Kolb-Archive.digest.vol-nb
October 16, 2014 - Present
________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
| Subject: | Re: Question for the builders... |
I'd drill em now, just use aluminum rivets in every 6th hole or so to hold t
hings aligned as you drill, than remove and deburr before covering. Than bur
n out the holes in fabric with a solder pencil before you paint while you ca
n still see the holes.
If you drill after you cover you are going to be patching holes.
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
> On Oct 16, 2014, at 1:10 PM, "Nick Cassara" wrote:
>
> Hello Kolb builders,
>
> I have all my surfaces ready to cover. I have laid out my wings flaps and a
ilerons. The only thing I have not done is drill the holes to test mount the
hinges. Is there any reason I could not wait and drill the hinge rivet hole
s once everything is covered? Thanks as always for your thought!
>
> Nick Cassara
> Palmer, Alaska
>
> Kolbra N607AK
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
________________________________________________________________________________
| From: | "Stuart Harner" <stuart(at)harnerfarm.net> |
| Subject: | Question for the builders... |
Nick,
My firefly was a quick build where the factory had already attached all the
hinges with temporary rivets. All of the other rivet locations had a
"dimple" where the holes were to be located but they were not dilled out.
I drilled out the temporary rivets so I could use the drill press to finish
the holes in the hinges. I then waited until all covering and painting were
done before drilling the rest of the holes in the airframe, using the now
drilled hinges as guides. As I covered, I kept the holes cleaned out, so
they were easy to locate later.
Although what I did worked out well, I kind of wished I had drilled
everything before covering. I think it would have made final assembly
easier.
One think that I do regret is when I put the rudder half hinges on the
rudder laying on the bench. Then I mounted the tail post halves on to the
airframe separately, thinking I could just line up the hinges and drop the
pins in place. I had done this on the wings with no problems, but on the
rudder, for some reason the lower hinge would not align without a LOT of
force on the rudder. I wound up slightly bending the bottom of the rudder
and put a wrinkle in the fabric. Did not even notice it until it was all
done. L
My take is to pre-drill all the holes and be VERY careful with light weight
structures.
Worth what you paid for it..
Stuart
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Nick Cassara
Sent: Thursday, October 16, 2014 12:10 PM
Subject: Kolb-List: Question for the builders...
Hello Kolb builders,
I have all my surfaces ready to cover. I have laid out my wings flaps and
ailerons. The only thing I have not done is drill the holes to test mount
the hinges. Is there any reason I could not wait and drill the hinge rivet
holes once everything is covered? Thanks as always for your thought!
Nick Cassara
Palmer, Alaska
Kolbra N607AK
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: Question for the builders... |
Nick,
When I was a youngster, my dad used to argue with me saying "you can do it
any way you want to, but if I were doing it", and then he would proceed to
tell me his way to do something.
Well, I won't say it quite that way, but here's an idea that is especially
useful for the wings and ailerons.
Drill the holes smaller than for the rivets and use # 6 sheet metal screws
(4 per hinge) to hold things together. After checking the folding
operation and making any minor adjustments to hole location, remove the screws
and
drill all the holes out to the rivet size. Be sure to mark each hinge
assembly so it can be properly repositioned after covering, because the hole
locations will probably not all be exactly alike.
This was not my idea, read it somewhere, maybe even in my Kolb FireStar
builders manual.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
In a message dated 10/16/2014 1:11:01 P.M. Eastern Daylight Time,
nickc(at)mtaonline.net writes:
Hello Kolb builders,
I have all my surfaces ready to cover. I have laid out my wings flaps and
ailerons. The only thing I have not done is drill the holes to test mount
the hinges. Is there any reason I could not wait and drill the hinge rivet
holes once everything is covered? Thanks as always for your thought!
Nick Cassara
Palmer, Alaska
Kolbra N607AK
________________________________________________________________________________
| Subject: | firestar for sale |
| From: | "gyrodude" <gsafrit1(at)carolina.rr.com> |
Have new project in the hangar so I need the room. 5 rib single seater. Strong
running Rotax 377 recent service by rotax service center. gearbox and 3 blade
Ivo. ballistic chute needs repack. Tinytach, airspeed, altimeter, compass, cht,
egt, New fuel tank, new factory tailwheel. Summer and winter enclosures. needs
nothing. $4500 located central NC east of charlotte. white with blue trim.
Gary 704-467-2282
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=431996#431996
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
| Subject: | Fiberglass droop tips? |
Hello Kolb builders,
Thank you all for the great help with my questions! Here is the next
one. I
was fitting my fiberglass droop tip on to my right wing end. The inside
of
the fiberglass tip is not the same shape as the steel end rib. When I
slide
the tip on the end rib, it will not slide back and make contact with the
leading edge tube, and there is a =BE inch gap. It is not possible to
spread
the tip at all, and the trailing edge does not line up with the trailing
edge of the aileron.
I have never worked with fiberglass, and all I can think is to try and
grind
the inside to try to gain more forward fit=85.an recommendations for
grinding
glass? I honestly don=92t know if I can remove enough glass to get the
fit.
Thanks again,
Nick Cassara
Palmer, Alaska
607AK
________________________________________________________________________________
| Subject: | Re: Fiberglass droop tips? |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Any possibility of pictures showing the specifics of the problem? That would help
a lot.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation. Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432014#432014
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: Fiberglass droop tips? |
Nick- One trick is to take some lipstick and coat the outer end of the wi
ng. press on the droop tip, remove, and look for the marks inside the fibe
rglass. The soft wax of the lipstick makes for a good transfer. There are
the usual cautions of explaining to the wife just where her lipstick went.
..=0A=0A
Bill Sullivan=0A=0A=0A=0A________________________________=0A From: Nick
Cassara =0ATo: kolb-list(at)matronics.com =0ASent: Satur
day, October 18, 2014 3:21 PM=0ASubject: Kolb-List: Fiberglass droop tips?
=0A =0A=0A=0AHello Kolb builders,=0A =0AThank you all for the great help wi
th my questions! Here is the next one. I was fitting my fiberglass droop ti
p on to my right wing end. The inside of the fiberglass tip is not the same
shape as the steel end rib. When I slide the tip on the end rib, it will n
ot slide back and make contact with the leading edge tube, and there is a
=C2=BE inch gap. It is not possible to spread the tip at all, and the trail
ing edge does not line up with the trailing edge of the aileron.=0A =0AI ha
ve never worked with fiberglass, and all I can think is to try and grind th
e inside to try to gain more forward fit.an recommendations for gr
inding glass? I honestly don=99t know if I can remove enough glass to
get the fit.=0A =0AThanks again,=0A =0ANick Cassara =0APalmer, Alaska=0A
=================
________________________________________________________________________________
| From: | Sky Biker <smlplanet(at)msn.com> |
| Subject: | Fiberglass droop tips? |
I have been think of putting the drooped wing tip on my MK111. I had put th
em on my Challenge 11 clip wing special and it made a big difference in bot
h speed=2C stall and handling is why I am think of installing them.
Date: Sat=2C 18 Oct 2014 17:03:09 -0700
From: williamtsullivan(at)att.net
Subject: Re: Kolb-List: Fiberglass droop tips?
Nick- One trick is to take some lipstick and coat the outer end of the wi
ng. press on the droop tip=2C remove=2C and look for the marks inside the
fiberglass. The soft wax of the lipstick makes for a good transfer. There
are the usual cautions of explaining to the wife just where her lipstick w
ent...
Bill
Sullivan
From: Nick Cassara <nickc(at)mtaonline.net>
To: kolb-list(at)matronics.com
=0A
Sent: Saturday=2C October 18=2C 2014 3:21 PM
Subject: Kolb-List: Fiberglass droop tips?
Hello Kolb builders=2C Thank you all for the great help with my questions!
Here is the next one. I was fitting my fiberglass droop tip on to my right
wing end. The inside of the fiberglass tip is not the same shape as the st
eel end rib. When I slide the tip on the end rib=2C it will not slide back
and make contact with the leading edge tube=2C and there is a =BE inch gap.
It is not possible to spread the tip at all=2C and the trailing edge does
not line up with the trailing edge of the aileron. I have never worked wit
h fiberglass=2C and all I can think is to try and grind the inside to try t
o gain more forward fit=85.an recommendations for grinding glass? I honestl
y don=92t know if I can remove=0A
enough glass to get the fit. Thanks again=2C Nick Cassara Palmer=2C Alas
ka 607AK =0A
=0A
=0A
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.
=========================0A
" target="_blank" href="http://forums.matronics.com/">http://forums.mat
--> =0A
=0A
============0A
============0A
============0A
============0A
=0A
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
Kolb builders,
Here are a couple pictures showing the droop tip protruding ahead of the
wing leading edge, in reference to yesterdays post.
Thanks,
Nick Cassara
Palmer, Alaska
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
Nick- Where did you get the tips? Not even a close fit.
Bill Sullivan
--------------------------------------------
On Sun, 10/19/14, Nick Cassara wrote:
Subject: Kolb-List: Droop tip
To: kolb-list(at)matronics.com
Date: Sunday, October 19, 2014, 8:59 PM
Kolb builders, Here are a couple pictures
showing the droop tip protruding ahead of the wing leading
edge, in reference to yesterdays post. Thanks, Nick CassaraPalmer,
Alaska
________________________________________________________________________________
| From: | Sky Biker <smlplanet(at)msn.com> |
There has to be something wrong to fit like that. I have worked with F/G fo
r years and as thin as that has to be you'll have problems. They may have s
et you the wrong ones or have a bad mold.
As I said I had put a set on my Challenger with out any problems which fit
a lot better than the photos show.
> Date: Sun=2C 19 Oct 2014 18:29:35 -0700
> From: williamtsullivan(at)att.net
> Subject: Re: Kolb-List: Droop tip
> To: kolb-list(at)matronics.com
>
et>
>
> Nick- Where did you get the tips? Not even a close fit.
>
> Bill Sullivan
>
>
> --------------------------------------------
> On Sun=2C 10/19/14=2C Nick Cassara wrote:
>
> Subject: Kolb-List: Droop tip
> To: kolb-list(at)matronics.com
> Date: Sunday=2C October 19=2C 2014=2C 8:59 PM
>
> Kolb builders=2C Here are a couple pictures
> showing the droop tip protruding ahead of the wing leading
> edge=2C in reference to yesterdays post. Thanks=2C Nick CassaraPalmer
=2C
> Alaska
>
>
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>
>
>
________________________________________________________________________________
| Subject: | M3X Roll Problems |
| From: | Tony Malins <malins888(at)gmail.com> |
Test flying my Mark 3X after initial flutter problems found that flaperons
were impossible to move in flight and all roll control was by secondary
effect of rudder. Balance rods were fitted to balance tubes, but otherwise
they appear normal on ground.
Anyone had any similar issues?
________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
| From: | Tony Malins <malins888(at)gmail.com> |
Further to this, I figure I've 'over-balanced' the ailerons as Kolb did not
include the anti-flutter kit with mine and it only came to my attention
through this forum. Maybe someone could send me pics of their balance rod
installation as I'm thinking mine must extend too far forward of the hinge
point.
On 20 October 2014 22:51, Tony Malins wrote:
> Test flying my Mark 3X after initial flutter problems found that flaperons
> were impossible to move in flight and all roll control was by secondary
> effect of rudder. Balance rods were fitted to balance tubes, but otherwise
> they appear normal on ground.
>
> Anyone had any similar issues?
>
> *
>
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
| From: | Frank <frank.goodnight(at)att.net> |
Hi Tony,
Don't know about the xtra , but on my
MK3 the twin sticks were about 1&1/2
In.too long and when pushed forward and to one side or the other,
The off side stick would hang up under
the tube that runs from the panel and
Back overhead that the windscreen
Is mounted on. Causing the Ailerons
to lock up. Hard to find the problem
Because of my panic when aileron
Control is lost. And my reluctance
To voluntary enter that condition.
For me a simple cure--I cut 1&1/2
Inches off the sticks.
Hope your problem is as easily cured.
Good luck
Frank
Sent from my iPhone
On Oct 20, 2014, at 8:16 AM, Tony Malins wrote:
> Further to this, I figure I've 'over-balanced' the ailerons as Kolb did no
t include the anti-flutter kit with mine and it only came to my attention th
rough this forum. Maybe someone could send me pics of their balance rod inst
allation as I'm thinking mine must extend too far forward of the hinge point
.
>
> On 20 October 2014 22:51, Tony Malins wrote:
>> Test flying my Mark 3X after initial flutter problems found that flaperon
s were impossible to move in flight and all roll control was by secondary ef
fect of rudder. Balance rods were fitted to balance tubes, but otherwise the
y appear normal on ground.
>>
>> Anyone had any similar issues?
>>
>>
>> get="_blank">http://www.matronics.com/Navigator?Kolb-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>>
>
>
>
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>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | M3X Roll Problems |
Tony M/Kolbers:
The aileron counter balance rods are just that. They should extend far
enough forward to balance the ailerons.
Here is how I balanced my ailerons:
-Disconnected the aileron push/pull tube at the aileron horn.
-Adjusted the aileron counter balance rod fore and aft until it balanced
the aileron.
-Replaced the aileron push/pull tube at the aileron horn.
Works for me. No aileron flutter after installation of aileron counter
balance weights.
john h
mkIII
Titus, Alabama
Further to this, I figure I've 'over-balanced' the ailerons as Kolb did
not include the anti-flutter kit with mine and it only came to my
attention through this forum. Maybe someone could send me pics of their
balance rod installation as I'm thinking mine must extend too far
forward of the hinge point.
On 20 October 2014 22:51, Tony Malins wrote:
Test flying my Mark 3X after initial flutter problems found that
flaperons were impossible to move in flight and all roll control was by
secondary effect of rudder. Balance rods were fitted to balance tubes,
but otherwise they appear normal on ground.
Anyone had any similar issues?
________________________________________________________________________________
| From: | Colin Hudson <colin.scott.hudson(at)gmail.com> |
| Subject: | Re: M3X Roll Problems |
Tony you didn't state if you had dual controls or not. I changed from singl
e control to duals in my X-tra and had the same problem. Moved easy on the g
round but not in flight. Found too much play in the controls and a leverage
problem with the duals. Went back to single control and flys like a dream a
gain.
Scott Hudson
N424AL
A/P
Sent from my iPhone
> On Oct 20, 2014, at 7:51 AM, Tony Malins wrote:
>
> Test flying my Mark 3X after initial flutter problems found that flaperons
were impossible to move in flight and all roll control was by secondary eff
ect of rudder. Balance rods were fitted to balance tubes, but otherwise they
appear normal on ground.
>
> Anyone had any similar issues?
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
________________________________________________________________________________
| Subject: | Re: GRT EIS for sale |
| From: | "crankpot" <bobg379(at)yahoo.com> |
Will this unit work with a cuyuna? I need rpm cht egt
Thanks bob
--------
1984 kolb ultrstar
Former 1997 kolb firestat
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432089#432089
________________________________________________________________________________
| From: | "Beauford " <beauford173(at)tampabay.rr.com> |
| Subject: | UltraStar Project for sale |
Subject: UltraStar Project for Sale.
Contact: Mr. Chuck Moon, Wimauma, FL. CELL: 813-390 1222
Price: $1,500
This is a sale by third party following the death of the acft owner before
he could complete the repair/restoration.
Background: Ultrastar, in garage storage since approximately 2002. Suffered
right wing damage when
wooden prop disintegrated at cruise and the prop fragment passed upward
through outer portion
of wing. Engine was shut down and acft was successfully landed without
further damage.
Structural damage appears confined to aft portion of one rib, but fabric
removal around damage
will be required to verify. Airframe appears straight, with no observable,
significant corrosion problems evident.
Condition of fabric on remainder of airplane is unknown, but looks OK.
The following YouTube link provides photos taken this week:
http://youtu.be/Wp7j1wh7OSE
Engine: Cuyuna (Carburetor is missing). Propeller requires replacement.
Seasoned Kolbers on this list may remember The late Skip Staub, CDR, US.
Navy, F8 Crusader driver extraordinaire
and Kolb enthusiast. This Ultrastar was Skip's and he was flying it over
Palmetto, FL when the prop failed.
Beauford
FF-076
Brandon, FL
________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
| From: | Tony Malins <malins888(at)gmail.com> |
Thanks Frank. I suspect that is the problem.
On 20 October 2014 23:52, Frank wrote:
> Hi Tony,
> Don't know about the xtra , but on my
> MK3 the twin sticks were about 1&1/2
> In.too long and when pushed forward and to one side or the other,
> The off side stick would hang up under
> the tube that runs from the panel and
> Back overhead that the windscreen
> Is mounted on. Causing the Ailerons
> to lock up. Hard to find the problem
> Because of my panic when aileron
> Control is lost. And my reluctance
> To voluntary enter that condition.
> For me a simple cure--I cut 1&1/2
> Inches off the sticks.
> Hope your problem is as easily cured.
> Good luck
> Frank
>
> Sent from my iPhone
>
> On Oct 20, 2014, at 8:16 AM, Tony Malins wrote:
>
> Further to this, I figure I've 'over-balanced' the ailerons as Kolb did
> not include the anti-flutter kit with mine and it only came to my attention
> through this forum. Maybe someone could send me pics of their balance rod
> installation as I'm thinking mine must extend too far forward of the hinge
> point.
>
> On 20 October 2014 22:51, Tony Malins wrote:
>
>> Test flying my Mark 3X after initial flutter problems found that
>> flaperons were impossible to move in flight and all roll control was by
>> secondary effect of rudder. Balance rods were fitted to balance tubes, but
>> otherwise they appear normal on ground.
>>
>> Anyone had any similar issues?
>>
>> *
>>
>> get="_blank">http://www.matronics.com/Navigator?Kolb-List
>> tp://forums.matronics.com <http://forums.matronics.com>
>> _blank">http://www.matronics.com/contribution
>>
>> *
>>
>>
> *
>
> ==================================
> ://www.matronics.com/Navigator?Kolb-List <http://www.matronics.com/Navigator?Kolb-List>
> ==================================
> cs.com <http://cs.com>
> ==================================
> matronics.com/contribution <http://matronics.com/contribution>
> ==================================
>
> *
>
> *
>
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
| From: | Tony Malins <malins888(at)gmail.com> |
Good thought Colin, I have dual controls..will check.
On 21 October 2014 01:06, Colin Hudson wrote:
> Tony you didn't state if you had dual controls or not. I changed from
> single control to duals in my X-tra and had the same problem. Moved easy
> on the ground but not in flight. Found too much play in the controls and a
> leverage problem with the duals. Went back to single control and flys like
> a dream again.
>
> Scott Hudson
> N424AL
> A/P
>
> Sent from my iPhone
>
> On Oct 20, 2014, at 7:51 AM, Tony Malins wrote:
>
> Test flying my Mark 3X after initial flutter problems found that flaperons
> were impossible to move in flight and all roll control was by secondary
> effect of rudder. Balance rods were fitted to balance tubes, but otherwise
> they appear normal on ground.
>
> Anyone had any similar issues?
>
> *
>
> D============================================
> List"">http://www.matronics.com/Navigator?Kolb-List
> D============================================
> //forums.matronics.com <http://forums.matronics.com>
> D============================================
> ot;">http://www.matronics.com/contribution
> D============================================
>
> *
>
> *
>
>
> *
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________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
| From: | "pipercolt" <bob.pipercolt(at)yahoo.com> |
Do all mark 3 Kolbs require balance tubes?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432098#432098
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: M3X Roll Problems |
Highly recommended.
john h
mkIII
Titus, Alabama
Do all mark 3 Kolbs require balance tubes?
________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
| From: | "pipercolt" <bob.pipercolt(at)yahoo.com> |
I have rounded wingtips. Is there another option?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432101#432101
________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
| From: | <james.vanlaak(at)gmail.com> |
I just sold my Mark 3X with flaperons about 6 months ago and while the
airplane has some very nice features, the roll control is not one of them.
They are extremely heavy and quite ineffective. But that is typical of
simple flaperons.
Here are a few points to consider:
The balances you are talking about are mass balances to control flutter.
They have no measurable impact on control feel. Aerodynamic balances
lighten the control forces and there are some pictures on the web of
"spade" types on the M3X, I am not sure how well they have been tested.
Spades work fine on sturdy ailerons like on aerobatic airplanes, but I am
not sure the Kolb is meant for large control deflections. As John H likes
to say, be careful making big changes to Homer's design.
Note that the tube that is the forward spar of the flaperon looks like a
torque tube at first but when you look at where the hinge points are you
can see that it is actually in bending. To prove this you can move the
flaperon to full travel using the mass balance and then gently twist in the
same direction. You will see the tube bend with the stick at its stops.
Like others I made a small change to get more mechanical advantage and
lower the force, but I gave up aileron travel in the process. When you are
flying the airplane you can move the linkage with enough force but the
flaperon barely moves at all. This is because the tube is bending and
absorbing most of the motion.
As an aerospace designer, I can tell you that flaperons are compromises.
They move together to lower stall speed, which mine did some, and
differentially to roll the plane, which mine did poorly for the reasons
mentioned above. Ailerons are very different. They have less area which
makes them easier to move and it is way out on the wing where it produces
relatively more roll control for a given deflection.
If I were building a Kolb I would go with traditional ailerons.
Jim
On Mon, Oct 20, 2014 at 6:33 PM, Tony Malins wrote:
> Good thought Colin, I have dual controls..will check.
>
> On 21 October 2014 01:06, Colin Hudson
> wrote:
>
>> Tony you didn't state if you had dual controls or not. I changed from
>> single control to duals in my X-tra and had the same problem. Moved easy
>> on the ground but not in flight. Found too much play in the controls and a
>> leverage problem with the duals. Went back to single control and flys like
>> a dream again.
>>
>> Scott Hudson
>> N424AL
>> A/P
>>
>> Sent from my iPhone
>>
>> On Oct 20, 2014, at 7:51 AM, Tony Malins wrote:
>>
>> Test flying my Mark 3X after initial flutter problems found that
>> flaperons were impossible to move in flight and all roll control was by
>> secondary effect of rudder. Balance rods were fitted to balance tubes, but
>> otherwise they appear normal on ground.
>>
>> Anyone had any similar issues?
>>
>> *
>>
>> D============================================
>> List"">http://www.matronics.com/Navigator?Kolb-List
>> D============================================
>> //forums.matronics.com <http://forums.matronics.com>
>> D============================================
>> ot;">http://www.matronics.com/contribution
>> D============================================
>>
>> *
>>
>> *
>>
>> get="_blank">http://www.matronics.com/Navigator?Kolb-List
>> tp://forums.matronics.com <http://forums.matronics.com>
>> _blank">http://www.matronics.com/contribution
>>
>> *
>>
>>
> *
>
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
| From: | Tony Malins <malins888(at)gmail.com> |
Thanks James, a lot of good info to digest, but I'll work on this.
On 21 October 2014 11:03, wrote:
> I just sold my Mark 3X with flaperons about 6 months ago and while the
> airplane has some very nice features, the roll control is not one of them.
> They are extremely heavy and quite ineffective. But that is typical of
> simple flaperons.
>
> Here are a few points to consider:
>
> The balances you are talking about are mass balances to control flutter.
> They have no measurable impact on control feel. Aerodynamic balances
> lighten the control forces and there are some pictures on the web of
> "spade" types on the M3X, I am not sure how well they have been tested.
> Spades work fine on sturdy ailerons like on aerobatic airplanes, but I am
> not sure the Kolb is meant for large control deflections. As John H likes
> to say, be careful making big changes to Homer's design.
>
> Note that the tube that is the forward spar of the flaperon looks like a
> torque tube at first but when you look at where the hinge points are you
> can see that it is actually in bending. To prove this you can move the
> flaperon to full travel using the mass balance and then gently twist in the
> same direction. You will see the tube bend with the stick at its stops.
> Like others I made a small change to get more mechanical advantage and
> lower the force, but I gave up aileron travel in the process. When you are
> flying the airplane you can move the linkage with enough force but the
> flaperon barely moves at all. This is because the tube is bending and
> absorbing most of the motion.
>
> As an aerospace designer, I can tell you that flaperons are compromises.
> They move together to lower stall speed, which mine did some, and
> differentially to roll the plane, which mine did poorly for the reasons
> mentioned above. Ailerons are very different. They have less area which
> makes them easier to move and it is way out on the wing where it produces
> relatively more roll control for a given deflection.
>
> If I were building a Kolb I would go with traditional ailerons.
>
> Jim
>
> On Mon, Oct 20, 2014 at 6:33 PM, Tony Malins wrote:
>
>> Good thought Colin, I have dual controls..will check.
>>
>> On 21 October 2014 01:06, Colin Hudson
>> wrote:
>>
>>> Tony you didn't state if you had dual controls or not. I changed from
>>> single control to duals in my X-tra and had the same problem. Moved easy
>>> on the ground but not in flight. Found too much play in the controls and a
>>> leverage problem with the duals. Went back to single control and flys like
>>> a dream again.
>>>
>>> Scott Hudson
>>> N424AL
>>> A/P
>>>
>>> Sent from my iPhone
>>>
>>> On Oct 20, 2014, at 7:51 AM, Tony Malins wrote:
>>>
>>> Test flying my Mark 3X after initial flutter problems found that
>>> flaperons were impossible to move in flight and all roll control was by
>>> secondary effect of rudder. Balance rods were fitted to balance tubes, but
>>> otherwise they appear normal on ground.
>>>
>>> Anyone had any similar issues?
>>>
>>> *
>>>
>>> D============================================
>>> List"">http://www.matronics.com/Navigator?Kolb-List
>>> D============================================
>>> //forums.matronics.com <http://forums.matronics.com>
>>> D============================================
>>> ot;">http://www.matronics.com/contribution
>>> D============================================
>>>
>>> *
>>>
>>> *
>>>
>>> get="_blank">http://www.matronics.com/Navigator?Kolb-List
>>> tp://forums.matronics.com <http://forums.matronics.com>
>>> _blank">http://www.matronics.com/contribution
>>>
>>> *
>>>
>>>
>> *
>>
>> get="_blank">http://www.matronics.com/Navigator?Kolb-List
>> tp://forums.matronics.com <http://forums.matronics.com>
>> _blank">http://www.matronics.com/contribution
>>
>> *
>>
>>
> *
>
>
> *
>
>
________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
| Subject: | Re: M3X Roll Problems |
Fly slower
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
> On Oct 20, 2014, at 8:39 PM, "pipercolt" wrote:
>
>
> I have rounded wingtips. Is there another option?
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432101#432101
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
When I first flew my MKIII I was disappointed in how heavy it was in roll. After
about 50 or so hours in it, I no longer noticed. I have since sold the MKIII
but I do have a set of steel aileron spade brackets that I asked TNK aircraft
to make me. They have a flat plate on one end which you would attach a piece
of aluminum as your spade and the other end is a half pipe to rivet to the
aileron. The section in between is airfoil shaped. I would sell them for $30
plus shipping.
