Today's Message Index:
----------------------
1. 04:58 AM - HKS on a FS11 (Edward Steuber)
2. 08:11 AM - Navman 2100 Fuel Flow Indicator... (David Lehman)
3. 08:22 AM - Re: Navman 2100 Fuel Flow Indicator... (Robert Laird)
4. 08:48 AM - Re: HKS on a FS11 (Michael Bigelow)
5. 09:44 AM - Re: HKS on a FS11 (lucien stavenhagen)
6. 03:54 PM - Re: HKS on a FS11 (Richard Pike)
7. 06:01 PM - Re: Tie downs, gust locks (David L. Bigelow)
8. 07:12 PM - Re: Re: Tie downs, gust locks (ray anderson)
9. 08:17 PM - Re: Re: Tie downs, gust locks (Steve Garvelink)
10. 08:32 PM - Re: Navman 2100 Fuel Flow Indicator... (ElleryWeld@aol.com)
11. 08:35 PM - Re: Navman 2100 Fuel Flow Indicator... (ElleryWeld@aol.com)
12. 10:00 PM - Re: HKS on a FS11 (WillUribe@aol.com)
Message 1
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--> Kolb-List message posted by: "Edward Steuber" <esteuber@rochester.rr.com>
I have had the opposite problem trying to slow down my Ultrastar, believe it
or not...I finished modifying my Ultrastar ( photo share Sept 18 ,2004 ) and
was surprised with high cruise speed that made the ailerons feel like they were
set in cement...... Modifications I had made changed the angle of the wing
to the boom and the angle of the engine to the boom ....I was able to correct
the wing incidence , change the engine angle , add dihedral and change the prop
pitch . I discovered a poorly calibrated RPM gauge (new) that had me running
the engine faster than it should have been ...the IVO was set for WOT according
to the gauge and was pulling full power at cruise....SMOKIN !... I could do
fly -bys at close to a 100 with a shallow dive....impressive but scary...and
not good for an airframe designed for 60mph... I know my initial speed claims
on this list were met with skepticism to say the least...
On the other hand , the slow speed characteristics of the Ultrastar were degraded
and that is what I really wanted... So when you think you can make something
better by tinkering you might want to remember the old saying....Be careful
what you wish for, you just might get it...
The only modifications I would do again to an Ultrastar are the centerline
stick, the enclosure, the Firestar gear legs, and wheels and brakes. The guys
that designed these Kolbs did a great job and some small improvements are OK but
when you start changing the aerodynamics it can bite you...leave it alone !
I have recently added a Navman fuel monitor ...I have a seat tank and it
is impossible to monitor the capacity with any accurracy and this may be the solution
( thanks to Ellery in Maine ) . I will not be flying for a while due to
repairs being done after an engine out resulting in a corn field visit. Not
much damage but just getting around to it due to other more important things.....making
a living mostly...
Humbled ED in Western NY
Message 2
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| Subject: | Navman 2100 Fuel Flow Indicator... |
--> Kolb-List message posted by: David Lehman <david@davidlehman.net>
Where's the best deal on this?...
Thanx...
David
Message 3
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| Subject: | Re: Navman 2100 Fuel Flow Indicator... |
--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
I bought one from BoatersWorld.com...
-- Robert
On 12/29/05, David Lehman <david@davidlehman.net> wrote:
> --> Kolb-List message posted by: David Lehman <david@davidlehman.net>
>
> Where's the best deal on this?...
>
> Thanx...
>
> David
Message 4
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| Subject: | Re: HKS on a FS11 |
--> Kolb-List message posted by: "Michael Bigelow" <orcabonita@hotmail.com>
The HKS looks like a really neat little engine, if I was building a
firestar, that is what would go on it. I know the HKS is very expensive,
but its worth every penny when it comes to 4 stroke reliablility, fuel
economy, not having to constantly worry about jetting, mixture, etc etc.
The list is endless. I did not even consider building my MK-III until I
could afford the 912S , I would rather walk than fly with a 2 stroke engine
! Even my dirtbike has a 4 stroke engine on it, 2 strokes are just a
substandard engine these days and are going the way of the dinosaur...
Hopefully one day the price on HKS and the other 4 stroke engines will come
down to all our benefit.
