Today's Message Index:
----------------------
1. 04:05 AM - Re: Noise-reduction headsets (Dave Rains)
2. 04:41 AM - Re: Clip-Wing Kolb (Thom Riddle)
3. 05:05 AM - Gear Legs (jrodebush)
4. 06:30 AM - Re: Gear Legs (John Hauck)
5. 08:02 AM - Re: Noise-reduction headsets (Joe Allman)
6. 08:21 AM - Pauls's "Pterodactyl" (Kirby Dennis Contr ASC/TM)
7. 08:37 AM - more misc questions: New Kolb owner (Aaron Hollingsworth)
8. 09:22 AM - no fit (Paul Petty)
9. 09:24 AM - Re: more misc questions: New Kolb owner (Richard Pike)
10. 10:08 AM - Re: no fit (Richard Pike)
11. 10:18 AM - Re: more misc questions: New Kolb owner (Aaron Hollingsworth)
12. 10:19 AM - Re: more misc questions: New Kolb owner (John Hauck)
13. 10:49 AM - Registration questions (Jo and Larry)
14. 10:53 AM - Xtra rudder linkages (Clay Stuart)
15. 11:08 AM - Re: no fit (John Hauck)
16. 11:19 AM - Re: more misc questions: New Kolb owner (Richard & Martha Neilsen)
17. 11:53 AM - Re: more misc questions: New Kolb owner (Denny Rowe)
18. 11:57 AM - Re: Registration questions (John Williamson)
19. 12:06 PM - Re: more misc questions: New Kolb owner (Denny Rowe)
20. 12:13 PM - Re: Registration questions (Robert Laird)
21. 12:59 PM - dual Facets in series (Jim Gerken)
22. 01:03 PM - Re: more misc questions: New Kolb owner (Aaron Hollingsworth)
23. 01:09 PM - throttle cables question (Jim Gerken)
24. 01:16 PM - Dribbling Bing Carburetors (Jack & Louise Hart)
25. 01:22 PM - Re: more misc questions: New Kolb owner (Jack & Louise Hart)
26. 01:34 PM - Re: Xtra rudder linkages (Richard Pike)
27. 02:01 PM - Re: throttle cables question (flykolb)
28. 02:32 PM - Re: no fit (ron wehba)
29. 03:01 PM - anybody on line? (Linda Rowe)
30. 03:03 PM - Re: more misc questions: New Kolb owner (John Hauck)
31. 03:34 PM - Rotax 503 Oil & Fuel (Victor Catalanotto)
32. 03:39 PM - Loss of RPM on Takeoff (John Raeburn)
33. 03:52 PM - Re: more misc questions: New Kolb owner (Richard Pike)
34. 04:08 PM - Re: Loss of RPM on Takeoff (John Hauck)
35. 04:21 PM - fit (Paul Petty)
36. 04:23 PM - Re: more misc questions: New Kolb owner (John Hauck)
37. 04:44 PM - Re: Loss of RPM on Takeoff (Kirk Smith)
38. 04:58 PM - Re: Xtra rudder linkages (Richard & Martha Neilsen)
39. 05:17 PM - Re: Loss of RPM on Takeoff (ul15rhb@juno.com)
40. 05:19 PM - Re: no fit (Larry Bourne)
41. 05:48 PM - Re: fit (bryan green)
42. 05:52 PM - Re: no fit (Kirk Smith)
43. 05:56 PM - Re: Loss of RPM on Takeoff (Richard Pike)
44. 06:16 PM - Re: more misc questions: New Kolb owner (Richard Pike)
45. 06:49 PM - Re: Loss of RPM on Takeoff (Dennis Souder)
46. 06:49 PM - Re: fit (Larry Bourne)
47. 06:54 PM - Re: Loss of RPM on Takeoff (David & Maria Lumgair)
48. 06:56 PM - Re: more misc questions: New Kolb owner (John Hauck)
49. 07:19 PM - Re: Noise-reduction headsets (Bob N.)
50. 07:20 PM - Re: Loss of RPM on Takeoff (John Hauck)
51. 07:22 PM - Re: Loss of RPM on Takeoff (John Hauck)
52. 08:34 PM - Re: fit (Richard & Martha Neilsen)
53. 08:40 PM - Re: Loss of RPM on Takeoff (CaptainRon)
54. 08:47 PM - Re: more misc questions: New Kolb owner (Denny Rowe)
55. 09:59 PM - Washers (Larry Bourne)
Message 1
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| Subject: | Noise-reduction headsets |
--> Kolb-List message posted by: Dave Rains <rr@htg.net>
Yes, they are designed for GA, (my C-175) but work even better in my UL
powered by a Rotax 582. The headset removes most of the prop noise,
especially the drumming so many have complained about. I recommend you try
them.
do not archive
Dave Rains
-----Original Message-----
From: Bob N. [SMTP:ronoy@shentel.net]
Subject: Kolb-List: Noise-reduction headsets
--> Kolb-List message posted by: "Bob N." <ronoy@shentel.net>
BigLar recently made a glowing report on a noise reduction headset in
C175(?), saying it was excellent in blocking/reducing the noise. This
was undoubted so, as the headset was most likely made for the GA (four
stroke, low rpm engines) rather than our mostly (stop reading here, all
you guys with 4-strokes) 2-bangers operating at much higher rpms, with
much higher frequency noise.
Way back I bought a noise reducing headphone for my wife to use in our
Cardinal, and also for me on those 16 hr legs from Japan to JFK. They
worked very well in the Cardinal, and only marginally on the jets. The
mfr told me that they were "tuned" for GA's low frequency noises, and
wouldn't do as well in jets.
Before putting a load of bucks into a NRH, test or get another opinion
on their effectiveness with your type engine.
Bob N.
http://www.angelfire.com/rpg/ronoy/
Message 2
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| Subject: | Re: Clip-Wing Kolb |
--> Kolb-List message posted by: "Thom Riddle" <jtriddle@adelphia.net>
Thanks for your input, guys. Honest feedback is exactly why we ask questions here.
Thom in Buffalo
Message 3
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--> Kolb-List message posted by: "jrodebush" <jrodebush@cinci.rr.com>
I had that concern also but I think John Hauck stated that he bent his Rc48 legs
90 degrees on a hard landing without fracture.
Rex Rodebush
From: Ben Ransom <bwr000@yahoo.com>
Subject: Re: Kolb-List: Loss of RPM on take- off and climbout
--> Kolb-List message posted by: Ben Ransom <bwr000@yahoo.com
................................I still could
never see why I should need the same strength legs on my KXP as JH uses
on his Mk III. According to the calculator, and simple reasoning, the
only thing that could allow me to stick with the .095 legs would be to
get them treated up to RC48. The bottom line is that I'd rather carry
the extra 1.2lbs of the thicker wall legs than worry about snapping
high Rockwell .095 legs in the boonies someday.........................
Message 4
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> I had that concern also but I think John Hauck stated
> that he bent his Rc48 legs 90 degrees on a hard landing
> without fracture.
>
> Rex Rodebush
Rex/Ben/All:
Yes, I have bent both legs 90 deg, more or less, with no
visible cracks or breaks. These legs have been thoroughly
tested over more than 2,500 hours, from Barrow, Alaska, to
Key West, Florida; from San Diego to Edmundston, NB, Canada.
> ................................I still could never see
> why I should need the same strength legs on my KXP as JH
> uses on his Mk III.
The reason I can use the same material for the MK III gear
legs is the difference in the design of each system. The
Firestar uses a flatter angle with a lot more gear leg
exposed. The Mark III uses a 24" long leg with an 8" socket
and a much steeper angle.
According to the calculator, and
> simple reasoning, the only thing that could allow me to
> stick with the .095 legs would be to get them treated up
> to RC48.
I never tested the 1 X .090 X 35.5" legs, other than 42 RC,
which is what Max Air was using for their gear legs in 1987.
After I bent them, during a couple hard landings, Brother
Jim recommended I go to 1.125 X .120 X 35.5".
