Kolb-Archive.digest.vol-or
December 28, 2017 - February 22, 2018
http://forums.matronics.com/
viewtopic.php?p=476827#476827
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b Site -
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
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contribution
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--
The
older I get, the less tolerant I am of those who are
intolerant of others.
If you forward this email, or any part of
it, please remove my email address before sending.
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________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
| Subject: | Re: Baby has new shoes |
There are several factors that come to play here. First my plane is set up
for my preferences, and weighs a heck of a lot more than a Firestar has to
be. With me and the plane and the way that I have it set up, and the amount
of stuff that I am carrying we are about 600 lbs or a bit more. I always
take off with both tanks full. The dirt is a bit slower building speed than
pavement. I am also at 3880 feet ASL not counting density altitude. The
four stroke also builds power a bit slower than a two stroke 503. With VG's
it stalls at about 29 MPH for me. John, weighing 170 stalls at about 26
MPH. So in summery I can land places that it would be difficult for me to
take off.
The lighter you keep the plane the quicker it leaves the ground. Plus
since I do have a 3000 foot runway I do tend to keep it on the ground
longer than necessary. As for the landings- I generally set my approach at
50 MPH with the intention of setting down at a point that will stop me
somewhere close to the wind sock, so practically all my landing are
"landing long". I would rather fly than drive, and to be quite honest about
it I am not all that skilled in that department. Yeah, I can make a smooth
landing most of the time, but I spend a lot of the time with premature
flares, and all of the other bad habits one tends to develop when no one is
watching. That is not to say that I am slamming it into the ground, but it
is why I have steel gear legs. :-)
My plane is set up for sturdy and rough country. It would fly a lot better
if it were lighter, but obviously I like it just as it is.
I think you will like yours when you are done.
Larry
On Wed, Dec 27, 2017 at 11:23 PM, Bill Berle
wrote:
>
> Larry I have a question about your videos. First, THANK YOU for taking the
> time to make those videos and share them. I appreciate it. Helps keep me
> going on my Kolb project.
>
> What I notice in the videos that you have posted is that the airplane
> seems to be taking off and landing at a much higher speed than what I had
> imagined. when I read Kolb list posts about the STOL performance of a Kolb,
> I am seeing numbers like high 20's to low 30 mph minimum flight speed
> depending on VG's and aircraft weight.
>
> The videos that you shared show takeoff distances and liftoff speeds much
> greater than those other reported numbers. Areyou allowing a lot of extra
> speed and/or distance becauseyou have a long strip... or am I mistaken
> about the HKS powered Firestar's STOL capability?
>
> This is NOT to disrespect the Kolb design or your piloting ability, NOT AT
> ALL. My question is only because the whole reason I wanted to fly a Kolb in
> the first place is that I wanted to do the unbelieveable STOL flying that
> you see the guys doing in Alaska with the Super Cubs, but on a poor man's
> budget.
>
> Can a Firestar 2 witrh the HKS engine actually achieve the STOL
> performance that the website / brochure promises?
>
> Bill Berle
> Kolb Firestar 2 / HKS 700E almost ready... almost...
>
> www.ezflaphandle.com - safety & performance upgrade for light aircraft
> www.grantstar.net - winning proposals for non-profit and
> for-profit entities
>
> --------------------------------------------
> On Wed, 12/27/17, Larry Cottrell wrote:
>
> Subject: Re: Kolb-List: Re: Baby has new shoes
> To: "kolb-list(at)matronics.com"
> Date: Wednesday, December 27, 2017, 9:47 PM
>
> Glad that you liked
> it.Larry
> On Wed, Dec 27, 2017
> at 9:52 PM, Steeve77
> wrote:
> "Steeve77"
>
>
> This one is good.
>
>
> Read this topic online here:
>
>
> http://forums.matronics.com/
> viewtopic.php?p=476827#476827
>
>
> ==== ============================== =
>
> -List" rel="noreferrer"
> target="_blank">http://www.matronics.com/
> Navigator?Kolb-List
>
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>
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>
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>
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>
> errer"
> target="_blank">http://wiki.matronics.com
>
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>
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>
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>
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> target="_blank">http://www.matronics.com/
> contribution
>
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>
>
> --
> The
> older I get, the less tolerant I am of those who are
> intolerant of others.
> If you forward this email, or any part of
> it, please remove my email address before sending.
>
>
--
*The older I get, the less tolerant I am of those who are intolerant of
others.*
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| Subject: | Re: My Firestar Project Update |
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
Nice looking exhaust. Does it have a flex fitting in it anywhere?
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and Grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=476841#476841
________________________________________________________________________________
| From: | Bill Berle <victorbravo(at)sbcglobal.net> |
| Subject: | Re: My Firestar Project Update |
First, before any of this was built, I consulted with a real live aircraft engineer
who is an expert on material stress, metallurgy, etc. None of this was just
me making assumptions or guesses. It is of course completely experimental,
and may need mofidications, but the point is that there were a lot more brain
cells on the job than mine :)
Second, what is shown in the photo is the PARTIALLY completed exhaust, tack-welded
together. There will be another "L shaped" pipe with a 90 degree bend added
at the bottom, and that bend will go into a "Swiss Muffler" of the type described
by Tony Bingelis in his Firewall Forward series of books. The Swiss Muffler
has been proven to work extremely well and provide the least back-pressure/power
loss.
So with that said, yes the exhaust will indeed have a flex fitting at the bottom
betweem the part you see in the photo and the "L bend" section I mentioned.
The exhaust will be mounted solidly to the engine at the top, bolted to the exhaust
flanges on the cylinders, AND welded lugs a few inches away that attach to
bolts on the engine case. Having these two solid attach points near the top
will prevent any twisting or flexing at the exhaust flange.
At the mid-point of the exhaust we will fabricate some sort of a "restraining collar"
mounted to the airframe, that will prevent the two exhaust pipes from moving
rearward toward the propeller. But this collar is not a "solid" mount at
all, it will allow the exhaust pipes to expand, contract, and move slightly side
to side. This side to side movement will be necessary because the engine will
"rock" left and right (parallel to the roll axis of the aircraft).
At the bottom of what is shown in the photo, where the two pipes join, there will
be a short section of pipe that turns rearward underneath the tailboom. That
is where the flex pipe or ball/spring joint will be. At this location the exhaust
pipe will end, and slip-fit into the front end of the muffler .
The muffler will be mounted to the tailboom with some sort of muffler hanger hardware
and rubber blocks. Perhaps I can find some sutomotive hardware that will
work. Perhaps I will have to fabricate some parts. But in general, I plan to
use large diameter aircraft grade (rubber padding) Adel clamps around the tailboom
tube, and similar Adel clamps around the muffler (4 inch diameter), and
then some sort of flexible coupling between them. The intention is for the muffler
to have significant range of movement, so the bottom of the exhaust can swing
back and forth.
"Why the heck didn't he just use the OEM exhaust system that came with the HKS
engine???"
Trust me, I started with that. But it simply would not fit on the Kolb airframe.
The HKS exhaust would prevent the wings from being folded, there was solid interference
between the HKS system and the Kolb aileron torque tubes. The only
way it would fit is if I raised the engine up a few inches higher on spacers.
From reading the Kolb list I learned that it is very well worthwhile to have
the engine thrust line as low as possible. I believe that it will be worth the
effort that this custom exhaust required, because I was able to mount the engine
on 2 inch spacers instead of 4 or 5 inch spacers.
Anyway, sorry for the long message :)
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Thu, 12/28/17, Richard Pike wrote:
Subject: Kolb-List: Re: My Firestar Project Update
To: kolb-list(at)matronics.com
Date: Thursday, December 28, 2017, 8:10 AM
Pike"
Nice looking exhaust. Does it have a
flex fitting in it anywhere?
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is
wonderful, and Grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=476841#476841
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________________________________________________________________________________
| Subject: | Re: My Firestar Project Update |
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
I hate to sound critical because I always have to redo all my stuff 3 times before
I can get it to work right, so that says a lot for my eyeball engineering...
(Starting the redo on the gap seal for the forth time tomorrow) And meanwhile
all your work in those pictures is way ahead of anything I can do in terms
of quality control. So I feel like a shade tree mechanic telling a pro how to
do his stuff.
But - just looking at your pictures, if it was me, I would have your two exhaust
pipes come together right behind the rear main fuselage tube, because that is
almost exactly aligned with the center of pivot of the engine on its motor mounts.
Yours extend down way beyond that. If it were me, I would terminate them
there with a Y into a ball joint.
By doing that, all the radial movement of the engine would sort of focus at that
point. So if you had your ball joint there, with just one pipe going down to
the rest of the exhaust assembly, now you have isolated the engine movement from
the main mass of the exhaust system, and taken a lot of stress off the upper
exhaust pipes. And possibly eliminated some vibration, because you have also
removed some exhaust system mass from the engine and it's associated movements,
and what movement there is, is now minimized by having it aligned with the
center axis of the motor mounts, at which point you have a movable ball joint.
Worth what ya paid for it...
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and Grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=476847#476847
________________________________________________________________________________
| From: | Bill Berle <victorbravo(at)sbcglobal.net> |
| Subject: | Re: My Firestar Project Update |
Richard thank you for your observation and compliments. My work is nowhere near
the quality and finish of champion trophy airplane builders. 90% of what I am
doing is not for "show quality", but simply to remove as many failure points
and potential rubbing, chafing, scratching and abrasion between parts. I spent
a lot of time putting pieces of split rubber tubing over the steel frame tubes
where I want to attach something with a Ty-Rap (zip-tie), so nothing would
start eating into the steel tubes. Hours were spent on this kind of stuff while
I was building the fuel system. I used HDPE plastic tube everywhere I could
run the lines fairly straight, and used the blue urethane tube only where it needed
to make bends or flex a little. Lots of "EAA homebuilder standoff" assemblies
in the engine area. These are short lengths of tube with a zip-tie through
the tube and around something on either end,which basically prevents lines,
wires, tubes, etc. from "whipping" and waearing out prematurely. No rocket science
whatsoever, but it makes everything last longer.
The direct answer to your suggestion about joining the exhaust pipes behind the
main keel tube is that the HKS engine importer told me that the length of the
tubes should be 22-24 inches before they join together. That distance, while
not "critical" by any means, gives you the best "tuning" of the exhaust pulses
helping pull the exhaust gas out of the cylinders. I used this as a starting
point, knowing full well that to get the last percentage pof power form the engineyou'd
have to do a bunhc of testing and dyno work like race engine builders
do. I have no need for that, but I figured if the engine mfg. can give me a
basic deimension then I can at least roll the dice on that.
BTW today I finished most of the fuel system. I madeup webbing strap and buckle
assemblies to tie the fuel jugs down to the fuselage tube. I had glued a rubber
strip on the top of the fuselage tube in the fuel tank bay, so the furl jug
and aluminum tube would not start working on each other due to normal vibrations.
Then, after scratching my head for a while and thinking about what could
possibly wear, chafe, rub, or grind... I realized that the nylon webbin strap
was directly rubbing on the bottom of the fuselage tube, and eventually might
wear through something. So I took it apart and ran the webbing through two short
pieces of foam rubber tubing, and reinstalled everything with the foam rubber
tubing on the bottom, putting a layer of foam between the webbing and the bottom
of the fuselage tube. So now the webbing can't rub through the paing on
the fuselage tube, and the fuselage tube can't wear away any of the nylon webbing.
THEN, after more insane asylum paranoia, I realized that the plastic buckles that
I put on the webbing wereplenty strong enough for any negative G loads on the
fuel jugs... but the buckles were too easy to un-lock if someone brushed against
them at the wrong angle. So after more head scratching, I figured out a
way to use small zip ties as locking devices, preventing anyone from accidentally
(or intentionally) squeezing the buckles to un-lock the fuel tank retaining
straps.
I know that this is paranoid "certified airplane overkill" thinking, but I come
from the certified airplane world as much as I come from the experimental world.
So I take a LOT longer to be convinced somehting is safe.
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Thu, 12/28/17, Richard Pike wrote:
Subject: Kolb-List: Re: My Firestar Project Update
To: kolb-list(at)matronics.com
Date: Thursday, December 28, 2017, 8:58 PM
Pike"
I hate to sound critical because I
always have to redo all my stuff 3 times before I can get it
to work right, so that says a lot for my eyeball
engineering... (Starting the redo on the gap seal for the
forth time tomorrow) And meanwhile all your work in those
pictures is way ahead of anything I can do in terms of
quality control. So I feel like a shade tree mechanic
telling a pro how to do his stuff.
But - just looking at your pictures, if
it was me, I would have your two exhaust pipes come together
right behind the rear main fuselage tube, because that is
almost exactly aligned with the center of pivot of the
engine on its motor mounts. Yours extend down way beyond
that. If it were me, I would terminate them there with a Y
into a ball joint.
By doing that, all the radial movement
of the engine would sort of focus at that point. So if you
had your ball joint there, with just one pipe going down to
the rest of the exhaust assembly, now you have isolated the
engine movement from the main mass of the exhaust system,
and taken a lot of stress off the upper exhaust pipes. And
possibly eliminated some vibration, because you have also
removed some exhaust system mass from the engine and it's
associated movements, and what movement there is, is now
minimized by having it aligned with the center axis of the
motor mounts, at which point you have a movable ball joint.
Worth what ya paid for it...
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is
wonderful, and Grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=476847#476847
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-Matt Dralle, List Admin.
________________________________________________________________________________
| From: | JC Gilpin <j.gilpin(at)bigpond.com> |
| Subject: | Flying Adventures of the Eager Beaver |
Gday All,
Not Kolb related, but definitely flying related.
Flying Adventures in my Beaver ultralight in the 90's.
Priceless memories, almost as good as my memories of flying Kolbs in the
USA.
http://flyingadventureseagerbeaver.blogspot.com.au/
Wishing everyone great flying adventures in the year to come.
JG
________________________________________________________________________________
| Subject: | Re: Flying Adventures of the Eager Beaver |
| From: | Lanny Lambdin <lambdinwilliam(at)gmail.com> |
JC,
You are quite the adventurer! Congrats on the aircraft design and build! Y
our
activities put you in a very small, elite group of human beings. Thanks for s
haring!
Safe flying in 2018!
Lanny Lambdin
Sent from my iPad
> On Dec 29, 2017, at 3:47 AM, JC Gilpin wrote:
>
> Gday All,
>
> Not Kolb related, but definitely flying related.
> Flying Adventures in my Beaver ultralight in the 90's.
> Priceless memories, almost as good as my memories of flying Kolbs in the U
SA.
> http://flyingadventureseagerbeaver.blogspot.com.au/
>
> Wishing everyone great flying adventures in the year to come.
>
> JG
________________________________________________________________________________
| From: | George Helton <gdhelton(at)gmail.com> |
| Subject: | Re: Flying Adventures of the Eager Beaver |
Great story. I=99m sure they are to be had here in the states too. I
=99m looking forward to a few more this coming year in my Firestar. I
=99m using the long winter months here in northern Michigan to install a new
engine, landing gear and hyd.disc brakes. I flew a RX35 Spectrum Beaver ba
ck in the mid 80=99s and gave Flight instruction in a Beaver RX 550 ta
ndem two seater for a couple of years out in California. Good times! But, an
ytime I=99m flying is a good time. =9CTrue dinkun!=9D I ha
ven=99t heard that in a while. Made me smile. Have great day! George
George Helton
1986 Firestar, FS100
14GDH
Mesick, Michigan
gdhelton(at)gmail.com
Sent from my iPhone
> On Dec 29, 2017, at 3:47 AM, JC Gilpin wrote:
>
> Gday All,
>
> Not Kolb related, but definitely flying related.
> Flying Adventures in my Beaver ultralight in the 90's.
> Priceless memories, almost as good as my memories of flying Kolbs in the U
SA.
> http://flyingadventureseagerbeaver.blogspot.com.au/
>
> Wishing everyone great flying adventures in the year to come.
>
> JG
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Flying Adventures of the Eager Beaver |
John Gilpin is a man after my own heart. He has had more flying
adventures than you can shake a stick at. He has a knack for getting
into trouble and getting out just as easy.
A few years back John G spent a couple weeks with the gang at the Rock
House. He held my attention the whole time I was there. He has a lot
of stories to share about his flying adventures. One of the best is
when you clipped a power line and crashed somewhere Outback.
Few will fully understand the experience of flying solo, completely self
supported, in truly remote areas. John G has been there and done that
many times.
In addition, John G has made several trips to the US to travel and
explore extensively in our country in a Kolb. He finds it difficult to
sit still very long.
Thanks for sharing, John G.
john h
mkIII
Titus, Alabama
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of JC Gilpin
Sent: Friday, December 29, 2017 2:47 AM
Subject: Kolb-List: Flying Adventures of the Eager Beaver
Gday All,
Not Kolb related, but definitely flying related.
Flying Adventures in my Beaver ultralight in the 90's.
Priceless memories, almost as good as my memories of flying Kolbs in the
USA.
http://flyingadventureseagerbeaver.blogspot.com.au/
Wishing everyone great flying adventures in the year to come.
JG
________________________________________________________________________________
| From: | B Young <byoungplumbing(at)gmail.com> |
| Subject: | Re: Flying Adventures of the Eager Beaver |
Gday back at ya.
I'm with John. Fun memories from the rock house. Also when you stopped
by Brigham City for a visit.
Boyd Young
On Dec 29, 2017 1:50 AM, "JC Gilpin" wrote:
> Gday All,
>
> Not Kolb related, but definitely flying related.
> Flying Adventures in my Beaver ultralight in the 90's.
> Priceless memories, almost as good as my memories of flying Kolbs in the
> USA.
> http://flyingadventureseagerbeaver.blogspot.com.au/
>
> Wishing everyone great flying adventures in the year to come.
>
> JG
>
________________________________________________________________________________
| From: | Denny Baber <baberdk(at)gmail.com> |
| Subject: | Re: My Firestar Project Update |
Two-cycle engines have their exhaust "tuned" to have a low-pressure wave
at the exhaust port when the piston moves below the port. This helps pull
fuel-air mixture into the cylinder while pulling the burnt gases out. I
think it is determined by the length and size of the exhaust pipe so be
careful you don't lose a lot of horsepower.
Respectfully,
Dennis Baber
Cape Coral, Fl
baberdk(at)gmail.com
Stay Curious
________________________________________________________________________________
| From: | Bill Berle <victorbravo(at)sbcglobal.net> |
| Subject: | Re: My Firestar Project Update |
The HKS is a four stroke, but I am using this same tuning principle anyway, based
on the recommendations of the engine manufacturer.
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Fri, 12/29/17, Denny Baber wrote:
Subject: Re: Kolb-List: My Firestar Project Update
To: kolb-list(at)matronics.com
Date: Friday, December 29, 2017, 9:14 AM
Two-cycleengines
have their exhaust "tuned" to have a low-pressure
wave at the exhaustport when the piston moves below the
port. This helps pull fuel-air mixture into the cylinder
while pulling the burnt gases out. I think it is determined
by the length and size of the exhaust pipe so be careful you
don't lose a lot of horsepower.
Respectfully,
Dennis BaberCape Coral,
Flbaberdk(at)gmail.com
Stay Curious
________________________________________________________________________________
| From: | Bill Berle <victorbravo(at)sbcglobal.net> |
| Subject: | Re: Flying Adventures of the Eager Beaver |
JG and any other Kolbers,
If your travels ever bring you to the Southern California area, look me up and
stop by for a visit. I don't have a fabulous private airport or a big rock house,
and our "wilderness" here in LA is a different kind of adventure to say the
least. But we do have some damn good flying weather, and I'd be happy to share
some flying stories with you.
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Fri, 12/29/17, B Young wrote:
Subject: Re: Kolb-List: Flying Adventures of the Eager Beaver
To: "Kolb List"
Date: Friday, December 29, 2017, 7:01 AM
Gday back at
ya.
I'm with John.
Fun memories from the rock house. Also when you stopped
by Brigham City for a visit.
Boyd Young
On Dec 29, 2017 1:50 AM,
"JC Gilpin"
wrote:
Gday All,
Not Kolb
related, but definitely flying related.Flying
Adventures in my Beaver ultralight in the
90's.Priceless memories, almost as good as my
memories of flying Kolbs in the USA.http://
flyingadventureseagerbeaver. blogspot.com.au/
Wishing
everyone great flying adventures in the year to
come.
JG
________________________________________________________________________________
| From: | "japowell" <japnmjp(at)twc.com> |
I sent the 503 out for a zero time rebuild to Heaven Bound Aviation in Johnstown.
After looking at the prop, I found a few nicks and bruises on it and would
like to replace it. What is the best prop for the 503? I have researched the
achives and am still confused.
Thanks.
--------
Jim P
WAR EAGLE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=476873#476873
________________________________________________________________________________
| From: | "japowell" <japnmjp(at)twc.com> |
Forgot to mention, I am running a b-redrive with 2:58 reduction/
. I know John likes the warp and several others like Ivo but what is the real difference.
Jim
--------
Jim P
WAR EAGLE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=476874#476874
________________________________________________________________________________
| From: | Bill Berle <victorbravo(at)sbcglobal.net> |
The Duc brand of propeller from Europe is supposedly one of the more efficient,
delivering the most thrust. Definitely not the least expensive route however.
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Fri, 12/29/17, japowell wrote:
Subject: Kolb-List: Re: best props
To: kolb-list(at)matronics.com
Date: Friday, December 29, 2017, 4:40 PM
"japowell"
Forgot to mention, I am running a
b-redrive with 2:58 reduction/
. I know John likes the warp and
several others like Ivo but what is the real difference.
Jim
--------
Jim P
WAR EAGLE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=476874#476874
The Kolb-List Email Forum -
Navigator to browse
List Un/Subscription,
7-Day Browse, Chat, FAQ,
- MATRONICS WEB FORUMS -
via the Web Forums!
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Email List Wiki!
- List Contribution Web Site -
support!
-Matt Dralle, List Admin.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Warp Drive blades are solid carbon fiber. Each fiber runs from tip to grip
and back to tip. They are tough, efficient, reliable, and perform. Wish
you could see all the places my Warp Drive Props have pushed me. Would not
have attempted many of those flights with anything but Warp Drive.
Most of the other composite props are fiberglass/plastic over a foam core.
They won't stand up to the punishment a Warp Drive will.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of japowell
Sent: Friday, December 29, 2017 6:40 PM
Subject: Kolb-List: Re: best props
Forgot to mention, I am running a b-redrive with 2:58 reduction/ . I know
John likes the warp and several others like Ivo but what is the real
difference.
Jim
--------
Jim P
WAR EAGLE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=476874#476874
________________________________________________________________________________
| From: | "Gerry in Va." <guebbing(at)yahoo.com> |
I also have a 3 bladed Powerfin F-blade with same engine set up as your own. Has
been a reliable and smooth prop for me, it meets the recommend mass limit for
the b-box by Rotax.
The IVO was just slightly over, and the WARP DRIVE was way over the recommended
limit. (It is a very tuff prop though)
The POWERFIN is stiffer than the IVO even though the IVO has a little easier pitch
adjustment than the Powerfin. I had a IVO on my paraplane. I prefer the Powerfin
over the IVO. Just my opinion, they are all good props.
Gerry Uebbing
Harrison, Mi
FireStar ll 503 2.58 b-box
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=476878#476878
________________________________________________________________________________
| From: | Nick Cassara <nickc(at)mtaonline.net> |
The Good Rev. Pike mentioned redoing Gap Seal soonThe best idea for Gap Seal that
I have hear on the list has been Sail Repair Tapein a few months I hope to
be confronting this issue. I am wondering what the lasted and great material and
application technique is? I am all ears!
Thank you all for my continuing education!
Nick Cassara
Palmer, Alaska
607AK getting closer to done
________________________________________________________________________________
| From: | Nick Cassara <nickc(at)mtaonline.net> |
Kolbers,
I have a new KievProp sitting in a box, and hope to be utilizing it soon. Never
heard anything bad about them, when I was doing my research, a while back.
For what its worth
Nick Cassara
Palmer, AK
607AK
________________________________________________________________________________
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Years ago the owner of Great Plains Aircraft (VW engine sales/builder) put
PowerFin, IVO, and Warp Drive props on one of his engines. I think it was
one of the reduction drive engines. PowerFin gave him the most static
thrust and the lightest weight. I have been flying with a PowerFin for
better than 15 years and have had good luck with it. Warp Drive has a
reputation of being very strong being solid carbon fiber but is heavy which
can cause problems with the weaker Rotax gear boxes. I had a 2" X 5/8" bolt
go through my PowerFin in flight on a trip. There was damage but the prop
got me the remaining 400 miles home.
Rick Neilsen
Redrive VW Powered MKIIIC
On Sat, Dec 30, 2017 at 3:16 AM, Nick Cassara wrote:
>
> Kolbers,
>
> I have a new KievProp sitting in a box, and hope to be utilizing it soon.
> Never heard anything bad about them, when I was doing my research, a whil
e
> back.