Jason
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432129#432129
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: M3X Roll Problems |
How did the spades work on your MKIII?
john h
mkIII
Titus, Alabama
When I first flew my MKIII I was disappointed in how heavy it was in roll.
After about 50 or so hours in it, I no longer noticed. I have since sold
the MKIII but I do have a set of steel aileron spade brackets that I asked
TNK aircraft to make me. They have a flat plate on one end which you would
attach a piece of aluminum as your spade and the other end is a half pipe to
rivet to the aileron. The section in between is airfoil shaped. I would
sell them for $30 plus shipping.
Jason
________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
| From: | "pipercolt" <bob.pipercolt(at)yahoo.com> |
Hey Jason
I would like to talk to you about the spades. If you don't mind please call me
at 765-346-2622
Thanks
Bob
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432138#432138
________________________________________________________________________________
| From: | "Shadow94" <seanote(at)echoes.net> |
Looking for some ideas. Ill try to keep this short but give as much detail as
I can. I bought a Twinstar MK II as a rebuild project. Would like to be able
to register it and be all legal when the build is complete. Here is the situation.
Purchased from the second owner who started the rebuild but could not
complete. First owner built from kit and flew. I was told that it had been registered
by first owner but I do not have any proof of this. Second owner did
not have any placard or N-number or paperwork. If anyone has any ideas of how
to best go about being able to register later I sure would like to hear them.
I am contemplating contacting the local DAR for input but am a bit hesitant
yet. Thanks in advance.
--------
Mark
Twinstar MKII
Great Bend, PA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432144#432144
________________________________________________________________________________
| From: | "Stuart Harner" <stuart(at)harnerfarm.net> |
You should be able to search the FAA database online using either the builder's
name or the serial number of the aircraft.
It has been quite some time since I have looked at the online database, but in
the past I was able to find this kind of information.
If you are an AOPA member, they may be able to help, I know they do title research
work. Possibly even the EAA.
Best of luck,
Stuart
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Shadow94
Sent: Tuesday, October 21, 2014 8:04 PM
Subject: Kolb-List: Legal Twinstar
Looking for some ideas. Ill try to keep this short but give as much detail as
I can. I bought a Twinstar MK II as a rebuild project. Would like to be able
to register it and be all legal when the build is complete. Here is the situation.
Purchased from the second owner who started the rebuild but could not
complete. First owner built from kit and flew. I was told that it had been registered
by first owner but I do not have any proof of this. Second owner did
not have any placard or N-number or paperwork. If anyone has any ideas of how
to best go about being able to register later I sure would like to hear them.
I am contemplating contacting the local DAR for input but am a bit hesitant
yet. Thanks in advance.
--------
Mark
Twinstar MKII
Great Bend, PA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432144#432144
________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
| From: | Tony Malins <malins888(at)gmail.com> |
Thanks Jason. I'll talk further to Travis about it.
Cheers
Tony
On 22 October 2014 04:55, John Hauck wrote:
>
> How did the spades work on your MKIII?
>
> john h
> mkIII
> Titus, Alabama
>
>
> When I first flew my MKIII I was disappointed in how heavy it was in roll.
> After about 50 or so hours in it, I no longer noticed. I have since sold
> the MKIII but I do have a set of steel aileron spade brackets that I asked
> TNK aircraft to make me. They have a flat plate on one end which you would
> attach a piece of aluminum as your spade and the other end is a half pipe
> to
> rivet to the aileron. The section in between is airfoil shaped. I would
> sell them for $30 plus shipping.
>
> Jason
>
>
________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
I don't know how they worked, I never installed them. I have seen them on a MKIII
but I never tried them.
John Hauck wrote:
> How did the spades work on your MKIII?
>
> john h
> mkIII
> Titus, Alabama
>
>
>
> When I first flew my MKIII I was disappointed in how heavy it was in roll.
> After about 50 or so hours in it, I no longer noticed. I have since sold
> the MKIII but I do have a set of steel aileron spade brackets that I asked
> TNK aircraft to make me. They have a flat plate on one end which you would
> attach a piece of aluminum as your spade and the other end is a half pipe to
> rivet to the aileron. The section in between is airfoil shaped. I would
> sell them for $30 plus shipping.
>
> Jason
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432153#432153
________________________________________________________________________________
| From: | "crankpot" <bobg379(at)yahoo.com> |
Anyone know if Dennis is around and contact Info would be appreciated.
Bob
--------
1984 kolb ultrstar
Former 1997 kolb firestat
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432167#432167
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: M3X Roll Problems |
did Kolb send instructions as to what angle the spade should be mounted?
boyd young
>>>>
I don't know how they worked, I never installed them. I have seen them on a
MKIII
but I never tried them.
---
This email is free from viruses and malware because avast! Antivirus protection
is active.
http://www.avast.com
________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
Typically you would mount them with he spade parallel to the airflow in level flight.
When you deflect the surface you also expose the surface of the spade to
the airflow and it helps move the surface. Size of the spade is what would
be the unknown. Just how much area do you need to get the results you want without
over stressing the aileron system or introducing roll rates that the wing
is not designed to handle.
Jason
byoungplumbing(at)gmail.c wrote:
> did Kolb send instructions as to what angle the spade should be mounted?
>
> boyd young
>
>
> > >>>
> >
> >
>
> I don't know how they worked, I never installed them. I have seen them on a
> MKIII
> but I never tried them.
>
>
> ---
> This email is free from viruses and malware because avast! Antivirus protection
is active.
> http://www.avast.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432187#432187
________________________________________________________________________________
| Subject: | Re: M3X Roll Problems |
| From: | <james.vanlaak(at)gmail.com> |
Complicating this is the flaperons both droop, putting both spades under
load. Not sure how well that works.
On Thu, Oct 23, 2014 at 1:29 PM, Jason Omelchuck <jason@trek-tech.com>
wrote:
>
> Typically you would mount them with he spade parallel to the airflow in
> level flight. When you deflect the surface you also expose the surface of
> the spade to the airflow and it helps move the surface. Size of the spade
> is what would be the unknown. Just how much area do you need to get the
> results you want without over stressing the aileron system or introducing
> roll rates that the wing is not designed to handle.
>
> Jason
>
>
> byoungplumbing(at)gmail.c wrote:
> > did Kolb send instructions as to what angle the spade should be mounted?
> >
> > boyd young
> >
> >
> > > >>>
> > >
> > >
> >
> > I don't know how they worked, I never installed them. I have seen them
> on a
> > MKIII
> > but I never tried them.
> >
> >
> > ---
> > This email is free from viruses and malware because avast! Antivirus
> protection is active.
> > http://www.avast.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432187#432187
>
>
________________________________________________________________________________
| From: | "Lanny" <donaho1(at)verizon.net> |
| Subject: | Damaged FS II for sale, N-numbered and registered ELSA |
After an axel bracket failure, and nose over, upon landing in August of
2013. I have decided to sell my FSII rather then repairing it. There was
extensive damage to the cage and boom tube, also damage to one wing tip.
I am asking $3500.00 for aircraft, Rotax 503 DCDI with electric starter,
72 hours on the hour meter. Includes the following, three blade Ivo
Prop, BRS 5 VLS 750 repack expired 12/13, rocket good until 2020. Manual
brakes, Kuntzelman strobes, dual fuel gauges, blue prints and manuals.
Open aluminum diamond plate trailer large enough to haul the FSII,
includes three spare rims and tires. Or $3000.00 without the trailer,
$2500 without the trailer and BRS. Sold as is where is. First person
that hands me the money, and signs a sales agreement, owns it. (cash or
certified check) Located near Catawissa, Pa. 17820. E-mail is
donaho1(at)verizon.net. Phone is #570-799-0198 if I don`t answer leave a
message. Please only contact me if you are a serious buyer.
________________________________________________________________________________
| Subject: | Kolbra I been try to sell my kolbra , Im down to 16500.00 really |
nice flying, You can see it on youtube pull it up type in Kolbra short
feild take- off. It been on barnstormers and trade a plane and no
| From: | Larry Gitt <gittget(at)gmail.com> |
a plane I keep dropping the price What I'm doing wrong
=8B
________________________________________________________________________________
| From: | "pcking" <pc.king(at)comcast.net> |
| Subject: | Re: Kolbra I been try to sell my kolbra , Im down to 16500.00 |
really nice flying, You can see it on youtube pull it up type in Kolbra short
feild take- off. It been on barnstormers and trade a plane and no
Where you are advertising this beauty may be part of the problem. I
can't find it on eBay or Barnstormers.
----- Original Message -----
From: Larry Gitt
To: Diget Server, Kolb-List
Sent: Thursday, October 23, 2014 8:36 PM
Subject: Kolb-List: Kolbra I been try to sell my kolbra , Im down to
16500.00 really nice flying, You can see it on youtube pull it up type
in Kolbra short feild take- off. It been on barnstormers and trade a
plane and no
a plane I keep dropping the price What I'm doing wrong
=8B
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | Re: Kolbra I been try to sell my kolbra , Im down to 16500.00 |
really nice flying, You can see it on youtube pull it up type in Kolbra
short feild take- off. It been on barnstormers and trade a plane and no
________________________________________________________________________________
| Subject: | ultrastar cuyuna prop shaft breakage |
| From: | "crankpot" <bobg379(at)yahoo.com> |
A long time ago these shafts were plagued with breakage. Supposedly there was a
fix. Anyone have knowledge of this issue?
--------
1984 kolb ultrstar
Former 1997 kolb firestat
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432266#432266
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | Fw: bob barinngers planes |
=C2-this is a couple planes we have for sale one is a kolb=C2-=C2- ch
eck it out=C2-
=C2-=C2-a special thanks to my wife Jeanne for all her effort in making
these slide shows=C2- please check them out and let us know what you thi
nk=C2-baby great lakes=C2-=C2- http://youtu.be/smlmjiqTi2o?list=UU7
bvKi16Ksu42bb-7vtVPsw
kolb slide show=C2- =C2-http://youtu.be/eSR41x-MUbU?list=UU7bvKi16Ksu
42bb-7vtVPsw=C2-=C2-
and my favorite by far=C2- http://youtu.be/smlmjiqTi2o?list=UU7bvKi16Ks
u42bb-7vtVPsw=C2-
Malcolm & Jeanne Brubaker
Michigan Sport Pilot Repair http://michigansportpilotrepair.comLSRM-A, PPC,
WS
Great Sails - Sailmaker
for Ultralight & Light Sport
(989)513-3022=C2-=C2-=C2-=C2-
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | ultrastar cuyuna prop shaft breakage |
Never knew there was a problem with Homer Kolb's redrive and
prop shaft, much less a fix.
The prop shaft was pretty husky for a 35 hp engine and a 50
inch wooden prop.
john h
mkIII
Titus, Alabama
A long time ago these shafts were plagued with breakage.
Supposedly there was a fix. Anyone have knowledge of this
issue?
--------
1984 kolb ultrstar
Former 1997 kolb firestat
________________________________________________________________________________
| Subject: | Re: ultrastar cuyuna prop shaft breakage |
| From: | "crankpot" <bobg379(at)yahoo.com> |
I agree but....
In my ultra stars documents is a hand written letter by homer himself talking about
the prop shaft failures. He stated there was a fix and most we're upgraded
but I'm looking for some details here to decide whether I need to address mine.
It sure looks beefy tho...
A shaft failure of a pusher would be bad indeed.
He also states that eventually the cuyuna cranks will break from belt tension.
Looking for some info on this as well.
--------
1984 kolb ultrstar
Former 1997 kolb firestat
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432280#432280
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: ultrastar cuyuna prop shaft breakage |
Do you know when the US kit was purchased? I bought mine
Feb 1984, one of the first US kits to be shipped with
factory welded fuselage and components. Earlier versions
were shipped as material kits with builder required welding.
Don't know when the ULII02 replaced the 430, but may have
been a factor in possible crank shaft failures.
john h
mkIII
Titus, Alabama
I agree but....
In my ultra stars documents is a hand written letter by
homer himself talking about the prop shaft failures. He
stated there was a fix and most we're upgraded but I'm
looking for some details here to decide whether I need to
address mine. It sure looks beefy tho...
A shaft failure of a pusher would be bad indeed.
He also states that eventually the cuyuna cranks will break
from belt tension. Looking for some info on this as well.
--------
1984 kolb ultrstar
Former 1997 kolb firestat
________________________________________________________________________________
| Subject: | Re: bob barinngers planes |
| From: | "olendorf" <olendorf(at)gmail.com> |
The Kolb video was fantastic. That's how you sell a Kolb!
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://sites.google.com/site/kolbfirestar/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432294#432294
________________________________________________________________________________
| From: | Larry Gitt <gittget(at)gmail.com> |
So you make a video where do you list it at , Has barnstormer will not let
put you tube in your add at all , trade a plane same way. I no it
harder to sale This type of plane as it a Experimental and requires a
licence. yes it can be flown as a lite sport Just need to find a buyer
________________________________________________________________________________
| Subject: | Re: bob barinngers planes |
| From: | kinne russ <russk50(at)gmail.com> |
Scott
What video? Where can I access it?
On Oct 26, 2014, at 10:06 AM, olendorf wrote:
>
> The Kolb video was fantastic. That's how you sell a Kolb!
>
> --------
> Scott Olendorf
> Original Firestar, Rotax 447, Powerfin prop
> Schenectady, NY
> http://sites.google.com/site/kolbfirestar/
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432294#432294
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: bob barinngers planes |
| From: | "olendorf" <olendorf(at)gmail.com> |
Go here. http://forums.matronics.com/viewtopic.php?p=432294#432294
It's in the first post of the topic.
They really need to get rid of the email version of the Matronics lists and just
go exclusively with the web forum. It's way less confusing.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://sites.google.com/site/kolbfirestar/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432317#432317
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: bob barinngers planes |
I hope Matt doesn't get rid of the email version of the Kolb
List. I have been using it for the past 16 years, and
prefer it over the BBS.
john h
mkIII
Sevierville, Tennessee
They really need to get rid of the email version of the
Matronics lists and just go exclusively with the web forum.
It's way less confusing.
--------
Scott Olendorf
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: bob barinngers planes |
I agree with John i would hate to loose the Email it has been real good to me
Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
On Sunday, October 26, 2014 5:59 PM, John Hauck wrote:
>
>
>I hope Matt doesn't get rid of the email version of the Kolb
>List. I have been using it for the past 16 years, and
>prefer it over the BBS.
>
>john h
>mkIII
>Sevierville, Tennessee
>
>
>They really need to get rid of the email version of the
>Matronics lists and just go exclusively with the web forum.
>It's way less confusing.
>
>--------
>Scott Olendorf
>
>
________________________________________________________________________________
| Subject: | Re: ultrastar cuyuna prop shaft breakage |
| From: | "crankpot" <bobg379(at)yahoo.com> |
John, I'll check on the date but it was a materials kit.
I was wondering what happened to you when the leading edge failed causing you to
parachute to safety? Something I need to be worried about?
--------
1984 kolb ultrstar
Former 1997 kolb firestat
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432324#432324
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: ultrastar cuyuna prop shaft breakage |
On the Ultrastar it was the upper aileron bell crank that
failed. Was a factory welded kit and there was no brace on
it, as depicted in the plans. Homer Kolb decided since the
kit was TIG welded it would be stronger and not need the
brace. I proved him wrong.
john h
mkIII
Sevierville, Tennessee
John, I'll check on the date but it was a materials kit.
I was wondering what happened to you when the leading edge
failed causing you to parachute to safety? Something I need
to be worried about?
--------
1984 kolb ultrstar
Former 1997 kolb firestat
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432324#432324
=
Photoshare, and much much more:
=
=
=
________________________________________________________________________________
| Subject: | Re: Legal Twinstar |
| From: | "Shadow94" <seanote(at)echoes.net> |
Thank you all for your input. The replies were interesting and very informative.
I spent an hour on the phone the other day with an EAA representative. My
membership has already paid off. He was able to offer more insight into the
experimental and experimental exhibition. It really does look like the exhibition
just might be my best path forward. It will take some more research into
all the steps needed to complete the process.
It would allow me to get my Twinstar registered and the restrictions would fit
into the flying I want to do with the plane.
This forum as well as the Kolb Facebook page are great sources of info and Kolb
sense.
--------
Mark
Twinstar MKII
Great Bend, PA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432384#432384
________________________________________________________________________________
| Subject: | Lipstick on a pig.. |
| From: | Bobg379 <Bobg379(at)yahoo.com> |
CkNsZWFuaW5nIHVwIHRoZSBjdXl1bmEuIC4uCgpCb2IK
________________________________________________________________________________
| Subject: | Lipstick on a pig.. |
| From: | Bobg379 <Bobg379(at)yahoo.com> |
CkNsZWFuaW5nIHVwIHRoZSBjdXl1bmEuIC4uCgpCb2IK
________________________________________________________________________________
| Subject: | Lipstick on a pig.. |
| From: | Bobg379 <Bobg379(at)yahoo.com> |
CkNsZWFuaW5nIHVwIHRoZSBjdXl1bmEuIC4uCgpCb2IK
________________________________________________________________________________
| Subject: | Voltage Regulator Question |
| From: | "woody" <n3022.176(at)gmail.com> |
I have a Rotax 503 DCDI on my Firestar with a three phase regulator that's got
me wondering. After I start the engine (electric) & turn on the EIS, I get a warning
light and the EIS flashes 16.9vdc, slides up to 18.2vdc. This lasts about
one minute and then the voltage slips back to about 14.4-14.5 & stays there.
This has happened the last two times that I've flown the plane.
Has anyone else experienced anything similar to this?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432437#432437
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: Voltage Regulator Question |
I've never had the problem... first thing I would look at is whether the
sense line to the voltage regulator from the battery/ 12 v buss,,, has a
good connection. sometimes a bit of corrosion will cause problems....
pull and reset the connector, and check the wire connection to the
connector.
educated guess.
boyd
I have a Rotax 503 DCDI on my Firestar with a three phase regulator that's
got me wondering. After I start the engine (electric) & turn on the EIS, I
get a warning light and the EIS flashes 16.9vdc, slides up to 18.2vdc. This
lasts about one minute and then the voltage slips back to about 14.4-14.5 &
stays there. This has happened the last two times that I've flown the plane.
Has anyone else experienced anything similar to this?
---
This email is free from viruses and malware because avast! Antivirus protection
is active.
http://www.avast.com
________________________________________________________________________________
| From: | "Airknocker" <airknocker(at)harnerfarm.net> |
Well guys, we finally did it. Last Saturday I took Serenity to the airport and
got to taxi her around a little. Found a couple of minor things to adjust, then
test again.
Taxied around the ramp slowly, then went to the west end of the grass strip. At
this point, I have to say pavement SUCKS!
The weather was warm and the breeze light and variable. Made several trips up
and down the runway at varying speeds, getting braver with each pass. Got the
tail up and was able to hold it there while keeping straight. No irregularities
at all. Engine running well with temps in the right range.
A quick check of the radio, no other planes in the area, time to quit messing around.
Partial power up, tail up, glance at the windsock, limp and straight down the runway.
More power, getting light and bouncy. Oops, not going straight anymore,
glance at windsock, right crosswind, fed in some right aileron and left rudder.
She feels ready to fly, oh, oh, runway light in the cross-hairs! More power
and pull back, airborne well before edge of runway.
Holy CRAP! I'm airborne!
Left wing dropped, over corrected.
Nose came up, over corrected.
Nose went down, pulled off some power, got it level with elevator.
Crap, right wing went down, over corrected, but not as much.
Warning light on EIS, EGT or something out of whack.
Wings have a mind of their own, tail does too...
What the HE!! have I done? I won't die up here, it will be when I hit the ground
out of control. Panic setting in! Every time I touch something, EVERYTHING
changes. AAAGGGG!
Wait, calm down and just fly. Whew, that is better, where am I? Why is that warning
light still on?
Let go of throttle to hit button on EIS. Throttle shuts down and nose comes up.
HUH? Push nose down, grab throttle and start the PIO all over again. Wait,
calm down and fly.
OK, not so bad, oops bumps in the air. Gee I must be above pattern altitude, can't
see the altimeter because the EIS on the warning page. Looks like high EGT,
but not too bad as I have the limits set kind of low.
Turn crosswind before I get out of gliding range. Left wing drops, fixed, not going
the right way. Was that the plane or an air bubble? Mushed it around finally
pointing the right way. Looked for traffic, none seen nor heard. OK more
bumps and more PIO. Throttle up, down and everywhere in between.
YIKES, what have I done? Wait, calm down and fly. Whew, better, time to turn
downwind. Glance at airspeed, somewhere north of 60, OK we probably won't stall
and spin in a gentle turn. This one went better. On downwind leg, getting
a grip and just flying.
Turned base leg, more bumps, more PIO. Recovery was smoother and faster. Got it
around to final leg. Decided to just stay at that altitude, whatever it was
and just fly around the patch one more time keeping the runway slightly off to
my left so I can see if I am going straight.
Some guy on the ground calls me on the radio and says "is it rough up there or
are you having problems?" WHAT? I am 90 seconds into my first flight and YOU
want to talk about it, NOW? Are you planning on coming up to help? Found the
transmit button and managed to squeak out "I think it's me". Managed to drop
the button, oh-oh, this thing is flapping every which way but loose again!
OK, calm down and fly, OK better. Managed to get all the way around to base leg
again and only had a few "burbles and PIO's". OK, plan on making a standard
approach and fly the length of the runway, then go around and do it again. Radio
calls, someone 5 miles out, headed my way. That is a Champ, he will be here
before I can get out of the way.
On final now, wishing I could find that transmit button to let him know my intentions.
Back off the throttle a little and push the nose down. Not so bad, holding
50 MPH. Keeping lined up, still 50. OK. Hey, I am pointed at the numbers,
well, if there were numbers, that is where they would be. Still going 50,
all is well. Champ is getting close, better just set it down and get out of
the way.
Wait, what? Landing? Man, that runway got here fast, backed of the throttle and
started to flair. How high am I? Where did the center of the runway go?
Still pointed straight, slowing down. How low do I put the nose? I don't want
to nose over. I don't want to do a 3 point, do I flair anymore?
Didn't matter, Serenity decided for me. We did a 3 point landing on 2 wheels.
Boing! One good hop of maybe 6", then all 3 wheels hit and stuck. Jerked the
last of the throttle off and was stopped in the middle of the runway in seconds.
WOW! I am alive! Wow, I am still in the runway with traffic in the pattern, somewhere.
Powered up and taxied off the runway, just in time to hear the Champ on downwind
for the runway I was on, no problems there. Just reaching the taxiway when
something big and heavy with low wings comes screaming in on the main runway and
touches down. Right about where I would have been if I had done a go around.
If he used the radio, I certainly never heard it. It might have been a Cherokee
or something like it, I only saw a flash.
That certainly was enough for me for the day. Looking at the windsock it was halfway
out and crosswise to all runways, good time to hang it up. Found my transmit
button and and announce "Down and clear". Taxiing back to the hangar,
I heard the Champ on final and clear of the runway. Never did see that other
plane again.
Man, will I EVER have nerve enough to do THAT again? Really, really unsure at
this point.
My wife who had been watching from the edge of the runway finally gets back to
the hangar and congratulates me. She didn't seem excited at all? She said it
looked great, but then again, she usually can't tell the difference between a
Cherokee and a Champ when they are in the air.....
Got Serenity folded up and put away. Gee, will I ever get an appetite again?
Can I still drive? Should I just walk home? It is only 20 miles and walking
is probably safer.
When I got home and looked at the videos my wife took, two things were obvious.
One, my wife can't run a camera, LOTS of blue sky and engine sounds. Two, (she
did manage to film the landing) my landing was not nearly as bad as I thought
while I was doing it, and in my mind afterward.
Took two days of "digesting and analyzing" to begin to come to grips with what
happened.
Lessons learned, or at least re-learned:
Flights rarely go according to plan, have options.
Basic instruction (if done right) is always with you, ie: calm down and fly, and
cut your corrections in half. Thank you Mr. Thomas, all the way back to 1973.
If you didn't bend it, you did good.
I am now ready to do it again. Well, not again, better next time.
I tell this story partially for my own therapy, and for others to hopefully learn
from. If nothing else, maybe it will entertain some of you.
One thing I have not been able to figure out, is why it veered right on take off.
Taxi testing showed no propensity to go anywhere but straight, so I don't think
is a landing gear problem. My prop turns clockwise (as viewed from behind),
so P-factor should turn it to the left. Dead bugs and oil droplets on the tail
would indicate the air is hitting the left side of the vertical stabilizer
more than the right side. That should push me left, not right. Maybe my old Chief
training took over and I was applying right rudder without knowing it.
Only a re-try will tell for sure. Hopefully I will get some dead air time yet
this fall.
Thanks for listening,
Stuart
--------
"I don't care, I'm still free. You can't take the sky from me" - Josh
Wedon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432479#432479
________________________________________________________________________________
| Subject: | Re: Serenity flies! |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
Well you survived. You might want to reconsider the name- Serenity???????
Didn't sound too serene. It sounded more like my first flight. I took a nap
after mine.
Larry
On Wed, Oct 29, 2014 at 10:41 AM, Airknocker
wrote:
>
> Well guys, we finally did it. Last Saturday I took Serenity to the
> airport and got to taxi her around a little. Found a couple of minor
> things to adjust, then test again.
>
> Taxied around the ramp slowly, then went to the west end of the grass
> strip. At this point, I have to say pavement SUCKS!
>
> The weather was warm and the breeze light and variable. Made several
> trips up and down the runway at varying speeds, getting braver with each
> pass. Got the tail up and was able to hold it there while keeping
> straight. No irregularities at all. Engine running well with temps in the
> right range.
>
> A quick check of the radio, no other planes in the area, time to quit
> messing around.
>
> Partial power up, tail up, glance at the windsock, limp and straight down
> the runway. More power, getting light and bouncy. Oops, not going straight
> anymore, glance at windsock, right crosswind, fed in some right aileron and
> left rudder. She feels ready to fly, oh, oh, runway light in the
> cross-hairs! More power and pull back, airborne well before edge of runway.
>
> Holy CRAP! I'm airborne!
>
> Left wing dropped, over corrected.
> Nose came up, over corrected.
> Nose went down, pulled off some power, got it level with elevator.
> Crap, right wing went down, over corrected, but not as much.
> Warning light on EIS, EGT or something out of whack.
> Wings have a mind of their own, tail does too...
>
> What the HE!! have I done? I won't die up here, it will be when I hit the
> ground out of control. Panic setting in! Every time I touch something,
> EVERYTHING changes. AAAGGGG!
>
> Wait, calm down and just fly. Whew, that is better, where am I? Why is
> that warning light still on?
