds at 5000 feet had me cut back to 47 GPS
MPH. Not that bumpy, but slow for sure. I had not used my little camera
in quite a long time and apparently the battery has suffered for it. I
only got 39 minutes of video before it shut off. I cut most of it out,
and of course missed the only part that I wanted. On the way home at 94
GPS MPH I flew through a house sized cloud that had moved into the area,
but alas it was too late.
I was way too high for video, but perhaps you can see some of what
the country looks like.
Larry
Note: If you forward this email, please delete the forwarding
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________________________________________________________________________________
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Fellow Kolbers,
I recently downsized my Slingshot tires from 800x6 to 15x600-6 for two reasons.
One, the soft compound of the 800x6 tires wear fairly quickly on paved runways,
like my home airport. They were not worn much yet so they still have a lot
of life left in them on grass strips. The 2nd reason was I wanted to reduce drag
sufficiently to get a couple more MPH at same cruise power.
Today I flew some test flights to see how my 2nd goal panned out which leads to
the drag conundrum on which I'd like some help from you smart guys/gals. In particular,
I'm looking for feed back from our resident numbers cruncher and wise
man, Jack Hart.
Results of much smaller tires:
1) Zero change in IAS or TAS at same rpm setting. !@#$%
2) Good bit of change in pitch trim requirement. Now requires more nose down trim
for S&L flight at same RPM than with big tires.
I understand the 2nd result but can't figure out why such a dramatic reduction
in drag down low would not result in measurable speed increase.
Any thoughts on this conundrum will be appreciated, even wise-arse ones, if you
are so inclined.
Per Larry Cottrell's recommendation, my next step will be to fashion some sort
of fairings for the long gear legs. Larry said he got about 3 mph increase with
his fairings and I believe Richard Pike had similar results. Maybe with the
longer legs and higher speed of the SS, I might get that or more with gear leg
fairings. After that, I may see what wheel pants will do for me. I already own
the pants so all I have to do is figure out how to mount them. On our Rans S6,
the wheel pants were worth an extra 4 mph at normal cruise. My goal is not
so much faster cruise as more economical cruise, but they are both accomplished
by reducing drag.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299127#299127
________________________________________________________________________________
| From: | Bob Green <bgreen(at)bimi.org> |
| Subject: | RE: Kolb-List Digest: 9 Msgs - 05/27/10 |
John, it is great to hear you are making progress. Keep us posted.
Bob
Building MKIIIX
VW, re-drive
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re drag conundrum |
Thom- You wanted a dumb, cheap idea- try this.- On the front of the gear
legs, tape some tubing of a smaller diameter than the leg, just to break up
the air flow.- Maybe some plastic loom?- This would help imitate the e
ffect of a fairing enough to see if you are on the right track.- 15 minut
es and no cost to try, and 2 minutes off.
-
-------------------------
------------------------ Bi
ll Sullivan
-------------------------
------------------------ Wi
ndsor Locks, Ct.
-------------------------
------------------------ FS
447
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: drag conundrum |
I understand the 2nd result but can't figure out why such a dramatic
reduction in drag down low would not result in measurable speed
increase.
Thom
>>>>>>>>>>>>>>>>>>>>
Thom
when I went from the 15 600 6 tires to 600 6 I had about a 3 mph
reduction in speed. I cant understand why the speed would not return
when going back to the small tires.
Boyd
MkIII
________________________________________________________________________________
| Subject: | Re: drag conundrum |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Boyd,
Hence, the conundrum. Does not make sense to me that an obvious reduction in drag,
even though it is well below the center of pressure and therefore requiring
adjustment of trim, would not reduce the overall drag to the point of improving
airspeed measurably.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299148#299148
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: Re drag conundrum |
Thom- You wanted a dumb, cheap idea- try this. On the front of
the gear legs, tape some tubing of a smaller diameter than the leg, just
to break up the air flow. Maybe some plastic loom? This would help
imitate the effect of a fairing enough to see if you are on the right
track. 15 minutes and no cost to try, and 2 minutes off.
Bill Sullivan
>>>>>>>>>>>>>>>>>>>>>>>
bill and Thom
from what I have heard it is not how you open up the airspace that has
the biggest effect on drag. but how you close it. for a test I
would cut some styrofoam with an inverted round on the front,( to fit
the gear leg) and cut the trailing edge to a point. Wrap it with
some fabric and glue the fabric to the gear leg.
Boyd young
MKIII
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Re drag conundrum |
At 10:29 AM 5/28/2010, william sullivan wrote:
>Thom- You wanted a dumb, cheap idea- try this. On the front of the gear
>legs, tape some tubing of a smaller diameter than the leg, just to break
>up the air flow. Maybe some plastic loom? This would help imitate the
>effect of a fairing enough to see if you are on the right track. 15
>minutes and no cost to try, and 2 minutes off.
Drag reduction from adding streamlined fairings works by guiding the
airflow behind the tube, preventing separation. Adding material in front
of the tube won't do much if anything.
-Dana
--
Censorship: The reaction of the ignorant to freedom.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: drag conundrum |
At 10:17 AM 5/28/2010, Thom Riddle wrote:
>Results of much smaller tires:
>1) Zero change in IAS or TAS at same rpm setting. !@#$%
>2) Good bit of change in pitch trim requirement. Now requires more nose
>down trim for S&L flight at same RPM than with big tires.
>
>I understand the 2nd result but can't figure out why such a dramatic
>reduction in drag down low would not result in measurable speed increase.
Some thoughts, sheer guesswork since I haven't seen your setup: First, if
the new tires are significantly lighter, it may be a balance thing
requiring more down trim. Second, you're reducing drag from the tires but
may be adding additional trim drag from a deflected elevator. Third, even
though the new tires are smaller diameter but a similar width, they]re
blunter and so the increase in drag coefficient may be higher than the
reduction in area.
>...I may see what wheel pants will do for me. I already own the pants so
>all I have to do is figure out how to mount them. On our Rans S6, the
>wheel pants were worth an extra 4 mph at normal cruise...
Depends on the pants. Well designed pants can reduce drag, but many don't,
or even increase it. On my T-Craft, adding the wheel pants (I took them
off each winter and put them back on in the Spring) did absolutely nothing
for drag/speed, but they looked nice.
-Dana
--
Censorship: The reaction of the ignorant to freedom.
________________________________________________________________________________
Hello and happy memorial weekend to all.
To all the vets....Thank you brothers!!
Question: I have a MKII and need to know where the Dihedral should be in degree's.
I would like to hear any answer for any Kolb model. MKIII, Firestar, etc.
Right now I measure 1 degree per wing so 2 degree's combined. Seem's like kind
of a small amount to me. Please comment. Any and all are welcome.
Ray W.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299163#299163
________________________________________________________________________________
| Subject: | Re: drag conundrum |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Dana,
I know the wheel pants I have will help significantly because these very same pants
came off the RANS S6 which gave a 4 mph advantage.
I agree in principle that the change in elevator trim might cause a bit more drag
in the tail plane area than before the tire downsize, but can't imagine it
being more than the drag reduction from the smaller tires. BTW, the 15x600-6 are
nearly 2" narrower at the widest point than the 800x6 tires they replaced.
The diameter reduction is nearly 4". Making some rational assumptions I calculated
that the net cross-sectional area of the larger tires was about 124 sqin
each tire and the smaller ones are about 79 sqin.
I did some rough calculations to come up with about 2.5 hp savings at 80 mph. Another
way to look at it is to let that extra HP deliver more speed, which I calculate
to be about 1.5 mph increase. Maybe my baseline data was not accurate
enough to see this bit of increase.
Just thinking out loud, here is another way to look at it:
I checked my fuel consumption for this flight and it was down a good bit compared
to my previous normal fuel burn rate for steady state cruise at this rpm. PERHAPS,
the same rpm is actually less power being produced to yield the same airspeed.
This seems reasonable to me since the drag is less and the prop works
only as hard as it needs to to give the rpm I dialed in. Thus the same rpm and
same airspeed may have been achieved with less horsepower being absorbed by
the prop.
I'm beginning to think this last guess may be the key to understanding the change,
but I'll have to do some longer distance flying at same rpm and airspeed to
get a more accurate fuel consumption figure. If it is true then I may need more
prop when I finish with my drag reduction efforts. This experiment is getting
interesting.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299168#299168
________________________________________________________________________________
| Subject: | Re: Re drag conundrum |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
A few decades ago, I saw an airplane, a Maule if my memory is correct, with the
trailing part of a wheel pant only, as designed. The nose part was just the tire
itself. I have no idea how well it worked but thought that was good idea
for very light weight and probably somewhat effective. It was held on just on
the inboard side and was closed in the front, very close to the tire surface.
Made for a decent mud flap too without all the interior space to catch and hold
the mud. If I didn't already have the full wheel pants I'd probably try that.
My thought for fairing the gear leg is to use perhaps .020" clear polycarbonate
(Lexan) sheet. I want to have visual and maintenance access to the brake lines
running down the back of the gear legs. My pan is to cut small holes in the
polycarbonate near the gear tube, top and bottom, and secure the fairing with
zip ties. If the trailing edges tend to flap open, then I can sew them shut. This
is plan A. Who knows how many plans it will take to get what I'm happy with?
I'm not a builder but I am an experimenter.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299176#299176
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Ray,
My uncle Dave increased the amount of dihedral in his firestar to give it more
stability and also more Rudder - Yaw coupling and liked it. I have a little more
dihedral than called for in my MK III Xtra and like the way it flys. The
standard amount of dihedral results in less natural stability, its a matter of
how you like your plane to fly.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299179#299179
________________________________________________________________________________
| From: | Vincent Nicely <vincenic1(at)embarqmail.com> |
Ray,
Richard Pike and I have both put dihedral into Firestar II airplanes and
have discussed this in the archives. Please search the KOLB list with
the search term dihedral. The descriptions listed below were posted in
Aug 1998. Please feel free to ask any additional questions you like. I
have about 500 hours on my Firestar II with most flown with significant
dihedral as described in the notes. I like it with significant dihedral.
The numbers refer to the number of the item in the Kolb list of a few
years ago (may be the same now, but I haven't checked).
#6349 - Primary description of results
#6350 - Comment on cross wind capability
#6392 - Comment on pitch control with spring trim for flying hands-off
#27789 -
#45421 - additional recent comments by Richard Pike
Vince Nicely
On 5/28/2010 1:15 PM, rayw wrote:
> --> Kolb-List message posted by: "rayw"<rmwis@wi-net.com>
>
> Hello and happy memorial weekend to all.
>
> To all the vets....Thank you brothers!!
>
> Question: I have a MKII and need to know where the Dihedral should be in degree's.
I would like to hear any answer for any Kolb model. MKIII, Firestar, etc.
Right now I measure 1 degree per wing so 2 degree's combined. Seem's like kind
of a small amount to me. Please comment. Any and all are welcome.
>
> Ray W.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=299163#299163
>
>
>
>
>
> Checked by AVG - www.avg.com
>
>
________________________________________________________________________________
| Subject: | Re: Re drag conundrum |
Here is a link to someone who made some strut fairings.
http://www.homebuiltairplanes.com/forums/light-stuff-area/4669-lexan-strut-fairings.html
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299194#299194
________________________________________________________________________________
| Subject: | Re: Re drag conundrum |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Kolb lift strut fairing scraps work too -
http://www.bcchapel.org/pages/0003/pg2.htm
Richard Pike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299200#299200
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: drag conundrum |
At 01:43 PM 5/28/2010, Thom Riddle wrote:
>I agree in principle that the change in elevator trim might cause a bit
>more drag in the tail plane area than before the tire downsize, but can't
>imagine it being more than the drag reduction from the smaller tires...
I agree; I just threw it out as a thought.
>Just thinking out loud, here is another way to look at it:
>I checked my fuel consumption for this flight and it was down a good bit
>compared to my previous normal fuel burn rate for steady state cruise at
>this rpm. PERHAPS, the same rpm is actually less power being produced to
>yield the same airspeed. This seems reasonable to me since the drag is
>less and the prop works only as hard as it needs to to give the rpm I
>dialed in. Thus the same rpm and same airspeed may have been achieved with
>less horsepower being absorbed by the prop.
At the same rpm and the same airspeed, the engine should be putting out the
same amount of power, since the same amount of air is moving through the
prop, at the same speed. This is neglecting, of course, other variables
such as air density. I suspect your numbers may be within the noise of
your instruments' accuracy.
-Dana
--
"Hiking is just walking where it's ok to pee.....
Sometimes old people hike on accident....."
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Hauck Ramblings On Kolb aircraft. |
Gang:
After 26 years of building, flying, experimenting, modifying, crashing,
rebuilding, my three Kolbs, and 4,500+ hours in my personal Kolbs (not
counting time in factory Kolbs and other Kolbs), I have discovered Kolb
aircraft are unique. They defy engineers and numbers. They do things that
are unexplainable, but they do everything well. They have no bad habits,
but some pilots who lack basic piloting skills, blame the Kolb for their
problems instead of themselves. There is no such thing as Kolb Quit, but
there are pilots that stall the Kolb several feet above the ground, blaming
hard landings on an easy to fly airplane.
I encourage kolbers to experiment and test, and I learn from their efforts,
good and bad.
Much of the experimenting that is being done today, is repetitious, but I
encourage folks to try and improve what we have.
Going from Airtrac 600x6 to 800x6 tires on my mkIII made no change in
performance.
Going from a Maule Tundra Tailwheel 8" pneumatic, 12 lbs, to a Maule Solid
6", 7 lbs, made little difference in CG, but on paper neither tailwheel
should fly. No change in performance. I made this change a month ago in
prep to fly to MV. Thought I would pick up a couple MPH. Negative.
My mkIII has been an 85 mph cruise airplane with 65, 80, and 95 hp engines.
The primary difference is take off and climb performance, which is extremely
important based on the places I fly. Cruise and max speeds are very
similiar.
The real beauty of my mkIII is its ability haul tremendous loads, to operate
out of extremely short strips at high altitudes, to handle violent winds and
weather, to forgive me when I push her to the limits of both of us.
Will she ever fly faster? Doubt it. So far have never been out run by any
other Kolb model except John Williamson's 912ULS Kolbra. He was good for
105 mph, Miss P'fer, 95 mph. His cruise was also 10 mph faster.
Can't wait to get back in the air and exercise my right to flight. Three
months and counting.
john h
________________________________________________________________________________
| From: | "lhaggerty" <lhaggerty(at)tampabay.rr.com> |
Can someone send me the email address to contact Travis for Kolb parts.
Pete
________________________________________________________________________________
| From: | "Thumb" <bill_joe(at)bellsouth.net> |
Get in touch with Travis,,,customersupport(at)tnkolbaircraft.com Bill
Futrell
----- Original Message -----
From: lhaggerty
To: kolb matronics
Sent: Friday, May 28, 2010 7:40 PM
Subject: Kolb-List: Travis
Can someone send me the email address to contact Travis for Kolb
parts. Pete
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
Hello and happy memorial weekend to all.
To all the vets....Thank you brothers!!
Question: I have a MKII and need to know where the Dihedral should be in
degree's. I would like to hear any answer for any Kolb model. MKIII,
Firestar, etc. Right now I measure 1 degree per wing so 2 degree's combined.
Seem's like kind of a small amount to me. Please comment. Any and all are
welcome.
Ray W.
>>>>>>>>>>>>>>>>>>>>>>>>>>>
Ray
If my math is correct... the angle of dihedral per the plans is 0.5968deg
per wing panel.(up from straight) When I built to this standard and put
the mkIII into a 30 deg bank and let go of the stick it wanted to roll into
a steeper bank. I reconfigured the dihedral to 1.1934 deg up from straight
and when retested the bank wanted to stay put. I am not sure but I believe
if I had gone to 1.5 to 1.78 deg per wing the plane would have rolled back
to level flight when the stick was let go at a 30 deg bank.
In real life I rigged the wings straight, and when finishing the center
attach points the first rigging was to raise the outboard rib 1 1/2 inches
from straight. Then set the length of the lift strut. On my second attempt
I raised the outboard rib 3 inches. And wish I had tried 4 to 4 1/2
inches.
I could not tell any flight difference other than the roll stability going
from negative to neutral between the first and second attempt.
Boyd Young
Kolb MKIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Couple years ago Homer rebuilt the 1985 FS, Osh Grand Champ UL 1985, which
was crashed and totaled Osh 1989. Nope, I did not do it, but witnessed the
crash.
During rebuild Homer increased dihedral. I think he doubled it.
I flew this same FS in its original configuration, and again after
restoration.
Probably a little more stable, but not much. Hard to tell if there was any
loss of performance because Homer replaced the 377 with a 503. It climbed
like a rocket.
john h
________________________________________________________________________________
| Subject: | Re: drag conundrum |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Dana,
As I read your post I was almost convinced you were right when you said...
At the same rpm and the same airspeed, the engine should be putting out the same
amount of power, since the same amount of air is moving through the prop, at
the same speed.
Then I started thinking about the amount of work being done. If the drag is less
then the work being done by the prop at a certain rpm and traveling at the constant
airspeed, must be less. Less work means less power and less fuel consumption.
If I had a very precise vernier throttle with a precise scale, I would
speculate that I'm getting the same airspeed with the same rpm but at a smaller
throttle opening.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299223#299223
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: drag conundrum |
>
>Fellow Kolbers,
>
>Results of much smaller tires:
>1) Zero change in IAS or TAS at same rpm setting. !@#$%
>2) Good bit of change in pitch trim requirement. Now requires more nose
down trim for S&L flight at same RPM than with big tires.
>
>I understand the 2nd result but can't figure out why such a dramatic
reduction in drag down low would not result in measurable speed increase.
>
>Any thoughts on this conundrum will be appreciated, even wise-arse ones, if
you are so inclined.
>
Thom,
There are a couple of reasons. First, by reducing wheel weight, you moved
your CG forward. This means you must increase tail load to maintain
straight and level flight. Every pound increase in tail load means that you
must off set this load with increased wing lift and wing drag.
Also by reducing the wheel size you are changing the profile drag of your
plane. Think about the center of drag and that it must lie above the
vertical location of the cg. If this is so, when you reduce the wheel drag
it will cause a nose up condition about the vertical cg position.
Both of these conditions will cause increased tail load at your normal level
flight cruise. In addition this increased load is transferred to the wing.
One should try to get rid of this additional wing load and drag. Under your
normal flight conditions, you need to look at adjusting the horizontal
stabilizer to get rid of trim. Then check your slip indicator for power
factor to see if the ball remains centered. If not, you may want to washer
the engine to try and drive the ball back in toward the center. These two
changes should bring your plane back into trim, and you should (may) see
some speed increase. One can hold altitude and rpm constant, but all those
other atmospheric influences may mask any early indicators for improvement.
The most reliable improvement indicator is to calculate your gph rates for
before and after a change.
On a very light plane, everything influences everything else. I ran some
calculations for the FireFly to figure out what would happen if I moved the
thrust line. They can be viewed at:
http://jackbhart.com/firefly/firefly101.html
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
: spot
http://share.findmespot.com/shared/faces/viewspots.jsp?glId=0siAoTNYTZD
6KPbiDncNLfKZruRqx5nUO
Take a look at this screen on maximum on the hybrid screen. You will see
that there are 48 track points that are all actually at the house. The
interesting part is that everything after #13 were sent from inside the
hanger with the doors closed. We went flying this morning and when we
returned I put the plane in the hanger and shut all the doors. I just
remembered that I had not turned it off and went into the hanger and did
so. It was still running and when I checked the site there are all of
those tracks that were sent through the wood and composite roofing. I am
impressed,not to mention amazed. I was under the impression that these
things were not very efficient.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: drag conundrum |
"First, by reducing wheel weight, you moved
your CG forward."
Jack, This is conventional Kolb gear, correct? The mains are ahead of
the C.G. Less weight = more aft C.G. or am I missing something?
Roger @ the Rock House
________________________________________________________________________________
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi All,
If anyone wants the new Spot Tracker 2 I have 2 left from my last order. Brand
new at a very large reduced price from the regular price. You will need to call
me for the actual price. Spots work very well and can not only send for 911
help and track you on the web, but send messages. I would have let my friends
here know about this deal sooner, but I didn't know many Kolb friends were using
the Spot.
Roger Lee @ 520-574-1080 in Tucson, AZ.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299233#299233
________________________________________________________________________________
| Subject: | Re: drag conundrum |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Jack,
Thanks for your input.
I know and expected that the loss of drag at the lowest point of the aircraft in
flight will(did) necessitate the addition of nose down trim.
However your assumption that the CG would move forward with the loss of weight
from lighter tires is incorrect, since the main wheels are well forward of the
CG range. My empty weight CG location moved aft by .63 inches and my typical
loaded CG moved aft by .25 inches.
My yaw string behavior did not change.
I think that my fuel consumption rate is down after changing tire size but won't
be certain until after I've flown a few hours at my normal cruise rpm. My surprise
was that the same rpm did not result in higher airspeed at same fuel burn
rate, rather than reduced fuel consumption at the same airspeed. But the more
I think about it, I can see how reduced drag could have either result or some
combination of the two. Why one and not the other is still a mystery to me,
but if I get less fuel consumption at same speed, then my original goal has been
accomplished.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299246#299246
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: drag conundrum |
At 08:58 PM 5/28/2010, Thom Riddle wrote:
>Dana,
>
>As I read your post I was almost convinced you were right when you said...
>
>At the same rpm and the same airspeed, the engine should be putting out
>the same amount of power, since the same amount of air is moving through
>the prop, at the same speed.
>
>Then I started thinking about the amount of work being done. If the drag
>is less then the work being done by the prop at a certain rpm and
>traveling at the constant airspeed, must be less. Less work means less
>power and less fuel consumption. If I had a very precise vernier throttle
>with a precise scale, I would speculate that I'm getting the same airspeed
>with the same rpm but at a smaller throttle opening.
I almost thought your were right too, at first :)
Consider: At constant airspeed and constant rpm. the same amount of air is
flowing through the prop, at the same speed, as you say. This means a
constant blade AOA, thus constant blade drag, constant torque on the prop
shaft, and thus constant HP... and constant thrust. Change any one thing
and at least one other thing has to change; they're all interrelated.
If the drag is less, then the thrust is also less... but it can't be, under
the same conditions, as described above. Either the aircraft accelerates
until the drag increases until it equals thrust (which by this time will be
a little less since at constant RPM the blade AOA will decrease with
increasing airspeed), or you have to reduce thrust (RPM) until it equals
drag, to maintain a constant airspeed.
Less drag = go faster at the same rpm, or less thrust (less RPM) at the
same airspeed. 5% drag reduction gives 5% lower fuel consumption with a
reduced power setting at the same airspeed, but only 2.5% higher airspeed
at the same (original) power setting.
I still suspect in this case instrument error in the ASI or tach or both,
or varying atmospheric conditions, or all three.
-Dana
--
A .44 magnum is the world's only usable point-and click interface.
________________________________________________________________________________
| Subject: | Re: drag conundrum |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Dana,
I agree with your explanation. Perhaps my measurement accuracy is off enough to
not be able to detect the change, whatever it is. As John Hauck noted, he could
not detect any difference in cruise speed when he changed from 600x6 to 800x6
tires. The change, though real, is probably within the measurement inaccuracy
range or differences in atmospheric conditions.
However, if over the next few hours of flight at my normal cruise rpm I see measurably
lower fuel consumption at similar density altitudes, then I'm inclined
toward thinking my throttle opening for this condition is less than with the
larger tires. The significantly lower drag has to show up somewhere.
I wish I had a fuel flow monitor or at least a manifold pressure gauge which is
a better proxy for power than rpm alone on a fixed pitch prop.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299256#299256
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: drag conundrum |
>
>However your assumption that the CG would move forward with the loss of weight
from lighter tires is incorrect, since the main wheels are well forward of the
CG range. My empty weight CG location moved aft by .63 inches and my typical
loaded CG moved aft by .25 inches.
>
>My yaw string behavior did not change.
>
Thom,
In my case I have to plead a brain fart. Once in a while humble pie is good
for me.
When flying gliders, I used yaw strings. But one must remember that yaw
strings indicate the direction of the local air flow over a small portion of
the plane. In our case of a pusher powered aircraft with a little power
factor present, one side of the prop swing will give a greater bite that the
other side. Therefore the yaw string will indicate no slip when the plane is
actually slipping. Also, if you are used to using a yaw string and always
fly with the string centered, why would you expect for it to change
indication?
A ball slip indicator indicates what the total plane is doing. It might be
worth your time to borrow a ball indicator from someone and recheck your
trim.
I hope this makes better sense.
Jack B. Hart F004
Winchester, IN
________________________________________________________________________________
| From: | Eugene Zimmerman <etzimm(at)gmail.com> |
| Subject: | Re: drag conundrum |
Hey guys,
It appears that you guys are not getting the the appropriate dose of
air-time to prevent the airplane hypochondria syndrome. ; )
|
_____|_____
*=======================R=======================*
\ / ^
\ /
( /---\ )
\___/
/ \
() ()
Eugene Zimmerman
On May 29, 2010, at 9:30 AM, Dana Hague wrote:
> At 08:58 PM 5/28/2010, Thom Riddle wrote:
>> Dana,
>>
>> As I read your post I was almost convinced you were right when you
>> said...
>>
>> At the same rpm and the same airspeed, the engine should be putting
>> out the same amount of power, since the same amount of air is
>> moving through the prop, at the same speed.
>>
>> Then I started thinking about the amount of work being done. If the
>> drag is less then the work being done by the prop at a certain rpm
>> and traveling at the constant airspeed, must be less. Less work
>> means less power and less fuel consumption. If I had a very precise
>> vernier throttle with a precise scale, I would speculate that I'm
>> getting the same airspeed with the same rpm but at a smaller
>> throttle opening.
>
> I almost thought your were right too, at first :)
>
> Consider: At constant airspeed and constant rpm. the same amount of
> air is flowing through the prop, at the same speed, as you say.
> This means a constant blade AOA, thus constant blade drag, constant
> torque on the prop shaft, and thus constant HP... and constant
> thrust. Change any one thing and at least one other thing has to
> change; they're all interrelated.
>
> If the drag is less, then the thrust is also less... but it can't
> be, under the same conditions, as described above. Either the
> aircraft accelerates until the drag increases until it equals thrust
> (which by this time will be a little less since at constant RPM the
> blade AOA will decrease with increasing airspeed), or you have to
> reduce thrust (RPM) until it equals drag, to maintain a constant
> airspeed.
>
> Less drag = go faster at the same rpm, or less thrust (less RPM) at
> the same airspeed. 5% drag reduction gives 5% lower fuel
> consumption with a reduced power setting at the same airspeed, but
> only 2.5% higher airspeed at the same (original) power setting.
>
> I still suspect in this case instrument error in the ASI or tach or
> both, or varying atmospheric conditions, or all three.
>
> -Dana
>
>
> --
> A .44 magnum is the world's only usable point-and click interface.
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: drag conundrum |
roger/gang
save some fun for me.
i use the the yaw string to calibrate my slip/skid indicator. basic
adjustment can be made with airframe, on the ground in level flight
attitude, but the yaw string in flight is the instrument to fine tune
the slip/skid indicator.
typed left handed, index finger. ;-)
john h
Roger @ the Rock House
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: drag conundrum |
jack,
Also, if you are used to using a yaw string and always
> fly with the string centered, why would you expect for it to change
> indication?
>
i don't know. why?
> A ball slip indicator indicates what the total plane is doing. It might
> be
> worth your time to borrow a ball indicator from someone and recheck your
> trim.
>
> Jack B. Hart F004
yaw string indicates relative wind. mount the string bottom center
windshield. i used a short piece of safety wire for standoff and no lateral
drag.
if you are concerned of prop influencing string, shut down the engine.
out of trim situations have insignificant effect on kolbs. i flew 17,400
mile flight in my mkiii at 1/2 ball out of trim. later doubled size of
rudder trim tab. mkiii flies ball centered, feet off the rudder pedals.
flew 10,000+ mile flight trimmed up, ball centered.
performance figures for both flights nearly identical.
yaw string, properly mounted, more accurate than slip/skid indicator.
take care,
john h
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: drag conundrum |
>
>jack,
>
> Also, if you are used to using a yaw string and always
>> fly with the string centered, why would you expect for it to change
>> indication?
>>
>
>
>i don't know. why?
John, I thought I was asking the question.
>
>
>yaw string indicates relative wind. mount the string bottom center
>windshield. i used a short piece of safety wire for standoff and no lateral
>drag.
>
>if you are concerned of prop influencing string, shut down the engine.
It is a little difficult to maintain altitude following this procedure.
>
>out of trim situations have insignificant effect on kolbs. i flew 17,400
>mile flight in my mkiii at 1/2 ball out of trim. later doubled size of
>rudder trim tab. mkiii flies ball centered, feet off the rudder pedals.
>flew 10,000+ mile flight trimmed up, ball centered.
>
>performance figures for both flights nearly identical.
