Today's Message Index:
----------------------
1. 05:18 AM - Re: Gust Locks and Safety (lucien stavenhagen)
2. 05:21 AM - Re: Re: Tie downs, gust locks (N27SB@aol.com)
3. 06:10 AM - Re: Re: Tie downs, gust locks (John Hauck)
4. 06:13 AM - Re: Tie downs, gust locks (John Hauck)
5. 07:19 AM - Re: Re: Tie downs, gust locks (ray anderson)
6. 08:14 AM - Re: Re: Tie downs, gust locks (Bill Vincent)
7. 08:15 AM - Re: Tie downs, gust locks (Richard Pike)
8. 09:00 AM - Re: Disc Brakes (c b)
9. 09:01 AM - Reduction drive for VW (Jason Omelchuck)
10. 10:47 AM - Re: Gust Locks and Safety (Richard Swiderski)
11. 12:10 PM - HKS on a Firestar II (John Jung)
12. 12:31 PM - Re: HKS on a Firestar II (John Jung)
13. 01:06 PM - Re: HKS on a Firestar II (John Hauck)
14. 01:41 PM - tie down system (Paul Petty)
15. 02:19 PM - Re: Gust Locks and Safety (lucien stavenhagen)
16. 02:44 PM - Re: Tie downs, gust locks (Michael Bigelow)
17. 03:07 PM - Re: HKS on a Firestar II (Eugene Zimmerman)
18. 03:26 PM - Re: HKS on a Firestar II (John Hauck)
19. 04:22 PM - Re: HKS on a Firestar II (ray anderson)
20. 05:26 PM - Re: HKS on a Firestar II (John Jung)
21. 05:35 PM - Re: HKS on a Firestar II (John Jung)
22. 05:53 PM - Re: Reduction drive for VW (Larry Bourne)
23. 06:59 PM - Re: Re: HKS on a Firestar II (Eugene Zimmerman)
24. 07:26 PM - Re: HKS on a Firestar II (Eugene Zimmerman)
25. 07:41 PM - A Pilot's Christmas (Flycrazy8@aol.com)
26. 08:42 PM - Re: Tie downs, gust locks (Richard Pike)
27. 09:57 PM - Re: Gust Locks and Safety (Michael Bigelow)
Message 1
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| Subject: | Gust Locks and Safety |
--> Kolb-List message posted by: "lucien stavenhagen" <lstavenhagen@hotmail.com>
Speaking of this, I encountered an interesting maintenance thing related to
this..
One of my preflight checks is manual inspection of the rudder/elevator
cables where they run through the pully block underneath the seat. I work
all 4 of them while feeling the cables at the pullies (I also feel the
pullies for roughness or pieces missing).
I've discovered over the years on various different planes that control
cables will fray and begin to break strands right at this area where they
run through pullies, particularly if the pullies are smaller and the bend is
sharp.
Sure enough, at 490 hours on the original set of cables on my FS II, I
caught fraying in 2 of the cables on a preflight. I was checking them with
my fingers and one of the strands stabbed me really getting my attention (I
use a towel now ;)). A closer inspection showed that all 4 had broken
strands (one of them had a bunch) and considerable wear on the remaining
ones where they ran in the pully grooves. I replaced all 4 with new
stainless steel control cable.
Just something to check fairly regularly, since the cables can and do
wear......
LS
N646F
>Gang:
>
>Forgot to mention previous msg.
>
>One of my pretakeoff checks is to wipe out the cockpit with the stick,
>lower and raise the flaps, and insure the rudder pedals are clear.
>
>Takes a lot out of the chance out of leaving a control locked prior to
>takeoff.
>
>"All controls free and clear."
>
>john h
>
>
Message 2
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| Subject: | Re: RE: Tie downs, gust locks |
--> Kolb-List message posted by: N27SB@aol.com
In a message dated 12/27/2005 11:08:34 PM Eastern Standard Time,
jhauck@elmore.rr.com writes:
> Sitting sedately at its tie downs exactly as we left it was the little
> Fire Fly. Not a feather had been blown out of place. It weathered
> the storm with its little nose in the wind as though it were a battle
> ship.
>
Hi John,
Have you considered that the "Little" Firefly might be a tougher little
rascal? (-:
Steve B
Firefly 2 times
Could you tell?
do not archive
Message 3
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| Subject: | Re: RE: Tie downs, gust locks |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
little
| rascal? (-:
|
| | Steve B
Steve B/Gang:
Morning!
Probably both tougher and smarter.
Dreary morning at hauck's holler. Warmer, but wetter.
