Today's Message Index:
----------------------
1. 01:59 AM - Re: Quiet landings (David L. Bigelow)
2. 03:37 AM - Flight Farm (Bob and Jenn B)
3. 05:20 AM - Re: Flight Farm (John Hauck)
4. 05:26 AM - Re: Flight Report (John Hauck)
5. 05:55 AM - Re: Quiet landings (robert bean)
6. 05:56 AM - Re: transporting Firefly (Beauford)
7. 07:22 AM - Heavy Ailerons and flying jobs (Edward Steuber)
8. 08:23 AM - Re: Flight Report (PATRICK LADD)
9. 11:07 AM - Re: Slingshot cage? (Richard Swiderski)
10. 11:31 AM - OSHKOSH REPORT (Arksey@aol.com)
11. 12:24 PM - Re: MK III X vs FS KXP (DCulver701@aol.com)
12. 12:34 PM - Re: OSHKOSH REPORT (ElleryWeld@aol.com)
13. 12:34 PM - Re: Slingshot cage? (Jeremy Casey)
14. 01:18 PM - Re: OSHKOSH REPORT (John Hauck)
15. 01:29 PM - Re: Flight Report (Kirby Dennis Contr MDA/AL)
16. 01:29 PM - Transitioning from C-152 to Firestar (jdmurr@juno.com)
17. 02:00 PM - Re: Transitioning from C-152 to Firestar (ray anderson)
18. 02:34 PM - Re: Slingshot cage? (Rusty)
19. 02:55 PM - Re: Transitioning from C-152 to Firestar (Rusty)
20. 03:06 PM - Re: transporting Firefly (Dan Charter)
21. 04:45 PM - Re: Transitioning from C-152 to Firestar (russ kinne)
22. 04:51 PM - Re: Slingshot cage? (Jeremy Casey)
23. 05:01 PM - Re: Transitioning from C-152 to Firestar (possums)
24. 06:30 PM - Re: Transitioning from C-152 to Firestar (Beauford)
25. 07:47 PM - Re: Slingshot cage? (Rusty)
26. 08:11 PM - another pusher (robert bean)
27. 08:25 PM - Re: Slingshot cage? (Denny Rowe)
28. 08:50 PM - Firestar II and trailer for sale, Ford City PA (Denny Rowe)
29. 09:05 PM - Re: Slingshot cage? (Denny Rowe)
30. 09:11 PM - Fw: Quiet landings (David L. Bigelow)
Message 1
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| Subject: | Re: Quiet landings |
--> Kolb-List message posted by: "David L. Bigelow" <dlbigelow@verizon.net>
"About "diving for the field" -- that's a real non-no. You'll make the
field, but be landing at a HUGE rate of speed & likely run off the end,
blow a tire, whatever."
*************************************
This is true for conventional clean aircraft, but not for most ultralights. Kolbs
and most other ultralights are aerodynamically dirty. Diving off altitude
when you are close in and have the field made is a valid method of burning off
excess energy (altitude) in a high drag aircraft. Parasite drag goes up with
the square of the airspeed. The parasite drag at 80 mph is 4 times that at
40 mph. Drag sucks up energy, and you need to dissipate energy when you are too
high. Aim short of your planned touchdown point and let the speed build up.
Sure, you'll float after roundout, but you'll still touchdown shorter than
if you fly the too high final at the most efficient (L/D max) low drag airspeed.
Flaps really help here, as long as you don't overspeed them. High on final - max
flaps, aim short of your planned touchdown point, and let the airspeed build.
The excess will dissipate in a hurry after you round out with full flaps extended.
Dave Bigelow
FS2, 503 DCDI
Kamuela, Hawaii
Message 2
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--> Kolb-List message posted by: "Bob and Jenn B" <tabberdd@hotmail.com>
John H,
I saw you mentioned the flight farm up at Painted Post. What ever happened
there? Used to always go to the fly-in's, then they stopped because of high
insurance I heard.