> The bottom line is that I'd rather carry the
> extra 1.2lbs of the thicker wall legs than worry about
> snapping high Rockwell .095 legs in the boonies
> someday.........................
> Ben
An individual's style of flying has a lot to do with how
tough his airplane needs to be. That's one reason Miss
P'fer is so fat at approximately 630 lbs empty. She has to
be a little tougher to get me there and back.
Take care,
john h
Message 5
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| Subject: | Noise-reduction headsets |
--> Kolb-List message posted by: "Joe Allman" <fisherallman@earthlink.net>
Lurker comment- I've been very pleased with my ANR. (aftermarket Headsets
Inc.) Takes out all of the low freq. drumming. Cuts my radio volume by
50%.
Joe SS 582 VA
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com]On Behalf Of Dave Rains
Subject: RE: Kolb-List: Noise-reduction headsets
--> Kolb-List message posted by: Dave Rains <rr@htg.net>
Yes, they are designed for GA, (my C-175) but work even better in my UL
powered by a Rotax 582. The headset removes most of the prop noise,
especially the drumming so many have complained about. I recommend you try
them.
do not archive
Dave Rains
-----Original Message-----
From: Bob N. [SMTP:ronoy@shentel.net]
Subject: Kolb-List: Noise-reduction headsets
--> Kolb-List message posted by: "Bob N." <ronoy@shentel.net>
BigLar recently made a glowing report on a noise reduction headset in
C175(?), saying it was excellent in blocking/reducing the noise. This
was undoubted so, as the headset was most likely made for the GA (four
stroke, low rpm engines) rather than our mostly (stop reading here, all
you guys with 4-strokes) 2-bangers operating at much higher rpms, with
much higher frequency noise.
Way back I bought a noise reducing headphone for my wife to use in our
Cardinal, and also for me on those 16 hr legs from Japan to JFK. They
worked very well in the Cardinal, and only marginally on the jets. The
mfr told me that they were "tuned" for GA's low frequency noises, and
wouldn't do as well in jets.
Before putting a load of bucks into a NRH, test or get another opinion
on their effectiveness with your type engine.
Bob N.
http://www.angelfire.com/rpg/ronoy/
Message 6
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| Subject: | Pauls's "Pterodactyl" |
--> Kolb-List message posted by: Kirby Dennis Contr ASC/TM <Dennis.Kirby@kirtland.af.mil>
>>pp - Building the Eh??!! ...wot??...pterodactyl?
>>GeorgeRandolph
George,
Don't get confused, Paul has decided to call his HD powered Kolbra the
"Pterodactyl", not to be confused with the Pterodactyl Pfledge, Ptraveler,
Acender, Ptiger, or Light Flyer, all of which were Jack McCornack designs.
===============================
In order to not infringe on Jack McCormack's trademarked aircraft names,
maybe Paul P would consider naming his Kolbra something else, like:
Pteranodon, Archaeopteryx, Rhamphorhynchus, or even Quetzalcoatlus ... ?
(only problem is, you'd have to memorize the spelling!)
do not archive
Message 7
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| Subject: | more misc questions: New Kolb owner |
SMTPD_IN_RCVD
--> Kolb-List message posted by: "Aaron Hollingsworth" <aaron@gamespeak.com>
Hello. Thanks for all the infor so far. I just got back from an hour of flying.
Pretty nice day.
on my Mk3 I just bought:
I did use some wd40 on all hinges and ball joints. It made a huge difference, all
the squeaking is gone.
Couple more questions.
- Should I use some sort of grease for the ball joints?
-I have a little oily film built up on the prop after cleaning it well before this
flight. Very little, but when feeling in the exhaust hole there is a little
there too, so I assume it is coming from exhaust. How much is normal? Only the
inner 1/3 of the prop had any oil film and like I said very little.
- Flaps... the previous owners would use no flaps for landing keeping speed at
70 (dual... 65-68 solo). They would use one notch only once in a while and didn't
like the feeling of landing with them. I know airspeed is a good thing, but
this feels too fast. I also have been doing my landings with one notch at 60-65mph
approach. It just feels better to me. Is this too slow? The previous owners
were worried about landing super hard with two notches of flaps. What is
the general opinion on Mk3 landings? None, one or full flaps?
Thanks,
Aaron
Message 8
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--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Kolbers,
After sanding all the paint and primer the tail post ring it will still not fit
the fuselage tube. Tried ice on the tube but did not heat the ring.
I measured the tube and the ring with calipers and discovered that they are both
warped. The tube measures 6.20" one way and 5.90" the other. Same for the ring
6.20" one way and 5.80" the other. I was to tired to stick around and fool
with it any more last night. But I may get them to "mate" if I rotate the tube
to fit the ring. Problem with that is when it comes time to align the tail to
the cage I won't have this option. I have put a call in to Ray for ideas. Any
of you know a fix?
pp
do not archive
Message 9
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| Subject: | Re: more misc questions: New Kolb owner |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
At 09:39 AM 11/12/03 -0800, you wrote:
>--> Kolb-List message posted by: "Aaron Hollingsworth" <aaron@gamespeak.com>
>
>Hello. Thanks for all the infor so far. I just got back from an hour of
>flying. Pretty nice day.
>
>on my Mk3 I just bought:
>
>I did use some wd40 on all hinges and ball joints. It made a huge
>difference, all the squeaking is gone.
>
>Couple more questions.
>
>- Should I use some sort of grease for the ball joints?
Hi temp anti-seize is good
>-I have a little oily film built up on the prop after cleaning it well
>before this flight. Very little, but when feeling in the exhaust hole
>there is a little there too, so I assume it is coming from exhaust. How
>much is normal? Only the inner 1/3 of the prop had any oil film and like I
>said very little.
Sounds perfectly normal.
>- Flaps... the previous owners would use no flaps for landing keeping
>speed at 70 (dual... 65-68 solo). They would use one notch only once in a
>while and didn't like the feeling of landing with them. I know airspeed is
>a good thing, but this feels too fast. I also have been doing my landings
>with one notch at 60-65mph approach. It just feels better to me. Is this
>too slow? The previous owners were worried about landing super hard with
>two notches of flaps. What is the general opinion on Mk3 landings? None,
>one or full flaps?
Assuming the airspeed indicator is accurate - 60 is a good minimum approach
speed with two people, minimum 55 solo. As you get more used to the
airplane, you can try a bit less, but not much. (Until you add vortex
generators <grin>) Flaps tend to change the touchdown angle a bit, the nose
will be lower. Flaps also slow you down after round out much faster with
two notches (minimal float) but you need to be careful, the learning curve
is kinda' steep with them. Full flaps enable a steep power off approach,
but as soon as you start to round out in the flare, the airspeed falls away
in a hurry, if you are too high, you will surely run out of airspeed
several feet up and you will bend something. But once you get used to them,
they are an excellent tool. Wind permitting, I make a habit of always
landing with full flaps so that I can always expect the same results.
When you first start trying power off approaches with full flaps, it
appears your approach angle is going to result in the proverbial "Big
smoking hole" in the ground. So you might want to be a little faster, 65
would be good, and keep practicing until you get comfortable at different
speeds and angles. Grass runways are your friend...
Do not - repeat -do not do any approaches with full flaps and a passenger
until you are very comfortable with them solo.
Richard Pike
MKIII N420P (420ldPoops)
>Thanks,
>
>Aaron
>
>
Message 10
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--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
A little basic blacksmithing with a torch and hammer across an anvil horn
would stretch that ring out a bit...
Richard Pike
MKIII N420P (420ldPoops)
At 11:22 AM 11/12/03 -0600, you wrote:
>--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
>Kolbers,
>After sanding all the paint and primer the tail post ring it will still
>not fit the fuselage tube. Tried ice on the tube but did not heat the ring.