Take care,
john h
MKIII
hauck's holler, alabama
DO NOT ARCHIVE
Message 4
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| Subject: | Re: Tie downs, gust locks |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
straps), or do you take all the slack out, or do you take all the
slack out and then some, to make the tie downs actually taut? I
| M. Domenic Perez
MDP/All:
I snug mine up extra tight is I can.
john h
MKIII
Message 5
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| Subject: | Re: RE: Tie downs, gust locks |
--> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
Believe John. When I moved from Southern Calif. to middle Tenn. about 25 years
ago, I flew my beautiful Aeronca Champ back to be based in Shelbyville. For
the first few weeks I had to keep it tied down outside. Used airport tiedowns,
two heavy ropes and one chain. 12 - 15 other aircraft tied down around mine.
Early afternoon a mini tornado or wind burst passed over the airport directly
across my Champ. Didn't blow the dust off another airplane but broke my tiedowns,
snapped one spar doing it, and that is a spar stressed for acrobatics.
Witnesses said it went up about 25 feet, rolled and crunched back down for a total
washout. I mean total. No hull insurance.
As the old tv commercial said, don't try to fool Mother Nature. On the other
hand, maybe God was trying to get my attention.
Ray .. Tenn.
UltraStar
Do not archive
<<john h
PS: That exerience that night made all four of us much more aware of
the power of Mother Nature. We all are much more concerned with the
way our aircraft are now tied down no matter where we are. >>
---------------------------------
Message 6
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| Subject: | Re: RE: Tie downs, gust locks |
--> Kolb-List message posted by: "Bill Vincent" <emailbill@chartermi.net>
> Gang
I did not check the archives.
Does anyone use anti-lift strips on top of the wing when it is
tied outside ?
Bill Vincent F.S II
DO NOT ARCHIVE
Years ago, my first really functional ultralight was a Maxair Hummer,
> and I flew it to Virginia Highlands airport along with a friend and his
> Hummer. We 3 point tied them down apart from all the other airplanes on
> the ramp, nose into the wind, because it looked like it was going to get
> windy, and it did. However, the ropes we used were a bit long, and it
> wasn't long before both the Hummers were hovering off the ground,
> gracefully floating up a couple feet into the air, and then settling
> back down as the wind slacked. Got some strange looks from the other
> airport tenants. It was great fun.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
>
>
>
>
>
>
>
>
>
Message 7
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| Subject: | Re: Tie downs, gust locks |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Domenic Perez wrote:
>--> Kolb-List message posted by: "Domenic Perez" <perezmdomenic@plateautel.net>
>
>All,
> When you tie down, do you leave a little slack in the ropes (or straps), or
do you take all the slack out, or do you take all the slack out and then some,
to make the tie downs actually taut? I usually tweak the wings down a little
with tightness, figuring that if a real wicked micro burst hits, if the plane
is able to get some upward momentum before it stops at the rope's end, it would
be more likely to yank the stakes/augers/whatever right out of the ground.
Agree or disagree? Could I be causing some harm?
>M. Domenic Perez
>Vaughn, NM
>FS II
>
>
>
When I worked as a lineboy at Opa Locka 40 years ago, we often had to
deal with sudden thunderstorms in the Miami area. Burnside Ott, at that
time the biggest flight school in the country, kept 126 airplanes on the
ramp behind our hangar, which was in addition to all the non-flight
school aircraft on the front ramp, so we had about 350 airplanes total
to look after. On occasion, we got to see C-150's broken in half from
students not properly tying them down, and getting flipped over. Never
have figured out how a Cessna could get flipped inverted when the wings
were tied and the tail wasn't, but it happened.
We had two hurricanes come through Miami while I worked there, and were
responsible to see that all the airplanes tied down outside stayed
undamaged. At that time, I owned a Piper Colt, and it was tied down on a
closed runway with no protecting structure anywhere close. We never lost
an airplane that was properly tied, and the only damage anybody had was
from water getting in. And that was in a hurricane that blew in the main
doors at Hangar One, wiping out (among others) a gorgeous P-51 and a
Tiger Moth. (sob)
Here's how we did it: one rope to the tail, going straight out behind,
one on the nose going straight out in front. If there is a tie down ring
directly under the tail tie down loop or tail wheel, so much the better,
go straight down any time you can. Same with having a tie down ring
under the nose wheel, and tie to an upper or fixed part of the nose
gear. If the wing has a jog in the lift struts like a Kolb, you can tie
to the strut immediately next to the wing. If the wing strut has nothing
to keep the rope right up next to the wing, don't use the strut, the
rope will slide down the strut and buckle it in the middle. A dedicated
tie down ring at the strut attach point is best.
Ideally you want one inch of play in the ropes, no more, no less. Too
much play will let the airplane jerk around, too little play can
actually get the wing into a negative loading and bend it downwards. If
you have time to prepare, a 2X4 covered with carpet and tied to the top
of the wing acting as a spoiler will kill an awful lot of the lift.