Bob
Do Not Archive
Message 3
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| Bob
Hi Bob/All:
Actually, the airstrip was near the village of Monterey. Painted Post
was due south down by the Interstate. The grass strip at Painted Post
is next to and parallels the Interstate. Used to fly down there,
borrow the FBO's car to go to breakfast. Then I found Bradford, NY,
and the little service station/cafe next to the double base ball
diamonds. I'd crawl out of my one man bivy tent (body bag), get in
the Firestar, fly over the mountain to the NW a few miles to Bradford,
land on the ball diamond, walk over to the care for coffee and a big
country breakfast.
I flew the Firestar from Alabama to the Flight Farm in 1988 and 1989.
Primary navigation was mag compass and sectional. Secondary was a
Rand McNally Road Atlas.
Bill and Barbara Lock had a wonderful idea, an 8 day long ultralight
flyin at their old farm place. Really enjoy those flights and the
flyins.
I am not sure what caused the demise of the Flight Farm. Was sorry to
see them stop the flyin.
I drove through that area a couple years ago. The farm, airstrips,
and hangers are still there. I suppose folks are still flying out of
there. I don't know for sure. There was no one around.
Take care,
john h
DO NOT ARCHIVE
Message 4
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| Subject: | Re: Flight Report |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Roger in Oregon
Morning Roger/All:
Sounds like you and Larry C had a great flight. Wish I could have
joined you all.
I flew without brakes until 1989. Five minutes with them and I would
never go back. Don't know how I did it without them now. ;-)
john h
DO NOT ARCHIVE
Message 5
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| Subject: | Re: Quiet landings |
--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
Last year I attended a hang glider meet and when the guy towing in his
single place RANS made a release he'd immediately dive back to the
field for the next tow. -Sure looked like a spectacular ride.
do not archive
On 26, Jul 2005, at 4:52 AM, David L. Bigelow wrote:
> --> Kolb-List message posted by: "David L. Bigelow"
> <dlbigelow@verizon.net>
>
> "About "diving for the field" -- that's a real non-no. You'll make the
> field, but be landing at a HUGE rate of speed & likely run off the end,
> blow a tire, whatever."
> *************************************
> This is true for conventional clean aircraft, but not for most
> ultralights. Kolbs and most other ultralights are aerodynamically
> dirty. Diving off altitude when you are close in and have the field
> made is a valid method of burning off excess energy (altitude) in a
> high drag aircraft. Parasite drag goes up with the square of the
> airspeed. The parasite drag at 80 mph is 4 times that at 40 mph.
> Drag sucks up energy, and you need to dissipate energy when you are
> too high. Aim short of your planned touchdown point and let the speed
> build up. Sure, you'll float after roundout, but you'll still
> touchdown shorter than if you fly the too high final at the most
> efficient (L/D max) low drag airspeed.
>
> Flaps really help here, as long as you don't overspeed them. High on
> final - max flaps, aim short of your planned touchdown point, and let
> the airspeed build. The excess will dissipate in a hurry after you
> round out with full flaps extended.
>
> Dave Bigelow
> FS2, 503 DCDI
> Kamuela, Hawaii
>
>
Message 6
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| Subject: | Re: transporting Firefly |
--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
Dan...
You are right, sir...It is feeble, and I sure would not trailer it with the
wings hanging solely on that "T" pin...But I
don't think it is absolutely neccessary to remove the wings to trailer one
without damage. I just went offline and sent you a rough diagram of one
solution for securing a FF inside a trailer for transport. So far it has
worked for me over several thousand
miles of travel.
Worth what ye paid fer it...Good Luck...
Beauford
FF #076
Do not archive
----- Original Message -----
From: "Dan Charter" <lndc@fnbcnet.com>
> --> Kolb-List message posted by: "Dan Charter" <lndc@fnbcnet.com>
>
> The wing attachment to the tail on a Firefly looks pretty feeble. Do the
> wings have to come off to transport?
