Today's Message Index:
----------------------
1. 12:03 AM - Re: MK III X N46319 TEST FLIGHTS (Larry Bourne)
2. 02:02 AM - Re: Memorial Day (PATRICK LADD)
3. 02:44 AM - Re: Firestar Spiral Instability (David L. Bigelow)
4. 05:30 AM - Re: Re: Firestar Spiral Instability (Jack & Louise Hart)
5. 05:33 AM - stabilizer incidence (Rex Rodebush)
6. 05:51 AM - Re: vortex generators (John Jung)
7. 07:36 AM - Re: Homer Fly-In (Terry Frantz)
8. 09:20 AM - Re: Firefly Tail Wheel Weight (jerb)
9. 09:26 AM - Re: Firefly (jerb)
10. 12:40 PM - Kolb fatal crash (ray anderson)
11. 01:14 PM - Re: MK III X N46319 TEST FLIGHTS (Jim Ballenger)
12. 01:23 PM - Re: stabilizer incidence (Jim Ballenger)
13. 02:30 PM - Re: Re: vortex generators (possums)
14. 02:48 PM - Re: Re: vortex generators (Michael Sharp)
15. 03:36 PM - Re: Re: vortex generators (possums)
16. 03:49 PM - Re: Re: vortex generators (possums)
17. 05:40 PM - Re: MK III X N46319 TEST FLIGHTS (Larry Bourne)
18. 05:55 PM - Re: Firestar Spiral Instability (Steve Kroll)
19. 06:20 PM - Re: Firestar Spiral Instability (Larry Cottrell)
20. 07:19 PM - Re: Kolb fatal crash (dama)
21. 08:10 PM - Re: Kolb fatal crash (possums)
22. 09:14 PM - Re: Firestar Spiral Instability (Richard Pike)
23. 10:24 PM - Re: kendale bearings (DAquaNut@aol.com)
Message 1
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| Subject: | Re: MK III X N46319 TEST FLIGHTS |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Congratulations, Jim. That's gotta be a great feeling. You're an
inspiration.......hopefully I'll join you soon............now listen to the
nay-sayers. :-) The guys at MV ragged me to where I gotta get it done.
Lar. Do not Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Jim Ballenger" <ulpilot@cavtel.net>
Subject: Kolb-List: MK III X N46319 TEST FLIGHTS
> --> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
>
> All
>
> This is a little late but my MK III X received it airworthiness
> certificate on 7 May and I flew it's first flight on 14 May. The
> horizontal stabilizer incidence was way off, I had to hold stick forward
> as far as I could stretch my arms. After researching the archives and
> reading Guy Swenson's comments on the HZ stab incidence and talking to
> Bill Futrell, I had TNK send me one of the adjustable brackets(thanks
> Donny,Travis and Denny). I brought the LE up 2 5/8" and it solved the
> problem. The next issue to deal with was the heavy ailerons. I moved
> the push rods in one inch as many of you have and it did the trick,
> (thanks). The next problem was to trim the ailerons and rudder. I used
> the lexan as TNK manual describes and it works great. I can now fly
> without my legs getting tried from holding rudder and my arm from holding
> aileron.
>
> Some very preliminary stats are it stalls at 38 mph IAS. It will do 72
> mph IAS at 5400 rpm and 92 mph IAS WOT, 6270 rpm. I ended up using a
> Rotax 582 with a 3 bladed 66" tapered tips Warp drive prop and have it
> pitched at 10.5 degrees. I am monitoring the engine with an EIS and so
> far it's great, a super piece of equipment.
>
> My EGT and CHT reading are all well with specs but my water temp will
> redline (175 degree) on a climb. I have the twin radiators and have some
> obstructions in front of them. I plan on rearranging my coolant overflow
> tank and mounting an air scoop on the muffler side to get more air flow to
> the radiator due to the oil tank location.
>
> Any way I want to thank all of you who share your expertise and opinions
> on the list. It certainly helped me with the building. Now I need to
> learn to land the MK III. It seems to just flop down the last foot or so.
> It's not a pretty landing or even a good one but it's on the ground in one
> piece and nothing bent so far.
>
> Jim Ballenger
> Selling a FS KXP 447
> Flying a MK III X 582
> Virginia Beach, VA
>
>
>
Message 2
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| Subject: | Re: Memorial Day |
--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
In Windsor Ontario we have had a Lancaster bomber >>
Hi Woody,
You have in Canada also a flying Lancaster. At least I believe so.
I collect signed aviation prints and I have a painting of that Lanc. flying
into Colerne, a local field, on her delivery flight on June 6th. D-Day.
She had an all Canuck crew and did about 8 raids into France in the next 10
days.
