Today's Message Index:
----------------------
1. 12:12 AM - Please Read - Who is "Matt Dralle" and What are "The Lists"...? (Matt Dralle)
2. 02:11 AM - Re: Warp Drive prop question (John Cooley)
3. 03:21 AM - Re: Warp Drive prop question (Dan Charter)
4. 05:41 AM - warp prop (robert bean)
5. 05:46 AM - Re: Prop noise (John Jung)
6. 06:08 AM - Re: Prop noise (John Jung)
7. 06:44 AM - Re: warp prop (John Hauck)
8. 07:43 AM - hello? (lucien stavenhagen)
9. 08:37 AM - Fine Tuning the Bing 54 for the Victor 1+ (Jack B. Hart)
10. 09:33 AM - Kolb Hauling... (David Lehman)
11. 09:41 AM - Re: warp prop (Don Gherardini)
12. 09:47 AM - Re: Kolb Hauling... (David Lehman)
13. 10:45 AM - Re: Kolb Hauling... (N27SB@aol.com)
14. 10:46 AM - Firefly enclosed trailer (N27SB@aol.com)
15. 10:57 AM - Re: Kolb Hauling... (David Lehman)
16. 11:30 AM - new member and Q's on Mark III Xtra (lucien stavenhagen)
17. 12:17 PM - Re: MKlllx Speed (Jim Ballenger)
18. 12:54 PM - Re: Kolb Hauling... (Mitty)
19. 01:01 PM - Re: Kolb Hauling... (David Lehman)
20. 02:12 PM - Re: Kolb Hauling... (Eugene Zimmerman)
21. 02:17 PM - Re: new member and Q's on Mark III Xtra (bryan green)
22. 03:20 PM - Re: new member and Q's on Mark III Xtra (John Hauck)
23. 03:22 PM - Kolb good guys (Herb Gayheart)
24. 04:02 PM - Re: new member and Q's on Mark III Xtra (Jim Ballenger)
25. 04:13 PM - Re: MKlllx Speed (Cat36Fly@aol.com)
26. 04:34 PM - Re: 503 de-carbon (dama)
27. 04:59 PM - Re: Kolb Hauling... (Bob N.)
28. 05:27 PM - Fw: Warp Drive prop question (David L. Bigelow)
29. 06:34 PM - Re: Warp Drive prop question (Kirk Smith)
30. 07:01 PM - Re: Warp Drive prop question (Mitty)
31. 07:12 PM - Re: warp prop (Don Gherardini)
32. 07:14 PM - Re: new member and Q's on Mark III Xtra (N27SB@aol.com)
33. 08:33 PM - Mark III Extra build time (David Key)
Message 1
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| Subject: | Please Read - Who is "Matt Dralle" and What are "The Lists"...? |
--> Kolb-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
Who is Matt Dralle and what exactly are these Lists? Well, I've been working in
the information technology industry for over 20 years primarily in computer
networking design and implementation. I've also had a rather extensive background
in web development and CGI design during this period.
I started the Matronics Email Lists back in 1990 with about 30 fellow RV builders
from around the world. Since that time, I have added 50 other kinds of aircraft
related Lists to the line up and numerous other List related services such
as the Archives and Search Engine just to name a few.
For the upmost in flexibility and reliability, I have chosen to run all of my own
servers here locally. Other support systems include a 1 Gigabit, fully switched
network infrastructure, a commercial-grade Netscreen firewall, a Barracuda
spam filter, a local T1 Internet router, and a commercial business T1 Internet
connection with static addressing.
The computer servers found here include two, dual processor Xeon Linux systems
dedicated to the email and web functions respectfully, and another P4 Linux system
serving as a remote storage disk farm for the archives, databases, and for
an on-line, hard drive-based backup system with 3.2 Terabytes of storage. This
entire system is protected by multiple commercial-grade uninterrupted power
supply (UPS) systems that assure the Lists are available even during a local
power outage!
I recently upgraded all of the computer racking infrastructure including new power
feeds and dedicated air conditioning for the room that serves as the Computer
Center for the Matronics Email Lists. Here's a new composite photo of the
List Computer Center following this Summer's upgrades!
http://www.matronics.com/MattDralle-ListComputerCenter.jpg
As you can see, I take running these Lists very seriously and I am dedicated to
providing an always-on, 24x7x365 experience for each and every Lister.
But building and running this system isn't cheap. As I've stated before, I don't
support any of these systems with commercial advertising on the Lists. It
is supported 100% through List member Contributions! That means you... and you...
and YOU!
To that end, I hold a List Fund Raiser each November and ask that members make
a small Contribution to support the continued operation and upgrade of this ever-expanding
system. Its solely YOUR Contributions that keep it running!
Please make a Contribution today to support these Lists!
http://www.matronics.com/contribution
Thank you!
Matt Dralle
Matronics Email List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
do not archive
Message 2
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| Subject: | Warp Drive prop question |
--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
Richard,
It's a 503 DCDI with a 2.58 "B" box.
The first MK II Twinstar that I owned had the same engine combo and a 3
blade taper tip Warp Drive on it. I never fooled with the pitch setting on
it but as best I remember it performed real well. My other experiences are
with a 3 blade Powerfin and 2 blade GSC and both of these have to be set
several hundred RPM lower static to achieve the max rpm WOT in level flight.
Where do you start with the IVO's?