> Dan Charter
>
>
>
Message 7
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| Subject: | Heavy Ailerons and flying jobs |
--> Kolb-List message posted by: "Edward Steuber" <esteuber@rochester.rr.com>
John,
I have been thinking about aileron heaviness and how the chord should not
make it a problem. You are right about the Kolbs ailerons being responsive
at the slow speeds and we are flying them far faster than they were designed for.
I did not change the chord on the ailerons but only changed the mechanical
advantage....ailerons do not deflect as much when deflecting left to right but
with such a large square inch area they still have plenty of response.......takes
a lot more movement of the stick to get the ailerons to wiggle but it feels
like I added power steering. I only had to make a new bellcrank where the
aileron push-pull rods hook up on the bottom of the boom tube. I modified one
of the ideas from the archives....can't remember who to thank !....I don't think
it runs out of control at slow speed with the current control throw but may
get interesting in severe conditions....hopefully I will never find out ....
And Dave.... The cropdusting job was fun for the first few years but after
30 years......?......NYSDEC , EPA , FAA, Environmental Whackos , homeland
security , insurance companys, ground fire( bullet hole in the rudder now and
probably won't be the last )....sure takes the fun out of it. If you want to
just have Hassle free fun , stick with the Kolbs.....!......All week I look forward
to Sunday mornings in the Ultrastar.....
ED in Western NY
DO NOT ARCHIVE
Message 8
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| Subject: | Re: Flight Report |
--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
Hi Roger
<<report on a great day of flying. >>
Great report. There is nowhere much here that we can carry out low flying .
There is always someone ready to report your number. There are places across
the Salisbury Plain but large areas of that are artillery ranges and if you
have to go down you are likely to step on an unexploded shell. A bit
fraught.
One day I was flying (very) low across a large field of tall grass when a
deer suddenly leapt up right in front of the nose. I really don`t think I
would have hit it but it frightened the bejasus out of me.
Fascinating reading about the country other people fly over.
Cheers
Pat
do not archive
--
Message 9
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--> Kolb-List message posted by: "Richard Swiderski" <rswiderski@earthlink.net>
OK Rusty, what's up with the cage search? Is there activity in the Rusty
Skunkworks? -Richard Swiderski
Do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Rusty
Subject: Kolb-List: Slingshot cage?
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
Greetings,
Does anyone happen to know of a SS cage that's for sale at a reasonable
price? Some wreck damage would be OK, since I'd be modifying it anyway.
Thanks,
Rusty
Message 10
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--> Kolb-List message posted by: Arksey@aol.com
HI,
WAS OVER TO OSHKOSH MONDAY, WATCHED KOLB BEING DEMOSTRATED AT ULTRALIGHT
RUNWAY. WAS SHOOTING TAKE OFF AND LANDINGS, SURE LOOKED IMPRESSIVE, LANDINGS
AND TAKE OFF'S WERE SHORT, WITH STEEP CLIMBS. IT WAS A FIRESTAR OR A FIREFLY
NOT QUITE SURE WHICH. IT PERFORMED BETTER THAN ANY OTHER I SAW FLY. I ALSO
VISTED THE KOLB DISPLAY WHICH WAS IN THE MAIN AIRCRAFT DISPLAY, WEST OF
AEROSHELL SQUARE.
I HAD DECIDED TO PURCHASE A KOLB PRIOR TO GOING TO OSHKOSH AND I HAVE NOW
DECIDED ON THE FIRESTAR WITH A 503 IN IT. JIM SWAN BACK IN MICHIGAN
Message 11
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| Subject: | Re: MK III X vs FS KXP |
--> Kolb-List message posted by: DCulver701@aol.com
In a message dated 7/25/2005 5:27:04 PM Eastern Standard Time,
ulpilot@cavtel.net writes:
Dave
I am really enjoying the MK III X. It is hard to compare the FS with the MK
III. I have the MK III trimmed the way I like to fly and have loads of fun
in it.
At first my ailerons were stiff/heavy, but with the fix I learned about on
the list they became lighter and more Kolb like, light and balanced. The MK
III has a great deal more room than the FS and the ROC is close to the FS.