>
> Let go of throttle to hit button on EIS. Throttle shuts down and nose
> comes up. HUH? Push nose down, grab throttle and start the PIO all over
> again. Wait, calm down and fly.
>
> OK, not so bad, oops bumps in the air. Gee I must be above pattern
> altitude, can't see the altimeter because the EIS on the warning page.
> Looks like high EGT, but not too bad as I have the limits set kind of low.
>
> Turn crosswind before I get out of gliding range. Left wing drops, fixed,
> not going the right way. Was that the plane or an air bubble? Mushed it
> around finally pointing the right way. Looked for traffic, none seen nor
> heard. OK more bumps and more PIO. Throttle up, down and everywhere in
> between.
>
> YIKES, what have I done? Wait, calm down and fly. Whew, better, time to
> turn downwind. Glance at airspeed, somewhere north of 60, OK we probably
> won't stall and spin in a gentle turn. This one went better. On downwind
> leg, getting a grip and just flying.
>
> Turned base leg, more bumps, more PIO. Recovery was smoother and faster.
> Got it around to final leg. Decided to just stay at that altitude, whatever
> it was and just fly around the patch one more time keeping the runway
> slightly off to my left so I can see if I am going straight.
>
> Some guy on the ground calls me on the radio and says "is it rough up
> there or are you having problems?" WHAT? I am 90 seconds into my first
> flight and YOU want to talk about it, NOW? Are you planning on coming up
> to help? Found the transmit button and managed to squeak out "I think it's
> me". Managed to drop the button, oh-oh, this thing is flapping every which
> way but loose again!
>
> OK, calm down and fly, OK better. Managed to get all the way around to
> base leg again and only had a few "burbles and PIO's". OK, plan on making
> a standard approach and fly the length of the runway, then go around and do
> it again. Radio calls, someone 5 miles out, headed my way. That is a
> Champ, he will be here before I can get out of the way.
>
> On final now, wishing I could find that transmit button to let him know my
> intentions. Back off the throttle a little and push the nose down. Not so
> bad, holding 50 MPH. Keeping lined up, still 50. OK. Hey, I am pointed at
> the numbers, well, if there were numbers, that is where they would be.
> Still going 50, all is well. Champ is getting close, better just set it
> down and get out of the way.
>
> Wait, what? Landing? Man, that runway got here fast, backed of the
> throttle and started to flair. How high am I? Where did the center of the
> runway go?
>
> Still pointed straight, slowing down. How low do I put the nose? I don't
> want to nose over. I don't want to do a 3 point, do I flair anymore?
>
> Didn't matter, Serenity decided for me. We did a 3 point landing on 2
> wheels. Boing! One good hop of maybe 6", then all 3 wheels hit and
> stuck. Jerked the last of the throttle off and was stopped in the middle
> of the runway in seconds.
>
> WOW! I am alive! Wow, I am still in the runway with traffic in the
> pattern, somewhere.
>
> Powered up and taxied off the runway, just in time to hear the Champ on
> downwind for the runway I was on, no problems there. Just reaching the
> taxiway when something big and heavy with low wings comes screaming in on
> the main runway and touches down. Right about where I would have been if I
> had done a go around. If he used the radio, I certainly never heard it. It
> might have been a Cherokee or something like it, I only saw a flash.
>
> That certainly was enough for me for the day. Looking at the windsock it
> was halfway out and crosswise to all runways, good time to hang it up.
> Found my transmit button and and announce "Down and clear". Taxiing back
> to the hangar, I heard the Champ on final and clear of the runway. Never
> did see that other plane again.
>
> Man, will I EVER have nerve enough to do THAT again? Really, really
> unsure at this point.
>
> My wife who had been watching from the edge of the runway finally gets
> back to the hangar and congratulates me. She didn't seem excited at all?
> She said it looked great, but then again, she usually can't tell the
> difference between a Cherokee and a Champ when they are in the air.....
>
> Got Serenity folded up and put away. Gee, will I ever get an appetite
> again? Can I still drive? Should I just walk home? It is only 20 miles
> and walking is probably safer.
>
> When I got home and looked at the videos my wife took, two things were
> obvious. One, my wife can't run a camera, LOTS of blue sky and engine
> sounds. Two, (she did manage to film the landing) my landing was not nearly
> as bad as I thought while I was doing it, and in my mind afterward.
>
> Took two days of "digesting and analyzing" to begin to come to grips with
> what happened.
>
> Lessons learned, or at least re-learned:
>
> Flights rarely go according to plan, have options.
>
> Basic instruction (if done right) is always with you, ie: calm down and
> fly, and cut your corrections in half. Thank you Mr. Thomas, all the way
> back to 1973.
>
> If you didn't bend it, you did good.
>
> I am now ready to do it again. Well, not again, better next time.
>
> I tell this story partially for my own therapy, and for others to
> hopefully learn from. If nothing else, maybe it will entertain some of you.
>
> One thing I have not been able to figure out, is why it veered right on
> take off.
>
> Taxi testing showed no propensity to go anywhere but straight, so I don't
> think is a landing gear problem. My prop turns clockwise (as viewed from
> behind), so P-factor should turn it to the left. Dead bugs and oil
> droplets on the tail would indicate the air is hitting the left side of the
> vertical stabilizer more than the right side. That should push me left, not
> right. Maybe my old Chief training took over and I was applying right
> rudder without knowing it.
>
> Only a re-try will tell for sure. Hopefully I will get some dead air time
> yet this fall.
>
> Thanks for listening,
>
> Stuart
>
> --------
> "I don't care, I'm still free. You can't take the sky from me"
> - Josh Wedon
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432479#432479
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | "pcking" <pc.king(at)comcast.net> |
| Subject: | Re: Serenity flies! |
Perhaps you should have let Wash make the first flight.
----- Original Message -----
From: "Airknocker" <airknocker(at)harnerfarm.net>
Sent: Wednesday, October 29, 2014 12:41 PM
Subject: Kolb-List: Serenity flies!
>
> Well guys, we finally did it. Last Saturday I took Serenity to the
> airport and got to taxi her around a little. Found a couple of minor
> things to adjust, then test again.
>
> Taxied around the ramp slowly, then went to the west end of the grass
> strip. At this point, I have to say pavement SUCKS!
>
> The weather was warm and the breeze light and variable. Made several
> trips up and down the runway at varying speeds, getting braver with each
> pass. Got the tail up and was able to hold it there while keeping
> straight. No irregularities at all. Engine running well with temps in
> the right range.
>
> A quick check of the radio, no other planes in the area, time to quit
> messing around.
>
> Partial power up, tail up, glance at the windsock, limp and straight down
> the runway. More power, getting light and bouncy. Oops, not going
> straight anymore, glance at windsock, right crosswind, fed in some right
> aileron and left rudder. She feels ready to fly, oh, oh, runway light in
> the cross-hairs! More power and pull back, airborne well before edge of
> runway.
>
> Holy CRAP! I'm airborne!
>
> Left wing dropped, over corrected.
> Nose came up, over corrected.
> Nose went down, pulled off some power, got it level with elevator.
> Crap, right wing went down, over corrected, but not as much.
> Warning light on EIS, EGT or something out of whack.
> Wings have a mind of their own, tail does too...
>
> What the HE!! have I done? I won't die up here, it will be when I hit the
> ground out of control. Panic setting in! Every time I touch something,
> EVERYTHING changes. AAAGGGG!
>
> Wait, calm down and just fly. Whew, that is better, where am I? Why is
> that warning light still on?
>
> Let go of throttle to hit button on EIS. Throttle shuts down and nose
> comes up. HUH? Push nose down, grab throttle and start the PIO all over
> again. Wait, calm down and fly.
>
> OK, not so bad, oops bumps in the air. Gee I must be above pattern
> altitude, can't see the altimeter because the EIS on the warning page.
> Looks like high EGT, but not too bad as I have the limits set kind of low.
>
> Turn crosswind before I get out of gliding range. Left wing drops, fixed,
> not going the right way. Was that the plane or an air bubble? Mushed it
> around finally pointing the right way. Looked for traffic, none seen nor
> heard. OK more bumps and more PIO. Throttle up, down and everywhere in
> between.
>
> YIKES, what have I done? Wait, calm down and fly. Whew, better, time to
> turn downwind. Glance at airspeed, somewhere north of 60, OK we probably
> won't stall and spin in a gentle turn. This one went better. On downwind
> leg, getting a grip and just flying.
>
> Turned base leg, more bumps, more PIO. Recovery was smoother and faster.
> Got it around to final leg. Decided to just stay at that altitude,
> whatever it was and just fly around the patch one more time keeping the
> runway slightly off to my left so I can see if I am going straight.
>
> Some guy on the ground calls me on the radio and says "is it rough up
> there or are you having problems?" WHAT? I am 90 seconds into my first
> flight and YOU want to talk about it, NOW? Are you planning on coming up
> to help? Found the transmit button and managed to squeak out "I think
> it's me". Managed to drop the button, oh-oh, this thing is flapping every
> which way but loose again!
>
> OK, calm down and fly, OK better. Managed to get all the way around to
> base leg again and only had a few "burbles and PIO's". OK, plan on making
> a standard approach and fly the length of the runway, then go around and
> do it again. Radio calls, someone 5 miles out, headed my way. That is a
> Champ, he will be here before I can get out of the way.
>
> On final now, wishing I could find that transmit button to let him know my
> intentions. Back off the throttle a little and push the nose down. Not so
> bad, holding 50 MPH. Keeping lined up, still 50. OK. Hey, I am pointed
> at the numbers, well, if there were numbers, that is where they would be.
> Still going 50, all is well. Champ is getting close, better just set it
> down and get out of the way.
>
> Wait, what? Landing? Man, that runway got here fast, backed of the
> throttle and started to flair. How high am I? Where did the center of the
> runway go?
>
> Still pointed straight, slowing down. How low do I put the nose? I don't
> want to nose over. I don't want to do a 3 point, do I flair anymore?
>
> Didn't matter, Serenity decided for me. We did a 3 point landing on 2
> wheels. Boing! One good hop of maybe 6", then all 3 wheels hit and
> stuck. Jerked the last of the throttle off and was stopped in the middle
> of the runway in seconds.
>
> WOW! I am alive! Wow, I am still in the runway with traffic in the
> pattern, somewhere.
>
> Powered up and taxied off the runway, just in time to hear the Champ on
> downwind for the runway I was on, no problems there. Just reaching the
> taxiway when something big and heavy with low wings comes screaming in on
> the main runway and touches down. Right about where I would have been if
> I had done a go around. If he used the radio, I certainly never heard it.
> It might have been a Cherokee or something like it, I only saw a flash.
>
> That certainly was enough for me for the day. Looking at the windsock it
> was halfway out and crosswise to all runways, good time to hang it up.
> Found my transmit button and and announce "Down and clear". Taxiing back
> to the hangar, I heard the Champ on final and clear of the runway. Never
> did see that other plane again.
>
> Man, will I EVER have nerve enough to do THAT again? Really, really
> unsure at this point.
>
> My wife who had been watching from the edge of the runway finally gets
> back to the hangar and congratulates me. She didn't seem excited at all?
> She said it looked great, but then again, she usually can't tell the
> difference between a Cherokee and a Champ when they are in the air.....
>
> Got Serenity folded up and put away. Gee, will I ever get an appetite
> again? Can I still drive? Should I just walk home? It is only 20 miles
> and walking is probably safer.
>
> When I got home and looked at the videos my wife took, two things were
> obvious. One, my wife can't run a camera, LOTS of blue sky and engine
> sounds. Two, (she did manage to film the landing) my landing was not
> nearly as bad as I thought while I was doing it, and in my mind afterward.
>
> Took two days of "digesting and analyzing" to begin to come to grips with
> what happened.
>
> Lessons learned, or at least re-learned:
>
> Flights rarely go according to plan, have options.
>
> Basic instruction (if done right) is always with you, ie: calm down and
> fly, and cut your corrections in half. Thank you Mr. Thomas, all the way
> back to 1973.
>
> If you didn't bend it, you did good.
>
> I am now ready to do it again. Well, not again, better next time.
>
> I tell this story partially for my own therapy, and for others to
> hopefully learn from. If nothing else, maybe it will entertain some of
> you.
>
> One thing I have not been able to figure out, is why it veered right on
> take off.
>
> Taxi testing showed no propensity to go anywhere but straight, so I don't
> think is a landing gear problem. My prop turns clockwise (as viewed from
> behind), so P-factor should turn it to the left. Dead bugs and oil
> droplets on the tail would indicate the air is hitting the left side of
> the vertical stabilizer more than the right side. That should push me
> left, not right. Maybe my old Chief training took over and I was applying
> right rudder without knowing it.
>
> Only a re-try will tell for sure. Hopefully I will get some dead air time
> yet this fall.
>
> Thanks for listening,
>
> Stuart
>
> --------
> "I don't care, I'm still free. You can't take the sky from
> me" - Josh Wedon
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432479#432479
>
>
>
________________________________________________________________________________
| Subject: | Dual controls for my twin star |
| From: | "Guideman" <Birdfever(at)msn.com> |
I just bought an older 1991: twin star. It has the single center stick controls
and I am wanting to put in a set of dual controls. Has anyone got experience
doing this or do they make a kit to convert it. Any help or suggestions would
be appreciated.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432496#432496
________________________________________________________________________________
| Subject: | Dual controls for my twin star |
| From: | "Guideman" <Birdfever(at)msn.com> |
I just bought an older 1991: twin star. It has the single center stick controls
and I am wanting to put in a set of dual controls. Has anyone got experience
doing this or do they make a kit to convert it. Any help or suggestions would
be appreciated.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432497#432497
________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
| Subject: | Re: Serenity flies! |
Two stoke powered Kolbs turn right at full power , use the left rudder pedal.
Glad all ended well.
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
> On Oct 29, 2014, at 12:41 PM, "Airknocker" wrote:
>
>
> Well guys, we finally did it. Last Saturday I took Serenity to the airport and
got to taxi her around a little. Found a couple of minor things to adjust,
then test again.
>
> Taxied around the ramp slowly, then went to the west end of the grass strip.
At this point, I have to say pavement SUCKS!
>
> The weather was warm and the breeze light and variable. Made several trips up
and down the runway at varying speeds, getting braver with each pass. Got the
tail up and was able to hold it there while keeping straight. No irregularities
at all. Engine running well with temps in the right range.
>
> A quick check of the radio, no other planes in the area, time to quit messing
around.
>
> Partial power up, tail up, glance at the windsock, limp and straight down the
runway. More power, getting light and bouncy. Oops, not going straight anymore,
glance at windsock, right crosswind, fed in some right aileron and left rudder.
She feels ready to fly, oh, oh, runway light in the cross-hairs! More
power and pull back, airborne well before edge of runway.
>
> Holy CRAP! I'm airborne!
>
> Left wing dropped, over corrected.
> Nose came up, over corrected.
> Nose went down, pulled off some power, got it level with elevator.
> Crap, right wing went down, over corrected, but not as much.
> Warning light on EIS, EGT or something out of whack.
> Wings have a mind of their own, tail does too...
>
> What the HE!! have I done? I won't die up here, it will be when I hit the ground
out of control. Panic setting in! Every time I touch something, EVERYTHING
changes. AAAGGGG!
>
> Wait, calm down and just fly. Whew, that is better, where am I? Why is that
warning light still on?
>
> Let go of throttle to hit button on EIS. Throttle shuts down and nose comes
up. HUH? Push nose down, grab throttle and start the PIO all over again. Wait,
calm down and fly.
>
> OK, not so bad, oops bumps in the air. Gee I must be above pattern altitude,
can't see the altimeter because the EIS on the warning page. Looks like high
EGT, but not too bad as I have the limits set kind of low.
>
> Turn crosswind before I get out of gliding range. Left wing drops, fixed, not
going the right way. Was that the plane or an air bubble? Mushed it around finally
pointing the right way. Looked for traffic, none seen nor heard. OK more
bumps and more PIO. Throttle up, down and everywhere in between.
>
> YIKES, what have I done? Wait, calm down and fly. Whew, better, time to turn
downwind. Glance at airspeed, somewhere north of 60, OK we probably won't stall
and spin in a gentle turn. This one went better. On downwind leg, getting
a grip and just flying.
>
> Turned base leg, more bumps, more PIO. Recovery was smoother and faster. Got
it around to final leg. Decided to just stay at that altitude, whatever it was
and just fly around the patch one more time keeping the runway slightly off
to my left so I can see if I am going straight.
>
> Some guy on the ground calls me on the radio and says "is it rough up there or
are you having problems?" WHAT? I am 90 seconds into my first flight and YOU
want to talk about it, NOW? Are you planning on coming up to help? Found
the transmit button and managed to squeak out "I think it's me". Managed to drop
the button, oh-oh, this thing is flapping every which way but loose again!
>
> OK, calm down and fly, OK better. Managed to get all the way around to base
leg again and only had a few "burbles and PIO's". OK, plan on making a standard
approach and fly the length of the runway, then go around and do it again.
Radio calls, someone 5 miles out, headed my way. That is a Champ, he will be
here before I can get out of the way.
>
> On final now, wishing I could find that transmit button to let him know my intentions.
Back off the throttle a little and push the nose down. Not so bad,
holding 50 MPH. Keeping lined up, still 50. OK. Hey, I am pointed at the numbers,
well, if there were numbers, that is where they would be. Still going 50,
all is well. Champ is getting close, better just set it down and get out of
the way.
>
> Wait, what? Landing? Man, that runway got here fast, backed of the throttle
and started to flair. How high am I? Where did the center of the runway go?
>
> Still pointed straight, slowing down. How low do I put the nose? I don't want
to nose over. I don't want to do a 3 point, do I flair anymore?
>
> Didn't matter, Serenity decided for me. We did a 3 point landing on 2 wheels.
Boing! One good hop of maybe 6", then all 3 wheels hit and stuck. Jerked
the last of the throttle off and was stopped in the middle of the runway in seconds.
>
> WOW! I am alive! Wow, I am still in the runway with traffic in the pattern,
somewhere.
>
> Powered up and taxied off the runway, just in time to hear the Champ on downwind
for the runway I was on, no problems there. Just reaching the taxiway when
something big and heavy with low wings comes screaming in on the main runway
and touches down. Right about where I would have been if I had done a go around.
If he used the radio, I certainly never heard it. It might have been a Cherokee
or something like it, I only saw a flash.
>
> That certainly was enough for me for the day. Looking at the windsock it was
halfway out and crosswise to all runways, good time to hang it up. Found my
transmit button and and announce "Down and clear". Taxiing back to the hangar,
I heard the Champ on final and clear of the runway. Never did see that other
plane again.
>
> Man, will I EVER have nerve enough to do THAT again? Really, really unsure at
this point.
>
> My wife who had been watching from the edge of the runway finally gets back to
the hangar and congratulates me. She didn't seem excited at all? She said it
looked great, but then again, she usually can't tell the difference between
a Cherokee and a Champ when they are in the air.....
>
> Got Serenity folded up and put away. Gee, will I ever get an appetite again?
Can I still drive? Should I just walk home? It is only 20 miles and walking
is probably safer.
>
> When I got home and looked at the videos my wife took, two things were obvious.
One, my wife can't run a camera, LOTS of blue sky and engine sounds. Two,
(she did manage to film the landing) my landing was not nearly as bad as I thought
while I was doing it, and in my mind afterward.
>
> Took two days of "digesting and analyzing" to begin to come to grips with what
happened.
>
> Lessons learned, or at least re-learned:
>
> Flights rarely go according to plan, have options.
>
> Basic instruction (if done right) is always with you, ie: calm down and fly,
and cut your corrections in half. Thank you Mr. Thomas, all the way back to 1973.
>
> If you didn't bend it, you did good.
>
> I am now ready to do it again. Well, not again, better next time.
>
> I tell this story partially for my own therapy, and for others to hopefully learn
from. If nothing else, maybe it will entertain some of you.
>
> One thing I have not been able to figure out, is why it veered right on take
off.
>
> Taxi testing showed no propensity to go anywhere but straight, so I don't think
is a landing gear problem. My prop turns clockwise (as viewed from behind),
so P-factor should turn it to the left. Dead bugs and oil droplets on the
tail would indicate the air is hitting the left side of the vertical stabilizer
more than the right side. That should push me left, not right. Maybe my old
Chief training took over and I was applying right rudder without knowing it.
>
> Only a re-try will tell for sure. Hopefully I will get some dead air time yet
this fall.
>
> Thanks for listening,
>
> Stuart
>
> --------
> "I don't care, I'm still free. You can't take the sky from me" - Josh
Wedon
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432479#432479
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Dual controls for my twin star |
| From: | kinne russ <russk50(at)gmail.com> |
Where are you located? I have dual sticks in an Xtra & would consider changing
to a single center stick
On Oct 29, 2014, at 5:03 PM, Guideman wrote:
>
> I just bought an older 1991: twin star. It has the single center stick controls
and I am wanting to put in a set of dual controls. Has anyone got experience
doing this or do they make a kit to convert it. Any help or suggestions would
be appreciated.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432496#432496
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Serenity flies! |
| From: | kinne russ <russk50(at)gmail.com> |
Dennis, cant help but be curious. Why the right turn?
On Oct 29, 2014, at 6:12 PM, Dennis Rowe wrote:
>
> Two stoke powered Kolbs turn right at full power , use the left rudder pedal.
> Glad all ended well.
>
> Dennis "Skid" Rowe
> Mk3, Rotax 670,
> Leechburg, PA
>
>
>
>> On Oct 29, 2014, at 12:41 PM, "Airknocker" wrote:
>>
>>
>> Well guys, we finally did it. Last Saturday I took Serenity to the airport
and got to taxi her around a little. Found a couple of minor things to adjust,
then test again.
>>
>> Taxied around the ramp slowly, then went to the west end of the grass strip.
At this point, I have to say pavement SUCKS!
>>
>> The weather was warm and the breeze light and variable. Made several trips
up and down the runway at varying speeds, getting braver with each pass. Got
the tail up and was able to hold it there while keeping straight. No irregularities
at all. Engine running well with temps in the right range.
>>
>> A quick check of the radio, no other planes in the area, time to quit messing
around.
>>
>> Partial power up, tail up, glance at the windsock, limp and straight down the
runway. More power, getting light and bouncy. Oops, not going straight anymore,
glance at windsock, right crosswind, fed in some right aileron and left rudder.
She feels ready to fly, oh, oh, runway light in the cross-hairs! More
power and pull back, airborne well before edge of runway.
>>
>> Holy CRAP! I'm airborne!
>>
>> Left wing dropped, over corrected.
>> Nose came up, over corrected.
>> Nose went down, pulled off some power, got it level with elevator.
>> Crap, right wing went down, over corrected, but not as much.
>> Warning light on EIS, EGT or something out of whack.
>> Wings have a mind of their own, tail does too...
>>
>> What the HE!! have I done? I won't die up here, it will be when I hit the ground
out of control. Panic setting in! Every time I touch something, EVERYTHING
changes. AAAGGGG!
>>
>> Wait, calm down and just fly. Whew, that is better, where am I? Why is that
warning light still on?
>>
>> Let go of throttle to hit button on EIS. Throttle shuts down and nose comes
up. HUH? Push nose down, grab throttle and start the PIO all over again. Wait,
calm down and fly.
>>
>> OK, not so bad, oops bumps in the air. Gee I must be above pattern altitude,
can't see the altimeter because the EIS on the warning page. Looks like high
EGT, but not too bad as I have the limits set kind of low.
>>
>> Turn crosswind before I get out of gliding range. Left wing drops, fixed, not
going the right way. Was that the plane or an air bubble? Mushed it around
finally pointing the right way. Looked for traffic, none seen nor heard. OK
more bumps and more PIO. Throttle up, down and everywhere in between.
>>
>> YIKES, what have I done? Wait, calm down and fly. Whew, better, time to turn
downwind. Glance at airspeed, somewhere north of 60, OK we probably won't stall
and spin in a gentle turn. This one went better. On downwind leg, getting
a grip and just flying.
>>
>> Turned base leg, more bumps, more PIO. Recovery was smoother and faster. Got
it around to final leg. Decided to just stay at that altitude, whatever it was
and just fly around the patch one more time keeping the runway slightly off
to my left so I can see if I am going straight.
>>
>> Some guy on the ground calls me on the radio and says "is it rough up there
or are you having problems?" WHAT? I am 90 seconds into my first flight and
YOU want to talk about it, NOW? Are you planning on coming up to help? Found
the transmit button and managed to squeak out "I think it's me". Managed to drop
the button, oh-oh, this thing is flapping every which way but loose again!
>>
>> OK, calm down and fly, OK better. Managed to get all the way around to base
leg again and only had a few "burbles and PIO's". OK, plan on making a standard
approach and fly the length of the runway, then go around and do it again.
Radio calls, someone 5 miles out, headed my way. That is a Champ, he will be
here before I can get out of the way.
>>
>> On final now, wishing I could find that transmit button to let him know my intentions.
Back off the throttle a little and push the nose down. Not so bad,
holding 50 MPH. Keeping lined up, still 50. OK. Hey, I am pointed at the numbers,
well, if there were numbers, that is where they would be. Still going
50, all is well. Champ is getting close, better just set it down and get out
of the way.
>>
>> Wait, what? Landing? Man, that runway got here fast, backed of the throttle
and started to flair. How high am I? Where did the center of the runway go?
>>
>> Still pointed straight, slowing down. How low do I put the nose? I don't want
to nose over. I don't want to do a 3 point, do I flair anymore?
>>
>> Didn't matter, Serenity decided for me. We did a 3 point landing on 2 wheels.
Boing! One good hop of maybe 6", then all 3 wheels hit and stuck. Jerked
the last of the throttle off and was stopped in the middle of the runway in seconds.
>>
>> WOW! I am alive! Wow, I am still in the runway with traffic in the pattern,
somewhere.
>>
>> Powered up and taxied off the runway, just in time to hear the Champ on downwind
for the runway I was on, no problems there. Just reaching the taxiway when
something big and heavy with low wings comes screaming in on the main runway
and touches down. Right about where I would have been if I had done a go around.
If he used the radio, I certainly never heard it. It might have been a
Cherokee or something like it, I only saw a flash.
>>
>> That certainly was enough for me for the day. Looking at the windsock it was
halfway out and crosswise to all runways, good time to hang it up. Found my
transmit button and and announce "Down and clear". Taxiing back to the hangar,
I heard the Champ on final and clear of the runway. Never did see that other
plane again.
>>
>> Man, will I EVER have nerve enough to do THAT again? Really, really unsure
at this point.
>>
>> My wife who had been watching from the edge of the runway finally gets back
to the hangar and congratulates me. She didn't seem excited at all? She said
it looked great, but then again, she usually can't tell the difference between
a Cherokee and a Champ when they are in the air.....
>>
>> Got Serenity folded up and put away. Gee, will I ever get an appetite again?
Can I still drive? Should I just walk home? It is only 20 miles and walking
is probably safer.