Later,
John Cooley
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Richard Pike
Subject: Re: Kolb-List: Warp Drive prop question
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
What engine/gearbox combination do you have that prop on? Years ago I had
an Anglin J-6 with a 503 on it and a 66" Warp Drive 2 blade, and I had
exactly the same situation. I had to prop it for a high static rpm because
as I began my takeoff roll, the prop would load up and the RPM's would
decrease. It acted exactly as if the prop were stalled at static rpm, and
was revved a bit higher than you would expect - and then unstalled and
loaded up and slowed down as the takeoff roll began - which actually makes
sense, because a 2 blade prop will have a higher angle of attack (more
pitch) than a three blade prop for a given horsepower and prop diameter,
and might have had too much pitch for realistic results at a static runup.
But as soon as forward speed increases at takeoff, the blade unstalls and
loads up the prop, and the engine slows down.
I have my MKIII/582 propped for about 64-6500 WOT, so it sounds like you
are currently in the ball park, even though you got there by non standard
means.
Richard Pike
MKIII N420P (420ldPoops)
--
Message 3
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| Subject: | Re: Warp Drive prop question |
--> Kolb-List message posted by: "Dan Charter" <lndc@fnbcnet.com>
You got it Richard, My Kolb is set up for 6000 static and 6250 WOT but my
buddy was having a heck of a time with his 582 powered Avid. A guy came by
that carves his own props. Told me that he could hear the props inboard
leading edge stalling. The pitch was set at 6250 static anyway. Climbout
barely produced 5800. Took some pitch out. Now it turns 6000 at 6400static.
Getting closer! Those big props with 65 hp react different than my 377
powered firestar 1
Do Not Archive
Dan Charter
Northern MN
----- Original Message -----
From: "Richard Pike" <richard@bcchapel.org>
Subject: Re: Kolb-List: Warp Drive prop question
> --> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
>
> What engine/gearbox combination do you have that prop on? Years ago I had
> an Anglin J-6 with a 503 on it and a 66" Warp Drive 2 blade, and I had
> exactly the same situation. I had to prop it for a high static rpm because
> as I began my takeoff roll, the prop would load up and the RPM's would
> decrease. It acted exactly as if the prop were stalled at static rpm, and
> was revved a bit higher than you would expect - and then unstalled and
> loaded up and slowed down as the takeoff roll began - which actually makes
> sense, because a 2 blade prop will have a higher angle of attack (more
> pitch) than a three blade prop for a given horsepower and prop diameter,
> and might have had too much pitch for realistic results at a static runup.
> But as soon as forward speed increases at takeoff, the blade unstalls and
> loads up the prop, and the engine slows down.
>
> I have my MKIII/582 propped for about 64-6500 WOT, so it sounds like you
> are currently in the ball park, even though you got there by non standard
> means.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> At 08:54 AM 11/27/2005 -0600, you wrote:
> >--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
> >
> >Hi Guys,
> >Got a question for you Warp Drive folks or anyone that can enlighten me.
I
> >bought a 66" 2 blade taper tip prop for my MK II that I have been
sprucing
> >up to sale. I didn't like the GSC prop that was on it is the reason for
> >switching. Anyhow back to the question. With the GSC and the Powerfin
prop
> >on my FS II I would always set the prop for about 6200~6300 static rpm's
to
> >achieve the 6600~6700 level flight WOT rpm's. The prop unloads in flight
and
> >turns higher rpm's, right?
> >Well, with this prop I first set it up turning 6200 rpm's on the ground
and
> >took it up for a test flight. Max level flight rpm's was about 5700~5800
> >rpm's and the engine was real slow to rev up. This scared me for a minute
or
> >two as I thought something was going wrong with the engine.
> >I then went back and adjusted the prop twice more and wound up with 6600
> >static and 6400 WOT level flight.
> >This prop came off a Firestar and supposedly vibrated real bad and this
was
> >the reason for selling. I fixed the vibration problem, but am puzzled by
the
> >lower rpm's in WOT level flight. The climb rate seems about normal but I
> >really couldn't tell as it was very bumpy yesterday. My butt came out of
the
> >seat a few times while descending for landings.
> >I have heard of constant speed blades on Warp drive props. Is this
possibly
> >the reason for the lower flight rpm's I am seeing?
> >
> >Thanks,
> >John Cooley
> >
> >
> >--
> >
> >
>
>
> --
>
>
Message 4
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--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
Listers, thanks for the observations on the warp prop characteristics
regarding static to inflight WOT. I may just give my 70" another shot
next year in the 2 blade config. pitched for more static. It really
dogged
down inflight and I attributed it to other causes.
-BB do not archive
Message 5
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--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
John H. and Group,
I think Rick Neilsen may have already answered this, but no, I didn't
notice any change in performance or handling.
John Jung
Firestar II N6163J
Surprise, AZ
On Nov 28, 2005, at 12:56 AM, Kolb-List Digest Server wrote:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
>
>
> John J/Gang:
>
> Let me ask you a question.
>
> In the process of raising the thrust line to reduce noise, are we also
> reducing performance?
Message 6
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--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
jerb and Group,
The IVO on my Firestar II has the spacer and it does make a big
difference in lowering the noise. The Firestar II was designed with the
engine farther forward that the original Firestar, causing this
problem. When I started flying the II, I had wanted to use my taper tip
66" Warp from my original Firestar. But on first try, the noise was
terrible. I would have added the spacer to the Warp, but it is too
heavy to be on a B box with a spacer. This is the only reason that I
run an IVO instead or a Warp.