As far as the speed on the firestar, if you can clean it up without
adversely affecting the aerodynamics, and short of changing the wings, that
is always a plus. If it becomes to fast, you just reduce the power, and
increase your fuel economy and range by a huge amount. It makes no sense
why Edward is unhappy with his slippery ultrastar, if it goes to fast, just
pull back the power until it does not scare you anymore. The airliner that
I fly will easily go past redline in level flight, I just use the throttle
to keep it from happening. Same with an ultralight, if you have a big
engine and a clean airframe, and it goes to fast, get off the throttle a
bit, that is a great thing, not at all a problem...
Michael A. Bigelow
Do Not Archive
Message 5
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| Subject: | Re: HKS on a FS11 |
--> Kolb-List message posted by: "lucien stavenhagen" <lstavenhagen@hotmail.com>
>The HKS looks like a really neat little engine, if I was building a
>firestar, that is what would go on it. I know the HKS is very expensive,
>but its worth every penny when it comes to 4 stroke reliablility, fuel
>economy, not having to constantly worry about jetting, mixture, etc etc.
>The list is endless. I did not even consider building my MK-III until I
>could afford the 912S , I would rather walk than fly with a 2 stroke engine
>! Even my dirtbike has a 4 stroke engine on it, 2 strokes are just a
>substandard engine these days and are going the way of the dinosaur...
>Hopefully one day the price on HKS and the other 4 stroke engines will come
>down to all our benefit.
Noooo! Must resist.... must resist... must keep mouth shut.... ;)
On the topic of speed, one thing I wonder about with the efforts to speed
the plane up is the increased likelihood of overstressing the plane in
turbulent conditions. I.e. 80 mph in a FS might be below VNE but I'd be
concerned about speeds that high in strong turbs (what is the actual max.
maneuvering speed on our firestars anyway?).....
I fly my FSII at 60mph pretty much all the time, mainly to save gas but also
to keep the scenery going by a bit slower as well. On trips in turbulent
air, I don't go over 60 either as a conservative measure as far as stressing
the plane. It'll still whack me pretty good, but it's still a pretty long
ways from overstressing the airframe.
But I don't know, it may be strong enough to handle heavy turbs in speeds as
high as 80, particularly at higher weights... Anyone know?
LS
N646F
Message 6
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| Subject: | Re: HKS on a FS11 |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Michael Bigelow wrote:
>--> Kolb-List message posted by: "Michael Bigelow" <orcabonita@hotmail.com>
>
>The HKS looks like a really neat little engine, if I was building a
>firestar, that is what would go on it. I know the HKS is very expensive,
>but its worth every penny when it comes to 4 stroke reliablility, fuel
>economy, not having to constantly worry about jetting, mixture, etc etc.
>The list is endless. I did not even consider building my MK-III until I
>could afford the 912S , I would rather walk than fly with a 2 stroke engine
>! Even my dirtbike has a 4 stroke engine on it, 2 strokes are just a
>substandard engine these days and are going the way of the dinosaur...
>Hopefully one day the price on HKS and the other 4 stroke engines will come
>down to all our benefit.
>
>As far as the speed on the firestar, if you can clean it up without
>adversely affecting the aerodynamics, and short of changing the wings, that
>is always a plus. If it becomes to fast, you just reduce the power, and
>increase your fuel economy and range by a huge amount. It makes no sense
>why Edward is unhappy with his slippery ultrastar, if it goes to fast, just
>pull back the power until it does not scare you anymore. The airliner that
>I fly will easily go past redline in level flight, I just use the throttle
>to keep it from happening. Same with an ultralight, if you have a big
>engine and a clean airframe, and it goes to fast, get off the throttle a
>bit, that is a great thing, not at all a problem...
>
>Michael A. Bigelow
>
>Do Not Archive
>
>
>
It would be nice to have the best. If I could afford to swap my 582 for
a 912, that would be nice. But I can't - however, I would rather fly
with a 2 stroke than walk. Have for years. Am a founding member of the
Loud Birdmen Society, having flown ultralight type aircraft from the
days when they had to be foot launched, weight shift, and I was in front
of a McCulloch go-cart engine that required 2 hours maintainence for
every half hour of flight. Cross countries consisted of planning all
legs of the flight to go from one suitable landing area to the next,
because the engine would probably quit. And sometimes it did. Met some
nice and helpful people that way.