>I measured the tube and the ring with calipers and discovered that they
>are both warped. The tube measures 6.20" one way and 5.90" the other. Same
>for the ring 6.20" one way and 5.80" the other. I was to tired to stick
>around and fool with it any more last night. But I may get them to "mate"
>if I rotate the tube to fit the ring. Problem with that is when it comes
>time to align the tail to the cage I won't have this option. I have put a
>call in to Ray for ideas. Any of you know a fix?
>
>pp
>
>
>do not archive
>
>
Message 11
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| Subject: | Re: more misc questions: New Kolb owner |
--> Kolb-List message posted by: "Aaron Hollingsworth" <aaron@gamespeak.com>
Thanks for the information. For clarification regarding the flaps,
you mentioned wind permitting, you always use full flaps. Does this mean
that full flaps the mk3 is harder to handle in X wind? Explain a little more
please.
I flew today with a bit of a variable X wind. I would say shifting every 3-8
seconds from 10deg cross to 60 deg cross. My landings looked like hell. I
did about 8 landings and from what I could tell I had two problems. 1. once
I touched down I must not have touched as straight as I thought because the
plane wanted to take off to the left (right Xwind). I think I had too much
left rudder?
I tried one with less left rudder and took off to the right... guess maybe
in-between :P
second problem I had is speed... It seemed I would touch a little too fast.
I did one landing that I actually bounced back into the air a foot or so
with a few inch secondary bounce... Looked like hell. :/
Any pointers would be great. It seems my Xwind skills just did not seem to
fully translate from my challenger to the Kolb. Being side by side seating
also makes me feel pretty crooked.
Aaron
-
----- Original Message -----
From: "Richard Pike" <rwpike@charter.net>
Subject: Re: Kolb-List: more misc questions: New Kolb owner
> --> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
>
> At 09:39 AM 11/12/03 -0800, you wrote:
>
> >--> Kolb-List message posted by: "Aaron Hollingsworth"
<aaron@gamespeak.com>
> >
> >Hello. Thanks for all the infor so far. I just got back from an hour of
> >flying. Pretty nice day.
> >
> >on my Mk3 I just bought:
> >
> >I did use some wd40 on all hinges and ball joints. It made a huge
> >difference, all the squeaking is gone.
> >
> >Couple more questions.
> >
> >- Should I use some sort of grease for the ball joints?
>
> Hi temp anti-seize is good
>
> >-I have a little oily film built up on the prop after cleaning it well
> >before this flight. Very little, but when feeling in the exhaust hole
> >there is a little there too, so I assume it is coming from exhaust. How
> >much is normal? Only the inner 1/3 of the prop had any oil film and like
I
> >said very little.
>
> Sounds perfectly normal.
>
>
> >- Flaps... the previous owners would use no flaps for landing keeping
> >speed at 70 (dual... 65-68 solo). They would use one notch only once in a
> >while and didn't like the feeling of landing with them. I know airspeed
is
> >a good thing, but this feels too fast. I also have been doing my landings
> >with one notch at 60-65mph approach. It just feels better to me. Is this
> >too slow? The previous owners were worried about landing super hard with
> >two notches of flaps. What is the general opinion on Mk3 landings? None,
> >one or full flaps?
>
> Assuming the airspeed indicator is accurate - 60 is a good minimum
approach
> speed with two people, minimum 55 solo. As you get more used to the
> airplane, you can try a bit less, but not much. (Until you add vortex
> generators <grin>) Flaps tend to change the touchdown angle a bit, the
nose
> will be lower. Flaps also slow you down after round out much faster with
> two notches (minimal float) but you need to be careful, the learning curve
> is kinda' steep with them. Full flaps enable a steep power off approach,
> but as soon as you start to round out in the flare, the airspeed falls
away
> in a hurry, if you are too high, you will surely run out of airspeed
> several feet up and you will bend something. But once you get used to
them,
> they are an excellent tool. Wind permitting, I make a habit of always
> landing with full flaps so that I can always expect the same results.
>
> When you first start trying power off approaches with full flaps, it
> appears your approach angle is going to result in the proverbial "Big
> smoking hole" in the ground. So you might want to be a little faster, 65
> would be good, and keep practicing until you get comfortable at different
> speeds and angles. Grass runways are your friend...
>
> Do not - repeat -do not do any approaches with full flaps and a passenger
> until you are very comfortable with them solo.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
> >Thanks,
> >
> >Aaron
> >
> >
>
>
Message 12
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| Subject: | Re: more misc questions: New Kolb owner |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> The previous
> owners were worried about landing super hard with two
> notches of flaps. What is the general opinion on Mk3
> landings? None, one or full flaps?
> Aaron
Aaron/All:
Go fly your airplane.
Experiment with different flying techniques, i.e., landing
with full flaps, etc.
Flaps do not bend landing gear. Pilots to that.
50 to 60 mph approach speed, power off, with one person, two
persons, 150 lbs of fuel, gear, etc., a slight flare, very
slight, very close to the ground and the MK III stops its
descents and lands.
Flaps are a great safety factor on the MK III. It allows us
to make extremely steep approaches while maintaining 60 to
65 mph airspeed. We can get into little confined areas in
the event of an engine out.
On the other hand we can get out of short fields, off mud,
wet, soggy, grass strips, tall weeds, sand, etc., by popping
full flaps at about 30 mph IAS. As soon as the MK III
breaks ground, slowlyyyyyyyyyyy take the flaps out and climb
clean. The MK III climbs faster, steeper clean than it does
with flaps.
Again: Flaps to not bend airplanes, but pilots do. Fly the
airplane. They don't fly without adequate airspeed.
That's the way I do it.
Take care,
john h
Message 13
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| Subject: | Registration questions |
--> Kolb-List message posted by: "Jo and Larry" <joandlp@starband.net>
Just purchased a completed Firestar kit (less engine and instruments).
I am looking for any ideas about registering this plane. I am sure I
am not the first person to do this. Can this qualify for ELSA even if I did
not build it and the builder did not register it?
Thanks,
Larry
Sorry if this is going over trampled earth but the whole thing is confusing
to me....
Message 14
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| Subject: | Xtra rudder linkages |
--> Kolb-List message posted by: "Clay Stuart" <tcstuart@adelphia.net>
Mark IIIXtra drivers and builders. I recently got my console back from the upholsterer
who covered the metal in cloth that encloses the rudder springs and linkages.
http://www.matronics.com/photoshare/tcstuart@adelphia.net.11.08.2003/airplane_001.jpg
Is this an area that should be pre-flighted, or something that only requires an
annual inspection? I realized that there seems to be no way to examine this
area without some disassembly. I guess you could always fly without rudder imput
if necessary as long as its failure wasn't clogging up anything else.
Clay Stuart
Message 15
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> A little basic blacksmithing with a torch and hammer
> across an anvil horn would stretch that ring out a bit...
>
>
> Richard Pike MKIII N420P (420ldPoops)
Richard/Paul/All:
That's one way to do it.
But if I pay good money for a part, i.e., tail post and tail
boom, I expect the to fit without any extreme hardship on my
part. A little polishing here and there, a little tapping
to get it to fit. If that won't do it, Kolb needs to send
me the parts that will.
john h
Message 16
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| Subject: | Re: more misc questions: New Kolb owner |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
1ST WD40 is a super product but it isn't a lubricant. It will drive water
and oil out of the hinges and when dry will leave very little to lubricate
them.
Richard and John are right flaps are super on MKIIIs but they can bite you
because they work so well. My advise is carry some power all the way down
final approach then chop the power inches above ground or after you land.
After you get used to the steep approach then do the approaches with less
and less power. You need to know how your plane flies with out power but
don't rush it.
Also one notch of flaps is fine for now take your time going to full flaps
and use more power when you do.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Aaron Hollingsworth" <aaron@gamespeak.com>
Subject: Kolb-List: more misc questions: New Kolb owner
> --> Kolb-List message posted by: "Aaron Hollingsworth"
<aaron@gamespeak.com>
>
> Hello. Thanks for all the infor so far. I just got back from an hour of
flying. Pretty nice day.
>
> on my Mk3 I just bought:
>
> I did use some wd40 on all hinges and ball joints. It made a huge
difference, all the squeaking is gone.
