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________________________________________________________________________________
From: 
Larry Cottrell <lcottrell1020(at)gmail.com>
Date: 
Aug 11, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      Well I am definitely not an engineer, ( thank goodness, I have enough
      problems as it is) but it would appear to me as though this configuration
      will cause the tail to fly even higher than it had before. It is
      substantially higher in the front than mine is. And all of this is to keep
      from using a trim tab on the elevator? If you will notice the bottom of the
      front edge of the elevator is lower than the top of the boom tube.
      
      Mine is trimmed to fly level at 5400 RPM (WOT 6100) With it set this way,
      if I want to climb, I give it more throttle, I flew from my house at 3860
      feet to 10,000 feet at the top of the Steen's with no input from me at 5800
      RPMs, over a distance of 39 miles.
      
      Personally I think you are running down the wrong rat hole, but that is
      your option.
      
      
      On Sat, Aug 11, 2018 at 6:07 PM Bill Berle 
      wrote:
      
      > Per the previous discussions regarding my FS2 / HKS testing, I have raised
      > the leading edge of the stabilizers significantly higher than they had
      > originally been, in order to counteract the amount of stick force I had to
      > hold to keep the nose level.
      >
      > I am trying to attach photos of the modification to this e-mail.
      >
      > These photos represent the mounting point 1.25 inches above the original
      > mounting.
      >
      > Bill Berle
      > www.ezflaphandle.com  - safety & performance upgrade for light aircraft
      > www.grantstar.net           - winning proposals for non-profit and
      > for-profit entities
      
      
      -- 
      *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: 
james.vanlaak(at)gmail.com
Date: 
Aug 11, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      I have to say that this does not look healthy, and I suspect your CG is not
      where you think it is.  Remember that a normally stable airplane has the CG
      forward of the center of pressure which is why it flies with a download on
      the tail.  The Kolb high mounted pusher engine also needs download on the
      tail.  If you are so close to neutral or even an upload, that suggests poor
      stall/spin behavior.  It might still ok in level flight, but an accelerated
      stall or engine out (windmilling engine pulling nose up) could be
      unpleasant.
      
      Suggest you carefully re-evaluate the cg and move it forward some.
      
      On Sat, Aug 11, 2018 at 8:04 PM, Bill Berle 
      wrote:
      
      > Per the previous discussions regarding my FS2 / HKS testing, I have raised
      > the leading edge of the stabilizers significantly higher than they had
      > originally been, in order to counteract the amount of stick force I had to
      > hold to keep the nose level.
      >
      > I am trying to attach photos of the modification to this e-mail.
      >
      > These photos represent the mounting point 1.25 inches above the original
      > mounting.
      >
      > Bill Berle
      > www.ezflaphandle.com  - safety & performance upgrade for light aircraft
      > www.grantstar.net           - winning proposals for non-profit and
      > for-profit entities
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 11, 2018
      
      Jim V/Kolbers,
      
      
      Makes a lot of sense to me.
      
      
      john h
      
      mkIII
      
      Titus, Alabama
      
      
      From: owner-kolb-list-server(at)matronics.com 
      [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of 
      james.vanlaak(at)gmail.com
      Sent: Saturday, August 11, 2018 8:13 PM
      Subject: Re: Kolb-List:Stabilizer Angle
      
      
      I have to say that this does not look healthy, and I suspect your CG is 
      not where you think it is.  Remember that a normally stable airplane has 
      the CG forward of the center of pressure which is why it flies with a 
      download on the tail.  The Kolb high mounted pusher engine also needs 
      download on the tail.  If you are so close to neutral or even an upload, 
      that suggests poor stall/spin behavior.  It might still ok in level 
      flight, but an accelerated stall or engine out (windmilling engine 
      pulling nose up) could be unpleasant.
      
      
      Suggest you carefully re-evaluate the cg and move it forward some.
      
      
      On Sat, Aug 11, 2018 at 8:04 PM, Bill Berle  
      wrote:
      
      Per the previous discussions regarding my FS2 / HKS testing, I have 
      raised the leading edge of the stabilizers significantly higher than 
      they had originally been, in order to counteract the amount of stick 
      force I had to hold to keep the nose level.
      
      I am trying to attach photos of the modification to this e-mail. 
      
      These photos represent the mounting point 1.25 inches above the original 
      mounting.
      
      Bill Berle
      www.ezflaphandle.com  - safety & performance upgrade for light aircraft
      www.grantstar.net           - winning proposals for non-profit and 
      for-profit entities
      
      
________________________________________________________________________________
From: 
George Helton <gdhelton(at)gmail.com>
Date: 
Aug 11, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      Good grief! I can=99t believe what I=99m looking at here. I woul
      d suggest doing what John H. and Larry have suggested. I=99ve never se
      en anything like that before on a Kolb. 
      I=99d be looking at an aft c/g problem myself. I=99ve read your e
      xplanation of your c/g, Bill and with all that muffler ( yes, I know it is s
      pecial to you.)hanging back there plus the weight of the HKS. It doesn
      =99t take that much to shift the c/g to the rear. Plus your not even carryin
      g a full load of fuel yet?
      I converted my Firestar from a 377 Rotax to a 2702 Hirth this last winter. T
      he engine weight was actually the same but the gearbox wt. is 10 lbs. more t
      hen a Rotax =9CB=9Dgearbox. Plus the 3 blade 60=9D Powerfi
      n prop added a additional 3 pounds more then its predecessor. I knew after t
      he first couple of flights that I had a c/g problem. I=99ve flown my Fi
      restar long enough to recognize a major problem. I ended up making an all ne
      w engine mount to move the engine forward 2 1/2=9D to get the c/g back
       to where it belonged. I=99m attaching two pictures. One is my horizon
      tal stabilizer and other is the engine mount. 
      
      
      Oh, that nice little starter was another 5 lbs. every little bit adds up. I
      =99m not sure, but it seems like the pictures of the HKS engines that I
      =99ve seen on Kolbs before had forward mount mufflers which seems to make
       sense for c/g purposes. One other thing you might check is making sure that
       your boom tube is the proper length. Some builders have been known to short
      en them up to accommodate shorter trailers. Unscrupulous modifiers.
      Anyway, this is just my thoughts. What do I know?
      George H. 
      Firestar, FS100, 2702 Hirth 
      14GDH 
      Mesick, Michigan 
      gdhelton(at)gmail.com
      
      P.S. : Really is a nice looking little Firestar II. 
      
      Sent from my iPhone
      
      > On Aug 11, 2018, at 8:49 PM, Larry Cottrell  wrot
      e:
      > 
      > Well I am definitely not an engineer, ( thank goodness, I have enough prob
      lems as it is) but it would appear to me as though this configuration will c
      ause the tail to fly even higher than it had before. It is substantially hig
      her in the front than mine is. And all of this is to keep from using a trim t
      ab on the elevator? If you will notice the bottom of the front edge of the e
      levator is lower than the top of the boom tube.
      > 
      > Mine is trimmed to fly level at 5400 RPM (WOT 6100) With it set this way, i
      f I want to climb, I give it more throttle, I flew from my house at 3860 fee
      t to 10,000 feet at the top of the Steen's with no input from me at 5800 RPM
      s, over a distance of 39 miles.
      > 
      > Personally I think you are running down the wrong rat hole, but that is yo
      ur option.
      >    
      > 
      >> On Sat, Aug 11, 2018 at 6:07 PM Bill Berle  wr
      ote:
      >> Per the previous discussions regarding my FS2 / HKS testing, I have raise
      d the leading edge of the stabilizers significantly higher than they had ori
      ginally been, in order to counteract the amount of stick force I had to hold
       to keep the nose level.
      >> 
      >> I am trying to attach photos of the modification to this e-mail. 
      >> 
      >> These photos represent the mounting point 1.25 inches above the original m
      ounting.
      >> 
      >> Bill Berle
      >> www.ezflaphandle.com  - safety & performance upgrade for light aircraft
      >> www.grantstar.net           - winning proposals for non-profit and for-pr
      ofit entities
      > 
      > 
      > -- 
      > The older I get, the less tolerant I am of those who are intolerant of oth
      ers.
      > 
      > If you forward this email, or any part of it, please remove my email addre
      ss before sending.
      > 
      > 
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 11, 2018
      
      George H,
      
      
      This reminds me of my initial build of my mkIII.  I decided the tail 
      boom was too long, based on flying Homer's MKIII and other Kolbs.  I was 
      going to make it a little snappier handling.  I shortened by a foot.  
      That airplane would never settle down.  It felt terrible.  I replaced 
      the tail boom with the proper length and the mkIII flew like a little 
      doll baby.
      
      
      john h
      
      mkIII
      
      Titus, Alabama
      
      
        One other thing you might check is making sure that your boom tube is 
      the proper length. Some builders have been known to shorten them up to 
      accommodate shorter trailers. Unscrupulous modifiers.
      
      Anyway, this is just my thoughts. What do I know?
      
      George H. 
      
      Firestar, FS100, 2702 Hirth 
      
      14GDH 
      
      Mesick, Michigan 
      
      gdhelton(at)gmail.com
      
      
      P.S. : Really is a nice looking little Firestar II. 
      
      
________________________________________________________________________________
From: 
George Helton <gdhelton(at)gmail.com>
Date: 
Aug 11, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      Yeah, John I had contemplated on the same thing with my Firestar when I was b
      uilding it to accommodate a shorter  storage space. Homer assured me that it
       would not serve me well. Plus it=99s still the same length with the w
      ings folded. 
      I built it per plans. And got a longer trailer. I prefer my hanger.
      George 
      
      
      Sent from my iPhone
      
      > On Aug 11, 2018, at 10:21 PM, John Hauck  wrote:
      > 
      > George H,
      >  
      > This reminds me of my initial build of my mkIII.  I decided the tail boom w
      as too long, based on flying Homer's MKIII and other Kolbs.  I was going to m
      ake it a little snappier handling.  I shortened by a foot.  That airplane wo
      uld never settle down.  It felt terrible.  I replaced the tail boom with the
       proper length and the mkIII flew like a little doll baby.
      >  
      > john h
      > mkIII
      > Titus, Alabama
      >  
      >  
      >  
      >   One other thing you might check is making sure that your boom tube is th
      e proper length. Some builders have been known to shorten them up to accommo
      date shorter trailers. Unscrupulous modifiers.
      > Anyway, this is just my thoughts. What do I know?
      > George H. 
      > Firestar, FS100, 2702 Hirth 
      > 14GDH 
      > Mesick, Michigan 
      > gdhelton(at)gmail.com
      > 
      > 
      > P.S. : Really is a nice looking little Firestar II. 
      > 
      
________________________________________________________________________________
Date: 
Aug 11, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
Bill <victorbravo(at)sbcglobal.net>
      
      
      Will review the balance numbers and report the results.
      
      Sent from my Samsung Captivate(tm) on AT&T
      
      james.vanlaak(at)gmail.com wrote:
      
      >I have to say that this does not look healthy, and I suspect your CG is not
      >where you think it is.  Remember that a normally stable airplane has the CG
      >forward of the center of pressure which is why it flies with a download on
      >the tail.  The Kolb high mounted pusher engine also needs download on the
      >tail.  If you are so close to neutral or even an upload, that suggests poor
      >stall/spin behavior.  It might still ok in level flight, but an accelerated
      >stall or engine out (windmilling engine pulling nose up) could be
      >unpleasant.
      >
      >Suggest you carefully re-evaluate the cg and move it forward some.
      >
      >On Sat, Aug 11, 2018 at 8:04 PM, Bill Berle 
      >wrote:
      >
      >> Per the previous discussions regarding my FS2 / HKS testing, I have raised
      >> the leading edge of the stabilizers significantly higher than they had
      >> originally been, in order to counteract the amount of stick force I had to
      >> hold to keep the nose level.
      >>
      >> I am trying to attach photos of the modification to this e-mail.
      >>
      >> These photos represent the mounting point 1.25 inches above the original
      >> mounting.
      >>
      >> Bill Berle
      >> www.ezflaphandle.com  - safety & performance upgrade for light aircraft
      >> www.grantstar.net           - winning proposals for non-profit and
      >> for-profit entities
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Richard Pike" <thegreybaron(at)charter.net>
Date: 
Aug 12, 2018
      
      
      Looking at this thread, and then looking at my web page on raising the elevator
      leading edges on Ed's FSII, I just made a startling discovery; I apparently was
      not paying attention when I typed in the info-
      
      I got it backwards!
      
      http://oh2fly.net/oldpoops/FSIIelevatorbracket.html
      
      Raising the aileron trailing edges (or flaps) moves the center of lift forward,
      drooping the ailerons (or flaps) moves it aft.
      
      My apologies to everyone, I'll fix it this afternoon.
      
      (How come none of you guys caught that? You should have had my butt on a plate
      a couple years ago for that one!)
      
      --------
      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=482303#482303
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 12, 2018
      
      
      Folks with flap aircraft know when you droop the flaps the nose droops too.
      If you raise the flaps the nose comes up.  Same same for ailerons.
      
      I've never done anything backwards, except reading a wind sock 180 degrees
      out, entering traffic 180 degrees out, and I could go on.
      
      Gosh, it would be nice to be perfect and not make all those mistakes.  ;-)
      
      john h
      mkIII
      Titus, Alabama
      
      
      Raising the aileron trailing edges (or flaps) moves the center of lift
      forward, drooping the ailerons (or flaps) moves it aft.
      
      My apologies to everyone, I'll fix it this afternoon.
      
      (How come none of you guys caught that? You should have had my butt on a
      plate a couple years ago for that one!)
      
      --------
      Richard Pike
      
      
________________________________________________________________________________
From: 
Denny Baber <baberdk(at)gmail.com>
Date: 
Aug 12, 2018
Subject: 
Re: Spads
      
      I'm not trying to offend anyone by giving my opinion. Dropping the ailerons
      together will work as trim. Here is another way that will work, your
      choice. See print attachments.
      
      
      Respectfully,
      Dennis Baber
      Cape Coral, Fl
      baberdk(at)gmail.com
      
      
      Stay Curious
      
________________________________________________________________________________
From: 
Denny Baber <baberdk(at)gmail.com>
Date: 
Aug 12, 2018
Subject: 
Re: too much weight i guess ...
      
      Do a weight and balance for your plane to see the maximum weight for your
      particular plane. The builder is considered the manufacturer so every plane
      is somewhat different. If you move weight around to get it within Center of
      Gravity and under gross, it will fly and land safely.
      
      
      Respectfully,
      Dennis Baber
      Cape Coral, Fl
      baberdk(at)gmail.com
      
      Stay Curious
      
________________________________________________________________________________
From: 
Rick Neilsen <neilsenrm(at)gmail.com>
Date: 
Aug 12, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      Bill
      
      Wow never saw a Kolb horizontal stabilizer mounted so high. The photos show
      a bunch but brings up a lot of questions.
      
      It hard to see from the angle of your photo but it looks like the
      horizontal stabilizer is in line with the wing. Is the wing set with a much
      higher angle of attack than stock? I can't comment on if that is good or
      bad. If it is higher, that would explain why the horizontal stabilizer has
      to be set that high. Be careful. What is the impact on all this?? Kolbs
      tend to look like they are flying a bit nose down but your plane might go a
      bit beyond that.
      
      Rick Neilsen
      Redrive VW Powered MKIIIC
      
      On Sat, Aug 11, 2018 at 8:07 PM Bill Berle 
      wrote:
      
      > Per the previous discussions regarding my FS2 / HKS testing, I have raised
      > the leading edge of the stabilizers significantly higher than they had
      > originally been, in order to counteract the amount of stick force I had to
      > hold to keep the nose level.
      >
      > I am trying to attach photos of the modification to this e-mail.
      >
      > These photos represent the mounting point 1.25 inches above the original
      > mounting.
      >
      > Bill Berle
      > www.ezflaphandle.com  - safety & performance upgrade for light aircraft
      > www.grantstar.net           - winning proposals for non-profit and
      > for-profit entities
      
________________________________________________________________________________
From: 
Denny Baber <baberdk(at)gmail.com>
Date: 
Aug 12, 2018
Subject: 
Re: Spads
      
      The problems I have found with Rotax CDI's is that people crank the engine
      with the secondary's not on a grounded spark plug. That will ruin the
      output coil and they are $700 new. (I ran a compression check with the
      plugs out).
      Another thing is people supply 12 volts to the CDI's. The CDI's will
      operate no matter what until the ignition leads are grounded to stop the
      magneto section. Check to see how your ignition switch is wired. You have
      one system failed but the other still works. Some people run the 670
      snowmobile engine with single ignition but 100 hp, your choice. On the good
      side, I have never talked to a dealer say he saw a failure if you don't
      crank them with the secondary not grounded. The redundant ignition comes
      from mags having points, now they are capacitance discharge like the cars
      are running. I hope the attachment helps you troubleshooting.
      
      
      Respectfully,
      Dennis Baber
      Cape Coral, Fl
      baberdk(at)gmail.com
      
      Stay Curious
      
________________________________________________________________________________
From: 
Denny Baber <baberdk(at)gmail.com>
Date: 
Aug 12, 2018
Subject: 
Re: Spads
      
      I found another solution to the aileron trim tab. This guy has his trim
      tabs move opposite direction of his trim tabs. See attachment:
      
      
      Respectfully,
      Dennis Baber
      Cape Coral, Fl
      baberdk(at)gmail.com
      305-814-7218
      
      Stay Curious
      
________________________________________________________________________________
Date: 
Aug 12, 2018
From: 
Bill Berle <victorbravo(at)sbcglobal.net>
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      
      I tried to take 0one of the photos showing that the angleo f the tail is nearly
      equal to the angle of the lower surface of the wing.
      
      Since I did not build this aircraft originally, I have no idea if the wing angle
      is higher or lower than stock. It looks really high because I put taller landing
      gear (Kolb Slingshot) on it, plus big tires.
      
      I will try at least one "crow hop" down the runway with the stabilizer set like
      it is in the photo. If it seems controllable then I will continue climbing and
      flying, If it requires a large pull rearward on the stick then I will land and
      re-set the stabilizer angle to the last setting which was safe enough to make
      the last test flight.
      
      Regarding drooping the ailerons: Last time I flew I did NOT notice that the ailerons
      were flexed upward by air loads. They looked like they were parallel to
      the bottom wing surface. If the ailerons were flying in a reflexed upward position
      I would have seen the balance weights below the wing, which I did not.
      
      I also moved the control stick left and right firmly, and I did not see the ailerons
      twisting (meaning more movement at the inboard end of the aileron than the
      outboard). So I have to say that form my limited amount of testing it does
      NOT seem that the ailerons are "springy", or that the air moves them upward. So
      it seems that drooping them on the ground would make them fly in the same drooped
      position. I can easily see how this will pitch the nose down and solve part
      or all of the trim problem, but I cannot understand how this will not create
      "wash-in" or aerodynamic twist in the wrong direction. Can someone explain
      to me WHY drooping the ailerons will NOT create a wiing that stalls at the tips
      before the root?
      
      I am absolutely 1000% happy and willing to try drooping the ailerons, so long as
      I can understand why it will not make the aircraft more prone to tip stall.
      
      Bill Berle
      www.ezflaphandle.com - safety & performance upgrade for light aircraft
      www.grantstar.net      - winning proposals for non-profit and for-profit entities
      
      --------------------------------------------
      On Sun, 8/12/18, Rick Neilsen  wrote:
      
      
       Bill
       Wow never saw a Kolb horizontal stabilizer mounted so high. The photos show a
      bunch but brings up a lot of questions.
       It hard to see from the angle of your photo but it looks like the horizontal stabilizer
      is in line with the wing. Is the wing set with a much higher angle of
      attack than stock?I can't comment on if that is good or bad. If it is higher,
      that would explain why the horizontal stabilizer has to be set that high. Be
      careful. What is the impact on all this?? Kolbs tend to look like they are flying
      a bit nose down but your plane might go a
       bit beyond that.
      
      
________________________________________________________________________________
From: 
George Helton <gdhelton(at)gmail.com>
Date: 
Aug 12, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      
      Bill, Kolbs do not have built in twist or wash out in the wings like your Cessna.
      They intentionally built flat. Your wing is not stalling at 50 mph. Its a high
      lift/ high drag wing. The leading edge rib design is there to establish smooth
      directional air flow over the entire wing. This is also why the wing doesnt
      require any dihedral to be added. If you want to add dihedral it simply adds
      more stability, which makes it more of rubbered plane then aileron controlled.
      
      Take a long straight edge and put it along the bottom of the wing and make sure
      the aileron is centered and not in reflex. Make sure they equal at the trailing
      edge. Now, initially shorten your rod ends two full turns. I would return the
      angle of incidence of the horizontal stabilizer back to what was originally.
      Test fly the airplane. If the stick pressure has lighten a bit. Youre doing
      the right thing. You may have do this a couple of times. If anyone disagrees with
      this advice please chime in. It s been many years since I set mine. It flies
      great with very little rudder input except for climbing with increased power
      settings and naturally during takeoff and landing. I have no trim tabs at all.
      But, I think thats the exception. But, Homer Kolb thought it was the way to
      go if necessary. I had a adjustable elevator trim tab on my MKII which came as
      standard equipment.
      George H.
      Firestar, FS100, 2702 Hirth 
      14GDH 
      Mesick, Michigan 
      gdhelton(at)gmail.com
      
      Sent from my iPhone
      
      > On Aug 12, 2018, at 12:29 PM, Bill Berle  wrote:
      > 
      > 
      > I tried to take 0one of the photos showing that the angleo f the tail is nearly
      equal to the angle of the lower surface of the wing.
      > 
      > Since I did not build this aircraft originally, I have no idea if the wing angle
      is higher or lower than stock. It looks really high because I put taller landing
      gear (Kolb Slingshot) on it, plus big tires.
      > 
      > I will try at least one "crow hop" down the runway with the stabilizer set like
      it is in the photo. If it seems controllable then I will continue climbing
      and flying, If it requires a large pull rearward on the stick then I will land
      and re-set the stabilizer angle to the last setting which was safe enough to
      make the last test flight.
      > 
      > Regarding drooping the ailerons: Last time I flew I did NOT notice that the ailerons
      were flexed upward by air loads. They looked like they were parallel to
      the bottom wing surface. If the ailerons were flying in a reflexed upward position
      I would have seen the balance weights below the wing, which I did not.
      > 
      > I also moved the control stick left and right firmly, and I did not see the ailerons
      twisting (meaning more movement at the inboard end of the aileron than
      the outboard). So I have to say that form my limited amount of testing it does
      NOT seem that the ailerons are "springy", or that the air moves them upward.
      So it seems that drooping them on the ground would make them fly in the same
      drooped position. I can easily see how this will pitch the nose down and solve
      part or all of the trim problem, but I cannot understand how this will not create
      "wash-in" or aerodynamic twist in the wrong direction. Can someone explain
      to me WHY drooping the ailerons will NOT create a wiing that stalls at the tips
      before the root?
      > 
      > I am absolutely 1000% happy and willing to try drooping the ailerons, so long
      as I can understand why it will not make the aircraft more prone to tip stall.
      > 
      > Bill Berle
      > www.ezflaphandle.com  - safety & performance upgrade for light aircraft
      > www.grantstar.net           - winning proposals for non-profit and for-profit entities
      > 
      > --------------------------------------------
      > On Sun, 8/12/18, Rick Neilsen  wrote:
      > 
      > 
      > Bill
      > Wow never saw a Kolb horizontal stabilizer mounted so high. The photos show a
      bunch but brings up a lot of questions.
      > It hard to see from the angle of your photo but it looks like the horizontal
      stabilizer is in line with the wing. Is the wing set with a much higher angle
      of attack than stock? I can't comment on if that is good or bad. If it is higher,
      that would explain why the horizontal stabilizer has to be set that high.
      Be careful. What is the impact on all this?? Kolbs tend to look like they are
      flying a bit nose down but your plane might go a
      > bit beyond that.
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
George Helton <gdhelton(at)gmail.com>
Date: 
Aug 12, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      
      I still think you have c/g problem more anything else. Which I mentioned in a earlier
      email.
      George H.
      Firestar 
      Mesick, Michigan 
      
      Sent from my iPhone
      
      > On Aug 12, 2018, at 12:29 PM, Bill Berle  wrote:
      > 
      > 
      > I tried to take 0one of the photos showing that the angleo f the tail is nearly
      equal to the angle of the lower surface of the wing.
      > 
      > Since I did not build this aircraft originally, I have no idea if the wing angle
      is higher or lower than stock. It looks really high because I put taller landing
      gear (Kolb Slingshot) on it, plus big tires.
      > 
      > I will try at least one "crow hop" down the runway with the stabilizer set like
      it is in the photo. If it seems controllable then I will continue climbing
      and flying, If it requires a large pull rearward on the stick then I will land
      and re-set the stabilizer angle to the last setting which was safe enough to
      make the last test flight.
      > 
      > Regarding drooping the ailerons: Last time I flew I did NOT notice that the ailerons
      were flexed upward by air loads. They looked like they were parallel to
      the bottom wing surface. If the ailerons were flying in a reflexed upward position
      I would have seen the balance weights below the wing, which I did not.
      > 
      > I also moved the control stick left and right firmly, and I did not see the ailerons
      twisting (meaning more movement at the inboard end of the aileron than
      the outboard). So I have to say that form my limited amount of testing it does
      NOT seem that the ailerons are "springy", or that the air moves them upward.
      So it seems that drooping them on the ground would make them fly in the same
      drooped position. I can easily see how this will pitch the nose down and solve
      part or all of the trim problem, but I cannot understand how this will not create
      "wash-in" or aerodynamic twist in the wrong direction. Can someone explain
      to me WHY drooping the ailerons will NOT create a wiing that stalls at the tips
      before the root?
      > 
      > I am absolutely 1000% happy and willing to try drooping the ailerons, so long
      as I can understand why it will not make the aircraft more prone to tip stall.
      > 
      > Bill Berle
      > www.ezflaphandle.com  - safety & performance upgrade for light aircraft
      > www.grantstar.net           - winning proposals for non-profit and for-profit entities
      > 
      > --------------------------------------------
      > On Sun, 8/12/18, Rick Neilsen  wrote:
      > 
      > 
      > Bill
      > Wow never saw a Kolb horizontal stabilizer mounted so high. The photos show a
      bunch but brings up a lot of questions.
      > It hard to see from the angle of your photo but it looks like the horizontal
      stabilizer is in line with the wing. Is the wing set with a much higher angle
      of attack than stock? I can't comment on if that is good or bad. If it is higher,
      that would explain why the horizontal stabilizer has to be set that high.
      Be careful. What is the impact on all this?? Kolbs tend to look like they are
      flying a bit nose down but your plane might go a
      > bit beyond that.
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
K I <wrk2win4u(at)msn.com>
Subject: 
Re: : Kolb-List:Stabilizer Angle
Date: 
Aug 12, 2018
      
      Hi Bill,
      
      
      I was just looking at the photos. Are your fuel tanks mounted side by side 
      or inline?
      