John Jung
Firestar II N6163J
Surprise, AZ
On Nov 27, 2005, at 12:56 AM, Kolb-List Digest Server wrote:
> --> Kolb-List message posted by: jerb <ulflyer@verizon.net>
>
> When I was at Oshkosh back in 95 looking at the FireFly, Dennis
> commented about the noise being generated by the prop passing the
> trailing edge of the wing, they added a spacer to increase the
> clearance and found it reduced the noise also. John Hack might know
> more about this.
> jerb
Message 7
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
characteristics
| regarding static to inflight WOT. | -BB |
BB/Gang:
I'm probably confused, but I understand there is a lot of difference
between static rpm, WOT climb rpm, and WOT straight and level flight
rpm.
The way I prop my airplanes, no matter what prop I am using, whether
it is an Ultrastar, Firestar, or MKIII (I don't like to put a "c"
behind MKIII. My MKIIII was here long before the Xtra came along), is
adjust the prop so I can turn the red line at WOT straight and level
flight, not WOT in a climb attitude.
Initially, static rpm is only a starting point in adjusting my prop
to my engine and airplane. What determines what the final pitch
adjustment is going to be, whether two or four stroke, or what ever
model Kolb I am flying, is WOT straight and level flight with the
tachometer indicating the engine is just touching the red line. If I
do it that way I get the best climb and cruise performance. I am also
loading and operating the engine the way the designers intended it to
be operated.
Once I get the prop pitched so that the engine is turning red line
rpm, in my case 5,500 rpm, with the throttle wide open and the
aircraft in straight and level flight, I am set to go. I can then get
the correct static rpm next time I am on the ground to use during my
pretakeoff check. With a 72" 3 blade taper tip Warp Drive Prop on a
912ULS I get the following characteristics:
1) A drop of approximately 100 to 150 rpm from static rpm soon after
the MKIII starts its take off roll.
2) It holds that rpm through climb out at 60 to 70 mph indicated air
speed.
3) If I keep the throttle wide open in a straight and level attitude
the engine will turn the red line rpm, 5,500, and no more, unless I
put the nose down.
To me, the most important indicator for proper pitch setting is
bumping the redline with the engine at WOT and in straight and level
flight. That dictates all the other rpm readings, static and climb
and cruise.
Overpitching a prop to keep rpm's lower to save the engine is probably
more harmful than not having enough pitch. I think a realistic
comparison of an overpitched prop and overloaded engine is driving a 5
speed automobile around in 5th gear all the time. In the airplane's
situation, with an overpitched prop, it is like operating that
automobile in a gear, too high, while continuously climbing a steep
hill. This is actually overworking the engine and not saving it, in
my humble opinion. These engines were meant to be turned and they
operate best at about 75% power, or 5,800 rpm for the Rotax two
strokes, and 5,000 rpm for the 912 series four strokes. These engines
are designed and tuned to be continuous duty engines, not motor
cycles, weed eaters, or automobiles.
Better stop now. I am confusing myself even more. hehehe
john h
MKIII
Titus, Alabama
Message 8
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1.76 SUB_HELLO Subject starts with "Hello"
--> Kolb-List message posted by: "lucien stavenhagen" <lstavenhagen@hotmail.com>
Please ignore, testing...
LS
N646F
Message 9
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| Subject: | Fine Tuning the Bing 54 for the Victor 1+ |
--> Kolb-List message posted by: "Jack B. Hart" <jbhart@onlyinternet.net>
Kolbers,
I know not many are flying with Victor 1 engines, but the following
information may be helpful. If I knew then what I know now, I might still
be flying with a Rotax engine.
Moving has kept me from flying as much as I would like, but having the
FireFly closer has let me experiment a little more. And I have been
concentrating on getting the engine to run well at all engine speeds. The
basic problem with the Victor 1+ is that it uses the Bing 54 carburetor.
The carburetor is much too large for the engine. This makes it more
sensitive to adjust because the engine will run at full power with the
throttle at less than 30% open position.
First, I worked on fuel flow variation. I could fly twice in the same day,
at the same altitude, temperature, and rpm, and experience several 0.1s of a
gallon in fuel flow. I found that by purchasing and installing a strong
throttle return spring from Bing, that this variation was reduced to 0.01s
of a gallon. Also the reduction of needle bounce lead to a reduction in fuel
flow. Bing ships all carburetors with the middle strength spring. I
recommend replacing them with the strongest spring.
Second, I worked on improving engine idle and low speed performance. I
installed a 25 idle jet and EGT's at the non flight engine speeds increased
and the engine does not quit on final. This change created a problem, in
that, the EGT would exceed the upper limit if the engine was operated
between 5,000 and 6,000 rpm.
The above lead to checking out the needle and needle modification. Although
this effort may not be complete, the engine can be operated through the
complete operating range without exceeding the EGT limit with improved fuel
flow rates.
If you would like to see how it was done, it can be found at:
http://www.thirdshift.com/jack/firefly/firefly121.html
The most difficult part of this project was to come up with gauge that lets
one accurately determine needle position relative to throttle opening. If
you would like a copy of the gauge, let me know. If you have a Dermel tool,
a micrometer, and a small flat file, you can modify a needle.
Others have said that one should believe the plugs. In the past I have put
too much faith in the EGT gauge, and so I would stop dropping the needle if
the temperature reached 1,250 degrees F. But by reading the plugs and
dropping the needle by one-quarter of a slot at a time, I discovered the EGT
does not always continue to increase. The EGT temperature held steady, and
fuel consumption went down. At this time the plugs are indicating rich, so
when the weather improves, I will start dropping the needle again by
one-quarter of a slot at a time.