>>
>> When I got home and looked at the videos my wife took, two things were obvious.
One, my wife can't run a camera, LOTS of blue sky and engine sounds. Two,
(she did manage to film the landing) my landing was not nearly as bad as I thought
while I was doing it, and in my mind afterward.
>>
>> Took two days of "digesting and analyzing" to begin to come to grips with what
happened.
>>
>> Lessons learned, or at least re-learned:
>>
>> Flights rarely go according to plan, have options.
>>
>> Basic instruction (if done right) is always with you, ie: calm down and fly,
and cut your corrections in half. Thank you Mr. Thomas, all the way back to
1973.
>>
>> If you didn't bend it, you did good.
>>
>> I am now ready to do it again. Well, not again, better next time.
>>
>> I tell this story partially for my own therapy, and for others to hopefully
learn from. If nothing else, maybe it will entertain some of you.
>>
>> One thing I have not been able to figure out, is why it veered right on take
off.
>>
>> Taxi testing showed no propensity to go anywhere but straight, so I don't think
is a landing gear problem. My prop turns clockwise (as viewed from behind),
so P-factor should turn it to the left. Dead bugs and oil droplets on the
tail would indicate the air is hitting the left side of the vertical stabilizer
more than the right side. That should push me left, not right. Maybe my old
Chief training took over and I was applying right rudder without knowing it.
>>
>> Only a re-try will tell for sure. Hopefully I will get some dead air time yet
this fall.
>>
>> Thanks for listening,
>>
>> Stuart
>>
>> --------
>> "I don't care, I'm still free. You can't take the sky from me" -
Josh Wedon
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=432479#432479
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
________________________________________________________________________________
| From: | "Stuart Harner" <stuart(at)harnerfarm.net> |
Yeah, that will take some getting used to. It must be air forces on tail,
not P-factor.
I surprised me mostly because I did not notice it on my tail up taxi tests,
and it went against the logic of the P-factor effect of a clockwise prop.
My first instructor (the previously mentioned Mr. Thomas) used to make me
take off while he ran the throttle. Full throttle until tail up, then he
would back it off to just enough to keep the tail up. I would have to steer
the whole length of the 2600' grass strip. Then at the last moment he would
firewall it and we would take off. Go around and do it again. After I
FINALLY got the hang of that, the rest of the buildup to solo was fairly
easy. When turning a pre-war Chief, always lead with your feet.
Time to switch feet. :)
Thanks,
Stuart
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Dennis Rowe
Sent: Wednesday, October 29, 2014 5:13 PM
Subject: Re: Kolb-List: Serenity flies!
Two stoke powered Kolbs turn right at full power , use the left rudder
pedal.
Glad all ended well.
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
> On Oct 29, 2014, at 12:41 PM, "Airknocker"
wrote:
>
>
> Well guys, we finally did it. Last Saturday I took Serenity to the
airport and got to taxi her around a little. Found a couple of minor things
to adjust, then test again.
>
> Taxied around the ramp slowly, then went to the west end of the grass
strip. At this point, I have to say pavement SUCKS!
>
> The weather was warm and the breeze light and variable. Made several
trips up and down the runway at varying speeds, getting braver with each
pass. Got the tail up and was able to hold it there while keeping straight.
No irregularities at all. Engine running well with temps in the right
range.
>
> A quick check of the radio, no other planes in the area, time to quit
messing around.
>
> Partial power up, tail up, glance at the windsock, limp and straight down
the runway. More power, getting light and bouncy. Oops, not going straight
anymore, glance at windsock, right crosswind, fed in some right aileron and
left rudder. She feels ready to fly, oh, oh, runway light in the
cross-hairs! More power and pull back, airborne well before edge of runway.
>
> Holy CRAP! I'm airborne!
>
> Left wing dropped, over corrected.
> Nose came up, over corrected.
> Nose went down, pulled off some power, got it level with elevator.
> Crap, right wing went down, over corrected, but not as much.
> Warning light on EIS, EGT or something out of whack.
> Wings have a mind of their own, tail does too...
>
> What the HE!! have I done? I won't die up here, it will be when I hit the
ground out of control. Panic setting in! Every time I touch something,
EVERYTHING changes. AAAGGGG!
>
> Wait, calm down and just fly. Whew, that is better, where am I? Why is
that warning light still on?
>
> Let go of throttle to hit button on EIS. Throttle shuts down and nose
comes up. HUH? Push nose down, grab throttle and start the PIO all over
again. Wait, calm down and fly.
>
> OK, not so bad, oops bumps in the air. Gee I must be above pattern
altitude, can't see the altimeter because the EIS on the warning page. Looks
like high EGT, but not too bad as I have the limits set kind of low.
>
> Turn crosswind before I get out of gliding range. Left wing drops, fixed,
not going the right way. Was that the plane or an air bubble? Mushed it
around finally pointing the right way. Looked for traffic, none seen nor
heard. OK more bumps and more PIO. Throttle up, down and everywhere in
between.
>
> YIKES, what have I done? Wait, calm down and fly. Whew, better, time to
turn downwind. Glance at airspeed, somewhere north of 60, OK we probably
won't stall and spin in a gentle turn. This one went better. On downwind
leg, getting a grip and just flying.
>
> Turned base leg, more bumps, more PIO. Recovery was smoother and faster.
Got it around to final leg. Decided to just stay at that altitude, whatever
it was and just fly around the patch one more time keeping the runway
slightly off to my left so I can see if I am going straight.
>
> Some guy on the ground calls me on the radio and says "is it rough up
there or are you having problems?" WHAT? I am 90 seconds into my first
flight and YOU want to talk about it, NOW? Are you planning on coming up to
help? Found the transmit button and managed to squeak out "I think it's
me". Managed to drop the button, oh-oh, this thing is flapping every which
way but loose again!
>
> OK, calm down and fly, OK better. Managed to get all the way around to
base leg again and only had a few "burbles and PIO's". OK, plan on making a
standard approach and fly the length of the runway, then go around and do it
again. Radio calls, someone 5 miles out, headed my way. That is a Champ,
he will be here before I can get out of the way.
>
> On final now, wishing I could find that transmit button to let him know my
intentions. Back off the throttle a little and push the nose down. Not so
bad, holding 50 MPH. Keeping lined up, still 50. OK. Hey, I am pointed at
the numbers, well, if there were numbers, that is where they would be.
Still going 50, all is well. Champ is getting close, better just set it
down and get out of the way.
>
> Wait, what? Landing? Man, that runway got here fast, backed of the
throttle and started to flair. How high am I? Where did the center of the
runway go?
>
> Still pointed straight, slowing down. How low do I put the nose? I don't
want to nose over. I don't want to do a 3 point, do I flair anymore?
>
> Didn't matter, Serenity decided for me. We did a 3 point landing on 2
wheels. Boing! One good hop of maybe 6", then all 3 wheels hit and stuck.
Jerked the last of the throttle off and was stopped in the middle of the
runway in seconds.
>
> WOW! I am alive! Wow, I am still in the runway with traffic in the
pattern, somewhere.
>
> Powered up and taxied off the runway, just in time to hear the Champ on
downwind for the runway I was on, no problems there. Just reaching the
taxiway when something big and heavy with low wings comes screaming in on
the main runway and touches down. Right about where I would have been if I
had done a go around. If he used the radio, I certainly never heard it. It
might have been a Cherokee or something like it, I only saw a flash.
>
> That certainly was enough for me for the day. Looking at the windsock it
was halfway out and crosswise to all runways, good time to hang it up.
Found my transmit button and and announce "Down and clear". Taxiing back to
the hangar, I heard the Champ on final and clear of the runway. Never did
see that other plane again.
>
> Man, will I EVER have nerve enough to do THAT again? Really, really
unsure at this point.
>
> My wife who had been watching from the edge of the runway finally gets
back to the hangar and congratulates me. She didn't seem excited at all?
She said it looked great, but then again, she usually can't tell the
difference between a Cherokee and a Champ when they are in the air.....
>
> Got Serenity folded up and put away. Gee, will I ever get an appetite
again? Can I still drive? Should I just walk home? It is only 20 miles
and walking is probably safer.
>
> When I got home and looked at the videos my wife took, two things were
obvious. One, my wife can't run a camera, LOTS of blue sky and engine
sounds. Two, (she did manage to film the landing) my landing was not nearly
as bad as I thought while I was doing it, and in my mind afterward.
>
> Took two days of "digesting and analyzing" to begin to come to grips with
what happened.
>
> Lessons learned, or at least re-learned:
>
> Flights rarely go according to plan, have options.
>
> Basic instruction (if done right) is always with you, ie: calm down and
fly, and cut your corrections in half. Thank you Mr. Thomas, all the way
back to 1973.
>
> If you didn't bend it, you did good.
>
> I am now ready to do it again. Well, not again, better next time.
>
> I tell this story partially for my own therapy, and for others to
hopefully learn from. If nothing else, maybe it will entertain some of you.
>
> One thing I have not been able to figure out, is why it veered right on
take off.
>
> Taxi testing showed no propensity to go anywhere but straight, so I don't
think is a landing gear problem. My prop turns clockwise (as viewed from
behind), so P-factor should turn it to the left. Dead bugs and oil
droplets on the tail would indicate the air is hitting the left side of the
vertical stabilizer more than the right side. That should push me left, not
right. Maybe my old Chief training took over and I was applying right rudder
without knowing it.
>
> Only a re-try will tell for sure. Hopefully I will get some dead air time
yet this fall.
>
> Thanks for listening,
>
> Stuart
>
> --------
> "I don't care, I'm still free. You can't take the sky from me"
- Josh Wedon
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432479#432479
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Stuart Harner" <stuart(at)harnerfarm.net> |
Ha! I thought of that, but he was on the other side of the 'verse and I
couldn't get a wave through to him. Probably helping Mal misbehave
somewhere.....
S
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of pcking
Sent: Wednesday, October 29, 2014 3:06 PM
Subject: Re: Kolb-List: Serenity flies!
Perhaps you should have let Wash make the first flight.
----- Original Message -----
From: "Airknocker" <airknocker(at)harnerfarm.net>
Sent: Wednesday, October 29, 2014 12:41 PM
Subject: Kolb-List: Serenity flies!
>
> Well guys, we finally did it. Last Saturday I took Serenity to the
> airport and got to taxi her around a little. Found a couple of minor
> things to adjust, then test again.
>
> Taxied around the ramp slowly, then went to the west end of the grass
> strip. At this point, I have to say pavement SUCKS!
>
> The weather was warm and the breeze light and variable. Made several
> trips up and down the runway at varying speeds, getting braver with each
> pass. Got the tail up and was able to hold it there while keeping
> straight. No irregularities at all. Engine running well with temps in
> the right range.
>
> A quick check of the radio, no other planes in the area, time to quit
> messing around.
>
> Partial power up, tail up, glance at the windsock, limp and straight down
> the runway. More power, getting light and bouncy. Oops, not going
> straight anymore, glance at windsock, right crosswind, fed in some right
> aileron and left rudder. She feels ready to fly, oh, oh, runway light in
> the cross-hairs! More power and pull back, airborne well before edge of
> runway.
>
> Holy CRAP! I'm airborne!
>
> Left wing dropped, over corrected.
> Nose came up, over corrected.
> Nose went down, pulled off some power, got it level with elevator.
> Crap, right wing went down, over corrected, but not as much.
> Warning light on EIS, EGT or something out of whack.
> Wings have a mind of their own, tail does too...
>
> What the HE!! have I done? I won't die up here, it will be when I hit the
> ground out of control. Panic setting in! Every time I touch something,
> EVERYTHING changes. AAAGGGG!
>
> Wait, calm down and just fly. Whew, that is better, where am I? Why is
> that warning light still on?
>
> Let go of throttle to hit button on EIS. Throttle shuts down and nose
> comes up. HUH? Push nose down, grab throttle and start the PIO all over
> again. Wait, calm down and fly.
>
> OK, not so bad, oops bumps in the air. Gee I must be above pattern
> altitude, can't see the altimeter because the EIS on the warning page.
> Looks like high EGT, but not too bad as I have the limits set kind of low.
>
> Turn crosswind before I get out of gliding range. Left wing drops, fixed,
> not going the right way. Was that the plane or an air bubble? Mushed it
> around finally pointing the right way. Looked for traffic, none seen nor
> heard. OK more bumps and more PIO. Throttle up, down and everywhere in
> between.
>
> YIKES, what have I done? Wait, calm down and fly. Whew, better, time to
> turn downwind. Glance at airspeed, somewhere north of 60, OK we probably
> won't stall and spin in a gentle turn. This one went better. On downwind
> leg, getting a grip and just flying.
>
> Turned base leg, more bumps, more PIO. Recovery was smoother and faster.
> Got it around to final leg. Decided to just stay at that altitude,
> whatever it was and just fly around the patch one more time keeping the
> runway slightly off to my left so I can see if I am going straight.
>
> Some guy on the ground calls me on the radio and says "is it rough up
> there or are you having problems?" WHAT? I am 90 seconds into my first
> flight and YOU want to talk about it, NOW? Are you planning on coming up
> to help? Found the transmit button and managed to squeak out "I think
> it's me". Managed to drop the button, oh-oh, this thing is flapping every
> which way but loose again!
>
> OK, calm down and fly, OK better. Managed to get all the way around to
> base leg again and only had a few "burbles and PIO's". OK, plan on making
> a standard approach and fly the length of the runway, then go around and
> do it again. Radio calls, someone 5 miles out, headed my way. That is a
> Champ, he will be here before I can get out of the way.
>
> On final now, wishing I could find that transmit button to let him know my
> intentions. Back off the throttle a little and push the nose down. Not so
> bad, holding 50 MPH. Keeping lined up, still 50. OK. Hey, I am pointed
> at the numbers, well, if there were numbers, that is where they would be.
> Still going 50, all is well. Champ is getting close, better just set it
> down and get out of the way.
>
> Wait, what? Landing? Man, that runway got here fast, backed of the
> throttle and started to flair. How high am I? Where did the center of the
> runway go?
>
> Still pointed straight, slowing down. How low do I put the nose? I don't
> want to nose over. I don't want to do a 3 point, do I flair anymore?
>
> Didn't matter, Serenity decided for me. We did a 3 point landing on 2
> wheels. Boing! One good hop of maybe 6", then all 3 wheels hit and
> stuck. Jerked the last of the throttle off and was stopped in the middle
> of the runway in seconds.
>
> WOW! I am alive! Wow, I am still in the runway with traffic in the
> pattern, somewhere.
>
> Powered up and taxied off the runway, just in time to hear the Champ on
> downwind for the runway I was on, no problems there. Just reaching the
> taxiway when something big and heavy with low wings comes screaming in on
> the main runway and touches down. Right about where I would have been if
> I had done a go around. If he used the radio, I certainly never heard it.
> It might have been a Cherokee or something like it, I only saw a flash.
>
> That certainly was enough for me for the day. Looking at the windsock it
> was halfway out and crosswise to all runways, good time to hang it up.
> Found my transmit button and and announce "Down and clear". Taxiing back
> to the hangar, I heard the Champ on final and clear of the runway. Never
> did see that other plane again.
>
> Man, will I EVER have nerve enough to do THAT again? Really, really
> unsure at this point.
>
> My wife who had been watching from the edge of the runway finally gets
> back to the hangar and congratulates me. She didn't seem excited at all?
> She said it looked great, but then again, she usually can't tell the
> difference between a Cherokee and a Champ when they are in the air.....
>
> Got Serenity folded up and put away. Gee, will I ever get an appetite
> again? Can I still drive? Should I just walk home? It is only 20 miles
> and walking is probably safer.
>
> When I got home and looked at the videos my wife took, two things were
> obvious. One, my wife can't run a camera, LOTS of blue sky and engine
> sounds. Two, (she did manage to film the landing) my landing was not
> nearly as bad as I thought while I was doing it, and in my mind afterward.
>
> Took two days of "digesting and analyzing" to begin to come to grips with
> what happened.
>
> Lessons learned, or at least re-learned:
>
> Flights rarely go according to plan, have options.
>
> Basic instruction (if done right) is always with you, ie: calm down and
> fly, and cut your corrections in half. Thank you Mr. Thomas, all the way
> back to 1973.
>
> If you didn't bend it, you did good.
>
> I am now ready to do it again. Well, not again, better next time.
>
> I tell this story partially for my own therapy, and for others to
> hopefully learn from. If nothing else, maybe it will entertain some of
> you.
>
> One thing I have not been able to figure out, is why it veered right on
> take off.
>
> Taxi testing showed no propensity to go anywhere but straight, so I don't
> think is a landing gear problem. My prop turns clockwise (as viewed from
> behind), so P-factor should turn it to the left. Dead bugs and oil
> droplets on the tail would indicate the air is hitting the left side of
> the vertical stabilizer more than the right side. That should push me
> left, not right. Maybe my old Chief training took over and I was applying
> right rudder without knowing it.
>
> Only a re-try will tell for sure. Hopefully I will get some dead air time
> yet this fall.
>
> Thanks for listening,
>
> Stuart
>
> --------
> "I don't care, I'm still free. You can't take the sky from
> me" - Josh Wedon
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432479#432479
>
>
>
________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
| Subject: | Re: Serenity flies! |
Most folks agree it's the prop wash swirling against the tail,
912 powered Kolbs need right rudder just like GA birds.
The right turn at full power nearly bit my buddy Dave Lewis on his first Slingshot
flight too, I had added a rudder trim tab to my Mk-3 before his familiarization
rides with me so it didn't prepare him for the opposite rudder required
in a Kolb compared to his Cessna ppl training.
As a group, we need to do a better job of reminding new Kolb pilots of this little
surprise.
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
> On Oct 29, 2014, at 6:59 PM, kinne russ wrote:
>
>
> Dennis, cant help but be curious. Why the right turn?
>
>> On Oct 29, 2014, at 6:12 PM, Dennis Rowe wrote:
>>
>>
>> Two stoke powered Kolbs turn right at full power , use the left rudder pedal.
>> Glad all ended well.
>>
>> Dennis "Skid" Rowe
>> Mk3, Rotax 670,
>> Leechburg, PA
>>
>>
>>
>>> On Oct 29, 2014, at 12:41 PM, "Airknocker" wrote:
>>>
>>>
>>> Well guys, we finally did it. Last Saturday I took Serenity to the airport
and got to taxi her around a little. Found a couple of minor things to adjust,
then test again.
>>>
>>> Taxied around the ramp slowly, then went to the west end of the grass strip.
At this point, I have to say pavement SUCKS!
>>>
>>> The weather was warm and the breeze light and variable. Made several trips
up and down the runway at varying speeds, getting braver with each pass. Got
the tail up and was able to hold it there while keeping straight. No irregularities
at all. Engine running well with temps in the right range.
>>>
>>> A quick check of the radio, no other planes in the area, time to quit messing
around.
>>>
>>> Partial power up, tail up, glance at the windsock, limp and straight down the
runway. More power, getting light and bouncy. Oops, not going straight anymore,
glance at windsock, right crosswind, fed in some right aileron and left
rudder. She feels ready to fly, oh, oh, runway light in the cross-hairs! More
power and pull back, airborne well before edge of runway.
>>>
>>> Holy CRAP! I'm airborne!
>>>
>>> Left wing dropped, over corrected.
>>> Nose came up, over corrected.
>>> Nose went down, pulled off some power, got it level with elevator.
>>> Crap, right wing went down, over corrected, but not as much.
>>> Warning light on EIS, EGT or something out of whack.
>>> Wings have a mind of their own, tail does too...
>>>
>
> Dennis, cant help but be curious. Why the right turn?
>
>> On Oct 29, 2014, at 6:12 PM, Dennis Rowe wrote:
>>
>>
>> Two stoke powered Kolbs turn right at full power , use the left rudder pedal.
>> Glad all ended well.
>>
>> Dennis "Skid" Rowe
>> Mk3, Rotax 670,
>> Leechburg, PA
>>
>>
>>
>>> On Oct 29, 2014, at 12:41 PM, "Airknocker" wrote:
>>>
>>>
>>> Well guys, we finally did it. Last Saturday I took Serenity to the airport
and got to taxi her around a little. Found a couple of minor things to adjust,
then test again.
>>>
>>> Taxied around the ramp slowly, then went to the west end of the grass strip.
At this point, I have to say pavement SUCKS!
>>>
>>> The weather was warm and the breeze light and variable. Made several trips
up and down the runway at varying speeds, getting braver with each pass. Got
the tail up and was able to hold it there while keeping straight. No irregularities
at all. Engine running well with temps in the right range.
>>>
>>> A quick check of the radio, no other planes in the area, time to quit messing
around.
>>>
>>> Partial power up, tail up, glance at the windsock, limp and straight down the
runway. More power, getting light and bouncy. Oops, not going straight anymore,
glance at windsock, right crosswind, fed in some right aileron and left
rudder. She feels ready to fly, oh, oh, runway light in the cross-hairs! More
power and pull back, airborne well before edge of runway.
>>>
>>> Holy CRAP! I'm airborne!
>>>
>>> Left wing dropped, over corrected.
>>> Nose came up, over corrected.
>>> Nose went down, pulled off some power, got it level with elevator.
>>> Crap, right wing went down, over corrected, but not as much.
>>> Warning light on EIS, EGT or something out of whack.
>>> Wings have a mind of their own, tail does too...
>>>
>>> What the HE!! have I done? I won't die up here, it will be when I hit the
ground out of control. Panic setting in! Every time I touch something, EVERYTHING
changes. AAAGGGG!
>>>
>>> Wait, calm down and just fly. Whew, that is better, where am I? Why is that
warning light still on?
>>>
>>> Let go of throttle to hit button on EIS. Throttle shuts down and nose comes
up. HUH? Push nose down, grab throttle and start the PIO all over again. Wait,
calm down and fly.
>>>
>>> OK, not so bad, oops bumps in the air. Gee I must be above pattern altitude,
can't see the altimeter because the EIS on the warning page. Looks like high
EGT, but not too bad as I have the limits set kind of low.
>>>
>>> Turn crosswind before I get out of gliding range. Left wing drops, fixed, not
going the right way. Was that the plane or an air bubble? Mushed it around
finally pointing the right way. Looked for traffic, none seen nor heard. OK
more bumps and more PIO. Throttle up, down and everywhere in between.
>>>
>>> YIKES, what have I done? Wait, calm down and fly. Whew, better, time to turn
downwind. Glance at airspeed, somewhere north of 60, OK we probably won't
stall and spin in a gentle turn. This one went better. On downwind leg, getting
a grip and just flying.
>>>
>>> Turned base leg, more bumps, more PIO. Recovery was smoother and faster. Got
it around to final leg. Decided to just stay at that altitude, whatever it
was and just fly around the patch one more time keeping the runway slightly off
to my left so I can see if I am going straight.
>>>
>>> Some guy on the ground calls me on the radio and says "is it rough up there
or are you having problems?" WHAT? I am 90 seconds into my first flight and
YOU want to talk about it, NOW? Are you planning on coming up to help? Found
the transmit button and managed to squeak out "I think it's me". Managed to
drop the button, oh-oh, this thing is flapping every which way but loose again!
>>>
>>> OK, calm down and fly, OK better. Managed to get all the way around to base
leg again and only had a few "burbles and PIO's". OK, plan on making a standard
approach and fly the length of the runway, then go around and do it again.
Radio calls, someone 5 miles out, headed my way. That is a Champ, he will
be here before I can get out of the way.
>>>
>>> On final now, wishing I could find that transmit button to let him know my
intentions. Back off the throttle a little and push the nose down. Not so bad,
holding 50 MPH. Keeping lined up, still 50. OK. Hey, I am pointed at the numbers,
well, if there were numbers, that is where they would be. Still going
50, all is well. Champ is getting close, better just set it down and get out
of the way.
>>>
>>> Wait, what? Landing? Man, that runway got here fast, backed of the throttle
and started to flair. How high am I? Where did the center of the runway go?
>>>
>>> Still pointed straight, slowing down. How low do I put the nose? I don't want
to nose over. I don't want to do a 3 point, do I flair anymore?
>>>
>>> Didn't matter, Serenity decided for me. We did a 3 point landing on 2 wheels.
Boing! One good hop of maybe 6", then all 3 wheels hit and stuck. Jerked
the last of the throttle off and was stopped in the middle of the runway in
seconds.
>>>
>>> WOW! I am alive! Wow, I am still in the runway with traffic in the pattern,
somewhere.
>>>
>>> Powered up and taxied off the runway, just in time to hear the Champ on downwind
for the runway I was on, no problems there. Just reaching the taxiway when
something big and heavy with low wings comes screaming in on the main runway
and touches down. Right about where I would have been if I had done a go around.
If he used the radio, I certainly never heard it. It might have been a
Cherokee or something like it, I only saw a flash.
>>>
>>> That certainly was enough for me for the day. Looking at the windsock it was
halfway out and crosswise to all runways, good time to hang it up. Found
my transmit button and and announce "Down and clear". Taxiing back to the hangar,
I heard the Champ on final and clear of the runway. Never did see that other
plane again.
>>>
>>> Man, will I EVER have nerve enough to do THAT again? Really, really unsure
at this point.
>>>
>>> My wife who had been watching from the edge of the runway finally gets back
to the hangar and congratulates me. She didn't seem excited at all? She said
it looked great, but then again, she usually can't tell the difference between
a Cherokee and a Champ when they are in the air.....
>>>
>>> Got Serenity folded up and put away. Gee, will I ever get an appetite again?
Can I still drive? Should I just walk home? It is only 20 miles and walking
is probably safer.
>>>
>>> When I got home and looked at the videos my wife took, two things were obvious.
One, my wife can't run a camera, LOTS of blue sky and engine sounds. Two,
(she did manage to film the landing) my landing was not nearly as bad as I thought
while I was doing it, and in my mind afterward.
>>>
>>> Took two days of "digesting and analyzing" to begin to come to grips with what
happened.
>>>
>>> Lessons learned, or at least re-learned:
>>>
>>> Flights rarely go according to plan, have options.
>>>
>>> Basic instruction (if done right) is always with you, ie: calm down and fly,
and cut your corrections in half. Thank you Mr. Thomas, all the way back to
1973.
>>>
>>> If you didn't bend it, you did good.
>>>
>>> I am now ready to do it again. Well, not again, better next time.
>>>
>>> I tell this story partially for my own therapy, and for others to hopefully
learn from. If nothing else, maybe it will entertain some of you.
>>>
>>> One thing I have not been able to figure out, is why it veered right on take
off.
>>>
>>> Taxi testing showed no propensity to go anywhere but straight, so I don't think
is a landing gear problem. My prop turns clockwise (as viewed from behind),
so P-factor should turn it to the left. Dead bugs and oil droplets on the
tail would indicate the air is hitting the left side of the vertical stabilizer
more than the right side. That should push me left, not right. Maybe my old
Chief training took over and I was applying right rudder without knowing it.