      ________________________________
      From: owner-kolb-list-server(at)matronics.com <owner-kolb-list-server@matronic
      s.com> on behalf of Bill Berle 
      Sent: Saturday, August 11, 2018 6:04:11 PM
      Subject: RE: Kolb-List:Stabilizer Angle
      
      Per the previous discussions regarding my FS2 / HKS testing, I have raised 
      the leading edge of the stabilizers significantly higher than they had orig
      inally been, in order to counteract the amount of stick force I had to hold
       to keep the nose level.
      
      I am trying to attach photos of the modification to this e-mail.
      
      These photos represent the mounting point 1.25 inches above the original mo
      unting.
      
      Bill Berle
      www.ezflaphandle.com<http://www.ezflaphandle.com>  - safety & performance u
      pgrade for light aircraft
      www.grantstar.net<http://www.grantstar.net>           - winning proposals f
      or non-profit and for-profit entities
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
chris davis <capedavis(at)yahoo.com>
Date: 
Aug 12, 2018
      
      
      Have u flown it yet? Looks to a non engineer like a drastic change.
      
      Sent from my iPhone
      
      > On Aug 11, 2018, at 8:04 PM, Bill Berle  wrote:
      > 
      > Per the previous discussions regarding my FS2 / HKS testing, I have raised the
      leading edge of the stabilizers significantly higher than they had originally
      been, in order to counteract the amount of stick force I had to hold to keep
      the nose level.
      > 
      > I am trying to attach photos of the modification to this e-mail. 
      > 
      > These photos represent the mounting point 1.25 inches above the original mounting.
      > 
      > Bill Berle
      > www.ezflaphandle.com  - safety & performance upgrade for light aircraft
      > www.grantstar.net           - winning proposals for non-profit and for-profit entities
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"Stuart Harner" <stuart(at)harnerfarm.net>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 12, 2018
      
      
      Bill,
      
      The way I understand it drooping the ailerons will cause them to act as "flaps".
      This will slightly increase the lift of that portion of the wing while adding
      a small bit of drag to the bottom of the wing.
      
      This small bit of drag will help move the nose in a downward position. 
      
      Going by Richard Pike's description it also moves the center of lift aft. Although
      in this case a small amount.  One would think that this also would help move
      the nose downward.
      
      A wing with a small amount of lift added by applying flaps will stall at a higher
      angle of attack, therefore the root with no flaps will stall before the tips
      with a little bit of flaps. This should mean that the tips will stall last while
      preserving aileron effectiveness up until the last bit of flow separates
      from the wing. Assuming the wings have no "twist" to them.
      
      Somewhere in your plans there should be data about setting the fuselage to wing
      root angle. I would verify this on both wings. Then move on to verify that the
      wing tips have the same angle. Next I would seriously do the weight an balance
      again, myself just to confirm that it is correct. If you discover that your
      wings are anything but flat along the bottom it may be causing some of your problems.
      That is likely to cause a wing heavy problem but not a tail heavy problem
      unless they are twisted equally but that is another discussion entirely.
      
      I would use different scales as a second check point. For this you don't have to
      have certified scales. For the W&B of my Firefly I bought three $25 bathroom
      scales from Walmart. I used known weights of various amounts and checked all
      3 against the known value. To my surprise they all agreed within the 0.2# resolution
      of the scales. When I got the plane into level flight attitude, I put a
      scale under all wheels and took a reading. Then rotated the scales one wheel
      clockwise and took new readings. Then did it again. I averaged all the readings
      and calculated the CG. You could do the same kind of thing with scales that
      were not identical.
      
      Doing an analysis of what is going on is a different process than second guessing
      the design. The first part of the analysis should be confirmation of the product
      against the design (plans). You already know that the plane flies tail heavy
      and that applying down elevator corrects this condition. A trim tab will
      also correct for this condition. Even though it may be a band-aid and not solve
      the underlying problem in the end it may be the most practical. By the same
      token adjusting the tail plane angle is also a band-aid if it was built to plans
      in the first place. 
      
      Sleuthing out the root cause could be fun and infuriating at the same time. Only
      you can decide how far you want to pursue it.
      
      Along with double checking the W&B checking the boom tube length would seem most
      appropriate. I had not considered that someone might have intentionally cut
      it down from the plans. But you never know if you didn't do it yourself. :)
      
      If for some reason your CG is out of whack, no amount of tweaking or tabbing or
      twisting will solve that problem. It may mask the problem but it will still be
      there waiting to bite you in the butt at the worst time possible. Murphy and
      all that....
      
      Best of luck and keep posting. We're here to help if we can.
      
      Stuart
      
      
      -----Original Message-----
      From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bill Berle
      Sent: Sunday, August 12, 2018 11:29 AM
      Subject: Re: Kolb-List:Stabilizer Angle
      
      
      I tried to take 0one of the photos showing that the angleo f the tail is nearly
      equal to the angle of the lower surface of the wing.
      
      Since I did not build this aircraft originally, I have no idea if the wing angle
      is higher or lower than stock. It looks really high because I put taller landing
      gear (Kolb Slingshot) on it, plus big tires.
      
      I will try at least one "crow hop" down the runway with the stabilizer set like
      it is in the photo. If it seems controllable then I will continue climbing and
      flying, If it requires a large pull rearward on the stick then I will land and
      re-set the stabilizer angle to the last setting which was safe enough to make
      the last test flight.
      
      Regarding drooping the ailerons: Last time I flew I did NOT notice that the ailerons
      were flexed upward by air loads. They looked like they were parallel to
      the bottom wing surface. If the ailerons were flying in a reflexed upward position
      I would have seen the balance weights below the wing, which I did not.
      
      I also moved the control stick left and right firmly, and I did not see the ailerons
      twisting (meaning more movement at the inboard end of the aileron than the
      outboard). So I have to say that form my limited amount of testing it does
      NOT seem that the ailerons are "springy", or that the air moves them upward. So
      it seems that drooping them on the ground would make them fly in the same drooped
      position. I can easily see how this will pitch the nose down and solve part
      or all of the trim problem, but I cannot understand how this will not create
      "wash-in" or aerodynamic twist in the wrong direction. Can someone explain
      to me WHY drooping the ailerons will NOT create a wiing that stalls at the tips
      before the root?
      
      I am absolutely 1000% happy and willing to try drooping the ailerons, so long as
      I can understand why it will not make the aircraft more prone to tip stall.
      
      Bill Berle
      www.ezflaphandle.com  - safety & performance upgrade for light aircraft www.grantstar.net           - winning proposals for non-profit and for-profit entities
      
      --------------------------------------------
      On Sun, 8/12/18, Rick Neilsen  wrote:
      
      
       Bill
       Wow never saw a Kolb horizontal stabilizer mounted so high. The photos show a
      bunch but brings up a lot of questions.
       It hard to see from the angle of your photo but it looks like the horizontal stabilizer
      is in line with the wing. Is the wing set with a much higher angle of
      attack than stock? I can't comment on if that is good or bad. If it is higher,
      that would explain why the horizontal stabilizer has to be set that high. Be
      careful. What is the impact on all this?? Kolbs tend to look like they are flying
      a bit nose down but your plane might go a  bit beyond that.
      
      
________________________________________________________________________________
From: 
Larry Cottrell <lcottrell1020(at)gmail.com>
Date: 
Aug 12, 2018
Subject: 
Annual Rock House fly-in
      
      I was just reminded that its time to invite all of you to the Rock House
      for the annual fly-in and liars convention. Every one who can find their
      way here through the smoke and fires will be welcome, regardless of what
      you fly or drive. At this time the condition of the skies and resultant
      visibility is in question. However having in mind how long these things
      have been burning might indicate that they should some time soon run out of
      fuel, and visibility can be restored.
      
      If you decide to come, you should be prepared to camp and should have some
      means of staving off starvation if necessary to get here. Once here we will
      supply most if not all of your food requirements. Every body pitches in and
      contributes what they can or we what we need. The only thing we are short
      on is shade. There is a pool ( small, but suitable) hot tub, Sauna. Bring
      towels and the guy's should bring suits, females, clothing optional.
      
      The fly-in will last as long as the interest is there. Since I live in a
      remote area, visitors equal distraction, so stay as long as you want to.
      
      Larry
      
      -- 
      *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.*
      
________________________________________________________________________________
Date: 
Aug 12, 2018
From: 
Bill Berle <victorbravo(at)sbcglobal.net>
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      
      Hi Kurt, thanks for chiming in on this discussion.
      
      My fuel tanks are stock Kolb plastic cans in the stock (inline) position. I had
      briefly thought about putting the fuel where the rear "seat" was, but in the
      end I did not want to redesign that. I know other people have put the fuel in
      the "rear seat" location. It makes sense to me. If it turns out that my CG is
      behind the maximum Kolb factory limit then I may have to move the fuel, because
      there is not any safe place to put the battery in the front of the aircraft.
      
      Stuart thank you for your input as well, and thanks to everyone else (John, Richard,
      George, Larry, and the "usual suspects") once again. 
      
      I am really sorry if I seem to have "an attitude" about any of this, but I absolutely
      promise I am not being a smart ass here. I just need the answers and opinions
      of others to make sense and not conflict with established basic aerodynamics
      or basic aircraft engineering principles.
      
      Bill Berle
      www.ezflaphandle.com - safety & performance upgrade for light aircraft
      www.grantstar.net      - winning proposals for non-profit and for-profit entities
      
      --------------------------------------------
      On Sun, 8/12/18, K I  wrote:
      
       Subject: Re: Kolb-List:Stabilizer Angle
       To: "kolb-list(at)matronics.com" 
       Date: Sunday, August 12, 2018, 11:05 AM
      
      
       Hi Bill,
      
      
       I was just looking
       at the photos. Are your fuel tanks mounted side by side or
       inline?
      
      
       From:
       owner-kolb-list-server(at)matronics.com
        on behalf of
       Bill Berle 
      
       Sent: Saturday, August 11, 2018 6:04:11 PM
      
       To: kolb-list(at)matronics.com
      
       Subject: RE: Kolb-List:Stabilizer Angle
      
      
       Per the
       previous discussions regarding my FS2 / HKS testing, I have
       raised the leading edge of the stabilizers significantly
       higher than they had originally been, in order to counteract
       the amount of stick force I had to hold to keep
        the nose level.
      
      
       I am trying to attach photos of the modification to this
       e-mail. 
      
      
       These photos represent the mounting point 1.25 inches above
       the original mounting.
      
      
       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>
Date: 
Aug 12, 2018
Subject: 
Fly-in
      
      That would be Sept 8th and RSVP please.
      Larry
      
      -- 
      *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: 
Robert Lobdell <robpen5557(at)gmail.com>
Date: 
Aug 12, 2018
Subject: 
Re: Fly-in
      
      Larry where is this fly in?  I=99m in East Texas (Waskom).   If time p
      ermits I would love to try a trip.  Just not sure how far.  Flying a Aeronca
       Chief cruising at 65.  May take a while.  
      
      Thanks
      Robert Lobdell
      Waskom, Texas
      
      
      Our goal as proficient Pilots is using superior planning to avoid situations
       which require superior skill.  
      
      > On Aug 12, 2018, at 2:06 PM, Larry Cottrell  wrot
      e:
      > 
      > That would be Sept 8th and RSVP please.
      > Larry
      > 
      > -- 
      > The older I get, the less tolerant I am of those who are intolerant of oth
      ers.
      > 
      > If you forward this email, or any part of it, please remove my email addre
      ss before sending.
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Annual Rock House fly-in
Date: 
Aug 12, 2018
      
      I'm tweaking the 5th wheel and making my loading list at this moment.  
      The Rock House Flyin is the highlight of my year.  For many years I flew 
      there in the MKIII, but haven't had the urge to make that long flight 
      out and back since my last in 2014, to celebrate my 75th birthday.
      
      
      We have a great time visiting and couldn't find a better place to chill 
      out and relax for a while.
      
      
      Anxious to  get going.
      
      
      john h
      
      mkIII
      
      Titus, Alabama
      
      
      From: owner-kolb-list-server(at)matronics.com 
      [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry 
      Cottrell
      Sent: Sunday, August 12, 2018 1:55 PM
      Subject: Kolb-List: Annual Rock House fly-in
      
      
      I was just reminded that its time to invite all of you to the Rock House 
      for the annual fly-in and liars convention. Every one who can find their 
      way here through the smoke and fires will be welcome, regardless of what 
      you fly or drive. At this time the condition of the skies and resultant 
      visibility is in question. However having in mind how long these things 
      have been burning might indicate that they should some time soon run out 
      of fuel, and visibility can be restored.
      
      
      If you decide to come, you should be prepared to camp and should have 
      some means of staving off starvation if necessary to get here. Once here 
      we will supply most if not all of your food requirements. Every body 
      pitches in and contributes what they can or we what we need. The only 
      thing we are short on is shade. There is a pool ( small, but suitable) 
      hot tub, Sauna. Bring towels and the guy's should bring suits, females, 
      clothing optional.
      
      
      The fly-in will last as long as the interest is there. Since I live in a 
      remote area, visitors equal distraction, so stay as long as you want to.
      
      
      Larry
      
      
      -- 
      
      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>
Subject: 
Fly-in
Date: 
Aug 12, 2018
      
      Robert L/Kolbers,
      
      
      Straight line distance from Waskom to the Rock House is aprx 1500 miles, 
      about a 23-24 hour flight.  It takes me 24 hours to fly to the Rock 
      House averaging 80 mph.  Be a good flight in an Aeronca.
      
      
      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, August 12, 2018 2:21 PM
      Subject: Re: Kolb-List: Fly-in
      
      
      Larry where is this fly in?  I=99m in East Texas (Waskom).   If 
      time permits I would love to try a trip.  Just not sure how far.  Flying 
      a Aeronca Chief cruising at 65.  May take a while.  
      
      
      Thanks
      
      Robert Lobdell
      
      Waskom, Texas
      
      
________________________________________________________________________________
From: 
David Pemberton <pemberton.david(at)gmail.com>
Date: 
Aug 12, 2018
Subject: 
Re: Fly-in
      
      What state, town, did you say fly in is?
      
      Fire star II
      
      Sent from my iPhone
      
      > On Aug 12, 2018, at 2:20 PM, Robert Lobdell  wrote:
      > 
      > Larry where is this fly in?  I=99m in East Texas (Waskom).   If time
       permits I would love to try a trip.  Just not sure how far.  Flying a Aeron
      ca Chief cruising at 65.  May take a while.  
      > 
      > Thanks
      > Robert Lobdell
      > Waskom, Texas
      > 
      > 
      > Our goal as proficient Pilots is using superior planning to avoid situatio
      ns which require superior skill.  
      > 
      >> On Aug 12, 2018, at 2:06 PM, Larry Cottrell  wro
      te:
      >> 
      >> That would be Sept 8th and RSVP please.
      >> Larry
      >> 
      >> -- 
      >> The older I get, the less tolerant I am of those who are intolerant of ot
      hers.
      >> 
      >> If you forward this email, or any part of it, please remove my email addr
      ess before sending.
      
________________________________________________________________________________
From: 
Charlie England <ceengland7(at)gmail.com>
Date: 
Aug 12, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      Here are a few thoughts from the guy with less Kolb time than you.
      (Probably less than 10 minutes. :-)  )
      
      One possible reason to not get the same reversed inboard/outboard stall
      pattern when you droop the Kolb ailerons is that they are more or less full
      span, so the root gets the same change that a 'normal' plane's aileron area
      would get when the ailerons droop.
      
      But I'm kinda in the cg camp, as well. Did you mention whether you had to
      pull the nose up to flair for landing, or did you have to push even in the
      flair? If you were always pushing, I wouldn't want to fly it again before
      *knowing* where the cg really is. I had one experience with a tail heavy
      Luscombe (water in the fuselage), and I'm quite proud to still be alive. I
      suspect that a Kolb, with the engine already behind the cg, could be
      completely unrecoverable if it has an out of limit aft cg
      & the nose got 'up'.
      
      As someone mentioned, I'd be verifying every measurement distance and angle
      you can find in the plans, before doing anything else. Then I'd re-do
      weight & balance, paying particular attention to not only where the datum
      is, but also where the measurement points are, because with the extended
      gear, everything changes. I have no idea how detailed the Firestar
      instructions are, but my prehistoric Twinstar plans had very little in the
      way of  useful w&b instructions.
      
      Charlie
      
      
      On Sun, Aug 12, 2018 at 11:29 AM, Bill Berle 
      wrote:
      
      >
      > I tried to take 0one of the photos showing that the angleo f the tail is
      > nearly equal to the angle of the lower surface of the wing.
      >
      > Since I did not build this aircraft originally, I have no idea if the wing
      > angle is higher or lower than stock. It looks really high because I put
      > taller landing gear (Kolb Slingshot) on it, plus big tires.
      >
      > I will try at least one "crow hop" down the runway with the stabilizer set
      > like it is in the photo. If it seems controllable then I will continue
      > climbing and flying, If it requires a large pull rearward on the stick then
      > I will land and re-set the stabilizer angle to the last setting which was
      > safe enough to make the last test flight.
      >
      > Regarding drooping the ailerons: Last time I flew I did NOT notice that
      > the ailerons were flexed upward by air loads. They looked like they were
      > parallel to the bottom wing surface. If the ailerons were flying in a
      > reflexed upward position I would have seen the balance weights below the
      > wing, which I did not.
      >
      > I also moved the control stick left and right firmly, and I did not see
      > the ailerons twisting (meaning more movement at the inboard end of the
      > aileron than the outboard). So I have to say that form my limited amount of
      > testing it does NOT seem that the ailerons are "springy", or that the air
      > moves them upward. So it seems that drooping them on the ground would make
      > them fly in the same drooped position. I can easily see how this will pitch
      > the nose down and solve part or all of the trim problem, but I cannot
      > understand how this will not create "wash-in" or aerodynamic twist in the
      > wrong direction. Can someone explain to me WHY drooping the ailerons will
      > NOT create a wiing that stalls at the tips before the root?
      >
      > I am absolutely 1000% happy and willing to try drooping the ailerons, so
      > long as I can understand why it will not make the aircraft more prone to
      > tip stall.
      >
      > 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>
Date: 
Aug 12, 2018
Subject: 
Re: Fly-in
      
      The Rock House is located at 42 40.419 N  117 51.198 W  If you Google it it
      will show you what it looks like.
      
      Its in the SE corner of Oregon.
      Larry
      
      On Sun, Aug 12, 2018 at 1:30 PM Robert Lobdell  wrote
      :
      
      > Larry where is this fly in?  I=99m in East Texas (Waskom).   If tim
      e permits
      > I would love to try a trip.  Just not sure how far.  Flying a Aeronca Chi
      ef
      > cruising at 65.  May take a while.
      >
      > Thanks
      > Robert Lobdell
      > Waskom, Texas
      >
      >
      > Our goal as proficient Pilots is using superior planning to avoid
      > situations which require superior skill.
      >
      > On Aug 12, 2018, at 2:06 PM, Larry Cottrell 
      > wrote:
      >
      > That would be Sept 8th and RSVP please.
      > Larry
      >
      > --
      > *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.*
      
________________________________________________________________________________
From: 
Larry Cottrell <lcottrell1020(at)gmail.com>
Date: 
Aug 12, 2018
Subject: 
Re: Fly-in
      
      That would be Oregon and the nearest town is Jordan Valley at 52 miles.
      Larry
      
      On Sun, Aug 12, 2018 at 2:10 PM David Pemberton 
      wrote:
      
      > What state, town, did you say fly in is?
      >
      > Fire star II
      >
      > Sent from my iPhone
      >
      > On Aug 12, 2018, at 2:20 PM, Robert Lobdell  wrote:
      >
      > Larry where is this fly in?  I=99m in East Texas (Waskom).   If tim
      e permits
      > I would love to try a trip.  Just not sure how far.  Flying a Aeronca Chi
      ef
      > cruising at 65.  May take a while.
      >
      > Thanks
      > Robert Lobdell
      > Waskom, Texas
      >
      >
      > Our goal as proficient Pilots is using superior planning to avoid
      > situations which require superior skill.
      >
      > On Aug 12, 2018, at 2:06 PM, Larry Cottrell 
      > wrote:
      >
      > That would be Sept 8th and RSVP please.
      > Larry
      >
      > --
      > *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.*
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Spades
Date: 
Aug 12, 2018
      
      
      Kolbs don't stall inboard first.   If they did, Flaperons equipped models
      would be falling out of the sky.
      
      Don't take my word on that.  I can't explain why Kolbs don't stall inboard
      first, but I know they don't through "actual" experience.  That's like our
      elevator hinge attachment.  I can't explain why it works, but I know it does
      without a doubt.  Its history.
      
      I'm surprised you haven't checked wing incidence.  It may be correct or it
      may be way out.
      
      It doesn't matter to me whether you droop your ailerons or not.  I think you
      have a bigger problem in aircraft rigging.  I don't recall Kolbs wanting to
      climb like yours.  Normally they need nose up trim.
      
      I don't know anyone that can fix your Kolb through email.
      
      john h
      mkIII
      Titus, Alabama
      
________________________________________________________________________________
Date: 
Aug 13, 2018
From: 
Bill Berle <victorbravo(at)sbcglobal.net>
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      
      --------------------------------------------
      On Sun, 8/12/18, Charlie England  wrote:
      
      " But I'm kinda in the cg camp, as well. Did you mention whether you had to pull
      the nose up to flair for
       landing, or did you have to push even in the flair? If you were always pushing,
      I wouldn't want to fly it again
       before *knowing* where the cg really is."
      