On her last day she was jumped while attacking railway sidings and caught
fire.
The upper gunner named Mynarsky left his position when the pilot ordered
bale out but when he got down into the fuselage he found that the rear
gunner was trapped.
In a Lanc the rear turret had to be facing directly aft before the gunner
coud enter or exit.
In this case the hydraulics were shot up and the hand controls jammed.
Mynarsky went back through the flames and tried to help the rear gunner to
escape. Finally the gunner told him to leave or he would be killed too.
Mynarsky went back through the flames to the exit port and, now on fire
himself, saluted the gunner and jumped out.
The French Resistance reported seeing him fall to his death with his
parachute burning.
The Lancaster broke up in the air, the rest of the crew had baled out, and
the rear gunner landed safely when the tailplane and his turret floated to
earth with him in it.
The Canadian government I understand maintain a flying Lancaster with the
original `Mynarsky`s Lancaster` registration numbers as a memorial to all
the Canadian Bomber crews lost in WW2.
I managed to get into a Lancaster last year while it taxied. There is very
little room to move and the mainspar, about 4 ft high, has to be climbed
over every time you go up or down the fuselage What it must have been like
being in a crashing, burning bomber beggars the imagination.
All honour to the bomber crews who sustained the most horrific casualty
figures, heavier than any other branch of the Services and yet were
villified for bombing some targets. Dresden for instance.
`Bomber` Harris the man at the head of the RAF Bomber attack was the only
leader of the Services not rewarded by honours bestowed on all other Chiefs.
Remeber them.
Cheers
Pat
Message 3
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| Subject: | Re: Firestar Spiral Instability |
--> Kolb-List message posted by: "David L. Bigelow" <dlbigelow@verizon.net>
Aircraft responsiveness and stability are not mutually exclusive. The very best
flying aircraft have both. You can build some stability into a Kolb without
destroying it's responsiveness. You won't make it into a Cessna 150 by tuning
out an undesirable flying characteristic like spiral instability. It's like
driving a sports car with the suspension toe in and camber set wrong. It's twitchy
and bothersome to drive like that, but of course, if you drive it that
way long enough, you get used to it. Set the toe in and camber correctly, and
you still have a responsive great handling machine. It's just easier and less
fatiguing to drive.
Some of the military fighters I've flown have a roll rate fast enough to bang your
head against the side of the canopy if you give them hard aileron, yet they
all trim hands off. There are some aircraft that pilots universally love because
of the way they handle. They have that almost indefinable something - a
combination of responsiveness and stability that makes them a joy to fly. Two
that come to mind for me are the Schweizer 1-26 sailplane, and believe it or
not, the DC-10. The DC-10, big and heavy as it is, has "right now" control response
with very little effort, and is also very stable. I notice a lot of similarity
to the 1-26 with my Firestar, especially now with the spiral instability
gone.
Message 4
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| Subject: | Re: Firestar Spiral Instability |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 11:43 PM 5/30/05 -1000, you wrote:
>--> Kolb-List message posted by: "David L. Bigelow" <dlbigelow@verizon.net>
>
>
of responsiveness and stability that makes them a joy to fly. Two that come to
mind for me are the Schweizer 1-26 sailplane, and believe it or not, the DC-10.
The DC-10, big and heavy as it is, has "right now" control response with very
little effort, and is also very stable. I notice a lot of similarity to the
1-26 with my Firestar, especially now with the spiral instability gone.
>
David,
The Schweizer 1-26 is a fun plane to fly. The most tense time in flying it
was on take off. I had to slide my hand down on the bottom of the stick and
rest my wrist on my leg to keep from over controlling at the start of the
tow. It would just seem to pop up and one had to be careful to not pop it
back down too far and hit the runway. It is the only plane I have flown
that did not seem to require stick displacement but only light pressure on
the stick.
This experience with the 1-26 is the primary motive for modifying the
FireFly. One should not need strength training to be able to fly an
aircraft with a 500 pound gross weight limit. Now if I could get rid
of the noise.......
Jack B. Hart FF004
Winchester, IN
do not archive
Jack & Louise Hart
jbhart@ldd.net
Message 5
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| Subject: | stabilizer incidence |
--> Kolb-List message posted by: "Rex Rodebush" <rrodebush@tema.net>
Jim,
I also bought the adjustable brackets a few years ago because Kolb keep
changing the recommended location of the stabilizer. It changed from
about the middle of the fuselage tube to towards the top and then maybe
back again.
Where did you finally position it with respect to the top of the tube?
Congratulations on your first flight!