>>>
>>> Only a re-try will tell for sure. Hopefully I will get some dead air time
yet this fall.
>>>
>>> Thanks for listening,
>>>
>>> Stuart
>>>
>>> --------
>>> "I don't care, I'm still free. You can't take the sky from me" -
Josh Wedon
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=432479#432479
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Dual controls for my twin star |
| From: | "Guideman" <Birdfever(at)msn.com> |
I'm am in Richmond Missouri which is about 40 miles east of Kansas City. If your
interested email me at birdfever(at)msn.com and we can see if we can work something
out. Thanks,
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432516#432516
________________________________________________________________________________
| Subject: | 503 muffler system |
| From: | "Guideman" <Birdfever(at)msn.com> |
i am also building from the ground up a star flight. I need the elbow of the muffler
system for a 503 . Anyone wanting to sell or trade some parts please contact
me. Thanks Keith. Birdfever(at)msn.com Richmond Missouri
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432531#432531
________________________________________________________________________________
| Subject: | 503 muffler system |
| From: | "Guideman" <Birdfever(at)msn.com> |
i am also building from the ground up a star flight. I need the elbow of the muffler
system for a 503 . Anyone wanting to sell or trade some parts please contact
me. Thanks Keith. Birdfever(at)msn.com Richmond Missouri
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432532#432532
________________________________________________________________________________
| Subject: | Re: Serenity flies! |
| From: | Gary Aman <zeprep251(at)aol.com> |
Congratulations on your first flight! Just a thought on first flights if I may.Make
it a long flight,getting the feel at slower speeds
Sent from my iPhone
> On Oct 29, 2014, at 12:41 PM, "Airknocker" wrote:
>
>
> Well guys, we finally did it. Last Saturday I took Serenity to the airport and
got to taxi her around a little. Found a couple of minor things to adjust,
then test again.
>
> Taxied around the ramp slowly, then went to the west end of the grass strip.
At this point, I have to say pavement SUCKS!
>
> The weather was warm and the breeze light and variable. Made several trips up
and down the runway at varying speeds, getting braver with each pass. Got the
tail up and was able to hold it there while keeping straight. No irregularities
at all. Engine running well with temps in the right range.
>
> A quick check of the radio, no other planes in the area, time to quit messing
around.
>
> Partial power up, tail up, glance at the windsock, limp and straight down the
runway. More power, getting light and bouncy. Oops, not going straight anymore,
glance at windsock, right crosswind, fed in some right aileron and left rudder.
She feels ready to fly, oh, oh, runway light in the cross-hairs! More
power and pull back, airborne well before edge of runway.
>
> Holy CRAP! I'm airborne!
>
> Left wing dropped, over corrected.
> Nose came up, over corrected.
> Nose went down, pulled off some power, got it level with elevator.
> Crap, right wing went down, over corrected, but not as much.
> Warning light on EIS, EGT or something out of whack.
> Wings have a mind of their own, tail does too...
>
> What the HE!! have I done? I won't die up here, it will be when I hit the ground
out of control. Panic setting in! Every time I touch something, EVERYTHING
changes. AAAGGGG!
>
> Wait, calm down and just fly. Whew, that is better, where am I? Why is that
warning light still on?
>
> Let go of throttle to hit button on EIS. Throttle shuts down and nose comes
up. HUH? Push nose down, grab throttle and start the PIO all over again. Wait,
calm down and fly.
>
> OK, not so bad, oops bumps in the air. Gee I must be above pattern altitude,
can't see the altimeter because the EIS on the warning page. Looks like high
EGT, but not too bad as I have the limits set kind of low.
>
> Turn crosswind before I get out of gliding range. Left wing drops, fixed, not
going the right way. Was that the plane or an air bubble? Mushed it around finally
pointing the right way. Looked for traffic, none seen nor heard. OK more
bumps and more PIO. Throttle up, down and everywhere in between.
>
> YIKES, what have I done? Wait, calm down and fly. Whew, better, time to turn
downwind. Glance at airspeed, somewhere north of 60, OK we probably won't stall
and spin in a gentle turn. This one went better. On downwind leg, getting
a grip and just flying.
>
> Turned base leg, more bumps, more PIO. Recovery was smoother and faster. Got
it around to final leg. Decided to just stay at that altitude, whatever it was
and just fly around the patch one more time keeping the runway slightly off
to my left so I can see if I am going straight.
>
> Some guy on the ground calls me on the radio and says "is it rough up there or
are you having problems?" WHAT? I am 90 seconds into my first flight and YOU
want to talk about it, NOW? Are you planning on coming up to help? Found
the transmit button and managed to squeak out "I think it's me". Managed to drop
the button, oh-oh, this thing is flapping every which way but loose again!
>
> OK, calm down and fly, OK better. Managed to get all the way around to base
leg again and only had a few "burbles and PIO's". OK, plan on making a standard
approach and fly the length of the runway, then go around and do it again.
Radio calls, someone 5 miles out, headed my way. That is a Champ, he will be
here before I can get out of the way.
>
> On final now, wishing I could find that transmit button to let him know my intentions.
Back off the throttle a little and push the nose down. Not so bad,
holding 50 MPH. Keeping lined up, still 50. OK. Hey, I am pointed at the numbers,
well, if there were numbers, that is where they would be. Still going 50,
all is well. Champ is getting close, better just set it down and get out of
the way.
>
> Wait, what? Landing? Man, that runway got here fast, backed of the throttle
and started to flair. How high am I? Where did the center of the runway go?
>
> Still pointed straight, slowing down. How low do I put the nose? I don't want
to nose over. I don't want to do a 3 point, do I flair anymore?
>
> Didn't matter, Serenity decided for me. We did a 3 point landing on 2 wheels.
Boing! One good hop of maybe 6", then all 3 wheels hit and stuck. Jerked
the last of the throttle off and was stopped in the middle of the runway in seconds.
>
> WOW! I am alive! Wow, I am still in the runway with traffic in the pattern,
somewhere.
>
> Powered up and taxied off the runway, just in time to hear the Champ on downwind
for the runway I was on, no problems there. Just reaching the taxiway when
something big and heavy with low wings comes screaming in on the main runway
and touches down. Right about where I would have been if I had done a go around.
If he used the radio, I certainly never heard it. It might have been a Cherokee
or something like it, I only saw a flash.
>
> That certainly was enough for me for the day. Looking at the windsock it was
halfway out and crosswise to all runways, good time to hang it up. Found my
transmit button and and announce "Down and clear". Taxiing back to the hangar,
I heard the Champ on final and clear of the runway. Never did see that other
plane again.
>
> Man, will I EVER have nerve enough to do THAT again? Really, really unsure at
this point.
>
> My wife who had been watching from the edge of the runway finally gets back to
the hangar and congratulates me. She didn't seem excited at all? She said it
looked great, but then again, she usually can't tell the difference between
a Cherokee and a Champ when they are in the air.....
>
> Got Serenity folded up and put away. Gee, will I ever get an appetite again?
Can I still drive? Should I just walk home? It is only 20 miles and walking
is probably safer.
>
> When I got home and looked at the videos my wife took, two things were obvious.
One, my wife can't run a camera, LOTS of blue sky and engine sounds. Two,
(she did manage to film the landing) my landing was not nearly as bad as I thought
while I was doing it, and in my mind afterward.
>
> Took two days of "digesting and analyzing" to begin to come to grips with what
happened.
>
> Lessons learned, or at least re-learned:
>
> Flights rarely go according to plan, have options.
>
> Basic instruction (if done right) is always with you, ie: calm down and fly,
and cut your corrections in half. Thank you Mr. Thomas, all the way back to 1973.
>
> If you didn't bend it, you did good.
>
> I am now ready to do it again. Well, not again, better next time.
>
> I tell this story partially for my own therapy, and for others to hopefully learn
from. If nothing else, maybe it will entertain some of you.
>
> One thing I have not been able to figure out, is why it veered right on take
off.
>
> Taxi testing showed no propensity to go anywhere but straight, so I don't think
is a landing gear problem. My prop turns clockwise (as viewed from behind),
so P-factor should turn it to the left. Dead bugs and oil droplets on the
tail would indicate the air is hitting the left side of the vertical stabilizer
more than the right side. That should push me left, not right. Maybe my old
Chief training took over and I was applying right rudder without knowing it.
>
> Only a re-try will tell for sure. Hopefully I will get some dead air time yet
this fall.
>
> Thanks for listening,
>
> Stuart
>
> --------
> "I don't care, I'm still free. You can't take the sky from me" - Josh
Wedon
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432479#432479
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Lee" <lmorgan100(at)charter.net> |
| Subject: | Re: Serenity flies! |
Stuart,
I had to laugh at this, it sounded like several of my first flights in a
newly rebuilt plane.
It seems like no matter how thorough you are, there is always something
that needs tweaking
to get it trimmed correctly and then add the fact that it may be an
aircraft that you have never flown.
Every plane that I have had was a rebuild so I have done this several
times.
My last one was going from a CGS Hawk trike gear with a 532 Rotax water
cooled to a Twinstar MKII with a 503 Rotax air cooled with oil
injection.
This was my first oil injection motor. Well I did not get all of the air
out of the injection line. On my first flight with the Twinstar, I
seized the engine and had to land in a real bad field and I had all of
the thoughts that you expressed in your flight and I may have added a
few more new swear words. On my landing, I bent one landing gear and the
tail wheel. Before the flight, on the ground my engine temps were fine,
the problem did not show up until I had lifted up. All is ok with it
now, I removed the injection and have it trimmed out pretty good. Anyway
thanks for a good story and I hope your next flights are less exciting.
Lee
Quicksilver mx, Vector, Goldwing, CGS Hawk, Twinstar MKII
________________________________________________________________________________
| Subject: | Re: Serenity flies! |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
lmorgan100(at)charter.net wrote:
> Stuart,
>
> My last one was going from a CGS Hawk trike gear with a 532 Rotax water cooled
to a Twinstar MKII with a 503 Rotax air cooled with oil injection.
> This was my first oil injection motor. Well I did not get all of the air out
of the injection line. On my first flight with the Twinstar, I seized the engine
>
This brings up something else that would be good to pass along, a 2-stroke oil
injection system can be easily purged by rigging up a little spacer or clip that
will hold the oil pump lever at max. (Adding a little oil to the fuel can't
hurt during this time, just in case.) Tie the airplane down, bring it up to about
3,500 rpm and let it sit and run for a while. It will smoke like crazy, but
after 10 minutes or so you can be confident that you have safely purged all
the air out of the lines.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
My soul shall be joyful in the LORD; It shall rejoice in His salvation. Psalm 35:9
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432547#432547
________________________________________________________________________________
| From: | "Stuart Harner" <stuart(at)harnerfarm.net> |
Thanks, my original intent was to climb up and out of the way of the traffic
pattern and stay in close to the airport. Use the radio at least once per
circuit to announce where I was and my intentions.
Having the PPT button come loose and "disappear " on me, incoming traffic
and my difficulty in controlling myself, and the airplane caused me to go to
plan B, which was get down and out of the way.
On my next flight, after proving I can fly calmly, I will move out of the
area and climb up for the real test flying that needs to be done.
Having a new to me slightly used engine that I have only run for a little
over 2 hours, makes it seem prudent to stick close to a very nice grass
strip at the airport. Wish I could close the airport for an hour or so. :)
After getting my head wrapped around what happened, I am sure the EIS
warning was because I backed off the throttle and was operating in the
mid-range which runs slightly lean, causing high EGT's. I saw this during
the engine break in routine. My cure on the ground was to open the enricher
a little bit to cool it down. Unfortunately, I didn't think of that in the
air. Going to more throttle would have gotten me out of that RPM range as
well. Lesson learned.
During these windy days, I will fix the PPT button mounting and reset the
limits of the EIS slightly closer to the numbers in the Rotax manual. I had
purposely set them low for break in so that I would have time to evaluate
what was going on. Now that I am more familiar with the engine and the EIS,
I can set the limits up a little. I have already tightened the throttle
lever so it should stay put next time.
As I said, after reflection and watching the video of the landing, it really
wasn't as bad as it seemed at the time. On some advice from a friend, I
will try putting my elbow on my leg and fly with my fingertips. That should
help with the PIO problem. Of course, self-control is the most important
one to get a handle on.
Now that some time has passed, I am looking forward to the next flight. I
really do think this Firefly is going to be a lot of fun, once I get to know
it better.
Stuart
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Gary Aman
Sent: Thursday, October 30, 2014 7:41 AM
Subject: Re: Kolb-List: Serenity flies!
Congratulations on your first flight! Just a thought on first flights if I
may.Make it a long flight,getting the feel at slower speeds
Sent from my iPhone
> On Oct 29, 2014, at 12:41 PM, "Airknocker"
wrote:
>
> -->
>
> Well guys, we finally did it. Last Saturday I took Serenity to the
airport and got to taxi her around a little. Found a couple of minor things
to adjust, then test again.
>
> Taxied around the ramp slowly, then went to the west end of the grass
strip. At this point, I have to say pavement SUCKS!
>
> The weather was warm and the breeze light and variable. Made several
trips up and down the runway at varying speeds, getting braver with each
pass. Got the tail up and was able to hold it there while keeping straight.
No irregularities at all. Engine running well with temps in the right
range.
>
> A quick check of the radio, no other planes in the area, time to quit
messing around.
>
> Partial power up, tail up, glance at the windsock, limp and straight down
the runway. More power, getting light and bouncy. Oops, not going straight
anymore, glance at windsock, right crosswind, fed in some right aileron and
left rudder. She feels ready to fly, oh, oh, runway light in the
cross-hairs! More power and pull back, airborne well before edge of runway.
>
> Holy CRAP! I'm airborne!
>
> Left wing dropped, over corrected.
> Nose came up, over corrected.
> Nose went down, pulled off some power, got it level with elevator.
> Crap, right wing went down, over corrected, but not as much.
> Warning light on EIS, EGT or something out of whack.
> Wings have a mind of their own, tail does too...
>
> What the HE!! have I done? I won't die up here, it will be when I hit the
ground out of control. Panic setting in! Every time I touch something,
EVERYTHING changes. AAAGGGG!
>
> Wait, calm down and just fly. Whew, that is better, where am I? Why is
that warning light still on?
>
> Let go of throttle to hit button on EIS. Throttle shuts down and nose
comes up. HUH? Push nose down, grab throttle and start the PIO all over
again. Wait, calm down and fly.
>
> OK, not so bad, oops bumps in the air. Gee I must be above pattern
altitude, can't see the altimeter because the EIS on the warning page. Looks
like high EGT, but not too bad as I have the limits set kind of low.
>
> Turn crosswind before I get out of gliding range. Left wing drops, fixed,
not going the right way. Was that the plane or an air bubble? Mushed it
around finally pointing the right way. Looked for traffic, none seen nor
heard. OK more bumps and more PIO. Throttle up, down and everywhere in
between.
>
> YIKES, what have I done? Wait, calm down and fly. Whew, better, time to
turn downwind. Glance at airspeed, somewhere north of 60, OK we probably
won't stall and spin in a gentle turn. This one went better. On downwind
leg, getting a grip and just flying.
>
> Turned base leg, more bumps, more PIO. Recovery was smoother and faster.
Got it around to final leg. Decided to just stay at that altitude, whatever
it was and just fly around the patch one more time keeping the runway
slightly off to my left so I can see if I am going straight.
>
> Some guy on the ground calls me on the radio and says "is it rough up
there or are you having problems?" WHAT? I am 90 seconds into my first
flight and YOU want to talk about it, NOW? Are you planning on coming up to
help? Found the transmit button and managed to squeak out "I think it's
me". Managed to drop the button, oh-oh, this thing is flapping every which
way but loose again!
>
> OK, calm down and fly, OK better. Managed to get all the way around to
base leg again and only had a few "burbles and PIO's". OK, plan on making a
standard approach and fly the length of the runway, then go around and do it
again. Radio calls, someone 5 miles out, headed my way. That is a Champ,
he will be here before I can get out of the way.
>
> On final now, wishing I could find that transmit button to let him know my
intentions. Back off the throttle a little and push the nose down. Not so
bad, holding 50 MPH. Keeping lined up, still 50. OK. Hey, I am pointed at
the numbers, well, if there were numbers, that is where they would be.
Still going 50, all is well. Champ is getting close, better just set it
down and get out of the way.
>
> Wait, what? Landing? Man, that runway got here fast, backed of the
throttle and started to flair. How high am I? Where did the center of the
runway go?
>
> Still pointed straight, slowing down. How low do I put the nose? I don't
want to nose over. I don't want to do a 3 point, do I flair anymore?
>
> Didn't matter, Serenity decided for me. We did a 3 point landing on 2
wheels. Boing! One good hop of maybe 6", then all 3 wheels hit and stuck.
Jerked the last of the throttle off and was stopped in the middle of the
runway in seconds.
>
> WOW! I am alive! Wow, I am still in the runway with traffic in the
pattern, somewhere.
>
> Powered up and taxied off the runway, just in time to hear the Champ on
downwind for the runway I was on, no problems there. Just reaching the
taxiway when something big and heavy with low wings comes screaming in on
the main runway and touches down. Right about where I would have been if I
had done a go around. If he used the radio, I certainly never heard it. It
might have been a Cherokee or something like it, I only saw a flash.
>
> That certainly was enough for me for the day. Looking at the windsock it
was halfway out and crosswise to all runways, good time to hang it up.
Found my transmit button and and announce "Down and clear". Taxiing back to
the hangar, I heard the Champ on final and clear of the runway. Never did
see that other plane again.
>
> Man, will I EVER have nerve enough to do THAT again? Really, really
unsure at this point.
>
> My wife who had been watching from the edge of the runway finally gets
back to the hangar and congratulates me. She didn't seem excited at all?
She said it looked great, but then again, she usually can't tell the
difference between a Cherokee and a Champ when they are in the air.....
>
> Got Serenity folded up and put away. Gee, will I ever get an appetite
again? Can I still drive? Should I just walk home? It is only 20 miles
and walking is probably safer.
>
> When I got home and looked at the videos my wife took, two things were
obvious. One, my wife can't run a camera, LOTS of blue sky and engine
sounds. Two, (she did manage to film the landing) my landing was not nearly
as bad as I thought while I was doing it, and in my mind afterward.
>
> Took two days of "digesting and analyzing" to begin to come to grips with
what happened.
>
> Lessons learned, or at least re-learned:
>
> Flights rarely go according to plan, have options.
>
> Basic instruction (if done right) is always with you, ie: calm down and
fly, and cut your corrections in half. Thank you Mr. Thomas, all the way
back to 1973.
>
> If you didn't bend it, you did good.
>
> I am now ready to do it again. Well, not again, better next time.
>
> I tell this story partially for my own therapy, and for others to
hopefully learn from. If nothing else, maybe it will entertain some of you.
>
> One thing I have not been able to figure out, is why it veered right on
take off.
>
> Taxi testing showed no propensity to go anywhere but straight, so I don't
think is a landing gear problem. My prop turns clockwise (as viewed from
behind), so P-factor should turn it to the left. Dead bugs and oil
droplets on the tail would indicate the air is hitting the left side of the
vertical stabilizer more than the right side. That should push me left, not
right. Maybe my old Chief training took over and I was applying right rudder
without knowing it.
>
> Only a re-try will tell for sure. Hopefully I will get some dead air time
yet this fall.
>
> Thanks for listening,
>
> Stuart
>
> --------
> "I don't care, I'm still free. You can't take the sky from
> me" - Josh Wedon
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432479#432479
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Did you have a problem with PIO when flying the Aeronca? If not, you
shouldn't have a problem with the FF.
You didn't mention stall speed. Way back in the Ultrastar Instruction
Manual, Homer recommended, on first flight, climb to at least 1,000 feet
AGL, check to see where the airplane stalls. Not safe to fly if one does
not know the stall speed.
I'd concentrate more on flying the aircraft than all those flashing lights,
EIS, radio communication, etc. From your msgs, seems you are having
difficulty flying. The only instrument I'd really be concerned with is the
ASI and stall speed, once you have determined what it is. Keep you work
load small as you can until you feel like you can fly the airplane
comfortably. Keep your eyes out of the cockpit toward the horizon. This
should help prevent over controlling the FF until you can fly by sight and
feel. The FF flies like the Aeronca, or any other small airplane, but a bit
more responsive to control input.
The above are my thoughts and how I'd approach the situation. I'm not
recommending you follow them.
john h
mkIII
Titus, Alabama
As I said, after reflection and watching the video of the landing, it really
wasn't as bad as it seemed at the time. On some advice from a friend, I
will try putting my elbow on my leg and fly with my fingertips. That should
help with the PIO problem. Of course, self-control is the most important
one to get a handle on.
Now that some time has passed, I am looking forward to the next flight. I
really do think this Firefly is going to be a lot of fun, once I get to know
it better.
Stuart
________________________________________________________________________________
| From: | Herb <Herbgh(at)nctc.com> |
| Subject: | Re: Serenity flies! |
That reminds me....We broke that engine in per the instructions...One
hour at the various speeds...all the time watching the temps...
After the break in...my buddy hopped from his wheel chair into the
trike and took off...The plan was to circle where I could see him in
case of trouble...for he was helpless on the ground...paraplegic..
Wouldn't you know...hard head Fred...took off and went out of
sight...to the point where I heard no engine noise....10 anxious minutes
later...he came for a flyby and disappeared for good. Now what do I
do?? Worried , I headed for the county airport about 5 miles away in
the hopes that some of our buddies could mount a search if necessary...
or fly to the strip, circle the area or see if he had come back...
Another 15 anxious minutes...and here he came ..on final at the
county airport...all smiles...no mention of the original plan to play it
safe...
thinking back...guess when your main parachute does not open and the
back up tangles with the main...and you hit the ground hard hard enough
to be in a wheel chair from 1969 til 2012...playing it safe is not in
the cards...so I forgave him...76 years old and having the time of his
life.. (he was supposed to cut the main chute away...! )
Ironically...the following spring he called a bud to meet him at the
airport..when he landed said to call 911...that he was having a heart
attack... he died a few hours later at the Cookeville Tenn hosp...
Herb
On 10/30/2014 09:24 AM, Stuart Harner wrote:
>
> Thanks, my original intent was to climb up and out of the way of the traffic
> pattern and stay in close to the airport. Use the radio at least once per
> circuit to announce where I was and my intentions.
>
> Having the PPT button come loose and "disappear " on me, incoming traffic
> and my difficulty in controlling myself, and the airplane caused me to go to
> plan B, which was get down and out of the way.
>
> On my next flight, after proving I can fly calmly, I will move out of the
> area and climb up for the real test flying that needs to be done.
>
> Having a new to me slightly used engine that I have only run for a little
> over 2 hours, makes it seem prudent to stick close to a very nice grass
> strip at the airport. Wish I could close the airport for an hour or so. :)
>
> After getting my head wrapped around what happened, I am sure the EIS
> warning was because I backed off the throttle and was operating in the
> mid-range which runs slightly lean, causing high EGT's. I saw this during
> the engine break in routine. My cure on the ground was to open the enricher
> a little bit to cool it down. Unfortunately, I didn't think of that in the
> air. Going to more throttle would have gotten me out of that RPM range as
> well. Lesson learned.
>
> During these windy days, I will fix the PPT button mounting and reset the
> limits of the EIS slightly closer to the numbers in the Rotax manual. I had
> purposely set them low for break in so that I would have time to evaluate
> what was going on. Now that I am more familiar with the engine and the EIS,
> I can set the limits up a little. I have already tightened the throttle
> lever so it should stay put next time.
>
> As I said, after reflection and watching the video of the landing, it really
> wasn't as bad as it seemed at the time. On some advice from a friend, I
> will try putting my elbow on my leg and fly with my fingertips. That should
> help with the PIO problem. Of course, self-control is the most important
> one to get a handle on.
>
> Now that some time has passed, I am looking forward to the next flight. I
> really do think this Firefly is going to be a lot of fun, once I get to know
> it better.
>
> Stuart
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Gary Aman
> Sent: Thursday, October 30, 2014 7:41 AM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Serenity flies!
>
>
> Congratulations on your first flight! Just a thought on first flights if I
> may.Make it a long flight,getting the feel at slower speeds
>
> Sent from my iPhone
>
>> On Oct 29, 2014, at 12:41 PM, "Airknocker"
> wrote:
>> -->
>>
>> Well guys, we finally did it. Last Saturday I took Serenity to the
> airport and got to taxi her around a little. Found a couple of minor things
> to adjust, then test again.
>> Taxied around the ramp slowly, then went to the west end of the grass
> strip. At this point, I have to say pavement SUCKS!
>> The weather was warm and the breeze light and variable. Made several
> trips up and down the runway at varying speeds, getting braver with each
> pass. Got the tail up and was able to hold it there while keeping straight.
> No irregularities at all. Engine running well with temps in the right
> range.
>> A quick check of the radio, no other planes in the area, time to quit
> messing around.
>> Partial power up, tail up, glance at the windsock, limp and straight down
> the runway. More power, getting light and bouncy. Oops, not going straight
> anymore, glance at windsock, right crosswind, fed in some right aileron and
> left rudder. She feels ready to fly, oh, oh, runway light in the
> cross-hairs! More power and pull back, airborne well before edge of runway.
>> Holy CRAP! I'm airborne!
>>
>> Left wing dropped, over corrected.
>> Nose came up, over corrected.
>> Nose went down, pulled off some power, got it level with elevator.
>> Crap, right wing went down, over corrected, but not as much.
>> Warning light on EIS, EGT or something out of whack.
>> Wings have a mind of their own, tail does too...
>>
>> What the HE!! have I done? I won't die up here, it will be when I hit the
> ground out of control. Panic setting in! Every time I touch something,
> EVERYTHING changes. AAAGGGG!
>> Wait, calm down and just fly. Whew, that is better, where am I? Why is
> that warning light still on?
>> Let go of throttle to hit button on EIS. Throttle shuts down and nose
> comes up. HUH? Push nose down, grab throttle and start the PIO all over
> again. Wait, calm down and fly.
>> OK, not so bad, oops bumps in the air. Gee I must be above pattern
> altitude, can't see the altimeter because the EIS on the warning page. Looks
> like high EGT, but not too bad as I have the limits set kind of low.
>> Turn crosswind before I get out of gliding range. Left wing drops, fixed,
> not going the right way. Was that the plane or an air bubble? Mushed it
> around finally pointing the right way. Looked for traffic, none seen nor
> heard. OK more bumps and more PIO. Throttle up, down and everywhere in
> between.
>> YIKES, what have I done? Wait, calm down and fly. Whew, better, time to
> turn downwind. Glance at airspeed, somewhere north of 60, OK we probably
> won't stall and spin in a gentle turn. This one went better. On downwind
> leg, getting a grip and just flying.
>> Turned base leg, more bumps, more PIO. Recovery was smoother and faster.