>
Since you compensated for built in skid or slip by use of a tab on the
rudder, one would not expect to see any drag reduction or any performance
improvement. My Kolb FireFly, must be an exception, in that by trimming out
p-factor, and offsetting the thrust line to fly straight in level flight and
not using trim tabs, it has shown definite improvement.
>yaw string, properly mounted, more accurate than slip/skid indicator.
The slip/skid indicator indicates coordinated, lower drag, and more
economical flight. A yaw string indicates as you said relative wind and I
use it the most on taxiing out to detect what the cross wind is doing.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: drag conundrum |
> The slip/skid indicator indicates coordinated, lower drag, and more
> economical flight. A yaw string indicates as you said relative wind and I
> use it the most on taxiing out to detect what the cross wind is doing.
>
>
> Jack B. Hart FF004
> Winchester, IN
jack,
yaw string and slip/skid indicator provide identical information, whether
the aircraft is trimmed in yaw, is slipping or skidding.
when trimmed in yaw, the aircraft is trimmed into relative wind. when i
line up the string with the center line of the airframe, it indicates i am
trimmed in yaw.
how does a slip/skid indicator indicate coordinated, lower drag, and more
economical flight?
realize you were asking question. i don't have an answer. reason i asked
why.
only time i have ever been concerned with pitch trim was shooting 2,75 inch
rockets from the AH-1G Cobra in VN.
i use the wind sock when taxiing.
how precise is your instrumentation? probably same as mine.
a slip/skid indicator with ball centered indicates relative wind.
flying from my bed which needs a yaw string to keep me trimmed with the meds
i am taking. ;-)
john h
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: drag conundrum |
>
>
>jack,
>
>yaw string and slip/skid indicator provide identical information, whether
>the aircraft is trimmed in yaw, is slipping or skidding.
>
The yaw string only gives an indication of relative wind over one spot of
the aircraft. This works very well on a sailplane or glider, because one
does not have to counter propeller torque, thrust and gyroscopic effects.
When under power and if one trims for the most used or a desired flight
speed, one must trim the roll to counter the propeller torque and adjust the
horizontal stabilizer to establish hands off level flight. Under this
condition, the plane more than likely will skid due to the fact the roll
trim requires one wing to carry a little more load than the opposite side.
In this case the ball will be out. Before slapping a tab on the rudder to
bring it in, it is best to washer the engine to check for p-factor and
adjust to bring the ball in as far as it will go. Then what ever ball is
left can be brought in by sliding the thrust line side to side or a tab on
the rudder. To ignore the p-factor means that you are just tossing money
away due to inefficient use of thrust.
If you do all of the above and you want to check it with a yaw string, then
I will agree that the yaw string is as good as a slip/skid indicator.
>
>when trimmed in yaw, the aircraft is trimmed into relative wind. when i
>line up the string with the center line of the airframe, it indicates i am
>trimmed in yaw.
>
If you have not addressed cruise p-factor you will be using excessive trim
on the rudder and creating an overall higher drag condition.
>
>how does a slip/skid indicator indicate coordinated, lower drag, and more
>economical flight?
>
If the plane is properly trimmed out, the ball centered position will always
give the lowest drag configuration.
>
>i use the wind sock when taxiing.
>
Not all fields have wind socks.
>
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: drag conundrum |
> The yaw string only gives an indication of relative wind over one spot of
> the aircraft.
that is all you need. the rest of the airplane is permanently connected to
that spot.
when you center the yaw string you are trimmed for yaw and roll.
when you center the ball, you are trimmed for yaw and roll.
both instruments accomplish equal roles.
p factor at cruise is probably not measureable.
how do you calibrate your slip/skid indicator?
what kind of slip/skid indicator do you have?
we have adverse yaw as the result of the way the prop wash hits the tail
section, especially high horse power and large prop combos. this is quite
evident on my mkiii. only the left side of the upper and lower vertical
stabilizers are hit. right sides stay clean.
top of left horizontal stab and elevator are also hit by prop wash. there
is a lot going on back there.
remember when you were going to tuft the tail section to see if prop wash
was hitting elevators? i knew it was and i recommended standing behind the
airplane with the engine running, stick your hand down there and feel the
air? lot quicker than tufting.
23 years ago i experimented with thrust line of my firestar. up, down,
left, and right. no change in performance, yaw, or pitch.
I have experimented with leading edge upper vertical stab, leading edges
horizontal stabs when i built and tested my mkiii 18 years ago. found the
sweet spot for horizontal stabs. vertical stab a waste of time.
i have an airplane that performs well throughout its entire performance
band.
for off site landings with no wind sock i use basic pilot skills to
determine wind direction. there's lots of ways to do that. if i had an
open cock pit, the wind on my face. if not, the airplane gives me very
definite feed back when taxiing.
john h still flying my bed, but no adverse yaw or roll.
________________________________________________________________________________
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Hi, John,
Glad to hear you're on the mend.
At S&F, you recommended tempur foam
for seat cushions. I recall you said you chose "firm,"
for your airplane.
How thick is the foam you used?
I'm getting tired of a sore arse...
Thanks in advance,
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299342#299342
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Seat cushions |
dave,
not exactly sure what i have. probably 2". i wouldn't go with less than
that, and firm.
will make all the difference in the world.
john
----- Original Message -----
From: "Watkinsdw" <david.watkins0(at)gmail.com>
Sent: Sunday, May 30, 2010 7:09 AM
Subject: Kolb-List: Seat cushions
>
> Hi, John,
> Glad to hear you're on the mend.
> At S&F, you recommended tempur foam
> for seat cushions. I recall you said you chose "firm,"
> for your airplane.
> How thick is the foam you used?
> I'm getting tired of a sore arse...
> Thanks in advance,
> Dave
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=299342#299342
>
>
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: drag conundrum |
>
>
>p factor at cruise is probably not measureable.
>
Take the trim tab off the rudder and start adding and subtracting washers to
change the engine angle and see what happens.
>
>how do you calibrate your slip/skid indicator?
>
To mount it I hung a plumb bob from the root tube with the bob directly over
the tail tube. Then I shimmed under a wheel until the bob point was over
the middle of the tail tube. I picked this as wings level. Then I glued
and taped the indicator to the panel with the ball centered. After the glue
had set up, I drilled and bolted the indicator to the panel.
>
>what kind of slip/skid indicator do you have?
>
Don't know of the brand, it is just a ball and curved tube type that I
purchased out of the experimental aircraft supply catalogs.
>we have adverse yaw as the result of the way the prop wash hits the tail
>section, especially high horse power and large prop combos. this is quite
>evident on my mkiii. only the left side of the upper and lower vertical
>stabilizers are hit. right sides stay clean.
>
>top of left horizontal stab and elevator are also hit by prop wash. there
>is a lot going on back there.
>
Yes there is, but I believe it is minor compared to the offsetting roll
induced from the propeller torque reaction.
>
>remember when you were going to tuft the tail section to see if prop wash
>was hitting elevators? i knew it was and i recommended standing behind the
>airplane with the engine running, stick your hand down there and feel the
>air? lot quicker than tufting.
>
Due to the low position of the horizontal tail surfaces they do not receive
much propeller air flow. That is why it is so important to keep the thrust
line as slow as possible. On the FireFly with the 447 mounted only 23% of
the horizontal stabilizer area was swept by propeller wash. With the
elevator full up, received 11% and in the neutral position 1%. By dropping
the thrust line with the Victor 1+ those numbers were 29%, 14%, and 2%,
respectively. Not a huge improvement, but it was worth doing and lead to
the addition of VG's on the bottom of the horizontal stabilizer. This study
can be seen at:
http://jackbhart.com/firefly/firefly129.html
>
>23 years ago i experimented with thrust line of my firestar. up, down,
>left, and right. no change in performance, yaw, or pitch.
>
I suspect your ability to measure the resulting performance changes was not
up to the task. If I hold my hand out in the FireFly slip stream it will
turn in that direction and I do not see a change on any of the flight
instruments. If you are interested, that is why it is so important to make
changes that should improve the flight performance. If you make enough of
them, the accumulative effects will show in increased performance. The end
result is an aircraft that can be safer and more fun to fly, and easier on
your wallet.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: drag conundrum |
> I suspect your ability to measure the resulting performance changes was
not
> up to the task.
>
> Jack B. Hart FF004
> Winchester, IN
jack,
i am going to elect not to comment on the above statement.
however, i am interested in your ability to measure performance changes and
the precision instrumentation you utilize to come to your conclusions.
john h
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: drag conundrum |
>
>
>however, i am interested in your ability to measure performance changes and
>the precision instrumentation you utilize to come to your conclusions.
>
John,
Most of my ability to detect performance changes comes from record keeping.
I log and record the infight time, the fuel burned, engine rpm and egt. I
am fortune in that I can fly to my local EAA Chapter meetings so that I am
flying the same path fairly often. From these data one can determine
trends that indicate performance changes. It wasn't until I was able to
control in flight EGT, that really good things began to happen. This
allowed me to fly with predictable/repeatable fuel rate burns even though
metrological conditions changed over the period of the flight/trip. This
ability insures than one is flying at constant and repeatable power
settings. This is how I was able to compare the performance of the 447 and
the Victor 1+. Also with EGT control, I could investigate the fuel burn
rates for different throttle settings with out the results being masked by
changing atmospheric conditions.
These comparison studies where documented in:
http://jackbhart.com/firefly/firefly146.html
As far as changes in stall speed, one can do fairly well with the ASI and
back it up with a GPS. The lift increase brought about by VG's is easily
done by determining the lowest flight speed at which one can maintain
altitude before and after the addition of VG's. Also, one can document the
ability to fly slower in ground effect, and shortened distance for lift
off.
See: http://jackbhart.com/firefly/firefly18.html
Some things I have tried, I could not see any change or improvement and so I
have removed them. Others in the same category, I have retained as in that
past studies by NACA and NASA indicate they will be helpful.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Seat cushions |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
No experience doing seat cushions on Kolbs, I am still happy with the stock mesh
sling seat, but I have done mod jobs on three different motorcycle seats. Since
I had no experience, I started out using firm Temperfoam like John prefers,
ended up replacing it with medium, liked it a lot better. 2" thick works good.
If you have to buy it in 1" thicknesses, just double it up. Easy to cut with
an electric carving knife. Since everbody's tush is different, assume that you'll
redo it at least twice with different firmnesses of foam, and you'll not
be disappointed.
Worth what ya paid for it -
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299366#299366
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Seat cushions |
> No experience doing seat cushions on Kolbs, I am still happy with the
stock mesh sling seat, but I have done mod jobs on three different
motorcycle seats. Since I had no experience, I started out using firm
Temperfoam like John prefers, ended up replacing it with medium, liked it a
lot better. 2" thick works good. If you have to buy it in 1" thicknesses,
just double it up. Easy to cut with an electric carving knife. Since
everbody's tush is different, assume that you'll redo it at least twice with
different firmnesses of foam, and you'll not be disappointed.
>
> Worth what ya paid for it -
>
> Richard Pike
gang,
i was worth 30 mins max before butt cramps, before firm temper foam on seat
bottom. now, no more cramps in 3,000+ hours.
memory and pain killers aren't helping remember, but here is what i do use
in the bottom of my mkiii seat:
http://www.aircraftspruce.com/catalog/cmpages/conForFoan.php
1"X16"X18" trim to fit.
earlier i stated i thought it was 2". i was wrong.
this says it all:
Adapts to you for pressure point-free comfort that is really incredible.
john h
________________________________________________________________________________
Thanks to all for the come back on the Dihedral question.
FYI: I went to the new Kolb web-site and found that they list the Dihedral at 0.9
degree's for all the current models. Those folks that wished they had increased
dihedral during construction really got my attention. That may very well
be a next winter project. I like the idea of letting go of the stick and having
the plane come back to neutral.
At least for now I know the dihedral angle is acceptable where it is.
Best regards,
Ray W.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299379#299379
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
God made knees to hold the stick. ;-)
john h
----- Original Message -----
From: "rayw" <rmwis@wi-net.com>
Sent: Sunday, May 30, 2010 12:26 PM
Subject: Kolb-List: Re: Dihedral
>
> Thanks to all for the come back on the Dihedral question.
>
> FYI: I went to the new Kolb web-site and found that they list the Dihedral
> at 0.9 degree's for all the current models. Those folks that wished they
> had increased dihedral during construction really got my attention. That
> may very well be a next winter project. I like the idea of letting go of
> the stick and having the plane come back to neutral.
>
> At least for now I know the dihedral angle is acceptable where it is.
>
> Best regards,
>
> Ray W.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=299379#299379
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: drag conundrum |
jack,
> As far as changes in stall speed, one can do fairly well with the ASI and
> back it up with a GPS.
how do you back up the asi with the gps?
The lift increase brought about by VG's is easily
> done by determining the lowest flight speed at which one can maintain
> altitude before and after the addition of VG's. Also, one can document
> the
> ability to fly slower in ground effect, and shortened distance for lift
> off.
how precise is the above?
> See: http://jackbhart.com/firefly/firefly18.html
> Jack B. Hart FF004
i took a look at your web site.
"It wasn't until I was able to
control in flight EGT, that really good things began to happen."
how many engines have you seized because of over leaning mixture and
tinkering with good carbs and engines to save a tea spoon of fuel and lower
cruise rpm, performance, and reliability?
I experimented with a CPS inflight adjustable main jet on my cuyuna ULII02
powered Ultrastar in 1984. Soon discovered that was a bad idea and promptly
removed it. too easy to overlean, too easy to forget to reset to landing
and takeoff settings. Many of these caused an immediate engine shut down
with the mikuni carb.
how many fun, reliable flight hours have you amassed in the life of your
fire fly?
how many years since your first flight in your fire fly?
how did you determine i was not capable to test my three kolb aircraft over
the past 26 years and 5,000+ kolb flight hours? Actually, the last aircraft
i tested was the latest model kolb mkiii extra at the kolb factory a couple
years ago. next time they need a test pilot i'll recommend they give you a
call. ;-)
take care,
john h
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: drag conundrum |
>
>how do you back up the asi with the gps?
>
In level flight and with out changing the throttle fly different directions
and record the gps ground speeds. The average of these speeds should
approximate your ASI.
>
>The lift increase brought about by VG's is easily
>> done by determining the lowest flight speed at which one can maintain
>> altitude before and after the addition of VG's. Also, one can document
>> the
>> ability to fly slower in ground effect, and shortened distance for lift
>> off.
>
>
>how precise is the above?
>
You have to guessimate the one mile point on the ASI, for slow flight, the
gps does better but again one must fly in several directions and take and
average. Ground effect flying is easier in that you can fly both direction
of the runway and take the average.
>
>how many engines have you seized because of over leaning mixture and
>tinkering with good carbs and engines to save a tea spoon of fuel and lower
>cruise rpm, performance, and reliability?
>
None so far.
>
>I experimented with a CPS inflight adjustable main jet on my cuyuna ULII02
>powered Ultrastar in 1984. Soon discovered that was a bad idea and promptly
>removed it. too easy to overlean, too easy to forget to reset to landing
>and takeoff settings. Many of these caused an immediate engine shut down
>with the mikuni carb.
>
I have no experience with this system.
>
>how many fun, reliable flight hours have you amassed in the life of your
>fire fly?
>
Not as many as I would like.
>
>how many years since your first flight in your fire fly?
>
eleven
>
>how did you determine i was not capable to test my three kolb aircraft over
>the past 26 years and 5,000+ kolb flight hours?
>
In a previous email, you made the following statement, "23 years ago i
experimented with thrust line of my firestar. up, down, left, and right.
no change in performance, yaw, or pitch." I assumed you were jesting when
you made this statement in that the only way it can possibly be true is if
the firestar is sitting still on the ground. Newtonian physics will not be
denied. This List has had it's share of those who thought they could defy
Newton's Laws. Some have died, others banged up, and others have been lucky
to escape with just a warning. You, John have been very lucky.
>
>Actually, the last aircraft
>i tested was the latest model kolb mkiii extra at the kolb factory a couple
>years ago. next time they need a test pilot i'll recommend they give you a
>call. ;-)
I appreciate the offer, but I have enough fun with my own FireFly.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Seat cushions |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Thanks very much, Guys. This should help
my "seat of my pants" flying.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299391#299391
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Seat cushions |
Are you making your own seat cushion or do you want a prefabbed
one. We got one for Oregon Aero we used in our FireFly. It worked
out real nice.
jerb
At 05:09 AM 5/30/2010, you wrote:
>
>Hi, John,
>Glad to hear you're on the mend.
>At S&F, you recommended tempur foam
>for seat cushions. I recall you said you chose "firm,"
>for your airplane.
>How thick is the foam you used?
>I'm getting tired of a sore arse...
>Thanks in advance,
>Dave
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=299342#299342
>
>
________________________________________________________________________________
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
| From: | "Ralph B" <ul15(at)juno.com> |
Good post John.
I enjoy both my Kolbs.
Ralph B
--------
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=299420#299420
________________________________________________________________________________
| Subject: | Nauga "Get Well" Video |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
Well,
I thought John H would prefer a Kolb flying video to some sappy get well card.
This is my first flight in close to five months. I can give you my list of excuses,
but won't. Finally boils down to priorities not right.
http://www.youtube.com/watch?v=Szp1waiP4a0
Some of you that have visited me at Nauga will notice a few changes. The trees
have been removed on the SW end. Still got the power line though! Due to the
record rainfall that started last September, I've been working on the drainage.
I took out some of the motocross whoopties (low spots). Since some folks
have issues with that. [Twisted Evil] Crested the center a bit more. Hopefully,
the grass and John H's leg will be grow'd back about the same time.
The humidity and mist was it's normal super high. This was my first try with a
new camera. Got a lot of shake. I think I need to sandwich the mount in some
foam. If any of you semi-pro Kolb vidoegraphers (Larry) got a suggestion, I'm
a listening.
Sorry about the shake but hope you enjoy. Not as much scenic beauty as Larry's
stuff but a lot more trees!
Respectfully offer my appreciation to those that have served and sacrificed and
to those no longer with us on this Memorial Day.
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
I know many pilots and a few true aviators. There is a distinct difference that
I have the greatest respect for.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299428#299428
Attachments:
http://forums.matronics.com//files/img_0783_143.jpg
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Nauga "Get Well" Video |
The video looked good. Where you mount it seems to be the biggest
factor, but a foam base will improve any place that it is mounted.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: John Bickham
To: kolb-list(at)matronics.com
Sent: Monday, May 31, 2010 4:30 AM
Subject: Kolb-List: Nauga "Get Well" Video
Well,
I thought John H would prefer a Kolb flying video to some sappy get
well card. This is my first flight in close to five months. I can give
you my list of excuses, but won't. Finally boils down to priorities not
right.
http://www.youtube.com/watch?v=Szp1waiP4a0
Some of you that have visited me at Nauga will notice a few changes.
The trees have been removed on the SW end. Still got the power line
though! Due to the record rainfall that started last September, I've
been working on the drainage. I took out some of the motocross
whoopties (low spots). Since some folks have issues with that. [Twisted
Evil] Crested the center a bit more. Hopefully, the grass and John
H's leg will be grow'd back about the same time.
The humidity and mist was it's normal super high. This was my first
try with a new camera. Got a lot of shake. I think I need to sandwich
the mount in some foam. If any of you semi-pro Kolb vidoegraphers
(Larry) got a suggestion, I'm a listening.
Sorry about the shake but hope you enjoy. Not as much scenic beauty
as Larry's stuff but a lot more trees!
Respectfully offer my appreciation to those that have served and
sacrificed and to those no longer with us on this Memorial Day.
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
I know many pilots and a few true aviators. There is a distinct
difference that I have the greatest respect for.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299428#299428
Attachments:
http://forums.matronics.com//files/img_0783_143.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Nauga "Get Well" Video |
John B/Gang:
A superb example of what a Kolb is and normal Kolb style flying, close to
the ground, enjoying the country and a beautiful day.
Bet I know how John B felt when the MKIII mains broke ground for the first
time in nearly 5 months, freedom as he entered into the world of Kolb
flight.
It is obvious to me that John B has done a great deal of work improving
Nauga Field since the last time I landed there. I had the distinct pleasure
of making the first landing and takeoff from John B's new airstrip in Dec
2005.
Thank you sir, for the wonderful Nauga "Get Well" Video.
john h
----- Original Message -----
From: "John Bickham" <gearbender(at)bellsouth.net>
Sent: Monday, May 31, 2010 5:30 AM
Subject: Kolb-List: Nauga "Get Well" Video
>
> Well,
>
> I thought John H would prefer a Kolb flying video to some sappy get well
> card. This is my first flight in close to five months. I can give you my
> list of excuses, but won't. Finally boils down to priorities not right.
>
> http://www.youtube.com/watch?v=Szp1waiP4a0
>
>
> Some of you that have visited me at Nauga will notice a few changes. The
> trees have been removed on the SW end. Still got the power line though!
> Due to the record rainfall that started last September, I've been working
> on the drainage. I took out some of the motocross whoopties (low spots).
> Since some folks have issues with that. [Twisted Evil] Crested the
> center a bit more. Hopefully, the grass and John H's leg will be grow'd
> back about the same time.
>
> The humidity and mist was it's normal super high. This was my first try
> with a new camera. Got a lot of shake. I think I need to sandwich the
> mount in some foam. If any of you semi-pro Kolb vidoegraphers (Larry) got
> a suggestion, I'm a listening.
>
> Sorry about the shake but hope you enjoy. Not as much scenic beauty as
> Larry's stuff but a lot more trees!
>
> Respectfully offer my appreciation to those that have served and
> sacrificed and to those no longer with us on this Memorial Day.
>
> --------
> Thanks too much,
>
> John Bickham
> Mark III-C w/ 912UL
> St. Francisville, LA
>
> I know many pilots and a few true aviators. There is a distinct
> difference that I have the greatest respect for.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=299428#299428
>
>
> Attachments:
>
> http://forums.matronics.com//files/img_0783_143.jpg
>
>
>
________________________________________________________________________________
| Subject: | Re: Seat cushions |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Hi, Jerb,
Thanks for the idea.
I was planning to learn to sew...
I'll check Oregon Aero's price!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299442#299442
________________________________________________________________________________
| Subject: | Re: Seat cushions |
| From: | zeprep251(at)aol.com |
Gang,
When you buy Temperfoam from Hi tech foams ,the first question they ask is
"what do you weigh?The cushions I get by answering 170# have been 3 color
s glued together,firm on the bottom ,blue I think,pink in the middle,and
white on top.There is more to it than just 2 or 3 inches.There are lots
of places to buy foam,but not many that can tailor it to your tush like
these people.
Like most comments here,worth what ye paid for it.
G.Aman,MK-3C Jabiru 2200a 539 hrs, and no butt cramps
-----Original Message-----
From: Watkinsdw <david.watkins0(at)gmail.com>
Sent: Mon, May 31, 2010 8:49 am
Subject: Kolb-List: Re: Seat cushions
Hi, Jerb,
Thanks for the idea.
I was planning to learn to sew...
I'll check Oregon Aero's price!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299442#299442
========================
===========
========================
===========
========================
===========
========================
===========
________________________________________________________________________________
| Subject: | Re: Seat cushions |
| From: | zeprep251(at)aol.com |
Et all,
Just in case,Hi-Tech Foams 3710 Airpark Rd.Lincoln NE 68524 (402-470-234
6)
G.Aman
-----Original Message-----
From: zeprep251(at)aol.com
Sent: Mon, May 31, 2010 9:09 am
Subject: Re: Kolb-List: Re: Seat cushions
Gang,
When you buy Temperfoam from Hi tech foams ,the first question they ask is
"what do you weigh?The cushions I get by answering 170# have been 3 color
s glued together,firm on the bottom ,blue I think,pink in the middle,and
white on top.There is more to it than just 2 or 3 inches.There are lots
of places to buy foam,but not many that can tailor it to your tush like
these people.
Like most comments here,worth what ye paid for it.
G.Aman,MK-3C Jabiru 2200a 539 hrs, and no butt cramps
-----Original Message-----
From: Watkinsdw <david.watkins0(at)gmail.com>
Sent: Mon, May 31, 2010 8:49 am
Subject: Kolb-List: Re: Seat cushions
Hi, Jerb,
Thanks for the idea.
I was planning to learn to sew...
I'll check Oregon Aero's price!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299442#299442
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________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Seat cushions |
Just a suggestion- Oregon Aero's seats are nice, but they are not
tailored for Kolbs. Might be best to give them an idea of what your seat
looks like and the measurements of it. If not they send you a generic
Cessna seat.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: Watkinsdw
To: kolb-list(at)matronics.com
Sent: Monday, May 31, 2010 6:49 AM
Subject: Kolb-List: Re: Seat cushions
Hi, Jerb,
Thanks for the idea.
I was planning to learn to sew...
I'll check Oregon Aero's price!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299442#299442
________________________________________________________________________________
| From: | "lhaggerty" <lhaggerty(at)tampabay.rr.com> |
| Subject: | Re: Seat cushions |
This works very well in a sling mesh seat See Amazon.com seat cushions
Pete
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
http://owyheeflyer.blogspot.com/
Life after Monument Valley is the subject of this one. Click on the
pictures to open and hold the control button down and roll your little
mouse wheel to fill the screen with the pictures.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
________________________________________________________________________________
| Subject: | Re: Seat cushions |
| From: | willuribe(at)aol.com |
Greetings,
While at CooperState fly-in I found a seat cushions that really works in
my FireStar, especially flying those 2 hour mission twice a day. Here is
the webpage.
Regards,
Will Uribe
El Paso, TX
FireStar II
http://www.seatfoam.com/products.htm
________________________________________________________________________________
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I hope you get back in the air soon John. Your Kolb is indeed very fast, both
mine and the other MK III here in Miami cruise at 70 MPH. It just feels really
good there, I could do 75, but after that I just hit a wall and am burning so
much more gas to and almost full power to hit 80. I am very happy with 70
MPH at less than 4 GPH and 4200 RPM cruise, it feels perfect. The other Kolb,
Fat albert has an 80 HP 912, and cruises at almost the exact same speed as mine.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299514#299514
________________________________________________________________________________
| Subject: | Now that I've stopped shaking |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Yesterday as I was departing a local fly in my Kolb Mk III, Zulu Delta,
probably saved my life. Without the great visibility and fast response to
control inputs I would have been tee boned by an idiot GA pilot making a
blind side high speed fly by.
It happened like this. It was mid afternoon and over half the aircraft had
already departed. Each departing aircraft had made a fly by, some in the
direction of the pattern (we were taking off on 17) but some of the early
departures had come in for a low pass from the south flying back toward the
crowd. It was a pretty diverse collection of planes, the Stearmans, 172's, a
Bonanza, the Luscombes, a Cessna 140, and a full size Fokker DR 1 replica
had already gone. The departure end of 17 is blocked from view to the west
by hangars located close to the runway's edge. There was a lull in the take
offs as a gyroplane driver made preparations to load his busted Benson
(broken prerotor casting) on its trailer on the apron of the most southerly
hangar. I was parked just south of him so I decided to leave then to give
him room to turn around once he was loaded up. I back taxied to the end, as
had everyone else who parked along the runway, to make sure I didn't hit the
large puddle in the middle of the runway. I made my normal half flap take
off and was off the ground just beyond the end of the hangars. I started the
homesick angel climb that makes the Mk III so much fun and was just about to
raise the flaps when I saw the 150 approaching from the west (my right)
about 30 to 40 degrees off the runway heading. Full forward stick took me
right back to the deck, although I didn't touch the mains on the ground, and
I resumed the take off almost immediately. I didn't have time to see if the
150 driver made any evasive action, the encounter was over so quickly, and I
was too busy flying to track him. I'd estimate he came within 100 feet of
causing a mid air collision.
So thanks Homer and all the fine folks who designed and developed such a
neat little airplane. It surely got me out of a jam yesterday.
Rick Girard
PS The webbing has bite marks and stains that can't be removed, so I guess
I'll have to make a new pilot's seat now rather than waiting for winter.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
> I hope you get back in the air soon John. Your Kolb is indeed very fast,
> both mine and the other MK III here in Miami cruise at 70 MPH. It just
> feels really good there, I could do 75, but after that I just hit a wall
> and am burning so much more gas to and almost full power to hit 80. I
> am very happy with 70 MPH at less than 4 GPH and 4200 RPM cruise, it feels
> perfect. The other Kolb, Fat albert has an 80 HP 912, and cruises at
> almost the exact same speed as mine.
>
> Mike
mike b/gang:
Thanks to you and all the other Kolbers who have expressed your concern
about my recent unfortune.
Wonder what the difference is?
Right now I know four other MKIIIc's that fly like mine:
Gary Haley, 912ULS
John Bickham, 912UL
Bruce Chaisson, 912ULS
Steven Green, 912ULS
john h
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Now that I've stopped shaking |
Thom R and I met at D52 (geneseo) elevation 560, runway length 4695',
grass. Lovely calm, sunny sunday. A champ and
a citabria doing circuits. Departed for the breakfast at 01G
(Perry-Warsaw) elev 1500 only a few miles uphill away. By the time
we got there I had reached pattern altitude doing 57mph all the way,
Thom patiently cruising off my left.