Thanks,
Rex Rodebush
Building a Mark III Xtra
Time: 02:09:48 PM PST US
From: "Jim Ballenger" <ulpilot@cavtel.net>
Subject: Kolb-List: MK III X N46319 TEST FLIGHTS
--> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
All
This is a little late but my MK III X received it airworthiness
certificate on
7 May and I flew it's first flight on 14 May. The horizontal stabilizer
incidence
was way off, I had to hold stick forward as far as I could stretch my
arms.
After researching the archives and reading Guy Swenson's comments on the
HZ
stab incidence and talking to Bill Futrell, I had TNK send me one of the
adjustable
brackets(thanks Donny,Travis and Denny). I brought the LE up 2 5/8"
and it solved the problem.
Message 6
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| Subject: | Re: vortex generators |
--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
possums,
Please give us a little more information on your use of VG's.
What was the actual reduction in stall speed?
How many did you use and in what positions?
Did you buy them or make them? Which design did you use?
My Firestar stalls at 39, and I would like to to fly slower.
I tried VG's once before without success, but I may try again.
John Jung
Firestar II
On May 30, 2005, at 11:56 PM, Kolb-List Digest Server wrote:
> --> Kolb-List message posted by: possums <possums@mindspring.com>
>
> This weekend I've got my stall speed down to 28 mph with the VGs=96
> true air
> speed with a =93Hall Air Speed Indicator=94 located on the out side of
> the
> cockpit.
do not archive
Message 7
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| Subject: | Re: Homer Fly-In |
--> Kolb-List message posted by: Terry Frantz <tkrolfe@usadatanet.net>
Denny Rowe wrote:
>--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
>
>Kolbers,
>Came to the realization yesterday morning that the second annual Homers place
fly-in is out of my reach this year due to set backs on my hanger construction
as well as other events out of my control.
>In fact its looking more and more like aviating at all during what we jokingly
refer to as Summer, may be out.
>I hope all who make it have a fun and safe time and hopefully by next Spring I'll
have my deal ready .
>
>Denny "singing the no hanger blues" Rowe
>
>
>
>
Denny,
Say it isn't so!!!! Sorry to hear you will again miss out on the
Fathers Day Fly-in to Homer's. I was looking forward to meeting you
and your wife this year. Missed you at Shrevesport North last year.
Hope you can get your problems resolved quickly and possibly still make
the trip.
Terry - FireFly #95
Message 8
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| Subject: | Re: Firefly Tail Wheel Weight |
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
Ed,
When you do your weight and balance be aware the plane doesn't sit in the
normal 3 point attitude, the tail must be elevated (raised) to its flying
attitude. Follow the instructions in the builders manual.
jerb
At 02:23 PM 5/27/05 -0400, you wrote:
>--> Kolb-List message posted by: DAquaNut@aol.com
>
>Firefliers,
>
> I would be indebted to any firefly owners that know how much weight
> is on
>their tailwheel , or would be willing to weigh at the tailwheel. I have a
>per plans Firefly # 062, and weigh about 170 lbs and I have not done a
>weight
>and balance. I figure if there are Fireflies flying out there that have a
>greater tail wheel weight than mine I should be OK!
>
>
> Ed ( in Houston, 1 hour break-in on engine)
>
>
Message 9
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--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
Jack,
When you state the wing is overloaded, I don't believe it is structurally
over loaded per say based upon the way it built but rather to carry the
load (lbs/sq/ft of wing) the minimum stall speed would slightly increase
from the from the value based upon a 500# gross figure.
jerb
At 05:41 PM 5/27/05 -0500, you wrote:
>--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
>
>At 05:21 PM 5/26/05 -0700, you wrote:
> >--> Kolb-List message posted by: "nmatthew" <nmatthew@qwest.net>
> >
> >The total weight of me, fuel and gear is 562#. (I am 220) Full throttle
> >RPM is 6200 RPM. I can't hold that because the CHT approaches 400. I
> >cruse at about 65MPH and 5800 RPM. I've never verified the accuracy of
> >the tach, but I'll do it this weekend. No enclosure or windshield, nose
> >cone only. The longest I've flown on 5 gal is 1hr 5 min, I might have
> >had 10 minutes left but I doubt it.
> >
> >I will also check the temps accurately this weekend, I only use them to
> >avoid overheating, so I don't know where they run.
> >
> >I have a two blade adjustable prop. Any suggestions on adjusting it?
> >
> >Matthew North
> >Tucson, AZ
>
>Matt,
>
>In comparison to the stock FireFly, you are flying an overloaded wing. The
>gross weight recommended for the FireFly is 500 pounds. To carry the extra
>62 pounds means the wing has to work harder. The wing can do this only by
>flying/cruising at a higher angle of attack. This translates into increased
>drag which eats up additional horsepower and fuel.