> Got it around to final leg. Decided to just stay at that altitude, whatever
> it was and just fly around the patch one more time keeping the runway
> slightly off to my left so I can see if I am going straight.
>> Some guy on the ground calls me on the radio and says "is it rough up
> there or are you having problems?" WHAT? I am 90 seconds into my first
> flight and YOU want to talk about it, NOW? Are you planning on coming up to
> help? Found the transmit button and managed to squeak out "I think it's
> me". Managed to drop the button, oh-oh, this thing is flapping every which
> way but loose again!
>> OK, calm down and fly, OK better. Managed to get all the way around to
> base leg again and only had a few "burbles and PIO's". OK, plan on making a
> standard approach and fly the length of the runway, then go around and do it
> again. Radio calls, someone 5 miles out, headed my way. That is a Champ,
> he will be here before I can get out of the way.
>> On final now, wishing I could find that transmit button to let him know my
> intentions. Back off the throttle a little and push the nose down. Not so
> bad, holding 50 MPH. Keeping lined up, still 50. OK. Hey, I am pointed at
> the numbers, well, if there were numbers, that is where they would be.
> Still going 50, all is well. Champ is getting close, better just set it
> down and get out of the way.
>> Wait, what? Landing? Man, that runway got here fast, backed of the
> throttle and started to flair. How high am I? Where did the center of the
> runway go?
>> Still pointed straight, slowing down. How low do I put the nose? I don't
> want to nose over. I don't want to do a 3 point, do I flair anymore?
>> Didn't matter, Serenity decided for me. We did a 3 point landing on 2
> wheels. Boing! One good hop of maybe 6", then all 3 wheels hit and stuck.
> Jerked the last of the throttle off and was stopped in the middle of the
> runway in seconds.
>> WOW! I am alive! Wow, I am still in the runway with traffic in the
> pattern, somewhere.
>> Powered up and taxied off the runway, just in time to hear the Champ on
> downwind for the runway I was on, no problems there. Just reaching the
> taxiway when something big and heavy with low wings comes screaming in on
> the main runway and touches down. Right about where I would have been if I
> had done a go around. If he used the radio, I certainly never heard it. It
> might have been a Cherokee or something like it, I only saw a flash.
>> That certainly was enough for me for the day. Looking at the windsock it
> was halfway out and crosswise to all runways, good time to hang it up.
> Found my transmit button and and announce "Down and clear". Taxiing back to
> the hangar, I heard the Champ on final and clear of the runway. Never did
> see that other plane again.
>> Man, will I EVER have nerve enough to do THAT again? Really, really
> unsure at this point.
>> My wife who had been watching from the edge of the runway finally gets
> back to the hangar and congratulates me. She didn't seem excited at all?
> She said it looked great, but then again, she usually can't tell the
> difference between a Cherokee and a Champ when they are in the air.....
>> Got Serenity folded up and put away. Gee, will I ever get an appetite
> again? Can I still drive? Should I just walk home? It is only 20 miles
> and walking is probably safer.
>> When I got home and looked at the videos my wife took, two things were
> obvious. One, my wife can't run a camera, LOTS of blue sky and engine
> sounds. Two, (she did manage to film the landing) my landing was not nearly
> as bad as I thought while I was doing it, and in my mind afterward.
>> Took two days of "digesting and analyzing" to begin to come to grips with
> what happened.
>> Lessons learned, or at least re-learned:
>>
>> Flights rarely go according to plan, have options.
>>
>> Basic instruction (if done right) is always with you, ie: calm down and
> fly, and cut your corrections in half. Thank you Mr. Thomas, all the way
> back to 1973.
>> If you didn't bend it, you did good.
>>
>> I am now ready to do it again. Well, not again, better next time.
>>
>> I tell this story partially for my own therapy, and for others to
> hopefully learn from. If nothing else, maybe it will entertain some of you.
>> One thing I have not been able to figure out, is why it veered right on
> take off.
>> Taxi testing showed no propensity to go anywhere but straight, so I don't
> think is a landing gear problem. My prop turns clockwise (as viewed from
> behind), so P-factor should turn it to the left. Dead bugs and oil
> droplets on the tail would indicate the air is hitting the left side of the
> vertical stabilizer more than the right side. That should push me left, not
> right. Maybe my old Chief training took over and I was applying right rudder
> without knowing it.
>> Only a re-try will tell for sure. Hopefully I will get some dead air time
> yet this fall.
>> Thanks for listening,
>>
>> Stuart
>>
>> --------
>> "I don't care, I'm still free. You can't take the sky from
>> me" - Josh Wedon
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=432479#432479
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | "Stuart Harner" <stuart(at)harnerfarm.net> |
John,
No, the Chief and I got along just fine for many years. While the Chief and
the FF fly similarly, the FF is SOOOO much lighter on the controls. I
"Knew" it would be lighter, but I was not prepared for how much lighter,
thus the PIO. Not helping any, I think I was at the altitude where the
shear turbulence was. It was light, but when you only weight 500#, it does
not take much.
In the Chief, you led with some rudder, rolled in some aileron and there was
definite "push back" from the controls, as well as a bit of a lag before
anything happened. With the FF, there seemed (at least in my heightened
state of mind) that there were NO forces on the controls, and everything I
did happened instantly.
My friend with the elbow on the leg and fly with your fingertips advice said
it is probably like flying a helicopter, you don't move the controls, you
hold them and think about moving them, then you go where you were thinking
about. I have never flown a helicopter and he has never flown a FF, so it
is nothing more than advice offered in helpfulness.
If I left the impression that I was "head in the cockpit", please rest
assured that was not the case. I think I only saw the ASI twice in flight,
once in my first turn and then again on my final descent, I watched it
fairly closely. The rest of the time I was trying to fly straight and level
and figure out pitch and power.
My references to the EIS were no more than fleeting glimpses, thus I was not
exactly sure what it was telling me. I had looked to see what my altitude
was, but it was on the warning page and the one time I did look closely
enough, I saw EGT at 1229. I have the limit set at 1200 but know that 1250
is the redline.
In retrospect, I am fairly confident the plane is just fine, although I may
need to put a trim tab on somewhere, it was just my nerves that tried to get
the better of me a couple of times. There were some moments when we flew
straight and level with no problems. The fact that I was able to regain
control of myself and the airplane is a testament to my primary instructor.
Since I have to be student, test pilot, and instructor all at the same time
I have to rely on past training and experience as well as the words (and
videos) of others.
As for stall speed, agreed, I really need to do that learning ASAP, but not
at the expense of keeping the shiny side up. I am sure that will come on
the next flight, and would have on the last one, if I had stayed up like I
had planned.
This reminds me of an online discussion several years back. A fellow was
learning to fly a trike of some kind and could not get the hang of landings.
He asked at what speed I landed the Chief. My reply was, "I have no idea,
but somewhere under 40". I explained that once I crossed the fence, my eyes
are outside, divided between down the runway, and between the wheel and the
nose. Down the runway gives me direction and horizon, between the wheel and
nose gives me height. The hands and feet do what they need to. Repetition
makes the training. Readings on gauges have never been as important to me as
the readings I take with my backside. Well, except when doing instrument
work, but there is nothing to look out at anyway.
I very much appreciate the comments, advice, anecdotes, stories, etc. They
all go into the memory bank, hopefully to be recalled when needed.
I guess it is appropriate that I scared myself a little, after all it is
nearly Halloween!
Someone please send me some calm air, so I can try again.
Thanks,
Stuart
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck
Sent: Thursday, October 30, 2014 10:00 AM
Subject: RE: Kolb-List: Serenity flies!
Did you have a problem with PIO when flying the Aeronca? If not, you
shouldn't have a problem with the FF.
You didn't mention stall speed. Way back in the Ultrastar Instruction
Manual, Homer recommended, on first flight, climb to at least 1,000 feet
AGL, check to see where the airplane stalls. Not safe to fly if one does
not know the stall speed.
I'd concentrate more on flying the aircraft than all those flashing lights,
EIS, radio communication, etc. From your msgs, seems you are having
difficulty flying. The only instrument I'd really be concerned with is the
ASI and stall speed, once you have determined what it is. Keep you work
load small as you can until you feel like you can fly the airplane
comfortably. Keep your eyes out of the cockpit toward the horizon. This
should help prevent over controlling the FF until you can fly by sight and
feel. The FF flies like the Aeronca, or any other small airplane, but a bit
more responsive to control input.
The above are my thoughts and how I'd approach the situation. I'm not
recommending you follow them.
john h
mkIII
Titus, Alabama
As I said, after reflection and watching the video of the landing, it really
wasn't as bad as it seemed at the time. On some advice from a friend, I
will try putting my elbow on my leg and fly with my fingertips. That should
help with the PIO problem. Of course, self-control is the most important
one to get a handle on.
Now that some time has passed, I am looking forward to the next flight. I
really do think this Firefly is going to be a lot of fun, once I get to know
it better.
Stuart
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | PLEASE READ - Matronics Email List Fund Raiser During November! |
Dear Listers,
Each November I hold a PBS-like fund raiser to support the continued operation
and upgrade of the Email List and Fourm Services at Matronics. It's solely through
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You have probably noticed that there are no banner ads or pop-up windows on any of the Matronics Lists or related web sites such as the Forums site http://forums.matronics.com , Wiki site http://wiki.matronics.com , or other related pages such as the List Search Engine http://www.matronics.com/search , List Browse http://www.matronics.com/listbrowse , etc. This is because I believe in a List experience that is completely about the sport we all enjoy - namely Airplanes and not about annoying advertisements.
During the month of November I will be sending out List messages every couple of
days reminding everyone that the Fund Raiser is underway. I ask for your patience
and understanding during the Fund Raiser and throughout these regular messages.
The Fund Raiser is only financial support mechanism I have to pay all
of the bills associated with running these lists. YOUR personal Contribution
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This year we have a really HUGE and TERRIFIC line up of free gifts to go along
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This year, these generous members include:
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These are very generous guys and I encourage you to visit their respective web
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I would like publicly to thank Andy, Bob, Corbin, George, and Jon their generous
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Please make your List Contribution using any one of three secure methods including
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To make your Contribution, please visit the secure web site:
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I would like to thank everyone in advance for their generous financial AND moral
support over the years!
Thank you!
Matt Dralle
Matronics Email List Administrator
RV-4/RV-6/RV-8 Builder/Rebuilder/Pilot
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Please Make A Contribution To Support Your Lists |
Dear Listers,
There is no advertising income to support the Matronics Email Lists and Forums.
The operation is supported 100% by your personal Contributions during the November
Fund
Raiser.
Please make your Contribution today to support the continued operation and upgrade
of these services. You can pick up a really nice gift for making your Contribution
too!
You may use a Credit Card or Paypal at the Matronics Contribution Site here:
http://www.matronics.com/contribution
or, you can send a personal check to the following address:
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581 Jeannie Way
Livermore, CA 94550
Thank you in advance for your generous support!
Matt Dralle
Matronics Email List and Forum Administrator
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | trailering a fire fly |
we need to deliver a fire fly by open trailer next week=C2-=C2-=C2-
=C2- the wing attach points and bridle where never installed by the build
er however it was a quick build =C2-, he never intended to fold or hall i
t . now he is dead=C2-and the estate needs it=C2-sold, My question is h
ow to fold and haul it safely?=C2- any pics would really be helpful =C2
-=C2-=C2-Malcolm & Jeanne Brubaker
Michigan Sport Pilot Repair http://michigansportpilotrepair.comLSRM-A, PPC,
WS
Great Sails - Sailmaker
for Ultralight & Light Sport
(989)513-3022=C2-=C2-=C2-=C2-
________________________________________________________________________________
| From: | "Stuart Harner" <stuart(at)harnerfarm.net> |
| Subject: | trailering a fire fly |
How far do you have to haul it? I took mine 20 miles to the airport. I
followed the instructions in the builder=99s manual for folding
and I made a tail boom stand out of an automotive jack stand. It made
it, but I would not want to go much farther than that as there was
enough movement of the wings against the bracket that it wore all the
powder coat off of the bracket. I could not tell how much material was
worn off of the aluminum spar, but it had to be at least some. For a
longer move I would want the wing tips supported to the trailer, not the
tail boom.
$50 worth of 2X4=99s, screws and carpet scraps could save a lot of
damage.
In short, I think the wing fold brackets are find for sitting or moving
in and out of storage, but are not good for long travels, especially on
an open trailer.
Search the archives, you will find much discussion and several pictures
of how this has been accomplished by others.
I have a few photos of the firefly folded, but will have to look to see
if there are any of it loaded on the trailer.
Stuart
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Malcolm
Brubaker
Sent: Monday, November 03, 2014 8:34 PM
Subject: Kolb-List: trailering a fire fly
we need to deliver a fire fly by open trailer next week the wing
attach points and bridle where never installed by the builder however it
was a quick build , he never intended to fold or hall it . now he is
dead and the estate needs it sold, My question is how to fold and haul
it safely? any pics would really be helpful
Malcolm & Jeanne Brubaker
Michigan Sport Pilot Repair
http://michigansportpilotrepair.com
<http://michigansportpilotrepair.com/>
LSRM-A, PPC, WS
Great Sails - Sailmaker
for Ultralight & Light Sport
(989)513-3022
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
________________________________________________________________________________
| From: | Dennis Rowe <rowedenny(at)windstream.net> |
| Subject: | Re: trailering a fire fly |
When in doubt, remove the wings and secure them separate from the fuselage, i
t's only one more bolt per side and it makes the whole plane much less vulne
rable to damage and 10 times easier to handle.
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
> On Nov 3, 2014, at 9:33 PM, Malcolm Brubaker wrote
:
>
> we need to deliver a fire fly by open trailer next week the wing attac
h points and bridle where never installed by the builder however it was a qu
ick build , he never intended to fold or hall it . now he is dead and the e
state needs it sold, My question is how to fold and haul it safely? any pic
s would really be helpful
> Malcolm & Jeanne Brubaker
> Michigan Sport Pilot Repair
> http://michigansportpilotrepair.com
> LSRM-A, PPC, WS
> Great Sails - Sailmaker
> for Ultralight & Light Sport
> (989)513-3022
>
>
>
>
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | Re: trailering a fire fly |
how wide is the boom tub?=C2-=C2- how long should the tube that fits in
to the wing=C2-=C2- be?=C2-=C2-=C2- how far out from the center o
f the boom tube the wing support tube is =C2-should depend on how much pa
dding I have between the boom tube and the wing, this problem totty took me
by surprise. I think I have a good handle on it,=C2- no pun intended=C2
- =C2-=C2-=C2-
=C2-
Malcolm & Jeanne Brubaker
Michigan Sport Pilot Repair http://michigansportpilotrepair.comLSRM-A, PPC,
WS
Great Sails - Sailmaker
for Ultralight & Light Sport
(989)513-3022=C2-=C2-=C2-=C2-
From: Stuart Harner <stuart(at)harnerfarm.net>
To: kolb-list(at)matronics.com
Sent: Monday, November 3, 2014 11:26 PM
Subject: RE: Kolb-List: trailering a fire fly
How far do you have to haul it?=C2- I took mine 20 miles to the airport.
I followed the instructions in the builder=99s manual for folding and
I made a tail boom stand out of an automotive jack stand.=C2- It made it
, but I would not want to go much farther than that as there was enough mov
ement of the wings against the bracket that it wore all the powder =C2-co
at off of the bracket.=C2- I could not tell how much material was worn of
f of the aluminum spar, but it had to be at least some.=C2- For a longer
move I would want the wing tips supported to the trailer, not the tail boom
.
=C2-
$50 worth of 2X4=99s, screws and carpet scraps could save a lot of da
mage.
=C2-
In short, I think the wing fold brackets are find for sitting or moving in
and out of storage, but are not good for long travels, especially on an ope
n trailer.
=C2-
Search the archives, you will find much discussion and several pictures of
how this has been accomplished by others.
=C2-
I have a few photos of the firefly folded, but will have to look to see if
there are any of it loaded on the trailer.
=C2-
Stuart
=C2-
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server@m
atronics.com] On Behalf Of Malcolm Brubaker
Sent: Monday, November 03, 2014 8:34 PM
Subject: Kolb-List: trailering a fire fly
=C2-
we need to deliver a fire fly by open trailer next week=C2-=C2-=C2-
=C2- the wing attach points and bridle where never installed by the build
er however it was a quick build =C2-, he never intended to fold or hall i
t . now he is dead=C2-and the estate needs it=C2-sold, My question is h
ow to fold and haul it safely?=C2- any pics would really be helpful =C2
-=C2-=C2-
Malcolm & Jeanne Brubaker
Michigan Sport Pilot Repair
http://michigansportpilotrepair.com
LSRM-A, PPC, WS
Great Sails - Sailmaker
for Ultralight & Light Sport
(989)513-3022
=C2-
=C2-
=C2-
=C2-
=C2- =C2-www.aeroelectric.comwww.buildersbooks.comwww.homebuilthelp.co
mwww.mypilotstore.comwww.mrrace.comhttp://www.matronics.com/contributionhtt
p://www.matronics.com/Navigator?Kolb-Listhttp://forums.matronics.com =C2-
________________________________________________________________________________
| Subject: | Video of Flight Along Lake Michigan |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
This is more of that first flight with my Drift 170 video camera. I have a
bunch more of different areas around my back yard. Now that I have settled
in here in Florida for the winter I will post them.
The plane is a Kolb MKIIIC with a reduction drive VW motor. This video is
taken from a short mount attached to my left wing fold fitting. The camera
is pointing down 15 degrees and to the left 10 degrees.
The link to the video is:
https://vimeo.com/110925614
The password is again: Mears
Rick Neilsen
________________________________________________________________________________
| Subject: | Video of Flight Along Lake Michigan |
| From: | undoctor <undoctor(at)ptd.net> |
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Cg=
________________________________________________________________________________
| Subject: | Re: Video of Flight Along Lake Michigan |
| From: | "George Alexander" <gtalexander(at)att.net> |
neilsenrm(at)gmail.com wrote:
> . . . . SNIP
>
> The password is again: Mears
>
>
> Rick Neilsen
>
>
>
>
Works OK with lower case "m"
Password: mears
--------
George Alexander
FS II R503 N709FS
http://www.oh2fly.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432861#432861
________________________________________________________________________________
| From: | "pcking" <pc.king(at)comcast.net> |
| Subject: | Re: Video of Flight Along Lake Michigan |
The password works in lower case.
mears
not
Mears.
----- Original Message -----
From: "George Alexander" <gtalexander(at)att.net>
Sent: Tuesday, November 04, 2014 6:07 PM
Subject: Kolb-List: Re: Video of Flight Along Lake Michigan
>
>
> neilsenrm(at)gmail.com wrote:
>> . . . . SNIP
>>
>> The password is again: Mears
>>
>>
>> Rick Neilsen
>>
>>
>>
>>
>
>
> Works OK with lower case "m"
>
> Password: mears
>
> --------
> George Alexander
> FS II R503 N709FS
> http://www.oh2fly.net
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432861#432861
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Herb <Herbgh(at)nctc.com> |
Rick
Do not recall that you have posted much info on the Vw setup..Tell us
something about it...Herb
________________________________________________________________________________
| From: | "Stuart Harner" <stuart(at)harnerfarm.net> |
| Subject: | Serenity Flies, Take 2 |
Well, Mother Nature provided a small window of =93calmness=94 this
afternoon.
Forecast was for 5 to 8 MPH down the grass strip.
When I got to the airport, the windsock was indicating that the forecast
was
correct. I decided that if nothing else, I would go taxi around a
little.
While unfolding and doing the preflight, an RV was doing touch and goes
on
the grass strip, no one else around. By the time I got warmed up and
strapped in, the RV was headed to the hangar. Taxied past the windsock,
it
was completely limp. There was a cloud bank moving in from the west,
good,
no sunshine in my eyes, visibility should be better, or at least easier.
Lined up, and throttled up. Tail up, speed coming up. A little
push/pull on
the stick confirmed that I had elevator authority. Added more throttle,
it
felt light, but was able to keep the nose from going down. Added more
throttle, and was airborne! No real warning, just in the air and
flying.
Took the throttle to full and held the nose up, YAY!
Indicated speed was at 55, and climbing, so I started adding back
pressure,
and we were climbing smooth and straight. Again, YAY! Held it at 60
and
just climbed away.
No wing rocking, no changes in pitch or throttle, just steady and
smooth. I
don=92t know my rate of climb as I had a different page up on the EIS
keeping
an eye on engine temps and altitude.
At about 400=92, rolled in some left rudder and aileron, normal turn,
not real
steep, roll back to level seemed =93normal=94. Kept climbing and got out
of the
pattern. Didn=92t go very far but got up to 2000=92 AGL. Backed the
throttle
down to 6000 and was able to hold 60 MPH, but I think I was still slowly
climbing. Had I been able to reach the panel, I would have changed the
EIS
to show rate of climb.
Did some shallow turns, left and right, checked the aileron/rudder
co-ordination. Slowed to 50 and did the same turns. Slowed to 40 and
did
it again. Nothing seemed weird, so went on with the plan.
Backed off on the throttle and slowed to about 35 and all of a sudden
the
nose dropped. I had stalled and it stayed straight and level, just
tucked
the nose. So, instinct took over and I added throttle and pushed the
nose
down. Oops, that made it worse. This time instead of backing off the
throttle and pulling back, I just pulled back. OK, that was better, did
not
take long to be back up at 60 MPH, but it still seemed like I was
=93pointed
down=94. Managed to get everything stabilized and headed back to the
airport,
as the cloud cover was getting thicker and it was starting to get kind
of
dark.
Made a powered descent towards the airport. Flew around and entered the
pattern at 800=92. Made my turns and got lined up on final, but it
seemed
kind of high. Backed off the throttle some more and pushed the nose
down to
maintain 60 MPH. Well, that did not work too well, as I was still high
when
I passed mid field. No problem, added power, picked up the nose and
went
around.
This time, I flew the pattern a couple of hundred feet lower and kind of
overshot my base to final turn. Knowing that this was a really bad
situation
to be in, I was extra careful about keeping the speed up until I was
lined
up , then backed off and held 50 on final. Problem was, I was going to
land about mid-field, where I had been warned that the intersection with
the
concrete was kind of rough. Decided to add some power and just fly it
across the intersection as there was still lots of room to land, or to
go
around.
All was going well until I got close to the intersection, which is the
high
point of the grass strip, I made the mistake of pulling up to clear it
instead of adding power. I did not realize just how slow I had gotten
and
ran out of airspeed before touching down. That was kind of a surprise,
and
it hit a little harder than I would have liked. One good bounce and
then
the next time we touched, it didn=92t bounce any more, although I felt
the
gear flexing a little. Stick all the way back and we quickly came to
taxi
speed.
A quick check, everything looks and feels OK. I can steer just fine, so
taxied back to the hangar. Closer inspection indicated no damage done.
So, all in all, a very good flight. By the time the hangar door was
closing, there was mist in the air, so we squeezed all the flight time
out
that we could have today. It was good to =93get back on the horse=94.
Things proven today:
The plane flies just fine, except it may need a little left rudder trim
tab.
This seem to be common to the plane/engine combination.
The PIO experienced on the first flight was a combination of turbulence
and
pilot ham fistedness.
Lessons learned:
Fireflies like to fly, they don=92t like to descend, kind of like the
Chief.
A light touch is all that is needed, and when used, you can actually
feel
the feedback.
Anything but perfect straight ahead flight brings wind around the
windshield
and hits me in the face. Sometimes makes my eyes water or takes my
breath
away. Need different headgear/clothing.
60 MPH is not enough to take the kink out of the piece of yarn my wife
gave
me for a yaw string. J
There is no warning before the stall. This one kind of surprises me, I
cannot think of another plane I have flown that did not give some kind
of
warning. The old Chief got mushy on the controls then had a definite
=93shudder=94, during which if you relaxed the back pressure, you could
avoid
the stall. If you wanted to stall, you had to hold back pressure through
the
shudder to get there.
Level flight visibility is WAY nose lower than I expected. This will
take
some getting used to, but will be necessary to be able to accurately
judge
approach and landing.
I exceeded EGT again while using partial throttle. At one point I saw
1267=B0F on the back cylinder. It did not last too long, as I throttled
up
and cooled it down, but it happened when I did not really want more
throttle. I think 30 seconds at this temp didn=92t do any harm, but
would
like to not do that again.
The same things that always require practice in other airplanes are
present
here too:
Slow flight
Stalls, of all kinds, at altitude of course
Approaches
Slips
Flaps
Landing speed and attitude
Practice, practice, practice.
Even if the weather keeps me grounded until spring, at least I won=92t
get to
my next flight and be terrified of it. My self-confidence and
confidence in
the plane took a big leap today. I needed that!
Sorry this got so long, but again, I tell my story for my own therapy
and to
document these experiences so maybe they will help someone else.
Thanks everyone for listening and special thanks to Bryan at Kolb for
doing
such an awesome job on this kit, and Travis for the great support.
Stuart and Serenity
________________________________________________________________________________
| Subject: | Re: Serenity Flies, Take 2 |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I exceeded EGT again while using partial throttle. At one point I saw
1267=C2=B0F on the back cylinder. It did not last too long, as I throttled
up
and cooled it down, but it happened when I did not really want more
throttle. I think 30 seconds at this temp didn=99t do any harm, but
would
like to not do that again.
---------------------------------------------------------------------------
----------------------------------------------
Until you get your jets straightened out keep in mind that if you pull the
enrichner circuit on, it will lower the egt's .
Much better, perhaps Serenity isn't such a bad name after all. :-)
Larry
On Tue, Nov 4, 2014 at 6:32 PM, Stuart Harner wrote
:
> Well, Mother Nature provided a small window of =9Ccalmness=9D
this afternoon.
> Forecast was for 5 to 8 MPH down the grass strip.
>
>
> When I got to the airport, the windsock was indicating that the forecast
> was correct. I decided that if nothing else, I would go taxi around a
> little. While unfolding and doing the preflight, an RV was doing touch a
nd
> goes on the grass strip, no one else around. By the time I got warmed up
> and strapped in, the RV was headed to the hangar. Taxied past the
> windsock, it was completely limp. There was a cloud bank moving in from
> the west, good, no sunshine in my eyes, visibility should be better, or a
t
> least easier.
>
>
> Lined up, and throttled up. Tail up, speed coming up. A little push/pull
> on the stick confirmed that I had elevator authority. Added more throttle
,
> it felt light, but was able to keep the nose from going down. Added more
> throttle, and was airborne! No real warning, just in the air and flying.
> Took the throttle to full and held the nose up, YAY!
>
>
> Indicated speed was at 55, and climbing, so I started adding back
> pressure, and we were climbing smooth and straight. Again, YAY! Held it
> at 60 and just climbed away.
>
>
> No wing rocking, no changes in pitch or throttle, just steady and smooth.