I did install a second EGT probe down stream about six inches from the
original probe. It mirrors the original probe temperatures up through about
4,000 rpm. At this point the down stream probe increases and reads higher.
Through the cruise rpm region it reads 100 degrees higher than the original
probe. This gives more credence to reading the plugs. To save weight, I
will be removing the down stream probe.
Jack B. Hart FF004
Winchester, IN
Message 10
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--> Kolb-List message posted by: David Lehman <david@davidlehman.net>
SSdtIHBsYW5uaW5nIHRvIGhhdWwgYSBmb2xkZWQgd2luZ3MgRmlyZXN0YXIgNzcwIG1pbGVzIHRo
aXMgbW9udGguLi4gIEknbGwKYmUgdXNpbmcgYSBmbGF0YmVkIHRyYWlsZXIuLi4gIEFueSB3b3Jk
cyBvZiB3aXNkb20/Li4uCgotLQr0v/QKCldoYXQgZnJlZWRvbSBsaWVzIGluIGZseWluZywgd2hh
dCBHb2RsaWtlIHBvd2VyIGl0IGdpdmVzIHRvIG1lbi4uLiBJIGxvc2UKYWxsIGNvbnNjaW91c25l
c3MgaW4gdGhpcyBzdHJvbmcgdW5tb3J0YWwgc3BhY2UgY3Jvd2RlZCB3aXRoIGJlYXV0eSwgcGll
cmNlZAp3aXRoIGRhbmdlci4uLgoKlyBDaGFybGVzIEEuIExpbmRiZXJnaAoKZG8gbm90IGFyY2hp
dmUK
Message 11
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--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
John,
That is a pretty good description of how a fella ought to treat any engine.
The method of useing a load to limit an engines rpms is certainly not the
same thing as simply lowering the throttle setting to limit the rpms. Alot
of people dont understand the difference and think an engine LOADED to ,
say, 75% of max recommended rpms is the same as reducing the throttle to 75%
of rpms...IT is certainly not. WHen we load the engine to 75% of the rpms
we have effectively OVERLOADED the design limits of the engine, and it is
much more strenuous on the engine.
So Gentleman, adjust your props to load your engines as John has described,
and when flying, reduce the throttle to run at the rpms you desire, this way
instead of increaseing it, and your engine will last a whole lot longer.
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
Message 12
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| Subject: | Re: Kolb Hauling... |
--> Kolb-List message posted by: David Lehman <david@davidlehman.net>
Boy, that came out great!...
Try again...
I'm planning to haul a folded wings Firestar 770 miles this month... I'll
be using a flatbed trailer... Any words of wisdom?...
Thanx...
David
do not archive
Message 13
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| Subject: | Re: Kolb Hauling... |
--> Kolb-List message posted by: N27SB@aol.com
In a message dated 11/28/05 11:48:28 AM Central Standard Time,
david@davidlehman.net writes:
>
> I'm planning to haul a folded wings Firestar 770 miles this month... I'll
> be using a flatbed trailer... Any words of wisdom?...
>
> Thanx...
>
> David
>
Hi David,
I am currently hauling my Firefly on Floats on an open trailer. I played
around with several configurations and some worked better than others. The
airplane really likes to be hauled moving beak to the wind. In my case I had to
come
up with a solution that was solid and stable as well as quick to load and
unload. I would be happy to send you some pictures of what I did.
BTW, I have a real nice enclosed Firefly trailer that my Firefly does not
fit in due to the floats. I need to sell it but I do not think it is long enough
for you.
Steve B
Message 14
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| Subject: | Firefly enclosed trailer |
--> Kolb-List message posted by: N27SB@aol.com
To All,
I still have a nice Firefly trailer built by Duane D Plane that I need to
sell.
Steve Boetto
Firefly
do not archive
Message 15
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| Subject: | Re: Kolb Hauling... |
--> Kolb-List message posted by: David Lehman <david@davidlehman.net>
IFRoYW54IFN0ZXZlLCBJIHJlcGxpZWQgdG8geW91IG9mZiBsaXN0Li4uCgpEVkQKCgpIaSBEYXZp
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b3BlbiB0cmFpbGVyLiBJIHBsYXllZAo+IGFyb3VuZCB3aXRoIHNldmVyYWwgY29uZmlndXJhdGlv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Message 16
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|
| Subject: | new member and Q's on Mark III Xtra |
--> Kolb-List message posted by: "lucien stavenhagen" <lstavenhagen@hotmail.com>
Hello all,
New Kolb list member here. I'm currently the proud of owner of a Firestar II
(N646F) that was expertly built by a fellow name of Dale Atchetee in
Victoria, TX. I have about 50 hours in it so far and love it already.
I like this plane so much, in fact, I've given some thought to eventually
replacing it (or supplementing it) with a Mark III Xtra. I'd like something
just like my FSII, but a bit bigger/heavier that'll handle wind a bit
better. That's about the only mission objective my FSII isn't that wonderful
for. So I'm looking at the Mark III Xtra as a possibl future replacement.
Everything else - the view, quality of build, folding wings, and so on, are
pretty much met. A little extra cruise speed would be nice too.
So, my specific questions are:
- Does anyone have experience with the quickbuild kits currently produced by
Kolb? I likely would go the quickbuild route for time reasons.
- Kolb themselves - how is the current company to deal with as far as
service, parts, quality of the build manuals and so on?
- Any other general statements to make about the Mark III Xtra?