All the traffic was mannerly and observed proper direction including the
one low fly by from a red Waco.
Good day, no unscheduled landings :)
BB
MkIII, suzuki
On 1, Jun 2010, at 8:36 AM, Richard Girard wrote:
> Yesterday as I was departing a local fly in my Kolb Mk III, Zulu
Delta, probably saved my life. Without the great visibility and fast
response to control inputs I would have been tee boned by an idiot GA
pilot making a blind side high speed fly by.
> It happened like this. It was mid afternoon and over half the aircraft
had already departed. Each departing aircraft had made a fly by, some in
the direction of the pattern (we were taking off on 17) but some of the
early departures had come in for a low pass from the south flying back
toward the crowd. It was a pretty diverse collection of planes, the
Stearmans, 172's, a Bonanza, the Luscombes, a Cessna 140, and a full
size Fokker DR 1 replica had already gone. The departure end of 17 is
blocked from view to the west by hangars located close to the runway's
edge. There was a lull in the take offs as a gyroplane driver made
preparations to load his busted Benson (broken prerotor casting) on its
trailer on the apron of the most southerly hangar. I was parked just
south of him so I decided to leave then to give him room to turn around
once he was loaded up. I back taxied to the end, as had everyone else
who parked along the runway, to make sure I didn't hit the large puddle
in the middle of the runway. I made my normal half flap take off and was
off the ground just beyond the end of the hangars. I started the
homesick angel climb that makes the Mk III so much fun and was just
about to raise the flaps when I saw the 150 approaching from the west
(my right) about 30 to 40 degrees off the runway heading. Full forward
stick took me right back to the deck, although I didn't touch the mains
on the ground, and I resumed the take off almost immediately. I didn't
have time to see if the 150 driver made any evasive action, the
encounter was over so quickly, and I was too busy flying to track him.
I'd estimate he came within 100 feet of causing a mid air collision.
> So thanks Homer and all the fine folks who designed and developed such
a neat little airplane. It surely got me out of a jam yesterday.
>
> Rick Girard
>
> PS The webbing has bite marks and stains that can't be removed, so I
guess I'll have to make a new pilot's seat now rather than waiting for
winter.
>
>
>
________________________________________________________________________________
| From: | "mark.shimei" <mark.shimei(at)gmail.com> |
| Subject: | Cuyuna engine failure |
Im hoping John H will chime in with a LOT of info,and whoever else has had a
Cuyuna.
I was flying along,4600rpm,1150EGT,260CHT, 74degree at 1500'.....when it
happened........I have 80+ hours with no problems over the last 15 months.
Got a slow power reduction,EGT dropped,CHT went down to 200. Engine went to
idle but never quit,landed at airport. Was barely able to taxi back to
hangar.Checked for ice and fuel blockage...none.
Plugs were tan,both almost the same .Pulled carb off,didnt find anything.
Ran it up on ground to 6000,seemed to run fine.
Flew it a day later,only got 5500 instead of the usual 6000 at take
off,front cylinder ran 70deg hotter than the rear(they normally run 20-30
difference max at takeoff),EGT was normal.Landed Ok,now what??
I know there is a few out there that know ins and outs on keeping this
engine running for MANY hours.
Im up for ANY type of info/theories
Mark in Florida
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Cuyuna engine failure |
Im hoping John H will chime in with a LOT of info,and whoever else has had a
Cuyuna.
I was flying along,4600rpm,1150EGT,260CHT, 74degree at 1500'.....when it
happened........I have 80+ hours with no problems over the last 15 months.
Got a slow power reduction,EGT dropped,CHT went down to 200. Engine went to
idle but never quit,landed at airport. Was barely able to taxi back to
hangar.Checked for ice and fuel blockage...none.
Plugs were tan,both almost the same .Pulled carb off,didnt find anything.
Ran it up on ground to 6000,seemed to run fine.
Flew it a day later,only got 5500 instead of the usual 6000 at take
off,front cylinder ran 70deg hotter than the rear(they normally run 20-30
difference max at takeoff),EGT was normal.Landed Ok,now what??
I know there is a few out there that know ins and outs on keeping this
engine running for MANY hours.
Im up for ANY type of info/theories
Mark in Florida
>>>>>>>>>>>>>>>>>>>>>>>
How long after shutoff did you check for carb ice. If it were more than a
couple minuets. It may have already melted.
Not sure why lower rpm in next takeoff, you said egt temps was normal on
landing were rpm's ok ????
Had you drained float bowls before next takeoff?
You said the temp was 74 deg f and humidity????
You said front was 70 deg hotter than rear. Was the front 70 deg hotter
than normal??? or was the rear 70 deg colder than normal???
Boyd Young
MMIII
________________________________________________________________________________
| Subject: | Re: Cuyuna engine failure |
| From: | Robert Laird <rlaird(at)cavediver.com> |
I had similar symptoms with a Rotax 447... After suffering with it for a fe
w
weeks, decided it was a fuel delivery problem (even though all other tests,
as yours, looked okay). Once I simplified and replaced my fuel lines, the
problem went away. I also got rid of anything with check valves in it
(except for the Facet).
-- Robert
On Tue, Jun 1, 2010 at 12:22 PM, b young wrote:
> Im hoping John H will chime in with a LOT of info,and whoever else has
> had a Cuyuna.
>
>
> I was flying along,4600rpm,1150EGT,260CHT, 74degree at 1500'.....when it
> happened........I have 80+ hours with no problems over the last 15 months
.
>
>
> Got a slow power reduction,EGT dropped,CHT went down to 200. Engine went
to
> idle but never quit,landed at airport. Was barely able to taxi back to
> hangar.Checked for ice and fuel blockage...none.
>
>
> Plugs were tan,both almost the same .Pulled carb off,didnt find anything.
>
>
> Ran it up on ground to 6000,seemed to run fine.
>
>
> Flew it a day later,only got 5500 instead of the usual 6000 at take
> off,front cylinder ran 70deg hotter than the rear(they normally run 20-30
> difference max at takeoff),EGT was normal.Landed Ok,now what??
>
>
> I know there is a few out there that know ins and outs on keeping this
> engine running for MANY hours.
>
>
> Im up for ANY type of info/theories
>
>
> Mark in Florida
>
> >>>>>>>>>>>>>>>>>>>>>>>
>
>
> How long after shutoff did you check for carb ice. If it were more than
a
> couple minuets. It may have already melted.
>
>
> Not sure why lower rpm in next takeoff, you said egt temps was normal
on
> landing were rpm=92s ok ????
>
>
> Had you drained float bowls before next takeoff?
>
>
> You said the temp was 74 deg f and humidity????
>
>
> You said front was 70 deg hotter than rear. Was the front 70 deg hott
er
> than normal??? or was the rear 70 deg colder than normal???
>
>
> Boyd Young
>
> MMIII
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cuyuna engine failure |
MessageMark/Gang:
If it was me, I'd pull the engine down and insure the rings are not
stuck or trying to stick, and/or a piston was not scored or scuffed.
Two strokes are experts at suckering us into believing they are healthy,
just prior to seizure. I have been suckered several times over the
years.
There are many other things that could be your engines problems.
john h
----- Original Message -----
From: mark.shimei
To: Kolb List
Sent: Monday, May 31, 2010 11:17 PM
Subject: Kolb-List: Cuyuna engine failure
Im hoping John H will chime in with a LOT of info,and whoever else has
had a Cuyuna.
I was flying along,4600rpm,1150EGT,260CHT, 74degree at 1500'.....when
it happened........I have 80+ hours with no problems over the last 15
months.
Got a slow power reduction,EGT dropped,CHT went down to 200. Engine
went to idle but never quit,landed at airport. Was barely able to taxi
back to hangar.Checked for ice and fuel blockage...none.
Plugs were tan,both almost the same .Pulled carb off,didnt find
anything.
Ran it up on ground to 6000,seemed to run fine.
Flew it a day later,only got 5500 instead of the usual 6000 at take
off,front cylinder ran 70deg hotter than the rear(they normally run
20-30 difference max at takeoff),EGT was normal.Landed Ok,now what??
I know there is a few out there that know ins and outs on keeping this
engine running for MANY hours.
Im up for ANY type of info/theories
Mark in Florida
________________________________________________________________________________
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
Hello all,
I would be very interested in how fast people are able to cruise in their Kolbs.
State the model of Kolb, engine, RPM, airspeed and any other notes you may
feel are revelant. I guess John has gone first, so I will go second.
MKIII, Yamaha Vector, 7000rpm, 70MPH. My engine does not have a published RPM
so I cruise between 7000 and 7300RPM at 70mph to 75mph. If I fly faster than
75, my right door dimples in.
Jason
John Hauck wrote:
>
> > I hope you get back in the air soon John. Your Kolb is indeed very fast,
> > both mine and the other MK III here in Miami cruise at 70 MPH. It just
> > feels really good there, I could do 75, but after that I just hit a wall
> > and am burning so much more gas to and almost full power to hit 80. I
> > am very happy with 70 MPH at less than 4 GPH and 4200 RPM cruise, it feels
> > perfect. The other Kolb, Fat albert has an 80 HP 912, and cruises at
> > almost the exact same speed as mine.
> >
> > Mike
> >
> >
>
>
> mike b/gang:
>
> Thanks to you and all the other Kolbers who have expressed your concern
> about my recent unfortune.
>
> Wonder what the difference is?
>
> Right now I know four other MKIIIc's that fly like mine:
>
> Gary Haley, 912ULS
> John Bickham, 912UL
> Bruce Chaisson, 912ULS
> Steven Green, 912ULS
>
> john h
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299600#299600
________________________________________________________________________________
| Subject: | Middle Tennessee Home with Airstrip |
| From: | "Ratherfly" <longmeadowfarm(at)aol.com> |
Always trying to play to a new crowd, I got to thinking. Who would be interested
(besides every day Cessna Pilots) in living in a home with it's own airstrip.
Dawned on me that someone who BUILD aircraft would love this place even more. HUGE
60X90 hangar, attached to a 3000 sf contemporary home.
One could tinker and work on their airplane at all hours.
If you are interested in learning more, I have built a website for my friends to
showcase this property. It is, for sale by owner.
$539,000 for the home/hangar/airstrip that includes 21.15 acres of pristine pilot
paradise.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299603#299603
Attachments:
http://forums.matronics.com//files/26_167.jpg
________________________________________________________________________________
| From: | "lhaggerty" <lhaggerty(at)tampabay.rr.com> |
| Subject: | Re: Cuyuna engine failure |
MessageFuel pump rebuild kit is a goo idea. Pete
----- Original Message -----
From: mark.shimei
To: Kolb List
Sent: Tuesday, June 01, 2010 12:17 AM
Subject: Kolb-List: Cuyuna engine failure
Im hoping John H will chime in with a LOT of info,and whoever else has
had a Cuyuna.
I was flying along,4600rpm,1150EGT,260CHT, 74degree at 1500'.....when
it happened........I have 80+ hours with no problems over the last 15
months.
Got a slow power reduction,EGT dropped,CHT went down to 200. Engine
went to idle but never quit,landed at airport. Was barely able to taxi
back to hangar.Checked for ice and fuel blockage...none.
Plugs were tan,both almost the same .Pulled carb off,didnt find
anything.
Ran it up on ground to 6000,seemed to run fine.
Flew it a day later,only got 5500 instead of the usual 6000 at take
off,front cylinder ran 70deg hotter than the rear(they normally run
20-30 difference max at takeoff),EGT was normal.Landed Ok,now what??
I know there is a few out there that know ins and outs on keeping this
engine running for MANY hours.
Im up for ANY type of info/theories
Mark in Florida
________________________________________________________________________________
| From: | frank goodnight <frank.goodnight(at)att.net> |
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
Hi All,
Firestar2-- no cover on cage , no windscreen, no nose bowl. HKS700 engine Gross
750lbs -- 50 mph @ 5000 rpm
about 2.8 gal per hr.
Frank Goodnight
Brownsville , TX
________________________________
From: Jason Omelchuck <jason@trek-tech.com>
Sent: Tue, June 1, 2010 1:36:45 PM
Subject: Kolb-List: Re: Hauck Ramblings On Kolb aircraft.
Hello all,
I would be very interested in how fast people are able to cruise in their Kolbs.
State the model of Kolb, engine, RPM, airspeed and any other notes you may
feel are revelant. I guess John has gone first, so I will go second.
MKIII, Yamaha Vector, 7000rpm, 70MPH. My engine does not have a published RPM
so I cruise between 7000 and 7300RPM at 70mph to 75mph. If I fly faster than
75, my right door dimples in.
Jason
John Hauck wrote:
>
> > I hope you get back in the air soon John. Your Kolb is indeed very fast,
> > both mine and the other MK III here in Miami cruise at 70 MPH. It just
> > feels really good there, I could do 75, but after that I just hit a wall
> > and am burning so much more gas to and almost full power to hit 80. I
> > am very happy with 70 MPH at less than 4 GPH and 4200 RPM cruise, it feels
> > perfect. The other Kolb, Fat albert has an 80 HP 912, and cruises at
> > almost the exact same speed as mine.
> >
> > Mike
> >
> >
>
>
> mike b/gang:
>
> Thanks to you and all the other Kolbers who have expressed your concern
> about my recent unfortune.
>
> Wonder what the difference is?
>
> Right now I know four other MKIIIc's that fly like mine:
>
> Gary Haley, 912ULS
> John Bickham, 912UL
> Bruce Chaisson, 912ULS
> Steven Green, 912ULS
>
> john h
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299600#299600
________________________________________________________________________________
| From: | "Carlos" <grageda(at)innw.net> |
| Subject: | Re: Cuyuna engine failure |
MessageHi Mark,
The first thing I would check is the compression of each cylinder. They
should be pretty close to the same amount, within 5 to 10 psi of each
other. Should the values be beyond those then there is a possibility of
a scored cylinder or stuck or broken rings.
The rings can be checked by removing the exhaust to expose the pistons
and you can carefully prod/poke each ring with a popsicle stick to check
that they are floating and not stuck. The exhaust side of the rings are
the most vulnerable due to the heat they are exposed to.
If your engine is okay then you start check for fuel issues and or air
leaks/ fuel leaks that could restrict power output.
Good luck with your engine and please tell us what you found/ and the
solution(s) to your engine problem.
Best Regards,
Carlos G
AKA
BaronVonEvil.
----- Original Message -----
From: mark.shimei
To: Kolb List
Sent: Monday, May 31, 2010 9:17 PM
Subject: Kolb-List: Cuyuna engine failure
Im hoping John H will chime in with a LOT of info,and whoever else has
had a Cuyuna.
I was flying along,4600rpm,1150EGT,260CHT, 74degree at 1500'.....when
it happened........I have 80+ hours with no problems over the last 15
months.
Got a slow power reduction,EGT dropped,CHT went down to 200. Engine
went to idle but never quit,landed at airport. Was barely able to taxi
back to hangar.Checked for ice and fuel blockage...none.
Plugs were tan,both almost the same .Pulled carb off,didnt find
anything.
Ran it up on ground to 6000,seemed to run fine.
Flew it a day later,only got 5500 instead of the usual 6000 at take
off,front cylinder ran 70deg hotter than the rear(they normally run
20-30 difference max at takeoff),EGT was normal.Landed Ok,now what??
I know there is a few out there that know ins and outs on keeping this
engine running for MANY hours.
Im up for ANY type of info/theories
Mark in Florida
________________________________________________________________________________
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
| From: | "Ralph B" <ul15(at)juno.com> |
Jason Omelchuck
> Hello all,
>
> I would be very interested in how fast people are able to cruise in their Kolbs.
State the model of Kolb, engine, RPM, airspeed and any other notes you may
feel are revelant. I guess John has gone first, so I will go second.
>
> MKIII, Yamaha Vector, 7000rpm, 70MPH. My engine does not have a published RPM
so I cruise between 7000 and 7300RPM at 70mph to 75mph. If I fly faster than
75, my right door dimples in.
>
> Jason
The Kolbra cruises 80mph 5000 RPM 80hp 912
The Firestar cruises 60mph 5000 RPM 40hp 447
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=299645#299645
________________________________________________________________________________
| Subject: | Adriel Heisey Plane Just listed on Barnstormers |
| From: | "Eugene Zimmerman" <etzimm(at)gmail.com> |
KOLB TWINSTAR & TRAILER FOR SALE BY BUILDER First time on market. Unusual TwinStar
customized for aerial photography during original construction. Many upgrades,
extras, and unique features. This airplane has appeared in a number of
publications and TV productions, including National Geographic Magazine and PBS
documentaries. Includes Wells Cargo AutoWagon trailer custom-sized for the TwinStar.
Full system geared for long trips to distant flying locations. SEE FULL
DETAILS HERE. Contact Adriel Heisey, Owner - located Gallup, NM USA Telephone:
505-728-7495 . Posted June 1, 2010 Show all Ads posted by this Advertiser
Recommend This Ad to a Friend Email Advertiser Save to Watchlist Report
This Ad View Larger Pictures
http://www.n4vp.com/options.html
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299648#299648
________________________________________________________________________________
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
| From: | "ces308" <ces308(at)ldaco.com> |
Hello all.... M3X..
90 mph @ 2900 rpm Jabiru A-2200 Mostly cruise @ 80 @ 2800...
chris ambrose
M3X ? Jabiru A-2200 85 hp 137.00hrs
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299651#299651
________________________________________________________________________________
| Subject: | up-sizing tires and wheels |
| From: | Bob Kravis <bob.kravis(at)gmail.com> |
My new Firefly has drum brakes and 11x4.00-5 Cheng Shin tires with an
outside diameter of just over 10 inches. A friend with 300 hrs. in a
Firestar recommended putting on larger tires at once. He felt that the
small tires would be prone to snagging on rough ground and increasing the
likelihood of a nose over accident. He also thought that the increased gear
height would be beneficial in at rest attitude and ground handling. Any
thoughts?
The plane is at 280#'s with a BRS softpack and electric starter. Just a
couple pounds over the allowed 278#'s. I was hoping to rig a pair of Tuff
wheels 16 in. like these from Phantom Aero. http://www.phantomaero.com/ (click
on Disc Brakes) but Jim there said that the 4x5/8 axles would have to be
replaced with 5 in. x 1/2 in. to make it work and that didn't sound to good
to me. Suggestions and advice welcomed.
bk
________________________________________________________________________________
| Subject: | Re: up-sizing tires and wheels |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Why not look through the Aircraft Spruce site and see what is available for
the wheels you have. You might be able to increase the diameter and try it
out without committing to the expense and problems. Worked for me, I'm still
running the Nerf tires I put on stock rims right after I bought my Mk III.
Rick Girard
On Tue, Jun 1, 2010 at 7:11 PM, Bob Kravis wrote:
> My new Firefly has drum brakes and 11x4.00-5 Cheng Shin tires with an
> outside diameter of just over 10 inches. A friend with 300 hrs. in a
> Firestar recommended putting on larger tires at once. He felt that the
> small tires would be prone to snagging on rough ground and increasing the
> likelihood of a nose over accident. He also thought that the increased gear
> height would be beneficial in at rest attitude and ground handling. Any
> thoughts?
> The plane is at 280#'s with a BRS softpack and electric starter. Just a
> couple pounds over the allowed 278#'s. I was hoping to rig a pair of Tuff
> wheels 16 in. like these from Phantom Aero. http://www.phantomaero.com/ (click
> on Disc Brakes) but Jim there said that the 4x5/8 axles would have to be
> replaced with 5 in. x 1/2 in. to make it work and that didn't sound to good
> to me. Suggestions and advice welcomed.
> bk
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Cuyuna engine failure |
I had some of the same problem and found that it was a brand new squeeze
bulb. It would run up on the ground, but pooped out under load.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: Robert Laird
To: kolb-list(at)matronics.com
Sent: Tuesday, June 01, 2010 11:41 AM
Subject: Re: Kolb-List: Cuyuna engine failure
I had similar symptoms with a Rotax 447... After suffering with it for
a few weeks, decided it was a fuel delivery problem (even though all
other tests, as yours, looked okay). Once I simplified and replaced my
fuel lines, the problem went away. I also got rid of anything with
check valves in it (except for the Facet).
-- Robert
On Tue, Jun 1, 2010 at 12:22 PM, b young wrote:
Im hoping John H will chime in with a LOT of info,and whoever else
has had a Cuyuna.
I was flying along,4600rpm,1150EGT,260CHT, 74degree at
1500'.....when it happened........I have 80+ hours with no problems over
the last 15 months.
Got a slow power reduction,EGT dropped,CHT went down to 200. Engine
went to idle but never quit,landed at airport. Was barely able to taxi
back to hangar.Checked for ice and fuel blockage...none.
Plugs were tan,both almost the same .Pulled carb off,didnt find
anything.
Ran it up on ground to 6000,seemed to run fine.
Flew it a day later,only got 5500 instead of the usual 6000 at take
off,front cylinder ran 70deg hotter than the rear(they normally run
20-30 difference max at takeoff),EGT was normal.Landed Ok,now what??
I know there is a few out there that know ins and outs on keeping
this engine running for MANY hours.
Im up for ANY type of info/theories
Mark in Florida
>>>>>>>>>>>>>>>>>>>>>>>
How long after shutoff did you check for carb ice. If it were more
than a couple minuets. It may have already melted.
Not sure why lower rpm in next takeoff, you said egt temps was
normal on landing were rpm=92s ok ????
Had you drained float bowls before next takeoff?
You said the temp was 74 deg f and humidity????
You said front was 70 deg hotter than rear. Was the front 70 deg
hotter than normal??? or was the rear 70 deg colder than normal???
Boyd Young
MMIII
get="_blank">http://www.matronics.com/Navigator?Kolb-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Anyone going to Oshkosh? |
| From: | "dutrac" <dlrans(at)gmail.com> |
Just thought I would check around and see who all was planning to go to Oshkosh
this year. It seems like it should be a long way off, but actually it is already
less than 2 months away.
I'm kicking around the idea of taking my MKII along if I can come up with a trailer
of some sort. I thought about building one out of a boat trailer, but we'll
have to see how that goes. No doubt some of you have trailered or flew in.
How did that go? I would be interested to know your experiences in doing so.
Any thoughts on a good trailer design?
Duane
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299690#299690
________________________________________________________________________________
| Subject: | Re: Cuyuna engine failure |
| From: | "Mrikio" <mrikio(at)yahoo.com> |
I forgot to add the following:
I pulled the exhaust,pushed on the rings,everything was the same as it was 50 hours
ago.Stuck a light in the cylinder,looks great,no scoring or hot spots
Fuel bulb is next,along with compression(how much?)
My cylinder base gasket has been leaking a little,takes a few hours to get some
residue around the flange. Dont think it is an issue,hasnt worsened in 30+hours
It starts with 1-2 pulls,just using the lever choke.That hasn't changed either.
--------
Mark R
Kolb Modified US Cuyuna UL2 60+hrs
Kolb Twinstar,503,12hrs
Phantom, Kaw 440 250hrs
SE-5A UL 3 hrs
Eipper Quick, Chrysler power Bee 8hrs
PA28-140...350hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299693#299693
________________________________________________________________________________
| From: | <aoldman(at)xtra.co.nz> |
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
My MK111c is indicating 73mph at 6200rpm { calm conditions ,drops off fast
in a head wind }and about 68 at 5900 . Engine sounds happy at the higher rpm
and runs cooler .The engine is a 503 . The 503 will turn at 6600 WOT on
climb out. Have had just on 90mph down hill WOT , sorry can not remember
what the RPM was.
Downunder
MK111c 503
----- Original Message -----
From: "Jason Omelchuck" <jason@trek-tech.com>
Sent: Wednesday, June 02, 2010 6:36 AM
Subject: Kolb-List: Re: Hauck Ramblings On Kolb aircraft.
>
> Hello all,
>
> I would be very interested in how fast people are able to cruise in their
> Kolbs. State the model of Kolb, engine, RPM, airspeed and any other notes
> you may feel are revelant. I guess John has gone first, so I will go
> second.
>
> MKIII, Yamaha Vector, 7000rpm, 70MPH. My engine does not have a published
> RPM so I cruise between 7000 and 7300RPM at 70mph to 75mph. If I fly
> faster than 75, my right door dimples in.
>
> Jason
>
>
> John Hauck wrote:
>>
>> > I hope you get back in the air soon John. Your Kolb is indeed very
>> > fast,
>> > both mine and the other MK III here in Miami cruise at 70 MPH. It
>> > just
>> > feels really good there, I could do 75, but after that I just hit a
>> > wall
>> > and am burning so much more gas to and almost full power to hit 80.
>> > I
>> > am very happy with 70 MPH at less than 4 GPH and 4200 RPM cruise, it
>> > feels
>> > perfect. The other Kolb, Fat albert has an 80 HP 912, and cruises at
>> > almost the exact same speed as mine.
>> >
>> > Mike
>> >
>> >
>>
>>
>> mike b/gang:
>>
>> Thanks to you and all the other Kolbers who have expressed your concern
>> about my recent unfortune.
>>
>> Wonder what the difference is?
>>
>> Right now I know four other MKIIIc's that fly like mine:
>>
>> Gary Haley, 912ULS
>> John Bickham, 912UL
>> Bruce Chaisson, 912ULS
>> Steven Green, 912ULS
>>
>> john h
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=299600#299600
>
>
>
________________________________________________________________________________
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Slingshot with Jabiru 2200A 80hp engine.
The max rpm achievable in S&L flight with the current prop is 3168 though the redline
is 3300 where the max hp of 80 is achieved. These numbers were with the
big 800x6 tires and taken at about 1,500' density altitude.
Numbers are in attached image.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299706#299706
Attachments:
http://forums.matronics.com//files/n64086_numbers_230.jpg
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Cuyuna engine failure |
At 12:11 AM 6/2/2010, Mrikio wrote:
>My cylinder base gasket has been leaking a little,takes a few hours to get
>some residue around the flange. Dont think it is an issue,hasnt worsened
>in 30+hours
That's a big no-no. ANY air leak in a 2-stroke engine is bad news! That
would explain the hot cylinder, and in the worse case could cause a
seizure. Cuyuna base bolts tend to loosen, and unfortunately the Kolb
mount design makes it impossible to get at them. You need to remove the
engine mount bolt (I use straps to keep it more or less in place) and
retorque the cylinder base bolts.
The power loss may be a different issue, though. It sounds like carb ice,
and has happened to me, too, but on another occasion I experienced a
similar power loss but quicker. I never was 100% certain, but I believe it
was the carb float needle, allowing the engine to flood (I had also noticed
some fuel on the floor of my trailer under the engine, but dismissed it).
-Dana
--
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
http://forums.matronics.com//files/n64086_numbers_230.jpg is a good example
of how far you can travel by slowing up. Drag increases with the square of
the velocity. With this performance and if one is not flying into a head
wind, one could get almost ten miles per gallon further by slowing up.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Nobody asked so if you are not interested in more detail about the data in my table,
now is the time to move on to next post. However, I suspect one or two might
be interested in the extra detail, so here it is.
FYI regarding my spreadsheet table data.
The TAS and Engine RPM were taken from actual testing, multiple times. The TAS
being the average of GPS groundspeeds straight upwind and downwind. All of this
was done at about 1,500' density altitude.
The HP being developed(absorbed by the prop) and the fuel burn rate (GPH) was from
the Prop Selector program assuming a fixed fuel consumption rate per horsepower
hour, .42 lb/hp/hr quoted by Jabiru. As it turns out, the effective pitch
of my prop 64x31 is closer to 39" according to the Prop Selector.
The MPG was a simple division of MPH by GPH.
If you look carefully at the data, you may notice a wrinkle in the MPG numbers
between 65 mph and 75 mph, wherein the 70 mph airspeed yields a slightly better
MPG than either side of this number. Either my numbers were off a bit during
the testing or this happens to be the best speed for my Slinghsot that is a
compromise between time-to-destination and fuel burn/mile. I suspect it is the
later since these numbers are averages of multiple tests on different days.
At higher density altitudes one can expect higher TAS for a given engine power
output but it takes more throttle opening and higher RPM (fixed pitch prop) to
get the same power output. I flew an hour plus taxi and warmup time this morning
and climbed to 8,000' DA and measured a TAS of 84.5 mph at the same power
setting as I see 80 mph at 1,500' DA. The rpm to achieve the same power at the
higher DA I calculated to be about 2850 instead of 2712 at 1,500' DA. To maintain
same power setting for a full hour, I did the climb at the same constant
power setting gradually increasing rpm at a rate of about 25 rpm per 1,000' of
increase in DA. After landing and refilling. I calculated my new fuel burn rate
at this power setting to be about 3.5 gph. So, at altitude, I can expect about
24 mpg at about 84 mph.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299727#299727
________________________________________________________________________________
| Subject: | Re: Cuyuna engine failure |
| From: | "Mrikio" <mrikio(at)yahoo.com> |
OK........ Think its solved
To answer a previous post the cyl temps were 60-70 deg higher than normal,but not
over the limit.I reduced throttle when I heard a power reduction and that dropped
the temps more.I know from experience,when an engine stops,or wants to,full
throttle will often kill it . A little power has helped me to find a better
place to land 3 times so far.