> I don=99t know my rate of climb as I had a different page up on the
EIS
> keeping an eye on engine temps and altitude.
>
>
> At about 400=99, rolled in some left rudder and aileron, normal tur
n, not
> real steep, roll back to level seemed =9Cnormal=9D. Kept clim
bing and got out
> of the pattern. Didn=99t go very far but got up to 2000=99 AG
L. Backed the
> throttle down to 6000 and was able to hold 60 MPH, but I think I was stil
l
> slowly climbing. Had I been able to reach the panel, I would have change
d
> the EIS to show rate of climb.
>
>
> Did some shallow turns, left and right, checked the aileron/rudder
> co-ordination. Slowed to 50 and did the same turns. Slowed to 40 and di
d
> it again. Nothing seemed weird, so went on with the plan.
>
>
> Backed off on the throttle and slowed to about 35 and all of a sudden the
> nose dropped. I had stalled and it stayed straight and level, just tucke
d
> the nose. So, instinct took over and I added throttle and pushed the nos
e
> down. Oops, that made it worse. This time instead of backing off the
> throttle and pulling back, I just pulled back. OK, that was better, did
> not take long to be back up at 60 MPH, but it still seemed like I was
> =9Cpointed down=9D. Managed to get everything stabilized and
headed back to
> the airport, as the cloud cover was getting thicker and it was starting t
o
> get kind of dark.
>
>
> Made a powered descent towards the airport. Flew around and entered the
> pattern at 800=99. Made my turns and got lined up on final, but it
seemed
> kind of high. Backed off the throttle some more and pushed the nose down
> to maintain 60 MPH. Well, that did not work too well, as I was still hig
h
> when I passed mid field. No problem, added power, picked up the nose and
> went around.
>
>
> This time, I flew the pattern a couple of hundred feet lower and kind of
> overshot my base to final turn. Knowing that this was a really bad
> situation to be in, I was extra careful about keeping the speed up until
I
> was lined up , then backed off and held 50 on final. Problem was, I was
> going to land about mid-field, where I had been warned that the
> intersection with the concrete was kind of rough. Decided to add some
> power and just fly it across the intersection as there was still lots of
> room to land, or to go around.
>
>
> All was going well until I got close to the intersection, which is the
> high point of the grass strip, I made the mistake of pulling up to clear
it
> instead of adding power. I did not realize just how slow I had gotten an
d
> ran out of airspeed before touching down. That was kind of a surprise,
> and it hit a little harder than I would have liked. One good bounce and
> then the next time we touched, it didn=99t bounce any more, althoug
h I felt
> the gear flexing a little. Stick all the way back and we quickly came to
> taxi speed.
>
>
> A quick check, everything looks and feels OK. I can steer just fine, so
> taxied back to the hangar. Closer inspection indicated no damage done.
>
>
> So, all in all, a very good flight. By the time the hangar door was
> closing, there was mist in the air, so we squeezed all the flight time ou
t
> that we could have today. It was good to =9Cget back on the horse
=9D.
>
>
> Things proven today:
>
> The plane flies just fine, except it may need a little left rudder trim
> tab. This seem to be common to the plane/engine combination.
>
> The PIO experienced on the first flight was a combination of turbulence
> and pilot ham fistedness.
>
>
> Lessons learned:
>
> Fireflies like to fly, they don=99t like to descend, kind of like t
he Chief.
>
> A light touch is all that is needed, and when used, you can actually feel
> the feedback.
>
> Anything but perfect straight ahead flight brings wind around the
> windshield and hits me in the face. Sometimes makes my eyes water or take
s
> my breath away. Need different headgear/clothing.
>
> 60 MPH is not enough to take the kink out of the piece of yarn my wife
> gave me for a yaw string. J
>
> There is no warning before the stall. This one kind of surprises me, I
> cannot think of another plane I have flown that did not give some kind of
> warning. The old Chief got mushy on the controls then had a definite
> =9Cshudder=9D, during which if you relaxed the back pressure,
you could avoid
> the stall. If you wanted to stall, you had to hold back pressure through
> the shudder to get there.
>
> Level flight visibility is WAY nose lower than I expected. This will tak
e
> some getting used to, but will be necessary to be able to accurately judg
e
> approach and landing.
>
>
> I exceeded EGT again while using partial throttle. At one point I saw
> 1267=C2=B0F on the back cylinder. It did not last too long, as I throttl
ed up
> and cooled it down, but it happened when I did not really want more
> throttle. I think 30 seconds at this temp didn=99t do any harm, bu
t would
> like to not do that again.
>
>
> The same things that always require practice in other airplanes are
> present here too:
>
> Slow flight
>
> Stalls, of all kinds, at altitude of course
>
> Approaches
>
> Slips
>
> Flaps
>
> Landing speed and attitude
>
>
> Practice, practice, practice.
>
>
> Even if the weather keeps me grounded until spring, at least I won
=99t get
> to my next flight and be terrified of it. My self-confidence and
> confidence in the plane took a big leap today. I needed that!
>
>
> Sorry this got so long, but again, I tell my story for my own therapy and
> to document these experiences so maybe they will help someone else.
>
>
> Thanks everyone for listening and special thanks to Bryan at Kolb for
> doing such an awesome job on this kit, and Travis for the great support.
>
>
> Stuart and Serenity
>
>
> *
>
===========
m>
ldersbooks.com>
.com>
com>
om/contribution>
===========
onics.com/Navigator?Kolb-List>
===========
===========
>
> *
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | "Stuart Harner" <stuart(at)harnerfarm.net> |
| Subject: | Serenity Flies, Take 2 |
Larry,
Thanks. I had discovered the enricher trick during the ground runs, and
was reaching for it, when I realized I was in the landing pattern and
really did not want to make a change that might cause it to stumble or
quit. Of course, frying a piston and quitting is worse, so I opted for
the additional throttle. This of course, contributed to a higher speed,
which lead to the sloppy pattern and overshoot. Everything has
consequences.
Wide open throttle at what I think was level flight was showing about
6350 RPM. Not sure if I should dial out a little pitch on the prop or
leave it be. Also, the temps run perfectly below about 4500 and above
about 5500. I am not sure if I should try raising the needle one notch
or try a different needle or jet. More flying experience will tell me
if I can operate outside of this lean range or if I need to try and
correct it. Y19 has a field elevation of 1940=99, but it was
cooler than standard today, so without doing the real math, my guess is
that DA was under 1000=99.
More things to test after I get some more stick time.
Yes, MUCH better this time. I am now confident that we can continue on
with a normal learning curve and flight testing.
Thanks to everyone who gave examples, advice and encouragement. It
really DID help. This time I am anxious to get back up there for more.
Stuart
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry
Cottrell
Sent: Tuesday, November 04, 2014 8:52 PM
Subject: Re: Kolb-List: Serenity Flies, Take 2
I exceeded EGT again while using partial throttle. At one point I saw
1267=C2=B0F on the back cylinder. It did not last too long, as I
throttled up and cooled it down, but it happened when I did not really
want more throttle. I think 30 seconds at this temp didn=99t do
any harm, but would like to not do that again.
-------------------------------------------------------------------------
------------------------------------------------
Until you get your jets straightened out keep in mind that if you pull
the enrichner circuit on, it will lower the egt's .
Much better, perhaps Serenity isn't such a bad name after all. :-)
Larry
On Tue, Nov 4, 2014 at 6:32 PM, Stuart Harner
wrote:
Well, Mother Nature provided a small window of
=9Ccalmness=9D this afternoon. Forecast was for 5 to 8 MPH
down the grass strip.
When I got to the airport, the windsock was indicating that the forecast
was correct. I decided that if nothing else, I would go taxi around a
little. While unfolding and doing the preflight, an RV was doing touch
and goes on the grass strip, no one else around. By the time I got
warmed up and strapped in, the RV was headed to the hangar. Taxied past
the windsock, it was completely limp. There was a cloud bank moving in
from the west, good, no sunshine in my eyes, visibility should be
better, or at least easier.
Lined up, and throttled up. Tail up, speed coming up. A little
push/pull on the stick confirmed that I had elevator authority. Added
more throttle, it felt light, but was able to keep the nose from going
down. Added more throttle, and was airborne! No real warning, just in
the air and flying. Took the throttle to full and held the nose up,
YAY!
Indicated speed was at 55, and climbing, so I started adding back
pressure, and we were climbing smooth and straight. Again, YAY! Held
it at 60 and just climbed away.
No wing rocking, no changes in pitch or throttle, just steady and
smooth. I don=99t know my rate of climb as I had a different page
up on the EIS keeping an eye on engine temps and altitude.
At about 400=99, rolled in some left rudder and aileron, normal
turn, not real steep, roll back to level seemed
=9Cnormal=9D. Kept climbing and got out of the pattern.
Didn=99t go very far but got up to 2000=99 AGL. Backed the
throttle down to 6000 and was able to hold 60 MPH, but I think I was
still slowly climbing. Had I been able to reach the panel, I would have
changed the EIS to show rate of climb.
Did some shallow turns, left and right, checked the aileron/rudder
co-ordination. Slowed to 50 and did the same turns. Slowed to 40 and
did it again. Nothing seemed weird, so went on with the plan.
Backed off on the throttle and slowed to about 35 and all of a sudden
the nose dropped. I had stalled and it stayed straight and level, just
tucked the nose. So, instinct took over and I added throttle and pushed
the nose down. Oops, that made it worse. This time instead of backing
off the throttle and pulling back, I just pulled back. OK, that was
better, did not take long to be back up at 60 MPH, but it still seemed
like I was =9Cpointed down=9D. Managed to get everything
stabilized and headed back to the airport, as the cloud cover was
getting thicker and it was starting to get kind of dark.
Made a powered descent towards the airport. Flew around and entered the
pattern at 800=99. Made my turns and got lined up on final, but
it seemed kind of high. Backed off the throttle some more and pushed
the nose down to maintain 60 MPH. Well, that did not work too well, as
I was still high when I passed mid field. No problem, added power,
picked up the nose and went around.
This time, I flew the pattern a couple of hundred feet lower and kind of
overshot my base to final turn. Knowing that this was a really bad
situation to be in, I was extra careful about keeping the speed up until
I was lined up , then backed off and held 50 on final. Problem was, I
was going to land about mid-field, where I had been warned that the
intersection with the concrete was kind of rough. Decided to add some
power and just fly it across the intersection as there was still lots of
room to land, or to go around.
All was going well until I got close to the intersection, which is the
high point of the grass strip, I made the mistake of pulling up to clear
it instead of adding power. I did not realize just how slow I had
gotten and ran out of airspeed before touching down. That was kind of
a surprise, and it hit a little harder than I would have liked. One
good bounce and then the next time we touched, it didn=99t bounce
any more, although I felt the gear flexing a little. Stick all the way
back and we quickly came to taxi speed.
A quick check, everything looks and feels OK. I can steer just fine, so
taxied back to the hangar. Closer inspection indicated no damage done.
So, all in all, a very good flight. By the time the hangar door was
closing, there was mist in the air, so we squeezed all the flight time
out that we could have today. It was good to =9Cget back on the
horse=9D.
Things proven today:
The plane flies just fine, except it may need a little left rudder trim
tab. This seem to be common to the plane/engine combination.
The PIO experienced on the first flight was a combination of turbulence
and pilot ham fistedness.
Lessons learned:
Fireflies like to fly, they don=99t like to descend, kind of like
the Chief.
A light touch is all that is needed, and when used, you can actually
feel the feedback.
Anything but perfect straight ahead flight brings wind around the
windshield and hits me in the face. Sometimes makes my eyes water or
takes my breath away. Need different headgear/clothing.
60 MPH is not enough to take the kink out of the piece of yarn my wife
gave me for a yaw string. J
There is no warning before the stall. This one kind of surprises me, I
cannot think of another plane I have flown that did not give some kind
of warning. The old Chief got mushy on the controls then had a definite
=9Cshudder=9D, during which if you relaxed the back
pressure, you could avoid the stall. If you wanted to stall, you had to
hold back pressure through the shudder to get there.
Level flight visibility is WAY nose lower than I expected. This will
take some getting used to, but will be necessary to be able to
accurately judge approach and landing.
I exceeded EGT again while using partial throttle. At one point I saw
1267=C2=B0F on the back cylinder. It did not last too long, as I
throttled up and cooled it down, but it happened when I did not really
want more throttle. I think 30 seconds at this temp didn=99t do
any harm, but would like to not do that again.
The same things that always require practice in other airplanes are
present here too:
Slow flight
Stalls, of all kinds, at altitude of course
Approaches
Slips
Flaps
Landing speed and attitude
Practice, practice, practice.
Even if the weather keeps me grounded until spring, at least I
won=99t get to my next flight and be terrified of it. My
self-confidence and confidence in the plane took a big leap today. I
needed that!
Sorry this got so long, but again, I tell my story for my own therapy
and to document these experiences so maybe they will help someone else.
Thanks everyone for listening and special thanks to Bryan at Kolb for
doing such an awesome job on this kit, and Travis for the great support.
Stuart and Serenity
_blank">www.aeroelectric.com
.com" target="_blank">www.buildersbooks.com
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ank">www.mrrace.com
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tp://forums.matronics.com
--
If you forward this email, or any part of it, please remove my email
address before sending.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Coming Soon - The List of Contributors - Please Make A Contribution |
Today!
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________________________________________________________________________________
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Herb
Sorry but I'm going to have some fun with this.
Where have you been? I was the first to put a VW on a kolb. I wrote a
article for the EAA's light sport magazine with all the details of putting
a VW on a Kolb. The Kolb VW engine mount is based on my mount thanks to
Rick Lewis. My plane has been to the EAA's airventure 4 times, Sun N Fun
and one of the New Kolb homecomings. Over the last 15 years I have posted
to the kolb list at least a hundred E-Mails about my VW powered MKIIIC.
Check the archives.
Except for, a failure of the series one Valley redrive (not designed for
composite props) (currently flying a series three redrive) and last summer
my primary fuel pump was trying to tell me it was dying the engine has been
flawless.
Rick Neilsen
Redrive VW Powered MKIIIC
On Tue, Nov 4, 2014 at 8:30 PM, Herb wrote:
>
>
> Rick
>
> Do not recall that you have posted much info on the Vw setup..Tell us
> something about it...Herb
>
>
________________________________________________________________________________
| From: | Herb <Herbgh(at)nctc.com> |
Rick
Just asking for the new comers....:-)
On 11/05/2014 04:26 PM, Rick Neilsen wrote:
> Herb
>
> Sorry but I'm going to have some fun with this.
>
> Where have you been? I was the first to put a VW on a kolb. I wrote a
> article for the EAA's light sport magazine with all the details of
> putting a VW on a Kolb. The Kolb VW engine mount is based on my mount
> thanks to Rick Lewis. My plane has been to the EAA's airventure 4
> times, Sun N Fun and one of the New Kolb homecomings. Over the last
> 15 years I have posted to the kolb list at least a hundred E-Mails
> about my VW powered MKIIIC. Check the archives.
>
> Except for, a failure of the series one Valley redrive (not designed
> for composite props) (currently flying a series three redrive) and
> last summer my primary fuel pump was trying to tell me it was dying
> the engine has been flawless.
>
> Rick Neilsen
> Redrive VW Powered MKIIIC
>
> On Tue, Nov 4, 2014 at 8:30 PM, Herb > wrote:
>
> >
>
>
> Rick
>
> Do not recall that you have posted much info on the Vw
> setup..Tell us something about it...Herb
>
> ===================================
> br> fts!)
> r> > /www.aeroelectric.com" target="_blank">www.aeroelectric.com
> w.buildersbooks.com" target="_blank">www.buildersbooks.com
> p.com" target="_blank">www.homebuilthelp.com
> e.com" target="_blank">www.mypilotstore.com
> " target="_blank">www.mrrace.com
> target="_blank">http://www.matronics.com/contribution
> -Matt Dralle, List Admin.
> ===================================
> -List" target="_blank">http://www.matronics.com/Navigator?Kolb-List
> ===================================
> FORUMS -
> _blank">http://forums.matronics.com
> ===================================
>
>
> *
>
>
> *
________________________________________________________________________________
| Subject: | Re: Serenity Flies, Take 2 |
| From: | "west1m" <west1m(at)hotmail.com> |
Great write up! Having a Firefly I have not flown yet, your article is excellent
information on what to expect. I tried taxing up and down the runway with a
90* crosswind the other day just see what to expect. It was a wild ride!
--------
West1m
Hastings, MN
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432983#432983
________________________________________________________________________________
| Subject: | Re: trailering a fire fly |
| From: | Robert Laird <rlaird(at)cavediver.com> |
One method of supporting the boom tube on a Kolb MkIII (and other aircraft)
is by using a PVC "saddle". This saddle is originally made for irrigation
piping, but works perfectly with a little modification. The saddle itself
requires no tweaking, but there is a pipe that connects to the saddle-tee,
and the base of *that* needs a large castered wheel.
Another good solution for supporting the boom tube while trailering is to
find a "base" for the pipe that comes out of the saddle-tee, and affix the
"base" to the trailer... then, after the Kolb is in place on the trailer,
put the saddle-tee in place on the boom-tube, then screw a connecting pipe
on to it and the base.
One source:
Irrigation Station LLP
11929 Windfern
Houston, TX 77064
281-890-6574
sales(at)irrigationstation.com
Part: 6 x 2 PVC IPS FIPT Saddle, product code 4460-20 @ $41.00
(The above part description, part #, and price is as of Aug 2008)
The part information above is only for the saddle-tee. Also needed is a
pipe, connected to the saddle-tee, and of course the wheel. (When I find a
photo of the saddle in place on the boom tube, I'll post it here.) I've
used this method (with the caster wheel for over 7 years with my Mk III. I
also have the base that attached to my trailer floor, for securing it while
transporting it.
Below are mfg pix of saddle-tees.
[image: Saddle-tee]
On Tue, Nov 4, 2014 at 1:21 PM, Malcolm Brubaker
wrote:
> how wide is the boom tub? how long should the tube that fits into the
> wing be? how far out from the center of the boom tube the wing suppo
rt
> tube is should depend on how much padding I have between the boom tube a
nd
> the wing, this problem totty took me by surprise. I think I have a good
> handle on it, no pun intended
>
>
> Malcolm & Jeanne Brubaker
> Michigan Sport Pilot Repair
> http://michigansportpilotrepair.com
> LSRM-A, PPC, WS
> Great Sails - Sailmaker
> for Ultralight & Light Sport
> (989)513-3022
>
>
> ------------------------------
> *From:* Stuart Harner
> *To:* kolb-list(at)matronics.com
> *Sent:* Monday, November 3, 2014 11:26 PM
> *Subject:* RE: Kolb-List: trailering a fire fly
>
> How far do you have to haul it? I took mine 20 miles to the airport. I
> followed the instructions in the builder=99s manual for folding and
I made a
> tail boom stand out of an automotive jack stand. It made it, but I would
> not want to go much farther than that as there was enough movement of the
> wings against the bracket that it wore all the powder coat off of the
> bracket. I could not tell how much material was worn off of the aluminum
> spar, but it had to be at least some. For a longer move I would want the
> wing tips supported to the trailer, not the tail boom.
>
>
> $50 worth of 2X4=99s, screws and carpet scraps could save a lot of
damage.
>
>
> In short, I think the wing fold brackets are find for sitting or moving i
n
> and out of storage, but are not good for long travels, especially on an
> open trailer.
>
>
> Search the archives, you will find much discussion and several pictures o
f
> how this has been accomplished by others.
>
>
> I have a few photos of the firefly folded, but will have to look to see i
f
> there are any of it loaded on the trailer.
>
>
> Stuart
>
>
> *From:* owner-kolb-list-server(at)matronics.com [mailto:
> owner-kolb-list-server(at)matronics.com] *On Behalf Of *Malcolm Brubaker
> *Sent:* Monday, November 03, 2014 8:34 PM
> *To:* Kolb-list matronics.com
> *Subject:* Kolb-List: trailering a fire fly
>
>
> we need to deliver a fire fly by open trailer next week the wing
> attach points and bridle where never installed by the builder however it
> was a quick build , he never intended to fold or hall it . now he is
> dead and the estate needs it sold, My question is how to fold and haul it
> safely? any pics would really be helpful
>
> Malcolm & Jeanne Brubaker
> Michigan Sport Pilot Repair
>
> http://michigansportpilotrepair.com
>
> LSRM-A, PPC, WS
> Great Sails - Sailmaker
> for Ultralight & Light Sport
> (989)513-3022
>
>
> *www.aeroelectric.com <http://www.aeroelectric.com>*
>
> *www.buildersbooks.com <http://www.buildersbooks.com>*
>
> *www.homebuilthelp.com <http://www.homebuilthelp.com>*
>
> *www.mypilotstore.com <http://www.mypilotstore.com>*
>
> *www.mrrace.com <http://www.mrrace.com>*
>
> *http://www.matronics.com/contribution *
>
> *http://www.matronics.com/Navigator?Kolb-List *
>
> *http://forums.matronics.com *
>
>
> *
>
> _blank" rel="nofollow">www.aeroelectric.com <http://www.aeroelectric.co
m>
> " target="_blank" rel="nofollow">www.buildersbooks.com <http://www.bu
ildersbooks.com>
> ="_blank" rel="nofollow">www.homebuilthelp.com <http://www.homebuilth
elp.com>
> ="_blank" rel="nofollow">www.mypilotstore.com <http://www.mypilotstor
e.com>
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> _blank" rel="nofollow">http://www.matronics.com/contribution
> get="_blank" rel="nofollow">http://www.matronics.com/Navigator?Kolb-L
ist
> l= <http://www.matronics.com/Navigator?Kolb-List
> l=>"nofollow">http://forums.matronics.com
>
> *
>
>
> *
>
===========
===========
===========
===========
>
> *
>
>
________________________________________________________________________________
| From: | "Stuart Harner" <stuart(at)harnerfarm.net> |
| Subject: | trailering a fire fly |
Very interesting, thanks for posting.
Question? Is the MKIII tail boom 6=9D in diameter?
The firefly is 5=9D, so this may be too large unless you glue some
padding of some kind inside of the saddle. Carpeting comes to mind.
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Robert Laird
Sent: Thursday, November 06, 2014 8:58 AM
Subject: Re: Kolb-List: trailering a fire fly
One method of supporting the boom tube on a Kolb MkIII (and other
aircraft) is by using a PVC "saddle". This saddle is originally made for
irrigation piping, but works perfectly with a little modification. The
saddle itself requires no tweaking, but there is a pipe that connects to
the saddle-tee, and the base of that needs a large castered wheel.
Another good solution for supporting the boom tube while trailering is
to find a "base" for the pipe that comes out of the saddle-tee, and
affix the "base" to the trailer... then, after the Kolb is in place on
the trailer, put the saddle-tee in place on the boom-tube, then screw a
connecting pipe on to it and the base.
One source:
Irrigation Station LLP
11929 Windfern
Houston, TX 77064
281-890-6574
sales(at)irrigationstation.com
Part: 6 x 2 PVC IPS FIPT Saddle, product code 4460-20 @ $41.00
(The above part description, part #, and price is as of Aug 2008)
The part information above is only for the saddle-tee. Also needed is a
pipe, connected to the saddle-tee, and of course the wheel. (When I find
a photo of the saddle in place on the boom tube, I'll post it here.)
I've used this method (with the caster wheel for over 7 years with my Mk
III. I also have the base that attached to my trailer floor, for
securing it while transporting it.
Below are mfg pix of saddle-tees.
Saddle-tee <http://texas-flyer.com/img/saddle-tee.jpg>
<http://texas-flyer.com/img/saddle-tee3.jpg>
<http://texas-flyer.com/img/saddle-tee-demo.jpg>
On Tue, Nov 4, 2014 at 1:21 PM, Malcolm Brubaker
wrote:
how wide is the boom tub? how long should the tube that fits into the
wing be? how far out from the center of the boom tube the wing
support tube is should depend on how much padding I have between the
boom tube and the wing, this problem totty took me by surprise. I think
I have a good handle on it, no pun intended
Malcolm & Jeanne Brubaker
Michigan Sport Pilot Repair
http://michigansportpilotrepair.com
LSRM-A, PPC, WS
Great Sails - Sailmaker
for Ultralight & Light Sport
(989)513-3022
_____
From: Stuart Harner <stuart(at)harnerfarm.net>
Sent: Monday, November 3, 2014 11:26 PM
Subject: RE: Kolb-List: trailering a fire fly
How far do you have to haul it? I took mine 20 miles to the airport. I
followed the instructions in the builder=99s manual for folding
and I made a tail boom stand out of an automotive jack stand. It made
it, but I would not want to go much farther than that as there was
enough movement of the wings against the bracket that it wore all the
powder coat off of the bracket. I could not tell how much material was
worn off of the aluminum spar, but it had to be at least some. For a
longer move I would want the wing tips supported to the trailer, not the
tail boom.
$50 worth of 2X4=99s, screws and carpet scraps could save a lot of
damage.
In short, I think the wing fold brackets are find for sitting or moving
in and out of storage, but are not good for long travels, especially on
an open trailer.
Search the archives, you will find much discussion and several pictures
of how this has been accomplished by others.
I have a few photos of the firefly folded, but will have to look to see
if there are any of it loaded on the trailer.
Stuart
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Malcolm
Brubaker
Sent: Monday, November 03, 2014 8:34 PM
Subject: Kolb-List: trailering a fire fly
we need to deliver a fire fly by open trailer next week the wing
attach points and bridle where never installed by the builder however it
was a quick build , he never intended to fold or hall it . now he is
dead and the estate needs it sold, My question is how to fold and haul
it safely? any pics would really be helpful
Malcolm & Jeanne Brubaker
Michigan Sport Pilot Repair
http://michigansportpilotrepair.com
LSRM-A, PPC, WS
Great Sails - Sailmaker
for Ultralight & Light Sport
(989)513-3022
www.aeroelectric.com
www.buildersbooks.com
www.homebuilthelp.com
www.mypilotstore.com
www.mrrace.com
http://www.matronics.com/contribution
http://www.matronics.com/Navigator?Kolb-List
http://forums.matronics.com
_blank" rel="nofollow">www.aeroelectric.com
" target="_blank" rel="nofollow">www.buildersbooks.com
="_blank" rel="nofollow">www.homebuilthelp.com
="_blank" rel="nofollow">www.mypilotstore.com
ank" rel="nofollow">www.mrrace.com
_blank" rel="nofollow">http://www.matronics.com/contribution
get="_blank"
rel="nofollow">http://www.matronics.com/Navigator?Kolb-List
<http://www.matronics.com/Navigator?Kolb-Listl=>
l= <http://www.matronics.com/Navigator?Kolb-Listl=>
"nofollow">http://forums.matronics.com
________________________________________________________________________________
| Subject: | Re: trailering a fire fly |
| From: | Robert Laird <rlaird(at)cavediver.com> |
Relying on memory (a very dangerous thing!), yes, it's 6" in diameter.