I have seen as high as 1000 FPM (early morning) but usually around 800 fpm
or less and the higher you go the less ROC . Bear in mind, I am in
Virginia at sea level and it is hot and humid. The plane will cruise very
nicely at 5400 rpm with 72-75 mph IAS and WOT around 92 mph IAS.
I am using the Rotax 582 Blue head with a 66" 3 bladed Warp drive prop. I
have an EIS with the altimeter/VSI option/OAT/ fuel level and a Winter ASI
mounted in the POD. I mounted a Microair radio and a PM 501 intercom with
all my on/off switches in the center console. I used the Kuntzleman hot box
to make the wiring easier and his wing tip strobes. I can only guess at the
total cost, but I would say $22/23K.
I put 2 ten gallon tanks for a total of 20 usable gallons of fuel. I
haven't been on a cross country to get an accurate fuel flow, but around my
flight test area I am burning an average of 4.7 GPH. This gives me a good 3
hours with an one hour reserve of time in the air.
Let me know if you have anymore questions.
Jim Ballenger
Selling a FS KXP 447
Flying a MK III X
Virginia Beach, VA
Jim, Thanks for all the useful info, it sure sounds like a nice plane!
Best of luck, & safe flying. Dave Culver
Message 12
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| Subject: | Re: OSHKOSH REPORT |
--> Kolb-List message posted by: ElleryWeld@aol.com
I wish they would leave someone in TNK to sell parts I need some brakes &
wheels everything else is on its way and the anticipation is killing me I forgot
about OSH going on this week being in Maine you know we always get the last
hand info after its to late To many things going on and no time to think ahead
I will be back in the air soon with the rest of you Kolbers
Do Not Archive
almost done Re building Original Firestar
In Maine Ellery
Message 13
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--> Kolb-List message posted by: "Jeremy Casey" <n79rt@kilocharlie.us>
Sounds like someone figured out that they were going to have to modify
the mount for their rotary engine and didn't have the heart to cut an
otherwise OK cage... ;-)
Jeremy Casey
<snip>
OK Rusty, what's up with the cage search? Is there activity in the
Rusty
Skunkworks? -Richard Swiderski
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
Greetings,
Does anyone happen to know of a SS cage that's for sale at a reasonable
price? Some wreck damage would be OK, since I'd be modifying it anyway.
Thanks,
Rusty
Message 14
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| Subject: | Re: OSHKOSH REPORT |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
In Maine Ellery
Ellery/All:
They would if there was enough people to leave one or two behind.
TNK is a super small operation, people wise.
john h
MKIII/912ULS
DO NOT ARCHIVE
Message 15
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| Subject: | Re: Flight Report |
--> Kolb-List message posted by: Kirby Dennis Contr MDA/AL <Dennis.Kirby@kirtland.af.mil>
"Roger" wrote: << I would like to report on a great day of flying. I left
Grants Pass, OR just as the sun broke over the hills and headed east for
Plum Valley ...>>
Roger -
I enjoy reading of the flying experiences from fellow Kolbers like the one
you posted - thanks for sharing the details! Keeps us low-time Kolb pilots
motivated.
Dennis Kirby
Mark-3, 25 hrs
do not archive
Message 16
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| Subject: | Transitioning from C-152 to Firestar |
--> Kolb-List message posted by: "jdmurr@juno.com" <jdmurr@juno.com>
I have just purchased a Firestar with a 503 in it. It was delivered this weekend
and I taxied it around for a bit. My question is what is the best way to transition
from a C-152 to the Firestar. Do I actually need lessons, or just need
to pay attention to certain things to be ok. Any suggestions would be helpful
including links on transitioning from GA to ultralights. Thanks.
John Murr
Try Juno Platinum for Free! Then, only $9.95/month!
Visit http://www.juno.com/value to sign up today!