Fuel system checked out fine,from tank pickup to the carb. My system is probably
the simplest out there..worked flawlessly on my phantom for 7yrs,200+hrs.
A friend was helping me pull it down the other day,he said he checked the bottom
of the bowl....I decided to check it again. Scraped the bottom of the cap that
screws on the bottom of the bowl.....HHHUUMMM found a piece of dead grass
1/4" long and about .020 in diameter.
It was curved on the inside edge of the cap,and the same color. I can see why it
was missed,when it dislodged,I thought the cap was flaking aluminum. It was
hidden VERY well,but this time I dried the bowl out.
I suspect carb ice also,and now that I remember,I reduced the throttle as soon
as there was a problem,then tried to advance it to see if it was just loaded up.
Flew it again today(TUES) for 30 min....same normal temps.At cruise,CHTs were 260
.255 EGT was about 1200 or so.
The fix?? the grass must have come up the vent tubes,so I will put a screen over
them.(I fly out of grass,some of it gets a little high.)
Also checked the torque on the cyl bolts...they are good.
I thought John H would have a list of things for me to check,since he has a lot
of time on them.
Thanks to the list members who helped.....flying again,still working on the GENERAC
conversion....
--------
Mark R
Kolb Modified US Cuyuna UL2 60+hrs
Kolb Twinstar,503,12hrs
Phantom, Kaw 440 250hrs
SE-5A UL 3 hrs
Eipper Quick, Chrysler power Bee 8hrs
PA28-140...350hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299742#299742
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
At 10:01 AM 6/2/2010, b young wrote:
>There is an old statement that says,,, to double the speed
>requires 4 times the hp...
Actually, to double the speed (all other things being equal) it takes 8
times the power to double the speed. It's not quite equal, of course, and
thus not quite 8X as at higher speeds the AOA and thus the induced drag
will be less.
-Dana
--
Shaw's principle:
Build a machine that a fool can use, and only a fool will want to use it.
________________________________________________________________________________
| From: | frank goodnight <frank.goodnight(at)att.net> |
Hi all,
After a rather eventful and unsuccessful try at flying from Los Lunas , New Mexico
to MV this year, I think it is about
time for me to learn something about flying at high DA. So I rented a place at
Mid Valley Airpark in Los Lunas where
Mike and Jan Marker Live. Hopefully after 2 months flying from there I'll be able
to handle a higher environment than the 35 ft above sea level that i'm used
to here in Brownsville , TX
Frank Goodnight
Firestar 2
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Summer flying |
Frank G/Gang:
Good idea.
There are many interesting places to fly in the local area.
It takes me a while to transition from sea level to higher altitudes
every time I fly West.
john h
I rented a place at Mid Valley Airpark in Los Lunas
where
Mike and Jan Marker Live. Hopefully after 2 months
flying from there I'll be able to handle a higher environment than the
35 ft above sea level that i'm used to here in Brownsville , TX
Frank Goodnight
Firestar 2
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________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cuyuna engine failure |
> I thought John H would have a list of things for me to check,since he has
a lot of time on them.
>
> Thanks to the list members who helped.....flying again,still working on
> the GENERAC conversion....
>
> --------
> Mark R
Mark R/Gang:
Sorry to have disappointed you, although I did respond with what I would
have done if it was my problem.
Actually, the way I solved all my two stroke problems was to buy my first
912UL in 1994.
To make the attached photos Kolb related, this is what the average Kolb
builder/pilot looks like.
john h - 3 weeks into rehab
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: Summer flying |
Wow, Frank - I'm impressed with your dedication to learning to fly at highe
r altitudes. And what fun to be flying out of the same airport as Mike and
Jan.-
Arty TrostSandy, Oregon
www.LessonsFromTheEdge.com/uladventure2009.htm
=0A
=0A"Life's a daring adventure or nothing"
=0A Helen Keller
=0A
=0A"I refuse to tip toe through life just to arrive safely at death."
--- On Wed, 6/2/10, frank goodnight wrote:
From: frank goodnight <frank.goodnight(at)att.net>
Subject: Kolb-List: Summer flying
Date: Wednesday, June 2, 2010, 9:46 AM
Hi all,
After a rather eventful and unsuccessful -try at flying from Los Lunas ,
=0A New Mexico to MV this year, I think it is abouttime for me to learn som
ething about flying at high DA. So I rented -a place at Mid Valley Airpar
k in Los Lunas whereMike and Jan Marker Live. Hopefully after 2 months flyi
ng from there I'll be able to handle a higher environment than the 35 ft ab
ove sea level that i'm used to here in Brownsville , TX-
Frank GoodnightFirestar 2=0A=0A=0A
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Summer flying |
________________________________________________________________________________
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
Hello All,
These are the kind of numbers that just confound me. I am running almost 100 hp
at my 70mph cruise and here is someone flying 73mph using a little less than
50hp. What can cause that much of a disparity? This has always fascinated me.
Jason
MKIII
Portland, OR
aoldman(at)xtra.co.nz wrote:
> My MK111c is indicating 73mph at 6200rpm { calm conditions ,drops off fast
> in a head wind }and about 68 at 5900 . Engine sounds happy at the higher rpm
> and runs cooler .The engine is a 503 . The 503 will turn at 6600 WOT on
> climb out. Have had just on 90mph down hill WOT , sorry can not remember
> what the RPM was.
> Downunder
> MK111c 503
>
> ---
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299762#299762
________________________________________________________________________________
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
FS II, "C" box 3.47:1, 3 blade 68" Kiev prop, 503DCDI, 65mph @ 5500 rpm
In a message dated 6/1/2010 2:37:12 P.M. Eastern Daylight Time,
jason@trek-tech.com writes:
--> Kolb-List message posted by: "Jason Omelchuck" <jason@trek-tech.com>
Hello all,
I would be very interested in how fast people are able to cruise in their
Kolbs. State the model of Kolb, engine, RPM, airspeed and any other notes
you may feel are revelant. I guess John has gone first, so I will go second.
MKIII, Yamaha Vector, 7000rpm, 70MPH. My engine does not have a published
RPM so I cruise between 7000 and 7300RPM at 70mph to 75mph. If I fly
faster than 75, my right door dimples in.
Jason
John Hauck wrote:
>
> > I hope you get back in the air soon John. Your Kolb is indeed very
fast,
> > both mine and the other MK III here in Miami cruise at 70 MPH. It
just
> > feels really good there, I could do 75, but after that I just hit a
wall
> > and am burning so much more gas to and almost full power to hit 80.
I
> > am very happy with 70 MPH at less than 4 GPH and 4200 RPM cruise, it
feels
> > perfect. The other Kolb, Fat albert has an 80 HP 912, and cruises at
> > almost the exact same speed as mine.
> >
> > Mike
> >
> >
>
>
> mike b/gang:
>
> Thanks to you and all the other Kolbers who have expressed your concern
> about my recent unfortune.
>
> Wonder what the difference is?
>
> Right now I know four other MKIIIc's that fly like mine:
>
> Gary Haley, 912ULS
> John Bickham, 912UL
> Bruce Chaisson, 912ULS
> Steven Green, 912ULS
>
> john h
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299600#299600
________________________________________________________________________________
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
| From: | "Fran Losey" <loseyf(at)comcast.net> |
I am not an expert at all here, but look at the profile of the engines you are
comparing...sure looks like drag to me, all other factors being equal of course.
------Original Message------
From: Jason Omelchuck
Sender: owner-kolb-list-server(at)matronics.com
ReplyTo: kolb-list(at)matronics.com
Subject: Kolb-List: Re: Hauck Ramblings On Kolb aircraft.
Sent: Jun 2, 2010 15:18
Hello All,
These are the kind of numbers that just confound me. I am running almost 100 hp
at my 70mph cruise and here is someone flying 73mph using a little less than
50hp. What can cause that much of a disparity? This has always fascinated me.
Jason
MKIII
Portland, OR
aoldman(at)xtra.co.nz wrote:
> My MK111c is indicating 73mph at 6200rpm { calm conditions ,drops off fast
> in a head wind }and about 68 at 5900 . Engine sounds happy at the higher rpm
> and runs cooler .The engine is a 503 . The 503 will turn at 6600 WOT on
> climb out. Have had just on 90mph down hill WOT , sorry can not remember
> what the RPM was.
> Downunder
> MK111c 503
>
> ---
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299762#299762
Fran Losey www.mykitlog.com/loseyf Sent from my Verizon Wireless BlackBerry
________________________________________________________________________________
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Another variable, sometimes a pretty big one, is the accuracy of the airspeed indicator
and location of pitot and static source. I don't know how many of the
quoted numbers are TAS vs IAS. In most of the experimental airplanes I've owned,
and even the SLSA I owned, the ASIs are notoriously inaccurate. That is why
I take the little extra trouble to find the wind direction and makes runs directly
upwind and then down wind to get the average GPS groundspeed, which is
TAS.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299772#299772
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
> I am not an expert at all here, but look at the profile of the engines
you are comparing...sure looks like drag to me, all other factors being
equal of course.
Fran L
Fran/Gang:
My mkIII has been powered by 65, 80 and 95 hp engines.
Top speed has always been right at 95 mph.
Cruise speeds:
65 hp - 80 mph 5,800 rpm 582
80 hp - 85 mph 5,000 rpm 912UL
95 hp - 88 mph 5,000 rpm 912ULS
Kolbs are unique airplanes. The performance of a Kolb is the direct result
of how it is built, how tight the fabric is shrunk, and how well it is
finished. These are just a few of the contributing factors. There are
others. Fine tuning stuff means a lot. The prop is the only connection
between the engine and the air. Fine tuning a prop is critical, all 3
blades the same pitch.
Pitch it WOT, straight and level flight, so it will just barely bump the max
continuous rpm red line. Works for my airplanes and my boats. In fact,
that is where I got the technique from 26 years ago, from selecting boat
props.
Top speed of my US and FS were both 85 mph, 35 and 40 hp respectively, using
the same Winter venturi type asi that requires no static source, the monster
that screws up asi calibration.
Let me go back to fabric a second. Kolb wing bottoms are flat when they are
not flying. In the air they are concave, the amount dependent on how tight
the fabric is. Most builders stop shrinking before the fabric starts
pulling tubes. I shrink to 350F, bend tubes, and my fabric is tight as a
snare drum. Same shrinking philosophy on all three my airplanes. All good
performers. Could be I have flatter wing bottoms than most.
Again, my airplanes, my thoughts. I'll put my mkIII up against anyone
else's. I like competition.
Always said my mkIII was pretty much an 85 mph airplane no matter what I did
to it. No matter how much hp I put on it, it would still be an 85 mph
airplane.
I don't tune for economy. I tune for performance and reliability. Been
able to back that up with actual successful flights over the years.
john h
mkIII
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
FS II two blade warp, HKS 64 MPH @5300, heavy aircraft.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: HShack(at)aol.com
To: kolb-list(at)matronics.com
Sent: Wednesday, June 02, 2010 1:20 PM
Subject: Re: Kolb-List: Re: Hauck Ramblings On Kolb aircraft.
FS II, "C" box 3.47:1, 3 blade 68" Kiev prop, 503DCDI, 65mph @ 5500
rpm
In a message dated 6/1/2010 2:37:12 P.M. Eastern Daylight Time,
jason@trek-tech.com writes:
<jason@trek-tech.com>
Hello all,
I would be very interested in how fast people are able to cruise in
their Kolbs. State the model of Kolb, engine, RPM, airspeed and any
other notes you may feel are revelant. I guess John has gone first, so I
will go second.
MKIII, Yamaha Vector, 7000rpm, 70MPH. My engine does not have a
published RPM so I cruise between 7000 and 7300RPM at 70mph to 75mph.
If I fly faster than 75, my right door dimples in.
Jason
John Hauck wrote:
>
> > I hope you get back in the air soon John. Your Kolb is indeed
very fast,
> > both mine and the other MK III here in Miami cruise at 70 MPH.
It just
> > feels really good there, I could do 75, but after that I just
hit a wall
> > and am burning so much more gas to and almost full power to hit
80. I
> > am very happy with 70 MPH at less than 4 GPH and 4200 RPM
cruise, it feels
> > perfect. The other Kolb, Fat albert has an 80 HP 912, and
cruises at
> > almost the exact same speed as mine.
> >
> > Mike
> >
> >
>
>
> mike b/gang:
>
> Thanks to you and all the other Kolbers who have expressed your
concern
> about my recent unfortune.
>
> Wonder what the difference is?
>
> Right now I know four other MKIIIc's that fly like mine:
>
> Gary Haley, 912ULS
> John Bickham, 912UL
> Bruce Chaisson, 912ULS
> Steven Green, 912ULS
>
> john h
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299600#299600=====
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________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
MkIII, 1.0 suzuki, two blade 70" warp. Full throttle climb 5400,
cruise 4700/65-68 mph
Haven't tried full throttle straight and level in a couple years. Not
interested because it's uncomfortable.
weight me: about 168 today. Getting fat
weight mkIII; last time I weighed was over 600 lbs. A lot of stuff has
been added since. Obese. Amazing it gets off the ground.
BB
On 2, Jun 2010, at 4:46 PM, Larry Cottrell wrote:
> FS II two blade warp, HKS 64 MPH @5300, heavy aircraft.
> Larry
> Note: If you forward this email, please delete the forwarding history,
which includes my email address.
> ----- Original Message -----
> From: HShack(at)aol.com
> To: kolb-list(at)matronics.com
> Sent: Wednesday, June 02, 2010 1:20 PM
> Subject: Re: Kolb-List: Re: Hauck Ramblings On Kolb aircraft.
>
> FS II, "C" box 3.47:1, 3 blade 68" Kiev prop, 503DCDI, 65mph @ 5500
rpm
>
> In a message dated 6/1/2010 2:37:12 P.M. Eastern Daylight Time,
jason@trek-tech.com writes:
<jason@trek-tech.com>
>
> Hello all,
>
> I would be very interested in how fast people are able to cruise in
their Kolbs. State the model of Kolb, engine, RPM, airspeed and any
other notes you may feel are revelant. I guess John has gone first, so I
will go second.
>
> MKIII, Yamaha Vector, 7000rpm, 70MPH. My engine does not have a
published RPM so I cruise between 7000 and 7300RPM at 70mph to 75mph.
If I fly faster than 75, my right door dimples in.
>
> Jason
>
>
>
> John Hauck wrote:
> >
> > > I hope you get back in the air soon John. Your Kolb is indeed
very fast,
> > > both mine and the other MK III here in Miami cruise at 70 MPH.
It just
> > > feels really good there, I could do 75, but after that I just hit
a wall
> > > and am burning so much more gas to and almost full power to hit
80. I
> > > am very happy with 70 MPH at less than 4 GPH and 4200 RPM cruise,
it feels
> > > perfect. The other Kolb, Fat albert has an 80 HP 912, and
cruises at
> > > almost the exact same speed as mine.
> > >
> > > Mike
> > >
> > >
> >
> >
> > mike b/gang:
> >
> > Thanks to you and all the other Kolbers who have expressed your
concern
> > about my recent unfortune.
> >
> > Wonder what the difference is?
> >
> > Right now I know four other MKIIIc's that fly like mine:
> >
> > Gary Haley, 912ULS
> > John Bickham, 912UL
> > Bruce Chaisson, 912ULS
> > Steven Green, 912ULS
> >
> > john h
>
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=299600#299600=nbsp;
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============ - List Contribution Web
Site sp;
>
>
>
>
>
>
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: Hauck Ramblings On Kolb aircraft. |
| From: | zeprep251(at)aol.com |
Hi all,
Mk3C jabiru cruise 2700rpm70mph 3100rpm flat out 85mph. Stall solo 28 mph
indicated,w/VGs
G.Aman
-----Original Message-----
From: ces308 <ces308(at)ldaco.com>
Sent: Tue, Jun 1, 2010 7:24 pm
Subject: Kolb-List: Re: Hauck Ramblings On Kolb aircraft.
Hello all.... M3X..
90 mph @ 2900 rpm Jabiru A-2200 Mostly cruise @ 80 @ 2800...
chris ambrose
M3X ? Jabiru A-2200 85 hp 137.00hrs
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299651#299651
========================
===========
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===========
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========================
===========
________________________________________________________________________________
| From: | <aoldman(at)xtra.co.nz> |
| Subject: | Re: Hauck Ramblings On Kolb aircraft. |
Yes I would agree ASI readings are nor always reliable. I do have to admit
that I never get too bothered with the indicated air speed, sometimes it
agrees with the GPS and some times it dosnt .The MK111c is under 500 pounds
so that helps , Also the numbers quoted are at ,or close to sea level with a
3 blade wood prop {GSC . I seem to recall a 13 dec pitch when I set it
up }503 has 350 hrs ,I have decarb twice with no sticky rings or other
problems found , a little black goo starting to weep from the exhaust
manifold, { due for another look at }have always used a simple mineral 2
cycl oil, last 503 ran past 500hrs on the same oil and was still going well
when last heard of . The performance is very good given the airframe engine
combination. The fuel burn is about 5 US gal per hr, this can be reduced to
4 gals if rpm is reduced to the 5700 range . Just does not feel right ,
wrong side of performance curve . Very economical at 5200 and very quiet but
a struggle to maintain altitude, very good for extended glides, just need to
watch the temps and give the odd burst of power to keep them in the right
range . All in all not really a good combination for long go places flying,
has been very good for local sightseeing
and giving rides , you tend to get a bit weary of the noise after 100 mls
but since the South Island of New Zealand is not much wider than that and
the Canterbury plains are only extend about 100mls in either direction thats
not much of a worry. Has proved to be good for mountain flying with good
performance out of gullys and OK on steep up hill strips . Have never used
a landing strip over 1500 ft above sea level . Max altitute I have had the
MK111c to is 7000 ft, really fast getting there on thermals and felt like it
took half a day to get back down .
Regards
downunder Tony
----- Original Message -----
From: "Thom Riddle" <riddletr(at)gmail.com>
Sent: Thursday, June 03, 2010 8:09 AM
Subject: Kolb-List: Re: Hauck Ramblings On Kolb aircraft.
>
> Another variable, sometimes a pretty big one, is the accuracy of the
> airspeed indicator and location of pitot and static source. I don't know
> how many of the quoted numbers are TAS vs IAS. In most of the experimental
> airplanes I've owned, and even the SLSA I owned, the ASIs are notoriously
> inaccurate. That is why I take the little extra trouble to find the wind
> direction and makes runs directly upwind and then down wind to get the
> average GPS groundspeed, which is TAS.
>
> --------
> Thom Riddle
> Buffalo, NY (9G0)
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x32
>
>
> I am always doing that which I can not do, in order that I may learn how
> to do it.
> - Pablo Picasso
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=299772#299772
>
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | slow flying MkIII's |
Jason=2C
Regarding your MkIII flying slower than other MkIIIs=2C I am sure you kno
w it has an "attributable" cause. By that I mean=2C there is a definite=2C
definable=2C specific reason.....not
some nebulous unknown.
For a comparison of one MkIII against another near identical MkIII=2C wit
h virtually the same power input=3B
if someone else's MkIII flies faster than yours=2C then the only other poss
iblities are drag and propeller efficiency.
Your plane may have all kinds of unique differences than someone else's MkI
II=2C and these will undoubtedly cause your plane to perform different (ass
uming the same power input)
A couple of things NOT offered so far are your wing's incidences=2C compa
red to your horizontal stabilizers incidence.
The greater the difference between your main wing's incidences and your t
ailfeathers incidences=2C the more you main wings will "plow" through the a
ir. (meaning---serious drag!!!!)
When I did quite a bit of MkIII incidence research last year=2C I found s
ome significant disparities between some of the MkIII's wings' incidences.
Example=3B one guy "reports" as much as 2.5 degrees difference between hi
s MkIIIX and the other MkIIIXs' wings vs hor stabs. That's a lot!!
Obviously=2C if in fact he is correct about his 2.5 degree difference wit
h the other's angles=2C then his plane will fly VERY different than theirs
will (either faster or slower).
BTW=2C when I say "drag"=2C it can come in the form of MANY ways. Weight
differences will vary drag=2C wing incidences=2C quality of workmanship=2C
etc. All these things=2C and more=2C can affect drag.
Dana was correct when he reported " to double your airspeed=2C it will ta
ke 8 times the power. You can see why John H's experience makes such sense
......from the power of a Rotax 582 to a Rotax 912ULS=2C not a lot of chang
e in airspeed. So=2C the next big question is=3B
How efficient is your propeller at converting that 100HP? A "climb" prop w
ill ALWAYS run out of pitch for higher airspeeds=2C compared to a "cruise p
rop!! Maybe your solution is as simple as adjusting your prop's pitch to t
ake a bigger bite at the air. ???
Have you used a digital level and read your airplane's angles compared to
other MkIIIs=2C and the factory recommended settings? (I can show you wha
t I came up with=2C if you need me to.)
There's not a lot of unexplainable reasons why your plane may not be as f
ast as other
MkIIIs. (Actually=2C there aren't ANY unexplainable reasons) Your answer(
s) will be either
A)drag=2C or
B) how your propeller is adjusted to transfer it's power to the air.
Am I forgetting anything?
Just my thoughts......
Mike Welch
MkIII CX
PS. I'm just back from my Alabama/Florida week-long vacation. Sheesh!!!
Between the Kolblist and Aeroelectric---over 200 emails in a week!!! Toug
h to catch up on!
_________________________________________________________________
Hotmail has tools for the New Busy. Search=2C chat and e-mail from your inb
ox.
http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:O
N:WL:en-US:WM_HMP:042010_1
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: slow flying MkIII's |
Mike:
How about the high thrust line pusher configuration of our Kolbs?
especially the heavier models?
How does this affect Kolbs' performance?
How does this affect incidence of wing and horizontal stabilizer?
How does adjustment of flaps and ailerons affect pitch trim?
How's the best way to pitch a ground adjustable prop for optimum
climb and cruise?
john h
mkIII
----- Original Message -----
From: Mike Welch
To: kolb-list(at)matronics.com
Sent: Thursday, June 03, 2010 9:17 AM
Subject: Kolb-List: slow flying MkIII's
Jason,
Regarding your MkIII flying slower than other MkIIIs, I am sure you
know it has an "attributable" cause. By that I mean, there is a
definite, definable, specific reason.....not
some nebulous unknown.
For a comparison of one MkIII against another near identical MkIII,
with virtually the same power input;
if someone else's MkIII flies faster than yours, then the only other
possiblities are drag and propeller efficiency.
Your plane may have all kinds of unique differences than someone
else's MkIII, and these will undoubtedly cause your plane to perform
different (assuming the same power input)
A couple of things NOT offered so far are your wing's incidences,
compared to your horizontal stabilizers incidence.
The greater the difference between your main wing's incidences and
your tailfeathers incidences, the more you main wings will "plow"
through the air. (meaning---serious drag!!!!)
When I did quite a bit of MkIII incidence research last year, I
found some significant disparities between some of the MkIII's wings'
incidences. Example; one guy "reports" as much as 2.5 degrees
difference between his MkIIIX and the other MkIIIXs' wings vs hor stabs.
That's a lot!!
Obviously, if in fact he is correct about his 2.5 degree difference
with the other's angles, then his plane will fly VERY different than
theirs will (either faster or slower).
BTW, when I say "drag", it can come in the form of MANY ways.
Weight differences will vary drag, wing incidences, quality of
workmanship, etc. All these things, and more, can affect drag.
Dana was correct when he reported " to double your airspeed, it will
take 8 times the power. You can see why John H's experience makes such
sense......from the power of a Rotax 582 to a Rotax 912ULS, not a lot of
change in airspeed. So, the next big question is;
How efficient is your propeller at converting that 100HP? A "climb"
prop will ALWAYS run out of pitch for higher airspeeds, compared to a
"cruise prop!! Maybe your solution is as simple as adjusting your
prop's pitch to take a bigger bite at the air. ???
Have you used a digital level and read your airplane's angles
compared to other MkIIIs, and the factory recommended settings? (I can
show you what I came up with, if you need me to.)
There's not a lot of unexplainable reasons why your plane may not be
as fast as other
MkIIIs. (Actually, there aren't ANY unexplainable reasons) Your
answer(s) will be either
A)drag, or
B) how your propeller is adjusted to transfer it's power to the air.
Am I forgetting anything?
Just my thoughts......
Mike Welch
MkIII CX
PS. I'm just back from my Alabama/Florida week-long vacation.
Sheesh!!! Between the Kolblist and Aeroelectric---over 200 emails in a
week!!! Tough to catch up on!
-------------------------------------------------------------------------
-----
Hotmail has tools for the New Busy. Search, chat and e-mail from your
inbox. Learn more.
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | slow flying MkIII's |
Hi John=2C
I hope you're healing okay. Sorry to hear about your injuries.
It would be easier to make comments inside your response=2C so.......
Mike:
How about the high thrust line pusher configuration of our Kolbs? especial
ly the heavier models?
How does this affect Kolbs' performance?
We're talking about one MkIII against all other MkIIIs=2C so a high pusher
configuration isn't really in question (I would think).
How does this affect incidence of wing and horizontal stabilizer?
A high thrust line would likely want to push the nose down=2C I'd guess.
But still=2C with two Kolb MkIIIs=2C both with their engines in the same p
ositions=2C a high thrust line most likely won't make one perform different
from the other....if all other things were absolutley identical.
How does adjustment of flaps and ailerons affect pitch trim?
This would be one of those things I was referring to that would affect dr
ag.
Of course=2C the adjustment of flaps and ailerons can create unneccessary
drag=2C making one MkIII fly slower than another.
How's the best way to pitch a ground adjustable prop for optimum
climb and cruise?
By flight testing it. He could read it's present angle. Re-adjust it fo
r a steeper pitch. Go try it out. Re-adjust=2C etc=2C etc. At some point
=2C he's going to have to make a decision on the setting he liked the best.
Some MkIII's may climb out like a rocket=2C but they give up some faster
cruising speeds to do so. Possibly an in-flight adjustable pitch prop migh
t help in this regard.
Speaking of props=3B
Back when I was buying my engine (GEO w/ Raven Redrive) he recommended th
e Ivo In-flight adjustable. Not having much experience=2C I went with his
recommendation. Maybe it was a good idea. Maybe not. I haven't flown wit
h it yet=2C so I don't know.
I have read lots of reports/opinions about other brands of props. Most p
eople seem to recommend Warp Drive.
I have also heard that props in the "Less than 200 mph" range don't reall
y need to be adjustable. Maybe so.
I suppose if I were shopping for a prop today=2C maybe I'd choose another
brand. Too late=2C tho=2C I already have one. Not enough money to make t
he change.
John=2C
Were you possibly misunderstanding my response to Jason? Did you think I
meant ALL MkIIIs were slow? If this is what you thought=2C you misunderst
ood me. I think MkIIIs (all models) fly just fine!!!! 75 mph to 80 mph cr
uise is pretty darn good in my book!!!!
I was simply making the observation that there are very few reasons why o
ne virtually identical plane doesn't fly exactly like another.
Usually=2C these reasons are not too hard to figure out=2C either. Drag=2C
or prop efficiency. Not too many reasons for two identical planes to not
fly the same.
Hope you heal quickly!
Mike Welch
----- Original Message -----
From: Mike Welch
Sent: Thursday=2C June 03=2C 2010 9:17 AM
Subject: Kolb-List: slow flying MkIII's
Jason=2C
Regarding your MkIII flying slower than other MkIIIs=2C I am sure you kno
w it has an "attributable" cause. By that I mean=2C there is a definite=2C
definable=2C specific reason.....not
some nebulous unknown.
For a comparison of one MkIII against another near identical MkIII=2C wit
h virtually the same power input=3B
if someone else's MkIII flies faster than yours=2C then the only other poss
iblities are drag and propeller efficiency.
Your plane may have all kinds of unique differences than someone else's MkI
II=2C and these will undoubtedly cause your plane to perform different (ass
uming the same power input)
A couple of things NOT offered so far are your wing's incidences=2C compa
red to your horizontal stabilizers incidence.
The greater the difference between your main wing's incidences and your t
ailfeathers incidences=2C the more you main wings will "plow" through the a
ir. (meaning---serious drag!!!!)
When I did quite a bit of MkIII incidence research last year=2C I found s
ome significant disparities between some of the MkIII's wings' incidences.
Example=3B one guy "reports" as much as 2.5 degrees difference between hi
s MkIIIX and the other MkIIIXs' wings vs hor stabs. That's a lot!!
Obviously=2C if in fact he is correct about his 2.5 degree difference wit
h the other's angles=2C then his plane will fly VERY different than theirs
will (either faster or slower).
BTW=2C when I say "drag"=2C it can come in the form of MANY ways. Weight
differences will vary drag=2C wing incidences=2C quality of workmanship=2C
etc. All these things=2C and more=2C can affect drag.