      My aircraft does NOT require a "push" during landing. I still pull the stick back
      to flare out and land. 
      
      I am absolutely certain that the CG on the day we did the W&B was within the factory
      specified limits. If I have been lucky enough to lose enough weight since
      then, so much that the aircraft is now outside of the Kolb specifications, well
      then that would answer a lot. 
      
      But it would not answer everything, because at an aft CG location your aircraft
      will stall SLOWER than it will at any other CG location. But it appears that
      my aircraft stalls a little faster than others.
      
      I think the Kolb factory CG limit is something like 43% of MAC chord. Do you guys
      think that being anywhere within the factory CG is safe, or do you guys think
      that some of the Kolb factory CG numbers are unsafe?
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"racerjerry" <gnking2(at)verizon.net>
Date: 
Aug 13, 2018
      
      
      Where the heck are you getting the aft C/G limit figure of 43%?
      
      Quote from my Firestar book (transition period between Firestar I & Firestar II)
      page 74:
      "... the airplane will be safe to fly if the center of gravity is between 20% and
      35% of wing chord as measured from the leading edge."
      
      The Weight & Balance Calculation diagram on my plans page 26 stretches the aft
      limit to 37%.
      In my opinion, with anything beyond this you are flirting with death.
      
      BTW, I shortened the tail boom on my Firestar II one foot which resulted in completely
      neutral pitch forces on mine (always flown solo).  Interesting to hear
      of different results.
      
      Jerry King
      
      --------
      Jerry King
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482342#482342
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Richard Pike" <thegreybaron(at)charter.net>
Date: 
Aug 13, 2018
      
      
      Here is a copy of the Yellow Book, scroll down to pages 41-43.
      http://oh2fly.net/oldpoops/Lexan%20rear%20enclosure.html
      CG must fall between 20% and 37%.
      
      --------
      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=482343#482343
      
      
________________________________________________________________________________
From: 
Denny Baber <baberdk(at)gmail.com>
Date: 
Aug 13, 2018
Subject: 
Re: Kolb-List:Stabilizer Angle
      
      When you lower the ailerons, you are lowering the rear of the chord for
      that wing section and the increased angle of attack produces more lift. It
      is the same on the ailerons and the flaps. The flaps work in the same
      direction, the ailerons operate opposite so we operate around one axis with
      the flaps and another axis with the ailerons. The opposite of lift is drag
      so we also change the trim. You are usually right so I read it as being
      correct. But I also agree with whoever said that these are *experimental *and
      instead of overthinking it, like Nike says, "Just do it". If it doesn't
      work one way, try the other way. All the crashes I have heard of that are
      mechanical failures have not been from adjustment. So get out there and
      EXPERIMENT until you can fly hands off. We are the owners of these planes
      and the FAA has agreed to let us experiment on them if we don't kill anyone
      else. I appreciate the freedom from certified or anyone's opinion.
      
      
      Respectfully,
      Dennis Baber
      Cape Coral, Fl
      baberdk(at)gmail.com
      305-814-7218
      
      Stay Curious
      
________________________________________________________________________________
From: 
Denny Baber <baberdk(at)gmail.com>
Date: 
Aug 13, 2018
Subject: 
Re: Kolb-List:Stabilizer Angle
      
      Drooping the ailerons will increase angle of attack which increases lift.
      
      
      Respectfully,
      Dennis Baber
      Cape Coral, Fl
      baberdk(at)gmail.com
      305-814-7218
      
      Stay Curious
      
________________________________________________________________________________
From: 
George Helton <gdhelton(at)gmail.com>
Date: 
Aug 13, 2018
Subject: 
Re: Kolb-List:Stabilizer Angle
      
      Just one thing. The opposite of lift is gravity. The opposite drag is thrust
      . But, I know what you were trying to refer to or say.
      George H. 
      Firestar
      Mesick, Michigan 
      
      Sent from my iPhone
      
      > On Aug 13, 2018, at 9:24 AM, Denny Baber  wrote:
      > 
      > When you lower the ailerons, you are lowering the rear of the chord for th
      at wing section and the increased angle of attack produces more lift. It is t
      he same on the ailerons and the flaps. The flaps work in the same direction,
       the ailerons operate opposite so we operate around one axis with the flaps a
      nd another axis with the ailerons. The opposite of lift is drag so we also c
      hange the trim. You are usually right so I read it as being correct. But I a
      lso agree with whoever said that these are experimental and instead of overt
      hinking it, like Nike says, "Just do it". If it doesn't work one way, try th
      e other way. All the crashes I have heard of that are mechanical failures ha
      ve not been from adjustment. So get out there and EXPERIMENT until you can f
      ly hands off. We are the owners of these planes and the FAA has agreed to le
      t us experiment on them if we don't kill anyone else. I appreciate the freed
      om from certified or anyone's opinion. 
      > 
      > 
      > Respectfully,
      > Dennis Baber
      > Cape Coral, Fl
      > baberdk(at)gmail.com
      > 305-814-7218
      > 
      > Stay Curious 
      > 
      > 
      
________________________________________________________________________________
Date: 
Aug 13, 2018
From: 
Bill Berle <victorbravo(at)sbcglobal.net>
Subject: 
Re: Kolb-List:Stabilizer Angle
      
      
      Forgive me if my memory is not perfect on that CG range number. I remember it was
      a number that was greater than most of the CG ranges found on light aircraft.
      
      My point was that when we did the weight and balance my aircraft WAS found to be
      within the safe range specified in the plans, whatever that number is. 
      
      If it was close to the rear limit on the day we weighed it, and if I have miraculously
      lost more weight than I expected since then... then we will re-calculate
      it and see if I am still within the specified range. If my aircraft is outside
      of the range specified by Kolb, then I will have to move things around and
      make it safe to fly. 
      
      I will not intentionally fly this aircraft outside of the Kolb specified CG range.
      
      
      The only time I have ever done that type of experimentation in an aircraft was
      under controlled conditions with a parachute, and the CG was able to be moved
      in flight once I was at a safe altitude. I don't have that capability with the
      Kolb, and I'm not going off to fly in national competitions, and sadly I'm not
      an indestructible 26 year old kid anymore.
      
      Bill Berle
      www.ezflaphandle.com - safety & performance upgrade for light aircraft
      www.grantstar.net      - winning proposals for non-profit and for-profit entities
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Jerry-TS-MkII" <12flybellaire(at)gmail.com>
Date: 
Aug 13, 2018
      
      
      I've been following this post... (and no, I'm not a engineer either! LOL).  But
      I have been a EAA member since the Rockford days, and have read every Sport Aviation,
      and lots of other aircraft and design related books.  Have worked avionics,
      helped rebuild 3 GA planes, and worked on several home-builts including
      my own Bellaire SE.
      
      So.. just a few comments.
      I do agree that W&B should be checked.  And I'd recommend you have a helper, so
      that you can climb into the plane, and check it that way as well.  It's always
      hard to know where the weight datum is located on a large body, with arms and
      legs.  I'll describe the generic way to do so, below.  But I agree, that rearward
      CG is very dangerous.  However, you have not mentioned any bad flight characteristics
      (in normal flight).  Too far aft, it will become un-stable.. and
      then un-flyable.  I wouldn't recommend doing any stalls at this point.  And it's
      quite easy to add some weight in the nose.  I helped a guy fly a Hummer, and
      he weighed about 90 lbs.  We secured lead inside the forward foot support cross
      bar, to compensate for his very light weight.  
      
      When using the term "wing chord" as the basis for the percentages for a acceptable
      CG range.. I'd find out from KOLB if that is between the leading and trailing
      tubes, or including the aileron chord too.  Makes a big difference.  Or just
      ask them the distance back from the leading edge.  A forward CG is rarely a
      problem.. so I'd think moving it forward with some (temporary, but well secured)
      nose weight would be prudent, and may help resolve the problem.
      
      "Center of pressure" develops pitching moments, which are different for any given
      airfoil.  And it changes (typically) with the angle of attack.  So to verify
      all of that for sure, take a close look at the rib profile.  You "could have"
      a "user modification" with a different airfoil.  In light of the characteristics
      mentioned, I'd mount a Go-pro above the wing, to observe it, while making
      a near take-off run.  (Ie wing is loaded and lifting).  Make sure you do not
      have fabric that is either loose, or stretching with flight loads, causing the
      airfoil to be different than what was prescribed in the plans.  That would include
      checking or observing the covering attachment to the stabilizer (top and
      bottom!!).  Have you checked the geometry of the tail boom relative to the wing
      incidence?  I've seen bent Kolbs before, but I'd think that would be obvious.
      
      
      I agree with you.. while trim tabs are wonderful, yours would be the size of your
      elevator!!  They are intended to only slightly modify the elevator position
      in flight with a opposite deflection.. and not to resolve major "problems".
      
      Generic W&B.  If you know the normal flight angle, (probably 3-4 positive angle
      of attack).. make a support for your tail wheel scale, so that on 3 scales, it
      is in the normal flying stance.
      
      Pick a datum point.. say the very nose of the plane.  Plumb bob from there, to
      measure back to the position of the axles, and to the center of the tail wheel.
      Multiply the length in inches x the (two weights) for the mains, and do the
      same for the tail.  Adding the weights, gives you the AC weight, and adding the
      two products together gives you the lever arm.  Divide that by the total weight.
      The answer will be the balance point in inches back from the same nose
      (datum point).
      
      Just an example:
      Nose to main axles 48" x 500# = 24000 in/lbs
      Nose to tail wheel  192" x 25# = 4800 in/lbs
      Total weight 525.  total lever arm 28800... 28800/525 = CG at 54.85" from the nose.
      Measure from the nose to the Leading Edge (and subtract that distance),
      and compare the remainder with the chord, for the percentage of the chord.  If
      you add a pilot, do the same measurements, add in the weight and arm, TOW goes
      up, and the CG will change.  So.. I'd suggest you put fuel in it, and YOU, and
      have someone else take the readings.  20-30% of the chord would seem to be
      much safer than 43%.  Acrobatic planes push the CG rearward, so they snap roll
      more quickly!
      
      While we are all flying "Experimental" aircraft with Kolbs.. it is a well established
      design.  Tweaking is fine, if something is new and unknown, or only slightly
      off.  But it would appear (I believe) to everyone on the list.. something
      is "wrong" with your plane.. and needs correction, not just tweaking, or a trim
      tab.  If the solution does not become obvious, with all of the input from
      the forum, you may want to find some local EAA guys to take a look at it.. something
      seems to be amiss.. and we're all wanting you to keep complaining about
      heavy ailerons for a long time! ;-)
      
      Jerry
      Twin Star MK II (rework at present)
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482348#482348
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 13, 2018
      
      
       In all my years I have never seen or heard of a Kolb that had a cg problem
      unless there were major changes to the design or a bunch of weight was
      placed too far aft or too far forward.  It just doesn't happen.
      
      How tight the fabric is shrunk, especially the bottom and the top of the
      wing has got to change flight characteristics.  I shrink mine until it
      starts bending tubes.  When you look at your wing bottom while sitting on
      the ground it is nice and flat.  It does not stay that way once it is
      loaded.  The looser the fabric the more concave the bottom of the wing in
      flight.  I really do not know what flight characteristic this changes, but I
      have a gut feeling it does.
      
      If it was my problem I'd be taking measurements of everything.  Start out
      with wing incidence.  Someone help me here.  I'm thinking more wing
      incidence causes the aircraft to climb excessively.  I don't know.  Some of
      you smarter Kolbers help me out.  I'm not a Kolb expert, and don't mind
      admitting when I am wrong or if I don't know something.  Asking questions
      helps get me educated.
      
      Something ain't right with Berle's Kolb.  All he has to do is find it and
      correct it.
      
      One thing Berle said blows my mind.  I do not comprehend the following.
      Excessive adverse pitch up while flying, but he used aft stick when landing.
      Can't wrap my head around that one.
      
      Anxious to find out what the "real" problem is.  When I first started flying
      Kolbs I had a lot to learn about this unique aircraft.  I had no fixed wing
      training on top of that.  I must have been a good fixed wing IP (instructor
      pilot) because I didn't kill myself.  ;-)
      
      
      john h
      mkIII
      Titus, Alabama
      
      
________________________________________________________________________________
Subject: 
Re: Flutter / Firestar Test Flight #2
From: 
"Mcabbage" <Mc(at)americanbuilding.com>
Date: 
Aug 13, 2018
      
      
      Excellent discussion, im not trying to hijack your post Bill
      but may i ask as a zero time Kolb pilot what is the proper way to fly 
      and land an engine out Kolb?
      Thanks Mike
      
      --------
      2007  Firestar 2 503  N203SD
      Moster 185 Flattop PPG/Sky K2 Paraglider
      Trike Buggy Soaring Trike & Northwing Stratus XP
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482350#482350
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Flutter / Firestar Test Flight #2
Date: 
Aug 13, 2018
      
      
      Not much different than powered landing.  Only thing is you don't get a
      second chance to do it.  The Kolb will glide better dead stick and with the
      engine at idle.  
      
      We should all be constantly looking for forced landing areas as we fly.
      Most likely the engine will quit when you least expect it, not necessarily
      when you have a nice big hay field to land in.
      
      If you can shoot your approach at idle all the way to the ground, you can do
      a dead stick.  
      
      I've been flying 50 years next month.  I still practice engine failures with
      dead stick landings.  When the time comes I want to be able to execute the
      forced landing with ease.
      
      john h
      mkIII
      Titus, Alabama
      
      
      Excellent discussion, im not trying to hijack your post Bill
      but may i ask as a zero time Kolb pilot what is the proper way to fly 
      and land an engine out Kolb?
      Thanks Mike
      
      --------
      2007  Firestar 2 503  N203SD
      
      
________________________________________________________________________________
Subject: 
Re: Flutter / Firestar Test Flight #2
From: 
Charlie England <ceengland7(at)gmail.com>
Date: 
Aug 13, 2018
      
      
      Amen to that.
      When I did my training for my private ticket (in a not-Kolb), I was 
      fortunate to have an instructor that made me treat every landing as an 
      engine-out. I had to be at idle at pattern altitude abeam the numbers, 
      and make the landing work from there. I realize that going to idle that 
      early isn't likely to work in a Kolb, but carrying power into the flair 
      on every landing is a sure-fire way to guarantee a bent plane (and maybe 
      broken people) the 1st time the engine actually fails. That's true no 
      matter what you fly, unless it has turbine power.
      
      Charlie
      
      On 8/13/2018 11:28 AM, John Hauck wrote:
      >
      > Not much different than powered landing.  Only thing is you don't get a
      > second chance to do it.  The Kolb will glide better dead stick and with the
      > engine at idle.
      >
      > We should all be constantly looking for forced landing areas as we fly.
      > Most likely the engine will quit when you least expect it, not necessarily
      > when you have a nice big hay field to land in.
      >
      > If you can shoot your approach at idle all the way to the ground, you can do
      > a dead stick.
      >
      > I've been flying 50 years next month.  I still practice engine failures with
      > dead stick landings.  When the time comes I want to be able to execute the
      > forced landing with ease.
      >
      > john h
      > mkIII
      > Titus, Alabama
      >
      >
      >   
      > Excellent discussion, im not trying to hijack your post Bill
      > but may i ask as a zero time Kolb pilot what is the proper way to fly
      > and land an engine out Kolb?
      > Thanks Mike
      >
      > --------
      > 2007  Firestar 2 503  N203SD
      >   
      >
      >
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
      https://www.avast.com/antivirus
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Flutter / Firestar Test Flight #2
Date: 
Aug 13, 2018
      
      
      I forget how many landings I've done in my MKIII, 7 or 8 thousand.  Too lazy to
      get up.  Now I see my log books on the end of my desk.  In my mkIII alone, 7,302
      landings, not counting multiple landings from bounces.  Not counting landings
      in other Kolbs.
      
      All those landings were idle engine unless I was in a Hell of a wind and needed
      some power to help the rudder kick the tail around.  Not hard for a good wind
      to overpower the rudder at idle.
      
      Doesn't count landings in my Ultrastar and Firestar.  I started shooting  landings
      at idle from the get go in the US.  It was just the natural thing to do, to
      me.  Back then we experienced a lot of engine outs, and I wanted to be prepared.
      
      Got my Private Ticket in a 152, 22 years after Army Rotary Wing Training and 16
      years after I started flying Kolbs.  I was getting ready to build a two place
      Kolb.  Don't know how many landings in the US and FS, but I did get 1150.0 hours
      in both aircraft in less than 5 years.  I was pretty hard on those airplanes
      confronted with a steep learning curve.  There were a couple years of down
      time to repair, and another complete rebuild down to bare steel on the fuselage
      and other steel parts.  I was a flying fool back then.
      
      I was taught idle power landings in the 152.
      
      What were we talking about?  Sorry, I got carried away again.
      
      john h
      mkIII
      Titus, Alabama
      
      
      Amen to that.
      When I did my training for my private ticket (in a not-Kolb), I was 
      fortunate to have an instructor that made me treat every landing as an 
      engine-out. I had to be at idle at pattern altitude abeam the numbers, 
      and make the landing work from there. I realize that going to idle that 
      early isn't likely to work in a Kolb, but carrying power into the flair 
      on every landing is a sure-fire way to guarantee a bent plane (and maybe 
      broken people) the 1st time the engine actually fails. That's true no 
      matter what you fly, unless it has turbine power.
      
      Charlie
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Richard Pike" <thegreybaron(at)charter.net>
Date: 
Aug 13, 2018
      
      
      Even though Frankd does not have Image Resizer (poor chap - blew the page dimensions all to pot wit da giant pitchur) https://www.bricelam.net/ImageResizer/
      he does bring up a good point: if your wing and your horizontal stab have the wrong
      angle between them, it causes problems.
      
      There is an app for Android phones called "Bubble Level" - it seems to be accurate
      to 1/10 of a degree.  Went out and checked my MKIII; stab leading edge bracket
      is right to plans, main spar attach point is right to plans.
      The underside of the wing measured along a rib bottom was at an angle of 8.3 degrees.
      
      The root tube of the horizontal stab was at .3 degrees. 
      Exactly 8 degrees of difference between the bottom of the wing and the horizontal
      stab.
      
      Don't know if that is what it is supposed to be, but my MKIII has always been easy
      to fly, trim, etc. At least it is known to behave acceptably, which gives
      us all something to work from.
      
      Worth what ya paid fer it.
      
      So Brother Berle - How about you download Bubble Level onto your smart phone, go
      check your wing and tail, and let us know what ya got.
      
      --------
      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=482358#482358
      
      
________________________________________________________________________________
Date: 
Aug 13, 2018
Subject: 
: Kolb-List:Stabilizer Angle
From: 
Bill <victorbravo(at)sbcglobal.net>
      
      
      To answer one of the questions raised, my decalage angle is 4 degrees. With wings
      level the stabilizer is 4 degrees nose down (with the new tall extensions).
      This seems reasonable. 
      
      Sent from my Samsung Captivate(tm) on AT&T
      
      John Hauck  wrote:
      
      >
      >
      > In all my years I have never seen or heard of a Kolb that had a cg problem
      >unless there were major changes to the design or a bunch of weight was
      >placed too far aft or too far forward.  It just doesn't happen.
      >
      >How tight the fabric is shrunk, especially the bottom and the top of the
      >wing has got to change flight characteristics.  I shrink mine until it
      >starts bending tubes.  When you look at your wing bottom while sitting on
      >the ground it is nice and flat.  It does not stay that way once it is
      >loaded.  The looser the fabric the more concave the bottom of the wing in
      >flight.  I really do not know what flight characteristic this changes, but I
      >have a gut feeling it does.
      >
      >If it was my problem I'd be taking measurements of everything.  Start out
      >with wing incidence.  Someone help me here.  I'm thinking more wing
      >incidence causes the aircraft to climb excessively.  I don't know.  Some of
      >you smarter Kolbers help me out.  I'm not a Kolb expert, and don't mind
      >admitting when I am wrong or if I don't know something.  Asking questions
      >helps get me educated.
      >
      >Something ain't right with Berle's Kolb.  All he has to do is find it and
      >correct it.
      >
      >One thing Berle said blows my mind.  I do not comprehend the following.
      >Excessive adverse pitch up while flying, but he used aft stick when landing.
      >Can't wrap my head around that one.
      >
      >Anxious to find out what the "real" problem is.  When I first started flying
      >Kolbs I had a lot to learn about this unique aircraft.  I had no fixed wing
      >training on top of that.  I must have been a good fixed wing IP (instructor
      >pilot) because I didn't kill myself.  ;-)
      >
      >
      >john h
      >mkIII
      >Titus, Alabama
      >
      >
      
      
________________________________________________________________________________
Date: 
Aug 13, 2018
Subject: 
: Kolb-List:Stabilizer Angle
From: 
Bill <victorbravo(at)sbcglobal.net>
      
      
      Also the distance from the attach bolt at the fuselage cage to the rear edge of
      the fuselage tube (inside the steel ring) at the rear is 10 ft 6 in.
      
      Sent from my Samsung Captivate(tm) on AT&T
      
      John Hauck  wrote:
      
      >
      >
      > In all my years I have never seen or heard of a Kolb that had a cg problem
      >unless there were major changes to the design or a bunch of weight was
      >placed too far aft or too far forward.  It just doesn't happen.
      >
      >How tight the fabric is shrunk, especially the bottom and the top of the
      >wing has got to change flight characteristics.  I shrink mine until it
      >starts bending tubes.  When you look at your wing bottom while sitting on
      >the ground it is nice and flat.  It does not stay that way once it is
      >loaded.  The looser the fabric the more concave the bottom of the wing in
      >flight.  I really do not know what flight characteristic this changes, but I
      >have a gut feeling it does.
      >
      >If it was my problem I'd be taking measurements of everything.  Start out
      >with wing incidence.  Someone help me here.  I'm thinking more wing
      >incidence causes the aircraft to climb excessively.  I don't know.  Some of
      >you smarter Kolbers help me out.  I'm not a Kolb expert, and don't mind
      >admitting when I am wrong or if I don't know something.  Asking questions
      >helps get me educated.
      >
      >Something ain't right with Berle's Kolb.  All he has to do is find it and
      >correct it.
      >
      >One thing Berle said blows my mind.  I do not comprehend the following.
      >Excessive adverse pitch up while flying, but he used aft stick when landing.
      >Can't wrap my head around that one.
      >
      >Anxious to find out what the "real" problem is.  When I first started flying
      >Kolbs I had a lot to learn about this unique aircraft.  I had no fixed wing
      >training on top of that.  I must have been a good fixed wing IP (instructor
      >pilot) because I didn't kill myself.  ;-)
      >
      >
      >john h
      >mkIII
      >Titus, Alabama
      >
      >
      
      
________________________________________________________________________________
From: 
B Young <byoungplumbing(at)gmail.com>
Date: 
Aug 13, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      When using the term "wing chord" as the basis for the percentages for a
      acceptable CG range.. I'd find out from KOLB if that is between the leading
      and trailing tubes, or including the aileron chord too.
      
      *************************
      
      Checked the plans for my mkiii c...
      
      Front of Leading edge to the rear of  trailing edge is 50. 5/8.
      W&B  page says to use 66 for figuring the  % of CG which should be between
      25%  and 35 %
      
      With these numbers I've concluded that % of wing cord includes ailerons and
      flaps
      
      Boyd Young
      Mkiii c
      Utah
      
________________________________________________________________________________
From: 
Larry Cottrell <lcottrell1020(at)gmail.com>
Date: 
Aug 13, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      Measured my firestar 2 and it is 8 degrees difference as well.
      Larry
      
      On Mon, Aug 13, 2018 at 3:49 PM Richard Pike 
      wrote:
      
      >
      > Even though Frankd does not have Image Resizer (poor chap - blew the page
      > dimensions all to pot wit da giant pitchur)
      > https://www.bricelam.net/ImageResizer/
      > he does bring up a good point: if your wing and your horizontal stab have
      > the wrong angle between them, it causes problems.
      >
      > There is an app for Android phones called "Bubble Level" - it seems to be
      > accurate to 1/10 of a degree.  Went out and checked my MKIII; stab leading
      > edge bracket is right to plans, main spar attach point is right to plans.
      > The underside of the wing measured along a rib bottom was at an angle of
      > 8.3 degrees.
      > The root tube of the horizontal stab was at .3 degrees.
      > Exactly 8 degrees of difference between the bottom of the wing and the
      > horizontal stab.
      >
      > Don't know if that is what it is supposed to be, but my MKIII has always
      > been easy to fly, trim, etc. At least it is known to behave acceptably,
      > which gives us all something to work from.
      >
      > Worth what ya paid fer it.
      >
      > So Brother Berle - How about you download Bubble Level onto your smart
      > phone, go check your wing and tail, and let us know what ya got.
      >
      > --------
      > 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=482358#482358
      >
      >
      
      -- 
      *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>
Subject: 
Photo Sizes
Date: 
Aug 13, 2018
      
      
      I don't seem to have the same problem as Richard.  All photos are downloaded
      and posted the correct size.  I think most computers, now days, do that.
      Every once in a while I get a "lopper" that flows right off the margins and
      I can't make heads nor tails about it.  In that case I don't look at it.  If
      it is important I'll contact the sender and ask him to resize and resend me
      a copy if he wants me to see it.
      
