Today's Message Index:
----------------------
1. 01:35 AM - Re: flyin (GeoR38@aol.com)
2. 01:54 AM - Re: Pauls's "Pterodactyl" (GeoR38@aol.com)
3. 03:43 AM - Re: Loss of RPM on Takeoff (David & Maria Lumgair)
4. 04:44 AM - Re: Loss of RPM on Takeoff (ron wehba)
5. 06:18 AM - Re: Loss of RPM on Takeoff (Kirk Smith)
6. 06:25 AM - Re: Rod End Bearings and Fender Washers (Bob, Kathleen, & Kory Brocious)
7. 06:37 AM - Re: Washers (Denny Rowe)
8. 07:14 AM - Re: Rod End Bearings and Fender Washers (Larry Bourne)
9. 07:21 AM - Re: Washers (Larry Bourne)
10. 07:45 AM - Re: more misc questions: New Kolb owner (Jack & Louise Hart)
11. 09:20 AM - Registration questions (Erich_Weaver@URSCorp.com)
12. 09:28 AM - Re: Rod End Bearings and Fender Washers (Bob, Kathleen, & Kory Brocious)
13. 09:30 AM - Titan exhaust system (Erich_Weaver@URSCorp.com)
14. 09:47 AM - fit (Paul Petty)
15. 09:53 AM - landing with flaps / airspeed (boyd young)
16. 09:53 AM - rod end failure (boyd young)
17. 10:10 AM - Re: rod end failure (ul15rhb@juno.com)
18. 10:26 AM - tail weight (Aaron Hollingsworth)
19. 10:34 AM - Re: Washers (Aaron Hollingsworth)
20. 10:35 AM - Re: Dribbling Bing Carburetors (Denny Rowe)
21. 10:41 AM - Re: landing with flaps / airspeed (Aaron Hollingsworth)
22. 10:47 AM - Re: tail weight (ul15rhb@juno.com)
23. 11:56 AM - missed email (SR3SA2L1@aol.com)
24. 12:08 PM - Re: Rod End Bearings and Fender Washers (John Hauck)
25. 12:10 PM - Re: tail weight (Denny Rowe)
26. 12:20 PM - Re: Dribbling Bing Carburetors (Jack & Louise Hart)
27. 01:04 PM - great story (ron wehba)
28. 01:16 PM - Re: Loss of RPM on Takeoff (EnaudZ@aol.com)
29. 03:56 PM - Re: tail weight (possums)
30. 04:06 PM - Kolb Room (Paul Petty)
31. 05:02 PM - Re: Titan exhaust system (Thom Riddle)
32. 05:30 PM - Re: Loss of RPM on Takeoff (Earl & Mim Zimmerman)
33. 06:02 PM - Re: Rod End Bearings and Fender Washers (CaptainRon)
34. 06:25 PM - Re: Loss of RPM on Takeoff (Dennis Souder)
35. 07:26 PM - Rod End Bearings and Fender Washers (John Williamson)
36. 07:37 PM - Re: tail weight (Richard & Martha Neilsen)
37. 08:25 PM - Re: Rod End Bearings and Fender Washers (Aaron Hollingsworth)
38. 08:34 PM - Re: landing with flaps / airspeed (Larry Cottrell)
Message 1
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--> Kolb-List message posted by: GeoR38@aol.com
In a message dated 11/11/03 1:43:52 PM Eastern Standard Time,
rowedl@highstream.net writes:
>
> >>In a message dated 11/10/2003 11:00:14 AM Eastern Standard Time,
> ppetty@c-gate.net writes:
> >
> >>Sorry John ran short of time and was unable to inspect my
> >>work. Maybe next time.
> >>
> >>pp
> >>Building the Pterodactyl
> >>
> >>do not archive
> >
> >Eh??!! ...wot??...pterodactyl?
> >
> >GeorgeRandolph
> >The Villages
> >
> >
> 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.
> (did I miss any?)
>
> Denny Rowe, Mk-3, PA, and an old Dactyl driver.
>
Thank you
George Randolph....The Villages
do not archive
Message 2
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| Subject: | Re: Pauls's "Pterodactyl" |
--> Kolb-List message posted by: GeoR38@aol.com
In a message dated 11/12/03 11:22:16 AM Eastern Standard Time,
Dennis.Kirby@kirtland.af.mil writes:
>
> >>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
>
how about pterosaurus....they really phlew, didn't they?