Message 17
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<ÿÿÿÿtd><ÿÿÿÿa hrÿÿÿÿmailÿÿÿÿolb-ÿÿÿÿ@matÿÿÿÿcs.cÿÿÿÿubjeÿÿÿÿe: KÿÿÿÿListÿÿÿÿingsÿÿÿÿcageÿÿÿÿfontÿÿÿÿe=-1ÿÿÿÿe=TiÿÿÿÿNew ÿÿÿÿn> <ÿÿÿÿSTÿÿÿÿÿÿÿÿ><ÿÿÿÿli><ÿÿÿÿef="ÿÿÿÿto:%ÿÿÿÿsty%ÿÿÿÿ3C13ÿÿÿÿc@beÿÿÿÿuth.ÿÿÿÿ3E?sÿÿÿÿct=Rÿÿÿÿolb-ÿÿÿÿ: Slÿÿÿÿhot ÿÿÿÿ?"><ÿÿÿÿ sizÿÿÿÿ facÿÿÿÿmes ÿÿÿÿRomaÿÿÿÿSÿÿÿÿRÿÿÿÿÿÿÿÿReplÿÿÿÿ SENÿÿÿÿRegaÿÿÿÿg thÿÿÿÿessaÿÿÿÿfontÿÿÿÿ>ÿÿÿÿwidtÿÿÿÿ5%" ÿÿÿÿn="lÿÿÿÿ>ÿÿÿÿt siÿÿÿÿ facÿÿÿÿimesÿÿÿÿ romÿÿÿÿtimeÿÿÿÿolorÿÿÿÿ0000ÿÿÿÿime:ÿÿÿÿd>ÿÿÿÿ2:34ÿÿÿÿPM PÿÿÿÿS<ÿÿÿÿidthÿÿÿÿ%" aÿÿÿÿ="leÿÿÿÿ1ÿÿÿÿ3c@bÿÿÿÿouthÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿ>ÿÿÿÿubjeÿÿÿÿÿÿÿÿ>ÿÿÿÿu>Slÿÿÿÿhot ÿÿÿÿ?ÿÿÿÿ>13ÿÿÿÿc@beÿÿÿÿuth.ÿÿÿÿ/a>&ÿÿÿÿ ÿÿÿÿ ÿÿÿÿry Jÿÿÿÿy, bÿÿÿÿhankÿÿÿÿ for playing :-)
The single rotor test engine (old housings, no internal parts), and redrive,
has already been mounted with no mods at all to the SS frame. I now have all
the parts I need to assemble a real, running engine, and could have it on
the frame and running in the next month or so. I need to replace the
landing gear (bent when I got the plane), some cracked welds, and some other
things on the frame before I permanently mount the engine. Unfortunately,
hurricane Dennis left me with a bunch of junk in my garage until I get the
screen room rebuilt again, so I can put it all back outside where it
belongs.
The cage question is with regard to the twin engine SS idea that I talked to
Dennis about years ago. I've always wanted a well behaved twin, with good
single engine performance, and I'd like to put two single rotor engines in
an AirCam. Unfortunately, those seem to be made of gold if you go by the
price, so I will probably have to resort to two 503 engines on a SS. They
could either be push pull (stock location, and one on the front, flown from
the rear seat), or just below the wing on each side of the rear of the cage,
flown from the front seat. The twin pusher plan is clearly the easiest to
do. I haven't invested a ton of time thinking about the details of this,
but figured if I came across a cage that seemed worthy of the project, it
might be worth putting aside for the future.
I could also modify the current cage when I get done with the single rotor
project. I'm going to have to hobble the single rotor a bit, to keep from
overpowering the SS airframe, so it's really not the best fit for full out
testing. Did I mention I was using a turbo as a muffler now on the single
rotor :-) It could be as much as 180 HP if I allowed it to be. Don't worry
though, I won't allow anywhere near that on the SS.