Richard Pike
MKIII N420P (420ldPoops)
Message 8
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--> Kolb-List message posted by: "c b" <seedeebee@hotmail.com>
I put Tracy O'Brien disc brakes on my MK III. Great service, very responsive
and good quality for a fair price. Tracy even custom made adaptor plates for
my wheels for something like $20 each.
Here's a link to his site: http://www.tracyobrien.com/showcat.asp?id=9
Happy Flying,
Chris Banys
MKIII 912 UL
N10FR
Message 9
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| Subject: | Reduction drive for VW |
--> Kolb-List message posted by: "Jason Omelchuck" <jason@trek-tech.com>
Hello Larry, I noticed your post about Marcotte (SP?) and thought I might
send this link to a VW redrive I came across while web surfing the other
day. Dont know if you already know about them, but here it is.
http://usa.vw-engines.com/
Jason Omelchuck
Portland OR
MKIIIC BMW R100 engine
Waiting for inspection
Do not archive
Message 10
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| Subject: | Gust Locks and Safety |
--> Kolb-List message posted by: "Richard Swiderski" <rswiderski@earthlink.net>
I have read that stainless steel will fray quicker than steel, so I always
use the finest strand steel cable. Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of lucien
stavenhagen
Subject: RE: Kolb-List: Gust Locks and Safety
--> Kolb-List message posted by: "lucien stavenhagen"
<lstavenhagen@hotmail.com>
Speaking of this, I encountered an interesting maintenance thing related to
this..
One of my preflight checks is manual inspection of the rudder/elevator
cables where they run through the pully block underneath the seat. I work
all 4 of them while feeling the cables at the pullies (I also feel the
pullies for roughness or pieces missing).
I've discovered over the years on various different planes that control
cables will fray and begin to break strands right at this area where they
run through pullies, particularly if the pullies are smaller and the bend is
sharp.
Sure enough, at 490 hours on the original set of cables on my FS II, I
caught fraying in 2 of the cables on a preflight. I was checking them with
my fingers and one of the strands stabbed me really getting my attention (I
use a towel now ;)). A closer inspection showed that all 4 had broken
strands (one of them had a bunch) and considerable wear on the remaining
ones where they ran in the pully grooves. I replaced all 4 with new
stainless steel control cable.
Just something to check fairly regularly, since the cables can and do
wear......
LS
N646F
>Gang:
>
>Forgot to mention previous msg.
>
>One of my pretakeoff checks is to wipe out the cockpit with the stick,
>lower and raise the flaps, and insure the rudder pedals are clear.
>
>Takes a lot out of the chance out of leaving a control locked prior to
>takeoff.
>
>"All controls free and clear."
>
>john h
>
>
Message 11
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| Subject: | HKS on a Firestar II |
--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
Group,
Since I gave up on the 912 idea, I have been giving the HKS 700E a
closer look. And it looks promising. My goal is to double my current
range and at the same time, increase the cruise speed to 80 mph. It
appears, from the Googling and reading, that the HKS has the ability to
double the range of a 503. Users are reporting better fuel burn rates
than the company had predicted. To increase the cruise speed without
sacrificing economy, I am going to attempt to aerodynamically clean up
my Firestar. And I can do it before having to spend the big bucks they
want for an HKS.
Based on input, primarily from Richard Pike, I plan to enclose the area
above the tanks.
Where are other areas to improve a Firestar aerodynamically?
John Jung
Firestar II N6163J
Surprise, AZ
Message 12
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| Subject: | Re: HKS on a Firestar II |
--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
Group,
I should have mentioned that I already have streamlined struts and a
full enclosure
Where are other areas to improve a Firestar aerodynamically?
John Jung
Firestar II N6163J
Surprise, AZ.
Message 13
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| Subject: | Re: HKS on a Firestar II |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
area
| above the tanks.
|
| Where are other areas to improve a Firestar aerodynamically?
|
| John Jung
John J/All:
Seems you missed my post about increased fuel capacity. In any case,
that is where the larger fuel tank would be located, in the open area
that does nothing but haul air at the present time. With a large
capacity tank in the upper location, the former plastic jug fuel tank
area is now available for your cargo.
When the customers are bragging that they are getting better fuel burn
than the factory claims, it is time to take a "really" close look at
reality. Usually, when folks report fuel burn they are basing it on
the fuel they burned when they went out and flew around the local area
for an hour. That figure represents exactly that, fuel burn around
the patch. To accurately compute fuel burn one must fly a serious
cross country flight for an hour or several hours or a day would be
even better. There is a lot of difference between setting the
throttle for cross country flight and leaving it there than fiddle
farting around the local area.