George Randolph....The Villages
Message 3
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: "David & Maria Lumgair" <dlummy@visi.net>
Good point John H. like I said it was a long shot. My next ? is how does he
keep the engine cool durring a prolonged static run at full throttle? --
Dave
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: 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 4
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: "ron wehba" <rwehba@wtxs.net>
been watching this discusstion,,but have you tried another tach? seems to me
if you takeoff and fly at 4200 rpm!,it must be really sluggish,I am guessing
cause I don't know two strokes at all.just know that at 4000 my ultrastar is
really underpowered. have not tried but don't think it will fly at that rpm
----- Original Message -----
From: "CaptainRon" <aerialron@yahoo.com>
Subject: Re: Kolb-List: 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
> >
> > http://www.matronics.com/subscription
> > http://www.matronics.com/FAQ/Kolb-List.htm
> > http://www.matronics.com/archives
> > http://www.matronics.com/photoshare
> > http://www.matronics.com/emaillists
> >
> >
> >
> >
> >
>
> =====
> Ron
> Building M3X
> Southern Arizona
>
> __________________________________
>
>
Message 5
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
Have to wonder if the loss of power is one cylinder or both? Is the power
drop gradual or all at once? A damaged plug wire that shows up when the
relative wind moves it? Move the plug wires around while running at static?
Does the sound of the engine change suddenly? Is the exhaust system tight?
Snuf
Do not archive
Message 6
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| Subject: | Re: Rod End Bearings and Fender Washers |
--> Kolb-List message posted by: "Bob, Kathleen, & Kory Brocious" <bbrocious@hotmail.com>
Would some one be willing to post a picture of a correct installation of the
fender washer?
do not archive
>From: Richard Pike <rwpike@charter.net>
>Reply-To: kolb-list@matronics.com
>To: kolb-list@matronics.com
>Subject: Re: Kolb-List: more misc questions: New Kolb owner
>Date: Wed, 12 Nov 2003 18:43:28 -0500
>
>--> 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
> >
> >
>
>
Bob, Kathleen, and Kory Brocious
Tenacity Farm
Campbellsburg, Kentucky
Is your computer infected with a virus? Find out with a FREE computer virus
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Message 7
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SMTPD_IN_RCVD
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
Lar wrote:
> 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
>
>
> Lar and gang,
Checking out the photo on your web sight jogged my memory a little and I
recall that on a couple of my rod end bearings I had to install a regular
washer under the fender washers to allow the Heim joint to have unrestricted
travel. Without the little washer the outer housing of the heim joint would
bind against the fender washer. This may only occur when the aircraft is
being folded up, but I thought it best to allow the heim joints unresticted
travel as binding so closs to the joint can but large loads on it. I am
pretty sure the aileron push rods needed this little washer for regular
control movements.
Also, Lars web page states that you need a washer on both sides of the rod
end, but you only need one on the side away from the bellcranks as the
bellcranks take care of anything going the other way.
Also you will need to install longer bolts after adding a washer or two to
these areas as you will not have room for your cotter pins with the old
bolts.
I apologize for wearing this subject out, but it just seems pretty important
to me.
Sincerely,
Dennis Rowe, Mk-3, PA were we are flying small household appliances as kites
this morning. :-(
Message 8
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| Subject: | Re: Rod End Bearings and Fender Washers |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Did you see the picture I published last night ?? Correct me if'n
I'm wrong, but doesn't the FAA require these on certified aircraft ??
Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Bob, Kathleen, & Kory Brocious" <bbrocious@hotmail.com>
Subject: Re: Kolb-List: Rod End Bearings and Fender Washers
> --> Kolb-List message posted by: "Bob, Kathleen, & Kory Brocious"
<bbrocious@hotmail.com>
>
> Would some one be willing to post a picture of a correct installation of
the
> fender washer?
>
> do not archive
Message 9
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Good on you ! ! ! I had forgotten about the small washers under the big
ones.........mine bound up, too. One washer will do the job..........I just
like overkill, and thought it might be a little better in the un-likely
event that one did fail. Lar. Do not
Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Denny Rowe" <rowedl@highstream.net>
Subject: Re: Kolb-List: Washers
> --> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
>
>
> Lar wrote:
> > 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
> >
> >
> > Lar and gang,
> Checking out the photo on your web sight jogged my memory a little and I
> recall that on a couple of my rod end bearings I had to install a regular
> washer under the fender washers to allow the Heim joint to have
unrestricted
> travel. Without the little washer the outer housing of the heim joint
would
> bind against the fender washer. This may only occur when the aircraft is
> being folded up, but I thought it best to allow the heim joints
unresticted
> travel as binding so closs to the joint can but large loads on it. I am
Message 10
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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,
My humble apologies for sending the wrong jump.
An example can be seen at:
http://www.thirdshift.com/jack/firefly/firefly54.html
I dished the washers so they would not bind the bearings as the controls moved.