Cheers,
Rusty (not enough 503's on the first SS)
--> Kolb-List message posted by: "Jeremy Casey" <n79rt@kilocharlie.us>
Sounds like someone figured out that they were going to have to modify the
mount for their rotary engine and didn't have the heart to cut an otherwise
OK cage... ;-)
Jeremy Casey
<snip>
OK Rusty, what's up with the cage search? Is there activity in the Rusty
Skunkworks? -Richard Swiderski
Message 19
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| Subject: | Transitioning from C-152 to Firestar |
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
Hi John,
Congrats on the FS. You're in for a real treat compared to the C-152.
There are really two things I can think of that will require transition
training.
One is the tailwheel, as was mentioned already. Kolb's are very forgiving
tailwheel planes, so it's not going to be hard, but it does require an
understanding of how tailwheels behave. You'll also have to develop some
new habits. A few hours in any light taildragger (Cub, C-140, etc) will
take care of this.
The second part is the difference between typical GA planes, and ultralight
type planes. There is a lot more drag, and less inertia in the ultralight
types, and it will be a bit un-nerving if you don't know what to expect.
For example, when you land the Cessna, if you flare a bit too early, you
just let the nose come back down, and try again. You might even get away
with this 3 times on a slightly fast approach. UL types will lose all their
extra airspeed quickly, so you need to be wary of that, because you won't
get all the extra chances without adding power back. The same thing happens
in flight, and you'll be surprised how much airspeed you lose on a steep
turn in an UL type plane. Again, it's not dangerous unless you're not
expecting it.
Bottom line is that it would be very wise to get some time in any sort of
two place UL type plane, preferably with a tailwheel. If you're careful,
you might be able to fly the FS just fine now, but why take that risk just
to avoid a few hours of training. FWIW, I drove from FL to PA to get about
5 hours with Dan, the Kolb instructor before I flew the SS, and I consider
that to have been time and money very well spent.
Good luck,
Rusty
My question is what is the best way to transition from a C-152 to the
Firestar. Do I actually need lessons, or just need to pay attention to
certain things to be ok. Any suggestions would be helpful including links on
transitioning from GA to ultralights. Thanks.
John Murr
Message 20
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| Subject: | Re: transporting Firefly |
--> Kolb-List message posted by: "Dan Charter" <lndc@fnbcnet.com>
Thanks for all the info. I do have a good pedestal from when I bought a
Firestar.
----- Original Message -----
From: "Beauford" <beauford@tampabay.rr.com>
Subject: Re: Kolb-List: transporting Firefly
> --> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
>
> Dan...
> You are right, sir...It is feeble, and I sure would not trailer it with
the
> wings hanging solely on that "T" pin...But I
> don't think it is absolutely neccessary to remove the wings to trailer one
> without damage. I just went offline and sent you a rough diagram of one
> solution for securing a FF inside a trailer for transport. So far it has
> worked for me over several thousand
> miles of travel.
> Worth what ye paid fer it...Good Luck...
> Beauford
> FF #076
> Do not archive
> ----- Original Message -----
> From: "Dan Charter" <lndc@fnbcnet.com>
> To: <kolb-list@matronics.com>
>
>
> > --> Kolb-List message posted by: "Dan Charter" <lndc@fnbcnet.com>
> >
> > The wing attachment to the tail on a Firefly looks pretty feeble. Do the
> > wings have to come off to transport?
> > Dan Charter
> >
> >
> >
>
>
> --
>
>
Message 21
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| Subject: | Re: Transitioning from C-152 to Firestar |
--> Kolb-List message posted by: russ kinne <kinnepix@earthlink.net>
AMEN -- FWIW, I agree. Worth it to stay out of trouble./
Russ Kinne
On Jul 26, 2005, at 5:00 PM, ray anderson wrote:
> --> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
>
> Get some taildragger instruction time now!!!
>
> "jdmurr@juno.com" <jdmurr@juno.com> wrote:--> Kolb-List message posted
> by: "jdmurr@juno.com"
>
>
> I have just purchased a Firestar with a 503 in it. It was delivered
> this weekend and I taxied it around for a bit. My question is what is
> the best way to transition from a C-152 to the Firestar. Do I actually
> need lessons, or just need to pay attention to certain things to be
> ok. Any suggestions would be helpful including links on transitioning
> from GA to ultralights. Thanks.