>
>To get better fuel burn, you can loose weight and/or chop weight off the
>Firefly, or you can add more wing. All of these options are
>difficult.
>
>You have to make a de lima. What are your stall speeds?
>
>Jack B. Hart FF004
>Winchester, IN
>
>
>Jack & Louise Hart
>jbhart@ldd.net
>
>
Message 10
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| Subject: | Kolb fatal crash |
--> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
To all,
I regret to report a fatal accident with a Kolb UltraStar last Sunday
at Tullahoma,TN. A very successful ultralight flyin was held Saturday and Sunday
with a large participation of various planes and exhibits. I don't have all
the details of the incident yet but I'll get them and post here. Preliminary
data indicates the Kolb had been recently purchased from someone in Chattanooga,
TN by a Mr. Primm who had cleaned it up, added a nose cone and painted everything.
He failed to see a rusted out area somewhere on a wing strut and that
is where it failed. He deployed a ballistic chute but was too low for it to
function. These are the facts I know at the moment. When I get more I will add
them.
I was at the flyin on Saturday and inspected the UltraStar, thought it
looked good and waited around for quite awhile to talk to the owner since I
have an UltraStar, but had to leave before he showed up.
Hidden rust can sure ruin your day.
---------------------------------
Message 11
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| Subject: | Re: MK III X N46319 TEST FLIGHTS |
--> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
Larry
Thanks. I even thought about delaying my report of the first flight until
after you but .......... Anyway hurry up and let's go flying.
Jim
----- Original Message -----
From: "Larry Bourne" <biglar@gogittum.com>
Subject: Re: Kolb-List: MK III X N46319 TEST FLIGHTS
> --> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>
> Congratulations, Jim. That's gotta be a great feeling. You're an
> inspiration.......hopefully I'll join you soon............now listen to
the
> nay-sayers. :-) The guys at MV ragged me to where I gotta get it done.
> Lar. Do not Archive.
>
> Larry Bourne
> Palm Springs, CA
> Building Kolb Mk III
> N78LB Vamoose
> www.gogittum.com
>
> ----- Original Message -----
> From: "Jim Ballenger" <ulpilot@cavtel.net>
> To: <kolb-list@matronics.com>
> Subject: Kolb-List: MK III X N46319 TEST FLIGHTS
>
>
> > --> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
> >
> > All
> >
> > This is a little late but my MK III X received it airworthiness
> > certificate on 7 May and I flew it's first flight on 14 May. The
> > horizontal stabilizer incidence was way off, I had to hold stick forward
> > as far as I could stretch my arms. After researching the archives and
> > reading Guy Swenson's comments on the HZ stab incidence and talking to
> > Bill Futrell, I had TNK send me one of the adjustable brackets(thanks
> > Donny,Travis and Denny). I brought the LE up 2 5/8" and it solved the
> > problem. The next issue to deal with was the heavy ailerons. I moved
> > the push rods in one inch as many of you have and it did the trick,
> > (thanks). The next problem was to trim the ailerons and rudder. I used
> > the lexan as TNK manual describes and it works great. I can now fly
> > without my legs getting tried from holding rudder and my arm from
holding
> > aileron.
> >
> > Some very preliminary stats are it stalls at 38 mph IAS. It will do 72
> > mph IAS at 5400 rpm and 92 mph IAS WOT, 6270 rpm. I ended up using a
> > Rotax 582 with a 3 bladed 66" tapered tips Warp drive prop and have it
> > pitched at 10.5 degrees. I am monitoring the engine with an EIS and so
> > far it's great, a super piece of equipment.
> >
> > My EGT and CHT reading are all well with specs but my water temp will
> > redline (175 degree) on a climb. I have the twin radiators and have
some
> > obstructions in front of them. I plan on rearranging my coolant
overflow
> > tank and mounting an air scoop on the muffler side to get more air flow
to
> > the radiator due to the oil tank location.
> >
> > Any way I want to thank all of you who share your expertise and opinions
> > on the list. It certainly helped me with the building. Now I need to
> > learn to land the MK III. It seems to just flop down the last foot or
so.
> > It's not a pretty landing or even a good one but it's on the ground in
one
> > piece and nothing bent so far.
> >
> > Jim Ballenger
> > Selling a FS KXP 447
> > Flying a MK III X 582
> > Virginia Beach, VA
> >
> >
> >
>
>
Message 12
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| Subject: | Re: stabilizer incidence |
--> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
Rex
I ended up with the top of the stabilizer leading edge slightly higher than
the boom tube. I left the original bracket on the tube and mounted the 4
hole adjustable bracket directly above it. I am extremely satisfied with
the results. If you use the modified bracket by itself, make sure the top
hole will allow the top of the stabilizer leading edge to be slightly above
the boom tube.