I have not read up on the HKS, and I am not at all familiar with it.
There is a gentleman in our area that has an HKS on a Thunder Gull.
He does a lot of cross country flying. However, there is no
comparison between a Gull and a FSII.
Ted Cowan has his name readily available, and his contact info. I'd
be talking to everyone I could find that flies with an HKS. I'd also
call Tom Pehigny, the guy that imports HKS, or did the last time I
talked with him. Share with Tom what you plans and goals are with the
FS and an HKS power plant. Tom is an honest man. He'll should give
you some straight up answers.
One way to make the FSII fly faster on less power is take the
incidence out of the wing and horizontal stabilizer. Then remount the
tailboom so it will fly through the air parallel to the line of
flight. There is probably a lot of drag being created by the tail
boom being drug through the air at a tail high angle. Then change out
the wings for a set of low drag wings, and lose your super STOF
capability with the FS wings.
The other alternative is to sell the FSII and build a Kolbra. You
would be tickled pink the way it performs with a 912UL and especially
a 912ULS. Still have to build a large fuel tank to feed the power
plant, no matter what you decide to fly with.
80 mph cruise in a FSII is attainable, but not worth the effort and
expense, in my own humble opinion.
I hope you totally fool me and make your FSII cruise comfortably at
80mph with a 2 gph fuel burn. In addition, I hope you end up with an
airplane that will haul twice as much, twice as far, and on half the
fuel mine does.
Good luck on your experimentation.
john h
MKIII
Message 14
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required 4.6, BAYES_44 -0.00, HTML_50_60 0.10, HTML_MESSAGE 0.25)
--> Kolb-List message posted by: "Paul Petty" <lynnp@c-gate.net>
I'm surprised these haven't been mentioned. Best system I have ever seen and not
to bad on the price and weight scale. :-)
http://www.aircraftspruce.com/catalog/pspages/claw.php
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
www.c-gate.net/~ppetty
do not archive
I.L.D.S.
Message 15
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| Subject: | Gust Locks and Safety |
--> Kolb-List message posted by: "lucien stavenhagen" <lstavenhagen@hotmail.com>
Hi Richard,
Very interesting... didn't know that, I had always assumed they were the
same (the SS is a bit more pliable than the galvanized steel and I'd always
thought that helped).... I'll definitely go do some research on it....
LS
N646F
>I have read that stainless steel will fray quicker than steel, so I always
>use the finest strand steel cable. Richard Swiderski
>
>-----Original Message-----
>From: owner-kolb-list-server@matronics.com
>[mailto:owner-kolb-list-server@matronics.com] On Behalf Of lucien
>stavenhagen
>To: kolb-list@matronics.com
>Subject: RE: Kolb-List: Gust Locks and Safety
>
>--> Kolb-List message posted by: "lucien stavenhagen"
><lstavenhagen@hotmail.com>
>
>Speaking of this, I encountered an interesting maintenance thing related to
>this..
>
>One of my preflight checks is manual inspection of the rudder/elevator
>cables where they run through the pully block underneath the seat. I work
>all 4 of them while feeling the cables at the pullies (I also feel the
>pullies for roughness or pieces missing).
>
>I've discovered over the years on various different planes that control
>cables will fray and begin to break strands right at this area where they
>run through pullies, particularly if the pullies are smaller and the bend
>is
>
>sharp.
>
>Sure enough, at 490 hours on the original set of cables on my FS II, I
>caught fraying in 2 of the cables on a preflight. I was checking them with
>my fingers and one of the strands stabbed me really getting my attention (I
>use a towel now ;)). A closer inspection showed that all 4 had broken
>strands (one of them had a bunch) and considerable wear on the remaining
>ones where they ran in the pully grooves. I replaced all 4 with new
>stainless steel control cable.
>
>Just something to check fairly regularly, since the cables can and do
>wear......
>
>LS
>N646F
>
> >Gang:
> >
> >Forgot to mention previous msg.
> >
> >One of my pretakeoff checks is to wipe out the cockpit with the stick,
> >lower and raise the flaps, and insure the rudder pedals are clear.
> >
> >Takes a lot out of the chance out of leaving a control locked prior to
> >takeoff.
> >
> >"All controls free and clear."
> >
> >john h
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 16
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| Subject: | Re: Tie downs, gust locks |
--> Kolb-List message posted by: "Michael Bigelow" <orcabonita@hotmail.com>
I was partner in an airplane in Miami when Hurrican Andrew was comming. The
engine was partially torn apart for maintenance so we could not fly it out
before the storm. I bought new high quality ropes and tied down the
airplane like it had never been tied down before....