>
> For what it=99s worth
>
> Nick Cassara
> Palmer, AK
>
> 607AK
>
===========
===========
===========
===========
===========
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Rick N/Kolbers:
Can you cite me some examples of Warp Drive props causing gear box
problems/failures on B or C gear boxes? I personally have not heard of
any. Guess I could call Daryl at Warp Drive and get his input.
I put a couple hundred hours on a C gear box, Warp Drive 3 blade, and
582 on my MKIII. Did OK. No problems.
Put about 50 hours on a 3 blade GSC wooden prop with inlaid urethane
leading edges. For some reason, which I could never determine, the GSC
failed, collecting all three blades on the tail boom. That one cost a
lot of work replacing the tail boom which was knocked about 5 degrees
out of column. Also slung the starter out of the bell housing. The
mounting bolts were still in the engine case. In addition, slung the
carbs out of their sockets.
I have attached a couple photos of a GSC and a Warp Drive blade grip.
Not a whole lot keeping the GSC from slinging a blade. Look closely and
you can see the individual carbon fibers which loop around a steel ring.
We dissected these two grips to see how they were made. The Warp Drive
was on a friend's RANs S-12 which got away from him when he cranked it
while standing outside the aircraft. Had been working on carbs and
forgot the throttle was wide open. There were no wings on the aircraft
powered by a 912. The RANs went about a quarter mile when it hit a berm
and launched skyward through a patch of planted pine trees, truck
diameter about a foot. The Warp Drive blade cut halfway through the
trunk before it broke. I have never seen how any of the other brands of
popular props are constructed.
I have flown Kolb Factory aircraft with IVO props on two and four stroke
engines. They performed ok in the traffic pattern, but don't know how
they would do on a long cross country. I do know that they are not very
durable.
Kolb aircraft, being pushers, are eventually going to have something
fall off the engine or airframe. When it does, it is likely going
through the prop.
john h
mkIII
Titus, Alabama
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Rick Neilsen
Sent: Saturday, December 30, 2017 9:49 AM
Subject: Re: Kolb-List: KievProp...
Years ago the owner of Great Plains Aircraft (VW engine sales/builder)
put PowerFin, IVO, and Warp Drive props on one of his engines. I think
it was one of the reduction drive engines. PowerFin gave him the most
static thrust and the lightest weight. I have been flying with a
PowerFin for better than 15 years and have had good luck with it. Warp
Drive has a reputation of being very strong being solid carbon fiber but
is heavy which can cause problems with the weaker Rotax gear boxes. I
had a 2" X 5/8" bolt go through my PowerFin in flight on a trip. There
was damage but the prop got me the remaining 400 miles home.
Rick Neilsen
Redrive VW Powered MKIIIC
On Sat, Dec 30, 2017 at 3:16 AM, Nick Cassara
wrote:
Kolbers,
I have a new KievProp sitting in a box, and hope to be utilizing it
soon. Never heard anything bad about them, when I was doing my research,
a while back.
For what it=99s worth
Nick Cassara
Palmer, AK
607AK
-List" rel="noreferrer"
target="_blank">http://www.matronics.com/Navigator?Kolb-List
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
WIKI -
errer" target="_blank">http://wiki.matronics.com
b Site -
-Matt Dralle, List Admin.
rel="noreferrer"
target="_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
On the issue of prop mass vs gearbox: I'm pretty sure I've seen specs in
Rotax documents that specify max prop mass moment of inertia for each of
their boxes. Shouldn't be too difficult to find the number for a particular
gearbox, and compare to the prop's MMI. In case anyone's wondering, yes,
it's real thing, and serious stuff. I have no idea about any particular
combination, but if you're contemplating a new combination, it's certainly
worth checking, especially if the new prop is significantly heavier than
typically used props for that particular gearbox model.
Charlie
(You're probably pretty safe if using the same combination that John's been
using....)
On Sat, Dec 30, 2017 at 11:14 AM, John Hauck wrote:
> Hi Rick N/Kolbers:
>
>
> Can you cite me some examples of Warp Drive props causing gear box
> problems/failures on B or C gear boxes? I personally have not heard of
> any. Guess I could call Daryl at Warp Drive and get his input.
>
>
> I put a couple hundred hours on a C gear box, Warp Drive 3 blade, and 582
> on my MKIII. Did OK. No problems.
>
>
> Put about 50 hours on a 3 blade GSC wooden prop with inlaid urethane
> leading edges. For some reason, which I could never determine, the GSC
> failed, collecting all three blades on the tail boom. That one cost a lo
t
> of work replacing the tail boom which was knocked about 5 degrees out of
> column. Also slung the starter out of the bell housing. The mounting
> bolts were still in the engine case. In addition, slung the carbs out of
> their sockets.
>
>
> I have attached a couple photos of a GSC and a Warp Drive blade grip. No
t
> a whole lot keeping the GSC from slinging a blade. Look closely and you
> can see the individual carbon fibers which loop around a steel ring. We
> dissected these two grips to see how they were made. The Warp Drive was
on
> a friend's RANs S-12 which got away from him when he cranked it while
> standing outside the aircraft. Had been working on carbs and forgot the
> throttle was wide open. There were no wings on the aircraft powered by a
> 912. The RANs went about a quarter mile when it hit a berm and launched
> skyward through a patch of planted pine trees, truck diameter about a
> foot. The Warp Drive blade cut halfway through the trunk before it broke
.
> I have never seen how any of the other brands of popular props are
> constructed.
>
>
> I have flown Kolb Factory aircraft with IVO props on two and four stroke
> engines. They performed ok in the traffic pattern, but don't know how th
ey
> would do on a long cross country. I do know that they are not very durab
le.
>
>
> Kolb aircraft, being pushers, are eventually going to have something fall
> off the engine or airframe. When it does, it is likely going through the
> prop.
>
>
> john h
>
> mkIII
>
> Titus, Alabama
>
>
> *From:* owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-
> server(at)matronics.com] *On Behalf Of *Rick Neilsen
> *Sent:* Saturday, December 30, 2017 9:49 AM
> *To:* kolb-list(at)matronics.com
> *Subject:* Re: Kolb-List: KievProp...
>
>
> Years ago the owner of Great Plains Aircraft (VW engine sales/builder) pu
t
> PowerFin, IVO, and Warp Drive props on one of his engines. I think it wa
s
> one of the reduction drive engines. PowerFin gave him the most static
> thrust and the lightest weight. I have been flying with a PowerFin for
> better than 15 years and have had good luck with it. Warp Drive has a
> reputation of being very strong being solid carbon fiber but is heavy whi
ch
> can cause problems with the weaker Rotax gear boxes. I had a 2" X 5/8" bo
lt
> go through my PowerFin in flight on a trip. There was damage but the prop
> got me the remaining 400 miles home.
>
>
> Rick Neilsen
>
> Redrive VW Powered MKIIIC
>
>
> On Sat, Dec 30, 2017 at 3:16 AM, Nick Cassara wrote
:
>
>
> Kolbers,
>
> I have a new KievProp sitting in a box, and hope to be utilizing it soon.
> Never heard anything bad about them, when I was doing my research, a whil
e
> back.
>
> For what it=99s worth
>
> Nick Cassara
> Palmer, AK
>
> 607AK
>
> ========================
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> -List" rel="noreferrer" target="_blank">http://www.
> matronics.com/Navigator?Kolb-List
> ========================
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> eferrer" target="_blank">http://forums.matronics.com
> ==========
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> errer" target="_blank">http://wiki.matronics.com
> ==========
> b Site -
> -Matt Dralle, List Admin.
> rel="noreferrer" target="_blank">http://www.matronics.com/contributio
n
> ========================
===========
>
>
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www.avast.com
<#DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
________________________________________________________________________________
| From: | George Helton <gdhelton(at)gmail.com> |
Found this regarding the subject on Rotax recommendations on MMI
I ran Ivoprops for many years without any prop issues. We did have problems w
ith wave washers failing in the early B gearboxes.
Low MOMENT-OF-INERTIA in a propeller means faster spool-DOWN time, letting a
CLUTCHed prop stop sooner! Rotax has set a limit for how much inertial mass
is allowable on the B, C & E Gearboxes. On the A/B-box they want propellers
with no more than 3,000 kg/cm2. A 72" =93 3-blade Ivoprop Ultralight p
ropeller is about 4,500 kg/cm2. The same Warp Drive is over 10,000 kg/cm2. P
OWERFIN Propellers are 2,500 kg/cm2 for a big three-blade model and 1,800 kg
/cm2 for a two- blade model. POWERFIN is the only U.S. manufacturer to have a
ddressed this issue and met the challenge of designing a very durable, low i
nertia propeller for the Rotax gearboxes!
George H.
1986 Firestar, FS100
14GDH
Mesick, Michigan
gdhelton(at)gmail.com
Sent from my iPhone
> On Dec 30, 2017, at 12:27 PM, Charlie England wrote
:
>
> On the issue of prop mass vs gearbox: I'm pretty sure I've seen specs in R
otax documents that specify max prop mass moment of inertia for each of thei
r boxes. Shouldn't be too difficult to find the number for a particular gear
box, and compare to the prop's MMI. In case anyone's wondering, yes, it's re
al thing, and serious stuff. I have no idea about any particular combination
, but if you're contemplating a new combination, it's certainly worth checki
ng, especially if the new prop is significantly heavier than typically used p
rops for that particular gearbox model.
>
> Charlie
> (You're probably pretty safe if using the same combination that John's bee
n using....)
>
>> On Sat, Dec 30, 2017 at 11:14 AM, John Hauck wrote
:
>> Hi Rick N/Kolbers:
>>
>>
>>
>> Can you cite me some examples of Warp Drive props causing gear box proble
ms/failures on B or C gear boxes? I personally have not heard of any. Gues
s I could call Daryl at Warp Drive and get his input.
>>
>>
>>
>> I put a couple hundred hours on a C gear box, Warp Drive 3 blade, and 582
on my MKIII. Did OK. No problems.
>>
>>
>>
>> Put about 50 hours on a 3 blade GSC wooden prop with inlaid urethane lead
ing edges. For some reason, which I could never determine, the GSC failed, c
ollecting all three blades on the tail boom. That one cost a lot of work re
placing the tail boom which was knocked about 5 degrees out of column. Also
slung the starter out of the bell housing. The mounting bolts were still i
n the engine case. In addition, slung the carbs out of their sockets.
>>
>>
>>
>> I have attached a couple photos of a GSC and a Warp Drive blade grip. No
t a whole lot keeping the GSC from slinging a blade. Look closely and you c
an see the individual carbon fibers which loop around a steel ring. We diss
ected these two grips to see how they were made. The Warp Drive was on a fr
iend's RANs S-12 which got away from him when he cranked it while standing o
utside the aircraft. Had been working on carbs and forgot the throttle was w
ide open. There were no wings on the aircraft powered by a 912. The RANs w
ent about a quarter mile when it hit a berm and launched skyward through a p
atch of planted pine trees, truck diameter about a foot. The Warp Drive bla
de cut halfway through the trunk before it broke. I have never seen how any
of the other brands of popular props are constructed.
>>
>>
>>
>> I have flown Kolb Factory aircraft with IVO props on two and four stroke e
ngines. They performed ok in the traffic pattern, but don't know how they w
ould do on a long cross country. I do know that they are not very durable.
>>
>>
>>
>> Kolb aircraft, being pushers, are eventually going to have something fall
off the engine or airframe. When it does, it is likely going through the p
rop.
>>
>>
>>
>> john h
>>
>> mkIII
>>
>> Titus, Alabama
>>
>>
>>
>>
>>
>>
>>
>> From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server
@matronics.com] On Behalf Of Rick Neilsen
>> Sent: Saturday, December 30, 2017 9:49 AM
>> To: kolb-list(at)matronics.com
>> Subject: Re: Kolb-List: KievProp...
>>
>>
>>
>> Years ago the owner of Great Plains Aircraft (VW engine sales/builder) pu
t PowerFin, IVO, and Warp Drive props on one of his engines. I think it was
one of the reduction drive engines. PowerFin gave him the most static thrus
t and the lightest weight. I have been flying with a PowerFin for better tha
n 15 years and have had good luck with it. Warp Drive has a reputation of be
ing very strong being solid carbon fiber but is heavy which can cause proble
ms with the weaker Rotax gear boxes. I had a 2" X 5/8" bolt go through my Po
werFin in flight on a trip. There was damage but the prop got me the remaini
ng 400 miles home.
>>
>>
>>
>> Rick Neilsen
>>
>> Redrive VW Powered MKIIIC
>>
>>
>>
>> On Sat, Dec 30, 2017 at 3:16 AM, Nick Cassara wrote
:
>>
>>
>> Kolbers,
>>
>> I have a new KievProp sitting in a box, and hope to be utilizing it soon.
Never heard anything bad about them, when I was doing my research, a while b
ack.
>>
>> For what it=99s worth
>>
>> Nick Cassara
>> Palmer, AK
>>
>> 607AK
>>
>> =========================
>> -List" rel="noreferrer" target="_blank">http://www.matronics.com/Navi
gator?Kolb-List
>> ==========
>> FORUMS -
>> eferrer" target="_blank">http://forums.matronics.com
>> ==========
>> WIKI -
>> errer" target="_blank">http://wiki.matronics.com
>> ==========
>> b Site -
>> -Matt Dralle, List Admin.
>> rel="noreferrer" target="_blank">http://www.matronics.com/contributio
n
>> =========================
>>
>>
>>
>>
>>
>
>
> Virus-free. www.avast.com
________________________________________________________________________________
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
John
No examples. Just discussions from the Kolb group about the mass of a prop
that some of the rotax gear boxes can handle. No doubt Warp Drive makes a
great prop. Props are a bit like religion, easy to offend someone that owns
one.
Rick
On Sat, Dec 30, 2017 at 12:14 PM, John Hauck wrote:
> Hi Rick N/Kolbers:
>
>
> Can you cite me some examples of Warp Drive props causing gear box
> problems/failures on B or C gear boxes? I personally have not heard of
> any. Guess I could call Daryl at Warp Drive and get his input.
>
>
> I put a couple hundred hours on a C gear box, Warp Drive 3 blade, and 582
> on my MKIII. Did OK. No problems.
>
>
> Put about 50 hours on a 3 blade GSC wooden prop with inlaid urethane
> leading edges. For some reason, which I could never determine, the GSC
> failed, collecting all three blades on the tail boom. That one cost a lo
t
> of work replacing the tail boom which was knocked about 5 degrees out of
> column. Also slung the starter out of the bell housing. The mounting
> bolts were still in the engine case. In addition, slung the carbs out of
> their sockets.
>
>
> I have attached a couple photos of a GSC and a Warp Drive blade grip. No
t
> a whole lot keeping the GSC from slinging a blade. Look closely and you
> can see the individual carbon fibers which loop around a steel ring. We
> dissected these two grips to see how they were made. The Warp Drive was
on
> a friend's RANs S-12 which got away from him when he cranked it while
> standing outside the aircraft. Had been working on carbs and forgot the
> throttle was wide open. There were no wings on the aircraft powered by a
> 912. The RANs went about a quarter mile when it hit a berm and launched
> skyward through a patch of planted pine trees, truck diameter about a
> foot. The Warp Drive blade cut halfway through the trunk before it broke
.
> I have never seen how any of the other brands of popular props are
> constructed.
>
>
> I have flown Kolb Factory aircraft with IVO props on two and four stroke
> engines. They performed ok in the traffic pattern, but don't know how th
ey
> would do on a long cross country. I do know that they are not very durab
le.
>
>
> Kolb aircraft, being pushers, are eventually going to have something fall
> off the engine or airframe. When it does, it is likely going through the
> prop.
>
>
> john h
>
> mkIII
>
> Titus, Alabama
>
>
> *From:* owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-
> server(at)matronics.com] *On Behalf Of *Rick Neilsen
> *Sent:* Saturday, December 30, 2017 9:49 AM
> *To:* kolb-list(at)matronics.com
> *Subject:* Re: Kolb-List: KievProp...
>
>
> Years ago the owner of Great Plains Aircraft (VW engine sales/builder) pu
t
> PowerFin, IVO, and Warp Drive props on one of his engines. I think it wa
s
> one of the reduction drive engines. PowerFin gave him the most static
> thrust and the lightest weight. I have been flying with a PowerFin for
> better than 15 years and have had good luck with it. Warp Drive has a
> reputation of being very strong being solid carbon fiber but is heavy whi
ch
> can cause problems with the weaker Rotax gear boxes. I had a 2" X 5/8" bo
lt
> go through my PowerFin in flight on a trip. There was damage but the prop
> got me the remaining 400 miles home.
>
>
> Rick Neilsen
>
> Redrive VW Powered MKIIIC
>
>
> On Sat, Dec 30, 2017 at 3:16 AM, Nick Cassara wrote
:
>
>
> Kolbers,
>
> I have a new KievProp sitting in a box, and hope to be utilizing it soon.
> Never heard anything bad about them, when I was doing my research, a whil
e
> back.
>
> For what it=99s worth
>
> Nick Cassara
> Palmer, AK
>
> 607AK
>
> ========================
===========
> -List" rel="noreferrer" target="_blank">http://www.
> matronics.com/Navigator?Kolb-List
> ========================
===========
> FORUMS -
> eferrer" target="_blank">http://forums.matronics.com
> ==========
> WIKI -
> errer" target="_blank">http://wiki.matronics.com
> ==========
> b Site -
> -Matt Dralle, List Admin.
> rel="noreferrer" target="_blank">http://www.matronics.com/contributio
n
> ========================
===========
>
>
________________________________________________________________________________
| From: | George Helton <gdhelton(at)gmail.com> |
Just as a point of interest I checked on the Hirth G50/GK50 gearboxes. Rated
for 20 to 110 hp engines.
They=99re rated at 6500kgs/cm3
Sent from my iPhone
> On Dec 30, 2017, at 12:27 PM, Charlie England wrote
:
>
> On the issue of prop mass vs gearbox: I'm pretty sure I've seen specs in R
otax documents that specify max prop mass moment of inertia for each of thei
r boxes. Shouldn't be too difficult to find the number for a particular gear
box, and compare to the prop's MMI. In case anyone's wondering, yes, it's re
al thing, and serious stuff. I have no idea about any particular combination
, but if you're contemplating a new combination, it's certainly worth checki
ng, especially if the new prop is significantly heavier than typically used p
rops for that particular gearbox model.
>
> Charlie
> (You're probably pretty safe if using the same combination that John's bee
n using....)
>
>> On Sat, Dec 30, 2017 at 11:14 AM, John Hauck wrote
:
>> Hi Rick N/Kolbers:
>>
>>
>>
>> Can you cite me some examples of Warp Drive props causing gear box proble
ms/failures on B or C gear boxes? I personally have not heard of any. Gues
s I could call Daryl at Warp Drive and get his input.
>>
>>
>>
>> I put a couple hundred hours on a C gear box, Warp Drive 3 blade, and 582
on my MKIII. Did OK. No problems.
>>
>>
>>
>> Put about 50 hours on a 3 blade GSC wooden prop with inlaid urethane lead
ing edges. For some reason, which I could never determine, the GSC failed, c
ollecting all three blades on the tail boom. That one cost a lot of work re
placing the tail boom which was knocked about 5 degrees out of column. Also
slung the starter out of the bell housing. The mounting bolts were still i
n the engine case. In addition, slung the carbs out of their sockets.
>>
>>
>>
>> I have attached a couple photos of a GSC and a Warp Drive blade grip. No
t a whole lot keeping the GSC from slinging a blade. Look closely and you c
an see the individual carbon fibers which loop around a steel ring. We diss
ected these two grips to see how they were made. The Warp Drive was on a fr
iend's RANs S-12 which got away from him when he cranked it while standing o
utside the aircraft. Had been working on carbs and forgot the throttle was w
ide open. There were no wings on the aircraft powered by a 912. The RANs w
ent about a quarter mile when it hit a berm and launched skyward through a p
atch of planted pine trees, truck diameter about a foot. The Warp Drive bla
de cut halfway through the trunk before it broke. I have never seen how any
of the other brands of popular props are constructed.
>>
>>
>>
>> I have flown Kolb Factory aircraft with IVO props on two and four stroke e
ngines. They performed ok in the traffic pattern, but don't know how they w
ould do on a long cross country. I do know that they are not very durable.
>>
>>
>>
>> Kolb aircraft, being pushers, are eventually going to have something fall
off the engine or airframe. When it does, it is likely going through the p
rop.
>>
>>
>>
>> john h
>>
>> mkIII
>>
>> Titus, Alabama
>>
>>
>>
>>
>>
>>
>>
>> From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server
@matronics.com] On Behalf Of Rick Neilsen
>> Sent: Saturday, December 30, 2017 9:49 AM
>> To: kolb-list(at)matronics.com
>> Subject: Re: Kolb-List: KievProp...
>>
>>
>>
>> Years ago the owner of Great Plains Aircraft (VW engine sales/builder) pu
t PowerFin, IVO, and Warp Drive props on one of his engines. I think it was
one of the reduction drive engines. PowerFin gave him the most static thrus
t and the lightest weight. I have been flying with a PowerFin for better tha
n 15 years and have had good luck with it. Warp Drive has a reputation of be
ing very strong being solid carbon fiber but is heavy which can cause proble
ms with the weaker Rotax gear boxes. I had a 2" X 5/8" bolt go through my Po
werFin in flight on a trip. There was damage but the prop got me the remaini
ng 400 miles home.
>>
>>
>>
>> Rick Neilsen
>>
>> Redrive VW Powered MKIIIC
>>
>>
>>
>> On Sat, Dec 30, 2017 at 3:16 AM, Nick Cassara wrote
:
>>
>>
>> Kolbers,
>>
>> I have a new KievProp sitting in a box, and hope to be utilizing it soon.
Never heard anything bad about them, when I was doing my research, a while b
ack.
>>
>> For what it=99s worth
>>
>> Nick Cassara
>> Palmer, AK
>>
>> 607AK
>>
>> =========================
>> -List" rel="noreferrer" target="_blank">http://www.matronics.com/Navi
gator?Kolb-List
>> ==========
>> FORUMS -
>> eferrer" target="_blank">http://forums.matronics.com
>> ==========
>> WIKI -
>> errer" target="_blank">http://wiki.matronics.com
>> ==========
>> b Site -
>> -Matt Dralle, List Admin.
>> rel="noreferrer" target="_blank">http://www.matronics.com/contributio
n
>> =========================
>>
>>
>>
>>
>>
>
>
> Virus-free. www.avast.com
________________________________________________________________________________
| From: | George Helton <gdhelton(at)gmail.com> |
Yeah, you=99re right there, Rick. But, I think it is a good subject if
it forces me to look up a few facts. George
PS: enjoy the warmth down there. It=99s 12 above up here.
George H.
1986 Firestar, FS100
14GDH
Mesick, Michigan
Sent from my iPhone
> On Dec 30, 2017, at 1:23 PM, Rick Neilsen wrote:
>
> John
>
> No examples. Just discussions from the Kolb group about the mass of a prop
that some of the rotax gear boxes can handle. No doubt Warp Drive makes a g
reat prop. Props are a bit like religion, easy to offend someone that owns o
ne.
>
> Rick
>
>> On Sat, Dec 30, 2017 at 12:14 PM, John Hauck wrote
:
>> Hi Rick N/Kolbers:
>>
>>
>>
>> Can you cite me some examples of Warp Drive props causing gear box proble
ms/failures on B or C gear boxes? I personally have not heard of any. Gues
s I could call Daryl at Warp Drive and get his input.
>>
>>
>>
>> I put a couple hundred hours on a C gear box, Warp Drive 3 blade, and 582
on my MKIII. Did OK. No problems.
>>
>>
>>
>> Put about 50 hours on a 3 blade GSC wooden prop with inlaid urethane lead
ing edges. For some reason, which I could never determine, the GSC failed, c
ollecting all three blades on the tail boom. That one cost a lot of work re
placing the tail boom which was knocked about 5 degrees out of column. Also
slung the starter out of the bell housing. The mounting bolts were still i
n the engine case. In addition, slung the carbs out of their sockets.
>>
>>
>>
>> I have attached a couple photos of a GSC and a Warp Drive blade grip. No
t a whole lot keeping the GSC from slinging a blade. Look closely and you c
an see the individual carbon fibers which loop around a steel ring. We diss
ected these two grips to see how they were made. The Warp Drive was on a fr
iend's RANs S-12 which got away from him when he cranked it while standing o
utside the aircraft. Had been working on carbs and forgot the throttle was w
ide open. There were no wings on the aircraft powered by a 912. The RANs w
ent about a quarter mile when it hit a berm and launched skyward through a p
atch of planted pine trees, truck diameter about a foot. The Warp Drive bla
de cut halfway through the trunk before it broke. I have never seen how any
of the other brands of popular props are constructed.
>>
>>
>>
>> I have flown Kolb Factory aircraft with IVO props on two and four stroke e
ngines. They performed ok in the traffic pattern, but don't know how they w
ould do on a long cross country. I do know that they are not very durable.