Jim
----- Original Message -----
From: "Rex Rodebush" <rrodebush@tema.net>
Subject: Kolb-List: stabilizer incidence
> --> Kolb-List message posted by: "Rex Rodebush" <rrodebush@tema.net>
>
> Jim,
>
> I also bought the adjustable brackets a few years ago because Kolb keep
> changing the recommended location of the stabilizer. It changed from
> about the middle of the fuselage tube to towards the top and then maybe
> back again.
>
> Where did you finally position it with respect to the top of the tube?
>
> Congratulations on your first flight!
>
> Thanks,
>
> Rex Rodebush
> Building a Mark III Xtra
>
>
> Time: 02:09:48 PM PST US
> From: "Jim Ballenger" <ulpilot@cavtel.net>
> Subject: Kolb-List: MK III X N46319 TEST FLIGHTS
>
> --> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
>
> All
>
> This is a little late but my MK III X received it airworthiness
> certificate on
> 7 May and I flew it's first flight on 14 May. The horizontal stabilizer
> incidence
> was way off, I had to hold stick forward as far as I could stretch my
> arms.
> After researching the archives and reading Guy Swenson's comments on the
> HZ
> stab incidence and talking to Bill Futrell, I had TNK send me one of the
> adjustable
> brackets(thanks Donny,Travis and Denny). I brought the LE up 2 5/8"
> and it solved the problem.
>
>
Message 13
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| Subject: | Re: vortex generators |
--> Kolb-List message posted by: possums <possums@mindspring.com>
At 08:51 AM 5/31/2005, you wrote:
>--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
>
>possums,
>
>Please give us a little more information on your use of VG's.
I'll just cut and paste from the archives - sorry to repeat myself - but
you asked.
Here's what they look like. You'll have to look close =96
they're small.
http://sos.photosite.com/Album1/
I didn't expect them to do a lot - so I put them on with the
double
stick tape so I could remove them later. They're clear lexan
and the tape matches my wing color - so you don't really notice
them. They are pretty small and don't have any sharp pointed edges
like the "homemade" ones do. My average cord (including the ailerons) is
about 60 inches.
The instructions say to use double stick tape until you
find the optimum location or "sweet spot" and then glue them
later. I think I will just leave them stuck on with the tape I got
at the auto paint shop - it seems pretty strong. However mineral
spirts seems to loosen & dissolve the glue if I ever want o move
them or take them off.
Automotive Acrylic Plus Attachment Tape
It took more time to put the tape on each VG than it did
to put the VGs on the plane.
I was very impressed - and am going to leave them on.
On take off I can point the nose up almost 35 degrees
and hold the air speed just over 30 mph and it seems to just hang
on the prop, and it really does seem to knock about 6 mph off my
stall speed. Got a $30 Hall speed indicator out side the
plane - it's more accurate than the one inside.
I was just surprised at what these little things would actually do for
the amount of time and money invested. And like Jeremy says it's not
just that you can fly slower, it's "how well" you can fly slower =96
that=92s what most impressed to me. 30 mph =96 no mush. I fly my plane slow
- a lot.
I have a 27' 9" wing span - actually have 42 on each
wing. =96 I'll have to count them. Bought a hundred got about 18 left over.
So I put two in each valley and used the 2.75 inch spacing guide
to "kind of space them out" between each rib and false rib etc.
Just a guess, but it seemed to work out OK. Wasn't really sure which one
to use since I have scalloped wings and can't just space them out evenly
over the length of the wings like you might do on a Cub.
The instructions say VG's should be placed about 1% of the wingspan apart.
The instructions say put them on 10 to 12% of the wing cord (including the
ailerons)
back from the leading edge. Too far forward and they will slow down the
cruise
speed, too far back and they become ineffective.
I put mine about 11% or 6 1/2 inches back from the leading edge as measured
through the middle of the cord of the wing. I used the T-square method -
like Ben Ransom did on his homemade ones -for the set back and put
them about 6 1/2 inches back from the LE.
<http://www.bcchapel.org/pages/0003/Vortex%20Generators.html>http://www.bcchapel.org/pages/0003/Vortex%20Generators.html
http://www.landshorter.com/
It takes two of these to equal on of the homemade ones.
Guess it'll cost you $100 to find out if they work for you.
Message 14
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| Subject: | Re: vortex generators |
--> Kolb-List message posted by: Michael Sharp <kolbdriver@mlsharp.com>
I just got back from Lost Wages, (got married again, for the last time.)
After all the discussions of VG's here on the list i was looking at the heavy iron.
The Boeing i was on had what looked like VG's on the wing inboard of the
engine nacelle I asked the Capt if they were indeed VG's and he wasn't sure...
