Today's Message Index:
----------------------
1. 02:31 AM - Re: Fuel Pressure Ghosts (Dave Bigelow)
2. 03:55 AM - SP testing (tc1917)
3. 04:29 AM - Re: Re: Fuel Pressure Ghosts (Thom Riddle)
4. 05:28 AM - Re: For Matt Re: homophone detector (George Myers)
5. 05:31 AM - HVAC Eng/Expert needed (N27SB@aol.com)
6. 05:31 AM - Cross country flying (flykolb)
7. 05:47 AM - Re: Cross country flying (dominique)
8. 06:27 AM - Re: SP testing (Herb Gayheart)
9. 06:47 AM - Re: Re: Fuel Pressure Ghosts (John Hauck)
10. 06:48 AM - Re: SP testing ()
11. 07:24 AM - Re: Re: Fuel Pressure Ghosts (Larry Cottrell)
12. 07:50 AM - Re: Re: Fuel Pressure Ghosts (c b)
13. 07:53 AM - Sport Pilot Knowledge Test Now Class-Specific (TheWanderingWench)
14. 08:13 AM - Fuel Pressure Ghosts (John Hauck)
15. 08:13 AM - re redrive (Rick Miles)
16. 08:26 AM - Re: re redrive (Wayne T. McCullough)
17. 08:33 AM - Re: Re: Fuel Pressure Ghosts (Eugene Zimmerman)
18. 08:43 AM - Re: Re: Fuel Pressure Ghosts (Robert Laird)
19. 09:34 AM - Re: Fuel Pressure Ghosts (Kirby Dennis Contr MDA/AL)
20. 09:34 AM - Re: missing email (Matt Dralle)
21. 09:48 AM - Re: HVAC Eng/Expert needed (DCulver701@aol.com)
22. 09:56 AM - Re: HVAC Eng/Expert needed (Cat36Fly@aol.com)
23. 09:58 AM - Re: Re: Fuel Pressure Ghosts (EnaudZ@aol.com)
24. 10:52 AM - Re: HVAC Eng/Expert needed (N27SB@aol.com)
25. 10:52 AM - Re: HVAC Eng/Expert needed (N27SB@aol.com)
26. 12:25 PM - still fighting (john s. flannery)
27. 12:44 PM - Re: still fighting ()
28. 01:01 PM - Re: still fighting (Robert Laird)
29. 02:28 PM - Re: still fighting (john s. flannery)
30. 03:34 PM - Re: still fighting (John Hauck)
31. 03:35 PM - Re: HVAC Eng/Expert needed (dominique)
32. 03:44 PM - Re: still fighting (Richard Pike)
33. 03:45 PM - Re: Re: HVAC Eng/Expert needed (David Lehman)
34. 05:55 PM - Re: still fighting (robert bean)
35. 07:01 PM - Re: Re: HVAC Eng/Expert needed (N27SB@aol.com)
36. 07:11 PM - Re: still fighting (HShack@aol.com)
37. 07:21 PM - Re: still fighting (john s. flannery)
38. 07:33 PM - Re: SP testing (Mike Schnabel)
39. 10:24 PM - Re: still fighting (jerb)
Message 1
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| Subject: | Re: Fuel Pressure Ghosts |
--> Kolb-List message posted by: "Dave Bigelow" <up_country@hotmail.com>
Series plumbing of Fuel system with engine driven pump and electric pump on one
line from tank to engine.
Pros: Simple with only one fuel line.
Cons: Potential for failure of electric or engine pump to block or restrict all
the fuel flow to engine.
Parallel plumbing of Fuel system with engine driven pump and electric pump on seperate
lines from tank to engine.
Pros: Failure of one pump will not restrict the fuel flow from the other pump.
Cons: Both fuel lines must have a check valve to prevent circular flow of fuel
if one pump fails or is shut off. Both the engine and electric pumps normally
have check valves built in. Check valves in electric pump can be checked by
turning off electric pump for a minute or two before flight. Engine pump check
valve integrity cannot be checked before flight.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, Rotax 503 DCDI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42482#42482
Message 2
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--> Kolb-List message posted by: "tc1917" <tc1917@hughes.net>
Well, Mike, firstly I hope you read and understand what is asked of you.