This saves a little weight.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 11
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| Subject: | Registration questions |
11/13/2003 12:17:12 PM
--> Kolb-List message posted by: Erich_Weaver@URSCorp.com
"Can this qualify for ELSA even if I did
not build it and the builder did not register it?"
I have asked the registration question of Sue Gardner and EAA reps myself.
Assuming FAA's final rule is consistent with the proposed rule, it is my
understanding that you will be able to register the Firestar as a light
sport aircraft regardless of whether you built the plane yourself or not.
The only condition is that you will need to get some repairman's training
in order to do repairs ( I think a two-day course is required) or sign off
your own annual inspection (longer training required - a week or two if I
remember right). One of the primary objectives of the rule is to bring the
fat and two-place ultralights into compliance, and their success at this
would be limited if there was no way to register a plane that the owner did
not build.
regards,
Erich Weaver
Message 12
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| Subject: | Re: Rod End Bearings and Fender Washers |
--> Kolb-List message posted by: "Bob, Kathleen, & Kory Brocious" <bbrocious@hotmail.com>
Lar,
When the FAA looked over mine they did pay attention to the rod end bearings
but made no comment about the need for washers. They were more concerned
that I had used bolts and nuts instead of pins and cotters to hold it
together.
I did see the picture but it was a bit dark to see clearly.
Bob
do not archive
>From: "Larry Bourne" <biglar@gogittum.com>
>Reply-To: kolb-list@matronics.com
>To: <kolb-list@matronics.com>
>Subject: Re: Kolb-List: Rod End Bearings and Fender Washers
>Date: Thu, 13 Nov 2003 07:14:36 -0800
>
>--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>
>Did you see the picture I published last night ?? Correct me if'n
>I'm wrong, but doesn't the FAA require these on certified aircraft ??
>Lar.
>
>Larry Bourne
>Palm Springs, CA
>Kolb Mk III - Vamoose N78LB
>www.gogittum.com
>
>----- Original Message -----
>From: "Bob, Kathleen, & Kory Brocious" <bbrocious@hotmail.com>
>To: <kolb-list@matronics.com>
>Subject: Re: Kolb-List: Rod End Bearings and Fender Washers
>
>
> > --> Kolb-List message posted by: "Bob, Kathleen, & Kory Brocious"
><bbrocious@hotmail.com>
> >
> > Would some one be willing to post a picture of a correct installation of
>the
> > fender washer?
> >
> > do not archive
>
>
Bob, Kathleen, and Kory Brocious
Tenacity Farm
Campbellsburg, Kentucky
Crave some Miles Davis or Grateful Dead? Your old favorites are always
playing on MSN Radio Plus. Trial month free!
Message 13
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| Subject: | Titan exhaust system |
11/13/2003 12:27:02 PM
--> Kolb-List message posted by: Erich_Weaver@URSCorp.com
I am temporarily grounded due to cracking and excessive wear on the Titan
exhaust system on my 912S. Removed it and sent it in to Titan a few weeks
ago. Upon inspection they were surprised by how much damage there was to
it in only a relatively short time - around a hundred hours of use. A lot
of it appears to be associated with excessive tension on the springs that
connect the 4 exhaust pipes with the muffler, although they say the
distance between the attachment hooks on mine is the same as on all of
them. Some of the pipes were being pulled up and over the welded stops
resulting in a lot of chipping and wear.
They have now recommended replacing the whole unit rather than doing
repairs. The good news: they have graciously offered to replace it at
half price. The bad: thats still $430. Yikes!
Erich Weaver
Message 14
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--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Kolbers,
Well one and one half hours of sanding/polishing the tailpost ring gave in and
with some serious banging it is in place. Not sure how I'm going to get back off.
Bruce at TNK said Ray made a device that incorporates the use of a slide hammer
that he uses frequently.
Thanks for all the help it really paid off.
pp
Building Kolbra 012
Message 15
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<aaron@gamespeak.com>
| Subject: | landing with flaps / airspeed |
--> Kolb-List message posted by: "boyd young" <by0ung@brigham.net>
- 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
aaron
my experience is this.... after flying 118 hours in 10 month i took a friend
up for a ride.. upon reaching 800 to 900 ft i had a tool that had been inadvertently
left on the engine or wing gap seal come out from hiding and was hit
by a wood prop tip. the results caused part of the blade tip to seperate,
the out of balance condition was real bad and i thought that the engine was going
to depart the plane. i cut the throttle and pushed the nose over to maintain
airspeed, started a 180 deg turn to go back to the field. i flew the approach
at 55 ( the speed that i had determined to give me the best glide angle)
all was fine untill i reached about 8 ft above the runway, then i hit a low
level wind sheer.( that is the best explination i could come up with ) resulting
in not enough energy to flair...as i pulled back on the stick the horizontal
and elevator did not respond.. i hit the ground at the glide angle.
my conclusions:
without the engine running and well within the forward cg limit (further testing
has suported this) it seems that the rear stabilizer and elevator stalled.
with the engine running the tail will respond to a point where the wings stall.