>
> Couple more questions.
>
> - Should I use some sort of grease for the ball joints?
> -I have a little oily film built up on the prop after cleaning it well
before this flight. Very little, but when feeling in the exhaust hole there
is a little there too, so I assume it is coming from exhaust. How much is
normal? Only the inner 1/3 of the prop had any oil film and like I said very
little.
>
>
> - Flaps... the previous owners would use no flaps for landing keeping
speed at 70 (dual... 65-68 solo). They would use one notch only once in a
while and didn't like the feeling of landing with them. I know airspeed is a
good thing, but this feels too fast. I also have been doing my landings with
one notch at 60-65mph approach. It just feels better to me. Is this too
slow? The previous owners were worried about landing super hard with two
notches of flaps. What is the general opinion on Mk3 landings? None, one or
full flaps?
>
> Thanks,
>
> Aaron
>
>
Message 17
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| Subject: | Re: more misc questions: New Kolb owner |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
Aaron wrote:
> Hello. Thanks for all the infor so far. I just got back from an hour of
flying. Pretty nice day.
>
> on my Mk3 I just bought:
>
> I did use some wd40 on all hinges and ball joints. It made a huge
difference, all the squeaking is gone.
>
Glad to hear it worked.
> Couple more questions.
>
> - Should I use some sort of grease for the ball joints?
I use 3 in 1 oil on mine, also make sure the builder of your plane installed
large diameter washers on the ball joints to keep them from seporating if
the ball joint fails.
> -I have a little oily film built up on the prop after cleaning it well
before this flight. Very little, but when feeling in the exhaust hole there
is a little there too, so I assume it is coming from exhaust. How much is
normal? Only the inner 1/3 of the prop had any oil film and like I said very
little.
You should see my prop after flight, my 2SI engine is piston port with no
reeds or rotary valves, so at idle and lower RPM she blows a good bit of
premix out the carbs through the airfilters, the fuel evaporates and the
Pennzoil remains to make sure nothing from the engine back will ever rust.
:-) If you have just a little, it shows that the rotary valve in your 618 is
doing its job. Always keep an eye on it to make sure your gearbox seals
don't go bad and leak, you should be able to tell the differance between
gear and engine oil. On that subject, it might be a good idea to change your
gearbox lube to ensure it is fresh.
>
>
> - Flaps... the previous owners would use no flaps for landing keeping
speed at 70 (dual... 65-68 solo). They would use one notch only once in a
while and didn't like the feeling of landing with them. I know airspeed is a
good thing, but this feels too fast. I also have been doing my landings with
one notch at 60-65mph approach. It just feels better to me. Is this too
slow? The previous owners were worried about landing super hard with two
notches of flaps. What is the general opinion on Mk3 landings? None, one or
full flaps?
>
70 mph on final is definitly on the fast side, I like 60 to 65 max with one
notch of flaps myself, I still have not landed with full flaps yet, when you
do use full flaps make sure to fly that bugger right down to the ground
before rounding out as it is gonna stop and drop, also with heavier loads
aboard, it helps to carry a little power to extend the float on your flare.
Enjoy and fly safe,
Denny Rowe, Mk-3, PA, 36hrs
Message 18
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| Subject: | Re: Registration questions |
--> Kolb-List message posted by: "John Williamson" <kolbrapilot@comcast.net>
Hi Larry,
Check out this webpage, maybe it will help:
http://home.comcast.net/~kolbrapilot/Links4.htm
John Williamson
Arlington, TX
Kolb Kolbra: 498 hours
Verner 133M: 0 hours
http://home.comcast.net/~kolbrapilot/
do not archive
Message 19
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| Subject: | Re: more misc questions: New Kolb owner |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
Aaron wrote:
>
> Thanks for the information. For clarification regarding the flaps,
>
> you mentioned wind permitting, you always use full flaps. Does this mean
> that full flaps the mk3 is harder to handle in X wind? Explain a little
more please.
Aaron,
In gusty conditions it is generally good practice to fly final a little
faster to allow for sudden drops in head wind, and also to improve control
authority to counter unexpected gusts, using full flaps usually means flying
a little slower and thus deteriates control authority.
>
> I flew today with a bit of a variable X wind. I would say shifting every
3-8
> seconds from 10deg cross to 60 deg cross. My landings looked like hell. I
> did about 8 landings and from what I could tell I had two problems. 1.
once
> I touched down I must not have touched as straight as I thought because
the
> plane wanted to take off to the left (right Xwind). I think I had too much
> left rudder?
>
> I tried one with less left rudder and took off to the right... guess maybe
> in-between :P
>
> second problem I had is speed... It seemed I would touch a little too
fast.
> I did one landing that I actually bounced back into the air a foot or so
> with a few inch secondary bounce... Looked like hell. :/
>
> Any pointers would be great. It seems my Xwind skills just did not seem to
> fully translate from my challenger to the Kolb. Being side by side
seating> also makes me feel pretty crooked.
>
> Aaron
>
Keep practicing pal, you will have it wired in no time.
Denny Rowe
-
Message 20
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| Subject: | Re: Registration questions |
--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
At 12:49 PM 11/12/2003, you wrote:
>--> Kolb-List message posted by: "Jo and Larry" <joandlp@starband.net>
>
>
>Just purchased a completed Firestar kit (less engine and instruments).
>I am looking for any ideas about registering this plane. I am sure I
>am not the first person to do this. Can this qualify for ELSA even if I did
>not build it and the builder did not register it?
This might be of interest.... It's a quote from Sue Gardner, the FAA
National Program Manager for Sport and Recreational Aviation; it was
written as a response to the question of whether it mattered if a
single-seat or double-seat fat ultralight needed to be registered with
EAA/USUA/ASC prior to LSA/SP becoming law.
"The FAA is telling the industry that you have two years (24 months) to
register for an "N" number and 3 years (36 months) to find a DAR and have
it inspected. Upon inspection the aircraft will be issued an experimental
light-sport airworthiness certificate and the appropriate operating
limitations. We do not care where the aircraft has been, how it has been
built, or how it was operated (legally or not). All we are looking for is
that it is in a safe condition for flight. (we will provide more details as
to what that means in the guidance we are developing, but it is pretty
common sense stuff."
Message 21
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| Subject: | dual Facets in series |
11/12/2003 02:55:47 PM
--> Kolb-List message posted by: Jim Gerken <gerken@us.ibm.com>
Thanks for all the input on the dual electric fuel pumps connection
question. The majority of guys responding favored the serial connection,
as I did at first glance also. I did plumb it up serial, specifically as
follows:
1. dip tube down from top of each (stock 5 gallon) tank left 3/4" up from
bottom to leave water in tanks,
2. filter on each line (want to change this to more coarse filters,
possibly a screens),
3. after filters/screens, the lines "T" together,
4. clear blue fuel line (in order to see any possible air bubbles on
suction side) to first pump, pumps mounted at top of tank level
5. pipe nipple connects output of first pump to inlet of second pump
6. outlet of second pump is pipe to nipple, connected to 1/4" black
automotive fuel line
7. another filter (normal large capacity) in-line, up to "T" under engine
8. one black auto line to each carb
The tanks are vacuumed monthly for water and sediment like grass blades,
dirt, etc. I could install a drain to do this easier, but have resisted
putting holes in the bottom of the tanks and also am trying to avoid having
any fuel valves on board. All fuel is filtered as its pumped into the
plane, from a sealed barrel, through a water-stopping large capacity filter
on the hand pump.
I will try the above arrangement soon and then will know if the Facets can
prime themselves when mounted at the top of the tanks. Their literature
stated to "mount the pump within 12 inches of the bottom of the fuel tank".
So I mounted it about 2 inches above that requirement actually. I will
test their ability to prime with no fuel in the lines or pumps and only a
gallon in each tank. Also, if tests show the pressure is too high for the
Bings, a regulator will be added, and possibly a gauge.