>>
>>
>>
>> Kolb aircraft, being pushers, are eventually going to have something fall
off the engine or airframe. When it does, it is likely going through the p
rop.
>>
>>
>>
>> john h
>>
>> mkIII
>>
>> Titus, Alabama
>>
>>
>>
>>
>>
>>
>>
>> From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server
@matronics.com] On Behalf Of Rick Neilsen
>> Sent: Saturday, December 30, 2017 9:49 AM
>> To: kolb-list(at)matronics.com
>> Subject: Re: Kolb-List: KievProp...
>>
>>
>>
>> Years ago the owner of Great Plains Aircraft (VW engine sales/builder) pu
t PowerFin, IVO, and Warp Drive props on one of his engines. I think it was
one of the reduction drive engines. PowerFin gave him the most static thrus
t and the lightest weight. I have been flying with a PowerFin for better tha
n 15 years and have had good luck with it. Warp Drive has a reputation of be
ing very strong being solid carbon fiber but is heavy which can cause proble
ms with the weaker Rotax gear boxes. I had a 2" X 5/8" bolt go through my Po
werFin in flight on a trip. There was damage but the prop got me the remaini
ng 400 miles home.
>>
>>
>>
>> Rick Neilsen
>>
>> Redrive VW Powered MKIIIC
>>
>>
>>
>> On Sat, Dec 30, 2017 at 3:16 AM, Nick Cassara wrote
:
>>
>>
>> Kolbers,
>>
>> I have a new KievProp sitting in a box, and hope to be utilizing it soon.
Never heard anything bad about them, when I was doing my research, a while b
ack.
>>
>> For what it=99s worth
>>
>> Nick Cassara
>> Palmer, AK
>>
>> 607AK
>>
>> =========================
>> -List" rel="noreferrer" target="_blank">http://www.matronics.com/Navi
gator?Kolb-List
>> =========================
>> FORUMS -
>> eferrer" target="_blank">http://forums.matronics.com
>> ==========
>> WIKI -
>> errer" target="_blank">http://wiki.matronics.com
>> ==========
>> b Site -
>> -Matt Dralle, List Admin.
>> rel="noreferrer" target="_blank">http://www.matronics.com/contributio
n
>> =========================
>>
>>
>>
>>
>>
>
________________________________________________________________________________
| Subject: | Re: Gap Seal...? |
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
Planned to get it done today. That didn't happen. Don't ask.
Maybe next week.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and Grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=476902#476902
________________________________________________________________________________
| From: | JC Gilpin <j.gilpin(at)bigpond.com> |
| Subject: | Re: Flying Adventures of the Eager Beaver |
...*He has a knack of getting into trouble and then getting out just as eas*
y....
It's true that I did once did mention to my flying instructor that, "... I
was good at getting out of trouble...", and he didn't reckon that was a
real good answer for flying strategy..... That off-hand comment was based
on long experience of rough travel in foreign countries and long motorcycle
trips in such countries, but it really should have been stated as, "...
good at dodging trouble ...". Willing to go into tight situations but very
much alert to the risks and always assessing 'get out' options in time.
That applies particularly for my ultralight flying. Often it's not very
relaxing because my mind is spinning all the while, assessing the risks and
outlanding options.... I'm not very interested in flying just to get up
into the air around the same home patch, and not at all interested in low
flying just for the thrills..... My aircraft is a means of transport to get
out and see and explore new vistas from above.
Sometimes that means getting out over rough country but always carefully
assessed as being survivable. And of course preparation beforehand.
Hundreds of practiced dead stick landings, so that I know what the feel of
no engine noise is like, and what the glide slope will be, and exactly
where I'll set down at minimum speed. (Actually I really enjoy that silent
glide with just the sound of the wind, and assessing speed and momentum
without watching the instruments....) I've never found navigation
difficult, and GPS makes it so sure and easy these days. In case of
stranding I always carry an ELT and Spot locator, and carry enough survival
needs until help could come. I follow roads or near them wherever possible.
Considering all those factors in planning and flying is what makes the
challenge interesting.
Remote Australia isn't nearly as threatening as it appears, if you're
always aware of the options and are prepared just in case. I never felt
very brave or reckless on those trips. Just a whole lot of fun!
Same for when I was flying Kolbs to have those fabulous adventures in the
USA.
Different strokes for different folks, but try it you might like.....
JG
________________________________________________________________________________
| From: | JC Gilpin <j.gilpin(at)bigpond.com> |
I've posted on this before, but haven't noticed any action.....
John Hauck needs to write up some of his extensive flying adventures. And
he certainly does have plenty of great flying adventures to tell. We've
only heard bits and pieces but it does need to be put together and
published.
It's not all that hard these days. There are several formats and programs,
but the easiest I've found is the Google Blogger that I used. It's set up
as a blog so that the latest post ends up at the front and the beginning at
the end, not like a good story. So what I've come up with is to do the
whole story in one post. Just start with a post and then keep adding to the
story and updating that same post. I've put as many as 200 photos and long
story in the one post, built over time, and it seems to work OK. I'm no
expert in such work, but I find it really easy to write and edit and add
photos in Blogger. And the price is right, free....
Come on John, do it while you can.
You've got so much to tell.
And we know you have the ability to tell a good story....
Maybe if everyone pushed on him...........
JG
________________________________________________________________________________
| From: | Daniel Bindl <bindldaniel5(at)gmail.com> |
| Subject: | Re: Flying stories |
John Hauck (WISDOM) come on john, we are not going to get any younger. And
some times, for some of us, when we get older, we may not remember as well,
as when we were younger, and more adventure some.
Happy New John, and thanks for all the sharing, and that goes for all of
our KOLBER'S!!!!!
On Sun, Dec 31, 2017 at 2:03 AM, JC Gilpin wrote:
> I've posted on this before, but haven't noticed any action.....
>
> John Hauck needs to write up some of his extensive flying adventures. And
> he certainly does have plenty of great flying adventures to tell. We've
> only heard bits and pieces but it does need to be put together and
> published.
>
> It's not all that hard these days. There are several formats and programs,
> but the easiest I've found is the Google Blogger that I used. It's set up
> as a blog so that the latest post ends up at the front and the beginning at
> the end, not like a good story. So what I've come up with is to do the
> whole story in one post. Just start with a post and then keep adding to the
> story and updating that same post. I've put as many as 200 photos and long
> story in the one post, built over time, and it seems to work OK. I'm no
> expert in such work, but I find it really easy to write and edit and add
> photos in Blogger. And the price is right, free....
>
> Come on John, do it while you can.
> You've got so much to tell.
> And we know you have the ability to tell a good story....
>
> Maybe if everyone pushed on him...........
>
> JG
>
--
Daniel Bindl
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flying Adventures of the Eager Beaver |
John G/Kolbers:
When I made that comment, "you were good at getting into and out of
trouble", I was thinking, in particular, to the story you told of
clipping a power line and the adventure that started after that. Very
funny, once in a lifetime story.
Glad we got to meet and swap stories.
john h
mkIII
Titus, Alabama
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of JC Gilpin
Sent: Sunday, December 31, 2017 12:43 AM
Subject: Kolb-List: Re: Flying Adventures of the Eager Beaver
...He has a knack of getting into trouble and then getting out just as
easy....
It's true that I did once did mention to my flying instructor that, "...
I was good at getting out of trouble...", and he didn't reckon that was
a real good answer for flying strategy..... That off-hand comment was
based on long experience of rough travel in foreign countries and long
motorcycle trips in such countries, but it really should have been
stated as, "... good at dodging trouble ...". Willing to go into tight
situations but very much alert to the risks and always assessing 'get
out' options in time.
That applies particularly for my ultralight flying. Often it's not very
relaxing because my mind is spinning all the while, assessing the risks
and outlanding options.... I'm not very interested in flying just to
get up into the air around the same home patch, and not at all
interested in low flying just for the thrills..... My aircraft is a
means of transport to get out and see and explore new vistas from above.
Sometimes that means getting out over rough country but always carefully
assessed as being survivable. And of course preparation beforehand.
Hundreds of practiced dead stick landings, so that I know what the feel
of no engine noise is like, and what the glide slope will be, and
exactly where I'll set down at minimum speed. (Actually I really enjoy
that silent glide with just the sound of the wind, and assessing speed
and momentum without watching the instruments....) I've never found
navigation difficult, and GPS makes it so sure and easy these days. In
case of stranding I always carry an ELT and Spot locator, and carry
enough survival needs until help could come. I follow roads or near them
wherever possible. Considering all those factors in planning and flying
is what makes the challenge interesting.
Remote Australia isn't nearly as threatening as it appears, if you're
always aware of the options and are prepared just in case. I never felt
very brave or reckless on those trips. Just a whole lot of fun!
Same for when I was flying Kolbs to have those fabulous adventures in
the USA.
Different strokes for different folks, but try it you might like.....
JG
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
John G/Kolbers,
I used to remember every town I flew to on my flight around the country
and up to Deadhorse, AK, in 1994. I had studied and lived that flight
so much that the info was burned into my head. Never forget a detail.
That was 24 years ago and I have forgotten a few things here and there,
but I have my log books to use for reference, and maps, and most of it
comes flooding back.
My life certainly has not been normal compared to others, but to me it
was just as normal as everyone else's. I figured most UL pilots thought
the same way I did, airplanes are made to go places. The further away
from home the better. I couldn't understand why they didn't want to fly
with me to these faraway places. Two weeks after I built my Ultrastar I
flew down to Tallahassee, FL. A flight that was, for the most part,
unheard of in 1984. Was 250 miles in a very open cockpit. That was
just the beginning. No GPS back then, pilotage and DED reckoning. Mag
compass and a sectional. I was comfortable with that form of
navigation, having used it to fly in VN and the States. That was our
primary form of navigation in VN. Flying the Ultrastar I had to study
my sectional, memorize the heading and distance, fold the map and sit on
it before my next takeoff and until my next landing so I could take
another look. We've come a long ways since then. In the Firestar and
MKIII I could keep the sectional in the cockpit with me to look at as
often as I wanted to. That was really an advancement.
I like the idea of the Google Blogger. I'll have to investigate.
Happy New Year to all my Kolb friends. We, Miss P'fer and me, have meet
so many really fine people over the years, through these little
airplanes, that I would have never known otherwise.
Fly safe,
john h
mkIII
Titus, Alabama
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of JC Gilpin
Sent: Sunday, December 31, 2017 1:04 AM
Subject: Kolb-List: Flying stories
I've posted on this before, but haven't noticed any action.....
John Hauck needs to write up some of his extensive flying adventures.
And he certainly does have plenty of great flying adventures to tell.
We've only heard bits and pieces but it does need to be put together and
published.
It's not all that hard these days. There are several formats and
programs, but the easiest I've found is the Google Blogger that I used.
It's set up as a blog so that the latest post ends up at the front and
the beginning at the end, not like a good story. So what I've come up
with is to do the whole story in one post. Just start with a post and
then keep adding to the story and updating that same post. I've put as
many as 200 photos and long story in the one post, built over time, and
it seems to work OK. I'm no expert in such work, but I find it really
easy to write and edit and add photos in Blogger. And the price is
right, free....
Come on John, do it while you can.
You've got so much to tell.
And we know you have the ability to tell a good story....
Maybe if everyone pushed on him...........
JG
________________________________________________________________________________
| From: | Robert Lobdell <robpen5557(at)gmail.com> |
| Subject: | Re: Flying stories |
High John I=99m not a kolber just a plane Jane pilot. Enjoyed the sho
rt stories. Thanks, where are you living I thought I saw something about Au
stralia? God Bless you and Happy New Year!
Robert Lobdell
Waskom, Texas
Flying is the second greatest thrill known to man. Landing is the first!
> On Dec 31, 2017, at 8:31 AM, John Hauck wrote:
>
> John G/Kolbers,
>
> I used to remember every town I flew to on my flight around the country an
d up to Deadhorse, AK, in 1994. I had studied and lived that flight so much
that the info was burned into my head. Never forget a detail. That was 24
years ago and I have forgotten a few things here and there, but I have my l
og books to use for reference, and maps, and most of it comes flooding back.
>
> My life certainly has not been normal compared to others, but to me it was
just as normal as everyone else's. I figured most UL pilots thought the sa
me way I did, airplanes are made to go places. The further away from home t
he better. I couldn't understand why they didn't want to fly with me to the
se faraway places. Two weeks after I built my Ultrastar I flew down to Tall
ahassee, FL. A flight that was, for the most part, unheard of in 1984. Was
250 miles in a very open cockpit. That was just the beginning. No GPS bac
k then, pilotage and DED reckoning. Mag compass and a sectional. I was com
fortable with that form of navigation, having used it to fly in VN and the S
tates. That was our primary form of navigation in VN. Flying the Ultrastar
I had to study my sectional, memorize the heading and distance, fold the ma
p and sit on it before my next takeoff and until my next landing so I could t
ake another look. We've come a long ways since then. In the Firestar and M
KIII I could keep the sectional in the cockpit with me to look at as often a
s I wanted to. That was really an advancement.
>
> I like the idea of the Google Blogger. I'll have to investigate.
>
> Happy New Year to all my Kolb friends. We, Miss P'fer and me, have meet s
o many really fine people over the years, through these little airplanes, th
at I would have never known otherwise.
>
> Fly safe,
>
> john h
> mkIII
> Titus, Alabama
>
>
>
> From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server@
matronics.com] On Behalf Of JC Gilpin
> Sent: Sunday, December 31, 2017 1:04 AM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Flying stories
>
> I've posted on this before, but haven't noticed any action.....
>
> John Hauck needs to write up some of his extensive flying adventures. And h
e certainly does have plenty of great flying adventures to tell. We've only h
eard bits and pieces but it does need to be put together and published.
>
> It's not all that hard these days. There are several formats and programs,
but the easiest I've found is the Google Blogger that I used. It's set up a
s a blog so that the latest post ends up at the front and the beginning at t
he end, not like a good story. So what I've come up with is to do the whole s
tory in one post. Just start with a post and then keep adding to the story a
nd updating that same post. I've put as many as 200 photos and long story in
the one post, built over time, and it seems to work OK. I'm no expert in su
ch work, but I find it really easy to write and edit and add photos in Blogg
er. And the price is right, free....
>
> Come on John, do it while you can.
> You've got so much to tell.
> And we know you have the ability to tell a good story....
>
> Maybe if everyone pushed on him...........
>
> JG
________________________________________________________________________________
| From: | Robert Lobdell <robpen5557(at)gmail.com> |
| Subject: | Re: Flying stories |
Never mind I saw it at the end Titus Alabama, not all that far from me.
Robert Lobdell
Waskom, Texas
Flying is the second greatest thrill known to man. Landing is the first!
> On Dec 31, 2017, at 8:31 AM, John Hauck wrote:
>
> John G/Kolbers,
>
> I used to remember every town I flew to on my flight around the country an
d up to Deadhorse, AK, in 1994. I had studied and lived that flight so much
that the info was burned into my head. Never forget a detail. That was 24
years ago and I have forgotten a few things here and there, but I have my l
og books to use for reference, and maps, and most of it comes flooding back.
>
> My life certainly has not been normal compared to others, but to me it was
just as normal as everyone else's. I figured most UL pilots thought the sa
me way I did, airplanes are made to go places. The further away from home t
he better. I couldn't understand why they didn't want to fly with me to the
se faraway places. Two weeks after I built my Ultrastar I flew down to Tall
ahassee, FL. A flight that was, for the most part, unheard of in 1984. Was
250 miles in a very open cockpit. That was just the beginning. No GPS bac
k then, pilotage and DED reckoning. Mag compass and a sectional. I was com
fortable with that form of navigation, having used it to fly in VN and the S
tates. That was our primary form of navigation in VN. Flying the Ultrastar
I had to study my sectional, memorize the heading and distance, fold the ma
p and sit on it before my next takeoff and until my next landing so I could t
ake another look. We've come a long ways since then. In the Firestar and M
KIII I could keep the sectional in the cockpit with me to look at as often a
s I wanted to. That was really an advancement.
>
> I like the idea of the Google Blogger. I'll have to investigate.
>
> Happy New Year to all my Kolb friends. We, Miss P'fer and me, have meet s
o many really fine people over the years, through these little airplanes, th
at I would have never known otherwise.
>
> Fly safe,
>
> john h
> mkIII
> Titus, Alabama
>
>
>
> From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server@
matronics.com] On Behalf Of JC Gilpin
> Sent: Sunday, December 31, 2017 1:04 AM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Flying stories
>
> I've posted on this before, but haven't noticed any action.....
>
> John Hauck needs to write up some of his extensive flying adventures. And h
e certainly does have plenty of great flying adventures to tell. We've only h
eard bits and pieces but it does need to be put together and published.
>
> It's not all that hard these days. There are several formats and programs,
but the easiest I've found is the Google Blogger that I used. It's set up a
s a blog so that the latest post ends up at the front and the beginning at t
he end, not like a good story. So what I've come up with is to do the whole s
tory in one post. Just start with a post and then keep adding to the story a
nd updating that same post. I've put as many as 200 photos and long story in
the one post, built over time, and it seems to work OK. I'm no expert in su
ch work, but I find it really easy to write and edit and add photos in Blogg
er. And the price is right, free....
>
> Come on John, do it while you can.
> You've got so much to tell.
> And we know you have the ability to tell a good story....
>
> Maybe if everyone pushed on him...........
>
> JG
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
John Gilpin is in Australia.
john h
mkIII
Titus, Alabama
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Robert
Lobdell
Sent: Sunday, December 31, 2017 9:43 AM
Subject: Re: Kolb-List: Flying stories
High John I=99m not a kolber just a plane Jane pilot. Enjoyed the
short stories. Thanks, where are you living I thought I saw something
about Australia? God Bless you and Happy New Year!
Robert Lobdell
Waskom, Texas
Flying is the second greatest thrill known to man. Landing is the
first!
On Dec 31, 2017, at 8:31 AM, John Hauck wrote:
John G/Kolbers,
I used to remember every town I flew to on my flight around the country
and up to Deadhorse, AK, in 1994. I had studied and lived that flight
so much that the info was burned into my head. Never forget a detail.
That was 24 years ago and I have forgotten a few things here and there,
but I have my log books to use for reference, and maps, and most of it
comes flooding back.
My life certainly has not been normal compared to others, but to me it
was just as normal as everyone else's. I figured most UL pilots thought
the same way I did, airplanes are made to go places. The further away
from home the better. I couldn't understand why they didn't want to fly
with me to these faraway places. Two weeks after I built my Ultrastar I
flew down to Tallahassee, FL. A flight that was, for the most part,
unheard of in 1984. Was 250 miles in a very open cockpit. That was
just the beginning. No GPS back then, pilotage and DED reckoning. Mag
compass and a sectional. I was comfortable with that form of
navigation, having used it to fly in VN and the States. That was our
primary form of navigation in VN. Flying the Ultrastar I had to study
my sectional, memorize the heading and distance, fold the map and sit on
it before my next takeoff and until my next landing so I could take
another look. We've come a long ways since then. In the Firestar and
MKIII I could keep the sectional in the cockpit with me to look at as
often as I wanted to. That was really an advancement.
I like the idea of the Google Blogger. I'll have to investigate.
Happy New Year to all my Kolb friends. We, Miss P'fer and me, have meet
so many really fine people over the years, through these little
airplanes, that I would have never known otherwise.
Fly safe,
john h
mkIII
Titus, Alabama
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of JC Gilpin
Sent: Sunday, December 31, 2017 1:04 AM
Subject: Kolb-List: Flying stories
I've posted on this before, but haven't noticed any action.....
John Hauck needs to write up some of his extensive flying adventures.
And he certainly does have plenty of great flying adventures to tell.
We've only heard bits and pieces but it does need to be put together and
published.
It's not all that hard these days. There are several formats and
programs, but the easiest I've found is the Google Blogger that I used.
It's set up as a blog so that the latest post ends up at the front and
the beginning at the end, not like a good story. So what I've come up
with is to do the whole story in one post. Just start with a post and
then keep adding to the story and updating that same post. I've put as
many as 200 photos and long story in the one post, built over time, and
it seems to work OK. I'm no expert in such work, but I find it really
easy to write and edit and add photos in Blogger. And the price is
right, free....
Come on John, do it while you can.
You've got so much to tell.
And we know you have the ability to tell a good story....
Maybe if everyone pushed on him...........
JG
________________________________________________________________________________
| From: | Robert Lobdell <robpen5557(at)gmail.com> |
| Subject: | Re: Flying stories |
Okay two Johns, I one John Gilpin in Australia. The other John Hauck in Alab
ama. I think. I. got it. Straight. . . One john talking about another John
. It would appear that both Johns have their share of stories. . . Don
=99t we all. Maybe not as colorful, stories none the less.
Robert Lobdell
Waskom, TX
Only 8 hours flying time to Titus. . In an Aeronca Chief!
Flying is the second greatest thrill known to man. Landing is the first!
> On Dec 31, 2017, at 9:48 AM, John Hauck wrote:
>
> John Gilpin is in Australia.
>
> john h
> mkIII
> Titus, Alabama
>
> From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server@
matronics.com] On Behalf Of Robert Lobdell
> Sent: Sunday, December 31, 2017 9:43 AM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Flying stories
>
> High John I=99m not a kolber just a plane Jane pilot. Enjoyed the s
hort stories. Thanks, where are you living I thought I saw something about A
ustralia? God Bless you and Happy New Year!
>
> Robert Lobdell
> Waskom, Texas
>
> Flying is the second greatest thrill known to man. Landing is the first!
>
> On Dec 31, 2017, at 8:31 AM, John Hauck wrote:
>
> John G/Kolbers,
>
> I used to remember every town I flew to on my flight around the country an
d up to Deadhorse, AK, in 1994. I had studied and lived that flight so much
that the info was burned into my head. Never forget a detail. That was 24
years ago and I have forgotten a few things here and there, but I have my l
og books to use for reference, and maps, and most of it comes flooding back.
>
> My life certainly has not been normal compared to others, but to me it was
just as normal as everyone else's. I figured most UL pilots thought the sa
me way I did, airplanes are made to go places. The further away from home t
he better. I couldn't understand why they didn't want to fly with me to the
se faraway places. Two weeks after I built my Ultrastar I flew down to Tall
ahassee, FL. A flight that was, for the most part, unheard of in 1984. Was
250 miles in a very open cockpit. That was just the beginning. No GPS bac
k then, pilotage and DED reckoning. Mag compass and a sectional. I was com
fortable with that form of navigation, having used it to fly in VN and the S
tates. That was our primary form of navigation in VN. Flying the Ultrastar
I had to study my sectional, memorize the heading and distance, fold the ma
p and sit on it before my next takeoff and until my next landing so I could t
ake another look. We've come a long ways since then. In the Firestar and M
KIII I could keep the sectional in the cockpit with me to look at as often a
s I wanted to. That was really an advancement.
>
> I like the idea of the Google Blogger. I'll have to investigate.
>
> Happy New Year to all my Kolb friends. We, Miss P'fer and me, have meet s
o many really fine people over the years, through these little airplanes, th
at I would have never known otherwise.
>
> Fly safe,
>
> john h
> mkIII
> Titus, Alabama
>
>
>
> From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server@
matronics.com] On Behalf Of JC Gilpin
> Sent: Sunday, December 31, 2017 1:04 AM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Flying stories
>
> I've posted on this before, but haven't noticed any action.....
>
> John Hauck needs to write up some of his extensive flying adventures. And h
e certainly does have plenty of great flying adventures to tell. We've only h
eard bits and pieces but it does need to be put together and published.
>
> It's not all that hard these days. There are several formats and programs,
but the easiest I've found is the Google Blogger that I used. It's set up a
s a blog so that the latest post ends up at the front and the beginning at t
he end, not like a good story. So what I've come up with is to do the whole s
tory in one post. Just start with a post and then keep adding to the story a
nd updating that same post. I've put as many as 200 photos and long story in
the one post, built over time, and it seems to work OK. I'm no expert in su
ch work, but I find it really easy to write and edit and add photos in Blogg
er. And the price is right, free....
>
> Come on John, do it while you can.
> You've got so much to tell.
> And we know you have the ability to tell a good story....
>
> Maybe if everyone pushed on him...........
>
> JG
________________________________________________________________________________
| From: | Nick Cassara <nickc(at)mtaonline.net> |
| Subject: | Maule Gap Seal.. |
Kolbers,
Maule sells a clear Gap Seal, that adheres to the top of the horizontal stabilizer
and the bottom of the leading edge of the elevator; it works well and looks
good too. I first saw it on a State Wildlife Enforcement Piper Super Cub. I
was told that, Maule only sells it to Maule owners? If you know someone with a
Maule check it out.
Nick Cassara
Palmer, AK
607AK
________________________________________________________________________________
| From: | Denny Baber <baberdk(at)gmail.com> |
We have had some discussion about whether I should seal the gap between
the flap and the aileron tube. What are the advantages and disadvantages of
both ways?