I like the Mark III classic also, but Xtra has the additional cruise speed
which looks nice to have.
thanks for any input you may have,
LS
N646F
Message 17
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|
| Subject: | Re: MKlllx Speed |
--> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
Larry
When I spoke with the Warp Drive factory folks, they told me that I would
not see any difference in rpms between the WOT ground run up and WOT in the
air and so far my observations agree with them.
I had a problem this last weekend. I could not get my engine to turn
anymore than 3000 rpm on run up. The only thing I had changed since the
last flight was the spark plugs. I checked my fuel flow and it was sat. I
then replaced my plugs and got the engine to run up and get a sat mag check
and did a quick TO and landing also sat. I called Lockwood today and they
suggested raising the jet needle to allow more fuel due to the denser air.
I'm going to try that. If anyone else has any suggestions I would welcome
more ideas to consider.
Jim Ballenger
MK III X 582
Virginia Beach, VA
Do Not Archive
----- Original Message -----
From: <Cat36Fly@aol.com>
Subject: Kolb-List: MKlllx Speed
> --> Kolb-List message posted by: Cat36Fly@aol.com
> Read a couple of posts concerning the loading/unloading of props. I'm
> turning a 66" Warp 3 Blade With taper and do not see any difference at WOT
> on the
> ground or in the air (6500 RPM). However, I will watch closer from now
> on.
>
> Larry Tasker
> MKlllx 582 3-blade warp
>
>
>
Message 18
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|
| Subject: | Re: Kolb Hauling... |
--> Kolb-List message posted by: Mitty <benny_bee_01@yahoo.com>
David,
Where did you get it from?
and are you hauling it back to Ca?
--- David Lehman <david@davidlehman.net> wrote:
> --> Kolb-List message posted by: David Lehman
> <david@davidlehman.net>
>
> Boy, that came out great!...
>
> Try again...
>
> I'm planning to haul a folded wings Firestar 770
> miles this month... I'll
> be using a flatbed trailer... Any words of
> wisdom?...
>
> Thanx...
>
> David
>
> do not archive
>
>
>
> Click on
> about
> provided
> www.buildersbooks.com,
> Admin.
> _->
> browse
> Subscriptions page,
> FAQ,
>
>
>
>
>
>
Thats how I make living
__________________________________
Message 19
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|
| Subject: | Re: Kolb Hauling... |
--> Kolb-List message posted by: David Lehman <david@davidlehman.net>
Mitty...
It's up North of here, I really wanted an UltraStar, but there's none
available on the Left Coast...
DVD
On 11/28/05, Mitty <benny_bee_01@yahoo.com> wrote:
>
> --> Kolb-List message posted by: Mitty <benny_bee_01@yahoo.com>
>
> David,
> Where did you get it from?
> and are you hauling it back to Ca?
>
> --- David Lehman <david@davidlehman.net> wrote:
>
> > --> Kolb-List message posted by: David Lehman
> > <david@davidlehman.net>
> >
> > Boy, that came out great!...
> >
> > Try again...
> >
> > I'm planning to haul a folded wings Firestar 770
> > miles this month... I'll
> > be using a flatbed trailer... Any words of
> > wisdom?...
> >
> > Thanx...
> >
> > David
> >
> > do not archive
>
Message 20
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|
| Subject: | Re: Kolb Hauling... |
--> Kolb-List message posted by: Eugene Zimmerman <eugenezimmerman@dejazzd.com>
What ever!
but PLEASE ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, DO NOT ARCHIVE
On Nov 28, 2005, at 1:57 PM, David Lehman wrote:
> --> Kolb-List message posted by: David Lehman <david@davidlehman.net>
>
> IFRoYW54IFN0ZXZlLCBJIHJlcGxpZWQgdG8geW91IG9mZiBsaXN0Li4uCgpEVkQKCgpIaS
> BEYXZp
> ZCwKPgo
> +IEkgYW0gY3VycmVudGx5IGhhdWxpbmcgbXkgRmlyZWZseSBvbiBGbG9hdHMgb24gYW4g
> b3BlbiB0cmFpbGVyLiBJIHBsYXllZAo
> +IGFyb3VuZCB3aXRoIHNldmVyYWwgY29uZmlndXJhdGlv
> bnMgYW5kIHNvbWUgd29ya2VkIGJldHRlciB0aGFuCj4gb3RoZXJzLiAgVGhlCj4gYWlycG
> xhbmUg
> cmVhbGx5IGxpa2VzIHRvIGJlIGhhdWxlZCBtb3ZpbmcgYmVhayB0byB0aGUgd2luZC4gSW
> 4gbXkg
> Y2FzZSBJCj4gaGFkIHRvIGNvbWUKPiB1cCB3aXRoIGEgc29sdXRpb24gdGhhdCB3YXMgc2
> 9saWQg
> YW5kIHN0YWJsZSBhcyB3ZWxsIGFzIHF1aWNrIHRvIGxvYWQgYW5kCj4gdW5sb2FkLiBJIH
> dvdWxk
> IGJlIGhhcHB5IHRvIHNlbmQgeW91IHNvbWUgcGljdHVyZXMgb2Ygd2hhdCBJIGRpZC4KPi
> BCVFcs
> ICBJIGhhdmUgYSByZWFsIG5pY2UgZW5jbG9zZWQgRmlyZWZseSB0cmFpbGVyIHRoYXQgbX
> kgRmly
> ZWZseSBkb2VzIG5vdAo
> +IGZpdCBpbiBkdWUgdG8gdGhlIGZsb2F0cy4gSSBuZWVkIHRvIHNlbGwg
> aXQgYnV0IEkgZG8gbm90IHRoaW5rIGl0IGlzIGxvbmcKPiBlbm91Z2gKPiBmb3IgeW91Lg
> o+Cj4g
> U3RldmUgQgo+Cj4gZG8gbm90IGFyY2hpdmUKCgoKCi0tCvS/
> 9AoKV2hhdCBmcmVlZG9tIGxpZXMg
> aW4gZmx5aW5nLCB3aGF0IEdvZGxpa2UgcG93ZXIgaXQgZ2l2ZXMgdG8gbWVuLi4uIEkgbG
> 9zZQph
> bGwgY29uc2Npb3VzbmVzcyBpbiB0aGlzIHN0cm9uZyB1bm1vcnRhbCBzcGFjZSBjcm93ZG
> VkIHdp
> dGggYmVhdXR5LCBwaWVyY2VkCndpdGggZGFuZ2VyLi4uCgqXIENoYXJsZXMgQS4gTGluZG
> Jlcmdo
> Cg==
>
>
Message 21
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| Subject: | Re: new member and Q's on Mark III Xtra |
--> Kolb-List message posted by: bryan green <lgreen1@sc.rr.com>
lucien stavenhagen wrote:
>--> Kolb-List message posted by: "lucien stavenhagen" <lstavenhagen@hotmail.com>
>
>Hello all,
>
>
I can't comment on the extra other than I would like to have one
also, but for Travis and the guys at TNK you could not ask for a better
bunch of folks to work with. They go out of their way to be as helpful
as possible.