(about 40 with two on board.) without the engine running 55 was the point
where the elevator would no longer hold the plane level. i was extreemely
close to a disaster all the way down from 800 ft. during the first 100
hours flying with a passenger i always approached at 55 to 60 with the engine
running 3000 rpm + - with lots of solo landings at engine idle at 55 to 60
without incident. since i rebuilt i always approach at 70 solo or dual..
if the engine were to quit on final i dont want to come up short again. the
airspeed bleeds off quickly enough that slowing down in the flair is not a
problem.
with the subject line reading landing with flaps... i should mention it... I
now have just over 220 hours and my prefered landing is with ond notch of flaps....
about 20 deg. i have landed with about 40 deg and with no flaps and
i feel comfortable doing so but the 20 deg just feels better.
this is from my experience and is my opinion.... take it for what it is worth.
learn the limits of your aircraft and fly safe.
boyd young
mkIII clasic
utah
do archive
Message 16
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--> Kolb-List message posted by: "boyd young" <by0ung@brigham.net>
Have you or anyone else ever seen or know of a rod end
bearing failure?
john h
i have seen some get loose after a lot of wear ( 40 year old ga ) but never
come apart.
boyd
Message 17
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| Subject: | Re: rod end failure |
--> Kolb-List message posted by: ul15rhb@juno.com
I flew a Mark II where the ball joint in the stick froze up. It became very difficult
to move laterally. It was very gusty that day and needed to make a crosswind
landing. What a challenge that was! The owner, along for the ride, was very
thankful nothing happened when we landed.
Ralph
Original Firestar
16 years flying it
-- "boyd young" <by0ung@brigham.net> wrote:
--> Kolb-List message posted by: "boyd young" <by0ung@brigham.net>
Have you or anyone else ever seen or know of a rod end
bearing failure?
john h
i have seen some get loose after a lot of wear ( 40 year old ga ) but never
come apart.
boyd
Message 18
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SMTPD_IN_RCVD
--> Kolb-List message posted by: "Aaron Hollingsworth" <aaron@gamespeak.com>
The previous two owners of my Kolb Mk3 always used a 10-15pound weight attached
(taped securely) to the tail wheel tube when flying dual. I want to know if this
is a normal thing to do (adding tail weight for dual).. and if anyone has
a better way than taping weight. They mentioned that it does fly ok without the
weight but even with full trim you need quite a bit of back pressure on the
elevator to fly. The dual load that I am talking about was pilot 220lbs, and pass
220... plane empty 550.. so right at gross or very slightly over. They put
180 hours on the plane, almost all dual w/ the extra tail weight.
Comments?
I will try and do a weight and balance this weekend and see where its at.
aaron
-
Message 19
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--> Kolb-List message posted by: "Aaron Hollingsworth" <aaron@gamespeak.com>
I'm glad this subject was brought up. It had me take a closer look at
everything. The builder did use large washers on the outside of all joints
that could potentially fail. Nice to know why they are there.
I am quite pleased. I found a CFI in the colorado springs area to fly with!
Really nice guy too. If anyone out at meadowlake or in the area is looking
for a CFI friendly the N-numbered ULs (taildragger too) email me and I'll
pass on his contact info.
We only flew for 30 minutes or so this morning because the clouds were so
low. But it will be nice to finish most of my GA time in my own plane. Now
to find and examiner that will ride with me in the Mk3.
Aaron
----- Original Message -----
From: "Denny Rowe" <rowedl@highstream.net>
Subject: Re: Kolb-List: Washers
> --> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
>
>
> Lar wrote:
> > 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
> >
> >
> > Lar and gang,
> Checking out the photo on your web sight jogged my memory a little and I
> recall that on a couple of my rod end bearings I had to install a regular
> washer under the fender washers to allow the Heim joint to have
unrestricted
> travel. Without the little washer the outer housing of the heim joint
would
> bind against the fender washer. This may only occur when the aircraft is
> being folded up, but I thought it best to allow the heim joints
unresticted
> travel as binding so closs to the joint can but large loads on it. I am
> pretty sure the aileron push rods needed this little washer for regular
> control movements.
> Also, Lars web page states that you need a washer on both sides of the rod
> end, but you only need one on the side away from the bellcranks as the
> bellcranks take care of anything going the other way.
> Also you will need to install longer bolts after adding a washer or two
to
> these areas as you will not have room for your cotter pins with the old
> bolts.