Respectfully,
Dennis Baber
Cape Coral, Fl
baberdk(at)gmail.com
Stay Curious
________________________________________________________________________________
| From: | JC Gilpin <j.gilpin(at)bigpond.com> |
| Subject: | Re: Flying Stories |
**
Well, I guess that's bait enough to tell the story as it happened.....
Yeh, it did turn out funny in the end.....
And maybe remind others of precautions that need to be heeded.....
I'd converted a two-seat Beaver RX550 into a single-seat, twin engine
push-pull arrangement, with two 447's. I was looking for redundancy so I
could fly over rough country with some confidence. Turned out that
push-pull is a bad idea unless you could have inflight adjustable props.
The amount of prop blast from the front engine effects the amount of pitch
required on the rear prop. And to pitch the props fine enough so that can
fly on one engine, then they're too fine for cruise with both engines....
And besides, who wants to deal with TWO 2-strokes at once, one is more than
enough....
I wanted to stop at a small outback town for fuel, but the proper airstrip
was 3 miles out and not on a main road, so no chance of a ride in. I'd
phoned the service station to ask if ultralights or gyros landed anywhere
nearby. They use them for rounding up sheep out there. He said, yeh they
land out on the side road and taxi in for fuel. so that's where I was
looking to land.
I wanted to land right near the servo and did a precautionary circuit. The
road was narrow with guide posts just wide enough, but a gusty hot x-wind
made it very rough when I got down close, so I elected to go farther out
where the road was wider and no guide posts. Unfortunately I extended my
approach at power line height.....
*- Dumb thing to do, must always be either above or below power line
height....... *
*- And should have pulled up and done another precautionary circuit......*
I just got a glimpse of the single wire as it flashed underneath, then felt
that sickening deceleration as the wheels hooked on it...... Poured on full
power to try to break the wire, but no chance of that. With that 80hp at
high thrust line and the wheels hooked down under, the aircraft pitched
forward instantly and hit the road vertical nose-down still at full
power......
An almighty crunch then silence..... Then the tension in the wire pulled
the aircraft back off the road into a shallow ditch. I sat there for a
moment, surprised that I was still conscious, and checking for injuries.
Only a sharp stinging sensation in one ankle. Then a drop of blood ran down
my forehead and dripped off my nose.... Reached up and felt a wet gooey
mess on the top of my head, and then I felt some real alarm..... But when I
brought my hand down it was covered with green oil, the 2-stroke oil that I
had stored up in the wing root, what a relief! The blood had come from a
minor cut on my head.
Didn't smell any fuel, but thinking of fire decided to crawl out. Once
again not real smart cause still hooked to the wire that could have been
live..... But fortunately it had tripped the circuit breaker when it hit
the ground..... Then sat down to think about the situation and made another
mistake by sitting down in a patch of burrs .....
Soon a vehicle came by and radioed the police. While we were waiting the
wire suddenly snapped tight and broke and whipped off through the brush....
Turned out that I'd stretched the wire and it had sagged a bit where it
crossed the main highway not far away. Then a truck carrying a tall backhoe
came along at speed and hooked the wire and dragged it about a kilometer
until the driver realized what had happened and got stopped....
The policeman arrived and drove me to the hospital. He kept asking what I
was going to do with the aircraft?? I wasn't worried cause it was in the
ditch and I figured I'd be able to go out later and take it apart. I had
noticed that the framework was broken between the BRS chute and the
actuating handle so I was going to need an allen key to disconnect the
handle before some movement pulled on the cable. The doctor was out on a
call so I had to sit to wait for him. Before the policeman left he had
said, "...we'll sort it out..." Then I realized that when a country boy
says that it means that, they're going to do something... I called the
nurse and she called the police on the radio to tell them to leave it
alone....
But he came back to say it was two minutes too late! He had gone and found
a front end loader and conscripted a couple of the layabouts who hang
around the pub all day, and they attempted to move the aircraft. They knew
nothing about such aircraft, so they were very gingerly approaching it.
With one man on each wing and tail they were carefully lifting it with the
loader when the cable went tight and the BRS rocket went off! Those rockets
go off with a loud blast and a cloud of smoke, and the billowing chute was
bright orange, so the impression would have been a fuel explosion! The word
is true that one man actually crapped his pants right away! And the other
had never worked and lived on a disability pension because he claimed to
have a bad heart, but now they reckon that if he survived that shock then
his heart was okay. In the pub they still tease those guys about all
that......
The policeman came back to the hospital to ask for my flying license. There
was a phone number on there of the Recreational Flying Association that
regulates our licensing, so he rang them. They were really good in those
days, and told him they would look after it and just for me to phone them
when I could, just the answer he wanted to hear cause it was then out of
his hands so no paperwork.... He didn't know exactly what to do about the
incident, but was trying to be considerate and helpful. So he reckoned that
it was against the law to land on the road but he couldn't hardly charge me
for crashing on the road so he didn't figure on doing anything, which
suited me just fine.... Then he asked if I had insurance..... I told him
that I didn't have any and would have to wear it on my own. to which he
said, "...Oh dear..." and then left.
I spent a couple of days in the local hospital with a shattered heel bone,
which didn't hurt right at the time but sure gets painful later.... Finally
a Flying Doctor flight was diverted to carry me to the city for surgery,
etc, a heck of a lot better than a 5 hr road trip in that condition.
That's the last I heard about it, until news came back much later that they
had charged the trucking company for carrying an over-height load without a
permit and escort and made their insurance pay the damages. A month later
when I finally was able to go back out there with a trailer to collect the
remains of the aircraft, I noticed a lot of shiny new wire and insulators
and all the undergrowth neatly cleared from under the power line...... And
a white spot of fiberglass particles from the nose pod still embedded in
the middle of the road......
A year later I heard from a friend who had been on a pig shooting trip out
there, and that they're still telling this story in the pub, probably much
embellished by now.......
p.s.- I got into this trouble by carelessness, but got out of it because of
what I had done before the incident. I'd very much strengthened the pilot
protection. Originally the Beaver just had thin wall light aluminum tubing
down in front of the pilot, but I replaced it with 3mm wall tubing with
welded gussets to attach to the rest of the structure. And steel square
section to join up underneath. Triangulated for strength. Some extra weight
but worth every bit of it. Without it I would have been roadkill.....
Virus-free.
www.avast.com
<#m_-4527070024640547821_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flying Stories |
That is a funny story, even funnier when John G tells it in person.
Thanks for sharing. Good points to remember to help us stay safe.
Soon after I started flying my Ultrastar I snagged a power line with the
tail wheel. It was about 1800 on a Wednesday evening. Wives were home
cooking supper, folks were getting home from work and getting cleaned up
and some were watching the news on their TVs. I put a stop to all that
in a fraction of a second.
Here's how I did it. Was flying back to my airstrip from a friend's
airstrip along US231. There is an old section of highway parallel to
it. Decided to make my first ever false approach to the old section,
not intending to land. There was a power line parallel to the old
section of highway with a wire span running a couple hundred yards from
the opposite side of the new road all the way across both sections of
road. Cleared myself over the wire. I remember watching it pass under
me, but did not see the top 7600 volt line. It was twilight, that wire
was the same color as the asphalt beneath it. The wires I cleared
myself across were black telephone wires. Felt a tug, went full
throttle and flew it until it stopped crashing. Luckily there was a
splice about 6 feet from where my tail wheel hooked the wire and it
separated, but not before I pulled the main line loose a half mile away.
By that time I had quit flying and the Ultrastar crashed going down an
embankment on the side of the road. This helped break the impact. I
was fine except where my shins hit the underside of the little
instrument pod. Tore up my US pretty bad, but I was OK. The bad part
was twofold. Not only had I knocked out all the power in the
surrounding area, I blew up all three transformers at a well that
provided water for the local water system. My biggest worry now was
having to pay for all the damage I caused. I had no money.
A car stopped to see if they could help. I asked for a ride to my
airstrip where I could get my truck and a trailer to recover the US.
While I was gone all the local law enforcement, emergency crews, and
gawkers arrived, but couldn't find the pilot. They thought that I had
been injured and wandered off into the woods.
Took a while to get truck, trailer, and my old buddy, and get back to my
airplane. Got it broken down, loaded, and didn't go to jail.
This was in 1985. I kept waiting to get the brown manila envelope
notifying me that I had to pay for all the damage. I was really
worried, but the envelope never came and I never heard anything else
about it except friends and neighbors teasing me pretty hard about
hitting that wire.
Took a total rebuild on the US. I learned an important lesson that John
G mentioned. Don't fly at power line height. If you do, make sure you
see all the wires before you descend. That happened 32 years ago and I
am still gun shy of power lines and fences.
Fly safe,
john h
mkIII
Titus, Alabama
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of JC Gilpin
Sent: Monday, January 01, 2018 6:23 AM
Subject: Kolb-List: Re: Flying Stories
Well, I guess that's bait enough to tell the story as it happened.....
Yeh, it did turn out funny in the end.....
And maybe remind others of precautions that need to be heeded.....
I'd converted a two-seat Beaver RX550 into a single-seat, twin engine
push-pull arrangement, with two 447's. I was looking for redundancy so I
could fly over rough country with some confidence. Turned out that
push-pull is a bad idea unless you could have inflight adjustable props.
The amount of prop blast from the front engine effects the amount of
pitch required on the rear prop. And to pitch the props fine enough so
that can fly on one engine, then they're too fine for cruise with both
engines.... And besides, who wants to deal with TWO 2-strokes at once,
one is more than enough....
I wanted to stop at a small outback town for fuel, but the proper
airstrip was 3 miles out and not on a main road, so no chance of a ride
in. I'd phoned the service station to ask if ultralights or gyros landed
anywhere nearby. They use them for rounding up sheep out there. He said,
yeh they land out on the side road and taxi in for fuel. so that's where
I was looking to land.
I wanted to land right near the servo and did a precautionary circuit.
The road was narrow with guide posts just wide enough, but a gusty hot
x-wind made it very rough when I got down close, so I elected to go
farther out where the road was wider and no guide posts. Unfortunately I
extended my approach at power line height.....
- Dumb thing to do, must always be either above or below power line
height.......
- And should have pulled up and done another precautionary circuit......
I just got a glimpse of the single wire as it flashed underneath, then
felt that sickening deceleration as the wheels hooked on it...... Poured
on full power to try to break the wire, but no chance of that. With that
80hp at high thrust line and the wheels hooked down under, the aircraft
pitched forward instantly and hit the road vertical nose-down still at
full power......
An almighty crunch then silence..... Then the tension in the wire pulled
the aircraft back off the road into a shallow ditch. I sat there for a
moment, surprised that I was still conscious, and checking for injuries.
Only a sharp stinging sensation in one ankle. Then a drop of blood ran
down my forehead and dripped off my nose.... Reached up and felt a wet
gooey mess on the top of my head, and then I felt some real alarm.....
But when I brought my hand down it was covered with green oil, the
2-stroke oil that I had stored up in the wing root, what a relief! The
blood had come from a minor cut on my head.
Didn't smell any fuel, but thinking of fire decided to crawl out. Once
again not real smart cause still hooked to the wire that could have been
live..... But fortunately it had tripped the circuit breaker when it hit
the ground..... Then sat down to think about the situation and made
another mistake by sitting down in a patch of burrs .....
Soon a vehicle came by and radioed the police. While we were waiting the
wire suddenly snapped tight and broke and whipped off through the
brush.... Turned out that I'd stretched the wire and it had sagged a bit
where it crossed the main highway not far away. Then a truck carrying a
tall backhoe came along at speed and hooked the wire and dragged it
about a kilometer until the driver realized what had happened and got
stopped....
The policeman arrived and drove me to the hospital. He kept asking what
I was going to do with the aircraft?? I wasn't worried cause it was in
the ditch and I figured I'd be able to go out later and take it apart. I
had noticed that the framework was broken between the BRS chute and the
actuating handle so I was going to need an allen key to disconnect the
handle before some movement pulled on the cable. The doctor was out on
a call so I had to sit to wait for him. Before the policeman left he had
said, "...we'll sort it out..." Then I realized that when a country boy
says that it means that, they're going to do something... I called the
nurse and she called the police on the radio to tell them to leave it
alone....
But he came back to say it was two minutes too late! He had gone and
found a front end loader and conscripted a couple of the layabouts who
hang around the pub all day, and they attempted to move the aircraft.
They knew nothing about such aircraft, so they were very gingerly
approaching it. With one man on each wing and tail they were carefully
lifting it with the loader when the cable went tight and the BRS rocket
went off! Those rockets go off with a loud blast and a cloud of smoke,
and the billowing chute was bright orange, so the impression would have
been a fuel explosion! The word is true that one man actually crapped
his pants right away! And the other had never worked and lived on a
disability pension because he claimed to have a bad heart, but now they
reckon that if he survived that shock then his heart was okay. In the
pub they still tease those guys about all that......
The policeman came back to the hospital to ask for my flying license.
There was a phone number on there of the Recreational Flying Association
that regulates our licensing, so he rang them. They were really good in
those days, and told him they would look after it and just for me to
phone them when I could, just the answer he wanted to hear cause it was
then out of his hands so no paperwork.... He didn't know exactly what to
do about the incident, but was trying to be considerate and helpful. So
he reckoned that it was against the law to land on the road but he
couldn't hardly charge me for crashing on the road so he didn't figure
on doing anything, which suited me just fine.... Then he asked if I had
insurance..... I told him that I didn't have any and would have to wear
it on my own. to which he said, "...Oh dear..." and then left.
I spent a couple of days in the local hospital with a shattered heel
bone, which didn't hurt right at the time but sure gets painful
later.... Finally a Flying Doctor flight was diverted to carry me to the
city for surgery, etc, a heck of a lot better than a 5 hr road trip in
that condition.
That's the last I heard about it, until news came back much later that
they had charged the trucking company for carrying an over-height load
without a permit and escort and made their insurance pay the damages. A
month later when I finally was able to go back out there with a trailer
to collect the remains of the aircraft, I noticed a lot of shiny new
wire and insulators and all the undergrowth neatly cleared from under
the power line...... And a white spot of fiberglass particles from the
nose pod still embedded in the middle of the road......
A year later I heard from a friend who had been on a pig shooting trip
out there, and that they're still telling this story in the pub,
probably much embellished by now.......
p.s.- I got into this trouble by carelessness, but got out of it because
of what I had done before the incident. I'd very much strengthened the
pilot protection. Originally the Beaver just had thin wall light
aluminum tubing down in front of the pilot, but I replaced it with 3mm
wall tubing with welded gussets to attach to the rest of the structure.
And steel square section to join up underneath. Triangulated for
strength. Some extra weight but worth every bit of it. Without it I
would have been roadkill.....
Virus-free.
www.avast.com
________________________________________________________________________________
| From: | Robert Lobdell <robpen5557(at)gmail.com> |
| Subject: | Re: Flying Stories |
Great stories, from both John's. Thanks
Robert Lobdell
Waskom, Texas
Flying is the second greatest thill known to man. Landing is the first!
On Jan 1, 2018 9:26 AM, "John Hauck" wrote:
> That is a funny story, even funnier when John G tells it in person.
> Thanks for sharing. Good points to remember to help us stay safe.
>
>
> Soon after I started flying my Ultrastar I snagged a power line with the
> tail wheel. It was about 1800 on a Wednesday evening. Wives were home
> cooking supper, folks were getting home from work and getting cleaned up
> and some were watching the news on their TVs. I put a stop to all that in
> a fraction of a second.
>
>
> Here's how I did it. Was flying back to my airstrip from a friend's
> airstrip along US231. There is an old section of highway parallel to it.
> Decided to make my first ever false approach to the old section, not
> intending to land. There was a power line parallel to the old section of
> highway with a wire span running a couple hundred yards from the opposite
> side of the new road all the way across both sections of road. Cleared
> myself over the wire. I remember watching it pass under me, but did not
> see the top 7600 volt line. It was twilight, that wire was the same color
> as the asphalt beneath it. The wires I cleared myself across were black
> telephone wires. Felt a tug, went full throttle and flew it until it
> stopped crashing. Luckily there was a splice about 6 feet from where my
> tail wheel hooked the wire and it separated, but not before I pulled the
> main line loose a half mile away. By that time I had quit flying and the
> Ultrastar crashed going down an embankment on the side of the road. This
> helped break the impact. I was fine except where my shins hit the
> underside of the little instrument pod. Tore up my US pretty bad, but I
> was OK. The bad part was twofold. Not only had I knocked out all the
> power in the surrounding area, I blew up all three transformers at a well
> that provided water for the local water system. My biggest worry now was
> having to pay for all the damage I caused. I had no money.
>
>
> A car stopped to see if they could help. I asked for a ride to my
> airstrip where I could get my truck and a trailer to recover the US. While
> I was gone all the local law enforcement, emergency crews, and gawkers
> arrived, but couldn't find the pilot. They thought that I had been injured
> and wandered off into the woods.
>
>
> Took a while to get truck, trailer, and my old buddy, and get back to my
> airplane. Got it broken down, loaded, and didn't go to jail.
>
>
> This was in 1985. I kept waiting to get the brown manila envelope
> notifying me that I had to pay for all the damage. I was really worried,
> but the envelope never came and I never heard anything else about it except
> friends and neighbors teasing me pretty hard about hitting that wire.
>
>
> Took a total rebuild on the US. I learned an important lesson that John G
> mentioned. Don't fly at power line height. If you do, make sure you see
> all the wires before you descend. That happened 32 years ago and I am
> still gun shy of power lines and fences.
>
>
> Fly safe,
>
>
> john h
>
> mkIII
>
> Titus, Alabama
>
>
> *From:* owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-
> server(at)matronics.com] *On Behalf Of *JC Gilpin
> *Sent:* Monday, January 01, 2018 6:23 AM
> *To:* kolb-list(at)matronics.com
> *Subject:* Kolb-List: Re: Flying Stories
>
>
> * trouble", I was thinking in particular, to the story you told of clipping a
> power line and the adventure that started after that. Very funny once in a
> lifetime story.>*
>
>
> Well, I guess that's bait enough to tell the story as it happened.....
>
> Yeh, it did turn out funny in the end.....
>
> And maybe remind others of precautions that need to be heeded.....
>
>
> I'd converted a two-seat Beaver RX550 into a single-seat, twin engine
> push-pull arrangement, with two 447's. I was looking for redundancy so I
> could fly over rough country with some confidence. Turned out that
> push-pull is a bad idea unless you could have inflight adjustable props.
> The amount of prop blast from the front engine effects the amount of pitch
> required on the rear prop. And to pitch the props fine enough so that can
> fly on one engine, then they're too fine for cruise with both engines....
> And besides, who wants to deal with TWO 2-strokes at once, one is more than
> enough....
>
>
> I wanted to stop at a small outback town for fuel, but the proper airstrip
> was 3 miles out and not on a main road, so no chance of a ride in. I'd
> phoned the service station to ask if ultralights or gyros landed anywhere
> nearby. They use them for rounding up sheep out there. He said, yeh they
> land out on the side road and taxi in for fuel. so that's where I was
> looking to land.
>
>
> I wanted to land right near the servo and did a precautionary circuit. The
> road was narrow with guide posts just wide enough, but a gusty hot x-wind
> made it very rough when I got down close, so I elected to go farther out
> where the road was wider and no guide posts. Unfortunately I extended my
> approach at power line height.....
>
>
> *- Dumb thing to do, must always be either above or below power line
> height....... *
>
> *- And should have pulled up and done another precautionary circuit......*
>
>
> I just got a glimpse of the single wire as it flashed underneath, then
> felt that sickening deceleration as the wheels hooked on it...... Poured on
> full power to try to break the wire, but no chance of that. With that 80hp
> at high thrust line and the wheels hooked down under, the aircraft
> pitched forward instantly and hit the road vertical nose-down still at full
> power......
>
>
> An almighty crunch then silence..... Then the tension in the wire pulled
> the aircraft back off the road into a shallow ditch. I sat there for a
> moment, surprised that I was still conscious, and checking for injuries.
> Only a sharp stinging sensation in one ankle. Then a drop of blood ran down
> my forehead and dripped off my nose.... Reached up and felt a wet gooey
> mess on the top of my head, and then I felt some real alarm..... But when I
> brought my hand down it was covered with green oil, the 2-stroke oil that I
> had stored up in the wing root, what a relief! The blood had come from a
> minor cut on my head.
>
>
> Didn't smell any fuel, but thinking of fire decided to crawl out. Once
> again not real smart cause still hooked to the wire that could have been
> live..... But fortunately it had tripped the circuit breaker when it hit
> the ground..... Then sat down to think about the situation and made another
> mistake by sitting down in a patch of burrs .....
>
>
> Soon a vehicle came by and radioed the police. While we were waiting the
> wire suddenly snapped tight and broke and whipped off through the brush....
> Turned out that I'd stretched the wire and it had sagged a bit where it
> crossed the main highway not far away. Then a truck carrying a tall backhoe
> came along at speed and hooked the wire and dragged it about a kilometer
> until the driver realized what had happened and got stopped....
>
>
> The policeman arrived and drove me to the hospital. He kept asking what I
> was going to do with the aircraft?? I wasn't worried cause it was in the
> ditch and I figured I'd be able to go out later and take it apart. I had
> noticed that the framework was broken between the BRS chute and the
> actuating handle so I was going to need an allen key to disconnect the
> handle before some movement pulled on the cable. The doctor was out on a
> call so I had to sit to wait for him. Before the policeman left he had
> said, "...we'll sort it out..." Then I realized that when a country boy
> says that it means that, they're going to do something... I called the
> nurse and she called the police on the radio to tell them to leave it
> alone....
>
>
> But he came back to say it was two minutes too late! He had gone and found
> a front end loader and conscripted a couple of the layabouts who hang
> around the pub all day, and they attempted to move the aircraft. They knew
> nothing about such aircraft, so they were very gingerly approaching it.
> With one man on each wing and tail they were carefully lifting it with the
> loader when the cable went tight and the BRS rocket went off! Those rockets
> go off with a loud blast and a cloud of smoke, and the billowing chute was
> bright orange, so the impression would have been a fuel explosion! The word
> is true that one man actually crapped his pants right away! And the other
> had never worked and lived on a disability pension because he claimed to
> have a bad heart, but now they reckon that if he survived that shock then
> his heart was okay. In the pub they still tease those guys about all
> that......
>
>
> The policeman came back to the hospital to ask for my flying license.
> There was a phone number on there of the Recreational Flying Association
> that regulates our licensing, so he rang them. They were really good in
> those days, and told him they would look after it and just for me to phone
> them when I could, just the answer he wanted to hear cause it was then out
> of his hands so no paperwork.... He didn't know exactly what to do about
> the incident, but was trying to be considerate and helpful. So he reckoned
> that it was against the law to land on the road but he couldn't hardly
> charge me for crashing on the road so he didn't figure on doing anything,
> which suited me just fine.... Then he asked if I had insurance..... I told
> him that I didn't have any and would have to wear it on my own. to which he
> said, "...Oh dear..." and then left.
>
>
> I spent a couple of days in the local hospital with a shattered heel bone,
> which didn't hurt right at the time but sure gets painful later.... Finally
> a Flying Doctor flight was diverted to carry me to the city for surgery,
> etc, a heck of a lot better than a 5 hr road trip in that condition.
>
>
> That's the last I heard about it, until news came back much later that
> they had charged the trucking company for carrying an over-height load
> without a permit and escort and made their insurance pay the damages. A
> month later when I finally was able to go back out there with a trailer to
> collect the remains of the aircraft, I noticed a lot of shiny new wire and
> insulators and all the undergrowth neatly cleared from under the power
> line...... And a white spot of fiberglass particles from the nose pod still
> embedded in the middle of the road......
>
>
> A year later I heard from a friend who had been on a pig shooting trip out
> there, and that they're still telling this story in the pub, probably much
> embellished by now.......
>
>
> p.s.- I got into this trouble by carelessness, but got out of it because
> of what I had done before the incident. I'd very much strengthened the
> pilot protection. Originally the Beaver just had thin wall light aluminum
> tubing down in front of the pilot, but I replaced it with 3mm wall tubing
> with welded gussets to attach to the rest of the structure. And steel
> square section to join up underneath. Triangulated for strength. Some extra
> weight but worth every bit of it. Without it I would have been roadkill.....
>
>
>
>
> Virus-free. www.avast.com
>
>
>
________________________________________________________________________________
| Subject: | Re: Flying stories |
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
John G - John H: God bless you both and thank you both for starting out New Years
Day 2018 with 2 great stories. My wife was out in the dining room and yelled
back at me "What are you laughing at so hard?"
I gotta share these with my buds. Thanks again.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and Grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=476965#476965
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flying stories |
I feel fortunate I could remember that far back. ;-)
Glad you all enjoyed.