      Check and see why your computer is not automatically resizing.  I know I
      can't have the only computer, actually two computers, that resize.
      
      john h
      mkIII
      Titus, Alabama
      
      
      Even though Frankd does not have Image Resizer (poor chap - blew the page
      dimensions all to pot wit da giant pitchur)
      https://www.bricelam.net/ImageResizer/
      he does bring up a good point: if your wing and your horizontal stab have
      the wrong angle between them, it causes problems.
      
      
      --------
      Richard Pike
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 13, 2018
      
      
      What is the total length supposed to be for your model Kolb?
      
      I don't think tail boom length is the root of your problem, but I don't know for
      sure.
      
      john h
      mkIII
      Titus, Alabama
      
      
      Also the distance from the attach bolt at the fuselage cage to the rear edge of
      the fuselage tube (inside the steel ring) at the rear is 10 ft 6 in.
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 13, 2018
      
      Ya'll may be on to something.  Since Bill B, also known as BB, hacked 
      his up he is only half that distance.
      
      
      john h
      
      mkIII
      
      Titus, Alabama
      
      
      From: owner-kolb-list-server(at)matronics.com 
      [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry 
      Cottrell
      Sent: Monday, August 13, 2018 6:31 PM
      Subject: Re: Kolb-List:Stabilizer Angle
      
      
      Measured my firestar 2 and it is 8 degrees difference as well.
      
      Larry
      
      
________________________________________________________________________________
From: 
Larry Cottrell <lcottrell1020(at)gmail.com>
Date: 
Aug 13, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      My Firestar II measures 10.6 inches as well. So his tube is not shortened.
      Larry
      
      On Mon, Aug 13, 2018 at 6:37 PM John Hauck  wrote:
      
      >
      > What is the total length supposed to be for your model Kolb?
      >
      > I don't think tail boom length is the root of your problem, but I don't
      > know for sure.
      >
      > john h
      > mkIII
      > Titus, Alabama
      >
      >
      > Also the distance from the attach bolt at the fuselage cage to the rear
      > edge of the fuselage tube (inside the steel ring) at the rear is 10 ft 6 in.
      >
      >
      
      -- 
      *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>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 13, 2018
      
      I just got in from mounting a couple 14 ply trailer tires on my 5th 
      wheel.  I know better than to try and write an email when I'm that 
      pooped.
      
      
      My one line msg should have read:  jacked his up, not hacked his up.  
      ;-)  Bill B may not think that's funny, but it was an honest mistake.  
      As we used to say in VN, "Sin Loi" or "Sorry about that".
      
      
      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 Hauck
      Sent: Monday, August 13, 2018 7:40 PM
      Subject: RE: Kolb-List:Stabilizer Angle
      
      
      Ya'll may be on to something.  Since Bill B, also known as BB, hacked 
      his up he is only half that distance.
      
      
      john h
      
      mkIII
      
      Titus, Alabama
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 13, 2018
      
      Don't have to worry about tail boom anymore.
      
      
      john h
      
      mkIII
      
      Titus, Alabama
      
      
      From: owner-kolb-list-server(at)matronics.com 
      [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry 
      Cottrell
      Sent: Monday, August 13, 2018 7:44 PM
      Subject: Re: Kolb-List:Stabilizer Angle
      
      
      My Firestar II measures 10.6 inches as well. So his tube is not 
      shortened.
      
      Larry
      
      
________________________________________________________________________________
From: 
George Helton <gdhelton(at)gmail.com>
Date: 
Aug 13, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      Yeah John, I think Bill should just go back to square one. Put everything ba
      ck the way it was and take your original advice. Droop the ailerons and don
      =99t try to figure out why. I think in the long run it will be aft c/g. 
      
      George H.
      Firestar 
      Mesick, Michigan 
      
      Sent from my iPhone
      
      > On Aug 13, 2018, at 8:50 PM, John Hauck  wrote:
      > 
      > Don't have to worry about tail boom anymore.
      >  
      > john h
      > mkIII
      > Titus, Alabama
      >  
      > From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server@
      matronics.com] On Behalf Of Larry Cottrell
      > Sent: Monday, August 13, 2018 7:44 PM
      > To: kolb-list(at)matronics.com
      > Subject: Re: Kolb-List:Stabilizer Angle
      >  
      > My Firestar II measures 10.6 inches as well. So his tube is not shortened.
      
      > Larry
      >  
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 13, 2018
      
      I don't know.
      
      
      What blows my mind is the adverse nose up pitch, but BB said he used aft 
      stick to flare, which means the nose wanted to pitch down.  Doesn't add 
      up.  I'm thinking the nose up pitch is not a bad as he thinks it is 
      because he doesn't know what to expect and how simple it is to correct.
      
      
      I'd certainly put all the control surfaces back where they belong.  Make 
      sure the aircraft is rigged correctly and go from there, one thing at a 
      time.
      
      
      BB probably hasn't acquired enough knowledge of the Kolb flight 
      characteristics to know what to look for.  It's going to take a bit of 
      time in the cockpit to learn the aircraft.  Not easy to fix an airplane 
      if you don't know what it is supposed to be doing in the first place.
      
      
      Not easy to try to help an individual fix his Kolb by email.
      
      
      john h
      
      mkIII
      
      Titus, Alabama
      
      
      From: owner-kolb-list-server(at)matronics.com 
      [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of George Helton
      Sent: Monday, August 13, 2018 8:10 PM
      Subject: Re: Kolb-List:Stabilizer Angle
      
      
      Yeah John, I think Bill should just go back to square one. Put 
      everything back the way it was and take your original advice. Droop the 
      ailerons and don=99t try to figure out why. I think in the long 
      run it will be aft c/g. 
      
      George H.
      
      Firestar 
      
      Mesick, Michigan 
      
      Sent from my iPhone
      
      
      On Aug 13, 2018, at 8:50 PM, John Hauck  wrote:
      
      Don't have to worry about tail boom anymore.
      
      
      john h
      
      mkIII
      
      Titus, Alabama
      
      
      From: owner-kolb-list-server(at)matronics.com 
      [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry 
      Cottrell
      Sent: Monday, August 13, 2018 7:44 PM
      Subject: Re: Kolb-List:Stabilizer Angle
      
      
      My Firestar II measures 10.6 inches as well. So his tube is not 
      shortened.
      
      Larry
      
      
________________________________________________________________________________
From: 
George Helton <gdhelton(at)gmail.com>
Date: 
Aug 13, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      I agreed, the transition to Kolbs can take a bit of time. Especially if you h
      aven=99t any experience ultralights before. 
      Oh well, I think I=99ll fly somewhere for breakfast in the morning and
       just enjoy flying the old Firestar. 
      George H.
      Firestar 
      Mesick, Michigan 
      
      Sent from my iPhone
      
      > On Aug 13, 2018, at 9:52 PM, John Hauck  wrote:
      > 
      > I don't know.
      >  
      > What blows my mind is the adverse nose up pitch, but BB said he used aft s
      tick to flare, which means the nose wanted to pitch down.  Doesn't add up.  I
      'm thinking the nose up pitch is not a bad as he thinks it is because he doe
      sn't know what to expect and how simple it is to correct.
      >  
      > I'd certainly put all the control surfaces back where they belong.  Make s
      ure the aircraft is rigged correctly and go from there, one thing at a time.
      
      >  
      > BB probably hasn't acquired enough knowledge of the Kolb flight characteri
      stics to know what to look for.  It's going to take a bit of time in the coc
      kpit to learn the aircraft.  Not easy to fix an airplane if you don't know w
      hat it is supposed to be doing in the first place.
      >  
      > Not easy to try to help an individual fix his Kolb by email.
      >  
      > john h
      > mkIII
      > Titus, Alabama
      >  
      >  
      >  
      > From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server@
      matronics.com] On Behalf Of George Helton
      > Sent: Monday, August 13, 2018 8:10 PM
      > To: kolb-list(at)matronics.com
      > Subject: Re: Kolb-List:Stabilizer Angle
      >  
      > Yeah John, I think Bill should just go back to square one. Put everything b
      ack the way it was and take your original advice. Droop the ailerons and don
      =99t try to figure out why. I think in the long run it will be aft c/g
      . 
      > George H.
      > Firestar 
      > Mesick, Michigan 
      > 
      > Sent from my iPhone
      > 
      > On Aug 13, 2018, at 8:50 PM, John Hauck  wrote:
      > 
      > Don't have to worry about tail boom anymore.
      >  
      > john h
      > mkIII
      > Titus, Alabama
      >  
      > From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server@
      matronics.com] On Behalf Of Larry Cottrell
      > Sent: Monday, August 13, 2018 7:44 PM
      > To: kolb-list(at)matronics.com
      > Subject: Re: Kolb-List:Stabilizer Angle
      >  
      > My Firestar II measures 10.6 inches as well. So his tube is not shortened.
      
      > Larry
      >  
      
________________________________________________________________________________
Date: 
Aug 14, 2018
From: 
Bill Berle <victorbravo(at)sbcglobal.net>
Subject: 
: Kolb-List:Stabilizer Angle
      
      
      Let me clarify this "Adverse pitch" issue a little more, so I do not confuse or
      confound any of the nice people trying to help get to the bottom of this with
      me.
      
      There is some amount of forward stick required to fly the airplane at 40-55 mph
      in level flight or descent. It is not "all the way forward" by any means. It
      is a few pounds of force, and a few inches of forward position. 
      
      I have not felt that I could let go of the stick at any time, on any flight thus
      far. It is absolutely clear that the aircraft would go nose up immediately.
      I relaxed the pressure once (without letting go of the grip) and it went nose
      up. 
      
      It did not go up "violently" like an aerobatic airshow maneuver. But at the low
      speeds I was flying, it would not take very long to reach stall speed, so I did
      not let go of it.
      
      The aircraft HANDLED like it was a little tail heavy. It was not uncontrollable
      by any means, but it tail heaviness would have answered why it wanted to pitchupward
      if I let go.
      
      However, when it came time to try a stall, it no longer behaved like it was tail
      heavy, it sta lled at a speed that APPEARED to be 5 mph faster than what I have
      read on the Kolb list for a VG equipped Kolb.
      
      On landing the only thing I have done is to fly a nose down descending final approach
      with about half or 1/3 throttle. As I got close to the ground I would level
      out by either pulling the stick back or "allowing" the nose-up tendency to
      level the aircraft out. Based on what I have learned and read from all of you,
      I would wait until the last second or two, and execute the flare low to the
      ground, raising the nose by pulling back on the stick, to achieve a three point
      or "tail-low" landing.
      
      Whether letting go of the stick would have made the aircraft flare on its own...
      I have no idea, because I did not want to risk the "Kolb Quit" or allowing the
      aircraft to get too slow at 3 or 4 feet AGL. 
      
      My purpose in telling the Kolb list that I pulled back on the stick to land was
      only to re-assure everybody that the aircraft was not so horribly tail-heavy
      that I needed to push the stick forward to prevent it from doing a vertical climb
      on landing. That was not the case. I did NOT need to push forward even in
      the landing flare. If that were the case I would have grounded the aircraft. 
      
      Now as for the aileron drooping issue, nothing would pelase me more than finding
      out that my ailerons were r3eflexe3d upward in flight,a nd bringing them down
      level with the wing would solve my problam. I would be overjoyed, because drooping
      the ailersons has a chance of lowering the stall speed a little. 
      
      I know that some of you are saying to droop the ailerons and don't ask why. That
      is not the mark of a cautions, safe pilot. A long-established basic principle
      of aerodynamics tells us that twisting the wingtip upwards as you get out towards
      the tip can potentially cause an unsafe condition. I am asking over and
      over again why this problem does not happen in a Kolb, because on this aircraft
      only the outer HALF of the wing ia aileron. So drooping the ailerons will definitely
      create a "Wash-out" reverse twist. If this aircraft had flaps, I would
      have already drooped both ailerons and flaps a few degrees, and my problem might
      have been solved.
      
      So before I try that method, all I wanted was to be sure of how and why that basic
      law of aerodynmics might not apply to this aircraft even thought it applies
      to many other aircraft. I apologize again if my caution makes me seem like a
      spoiled child or a prima donna. Neither is the case (well I was a spoiled child
      but that was 40+ years ago).
      
      So at this stage I am still waiting to meet with my engineer friend and re-visit
      the weight and balance numbers he had recorded. 90% of the Kolb List has bet
      on tail-heaviness as the problem here. Since I have lost a little weight between
      the weight and balance day and the test flight day, yes of course the aircraft
      might have been tail-heavy on the days I finally flew it. If the aircraft
      is beyond the Kolb CG range NOW at my current weight, then I will know that this
      is likely the cause, and I will have to eat crow on this list and move the
      fuel tanks forward (and re-set the tail back to where it was).
      
      
      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, 8/13/18, John Hauck  wrote:
      
       Subject: RE: Kolb-List:Stabilizer Angle
       To: kolb-list(at)matronics.com
       Date: Monday, August 13, 2018, 6:52 PM
      
       #yiv2727135594
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       #yiv2727135594 I don't know. What blows my mind is the adverse
       nose up pitch, but BB said he used aft stick to flare, which
       means the nose wanted to pitch down. Doesn't add up.
       I'm thinking the nose up pitch is not a bad as he thinks
       it is because he doesn't know what to expect and how
       simple it is to correct. I'd certainly put all the
       control surfaces back where they belong. Make sure the
       aircraft is rigged correctly and go from there, one thing at
       a time. BB probably hasn't acquired
       enough knowledge of the Kolb flight characteristics to know
       what to look for. It's going to take a bit of time in
       the cockpit to learn the aircraft. Not easy to fix an
       airplane if you don't know what it is supposed to be
       doing in the first place. Not easy to try to help an
       individual fix his Kolb by email. john hmkIIITitus, Alabama   From:
       owner-kolb-list-server(at)matronics.com
       [mailto:owner-kolb-list-server(at)matronics.com] On Behalf
       Of George Helton
       Sent: Monday,
       August 13, 2018 8:10 PM
       To:
       kolb-list(at)matronics.com
       Subject: Re:
       Kolb-List:Stabilizer Angle Yeah John, I think Bill
       should just go back to square one. Put everything back the
       way it was and take your original advice. Droop the ailerons
       and dont try to figure out why. I think in the long run
       it will be aft c/g.George H.FirestarMesick, MichiganSent from my
       iPhone
       On Aug 13,
       2018, at 8:50 PM, John Hauck 
       wrote:Don't have to worry about tail
       boom anymore.john hmkIIITitus, AlabamaFrom: owner-kolb-list-server(at)matronics.com
       [mailto:owner-kolb-list-server(at)matronics.com]
       On Behalf Of Larry Cottrell
       Sent: Monday, August 13, 2018 7:44 PM
       To: kolb-list(at)matronics.com
       Subject: Re: Kolb-List:Stabilizer
       AngleMy Firestar II measures 10.6
       inches as well. So his tube is not shortened.Larry
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: 
Aug 14, 2018
      
      
      Saw a 377 powered Firestar at the local airport with the same mod.My Firefly requires
      considerable forward stick for level flight though all other flight characteristics
      are wonderful. I did shorten the boom by 8".
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482385#482385
      
      
________________________________________________________________________________
From: 
Denny Baber <baberdk(at)gmail.com>
Date: 
Aug 14, 2018
Subject: 
Re: Kolb-List:Stabilizer Angle
      
      Instead of adding weight for CoG we would calculate where the battery
      should be to be in the middle of CoG. It is usually easy to move the
      battery and doesn't add any weight. It also helped the trim problem.
      
      
      Respectfully,
      Dennis Baber
      Cape Coral, Fl
      baberdk(at)gmail.com
      305-814-7218
      
      Stay Curious
      
________________________________________________________________________________
From: 
Denny Baber <baberdk(at)gmail.com>
Date: 
Aug 14, 2018
Subject: 
Re: Kolb-List:Stabilizer Angle
      
      Yes, the opposite of lift is gravity but if you want to fly slow you
      increase the angle of attack. It will make you fly slower up to around 16
      degrees.
      
      
      Respectfully,
      Dennis Baber
      Cape Coral, Fl
      baberdk(at)gmail.com
      305-814-7218
      
      Stay Curious
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Rex Rodebush" <jrrodebush(at)gmail.com>
Date: 
Aug 14, 2018
      
      
      Bill,
      
      Have been following this thread and will make a few comments.  I have a Mark III
      Xtra so it may be a apple and oranges comparison.  My Kolb has to be flown all
      the time.  Even if I trim it up as best I can, if I let go of the stick after
      about 3 or 5 seconds it will go up, down, right or left and I have to lightly
      regain control.  I don't think Kolbs are like 172's where you can trim them
      up and then read a book.
      
      My air speed indicator was off about 15 mph on the first flight.  With a lot of
      speed runs and modifications to the pitot and static locations was able to get
      it very true to actual airspeed.  Your 5 mph "high stall speed" could very well
      be instrument error.
      
      When I'm landing I use up and/or down stick as required to keep it in the 3 point
      attitude (same as when sitting on the ground) and bring it down to just above
      the runway.  The Kolb will slow down, stall and land, almost automatically.
      
      
      I'm now flying right at the aft CG "limit", maybe even a 1/4" past it or so.  I
      don't think this is unusual from other comments in the past on the list.  It
      flies fine.  I use the flaps slightly down for trim solo and the the standard
      trim for nose up with a passenger.  I weigh now about 155-160 lbs.  When I was
      35 lbs heaver I don't think I bothered with the down trim.
      
      I don't know how stiff your wing is in torsion but I can't believe aileron loading
      would move my Xtra wing any significant distance.  Put a digital level on
      your wing and try to twist it.  
      
      Just my general ramblings.  Always worth what you paid for them.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482392#482392
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Jerry-TS-MkII" <12flybellaire(at)gmail.com>
Date: 
Aug 14, 2018
      
      
      Just a few more comments...
      I don't have Kolb flight experience.. but if I had a choice between a plane that
      required several lbs of forward stick to maintain level flight, versus tip wash
      out, I'd want to have a neutral stick (or close).
      
      I've not seen your CG% numbers, but you said "they were within specs", but also
      mentioned a 43% reward range.  (Which everyone else seems to agree is way too
      far aft).  WHAT is your CG% of MAC (full chord)?  Maybe I missed reading a post,
      but THAT should be something you can verify from your paperwork, or that you
      SHOULD know!!
      
      Easiest mod? Adding some nose weight, just to see if that helps.
      
      Drooping the ailerons?  Also a easy adjustment.  And consider this RE tip wash
      out:  if you adjust the aileron trail downwards, they too act like trim tabs..
      and they can (and will) slightly twist the wing by doing so, into a wash out
      angle.  It might be hard to measure or observe, but down aileron will twist the
      wing (and reduce the angle of attack slightly).  That could be the answer you
      seek, re washout.  It could also be a partial resolution to stick force issues.
      
      On a early post about this plane, you mentioned bent tubes, and "He ran into something".
      Your plane may not be "aligned" via the building fixture at Kolb, but
      instead tweaked by some "other input".  (One aspect of buying used).
      
      As for less forward pressure at landing.  Your airspeed is much reduced, your power
      is much reduced, and you are in ground effect.  The elevator is much less
      effective at the slower speeds, and you are "wanting" to basically stall the
      plane at touchdown.  I find nothing surprising about needing aft stick at that
      point.  It's not the primary concern RE your stick forces.
      
      You may consider having your engineer friend evaluate the lift generated by the
      flat horizontal stab, at your starting point, and the exaggerated angle too (at
      various speeds).  And then revise the stab airfoil, and re-run the numbers.
      A lifting stab keeps a plane flat(er) at high speeds.  One possibility, if all
      else is unsatisfactory. Building a R/C model might be a good way to evaluate
      that possible mod.
      
      You and I may be the only two on the Kolb list, who agree.. you SHOULD be able
      to let go of the control stick, and it flys straight and level.  Mine will have
      a adjustable trim tab, which alone could fly the plane if needed.  And not a
      bungee on the stick or a sore arm!! LOL 
      
      Jerry 
      TS MKII
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482393#482393
      
      
________________________________________________________________________________
From: 
"Stuart Harner" <stuart(at)harnerfarm.net>
Subject: 
Photo Sizes
Date: 
Aug 14, 2018
      
      
      Depending on what you are using to view the photos. Email programs such as
      Outlook or Windows Mail? Or are you using a web browser and viewing the list
      messages online?
      
      If you are looking online there are a lot of variables that can affect how
      images are displayed. In most browsers all you have to do is put the cursor
      in the image, hold down CNTRL and use either the "-" or "+" buttons or use
      the scroll wheel on the mouse to adjust the image or the entire web page.
      This works for most browsers and some email programs in the Windows, Android
      and some Linux environments. Don't ask me about Apple, I have no experience
      with that platform.
      
      For me, I have all the list postings coming to me in email. Outlook sorts
      them into folders and when I display a message with an attachment it appears
      as a link at the bottom of the message. Clicking on the link opens the file
      in my browser (Firefox). Once there it is rarely big enough to need
      scrolling. If it is I just CNTRL - Mouse Wheel it down until I can see it
      all. 
      
      A couple of other things to keep in mind. If you take a picture with large
      resolution and save it to your computer, then click on it and send it using
      email, at least in Windows, it will prompt you to resize the image. If you
      start the email and then attach the file, it gets sent at full size. The
      same thing happens if you are online and posting to the list via a browser.
      You would have to use some program to resize before sending.
      
      If you have a phone that is web or email capable, most apps don't do a
      resize and most take pictures at fairly high resolution so you get large
      file sizes. I have an app on my Windows 10 phone that allows me to resize
      and save under a different name so that it is easy to send photos that are
      downsized, but you lose resolution when you do that. Since most of my
      contacts have good ISP bandwidth and computers less than 10 years old, I
      don't bother resizing. For the few that large images cause problems for, I
      do the resize before sending.
      
      If anyone needs help with this stuff contact me off list with information
      about how you view Kolb List messages, and your computer setup and I will
      try to help you out.
      
      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: Monday, August 13, 2018 7:30 PM
      Subject: Kolb-List: Photo Sizes
      
      
      I don't seem to have the same problem as Richard.  All photos are downloaded
      and posted the correct size.  I think most computers, now days, do that.
      Every once in a while I get a "lopper" that flows right off the margins and
      I can't make heads nor tails about it.  In that case I don't look at it.  If
      it is important I'll contact the sender and ask him to resize and resend me
      a copy if he wants me to see it.
      
      Check and see why your computer is not automatically resizing.  I know I
      can't have the only computer, actually two computers, that resize.
      
      john h
      mkIII
      Titus, Alabama
      
      
      Even though Frankd does not have Image Resizer (poor chap - blew the page
      dimensions all to pot wit da giant pitchur)
      https://www.bricelam.net/ImageResizer/
      he does bring up a good point: if your wing and your horizontal stab have
      the wrong angle between them, it causes problems.
      
      
      --------
      Richard Pike
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Photo Sizes
Date: 
Aug 14, 2018
      
      
      Thanks for the info, Stuart.  I will surely holler if I get in a bind with
      my photo size.
      
      john h
      mkIII
      Titus, Alabama
      
      
      If anyone needs help with this stuff contact me off list with information
      about how you view Kolb List messages, and your computer setup and I will
      try to help you out.
      