You gotta get your bird up and registered and all the paper work finished,
including inspection. Next you gotta find out if you are qualified under
the grandfather rule. If not, you gonna have a lot of training to do. We
have two expert SLA trainers available. One North of Tallahassee, Ga which
is a fair piece from here and another in Enterprise, Al, about a hundred
plus from my place. Both are also examiners to give you your ticket
testing. You cannot used the same one for both unless you get the last five
hours (I think) might be three, from a different trainer. They dont want
the examiner to cheat I guess. If you are certified to take your test and
exams through the grandfather part, you can find the info about the
examiners on our web site: www.homestead.com/southernflyers and go to the
sport pilot section. I went and stayed at a best western for a couple of
days, 35 miles away from the airport. Got some intro time on the amphib
(which is a tail dragger. One of the reasons I picked that one) and a
couple of hours of ground school to find out what I did not know about it.
I have never had any formal training and needed some refinement. Mr Cooper
is a very fair and encouraging guy willing and able to assist you with the
wealth of knowledge stored in his 78 year old head. Hope I am going strong
like that when I am his age. I did not use my SlingShot for the test for
obvious reasons. I do not feel doing some of the tests, stalls and such so
heavily laden was a good idea safety wise so I hired his plane. Worked well
and am not sorry. I have checked into the CD package and I would go to the
package offered through the store on the USUA site. $200 is not a lot
considering it could save you at least half that in hotel bills not to
mention fill in the blanks and hopefully keep you from that dreaded word
"failed". Most of what I have written and the reasoning behind it is to get
you all to the examiner and releave you of the FEAR. Hope this helps. If
you want further info contact me off line at my email box. Ted Cowan.
Message 3
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| Subject: | Re: Fuel Pressure Ghosts |
--> Kolb-List message posted by: Thom Riddle <jtriddle@adelphia.net>
Larry,
Regarding running electric fuel pump all the time.
Although an electric pump may be good for thousands of hours, this says
nothing of the DUTY CYCLE it is designed for. If the pump is rated at
100% duty cycle then it should come close to its MTBF (mean time before
failure) running full time. However, if it is rated for X-thousand
hours at say 50% duty cycle, you should not expect the total hours of
running to reach the MTBF. Heat build up after running for more than
short intervals is frequently the reason for rating a particular motor/
pump at less than 100% duty cycle.
That said, I have no idea what percentage duty cycle your pump is rated
for. You may be able to find out the duty cycle rating from the
manufacturer for this particular pump model. If it is less than 100%
you might want to consider changing your operating procedures. If it is
100% then turn it on and leave it on with a clear conscience.
Thom in Buffalo
Message 4
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| Subject: | Re: For Matt re: homophone detector |
fi yuo cna raed tihs, yuo hvae a sgtrane mnid, too.
Cna yuo raed tihs? Olny 55 plepoe tuo fo 100 anc.
i cdnuolt blveiee taht I cluod aulaclty uesdnatnrd waht I was rdanieg.
The
phaonmneal pweor of the hmuan mnid, aoccdrnig to a rscheearch at Cmabri
gde
Uinervtisy, it dseno't mtaetr in waht oerdr the ltteres in a wrod are,
the
olny iproamtnt tihng is taht the frsit and lsat ltteer be in the rghit
pclae. The rset can be a taotl mses and you can sitll raed it whotuit a
pboerlm. Tihs is bcuseae the huamn mnid deos not raed ervey lteter by
istlef, but the wrod as a wlohe. Azanmig huh? yaeh and I awlyas tghuhot
slpeling was ipmorantt! if you can raed tihs forwrad it.
Do nto acrhvie
Message 5
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| Subject: | HVAC Eng/Expert needed |
Is there anyone in our group that has a strong background in HVAC? I am
working on a project that is related to our sport and I am looking for someone
to
help and participate.
Thanks
Steve Boetto
Firefly 007
Message 6
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| Subject: | Cross country flying |
Check this out!!!! Kolb related: If he can do it in a powered
parachute, a Kolb would be a no brainer!
Jim
Mark III
Michigan
LOW AND SLOW: MAN FLIES ACROSS COUNTRY IN POWERED PARACHUTE
For many pilots, the joy of flying lies in getting a bird's-eye view of
the land. Baron Tayler, of Robesonia, Pennsylvania, is getting a good,
long
look at the United States, flying low and slow across the country in a
Voyager powered parachute. Tayler took off May 10 from the deck of the
"USS
Midway" in San Diego and will land on the "USS Yorktown" in Mount
Pleasant,
South Carolina. Last weekend he successfully made it through the Rocky
Mountains' Raton Pass in New Mexico at 8,100 feet msl. His goal is to
bring
awareness to the powered parachutes. He still has nearly three dozen
planned
stops at cities ( http://www.redbaroncoasttocoast.com/Main/FlightPlan )
along
the way. Tayler keeps a road log, photos, and video footage of the
journey
online ( http://www.redbaroncoasttocoast.com ).