Again, I wish you could hear this Aussie share the story about the power
line. It'll make you laugh
'til you cry.
john h
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike
Sent: Monday, January 01, 2018 3:35 PM
Subject: Kolb-List: Re: Flying stories
-->
John G - John H: God bless you both and thank you both for starting out New
Years Day 2018 with 2 great stories. My wife was out in the dining room and
yelled back at me "What are you laughing at so hard?"
I gotta share these with my buds. Thanks again.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and Grace really is
amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=476965#476965
________________________________________________________________________________
| Subject: | Mk3Xtra purchase |
| From: | "k3x" <consort2(at)msn.com> |
Hello All.....
I am looking for a Mk3 Xtra with 912 (preferably 100hp.) Must be in excellent
condition & maintained IAW Rotax SB's and Kolb recommendations.
An unfinished kit might be okay unless its been boogered.
I also recall a post regarding a pre-buy inspection list.... can't seem
to locate it via "search". Perhaps not using the new site correctly.
Thanks.
Mike Cranson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477077#477077
________________________________________________________________________________
| Subject: | Re: Rotax Intake Silencer |
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
Larry C. is the man - This post is now toast. Happy New Year to all my Kolb friends!
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and Grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477118#477118
________________________________________________________________________________
| From: | JC Gilpin <j.gilpin(at)bigpond.com> |
At what point are you measuring the pitch??
Some do it at the tip but tradition does it 24" out from the center.
On a Warp drive I measured a difference of 7 degrees between 24" and the
tip, less at the tip of course....
See http://www.stolspeed.com/id/62 for careful prop comparisons.
The results are sobering.....
________________________________________________________________________________
| From: | John Fitt <jpfitt(at)sbcglobal.net> |
Warp drive recommends placing the protractor at the tip. Tried different met
hods.
Raised the tail to make the prop hub exactly plumb (0 deg. ) then adjusted e
ach blade using a =9Ccrutch=9D that held the blade level.
Maybe the mixture is too rich at full throttle giving lower EGT and loss of p
ower, but the plugs look good to me...while experimenting with the main jets
at the present pitch I saw the plugs going towards white with a slight decr
ease in max attainable rpm.
Sent from my iPhone
> On Jan 7, 2018, at 12:07 AM, JC Gilpin wrote:
>
> At what point are you measuring the pitch??
> Some do it at the tip but tradition does it 24" out from the center.
> On a Warp drive I measured a difference of 7 degrees between 24" and the t
ip, less at the tip of course....
>
> See http://www.stolspeed.com/id/62 for careful prop comparisons.
> The results are sobering.....
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Been a long time since my two stroke days, but I still remember a few of
the procedures I used to stay alive.
Initially, I chased EGTs, spark plugs, main jets, etc. Finally, I
discovered that Rotax shipped their engines tuned for 0 to 1500 or it
may have been 3000 feet MSL with a very wide OAT range. It was not
necessary to try and do something the factory had already done.
The primary problem with tuning, getting the EGT in the range called for
by your Rotax manual, was prop loading. Discovered this while screwing
around in the air with my Ultrastar and Cuyuna ULIII02. I noticed when
at cruise RPM if I pushed the nose over the EGT increased. When I
pulled the nose up the EGT decreased. I noticed the engine was very
sensitive to prop loading. Changing pitch attitude is same as prop
pitch change when loading and unloading the engine.
>From then on I insured I pitched the prop correctly. Loading the engine
so it would just bump the tach red line WOT (wide open throttle),
straight and level flight. If I did this the EGTs would be right where
they were supposed to be per the Rotax engine manual.
At cruise RPM, which is much leaner than WOT RPM, I adjusted fuel needle
height to get correct EGT.
Static RPM should probably be 400 to 500 RPM (I no longer remember the
difference between static and WOT, straight and level flight RPM).
Minor adjustments of jets and needles may be necessary to tune the
engine for OAT and altitude, but nothing major if the prop is pitched
correctly. I think the OAT range was pretty wide.
One of our Kolbers fabricated a laser for Warp Drive prop adjuster. He
sent me one. I use the protractor to adjust one blade, then use the
laser to adjust the other blades to be exactly the same pitch as the
first. Having all blades exactly same pitch is important. I make sure
the aircraft is secure. Make a dot on the laser point on a piece of
wood on the floor with the first blade adjusted with the protractor.
Then adjust the other blades to get that laser right on the dot.
john h
mkIII
Titus, Alabama
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Fitt
Sent: Sunday, January 07, 2018 10:31 AM
Subject: Re: Kolb-List: Re: best props
Warp drive recommends placing the protractor at the tip. Tried different
methods.
Raised the tail to make the prop hub exactly plumb (0 deg. ) then
adjusted each blade using a =9Ccrutch=9D that held the blade
level.
Maybe the mixture is too rich at full throttle giving lower EGT and loss
of power, but the plugs look good to me...while experimenting with the
main jets at the present pitch I saw the plugs going towards white with
a slight decrease in max attainable rpm.
Sent from my iPhone
On Jan 7, 2018, at 12:07 AM, JC Gilpin wrote:
At what point are you measuring the pitch??
Some do it at the tip but tradition does it 24" out from the center.
On a Warp drive I measured a difference of 7 degrees between 24" and the
tip, less at the tip of course....
See http://www.stolspeed.com/id/62 for careful prop comparisons.
The results are sobering.....
________________________________________________________________________________
| From: | "Stuart Harner" <stuart(at)harnerfarm.net> |
EGT is pretty critical on a 2-stroke. Think blow torch on the exhaust port. EGT
is determined by mixture and engine loading.
Rotax (maybe all) engines with Bing (maybe all) carbs are known to run towards
lean in the mid-range.
So think of it this way. For max HP output you want the engine running near its
red line but you don't want it to go over that and self-destruct. Setting the
max full throttle RPM of 6300 (static) on the ground will give you a close to
red line RPM when straight and level.
Once you get that set you can go about checking the mixture (EGT and CHT temps)
while running the engine static on the ground. Usually factory settings are sufficient
to get you through the break in hour. Elevation and air temp will play
some part in this too.
Once you get airborne you will be able to start the fine tuning which is usually
just moving the needle up or down a notch or two. Sometimes you have to change
needles and or jets. That is a little far into the weeds for initial setup
concerns. Or tweak the propeller pitch but usually if you get the static RPM right
you won't have to unless it over revs in level flight at full throttle.
In my case I had to raise the needle to get it to quit running lean on descent.
I still have to watch it carefully if I am near 4000 RPM and push the nose over
too far in descent. This "unloads" the prop meaning that the energy produced
by burning fuel is not being converted to thrust but is dumping overboard through
the exhaust. Changing throttle setting or adding a little "choke" helps
cure that. I was admonished for doing the "choke" thing as if you forget it and
have to jab the throttle you are asking for an engine out. So use this technique
at your own risk.
Reading the plugs is the best way to know if your mixture is right as temperature
probes have been known to be less than accurate at times. The plugs never lie,
or so I have been told.
If you don't have them already, get the manual for the engine that will tell you
the break in procedure and the operating temp limits. Then also get a carburetor
manual as it will explain in detail how the carb works all through the operating
range. It helped me figure out what was going on and what needed attention
at each stage of the process.
Firefly
Rotax 447 B box 2.58:1
Warp Drive 60" 3 blade
Stuart
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Fitt
Sent: Saturday, January 06, 2018 5:56 PM
Subject: Re: Kolb-List: best props
Were the final pitch adjustments small compared to the first, did the engine really
come on strong, with any EGT changes?
Sent from my iPhone
> On Jan 6, 2018, at 3:43 PM, Stuart Harner wrote:
>
> -->
>
> Same prop (60") and gear box here except on a 447.
>
> I started at 13 but had to back it down to about 8 to get in the
> ball park. Had to fiddle with carb/pitch settings a little to get the
> proper EGT's. I don't remember exactly but I think it is currently at
> 7.5
>
> LOTS of power for a Firefly and really smooth over 2200 RPM.
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Bing carbs use an enricher, rather than a choke. There is an enricher well and
enricher jet in the float bowl. Going full throttle with the enricher full on
probably will not result in an engine out, at least for me. When the enricher
is activated the fuel in the enricher well is dumped and additional fuel is
pulled through the enricher jet. So...if I understand correctly, when the enricher
is activated air flow is not reduced, but we are now running with a richer
mixture which is not enough to kill the engine. A choke restricts airflow.
BTW, your explanation of how to tune for prop and carb is much better than my previous
feeble attempt.
Respectfully,
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Stuart Harner
Sent: Sunday, January 07, 2018 12:54 PM
Subject: RE: Kolb-List: best props
EGT is pretty critical on a 2-stroke. Think blow torch on the exhaust port. EGT
is determined by mixture and engine loading.
Rotax (maybe all) engines with Bing (maybe all) carbs are known to run towards
lean in the mid-range.
So think of it this way. For max HP output you want the engine running near its
red line but you don't want it to go over that and self-destruct. Setting the
max full throttle RPM of 6300 (static) on the ground will give you a close to
red line RPM when straight and level.
Once you get that set you can go about checking the mixture (EGT and CHT temps)
while running the engine static on the ground. Usually factory settings are sufficient
to get you through the break in hour. Elevation and air temp will play
some part in this too.
Once you get airborne you will be able to start the fine tuning which is usually
just moving the needle up or down a notch or two. Sometimes you have to change
needles and or jets. That is a little far into the weeds for initial setup
concerns. Or tweak the propeller pitch but usually if you get the static RPM right
you won't have to unless it over revs in level flight at full throttle.
In my case I had to raise the needle to get it to quit running lean on descent.
I still have to watch it carefully if I am near 4000 RPM and push the nose over
too far in descent. This "unloads" the prop meaning that the energy produced
by burning fuel is not being converted to thrust but is dumping overboard through
the exhaust. Changing throttle setting or adding a little "choke" helps
cure that. I was admonished for doing the "choke" thing as if you forget it and
have to jab the throttle you are asking for an engine out. So use this technique
at your own risk.
Reading the plugs is the best way to know if your mixture is right as temperature
probes have been known to be less than accurate at times. The plugs never lie,
or so I have been told.
If you don't have them already, get the manual for the engine that will tell you
the break in procedure and the operating temp limits. Then also get a carburetor
manual as it will explain in detail how the carb works all through the operating
range. It helped me figure out what was going on and what needed attention
at each stage of the process.
Firefly
Rotax 447 B box 2.58:1
Warp Drive 60" 3 blade
Stuart
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Fitt
Sent: Saturday, January 06, 2018 5:56 PM
Subject: Re: Kolb-List: best props
Were the final pitch adjustments small compared to the first, did the engine really
come on strong, with any EGT changes?
Sent from my iPhone
> On Jan 6, 2018, at 3:43 PM, Stuart Harner wrote:
>
> -->
>
> Same prop (60") and gear box here except on a 447.
>
> I started at 13 but had to back it down to about 8 to get in the
> ball park. Had to fiddle with carb/pitch settings a little to get the
> proper EGT's. I don't remember exactly but I think it is currently at
> 7.5
>
> LOTS of power for a Firefly and really smooth over 2200 RPM.
>
________________________________________________________________________________
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
What John said. Prop loading is what determines EGT's on 2 strokes. One of the
things I like about the IVO is that once you get the jetting where it ought to
be (by jetting it like Rotax says) is that you can adjust your EGT's by adding
or taking away pitch. More pitch=lower EGT's. Less pitch=higher EGT's. With
the IVO, you loosen the big nut and turn the hub bolt 1/2 turn coarser for winter.
Lock the big nut down. When warmer weather comes, loosen the big nut, turn
the big bolt 1/2 turn finer. Lock the big nut down. Go fly.
Worse case scenario? You have to raise or lower the jet needle in the clip one
notch from winter to summer if modding the prop pitch does not do quite enough.
Big deal.
Here is why it works that way: http://oh2fly.net/oldpoops/pg11.htm
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and Grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477177#477177
________________________________________________________________________________
| From: | Denny Baber <baberdk(at)gmail.com> |
| Subject: | Re: best propsRe: best props |
Here is a good way to adjust carburetors on Rotax two cycles.
Respectfully,
Dennis Baber
Cape Coral, Fl
baberdk(at)gmail.com
Stay Curious
________________________________________________________________________________
| From: | James Beard <azjimmyb(at)gmail.com> |
| Subject: | Re: Mk3Xtra purchase |
On Thu, Jan 4, 2018 at 11:57 AM, k3x wrote:
>
> Hello All.....
> I am looking for a Mk3 Xtra with 912 (preferably 100hp.) Must be in
> excellent condition & maintained IAW Rotax SB's and Kolb recommendations.
> An unfinished kit might be okay unless its been boogered.
>
> I also recall a post regarding a pre-buy inspection list.... can't
> seem to locate it via "search". Perhaps not using the new site correctly.
> Thanks.
> Mike Cranson
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=477077#477077
>
>
--
jamesbeard
________________________________________________________________________________
| Subject: | Re: Mk3Xtra purchase |
| From: | "k3x" <consort2(at)msn.com> |
Hello James,
Thanks for trying to help but I couldn't get the link to open.
Regards,
Mike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477238#477238
________________________________________________________________________________
| Subject: | =?utf-8?B?4pyIQWlybGluZXMgRm9yIEFtZXJpY2E=? |
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________________________________________________________________________________
| From: | "Rick MacCrone" <rmaccrone(at)att.net> |
| Subject: | looking for a straight Kolb Firefly or Early Firestar. |
Hell,
I am looking for a Kolb Firefly. I am located in NW Florida so would like
to find something in the South East.
Thank You!
Rick MacCrone
________________________________________________________________________________
| From: | Mark and Diane Bancroft <markanddiane72(at)gmail.com> |
| Subject: | Poly-fiber covering |
I am wondering how long the covering lasts on the plane if you leave it
tied down outside at the airport in the Florida sun. How many years
before it needs recovering?
________________________________________________________________________________
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
| Subject: | Re: Poly-fiber covering |
It isn't just the fabric. Is everything primed? I don't know how much
better a plane is protected from the salt air in a hanger but it seems like
it would help. I took my Kolb mkIIIC to Florida one winter, my plane was 15
years old at that point was showing no rust. After 6 months in a hanger and
yes low level beach flying I had rust starting seemed like everywhere on
the epoxy prime steel parts and a significant additional oxidation of the
aluminum parts. I assume it would be worse outside of a hanger. I spent a
lot of time on rust mitagation when I got home and the plane will not
returned to Florida.
There is a saying you can take a plane out of Florida but you can't take
the Florida out of the plane.
Rick Neilsen
Redrive VW Powered MKIIIC
On Fri, Jan 19, 2018 at 6:14 AM, Mark and Diane Bancroft <
markanddiane72(at)gmail.com> wrote:
> markanddiane72(at)gmail.com>
>
> I am wondering how long the covering lasts on the plane if you leave it
> tied down outside at the airport in the Florida sun. How many years before
> it needs recovering?
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Poly-fiber covering |
December 2005, four of us did a last flight of the year cross country.
We low leveled the entire length of the Gulf Coast from Port Arthur to
Brownsville, then up the Rio Grande. Remember hosing down the airplanes
at Mustang Beach, about midway down the coast. By the time I got back
to Alabama most of the exposed aluminum, especially the engine, was
suffering from salt corrosion. If salt is left on the aircraft
overnight, it will start corroding exposed metal.
Another flight John Williamson and I landed on Bonneville Salt Flat,
Utah. John wanted to do a wide open, top speed flight down the black
line in the salt. BTW: John's Kolbra hit 112 mph IIRC. We both got
out and walked around. Before I got back in the airplane I tried to
knock the salt off my shoes. No way could I get it all off. Before I
got to the Rock House, a couple days later, the deck in my MKIII was
showing signs of serious corrosion.
I'm sure the salt environment did no harm to the fabric, but it sure
likes metal.
john h
mkIII
Titus, Alabama
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Rick Neilsen
Sent: Friday, January 19, 2018 10:29 AM
Subject: Re: Kolb-List: Poly-fiber covering
It isn't just the fabric. Is everything primed? I don't know how much
better a plane is protected from the salt air in a hanger but it seems
like it would help. I took my Kolb mkIIIC to Florida one winter, my
plane was 15 years old at that point was showing no rust. After 6 months
in a hanger and yes low level beach flying I had rust starting seemed
like everywhere on the epoxy prime steel parts and a significant
additional oxidation of the aluminum parts. I assume it would be worse
outside of a hanger. I spent a lot of time on rust mitagation when I got
home and the plane will not returned to Florida.
There is a saying you can take a plane out of Florida but you can't take
the Florida out of the plane.
Rick Neilsen
Redrive VW Powered MKIIIC
On Fri, Jan 19, 2018 at 6:14 AM, Mark and Diane Bancroft
wrote:
I am wondering how long the covering lasts on the plane if you leave it
tied down outside at the airport in the Florida sun. How many years
before it needs recovering?
-List" rel="noreferrer"
target="_blank">http://www.matronics.com/Navigator?Kolb-List
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
WIKI -
errer" target="_blank">http://wiki.matronics.com
b Site -
-Matt Dralle, List Admin.
rel="noreferrer"
target="_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| From: | Nick Cassara <nickc(at)mtaonline.net> |
| Subject: | Any Kolb's on Skis this winter? |
Kolbers,
The list seems to be in hibernation, so I was just wondering if anyone is out flying
their Kolb on skis this winter?
Stay Warm,
Nick Cassara
Palmer, AK
Kolbra 607AK
________________________________________________________________________________
| From: | "kirk bellard" <k.bellard(at)aol.com> |
bought 2006 mark 3 and often practiced slips, the steel tubing for vertical stabilizer
cracked where it attaches to tail boom, is this common are slips to much
torque for these planes,
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477594#477594
________________________________________________________________________________
| From: | "Ralph B" <rstar447(at)gmail.com> |
kirk bellard wrote:
> bought 2006 mark 3 and often practiced slips, the steel tubing for vertical stabilizer
cracked where it attaches to tail boom, is this common are slips to
much torque for these planes,
I performed slips all the time with both my Firestar and Kolbra. I did see a crack
where the cage bolts to the tail boom on the Firestar, but I'm not sure it
was due to slipping it. Nothing yet on the Kolbra.
--------
Ralph B
Kolb Kolbra 912uls
N20386
550 hours
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477596#477596
________________________________________________________________________________
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
More likely it cracked because of torque on the tailwheel during turns. There is
a simple fix: a brace made of 1/2" or 3/4" x 1/8" aluminum flat stock from Lowes
to brace the lower end of the tube.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and Grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477597#477597
Attachments:
http://forums.matronics.com//files/p1060500_medium_489.jpg
http://forums.matronics.com//files/p1060499_medium_205.jpg
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
If I understand correctly, your question was not about where the cage
attached, but the tail post that secures the tail wheel. If this is correct
then the cause for the crack is cured by a breakaway tail wheel.
Larry
On Fri, Jan 26, 2018 at 8:22 AM, Ralph B wrote:
>
>
> kirk bellard wrote:
> > bought 2006 mark 3 and often practiced slips, the steel tubing for
> vertical stabilizer cracked where it attaches to tail boom, is this common
> are slips to much torque for these planes,
>
>
> I performed slips all the time with both my Firestar and Kolbra. I did see
> a crack where the cage bolts to the tail boom on the Firestar, but I'm not
> sure it was due to slipping it. Nothing yet on the Kolbra.
>
> --------
> Ralph B
>
> Kolb Kolbra 912uls
> N20386
> 550 hours
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=477596#477596
>
>
--
*The older I get, the less tolerant I am of those who are intolerant of
others.*
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Doubt slips caused your problem. More like lateral stress experienced
during ground handling.
There is no lateral bracing for the tail post except where it is welded to
the tail boom ring.
My MKIII experienced this problem several times before a friend suggested
some external lateral bracing. Went that route in 2004. No more tail post
problems.
Let me see if I can find a photo of our modification. The attached photo
will give you an idea of what we did. Welded a strut on each side of the
lower tail post and tail boom ring.
Some Kolb owners have used bolts to attach aluminum or 4130 chromoly steel
strap instead of welding.
For some there is a misconception that the tail wires are "tail bracing
wires". I don't think they brace anything. Their main function is to space
the vertical and horizontal stabilizers.
These new struts do a good job of removing lateral slop and strengthening
the tail section.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of kirk bellard
Sent: Friday, January 26, 2018 8:36 AM
Subject: Kolb-List: slipping
bought 2006 mark 3 and often practiced slips, the steel tubing for vertical
stabilizer cracked where it attaches to tail boom, is this common are slips
to much torque for these planes,
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477594#477594
________________________________________________________________________________
| Subject: | Kolb Mk2 drawings/manual |
| From: | "billyvray" <billyvray(at)yahoo.com> |
I am looking for a set of drawings and info on the Kolb Twinstar
If anyone has a set I would like to copy them and digitize them for my own use.
If anyone on here has a set I would like to hear from you.
--------
Bill R
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477600#477600
________________________________________________________________________________
| From: | "kirk bellard" <k.bellard(at)aol.com> |
thanks for all the advise, the bracing looks like a good idea, but i do have the
break away tail wheel
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477609#477609
________________________________________________________________________________
| From: | Bill Berle <victorbravo(at)sbcglobal.net> |
IMHO the tail wires on a Kolb are referred to correctly as bracing wires. They
brace the horizontal and vertical stabilizers against moving from air loads, control
surface movement loads, etc. The use of the term "bracing wires", or "wire
braced structure" goes way way back through the history of aircraft and then
back through ships, then back to bridge trusses. They perform the same p[hysical
function as "guy wires" on a tower or flagpole mast, but for some reason
"guy wires" never seems to have been used in aviation.
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Fri, 1/26/18, John Hauck wrote:
Subject: RE: Kolb-List: slipping
To: kolb-list(at)matronics.com
Date: Friday, January 26, 2018, 7:37 AM
Doubt slips caused your problem. More
like lateral stress experienced
during ground handling.
There is no lateral bracing for the
tail post except where it is welded to
the tail boom ring.
My MKIII experienced this problem
several times before a friend suggested
some external lateral bracing.
Went that route in 2004. No more tail post
problems.
Let me see if I can find a photo of our
modification. The attached photo
will give you an idea of what we
did. Welded a strut on each side of the
lower tail post and tail boom ring.
Some Kolb owners have used bolts to
attach aluminum or 4130 chromoly steel
strap instead of welding.
For some there is a misconception that
the tail wires are "tail bracing
wires". I don't think they brace
anything. Their main function is to space
the vertical and horizontal
stabilizers.
These new struts do a good job of
removing lateral slop and strengthening
the tail section.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]
On Behalf Of kirk bellard
Sent: Friday, January 26, 2018 8:36 AM
To: kolb-list(at)matronics.com
Subject: Kolb-List: slipping
"kirk bellard"
bought 2006 mark 3 and often practiced
slips, the steel tubing for vertical
stabilizer cracked where it attaches to
tail boom, is this common are slips
to much torque for these planes,
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477594#477594
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
I'd have to agree with Bill on this one. I don't think you'd want to fly
a Kolb with anything weaker than the recommended wire rope in those
places. The tubing and cables combine to form a cable braced truss to
form the tail, just as the old 'king post' style ultralites used to
support the wing. You just get a 'twofer' in the tail, bracing the
vertical to side loads with the same wires that brace the horizontal
against vertical loads.
Charlie
On 1/26/2018 5:14 PM, Bill Berle wrote:
>
> IMHO the tail wires on a Kolb are referred to correctly as bracing wires. They
brace the horizontal and vertical stabilizers against moving from air loads,
control surface movement loads, etc. The use of the term "bracing wires", or
"wire braced structure" goes way way back through the history of aircraft and
then back through ships, then back to bridge trusses. They perform the same p[hysical
function as "guy wires" on a tower or flagpole mast, but for some reason
"guy wires" never seems to have been used in aviation.
>
> Bill Berle
> www.ezflaphandle.com - safety & performance upgrade for light aircraft
> www.grantstar.net - winning proposals for non-profit and for-profit entities
>
> --------------------------------------------
> On Fri, 1/26/18, John Hauck wrote:
>
> Subject: RE: Kolb-List: slipping
> To: kolb-list(at)matronics.com
> Date: Friday, January 26, 2018, 7:37 AM
>
> Doubt slips caused your problem. More
> like lateral stress experienced
> during ground handling.
>
> There is no lateral bracing for the
> tail post except where it is welded to
> the tail boom ring.
>
> My MKIII experienced this problem
> several times before a friend suggested
> some external lateral bracing.
> Went that route in 2004. No more tail post
> problems.
>
> Let me see if I can find a photo of our
> modification. The attached photo
> will give you an idea of what we
> did. Welded a strut on each side of the
> lower tail post and tail boom ring.
>
> Some Kolb owners have used bolts to
> attach aluminum or 4130 chromoly steel
> strap instead of welding.
>
> For some there is a misconception that
> the tail wires are "tail bracing
> wires". I don't think they brace
> anything. Their main function is to space
> the vertical and horizontal
> stabilizers.
>
> These new struts do a good job of
> removing lateral slop and strengthening
> the tail section.