Jim Gerken
Message 22
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| Subject: | Re: more misc questions: New Kolb owner |
--> Kolb-List message posted by: "Aaron Hollingsworth" <aaron@gamespeak.com>
I just bought some 3 in one oil last night. I'll oil up the joints in the
morning. I placed an order for the gearbox oil a couple days ago.. hopefully
will get it in a couple days.
I don't quite follow:
> also make sure the builder of your plane installed
> large diameter washers on the ball joints to keep them from seporating if
> the ball joint fails.
I will have to look at the plane when I am in the hanger next, but from
memory I cant think of seeing any washers by the ball joints. There are some
non ball joints that freefloat on its connection. The flap arm and the main
struts both have play where you can slide the joint within the bracket. Hard
to put into words, but I was wondering if there should be spacers there. I
guess maybe I put too much faith in the FAA inspector to have caught
anything like that wrong during the annual (a couple months ago). I am
starting to see the huge maint. disadvantage I have not having built the
plane.
Thanks everyone for the advice and help!
aaron
-
----- Original Message -----
From: "Denny Rowe" <rowedl@highstream.net>
Subject: Re: Kolb-List: more misc questions: New Kolb owner
> --> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
>
>
> Aaron wrote:
> > Hello. Thanks for all the infor so far. I just got back from an hour of
> flying. Pretty nice day.
> >
> > on my Mk3 I just bought:
> >
> > I did use some wd40 on all hinges and ball joints. It made a huge
> difference, all the squeaking is gone.
> >
>
> Glad to hear it worked.
>
>
> > Couple more questions.
> >
> > - Should I use some sort of grease for the ball joints?
>
>
> I use 3 in 1 oil on mine, also make sure the builder of your plane
installed
> large diameter washers on the ball joints to keep them from seporating if
> the ball joint fails.
>
> > -I have a little oily film built up on the prop after cleaning it well
> before this flight. Very little, but when feeling in the exhaust hole
there
> is a little there too, so I assume it is coming from exhaust. How much is
> normal? Only the inner 1/3 of the prop had any oil film and like I said
very
> little.
>
> You should see my prop after flight, my 2SI engine is piston port with no
> reeds or rotary valves, so at idle and lower RPM she blows a good bit of
> premix out the carbs through the airfilters, the fuel evaporates and the
> Pennzoil remains to make sure nothing from the engine back will ever rust.
> :-) If you have just a little, it shows that the rotary valve in your 618
is
> doing its job. Always keep an eye on it to make sure your gearbox seals
> don't go bad and leak, you should be able to tell the differance between
> gear and engine oil. On that subject, it might be a good idea to change
your
> gearbox lube to ensure it is fresh.
> >
> >
> > - Flaps... the previous owners would use no flaps for landing keeping
> speed at 70 (dual... 65-68 solo). They would use one notch only once in a
> while and didn't like the feeling of landing with them. I know airspeed is
a
> good thing, but this feels too fast. I also have been doing my landings
with
> one notch at 60-65mph approach. It just feels better to me. Is this too
> slow? The previous owners were worried about landing super hard with two
> notches of flaps. What is the general opinion on Mk3 landings? None, one
or
> full flaps?
> >
> 70 mph on final is definitly on the fast side, I like 60 to 65 max with
one
> notch of flaps myself, I still have not landed with full flaps yet, when
you
> do use full flaps make sure to fly that bugger right down to the ground
> before rounding out as it is gonna stop and drop, also with heavier loads
> aboard, it helps to carry a little power to extend the float on your
flare.
>
> Enjoy and fly safe,
> Denny Rowe, Mk-3, PA, 36hrs
>
>
Message 23
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| Subject: | throttle cables question |
11/12/2003 03:06:40 PM
--> Kolb-List message posted by: Jim Gerken <gerken@us.ibm.com>
Here's another one to scratch your noodle over. Why do we use a splitter
on the throttle cable? Assuming an engine has two carbs and no other
cable-able accessory like an oil injection pump, would it make more sense
to route two cables all the way to the lever? I am putting together the
throttle cables for the BMW now, and I am tempted to route two cables all
the way to the throttle lever in the cabin. This eliminates the splitter.
This seems simpler and seems to have fewer failure points. What do you
think?
Jim Gerken
Message 24
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| Subject: | Dribbling Bing Carburetors |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 02:52 PM 11/12/03 -0500, you wrote:
>--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
>
>You should see my prop after flight, my 2SI engine is piston port with no
>reeds or rotary valves, so at idle and lower RPM she blows a good bit of
>premix out the carbs through the airfilters, the fuel evaporates and the
>Pennzoil remains to make sure nothing from the engine back will ever rust.
Denny,
Your problem has a solution on the bottom of:
http://www.thirdshift.com/jack/firefly/firefly90.html
The fellow who sold me the Victor 1+ asked me if I had a solution to the problem.
Currently he is doing a good business modifying Victor 1 and Victor 2 carburetors
in Canada. Most of these engines are mounted in the tractor configuration,
and so they are getting lots of oil on the windshield.
I have flown the FireFly 10 hours with a dribble bib installed. There has been
no dribble on the wing or the tail feathers since it was installed. It is easy
to make, simple to install, and it makes washing the FireFly much easier.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 25
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| Subject: | Re: more misc questions: New Kolb owner |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 02:02 PM 11/12/03 -0800, you wrote:
>--> Kolb-List message posted by: "Aaron Hollingsworth" <aaron@gamespeak.com>
>
>I don't quite follow:
>
>> also make sure the builder of your plane installed
>> large diameter washers on the ball joints to keep them from seporating if
>> the ball joint fails.
>
Aaron,
An example can be seen at:
http://www.thirdshift.com/jack/firefly/firefly90.html
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 26
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| Subject: | Re: Xtra rudder linkages |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Mine won't fly without rudder inputs.
Richard Pike
MKIII N420P (420ldPoops)
At 01:55 PM 11/12/03 -0500, you wrote:
>--> Kolb-List message posted by: "Clay Stuart" <tcstuart@adelphia.net>
>
>Mark IIIXtra drivers and builders. I recently got my console back from
>the upholsterer who covered the metal in cloth that encloses the rudder
>springs and linkages.
>
>http://www.matronics.com/photoshare/tcstuart@adelphia.net.11.08.2003/airpla
>ne_001.jpg
>
>Is this an area that should be pre-flighted, or something that only
>requires an annual inspection? I realized that there seems to be no way
>to examine this area without some disassembly. I guess you could always
>fly without rudder imput if necessary as long as its failure wasn't
>clogging up anything else.
>
>Clay Stuart
do not archive
>
>
Message 27
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| Subject: | Re: throttle cables question |
--> Kolb-List message posted by: "flykolb" <flykolb@carolina.rr.com>
Jim,
I don't have a splitter. Two cables all the way. Works fine for me.
Jim
Mark III
Bluebird
----- Original Message -----
From: "Jim Gerken" <gerken@us.ibm.com>
Subject: Kolb-List: throttle cables question
> --> Kolb-List message posted by: Jim Gerken <gerken@us.ibm.com>
>
>
> Here's another one to scratch your noodle over. Why do we use a splitter
> on the throttle cable? Assuming an engine has two carbs and no other
> cable-able accessory like an oil injection pump, would it make more sense
> to route two cables all the way to the lever? I am putting together the
> throttle cables for the BMW now, and I am tempted to route two cables all
> the way to the throttle lever in the cabin. This eliminates the splitter.
> This seems simpler and seems to have fewer failure points. What do you
> think?
>
> Jim Gerken
>
>
Message 28
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--> Kolb-List message posted by: "ron wehba" <rwehba@wtxs.net>
just wondering have you checked to make sure that one of the parts may be
out of round?
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: no fit
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
> > A little basic blacksmithing with a torch and hammer
> > across an anvil horn would stretch that ring out a bit...
> >
> >
> > Richard Pike MKIII N420P (420ldPoops)
>
> Richard/Paul/All:
>
> That's one way to do it.