      Stuart 
      
      
________________________________________________________________________________
Date: 
Aug 14, 2018
From: 
Bill Berle <victorbravo(at)sbcglobal.net>
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      
      To answer a few more questions:
      
      I had made up a 9 degree plywood wedge with a bubble level taped to it. This was
      held underneath the wing surface at several locations on both wings during the
      weight and balance process. My Firestar plans say clearly that the wing needs
      to be at 9 degrees for the weight and balance. It was.
      
      The reason I had a real aero engineer there in the first place is because I am
      not completely proficient to do a proper weight and balance. I learned it many
      years ago at A&P mechanic school, but I have have never had to do it since then
      because I am not a working A&P mechanic.
      
      I have no idea what the angle between the wing and the fuselage is. Part of this
      is because I don't know what part of the fuselage you are supposed to measure
      for that. If there is a specific place where that measurement is taken then
      I will take that measurement and report it to the group.
      
      But there are no visible modifications to the upper fuselage cage, no weld repairs,
      no bent tubes, etc. It certainly does not look like it was rebuilt or changed
      in that area.
      
      Kolbs have various different "angle of incidence" for the wings depending on which
      model and what the use for the airplane is. The Slingshot had a much lower
      incidence angle on the same basic wing because it was supposed to be a much faster
      aircraft. Kolb adjusted the angles of wing, fuselage, and tail in many many
      different variations. You can easily see this just by looking at the photos
      of the flying aircraft.
      
      Because of the Kolb's unique wing folding hinge, the only thing they had to do
      to adjust the angle of incidence in most cases was to drill the bolt hole in the
      wing root fitting higher or lower. Then they adjusted the stabilizer angle
      to provide the proper amount of decalage angle between the wing and tail. This
      allowed Kolb to experiment and customize the same basic components into many
      different models over the years. Very clever and it worked well.
      
      In my case I cannot (and should not) re-drill the hole in the root fitting. My
      aircraft had badly worn oval bolt holes in this fitting, and I repaired it by
      bolting reinforcement doublerplates to either side of the fitting. This gives
      me essentially a new hole in new metal, and I still have the old hole and old
      metal as a backup. Safe and strong. But I cannot simply drill a new hole because
      the reinforcements and fasteners are there. 
      
      There is very little torsional movement in the leading edge of the ailerons. I
      held the root end of the control arm and a friend of mine held the tip of the
      aileron, and we twisted it. It was pretty stiff, not "springy" at all. I also
      looked at the ailerons in flight, and when I moved them the inboard and outboard
      ends of the ailerons were both at the same angle... littleor no twisting of
      the aileron itself in flight.
      
      I am going to get the original weight and balance calculations this week, and I
      wil post exactly what we found. Then I will have a calculation done on where
      the CG is with my current body weight,a and see if my weight loss has thrown the
      aircraft out of the Kolb approved range.
      
      
      Bill Berle
      www.ezflaphandle.com - safety & performance upgrade for light aircraft
      www.grantstar.net      - winning proposals for non-profit and for-profit entities
      
      
________________________________________________________________________________
Date: 
Aug 15, 2018
From: 
Bill Berle <victorbravo(at)sbcglobal.net>
Subject: 
Bill's CG
      
      
      On the day this aircraft was weighed, the Center of Gravity worked out to 32% of
      chord.
      
      We first measured the chord both for the wing section with the aileron, and then
      the section without the aileron. 
      
      Our decision on which wing chord to use for CG purpsoes was based on the fact that
      the wing makes more of its lift toward the center of the wing than it does
      at the outboard section. This is why all the textbooks have what is called the
      "elliptical shaped lift distribution". The amount of lift it makes gets smaller
      the further outboard you travel along the wingspan.
      
      However, on a Kolb, the outboard half of the wing has more area, because there
      is an 11 or 12 inch aileron there. So you could make an argument that the Kolb
      will have a little more lift outboard than a J-3 Cub, and as such it will not
      have as smooth and elliptical of a lift distribution as a textbook J-3 Cub wing.
      
      But it still will make a little more lift on the inboard half than it will on the
      outboard half, because the lift HAS TO taper down to zero at the tip itself.
      
      
      So the AVERAGE of the wing lift will be a little bit more centered on the inboard
      half of the wing than it would be on the outboard half.
      
      So we used the inboard section of the wing as the "chord" when we determined what
      the "percentage of chord" was, because a little more of the lift is made there.
      
      
      This is also the conservative safe thing to do, because even if we were wrong,
      it would be an error on the safe side. To explain, iIf we had a CG of 32% as measured
      on the inboard chord, but we should have been measuring the outboard chord
      instead, the same balance point on the wing surface (X number of inches behind
      the leading edge) would wind up being a slightly smaller percentage of the
      outboard chord.
      
      Now, 32% of the inboard chord is still well forward of the maximum 37% as specified
      in the Kolb plans. Again, even if we plotted this out on the wrong section
      of wing, it would have represented LESS than 32% of the correct chord.
      
      Tomorrow we are going to go through the actual numbers again, and do the math again,
      and make sure we are including all the fuel, and my "new and improved" body
      weight.
      
      But at this stage it seems unlikely that the aircraft was WAY OUT of the safe CG
      range.
      
      Bill Berle
      www.ezflaphandle.com - safety & performance upgrade for light aircraft
      www.grantstar.net      - winning proposals for non-profit and for-profit entities
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Rex Rodebush" <jrrodebush(at)gmail.com>
Date: 
Aug 14, 2018
      
      
      When I set up my wing I called Brian at TNK.  He gave me the recommended wing and
      horizontal stabilizer angles in reference to the motor mounts.  ie, get a digital
      level, set it on the motor mounts and zero it, then check both wings at
      several points and average the results.  Same for the stabilizer.  I would call
      Brian and get the angles for your model.  
      
      Where you have your stabilizer now is so far from everyone else that something
      is definitely wrong.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482402#482402
      
      
________________________________________________________________________________
Subject: 
How a Kolb Should Fly
From: 
"Ralph B" <rstar447(at)gmail.com>
Date: 
Aug 15, 2018
      
      
      I made this short video this morning to show how a Kolb should fly in calm air.
      My feet were neutral on the rudder pedals during this video. If your Kolb is
      well trimmed, it should fly like this.
      
      https://youtu.be/OmTtp7rqS7w
      
      --------
      Ralph B
      
      Kolb Kolbra 912uls
      N20386
      550 hours
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482411#482411
      
      
________________________________________________________________________________
From: 
Rick Neilsen <neilsenrm(at)gmail.com>
Date: 
Aug 15, 2018
Subject: 
Re: How a Kolb Should Fly
      
      Ralph/All
      
      Wow that is super but not normal. Most Kolbs are not going to fly straight
      and level for more than a second or two. It is always a challenge folding
      charts in flight.
      Don't get me wrong Kolbs are great flying airplanes and controlling them is
      easy. The require very little control pressure when properly configured but
      you need to fly them constantly. Mark did a fantastic job building that
      airplane!
      
      Personally I like to have airplanes trimmed to require just a small amount
      to back pressure. Did this with GA airplanes to, except when I needed to
      fold charts.
      
      Also Bill sounds very reasonable and knowable. His plane certainly isn't
      rigged like most Kolbs but come on guys lighten up. Seems like it might fly
      a bit slower flying so tail high but wrong or dangerous??? I certainly
      don't have that level on knowledge. I'm also in the opinion that the
      problem isn't out aft CG.
      
      Rick Neilsen
      Redrive VW Powered MKIIIC
      
      On Wed, Aug 15, 2018 at 10:24 AM Ralph B  wrote:
      
      >
      > I made this short video this morning to show how a Kolb should fly in calm
      > air. My feet were neutral on the rudder pedals during this video. If your
      > Kolb is well trimmed, it should fly like this.
      >
      > https://youtu.be/OmTtp7rqS7w
      >
      > --------
      > Ralph B
      >
      > Kolb Kolbra 912uls
      > N20386
      > 550 hours
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=482411#482411
      >
      >
      
________________________________________________________________________________
Date: 
Aug 15, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
Bill <victorbravo(at)sbcglobal.net>
      
      
      Just landed after test flight #4. Aircraft is safe and controllable with stabilizer
      mount bolt 1.125" above original location. Still needs light forward stick.
      But not as much as before. NOW it is within the range of a simple trim tab.
      Ailerons are level with wing undersurface in flight, not trailing upward. Installed
      higher quality pitot/static probe and hooked static to airspeed indicator.
      Stall speed now down where it was expected, 30 mph. But level flight speed
      is still in the 40-45 mph range at 5300-5500 rpm. Putting on the windshield may
      solve part of this, but I still believe there is some other cause of the slow
      speed. I am willing to do any and all drag reduction, that is the fun part
      for an old sailplane racer. I also installed two rudder trim tabs which reduced
      the need for left rudder. That will now be manageable. So at least this is all
      moving in the right direction.
      
      Sent from my Samsung Captivate(tm) on AT&T
      
      Rex Rodebush  wrote:
      
      >
      >When I set up my wing I called Brian at TNK.  He gave me the recommended wing
      and horizontal stabilizer angles in reference to the motor mounts.  ie, get a
      digital level, set it on the motor mounts and zero it, then check both wings at
      several points and average the results.  Same for the stabilizer.  I would call
      Brian and get the angles for your model.  
      >
      >Where you have your stabilizer now is so far from everyone else that something
      is definitely wrong.
      >
      >
      >Read this topic online here:
      >
      >http://forums.matronics.com/viewtopic.php?p=482402#482402
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: How a Kolb Should Fly
From: 
"Ralph B" <rstar447(at)gmail.com>
Date: 
Aug 15, 2018
      
      
      neilsenrm(at)gmail.com wrote:
      > Ralph/All Wow that is super but not normal. Most Kolbs are not going to fly straight
      and level for more than a second or two.
      >  
      
      
      You've got that right, Rick. Only in calm air will a Kolb fly hands free for awhile
      if it's rigged properly. However, once trimmed up, it will be more fun to
      fly. I also have to say that a had a right roll problem once I installed the
      912uls. I bought the U-joint adjusters from Kolb and it fixed that problem. I
      also have to credit Mark German for building a fine Kolb aircraft. I love his
      workmanship.
      
      --------
      Ralph B
      
      Kolb Kolbra 912uls
      N20386
      550 hours
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482420#482420
      
      
________________________________________________________________________________
Date: 
Aug 15, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
Bill <victorbravo(at)sbcglobal.net>
      
      
      I cannot find any reference in the 1993 plans that gives me the wing incidence
      angle. It shows "level" at 9 degrees for W&B but nothing about the angle between
      wing and fuselage.
      
      Sent from my Samsung Captivate(tm) on AT&T
      
      Bill  wrote:
      
      >
      >Just landed after test flight #4. Aircraft is safe and controllable with stabilizer
      mount bolt 1.125" above original location. Still needs light forward stick.
      But not as much as before. NOW it is within the range of a simple trim tab.
      Ailerons are level with wing undersurface in flight, not trailing upward. Installed
      higher quality pitot/static probe and hooked static to airspeed indicator.
      Stall speed now down where it was expected, 30 mph. But level flight speed
      is still in the 40-45 mph range at 5300-5500 rpm. Putting on the windshield
      may solve part of this, but I still believe there is some other cause of the slow
      speed. I am willing to do any and all drag reduction, that is the fun part
      for an old sailplane racer. I also installed two rudder trim tabs which reduced
      the need for left rudder. That will now be manageable. So at least this is
      all moving in the right direction.
      >
      >Sent from my Samsung Captivate(tm) on AT&T
      >
      >Rex Rodebush  wrote:
      >
      >>
      >>When I set up my wing I called Brian at TNK.  He gave me the recommended wing
      and horizontal stabilizer angles in reference to the motor mounts.  ie, get a
      digital level, set it on the motor mounts and zero it, then check both wings
      at several points and average the results.  Same for the stabilizer.  I would
      call Brian and get the angles for your model.  
      >>
      >>Where you have your stabilizer now is so far from everyone else that something
      is definitely wrong.
      >>
      >>
      >>
      >>
      >>Read this topic online here:
      >>
      >>http://forums.matronics.com/viewtopic.php?p=482402#482402
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >
      >
      
      
________________________________________________________________________________
From: 
George Helton <gdhelton(at)gmail.com>
Date: 
Aug 15, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      
      I think youre doing fine Bill. As for speed? I wouldnt worry a lot about it right
      now. Your speed actually sounds pretty good. Learn to fly her at 45 or 50 thats
      good ultralighting speed. Work on your landings alittle. Im sure if you crank
      up the rpm itll do 55 or 65. You might have to push forward on the stick
      alittle more but, shell go faster. My little old Firestar loves cruising around
      at 52 to 55 mph. Go have some fun! 
      George H.
      Firestar, FS100, 2702 Hirth 
      14GDH 
      Mesick, Michigan 
      gdhelton(at)gmail.com
      
      Sent from my iPhone
      
      > On Aug 15, 2018, at 1:42 PM, Bill  wrote:
      > 
      > 
      > I cannot find any reference in the 1993 plans that gives me the wing incidence
      angle. It shows "level" at 9 degrees for W&B but nothing about the angle between
      wing and fuselage.
      > 
      > Sent from my Samsung Captivate(tm) on AT&T
      > 
      > Bill  wrote:
      > 
      >> 
      >> Just landed after test flight #4. Aircraft is safe and controllable with stabilizer
      mount bolt 1.125" above original location. Still needs light forward stick.
      But not as much as before. NOW it is within the range of a simple trim tab.
      Ailerons are level with wing undersurface in flight, not trailing upward.
      Installed higher quality pitot/static probe and hooked static to airspeed indicator.
      Stall speed now down where it was expected, 30 mph. But level flight speed
      is still in the 40-45 mph range at 5300-5500 rpm. Putting on the windshield
      may solve part of this, but I still believe there is some other cause of the
      slow speed. I am willing to do any and all drag reduction, that is the fun part
      for an old sailplane racer. I also installed two rudder trim tabs which reduced
      the need for left rudder. That will now be manageable. So at least this is
      all moving in the right direction.
      >> 
      >> Sent from my Samsung Captivate(tm) on AT&T
      >> 
      >> Rex Rodebush  wrote:
      >> 
      >>> 
      >>> When I set up my wing I called Brian at TNK.  He gave me the recommended wing
      and horizontal stabilizer angles in reference to the motor mounts.  ie, get
      a digital level, set it on the motor mounts and zero it, then check both wings
      at several points and average the results.  Same for the stabilizer.  I would
      call Brian and get the angles for your model.  
      >>> 
      >>> Where you have your stabilizer now is so far from everyone else that something
      is definitely wrong.
      >>> 
      >>> 
      >>> 
      >>> 
      >>> Read this topic online here:
      >>> 
      >>> http://forums.matronics.com/viewtopic.php?p=482402#482402
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >> 
      >> 
      >> 
      >> 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Aug 15, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
Bill <victorbravo(at)sbcglobal.net>
      
      
      Just spent 45 minutes on the phone with Duane at Kolb. Great guy! He also thinks
      the stabilizer should not be that high. He will show the pictures to Bryan.
      
      
      Sent from my Samsung Captivate(tm) on AT&T
      
      Bill  wrote:
      
      >
      >I cannot find any reference in the 1993 plans that gives me the wing incidence
      angle. It shows "level" at 9 degrees for W&B but nothing about the angle between
      wing and fuselage.
      >
      >Sent from my Samsung Captivate(tm) on AT&T
      >
      >Bill  wrote:
      >
      >>
      >>Just landed after test flight #4. Aircraft is safe and controllable with stabilizer
      mount bolt 1.125" above original location. Still needs light forward stick.
      But not as much as before. NOW it is within the range of a simple trim tab.
      Ailerons are level with wing undersurface in flight, not trailing upward. Installed
      higher quality pitot/static probe and hooked static to airspeed indicator.
      Stall speed now down where it was expected, 30 mph. But level flight speed
      is still in the 40-45 mph range at 5300-5500 rpm. Putting on the windshield
      may solve part of this, but I still believe there is some other cause of the
      slow speed. I am willing to do any and all drag reduction, that is the fun part
      for an old sailplane racer. I also installed two rudder trim tabs which reduced
      the need for left rudder. That will now be manageable. So at least this is
      all moving in the right direction.
      >>
      >>Sent from my Samsung Captivate(tm) on AT&T
      >>
      >>Rex Rodebush  wrote:
      >>
      >>>
      >>>When I set up my wing I called Brian at TNK.  He gave me the recommended wing
      and horizontal stabilizer angles in reference to the motor mounts.  ie, get
      a digital level, set it on the motor mounts and zero it, then check both wings
      at several points and average the results.  Same for the stabilizer.  I would
      call Brian and get the angles for your model.  
      >>>
      >>>Where you have your stabilizer now is so far from everyone else that something
      is definitely wrong.
      >>>
      >>>
      >>>
      >>>
      >>>Read this topic online here:
      >>>
      >>>http://forums.matronics.com/viewtopic.php?p=482402#482402
      >>>
      >>>
      >>>
      >>>
      >>>
      >>>
      >>>
      >>>
      >>>
      >>
      >>
      >>
      >>
      >
      >
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: How a Kolb Should Fly
Date: 
Aug 15, 2018
      
      
      I flew this Kolbra not long after Mark built it.  I can attest it is a good
      flying, well built Kolb.  Had the 912 UL on it then.
      
      john h
      mkIII
      Titus, Alabama
      
      
      You've got that right, Rick. Only in calm air will a Kolb fly hands free for
      awhile if it's rigged properly. However, once trimmed up, it will be more
      fun to fly. I also have to say that a had a right roll problem once I
      installed the 912uls. I bought the U-joint adjusters from Kolb and it fixed
      that problem. I also have to credit Mark German for building a fine Kolb
      aircraft. I love his workmanship.
      
      --------
      Ralph B
      
      Kolb Kolbra 912uls
      N20386
      550 hours
      
      
________________________________________________________________________________
Date: 
Aug 16, 2018
From: 
Bill Berle <victorbravo(at)sbcglobal.net>
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      
      Back from the airport. This morning I got in a 30-35 minute test flight which included
      four or five landings.
      
      The stabilizer was raised to 1.125" above the original bolt hole for this flight.
      As I mentioned earlier, the aircraft flew acceptably well, the stick force
      was less than before. However, I understand my stabilizer is higher than almost
      any other Kolb. This has everyone up in arms, including Duane at Kolb, and including
      me, since I want to know what it so strange about the aircraft I am flying.
      
      As mentioned, I spent 45 minutes on the phone with Duane today at Kolb. He gave
      me the exact measurements that the wing and tail incidence is supposed to be
      on a Firestar 2. The WING incidence is set bu where you drill the hole in the
      main spar pin attachment at the steel fitting that rivets to the spar tube. The
      measurement is supposed to be 3 inches form the bottom surface up to the center
      of the hole. My aircraft is 3 and 1/16  inches HIGHER than the lower surface.
      This means that my wing will be 1/16 of an inch LOWER when the pin goes through
      the hole in the fuselage carry-through... which means my wing incidence
      is LOWER than a perfect plans built Firestar. 
      
      By all logic this means that I should be pulling back on the stick a little, not
      pushing forward.
      
      The stock plans-built Firestar has the stabilizer bolt 3/8 of an inch above the
      top of the fuselage boom tube., Mine is a LOT higher than that as we can all
      see from the photos posted previously.
      
      So we have an aircraft that:
      
      1) Has the main wing incidence very close to a perfect plans-built specification,
      and it is even 1/16 inch lower. 
      2) We have an aircraft that balanced at 32% of wing chord, and is allowed to go
      up to 37% of chord. 
      3) We have an aircraft that has the full-length, un-cut tailboom tube. 
      4) We have an aircraft that has no warps, twists, or bends in the wings (they are
      flat on the bottom, root to tip). 
      5) We have an aircraft that does NOT have the ailerons reflexed upward in flight
      with air loads on them.
      
      And yet the aircraft still has some amount of nose-up pitch with the stabilizer
      at 3/8 inch, 3/4 inch, AND 1.125 inch above the tailboom tube. I DO NOT want
      to raise it any higher, because the Kolb List and the Kolb Aircraft Company and
      a bunch of experienced Kolbers are already thinking it is way too high. It looks
      pretty darn high to me too.
      
      So today I put two small aluminum trim tabs on the elevator to "fine tune" the
      last little bit of trim so I can let go of the stick for two seconds. I did this
      because so far all the guesses and possibilities about the stabilizer angle
      and wing incidence and aileron position are apparently NOT the cause of this.
      Which means if we weigh& balance it agaain and it is NOT outside of the Kolb
      approved range... then you and me and everyone else is just about out of ideas.
      Unless Bryan Melborn knows something the rest of the Kolbers don't know, then
      everyone is out of ideas.
      
      I had also installed two small rudder trim tabs, which are 3/4 of the way to "fixing"
      the yaw trim. 
      
      Today's test flight included some final approaches with little or no power. I paid
      attention to the rudder during these approaches,a nd sure enough the amount
      of left rudder needed is a lot less with little or no power. So my aircraft
      is not significantly "bent" or warped in the yaw directiton, the rudder trim issue
      is directly related to the engine and prop wash just like everyone suspected.
      So a rudder triim tab is an easy and obvious fix. Maybe someday in the future
      I will put the engine on at a different angle, but that will be after I have
      fun flying it for a while.
      
      Today's test flight also was equipped with a higher quality pitot and static probe,
      and it verified that the aircraft is making a lot more drag than it could
      be. 45 miles an hour cruise speed (downwind in the pattern) at 5600-5700 RPM.
      But I have not done any drag reduction on this aircraft yet, no fairings, no
      streamline struts, no tape over the control gaps, etc. etc. So I am guessing that
      I can find another 10-15 mph as I fiddle with the drag stuff.
      
       I was supposed to meet with the guy who did the weight and balance today but he
      had to postpone it till Friday. The only thing that would explain all of this
      aircraft's strange behavior is if it is REALLY tail-heavy, and I do not believe
      it is outside of the Kolb CG range.
      
      Anyway, again I REALLY appreciate everyone's interest and participation in trying
      to solve this puzzle. If any of the mroe highly experienced Kolb pilots want
      to come fly this aircraft themselves and try to figure it out, let me know.
      
      
      Bill Berle
      www.ezflaphandle.com - safety & performance upgrade for light aircraft
      www.grantstar.net      - winning proposals for non-profit and for-profit entities
      
      --------------------------------------------
      On Wed, 8/15/18, Bill  wrote:
      
       Subject: Re: Kolb-List:Stabilizer Angle
       To: kolb-list(at)matronics.com
       Date: Wednesday, August 15, 2018, 11:56 AM
      
       
      
       Just spent 45 minutes on the phone with
       Duane at Kolb. Great guy! He also thinks the stabilizer
       should not be that high. He will show the pictures to Bryan.
      
      
       Sent from my Samsung Captivate(tm) on
       AT&T
      
       Bill 
       wrote:
      
       Bill 
       >
       >I cannot find any reference in the
       1993 plans that gives me the wing incidence angle. It shows
       "level" at 9 degrees for W&B but nothing about the angle
       between wing and fuselage.
       >
       >Sent from my Samsung Captivate(tm)
       on AT&T
       >
       >Bill 
       wrote:
       >
       >>--> Kolb-List message posted
       by: Bill 
       >>
       >>Just landed after test flight
       #4. Aircraft is safe and controllable with stabilizer mount
       bolt 1.125" above original location. Still needs light
       forward stick. But not as much as before. NOW it is within
       the range of a simple trim tab. Ailerons are level with wing
       undersurface in flight, not trailing upward. Installed
       higher quality pitot/static probe and hooked static to
       airspeed indicator. Stall speed now down where it was
       expected, 30 mph. But level flight speed is still in the
       40-45 mph range at 5300-5500 rpm. Putting on the windshield
       may solve part of this, but I still believe there is some
       other cause of the slow speed. I am willing to do any and
       all drag reduction, that is the fun part for an old
       sailplane racer. I also installed two rudder trim tabs which
       reduced the need for left rudder. That will now be
       manageable. So at least this is all moving in the right
       direction.
       >>
       >>Sent from my Samsung
       Captivate(tm) on AT&T
       >>
       >>Rex Rodebush 
       wrote:
       >>
       >>>--> Kolb-List message
       posted by: "Rex Rodebush" 
       >>>
       >>>When I set up my wing I
       called Brian at TNK. He gave me the recommended wing
       and horizontal stabilizer angles in reference to the motor
       mounts. ie, get a digital level, set it on the motor
       mounts and zero it, then check both wings at several points
       and average the results. Same for the
       stabilizer. I would call Brian and get the angles for
       your model. 
       >>>
       >>>Where you have your
       stabilizer now is so far from everyone else that something
       is definitely wrong.
       >>>
       >>>
       >>>
       >>>
       >>>Read this topic online
       here:
       >>>
       >>>http://forums.matronics.com/viewtopic.php?p=482402#482402
       >>>
       >>>
       >>>
       >>>
       >>>
       >>>
       >>>
       >>>
       >>>
       >>
       >>
       >>
       >>
       >
       >
       >
       >
      
       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!
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       support!
              