Any big iron drivers out there?? were they VG's or just "stuff" on the wing?
Inquiring minds...
Do Not Archive
Mike
possums <possums@mindspring.com> wrote:
--> Kolb-List message posted by: possums
At 08:51 AM 5/31/2005, you wrote:
>--> Kolb-List message posted by: John Jung
>
>possums,
>
>Please give us a little more information on your use of VG's.
I'll just cut and paste from the archives - sorry to repeat myself - but
you asked.
Here's what they look like. You'll have to look close =96
they're small.
http://sos.photosite.com/Album1/
I didn't expect them to do a lot - so I put them on with the
double
stick tape so I could remove them later. They're clear lexan
and the tape matches my wing color - so you don't really notice
them. They are pretty small and don't have any sharp pointed edges
like the "homemade" ones do. My average cord (including the ailerons) is
about 60 inches.
The instructions say to use double stick tape until you
find the optimum location or "sweet spot" and then glue them
later. I think I will just leave them stuck on with the tape I got
at the auto paint shop - it seems pretty strong. However mineral
spirts seems to loosen & dissolve the glue if I ever want o move
them or take them off.
Automotive Acrylic Plus Attachment Tape
It took more time to put the tape on each VG than it did
to put the VGs on the plane.
I was very impressed - and am going to leave them on.
On take off I can point the nose up almost 35 degrees
and hold the air speed just over 30 mph and it seems to just hang
on the prop, and it really does seem to knock about 6 mph off my
stall speed. Got a $30 Hall speed indicator out side the
plane - it's more accurate than the one inside.
I was just surprised at what these little things would actually do for
the amount of time and money invested. And like Jeremy says it's not
just that you can fly slower, it's "how well" you can fly slower =96
that=92s what most impressed to me. 30 mph =96 no mush. I fly my plane slow
- a lot.
I have a 27' 9" wing span - actually have 42 on each
wing. =96 I'll have to count them. Bought a hundred got about 18 left over.
So I put two in each valley and used the 2.75 inch spacing guide
to "kind of space them out" between each rib and false rib etc.
Just a guess, but it seemed to work out OK. Wasn't really sure which one
to use since I have scalloped wings and can't just space them out evenly
over the length of the wings like you might do on a Cub.
The instructions say VG's should be placed about 1% of the wingspan apart.
The instructions say put them on 10 to 12% of the wing cord (including the
ailerons)
back from the leading edge. Too far forward and they will slow down the
cruise
speed, too far back and they become ineffective.
I put mine about 11% or 6 1/2 inches back from the leading edge as measured
through the middle of the cord of the wing. I used the T-square method -
like Ben Ransom did on his homemade ones -for the set back and put
them about 6 1/2 inches back from the LE.
http://www.bcchapel.org/pages/0003/Vortex%20Generators.html
http://www.landshorter.com/
It takes two of these to equal on of the homemade ones.
Guess it'll cost you $100 to find out if they work for you.
Message 15
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| Subject: | Re: vortex generators |
--> Kolb-List message posted by: possums <possums@mindspring.com>
At 05:47 PM 5/31/2005, you wrote:
>--> Kolb-List message posted by: Michael Sharp <kolbdriver@mlsharp.com>
>
>I just got back from Lost Wages, (got married again, for the last time.)
>
>After all the discussions of VG's here on the list i was looking at the
>heavy iron. The Boeing i was on had what looked like VG's on the wing
>inboard of the engine nacelle I asked the Capt if they were indeed VG's
>and he wasn't sure... Any big iron drivers out there?? were they VG's or
>just "stuff" on the wing?
>
>Inquiring minds...
>Do Not Archive
>Mike
As Cub Crafters owner and CEO Jim Richmond puts it, you don't improve a
Piper Cub;
you refine it.
Since many people buy Cubs for their STOL (short takeoff and landing)
ability, vortex
generators (VGs) are optional equipment on every Top Cub.
Message 16
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| Subject: | Re: vortex generators |
--> Kolb-List message posted by: possums <possums@mindspring.com>
At 05:47 PM 5/31/2005, you wrote:
>--> Kolb-List message posted by: Michael Sharp <kolbdriver@mlsharp.com>
>
>I just got back from Lost Wages, (got married again, for the last time.)
>
>After all the discussions of VG's here on the list i was looking at the
>heavy iron. The Boeing i was on had what looked like VG's on the wing
>inboard of the engine nacelle I asked the Capt if they were indeed VG's
>and he wasn't sure... Any big iron drivers out there?? were they VG's or
>just "stuff" on the wing?
>
>Inquiring minds...