>
> But if I pay good money for a part, i.e., tail post and tail
> boom, I expect the to fit without any extreme hardship on my
> part. A little polishing here and there, a little tapping
> to get it to fit. If that won't do it, Kolb needs to send
> me the parts that will.
>
> john h
>
>
Message 29
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| Subject: | anybody on line? |
--> Kolb-List message posted by: "Linda Rowe" <rowedl@highstream.net>
Thought I would give this a spin while I was checking the Kolb list
Denny Rowe
Message 30
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| Subject: | Re: more misc questions: New Kolb owner |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>> also make sure the builder of your plane installed
>> large diameter washers on the ball joints to keep them
>> from seporating if the ball joint fails.
Hi Young'ns:
I do not have large diameter washers on my ball joints.
What kind of failure and when I can I expect it?
john h
Message 31
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| Subject: | Rotax 503 Oil & Fuel |
--> Kolb-List message posted by: "Victor Catalanotto" <Victor@bellanca.us>
Hello
I am kind of new to the UL field. I have allot of experience with general
aviation and have just purchased a Kolb Firestar. I have a Rotax 503 to
install on it and would like to install a oil pump and fuel pump. Does
anyone have a picture of this set up that they could send to me off chat?
A picture is worth a thousand words.
Thanks in advance.
Victor Catalanotto
1972 BSV 17-30A
Web Site www.bellanca.us <http://www.bellanca.us/>
N8281R
KGPM
Mansfield, TX
Victor@bellanca.us
Mobile 817-925-2532
Message 32
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| Subject: | Loss of RPM on Takeoff |
--> Kolb-List message posted by: John Raeburn <raeburn@snowhill.com>
Thanks for all the info. that is coming in from everyone concerning the loss
of RPM on take off with my aircraft. I can achieve 6100 rpm on a static
runup but only 4200 rpm on the takeoff run and climbout.
Let me give you more information.
1. The previous propeller and the presently used propellor are(were) both
Warp Drive, 3 blade, fixed pitch props. Ground adjustable.
2. I checked the prop. and it is not installed backwards.
3. The engine used is a Rotax 582 on a Kolb MK III.
4. I have tied the tail down and performed prolonged static runups,
achieving 6100 rpm each time.
5. The reason for the prop. change was that a rear Lexan window came off
during takeoff one day, hitting the prop. The vibration was quite severe as
you can imagine, causing the carbs. to vibrate loose. This was good in a way
because it made the engine stop causing any further damage. The runway was
long enough that the aircraft just glided back to the runway.
6. The carbs. have been disassembled and I can see no damage to the carbs.
7. I have 2 new rubber boots on order (That connect the carbs. to the engine
intake).
8. The engine loses the rpm as I accelerate down the runway.
I am still thinking the problem is in the carbs. due to the vibration that
occurred on the takeoff.
9. The fuel tanks are nearly full each time on take off so there is plenty
of fuel.
10. I'm not sure how it behaves in cruise flight due to the fact that after
I get up to 200 ft, I usually put the "old girl" back on the runway!
I'll keep you all up to-date on the progress of this problem.
Message 33
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| Subject: | Re: more misc questions: New Kolb owner |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
You don't expect it - you just ensure that it is not a disaster if it happens.
We are talking about the male or female rod end bearings on the end of the
various control rods. It is a pressed ball within a housing. If you have a
slippage where the ball comes out of the end of the bearing housing, you
don't want to lose all control. Therefore you add a large washer at the
side where it might slip past the nut or bolt head if it comes apart. That
way, at least it can't get far, just rattle around.
This is a very uncommon failure, but not entirely unknown.
Richard Pike
MKIII N420P (420ldPoops)
At 05:02 PM 11/12/03 -0600, you wrote:
>--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
> >> also make sure the builder of your plane installed
> >> large diameter washers on the ball joints to keep them
> >> from seporating if the ball joint fails.
>
>Hi Young'ns:
>
>I do not have large diameter washers on my ball joints.
>
>What kind of failure and when I can I expect it?
>
>john h
>
>
Message 34
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> 4. I have tied the tail down and performed prolonged static runups,
> achieving 6100 rpm each time.
John R/All:
What were your operating temps during your static runups?
6100 rpm is pretty low for your set up. If it was my 582
and Warp Drive Prop, I would be looking for at least 6400.
john h
Message 35
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--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Kolbers,
I am armed with drum sanding, high speed drill, grinding rocks. It's me vs. the
tail post. I plan to win this one. One way or the other! Will let you know the
out come......
pp
Building the Kolbra " Ms.Pterodactyl"
that better?
do not archive
Message 36
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| Subject: | Re: more misc questions: New Kolb owner |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> You don't expect it - you just ensure that it is not a
> disaster if it happens.
> Richard Pike MKIII N420P (420ldPoops)
Richard/All:
Have you or anyone else ever seen or know of a rod end
bearing failure?
john h
Message 37
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
> 6. The carbs. have been disassembled and I can see no damage to the carbs.
> 8. The engine loses the rpm as I accelerate down the runway.
> I am still thinking the problem is in the carbs. due to the vibration that
> occurred on the takeoff.
Speculation; The float brackets were bent as a result of the severe shaking.
The floats and brackets increase angle of attack on climbout and forward
thrust of the aircraft forces them rearward. They may be binding on the rear
of the float chamber. Snuf
Message 38
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| Subject: | Re: Xtra rudder linkages |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Clay
I would make it easy to remove, build a access door, or a inspection port to
give you access to this area. This isn't a known area to watch for wear but
you never know and with it covered up and not easily accessible it will not
get checked very often. It does look nice.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Clay Stuart" <tcstuart@adelphia.net>
Subject: Kolb-List: Xtra rudder linkages
> --> Kolb-List message posted by: "Clay Stuart" <tcstuart@adelphia.net>
>
> Mark IIIXtra drivers and builders. I recently got my console back from
the upholsterer who covered the metal in cloth that encloses the rudder
springs and linkages.
>
>
http://www.matronics.com/photoshare/tcstuart@adelphia.net.11.08.2003/airplane_001.jpg
>
> Is this an area that should be pre-flighted, or something that only
requires an annual inspection? I realized that there seems to be no way to
examine this area without some disassembly. I guess you could always fly
without rudder imput if necessary as long as its failure wasn't clogging up
anything else.
>
Message 39
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: ul15rhb@juno.com
This is a long shot, but there was a local guy who had a similar problem.
He took the float bowl off and asked me if the float rods were supposed
to be tapered. I said no. Evidently, his rods were eaten away in the
middle as if electrolysis had taken place. After replacing the floats and
bowl, everything was normal. The plane had an electric start and I wonder
if a bad ground would cause this kind of problem.
Ralph
Original Firestar
16 years flying it
On Wed, 12 Nov 2003 19:48:41 -0500 "Kirk Smith" <snuffy@usol.com> writes:
> --> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
>
>
> > 6. The carbs. have been disassembled and I can see no damage to
> the carbs.
> > 8. The engine loses the rpm as I accelerate down the runway.
> > I am still thinking the problem is in the carbs. due to the
> vibration that
> > occurred on the takeoff.
>
> Speculation; The float brackets were bent as a result of the severe
> shaking.
> The floats and brackets increase angle of attack on climbout and
> forward
> thrust of the aircraft forces them rearward. They may be binding on
> the rear
> of the float chamber. Snuf
>
>
>
> _->
=
>
=
>
=
>
=
>
>
>
>
>
>
Message 40
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
I had the same problem, Paul, (the ring and tail boom were both slightly out
of round) and took a couple of those Stanley slide clamps and used them to
squeeze the tail boom to match the ring. Line up the ovals, you might say.
Then tapped it on with a dead blow hammer. I also had to grind off a little
bit of metal on the inside of the rings at both ends, where the welds had
penetrated and made bumps. If both ends are tight, you can put one of them
where-ever you want. On the 2nd one, you had better be right the 1st time
when you drive it on. If I had my 'druthers, I'd put the boom into the
fuselage 1st, then fight the tail - gently. MUCH easier to work with.