>
>
> John Murr
>
>
> Try Juno Platinum for Free! Then, only $9.95/month!
> Visit http://www.juno.com/value to sign up today!
>
>
> ---------------------------------
>
>
Message 22
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--> Kolb-List message posted by: "Jeremy Casey" <n79rt@kilocharlie.us>
All I can say is this...
I'm standing in front of my computer at attention, with my best Boy
Scout salute pointed at Pensacola...you got my respect, brother. Glad
to hear someone remembers that EAA started as "EXPERIMENTAL"...good
luck.
Jeremy Casey
P.S. Ever seen this...?
http://www.alltrade.ws/page3.html
Always thought it would be an interesting bird...
-----Original Message-----
From: Rusty [mailto:13brv3c@bellsouth.net]
Subject: RE: Kolb-List: Slingshot cage?
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
Sorry Jeremy, but thank you for playing :-)
The single rotor test engine (old housings, no internal parts), and
redrive,
has already been mounted with no mods at all to the SS frame. I now have
all
the parts I need to assemble a real, running engine, and could have it
on
the frame and running in the next month or so. I need to replace the
landing gear (bent when I got the plane), some cracked welds, and some
other
things on the frame before I permanently mount the engine.
Unfortunately,
hurricane Dennis left me with a bunch of junk in my garage until I get
the
screen room rebuilt again, so I can put it all back outside where it
belongs.
The cage question is with regard to the twin engine SS idea that I
talked to
Dennis about years ago. I've always wanted a well behaved twin, with
good
single engine performance, and I'd like to put two single rotor engines
in
an AirCam. Unfortunately, those seem to be made of gold if you go by
the
price, so I will probably have to resort to two 503 engines on a SS.
They
could either be push pull (stock location, and one on the front, flown
from
the rear seat), or just below the wing on each side of the rear of the
cage,
flown from the front seat. The twin pusher plan is clearly the easiest
to
do. I haven't invested a ton of time thinking about the details of
this,
but figured if I came across a cage that seemed worthy of the project,
it
might be worth putting aside for the future.
I could also modify the current cage when I get done with the single
rotor
project. I'm going to have to hobble the single rotor a bit, to keep
from
overpowering the SS airframe, so it's really not the best fit for full
out
testing. Did I mention I was using a turbo as a muffler now on the
single
rotor :-) It could be as much as 180 HP if I allowed it to be. Don't
worry
though, I won't allow anywhere near that on the SS.
Cheers,
Rusty (not enough 503's on the first SS)
--> Kolb-List message posted by: "Jeremy Casey" <n79rt@kilocharlie.us>
Sounds like someone figured out that they were going to have to modify
the
mount for their rotary engine and didn't have the heart to cut an
otherwise
OK cage... ;-)
Jeremy Casey
<snip>
OK Rusty, what's up with the cage search? Is there activity in the
Rusty
Skunkworks? -Richard Swiderski
Message 23
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| Subject: | Re: Transitioning from C-152 to Firestar |
--> Kolb-List message posted by: possums <possums@mindspring.com>
>
> > I have just purchased a Firestar with a 503 in it. It was delivered
> > this weekend and I taxied it around for a bit. My question is what is
> > the best way to transition from a C-152 to the Firestar. Do I actually
> > need lessons, or just need to pay attention to certain things to be
> > ok. Any suggestions would be helpful including links on transitioning
> > from GA to ultralights. Thanks.
> >
> >
> > John Murr
Oh ...good grief - just push it out, crank it up and yank that stick back
you'll be fine.
Message 24
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| Subject: | Re: Transitioning from C-152 to Firestar |
--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
You forgot the "get in" part....
beauford
Do not archive
----- Original Message -----
From: "possums" <possums@mindspring.com>
Subject: Re: Kolb-List: Transitioning from C-152 to Firestar
Oh ...good grief - just push it out, crank it up and yank that stick back
> you'll be fine.