> I apologize for wearing this subject out, but it just seems pretty
important
> to me.
>
> Sincerely,
> Dennis Rowe, Mk-3, PA were we are flying small household appliances as
kites
> this morning. :-(
>
>
Message 20
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| Subject: | Re: Dribbling Bing Carburetors |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
> 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,
Do you think your dribble bibs would work if I did not include the 3/16 idle
air high rise tubes? I have a real aversion to adding anything that could be
injested into the engine if it came loose.
Denny
do not archive
Message 21
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| Subject: | Re: landing with flaps / airspeed |
--> Kolb-List message posted by: "Aaron Hollingsworth" <aaron@gamespeak.com>
Thanks for sharing your exp. I flew with a passenger today and approached at
about 65-68. It sure seems easier to land dual that solo. I did have my tail
weighted (see my previous post about the tail weight). It really does behave
nicely with the extra weight... not that solo is bad.. just more work
keeping it straight after touchdown.
aaron
-
----- Original Message -----
From: "boyd young" <by0ung@brigham.net>
<aaron@gamespeak.com>
Subject: Kolb-List: landing with flaps / airspeed
> --> Kolb-List message posted by: "boyd young" <by0ung@brigham.net>
>
>
> - 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
>
>
> aaron
> my experience is this.... after flying 118 hours in 10 month i took a
friend up for a ride.. upon reaching 800 to 900 ft i had a tool that had
been inadvertently left on the engine or wing gap seal come out from hiding
and was hit by a wood prop tip. the results caused part of the blade tip
to seperate, the out of balance condition was real bad and i thought that
the engine was going to depart the plane. i cut the throttle and pushed
the nose over to maintain airspeed, started a 180 deg turn to go back to the
field. i flew the approach at 55 ( the speed that i had determined to give
me the best glide angle) all was fine untill i reached about 8 ft above the
runway, then i hit a low level wind sheer.( that is the best explination i
could come up with ) resulting in not enough energy to flair...as i pulled
back on the stick the horizontal and elevator did not respond.. i hit the
ground at the glide angle.
>
> my conclusions:
>
> without the engine running and well within the forward cg limit (further
testing has suported this) it seems that the rear stabilizer and elevator
stalled. with the engine running the tail will respond to a point where
the wings stall. (about 40 with two on board.) without the engine running
55 was the point where the elevator would no longer hold the plane level.
i was extreemely close to a disaster all the way down from 800 ft.
during the first 100 hours flying with a passenger i always approached at
55 to 60 with the engine running 3000 rpm + - with lots of solo landings
at engine idle at 55 to 60 without incident. since i rebuilt i always
approach at 70 solo or dual.. if the engine were to quit on final i dont
want to come up short again. the airspeed bleeds off quickly enough that
slowing down in the flair is not a problem.
>
> with the subject line reading landing with flaps... i should mention it...
I now have just over 220 hours and my prefered landing is with ond notch of
flaps.... about 20 deg. i have landed with about 40 deg and with no
flaps and i feel comfortable doing so but the 20 deg just feels better.
>
> this is from my experience and is my opinion.... take it for what it is
worth. learn the limits of your aircraft and fly safe.
>
>
> boyd young
> mkIII clasic
> utah
>
> do archive
>
>
Message 22
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--> Kolb-List message posted by: ul15rhb@juno.com
During the winter flying months due to the extra clothing that I wear, I attach
an oak board with holes routed out to offset the extra weight. That triangular
board has a dual purpose in that it breaks up ice and snow ahead of the tailwheel
to protect it. I attach it to the tailwheel rod with three long hose clamps.
The fiberglass tailwheel rod is covered with thick neoprene tubing to protect
it from the clamps. I remove the board when spring arrives.
Ralph
Original Firestar
16 years flying it
-- "Aaron Hollingsworth" <aaron@gamespeak.com> wrote:
--> Kolb-List message posted by: "Aaron Hollingsworth" <aaron@gamespeak.com>
The previous two owners of my Kolb Mk3 always used a 10-15pound weight attached
(taped securely) to the tail wheel tube when flying dual. I want to know if this
is a normal thing to do (adding tail weight for dual).. and if anyone has
a better way than taping weight. They mentioned that it does fly ok without the
weight but even with full trim you need quite a bit of back pressure on the
elevator to fly. The dual load that I am talking about was pilot 220lbs, and pass
220... plane empty 550.. so right at gross or very slightly over. They put
180 hours on the plane, almost all dual w/ the extra tail weight.
Comments?