Bryan Green Elgin SC
Firestar 447 BRS
>
>
>- Kolb themselves - how is the current company to deal with as far as
>service, parts, quality of the build manuals and so on?
>
>- Any other general statements to make about the Mark III Xtra?
>
>
>
>
Message 22
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|
| Subject: | Re: new member and Q's on Mark III Xtra |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Lucien/Gang:
| - Does anyone have experience with the quickbuild kits currently
produced by
| Kolb? I likely would go the quickbuild route for time reasons.
Don't think you will find a better quick build deal anywhere.
| - Kolb themselves - how is the current company to deal with as far
as
| service, parts, quality of the build manuals and so on?
Won't find a better company or people to deal with. They are there to
help the customer any way they can, as long as customers do not abuse
their help.
john h
MKIII
Titus, AL
Message 23
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|
--> Kolb-List message posted by: Herb Gayheart <herbgh@juno.com>
Second that---Donnie , Travis,Dennis and Randy. Great bunch of quys at
TNK. I stop by several times a year just to chat and see whats new.
Once in a while , Travis twists my arm to buy something. :-)
And do not forget Brian and Helen down at the quick build center.
Top notch also. Brian is one of the best at what he does. Super
fabric work and painting.
Brian and Helen host an early spring fly in at their place for the
Blue Grass U.L. group. Wonder if it is on for the coming year? Herb
do not archive
> lucien stavenhagen wrote:
>
> >--> Kolb-List message posted by: "lucien stavenhagen"
> <lstavenhagen@hotmail.com>
> >
> >Hello all,
> >
> >
> I can't comment on the extra other than I would like to have one
>
> also, but for Travis and the guys at TNK you could not ask for a
> better
> bunch of folks to work with. They go out of their way to be as
> helpful
> as possible.
> Bryan Green Elgin SC
> Firestar 447 BRS
>
> >
> >
> >- Kolb themselves - how is the current company to deal with as far
> as
> >service, parts, quality of the build manuals and so on?
> >
> >- Any other general statements to make about the Mark III Xtra?
> >
> >
> >
> >
>
Message 24
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|
| Subject: | Re: new member and Q's on Mark III Xtra |
--> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
LS
The Kolb folks are just great to do business with. Over the 2 1/2 years I
was building my MK III X they always had time to answer my questions on
building or flying the X or if I just wanted to talk in general. If I
needed the missing bolt or hardware I would call them up and it would be on
it's way that day. I never doubted that what they said they would do would
not get done.
I am extremely satisfied with my X. I decided on the X over the standard
model because I could keep my feet in front of me, not angled and I liked
the instrument panel placement better on the X. I had a FS KXP while
building the X and enjoyed flying it. The reason I wanted the X was to take
the occasional passenger up and share my passion for grass root flying.
It's a great plane but it still has a light wing load to it.
Jim Ballenger
MK III X 582
Virginia Beach, VA
----- Original Message -----
From: "lucien stavenhagen" <lstavenhagen@hotmail.com>
Subject: Kolb-List: new member and Q's on Mark III Xtra
> --> Kolb-List message posted by: "lucien stavenhagen"
> <lstavenhagen@hotmail.com>
>
> Hello all,
> New Kolb list member here. I'm currently the proud of owner of a Firestar
> II
> (N646F) that was expertly built by a fellow name of Dale Atchetee in
> Victoria, TX. I have about 50 hours in it so far and love it already.
>
> I like this plane so much, in fact, I've given some thought to eventually
> replacing it (or supplementing it) with a Mark III Xtra. I'd like
> something
> just like my FSII, but a bit bigger/heavier that'll handle wind a bit
> better. That's about the only mission objective my FSII isn't that
> wonderful
> for. So I'm looking at the Mark III Xtra as a possibl future replacement.
> Everything else - the view, quality of build, folding wings, and so on,
> are
> pretty much met. A little extra cruise speed would be nice too.