         -Matt Dralle, List Admin.
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
Charlie England <ceengland7(at)gmail.com>
Date: 
Aug 16, 2018
      
      Hi Bill, 
      
      I'm afraid we're all just spitballing now, hoping something will
       stick to the wall=2E Having said that=2E=2E=2E
      
      I think you mentioned flyi
      ng without the windshield=2E Have you considered installing it for a test f
      light? I have no idea whether it generates any downforce on the nose; did y
      ou ask Kolb?
      
      Is thrust angle the same as the rotax? Same height?
      
      At what 
      speed does it fly hands-off? If you need to push in cruise and pull to flai
      r, there should be some speed in between requiring neutral pressure=2E
      
      For
       a w&b 'sanity check', what does your engine weigh, compared to the expecte
      d Rotax, is it in the same location, and what does that muffler weigh? It o
      bviously is pretty far aft of standard=2E Did y'all adjust your measurement
      s for the extended gear legs?
      
      Again, just spitballing; maybe it will push 
      you into thinking of something none of us has considered=2E
      
      =81=A3Charl
      ie=8B
      
      On Aug 15, 2018, 11:54 PM, at 11:54 PM, Bill Berle  wrote:
      torbravo@sbcglobal=2Enet>
      >
      >Back from the airport=2E This morning I got in
       a 30-35 minute test flight
      >which included four or five landings=2E
      >
      >The
       stabilizer was raised to 1=2E125" above the original bolt hole for
      >this f
      light=2E As I mentioned earlier, the aircraft flew acceptably well,
      >the st
      ick force was less than before=2E However, I understand my
      >stabilizer is h
      igher than almost any other Kolb=2E This has everyone up
      >in arms, includin
      g Duane at Kolb, and including me, since I want to
      >know what it so strange
       about the aircraft I am flying=2E
      >
      >As mentioned, I spent 45 minutes on t
      he phone with Duane today at Kolb=2E
      >He gave me the exact measurements tha
      t the wing and tail incidence is
      >supposed to be on a Firestar 2=2E The WIN
      G incidence is set bu where you
      >drill the hole in the main spar pin attach
      ment at the steel fitting
      >that rivets to the spar tube=2E The measurement 
      is supposed to be 3
      >inches form the bottom surface up to the center of the
       hole=2E My
      >aircraft is 3 and 1/16  inches HIGHER than the lower surface
      =2E This
      >means that my wing will be 1/16 of an inch LOWER when the pin goe
      s
      >through the hole in the fuselage carry-through=2E=2E=2E which means my w
      ing
      >incidence is LOWER than a perfect plans built Firestar=2E 
      >
      >By all l
      ogic this means that I should be pulling back on the stick a
      >little, not p
      ushing forward=2E
      >
      >The stock plans-built Firestar has the stabilizer bolt
       3/8 of an inch
      >above the top of the fuselage boom tube=2E, Mine is a LOT 
      higher than
      >that as we can all see from the photos posted previously=2E
      >
      
      >So we have an aircraft that:
      >
      >1) Has the main wing incidence very close 
      to a perfect plans-built
      >specification, and it is even 1/16 inch lower=2E 
      
      >2) We have an aircraft that balanced at 32% of wing chord, and is
      >allowe
      d to go up to 37% of chord=2E 
      >3) We have an aircraft that has the full-le
      ngth, un-cut tailboom tube=2E 
      >4) We have an aircraft that has no warps, t
      wists, or bends in the wings
      >(they are flat on the bottom, root to tip)=2E
      
      >5) We have an aircraft that does NOT have the ailerons reflexed upward
      >
      in flight with air loads on them=2E
      >
      >And yet the aircraft still has some 
      amount of nose-up pitch with the
      >stabilizer at 3/8 inch, 3/4 inch, AND 1
      =2E125 inch above the tailboom
      >tube=2E I DO NOT want to raise it any highe
      r, because the Kolb List and
      >the Kolb Aircraft Company and a bunch of expe
      rienced Kolbers are
      >already thinking it is way too high=2E It looks pretty
       darn high to me
      >too=2E
      >
      >So today I put two small aluminum trim tabs on 
      the elevator to "fine
      >tune" the last little bit of trim so I can let go of
       the stick for two
      >seconds=2E I did this because so far all the guesses an
      d possibilities
      >about the stabilizer angle and wing incidence and aileron 
      position are
      >apparently NOT the cause of this=2E Which means if we weigh& 
      balance it
      >agaain and it is NOT outside of the Kolb approved range=2E=2E
      =2E then you and
      >me and everyone else is just about out of ideas=2E Unless
       Bryan Melborn
      >knows something the rest of the Kolbers don't know, then ev
      eryone is
      >out of ideas=2E
      >
      >I had also installed two small rudder trim ta
      bs, which are 3/4 of the
      >way to "fixing" the yaw trim=2E 
      >
      >Today's test 
      flight included some final approaches with little or no
      >power=2E I paid at
      tention to the rudder during these approaches,a nd sure
      >enough the amount 
      of left rudder needed is a lot less with little or no
      >power=2E So my aircr
      aft is not significantly "bent" or warped in the yaw
      >directiton, the rudde
      r trim issue is directly related to the engine and
      >prop wash just like eve
      ryone suspected=2E So a rudder triim tab is an
      >easy and obvious fix=2E May
      be someday in the future I will put the engine
      >on at a different angle, bu
      t that will be after I have fun flying it
      >for a while=2E
      >
      >Today's test f
      light also was equipped with a higher quality pitot and
      >static probe, and 
      it verified that the aircraft is making a lot more
      >drag than it could be
      =2E 45 miles an hour cruise speed (downwind in the
      >pattern) at 5600-5700 R
      PM=2E But I have not done any drag reduction on
      >this aircraft yet, no fair
      ings, no streamline struts, no tape over the
      >control gaps, etc=2E etc=2E S
      o I am guessing that I can find another 10-15
      >mph as I fiddle with the dra
      g stuff=2E
      >
      >I was supposed to meet with the guy who did the weight and ba
      lance
      >today but he had to postpone it till Friday=2E The only thing that w
      ould
      >explain all of this aircraft's strange behavior is if it is REALLY
      >t
      ail-heavy, and I do not believe it is outside of the Kolb CG range=2E
      >
      >An
      yway, again I REALLY appreciate everyone's interest and participation
      >in t
      rying to solve this puzzle=2E If any of the mroe highly experienced
      >Kolb p
      ilots want to come fly this aircraft themselves and try to figure
      >it out, 
      let me know=2E
      >
      >
      >Bill Berle
      >www=2Eezflaphandle=2Ecom=C2- - safety &
       performance upgrade for light aircraft
      >www=2Egrantstar=2Enet =C2- =C2
      - =C2- =C2- =C2- - winning proposals for non-profit and
      >for-profit
       entities
      >
      >--------------------------------------------
      >On Wed, 8/15/18,
       Bill  wrote:
      >
      > Subject: Re: Kolb-List:Stabi
      lizer Angle
      > To: kolb-list@matronics=2Ecom
      > Date: Wednesday, August 15, 2
      018, 11:56 AM
      > 
      > 
      > 
      > Just spent 45 minutes on the phone with
      > Duane at Kolb
      =2E Great guy! He also thinks the stabilizer
      > should not be that high=2E H
      e will show the pictures to Bryan=2E
      > 
      > 
      > Sent from my Samsung Captivate
      (tm) on
      > AT&T
      > 
      > Bill 
      > wrote:
      > 
      > >--> K
      olb-List message posted by:
      > Bill 
      > >
      > >I c
      annot find any reference in the
      > 1993 plans that gives me the wing inciden
      ce angle=2E It shows
      > "level" at 9 degrees for W&B but nothing about the a
      ngle
      > between wing and fuselage=2E
      > >
      > >Sent from my Samsung Captivate(t
      m)
      > on AT&T
      > >
      > >Bill 
      > wrote:
      > >
      > >>-->
       Kolb-List message posted
      > by: Bill 
      > >>
      > >
      >Just landed after test flight
      > #4=2E Aircraft is safe and controllable wi
      th stabilizer mount
      > bolt 1=2E125" above original location=2E Still needs 
      light
      > forward stick=2E But not as much as before=2E NOW it is within
      > th
      e range of a simple trim tab=2E Ailerons are level with wing
      > undersurface
       in flight, not trailing upward=2E Installed
      > higher quality pitot/static 
      probe and hooked static to
      > airspeed indicator=2E Stall speed now down whe
      re it was
      > expected, 30 mph=2E But level flight speed is still in the
      > 40
      -45 mph range at 5300-5500 rpm=2E Putting on the windshield
      > may solve par
      t of this, but I still believe there is some
      > other cause of the slow spee
      d=2E I am willing to do any and
      > all drag reduction, that is the fun part 
      for an old
      > sailplane racer=2E I also installed two rudder trim tabs which
      
      > reduced the need for left rudder=2E That will now be
      > manageable=2E So 
      at least this is all moving in the right
      > direction=2E
      > >>
      > >>Sent from 
      my Samsung
      > Captivate(tm) on AT&T
      > >>
      > >>Rex Rodebush 
      > wrote:
      > >>
      > >>>--> Kolb-List message
      > posted by: "Rex Rodebush
      " 
      > >>>
      > >>>When I set up my wing I
      > called Bria
      n at TNK=2E=C2- He gave me the recommended wing
      > and horizontal stabiliz
      er angles in reference to the motor
      > mounts=2E=C2- ie, get a digital lev
      el, set it on the motor
      > mounts and zero it, then check both wings at seve
      ral points
      > and average the results=2E=C2- Same for the
      > stabilizer=2E
      =C2- I would call Brian and get the angles for
      > your model=2E=C2- 
      > >
      >>
      > >>>Where you have your
      > stabilizer now is so far from everyone else t
      hat something
      > is definitely wrong=2E
      > >>>
      > >>>
      > >>>
      > >>>
      > >>>Read th
      is topic online
      > here:
      > >>>
      > >>>http://forums=2Ematronics=2Ecom/viewtopi
      c=2Ephp?p=482402#482402
      > >>>
      > >>>
      > >>>
      > >>>
      > >>>
      > >>>
      > >>>
      > >>>
      >
       >>>
      > >>
      > >>
      > >>
      > >>
      > >
      > >
      > >
      > >
      > 
      > The Kolb-List Email Forum -
      >
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      > 7-Day Browse, Chat, FAQ,
      > 
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      ==================
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"racerjerry" <gnking2(at)verizon.net>
Date: 
Aug 16, 2018
      
      
      Bill,  Did you redo your weight & balance?
      
      I wish you would post the figures here so we could verify.
      Kolb states the average wing chord is 64 inches (p74) for Firestar II.
      
      I found a simplified method that reduces calculation error potential when doing
      W&B on the Kolb:  Use  the MAIN WHEEL centerline as your datum point.  In this
      manner, Only the tail weight moment  arm needs to be computed.
      
      "H" (in inches) is then calculated by:  Total Moments (tail only) / Total Weight).
      Afterwards, the distance from Main Wheel Centerline to Wing Leading Edge is added
      back in.
      
      Then % CG is found by   (H x 100) / 64
      
      My CG was 33.04 % with shortened tail boom.  Your engine is a helluva' lot heavier
      than my 447.
      
      
      I hope this helps.
      
      Jerry King
      
      --------
      Jerry King
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482435#482435
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 16, 2018
      
      I've flown Larry Cottrell's FS2 many times.  Larry's FS2 is powered with 
      an HKS.  Flies pretty damn good and cruises well over 65 mph.  Wish I 
      had paid more attention to the gauges.  Well...I didn't fly it wide open 
      anyhow.  It has no adverse habits, big tires, etc.  By all means, Bill 
      B's FS2 should fly the same way if he built it to plans.
      
      
      If Bill B's FS2 is set up according to plans, it would fly the same way 
      with or without windshield.  However, if he is flying the FS2 without a 
      gap seal, that alone will kill airspeed and make the aircraft fly like a 
      turd.  It will perform awful and handle awful.  That may be his problem. 
       I really have no idea unless I had hands on to determine what's going 
      on.
      
      
      Kolbs are what they are, draggy.  Not a whole lot one can do to get them 
      streamlined and decrease some of that drag.  Streamlined drag struts and 
      gear legs will help a tiny, tiny bit.  Not much one can do about 
      dragging that big tail boom through the air sideways.  That is what it 
      is doing because it flies tail high.  One of the reasons the Kolbra and 
      SS are a little cleaner and fly faster is less incidence, tail boom 
      flying straighter through the airstream, not at an angle.
      
      
      Bill B's got a problem that is out of the norm.  Changing the attitude 
      of the engine won't help.  I went through that exercise 30 years ago 
      with my FS.  It didn't help.  I have experimented and tested every way I 
      can to get a little more cruise speed out of my Kolbs.  My FS and US 
      both flew 75+ mph.  My MKIII flies 95 mph.  Only thing I've done to 
      streamline the MKIII is streamlined lift struts.  It is a heavy 
      airplane.  Why do my airplanes fly faster than others?  I do not know 
      for sure, but have a good idea it is how tight I shrink my fabric on all 
      surfaces.  I like it tight and I make it tight.
      
      
      Bill B needs to make sure he pulls the anchor in before he takes off.  
      ;-)
      
      
      john h
      
      mkIII
      
      Titus, Alabama
      
      
      From: owner-kolb-list-server(at)matronics.com 
      [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Charlie 
      England
      Sent: Thursday, August 16, 2018 6:50 AM
      Subject: Re: Kolb-List:Stabilizer Angle
      
      
      Hi Bill, 
      
      I'm afraid we're all just spitballing now, hoping something will stick 
      to the wall. Having said that...
      
      I think you mentioned flying without the windshield. Have you considered 
      installing it for a test flight? I have no idea whether it generates any 
      downforce on the nose; did you ask Kolb?
      
      Is thrust angle the same as the rotax? Same height?
      
      At what speed does it fly hands-off? If you need to push in cruise and 
      pull to flair, there should be some speed in between requiring neutral 
      pressure.
      
      For a w&b 'sanity check', what does your engine weigh, compared to the 
      expected Rotax, is it in the same location, and what does that muffler 
      weigh? It obviously is pretty far aft of standard. Did y'all adjust your 
      measurements for the extended gear legs?
      
      Again, just spitballing; maybe it will push you into thinking of 
      something none of us has considered.
      
      Charlie
      
      On Aug 15, 2018, at 11:54 PM, Bill Berle  
      wrote:
      
      
      Back from the airport. This morning I got in a 30-35 minute test flight 
      which included four or five landings.
      
      The stabilizer was raised to 1.125" above the original bolt hole for 
      this flight. As I mentioned earlier, the aircraft flew acceptably well, 
      the stick force was less than before. However, I understand my 
      stabilizer is higher than almost any other Kolb. This has everyone up in 
      arms, including Duane at Kolb, and including me, since I want to know 
      what it so strange about the aircraft I am flying.
      
      As mentioned, I spent 45 minutes on the phone with Duane today at Kolb. 
      He gave me the exact measurements that the wing and tail incidence is 
      supposed to be on a Firestar 2. The WING incidence is set bu where you 
      drill the hole in the main spar pin attachment at the steel fitting that 
      rivets to the spar tube. The measurement is supposed to be 3 inches form 
      the bottom surface up to the center of the hole. My aircraft is 3 and 
      1/16  inches HIGHER than the lower surface. This means that my wing will 
      be 1/16 of an inch LOWER when the pin goes through the hole in the 
      fuselage carry-through... which means my wing incidence is LOWER than a 
      perfect plans built Firestar. 
      
      By all logic this means that I should be pulling back on the stick a 
      little, not pushing forward.
      
      The stock plans-built Firestar has the stabilizer bolt 3/8 of an inch 
      above the top of the fuselage boom tube., Mine is a LOT higher than that 
      as we can all see from the photos posted previously.
      
      So we have an aircraft that:
      
      1) Has the main wing incidence very close to a perfect plans-built 
      specification, and it is even 1/16 inch lower. 
      2) We have an aircraft that balanced at 32% of wing chord, and is 
      allowed to go up to 37% of chord. 
      3) We have an aircraft that has the full-length, un-cut tailboom tube. 
      4) We have an aircraft that has no warps, twists, or bends in the wings 
      (they are flat on the bottom, root to tip). 
      5) We have an aircraft that does NOT have the ailerons reflexed upward 
      in flight with air loads on them.
      
      And yet the aircraft still has some amount of nose-up pitch with the 
      stabilizer at 3/8 inch, 3/4 inch, AND 1.125 inch above the tailboom 
      tube. I DO NOT want to raise it any higher, because the Kolb List and 
      the Kolb Aircraft Company and a bunch of experienced Kolbers are already 
      thinking it is way too high. It looks pretty darn high to me too.
      
      So today I put two small aluminum trim tabs on the elevator to "fine 
      tune" the last little bit of trim so I can let go of the stick for two 
      seconds. I did this because so far all the guesses and possibilities 
      about the stabilizer angle and wing incidence and aileron position are 
      apparently NOT the cause of this. Which means if we weigh& balance it 
      agaain and it is NOT outside of the Kolb approved range... then you and 
      me and everyone else is just about out of ideas. Unless Bryan Melborn 
      knows something the rest of the Kolbers don't know, then everyone is out 
      of ideas.
      
      I had also installed two small rudder trim tabs, which are 3/4 of the 
      way to "fixing" the yaw trim. 
      
      Today's test flight included some final approaches with little or no 
      power. I paid attention to the rudder during these approaches,a nd sure 
      enough the amount of left rudder needed is a lot less with little or no 
      power. So my aircraft is not significantly "bent" or warped in the yaw 
      directiton, the rudder trim issue is directly related to the engine and 
      prop wash just like everyone suspected. So a rudder triim tab is an easy 
      and obvious fix. Maybe someday in the future I will put the engine on at 
      a different angle, but that will be after I have fun flying it for a 
      while.
      
      Today's test flight also was equipped with a higher quality pitot and 
      static probe, and it verified that the aircraft is making a lot more 
      drag than it could be. 45 miles an hour cruise speed (downwind in the 
      pattern) at 5600-5700 RPM. But I have not done any drag reduction on 
      this aircraft yet, no fairings, no streamline struts, no tape over the 
      control gaps, etc. etc. So I am guessing that I can find another 10-15 
      mph as I fiddle with the drag stuff.
      
       I was supposed to meet with the guy who did the weight and balance 
      today but he had to postpone it till Friday. The only thing that would 
      explain all of this aircraft's strange behavior is if it is REALLY 
      tail-heavy, and I do not believe it is outside of the Kolb CG range.
      
      Anyway, again I REALLY appreciate everyone's interest and participation 
      in trying to solve this puzzle. If any of the mroe highly experienced 
      Kolb pilots want to come fly this aircraft themselves and try to figure 
      it out, let me know.
      
      
      Bill Berle
      www.ezflaphandle.com  - safety & performance upgrade for light aircraft
      www.grantstar.net           - winning proposals for non-profit and 
      for-profit entities
      
        _____  
      
      
      On Wed, 8/15/18, Bill  wrote:
      
       Subject: Re: Kolb-List:Stabilizer Angle
       To: kolb-list(at)matronics.com
       Date: Wednesday, August 15, 2018, 11:56 AM
      
       
      
       Just spent 45 minutes on the phone with
       Duane at Kolb. Great guy! He also thinks the stabilizer
       should not be that high. He will show the pictures to Bryan.
      
      
       Sent from my Samsung Captivate(tm) on
       AT&T
      
       Bill 
       wrote:
      
       Bill 
      
      I cannot find any reference in the
       1993 plans that gives me the wing incidence angle. It shows
       "level" at 9 degrees for W&B but nothing about the angle
       between wing and fuselage.
      
      Sent from my Samsung Captivate(tm)
       on AT&T
      
      Bill 
       wrote:
      
      
      --> Kolb-List message posted
      
       by: Bill 
      
      
      Just landed after test flight
      
       #4. Aircraft is safe and controllable with stabilizer mount
       bolt 1.125" above original location. Still needs light
       forward stick. But not as much as before. NOW it is within
       the range of a simple trim tab. Ailerons are level with wing
       undersurface in flight, not trailing upward. Installed
       higher quality pitot/static probe and hooked static to
       airspeed indicator. Stall speed now down where it was
       expected, 30 mph. But level flight speed is still in the
       40-45 mph range at 5300-5500 rpm. Putting on the windshield
       may solve part of this, but I still believe there is some
       other cause of the slow speed. I am willing to do any and
       all drag reduction, that is the fun part for an old
       sailplane racer. I also installed two rudder trim tabs which
       reduced the need for left rudder. That will now be
       manageable. So at least this is all moving in the right
       direction.
      
      
      Sent from my Samsung
      
       Captivate(tm) on AT&T
      
      
      Rex Rodebush 
      
       wrote:
      
      
      --> Kolb-List message
      
       posted by: "Rex Rodebush" 
      
      
      When I set up my wing I
      
       called Brian at TNK.  He gave me the recommended wing
       and horizontal stabilizer angles in reference to the motor
       mounts.  ie, get a digital level, set it on the motor
       mounts and zero it, then check both wings at several points
       and average the results.  Same for the
       stabilizer.  I would call Brian and get the angles for
       your model.  
      
      
      Where you have your
      
       stabilizer now is so far from everyone else that something
       is definitely wrong.
      
      
      Read this topic online
      
       here:
      
      
      http://forums.matronics.com/viewtopic.php?p=482402#482402
      
      
       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!
                      
         
      href="http://www.matronics.com/Navigator?Kolb-List">http://www.matr> 
      http://www.matronics.com/contribution
      
        _____  
      
      
________________________________________________________________________________
Date: 
Aug 16, 2018
From: 
Bill Berle <victorbravo(at)sbcglobal.net>
Subject: 
: Kolb-List:Stabilizer Angle
      
      
      To answer the recent questions...
      
      Excellent idea about the wheel locations. That would have definitely skewed the
      equations a little. But we did in fact use the actual location of the main wheels,
      because the gear legs are very different than stock on tis aircraft. We
      put little pieces of tape on the ground under all three wheels and used the actual
      tape measure distances. So we did the weight and balance specifically to
      the measurements of this aircraft. 
      
      My HKS engine manual says the weight is 121 pounds including starter, alternator,
      gearbox, and OEM exhgaut/muffler system. My custom aluminum muffler weighs
      about the same as the stock steel can, but my muffler is definitely further behind
      the CG than the standard installation. 
      
      The engine angle is the same as whatever is welded into the Kolb mounts. There
      are no wedges or shims in my mounting system to alter the thrust line. I went
      to great lengths to have my thrust line as low as possible, so I did not have
      any pitch-forward problems. I managed to keep the gearbox turned "downward". I
      have a 65 inch diameter propeller, wihch has 7/8 of an inch clearance above the
      tailboom tube. So this puts the center of the thrust line 33.25 inches above
      the top surface of the tailboom tube. I do recall asking Bryan Melborn at Kolb
      about this distance, and he said that he would not want to be flyng a Kolb
      with the thrust line more than 36 inches above the tailboom. So I probably should
      be in the acceptable range.
      