I will try and do a weight and balance this weekend and see where its at.
aaron
-
Message 23
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--> Kolb-List message posted by: SR3SA2L1@aol.com
Hi Everyone,
I have just found out that I have not been receiving all of the email that
has been sent to me ( AOL problem? Virus?). I was wondering if I had just
pis*ed off the experts on the list to the point they no longer were answering my
questions or if I had a computer related problem (or both?). I have now found
out that at least half of that equation is accurate. If you have sent me a
responce to questions and I did not sent you a "thank you", please re-email your
reply as I did not recieve what was sent. Thanks.
Steve
Message 24
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| Subject: | Re: Rod End Bearings and Fender Washers |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
Larry/All:
Does anyone on the List have the FAA publication that would
require AN 970 washers as safeties on rod end bearings?
I couldn't find anything spelled out in the FAA data base.
Probably a really good idea to install these washers in some
applications, especially if you do not plan to inspect them
during preflight and annuals.
I have had good luck with rod end bearings, an item that
gets attention every preflight.
A little shot of oil once in a great while will do wonders
to make them last longer.
On the FAA AD site there was an AN for TH-13 helicopters for
rod end bearings. These were tail rotor pitch change links
with rod end bearings. They were to be replaced when the
reached .015" wear or greater.
Take care,
john h
> Did you see the picture I published last night ?? Correct me if'n
> I'm wrong, but doesn't the FAA require these on certified aircraft ??
> Lar.
Message 25
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--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
>
>
> The previous two owners of my Kolb Mk3 always used a 10-15pound weight
attached (taped securely) to the tail wheel tube when flying dual. I want to
know if this is a normal thing to do (adding tail weight for dual).. and if
anyone has a better way than taping weight. They mentioned that it does fly
ok without the weight but even with full trim you need quite a bit of back
pressure on the elevator to fly. The dual load that I am talking about was
pilot 220lbs, and pass 220... plane empty 550.. so right at gross or very
slightly over. They put 180 hours on the plane, almost all dual w/ the extra
tail weight.
>
> Comments?
>
>
> I will try and do a weight and balance this weekend and see where its at.
>
> aaron
> -
Aaron,
My Mk-3 weighs 475 - 485 pounds empty, the weight and balance shows that I
can take myself and up to a 240 pounder with me without going out the front
side of the CG envelope. I have carried as much as 240 pounds with me and
had four or five clicks left on the elevator trim. also had plenty of flare
authority on landing. I have not however landed with the power off in this
configuration, that would probably reduce elevator authority.
My plane does not require any additional weight on the tail, however every
hombuilt is a little differant from any other so proceed with caution.
It will be good to hear how your weight and balance measurements go.
Dennis Rowe, PA
do not archive
Message 26
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| Subject: | Re: Dribbling Bing Carburetors |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
>Jack,
>Do you think your dribble bibs would work if I did not include the 3/16 idle
>air high rise tubes? I have a real aversion to adding anything that could be
>injested into the engine if it came loose.
>
>Denny
Denny,
Yes, If I was doing it over again, I would use a short percolation air vent tube
and bring it straight out under the bib. If it came loose, it would fall into
the air cleaner but could not be pulled into the engine. Another thing that
you can do is to drill two small holes and safety wire this tube to the bib.
And then use JB Weld to plug the wire holes to prevent the oil from leaking
through them. If the bib is rolled so that it is slightly larger than the lip
ID in the carburetor entrance, it can not be ingested into the carburetor if
it becomes loose. Also with the percolation vent tube safety wired to the bib,
there is even less chance of anything being ingested. Just be sure to clean
everything well be for applying the JB Weld.
It is so nice not having to scrub oil off of everything.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 27
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<ronnie.blair@sweetwater.tstc.edu>, <kolb-list@matronics.com>,
"tr wells" <trwells79556@yahoo.com>, "Jasen Wells" <jvnws26@yahoo.com>
--> Kolb-List message posted by: "ron wehba" <rwehba@wtxs.net>
http://www.goodthink.com/$$tablecontents.html
this is a great story, very long but a great laugh and true, some may remember
it!
Message 28
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: EnaudZ@aol.com
Install a temporary fuel pressure gauge
dz fs2 260hrs
Message 29
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--> Kolb-List message posted by: possums <possums@mindspring.com>
At 03:07 PM 11/13/2003 -0500, you wrote:
>--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
>
>
> >
> >
> > The previous two owners of my Kolb Mk3 always used a 10-15pound weight
>attached (taped securely) to the tail wheel tube when flying dual. I want to
>know if this is a normal thing to do (adding tail weight for dual)..