After the hurricane I found all three ropes intact and still tied on the
ramp, but it took me almost an hour to find the airplane rolled up into a
little ball a half mile away. The ropes had pulled so hard on the tie down
rings that the that where the rope ties into the ring just broke the ring
open right in the middle. My tiedown technique had survived the huricane,
but the rings did not !
If you tie down your plane, I would make the ropes tight. If the ropes have
any slack in them the plane will move and it will "JERK" against the ropes
with each gust of wind, putting a higher load on the rope and wing than just
a constant hard pull on the ropes. Also, if the plane lifts off the ground,
the wing will go to a higher angle of attack and put even more load on the
ropes and plane. The exception to this would be a tail dragger, where you
might let the tail lift off the ground.. But I would never leave the wing
tie downs with any slack, you are just asking for air to get under a wing
in a crosswind and tip it over, etc.etc.... All bad stuff...
I dont buy leaving an inch of slack on the ropes. That sounds like a really
bad idea to me. I have NEVER NEVER seen a plane tied down so hard that it
negatively stressed the wing to the point of damage. Airplane wings are
stressed to more than 1 negative G... You would need a winch to pull the
ropes down hard enough to cause damage to the wing. Also, in a storm , tie
down ropes always get loose with the constant pulling and release cycles.
If you expect wind and cannot get your plane inside, tie it down tight, and
put lots of knots in the ropes, and then put some more knots in it !!!
Michael A. Bigelow
Do Not Archive
Message 17
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| Subject: | Re: HKS on a Firestar II |
--> Kolb-List message posted by: Eugene Zimmerman <eugenezimmerman@dejazzd.com>
John/Gang,
Yes,
I have found that an 80 mph cruise in a FSII is easily attainable.
I can easily cruise at 80 mph in my 582 powered FSII if I am willing
to use a cruise at -5800 rpm
and will burn about 3 gal per hour.
My FSII has a full windscreen open behind where the tanks are and
kept no wider than the fuse. I do have streamlined struts and I also
removed some of the incidence from the wings to make the boom tube
level at cruise. I do sacrificed some climb by using a 64" Powerfin
prop pitched for 6500 rpm WOT straight and level.
My preference though is to poke along about 65 mph at 4200 rpm which
is the speed all my other Kolb buddys like to fly.
On Dec 28, 2005, at 4:06 PM, John Hauck wrote:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> | Based on input, primarily from Richard Pike, I plan to enclose the
> area
>
> John J/All:
>
> Seems you missed my post about increased fuel capacity. In any case,
> that is where the larger fuel tank would be located, in the open area
> that does nothing but haul air at the present time. With a large
> capacity tank in the upper location, the former plastic jug fuel tank
> area is now available for your cargo.
>
> When the customers are bragging that they are getting better fuel burn
> than the factory claims, it is time to take a "really" close look at
> reality. Usually, when folks report fuel burn they are basing it on
> the fuel they burned when they went out and flew around the local area
> for an hour. That figure represents exactly that, fuel burn around
> the patch. To accurately compute fuel burn one must fly a serious
> cross country flight for an hour or several hours or a day would be
> even better. There is a lot of difference between setting the
> throttle for cross country flight and leaving it there than fiddle
> farting around the local area.
>
> I have not read up on the HKS, and I am not at all familiar with it.
> There is a gentleman in our area that has an HKS on a Thunder Gull.
> He does a lot of cross country flying. However, there is no
> comparison between a Gull and a FSII.
> Ted Cowan has his name readily available, and his contact info. I'd
> be talking to everyone I could find that flies with an HKS. I'd also
> call Tom Pehigny, the guy that imports HKS, or did the last time I
> talked with him. Share with Tom what you plans and goals are with the
> FS and an HKS power plant. Tom is an honest man. He'll should give
> you some straight up answers.
>
> One way to make the FSII fly faster on less power is take the
> incidence out of the wing and horizontal stabilizer. Then remount the
> tailboom so it will fly through the air parallel to the line of
> flight. There is probably a lot of drag being created by the tail
> boom being drug through the air at a tail high angle. Then change out
> the wings for a set of low drag wings, and lose your super STOF
> capability with the FS wings.
>
> The other alternative is to sell the FSII and build a Kolbra. You
> would be tickled pink the way it performs with a 912UL and especially
> a 912ULS. Still have to build a large fuel tank to feed the power
> plant, no matter what you decide to fly with.
>
> 80 mph cruise in a FSII is attainable, but not worth the effort and
> expense, in my own humble opinion.
>
> I hope you totally fool me and make your FSII cruise comfortably at
> 80mph with a 2 gph fuel burn. In addition, I hope you end up with an
> airplane that will haul twice as much, twice as far, and on half the
> fuel mine does.
>
> Good luck on your experimentation.