>
> So, my specific questions are:
>
> - Does anyone have experience with the quickbuild kits currently produced
> by
> Kolb? I likely would go the quickbuild route for time reasons.
>
> - Kolb themselves - how is the current company to deal with as far as
> service, parts, quality of the build manuals and so on?
>
> - Any other general statements to make about the Mark III Xtra?
>
> I like the Mark III classic also, but Xtra has the additional cruise speed
> which looks nice to have.
>
> thanks for any input you may have,
>
> LS
> N646F
>
>
>
Message 25
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|
| Subject: | Re: MKlllx Speed |
--> Kolb-List message posted by: Cat36Fly@aol.com
Jim;
That seems like a heck of a lot of loss for an atmospheric change. The air
has been somewhat the same a couple hundred miles north (Delaware) and I'm
running the best ever (per my last post). I'm a beginner with these two cycles
but a 50% drop due to density?
Out of curiosity, why the plug swap? I'm guessing you have 50+ hours on
those!
Larry Tasker
MKlllx 582
Message 26
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|
| Subject: | Re: 503 de-carbon |
--> Kolb-List message posted by: "dama" <dama@mindspring.com>
John, I am at 260 hours with no de-carbon jobs yet. At 150 hours I took it
to a mechanic for service and he said there was no need to tear into it. At
300, I plan to overhaul it and I'm curious to see how it looks inside. BTW,
I run Pennzoil air cooled with a dash of Marvels...
Kip
----- Original Message -----
From: "John Jung" <jrjungjr@yahoo.com>
Subject: Kolb-List: 503 de-carbon
> --> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
>
> Group,
>
> Recently, I pulled the exhaust from my 503 to check for carbon. I had
> 100 hours since my last de-carbon. I have never been able to get a good
> feeling from checking through the exhaust port, and this time was no
> exception, so I took the engine off and pulled the heads and cylinders.
> I found one oil ring stuck on an end and the other oil ring had a 3/8"
> piece broke off the end. I have no idea what caused the ring to break
> or how long it had been that way, but I was glad that I decided to do a
> complete check.
>
> As far as the stuck ring goes, is this normal after only 100 hours?
> After my last de-carbon, I switched to oil injection and Pennsoil air
> cooled. Also, I try to keep the rpm's and temps up to avoid carbon. All
> I can think of is that maybe I didn't remove enough carbon from the
> ring lands last time. I used to use Amsoil and the carbon from that oil
> is really hard.
>
> I always feel better about flying after I have seen the pistons and
> cylinders. Carbon may be a concern for me but wear isn't. The rings and
> cylinders measured well within new specs after 200 hours.
>
> John Jung
> Firestar II N6163J
> Surprise, AZ
>
>
Message 27
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|
| Subject: | Re: Kolb Hauling... |
--> Kolb-List message posted by: "Bob N." <ronoy@shentel.net>
I agree except for the closing deUK remark. I once worked with a
General Hauling, but he just let Major Asstired do the heavy work.
Bob N.
ronoy@shentel.net
http://www.angelfire.com/rpg/ronoy
do not archive
Message 28
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|
| Subject: | Warp Drive prop question |
--> Kolb-List message posted by: "David L. Bigelow" <dlbigelow@verizon.net>
Interesting characteristic of Warp Drive props. Every prop I've ever used (quite
a few) has required static setting of pitch to result in a WOT rpm of 200-300
below maximum rpm on the ground. In flight at WOT, you get the maximum RPM
- the faster you go, the higher the RPM. That's the case with my FS2 equipped
Rotax 503 with a 66 inch Powerfin prop. I set it statically for 6200 rpm, and
get 6400-6500 rpm in flight at WOT.
> The prop unloads in flight and
> turns higher rpm's, right?
> Well, with this prop I first set it up turning 6200 rpm's on the ground
and
> took it up for a test flight. Max level flight rpm's was about 5700~5800
> rpm's
Dave Bigelow
Kamuela, Hawaii
FS2 Rotax 503
Message 29
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|
| Subject: | Re: Warp Drive prop question |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
>
>
> Interesting characteristic of Warp Drive props. I set it statically for
6200 rpm, and get 6400-6500 rpm in flight at WOT
I had a Warp do the same thing. When I pitched it enough to get 6200, I
found that if I pitched it even more I'd still get the 6200 static.
Concluded that once it gets into the stall condition increasing the pitch
don't change the rpm that much.
>
> > The prop unloads in flight and
> > turns higher rpm's,
How does a prop unload in flight other than in a dive?
Do not archive.
Message 30
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|
| Subject: | Re: Warp Drive prop question |
--> Kolb-List message posted by: Mitty <benny_bee_01@yahoo.com>
Good evening fellow aviators.
I 've been a member of the Kolb group for a while
now,and just now start on posting.
My good friend and myself are thinking about building
an Ultrastar from the plans.I know it will be a fun
and relatively simple project as fas as cage and
feathers go however i was wondering if there is a
possibility to find a wing for ultrastar.Maybe
somebody has an old wing from other Kolb's that would
be possible to adopt for our project.
Also i am thinking about using a 4a84 engine to power
the bird.
I'd like to hear opinions on this matter as
well.Please advice about pros and cons.
Thanks a lot!
Mitty
--- Kirk Smith <snuffy@usol.com> wrote:
> --> Kolb-List message posted by: "Kirk Smith"
> <snuffy@usol.com>
>
>
> >
> >
> > Interesting characteristic of Warp Drive props. I
> set it statically for
> 6200 rpm, and get 6400-6500 rpm in flight at WOT
>
> I had a Warp do the same thing. When I pitched it
> enough to get 6200, I
> found that if I pitched it even more I'd still get
> the 6200 static.