      I do have 3/4 of a gap seal between the wings. What I mean by that is that I have
      an aluminum "airfoil" shaped leading edgee piece that slides on from the front,a
      nd extends back to just behind the thickest part of the wing. This aluminum
      piece ends right at where the main spar pins are installed. THEN I have a
      fabric cover that Velcro's btween the wings from there to the rear carry-through
      where the wing fold U-joints are. The front of this fabric cover overlaps and
      Velcro's to the back of the aluminum piece. So there is not a huge hole where
      the air can flow upward between the wings. But there is nothing on the TOP
      of the wing behind the aluminum leading edge fairing and in front of the engine.
      Maybe 18 inches of wing chord with no cover on the TOP. All of the gap on
      the bottom is covered back to the wing fold U-joints.
      
      Duane at Kolb asked me to verify that this is a Firestar 2. It is definitely a
      FS2, with the 7 rib wing and the "rear seat" area.
      
      Anyway, as soon as we can go through the W&B calculations again I will copy and
      post them here so you guys can see them.
      
      
      Bill Berle
      www.ezflaphandle.com - safety & performance upgrade for light aircraft
      www.grantstar.net      - winning proposals for non-profit and for-profit entities
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Rex Rodebush" <jrrodebush(at)gmail.com>
Date: 
Aug 16, 2018
      
      
      Bill,  
      
      Rather than using the 3" measurement for the wing angle I think it would perhaps
      be worthwhile to find out the actual wing angle and stabilizer angle referenced
      from the motor mounts.  If Kolb can't give that to you maybe someone with
      a good flying Firestar could give you the numbers.
      
      (My Xtra had a wing angle procedure by leveling and measuring distances.  Which
      I did.  When I got Brian's actual recommended wing angle it was not the same.
      I reset to Brian's recommendations and my Xtra has flown great.)
      
      Another thought.  If the center of thrust has been changed (you said you lowered
      it), maybe that would affect the ideal wing angle?  Maybe others have done that
      with no problems.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482439#482439
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Jerry-TS-MkII" <12flybellaire(at)gmail.com>
Date: 
Aug 16, 2018
      
      
      Bill,
      I remember a Mitchell B-10 that had the clear center section blow out. It's a swept-back
      flying wing.  The loss of forward lift caused a non-recoverable pitch
      down (with the wing mounted elevons not having much authority).
      
      In your case, with increased airflow ahead of the prop, that will have a significant
      input.  And with the trailing area being open, it could be causing a pitch
      up condition to some degree.
      
      No canopy? That should certainly change your cruise, but without one, the airflow
      is highly disrupted, heading towards the tail.  None of your tail feathers
      will work as well, flying in dirty air.
      
      You guys all talk about CG as if it's set in stone.  MOVING IT, WILL change flight
      characteristics, and how it trims out.  But complaining however will not change
      stick pressure!  And I'd bet every other airplane you've flown, had an adjustable
      trim tab, not fixed, on the elevator.  Rudder, sure, but elevator trim
      should be change-able in flight.
      
      And for the guy who says a datum point must be at the mains, the datum point can
      be Muncie Indiana, as long as the measurements are correct, and the weights
      are recorded, and the (simple) math is done without mistakes.  The datum could
      be at the tail wheel.. or anywhere!
      
      Sounds like you are getting closer.. but I'd still have a camera looking at your
      wing covering in flight.  Should it choose to depart.. the trim issues become
      very less important.
      
      Hope you get it dialed in.. but do share the real CG recalculations!  Helping a
      guy once to his 2nd R/C airplane flight, after a few tweaks, I happened to recheck
      the balance, and the tail dropped BIG TIME.  He left some 6" side cuts inside
      the fuse after trimming a pushrod, and then picked it up to load, and they
      went all the way to the tail.  It would have been instant crash w/o a bit of
      luck and discovery.
      
      Spitballing?  It's not easy trimming a plane, while IN IT.  To me, this seems like
      one of the most intelligent and involved conversations I've seen on this forum.
      LOTS of good ideas and inputs.  Kudos to all who have signed in!
      
      Jerry
      TS MK II
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482444#482444
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 16, 2018
      
      
      Extremely difficult to trouble shoot an aircraft that one is not familiar with,
      especially a Kolb.  That being said, I would think it would also be difficult
      for that person to accurately describe and correct those problems.  In this case
      we have no idea what the "real" root problem is, but there is definitely something
      wrong with BB's Kolb.  That we know for sure, without flying it.
      
      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: Thursday, August 16, 2018 9:29 AM
      Subject: RE: Kolb-List:Stabilizer Angle
      
      
      To answer the recent questions...
      
      
      Bill Berle
      
      
________________________________________________________________________________
Date: 
Aug 16, 2018
From: 
Bill Berle <victorbravo(at)sbcglobal.net>
Subject: 
: Kolb-List:Stabilizer Angle
      
      
      Someone on the homebuilt airplanes internet group postulated that the "allowable
      CG range" may mean the range where the aircraft is controll-able, not necessarily
      trim-able.
      
      Some of the more experieced Kolbers who have flkown Kolb aircraft at the rear edge
      of the CG range... was the aircraft able to be trimmed for level flight at
      those rearward CG's ???? Or was it n ecessary to hold stick pressure?
      
      That would answer a LOT of all these questions.
      
      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, 8/16/18, John Hauck  wrote:
      
       Subject: RE: Kolb-List:Stabilizer Angle
       To: kolb-list(at)matronics.com
       Date: Thursday, August 16, 2018, 9:30 AM
      
       Hauck" 
      
       Extremely difficult to trouble shoot an
       aircraft that one is not familiar with, especially a
       Kolb. That being said, I would think it would also be
       difficult for that person to accurately describe and correct
       those problems. In this case we have no idea what the
       "real" root problem is, but there is definitely something
       wrong with BB's Kolb. That we know for sure, without
       flying it.
      
       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: Thursday, August 16, 2018 9:29
       AM
       To: kolb-list(at)matronics.com
       Subject: RE: Kolb-List:Stabilizer
       Angle
      
       Bill Berle 
      
       To answer the recent questions...
      
      
       Bill Berle
      
      
       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: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 16, 2018
      
      
      In my experience Kolbs don't have cg problems if built according to plans.  Kolb
      cg is wide and forgiving.  I think I shared with the List my experience flying
      my MKIII with a 12+ lb Maule Tundra Tail Wheel.  Made one of my flights to
      Alaska with it plus all the other gear and fuel I carry behind the cg.  I have
      never had a cg problem, even configured that way.
      
      If you can fly your Kolb with the cg from one extreme to the other, I would think
      you could correct any adverse pitch trim with a trim tab.  In a MKIII it takes
      considerable nose up trim to unload the stick when at take off and cruise
      power.  Anyone who has done long cross country flights knows it is very difficult
      and uncomfortable to fly with adverse trim.  Holding pressure on a stick doesn't
      take long to take the fun out of flying cross country.  I learned a long
      time ago local flying I seldom noticed a little adverse trim, but on a cross
      country it didn't take long to realize it when my arm got tired.
      
      Wish my buddy John Williamson was still here.  When John flew off his 40 hours
      he actually used weights to go beyond forward and aft cg limits.  I remember him
      telling me the only way he could get out of a stall on his last aft cg test
      was full power.  If he had lost power he would have busted his ass.  He also
      added weight incrementally to the nose until the Kolbra wouldn't take off.  I
      don't have his numbers and have no idea if they still exist.
      
      BB still has an unidentified problem if his FS2 only flies 40-45 mph at the rpm
      he stated in a previous msg, I think he said 5200 to 5300 rpm.
      
      In addition, he should not have to raise the horz stab above what the plans and
      building instructions state.
      
      Keep looking until you find your problem.
      
      BB still hasn't explored the possibility his ailerons may be set too high.  In
      flight those ailerons naturally want to droop a little.  If it was my airplane
      and my problem, I would have already experimented with the ailerons and got off
      this nonsense of inboard wing stall first.  But it ain't my airplane and I
      haven't seen it or flown it.
      
      When one thinks of all the Kolbs out there flying with no problems, makes me wonder
      what the Hell is wrong with BB's Kolb to make it act like it does, whatever
      that is.  I don't have a clue.
      
      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: Thursday, August 16, 2018 11:40 AM
      Subject: RE: Kolb-List:Stabilizer Angle
      
      
      Someone on the homebuilt airplanes internet group postulated that the "allowable
      CG range" may mean the range where the aircraft is controll-able, not necessarily
      trim-able.
      
      Some of the more experieced Kolbers who have flkown Kolb aircraft at the rear edge
      of the CG range... was the aircraft able to be trimmed for level flight at
      those rearward CG's ???? Or was it n ecessary to hold stick pressure?
      
      That would answer a LOT of all these questions.
      
      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, 8/16/18, John Hauck  wrote:
      
       Subject: RE: Kolb-List:Stabilizer Angle
       To: kolb-list(at)matronics.com
       Date: Thursday, August 16, 2018, 9:30 AM
      
       Hauck" 
      
       Extremely difficult to trouble shoot an
       aircraft that one is not familiar with, especially a
       Kolb.  That being said, I would think it would also be
       difficult for that person to accurately describe and correct
       those problems.  In this case we have no idea what the
       "real" root problem is, but there is definitely something
       wrong with BB's Kolb.  That we know for sure, without
       flying it.
      
       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: Thursday, August 16, 2018 9:29
       AM
       To: kolb-list(at)matronics.com
       Subject: RE: Kolb-List:Stabilizer
       Angle
      
       Bill Berle 
      
       To answer the recent questions...
      
      
       Bill Berle
      
      
       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: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Call Me
Date: 
Aug 16, 2018
      
      I've helped a few people over the years with their Kolbs.  Occasionally I
      even get calls from Kolb Aircraft, and have for many years, wanting my
      limited knowledge of, or opinion on a Kolb problem.  I don't mind Kolbers
      calling me and discussing a problem.  Most time it is easier than trying to
      do it by email.
      
      334-567-6280/334-315-2621
      
      john h
      mkIII
      Titus, Alabama
      
________________________________________________________________________________
Date: 
Aug 16, 2018
From: 
Bill Berle <victorbravo(at)sbcglobal.net>
Subject: 
Re: Call Me
      
      
      Will try to do so later today or this evening. I have a job interview in a couple
      of hours that I need to get ready for.
      
      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, 8/16/18, John Hauck  wrote:
      
       Subject: Kolb-List: Call Me
       To: kolb-list(at)matronics.com
       Date: Thursday, August 16, 2018, 10:21 AM
      
      
       Call Me
      
      
       I've helped a few people over the years
       with their Kolbs. Occasionally
       I even get calls from
       Kolb Aircraft, and have for many years, wanting my
       limited knowledge of, or opinion on a Kolb problem. I
       don't mind Kolbers calling me and discussing a
       problem. Most time it is easier than trying to do it by
       email.
      
       334-567-6280/334-315-2621
      
       john h
      
       mkIII
      
       Titus, Alabama
      
      
________________________________________________________________________________
From: 
"Stuart Harner" <stuart(at)harnerfarm.net>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 16, 2018
      
      
      Bill,
      
      I had a little problem visualizing your description but as I understand it your Center Gap Cover is complete on the bottom and only about half on the top. This is exactly opposite of what the factory shows in the plans (at least for the Firefly). Take a look here: http://harnerfarm.net/serenity/assembly.html about half way down the page you will see a front view of the center wing gap seal. I don't have it on the website but I do have a photo of the top of this seal in flight and it is bowed upward quite a lot so there is a lot of air pressure in that area.
      
      If I understand it right, you basically have a hole in the top of your wing from
      just aft of the thickest part all the way back to the engine. Even though the
      air can't flow through because of the covering on the bottom side it would seem
      that this will cause a lot of turbulence and drag just ahead of the engine.
      
      I don't know if that will cause a nose up condition but I am betting it is causing
      a loss of airspeed and all power settings.
      
      Let me know if you would like to see the back side of the center wing cover and
      I will post one to my web site so it doesn't take up space on the list.
      
      Also, I do not know if you have the gap seal between the wing and the aileron.
      I used the Kolb supplied  3M Clear Book Binding Tape that came with the kit. Others
      just go ahead and use covering fabric and paint accordingly. To me this
      was easier. I did not put any on the elevator gap but may try it some time. I
      do know a lot of people say that the plane handles so much better with the aileron
      gap seals installed. If you don't have them, this could be a contributing
      factor to at least the aileron "heaviness" that you describe as well as adding
      to the overall drag.
      
      Side note: I don't think anyone said you HAD to use the main gear as a datum point,
      just that it was easy. I like using the tip of the nose, keeps all the numbers
      on the same side of the equation. You can simply put a mark on the floor
      and use that if you wish. However I don't think you have a calculation problem.
      There may be a CG problem but unfortunately you can't know that for sure without
      doing the calculations. From all of your posts I don't think you need instructions
      on how to do it but I do think that the behavior of the airplane calls
      for a re-do just for process of elimination if nothing else. You would be
      surprised at the number of people that get stymied by W&B.  I think most of them
      get hung up at + and - numbers caused by the datum not being at the front of
      the aircraft. But that is my WAG.
      
      It would be a shame to be chasing rigging problems if in fact there is a balance
      problem. It could be as simple as a miss-read scale or measurement. Ever transpose
      two numbers when reading a ruler upside down? Happens to me a lot. What
      if a 67 became a 76? That would make the CG numbers out of whack! If re-doing
      the calculations confirms they are accurate, then I would try to double check
      the source of the numbers on the sheet. "Measure twice, cut once". I have a lot
      of scraps to prove that old adage!
      
      Keep at it and don't ever stop asking "why?".
      
      Stuart
      
      
      -----Original Message-----
      From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Bill Berle
      Sent: Thursday, August 16, 2018 9:29 AM
      Subject: RE: Kolb-List:Stabilizer Angle
      
      
      To answer the recent questions...
      
      
      
      I do have 3/4 of a gap seal between the wings. What I mean by that is that I have
      an aluminum "airfoil" shaped leading edgee piece that slides on from the front,a
      nd extends back to just behind the thickest part of the wing. This aluminum
      piece ends right at where the main spar pins are installed. THEN I have a
      fabric cover that Velcro's btween the wings from there to the rear carry-through
      where the wing fold U-joints are. The front of this fabric cover overlaps and
      Velcro's to the back of the aluminum piece. So there is not a huge hole where
      the air can flow upward between the wings. But there is nothing on the TOP
      of the wing behind the aluminum leading edge fairing and in front of the engine.
      Maybe 18 inches of wing chord with no cover on the TOP. All of the gap on
      the bottom is covered back to the wing fold U-joints.
      
      
      
      
________________________________________________________________________________
Date: 
Aug 16, 2018
From: 
Bill Berle <victorbravo(at)sbcglobal.net>
Subject: 
: Kolb-List:Stabilizer Angle
      
      
      THANK YOU Stuart ! And thanks to all of the people who are spending their time
      helping me pull out what little is left of my hair to figure this out.
      
      I have to agree that EVERYTHING up to this stage is pointing toward tail-heaviness.
      So I am making an arrangement to go through the numbers agaain. 
      
      As I said, if the airplane is significantly out of the Kolb-specified range then
      I will be eating a alot of s**t on the Kolb List ! If it is NOT out of the Kolb
      CG range then I promise I won't make any one else eat that same s**t because
      you are all trying to help.
      
      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, 8/16/18, Stuart Harner  wrote:
      
       Subject: RE: Kolb-List:Stabilizer Angle
       To: kolb-list(at)matronics.com
       Date: Thursday, August 16, 2018, 2:36 PM
      
       Harner" 
      
       Bill,
      
       I had a little problem visualizing your
       description but as I understand it your Center Gap Cover is
       complete on the bottom and only about half on the top. This
       is exactly opposite of what the factory shows in the plans
       (at least for the Firefly). Take a look here: http://harnerfarm.net/serenity/assembly.html
       about half way down the page you will see a front view
       of the center wing gap seal. I don't have it on the website
       but I do have a photo of the top of this seal in flight and
       it is bowed upward quite a lot so there is a lot of air
       pressure in that area.
      
       If I understand it right, you basically
       have a hole in the top of your wing from just aft of the
       thickest part all the way back to the engine. Even though
       the air can't flow through because of the covering on the
       bottom side it would seem that this will cause a lot of
       turbulence and drag just ahead of the engine.
      
       I don't know if that will cause a nose
       up condition but I am betting it is causing a loss of
       airspeed and all power settings.
      
       Let me know if you would like to see
       the back side of the center wing cover and I will post one
       to my web site so it doesn't take up space on the list.
      
       Also, I do not know if you have the gap
       seal between the wing and the aileron. I used the Kolb
       supplied 3M Clear Book Binding Tape that came with the
       kit. Others just go ahead and use covering fabric and paint
       accordingly. To me this was easier. I did not put any on the
       elevator gap but may try it some time. I do know a lot of
       people say that the plane handles so much better with the
       aileron gap seals installed. If you don't have them, this
       could be a contributing factor to at least the aileron
       "heaviness" that you describe as well as adding to the
       overall drag.
      
       Side note: I don't think anyone said
       you HAD to use the main gear as a datum point, just that it
       was easy. I like using the tip of the nose, keeps all the
       numbers on the same side of the equation. You can simply put
       a mark on the floor and use that if you wish. However I
       don't think you have a calculation problem. There may be a
       CG problem but unfortunately you can't know that for sure
       without doing the calculations. From all of your posts I
       don't think you need instructions on how to do it but I do
       think that the behavior of the airplane calls for a re-do
       just for process of elimination if nothing else. You would
       be surprised at the number of people that get stymied by
       W&B. I think most of them get hung up at + and -
       numbers caused by the datum not being at the front of the
       aircraft. But that is my WAG.
      
       It would be a shame to be chasing
       rigging problems if in fact there is a balance problem. It
       could be as simple as a miss-read scale or measurement. Ever
       transpose two numbers when reading a ruler upside down?
       Happens to me a lot. What if a 67 became a 76? That would
       make the CG numbers out of whack! If re-doing the
       calculations confirms they are accurate, then I would try to
       double check the source of the numbers on the sheet.
       "Measure twice, cut once". I have a lot of scraps to prove
       that old adage!
      
       Keep at it and don't ever stop asking
       "why?".
      
       Stuart
      
      
       -----Original Message-----
       From: owner-kolb-list-server(at)matronics.com
       [mailto:owner-kolb-list-server(at)matronics.com]
       On Behalf Of Bill Berle
       Sent: Thursday, August 16, 2018 9:29
       AM
       To: kolb-list(at)matronics.com
       Subject: RE: Kolb-List:Stabilizer
       Angle
      
       Bill Berle 
      
       To answer the recent questions...
      
       
      
       I do have 3/4 of a gap seal between the
       wings. What I mean by that is that I have an aluminum
       "airfoil" shaped leading edgee piece that slides on from the
       front,a nd extends back to just behind the thickest part of
       the wing. This aluminum piece ends right at where the main
       spar pins are installed. THEN I have a fabric cover that
       Velcro's btween the wings from there to the rear
       carry-through where the wing fold U-joints are. The front of
       this fabric cover overlaps and Velcro's to the back of the
       aluminum piece. So there is not a huge hole where the air
       can flow upward between the wings. But there is nothing on
       the TOP of the wing behind the aluminum leading edge fairing
       and in front of the engine. Maybe 18 inches of wing
       chord with no cover on the TOP. All of the gap on the bottom
       is covered back to the wing fold U-joints.
      
       
      
      
       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: 
Robert Laird <rlaird(at)cavediver.com>
Date: 
Aug 16, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      "Eating crow" would have been a bit more poetic (you know, with the
      reference to a bird)!  ;-)
      
      
      On Thu, Aug 16, 2018 at 6:07 PM Bill Berle 
      wrote:
      
      >
      > THANK YOU Stuart ! And thanks to all of the people who are spending their
      > time helping me pull out what little is left of my hair to figure this out.
      >
      > I have to agree that EVERYTHING up to this stage is pointing toward
      > tail-heaviness. So I am making an arrangement to go through the numbers
      > agaain.
      >
      > As I said, if the airplane is significantly out of the Kolb-specified
      > range then I will be eating a alot of s**t on the Kolb List ! If it is NOT
      > out of the Kolb CG range then I promise I won't make any one else eat that
      > same s**t because you are all trying to help.
      >
      > 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, 8/16/18, Stuart Harner  wrote:
      >
      >  Subject: RE: Kolb-List:Stabilizer Angle
      >  To: kolb-list(at)matronics.com
      >  Date: Thursday, August 16, 2018, 2:36 PM
      >
      >  Harner" 
      >
      >  Bill,
      >
      >  I had a little problem visualizing your
      >  description but as I understand it your Center Gap Cover is
      >  complete on the bottom and only about half on the top. This
      >  is exactly opposite of what the factory shows in the plans
      >  (at least for the Firefly). Take a look here:
      > http://harnerfarm.net/serenity/assembly.html
      >  about half way down the page you will see a front view
      >  of the center wing gap seal. I don't have it on the website
      >  but I do have a photo of the top of this seal in flight and
      >  it is bowed upward quite a lot so there is a lot of air
      >  pressure in that area.
      >
      >  If I understand it right, you basically
      >  have a hole in the top of your wing from just aft of the
      >  thickest part all the way back to the engine. Even though
      >  the air can't flow through because of the covering on the
      >  bottom side it would seem that this will cause a lot of
      >  turbulence and drag just ahead of the engine.
      >
      >  I don't know if that will cause a nose
      >  up condition but I am betting it is causing a loss of
      >  airspeed and all power settings.
      >
      >  Let me know if you would like to see
      >  the back side of the center wing cover and I will post one
      >  to my web site so it doesn't take up space on the list.
      >
      >  Also, I do not know if you have the gap
      >  seal between the wing and the aileron. I used the Kolb
      >  supplied  3M Clear Book Binding Tape that came with the
      >  kit. Others just go ahead and use covering fabric and paint
      >  accordingly. To me this was easier. I did not put any on the
      >  elevator gap but may try it some time. I do know a lot of
      >  people say that the plane handles so much better with the
      >  aileron gap seals installed. If you don't have them, this
      >  could be a contributing factor to at least the aileron
      >  "heaviness" that you describe as well as adding to the
      >  overall drag.
      >
      >  Side note: I don't think anyone said
      >  you HAD to use the main gear as a datum point, just that it
      >  was easy. I like using the tip of the nose, keeps all the
      >  numbers on the same side of the equation. You can simply put
      >  a mark on the floor and use that if you wish. However I
      >  don't think you have a calculation problem. There may be a
      >  CG problem but unfortunately you can't know that for sure
      >  without doing the calculations. From all of your posts I
      >  don't think you need instructions on how to do it but I do
      >  think that the behavior of the airplane calls for a re-do
      >  just for process of elimination if nothing else. You would
      >  be surprised at the number of people that get stymied by
      >  W&B.  I think most of them get hung up at + and -
      >  numbers caused by the datum not being at the front of the
      >  aircraft. But that is my WAG.
      >
      >  It would be a shame to be chasing
      >  rigging problems if in fact there is a balance problem. It
      >  could be as simple as a miss-read scale or measurement. Ever
      >  transpose two numbers when reading a ruler upside down?
      >  Happens to me a lot. What if a 67 became a 76? That would
      >  make the CG numbers out of whack! If re-doing the
      >  calculations confirms they are accurate, then I would try to
      >  double check the source of the numbers on the sheet.
      >  "Measure twice, cut once". I have a lot of scraps to prove
      >  that old adage!
      >
      >  Keep at it and don't ever stop asking
      >  "why?".
      >
      >  Stuart
      >
      >
      >  -----Original Message-----
      >  From: owner-kolb-list-server(at)matronics.com
      >  [mailto:owner-kolb-list-server(at)matronics.com]
      >  On Behalf Of Bill Berle
      >  Sent: Thursday, August 16, 2018 9:29
      >  AM
      >  To: kolb-list(at)matronics.com
      >  Subject: RE: Kolb-List:Stabilizer
      >  Angle
      >
      >  Bill Berle 
      >
      >  To answer the recent questions...
      >
      >  
      >
      >  I do have 3/4 of a gap seal between the
      >  wings. What I mean by that is that I have an aluminum
      >  "airfoil" shaped leading edgee piece that slides on from the
      >  front,a nd extends back to just behind the thickest part of
      >  the wing. This aluminum piece ends right at where the main
      >  spar pins are installed. THEN I have a fabric cover that
      >  Velcro's btween the wings from there to the rear
      >  carry-through where the wing fold U-joints are. The front of
      >  this fabric cover overlaps and Velcro's to the back of the
      >  aluminum piece. So there is not a huge hole where the air
      >  can flow upward between the wings. But there is nothing on
      >  the TOP of the wing behind the aluminum leading edge fairing
      >  and in front of the engine.  Maybe 18 inches of wing
      >  chord with no cover on the TOP. All of the gap on the bottom
      >  is covered back to the wing fold U-joints.
      >
      >  
      >
      >
      >  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.
      >
      >
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Jerry-TS-MkII" <12flybellaire(at)gmail.com>
Date: 
Aug 16, 2018
      
      
      I came across a very handy tool.. thought I would share it.  And actually I would
      love to hear the results from anyone with a flying Kolb, if they plug in the
      numbers.
      