>
> john h
> MKIII
>
>
Message 18
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| Subject: | Re: HKS on a Firestar II |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| I can easily cruise at 80 mph in my 582 powered FSII if I am willing
| to use a cruise at -5800 rpm
| and will burn about 3 gal per hour.
Hi Eugene:
Those are good numbers, for sure.
My MKIII when powered with a 582 propped for 6500 rpm WOT straight and
level would true out at 80 mph when loaded very lightly and about 75
mph with 25 gal fuel and all my stuff on board. However, it was
burning 5.0 to 5.5 gph.
Just curious. Was your 80 mph indicated or trued out airspeed? The 3
gph fuel burn at 5,800 is really super. 5,800 rpm was what I normally
cruised, depending on how far it was home. The closer I got to home
after a long flight the faster the 582 turned. ;-)
I believe John Jung's FSII is powered with a 503, and he was talking
of upgrading to an HKS. Wish I had some experience with the HKS, but
unfortunately I don't.
I'm inclined to think getting the tail boom level has helped clean up
you FS quite a bit. The tailboom on the Sling Shot and the Kolbra fly
at a much more level attitude than the MKIII or FSII. I don't
remember the original FS flying as tail high as the FSII. Dennis
Souder can probably quote the exact angle of the tailboom in each
model.
Take care,
john h
Message 19
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| Subject: | Re: HKS on a Firestar II |
--> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
What's the big deal about striving for 80 mph cruise. If you leave with a buddy
cruising at 70 mph and fly one hour, if you are at 3-4 thousand ft, altitude,
when the 80 mph cruiser lands at an airport, his 70 mph buddy will be close
enough to see him land. The 70 mph buddy will have saved at least a gallon of
fuel at $2.50 - 3.00 per gal. Is it worth it? Not for me.
UltraStar ... TN
Do not archive
Eugene Zimmerman <eugenezimmerman@dejazzd.com> wrote:
--> Kolb-List message posted by: Eugene Zimmerman
John/Gang,
Yes,
I have found that an 80 mph cruise in a FSII is easily attainable.
I can easily cruise at 80 mph in my 582 powered FSII if I am willing
to use a cruise at -5800 rpm
and will burn about 3 gal per hour.
My FSII has a full windscreen open behind where the tanks are and
kept no wider than the fuse. I do have streamlined struts and I also
removed some of the incidence from the wings to make the boom tube
level at cruise. I do sacrificed some climb by using a 64" Powerfin
prop pitched for 6500 rpm WOT straight and level.
My preference though is to poke along about 65 mph at 4200 rpm which
is the speed all my other Kolb buddys like to fly.
On Dec 28, 2005, at 4:06 PM, John Hauck wrote:
> --> Kolb-List message posted by: "John Hauck"
>
> area
>
> John J/All:
>
> Seems you missed my post about increased fuel capacity. In any case,
> that is where the larger fuel tank would be located, in the open area
> that does nothing but haul air at the present time. With a large
> capacity tank in the upper location, the former plastic jug fuel tank
> area is now available for your cargo.
>
> When the customers are bragging that they are getting better fuel burn
> than the factory claims, it is time to take a "really" close look at
> reality. Usually, when folks report fuel burn they are basing it on
> the fuel they burned when they went out and flew around the local area
> for an hour. That figure represents exactly that, fuel burn around
> the patch. To accurately compute fuel burn one must fly a serious
> cross country flight for an hour or several hours or a day would be
> even better. There is a lot of difference between setting the
> throttle for cross country flight and leaving it there than fiddle
> farting around the local area.
>
> I have not read up on the HKS, and I am not at all familiar with it.
> There is a gentleman in our area that has an HKS on a Thunder Gull.
> He does a lot of cross country flying. However, there is no
> comparison between a Gull and a FSII.
> Ted Cowan has his name readily available, and his contact info. I'd
> be talking to everyone I could find that flies with an HKS. I'd also
> call Tom Pehigny, the guy that imports HKS, or did the last time I
> talked with him. Share with Tom what you plans and goals are with the
> FS and an HKS power plant. Tom is an honest man. He'll should give
> you some straight up answers.
>
> One way to make the FSII fly faster on less power is take the
> incidence out of the wing and horizontal stabilizer. Then remount the
> tailboom so it will fly through the air parallel to the line of
> flight. There is probably a lot of drag being created by the tail
> boom being drug through the air at a tail high angle. Then change out
> the wings for a set of low drag wings, and lose your super STOF
> capability with the FS wings.
>
> The other alternative is to sell the FSII and build a Kolbra. You
> would be tickled pink the way it performs with a 912UL and especially
> a 912ULS. Still have to build a large fuel tank to feed the power
> plant, no matter what you decide to fly with.
>
> 80 mph cruise in a FSII is attainable, but not worth the effort and
> expense, in my own humble opinion.