>
Message 25
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--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
Thanks, but I don't remember the Boy Scout salute only having one finger :-)
The mini-master is neat, but I'm guessing it didn't exactly make it into the
mainstream, since that's an old magazine, and I've never heard of it before
today. I always thought that a centerline twin using 2-strokes made perfect
sense. For all practical purposes, Rotax 2 strokes are quite reliable for
hundreds of hours if taken care of. The problem is when they eventually
unpredictably seize. Having two, and being able to fly on one, makes this
less of a problem.
Cheers,
Rusty (won't rule out trying to put two single rotors on it)
Do not archive
All I can say is this...
I'm standing in front of my computer at attention, with my best Boy Scout
salute pointed at Pensacola...you got my respect, brother. Glad to hear
someone remembers that EAA started as "EXPERIMENTAL"...good luck.
Jeremy Casey
P.S. Ever seen this...?
http://www.alltrade.ws/page3.html
Always thought it would be an interesting bird...
Message 26
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--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
While we're on interesting old pushers......
http://1000aircraftphotos.com/Contributions/Shumaker/4265.htm
Unfold it and pump it up
do not archive
Message 27
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| Subject: | Re: Slingshot cage? |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
>
> P.S. Ever seen this...?
>
> http://www.alltrade.ws/page3.html
>
> Always thought it would be an interesting bird...
>
That tale reminds me of the Sadler Vampire from wayyy back when.
Do not archive
Denny Rowe
Message 28
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| Subject: | Firestar II and trailer for sale, Ford City PA |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
Kolbers,
The widow of Jess Saxion has asked me to assist her in selling Jesses unused Brian
Melbourn built Firestar II.
Jess passed away from leukemia resently and was never able to fly his factory built
Kolb.
It has was bought brand new with the trailer from Kolb just a few years ago and
has rarely been taken out of the trailer as Jess got sick before he could start
flying it.
It has a BRS, 503 DCDI, IVO, blue and white paint, and an EIS as I recall.
It has been a good year since I have seen it out of the trailer so I can't confirm
much more than this till I have a chance to meet with her and check it over.
The leading edge fabric of the wings did receive a little damage from scraping
the trailer when loading the bird and Jess had started the fabric repair before
being disabled but I have not yet inspected his work. The damage was not a
big deal in my opinion so he may well have completed the work, I will try to inspect
it soon and relay the info to anyone interested.
Anyone interested in this bird can E-mail me at rowedl@highstream.net or call me
at 724-845-1431.
Denny Rowe, Mk-3
Message 29
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| Subject: | Re: Slingshot cage? |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
Sorry, I meant TAIL.
>
> That tale reminds me of the Sadler Vampire from wayyy back when.
> Do not archive
>
> Denny Rowe
>
>
Message 30
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| Subject: | Fw: Quiet landings |
--> Kolb-List message posted by: "David L. Bigelow" <dlbigelow@verizon.net>
"About "diving for the field" -- that's a real non-no. You'll make the
field, but be landing at a HUGE rate of speed & likely run off the end,
blow a tire, whatever."
*************************************
This is true for conventional clean aircraft, but not for most ultralights. Kolbs
and most other ultralights are aerodynamically dirty. Diving off altitude
when you are close in and have the field made is a valid method of burning off
excess energy (altitude) in a high drag aircraft. Parasite drag goes up with
the square of the airspeed. The parasite drag at 80 mph is 4 times that at
40 mph. Drag sucks up energy, and you need to dissipate energy when you are too
high. Aim short of your planned touchdown point and let the speed build up.
Sure, you'll float after roundout, but you'll still touchdown shorter than
if you fly the too high final at the most efficient (L/D max) low drag airspeed.
Flaps really help here, as long as you don't overspeed them. High on final - max
flaps, aim short of your planned touchdown point, and let the airspeed build.
The excess will dissipate in a hurry after you round out with full flaps extended.
Dave Bigelow
FS2, 503 DCDI
Kamuela, Hawaii
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