Dana was correct when he reported " to double your airspeed=2C it will ta
ke 8 times the power. You can see why John H's experience makes such sense
......from the power of a Rotax 582 to a Rotax 912ULS=2C not a lot of chang
e in airspeed. So=2C the next big question is=3B
How efficient is your propeller at converting that 100HP? A "climb" prop w
ill ALWAYS run out of pitch for higher airspeeds=2C compared to a "cruise p
rop!! Maybe your solution is as simple as adjusting your prop's pitch to t
ake a bigger bite at the air. ???
Have you used a digital level and read your airplane's angles compared to
other MkIIIs=2C and the factory recommended settings? (I can show you wha
t I came up with=2C if you need me to.)
There's not a lot of unexplainable reasons why your plane may not be as f
ast as other
MkIIIs. (Actually=2C there aren't ANY unexplainable reasons) Your answer(
s) will be either
A)drag=2C or
B) how your propeller is adjusted to transfer it's power to the air.
Am I forgetting anything?
Just my thoughts......
Mike Welch
MkIII CX
PS. I'm just back from my Alabama/Florida week-long vacation. Sheesh!!!
Between the Kolblist and Aeroelectric---over 200 emails in a week!!! Toug
h to catch up on!
Hotmail has tools for the New Busy. Search=2C chat and e-mail from your inb
ox. Learn more.
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_________________________________________________________________
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________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | slow flying MkIIIs compared to fast flying MkIIIs |
Hi John=2C everyone=2C
I fixed the subject title=2C so that no one gets the wrong impression. T
he "slow flying MkIIIs" were meant to be compared to the "fast flying MkIII
s".
I hope I cleared up the confusion.
Mike Welch
From: jhauck(at)elmore.rr.com
Subject: Re: Kolb-List: slow flying MkIII's
Date: Thu=2C 3 Jun 2010 10:27:43 -0500
Mike:
How about the high thrust line pusher configuration of our Kolbs? especial
ly the heavier models?
How does this affect Kolbs' performance?
How does this affect incidence of wing and horizontal stabilizer?
How does adjustment of flaps and ailerons affect pitch trim?
How's the best way to pitch a ground adjustable prop for optimum
climb and cruise?
john h
mkIII
----- Original Message -----
From: Mike Welch
Sent: Thursday=2C June 03=2C 2010 9:17 AM
Subject: Kolb-List: slow flying MkIII's
Jason=2C
Regarding your MkIII flying slower than other MkIIIs=2C I am sure you kno
w it has an "attributable" cause. By that I mean=2C there is a definite=2C
definable=2C specific reason.....not
some nebulous unknown.
For a comparison of one MkIII against another near identical MkIII=2C wit
h virtually the same power input=3B
if someone else's MkIII flies faster than yours=2C then the only other poss
iblities are drag and propeller efficiency.
Your plane may have all kinds of unique differences than someone else's MkI
II=2C and these will undoubtedly cause your plane to perform different (ass
uming the same power input)
A couple of things NOT offered so far are your wing's incidences=2C compa
red to your horizontal stabilizers incidence.
The greater the difference between your main wing's incidences and your t
ailfeathers incidences=2C the more you main wings will "plow" through the a
ir. (meaning---serious drag!!!!)
When I did quite a bit of MkIII incidence research last year=2C I found s
ome significant disparities between some of the MkIII's wings' incidences.
Example=3B one guy "reports" as much as 2.5 degrees difference between hi
s MkIIIX and the other MkIIIXs' wings vs hor stabs. That's a lot!!
Obviously=2C if in fact he is correct about his 2.5 degree difference wit
h the other's angles=2C then his plane will fly VERY different than theirs
will (either faster or slower).
BTW=2C when I say "drag"=2C it can come in the form of MANY ways. Weight
differences will vary drag=2C wing incidences=2C quality of workmanship=2C
etc. All these things=2C and more=2C can affect drag.
Dana was correct when he reported " to double your airspeed=2C it will ta
ke 8 times the power. You can see why John H's experience makes such sense
......from the power of a Rotax 582 to a Rotax 912ULS=2C not a lot of chang
e in airspeed. So=2C the next big question is=3B
How efficient is your propeller at converting that 100HP? A "climb" prop w
ill ALWAYS run out of pitch for higher airspeeds=2C compared to a "cruise p
rop!! Maybe your solution is as simple as adjusting your prop's pitch to t
ake a bigger bite at the air. ???
Have you used a digital level and read your airplane's angles compared to
other MkIIIs=2C and the factory recommended settings? (I can show you wha
t I came up with=2C if you need me to.)
There's not a lot of unexplainable reasons why your plane may not be as f
ast as other
MkIIIs. (Actually=2C there aren't ANY unexplainable reasons) Your answer(
s) will be either
A)drag=2C or
B) how your propeller is adjusted to transfer it's power to the air.
Am I forgetting anything?
Just my thoughts......
Mike Welch
MkIII CX
PS. I'm just back from my Alabama/Florida week-long vacation. Sheesh!!!
Between the Kolblist and Aeroelectric---over 200 emails in a week!!! Toug
h to catch up on!
Hotmail has tools for the New Busy. Search=2C chat and e-mail from your inb
ox. Learn more.
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________________________________________________________________________________
| From: | "clrprop" <ktony(at)windstream.net> |
I just got these pins in the mail. Different from what I have on the plane now.
Are they OK to use?
http://www.aircraftspruce.com/catalog/hapages/cowlingpins.php
Mark IIIC
SC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299886#299886
________________________________________________________________________________
| Subject: | Re: Cuyuna engine failure |
| From: | "Mrikio" <mrikio(at)yahoo.com> |
THAT LOOKS PAINFUL!!! :( :( :( :(
GET WELL :D :D
The 912 would be a little much for the Ultrastar [Shocked]
Thats why Im working on the Generac....
--------
Mark R
Kolb Modified US Cuyuna UL2 60+hrs
Kolb Twinstar,503,12hrs
Phantom, Kaw 440 250hrs
SE-5A UL 3 hrs
Eipper Quick, Chrysler power Bee 8hrs
PA28-140...350hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299887#299887
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: slow flying MkIII's |
Mike/Folks:
When we build airplanes in our basements, we end up with a lot of
different airplanes with the same model designation. Ain't no two
alike. Too many variables.
MKIIIs hit a brick wall about 95 mph. At that point additional thrust
is consumed by the power it requires to overcome the high thrust line.
You can't change that unless you go tractor or reposotion thrust line to
the center of mass. Thus, similar cruise and top speed by low to high
powered engines.
Adjustment/tuning of flaps and ailerons has a dramatic affect on pitch.
Nose down adverse pitch is considerable because of the high thrust line.
I wrote about a good method of pitching a ground adjustable prop for
best climb and cruise recently. Wide open throttle (WOT), straight and
level flight, just bump the red line for max continuous rpm. This
produces optimum climb and cruise in a Kolb.
I am anxious to read your flight report of your inflight adjustable
prop.
In fact, I am anxious to hear your flight reports. You will gain a much
better understanding of Kolb aircraft after you actually fly one.
I understand your post.
Not all mkIII's are slow.
I was curious what your response to my questions would be.
There is a lot more to it than props and drag.
No two Kolbs are built identically.
Using my method of pitching the prop, you don't give up climb for
cruise, or cruise for climb. m If you over pitch or under pitch, you
will end up chasing your tail.
Interesting to note:
Using this method to pitch prop on two stroke powered Kolbs, a new two
stroke out of the box with factory tuning and proper expansion chamber
will fly with EGT and CHT in the green, throughout its performance band.
Us old farts that have been flying Kolbs for a while have not been
sitting on our hands all these years. I was 44 years old when I built
and flew my first Kolb aircraft. That 26 years and many experiments and
test ago. We pretty much know what we can expect from our Kolbs.
john h
mkIII
Hi John,
I hope you're healing okay. Sorry to hear about your injuries.
It would be easier to make comments inside your response, so.......
Mike:
How about the high thrust line pusher configuration of our Kolbs?
especially the heavier models?
How does this affect Kolbs' performance?
We're talking about one MkIII against all other MkIIIs, so a high
pusher configuration isn't really in question (I would think).
How does this affect incidence of wing and horizontal stabilizer?
A high thrust line would likely want to push the nose down, I'd
guess. But still, with two Kolb MkIIIs, both with their engines in the
same positions, a high thrust line most likely won't make one perform
different from the other....if all other things were absolutley
identical.
How does adjustment of flaps and ailerons affect pitch trim?
This would be one of those things I was referring to that would
affect drag.
Of course, the adjustment of flaps and ailerons can create
unneccessary
drag, making one MkIII fly slower than another.
How's the best way to pitch a ground adjustable prop for optimum
climb and cruise?
By flight testing it. He could read it's present angle. Re-adjust
it for a steeper pitch. Go try it out. Re-adjust, etc, etc. At some
point, he's going to have to make a decision on the setting he liked the
best. Some MkIII's may climb out like a rocket, but they give up some
faster cruising speeds to do so. Possibly an in-flight adjustable pitch
prop might help in this regard.
Speaking of props;
Back when I was buying my engine (GEO w/ Raven Redrive) he
recommended the Ivo In-flight adjustable. Not having much experience, I
went with his recommendation. Maybe it was a good idea. Maybe not. I
haven't flown with it yet, so I don't know.
I have read lots of reports/opinions about other brands of props.
Most people seem to recommend Warp Drive.
I have also heard that props in the "Less than 200 mph" range don't
really need to be adjustable. Maybe so.
I suppose if I were shopping for a prop today, maybe I'd choose
another brand. Too late, tho, I already have one. Not enough money to
make the change.
John,
Were you possibly misunderstanding my response to Jason? Did you
think I meant ALL MkIIIs were slow? If this is what you thought, you
misunderstood me. I think MkIIIs (all models) fly just fine!!!! 75 mph
to 80 mph cruise is pretty darn good in my book!!!!
I was simply making the observation that there are very few reasons
why one virtually identical plane doesn't fly exactly like another.
Usually, these reasons are not too hard to figure out, either. Drag,
or prop efficiency. Not too many reasons for two identical planes to
not fly the same.
Hope you heal quickly!
Mike Welch
----- Original Message -----
From: Mike Welch
To: kolb-list(at)matronics.com
Sent: Thursday, June 03, 2010 9:17 AM
Subject: Kolb-List: slow flying MkIII's
Jason,
Regarding your MkIII flying slower than other MkIIIs, I am sure
you know it has an "attributable" cause. By that I mean, there is a
definite, definable, specific reason.....not
some nebulous unknown.
For a comparison of one MkIII against another near identical
MkIII, with virtually the same power input;
if someone else's MkIII flies faster than yours, then the only other
possiblities are drag and propeller efficiency.
Your plane may have all kinds of unique differences than someone
else's MkIII, and these will undoubtedly cause your plane to perform
different (assuming the same power input)
A couple of things NOT offered so far are your wing's incidences,
compared to your horizontal stabilizers incidence.
The greater the difference between your main wing's incidences and
your tailfeathers incidences, the more you main wings will "plow"
through the air. (meaning---serious drag!!!!)
When I did quite a bit of MkIII incidence research last year, I
found some significant disparities between some of the MkIII's wings'
incidences. Example; one guy "reports" as much as 2.5 degrees
difference between his MkIIIX and the other MkIIIXs' wings vs hor stabs.
That's a lot!!
Obviously, if in fact he is correct about his 2.5 degree
difference with the other's angles, then his plane will fly VERY
different than theirs will (either faster or slower).
BTW, when I say "drag", it can come in the form of MANY ways.
Weight differences will vary drag, wing incidences, quality of
workmanship, etc. All these things, and more, can affect drag.
Dana was correct when he reported " to double your airspeed, it
will take 8 times the power. You can see why John H's experience makes
such sense......from the power of a Rotax 582 to a Rotax 912ULS, not a
lot of change in airspeed. So, the next big question is;
How efficient is your propeller at converting that 100HP? A "climb"
prop will ALWAYS run out of pitch for higher airspeeds, compared to a
"cruise prop!! Maybe your solution is as simple as adjusting your
prop's pitch to take a bigger bite at the air. ???
Have you used a digital level and read your airplane's angles
compared to other MkIIIs, and the factory recommended settings? (I can
show you what I came up with, if you need me to.)
There's not a lot of unexplainable reasons why your plane may not
be as fast as other
MkIIIs. (Actually, there aren't ANY unexplainable reasons) Your
answer(s) will be either
A)drag, or
B) how your propeller is adjusted to transfer it's power to the air.
Am I forgetting anything?
Just my thoughts......
Mike Welch
MkIII CX
PS. I'm just back from my Alabama/Florida week-long vacation.
Sheesh!!! Between the Kolblist and Aeroelectric---over 200 emails in a
week!!! Tough to catch up on!
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________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | slow flying MkIII's |
John=2C
Mike/Folks:
When we build airplanes in our basements=2C we end up with a lot of differe
nt airplanes with the same model designation. Ain't no two alike. Too man
y variables.
Yep!
MKIIIs hit a brick wall about 95 mph. At that point additional thrust is c
onsumed by the power it requires to overcome the high thrust line. You can
't change that unless you go tractor or reposotion thrust line to the cente
r of mass. Thus=2C similar cruise and top speed by low to high powered eng
ines.
Ah=2C but then we're not talking about Kolb MkIIIs=2C anymore. No fair cha
nging the subject.
Adjustment/tuning of flaps and ailerons has a dramatic affect on pitch. No
se down adverse pitch is considerable because of the high thrust line.
All forms of drag.
I wrote about a good method of pitching a ground adjustable prop for best c
limb and cruise recently. Wide open throttle (WOT)=2C straight and level f
light=2C just bump the red line for max continuous rpm. This produces opti
mum climb and cruise in a Kolb.
I think Jason might benefit from this method. It may give him that extra s
peed he's looking for.
I am anxious to read your flight report of your inflight adjustable prop.
Yeah=2C you and me both!! Being just a builder lost it's luster long ago.
In fact=2C I am anxious to hear your flight reports. You will gain a much
better understanding of Kolb aircraft after you actually fly one.
Understatement.
I understand your post.
Good. I hate to be misunderstood.
Not all mkIII's are slow.
Obviously NOT!
I was curious what your response to my questions would be.
Hard to be totally accurate via email. No personal input. Sometimes you c
an't get a clarification before you have to respond.
There is a lot more to it than props and drag.
Nope=2C props and drag. That's all. All the particular things you mention
ed
are to affect props and drag (when talking about two identical airplanes)
Since the subject is=3B ALL mKIIIs flying compared to Jason's MkIII=2C unle
ss some goofball has changed his MkIII radically (Heads up=2C looking aroun
d)=2C they should all fly the same=2C or very close to the same. If one Mk
III flies radically different=2C then the answer will be found in prop effi
ciency (which can be simply adjustment) or reducing drag. And drag comes
in the form of a million ways......workmanship=2C adjustments=2C engine fa
irings=2C incidences=2C parasitic drag=2C on and on.........drag.
No two Kolbs are built identically.
Neither are women. Men=2C however=2C are all the same. Am I right=2C ladi
es?
Using my method of pitching the prop=2C you don't give up climb for cruise
=2C or cruise for climb. If you over pitch or under pitch=2C you will end
up chasing your tail. ( I think this is what Jason should check on)
I think what you are describing is "an optimum pitched prop". I think Jaso
n may not have his prop pitched this way. That's what I was talking about.
Interesting to note:
Using this method to pitch prop on two stroke powered Kolbs=2C a new two s
troke out of the box with factory tuning and proper expansion chamber will
fly with EGT and CHT in the green=2C throughout its performance band.
Us old farts that have been flying Kolbs for a while have not been sitting
on our hands all these years. I was 44 years old when I built and flew my
first Kolb aircraft. That 26 years and many experiments and test ago. We
pretty much know what we can expect from our Kolbs.
Can't argue with experience....unless you're a fool. :-) Mike
john h
mkIII
Hi John=2C
I hope you're healing okay. Sorry to hear about your injuries.
It would be easier to make comments inside your response=2C so.......
Mike:
How about the high thrust line pusher configuration of our Kolbs? especial
ly the heavier models?
How does this affect Kolbs' performance?
We're talking about one MkIII against all other MkIIIs=2C so a high pusher
configuration isn't really in question (I would think).
How does this affect incidence of wing and horizontal stabilizer?
A high thrust line would likely want to push the nose down=2C I'd guess.
But still=2C with two Kolb MkIIIs=2C both with their engines in the same p
ositions=2C a high thrust line most likely won't make one perform different
from the other....if all other things were absolutley identical.
How does adjustment of flaps and ailerons affect pitch trim?
This would be one of those things I was referring to that would affect dr
ag.
Of course=2C the adjustment of flaps and ailerons can create unneccessary
drag=2C making one MkIII fly slower than another.
How's the best way to pitch a ground adjustable prop for optimum
climb and cruise?
By flight testing it. He could read it's present angle. Re-adjust it fo
r a steeper pitch. Go try it out. Re-adjust=2C etc=2C etc. At some point
=2C he's going to have to make a decision on the setting he liked the best.
Some MkIII's may climb out like a rocket=2C but they give up some faster
cruising speeds to do so. Possibly an in-flight adjustable pitch prop migh
t help in this regard.
Speaking of props=3B
Back when I was buying my engine (GEO w/ Raven Redrive) he recommended th
e Ivo In-flight adjustable. Not having much experience=2C I went with his
recommendation. Maybe it was a good idea. Maybe not. I haven't flown wit
h it yet=2C so I don't know.
I have read lots of reports/opinions about other brands of props. Most p
eople seem to recommend Warp Drive.
I have also heard that props in the "Less than 200 mph" range don't reall
y need to be adjustable. Maybe so.
I suppose if I were shopping for a prop today=2C maybe I'd choose another
brand. Too late=2C tho=2C I already have one. Not enough money to make t
he change.
John=2C
Were you possibly misunderstanding my response to Jason? Did you think I
meant ALL MkIIIs were slow? If this is what you thought=2C you misunderst
ood me. I think MkIIIs (all models) fly just fine!!!! 75 mph to 80 mph cr
uise is pretty darn good in my book!!!!
I was simply making the observation that there are very few reasons why o
ne virtually identical plane doesn't fly exactly like another.
Usually=2C these reasons are not too hard to figure out=2C either. Drag=2C
or prop efficiency. Not too many reasons for two identical planes to not
fly the same.
Hope you heal quickly!
Mike Welch
----- Original Message -----
From: Mike Welch
Sent: Thursday=2C June 03=2C 2010 9:17 AM
Subject: Kolb-List: slow flying MkIII's
Jason=2C
Regarding your MkIII flying slower than other MkIIIs=2C I am sure you kno
w it has an "attributable" cause. By that I mean=2C there is a definite=2C
definable=2C specific reason.....not
some nebulous unknown.
For a comparison of one MkIII against another near identical MkIII=2C wit
h virtually the same power input=3B
if someone else's MkIII flies faster than yours=2C then the only other poss
iblities are drag and propeller efficiency.
Your plane may have all kinds of unique differences than someone else's MkI
II=2C and these will undoubtedly cause your plane to perform different (ass
uming the same power input)
A couple of things NOT offered so far are your wing's incidences=2C compa
red to your horizontal stabilizers incidence.
The greater the difference between your main wing's incidences and your t
ailfeathers incidences=2C the more you main wings will "plow" through the a
ir. (meaning---serious drag!!!!)
When I did quite a bit of MkIII incidence research last year=2C I found s
ome significant disparities between some of the MkIII's wings' incidences.
Example=3B one guy "reports" as much as 2.5 degrees difference between hi
s MkIIIX and the other MkIIIXs' wings vs hor stabs. That's a lot!!
Obviously=2C if in fact he is correct about his 2.5 degree difference wit
h the other's angles=2C then his plane will fly VERY different than theirs
will (either faster or slower).
BTW=2C when I say "drag"=2C it can come in the form of MANY ways. Weight
differences will vary drag=2C wing incidences=2C quality of workmanship=2C
etc. All these things=2C and more=2C can affect drag.
Dana was correct when he reported " to double your airspeed=2C it will ta
ke 8 times the power. You can see why John H's experience makes such sense
......from the power of a Rotax 582 to a Rotax 912ULS=2C not a lot of chang
e in airspeed. So=2C the next big question is=3B
How efficient is your propeller at converting that 100HP? A "climb" prop w
ill ALWAYS run out of pitch for higher airspeeds=2C compared to a "cruise p
rop!! Maybe your solution is as simple as adjusting your prop's pitch to t
ake a bigger bite at the air. ???
Have you used a digital level and read your airplane's angles compared to
other MkIIIs=2C and the factory recommended settings? (I can show you wha
t I came up with=2C if you need me to.)
There's not a lot of unexplainable reasons why your plane may not be as f
ast as other
MkIIIs. (Actually=2C there aren't ANY unexplainable reasons) Your answer(
s) will be either
A)drag=2C or
B) how your propeller is adjusted to transfer it's power to the air.
Am I forgetting anything?
Just my thoughts......
Mike Welch
MkIII CX
PS. I'm just back from my Alabama/Florida week-long vacation. Sheesh!!!
Between the Kolblist and Aeroelectric---over 200 emails in a week!!! Toug
h to catch up on!
Hotmail has tools for the New Busy. Search=2C chat and e-mail from your inb
ox. Learn more.
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
ttp://www.matronics.com/Navigator?Kolb-List
ronics.com
ww.matronics.com/contribution
The New Busy is not the old busy. Search=2C chat and e-mail from your inbox
. Get started.
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ID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_4
________________________________________________________________________________
| From: | Lanny Fetterman <donaho1(at)verizon.net> |
That`s the same kind I have been using for the last ten years. So far
so good. FSII N598LF
________________________________________________________________________________
| Subject: | Re: slow flying MkIII's |
Hello John,
What I read you as saying is your engine never will see the 5800 Max RPM (max for
5 min) under normal conditions (only if you are descending). The max RPM you
would ever see would be 5500 RPM and that would be at WOT in level flight.
Jason
[quote="John Hauck"]
I wrote about a good method of pitching a ground adjustable prop for best climb
and cruise recently. Wide open throttle (WOT), straight and level flight,
just bump the red line for max continuous rpm. This produces optimum climb
and cruise in a Kolb.
[quote]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299909#299909
________________________________________________________________________________
| From: | "clrprop" <ktony(at)windstream.net> |
Thanks Lanny!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299916#299916
________________________________________________________________________________
| Subject: | Re: Anyone going to Oshkosh? |
| From: | Richard Neilsen <neilsenrm(at)gmail.com> |
At this point I'm planning to fly to Oshkosh again this year.
Check out George Alexander's web site. He has a bunch of photos and
descriptions on just about every different trailer stile made for out Kolbs.
Rick Neilsen
Redrive VW Powered MKIIIC
On Wed, Jun 2, 2010 at 12:02 AM, dutrac wrote:
>
> Just thought I would check around and see who all was planning to go to
> Oshkosh this year. It seems like it should be a long way off, but actually
> it is already less than 2 months away.
>
> I'm kicking around the idea of taking my MKII along if I can come up with a
> trailer of some sort. I thought about building one out of a boat trailer,
> but we'll have to see how that goes. No doubt some of you have trailered or
> flew in. How did that go? I would be interested to know your experiences in
> doing so.
>
> Any thoughts on a good trailer design?
>
> Duane
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=299690#299690
>
>
________________________________________________________________________________
| Subject: | Re: slow flying MkIII's |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
Just to add to the little discussion on Mark IIIC speeds and their different speeds.
First thing that I wonder about is rear cage covering. Is it a reasonable assumption
that the faster machines may have the fuselage covered ala Ms P'fer. Does
this help reduce drag and provide cleaner are for the prop to bite on?
My personal opinion based on my experience we will never know what makes one Kolb
model faster than another. To explain.... Some of you might know that I bent
my Kolb headed to MV in 2004. Landed in short hayfield because of dumb pilot
decision making.
Took the opportunity to make modifications that would make her a real XC machine.
Increased fuel capacity from 14 gallons to 22 gallons. Made my own landing
gear and put on the 8.50 x 6.0 tires. Trying to imitate success. The only
other thing I did was make some new tube and fiberglass seats which ended up being
lighter weight than my first attempt.
Eventually put all back together and much too my surprise, the plane flew more
than 10 mph faster. Same engine, same prop/pitch setting. Mike B talked about
a sweet spot at a certain rpm. Prior to the mods, my sweetspot was 4800 rpm
and about 62 mph. After the rebuild, the sweetspot shifted to 5100 rpm and
75 mph. I can't keep up with dem 100 hp 912's but I'm close and don't have to
use as much or as expensive premium gas.
Just one more change that has to do with the fabric covered fueslage. First build
was one continuous piece. This caused fabric drumming which may have increased
the vibration, drag, and dirty air to prop. Second covering after mods,
I used John Williamson's method of individual pieces rolled up to next joint
and start new section with overlap to next tube.
The only other possibility is that when I hit the ground hard, I knocked the plane
"into" trim???? Lucky I didn't break a leg or hand or worse [Twisted Evil]
!!!
Fly 'em. A few mph ain't nothing but about 5 minutes on a 150 mile XC leg!!!
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
I know many pilots and a few true aviators. There is a distinct difference that
I have the greatest respect for.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299936#299936
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: slow flying MkIII's |
> What I read you as saying is your engine never will see the 5800 Max RPM
(max for 5 min) under normal conditions (only if you are descending). The
max RPM you would ever see would be 5500 RPM and that would be at WOT in
level flight.
>
> Jason
>
> [quote="John Hauck"]
> I wrote about a good method of pitching a ground adjustable prop for best
> climb and cruise recently. Wide open throttle (WOT), straight and level
> flight, just bump the red line for max continuous rpm. This produces
> optimum climb and cruise in a Kolb.
> [quote]
Jason/Ya'll:
That is correct.
With ground adjustable prop I pitch for max continuous rpm which is 5,500
for both 912UL and 912ULS.
The 912UL and ULS can be operated continuously at WOT as long as it does not
exceed 5,500 rpm.
I am not concerned with max power for 5 minutes unless I have an in-flight
adjustable prop.
I have to settle for 95 hp instead of 100. Never know the difference.
Climb is exhilarating.
I never descend WOT, usually cruise power of 5,000, and normally do not
exceed 5,500.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: slow flying MkIII's |
| From: | robert bean <slyck(at)frontiernet.net> |
I think that aft covering makes some difference. We need some responses from fast
Kolbs (MkIIIs) that manage to
do without. Personally, considering the kind of flying I do, a change would be
a waste of effort.
BB, lots of pipes in the breeze.
On 3, Jun 2010, at 6:53 PM, John Bickham wrote:
>
> Just to add to the little discussion on Mark IIIC speeds and their different
speeds.
>
> First thing that I wonder about is rear cage covering. Is it a reasonable assumption
that the faster machines may have the fuselage covered ala Ms P'fer.
Does this help reduce drag and provide cleaner are for the prop to bite on?
>
> My personal opinion based on my experience we will never know what makes one
Kolb model faster than another. To explain.... Some of you might know that I
bent my Kolb headed to MV in 2004. Landed in short hayfield because of dumb
pilot decision making.
>
> Took the opportunity to make modifications that would make her a real XC machine.
Increased fuel capacity from 14 gallons to 22 gallons. Made my own landing
gear and put on the 8.50 x 6.0 tires. Trying to imitate success. The only
other thing I did was make some new tube and fiberglass seats which ended up
being lighter weight than my first attempt.
>
> Eventually put all back together and much too my surprise, the plane flew more
than 10 mph faster. Same engine, same prop/pitch setting. Mike B talked about
a sweet spot at a certain rpm. Prior to the mods, my sweetspot was 4800 rpm
and about 62 mph. After the rebuild, the sweetspot shifted to 5100 rpm and
75 mph. I can't keep up with dem 100 hp 912's but I'm close and don't have
to use as much or as expensive premium gas.
>
> Just one more change that has to do with the fabric covered fueslage. First
build was one continuous piece. This caused fabric drumming which may have increased
the vibration, drag, and dirty air to prop. Second covering after mods,
I used John Williamson's method of individual pieces rolled up to next joint
and start new section with overlap to next tube.
>
> The only other possibility is that when I hit the ground hard, I knocked the
plane "into" trim???? Lucky I didn't break a leg or hand or worse [Twisted Evil]
!!!
>
> Fly 'em. A few mph ain't nothing but about 5 minutes on a 150 mile XC leg!!!