>
> I hope you totally fool me and make your FSII cruise comfortably at
> 80mph with a 2 gph fuel burn. In addition, I hope you end up with an
> airplane that will haul twice as much, twice as far, and on half the
> fuel mine does.
>
> Good luck on your experimentation.
>
> john h
> MKIII
>
>
---------------------------------
Message 20
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| Subject: | Re: HKS on a Firestar II |
--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
John H. and Group,
John H. wrote:
> Seems you missed my post about increased fuel capacity.
No, I didn't miss your post, John. I have two problems with adding more
fuel capacity to my Firestar. One is the weight. If carrying an extra
60 pounds of engine is bad, then why is it O.K. to carry an extra 60
pounds of fuel? The second reason is that there just is not room to
carry more fuel and not give up cargo space. The space above the tanks
is not very big in a Firestar II.
Thanks for the names of the importer and flyer. I do intend to check
things out thoroughly.
John Jung
Firestar II N6163J
Surprise, AZ
Message 21
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| Subject: | Re: HKS on a Firestar II |
--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
Eugene and Group,
What did you do to take some of the incidence from the wings? John H.
mentioned that, too.
John Jung
Firestar II N6163J
Surprise, AZ
--> Kolb-List message posted by: Eugene Zimmerman
<eugenezimmerman@dejazzd.com>
> I do have streamlined struts and I also
> removed some of the incidence from the wings to make the boom tube
> level at cruise.
Message 22
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|
| Subject: | Re: Reduction drive for VW |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Thanks, Jason. It's been a while since I've heard from you, but it looks
like you've been moving right along. Good Luck on your inspection.
I'd seen pics of that drive, but didn't have a name or link. Someone sent
it to me a while back, but it's lost in the confuser. Looks
good......thanks very much. I'm still not sure if I'll need a drive or not.
I've recently put a Speedi-Sleeve and new seal on the leaking input shaft on
my current drive, but haven't had time to work on it, let alone start it up
to see if it still leaks. Maybe this weekend, if I don't get called into
work again. Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Jason Omelchuck" <jason@trek-tech.com>
Subject: Kolb-List: Reduction drive for VW
> --> Kolb-List message posted by: "Jason Omelchuck" <jason@trek-tech.com>
>
> Hello Larry, I noticed your post about Marcotte (SP?) and thought I might
> send this link to a VW redrive I came across while web surfing the other
> day. Dont know if you already know about them, but here it is.
>
> http://usa.vw-engines.com/
>
> Jason Omelchuck
> Portland OR
> MKIIIC BMW R100 engine
> Waiting for inspection
>
> Do not archive
>
>
>
Message 23
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| Subject: | Re: HKS on a Firestar II |
--> Kolb-List message posted by: Eugene Zimmerman <eugenezimmerman@dejazzd.com>
John J,
I drilled another hole for the pin in the main spar attach bracket on
the root rib to lower the leading edge of the wing.
If I remember correctly it is about 5/8 or 3/4" above the original
hole. If you do not have enough room on the tab you may need to
modify the tab to make sure you have enough metal around the hole to
bear the load that that main spar attach pin would need to bear.
On Dec 28, 2005, at 8:35 PM, John Jung wrote:
> --> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
>
> Eugene and Group,
>
> What did you do to take some of the incidence from the wings? John H.
> mentioned that, too.
>
> John Jung
> Firestar II N6163J
> Surprise, AZ
>
> --> Kolb-List message posted by: Eugene Zimmerman
> <eugenezimmerman@dejazzd.com>
>> I do have streamlined struts and I also
>> removed some of the incidence from the wings to make the boom tube
>> level at cruise.
>
>
Message 24
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| Subject: | Re: HKS on a Firestar II |
--> Kolb-List message posted by: Eugene Zimmerman <eugenezimmerman@dejazzd.com>
The 80 mph is indicated airspeed and confirmed by GPS.
WOT 6500 rpm is indicated 95/100 mph but I didn't fly long enough to
verify with GPS at that speed. You may call me chicken.
Anything over 80 mph really starts eating HP and fuel. I can
comfortably cruise with Ray Wechter's Jabaru powered slingshot but
remember he is a gentleman.
Leveling the boom will sacrifice some STOL performance as well unless
the main gear is also lengthened to maintain the original 3 point
incidence.
On Dec 28, 2005, at 6:26 PM, John Hauck wrote:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> | I have found that an 80 mph cruise in a FSII is easily attainable.
>
> Hi Eugene:
>
> Those are good numbers, for sure.
>
> My MKIII when powered with a 582 propped for 6500 rpm WOT straight and
> level would true out at 80 mph when loaded very lightly and about 75
> mph with 25 gal fuel and all my stuff on board. However, it was
> burning 5.0 to 5.5 gph.