>
> john h
> mkIII
> Titus, Alabama
>
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
My point was the wire bracing does nothing to brace the tail post from lateral
loads. That's what we were talking about, a broken tail post. However, many
Kolb owners feel the tail wires are actually bracing the tail post.
A friend came up with the idea to brace the tail post after I experienced 3 or
4 tail post failures. The bracing worked.
Tail wires on a Kolb keep the horizontal and vertical stabilizers equally spaced.
That is their job. They don't brace the tail post.
Spacing, bracing, you get the idea.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Charlie England
Sent: Friday, January 26, 2018 7:04 PM
Subject: Re: Kolb-List: slipping
I'd have to agree with Bill on this one. I don't think you'd want to fly a Kolb
with anything weaker than the recommended wire rope in those places. The tubing
and cables combine to form a cable braced truss to form the tail, just as the
old 'king post' style ultralites used to support the wing. You just get a 'twofer'
in the tail, bracing the vertical to side loads with the same wires that
brace the horizontal against vertical loads.
Charlie
On 1/26/2018 5:14 PM, Bill Berle wrote:
> -->
>
> IMHO the tail wires on a Kolb are referred to correctly as bracing wires. They
brace the horizontal and vertical stabilizers against moving from air loads,
control surface movement loads, etc. The use of the term "bracing wires", or
"wire braced structure" goes way way back through the history of aircraft and
then back through ships, then back to bridge trusses. They perform the same p[hysical
function as "guy wires" on a tower or flagpole mast, but for some reason
"guy wires" never seems to have been used in aviation.
>
> Bill Berle
> www.ezflaphandle.com - safety & performance upgrade for light
> aircraft www.grantstar.net - winning proposals for
> non-profit and for-profit entities
>
> --------------------------------------------
> On Fri, 1/26/18, John Hauck wrote:
>
> Subject: RE: Kolb-List: slipping
> To: kolb-list(at)matronics.com
> Date: Friday, January 26, 2018, 7:37 AM
>
> Doubt slips caused your problem. More
> like lateral stress experienced
> during ground handling.
>
> There is no lateral bracing for the
> tail post except where it is welded to
> the tail boom ring.
>
> My MKIII experienced this problem
> several times before a friend suggested
> some external lateral bracing.
> Went that route in 2004. No more tail post
> problems.
>
> Let me see if I can find a photo of our
> modification. The attached photo
> will give you an idea of what we
> did. Welded a strut on each side of the
> lower tail post and tail boom ring.
>
> Some Kolb owners have used bolts to
> attach aluminum or 4130 chromoly steel
> strap instead of welding.
>
> For some there is a misconception that
> the tail wires are "tail bracing
> wires". I don't think they brace
> anything. Their main function is to space
> the vertical and horizontal
> stabilizers.
>
> These new struts do a good job of
> removing lateral slop and strengthening
> the tail section.
>
> john h
> mkIII
> Titus, Alabama
>
---
This email has been checked for viruses by Avast antivirus software.
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________________________________________________________________________________
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
| Subject: | Re: Folding wing question |
Check out the trailer web page George posted.
http://oh2fly.net/Main_trailer_kolb.htm
I used to travel with my VW powered Kolb MKIIIC quite a bit. I must have
pulled it 8,000 miles and never had any damage to my plane. Get a trailer
that is sprung for the weight of a Kolb. A trailer that is designed to
carry heavy loads will transfer the road bumps to your plane. Support the
tail and wing tips. Also support the wing roots to keep from stressing the
universal joints. Use a enclosed trailer and you are good to go.
Rick Neilsen
Redrive VW Powered MKIIIC
On Mon, Dec 4, 2017 at 5:30 PM, John Hauck wrote:
>
> Kolbs do just fine trailering on main gear.
>
> It is recommended to fabricate a pedestal to carry the tail boom and take
> the load off the tail wheel and tail wheel strut.
>
> Long distance trailering I removed the wings and secured in cradles on
> each wall of the trailer.
>
> An enclosed trailer is best for long distances and highway speeds.
>
> Open trailer for local traveling to and from airstrip.
>
> It is hard on the aircraft to tow at highway speeds on an open trailer.
>
> I've towed my Ultrastar, Firestar, and MKIII on the main gear with the
> tail wheel assembly attached to my tractor. It is 3 miles from my home t
o
> my grass strip. I did this with wings removed. Wouldn't want to do that
> every time I flew. Always scared to death some idiot was going to run ov
er
> my airplane on the highway. Always a nail biter.
>
> Homer Kolb designed folding wings on the Ultrastar and each model
> thereafter. It was always a big selling point.
>
> I don't fold unless I have to bring the airplane home to work on it.
> Haven't had to do that in many years. Instead of clevis pins I use AN
> bolts and nuts to attach wings and flying surfaces. All fittings have
> welded bushings. No slop in attachments.
>
>
> john h
> mkIII
> Titus, Alabama
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-
> server(at)matronics.com] On Behalf Of John Fitt
> Sent: Monday, December 04, 2017 4:02 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Re: Folding wing question
>
>
> I'm Also am planning to trailer a fire star
> in an enclosed trailer. So, if traveling long distances will beat the
> plane up, how would you recommend supporting the plane if not on it's own
> wheels? Cushioned pads under the wheels...?
>
>
> Sent from my iPhone
>
> > On Dec 4, 2017, at 1:43 PM, Bill Berle
> wrote:
> >
> > -->
> >
> > Kolns are like gliders, in the fact that they are very lightweight but
> very long and narrow (when folded). So you can use a single axle, light
> weight trailer... but the trailer has to be something like 22 or 24 feet
> long. And it has to be strong (stiff) enough to not flex much.
> >
> > Ultralight and LSA style airplanes are also NOT built for wind and
> vibration loads. You might get away with towing the Kolb on its own wheel
s
> for a mile or two at slow speed, from your house to a very nearby
> airport... but longer road trips will beat the heck out of a lot of prts
> that were designed for flight loads in the air, not washboard woads and
> potholes. And those abused parts are what you are betting your life on wh
en
> you fly. It's not a "small concern".
> >
> > So in my opinion trailering is just fine, and it will save a boat load
> of money, but you MUST put in a significant amount of thought, care, and
> concern for the parts of the airplane.
> >
> > Bill Berle
> > www.ezflaphandle.com - safety & performance upgrade for light aircraft
> > www.grantstar.net - winning proposals for non-profit and
> for-profit entities
> >
> > --------------------------------------------
> > On Mon, 12/4/17, Robert Lobdell wrote:
> >
> > Subject: Re: Kolb-List: Re: Folding wing question
> > To: kolb-list(at)matronics.com
> > Date: Monday, December 4, 2017, 1:23 PM
> >
> > Lobdell
> >
> > WOW,,, THAT IS GREAT... I would
> > ask is the Kolbra an older model? Didn=99t see anything about it
on the
> > current site for Kolb.
> > Thanks for the input. So, Firestar is like the mid
> > level plane? Did you make a custom trailer or just
> > use a regular car hauler type thing?
> >
> > Robert Lobdell
> > Waskom, Texas
> >
> > Flying is the second greatest thrill
> > known to man. Landing is the first!
> >
> >> On Dec 4, 2017, at 9:14 AM, Ralph
> > B
> > wrote:
> >>
> >> --> Kolb-List message posted
> > by: "Ralph B"
> >>
> >> I have owned two Kolb aircraft, a
> > Firestar and a Kolbra. I flew the Firestar for 30 years and would
> > still be flying it had I not sold it. I stored it in my garage during
> > this time and trailered it to a local private field. I folded and
> > unfolded the wings and tail everytime I flew. The folding u-joints are
> > steel and will not wear. The amount of wear is negligible, however, I
> > kept the joints greased. The u-joint bolt can be replaced and I
> > replaced it once and didn't really have to. I think it had about 350
> > wing folds over that time. One thing to be careful of is the wings are
> > extremely vulnerable near the ground when trailering because the
> > leading edge is close to the ground. I always set up the Firestar
> > alone without any help.
> > Once the wings were unhitched, I would get under and lift the wing on
> > my back to pin the lift strut in. It can be done as I did it all those
> > years. It takes about 20 minutes to set up, but many times I would get
> > interrupted by someone asking questions!
> > , !
> >> so it would take onger. The Kolbra
> > wings can fold, but I store it in a hangar and never fold them. I have
> > taken the wings off when I replaced the engine.
> >>
> >> It's a little bit of work setting
> > up the Firestar, but that is the price I paid for free hangar rent at
> > home. One advantage of having your plane at home is that I could work
> > on it easier with all the tools there. I also liked having it close by
> > because it was my baby and nobody is going to steal it or anything off
> > of it from my garage. :)
> >>
> >> --------
> >> Ralph B
> >>
> >> Kolb Kolbra 912uls
> >> N20386
> >> 550 hours
> >>
> >>
> >>
> >>
> >> Read this topic online here:
> >>
> >> http://forums.matronics.com/viewtopic.php?p=476087#476087
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> > The Kolb-List Email Forum -
> > Navigator to browse
> > List Un/Subscription,
> > 7-Day Browse, Chat, FAQ,
> > - MATRONICS WEB FORUMS -
> > via the Web Forums!
> > - NEW MATRONICS LIST WIKI -
> > Email List Wiki!
> > - List Contribution Web Site -
> > support!
> >
> > -Matt Dralle, List Admin.
> >
> >
> >
> >
> >
> >
> >
> >
>
>
===========
===========
===========
===========
===========
>
>
________________________________________________________________________________
| From: | "Rex Rodebush" <jrrodebush(at)gmail.com> |
Things are a little slow so I thought I would update my experience with v.g.'s
I added the Stolspeed v.g.'s on my Xtra (912 100 HP with Warp Drive 3-blade prop)
last September. Placement per Stolspeed's recomendation except that I used
the 60mm spacing from O.B to I.B. of the wing. Also centered the pair of V.G.'s
in each valley between the ribs. I also added v.g.'s to the underside of
the horizontal stabilizer.
The stall speed went from 40 indicated to 32 indicated and about 30 indicated with
20 degrees of flaps. I have 14 landings with the v.g.'s and they have been
the best by far. It seems I have much more time to get the plane down to just
a few inches above the runway than before. It also seems the pitch control
is much more stable. Before I was always overcontroling up and down after the
round out. That hasn't happened with the v.g.'s.
I'm very happy with them and have no regrets. I wish I had put them on sooner.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477886#477886
________________________________________________________________________________
| From: | Nick Cassara <nickc(at)mtaonline.net> |
| Subject: | Replacement tail rod...? |
Kolbers,
A while back we had a discusion about replacing the aluminum tail rod with a stiffer
piece of steel tube. I thought I had ordered a piece of the steel, but cant
seem to find it. I someone on the list could post the specifications again,
I would be most grateful.
Thanks,
Nick Cassara
Palmer, AK
Kolb Kolbra 607AK
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Replacement tail rod...? |
Greetings to Palmer, Alaska!
Tail wheel strut I use is 3/4" X .120" 4130 heat treat to 48 RC.
I'll see if I can find a couple photos to attach. I use mine with Maul
6" and 8" tail wheels. Can't remember the length, but think about 6"
protruding from the tail post lower tube.
These are photos of an old strut I replaced some years ago.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Nick Cassara
Sent: Saturday, February 17, 2018 12:30 PM
Subject: Kolb-List: Replacement tail rod...?
Kolbers,
A while back we had a discusion about replacing the aluminum tail rod
with a stiffer piece of steel tube. I thought I had ordered a piece of
the steel, but can=99t seem to find it. I someone on the list
could post the specifications again, I would be most grateful.
Thanks,
Nick Cassara
Palmer, AK
Kolb Kolbra 607AK
________________________________________________________________________________
| From: | Gary Aman <zeprep251(at)aol.com> |
| Subject: | Re: Replacement tail rod...? |
Too much weight that far back, youll feel it. 7075 3/4 I think
Sent from my iPhone
> On Feb 17, 2018, at 1:30 PM, Nick Cassara wrote:
>
>
> Kolbers,
>
> A while back we had a discusion about replacing the aluminum tail rod with a
stiffer piece of steel tube. I thought I had ordered a piece of the steel, but
cant seem to find it. I someone on the list could post the specifications again,
I would be most grateful.
>
> Thanks,
>
> Nick Cassara
> Palmer, AK
>
> Kolb Kolbra 607AK
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Replacement tail rod...? |
I can only speak from personal experience with steel tail wheel strut. Heat treated
to 48 RC, the steel strut has performed much better than the aluminum or
fiberglass struts.
Steel probably weighs about the same as the standard length 3/4" 7075 solid rod.
Difference in weight:
Steel tube: 3/4X.120X12" 4130 .807 lbs
Aluminum rod: 3/4X12" 2024T3 .529 lbs (Aircraft Spruce didn't list 7075
3/4" rod)
Steel 1.8 oz per foot heavier.
My tail wheel strut is less than a foot. Don't remember the exact length. The
little plate and bushing increase weight. I don't know how much, but not much.
I have a Maule 8" Tundra Tail Wheel that I flew with for a period of years. Can't
remember how much that weighed. Tail wheel and aircraft performed well.
I took it off last time I flew to Alaska thinking I would get a little more speed
with the smaller 6" Maule solid rubber tail wheel. Couldn't tell any difference.
On one flight to Alaska I swapped my 8x6 tires for 6x6 to see if I could
get a little more speed. No difference that I could tell.
I am not recommending anyone else use my tail wheel strut or any other changes
I have made to my MKIII. However, sure has worked well for me and my style flying.
I went to steel gear legs and tail wheel struts 32 years ago.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Gary Aman
Sent: Saturday, February 17, 2018 2:01 PM
Subject: Re: Kolb-List: Replacement tail rod...?
Too much weight that far back, youll feel it. 7075 3/4 I think
Sent from my iPhone
> On Feb 17, 2018, at 1:30 PM, Nick Cassara wrote:
>
>
> Kolbers,
>
> A while back we had a discusion about replacing the aluminum tail rod with a
stiffer piece of steel tube. I thought I had ordered a piece of the steel, but
cant seem to find it. I someone on the list could post the specifications again,
I would be most grateful.
>
> Thanks,
>
> Nick Cassara
> Palmer, AK
>
> Kolb Kolbra 607AK
>
>
>
>
________________________________________________________________________________
| From: | "Stuart Harner" <stuart(at)harnerfarm.net> |
| Subject: | Replacement tail rod...? |
Hey John,
Curious about the steel vs. aluminum gear legs. I have read lots about them on
this list and elsewhere.
I know that the aluminum will give some then bend if you don't kiss the ground
properly. So far I have only hit hard enough to bounce the Firefly, but not hard
enough to bend anything. (knock wood).
Anyway, do you know if any instances where a landing caused the steel gear to bend?
If so , was there damage to the airframe or did the gear take all the abuse,
thus saving the fuselage?
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: Saturday, February 17, 2018 3:01 PM
Subject: RE: Kolb-List: Replacement tail rod...?
I can only speak from personal experience with steel tail wheel strut. Heat treated
to 48 RC, the steel strut has performed much better than the aluminum or
fiberglass struts.
Steel probably weighs about the same as the standard length 3/4" 7075 solid rod.
Difference in weight:
Steel tube: 3/4X.120X12" 4130 .807 lbs
Aluminum rod: 3/4X12" 2024T3 .529 lbs (Aircraft Spruce didn't list 7075
3/4" rod)
Steel 1.8 oz per foot heavier.
My tail wheel strut is less than a foot. Don't remember the exact length. The
little plate and bushing increase weight. I don't know how much, but not much.
I have a Maule 8" Tundra Tail Wheel that I flew with for a period of years. Can't
remember how much that weighed. Tail wheel and aircraft performed well.
I took it off last time I flew to Alaska thinking I would get a little more speed
with the smaller 6" Maule solid rubber tail wheel. Couldn't tell any difference.
On one flight to Alaska I swapped my 8x6 tires for 6x6 to see if I could
get a little more speed. No difference that I could tell.
I am not recommending anyone else use my tail wheel strut or any other changes
I have made to my MKIII. However, sure has worked well for me and my style flying.
I went to steel gear legs and tail wheel struts 32 years ago.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Gary Aman
Sent: Saturday, February 17, 2018 2:01 PM
Subject: Re: Kolb-List: Replacement tail rod...?
Too much weight that far back, youll feel it. 7075 3/4 I think
Sent from my iPhone
> On Feb 17, 2018, at 1:30 PM, Nick Cassara wrote:
>
>
> Kolbers,
>
> A while back we had a discusion about replacing the aluminum tail rod with a
stiffer piece of steel tube. I thought I had ordered a piece of the steel, but
cant seem to find it. I someone on the list could post the specifications again,
I would be most grateful.
>
> Thanks,
>
> Nick Cassara
> Palmer, AK
>
> Kolb Kolbra 607AK
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Replacement tail rod...? |
If you hit hard enough aluminum or steel may take out the gear leg socket and cluster.
Never done nor know of a side by side comparison of crashes with alum and steel.
4130 if heat treated to 48 RC will give you a good spring, but is not hard enough
to break. It will bend 90 deg and not brake. If bent during operation they
can be straightened in a press.
7075 alum bends and will break if bent far enough.
I used 1.25X1.20 wall 4130 heat treated to 48RC on my original Firestar and my
MKIII. James Tripp used my Firestar 4130 legs to fabricate legs for his MKIII
with same landing gear as mine. Getting a lot of miles out of those legs.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Stuart Harner
Sent: Saturday, February 17, 2018 4:48 PM
Subject: RE: Kolb-List: Replacement tail rod...?
Hey John,
Curious about the steel vs. aluminum gear legs. I have read lots about them on
this list and elsewhere.
I know that the aluminum will give some then bend if you don't kiss the ground
properly. So far I have only hit hard enough to bounce the Firefly, but not hard
enough to bend anything. (knock wood).
Anyway, do you know if any instances where a landing caused the steel gear to bend?
If so , was there damage to the airframe or did the gear take all the abuse,
thus saving the fuselage?
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: Saturday, February 17, 2018 3:01 PM
Subject: RE: Kolb-List: Replacement tail rod...?
I can only speak from personal experience with steel tail wheel strut. Heat treated
to 48 RC, the steel strut has performed much better than the aluminum or
fiberglass struts.
Steel probably weighs about the same as the standard length 3/4" 7075 solid rod.
Difference in weight:
Steel tube: 3/4X.120X12" 4130 .807 lbs
Aluminum rod: 3/4X12" 2024T3 .529 lbs (Aircraft Spruce didn't list 7075
3/4" rod)
Steel 1.8 oz per foot heavier.
My tail wheel strut is less than a foot. Don't remember the exact length. The
little plate and bushing increase weight. I don't know how much, but not much.
I have a Maule 8" Tundra Tail Wheel that I flew with for a period of years. Can't
remember how much that weighed. Tail wheel and aircraft performed well.
I took it off last time I flew to Alaska thinking I would get a little more speed
with the smaller 6" Maule solid rubber tail wheel. Couldn't tell any difference.
On one flight to Alaska I swapped my 8x6 tires for 6x6 to see if I could
get a little more speed. No difference that I could tell.
I am not recommending anyone else use my tail wheel strut or any other changes
I have made to my MKIII. However, sure has worked well for me and my style flying.
I went to steel gear legs and tail wheel struts 32 years ago.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Gary Aman
Sent: Saturday, February 17, 2018 2:01 PM
Subject: Re: Kolb-List: Replacement tail rod...?
Too much weight that far back, youll feel it. 7075 3/4 I think
Sent from my iPhone
> On Feb 17, 2018, at 1:30 PM, Nick Cassara wrote:
>
>
> Kolbers,
>
> A while back we had a discusion about replacing the aluminum tail rod with a
stiffer piece of steel tube. I thought I had ordered a piece of the steel, but
cant seem to find it. I someone on the list could post the specifications again,
I would be most grateful.
>
> Thanks,
>
> Nick Cassara
> Palmer, AK
>
> Kolb Kolbra 607AK
>
>
>
>
________________________________________________________________________________
| From: | "Stuart Harner" <stuart(at)harnerfarm.net> |
| Subject: | Replacement tail rod...? |
Wow! I had no idea it would bend that far.
Any idea how far it will flex before it won't spring back all the way? I know there
is an engineering term for that but can't remember it at the moment.
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: Saturday, February 17, 2018 5:20 PM
Subject: RE: Kolb-List: Replacement tail rod...?
If you hit hard enough aluminum or steel may take out the gear leg socket and cluster.
Never done nor know of a side by side comparison of crashes with alum and steel.
4130 if heat treated to 48 RC will give you a good spring, but is not hard enough
to break. It will bend 90 deg and not brake. If bent during operation they
can be straightened in a press.
7075 alum bends and will break if bent far enough.
I used 1.25X1.20 wall 4130 heat treated to 48RC on my original Firestar and my
MKIII. James Tripp used my Firestar 4130 legs to fabricate legs for his MKIII
with same landing gear as mine. Getting a lot of miles out of those legs.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Stuart Harner
Sent: Saturday, February 17, 2018 4:48 PM
Subject: RE: Kolb-List: Replacement tail rod...?
Hey John,
Curious about the steel vs. aluminum gear legs. I have read lots about them on
this list and elsewhere.
I know that the aluminum will give some then bend if you don't kiss the ground
properly. So far I have only hit hard enough to bounce the Firefly, but not hard
enough to bend anything. (knock wood).
Anyway, do you know if any instances where a landing caused the steel gear to bend?
If so , was there damage to the airframe or did the gear take all the abuse,
thus saving the fuselage?
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: Saturday, February 17, 2018 3:01 PM
Subject: RE: Kolb-List: Replacement tail rod...?
I can only speak from personal experience with steel tail wheel strut. Heat treated
to 48 RC, the steel strut has performed much better than the aluminum or
fiberglass struts.
Steel probably weighs about the same as the standard length 3/4" 7075 solid rod.
Difference in weight:
Steel tube: 3/4X.120X12" 4130 .807 lbs
Aluminum rod: 3/4X12" 2024T3 .529 lbs (Aircraft Spruce didn't list 7075
3/4" rod)
Steel 1.8 oz per foot heavier.
My tail wheel strut is less than a foot. Don't remember the exact length. The
little plate and bushing increase weight. I don't know how much, but not much.
I have a Maule 8" Tundra Tail Wheel that I flew with for a period of years. Can't
remember how much that weighed. Tail wheel and aircraft performed well.
I took it off last time I flew to Alaska thinking I would get a little more speed
with the smaller 6" Maule solid rubber tail wheel. Couldn't tell any difference.
On one flight to Alaska I swapped my 8x6 tires for 6x6 to see if I could
get a little more speed. No difference that I could tell.
I am not recommending anyone else use my tail wheel strut or any other changes
I have made to my MKIII. However, sure has worked well for me and my style flying.
I went to steel gear legs and tail wheel struts 32 years ago.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Gary Aman
Sent: Saturday, February 17, 2018 2:01 PM
Subject: Re: Kolb-List: Replacement tail rod...?
Too much weight that far back, youll feel it. 7075 3/4 I think
Sent from my iPhone
> On Feb 17, 2018, at 1:30 PM, Nick Cassara wrote:
>
>
> Kolbers,
>
> A while back we had a discusion about replacing the aluminum tail rod with a
stiffer piece of steel tube. I thought I had ordered a piece of the steel, but
cant seem to find it. I someone on the list could post the specifications again,
I would be most grateful.
>
> Thanks,
>
> Nick Cassara
> Palmer, AK
>
> Kolb Kolbra 607AK
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Replacement tail rod...? |
Yes, the bend test has been conducted a couple times. Early on in my
MKIII's life the 582 failed climbing out of the local airport. Made a
good forced landing in a confined field. Checked it out on the ground,
ran it up, and took off. Engine seized about 30 feet off the ground. I
wasn't flying when I made contact. Then again in 2004, Muncho Lake, BC.
Axle fitting failed during landing on a rough strip next to the Alaska
Highway. Both times I got close to 90 degree bends without breaking.
The steel legs will take a lot of abuse before the take a set. I don't
know how many times you can straighten them. I think I have straighten
my current legs 4 times.
The longer the leg, the more spring travel and forgiving the legs will
be.
How far will they bent before they take a set? I really don't know. I
think you'll get your money's worth though.
Total length of the legs on my Firestar were 35.5". The heat treater at
the time had a 36" oven. Here is a photo of them.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Stuart Harner
Sent: Saturday, February 17, 2018 6:21 PM
Subject: RE: Kolb-List: Replacement tail rod...?
Wow! I had no idea it would bend that far.
Any idea how far it will flex before it won't spring back all the way? I
know there is an engineering term for that but can't remember it at the
moment.
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: Saturday, February 17, 2018 5:20 PM
Subject: RE: Kolb-List: Replacement tail rod...?
If you hit hard enough aluminum or steel may take out the gear leg
socket and cluster.
Never done nor know of a side by side comparison of crashes with alum
and steel.
4130 if heat treated to 48 RC will give you a good spring, but is not
hard enough to break. It will bend 90 deg and not brake. If bent
during operation they can be straightened in a press.