The PVC saddle has a thin (but not too thin) piece of rubber covering the
entire inside surface, so that when it contacts the boom tube, it creates
enough friction to stop the saddle from moving around on it (and protects
the aluminum). Carpet might work, but you'd then have to worry about it
moving around on you. I don't know if anyone makes a 5" saddle, but that's
would be a better solution. Second-best would be to use something
rubber-like with a lot of friction that would give a tight and very even
"seal" around the tube.
Until you mentioned the issue of its use with a 5" boom, it never occurred
to me how lucky it is that this all works together so well!
-- R
On Thu, Nov 6, 2014 at 10:07 AM, Stuart Harner
wrote:
> Very interesting, thanks for posting.
>
>
> Question? Is the MKIII tail boom 6=9D in diameter?
>
>
> The firefly is 5=9D, so this may be too large unless you glue some
padding
> of some kind inside of the saddle. Carpeting comes to mind.
>
>
> *From:* owner-kolb-list-server(at)matronics.com [mailto:
> owner-kolb-list-server(at)matronics.com] *On Behalf Of *Robert Laird
> *Sent:* Thursday, November 06, 2014 8:58 AM
> *To:* kolb-list(at)matronics.com
> *Subject:* Re: Kolb-List: trailering a fire fly
>
>
> One method of supporting the boom tube on a Kolb MkIII (and other
> aircraft) is by using a PVC "saddle". This saddle is originally made for
> irrigation piping, but works perfectly with a little modification. The
> saddle itself requires no tweaking, but there is a pipe that connects to
> the saddle-tee, and the base of *that* needs a large castered wheel.
>
> Another good solution for supporting the boom tube while trailering is to
> find a "base" for the pipe that comes out of the saddle-tee, and affix th
e
> "base" to the trailer... then, after the Kolb is in place on the trailer,
> put the saddle-tee in place on the boom-tube, then screw a connecting pip
e
> on to it and the base.
>
> One source:
>
> Irrigation Station LLP
> 11929 Windfern
> Houston, TX 77064
> 281-890-6574
> sales(at)irrigationstation.com
>
> Part: 6 x 2 PVC IPS FIPT Saddle, product code 4460-20 @ $41.00
> (The above part description, part #, and price is as of Aug 2008)
>
> The part information above is only for the saddle-tee. Also needed is a
> pipe, connected to the saddle-tee, and of course the wheel. (When I find
a
> photo of the saddle in place on the boom tube, I'll post it here.) I've
> used this method (with the caster wheel for over 7 years with my Mk III.
I
> also have the base that attached to my trailer floor, for securing it whi
le
> transporting it.
>
> Below are mfg pix of saddle-tees.
>
> [image: Saddle-tee]
>
>
> On Tue, Nov 4, 2014 at 1:21 PM, Malcolm Brubaker
> wrote:
>
> how wide is the boom tub? how long should the tube that fits into the
> wing be? how far out from the center of the boom tube the wing suppo
rt
> tube is should depend on how much padding I have between the boom tube a
nd
> the wing, this problem totty took me by surprise. I think I have a good
> handle on it, no pun intended
>
>
> Malcolm & Jeanne Brubaker
> Michigan Sport Pilot Repair
>
> http://michigansportpilotrepair.com
>
> LSRM-A, PPC, WS
> Great Sails - Sailmaker
> for Ultralight & Light Sport
> (989)513-3022
>
>
> ------------------------------
>
> *From:* Stuart Harner
> *To:* kolb-list(at)matronics.com
> *Sent:* Monday, November 3, 2014 11:26 PM
> *Subject:* RE: Kolb-List: trailering a fire fly
>
>
> How far do you have to haul it? I took mine 20 miles to the airport. I
> followed the instructions in the builder=99s manual for folding and
I made a
> tail boom stand out of an automotive jack stand. It made it, but I would
> not want to go much farther than that as there was enough movement of the
> wings against the bracket that it wore all the powder coat off of the
> bracket. I could not tell how much material was worn off of the aluminum
> spar, but it had to be at least some. For a longer move I would want the
> wing tips supported to the trailer, not the tail boom.
>
>
> $50 worth of 2X4=99s, screws and carpet scraps could save a lot of
damage.
>
>
> In short, I think the wing fold brackets are find for sitting or moving i
n
> and out of storage, but are not good for long travels, especially on an
> open trailer.
>
>
> Search the archives, you will find much discussion and several pictures o
f
> how this has been accomplished by others.
>
>
> I have a few photos of the firefly folded, but will have to look to see i
f
> there are any of it loaded on the trailer.
>
>
> Stuart
>
>
> *From:* owner-kolb-list-server(at)matronics.com [mailto:
> owner-kolb-list-server(at)matronics.com] *On Behalf Of *Malcolm Brubaker
> *Sent:* Monday, November 03, 2014 8:34 PM
> *To:* Kolb-list matronics.com
> *Subject:* Kolb-List: trailering a fire fly
>
>
> we need to deliver a fire fly by open trailer next week the wing
> attach points and bridle where never installed by the builder however it
> was a quick build , he never intended to fold or hall it . now he is
> dead and the estate needs it sold, My question is how to fold and haul it
> safely? any pics would really be helpful
>
> Malcolm & Jeanne Brubaker
> Michigan Sport Pilot Repair
>
> http://michigansportpilotrepair.com
>
> LSRM-A, PPC, WS
> Great Sails - Sailmaker
> for Ultralight & Light Sport
> (989)513-3022
>
>
> *www.aeroelectric.com <http://www.aeroelectric.com>*
>
> *www.buildersbooks.com <http://www.buildersbooks.com>*
>
> *www.homebuilthelp.com <http://www.homebuilthelp.com>*
>
> *www.mypilotstore.com <http://www.mypilotstore.com>*
>
> *www.mrrace.com <http://www.mrrace.com>*
>
> *http://www.matronics.com/contribution *
>
> *http://www.matronics.com/Navigator?Kolb-List *
>
> *http://forums.matronics.com *
>
>
> *_blank" rel="nofollow">www.aeroelectric.com <http://www.aeroelectric.c
om>*
>
> *" target="_blank" rel="nofollow">www.buildersbooks.com <http://www.b
uildersbooks.com>*
>
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help.com>*
>
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re.com>*
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>
>
> *www.aeroelectric.com <http://www.aeroelectric.com>*
>
> *www.buildersbooks.com <http://www.buildersbooks.com>*
>
> *www.homebuilthelp.com <http://www.homebuilthelp.com>*
>
> *www.mypilotstore.com <http://www.mypilotstore.com>*
>
> *www.mrrace.com <http://www.mrrace.com>*
>
> *http://www.matronics.com/contribution *
>
> *http://www.matronics.com/Navigator?Kolb-List *
>
> *http://forums.matronics.com *
>
>
> *
>
===========
m>
ldersbooks.com>
.com>
com>
om/contribution>
===========
onics.com/Navigator?Kolb-List>
===========
===========
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: trailering a fire fly |
| From: | "George Alexander" <gtalexander(at)att.net> |
brubakermal(at)yahoo.com wrote:
> we need to deliver a fire fly by open trailer next week . . . .S N I P .
. . My question is how to fold and haul it safely? any pics would really be
helpful
> Malcolm & Jeanne Brubaker
>
There are a wide variety of configurations at "Trailering a Kolb":
http://oh2fly.net/Main_trailer_kolb.htm
--------
George Alexander
FS II R503 N709FS
http://www.oh2fly.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=433005#433005
________________________________________________________________________________
| Subject: | Re: firestar for sale |
| From: | "gyrodude" <gsafrit1(at)carolina.rr.com> |
I listed the firestar on barnstormers and it sold in 2 hours. Thanks
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=433011#433011
________________________________________________________________________________
| Subject: | Re: Serenity Flies, Take 2 |
| From: | "west1m" <west1m(at)hotmail.com> |
Thanks for the link to your videos. You make it look easy. I used up a lot more
of the runway the other day and I was just trying to motor down the runway straight.
--------
West1m
Hastings, MN
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=433018#433018
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Please Make a Contribution to Support Your Lists... |
Dear Listers,
Just a reminder that November is the Annual List Fund Raiser. Please make a Contribution
today to support the continued operation and upgrade of these great
List services!! Pick up a really nice free gift with your qualifying Contribution
too!
The Contribution Site is fast and easy:
http://www.matronics.com/contribution
or by dropping a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94551-0347
Thank you!
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| Subject: | wanting an ultrastar? |
| From: | "crankpot" <bobg379(at)yahoo.com> |
I have two. One needs to go. Presently I have what I believe is a factory welded
cage , nice wings, tail. All complete including prints and manuals but no engine.
I'm about to start recovering it but this would be a great opportunity to
see it naked so you can see what's inside. It's has brakes. Late model firestar
spring landing gear. Elevator trim. Asking $2000. Located in Jupiter Florida.
--------
1984 kolb ultrstar
Former 1997 kolb firestat
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=433112#433112
________________________________________________________________________________
| Subject: | Re: ultrastar cuyuna prop shaft breakage |
| From: | "crankpot" <bobg379(at)yahoo.com> |
Found the answer. The issue was the redrive mounting plate. It had holes drilled
in it too close to the edges and suffered from cracking. Most were replaced.
--------
1984 kolb ultrstar
Former 1997 kolb firestat
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=433113#433113
________________________________________________________________________________
| From: | "KIRBY, DENNIS T GS-13 USAF AFMC AFNWC/ENS" <dennis.kirby.3(at)us.af.mil> |
| Subject: | Re: trailering a fire fly |
Robert Laird wrote: << One method of supporting the boom tube on a Kolb
MkIII (and other aircraft) is by using a PVC "saddle". This saddle is
originally made for irrigation piping, but works perfectly with a little
modification, and the base of *that* needs a large castered wheel. >>
Malcom / Kolb Friends -
Here's a picture of how I built my boom tube support for my Mark-3.
The center saddle is made from a piece of 12-inch diameter PVC, cut in half
lengthwise. I glued foam to the inside surface for padding. The two side
saddles are for supporting the wings. This is much more supportive, and
safer for transporting over long distances compared to the stock method of
wing support, which uses the 1/2 inch tube that passes thru the fuselage
tube.
For added shock absorption, once the aircraft is on the trailer, I place an
old tire under the dolly to raise it high enough to just get the casters off
the deck, then tie down the whole aircraft.
I have trailered my Mark-3 hundreds of miles using this, with no damage
whatsoever.
Dennis Kirby
Mark-III, 912, Powerfin
New Mexico
________________________________________________________________________________
| From: | Frank <frank.goodnight(at)att.net> |
| Subject: | Re: trailering a fire fly |
Hi Dennis, and other Klobers
Please explain how you get the
saddle under the boom tube.
My mk3 tail is too heavy for me
to lift. Do you use a jack under the
Tail ? A hoist? Or are you just really
strong. Your method looks good.
Frank
Sent from my iPhone
On Nov 7, 2014, at 8:55 AM, "KIRBY, DENNIS T GS-13 USAF AFMC AFNWC/ENS"
wrote:
> Robert Laird wrote: << One method of supporting the boom tube on a Kolb
> MkIII (and other aircraft) is by using a PVC "saddle". This saddle is
> originally made for irrigation piping, but works perfectly with a little
> modification, and the base of *that* needs a large castered wheel. >>
>
> Malcom / Kolb Friends -
>
> Here's a picture of how I built my boom tube support for my Mark-3.
>
> The center saddle is made from a piece of 12-inch diameter PVC, cut in half
> lengthwise. I glued foam to the inside surface for padding. The two side
> saddles are for supporting the wings. This is much more supportive, and
> safer for transporting over long distances compared to the stock method of
> wing support, which uses the 1/2 inch tube that passes thru the fuselage
> tube.
>
> For added shock absorption, once the aircraft is on the trailer, I place an
> old tire under the dolly to raise it high enough to just get the casters off
> the deck, then tie down the whole aircraft.
>
> I have trailered my Mark-3 hundreds of miles using this, with no damage
> whatsoever.
>
> Dennis Kirby
> Mark-III, 912, Powerfin
> New Mexico
>
________________________________________________________________________________
| From: | "Guideman" <Birdfever(at)msn.com> |
colin.scott.hudson(at)gma wrote:
> Frank when I switched to dual controls on my M3Xtra I had the same problem, too
much slack and not enough leverage. I hated it. Switched back to single control
and the problem went away. You didn't say what type of controls you have,
but that may be it. By the way, anybody that would like a set of dual controls,
I'll sell them cheap.
>
> Scott Hudson
>
>
> Sent from my iPhone
>
>
> > On Aug 29, 2014, at 7:56 AM, Frank Goodnight wrote:
> >
> >
> >
> > Kolbers
> > Just starting to get used to my mk3 classic. I have a question for those of
you with
> > experience in mk3s. I fly from the right seat, after a bit of fooling around
with the flaps and wing incedence i have got the
> > plane so it flys pretty much straight and level, handsoff. I find the ailerons
to be very heavy
> > and slow to react, much more so than my Firestar. If I enter a decending left
turn at about
> > 75 mph ---nothing radical just a normal turn to left base ,close pattern---to
roll level takes about
> > 3 seconds and enough right stick and rudder pressure that I'm almost afraid
something will
> > break I' m tempted to use both hands on the stick. Doesn't seem to matter
much what power
> > setting is used. If the initial turn is to the right there seems not to be
a problem to roll left
> > to level. From level flight the problem is much less pronounced, although
it is somewhat
> > easier to turn left than to turn right.Any thoughts and comments would be
much appreciated.
> > I don't think it's dangerous , but not sure
> > Frank Goodnight
> > Fayetteville ,AR
> > 912 uls
> > Sent from my iPad
> >
> >
> >
> >
> >
> >
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=433145#433145
________________________________________________________________________________
| From: | "Guideman" <Birdfever(at)msn.com> |
colin.scott.hudson(at)gma wrote:
> Frank when I switched to dual controls on my M3Xtra I had the same problem, too
much slack and not enough leverage. I hated it. Switched back to single control
and the problem went away. You didn't say what type of controls you have,
but that may be it. By the way, anybody that would like a set of dual controls,
I'll sell them cheap.
>
> Scott Hudson
>
>
> Sent from my iPhone
>
>
> > On Aug 29, 2014, at 7:56 AM, Frank Goodnight wrote:
> >
> >
> >
> > Kolbers
> > Just starting to get used to my mk3 classic. I have a question for those of
you with
> > experience in mk3s. I fly from the right seat, after a bit of fooling around
with the flaps and wing incedence i have got the
> > plane so it flys pretty much straight and level, handsoff. I find the ailerons
to be very heavy
> > and slow to react, much more so than my Firestar. If I enter a decending left
turn at about
> > 75 mph ---nothing radical just a normal turn to left base ,close pattern---to
roll level takes about
> > 3 seconds and enough right stick and rudder pressure that I'm almost afraid
something will
> > break I' m tempted to use both hands on the stick. Doesn't seem to matter
much what power
> > setting is used. If the initial turn is to the right there seems not to be
a problem to roll left
> > to level. From level flight the problem is much less pronounced, although
it is somewhat
> > easier to turn left than to turn right.Any thoughts and comments would be
much appreciated.
> > I don't think it's dangerous , but not sure
> > Frank Goodnight
> > Fayetteville ,AR
> > 912 uls
> > Sent from my iPad
> >
> >
> >
> >
> >
> >
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=433146#433146
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | A List Contribution - It's Your Personal Squelch Button... |
There is an automatic "squelch button" of sorts for the Fund Raiser messages.
Here's how it works... As soon as a List member makes a Contribution through
the Matronics Fund Raiser web site, their email address is automatically added
to this year's Contributor List and they instantly cease to receive further Fund
Raiser messages for the rest of the month! Its just that simple! :-)
I really do appreciate each and every one of your individual Contributions to support
the Lists. It is your support that enables me to upgrade the hardware
and software that are required to run a List Site such as this one. It also goes
to pay for the commercial-grade Internet connection and to pay the huge electric
bill to keep the computer gear running and the air conditioner powered
on. I run all of the Matronics Email List and Forums sites here locally which
allows me to control and monitor every aspect of the system for the utmost in
reliably and performance. Your personal Contribution matters because, when combined
with other Listers such as yourself, it pays the bills to keep this site
up and running. I accept exactly ZERO advertising dollars for the Matronics
Lists sites. I can't stand the pop-up ads and all other commercials that are
so prevalent on the Internet these days and I particularly don't want to have
it on my Email List sites.
If you appreciate the ad-free, grass-roots, down-home feel of the Matronics Email
Lists, please make a Contribution to keep it that way!!
http://www.matronics.com/contribution
or, you can send a personal check to the following address:
Matronics / Matt Dralle
581 Jeannie Way
Livermore, CA 94550
Thank you!
Matt Dralle
Matronics Email List Administrator
[Note that there are certain circumstances where you might still see a Contribution
related message. For example, if someone replies to one of the messages,
when using the List Browse feature, or when accessing List message via the Forum.
The system keys on the given email address and since most of these are anonymous
public access methods, there is no simple way to filter them.]
________________________________________________________________________________
| From: | kinne russ <russk50(at)gmail.com> |
Kolbers
Can someone tell me what brand of noise-cancelling headset works well in a Kolb?
And hopefully doesn't break the bank either!
Thanx
Russ K
________________________________________________________________________________
| Subject: | Video Montage of Different Camera Mounts |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
I think I have finally found the camera mount that I like best for my Drift
170 video camera.
The first clip uses a mount I made that plugged into the Kolb wing fold
fitting. It was fairly stable but too close to the wing. I couldn't figure
a way to extend the mount away from the wing enough to get the wing out of
the camera lense and keep it stable.
In the second and third clips I used the wing fold fitting but the mount
was bent down 45 degrees and the wing is STILL in the camera lense. This
mount does a great job of photographing things straight down. I'm going to
use this mount to video a shipwreck of the Novadock that is just below the
surface off Silver Lake State Park in Lake Michigan. The problem with this
mount is it is very sensitive to bumpy air and it bends the horizon and
other things not directly in line with the front of the lense.
The fourth clip uses the Drift strap mount attached to the bottom of the
lift strut near the midpoint of the strut right outboard of the jury strut.
The Drift strap mount uses a quick mount system that introduced a bit of
slop in the mount. You have to look close in the video to see it but on the
ground, in bumpy air and some RPMs, shake the camera enough to make it very
blurry.
The fifth clip uses the strap mount rapped around web material in the same
lift strut location as clip four. I also put some duck tape on the male
side of the drift quick mount to take up slack that causes slight camera
oscillations.
The sixth clip is the landing from the fifth clip. It was getting dark so I
increased the brightness on play back. The brightness increase or low light
caused the video to look grainy, the brightness increase also wiped out a
nice sun set. This is the stabilized strap mount. I couldn't resist showing
this clip because it was one of my best landings and it was on video.
The video is on Vimio again at:
http://vimeo.com/111421520
and the password is mears
yes all lower case sorry
Rick Neilsen
Redrive VW Powered MKIIIC
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Video Montage of Different Camera Mounts |
I liked the landing too.
Seems the older I get the worse my landings become.
I do well on grass, but my landings on pavement usually suck.
john h
mkIII
Titus, Alabama
I couldn't resist showing this clip because it was one of my best
landings and it was on video.
The video is on Vimio again at:
http://vimeo.com/111421520
and the password is mears
yes all lower case sorry
Rick Neilsen
Redrive VW Powered MKIIIC
________________________________________________________________________________
| From: | "Rex Rodebush" <jrrodebush(at)gmail.com> |
The Sigtronics S-AR works good for me. It's the only one I've used so others may
be better?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=433343#433343
________________________________________________________________________________
| Subject: | Re: Video Montage of Different Camera Mounts |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
A picture of the mounts might not be all that bad for those of us who are
very visual.
I kept checking my Drift to see why you were getting all that curve in the
videos. I don't remember mine being that way. Mine is set for 1080, but
there is some adjustment to the magnification of the lens at 720. That
might account for it, or I am never high enough to see the horizon?
Glad to see that you found a sweet spot, its not all that easy on a plane
that vibrates as much as they do.
Larry
On Mon, Nov 10, 2014 at 9:01 AM, Rick Neilsen wrote:
> I think I have finally found the camera mount that I like best for my
> Drift 170 video camera.
>
> The first clip uses a mount I made that plugged into the Kolb wing fold
> fitting. It was fairly stable but too close to the wing. I couldn't figure
> a way to extend the mount away from the wing enough to get the wing out of
> the camera lense and keep it stable.
>
> In the second and third clips I used the wing fold fitting but the mount
> was bent down 45 degrees and the wing is STILL in the camera lense. This
> mount does a great job of photographing things straight down. I'm going to
> use this mount to video a shipwreck of the Novadock that is just below the
> surface off Silver Lake State Park in Lake Michigan. The problem with this
> mount is it is very sensitive to bumpy air and it bends the horizon and
> other things not directly in line with the front of the lense.
>
> The fourth clip uses the Drift strap mount attached to the bottom of the
> lift strut near the midpoint of the strut right outboard of the jury strut.
> The Drift strap mount uses a quick mount system that introduced a bit of
> slop in the mount. You have to look close in the video to see it but on the
> ground, in bumpy air and some RPMs, shake the camera enough to make it very
> blurry.
>
> The fifth clip uses the strap mount rapped around web material in the same
> lift strut location as clip four. I also put some duck tape on the male
> side of the drift quick mount to take up slack that causes slight camera
> oscillations.
>
> The sixth clip is the landing from the fifth clip. It was getting dark so
> I increased the brightness on play back. The brightness increase or low
> light caused the video to look grainy, the brightness increase also wiped
> out a nice sun set. This is the stabilized strap mount. I couldn't resist
> showing this clip because it was one of my best landings and it was on
> video.
>
> The video is on Vimio again at:
>
> http://vimeo.com/111421520
>
> and the password is mears
> yes all lower case sorry
>
> Rick Neilsen
> Redrive VW Powered MKIIIC
>
> *
>
>
> *
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | Brad Nation <nationcap(at)comcast.net> |
Faro G2 Active noise canceling.
http://www.faroaviation.com/aviation-headset.html
Brad
___________________________
=93Freedom is never more than one generation away from extinction. We
didn't pass it to our children in the bloodstream. It must be fought
for, protected, and handed on for them to do the same, or one day we
will spend our sunset years telling our children and our children's
children what it was once like in the United States where men were
free.=94
-- President Ronald Reagan
> On Nov 10, 2014, at 10:54 , Rex Rodebush wrote:
>
>
> The Sigtronics S-AR works good for me. It's the only one I've used so
others may be better?
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=433343#433343
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Gary Aman <zeprep251(at)aol.com> |
I have a 30 year old pair of H10 -30 David Clarks which
I modified with Headsets Inc, noise cancelling kits which c
ost 165.00 per headset I believe Rick N.had a chance to tr
y them on a few years back.They work pretty well for me.th
ey make kits for a bunch of brands and replace everything
in the ear cups. Not that hard to install.=0A G.Aman MK3
C Jabiru 920 hrs=0A=0A =0A=0A =0A=0A =0A=0A-----Original Message--
---=0AFrom: kinne russ <russk50(at)gmail.com>=0ATo: kolb-list <kolb-list@
matronics.com>=0ASent: Mon, Nov 10, 2014 10:39 am=0ASubject: Kolb-
ss =0A=0AKolbers=0ACan someone tell me what brand
of noise-cancelling headset works well in a Kolb? =0A=0AAnd
hopefully doesn't break the bank either!=0AThanx=0ARuss K =0A=0A=0A
===========================
===========================
===========================
===========================
======================0A=0A=0A=0A=0A
=0A
________________________________________________________________________________
| Subject: | Re: Video Montage of Different Camera Mounts |
| From: | "west1m" <west1m(at)hotmail.com> |
As Larry mentioned, It would be nice to see pictures of the camera mounting. Great
videos and landing!
--------
West1m
Hastings, MN
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=433372#433372
________________________________________________________________________________
| Subject: | Re: Video Montage of Different Camera Mounts |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Sorry my plane and camera mounts are in Michigan and I'm in Florida for the
winter. No camera mount photos till the snow is gone.
Rick Neilsen
Redrive VW Powered MKIIIC
On Mon, Nov 10, 2014 at 11:41 PM, west1m wrote:
>
> As Larry mentioned, It would be nice to see pictures of the camera
> mounting. Great videos and landing!
>
> --------
> West1m
> Hastings, MN
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=433372#433372
>
>
________________________________________________________________________________
| From: | kinne russ <russk50(at)gmail.com> |
Brad: I Googled Faro Electronics, and got a surprise. Hope you made out
OK
Russ K
On Nov 10, 2014, at 6:41 PM, Brad Nation wrote:
> Faro G2 Active noise canceling.
> http://www.faroaviation.com/aviation-headset.html
>
> Brad
> ___________________________
> =93Freedom is never more than one generation away from extinction. We
didn't pass it to our children in the bloodstream. It must be fought
for, protected, and handed on for them to do the same, or one day we
will spend our sunset years telling our children and our children's
children what it was once like in the United States where men were
free.=94
> -- President Ronald Reagan
>
>
>
>
>
>
>> On Nov 10, 2014, at 10:54 , Rex Rodebush
wrote:
>>
>>
>> The Sigtronics S-AR works good for me. It's the only one I've used
so others may be better?
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=433343#433343
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
________________________________________________________________________________
| From: | K I <wrk2win4u(at)msn.com> |
| Subject: | Re: trailering a fire fly |
Greetings All=2C
I was able to bring my Mark III to Utah from North Carolina on a single axe
l flatbed I made. I used cellophane wrap from Home Depot to cover the cock
pit and engine. It provided rain protection and helped secure things. I had
a fuselage boom support and wing support on the tail end. I used foam rubb
er for other places I thought might be in contact with any other parts. the
trip was made with out any incident. I also made sure the prop was not abl
e to rotate in the wind.
I also transported my previous Firestar II the same way. I picked it up in
Minnesota.
Kurt
Sandy=2C Utah
> Subject: Kolb-List: Re: trailering a fire fly
> From: gtalexander(at)att.net
> Date: Thu=2C 6 Nov 2014 08:38:12 -0800
> To: kolb-list(at)matronics.com
>
>
>
> brubakermal(at)yahoo.com wrote:
> > we need to deliver a fire fly by open trailer next week . . . .S N
I P . . . My question is how to fold and haul it safely? any pics would r
eally be helpful
> > Malcolm & Jeanne Brubaker
> >
>
>
> There are a wide variety of configurations at "Trailering a Kolb":
>
> http://oh2fly.net/Main_trailer_kolb.htm
>
> --------
> George Alexander
> FS II R503 N709FS
> http://www.oh2fly.net
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=433005#433005
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
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October 16, 2014 - Present
Kolb-Archive.digest.vol-nb