>
> Just curious. Was your 80 mph indicated or trued out airspeed? The 3
> gph fuel burn at 5,800 is really super. 5,800 rpm was what I normally
> cruised, depending on how far it was home. The closer I got to home
> after a long flight the faster the 582 turned. ;-)
>
> I believe John Jung's FSII is powered with a 503, and he was talking
> of upgrading to an HKS. Wish I had some experience with the HKS, but
> unfortunately I don't.
>
> I'm inclined to think getting the tail boom level has helped clean up
> you FS quite a bit. The tailboom on the Sling Shot and the Kolbra fly
> at a much more level attitude than the MKIII or FSII. I don't
> remember the original FS flying as tail high as the FSII. Dennis
> Souder can probably quote the exact angle of the tailboom in each
> model.
>
> Take care,
>
> john h
>
>
Message 25
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| Subject: | A Pilot's Christmas |
--> Kolb-List message posted by: Flycrazy8@aol.com
THE NIGHT BEFORE CHRISTMAS
'Twas the night before Christmas and all over the place,
When we were confronted by an old jolly ace.
There was icing reported and turbulent air ,
He said, "Fill me up, I gotta get there".
Outside sat his aircraft all ready to run,
And the old man walked out to that ole Kolb 01
"Bad weather's no problem," he silently mumbled,
The prop came to life...that big Rotax rumbled.
He eased in the throttle, the roar shook the ground,
He taxied on out and turned it around.
He went through the run-up and seemed satisfied,
Then he said to himself, " Hope I don't get terrified."
So he lined it up straight as he poured on the coal,
The tailwheel came up as he started to roll.
Up off the runway, as he barely missed a deer ,
And that mighty Rotax was all you could hear.
He screamed overhead with a deafening crack,
Blue flames flying from that little exhaust stack.
"He pulled up the nose and started to climb,
No ice on that airframe, of canvas and twine .
On top of the weather with the levers all set,
He looked up above him and saw a Learjet.
"With jet fuel and turbines there just ain't no class,
Gimmee pistons, and a prop and lots of avgas!"
Now he was approaching where he wanted to go.
But the weather had covered the runway with dang snow.
How will he land it? We just have to guess,
Because the only safe way is with full I-L-S.
Then over the outer marker, he started his run,
The ceiling was zero, visibility...none.
Still going seventy and he felt the need,
For an overhead break to diminish his speed.
Over the numbers he zoomed, along like a flash,
Pulled into his break, we just knew he would crash.
Oh, why do they do it on these kind of nights??
Then over the threshold, he saw landing lights.
I'm on short final with almost three dials in the green,
Spotting enough runway to land this machine.".
As he tied down that Kolb 01, and they all heard him say,..
"Next year, I'm stickin' with my reindeer and sleigh .
Unless of course, Kolb 02 comes my way........
Merry Christmas and Happy Kolb Year
Message 26
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| Subject: | Re: Tie downs, gust locks |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Michael Bigelow wrote:
>--> Kolb-List message posted by: "Michael Bigelow" <orcabonita@hotmail.com>
><snip>
>I dont buy leaving an inch of slack on the ropes. That sounds like a really
>bad idea to me. I have NEVER NEVER seen a plane tied down so hard that it
>negatively stressed the wing to the point of damage. Airplane wings are
>stressed to more than 1 negative G... You would need a winch to pull the
>ropes down hard enough to cause damage to the wing. Also, in a storm , tie
>down ropes always get loose with the constant pulling and release cycles.
>If you expect wind and cannot get your plane inside, tie it down tight, and
>put lots of knots in the ropes, and then put some more knots in it !!!
>
>Michael A. Bigelow
>
>Do Not Archive
>
>
Probably should explain what I meant by leaving 1" of slack in the
ropes. After you tie the ropes, go to the wingtip and wiggle it. If the
tie down point is half way to the wingtip, the tip ought to move 2".
For more info on tying down airplanes, see here -
http://avstop.com/Technical/TiedownSense/Index.htm
Richard Pike
MKIII N420P (420ldPoops)
Message 27
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| Subject: | Re: Gust Locks and Safety |
--> Kolb-List message posted by: "Michael Bigelow" <orcabonita@hotmail.com>
That is an excellent article and information on aircraft tiedown Lucien. I
thought you were saying to have 1 " slack in the ropes which would allow a
huge amount of play at the wingtips. If you manage to get the ropes tight
enough that the wingtips only moves an inch, you have gotten them pretty
tight :)
I will be buying some of those screw in titanium tiedowns the guys
recommended in earlier posts. It would really suck to lose a nice Kolb at a
flyin because it was not tied down...
Mike Bigelow
Do Not Archive
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