Another thing, too, that I haven't seen mentioned is that the ring in
Vamoose' fuselage wasn't lined up quite right from the factory, and it gave
me fits. When I finally got it in, the tail boom angled slightly down, and
I had to lift pretty hard to line up the H beam. Been there
Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Paul Petty" <ppetty@c-gate.net>
Subject: Kolb-List: no fit
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> Kolbers,
> After sanding all the paint and primer the tail post ring it will still
not fit the fuselage tube. Tried ice on the tube but did not heat the ring.
> I measured the tube and the ring with calipers and discovered that they
are both warped. The tube measures 6.20" one way and 5.90" the other. Same
for the ring 6.20" one way and 5.80" the other. I was to tired to stick
around and fool with it any more last night. But I may get them to "mate" if
I rotate the tube to fit the ring. Problem with that is when it comes time
to align the tail to the cage I won't have this option. I have put a call in
to Ray for ideas. Any of you know a fix?
>
> pp
>
>
> do not archive
>
>
Message 41
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--> Kolb-List message posted by: "bryan green" <lgreen1@sc.rr.com>
Paul if the measurements you posted earlier were correct you won't get it to
fit without removing a substantial amount of the ring. I believe I would
contact TNK for a better fit. IMHO Do not arichive
Bryan Green Elgin SC
Firestar I 377 BRS
----- Original Message -----
From: "Paul Petty" <ppetty@c-gate.net>
Subject: Kolb-List: fit
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> Kolbers,
> I am armed with drum sanding, high speed drill, grinding rocks. It's me
vs. the tail post. I plan to win this one. One way or the other! Will let
you know the out come......
>
> pp
> Building the Kolbra " Ms.Pterodactyl"
> that better?
> do not archive
>
>
Message 42
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--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
> I rotate the tube to fit the ring. Problem with that is when it comes time
> to align the tail to the cage I won't have this option. I have put a call
in
> to Ray for ideas. Any of you know a fix?
> >
> > pp
There's always the hacksaw and welder.......snuf
Do not archive
Message 43
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Do you have time -as the power fades off- to see what the EGT's are doing?
(This is a puzzlement)
Richard Pike
MKIII N420P (420ldPoops)
At 05:04 PM 11/12/03 -0600, you wrote:
>--> Kolb-List message posted by: John Raeburn <raeburn@snowhill.com>
>
>Thanks for all the info. that is coming in from everyone concerning the loss
>of RPM on take off with my aircraft. I can achieve 6100 rpm on a static
>runup but only 4200 rpm on the takeoff run and climbout.
>
>Let me give you more information.
<snip>
Do not archive
Message 44
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| Subject: | Re: more misc questions: New Kolb owner |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Yes. One of our local EAA members had his father killed in a homebuilt when
the rod end bearing which was attached to the bottom of the control stick
and ran to the elevator push/pull bellcrank came off. This happened many
years ago. I distinctly remember him talking about it at a club meeting.
Tony Bingelis references rod end bearing failure on page 136 of his book
Sportplane Construction Techniques and shows how the safety washer is to be
installed.
Richard Pike
MKIII N420P (420ldPoops)
At 06:23 PM 11/12/03 -0600, you wrote:
>--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
> > You don't expect it - you just ensure that it is not a
> > disaster if it happens.
> > Richard Pike MKIII N420P (420ldPoops)
>
>Richard/All:
>
>Have you or anyone else ever seen or know of a rod end
>bearing failure?
>
>john h
>
>
Message 45
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: "Dennis Souder" <flykolb@pa.net>
John,
The question that rises in my mind is what type of used Warp prop did you
install? Was it identical to the one you removed? Warps have all sorts of
variations of tapers to the tips, for instance, and possibly you have a prop
with a taper that isn't optimized for your engine. Kolb had purchased quite
a few Warp props over the years and I recall Dale always thinking aloud
about what taper to cut. So we would discuss this and that and finally he
would have enough information to figure the taper angle, etc. At that time
he cut all the tapers himself. If he wasn't around, and we needed a prop
quickly - we were out of luck because no one else at Warp would cut the
tapers. I can't help but think that the rpm drop is prop related, as it
sounds like a properly functioning taper tip - but just more effect than
helpful! If, for instance, the taper was cut much longer than it should be,
then a longer portion of the blade would be stalled at a static run-up.
Then as you start moving, the speed increase would result in the airflow
starting to re-attach at the stalled portion of the blades and
...progressively increase the loading on the engine. The larger the stalled
area, the larger the magnitude of rpm drop. I would suggest adjusting the
prop till you get say 6400-6500 static and try that and see what happens as
you accelerate.
Good luck!
Dennis
----- Original Message -----
From: "John Raeburn" <raeburn@snowhill.com>
Subject: Kolb-List: Loss of RPM on Takeoff
> --> Kolb-List message posted by: John Raeburn <raeburn@snowhill.com>
>
> Thanks for all the info. that is coming in from everyone concerning the
loss
> of RPM on take off with my aircraft. I can achieve 6100 rpm on a static
> runup but only 4200 rpm on the takeoff run and climbout.
>
> Let me give you more information.
>
> 1. The previous propeller and the presently used propellor are(were) both
> Warp Drive, 3 blade, fixed pitch props. Ground adjustable.
> 2. I checked the prop. and it is not installed backwards.
> 3. The engine used is a Rotax 582 on a Kolb MK III.
> 4. I have tied the tail down and performed prolonged static runups,
> achieving 6100 rpm each time.
> 5. The reason for the prop. change was that a rear Lexan window came off
> during takeoff one day, hitting the prop. The vibration was quite severe
as
> you can imagine, causing the carbs. to vibrate loose. This was good in a
way
> because it made the engine stop causing any further damage. The runway was
> long enough that the aircraft just glided back to the runway.
> 6. The carbs. have been disassembled and I can see no damage to the carbs.
> 7. I have 2 new rubber boots on order (That connect the carbs. to the
engine
> intake).
> 8. The engine loses the rpm as I accelerate down the runway.
> I am still thinking the problem is in the carbs. due to the vibration that
> occurred on the takeoff.
> 9. The fuel tanks are nearly full each time on take off so there is plenty
> of fuel.
> 10. I'm not sure how it behaves in cruise flight due to the fact that
after
> I get up to 200 ft, I usually put the "old girl" back on the runway!
>
> I'll keep you all up to-date on the progress of this problem.
>
>
Message 46
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
You're right - I missed that. Lar. Do not Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "bryan green" <lgreen1@sc.rr.com>
Subject: Re: Kolb-List: fit
> --> Kolb-List message posted by: "bryan green" <lgreen1@sc.rr.com>
>
> Paul if the measurements you posted earlier were correct you won't get it
to
> fit without removing a substantial amount of the ring. I believe I would
> contact TNK for a better fit. IMHO Do not arichive
> Bryan Green Elgin SC
> Firestar I 377 BRS
> ----- Original Message -----
> From: "Paul Petty" <ppetty@c-gate.net>
> To: <kolb-list@matronics.com>
> Subject: Kolb-List: fit
>
>
> > --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
> >
> > Kolbers,
> > I am armed with drum sanding, high speed drill, grinding rocks. It's me
> vs. the tail post. I plan to win this one. One way or the other! Will let
> you know the out come......
> >
> > pp
> > Building the Kolbra " Ms.Pterodactyl"
> > that better?
> > do not archive
> >
> >
>
>
Message 47
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: "David & Maria Lumgair" <dlummy@visi.net>
this is a long shot but check the crank case pulse tube going to you fuel
pump - as it may be collapsing and restricting pulses to the fuel pump. Saw
this on a friends Kitfox. Put her under load and she'd just about stall.
Dave
----- Original Message -----
From: "John Raeburn" <raeburn@snowhill.com>
Subject: Kolb-List: Loss of RPM on Takeoff
> --> Kolb-List message posted by: John Raeburn <raeburn@snowhill.com>
>
> Thanks for all the info. that is coming in from everyone concerning the
loss
> of RPM on take off with my aircraft. I can achieve 6100 rpm on a static
> runup but only 4200 rpm on the takeoff run and climbout.