>Do Not Archive
>Mike
Forgot the website - BTW don't pay these kind of prices
they're only $1 each for the one I used.
http://www.cubcrafters.com/cci/mp-vortexgenerators.asp
Message 17
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| Subject: | Re: MK III X N46319 TEST FLIGHTS |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Man, I'm glad you didn't do that ! ! ! I'd have a guilty conscience next
year, and the year after, an'............ :-) Slowpoke
Lar.......workin' on it again. Do not Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Jim Ballenger" <ulpilot@cavtel.net>
Subject: Re: Kolb-List: MK III X N46319 TEST FLIGHTS
> --> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
>
> Larry
> Thanks. I even thought about delaying my report of the first flight until
> after you but .......... Anyway hurry up and let's go flying.
> Jim
> ----- Original Message -----
> From: "Larry Bourne" <biglar@gogittum.com>
> To: <kolb-list@matronics.com>
> Subject: Re: Kolb-List: MK III X N46319 TEST FLIGHTS
>
>
>> --> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>>
>> Congratulations, Jim. That's gotta be a great feeling. You're an
>> inspiration.......hopefully I'll join you soon............now listen to
> the
>> nay-sayers. :-) The guys at MV ragged me to where I gotta get it done.
>> Lar. Do not Archive.
>>
>> Larry Bourne
>> Palm Springs, CA
>> Building Kolb Mk III
>> N78LB Vamoose
>> www.gogittum.com
>>
>> ----- Original Message -----
>> From: "Jim Ballenger" <ulpilot@cavtel.net>
>> To: <kolb-list@matronics.com>
>> Subject: Kolb-List: MK III X N46319 TEST FLIGHTS
>>
>>
>> > --> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
>> >
>> > All
>> >
>> > This is a little late but my MK III X received it airworthiness
>> > certificate on 7 May and I flew it's first flight on 14 May. The
>> > horizontal stabilizer incidence was way off, I had to hold stick
>> > forward
>> > as far as I could stretch my arms. After researching the archives and
>> > reading Guy Swenson's comments on the HZ stab incidence and talking to
>> > Bill Futrell, I had TNK send me one of the adjustable brackets(thanks
>> > Donny,Travis and Denny). I brought the LE up 2 5/8" and it solved the
>> > problem. The next issue to deal with was the heavy ailerons. I moved
>> > the push rods in one inch as many of you have and it did the trick,
>> > (thanks). The next problem was to trim the ailerons and rudder. I
>> > used
>> > the lexan as TNK manual describes and it works great. I can now fly
>> > without my legs getting tried from holding rudder and my arm from
> holding
>> > aileron.
>> >
>> > Some very preliminary stats are it stalls at 38 mph IAS. It will do 72
>> > mph IAS at 5400 rpm and 92 mph IAS WOT, 6270 rpm. I ended up using a
>> > Rotax 582 with a 3 bladed 66" tapered tips Warp drive prop and have it
>> > pitched at 10.5 degrees. I am monitoring the engine with an EIS and so
>> > far it's great, a super piece of equipment.
>> >
>> > My EGT and CHT reading are all well with specs but my water temp will
>> > redline (175 degree) on a climb. I have the twin radiators and have
> some
>> > obstructions in front of them. I plan on rearranging my coolant
> overflow
>> > tank and mounting an air scoop on the muffler side to get more air flow
> to
>> > the radiator due to the oil tank location.
>> >
>> > Any way I want to thank all of you who share your expertise and
>> > opinions
>> > on the list. It certainly helped me with the building. Now I need to
>> > learn to land the MK III. It seems to just flop down the last foot or
> so.
>> > It's not a pretty landing or even a good one but it's on the ground in
> one
>> > piece and nothing bent so far.
>> >
>> > Jim Ballenger
>> > Selling a FS KXP 447
>> > Flying a MK III X 582
>> > Virginia Beach, VA
>> >
>> >
>> >
>>
>>
>
>
>
Message 18
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| Subject: | Re: Firestar Spiral Instability |
--> Kolb-List message posted by: Steve Kroll <muso2080@yahoo.com>
<<<<I asked him about stability in a MKIII.
He told me there wasn't any.
He was right.>>>>>
Richard,
The same is true for my Mk2 (lacking in spiral stability) and that instability
is compounded many times by the torque factor. I considered more dihedral also
but it seems to me that adding dihedral might lower the effectiveness of the
ailerons and rudder. Did you find that to be the case with either your FS2 or
the Mk3 ? I shoot lots of pictures out of my bird so when I'm using the camera,
I simply fly left handed.
Steve Kroll
Message 19
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| Subject: | Re: Firestar Spiral Instability |
--> Kolb-List message posted by: "Larry Cottrell" <lcottrel@kfalls.net>
> --> Kolb-List message posted by: Steve Kroll <muso2080@yahoo.com>
>
> <<<<I asked him about stability in a MKIII.
