---------------------------------------------------------- Kolb-List Digest Archive --- Total Messages Posted Wed 12/28/05: 27 ---------------------------------------------------------- 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 _____________________________________ Time: 05:18:16 AM PST US From: "lucien stavenhagen" Subject: RE: Kolb-List: Gust Locks and Safety --> Kolb-List message posted by: "lucien stavenhagen" 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 _____________________________________ Time: 05:21:33 AM PST US From: N27SB@aol.com Subject: Re: Kolb-List: 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 _____________________________________ Time: 06:10:21 AM PST US From: "John Hauck" Subject: Re: Kolb-List: RE: Tie downs, gust locks --> Kolb-List message posted by: "John Hauck" 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 _____________________________________ Time: 06:13:38 AM PST US From: "John Hauck" Subject: Re: Kolb-List: Tie downs, gust locks --> Kolb-List message posted by: "John Hauck" 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 _____________________________________ Time: 07:19:47 AM PST US From: ray anderson Subject: Re: Kolb-List: RE: Tie downs, gust locks --> Kolb-List message posted by: ray anderson 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 <> --------------------------------- ________________________________ Message 6 _____________________________________ Time: 08:14:13 AM PST US From: "Bill Vincent" Subject: Re: Kolb-List: RE: Tie downs, gust locks --> Kolb-List message posted by: "Bill Vincent" > 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 _____________________________________ Time: 08:15:03 AM PST US From: Richard Pike Subject: Re: Kolb-List: Tie downs, gust locks --> Kolb-List message posted by: Richard Pike Domenic Perez wrote: >--> Kolb-List message posted by: "Domenic Perez" > >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 _____________________________________ Time: 09:00:31 AM PST US From: "c b" Subject: Kolb-List: Re: Disc Brakes --> Kolb-List message posted by: "c b" 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 _____________________________________ Time: 09:01:27 AM PST US From: "Jason Omelchuck" Subject: Kolb-List: Reduction drive for VW --> Kolb-List message posted by: "Jason Omelchuck" 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 ____________________________________ Time: 10:47:05 AM PST US From: "Richard Swiderski" Subject: RE: Kolb-List: Gust Locks and Safety --> Kolb-List message posted by: "Richard Swiderski" 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" 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 ____________________________________ Time: 12:10:05 PM PST US From: John Jung Subject: Kolb-List: HKS on a Firestar II --> Kolb-List message posted by: John Jung 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 ____________________________________ Time: 12:31:35 PM PST US From: John Jung Subject: Kolb-List: Re: HKS on a Firestar II --> Kolb-List message posted by: John Jung 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 ____________________________________ Time: 01:06:33 PM PST US From: "John Hauck" Subject: Re: Kolb-List: HKS on a Firestar II --> Kolb-List message posted by: "John Hauck" 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 ____________________________________ Time: 01:41:00 PM PST US From: "Paul Petty" Subject: Kolb-List: tie down system required 4.6, BAYES_44 -0.00, HTML_50_60 0.10, HTML_MESSAGE 0.25) --> Kolb-List message posted by: "Paul Petty" 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 ____________________________________ Time: 02:19:30 PM PST US From: "lucien stavenhagen" Subject: RE: Kolb-List: Gust Locks and Safety --> Kolb-List message posted by: "lucien stavenhagen" 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" > > >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 ____________________________________ Time: 02:44:32 PM PST US From: "Michael Bigelow" Subject: Re: Kolb-List: Tie downs, gust locks --> Kolb-List message posted by: "Michael Bigelow" 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 ____________________________________ Time: 03:07:09 PM PST US From: Eugene Zimmerman Subject: Re: Kolb-List: HKS on a Firestar II --> 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" > > | 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 ____________________________________ Time: 03:26:46 PM PST US From: "John Hauck" Subject: Re: Kolb-List: HKS on a Firestar II --> Kolb-List message posted by: "John Hauck" | 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 ____________________________________ Time: 04:22:05 PM PST US From: ray anderson Subject: Re: Kolb-List: HKS on a Firestar II --> Kolb-List message posted by: ray anderson 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 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 ____________________________________ Time: 05:26:47 PM PST US From: John Jung Subject: Kolb-List: Re: HKS on a Firestar II --> Kolb-List message posted by: John Jung 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 ____________________________________ Time: 05:35:59 PM PST US From: John Jung Subject: Kolb-List: Re: HKS on a Firestar II --> Kolb-List message posted by: John Jung 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 > 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 ____________________________________ Time: 05:53:07 PM PST US From: "Larry Bourne" Subject: Re: Kolb-List: Reduction drive for VW --> Kolb-List message posted by: "Larry Bourne" 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" Subject: Kolb-List: Reduction drive for VW > --> Kolb-List message posted by: "Jason Omelchuck" > > 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 ____________________________________ Time: 06:59:37 PM PST US From: Eugene Zimmerman Subject: Re: Kolb-List: Re: HKS on a Firestar II --> Kolb-List message posted by: Eugene Zimmerman 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 > > 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 > >> 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 ____________________________________ Time: 07:26:32 PM PST US From: Eugene Zimmerman Subject: Re: Kolb-List: HKS on a Firestar II --> Kolb-List message posted by: Eugene Zimmerman 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" > > | 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 ____________________________________ Time: 07:41:08 PM PST US From: Flycrazy8@aol.com Subject: Kolb-List: 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 ____________________________________ Time: 08:42:00 PM PST US From: Richard Pike Subject: Re: Kolb-List: Tie downs, gust locks --> Kolb-List message posted by: Richard Pike Michael Bigelow wrote: >--> Kolb-List message posted by: "Michael Bigelow" > >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 ____________________________________ Time: 09:57:17 PM PST US From: "Michael Bigelow" Subject: Re: Kolb-List: Gust Locks and Safety --> Kolb-List message posted by: "Michael Bigelow" 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