>
> Let me give you more information.
>
> 1. The previous propeller and the presently used propellor are(were) both
> Warp Drive, 3 blade, fixed pitch props. Ground adjustable.
> 2. I checked the prop. and it is not installed backwards.
> 3. The engine used is a Rotax 582 on a Kolb MK III.
> 4. I have tied the tail down and performed prolonged static runups,
> achieving 6100 rpm each time.
> 5. The reason for the prop. change was that a rear Lexan window came off
> during takeoff one day, hitting the prop. The vibration was quite severe
as
> you can imagine, causing the carbs. to vibrate loose. This was good in a
way
> because it made the engine stop causing any further damage. The runway was
> long enough that the aircraft just glided back to the runway.
> 6. The carbs. have been disassembled and I can see no damage to the carbs.
> 7. I have 2 new rubber boots on order (That connect the carbs. to the
engine
> intake).
> 8. The engine loses the rpm as I accelerate down the runway.
> I am still thinking the problem is in the carbs. due to the vibration that
> occurred on the takeoff.
> 9. The fuel tanks are nearly full each time on take off so there is plenty
> of fuel.
> 10. I'm not sure how it behaves in cruise flight due to the fact that
after
> I get up to 200 ft, I usually put the "old girl" back on the runway!
>
> I'll keep you all up to-date on the progress of this problem.
>
>
Message 48
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| Subject: | Re: more misc questions: New Kolb owner |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Yes. One of our local EAA members had his father killed in a homebuilt when
> the rod end bearing which was attached to the bottom of the control stick
> and ran to the elevator push/pull bellcrank came off. This happened many
> years ago. I distinctly remember him talking about it at a club meeting.
> Tony Bingelis references rod end bearing failure on page 136 of his book
> Sportplane Construction Techniques and shows how the safety washer is to be
> installed.
>
> Richard Pike
Thanks Richard/All:
After I punched off that last message I got to thinking.
Now I remember fender washers on the pitch change links on
the main rotor and on the tail rotor rod end bearings.
The rod end bearing that separated on your buddy's Dad's
aircraft must have really been in bad shape for a long time
to separate. In my raggedy old mind I can see the shank
breaking or the craw dad breaking from severe side loads
long before bearing failure. If used in the proper
application, it should be in a push/push environment, not
side loaded.
john h
Message 49
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| Subject: | Re: Noise-reduction headsets |
--> Kolb-List message posted by: "Bob N." <ronoy@shentel.net>
Yep, Dave, but not all NRHs are alike, maybe trial before spending the
bigger bucks. My two stoke weedwhacker sounds much louder than my
4-banger riding mower, on my headset.
Bob N.
do not archive
Message 50
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> I
> would suggest adjusting the prop till you get say
> 6400-6500 static and try that and see what happens as you
> accelerate.
>
> Good luck!
>
> Dennis
Dennis/All:
I bet you had not gotten around to reading my response when
you posted this one.
I recommended repitching for 6400.
john h
DO NOT ARCHIVE
Message 51
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> this is a long shot but check the crank case pulse tube
going to you fuel
> pump - as it may be collapsing and restricting pulses to the fuel pump. Saw
> this on a friends Kitfox. Put her under load and she'd just about stall.
> Dave
Dave/All:
John R said he had done prolonged full throttle static runs.
If it was pulse tube collapsing, it would probably happen
during the static run.
john h
Message 52
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--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Paul
Go ahead and grind of any welding slag and maybe squeeze the ring some to
make it round. If you have to do major work on the part then stop there and
get Kolb to replace it. They need to know of the problem so that someone
else doesn't have the same problem. This isn't something you have to finish
at this point. In fact I agree with Larry Bourne you want to fit the tube in
the fuselage first then mount the tail. Also if you make it fit and screw it
up you will have to pay to get a replacement.
My $.02 worth
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Paul Petty" <ppetty@c-gate.net>
Subject: Kolb-List: fit
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> Kolbers,
> I am armed with drum sanding, high speed drill, grinding rocks. It's me
vs. the tail post. I plan to win this one. One way or the other! Will let
you know the out come......
>
> pp
> Building the Kolbra " Ms.Pterodactyl"
> that better?
Message 53
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: CaptainRon <aerialron@yahoo.com>
Tell you what, I am kinda giving up on trying to guess
what's wrong with your ????, But I can say its funny.
:-)
that's one interesting head scratcher.
Do tell when you figure it out. :-)
do not archive
================
--- John Raeburn <raeburn@snowhill.com> wrote:
> --> Kolb-List message posted by: John Raeburn
> <raeburn@snowhill.com>
>
> Thanks for all the info. that is coming in from
> everyone concerning the loss
> of RPM on take off with my aircraft. I can achieve
> 6100 rpm on a static
> runup but only 4200 rpm on the takeoff run and
> climbout.
>
> Let me give you more information.
>
> 1. The previous propeller and the presently used
> propellor are(were) both
> Warp Drive, 3 blade, fixed pitch props. Ground
> adjustable.
> 2. I checked the prop. and it is not installed
> backwards.
> 3. The engine used is a Rotax 582 on a Kolb MK III.
> 4. I have tied the tail down and performed
> prolonged static runups,
> achieving 6100 rpm each time.
> 5. The reason for the prop. change was that a rear
> Lexan window came off
> during takeoff one day, hitting the prop. The
> vibration was quite severe as
> you can imagine, causing the carbs. to vibrate
> loose. This was good in a way
> because it made the engine stop causing any further
> damage. The runway was
> long enough that the aircraft just glided back to
> the runway.
> 6. The carbs. have been disassembled and I can see
> no damage to the carbs.
> 7. I have 2 new rubber boots on order (That connect
> the carbs. to the engine
> intake).
> 8. The engine loses the rpm as I accelerate down the
> runway.
> I am still thinking the problem is in the carbs. due
> to the vibration that
> occurred on the takeoff.
> 9. The fuel tanks are nearly full each time on take
> off so there is plenty
> of fuel.
> 10. I'm not sure how it behaves in cruise flight due
> to the fact that after
> I get up to 200 ft, I usually put the "old girl"
> back on the runway!
>
> I'll keep you all up to-date on the progress of this
> problem.
>
>
>
> Click on the
> this
> generous
> _->
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/chat
>
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>
>
>
>
=====
Ron
Building M3X
Southern Arizona
__________________________________
Message 54
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| Subject: | Re: more misc questions: New Kolb owner |
SMTPD_IN_RCVD
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
> Richard/All:
>
> Have you or anyone else ever seen or know of a rod end
> bearing failure?
>
> john h
>
>
> John,
Yes I have seen a rod end bearing fail, it was on the left front wheel of a
go cart I was driving at age 16, the wheel turned full left and I slid to a
stop. No harm done but this rod end was a lot heavier than we use on light
aircraft.
Consider for a moment that your Mk-3 push rods (all four of em) would swing
into the prop if a front (flap rod) bearing slid over the head of the bolt,
or if the bottom aileron push pull rods slid over the bolt head. Not to
mention the loss of full roll control that would result from this
happening. Now consider how simple it is to put a large OD 3/16" fender
washer under the head of each of these 4 bolts. This eliminates any chance
of a rod end bearing failure causing loss of any control.
Also, the FAA examiner that issued my airworthiness certificate checked my
rod end bearings to ensure they had fender washers retaining them.
I know you have more hours on Kolbs than any ten of us can ever hope to
have, but for Goodness Sakes, please consider putting the washers on yours,
it might save you from another Big One that you might not walk away from.
With the hours you run up on Miss P-fer, you are more likely than any of us
to experience a failure.
Sincerely,
Dennis Rowe, Mk-3, PA.
>
>
Message 55
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
I dug out a ratty ol' pic of Vamoose' flap linkage, showing the retaining washers in place. If you're not sure, take a look at http://www.flyingpics.homestead.com/flyingpicshome.html . Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
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