>
> --------
> Thanks too much,
>
> John Bickham
> Mark III-C w/ 912UL
> St. Francisville, LA
>
> I know many pilots and a few true aviators. There is a distinct difference that
I have the greatest respect for.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=299936#299936
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Anyone going to Oshkosh? |
Duane,My wfe and muyself will be there we hope to make the opening night "
Chicago"how and will be there 4or 5 nights campd in the Handicaped section
of CampScollar please excuse my-spelling!=0A---- On your other qu
estion . I built a trailer out of an old tandem axle Boat trailer using 1/2
inch steel hoops and =0Aboat shrink wrap I used lesser springs and shock a
bsorbers as the 20 foot boat trailer was designed for- over 4000 lbs and
my KXP weighed less than 500lbs including my tool box , fuel, stands etc bu
t it worked for 5 years for me and the guy that bought it and towed it 1100
miles back-to Mich.- hope this helps. chrisChris Davis=0AKXP 503 492 h
rs=0AGlider Pilot=0ADisabled from crash building Firefly =0A=0A=0A=0A=0A___
_____________________________=0AFrom: Richard Neilsen <neilsenrm(at)gmail.com>
=0ATo: kolb-list(at)matronics.com=0ASent: Thu, June 3, 2010 5:24:28 PM=0ASubje
ct: Re: Kolb-List: Anyone going to Oshkosh?=0A=0A=0AAt this point I'm plann
ing to fly to Oshkosh again this year. =0A=0ACheck out George Alexander's w
eb site. He has a bunch of photos and descriptions on just about every diff
erent trailer stile made for out Kolbs.=0A=0ARick Neilsen=0ARedrive VW Powe
red MKIIIC-=0A=0AOn Wed, Jun 2, 2010 at 12:02 AM, dutrac =0A>Just thought I would check around and see who all was planning to g
o to Oshkosh this year. It seems like it should be a long way off, but actu
ally it is already less than 2 months away.=0A>=0A>I'm kicking around the i
dea of taking my MKII along if I can come up with a trailer of some sort. I
thought about building one out of a boat trailer, but we'll have to see ho
w that goes. No doubt some of you have trailered or flew in. How did that g
o? I would be interested to know your experiences in doing so.=0A>=0A>Any t
houghts on a good trailer design?=0A>=0A>Duane=0A>=0A>=0A>=0A>=0A>Read this
topic online here:=0A>=0A>http://forums.matronics.com/viewtopic.php?p=29
9690#299690=0A>t Un/Subscription,=0A>www.matronics.com/Navigator?Kolb-List"
target="_blank">http://www.matronics.com/Navigator?Kolb-List=0A>ronics.c
om/" target="_blank">http://forums.matronics.com=0A>Matt Dralle, List Adm
=======================
=0A=0A=0A
________________________________________________________________________________
| From: | "Ralph B" <ul15(at)juno.com> |
You might also consider using stainless steel safety rings. I've been using them
for 23 years. I got mine from a marine dealer. They are great for folding up
the plane, because they are easy to put on and take off. Be careful on using
those clip types as they can "unclip" if they are used close to the ground where
grass can catch on them.
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=299962#299962
________________________________________________________________________________
| Subject: | Re: slow flying MkIII's |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Speaking high thrust lines, wing incidence and HS incidence, I am wondering if
the numbers on my SS are "correct". I will call Kolb and ask but thought maybe
someone on the list might know what the design calls for on the SS. Attached
is a drawing I borrowed from Jack Hart and edited the numbers to match my SS.
It seems to me that the difference between my wing incidence and HS incidence (7
degrees) is greater than it should be, but this is just a guess. It also seems
to me that my thrust line angle is way too high (3.5 degrees pointed up relative
to wing bottom, and 10.5 degrees above HS incidence).
Any thoughts from those who know would be appreciated.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299989#299989
Attachments:
http://forums.matronics.com//files/thomssangles_153.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: slow flying MkIII's |
Thom:
Lot of variables in thrust line because of the design of the engine mount.
I insure I have the hardest Lord Mount to help reduce movement on the
mkIII.
I learned about engine excursion with my FS/447 that was equipped with
softer Lord Mounts during engine run up while tied down. The engine rolled
right and forward, loading up the right front Lord Mount.
By chance I discovered how much a problem this was at WOT in the FS. During
a test, at WOT, the FS would not exceed 75 MPH. I rolled off throttle until
I unloaded the engine, then very slowly came back in with power, very
slowly, The FS increased speed to 85 mph. I'm sure it was caused by
misalignment of thrust line. Nursing power back in kept the thrust line
more in line as power and speed increased.
My theory on mkIII thrust line is:
912 rotates opposite two strokes, loading left front mount.
At rest, 5/8" spacers raised the front of the engine bringing thrust line
parallel with the bottom of the wing. In flight, thrust brings the thrust
line back to where it was at rest. I tested this with a flight to Point
Barrow, Alaska, and back. Performance figures were the same as enginge
mounted in stock configuration on another flight to Point Barrow, Alaska,
and back.
Travis Brown, Kolb Aircraft, provides me with the hardest Lord Mount
available. In addition, I insert a 2" fender washer on top the two front
mounts. This prevents the thrust from depressing the front mounts more than
about 1/8" to 1/4".
Two major factors working against our mkIII's is high thrust line and the
way the prop wash hits the tail section.
The lower the engine is mounted on the airframe the faster the mkIII will
fly. My engine is absolutely as low as it can be without hitting the root
tube.
My mkIII and the other faster mkIII's have fully enclosed fuselages with the
rear of the fuselage faired and not cut off square or not covered at all.
So, remember when you are standing there looking at your engine sitting on
top of your Kolb at rest, it will not be in the same position when you are
flying.
john h
mkIII
----- Original Message -----
From: "Thom Riddle" <riddletr(at)gmail.com>
Sent: Friday, June 04, 2010 5:59 AM
Subject: Kolb-List: Re: slow flying MkIII's
>
> Speaking high thrust lines, wing incidence and HS incidence, I am
> wondering if the numbers on my SS are "correct". I will call Kolb and ask
> but thought maybe someone on the list might know what the design calls for
> on the SS. Attached is a drawing I borrowed from Jack Hart and edited the
> numbers to match my SS.
> It seems to me that the difference between my wing incidence and HS
> incidence (7 degrees) is greater than it should be, but this is just a
> guess. It also seems to me that my thrust line angle is way too high (3.5
> degrees pointed up relative to wing bottom, and 10.5 degrees above HS
> incidence).
>
> Any thoughts from those who know would be appreciated.
>
> --------
> Thom Riddle
> Buffalo, NY (9G0)
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x32
>
>
> I am always doing that which I can not do, in order that I may learn how
> to do it.
> - Pablo Picasso
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=299989#299989
>
>
> Attachments:
>
> http://forums.matronics.com//files/thomssangles_153.jpg
>
>
>
________________________________________________________________________________
| Subject: | Re: drag conundrum |
| From: | "Kirby, Dennis Civ USAF AFMC AFNWC/EN" <Dennis.Kirby(at)kirtland.af.mil> |
"Thom Riddle" wrote:
<< I recently downsized my Slingshot tires from 800x6 to 600-6 ...
I'm looking for feed back ... Results: Zero change in IAS or TAS at same
rpm setting. !@#$% >>
Thom, Kolb Friends -
Your findings mirror my own observations for the same modification on my
Mark-3.
Namely, that switching tire size from big to smaller resulted in zero
difference in IAS.
To make the drag conundrum even more frustrating for me, I also
installed two other drag-reducing modifications to my Kolb at the same
time, thinking that the combination would surely yield an extra mile per
hour or two of increased air speed. But not the case.
In addition to switching from 800x6 to smaller 600x6 tires, I also
installed aerodynamic fairings around the landing gear legs - the same
plastic fairings that TNK provides to cover the wing struts. To smooth
the air flow around the upper-aft area of the pod, I installed Lexan
panels on the sides of the cage (one on each side) to cover the open
areas behind the pilots (below the wing, above the gas tanks). I
thought that cleaning up the air flow before it goes into the prop would
help.
I've flown two flights since these mods and have collected detailed
airspeed data. So far, I'm seeing zero change in indicated air speeds
for the same power settings. The only benefit I'm seeing is that it's
less windy in the cockpit, so I guess I'll leave the Lexan panels in
place.
What this experiment reveals to me is, the Mark-3 is a very draggy
airframe, and I'm not gonna squeeze any more blood (airspeed) from this
turnip. But what a wonderful turnip it is!
Dennis Kirby
Mark-III, 912ul
Sandia Park, NM
________________________________________________________________________________
| Subject: | Re: Nauga "Get Well" Video |
Hello John,
That is some dedication to being able to video. It would freak me out to have
to drill holes in my windshield like that.
Regards
Jason
MKIII Portland OR
John Bickham wrote:
> Well,
>
> I thought John H would prefer a Kolb flying video to some sappy get well card.
This is my first flight in close to five months. I can give you my list of
excuses, but won't. Finally boils down to priorities not right.
>
> http://www.youtube.com/watch?v=Szp1waiP4a0
>
>
> Some of you that have visited me at Nauga will notice a few changes. The trees
have been removed on the SW end. Still got the power line though! Due to
the record rainfall that started last September, I've been working on the drainage.
I took out some of the motocross whoopties (low spots). Since some folks
have issues with that. [Twisted Evil] Crested the center a bit more. Hopefully,
the grass and John H's leg will be grow'd back about the same time.
>
> The humidity and mist was it's normal super high. This was my first try with
a new camera. Got a lot of shake. I think I need to sandwich the mount in some
foam. If any of you semi-pro Kolb vidoegraphers (Larry) got a suggestion,
I'm a listening.
>
> Sorry about the shake but hope you enjoy. Not as much scenic beauty as Larry's
stuff but a lot more trees!
>
> Respectfully offer my appreciation to those that have served and sacrificed and
to those no longer with us on this Memorial Day.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300046#300046
________________________________________________________________________________
| Subject: | Re: slow flying MkIII's |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Thanks for your thoughts on Lord Mounts, John.
My mounts are very hard rubber and the engine does not appear to move much at all
when tied down and run up. Unfortunately, the wet sump on the Jabiru is pretty
deep which requires a fairly high mounting. My prop (only 64" diameter) clears
the boom tube by at least 5-6" at rest.
My question for you (and/or others) is this. The static (at rest) thrust line of
the my engine is pointing upwards 3.5 degrees relative to the bottom of the
wing. Is this about right, assuming my mounts are plenty hard? Note that the axis
of the motor mount bolts is not vertical like on the Rotax but parallel to
the longitudinal axis of the airplane. However I can still raise one side/end
vs the other because this mount bolts to the Kolb engine tube. Not sure this
shows in the attached photo, but that is all I have right now and my camera keeps
quitting on me. Guess it is time for a new one.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300051#300051
Attachments:
http://forums.matronics.com//files/jabiru_engine_rt_rear_cropped_120.jpg
________________________________________________________________________________
| Subject: | Re: drag conundrum |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Dennis,
Thanks much for your feedback. The SS is not quite as draggy as a MKIII but it
IS a Kolb with the same high lift, high drag wing profile. I am therefore modifying
my expectations for drag reduction results, from a several MPH increase
to zero change. If I want to go faster I'll just spend the money on gas by moving
the throttle forward, but won't expect much return for this expenditure :-).
Any more mods I do, will have to be justified by other factors. I'm still glad
I changed the tires because the 15x600-6 appear to be better tires for pavement
than the 800x6 tires. They also make the brakes more effective due to the smaller
diameter.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300052#300052
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: slow flying MkIII's |
Yes, as a guesstimate 3.5 deg sounds about right.
john h mkIII
----- Original Message -----
From: "Thom Riddle" <riddletr(at)gmail.com>
Sent: Friday, June 04, 2010 1:17 PM
Subject: Kolb-List: Re: slow flying MkIII's
>
> Thanks for your thoughts on Lord Mounts, John.
>
> My mounts are very hard rubber and the engine does not appear to move much
> at all when tied down and run up. Unfortunately, the wet sump on the
> Jabiru is pretty deep which requires a fairly high mounting. My prop (only
> 64" diameter) clears the boom tube by at least 5-6" at rest.
>
> My question for you (and/or others) is this. The static (at rest) thrust
> line of the my engine is pointing upwards 3.5 degrees relative to the
> bottom of the wing. Is this about right, assuming my mounts are plenty
> hard? Note that the axis of the motor mount bolts is not vertical like on
> the Rotax but parallel to the longitudinal axis of the airplane. However I
> can still raise one side/end vs the other because this mount bolts to the
> Kolb engine tube. Not sure this shows in the attached photo, but that is
> all I have right now and my camera keeps quitting on me. Guess it is time
> for a new one.
>
> --------
> Thom Riddle
> Buffalo, NY (9G0)
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x32
>
>
> I am always doing that which I can not do, in order that I may learn how
> to do it.
> - Pablo Picasso
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=300051#300051
>
>
> Attachments:
>
> http://forums.matronics.com//files/jabiru_engine_rt_rear_cropped_120.jpg
>
>
>
________________________________________________________________________________
| Subject: | Re: Anyone going to Oshkosh? |
| From: | Duane Ransdell <radiobluebook(at)gmail.com> |
Thanks for the reply Chris and Richard. Hope to see you there. As the time
gets closer perhaps we can arrange to meet up and shake hands or something.
We will likely be camped at the other site to the south of Schollar. I can't
recall the name just now, but I'm sure you know what I'm talking about.
Duane
________________________________________________________________________________
| From: | gliderx5(at)comcast.net |
| Subject: | J-3 Kitten trade for Kolb |
A few months ago there was someone on Barnstormers that had a Kolb and wanted to
trade for a J-3 Kitten. Does anybody know who this was? I have a friend with
a Kitten who is thinking is selling it and might be interested in a Kolb.
Malcolm Morrison
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: drag conundrum |
Operating primarily on pavement with 800X6 I run 15 psi.
Improved grass 10 psi.
Rough unimproved 4 to 6 psi.
john h
mkIII
----- Original Message -----
From: "Thom Riddle" <riddletr(at)gmail.com>
Sent: Friday, June 04, 2010 1:32 PM
Subject: Kolb-List: Re: drag conundrum
>
> Dennis,
>
> Thanks much for your feedback. The SS is not quite as draggy as a MKIII
> but it IS a Kolb with the same high lift, high drag wing profile. I am
> therefore modifying my expectations for drag reduction results, from a
> several MPH increase to zero change. If I want to go faster I'll just
> spend the money on gas by moving the throttle forward, but won't expect
> much return for this expenditure :-).
>
> Any more mods I do, will have to be justified by other factors. I'm still
> glad I changed the tires because the 15x600-6 appear to be better tires
> for pavement than the 800x6 tires. They also make the brakes more
> effective due to the smaller diameter.
>
> --------
> Thom Riddle
> Buffalo, NY (9G0)
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x32
>
>
> I am always doing that which I can not do, in order that I may learn how
> to do it.
> - Pablo Picasso
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=300052#300052
>
>
>
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: slow flying MkIII's |
My question for you (and/or others) is this. The static (at rest) thrust
line of the my engine is pointing upwards 3.5 degrees relative to the
bottom of the wing. Is this about right, assuming my mounts are plenty
hard? Note that the axis of the motor mount bolts is not vertical like
on the Rotax but parallel to the longitudinal axis of the airplane.
However I can still raise one side/end vs the other because this mount
bolts to the Kolb engine tube. Not sure this shows in the attached
photo, but that is all I have right now and my camera keeps quitting on
me. Guess it is time for a new one.
--------
Thom Riddle
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
not sure about the sling shot..... the bottom of the mkIII wing has
9 deg positive incidence in flight. if I read your post correctly you
would add 3.5 deg to that, assuming the SS has the same 9 deg in
flight (plus or minus), adding the 3.5 would make the front of the
engine pointing up at 12.5 deg in flight. guess I am going to have to
measure my mike this week... guess in my mind I would think the engine
should have less incidence than the bottom of the wing. making the
prop more perpendicular to the line of travel.
or am I missing something?
Boyd Young
________________________________________________________________________________
| Subject: | Re: slow flying MkIII's |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Boyd,
That is my thought too. I would think that at cruise, the thrust line should be
fairly closely aligned with the relative wind.
BTW, I measured the angles again yesterday and came up with a little different
numbers but still seems the thrust line is pointing too far up. The reason for
the difference in measurement was I used the prop hub this time instead of the
top of the engine.
My Slingshot wing bottom chord has an incidence of 7.5 degrees relative to the
boom tube and horizontal stabilizer (parallel to boom tube). The thrust line (static)
is 9.5 degrees relative to the HS & boom tube, so the engine is point
up only 2 degrees rather than 3.5 degrees. But it still seems to me that it should
be more aligned with relative wind at cruise AOA.
If my SS flies at cruise with an AOA of 7.5 degrees (guess) then the thrust line
(very hard mounts so not perceptible tilting under power) is not parallel to
relative wind by about 9.5 degrees.
ON THE OTHER HAND...
Perhaps this is by design to help offset the effect of the high position of the
thrust line. Still waiting to hear back from Travis on this question.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300213#300213
________________________________________________________________________________
| From: | "racerjerry" <gki(at)suffolk.lib.ny.us> |
RALPH B. HAS IT RIGHT. Round rings do not snag on tall grass - had it happen once
during taxi IN. NOT A GOOD THING. The round stainless wire safety rings
are referred to by West Marine as "Stainless-Steel Cotter Rings." They have proven
to be very effective as well as quick & easy to install/remove. They also
don't poke holes in fingers. West Marine on-line shows 5 sizes available.
Regardless of what they say, I was using as large a wire size as I could fit
through the clevis pin hole (made me feel better). The ones I used on my Firestar
II 5/16 clevis pins were 1 3/16 OD (not ID) and made from .065 wire.
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300228#300228
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Jerry=2C and others=2C
I had this conversation about pins/rings recently with someone=2C althoug
h I can't remember who at the moment.
Maybe in some applications on a plane=2C a latching type pin would work.
Maybe they could be installed on a plane where there is zero chance of eve
r popping loose. Okay=2C fine.
But=2C for me=2C on my plane=2C I choose to ONLY use the stainless steel
rings...period. I make enough mistakes in life=2C to not have to worry abo
ut some life-altering pin snapping loose and falling out!!
When my life can depend on something as simple as the manner in which cle
vis pins are secured=2C why use something that "may" snag on something and
pop loose=2C when something so easy is available... namely stainless steel
rings.
When you secure a ring in place=2C that sucker ain't NEVER coming loose
=2C until you want it to!!
Mike Welch
MkIII
> Subject: Kolb-List: Re: safety pins
> From: gki(at)suffolk.lib.ny.us
> Date: Sun=2C 6 Jun 2010 11:26:34 -0700
> To: kolb-list(at)matronics.com
>
>
> RALPH B. HAS IT RIGHT. Round rings do not snag on tall grass - had it hap
pen once during taxi IN. NOT A GOOD THING. The round stainless wire safety
rings are referred to by West Marine as "Stainless-Steel Cotter Rings." The
y have proven to be very effective as well as quick & easy to install/remov
e. They also don't poke holes in fingers. West Marine on-line shows 5 sizes
available. Regardless of what they say=2C I was using as large a wire size
as I could fit through the clevis pin hole (made me feel better). The ones
I used on my Firestar II 5/16 clevis pins were 1 3/16 OD (not ID) and made
from .065 wire.
>
> --------
> Jerry King
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=300228#300228
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
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inbox.
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________________________________________________________________________________
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
McMaster Carr calls then cotter rings.:
http://www.mcmaster.com/#pins/=7f0r1z
<http://www.mcmaster.com/#pins/=7f0r1z>They're available in four diameter
s,
three wire sizes, regular and stainless steel.
Rick Girard
Stainless Steel =97 Plain
3/16"-1/4".048"5/8"95390A316<http://www.mcmaster.com/param/asp/psearch.asp?
FAM=Pins&FT_1611=66910&FT_1554=67516&FT_147=60652&FT_137=60708&FT
_1131=69895&FT_184=13416&FT_1782=71482&ppe=8&session=Pins;1611=
66910;1554=67516;M;I>$9.73
per Pack of 100
1/4"-5/16".048"3/4"95390A317<http://www.mcmaster.com/param/asp/psearch.asp?
FAM=Pins&FT_1611=66910&FT_1554=67516&FT_147=60652&FT_137=60708&FT
_1131=69896&FT_184=13416&FT_1782=71483&ppe=8&session=Pins;1611=
66910;1554=67516;M;I>10.23
per Pack of 100
3/8"-7/16".060"1"95390A318<http://www.mcmaster.com/param/asp/psearch.asp?FA
M=Pins&FT_1611=66910&FT_1554=67516&FT_147=60652&FT_137=60708&FT_1
131=69900&FT_184=69968&FT_1782=71484&ppe=8&session=Pins;1611=66
910;1554=67516;M;I>7.00
per Pack of 50
7/16"-1/2".072"1-1/8"95390A319<http://www.mcmaster.com/param/asp/psearch.as
p?FAM=Pins&FT_1611=66910&FT_1554=67516&FT_147=60652&FT_137=60708&
FT_1131=69916&FT_184=6459&FT_1782=71485&ppe=8&session=Pins;1611
=66910;1554=67516;M;I>9.98
per Pack of 50
On Sun, Jun 6, 2010 at 1:26 PM, racerjerry wrote:
>
> RALPH B. HAS IT RIGHT. Round rings do not snag on tall grass - had it
> happen once during taxi IN. NOT A GOOD THING. The round stainless wire
> safety rings are referred to by West Marine as "Stainless-Steel Cotter
> Rings." They have proven to be very effective as well as quick & easy to
> install/remove. They also don't poke holes in fingers. West Marine on-l
ine
> shows 5 sizes available. Regardless of what they say, I was using as lar
ge
> a wire size as I could fit through the clevis pin hole (made me feel
> better). The ones I used on my Firestar II 5/16 clevis pins were 1 3/16
OD
> (not ID) and made from .065 wire.
>
> --------
> Jerry King
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=300228#300228
>
>
===========
===========
===========
===========
>
>
________________________________________________________________________________
| From: | frank goodnight <frank.goodnight(at)att.net> |
Hi All,
Been a mechanic for over 40 years and STILL learn something new almost every day.
Cotter rings sound great , if for no other reason
than the spring pins that came with my firestar2 often hurt my fingers , am going
to order some cotter rings soon as McMaster carr opens.
Thanks .
Frank Goodnight
Brownsville, TX
PS: Got my airplane back together again , Flew 1.5 hrs today Can't wait to get
back out to the high country so I can get in some high density
altitude practice. The plane will have shed about 75 lbs ( extra fuel and camping
gear) Hope for better results this time around. Should be
at Los Lumas , New Mexico middle of next week.
________________________________
From: racerjerry <gki(at)suffolk.lib.ny.us>
Sent: Sun, June 6, 2010 1:26:34 PM
Subject: Kolb-List: Re: safety pins
RALPH B. HAS IT RIGHT. Round rings do not snag on tall grass - had it happen once
during taxi IN. NOT A GOOD THING. The round stainless wire safety rings
are referred to by West Marine as "Stainless-Steel Cotter Rings." They have proven
to be very effective as well as quick & easy to install/remove. They also
don't poke holes in fingers. West Marine on-line shows 5 sizes available.
Regardless of what they say, I was using as large a wire size as I could fit
through the clevis pin hole (made me feel better). The ones I used on my Firestar
II 5/16 clevis pins were 1 3/16 OD (not ID) and made from .065 wire.
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300228#300228
________________________________________________________________________________
| From: | "lhaggerty" <lhaggerty(at)tampabay.rr.com> |
Here is a tip to use when you use cotter rings in lieu of cotter pins,
take a pair of needle nose pliers and bend the leading edge of the ring
1/4" 15 degrees back. this will make them easy to put on and off. Pete
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Mike/all , i used stainless saftey rings-for the last 8 years=0A-I flew
my KXP after finding one of the Kolb issued pins unhooked and hanging on m
y lift strut-!Never a problem with the rings as you say a simple cure for
a problem with my butt in the wager.Chris Davis=0AKXP 503 492 hrs=0AGlider
Pilot=0ADisabled from crash building Firefly =0A=0A=0A=0A=0A______________
__________________=0AFrom: Mike Welch <mdnanwelch7(at)hotmail.com>=0ATo: kolb-
list(at)matronics.com=0ASent: Sun, June 6, 2010 2:44:24 PM=0ASubject: RE: Kolb
-List: Re: safety pins=0A=0AJerry, and others,=0A-=0A- I had this conve
rsation about pins/rings recently with someone, although I can't remember w
ho at the moment.=0A-=0A- Maybe in some applications on a plane, a latc
hing type pin would work.- Maybe they could be installed on a plane where
there is zero chance of ever popping loose.- Okay, fine.=0A- But, for
me, on my plane, I choose to ONLY use the stainless steel rings...period.
- I make enough mistakes in life, to not have to worry about some life-al
tering pin snapping loose and falling out!!=0A-=0A- When my life can de
pend on something as simple as the manner in which clevis pins are secured,
why use something that "may" snag on something and pop loose, when somethi
ng so easy is available... namely stainless steel rings.=0A-=0A- When y
ou secure a ring in place, that sucker ain't NEVER coming loose, until you
want it to!!=0A-=0AMike Welch=0AMkIII=0A-=0A=0A-=0A> Subject: Kolb-Li
st: Re: safety pins=0A> From: gki(at)suffolk.lib.ny.us=0A> Date: Sun, 6 Jun 20
ssage posted by: "racerjerry" =0A> =0A> RALPH B. HAS
IT RIGHT. Round rings do not snag on tall grass - had it happen once durin
g taxi IN. NOT A GOOD THING. The round stainless wire safety rings are refe
rred to by West Marine as "Stainless-Steel Cotter Rings." They have proven
to be very effective as well as quick & easy to install/remove. They also d
on't poke holes in fingers. West Marine on-line shows 5 sizes available. Re
gardless of what they say, I was using as large a wire size as I could fit
through the clevis pin hole (made me feel better). The ones I used on my Fi
restar II 5/16 clevis pins were 1 3/16 OD (not ID) and made from .065 wire.
=0A> =0A> --------=0A> Jerry King=0A> =0A> =0A> =0A> =0A> Read this topic o
nline here:=0A> =0A> http://forums.matronics.com/viewtopic.php?p=300228#3
00228=0A> =0A> =0A> =0A> =0A>===============
========0A>================
=0A> =0A> =0A> =0A=0A________________________________=0AHotmail is redefini
ng busy with tools for the New Busy. Get more from your inbox. See how. =0A
=================0A=0A=0A
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 12:56 PM 6/7/2010, Kirby, Dennis Civ USAF AFMC AFNWC/EN wrote:
>The SS rings sold at the sailboat shops come with this offset (bend)
>already in place.
>
>Indeed, it makes the ring simple to install into the tiny hole on the
>clevis pin.
Easy to install, but I've heard reports of the bent end rings working
themselves out under vibration.
-Dana
--
Inflation is a result of legalized counterfeiting.
________________________________________________________________________________
| From: | "Ralph B" <ul15(at)juno.com> |
> Dana 12:56 PM 6/7/2010 wrote:
>
> Indeed, it makes the ring simple to install into the tiny hole on the clevis
pin. Easy to install, but I've heard reports of the bent end rings working themselves
out under vibration.
>
> -Dana
Dana, I don't know how a safety ring could possibly come off under vibration. It
would have to open up the ring against spring tension. In all the years using
them, I've never seen a hint of them ever coming off. If I saw it, I'd quit
using them.
Ralph B
--------
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=300419#300419
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
ME EITHER=0A-Chris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from
crash building Firefly =0A=0A=0A=0A=0A________________________________=0AF
rom: Ralph B =0ATo: kolb-list(at)matronics.com=0ASent: Mon, Jun
e 7, 2010 7:41:31 PM=0ASubject: Kolb-List: Re: safety pins=0A=0A--> Kolb-Li
st message posted by: "Ralph B" =0A=0A=0A>- Dana 12:56 PM
6/7/2010 wrote:=0A> =0A> Indeed, it makes the ring simple to install into t
he tiny hole on the clevis pin. Easy to install, but I've heard reports of
the bent end rings working themselves out under vibration.=0A> =0A> -Dana
=0A=0A=0ADana, I don't know how a safety ring could possibly come off under
vibration. It would have to open up the ring against spring tension. In al
l the years using them, I've never seen a hint of them ever coming off. If
I saw it, I'd quit using them.=0A=0ARalph B=0A=0A--------=0ARalph B=0AOrigi
nal Firestar 447=0AN91493 E-AB=0A1000 hours=0A23 years flying it=0AKolbra 9
12UL=0AN20386=0A2 years flying it=0A120 hrs=0A=0A=0A=0A=0ARead this topic o
nline here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=300419#30041
======================0A=0A=0A
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Ralph,Are you going to Oshkosh this year?I would love to meet you=0A-Chri
s Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from crash building Fir
efly =0A=0A=0A=0A=0A________________________________=0AFrom: Ralph B <ul15@
juno.com>=0ATo: kolb-list(at)matronics.com=0ASent: Mon, June 7, 2010 7:41:31 P
M=0ASubject: Kolb-List: Re: safety pins=0A=0A--> Kolb-List message posted b
y: "Ralph B" =0A=0A=0A>- Dana 12:56 PM 6/7/2010 wrote:=0A>
=0A> Indeed, it makes the ring simple to install into the tiny hole on the
clevis pin. Easy to install, but I've heard reports of the bent end rings
working themselves out under vibration.=0A> =0A> -Dana=0A=0A=0ADana, I don'
t know how a safety ring could possibly come off under vibration. It would
have to open up the ring against spring tension. In all the years using the
m, I've never seen a hint of them ever coming off. If I saw it, I'd quit us
ing them.=0A=0ARalph B=0A=0A--------=0ARalph B=0AOriginal Firestar 447=0AN9
1493 E-AB=0A1000 hours=0A23 years flying it=0AKolbra 912UL=0AN20386=0A2 yea
rs flying it=0A120 hrs=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp
://forums.matronics.com/viewtopic.php?p=300419#300419=0A=0A=0A=0A=0A=0A
===============0A=0A=0A
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> In many years of using cotter rings myself, and seeing zillions more in
> use; admittedly mostly in boats; I've never even heard of one coming
> loose by itself.