That's one reason I fly a Kolb MKIII with a 2 stroke and don't worry
about it, even in the hills of Tennessee. I fly with the assumption that
eventually it will probably quit and I don't worry about it, because I
figure I can land it almost anywhere and probably still walk away.
Unfortunately, people flying jetliners don't have that luxury...
Richard Pike
MKIII N420P (420ldPoops)
PS - Would you send me one of your
"Friends Don't Let Friends Fly 2 Strokes" stickers?
Message 7
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| Subject: | RE: Tie downs, gust locks |
--> Kolb-List message posted by: "David L. Bigelow" <dlbigelow@verizon.net>
Forgot to mention that I park tail into the wind when I've stopped somewhere for
just a few minutes to attend to the "call of nature". The wind here blows pretty
steady at 15-25 a lot of the time. Usually there is no tie down for the
wings. I always carry a set of chocks and a tie down kit, but can't use the
tie downs on some of the paved ramps with no tie points.
I started parking tail into the wind after almost bending the plane. I taxied
off the runway and chocked the FS nose into the wind. I got out and things seemed
OK, so walked away. When I turned around, my FS was moving merrily down
the ramp backwards towards the airport fire station. I caught it just before
the tail crunched. A gust of wind had lifted the nose enough to jump the chocks.
I agree that nose into the wind with both wings well secured is the best way for
any real security. A really strong wind could conceivably bend the wing struts
when parked tail into the wind.
John, when I built the wing bow tips, I used 1" x .058 tubing. I've had past experience
with the thinner wall tubing getting bent or dinged easily. The 3/8
inch hole doesn't seem to be a structural problem through the heavier tubing.
It sure was a job bending that stuff, though.
Dave Bigelow
Kamuela, Hawaii
FS2 Rotax 503 DCDI
Message 8
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| Subject: | Re: RE: Tie downs, gust locks |
--> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
I hesitated to tell this story about lack of tie downs but I swear it happened.
I was there. In 1937-38 when I was young and foolish, I connected with a barnstormer
over in N.C. who was flying a Tri Motor Ford hauling passengers in and
out of country 'cow pastures'. $1.00 a head, sometimes .75. I was making
parachute jumps out of the Ford, (long before 'sky diving') using an Irvin 24
ft. seat pack. He parked the Ford one evening on a dirt strip, never used tie
downs, it was a pretty heavy clunker, and every one went into town for the night.
The strip was bordered on one side by a long row of closely spaced pine saplings
or young trees, about 20 - 25 feet in height.
The next morning when every one wandered back to the strip, the Ford was nowhere
to be seen. Panicville, Joe the owner assumed someone had flown the Ford out
some time during the night. Someone finally noticed that a few of the pine
trees seemed to have their tops disturbed. A quick trip through the pines to a
large open field on the other side disclosed the old Ford setting there upright
as if nothing had happened. Incredibly, apparently high winds had come up sometime
during the night, lifted the Ford up high enough to carry it across the
pines, just brushing the tops, and put it down for a perfect three point landing.
Very little damage. Some minor tears of the aluminum corrugated skin on
the horizontal stabilizer and one side of the fuselage toward the rear. Joe called
Ford Motor Company and they still had an employee and equipment , plus replacement
panels to make the repairs. He came down from Detroit and the Ford
was back in the air in about one week. We were back h
auling
passengers out of incredibly short fields and I was jumping.
The Ford wing had amazing lift. It came to a sad end about two years later, but
that is another story.
Tie em' all down, big or small, if you leave them out.
Ray .... UltraStar
Do Not Archive
"David L. Bigelow" <dlbigelow@verizon.net> wrote:
--> Kolb-List message posted by: "David L. Bigelow"
<<<Forgot to mention that I park tail into the wind when I've stopped somewhere
for just a few minutes to attend to the "call of nature". The wind here blows
pretty steady at 15-25 a lot of the time. Usually there is no tie down for the
wings. I always carry a set of chocks and a tie down kit, but can't use the
tie downs on some of the paved ramps with no tie points.>>>
---------------------------------
Message 9
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| Subject: | RE: Tie downs, gust locks |
--> Kolb-List message posted by: "Steve Garvelink" <link@cdc.net>
Ray,
If you were the only one on this list I would subscribe. Your stories
really make it worthwhile. Thanks.