7075 alum bends and will break if bent far enough.
I used 1.25X1.20 wall 4130 heat treated to 48RC on my original Firestar
and my MKIII. James Tripp used my Firestar 4130 legs to fabricate legs
for his MKIII with same landing gear as mine. Getting a lot of miles
out of those legs.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Stuart Harner
Sent: Saturday, February 17, 2018 4:48 PM
Subject: RE: Kolb-List: Replacement tail rod...?
Hey John,
Curious about the steel vs. aluminum gear legs. I have read lots about
them on this list and elsewhere.
I know that the aluminum will give some then bend if you don't kiss the
ground properly. So far I have only hit hard enough to bounce the
Firefly, but not hard enough to bend anything. (knock wood).
Anyway, do you know if any instances where a landing caused the steel
gear to bend? If so , was there damage to the airframe or did the gear
take all the abuse, thus saving the fuselage?
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: Saturday, February 17, 2018 3:01 PM
Subject: RE: Kolb-List: Replacement tail rod...?
I can only speak from personal experience with steel tail wheel strut.
Heat treated to 48 RC, the steel strut has performed much better than
the aluminum or fiberglass struts.
Steel probably weighs about the same as the standard length 3/4" 7075
solid rod.
Difference in weight:
Steel tube: 3/4X.120X12" 4130 .807 lbs
Aluminum rod: 3/4X12" 2024T3 .529 lbs (Aircraft Spruce didn't
list 7075 3/4" rod)
Steel 1.8 oz per foot heavier.
My tail wheel strut is less than a foot. Don't remember the exact
length. The little plate and bushing increase weight. I don't know how
much, but not much.
I have a Maule 8" Tundra Tail Wheel that I flew with for a period of
years. Can't remember how much that weighed. Tail wheel and aircraft
performed well. I took it off last time I flew to Alaska thinking I
would get a little more speed with the smaller 6" Maule solid rubber
tail wheel. Couldn't tell any difference. On one flight to Alaska I
swapped my 8x6 tires for 6x6 to see if I could get a little more speed.
No difference that I could tell.
I am not recommending anyone else use my tail wheel strut or any other
changes I have made to my MKIII. However, sure has worked well for me
and my style flying. I went to steel gear legs and tail wheel struts 32
years ago.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Gary Aman
Sent: Saturday, February 17, 2018 2:01 PM
Subject: Re: Kolb-List: Replacement tail rod...?
Too much weight that far back, you=99ll feel it. 7075 3/4 I think
Sent from my iPhone
> On Feb 17, 2018, at 1:30 PM, Nick Cassara wrote:
>
>
> Kolbers,
>
> A while back we had a discusion about replacing the aluminum tail rod
with a stiffer piece of steel tube. I thought I had ordered a piece of
the steel, but can=99t seem to find it. I someone on the list
could post the specifications again, I would be most grateful.
>
> Thanks,
>
> Nick Cassara
> Palmer, AK
>
> Kolb Kolbra 607AK
>
>
>
>
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
| Subject: | Re: Replacement tail rod...? |
I have some hardened steel legs, and when I put on my tundra tires, I
decided to land off the strip in my field. I intended to skim the ground
and touch down "like a feather". The only problem was I was a bit previous
and hit a fairly large roll in the ground at about 50 MPH. I hit hard
enough to launch me quite high in the air, and hard enough to flex the cage
on my firestar enough for the center post on my windshield to come out of
the socket at the top of the enclosure. I had difficulty in putting enough
pressure on the cage to reinsert it back in the socket. I checked the legs
and could see no sign that they had bent at all. If I had had alum, I would
have been sitting on the ground with the bottom of the cage.
Larry
>
> If you hit hard enough aluminum or steel may take out the gear leg socket
> and cluster.
>
> Never done nor know of a side by side comparison of crashes with alum and
> steel.
>
> 4130 if heat treated to 48 RC will give you a good spring, but is not har
d
> enough to break. It will bend 90 deg and not brake. If bent during
> operation they can be straightened in a press.
>
> 7075 alum bends and will break if bent far enough.
>
> I used 1.25X1.20 wall 4130 heat treated to 48RC on my original Firestar
> and my MKIII. James Tripp used my Firestar 4130 legs to fabricate legs f
or
> his MKIII with same landing gear as mine. Getting a lot of miles out of
> those legs.
>
> john h
> mkIII
> Titus, Alabama
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-
> server(at)matronics.com] On Behalf Of Stuart Harner
> Sent: Saturday, February 17, 2018 4:48 PM
> To: kolb-list(at)matronics.com
> Subject: RE: Kolb-List: Replacement tail rod...?
>
>
> Hey John,
>
> Curious about the steel vs. aluminum gear legs. I have read lots about
> them on this list and elsewhere.
>
> I know that the aluminum will give some then bend if you don't kiss the
> ground properly. So far I have only hit hard enough to bounce the Firefly
,
> but not hard enough to bend anything. (knock wood).
>
> Anyway, do you know if any instances where a landing caused the steel gea
r
> to bend? If so , was there damage to the airframe or did the gear take al
l
> the abuse, thus saving the fuselage?
>
> 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: Saturday, February 17, 2018 3:01 PM
> To: kolb-list(at)matronics.com
> Subject: RE: Kolb-List: Replacement tail rod...?
>
>
> I can only speak from personal experience with steel tail wheel strut.
> Heat treated to 48 RC, the steel strut has performed much better than the
> aluminum or fiberglass struts.
>
> Steel probably weighs about the same as the standard length 3/4" 7075
> solid rod.
>
> Difference in weight:
>
> Steel tube: 3/4X.120X12" 4130 .807 lbs
>
> Aluminum rod: 3/4X12" 2024T3 .529 lbs (Aircraft Spruce didn't list
> 7075 3/4" rod)
>
> Steel 1.8 oz per foot heavier.
>
> My tail wheel strut is less than a foot. Don't remember the exact
> length. The little plate and bushing increase weight. I don't know how
> much, but not much.
>
> I have a Maule 8" Tundra Tail Wheel that I flew with for a period of
> years. Can't remember how much that weighed. Tail wheel and aircraft
> performed well. I took it off last time I flew to Alaska thinking I woul
d
> get a little more speed with the smaller 6" Maule solid rubber tail wheel
.
> Couldn't tell any difference. On one flight to Alaska I swapped my 8x6
> tires for 6x6 to see if I could get a little more speed. No difference
> that I could tell.
>
> I am not recommending anyone else use my tail wheel strut or any other
> changes I have made to my MKIII. However, sure has worked well for me an
d
> my style flying. I went to steel gear legs and tail wheel struts 32 year
s
> ago.
>
> john h
> mkIII
> Titus, Alabama
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-
> server(at)matronics.com] On Behalf Of Gary Aman
> Sent: Saturday, February 17, 2018 2:01 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Replacement tail rod...?
>
>
> Too much weight that far back, you=99ll feel it. 7075 3/4 I think
>
> Sent from my iPhone
>
> > On Feb 17, 2018, at 1:30 PM, Nick Cassara wrote:
> >
> >
> > Kolbers,
> >
> > A while back we had a discusion about replacing the aluminum tail rod
> with a stiffer piece of steel tube. I thought I had ordered a piece of th
e
> steel, but can=99t seem to find it. I someone on the list could pos
t the
> specifications again, I would be most grateful.
> >
> > Thanks,
> >
> > Nick Cassara
> > Palmer, AK
> >
> > Kolb Kolbra 607AK
> >
> >
> >
> >
>
>
===========
===========
===========
===========
===========
>
>
--
*The older I get, the less tolerant I am of those who are intolerant of
others.*
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | Bill Berle <victorbravo(at)sbcglobal.net> |
| Subject: | Replacement tail rod...? |
I have a question on this subject. I have just replaced the standard (early) Firestar
tailwheel ass'y with the new heavy duty swiveling ass'y offered by Kolb.
I have an aluminum tail spr ing rod, and I cannot see any fasteners, rivets, bolts,
clevis pins, etc AT ALL that secure the front of 5the aluminum rod into the
bottom of the tail weldment.
So I could not remove/inspect/replace this tail spring, and I also could not remove
the tailwheel assembly from the back of the rod. I literally had to cut the
spring rod just forward of the old tailwheel, and then I slid the new tailwheel
onto the rod. I drilled, reamed, and bolted the new tailwheel.
What I am wondeering about is... did the Firestars have the aluminum tail spring
GLUED into the steel weldment? I can't see any other way. They wouldn't have
welded aluminum to steel. They would not have used flush countersunk bolts and
nuts to bolt it in.
So absent seeing any fasteners holding the tail spring into the fuselage weldment...
how are these springs attached? How are you supposed to remove and replace
them? I would have been very happy to machine a new tail spring, because I
have the material ( 7075 aluminum main gear legs form the Firestar).
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Sat, 2/17/18, John Hauck wrote:
Subject: RE: Kolb-List: Replacement tail rod...?
To: kolb-list(at)matronics.com
Date: Saturday, February 17, 2018, 8:07 PM
Yes, the bend test has been conducted a
couple times. Early on in my MKIII's life the 582
failed climbing out of the local airport. Made a good
forced landing in a confined field. Checked it out on
the ground, ran it up, and took off. Engine seized
about 30 feet off the ground. I wasn't flying when I
made contact. Then again in 2004, Muncho Lake,
BC. Axle fitting failed during landing on a rough
strip next to the Alaska Highway. Both times I got
close to 90 degree bends without breaking.
The steel legs will take a lot of abuse
before the take a set. I don't know how many times you
can straighten them. I think I have straighten my
current legs 4 times.
The longer the leg, the more spring
travel and forgiving the legs will be.
How far will they bent before they take
a set? I really don't know. I think you'll get
your money's worth though.
Total length of the legs on my Firestar
were 35.5". The heat treater at the time had a 36"
oven. Here is a photo of them.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]
On Behalf Of Stuart Harner
Sent: Saturday, February 17, 2018 6:21
PM
To: kolb-list(at)matronics.com
Subject: RE: Kolb-List: Replacement
tail rod...?
"Stuart Harner"
Wow! I had no idea it would bend that
far.
Any idea how far it will flex before it
won't spring back all the way? I know there is an
engineering term for that but can't remember it at the
moment.
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: Saturday, February 17, 2018 5:20
PM
To: kolb-list(at)matronics.com
Subject: RE: Kolb-List: Replacement
tail rod...?
"John Hauck"
If you hit hard enough aluminum or
steel may take out the gear leg socket and cluster.
Never done nor know of a side by side
comparison of crashes with alum and steel.
4130 if heat treated to 48 RC will give
you a good spring, but is not hard enough to break. It
will bend 90 deg and not brake. If bent during
operation they can be straightened in a press.
7075 alum bends and will break if bent
far enough.
I used 1.25X1.20 wall 4130 heat treated
to 48RC on my original Firestar and my MKIII. James
Tripp used my Firestar 4130 legs to fabricate legs for his
MKIII with same landing gear as mine. Getting a lot of
miles out of those legs.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]
On Behalf Of Stuart Harner
Sent: Saturday, February 17, 2018 4:48
PM
To: kolb-list(at)matronics.com
Subject: RE: Kolb-List: Replacement
tail rod...?
"Stuart Harner"
Hey John,
Curious about the steel vs. aluminum
gear legs. I have read lots about them on this list and
elsewhere.
I know that the aluminum will give some
then bend if you don't kiss the ground properly. So far I
have only hit hard enough to bounce the Firefly, but not
hard enough to bend anything. (knock wood).
Anyway, do you know if any instances
where a landing caused the steel gear to bend? If so , was
there damage to the airframe or did the gear take all the
abuse, thus saving the fuselage?
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: Saturday, February 17, 2018 3:01
PM
To: kolb-list(at)matronics.com
Subject: RE: Kolb-List: Replacement
tail rod...?
"John Hauck"
I can only speak from personal
experience with steel tail wheel strut. Heat treated
to 48 RC, the steel strut has performed much better than the
aluminum or fiberglass struts.
Steel probably weighs about the same as
the standard length 3/4" 7075 solid rod.
Difference in weight:
Steel tube:
3/4X.120X12" 4130 .807 lbs
Aluminum rod: 3/4X12"
2024T3 .529 lbs (Aircraft Spruce didn't
list 7075 3/4" rod)
Steel 1.8 oz per foot heavier.
My tail wheel strut is less than a
foot. Don't remember the exact length. The
little plate and bushing increase weight. I don't know
how much, but not much.
I have a Maule 8" Tundra Tail Wheel
that I flew with for a period of years. Can't remember
how much that weighed. Tail wheel and aircraft
performed well. I took it off last time I flew to
Alaska thinking I would get a little more speed with the
smaller 6" Maule solid rubber tail wheel. Couldn't
tell any difference. On one flight to Alaska I swapped
my 8x6 tires for 6x6 to see if I could get a little more
speed. No difference that I could tell.
I am not recommending anyone else use
my tail wheel strut or any other changes I have made to my
MKIII. However, sure has worked well for me and my
style flying. I went to steel gear legs and tail wheel
struts 32 years ago.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]
On Behalf Of Gary Aman
Sent: Saturday, February 17, 2018 2:01
PM
To: kolb-list(at)matronics.com
Subject: Re: Kolb-List: Replacement
tail rod...?
Gary Aman
Too much weight that far back, youll
feel it. 7075 3/4 I think
Sent from my iPhone
> On Feb 17, 2018, at 1:30 PM, Nick
Cassara
wrote:
>
> --> Kolb-List message posted
by: Nick Cassara
>
> Kolbers,
>
> A while back we had a discusion
about replacing the aluminum tail rod with a stiffer piece
of steel tube. I thought I had ordered a piece of the steel,
but cant seem to find it. I someone on the list could
post the specifications again, I would be most grateful.
>
> Thanks,
>
> Nick Cassara
> Palmer, AK
>
> Kolb Kolbra 607AK
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Replacement tail rod...? |
Bill B, you could have saved all that typing by asking how to secure the tail wheel
strut to the tail post.
I attached mine by drilling and attaching with two 3/16, maybe 1/4 bolts.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bill Berle
Sent: Saturday, February 17, 2018 10:22 PM
Subject: RE: Kolb-List: Replacement tail rod...?
So absent seeing any fasteners holding the tail spring into the fuselage weldment...
how are these springs attached? How are you supposed to remove and replace
them? I would have been very happy to machine a new tail spring, because I
have the material ( 7075 aluminum main gear legs form the Firestar).
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
| Subject: | Re: Replacement tail rod...? |
Just a heads up about the swivel tail wheel. I bought mine quite a long
time ago, so things may now be different.
I found that the one I had tended to break away much too soon. The only
real problem occurred when landing with a cross wind. The necessity of
crabbing caused enough deflection of the rudder that the tail wheel would
break away well before I was ready. I once landed at an airport coming back
from the Alvord, and there was about a 15 MPH cross wind. I had no problem
until the speed dropped off, the wind then kicked me 90 degrees and out
into the sage before I could react.
I took the thing apart and used a router to extend the detent on both
sides, until I had to input full rudder before it would break loose. Use
your own judgement however.
Larry
On Sat, Feb 17, 2018 at 9:22 PM, Bill Berle
wrote:
>
> I have a question on this subject. I have just replaced the standard
> (early) Firestar tailwheel ass'y with the new heavy duty swiveling ass'y
> offered by Kolb.
>
> I have an aluminum tail spr ing rod, and I cannot see any fasteners,
> rivets, bolts, clevis pins, etc AT ALL that secure the front of 5the
> aluminum rod into the bottom of the tail weldment.
>
> So I could not remove/inspect/replace this tail spring, and I also could
> not remove the tailwheel assembly from the back of the rod. I literally h
ad
> to cut the spring rod just forward of the old tailwheel, and then I slid
> the new tailwheel onto the rod. I drilled, reamed, and bolted the new
> tailwheel.
>
> What I am wondeering about is... did the Firestars have the aluminum tail
> spring GLUED into the steel weldment? I can't see any other way. They
> wouldn't have welded aluminum to steel. They would not have used flush
> countersunk bolts and nuts to bolt it in.
>
> So absent seeing any fasteners holding the tail spring into the fuselage
> weldment... how are these springs attached? How are you supposed to remov
e
> and replace them? I would have been very happy to machine a new tail
> spring, because I have the material ( 7075 aluminum main gear legs form t
he
> Firestar).
>
> Bill Berle
> www.ezflaphandle.com - safety & performance upgrade for light aircraft
> www.grantstar.net - winning proposals for non-profit and
> for-profit entities
>
> --------------------------------------------
> On Sat, 2/17/18, John Hauck wrote:
>
> Subject: RE: Kolb-List: Replacement tail rod...?
> To: kolb-list(at)matronics.com
> Date: Saturday, February 17, 2018, 8:07 PM
>
> Yes, the bend test has been conducted a
> couple times. Early on in my MKIII's life the 582
> failed climbing out of the local airport. Made a good
> forced landing in a confined field. Checked it out on
> the ground, ran it up, and took off. Engine seized
> about 30 feet off the ground. I wasn't flying when I
> made contact. Then again in 2004, Muncho Lake,
> BC. Axle fitting failed during landing on a rough
> strip next to the Alaska Highway. Both times I got
> close to 90 degree bends without breaking.
>
> The steel legs will take a lot of abuse
> before the take a set. I don't know how many times you
> can straighten them. I think I have straighten my
> current legs 4 times.
>
> The longer the leg, the more spring
> travel and forgiving the legs will be.
>
> How far will they bent before they take
> a set? I really don't know. I think you'll get
> your money's worth though.
>
> Total length of the legs on my Firestar
> were 35.5". The heat treater at the time had a 36"
> oven. Here is a photo of them.
>
> john h
> mkIII
> Titus, Alabama
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]
> On Behalf Of Stuart Harner
> Sent: Saturday, February 17, 2018 6:21
> PM
> To: kolb-list(at)matronics.com
> Subject: RE: Kolb-List: Replacement
> tail rod...?
>
> "Stuart Harner"
>
> Wow! I had no idea it would bend that
> far.
>
> Any idea how far it will flex before it
> won't spring back all the way? I know there is an
> engineering term for that but can't remember it at the
> moment.
>
> 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: Saturday, February 17, 2018 5:20
> PM
> To: kolb-list(at)matronics.com
> Subject: RE: Kolb-List: Replacement
> tail rod...?
>
> "John Hauck"
>
> If you hit hard enough aluminum or
> steel may take out the gear leg socket and cluster.
>
> Never done nor know of a side by side
> comparison of crashes with alum and steel.
>
> 4130 if heat treated to 48 RC will give
> you a good spring, but is not hard enough to break. It
> will bend 90 deg and not brake. If bent during
> operation they can be straightened in a press.
>
> 7075 alum bends and will break if bent
> far enough.
>
> I used 1.25X1.20 wall 4130 heat treated
> to 48RC on my original Firestar and my MKIII. James
> Tripp used my Firestar 4130 legs to fabricate legs for his
> MKIII with same landing gear as mine. Getting a lot of
> miles out of those legs.
>
> john h
> mkIII
> Titus, Alabama
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]
> On Behalf Of Stuart Harner
> Sent: Saturday, February 17, 2018 4:48
> PM
> To: kolb-list(at)matronics.com
> Subject: RE: Kolb-List: Replacement
> tail rod...?
>
> "Stuart Harner"
>
> Hey John,
>
> Curious about the steel vs. aluminum
> gear legs. I have read lots about them on this list and
> elsewhere.
>
> I know that the aluminum will give some
> then bend if you don't kiss the ground properly. So far I
> have only hit hard enough to bounce the Firefly, but not
> hard enough to bend anything. (knock wood).
>
> Anyway, do you know if any instances
> where a landing caused the steel gear to bend? If so , was
> there damage to the airframe or did the gear take all the
> abuse, thus saving the fuselage?
>
> 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: Saturday, February 17, 2018 3:01
> PM
> To: kolb-list(at)matronics.com
> Subject: RE: Kolb-List: Replacement
> tail rod...?
>
> "John Hauck"
>
> I can only speak from personal
> experience with steel tail wheel strut. Heat treated
> to 48 RC, the steel strut has performed much better than the
> aluminum or fiberglass struts.
>
> Steel probably weighs about the same as
> the standard length 3/4" 7075 solid rod.
>
> Difference in weight:
>
> Steel tube:
> 3/4X.120X12" 4130 .807 lbs
>
> Aluminum rod: 3/4X12"
> 2024T3 .529 lbs (Aircraft Spruce didn't
> list 7075 3/4" rod)
>
> Steel 1.8 oz per foot heavier.
>
> My tail wheel strut is less than a
> foot. Don't remember the exact length. The
> little plate and bushing increase weight. I don't know
> how much, but not much.
>
> I have a Maule 8" Tundra Tail Wheel
> that I flew with for a period of years. Can't remember
> how much that weighed. Tail wheel and aircraft
> performed well. I took it off last time I flew to
> Alaska thinking I would get a little more speed with the
> smaller 6" Maule solid rubber tail wheel. Couldn't
> tell any difference. On one flight to Alaska I swapped
> my 8x6 tires for 6x6 to see if I could get a little more
> speed. No difference that I could tell.
>
> I am not recommending anyone else use
> my tail wheel strut or any other changes I have made to my
> MKIII. However, sure has worked well for me and my
> style flying. I went to steel gear legs and tail wheel
> struts 32 years ago.
>
> john h
> mkIII
> Titus, Alabama
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]
> On Behalf Of Gary Aman
> Sent: Saturday, February 17, 2018 2:01
> PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Replacement
> tail rod...?
>
> Gary Aman
>
> Too much weight that far back, you=99ll
> feel it. 7075 3/4 I think
>
> Sent from my iPhone
>
> > On Feb 17, 2018, at 1:30 PM, Nick
> Cassara
> wrote:
> >
> > --> Kolb-List message posted
> by: Nick Cassara
> >
> > Kolbers,
> >
> > A while back we had a discusion
> about replacing the aluminum tail rod with a stiffer piece
> of steel tube. I thought I had ordered a piece of the steel,
> but can=99t seem to find it. I someone on the list could
> post the specifications again, I would be most grateful.
> >
> > Thanks,
> >
> > Nick Cassara
> > Palmer, AK
> >
> > Kolb Kolbra 607AK
> >
> >
> >
> >
>
>
===========
===========
===========
===========
===========
>
>
--
*The older I get, the less tolerant I am of those who are intolerant of
others.*
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | B Young <byoungplumbing(at)gmail.com> |
| Subject: | Replacement tail rod...? |
My plans show a 1/4 inch bolt 4 inches in from the end of the tail post.
See pic.
Boyd Young
On Feb 17, 2018 9:24 PM, "Bill Berle" wrote:
>
> I have a question on this subject. I have just replaced the standard
> (early) Firestar tailwheel ass'y with the new heavy duty swiveling ass'y
> offered by Kolb.
>
> I have an aluminum tail spr ing rod, and I cannot see any fasteners,
> rivets, bolts, clevis pins, etc AT ALL that secure the front of 5the
> aluminum rod into the bottom of the tail weldment.
>
> So I could not remove/inspect/replace this tail spring, and I also could
> not remove the tailwheel assembly from the back of the rod. I literally h
ad
> to cut the spring rod just forward of the old tailwheel, and then I slid
> the new tailwheel onto the rod. I drilled, reamed, and bolted the new
> tailwheel.
>
> What I am wondeering about is... did the Firestars have the aluminum tail
> spring GLUED into the steel weldment? I can't see any other way. They
> wouldn't have welded aluminum to steel. They would not have used flush
> countersunk bolts and nuts to bolt it in.
>
> So absent seeing any fasteners holding the tail spring into the fuselage
> weldment... how are these springs attached? How are you supposed to remov
e
> and replace them? I would have been very happy to machine a new tail
> spring, because I have the material ( 7075 aluminum main gear legs form t
he
> Firestar).
>
> Bill Berle
> www.ezflaphandle.com - safety & performance upgrade for light aircraft
> www.grantstar.net - winning proposals for non-profit and
> for-profit entities
>
> --------------------------------------------
> On Sat, 2/17/18, John Hauck wrote:
>
> Subject: RE: Kolb-List: Replacement tail rod...?
> To: kolb-list(at)matronics.com
> Date: Saturday, February 17, 2018, 8:07 PM
>
> Yes, the bend test has been conducted a
> couple times. Early on in my MKIII's life the 582
> failed climbing out of the local airport. Made a good
> forced landing in a confined field. Checked it out on
> the ground, ran it up, and took off. Engine seized
> about 30 feet off the ground. I wasn't flying when I
> made contact. Then again in 2004, Muncho Lake,
> BC. Axle fitting failed during landing on a rough
> strip next to the Alaska Highway. Both times I got
> close to 90 degree bends without breaking.
>
> The steel legs will take a lot of abuse
> before the take a set. I don't know how many times you
> can straighten them. I think I have straighten my
> current legs 4 times.
>
> The longer the leg, the more spring
> travel and forgiving the legs will be.
>
> How far will they bent before they take
> a set? I really don't know. I think you'll get
> your money's worth though.