> Seems impossible. I question your info source.
> Russ K
May depend on the application the safety rings are used.
Sailboats probably are not subjected to the same high frequency vibration
two stroke powered Kolb aircraft are.
SS is not nearly as stress resistance as carbon steel.
I use bolts and nyloc nuts. No safety clips or rings.
john h
mkIII
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 09:14 PM 6/7/2010, russ kinne wrote:
>
>Dana
>In many years of using cotter rings myself, and seeing zillions more
>in use; admittedly mostly in boats; I've never even heard of one
>coming loose by itself.
>Seems impossible. I question your info source.
IIRC it was on this list, a couple of years ago when the same subject came up.
-Dana
--
Duelling is legal in Paraguay as long as both parties are registered
blood donors.
________________________________________________________________________________
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Aviation accident investigation has had the phrase, "well that's never
happened before." written into a report more than once I would bet. For that
reason alone I would not modify the cotter rings for easy removal. The very
slight improvement isn't worth it to me. I had them on my trike when I
bought it and I've removed them all for the unmodified versions.
For what it's worth, if you insert a fingernail between the two wires of the
ring and then turn the clevis pin acts as a wedge as you spin the ring
through the hole. Easy one hand installation and removal.
As for the safety clip, their one advantage is that you can secure them at
the point of use by inserting a piece of cord through the loop, knotting and
melting the loose end. Had them on my hang gliders like that for years.
Check on assembly, double check on preflight. Never had either one go
unclipped or uninstalled.
Rick Girard
On Mon, Jun 7, 2010 at 9:04 PM, Dana Hague wrote:
> At 09:14 PM 6/7/2010, russ kinne wrote:
>
>
> Dana
> In many years of using cotter rings myself, and seeing zillions more
> in use; admittedly mostly in boats; I've never even heard of one
> coming loose by itself.
> Seems impossible. I question your info source.
>
>
> IIRC it was on this list, a couple of years ago when the same subject came
> up.
>
> -Dana
> --
> Duelling is legal in Paraguay as long as both parties are registered blood
> donors.
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Greetings, Kolbers,
The A&P who did my annual recommended a gas stabilizing additive called "Sea Foam."
He said that it not only extended the life of stored gas, but is "good for
the engine," any engine. I have been using the gas stabilizer you get at the
auto parts store, and wonder if anyone has experience with Sea Foam.
I keep my gas in a 30 gal tank w/ a crank pump, and try not to let it sit for more
than a month or two.
Interested in your thoughts,
Dave Watkins
Rotax 912ULS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300503#300503
________________________________________________________________________________
| From: | "Ralph B" <ul15(at)juno.com> |
> from Chris Davis:
>
> Ralph, Are you going to Oshkosh this year?I would love to meet you
>
> Chris Davis
> KXP 503 492 hrs
> Glider Pilot
> Disabled from crash building Firefly
Chris, I'll be there weather permitting. I am there from Saturday to Wednesday
morning. I usually park the Kolbra on the west side of the ultralight runway and
camp on the other side of the fence in the picture. The EAA wants me to park
on the east side of the runway, but I like to camp with access to showers, toilet,
and car so we can drive into town for dinner and stay out of traffic. We
can see the afternoon airshow and sip on our drinks from that campground.
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=300514#300514
Attachments:
http://forums.matronics.com//files/kolbra_at_osh_s_919.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> Chris, I'll be there weather permitting. I am there from Saturday to
Wednesday morning. I usually park the Kolbra on the west side of the
ultralight runway and camp on the other side of the fence in the picture.
The EAA wants me to park on the east side of the runway, but I like to camp
with access to showers, toilet, and car so we can drive into town for dinner
and stay out of traffic. We can see the afternoon airshow and sip on our
drinks from that campground.
>
> Ralph
Ralph:
That's a good looking bird.
I know exactly where you are parked.
Reminds me of the many years spent in the UL Camp with friends.
Are many people camping with their airplanes on the east side of the
airstrip since they started allowing that?
Big problem camping where spectators can see your airplane is pushing it to
your tie down spot. UL and Lt Planes aren't authorized to taxi like the
rest of the Oshkosh fleet of visiting aircraft. EAA still treats us like
bastard children way down on the south end.
john h
mkIII
________________________________________________________________________________
| From: | daniel myers <h20maule(at)hotmail.com> |
does anyone know of or have a kit for sale? looking for either a FSII=2C MK
III Classic=2C Kolbra or Xtra kit. I want to build another amphib....I have
cash=2C looking for something within driving distance to FLA
Daniel Myers
Sold FSII Amphib last year
SeaRey owner
_________________________________________________________________
The New Busy is not the too busy. Combine all your e-mail accounts with Hot
mail.
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ID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_4
________________________________________________________________________________
| From: | "Ralph B" <ul15(at)juno.com> |
> John Hauck:
>
> Ralph:
>
> That's a good looking bird.
>
> I know exactly where you are parked.
>
> Reminds me of the many years spent in the UL Camp with friends.
>
> Are many people camping with their airplanes on the east side of the
> airstrip since they started allowing that?
>
> Big problem camping where spectators can see your airplane is pushing it to
your tie down spot. UL and Lt Planes aren't authorized to taxi like the
> rest of the Oshkosh fleet of visiting aircraft. EAA still treats us like
> bastard children way down on the south end.
>
> john h
> mkIII
John and others,
Camping on the east side means pushing the plane and it's harder going to the strip
because it's uphill slightly. One advantage of parking there is your plane
gets more attention and you could get in an EAA video. Only a few of us park
on the west side now, but I do it for convenience. Maybe this year the EAA may
not allow me to park there.
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=300534#300534
________________________________________________________________________________
| Subject: | west side of ultralight strip at Oshkosh |
| From: | "Ralph B" <ul15(at)juno.com> |
John and others,
I dug up a couple of pictures from Oshkosh 2007.
These were taken a year before I bought the Kolbra. Mark German flew it there.
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=300536#300536
Attachments:
http://forums.matronics.com//files/my_new_plane_2__115.jpg
http://forums.matronics.com//files/johns_mkiii__146.jpg
http://forums.matronics.com//files/kolbra_and_johns_mkiii__149.jpg
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
I don't think this is going to work out...
http://www.youtube.com/watch?v=rMyCPe0vExk&feature=related
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300548#300548
________________________________________________________________________________
| Subject: | RE: flap info for MK lll needed |
Hi group,
my neighbor purchased a used MK lll after watching me flying around in
the firestar enjoying life. I told him he could use my strip and I would
get him lined up with a instructer to get his license. I did not use the
flaps on the trip as I did know the proper use of them....I was very impressed
with the plane and the performace that the rotax 912 80 hp provides. after
getting home I went up solo and tried the flaps at low speed and I was
impressed at full flaps how the plane handled and it decreased stall
speed...so I landed it with full flaps which i thought was a big plus....my question
is this. what is the proper use of flaps for take off if any? I think the
MK lll performs excellent with the 912 80 hp solo. I also noticed a lot of
difference in trim requiement from dual to solo....another question: at
high speed the door lexan pops inward and has to be pushed back out my hand
after landing...have any of you had this problem and what is the fix?
Thanks in advance Jim Swan
Do not archive
FIRESTAR ll 503 Michigan jswan
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
- Bob- Watch this.- I think it's applicable to the robot developments.
--- On Tue, 6/8/10, Richard Pike wrote:
From: Richard Pike <richard(at)bcchapel.org>
Subject: Kolb-List: Re: "Sea Foam"
Date: Tuesday, June 8, 2010, 5:27 PM
I don't think this is going to work out...
http://www.youtube.com/watch?v=rMyCPe0vExk&feature=related
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300548#300548
le, List Admin.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: RE: flap info for MK lll needed |
Boyd:
I use a 5/32" chain saw file to keep my detents nice and sharp.
I also popped a new tab over the old detents to reset the detents to
their original positions.
Time and use will round the edges. Nothing worse than being on short
short final and the flap handle pop out from 40 to zero degrees flaps.
The bottom falls out and it makes a Hell of a noise at the same time.
john h
mkIII
On my flap handle and the squared off detents I cut them with
a /\ (inverted V) rather than leaving the edges square. This way it
will not be prone to coming out. Thinking that if I were ever to
rebuilt this area,,, I may add positions for 0 10 20 30 40
deg of flaps.. by cutting the squared off detents more like the trim
handle. Which I modified the slots to look more like a saw tooth
blade. Rather than the strait in saw cuts.
Boyd Young
MKIII
________________________________________________________________________________
| Subject: | Re: flap info for MK lll needed |
Hello Jim,
I use the first flap detent for landing, I have found that the second detent does
not lower stall, it only causes drag and not enough drag does not seem to be
a problem with my MKIII. My right door will pop in at high speed, I have not
come up with a fix but was thinking of making a bow that fits inside the door
frame that backs up the lexan in that area. My short term fix is to not fly
at high speeds. With no fine pitch trim adjustment, I have found that you can
get close with the pitch trim lever and fine tune with throttle as the higher
the power the more nose down my MKIII wants to fly. I was just messing around
with flaps on take off today and think that they would only be useful when
really trying to get off of a short/soft surface and then be retracted ASAP when
airborne.
Good luck and have fun
Jason
MKIII
Portland, OR
[quote="Arksey(at)aol.com"]Hi group,
my neighbor purchased a used MK lll after watching me flying around in the
firestar enjoying life. I told him he could use my strip and I would get him
lined up with a instructer to get his license. I did not use the flaps on the
trip as I did know the proper use of them....I was very impressed with the
plane and the performace that the rotax 912 80 hp provides. after getting home
I went up solo and tried the flaps at low speed and I was impressed at full
flaps how the plane handled and it decreased stall speed...so I landed it with
full flaps which i thought was a big plus....my question is this. what is
the proper use of flaps for take off if any? I think the MK lll performs excellent
with the 912 80 hp solo. I also noticed a lot of difference in trim requiement
from dual to solo....another question: at high speed the door lexan
pops inward and has to be pushed back out my hand after landing...have any of
you had this problem and what is the fix? Thanks in advance Jim Swan
Do not archive
FIRESTAR ll 503 Michigan jswan
> [b]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300571#300571
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: west side of ultralight strip at Oshkosh |
Ralph , Nice pics! Looking at the Kolbra with you? sitting in it your full
body weight is ahead of the landing gear .-I have enough hours in a Kxp w
here most of my wieght was on the landing gear and many a time had- to op
en the door and push the nose of the aircraft up off the ground I need to a
sk does that happen often to you?=0A-Chris Davis=0AKXP 503 492 hrs=0AGlid
er Pilot=0ADisabled from crash building Firefly =0A=0A=0A=0A=0A____________
____________________=0AFrom: Ralph B <ul15(at)juno.com>=0ATo: kolb-list@matron
ics.com=0ASent: Tue, June 8, 2010 12:36:30 PM=0ASubject: Kolb-List: west si
lph B" =0A=0AJohn and others,=0A=0AI dug up a couple of pict
ures from Oshkosh 2007.=0A=0AThese were taken a year before I bought the Ko
lbra. Mark German flew it there.=0A=0ARalph=0A=0A--------=0ARalph B=0AOrigi
nal Firestar 447=0AN91493 E-AB=0A1000 hours=0A23 years flying it=0AKolbra 9
12UL=0AN20386=0A2 years flying it=0A120 hrs=0A=0A=0A=0A=0ARead this topic o
nline here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=300536#30053
6=0A=0A=0A=0A=0AAttachments: =0A=0Ahttp://forums.matronics.com//files/my_ne
w_plane_2__115.jpg=0Ahttp://forums.matronics.com//files/johns_mkiii__146.jp
g=0Ahttp://forums.matronics.com//files/kolbra_and_johns_mkiii__149.jpg=0A
=================0A=0A=0A
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: flap info for MK lll needed |
My right door will pop in at high speed,
> Jason
Jason:
Maybe you and Jim S are flying out of yaw trim.
If the door glass that is dimpling is on the up wind side, it may be causing
the problem.
Wish I could do a quick test flight to see if I could dimple my door.
john h
mkIII
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: RE: flap info for MK lll needed |
John
you popped a new tab to reset the detents to the original
positions,,,,,,,,
what positions were they before resetting?? Had they moved due to
filing or had you made some custom flap settings??
Boyd
Boyd:
I use a 5/32" chain saw file to keep my detents nice and sharp.
I also popped a new tab over the old detents to reset the detents to
their original positions.
Time and use will round the edges. Nothing worse than being on short
short final and the flap handle pop out from 40 to zero degrees flaps.
The bottom falls out and it makes a Hell of a noise at the same time.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: RE: flap info for MK lll needed |
Boyd:
New tab to return to original positions.
john h
mkIII
----- Original Message -----
From: b young
To: kolb-list(at)matronics.com
Sent: Tuesday, June 08, 2010 2:57 PM
Subject: Re: Kolb-List: RE: flap info for MK lll needed
John
you popped a new tab to reset the detents to the original
positions,,,,,,,,
what positions were they before resetting?? Had they moved due to
filing or had you made some custom flap settings??
Boyd
Boyd:
I use a 5/32" chain saw file to keep my detents nice and sharp.
I also popped a new tab over the old detents to reset the detents to
their original positions.
Time and use will round the edges. Nothing worse than being on short
short final and the flap handle pop out from 40 to zero degrees flaps.
The bottom falls out and it makes a Hell of a noise at the same time.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: west side of ultralight strip at Oshkosh |
| From: | "Ralph B" <ul15(at)juno.com> |
Chris, the Kolbra has a lot of weight on the tail and there would be little chance
for a noseover even with a lot of braking. The Original Firestar is another
story. It has very little tail weight and yes I have nosed it over. The solution
to that problem is remembering to keep the stick back at all times unless
a strong wind is in back. Even then, if power is applied, backstick is the only
way it keeps from nosing over.
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=300584#300584
________________________________________________________________________________
| From: | Richard Neilsen <neilsenrm(at)gmail.com> |
I see on the Sea Foam label that it is supposed to be a fuel stabiliser but.
I was in a West Marine store this spring in Florida that had a notice posted
that said that although Sea Foam is advertised as a stabilizer there are no
chemicals in it that they see that would stabilize fuel.
Food for thought.
Rick Neilsen
Redrive VW Powered MKIIIC
On Tue, Jun 8, 2010 at 8:54 AM, Watkinsdw wrote:
>
> Greetings, Kolbers,
> The A&P who did my annual recommended a gas stabilizing additive called
> "Sea Foam." He said that it not only extended the life of stored gas, but is
> "good for the engine," any engine. I have been using the gas stabilizer you
> get at the auto parts store, and wonder if anyone has experience with Sea
> Foam.
> I keep my gas in a 30 gal tank w/ a crank pump, and try not to let it sit
> for more than a month or two.
> Interested in your thoughts,
> Dave Watkins
> Rotax 912ULS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=300503#300503
>
>
________________________________________________________________________________
| Subject: | Re: flap info for MK lll needed |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
[quote="John Hauck"]Hi Jim:
-Landing flare, two up, full flaps, too slow, too abrupt, may result in running
out of elevator during full stall 3 point landings.
Worth what you paid for it.
john h
mkIII
> ---
I used some heavy clear tape to seal the gap between the elevator and stabilizer,
and no longer run out of elevator in that situation. Also have put vg's on
the underside of the forward part of the horizontal stab, but I would try the
tape first, the vg's may not be necessary for this application. Or maybe they
would, since I installed both at once, have no way of knowing which ones actually
did the fix -
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300587#300587
________________________________________________________________________________
| From: | "planecrazzzy" <planecrazzzy(at)yahoo.com> |
Wow... Have you guys seen the price jump in that stuff ????
From about $3 bucks , to $6 bucks
They must be reading the posts....
.
.
Gotta Fly...
Mike & "Jaz" in MN
.
.
--------
.
.
.
.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300620#300620
________________________________________________________________________________
| Subject: | Re: flap info for MK lll needed |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
[quote="gtaylor35918(at)roadrunne"]I have to say that I am a GA pilot and I do
know what flying is all about, I haven't got to fly in my Kolb yet, but I have
made quite a few steep approaches with full flaps in a 172. Its all about
airspeed.
> ---
Yep. And how wonderfully quickly it goes away when you flare a MKIII, power off,
with full flaps. You better be ready to touch down, because it won't be anything
like what happens in a C172...
For those occasions when you forget this little item of trivia, the following is
handy for restoring aluminum gear legs to a modicum of straightness... And yes,
I do own one...
http://www.harborfreight.com/garage-shop/pipe-benders/12-ton-hydraulic-pipe-bender-32888.html
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300642#300642
________________________________________________________________________________
| Subject: | Re: flap info for MK lll needed |
Hello John,
I use a yaw string and the door will pop in at high speed even when it is on the
down wind side of a yaw. I have tested it after I discovered that it will dimple
in. It is on the list of things to deal with this winter.
Jason
MKIII
Portland, OR
John Hauck wrote:
> My right door will pop in at high speed,
>
>
> > Jason
> >
> >
>
>
> Jason:
>
> Maybe you and Jim S are flying out of yaw trim.
>
> If the door glass that is dimpling is on the up wind side, it may be causing
> the problem.
>
> Wish I could do a quick test flight to see if I could dimple my door.
>
> john h
> mkIII
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300651#300651
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: flap info for MK lll needed |
> I use a yaw string and the door will pop in at high speed even when it is
> on the down wind side of a yaw. I have tested it after I discovered that
> it will dimple in. It is on the list of things to deal with this winter.
>
> Jason
Jason,
Must be screwed up. ;-)
Maybe flatter than normal bend,
Mine won't dimple. Don't know why. Too much hot air inside cockpit?
I'm shutting down and going to bed.
Good night all,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: flap info for MK lll needed |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Speaking of Full FLaps.....
As I was returning to my home airport after my flight Monday morning, the prevailing
winds at pattern altitude were favoring my planned use of runway 6. Since
I was approaching from the SE I flew the cross wind leg a little off the departure
end of rwy 6 with the intention of turning to left downwind for rwy 6.
Once I got close enough to see the windsock hanging straight down, I decided I
might as well land on 24 since its threshold was just to my left about 100 yards
and 800 feet below me. I turned final pulled on full flaps (first time ever
on landing) and pushed the nose down to Vfe (top of white arc) which is 70 mph
in the Slingshot.
That was a fun and fast descent with plenty of energy left over for flare and the
touchdown was nice and easy. I've flown only two other airplanes that can do
this maneuver reliably and with confidence at such a steep descent rate. A Zenith
CH-701 and a short wing (20') Titan Tornado. One has full length flaperons
like the Slingshot and the other huge barn-door flaps that extend to 40 degrees,
like the MkIII. I really really really like my Slingshot but Kolbs are not
the only airplanes in which this sort of steep approach can be made, but doing
them gracefully is an acquired skill. I've only got about 32 hours time in
my Slingshot since I bought it last August so I'm still learning its tricks.
That said, I normally don't use any flap(eron) at all during take-off nor landing,
but it is very nice to have this capability when it is needed or desired.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300673#300673
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
I dont want to start a battle about sea foam but I have recently tried a sea
foam product call deep creep. It is a mult use penetrating lub. I have to
say, as a mechanic for about a hundred years, this is absolutely the best
stuff I have ever used. It has a spray distance of at least ten feet. Not
only penetrates stuck bolts but actually wicks into threads. It leaves a
good lubricant on the metal which seems to stay there. Used it on a stuck
slide out on a camper and wow, it really works. It is totally a petroleum
product. I also use three-in-one engine starter with a top end lub of three
in one oil in it. works great for small engines. My opinion. Ted Cowan,
Alabama, Slingshot, 912 zoom zoom
________________________________________________________________________________
| Subject: | Re: flap info for MK lll needed |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
Hey Mr Jim,
Just want to second what John H and Preacher Pike said.
You may have seen a few videos of my little Nauga strip.
Just in case:
http://www.youtube.com/watch?v=Szp1waiP4a0
That little strip has taught me a lot about flying my Kolb that I would have never
learned otherwise. One of my challenges was to try to land as short as possible.
On-going challenge with John H.
I was making full-flap, power off, super steep approaches. Like John H said, realized
I was loosing elevator authority in the rather abrupt flare. Kinda like
a bird landing on a wire and missing the wire. Sometimes results were amazingly
short landing rolls. If everything not just perfect in a span of a few
seconds, spent a little time wandering up and down. Time you don't have as the
energy bleeds off so very quickly. What Preacher Pike is referring to.
For me, I'm getting the best results (shortest landing) with full flaps and just
a hint of power for elevator authority in the middle of the flare.
Got to be careful when no power available and squeezing it in a tight spot. Been
there, done that, bent the plane!
What the temp there? Heat index 105 here today. I may come visit.
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
I know many pilots and a few true aviators. There is a distinct difference that
I have the greatest respect for.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300689#300689
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: flap info for MK lll needed |
> For me, I'm getting the best results (shortest landing) with full flaps
and just a hint of power for elevator authority in the middle of the flare.
>
> Got to be careful when no power available and squeezing it in a tight
> spot. Been there, done that, bent the plane!
>
> What the temp there? Heat index 105 here today. I may come visit.
>
> --------
> Thanks too much,
>
> John Bickham
John B:
A little burst of power is great to help us get our Kolbs to cooperate.
Remember last year at Chinle, AZ, landing in a screaming cross wind on new
asphalt. Just as the mains touched I went to full power, full left rudder,
and full left brake. The shot of full power gave me enough additional
rudder authority to keep from ground looping. Besides, I was about to wet
my pants, the reason for the op stop.
Will be in Macon, Ga, this weekend and first of next week. Lost my oldest
Brother, Allen, last night, to cancer.
Stay in touch and let me know when you will be in Montgomery.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: flap info for MK lll needed |
| From: | "Fran Losey" <loseyf(at)comcast.net> |
John my sincerest condolences Sir.
------Original Message------
From: John Hauck
Sender: owner-kolb-list-server(at)matronics.com
ReplyTo: kolb-list(at)matronics.com
Subject: Re: Kolb-List: Re: flap info for MK lll needed
Sent: Jun 9, 2010 11:19
> For me, I'm getting the best results (shortest landing) with full flaps
and just a hint of power for elevator authority in the middle of the flare.
>
> Got to be careful when no power available and squeezing it in a tight
> spot. Been there, done that, bent the plane!
>
> What the temp there? Heat index 105 here today. I may come visit.
>
> --------
> Thanks too much,
>
> John Bickham
John B:
A little burst of power is great to help us get our Kolbs to cooperate.
Remember last year at Chinle, AZ, landing in a screaming cross wind on new
asphalt. Just as the mains touched I went to full power, full left rudder,
and full left brake. The shot of full power gave me enough additional
rudder authority to keep from ground looping. Besides, I was about to wet
my pants, the reason for the op stop.
Will be in Macon, Ga, this weekend and first of next week. Lost my oldest
Brother, Allen, last night, to cancer.
Stay in touch and let me know when you will be in Montgomery.
john h
mkIII
Fran Losey www.mykitlog.com/loseyf Sent from my Verizon Wireless BlackBerry
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
> They think gun owners are dangerous. But they
> also think it is safe for them to try taking
> away guns from millions of gun owners.
If guns kill people, then spoons made Roseanne fat.
(cooking a buncha popcorn)
GeoB :-)
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Travis Brown's Father |
This is a late getting out to the Kolb family, and I appologise. I only
found out late this afternoon, our Travis Brown at Kolb Aircraft lost his
Dad, after an extended illness, on 1 June 2010.
Please accept my sincere condolences during your time of sorrow.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Travis Brown's Father |
| From: | "John Cooley" <johnc(at)datasync.com> |
My condolences as well Travis. You and your family are in my thoughts and prayers.
John Cooley
--------
Be Safe,
John Cooley
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300792#300792
________________________________________________________________________________
| From: | Bob Green <bgreen(at)bimi.org> |
| Subject: | RE: Kolb-List Digest: 17 Msgs - 06/09/10 |
Sorry to hear about the loss of your brother, John. Be safe.
Bob
________________________________________________________________________________
| From: | russ kinne <russkinne(at)mac.com> |
Ellery
By chance do you have an email address for Travis Brown?
Hope all's well,
fair winds,
Russ
________________________________________________________________________________
| From: | "George T. Alexander, Jr." <gtalexander(at)att.net> |
Russ et al:
Try: Travis Brown (Kolb Aircraft) [travis(at)tnkolbaircraft.com]
George Alexander
http://www.oh2fly.net
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of russ kinne
Sent: Thursday, June 10, 2010 1:24 PM
Subject: Kolb-List: Re: TB
Ellery
By chance do you have an email address for Travis Brown?
Hope all's well,
fair winds,
Russ
_
________________________________________________________________________________
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Travis(at)tnkolbaircraft.com the last one I have for him is this one
Ellery Batchelder Jr.
-----Original Message-----
From: russ kinne <russkinne(at)mac.com>
Sent: Thu, Jun 10, 2010 1:24 pm
Subject: Kolb-List: Re: TB
Ellery
By chance do you have an email address for Travis Brown?
Hope all's well,
fair winds,
Russ
========================
============
========================
============
========================
============
========================
============
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: RE: flap info for MK lll needed |
Greg:
I have been flying out of Gantt International Airport for 26 years,
located 3 miles from hauck's holler, near Titus, Alabama.
john h
mkIII
John, I live in southern Ohio about 20 minutes north of the Greater
Portsmouth Regional Air Port (PMH). How about you?
Greg
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
I sent an email to that address and it was returned.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: Ellery Batchelder Jr
To: kolb-list(at)matronics.com
Sent: Thursday, June 10, 2010 5:52 PM
Subject: Re: Kolb-List: Re: TB
Travis(at)tnkolbaircraft.com the last one I have for him is this one
Ellery Batchelder Jr.
-----Original Message-----
From: russ kinne <russkinne(at)mac.com>
To: kolb-list(at)matronics.com
Sent: Thu, Jun 10, 2010 1:24 pm
Subject: Kolb-List: Re: TB
Ellery
By chance do you have an email address for Travis Brown?
Hope all's well,
fair winds,
Russ
===========
et=_blank>http://www.matronics.com/Navigator?Kolb-List
===========
://forums.matronics.com
===========
lank>http://www.matronics.com/contribution
===========
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Try this one guys. Finally pulled my head out of my fourth point of
contact. Some of you old paratroopers can explain to the younsters if
they do not understand:
tb40ford(at)roadrunner.com
john h
mkIII
----- Original Message -----
From: Larry Cottrell
To: kolb-list(at)matronics.com
Sent: Thursday, June 10, 2010 7:12 PM
Subject: Re: Kolb-List: Re: TB
I sent an email to that address and it was returned.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: Ellery Batchelder Jr
To: kolb-list(at)matronics.com
Sent: Thursday, June 10, 2010 5:52 PM
Subject: Re: Kolb-List: Re: TB
Travis(at)tnkolbaircraft.com the last one I have for him is this one
Ellery Batchelder Jr.
-----Original Message-----
From: russ kinne <russkinne(at)mac.com>
To: kolb-list(at)matronics.com
Sent: Thu, Jun 10, 2010 1:24 pm
Subject: Kolb-List: Re: TB
Ellery
By chance do you have an email address for Travis Brown?
Hope all's well,
fair winds,
Russ
===========
et=_blank>http://www.matronics.com/Navigator?Kolb-List
===========
://forums.matronics.com
===========
lank>http://www.matronics.com/contribution
===========
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronic
s.com/Navigator?Kolb-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
________________________________________________________________________________
| From: | "Jerry Deckard" <flypoker(at)windstream.net> |
| Subject: | helicopter to ultralights |
From one of John's emails "I got to be an Army Rotary Wing Aviator
late in my Army career."
I belong to several ultralight email list. It seems there are several
prior Army rotorwing guys flying UL/ light experimental. I was OH-58
guy.
Jerry Deckard
________________________________________________________________________________
| From: | zeprep251(at)aol.com |
Greg,
Welcome to the Ohio Kolbs.Must be at least 3 of us now,2 are in NE Oh.One
at Morris,just under the 30 mile ring of Pittsburgs mode C and me at 1D4
under the 5 mile ring of CAK.Once you get air born,we should do lunch.
G.Aman MK3C Jabiru 2200a 549hrs
________________________________________________________________________________
| From: | Bob Green <bgreen(at)bimi.org> |
| Subject: | RE: Kolb-List Digest: 14 Msgs - 06/10/10 |
Travis' personal email is: tb40ford(at)roadrunner.com
I am sorry to hear??? Did Travis' Dad pass away?
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: RE: Kolb-List Digest: 14 Msgs - 06/10/10 |
>
> I am sorry to hear??? Did Travis' Dad pass away?