> Concluded that once it gets into the stall condition
> increasing the pitch
> don't change the rpm that much.
> >
> > > The prop unloads in flight and
> > > turns higher rpm's,
>
> How does a prop unload in flight other than in a
> dive?
>
> Do not archive.
>
>
>
> Click on
> about
> provided
> www.buildersbooks.com,
> Admin.
> _->
> browse
> Subscriptions page,
> FAQ,
>
>
>
>
>
>
Thats how I make living
__________________________________
Message 31
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|
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Gentlemen...and ladies...
I ought proof-read my posts a little better...sorry about the confusing
verbage at the end of my last post...I typed:
"..that way , instead of increasing it, your engine will last....""
I was sitting at my desk reading the Kolb list stuff...(supposed to be
working) and, well...I cut the post short when I was distracted (by work)
and didn't make a bit of sense with the last sentence....aright.... my
apologies to all!
What I was thinking ...and didnt get transfered from my brain to the
keyboard...was :
Instead of increaseing BMEP.. (brake mean effective pressure) or cylinder
pressure, from an overloaded condition, you will decrease it and your engine
will last alot longer at the same rpm level.
Another benefit of cruiseing at the rpm level where the BMEP is the
highest..(which will be the peak torque rpm) is that the most horsepower
will be delivered for the fuel burned, because the engine is at its most
efficient cylinder filling capacity. The efficiency level always corresponds
very closely to the peak torque rpm point on the performance curve. To
acheive the level of efficiency the load vs power produced must be
co-ordinated with the throttle opening for the best breathing for any given
rpm, and it will certainly not be co-ordinated correctly unless the WOT
position of the fuel delivery system (carbs in this case) is at the max rpm
point. IF the max rpm level is reduced at WOT due to a heavier load than the
power produced can compensate for, the efficiency goes down quickly.
Many other detrimental things also happen. such as:
Heat cannot be dispersed effectively,
Percent of Fuel burned in combustion drops,
Carbon buildup due to unburned residues,
Oil varnish on piston walls increases,
Pre-detonation occours when cylinder pressures get high enough for
particular conditions,
Connecting Rod stress increases at an alarming rate,
and so on.
Another thing that happens is our performance curve is no longer
valid.....that right....if we have a 65 horse engine at 6600 rpms.....the
load applied must let the engine turn 6600 rpms when the throttle is wide
open. If the throttle is wide open and the engine will not turn 6600 rpms
due to the load...then the load will NOT let the engine produce 55
horsepower at 5500 rpms because the throttle opening will not be correct for
the correct amount of fuel and air to be delivered. CV carbs compensate for
this somewhat....but they are always behind the curve because manifold
vacuum will always be off according to the power produced. About all they
really do is keep the speed of the mixture flowing thru the carb fast enough
to keep fuel coming thru the main jet at a little more accurate rate
according to the air the engine is pumping thru itself.
I Hope I am better explaining myself tonite.....whew.....I did proof-read
this one...which still doesnt insure its accuracy!!!! Ya never know, I Could
be I am all wrong about all this stuff!
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
Message 32
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| Subject: | Re: new member and Q's on Mark III Xtra |
--> Kolb-List message posted by: N27SB@aol.com
In a message dated 11/28/2005 2:31:39 PM Eastern Standard Time,
lstavenhagen@hotmail.com writes:
> - Does anyone have experience with the quickbuild kits currently produced
> by
> Kolb? I likely would go the quickbuild route for time reasons.
>
> - Kolb themselves - how is the current company to deal with as far as
> service, parts, quality of the build manuals and so on?
>
> - Any other general statements to make about the Mark III Xtra?
>
> I like the Mark III classic also, but Xtra has the additional cruise speed
> which looks nice to have
Funny you should ask, I mean really, I have a Classic kit for sale and
Bryan is a friend of mine. I could be accused of being biased here but my
friendship with Bryan started because of my admiration of his work. You could
build
a Kolb and do a great job even if you are a beginner but he has done hundreds
of these and he is a perfectionist. The question is are you mostly a builder
or a flyer? If you are a builder, build it yourself. I doubt that you would
come close to Bryan's work on a first attempt but then again most of it is
covered up and the design is very forgiving. There is nothing like building your
own bird.
As far as the MKII versus the MKIII x (I dropped the C in honor of Hauck) My
preference is the MKIII. I am only dropping the idea of building the MKIII in
favor of the Firefly. I love the Firefly and the freedom of Part 103.
Actually Bryan is doing a Quickbuild and a cover and paint for me as we speak on
my
second Firefly.
Also, you will not find a better crew to work with than Donny and Travis.
Let me know if you decide on a MKIII (Classic). I will sell mine at a
discount and ship it to Bryan and pay the first $500 towards a quickbuild. What
a
deal
Steve B
do not archive
Message 33
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| Subject: | Mark III Extra build time |
--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
Hi guys. What's the build time on a Mark III Extra with the quick build
option?
I had a Mark III classic a few years ago. Now, after getting my instrument
rating and buying a house on an airport, I've decided that I liked flying
that Kolb way more than jacking with instruments and filing flight plans.
I've got to get out from behind that instrument panel. I miss my Kolb, I
should wait a year and buy someone's xtra just thought I'd look at buiding
one if it isn't too hard.
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