> He told me there wasn't any.
> He was right.>>>>>
>
> Richard,
>
> The same is true for my Mk2 (lacking in spiral stability) and that
> instability is compounded many times by the torque factor. >
>
My Firestar wing has very little dihedral in the wing and used to have the
tendency to keep on rolling before I put the VG's on. Not sure if it is just
mine but it holds whatever angle I put it into since I installed them.
Larry,Oregon
Message 20
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| Subject: | Re: Kolb fatal crash |
--> Kolb-List message posted by: "dama" <dama@mindspring.com>
As our fleet ages, it will be interesting to see where corrosion is found on
airframes. It does not seem to be a major problem. I am curious to find out
if this US spent a lot of time outside in 20+ years. Remember the Cub AD a
few years ago? Non-sealed struts were corroding after a number of years...
Kip
http://www.springeraviation.net/
----- Original Message -----
From: "ray anderson" <rsanoa@yahoo.com>
Subject: Kolb-List: Kolb fatal crash
> --> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
>
> To all,
> I regret to report a fatal accident with a Kolb UltraStar last
Sunday at Tullahoma,TN. A very successful ultralight flyin was held
Saturday and Sunday with a large participation of various planes and
exhibits. I don't have all the details of the incident yet but I'll get them
and post here. Preliminary data indicates the Kolb had been recently
purchased from someone in Chattanooga, TN by a Mr. Primm who had cleaned it
up, added a nose cone and painted everything. He failed to see a rusted out
area somewhere on a wing strut and that is where it failed. He deployed a
ballistic chute but was too low for it to function. These are the facts I
know at the moment. When I get more I will add them.
> I was at the flyin on Saturday and inspected the UltraStar,
thought it looked good and waited around for quite awhile to talk to the
owner since I have an UltraStar, but had to leave before he showed up.
> Hidden rust can sure ruin your day.
>
>
> ---------------------------------
>
>
Message 21
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| Subject: | Re: Kolb fatal crash |
--> Kolb-List message posted by: possums <possums@mindspring.com>
At 10:15 PM 5/31/2005, you wrote:
>--> Kolb-List message posted by: "dama" <dama@mindspring.com>
>
>As our fleet ages, it will be interesting to see where corrosion is found on
>airframes. It does not seem to be a major problem. I am curious to find out
>if this US spent a lot of time outside in 20+ years. Remember the Cub AD a
>few years ago? Non-sealed struts were corroding after a number of years...
>Kip
George Murphy took apart one our old 1985 original Firestars and found
major problems inside the wings. Mostly rivets breaking loose on the ribs.
But ....20 years is a long time.
Message 22
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| Subject: | Re: Firestar Spiral Instability |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
No the Firestar actually flies very sweet, Ed took it to a local strip
yesterday and let a local airplane maven fly it (This particular guy is an
A & P, IA, ATP, Corporate Pilot, and owns TEN homebuilt/ultralight
aircraft!!!) and his response was that it was delightful, and he wants one.
And he said it was much more responsive than the current Hawk Classic. It
will fly hands off very well, but as long as you give it a good dose of
rudder, it turns as nicely as you could ask.
Maybe if I ever get off my inertia, I might try adding some more dihedral
to the MKIII. On the other hand, I don't care that it is unstable, but I
guess that stability is a good thing. I like the MKIII as is, but I suppose
I would like it better if it would fly hands off and still be as agile as
it is now - why not?
Richard Pike
MKIII N420P (420ldPoops)
At 05:54 PM 5/31/2005 -0700, you wrote:
>--> Kolb-List message posted by: Steve Kroll <muso2080@yahoo.com>
>
><<<<I asked him about stability in a MKIII.
> He told me there wasn't any.
> He was right.>>>>>
>
>Richard,
>
>The same is true for my Mk2 (lacking in spiral stability) and that
>instability is compounded many times by the torque factor. I considered
>more dihedral also but it seems to me that adding dihedral might lower the
>effectiveness of the ailerons and rudder. Did you find that to be the
>case with either your FS2 or the Mk3 ? I shoot lots of pictures out of my
>bird so when I'm using the camera, I simply fly left handed.
>
>Steve Kroll
>
>
Message 23
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| Subject: | Re: kendale bearings |
--> Kolb-List message posted by: DAquaNut@aol.com
Group,
I have found some 1 3/8 X 3/4 bearings at Northern Tools. They have Kendale
Ind. stamped on them. Are these any better than the Chineese bearings ?
Also , what Idle speed is best for the 447 Rotax?
Ed (in Hou.)
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