Bob Green:
Yes, 1 Jun.
john h
mkIII
________________________________________________________________________________
| From: | russ kinne <russkinne(at)mac.com> |
>
> My email address here at the shop is
> customersupport(at)tnkolbaircraft.com
> I will be here 8 AM through 2 PM Monday through Friday .
> Well maybe not everyday but depends on the fishing .
> I appreciate all you guys on this awesome list.
>
> Travis Brown
> Kolb CO.
________________________________________________________________________________
| Subject: | Getting back to building |
| From: | "blackbird" <blackbird754(at)windstream.net> |
Miss talking on here. There are a lot of good folks out there....Miss talking to
John W. at Sun-n-Fun..............Lost a couple of wingmen to cancer........Had
to take a break from flying.........Now, to get motivated on Kolbra 004 again........
By the way, John H. look forward to meeting ya someday.....I am an EAA chapter
officer at the Briar Patch in Clyo, GA (9GA1).......Been doing the club thingy
for 20 plus years now...........
AND, by the way to all of you who served in 'Nam...............A big "THANK YOU"
for serving.............lost a lot of friends over there........wish I could
shake everyones hand for going................Sometimes thank you isn't enough...............Travis,
sorry to hear about your dad..........you are a good guy
always....................
Wayne McCullough
Kolbra 0004
--------
Wish I lived in the American REPUBLIC!!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301011#301011
Attachments:
http://forums.matronics.com//files/avatar_145.jpg
http://forums.matronics.com//files/aerial_briar_patch_104.jpg
http://forums.matronics.com//files/left_side_view_412.jpg
________________________________________________________________________________
| Subject: | Re: Middle Tennessee Home with Airstrip |
| From: | "Ratherfly" <longmeadowfarm(at)aol.com> |
http://longmeadow.vflyer.com/home/flyer/home/3291623
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301132#301132
________________________________________________________________________________
| Subject: | Re: Middle Tennessee Home with Airstrip |
| From: | Richard Neilsen <neilsenrm(at)gmail.com> |
Once was well... not right but twice is really wrong. This is a Kolb web
site not for your personal home sales. Please stop.
Richard Neilsen
1st Redrive VW Powered MKIIIC
On Mon, Jun 14, 2010 at 5:56 AM, Ratherfly wrote:
>
> http://longmeadow.vflyer.com/home/flyer/home/3291623
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=301132#301132
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Middle Tennessee Home with Airstrip |
I echo Rick Neilsen's sentiments.
You are off base and out of line.
We build and fly Kolb aircraft here.
Try Barn Stormers.
I don't have a half million dollars for a new home. Besides, I already have
an airstrip.
john hauck
mkIII
----- Original Message -----
From: "Ratherfly" <longmeadowfarm(at)aol.com>
Sent: Monday, June 14, 2010 4:56 AM
Subject: Kolb-List: Re: Middle Tennessee Home with Airstrip
>
> http://longmeadow.vflyer.com/home/flyer/home/3291623
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=301132#301132
>
>
>
________________________________________________________________________________
| Subject: | Re: Middle Tennessee Home with Airstrip |
| From: | zeprep251(at)aol.com |
How did this get past Matt?
-----Original Message-----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Mon, Jun 14, 2010 8:27 am
Subject: Re: Kolb-List: Re: Middle Tennessee Home with Airstrip
I echo Rick Neilsen's sentiments.
You are off base and out of line.
We build and fly Kolb aircraft here.
Try Barn Stormers.
I don't have a half million dollars for a new home. Besides, I already ha
ve an airstrip.
john hauck
mkIII
----- Original Message ----- From: "Ratherfly" <longmeadowfarm(at)aol.com>
Sent: Monday, June 14, 2010 4:56 AM
Subject: Kolb-List: Re: Middle Tennessee Home with Airstrip
>
> http://longmeadow.vflyer.com/home/flyer/home/3291623
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=301132#301132
>
>
>
>
>
>
>
>
>
>
========================
============
========================
============
========================
============
========================
============
________________________________________________________________________________
| Subject: | Help with elevator cable |
Hi:
Bought a used, high time (740 hours) Firestar back in January, and have
been attending to the usual maintenance issues, all non-airworthy items.
Flew the plane three times so far and it is a real delight compared to
the Quicksilvers I flew for about 12 years.
During the preflight check before the fourth flight Friday (6/11), I
hear a scraping noise under the seat during the preflight check of the
controls. Thought at first it was something under the seat rubbing
against the cable, but nothing there. The visible part of the cable
looked and felt okay. Discovered that one of the elevator cables was
slightly frayed just aft of the pulley. Couldn't see it, but could feel
it. So, no more flying until the cables are replaced.
Called Kolb and got the part numbers for all the cable components but I
don't have a set plans, just the building instructions. Nothing much in
there about the procedure for re-installing the cables, so I'm asking
for some guidance. I do know they need to be taut, and each cable must
stay that way when the stick is moved forward and back. Also know that
one cable can't go slack when the other is taut.
Also need to know if the economy swaging tools (the screw type) can be
used easily when doing this. Welcome your insights.
Frank Fanelli
New Jersey
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Help with elevator cable |
Frank
Can't help with plans.... but seems you have one to copy. If you tie a
small rope to one end and pull it through... make a new cable the same
length as the old. Then pull back in place with the rope to reinstall.
The only problem with this is if there had been any major stretch to the
cable. In which case you would make it a bit shorter, you could check for
this by seeing how much adjustment is in the turnbuckle. Middle of the
adjustment make the same length,,, adjustment all the way in,,, make it a
bit shorter, so you will have room to adjust again.
The economy swaging tool seem to work ok for me.
Boyd Young
MKIII 640 hours
Utah
>>>>>>>>>>>>>>>>>>>>>>>>>>.
Called Kolb and got the part numbers for all the cable components but I
don't have a set plans, just the building instructions. Nothing much in
there about the procedure for re-installing the cables, so I'm asking
for some guidance. I do know they need to be taut, and each cable must
stay that way when the stick is moved forward and back. Also know that
one cable can't go slack when the other is taut.
Also need to know if the economy swaging tools (the screw type) can be
used easily when doing this. Welcome your insights.
Frank Fanelli
________________________________________________________________________________
| Subject: | Re: Middle Tennessee Home with Airstrip |
| From: | "Ratherfly" <longmeadowfarm(at)aol.com> |
I am very sorry, I didn't mean to offend, just trying to help my friends sell their
property to pilots. Please delete my posting.
Best Regards,
Tina
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301245#301245
________________________________________________________________________________
| Subject: | Re: Help with elevator cable |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
frankf(at)flying-models.c wrote:
> Hi:
>
> Also need to know if the economy swaging tools (the screw type) can be
> used easily when doing this. Welcome your insights.
> Frank Fanelli
> New Jersey
Yep, one like this is all you need. http://www.aircraftspruce.com/catalog/topages/no2swageit.php
Doesn't hurt to practice a bit with some extra cable and waste a few sleeves if
you've not done any before. IMO, a box end wrench is easier than a socket and
ratchet. Run one bolt down a bit, then the other, then back, etc. Clamping the
tool in a vise while you are doing things also helps. If you are having trouble
keeping the wires the tension and position you want, small split bolt grounding
clamps are useful to keep everything in position and won't hurt your cables.
http://www.summitsource.com/product_info.php?ref=1&products_id=7768
I like to use two sleeves per thimble and also cut the ends off the thimbles first,
makes them fit better and they will not get loose.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301248#301248
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Middle Tennessee Home with Airstrip |
Thank you, and, Oscar was RIGHT !
Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
----- Original Message ----
From: Ratherfly <longmeadowfarm(at)aol.com>
Sent: Mon, June 14, 2010 8:49:12 PM
Subject: Kolb-List: Re: Middle Tennessee Home with Airstrip
I am very sorry, I didn't mean to offend, just trying to help my friends sell their
property to pilots. Please delete my posting.
Best Regards,
Tina
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301245#301245
________________________________________________________________________________
| From: | "clrprop" <ktony(at)windstream.net> |
The elevator trim on my Mark III is set up so that it takes full forward on the
lever just to give me neutral elevator. How do I correct so that lever is at
mid point for neutral elevator?
K. Toney
SC
582
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301256#301256
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
> The elevator trim on my Mark III is set up so that it takes full forward
on the lever just to give me neutral elevator. How do I correct so that lev
er is at mid point for neutral elevator?
>
> K. Toney
> SC
> 582
K.Toney=2C
On my MkIII=2C there's a long steel strap (that I fabricated according to
the plans)=2C
that goes from the double spring arrangment to the lever arm of the trim ta
b. If I needed to correct my tension like you say you need to do=2C I'd si
mply relocate the present hole in the strap to a closer hole on the strap
=2C thereby shortening the effective cable length.
At any rate=2C you should be able to redo your strap mount a hole or two
shorter.
Mike Welch
MkIII
_________________________________________________________________
The New Busy is not the old busy. Search=2C chat and e-mail from your inbox
.
http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:O
N:WL:en-US:WM_HMP:042010_3
________________________________________________________________________________
| Subject: | Re: Elevator trim |
| From: | "clrprop" <ktony(at)windstream.net> |
Thanks Mike,
I'll check to see if I can adjust like you said.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301263#301263
________________________________________________________________________________
| Subject: | Re: Middle Tennessee Home with Airstrip |
| From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
Wow, those responses were bit heavy. And yes, perhaps Barnstormers would be better,
and I don't have a spare half million either, but I found it interesting
enough even if a bit on the fringe of list purpose. A Kolb would look lost in
that hanger, but I'd love a workshop/hangar like that to build in, and to have
an airstrip outside . . . .
David.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301271#301271
________________________________________________________________________________
| Subject: | Re: Elevator trim |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
While Mike's suggestion is certainly worthwhile, it's a bandaid to incorrect
horizontal stabilizer incidence from the way you describe it. Have you
checked to make sure this is per spec?
Rick Girard
On Mon, Jun 14, 2010 at 10:07 PM, Mike Welch wrote:
> > The elevator trim on my Mark III is set up so that it takes full forward
> on the lever just to give me neutral elevator. How do I correct so that
> lever is at mid point for neutral elevator?
> >
> > K. Toney
> > SC
> > 582
>
>
> K.Toney,
>
> On my MkIII, there's a long steel strap (that I fabricated according to
> the plans),
> that goes from the double spring arrangment to the lever arm of the trim
> tab. If I needed to correct my tension like you say you need to do, I'd
> simply relocate the present hole in the strap to a closer hole on the strap,
> thereby shortening the effective cable length.
> At any rate, you should be able to redo your strap mount a hole or two
> shorter.
>
> Mike Welch
> MkIII
>
>
> ------------------------------
> The New Busy is not the old busy. Search, chat and e-mail from your inbox. Get
> started.<http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_3>
>
> *
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: Elevator trim |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
The spring tension on mine is adjusted such that with the trim lever all the way
forward, the trim springs exert no pressure on the elevator at all, it just
hangs down. The trim lever begins to exert some effect when it is a couple notches
up, and when I have a full size passenger, it needs to be all the way up
or close to it. Hope that helps.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301279#301279
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
While Mike's suggestion is certainly worthwhile=2C it's a bandaid to incorr
ect horizontal stabilizer incidence from the way you describe it. Have you
checked to make sure this is per spec?
Rick Girard
Rick=2C
Bandaid?? He asked how to adjust the elevator trim to have better action
. I explained how. He didn't say he had a problem with stabilizer inciden
ce=2C or I could have given him the OEM setting.
Mike
_________________________________________________________________
Hotmail has tools for the New Busy. Search=2C chat and e-mail from your inb
ox.
http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:O
N:WL:en-US:WM_HMP:042010_1
________________________________________________________________________________
| Subject: | Re: Help with elevator cable |
| From: | "Ralph B" <ul15(at)juno.com> |
Frank, it's good that you noticed the fraying before it got worse. I have used
the screw type of swedge tool. It works well and you may want to apply some oil
to the screws before tightening it.
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=301284#301284
________________________________________________________________________________
| Subject: | Re: Elevator trim |
| From: | zeprep251(at)aol.com |
Guys
The system is designed to relieve back pressure load on the stick.The amo
unt of weight in the seats or forward of the cg is the variable.
G.Aman Mk3C
-----Original Message-----
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Sent: Tue, Jun 15, 2010 9:07 am
Subject: RE: Kolb-List: Elevator trim
While Mike's suggestion is certainly worthwhile, it's a bandaid to incorre
ct horizontal stabilizer incidence from the way you describe it. Have you
checked to make sure this is per spec?
Rick Girard
Rick,
Bandaid?? He asked how to adjust the elevator trim to have better actio
n. I explained how. He didn't say he had a problem with stabilizer incid
ence, or I could have given him the OEM setting.
Mike
Hotmail has tools for the New Busy. Search, chat and e-mail from your inbo
x. Learn more.
========================
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========================
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========================
===========
========================
===========
________________________________________________________________________________
| From: | Bob Green <bgreen(at)bimi.org> |
| Subject: | RE: Kolb-List Digest: 12 Msgs - 06/14/10 |
Boyd has the right idea... Also the small split bolt clamps used by electricians
can be purchased at Lowes or Home Depot and are very useful in holding the
cables, sleeves, etc in place while swaging process takes place...as Richard says.
I always tightly wrap masking tape on the cable where I am going to cut
it. This helps keep a neat (non-frayed) end on the cable.
There should be plenty of information provided from guys on the list. The economical
swaging tools sold at Kolb(I mention Kolb because I am in favor of keeping
them in business by giving them all the business we can) work great. There
should be instructions included with the tool and or in the Aircraft Spruce hard
copy catalog. Sounds like you are on the right track. Dragging a small cotton
towel over the cables is a good way to check for frays. Usually the frays
snag on the towel. Be careful about snagging a finger. You plane is probably
different but if I were changing cables on my MK IIIX I would connect a strong
string or wire to the end of the cable and use that to install the new one
(attach the new cable to the end of the string or wire and pull it back through...
it will follow the routing of the old cable).
Hopefully John Hauck will respond as he has the most experience with Kolbs.
You are to be commended for being sensitive to "sights and sounds" as you have
inspected your plane.
Bob
Building MKIIIX
A&P
From: Frank Fanelli <frankf@flying-models.com>
Subject: Kolb-List: Help with elevator cable
Hi:
Bought a used, high time (740 hours) Firestar back in January, and have
been attending to the usual maintenance issues, all non-airworthy items.
Flew the plane three times so far and it is a real delight compared to
the Quicksilvers I flew for about 12 years.
During the preflight check before the fourth flight Friday (6/11), I
hear a scraping noise under the seat during the preflight check of the
controls. Thought at first it was something under the seat rubbing
against the cable, but nothing there. The visible part of the cable
looked and felt okay. Discovered that one of the elevator cables was
slightly frayed just aft of the pulley. Couldn't see it, but could feel
it. So, no more flying until the cables are replaced.
Called Kolb and got the part numbers for all the cable components but I
don't have a set plans, just the building instructions. Nothing much in
there about the procedure for re-installing the cables, so I'm asking
for some guidance. I do know they need to be taut, and each cable must
stay that way when the stick is moved forward and back. Also know that
one cable can't go slack when the other is taut.
Also need to know if the economy swaging tools (the screw type) can be
used easily when doing this. Welcome your insights.
Frank Fanelli
New Jersey
________________________________ Message 6 _____________________________________
From: "b young" <by0ung(at)brigham.net>
Subject: RE: Kolb-List: Help with elevator cable
Frank
Can't help with plans.... but seems you have one to copy. If you tie a
small rope to one end and pull it through... make a new cable the same
length as the old. Then pull back in place with the rope to reinstall.
The only problem with this is if there had been any major stretch to the
cable. In which case you would make it a bit shorter, you could check for
this by seeing how much adjustment is in the turnbuckle. Middle of the
adjustment make the same length,,, adjustment all the way in,,, make it a
bit shorter, so you will have room to adjust again.
The economy swaging tool seem to work ok for me.
Boyd Young
MKIII 640 hours
Utah
Subject: Kolb-List: Re: Help with elevator cable
From: "Richard Pike" <richard(at)bcchapel.org>
Yep, one like this is all you need. http://www.aircraftspruce.com/catalog/topages/no2swageit.php
Doesn't hurt to practice a bit with some extra cable and waste a few sleeves if
you've not done any before. IMO, a box end wrench is easier than a socket and
ratchet. Run one bolt down a bit, then the other, then back, etc. Clamping the
tool in a vise while you are doing things also helps. If you are having trouble
keeping the wires the tension and position you want, small split bolt grounding
clamps are useful to keep everything in position and won't hurt your cables.
http://www.summitsource.com/product_info.php?ref=1&products_id=7768
I like to use two sleeves per thimble and also cut the ends off the thimbles first,
makes them fit better and they will not get loose.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301248#301248
________________________________________________________________________________
| From: | Richard Neilsen <neilsenrm(at)gmail.com> |
A couple of years ago I replaced most of my fuel lines with black automotive
fuel lines but retained some clear lines where I feel it is necessary.
One is used a fuel level sight tube, a short section going into my carbs to
view fuel flow during carb priming, and one between the aux tank and the
main tanks. The clear lines normally get replaced about every two years when
they start to yellow. I also had a few short pieces of blue fuel line seems
like they were labeled Air Wolf or something like that. Any way on preflight
I noticed a fuel line hanging disconnected behind the seats. On further
inspection I found the blue line had broken clean off one of the nylon tee
fittings right at the end of the fitting. The fuel line still LOOKS fine and
is still the original color and flexible.
When I was fixing the break another section of this of this blue fuel line
attached to the other side of the tee broke off in my hands!!!!
This fuel line is maybe four years old and is in the back of the fuselage in
a location that doesn't get any sun light on it so it wouldn't be caused by
UV rays. I'm a bit surprised at my self that I hadn't replaced all the blue
fuel line before this but???? Any way I will be removing ALL that blue
crap before I fly again.
Please inspect or replace any of the blue Air Wolf fuel line that you
may have in your airplanes.
Rick Neilsen
1st Redrive VW Powered MKIIIC
________________________________________________________________________________
| Subject: | Re: Elevator trim |
| From: | Richard Neilsen <neilsenrm(at)gmail.com> |
Do this the way that you are most comfortable with but I set my trim so that
the first notch is neutral for me solo in the airplane. When I carry a
passenger I move it to a mid point in the trim range and by trial and error
trim the plane. When I go back to flying by my self I go back to the first
notch where the trim is perfect 1st time.
There should be a short tab where the trim lever attaches to the elevator
cable with a bunch of holes that should allow you to adjust the trim range.
Rick Neilsen
1st Redrive VW Powered MKIIIC
On Mon, Jun 14, 2010 at 10:44 PM, clrprop wrote:
>
> The elevator trim on my Mark III is set up so that it takes full forward on
> the lever just to give me neutral elevator. How do I correct so that lever
> is at mid point for neutral elevator?
>
> K. Toney
> SC
> 582
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=301256#301256
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
I quit using plastic fuel line many years ago.
Plastic line works great on lawn mowers, but not worth a damn on
airplanes.
The standard answer for plastic fuel line use is to see the fuel inside
the line????
I use high grade black neoprene fuel line. Last many years and does not
fall off the fittings.
john h
mkIII
Please inspect or replace any of the blue Air Wolf fuel line that you
may have in your airplanes.
Rick Neilsen
________________________________________________________________________________
| Subject: | Re: Elevator trim |
The trim on the MKIII is set up to only pull back on the stick with a spring.
With the trim all the way forward, Ideally, you should be able to fly solo close
to trimmed out. If when you are flying solo you need to push the stick forward,
you should check and see if there is any tension on the trim spring. If
there is not, making the spring more slack is not going to give you any additional
nose down trim. As with some of the other people here, my trim is almost
full forward when solo and moves back from there depending on how heavy of passenger
I have.
Jason
MKIII
Portland OR
clrprop wrote:
> The elevator trim on my Mark III is set up so that it takes full forward on the
lever just to give me neutral elevator. How do I correct so that lever is at
mid point for neutral elevator?
>
> K. Toney
> SC
> 582
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=301297#301297
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Elevator trim |
Jason=2C
I think you might be reading his "forward & backward" backwards. At leas
t=2C that's what it seems to me.
From what I understood=2C according to his description=2C he needs MORE p
ull on the springs=2C not less=2C as you describe.
I got the impression he want a way to preload the springs a little bit mo
re than they are at rest. Like I said......that's what I understood.
BTW=2C I have my trim tab spring arrangement to hold the elevator flat le
vel at about the 3rd notch from the bottom. By about the 7-8th notch up=2C
the elevator is held in the full
up position.
Mike Welch
MkIII
> The trim on the MKIII is set up to only pull back on the stick with a spr
ing. With the trim all the way forward=2C Ideally=2C you should be able to
fly solo close to trimmed out. If when you are flying solo you need to push
the stick forward=2C you should check and see if there is any tension on t
he trim spring. If there is not=2C making the spring more slack is not goin
g to give you any additional nose down trim. As with some of the other peop
le here=2C my trim is almost full forward when solo and moves back from the
re depending on how heavy of passenger I have.
>
> Jason
> MKIII
> Portland OR
>
>
>
> clrprop wrote:
> > The elevator trim on my Mark III is set up so that it takes full forwar
d on the lever just to give me neutral elevator. How do I correct so that l
ever is at mid point for neutral elevator?
> >
> > K. Toney
> > SC
> > 582
>
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=301297#301297
>
>
>
>
>
>
>
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>
_________________________________________________________________
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________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 10:06 AM 6/15/2010, Richard Neilsen wrote:
>...I also had a few short pieces of blue fuel line seems like they were
>labeled Air Wolf or something like that. Any way on preflight I noticed a
>fuel line hanging disconnected behind the seats. On further inspection I
>found the blue line had broken clean off...
>Please inspect or replace any of the blue Air Wolf fuel line that you may
>have in your airplanes...
I know John and some others don't like the clear fuel line, but I do.
However, the blue line that Aircraft Spruce sells (which they list as "Bing
alcohol resistant fuel line") is clearly not the same as the blue line that
Airwolf sells. I have purchased both, and they're visibly different. The
ACS stuff is darker colored, firmer, and seems to hold up better. Either
way, i replace all plastic fuel lines once a year when I do my annual
maintenance and inspection.
I also have some of the yellow Tygon as a sight gauge, but only because the
blue line isn't available in the required size (5/16" ID).
-Dana
--
I don't trust a government I can't shoot back at.
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: Elevator trim |
The elevator trim on my Mark III is set up so that it takes full forward
on the lever just to give me neutral elevator. How do I correct so that
lever is at mid point for neutral elevator?
K. Toney
SC
582
>>>>>>>>>>>>>>>>>>>>>>>>>>
k toney
guess i would check to see if at any time you needed down trim... if so
modify away.
in my plane even flying near rear cg no down trim is necessary... and
i only add up trim as the cg moves forward.
the trim springs are a tension spring only... in order to provide
down trim you would have to be able to tie into a spring assembly at mid
point in order to provide push and pull trim movements. this would
require a much more rigid assembly.
the other possibility is to move the leading edge of the stabilizers up.
eliminating any need for down trim.
boyd young
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
...I also had a few short pieces of blue fuel line seems like they
were labeled Air Wolf or something like that. Any way on preflight I
noticed a fuel line hanging disconnected behind the seats. On further
inspection I found the blue line had broken clean off...
Please inspect or replace any of the blue Air Wolf fuel line that you
may have in your airplanes...
>>>>>>>>>>>>>>>>>>>>>
i used the fuel line that came with the kit,,,, bought some more
plastic line from the local bike/snowmobile shop. the bike shop
stuff went hard and brittle. and the original stuff stayed
soft,,,,,,, BUT i could not keep it from leaking. i was using
the black plastic clamps that attach with a pair of pliers, when i
used the faucet pump (4psi) they leaked past the tube and fitting
where the clamps had the overlap joint. guess i never checked for leaks
with just the mechanical pump of the 912. it should have been near the
same pressure as the faucet pump. i started looking for leaks when
the carbs started staining.
replaced with black fuel line from napa had no problems since. if i
were worried i would put in a low pressure switch and wire it to the
panel.
boyd young
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Kolb guys=2C
After rereading K. Toney's original post=2C I may be the off is misunders
tanding his description. I shall refrain from making any comments until he
is able to better clarify his exact dilemma.
Respectfully=2C
Mike Welch
> Subject: Kolb-List: Elevator trim
> From: ktony(at)windstream.net
> Date: Mon=2C 14 Jun 2010 19:44:41 -0700
> To: kolb-list(at)matronics.com
>
>
> The elevator trim on my Mark III is set up so that it takes full forward
on the lever just to give me neutral elevator. How do I correct so that lev
er is at mid point for neutral elevator?
>
> K. Toney
> SC
> 582
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=301256#301256
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
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________________________________________________________________________________
| Subject: | Re: Help with elevator cable |
On 6/14/2010 2:52 PM, b young wrote:
>
> Frank
>
> Can't help with plans.... but seems you have one to copy. If you
> tie a small rope to one end and pull it through... make a new cable
> the same length as the old. Then pull back in place with the rope to
> reinstall.
>
> The only problem with this is if there had been any major stretch to
> the cable. In which case you would make it a bit shorter, you could
> check for this by seeing how much adjustment is in the turnbuckle.
> Middle of the adjustment make the same length,,, adjustment all the
> way in,,, make it a bit shorter, so you will have room to adjust again.
>
> The economy swaging tool seem to work ok for me.
>
> Boyd Young
>
> MKIII 640 hours
>
> Utah
>
> >>>>>>>>>>>>>>>>>>>>>>>>>>.
>
> Called Kolb and got the part numbers for all the cable components but I
>
> don't have a set plans, just the building instructions. Nothing much in
>
> there about the procedure for re-installing the cables, so I'm asking
>
> for some guidance. I do know they need to be taut, and each cable must
>
> stay that way when the stick is moved forward and back. Also know that
>
> one cable can't go slack when the other is taut.
>
> Also need to know if the economy swaging tools (the screw type) can be
>
> used easily when doing this. Welcome your insights.
>
> Frank Fanelli
>
> *
>
>
> *
Boyd:
Thanks for the quick reply. You're right. That's what I was going to do.
Just wasn't sure if there was a guide of some kind inside the boom tube.
Also wasn't sure if there was a spec for cable length on the plans. I
deal with radio control planes and the larger ones have gone to cable
systems for the rudders especially and know that the cable need to be
equally tensioned, the same situation with the Firestar
Well, ordered the bits and pieces today and hopefully will get into it
by and during the weekend. Those first three flights to get the feel of
the plane definitely whet my appetite for a lot more flying.
Frank Fanelli
________________________________________________________________________________
| Subject: | Re: Help with elevator cable |
On 6/15/2010 9:35 AM, Ralph B wrote:
> --> Kolb-List message posted by: "Ralph B"
>
> Frank, it's good that you noticed the fraying before it got worse. I have used
the screw type of swedge tool. It works well and you may want to apply some
oil to the screws before tightening it.
>
> 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=301284#301284
>
>
>
Hi Ralph
Found a swage tool in Home Depot that's 18 inches long instead of the 26
sold by Aircraft Spruce and others for $250 plus. Couldn't afford that
for just two cables so the Home Depot swage was only 26 bucks and it
will handle the 3/32 cable and two other larger sizes. I'm sure it will
work.
By the way, you're a high time Firestar pilot. Any tips about what other
things to look for on a high time plane that aren't obvious or visual?
Funny this happened with the cable. When I bought the plane my first
concern was what I couldn't see in the boom tube, and wondered about the
condition of the cables inside the boom since the plane was high time
and there was nothing in the plane's records that indicated any
maintenance on them.
Frank Fanelli
________________________________________________________________________________
| Subject: | Re: RE: Kolb-List Digest: 12 Msgs - 06/14/10 |
On 6/15/2010 9:40 AM, Bob Green wrote:
> --> Kolb-List message posted by: Bob Green
>
> To: Frank
> Boyd has the right idea... Also the small split bolt clamps used by electricians
can be purchased at Lowes or Home Depot and are very useful in holding the
cables, sleeves, etc in place while swaging process takes place...as Richard
says. I always tightly wrap masking tape on the cable where I am going to cut
it. This helps keep a neat (non-frayed) end on the cable.
> There should be plenty of information provided from guys on the list. The economical
swaging tools sold at Kolb(I mention Kolb because I am in favor of keeping
them in business by giving them all the business we can) work great. There
should be instructions included with the tool and or in the Aircraft Spruce
hard copy catalog. Sounds like you are on the right track. Dragging a small
cotton towel over the cables is a good way to check for frays. Usually the frays
snag on the towel. Be careful about snagging a finger. You plane is probably
different but if I were changing cables on my MK IIIX I would connect a
strong string or wire to the end of the cable and use that to install the new
one (attach the new cable to the end of the string or wire and pull it back through...
it will follow the routing of the old cable).
> Hopefully John Hauck will respond as he has the most experience with Kolbs.
> You are to be commended for being sensitive to "sights and sounds" as you have
May 27, 2010 - June 15, 2010
Kolb-Archive.digest.vol-jv