Down here - we got to figure mud and manure in our weight and balance
calculations.
do not archive
Message 30
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--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Any one care to join me in the Kolb chat room?
pp http://www.matronics.com/chat/kolb-list/
do not archive
Message 31
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|
| Subject: | Re: Titan exhaust system |
--> Kolb-List message posted by: "Thom Riddle" <jtriddle@adelphia.net>
The Rotax 2-stroke engine exhaust springs come in two lengths, less than 1/4" difference
is length, if I recall correctly. Using the short ones when you should
be using the long ones will definitely put too much tension on the joint. Check
with California Power Systems for the correct springs.
Thom in Buffalo
Message 32
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: Earl & Mim Zimmerman <emzi@supernet.com>
Dennis Souder wrote:
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.
I don't have any experience with Warp props. We have been flying with
Ivo for years. Are you saying that Warps are custom made with no
standard cut? I am considering a new prop on a plane that I just bought
and would like to get any information about the best props out there.
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.
I vote for your theory on John's rpm loss! -- Earl
Message 33
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| Subject: | Re: Rod End Bearings and Fender Washers |
--> Kolb-List message posted by: CaptainRon <aerialron@yahoo.com>
I don't recall ever seeing such a requirement=====
--- John Hauck <jhauck@elmore.rr.com> wrote:
> --> Kolb-List message posted by: John Hauck
> <jhauck@elmore.rr.com>
>
> Larry/All:
>
> Does anyone on the List have the FAA publication
> that would
> require AN 970 washers as safeties on rod end
> bearings?
>
> I couldn't find anything spelled out in the FAA data
> base.
>
> Probably a really good idea to install these washers
> in some
> applications, especially if you do not plan to
> inspect them
> during preflight and annuals.
>
> I have had good luck with rod end bearings, an item
> that
> gets attention every preflight.
>
> A little shot of oil once in a great while will do
> wonders
> to make them last longer.
>
> On the FAA AD site there was an AN for TH-13
> helicopters for
> rod end bearings. These were tail rotor pitch
> change links
> with rod end bearings. They were to be replaced
> when the
> reached .015" wear or greater.
>
> Take care,
>
> john h
>
> > Did you see the picture I published last night ??
> Correct me if'n
> > I'm wrong, but doesn't the FAA require these on
> certified aircraft ??
> > Lar.
>
>
>
> Click on the
> this
> generous
> _->
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/chat
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Kolb-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
=====
Ron
Building M3X
Southern Arizona
__________________________________
Message 34
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| Subject: | Re: Loss of RPM on Takeoff |
--> Kolb-List message posted by: "Dennis Souder" <flykolb@pa.net>
Hi Earl,
I would think that Warp would have the tapers figured out to a higher degree
of precision than they did years ago - back then it was probably more guess
work as it was a relatively new concept at that time (tapering the tips to
induce tip stalling at low airspeeds). I would expect they would have some
standard cuts by now. The point I was attempting to make with John's useage
of a used prop was that there are certainly a lot of Warp props in
circulation and the used prop he latched onto may well have a taper not
suitable to his engine or speed aircraft. John did not elaborate on that
aspect of the propeller. For any Kolb aircraft, I would think Warp would
have exactly the right taper for you.
Dennis
----- Original Message -----
From: "Earl & Mim Zimmerman" <emzi@supernet.com>
Subject: Re: Kolb-List: Loss of RPM on Takeoff
> --> Kolb-List message posted by: Earl & Mim Zimmerman <emzi@supernet.com>
>
> Dennis Souder wrote:
> 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.
>
> I don't have any experience with Warp props. We have been flying with
> Ivo for years. Are you saying that Warps are custom made with no
> standard cut? I am considering a new prop on a plane that I just bought
> and would like to get any information about the best props out there.
>
> 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.
>
> I vote for your theory on John's rpm loss! -- Earl
>
>
Message 35
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| Subject: | Rod End Bearings and Fender Washers |
--> Kolb-List message posted by: "John Williamson" <kolbrapilot@comcast.net>
AC65-15A, Airframe & Powereplant Mechanics Airframe Handbook has a couple of
paragraphs on the subject on page 68. Here is a scan of that page.
http://home.comcast.net/~kolbrapilot/TMP1.JPG
Sportplane Construction Techniques, A Builder's Handbook also goes into a
little more detail with the kinds of rod end bearings we deal with and
specifically the large diameter washer to prevent disconnection in event of
bearing failure. Here is a scan of pages 136 and 137:
http://home.comcast.net/~kolbrapilot/TMP2.JPG
This are just a good maintenance practice, I can't find a requirement for
for the use of the large diameter washer.
As an aside, I use and like the large washers.