>
> Total length of the legs on my Firestar
> were 35.5". The heat treater at the time had a 36"
> oven. Here is a photo of them.
>
> john h
> mkIII
> Titus, Alabama
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]
> On Behalf Of Stuart Harner
> Sent: Saturday, February 17, 2018 6:21
> PM
> To: kolb-list(at)matronics.com
> Subject: RE: Kolb-List: Replacement
> tail rod...?
>
> "Stuart Harner"
>
> Wow! I had no idea it would bend that
> far.
>
> Any idea how far it will flex before it
> won't spring back all the way? I know there is an
> engineering term for that but can't remember it at the
> moment.
>
> 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: Saturday, February 17, 2018 5:20
> PM
> To: kolb-list(at)matronics.com
> Subject: RE: Kolb-List: Replacement
> tail rod...?
>
> "John Hauck"
>
> If you hit hard enough aluminum or
> steel may take out the gear leg socket and cluster.
>
> Never done nor know of a side by side
> comparison of crashes with alum and steel.
>
> 4130 if heat treated to 48 RC will give
> you a good spring, but is not hard enough to break. It
> will bend 90 deg and not brake. If bent during
> operation they can be straightened in a press.
>
> 7075 alum bends and will break if bent
> far enough.
>
> I used 1.25X1.20 wall 4130 heat treated
> to 48RC on my original Firestar and my MKIII. James
> Tripp used my Firestar 4130 legs to fabricate legs for his
> MKIII with same landing gear as mine. Getting a lot of
> miles out of those legs.
>
> john h
> mkIII
> Titus, Alabama
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]
> On Behalf Of Stuart Harner
> Sent: Saturday, February 17, 2018 4:48
> PM
> To: kolb-list(at)matronics.com
> Subject: RE: Kolb-List: Replacement
> tail rod...?
>
> "Stuart Harner"
>
> Hey John,
>
> Curious about the steel vs. aluminum
> gear legs. I have read lots about them on this list and
> elsewhere.
>
> I know that the aluminum will give some
> then bend if you don't kiss the ground properly. So far I
> have only hit hard enough to bounce the Firefly, but not
> hard enough to bend anything. (knock wood).
>
> Anyway, do you know if any instances
> where a landing caused the steel gear to bend? If so , was
> there damage to the airframe or did the gear take all the
> abuse, thus saving the fuselage?
>
> 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: Saturday, February 17, 2018 3:01
> PM
> To: kolb-list(at)matronics.com
> Subject: RE: Kolb-List: Replacement
> tail rod...?
>
> "John Hauck"
>
> I can only speak from personal
> experience with steel tail wheel strut. Heat treated
> to 48 RC, the steel strut has performed much better than the
> aluminum or fiberglass struts.
>
> Steel probably weighs about the same as
> the standard length 3/4" 7075 solid rod.
>
> Difference in weight:
>
> Steel tube:
> 3/4X.120X12" 4130 .807 lbs
>
> Aluminum rod: 3/4X12"
> 2024T3 .529 lbs (Aircraft Spruce didn't
> list 7075 3/4" rod)
>
> Steel 1.8 oz per foot heavier.
>
> My tail wheel strut is less than a
> foot. Don't remember the exact length. The
> little plate and bushing increase weight. I don't know
> how much, but not much.
>
> I have a Maule 8" Tundra Tail Wheel
> that I flew with for a period of years. Can't remember
> how much that weighed. Tail wheel and aircraft
> performed well. I took it off last time I flew to
> Alaska thinking I would get a little more speed with the
> smaller 6" Maule solid rubber tail wheel. Couldn't
> tell any difference. On one flight to Alaska I swapped
> my 8x6 tires for 6x6 to see if I could get a little more
> speed. No difference that I could tell.
>
> I am not recommending anyone else use
> my tail wheel strut or any other changes I have made to my
> MKIII. However, sure has worked well for me and my
> style flying. I went to steel gear legs and tail wheel
> struts 32 years ago.
>
> john h
> mkIII
> Titus, Alabama
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]
> On Behalf Of Gary Aman
> Sent: Saturday, February 17, 2018 2:01
> PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Replacement
> tail rod...?
>
> Gary Aman
>
> Too much weight that far back, you=99ll
> feel it. 7075 3/4 I think
>
> Sent from my iPhone
>
> > On Feb 17, 2018, at 1:30 PM, Nick
> Cassara
> wrote:
> >
> > --> Kolb-List message posted
> by: Nick Cassara
> >
> > Kolbers,
> >
> > A while back we had a discusion
> about replacing the aluminum tail rod with a stiffer piece
> of steel tube. I thought I had ordered a piece of the steel,
> but can=99t seem to find it. I someone on the list could
> post the specifications again, I would be most grateful.
> >
> > Thanks,
> >
> > Nick Cassara
> > Palmer, AK
> >
> > Kolb Kolbra 607AK
> >
> >
> >
> >
>
>
===========
===========
===========
===========
===========
>
>
________________________________________________________________________________
| From: | Bill Berle <victorbravo(at)sbcglobal.net> |
| Subject: | Replacement tail rod...? |
posted by: "John Hauck"
Bill B, you could have saved all that typing by asking how to secure the tail
wheel strut to the tail post.
Well. my real question is whether it is acceptable to have it glued in, because
this one sure looks like it is glued in. I can easily drill through it and put
in a bolt, no biggie.
But since many people here have far more experience with these airplanes, I figured
maybe I would like to know what the advantage/disadvantage is of glue versus
bolt. Aluminum sure does NOT like to be glued.
In order to get the glued one out it appears that I would have to put a torch on
it to heat it and melt the glue, which would melt the fabric off, etc. If it
is acceptable to leave it glued then that is the easiest way. But maybe not the
safest or lowest risk.
________________________________________________________________________________
| From: | Bill Berle <victorbravo(at)sbcglobal.net> |
| Subject: | Replacement tail rod...? |
On Sat, 2/17/18, B Young wrote:
My plans show a 1/4 inch bolt 4 inches in from the end of the tail post.
------------------
Thank you Boyd, I appreciate the clarification.
I have a set of plans where the tailwheel aluminum rod is shown as being epoxied
into the fuselage. It is Sheet #4, dated 1985. I would not be surprised if the
later versions of the plans were upgraded to show the bolt that Boyd posted.
My aircraft appears to be epoxied. I may put a bolt in it anyway to have a more
secure attachment.
________________________________________________________________________________
| Subject: | Re: Replacement tail rod...? |
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
On our Firefly, the original owner of the tailboom/tail assy slathered the tailwheel
rod with epoxy before inserting it.
Removed the now bent aluminum rod by cutting away the ventral fabric and then a
liberal application of the heat gun.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and Grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478077#478077
________________________________________________________________________________
| Subject: | Re: Something completely different... |
| From: | Lanny Lambdin <lambdinwilliam(at)gmail.com> |
Greetings Kolb-List. Sorry for breaking into the tail-wheel post strand, bu
t I
was unsure what other avenue to use.
I fly a Loehle Sport Parasol and a Challenger II CWS but as I am interested i
n
switching to a Kolb aircraft, I joined this List to be better informed. I h
ave learned
a great deal and have enjoyed the info and banter shared here.
I would like to share another love of mine-music-with you all. I enjoy writ
ing
and recording songs and my latest effort is an album of songs related to fli
ght
and space travel. I also enjoy creating videos and posting to my site on Yo
uTube.
If you are interested you can search YouTube for "Miss Sunshine Walkaround",
which is a look at my Challenger, and my other videos will show up as well.
If you would like to hear my new songs on my Journey album, click on the
BandCamp link below. You will miss a lot of fidelity if you don't use ear b
uds
or a good wifi speaker, however.
Thanks for the good info on this site, the great videos that are shared and t
he
civil discourse (not found on some other sites!)
"Live long and prosper!"
Lanny Lambdin
https://williammorrislambdin.bandcamp.com/album/journey-a-space-odyssey
Sent from my iPad
> On Feb 18, 2018, at 2:31 AM, Bill Berle wrote:
>
>
> posted by: "John Hauck"
>
> Bill B, you could have saved all that typing by asking how to secure the t
ail wheel strut to the tail post.
>
> Well. my real question is whether it is acceptable to have it glued in, be
cause this one sure looks like it is glued in. I can easily drill through it
and put in a bolt, no biggie.
>
> But since many people here have far more experience with these airplanes, I
figured maybe I would like to know what the advantage/disadvantage is of gl
ue versus bolt. Aluminum sure does NOT like to be glued.
>
> In order to get the glued one out it appears that I would have to put a to
rch on it to heat it and melt the glue, which would melt the fabric off, etc
. If it is acceptable to leave it glued then that is the easiest way. But ma
ybe not the safest or lowest risk.
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
>
>
________________________________________________________________________________
| Subject: | Re: Replacement tail rod...? |
| From: | "Rex Rodebush" <jrrodebush(at)gmail.com> |
When I used the aluminum tail wheel rod I had a problem with the rod twisting and
deforming at the bolt. So much so that the tailwheel became uncontrolable
because of the angle. When I replaced it with a steel tube I added another bolt
and a spring pin just to make sure. See the pictures from my previous post.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478081#478081
________________________________________________________________________________
| Subject: | Firefly aileron throw |
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
As most of you long time listers know, I have long been an advocate of reducing Kolb aileron deflection for a more pleasant flying experience, because in their stock form, Kolbs have a LOT of aileron deflection. Did it many years ago on my MKIII, which I documented here: http://oh2fly.net/oldpoops/pg7.htm
This afternoon was an excellent day for flying, 60 degrees and no wind, so I went
one richer on the main jet from last week and went flying. Still not quite
perfect, but a lot less pipiness than before. Now instead of a 700 rpm range of
foolishness, we only have a 300 rpm range where the 277 doesn't want to stay
put. Still thinking that after it gets fully broken in it might settle down.
Then Dave & I modified the aileron bellcrank, moved the pushrods in as far as practical,
readjusted their length and flew it again. WOW! Talk about light on
the controls - she is now a dancer! At higher speeds, you can see and feel the
ailerons twisting to less than full throw, yet it cranks and banks just like
it did before. (And why wouldn't it? Air loads limit maximum deflection; so no
matter how much throw you build in with your bellcrank moment arms/lengths, the
ailerons are still only going to deflect just so far.)
At lower speeds, the aileron tubes quit their torque twisting, you get full throw
of aileron deflection, excellent response, and in both cases, the amount of
pressure involved at the stick is MUCH less than before.
Bear in mind that this is just one flight, and not a couple hours of both Dave
& I wringing it out and taking notes, but initial results are extremely positive.
And, as always, we can easily put it back like it was.
Note in the pictures that you can see how far the lower lever point has been moved
in from stock, (out at the end) and also the amount of aileron travel still
available after the mod. Substantial.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and Grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478092#478092
Attachments:
http://forums.matronics.com//files/p1060517_medium_102.jpg
http://forums.matronics.com//files/p1060518_medium_256.jpg
http://forums.matronics.com//files/p1060519_medium_587.jpg
http://forums.matronics.com//files/p1060520_medium_130.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Firefly aileron throw |
The first Fire Fly's had enormous ailerons. Homer designed for his style of
flying, tree top level, in contact with the birds in the trees, extremely
low and slow. For that style flying they were ok. Anything over a crawl
would lock them up based on their sheer mass/area. On later model Fire
Fly's the aileron cord was reduced quite a bit.
I never flew the early models with the long cord ailerons, but got a lot of
time in the later models. I don't recall heavy ailerons on the Fire Fly's I
flew. In fact, on one cross wind landing at Lakeland, I hit the stop, ran
out of aileron. Based on that experience, I wouldn't want to shorten the
cord on the later model Fire Flies.
On Richard P's Fire Fly, just eye balling, the aileron cord looks like the
original.
Based on my flight experience in the prototype MKIII, I cut the ailerons on
my MKIII a good bit. Don't remember the dimensions now after 27 years, but
I have never run out of aileron. Even after reducing the cord on the
ailerons, after 60-65 MPOH they start loading up. Fine with me. I'm not
looking for snappy roll at those speeds. No problem going lock to lock
below 60.
Random thoughts about ailerons from a Kolb pilot. That reminds me of my
buddy, John Williamson, Kolbra Pilot. May 25 2018, will be 10 years since
John made that last flight.
john h
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike
Sent: Sunday, February 18, 2018 6:04 PM
Subject: Kolb-List: Firefly aileron throw
-->
As most of you long time listers know, I have long been an advocate of
reducing Kolb aileron deflection for a more pleasant flying experience,
because in their stock form, Kolbs have a LOT of aileron deflection. Did it
many years ago on my MKIII, which I documented here:
http://oh2fly.net/oldpoops/pg7.htm
This afternoon was an excellent day for flying, 60 degrees and no wind, so I
went one richer on the main jet from last week and went flying. Still not
quite perfect, but a lot less pipiness than before. Now instead of a 700 rpm
range of foolishness, we only have a 300 rpm range where the 277 doesn't
want to stay put. Still thinking that after it gets fully broken in it might
settle down.
Then Dave & I modified the aileron bellcrank, moved the pushrods in as far
as practical, readjusted their length and flew it again. WOW! Talk about
light on the controls - she is now a dancer! At higher speeds, you can see
and feel the ailerons twisting to less than full throw, yet it cranks and
banks just like it did before. (And why wouldn't it? Air loads limit maximum
deflection; so no matter how much throw you build in with your bellcrank
moment arms/lengths, the ailerons are still only going to deflect just so
far.)
At lower speeds, the aileron tubes quit their torque twisting, you get full
throw of aileron deflection, excellent response, and in both cases, the
amount of pressure involved at the stick is MUCH less than before.
Bear in mind that this is just one flight, and not a couple hours of both
Dave & I wringing it out and taking notes, but initial results are extremely
positive. And, as always, we can easily put it back like it was.
Note in the pictures that you can see how far the lower lever point has been
moved in from stock, (out at the end) and also the amount of aileron travel
still available after the mod. Substantial.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and Grace really is
amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478092#478092
Attachments:
http://forums.matronics.com//files/p1060517_medium_102.jpg
http://forums.matronics.com//files/p1060518_medium_256.jpg
http://forums.matronics.com//files/p1060519_medium_587.jpg
http://forums.matronics.com//files/p1060520_medium_130.jpg
________________________________________________________________________________
| Subject: | Re: Firefly aileron throw |
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
Thanks, John - this Firefly is a lot like Johnny Cash's One-Piece-At-A-Time-Cadillac;
it is cobbled together from an Original Firestar (wings - 5 rib), FSII
(tail boom & tail), Firefly (front of fuselage cage), so it is certainly a mongrel.
The ailerons are HUGE; wide chord, full span, full length. Our FF has a
28' wing span instead of the usual FF 22' wing span. OTOH, even with just a Rotax
277, we are seeing 800-1,000 fpm climb rates. WOOT!
We are planning to get it inspected Tuesday and certified as Part 103 legal, and
then paint it, (Krylon FTW) and maybe next year recover it in Oratex to give
us a chance to strip the wings, look inside them, and maybe knock a few pounds
off. Although as low as the wing loading already is, I would rather it pick
up a few pounds than get any lighter... As Beauford said about his FF - "tissue
plane..."
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and God's grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478097#478097
________________________________________________________________________________
| Subject: | Re: Firefly aileron throw |
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
Got an inquiry today "How do you get one certified Part 103 legal?"
https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_103-7.pdf
There are worksheets included that enable you to establish whether or not you fit
the parameters, and a form at the end that you get an A&P to sign, then you
carry it with you in your ultralight vehicle. If the equipment list on your signed
form agrees with how it looks sitting on the ramp, you are legal.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and God's grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478115#478115
________________________________________________________________________________
| Subject: | Re: Firefly aileron throw |
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
Landing Sunday afternoon.
https://www.youtube.com/watch?v=GUHziWQw3Qo&feature=youtu.be
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and God's grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478133#478133
________________________________________________________________________________
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
| Subject: | Re: Firefly aileron throw |
I'm a long time flyer of a MKIIIC. I have gotten used to the heavy
ailerons. Here are a few thoughts that haven't be discussed. At slow speeds
near the ground you need all the control you can get hold of. I used to
have a narrow strip cut out of my woods. On more than one occasion I hit
the stops on my stock ailerons and once I hit the stops both ways. My Kolb
doesn't have a neck snapping roll rate but when I'm slow and near the
ground and an unexpected wind gust hits it is nice to know I can keep my
wing tips from hitting the ground. When at cruise speeds my ailerons are
heavy and keep me from over stressing the wing.
I will never make that change to my airplane.
Rick Neilsen
Redrive VW Powered MKIIIC
On Sun, Feb 18, 2018 at 7:04 PM, Richard Pike
wrote:
>
> As most of you long time listers know, I have long been an advocate of
> reducing Kolb aileron deflection for a more pleasant flying experience,
> because in their stock form, Kolbs have a LOT of aileron deflection. Did it
> many years ago on my MKIII, which I documented here:
> http://oh2fly.net/oldpoops/pg7.htm
>
> This afternoon was an excellent day for flying, 60 degrees and no wind, so
> I went one richer on the main jet from last week and went flying. Still not
> quite perfect, but a lot less pipiness than before. Now instead of a 700
> rpm range of foolishness, we only have a 300 rpm range where the 277
> doesn't want to stay put. Still thinking that after it gets fully broken in
> it might settle down.
>
> Then Dave & I modified the aileron bellcrank, moved the pushrods in as far
> as practical, readjusted their length and flew it again. WOW! Talk about
> light on the controls - she is now a dancer! At higher speeds, you can see
> and feel the ailerons twisting to less than full throw, yet it cranks and
> banks just like it did before. (And why wouldn't it? Air loads limit
> maximum deflection; so no matter how much throw you build in with your
> bellcrank moment arms/lengths, the ailerons are still only going to deflect
> just so far.)
>
> At lower speeds, the aileron tubes quit their torque twisting, you get
> full throw of aileron deflection, excellent response, and in both cases,
> the amount of pressure involved at the stick is MUCH less than before.
>
> Bear in mind that this is just one flight, and not a couple hours of both
> Dave & I wringing it out and taking notes, but initial results are
> extremely positive. And, as always, we can easily put it back like it was.
>
> Note in the pictures that you can see how far the lower lever point has
> been moved in from stock, (out at the end) and also the amount of aileron
> travel still available after the mod. Substantial.
>
> --------
> Richard Pike
> Kolb MKIII N420P (420ldPoops)
> Kingsport, TN 3TN0
>
> Forgiving is tough, being forgiven is wonderful, and Grace really is
> amazing.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478092#478092
>
>
> Attachments:
>
> http://forums.matronics.com//files/p1060517_medium_102.jpg
> http://forums.matronics.com//files/p1060518_medium_256.jpg
> http://forums.matronics.com//files/p1060519_medium_587.jpg
> http://forums.matronics.com//files/p1060520_medium_130.jpg
>
>
________________________________________________________________________________
| Subject: | Re: Replacement tail rod...? |
| From: | "Dan Breitigam" <dbrtgm(at)me.com> |
Hi guys,
Regarding the gear leg comments; has anyone tried bracing aluminum gear legs with
cables? Would it be worth trying?
Thanks.
--------
Kolb Mk III
Geo Metro 1.3L
Chattanooga
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478137#478137
________________________________________________________________________________
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
| Subject: | Re: Replacement tail rod...? |
The duty of both steel and aluminum gear legs is to absorb landing stresses
by flexing. Aluminum legs flex which is good but don't flex as far before
they stay flexed. Restricting the flexing will transfer the landing loads
to the plane where other not so evident damage might occur on a hard
landing. I don't think you would want brace any Kolb gear leg. There might
a benefit to dampen the spring back on some of the more springy steel gear
legs.
Rick Neilsen
Redrive VW PoweredMKIIIC
On Tue, Feb 20, 2018 at 12:32 PM, Dan Breitigam wrote:
>
> Hi guys,
>
> Regarding the gear leg comments; has anyone tried bracing aluminum gear
> legs with cables? Would it be worth trying?
>
> Thanks.
>
> --------
> Kolb Mk III
> Geo Metro 1.3L
> Chattanooga
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478137#478137
>
>
________________________________________________________________________________
| Subject: | Re: Replacement tail rod...? |
| From: | "Dan Breitigam" <dbrtgm(at)me.com> |
I see your point Rick. Perhaps it would work with big fat soft tundra tires.
--------
Dan Breitigam
Kolb Mk III Xtra
Geo Metro 1.3L
Chattanooga
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478145#478145
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Firefly aileron throw |
I've been right there before.
Those are big wings on that little Fire Fly.
Check out the Fire Fly video following Richard P's Fire Fly.
john h
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike
Sent: Tuesday, February 20, 2018 10:21 AM
Subject: Kolb-List: Re: Firefly aileron throw
-->
Landing Sunday afternoon.
https://www.youtube.com/watch?v=GUHziWQw3Qo&feature=youtu.be
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and God's grace really is
amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478133#478133
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Replacement tail rod...? |
Wouldn't that be defeating the purpose and one of the major benefits of the
spring gear, aluminum or steel?
As an aside, folks would think you were flying a Challenger. ;-)
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Dan Breitigam
Sent: Tuesday, February 20, 2018 11:33 AM
Subject: Kolb-List: Re: Replacement tail rod...?
Hi guys,
Regarding the gear leg comments; has anyone tried bracing aluminum gear legs
with cables? Would it be worth trying?
Thanks.
--------
Kolb Mk III
Geo Metro 1.3L
Chattanooga
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478137#478137
________________________________________________________________________________
| Subject: | Re: Firefly aileron throw |
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
John Hauck wrote:
> I've been right there before. Those are big wings on that little Fire Fly. Check
out the Fire Fly video following Richard P's Fire Fly.
> john h
> Titus, Alabama
> --
Paste me a link John, Youtube is giving me every sort of irrelevant thing except
stuff related to Kolb Firefly's.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and God's grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478155#478155
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Firefly aileron throw |
Tweren't nuth'n.
Bunch of YT vids of Fire Fly Airlines out of Malaysia.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike
Sent: Tuesday, February 20, 2018 6:52 PM
Subject: Kolb-List: Re: Firefly aileron throw
-->
John Hauck wrote:
> I've been right there before. Those are big wings on that little Fire Fly.
Check out the Fire Fly video following Richard P's Fire Fly.
> john h
> Titus, Alabama
> --
Paste me a link John, Youtube is giving me every sort of irrelevant thing
except stuff related to Kolb Firefly's.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and God's grace really is
amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478155#478155
________________________________________________________________________________
| Subject: | Re: Firefly aileron throw |
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
John Hauck wrote:
> Tweren't nuth'n. Bunch of YT vids of Fire Fly Airlines out of Malaysia.
> john h
> mkIII
> Titus, Alabama
> --
Oh, THOSE! LOL! Had me goin' there for a while... trying to figure out what I wasn't
seeing...
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and God's grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478159#478159
________________________________________________________________________________
| Subject: | Re: Firefly aileron throw |
| From: | "Richard Pike" <thegreybaron(at)charter.net> |
neilsenrm(at)gmail.com wrote:
> I'm a long time flyer of a MKIIIC. I have gotten used to the heavy ailerons.
Here are a few thoughts that haven't be discussed. At slow speeds near the ground
you need all the control you can get hold of. I used to have a narrow strip
cut out of my woods. On more than one occasion I hit the stops on my stock ailerons
and once I hit the stops both ways. My Kolb doesn't have a neck snapping
roll rate but when I'm slow and near the ground and an unexpected wind gust
hits it is nice to know I can keep my wing tips from hitting the ground. When
at cruise speeds my ailerons are heavy and keep me from over stressing the wing.
>
>
> I will never make that change to my airplane.
>
>
> Rick Neilsen
> Redrive VW Powered MKIIIC
>
Good on ya Rick, I respect how you configure your airplane. Each of us has to do
as we think best.
OTOH, because of the way that high speed airflow loads up the ailerons, (and I
have not compared the aileron tube diameter/wall thickness of the MKIII ailerons
with the FF/Original FS) nothing you change or leave alone in the specific
area under discussion will cause the ailerons to deflect enough to overstress
the wing. The aileron tube will twist under applied force as airspeed goes up,
and maximum aileron deflection relative to stick throw decreases as a function
of increased airspeed.
Which was one of my premises: at high speeds the ailerons are not going to move
much anyway regardless of how much the bellcrank is trying to move them. And
yes; at low speeds the ailerons with the stock setup will move more, and if you
think you need that, by all means keep it.
It would be interesting to mount a video camera on the rear cage below the trailing
edge looking toward the wing tip to be able to show actual aileron deflection
at full throw at different airspeeds.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and God's grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478160#478160
________________________________________________________________________________
| From: | Roy Spangler <roy.spangler(at)kirtland.edu> |
| Subject: | Re: Replacement tail rod...? |
Cables are a safety for a hard landing at worst they would lessen a bad
landing
December 28, 2017 - February 22, 2018
Kolb-Archive.digest.vol-or