Steve Garvelink
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of ray anderson
Subject: Re: Kolb-List: RE: Tie downs, gust locks
--> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
I hesitated to tell this story about lack of tie downs but I swear it
happened. I was there. In 1937-38 when I was young and foolish, I
connected with a barnstormer over in N.C. who was flying a Tri Motor
Ford hauling passengers in and out of country 'cow pastures'. $1.00 a
head, sometimes .75. I was making parachute jumps out of the Ford,
(long before 'sky diving') using an Irvin 24 ft. seat pack. He parked
the Ford one evening on a dirt strip, never used tie downs, it was a
pretty heavy clunker, and every one went into town for the night. The
strip was bordered on one side by a long row of closely spaced pine
saplings or young trees, about 20 - 25 feet in height.
The next morning when every one wandered back to the strip, the Ford
was nowhere to be seen. Panicville, Joe the owner assumed someone had
flown the Ford out some time during the night. Someone finally noticed
that a few of the pine trees seemed to have their tops disturbed. A
quick trip through the pines to a large open field on the other side
disclosed the old Ford setting there upright as if nothing had happened.
Incredibly, apparently high winds had come up sometime during the night,
lifted the Ford up high enough to carry it across the pines, just
brushing the tops, and put it down for a perfect three point landing.
Very little damage. Some minor tears of the aluminum corrugated skin on
the horizontal stabilizer and one side of the fuselage toward the rear.
Joe called Ford Motor Company and they still had an employee and
equipment , plus replacement panels to make the repairs. He came down
from Detroit and the Ford was back in the air in about one week. We were
back h
auling
passengers out of incredibly short fields and I was jumping.
The Ford wing had amazing lift. It came to a sad end about two years
later, but that is another story.
Tie em' all down, big or small, if you leave them out.
Ray .... UltraStar
Do Not Archive
"David L. Bigelow" <dlbigelow@verizon.net> wrote:
--> Kolb-List message posted by: "David L. Bigelow"
<<<Forgot to mention that I park tail into the wind when I've stopped
somewhere for just a few minutes to attend to the "call of nature". The
wind here blows pretty steady at 15-25 a lot of the time. Usually there
is no tie down for the wings. I always carry a set of chocks and a tie
down kit, but can't use the tie downs on some of the paved ramps with no
tie points.>>>
---------------------------------
Message 10
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| Subject: | Re: Navman 2100 Fuel Flow Indicator... |
--> Kolb-List message posted by: ElleryWeld@aol.com
Dave I purchased my NAVMAN from Boaters world also but I told another guy
about NAVMAN and he got one cheaper than I did but there worth every nickle you
pay for it no matter what it is You can Go to the navman Website @
(NAVMAN.com) click on Products,Marine,fuel solutions and from there you can locate
a
distributor and there price
Ellery
Batchelder Jr
in
Maine
Original
Firestar
Message 11
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| Subject: | Re: Navman 2100 Fuel Flow Indicator... |
--> Kolb-List message posted by: ElleryWeld@aol.com
Sorry forgot the DO NOT ARCHIVE in the last post
so Do Not Archive
Do Not Archive
Do Not Archive
I hope this will wash away my sins
Ellery
do not archive
Message 12
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--> Kolb-List message posted by: WillUribe@aol.com
Greetings,
I keep hearing that the 2 stroke engine is not reliable or they are not
trustworthy but my 2 stroke has worked fine all these years. For two weeks Dave
and I flew our FireStars with 2 stroke engines every day for hours and they
never gave us problems. Dave's engine had over 300 hours when we took the cross
country flight from Texas to the west coast of Oregon. Every time I pull the
rope it start right away after more then 200 hours and keeps going until I
shut it down. The engine has never let me down, I don't know how the rumor
started. I guess back in the early days the 2 stoke was not as reliable as it
is
now a days. If you don't take care of your engine it will not take care of
you. I love to fly my FireStar low and slow, something I would never do with
my Cessna. The "HKS on a FS II" subject line got me to read some of the
posts so I looked up the price of this HKS. You either have a lot of money to
throw away or your nuts to pay all that for an ultralight type engine. Sorry
but I'm a poor man so I will stick with the reliable 2 stroke Rotax 503.
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
Rebuilding a PA-22-108 N4551Z
_http://home.elp.rr.com/airplane/_ (http://home.elp.rr.com/airplane/)
Do Not Archive
PS - Where do I get the "Real Men fly 2 strokes" sticker? ;-)
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