John Williamson
Arlington, TX
Kolb Kolbra: Jabiru 2200, 498 hours
http://home.comcast.net/~kolbrapilot/
do not archive
Message 36
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--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Aaron
Wow 10-15 pounds on the tail wheel tube. That's a lot and I don't think that
is normal. Yes do a weight and balance on your plane then for grins try it
with that weight back there. You need to find out why they would do that.
Kolbs have a wide CG range due to that long fuselage tube but when you add
that much weight that far from the CG you are likely to make the plane very
tail heavy. The first symptom of being tail heavy would be a pitch up
tendency, then difficulty to control pitch in turbulence then some thing
major like not being able to lower the nose to get out of a stall.
If you find that the CG is good without the tail weight (it should be) and
you feel the need to reduce the stick/trim pressure when flying with
passengers try raising the flaps and ailerons. A little goes a log ways try
1/2 a turn on each aileron first. The starting point should be some were
close to where the flaps and ailerons are even with the bottom of the wing.
Also check the rigging of the trim spring. When you are flying solo with the
lightest pilot you should be able to trim the airplane with the trim lever
near the down position. With two heavy people you should be able to trim
with the lever near the up and back position.
My $.02 worth
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Aaron Hollingsworth" <aaron@gamespeak.com>
Subject: Kolb-List: tail weight
> --> Kolb-List message posted by: "Aaron Hollingsworth"
<aaron@gamespeak.com>
>
>
> The previous two owners of my Kolb Mk3 always used a 10-15pound weight
attached (taped securely) to the tail wheel tube when flying dual. I want to
know if this is a normal thing to do (adding tail weight for dual).. and if
anyone has a better way than taping weight. They mentioned that it does fly
ok without the weight but even with full trim you need quite a bit of back
pressure on the elevator to fly. The dual load that I am talking about was
pilot 220lbs, and pass 220... plane empty 550.. so right at gross or very
slightly over. They put 180 hours on the plane, almost all dual w/ the extra
tail weight.
>
> Comments?
>
>
> I will try and do a weight and balance this weekend and see where its at.
>
> aaron
Message 37
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| Subject: | Re: Rod End Bearings and Fender Washers |
--> Kolb-List message posted by: "Aaron Hollingsworth" <aaron@gamespeak.com>
great info.. thanks for posting the images. Where are the scans of the rest
of pages? <joke.. my cheap bastard side shows itself>
aaron
-
----- Original Message -----
From: "John Williamson" <kolbrapilot@comcast.net>
Subject: Kolb-List: Rod End Bearings and Fender Washers
> --> Kolb-List message posted by: "John Williamson"
<kolbrapilot@comcast.net>
>
> AC65-15A, Airframe & Powereplant Mechanics Airframe Handbook has a couple
of
> paragraphs on the subject on page 68. Here is a scan of that page.
> http://home.comcast.net/~kolbrapilot/TMP1.JPG
>
> Sportplane Construction Techniques, A Builder's Handbook also goes into a
> little more detail with the kinds of rod end bearings we deal with and
> specifically the large diameter washer to prevent disconnection in event
of
> bearing failure. Here is a scan of pages 136 and 137:
> http://home.comcast.net/~kolbrapilot/TMP2.JPG
>
> This are just a good maintenance practice, I can't find a requirement for
> for the use of the large diameter washer.
>
> As an aside, I use and like the large washers.
>
>
> John Williamson
> Arlington, TX
>
> Kolb Kolbra: Jabiru 2200, 498 hours
> http://home.comcast.net/~kolbrapilot/
>
> do not archive
>
>
Message 38
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| Subject: | Re: landing with flaps / airspeed |
--> Kolb-List message posted by: "Larry Cottrell" <lcottrel@kfalls.net>
-----
Subject: Kolb-List: landing with flaps / airspeed
> --> Kolb-List message posted by: "boyd young" <by0ung@brigham.net>
>
What is
> the general opinion on Mk3 landings? None, one or full flaps?
>
> Thanks,
>
> Aaron
>
With the Mark III that I just sold, I found that when I was solo it was
very difficult to land with two notches of flaps and not do a little
dribbling. Nothing serious, just embarrassing. The approach was steep, even
the GA guys thought so, but not a problem. I always kept it at 60 mph on
approach and generally at about 4000 rpms. I finally got tired of dribbling
in front of all my friends so I began landing without flaps when solo, no
problem, nice and smooth. However when dual there was enough weight to keep
the plane penetrating enough that the full flap landing was as smooth as no
flaps solo. The airspeeds were the same 60 mph. Stall was 36 solo- 45 dual.
I came to the conclusion (rightly or wrongly) that solo, I would invariably
flair too much and the airplane would stall causing the bounce. It seemed
that with the extra weight it was much easier to land. Most likely too heavy
handed, and not enough experience with the plane.
Larry, Oregon
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