      It's handy for weight and balance, but also evaluates stability and other factors.
      
      https://chrusion.com/BJ7/SuperCalc7.html
      
      Jerry
      TS MK II
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482475#482475
      
      
________________________________________________________________________________
From: 
JC Gilpin <j.gilpin(at)bigpond.com>
Date: 
Aug 17, 2018
Subject: 
Re: : : Kolb-List:Stabilizer Angle
      
      It's gonna be real interesting to find out what the real reason is for all
      this....
      
      
      Virus-free.
      www.avast.com
      
      <#DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Richard Pike" <thegreybaron(at)charter.net>
Date: 
Aug 17, 2018
      
      
      victorbravo(at)sbcglobal. wrote:
      > To answer the recent questions...
      > 
      > I do have 3/4 of a gap seal between the wings. What I mean by that is that I
      have an aluminum "airfoil" shaped leading edgee piece that slides on from the
      front,a nd extends back to just behind the thickest part of the wing. This aluminum
      piece ends right at where the main spar pins are installed. THEN I have
      a fabric cover that Velcro's btween the wings from there to the rear carry-through
      where the wing fold U-joints are. The front of this fabric cover overlaps
      and Velcro's to the back of the aluminum piece. So there is not a huge hole where
      the air can flow upward between the wings. But there is nothing on the TOP
      of the wing behind the aluminum leading edge fairing and in front of the engine.
      Maybe 18 inches of wing chord with no cover on the TOP. All of the gap on
      the bottom is covered back to the wing fold U-joints.
      > 
      > 
      > Bill Berle
      
      
      I think we may have found the problem: you have replaced the normal gap seal -
      a KFM-1 airfoil - with what is in effect a modified KFM-2 airfoil. Kline-Fogelman
      airfoils are know to have high drag. This would explain your inability to
      go very fast. Since the normal Kolb center section underside is full of tubes
      and stuff, turbulence associatd with the windshield, pilot's head, etc the normal
      high drag associated with the KFM-1 airfoil is not so evident, but with yours
      being a modified KFM-2 center section, and the upperside being comparitively
      less cluttered, the drag is more pronounced.
      
      Picture the fabric billowing up in flight under load: your modified KFM2 airfoil
      is doing something that the normal Kolb center section does not do. With the
      normal Kolb KFM-1 airfoil, the fabric bulges up in flight on the top, but you
      have a KFM-2 airfoil on your center section and now when the fabric is bulging
      up in flight it bulges from the bottom - who knows what that does? 
      
      I suggest going to a normal type of center section. There is a typical one on pages 30-34 of "The Yellow Book"; here: http://oh2fly.net/oldpoops/Lexan%20rear%20enclosure.html
      
      For more information on the Kline-Fogelman airfoil; here: https://en.wikipedia.org/wiki/Kline%E2%80%93Fogleman_airfoil
      
      --------
      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=482482#482482
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Rex Rodebush" <jrrodebush(at)gmail.com>
Date: 
Aug 17, 2018
      
      
      Don't worry about anyone giving you s_ _ t when you find your problem.  It could
      be caused by a half dozen things or a combination of them.  You are logically
      working through the possible causes and that's all anyone can ask. No one has
      a crystal ball, only ideas and suggestions.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482490#482490
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 17, 2018
      
      
      Is the tail boom adjustable?
      
      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 Frankd
      Sent: Friday, August 17, 2018 12:01 PM
      Subject: Re: Kolb-List:Stabilizer Angle
      
      
      Hi Bill/Kolbers, 
      
      I am happy you have had more successful flights,  even tho everyone thinks
      something is still wrong with your stab angle. 
      
      IF  the CG is OK,  the wing incidence is good to the motor mount, your tube
      is the correct length and the stabilizer angle is correct to the wing, then
      the only thing I can think of is that the angle of your tail tube could be
      off. 
      
      
      FrankD
      1014S. 
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Richard Pike" <thegreybaron(at)charter.net>
Date: 
Aug 17, 2018
      
      
      John Hauck wrote:
      > Is the tail boom adjustable?
      > 
      > john h
      > mkIII
      > Titus, Alabama
      > 
      > --
      
      
      Well, it sorta is - but then the airplane gets even more difficult to trim...
      
      --------
      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=482500#482500
      
      
      Attachments: 
      
      http://forums.matronics.com//files/outoftrim_133.jpeg
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 17, 2018
      
      
      Richard P had me scratching my head until I saw the attachment.  I hadn't
      thought about that particular adjuster.  ;-)  Good comment.  Goes well with
      the photo.
      
      john h
      mkIII
      Titus, Alabama
      
      
________________________________________________________________________________
Date: 
Aug 17, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
Bill <victorbravo(at)sbcglobal.net>
      
      
      We are trying to arrange a second weight and balance to be done Monday. All evidence
      points to the airplane being tail heavy, as so many Kolbers have mentioned
      since the beginning. 
      
      John H thank you for taking time to talk to me yesterday. I will be incorporating
      some or all of your ideas, but I do need to make sure I am not flying a dangerously
      tail heavy airplane regardless of the aileron adjustment. But after speaking
      with you I am confident I can slightly lower the ailerons without a safety
      risk.
      Sent from my Samsung Captivate(tm) on AT&T
      
      Richard Pike  wrote:
      
      >
      >
      >John Hauck wrote:
      >> Is the tail boom adjustable?
      >> 
      >> john h
      >> mkIII
      >> Titus, Alabama
      >> 
      >> --
      >
      >
      >Well, it sorta is - but then the airplane gets even more difficult to trim...
      >
      >--------
      >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=482500#482500
      >
      >
      >Attachments: 
      >
      >http://forums.matronics.com//files/outoftrim_133.jpeg
      >
      >
      
      
________________________________________________________________________________
Date: 
Aug 18, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
Bill <victorbravo(at)sbcglobal.net>
      
      
      Just finished a 30 minute test flight. Aircraft improved by both the tape seal
      on the aileron gap and the trim tabs on elevator. Hands off at 40 mph at 4750-4800
      rpm. 48-50 mph at 5300-5400 rpm with very light forward pressure on stick.
      Rudder trim  for some reason was better than last flight even with no change.
      Still need a small additional bend in rudder trim tab. This flight was still
      WITH the raised stabilizer angle, but with the addition of the elevator trim
      tab.
      
      Sent from my Samsung Captivate(tm) on AT&T
      
      Richard Pike  wrote:
      
      >
      >
      >John Hauck wrote:
      >> Is the tail boom adjustable?
      >> 
      >> john h
      >> mkIII
      >> Titus, Alabama
      >> 
      >> --
      >
      >
      >Well, it sorta is - but then the airplane gets even more difficult to trim...
      >
      >--------
      >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=482500#482500
      >
      >
      >Attachments: 
      >
      >http://forums.matronics.com//files/outoftrim_133.jpeg
      >
      >
      
      
________________________________________________________________________________
From: 
George Helton <gdhelton(at)gmail.com>
Date: 
Aug 18, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      
      Sounds like youre making some positive progress,Bill. Those aileron gap seals make
      a big difference. Both in speed and handling.
      George H.
      Firestar, FS100, 2702 Hirth 
      14GDH 
      Mesick, Michigan 
      gdhelton(at)gmail.com
      
      Sent from my iPhone
      
      > On Aug 18, 2018, at 10:57 AM, Bill  wrote:
      > 
      > 
      > Just finished a 30 minute test flight. Aircraft improved by both the tape seal
      on the aileron gap and the trim tabs on elevator. Hands off at 40 mph at 4750-4800
      rpm. 48-50 mph at 5300-5400 rpm with very light forward pressure on stick.
      Rudder trim  for some reason was better than last flight even with no change.
      Still need a small additional bend in rudder trim tab. This flight was still
      WITH the raised stabilizer angle, but with the addition of the elevator trim
      tab.
      > 
      > Sent from my Samsung Captivate(tm) on AT&T
      > 
      > Richard Pike  wrote:
      > 
      >> 
      >> 
      >> John Hauck wrote:
      >>> Is the tail boom adjustable?
      >>> 
      >>> john h
      >>> mkIII
      >>> Titus, Alabama
      >>> 
      >>> --
      >> 
      >> 
      >> Well, it sorta is - but then the airplane gets even more difficult to trim...
      >> 
      >> --------
      >> 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=482500#482500
      >> 
      >> 
      >> 
      >> 
      >> Attachments: 
      >> 
      >> http://forums.matronics.com//files/outoftrim_133.jpeg
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 18, 2018
      
      
      If it was me, I'd experiment with the horz stab in the normal position and go to
      larger elevator  trim tabs and play with the angle of the tab.
      
      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
      Sent: Saturday, August 18, 2018 9:58 AM
      Subject: Re: Kolb-List:Stabilizer Angle
      
      
      Just finished a 30 minute test flight. Aircraft improved by both the tape seal
      on the aileron gap and the trim tabs on elevator. Hands off at 40 mph at 4750-4800
      rpm. 48-50 mph at 5300-5400 rpm with very light forward pressure on stick.
      Rudder trim  for some reason was better than last flight even with no change.
      Still need a small additional bend in rudder trim tab. This flight was still
      WITH the raised stabilizer angle, but with the addition of the elevator trim
      tab.
      
      Sent from my Samsung Captivate(tm) on AT&T
      
      Richard Pike  wrote:
      
      >
      >
      >John Hauck wrote:
      >> Is the tail boom adjustable?
      >> 
      >> john h
      >> mkIII
      >> Titus, Alabama
      >> 
      >> --
      >
      >
      >Well, it sorta is - but then the airplane gets even more difficult to trim...
      >
      >--------
      >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=482500#482500
      >
      >
      >Attachments: 
      >
      >http://forums.matronics.com//files/outoftrim_133.jpeg
      >
      >
      
      
________________________________________________________________________________
From: 
Larry Cottrell <lcottrell1020(at)gmail.com>
Date: 
Aug 18, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      On Sat, Aug 18, 2018 at 8:57 AM, Bill  wrote:
      
      >
      > Just finished a 30 minute test flight. Aircraft improved by both the tape
      > seal on the aileron gap and the trim tabs on elevator. Hands off at 40 mph
      > at 4750-4800 rpm. 48-50 mph at 5300-5400 rpm with very light forward
      > pressure on stick. Rudder trim  for some reason was better than last flight
      > even with no change. Still need a small additional bend in rudder trim tab.
      > This flight was still WITH the raised stabilizer angle, but with the
      > addition of the elevator trim tab.
      >
      > ---------------------------------------------------------------------------------------------------------------------------------------------------------------------
      
      
      I believe that I mentioned before that without an adjustable trim tab, your
      only option is to trim for what you consider "cruise" RPM's. Mine is 5400.
      That gives me the most speed for the least amount of gas expended. When I
      increase the RPM's it begins to climb, which is the proper function of
      power anyway.
      
      I went over to the ranch to check for stuck cows in the pothole field, and
      I was in a hurry, so I was turning around 5800 (max continued power) and of
      course the plane was climbing at about 300 fpm and I had to use a lot of
      forward pressure on the stick to try to keep at the altitude that I wanted
      to fly. It came to mind that this could possibly be what you are talking
      about as a problem? I had never paid attention before because it is just
      the way that Kolbs fly. Is it possible that you are expecting your kolb to
      fly like a 172, cause it "ain't gonna happen". In essence it could be
      possible that some of the things that are worrying you, could just be the
      normal reaction of the aircraft that you are flying.  Now I know that you
      might be a bit delicate, but none of this is intended to insult you.
      
      Larry
      *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: : Kolb-List:Stabilizer Angle
From: 
"Rex Rodebush" <jrrodebush(at)gmail.com>
Date: 
Aug 18, 2018
      
      
      When get your weights it might not be a bad idea to pick two different datum's
      and run the numbers as a check.  The CG should be the same.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482520#482520
      
      
________________________________________________________________________________
Date: 
Aug 18, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
Bill <victorbravo(at)sbcglobal.net>
      
      
      I'm not delicate by any stretch... I always felt that any time I held up my end
      of a good argument here lots of  people got their panties in a twist :)
      
      Sent from my Samsung Captivate(tm) on AT&T
      
      Larry Cottrell  wrote:
      
      >On Sat, Aug 18, 2018 at 8:57 AM, Bill  wrote:
      >
      >>
      >> Just finished a 30 minute test flight. Aircraft improved by both the tape
      >> seal on the aileron gap and the trim tabs on elevator. Hands off at 40 mph
      >> at 4750-4800 rpm. 48-50 mph at 5300-5400 rpm with very light forward
      >> pressure on stick. Rudder trim  for some reason was better than last flight
      >> even with no change. Still need a small additional bend in rudder trim tab.
      >> This flight was still WITH the raised stabilizer angle, but with the
      >> addition of the elevator trim tab.
      >>
      >> ---------------------------------------------------------------------------------------------------------------------------------------------------------------------
      >
      >
      >I believe that I mentioned before that without an adjustable trim tab, your
      >only option is to trim for what you consider "cruise" RPM's. Mine is 5400.
      >That gives me the most speed for the least amount of gas expended. When I
      >increase the RPM's it begins to climb, which is the proper function of
      >power anyway.
      >
      >I went over to the ranch to check for stuck cows in the pothole field, and
      >I was in a hurry, so I was turning around 5800 (max continued power) and of
      >course the plane was climbing at about 300 fpm and I had to use a lot of
      >forward pressure on the stick to try to keep at the altitude that I wanted
      >to fly. It came to mind that this could possibly be what you are talking
      >about as a problem? I had never paid attention before because it is just
      >the way that Kolbs fly. Is it possible that you are expecting your kolb to
      >fly like a 172, cause it "ain't gonna happen". In essence it could be
      >possible that some of the things that are worrying you, could just be the
      >normal reaction of the aircraft that you are flying.  Now I know that you
      >might be a bit delicate, but none of this is intended to insult you.
      >
      >Larry
      >*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: : Kolb-List:Stabilizer Angle
From: 
"Richard Pike" <thegreybaron(at)charter.net>
Date: 
Aug 18, 2018
      
      
      Just thinking about elevator trim tabs - I have a small one on my MKIII because
      when I first flew it there was was one speed and throttle setting where it wanted
      to do something wonky - too long ago, can't remember what it was. Also that
      was before I could slightly reflex or droop the flaps while in flight, so the
      elevator trim tab is probably unnecessary now. Or maybe not - I'm not changing
      anything.
      
      Anyway, on the MKIII, the elevator trim tab is optimized for solo flight, it has
      a spring loaded trim lever that is used when carrying a passenger because there
      are radical trim changes when you add a passenger. The MKIII spring system
      works good, no problem.
      
      Then there is the Firefly; we built it with this little spring loaded device on
      the front of the stick because pitch trim changes depending on how much fuel
      you have left. This is more than sufficient, you only have to move it a notch
      or two from full fuel to minimum fuel.
      
      --------
      Richard Pike
      Kolb MKIII N420P (420ldPoops)
      Kolb Firefly Part 103 legal  w/incredibly obnoxious Rotax 277
      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=482525#482525
      
      
      Attachments: 
      
      http://forums.matronics.com//files/trim_139.jpeg
      
      
________________________________________________________________________________
From: 
George Helton <gdhelton(at)gmail.com>
Date: 
Aug 18, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      
      Hi Richard. Did you get the little beast back in the air yet?
      
      Sent from my iPhone
      
      > On Aug 18, 2018, at 7:20 PM, Richard Pike  wrote:
      > 
      > 
      > Just thinking about elevator trim tabs - I have a small one on my MKIII because
      when I first flew it there was was one speed and throttle setting where it
      wanted to do something wonky - too long ago, can't remember what it was. Also
      that was before I could slightly reflex or droop the flaps while in flight, so
      the elevator trim tab is probably unnecessary now. Or maybe not - I'm not changing
      anything.
      > 
      > Anyway, on the MKIII, the elevator trim tab is optimized for solo flight, it
      has a spring loaded trim lever that is used when carrying a passenger because
      there are radical trim changes when you add a passenger. The MKIII spring system
      works good, no problem.
      > 
      > Then there is the Firefly; we built it with this little spring loaded device
      on the front of the stick because pitch trim changes depending on how much fuel
      you have left. This is more than sufficient, you only have to move it a notch
      or two from full fuel to minimum fuel.
      > 
      > --------
      > Richard Pike
      > Kolb MKIII N420P (420ldPoops)
      > Kolb Firefly Part 103 legal  w/incredibly obnoxious Rotax 277
      > 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=482525#482525
      > 
      > 
      > 
      > 
      > Attachments: 
      > 
      > http://forums.matronics.com//files/trim_139.jpeg
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: : Kolb-List:Stabilizer Angle
From: 
"Richard Pike" <thegreybaron(at)charter.net>
Date: 
Aug 18, 2018
      
      
      [quote="gdhelton(at)gmail.com"]Hi Richard. Did you get the little beast back in
      the air yet?
      [quote]
      Nope. The primary source of our problems was using a free air engine when we should
      have been using fan cooled. Purchased an old fan cooled Rotax 277, now working
      on swapping around the best of several cranks, pistons, sleeves, etc. Then
      got to figure out new motor mounts. 
      Only flown the MKIII once this summer, too many projects.
      
      --------
      Richard Pike
      Kolb MKIII N420P (420ldPoops)
      Kolb Firefly Part 103 legal  w/incredibly obnoxious Rotax 277
      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=482529#482529
      
      
________________________________________________________________________________
From: 
George Helton <gdhelton(at)gmail.com>
Date: 
Aug 18, 2018
Subject: 
Re: : Kolb-List:Stabilizer Angle
      
      
      Ok, I was just wondering how that project was going. Good luck.  
      
      Sent from my iPhone
      
      > On Aug 18, 2018, at 8:40 PM, Richard Pike  wrote:
      > 
      > 
      > [quote="gdhelton(at)gmail.com"]Hi Richard. Did you get the little beast back
      in the air yet?
      > [quote]
      > Nope. The primary source of our problems was using a free air engine when we
      should have been using fan cooled. Purchased an old fan cooled Rotax 277, now
      working on swapping around the best of several cranks, pistons, sleeves, etc.
      Then got to figure out new motor mounts. 
      > Only flown the MKIII once this summer, too many projects.
      > 
      > --------
      > Richard Pike
      > Kolb MKIII N420P (420ldPoops)
      > Kolb Firefly Part 103 legal  w/incredibly obnoxious Rotax 277
      > 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=482529#482529
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 19, 2018
      
      
      Before and during initial build of my MKIII I was able to fly the 40 hours
      off the Factory MKIII.  This gave me a chance to determine what I
      liked/unliked, what I felt needed changing and how to go about it.  Pitch
      trim was one of those things.  We came up with infinite nose up trim because
      we knew we would never need nose down.  I wasn't crazy about Homer's trim
      system and it was on the left side of the cockpit and I was going to fly
      from the right seat to take advantage of the original center mounted
      throttle and our dual sticks, first in a MKIII, long before Kolb decided to
      follow suit.
      
      Recently, after all these years and hours, I was getting aft pressure on the
      stick.  Couldn't understand why.  It slowly began to increase back pressure.
      Finally, I discovered the 1/16" cable system was binding at the pulley, not
      releasing nose up trim pressure.  Was a relief to discover that.  Was
      worrying me because I could not figure out why.
      
      I don't need an elevator trim tab on the MKIII.
      
      I flew my MKIII to Alaska a couple times with the slip/skid indicator a half
      ball out.  To center it took constant pressure on the left pedal which was
      tiring and eventually uncomfortable on my foot.  I was flying with half the
      trim tab I have now.  I had gone through the exercise of trying to offset
      the leading edge of the upper vertical stabilizer, which didn't work and
      only caused me to punch a lot of rivet holes in the tail boom.  Finally, I
      decided to experiment with the rudder trim tab again.  Initially I made one
      triple the size I was flying with.  First test flight proved it was too big.
      Cut off a third, which was one rib bay wide, and it was perfect.  I could
      fly with my feet off the pedals and the MKIII was perfectly trimmed in
      cruise.  Only problem was the rudder would start oscillating without
      additional pressure on the pedals.  Got the bright idea of doubling the
      rudder pedal springs, which adds no resistance to operating the pedals.
      Works perfectly.  No more shuffle.
      
      My MKIII wanted to roll left a tiny bit, at times.  Sometimes it didn't.  I
      rigged a bungee trim system that slips up on the stick to increase lateral
      trim.  In the down position pressure is neutral.  Works like a charm.  Used
      tiny hose clamps to make the loops on each end.  A few minute to make up and
      I had the parts laying around the shop.
      
      So that's what it takes to trim up Miss P'fer and keep me happy.  She
      doesn't care whether she is trimmed up perfectly or not.  That has been
      verified by a lot of very long cross country hours with here happily flying
      out of trim.  I saw no increase or decrease either way.
      
      Another decision was confirmed a day or two after I got to Homer Kolb's to
      build my fuselage.  Homer was flying family children in the MKIII.  Brother
      Jim and I were standing on his grass strip watching.  On one landing Homer
      made a 180 degree taxi turn with tail into the wind.  Immediately tipped the
      MKIII up on its nose.  Jim and I looked at each other and said
      simultaneously, "We're going to move the main gear forward."  Never had a
      problem keeping the tail wheel on the ground with my MKIII.
      
      My ideas only.  Don't recommend anyone else doing what I do.
      
      john h
      mkIII
      Titus, Alabama
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
: Kolb-List:Stabilizer Angle
Date: 
Aug 19, 2018
      
      
      That's a good system on the FF.  I have also seen this accomplished using a
      small lever instead of hooks.
      
      john h
      mkIII
      Titus, Alabama
      
      
      Then there is the Firefly; we built it with this little spring loaded device
      on the front of the stick because pitch trim changes depending on how much
      fuel you have left. This is more than sufficient, you only have to move it a
      notch or two from full fuel to minimum fuel.
      
      --------
      Richard Pike
      Kolb MKIII N420P (420ldPoops)
      Kolb Firefly Part 103 legal  w/incredibly obnoxious Rotax 277
      Kingsport, TN 3TN0
      
      
________________________________________________________________________________
Subject: 
Flight 51 Video 8/12/18
From: 
"snowman" <alredmon(at)centurytel.net>
Date: 
Aug 19, 2018
      
      
      New Video From the 12th of the month in Western Washington , What Fun ! Hope you
      all enjoy ! 
      
      https://www.youtube.com/watch?v=HiYa2nk-BX8&feature=youtu.be
      
      Alan
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482542#482542
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Flight 51 Video 8/12/18
Date: 
Aug 19, 2018
      
      
      Beautiful country.
      
      Home airport and the airport you visited?
      
      I wanted to fly the Oregon coast, but the marine ground fog dictated
      otherwise.  I ended up generally following I-5.  Still an interesting
      flight, but not what I wanted.
      
      Enjoyed the flight.  I learned something about length of video clips from
      Larry Cottrell.  After a few minute of flying cross country, some of the
      fine edge wears off.  Don't get me wrong.  It is a really good video, but
      for me it would be more interesting if a little bit shorter.
      
      Thanks for sharing.
      
      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 snowman
      Sent: Sunday, August 19, 2018 12:36 PM
      Subject: Kolb-List: Flight 51 Video 8/12/18
      
      
      New Video From the 12th of the month in Western Washington , What Fun ! Hope
      you all enjoy ! 
      
      https://www.youtube.com/watch?v=HiYa2nk-BX8&feature=youtu.be
      
      Alan
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=482542#482542
      

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August 11, 2018 - August 19, 2018

Kolb-Archive.digest.vol-pa

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