Message 7
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| Subject: | Re: Cross country flying |
--> Kolb-List message posted by: "dominique" <dominiquefrenchman@hotmail.com>
At least he does not have to worry about tie downs or trying to find a hanger.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42512#42512
Message 8
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--> Kolb-List message posted by: Herb Gayheart <herbgh@juno.com>
Ted
I did a ball park cost estimate based on the EAA sport pilot site and
came up with abt 2500 to 3000 dollars to get one of my UL"s inspected
by a DAR and the cost of ground school and several hours of flight
training.. That about right?? Herb
On Fri, 23 Jun 2006 05:53:00 -0500 "tc1917" <tc1917@hughes.net> writes:
> --> Kolb-List message posted by: "tc1917" <tc1917@hughes.net>
>
> Well, Mike, firstly I hope you read and understand what is asked of
> you.
> You gotta get your bird up and registered and all the paper work
> finished,
> including inspection. Next you gotta find out if you are qualified
> under
> the grandfather rule. If not, you gonna have a lot of training to
> do. We
> have two expert SLA trainers available. One North of Tallahassee,
>
Message 9
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| Subject: | Re: Fuel Pressure Ghosts |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
shut it off
| on downwind this time as I cannot run WOT on the ground (for long)
and I
| wanted to cross-check my diagnosis.
|
| Chris
|
Hi Chris:
Curious. Why can't you run WOT on the ground (for long)?
Not having a heating problem with the 912? or not taking the time to
tie the aircraft down?
john h
mkIII
Message 10
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--> Kolb-List message posted by: <kfackler@ameritech.net>
Possibly low if your state imposes a sales or use tax on a/c registrations,
especially if they pop you for a late penalty.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
----- Original Message -----
> I did a ball park cost estimate based on the EAA sport pilot site and
> came up with abt 2500 to 3000 dollars to get one of my UL"s inspected
> by a DAR and the cost of ground school and several hours of flight
> training.. That about right?? Herb
Message 11
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| Subject: | Re: Fuel Pressure Ghosts |
--> Kolb-List message posted by: "Larry Cottrell" <lcottrell@fmtcblue.com>
> Regarding running electric fuel pump all the time.
>
> That said, I have no idea what percentage duty cycle your pump is rated
> for. You may be able to find out the duty cycle rating from the
> manufacturer for this particular pump model. If it is less than 100% you
> might want to consider changing your operating procedures. If it is 100%
> then turn it on and leave it on with a clear conscience.
I wonder do they sell pumps that are obviously required to keep an engine
running that would only have a 50 percent duty cycle? It is only a WAG on my
part but I don't think so. No real research was done on this particular
conclusion, other than the one that I ran on the Miller Big 40 welder that I
used at work every day, but I think I will leave mine running all the time.
Oh by the way the welder after 1600 hours quit working, but it was still
getting fuel since the pump still worked. If the one on my plane does fail,
then perhaps the pulse pump will keep me in the air until I can reach the
ground. My point was- that it doesn't make sense to worry about the life of
a $28.00 part when your plane and butt is obviously worth more. Of course
that is a determination that you will have to make for yourself.
Larry, Oregon
Message 12
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| Subject: | Re: Re: Fuel Pressure Ghosts |
--> Kolb-List message posted by: "c b" <seedeebee@hotmail.com>
>Curious. Why can't you run WOT on the ground (for long)?
John,
Good question.
I suppose I could run WOT on the ground with a proper anchor system and a
competent person at the controls. I might even qualify someday...
Chris
Message 13
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| Subject: | Sport Pilot Knowledge Test Now Class-Specific |
--> Kolb-List message posted by: TheWanderingWench <thewanderingwench@yahoo.com>
Hi folks -
I just read this on another list-serve.
Arty
06/22/06 - Sport Pilot Knowledge Test Now
Class-Specific
EAA Announcement
Effective June 23, 2006, the FAA has modified the
sport pilot knowledge (written) test. Previously, the
knowledge test covered all classes of light-sport
aircraft (LSA). Now, each LSA classairplane, powered
parachute, weight-shift, glider, lighter-than-air, and
gyroplaneshas a test tailored specifically to that
class.
"Individuals flying powered parachute and
weight-shift-control aircraft will like this," said
Larry Clymer, manager of the FAA's Light-Sport
Aviation Branch in Oklahoma City, Oklahoma. "Now, they
won't have to answer airplane-type questions that
don't apply to their aircraft. For example, powered
parachute pilots won't get questions about weight and
balance because that doesn't apply to them. And
airplane pilots won't have to answer questions about
powered parachute canopies."
All FAA-approved testing centers, including EAA
partner LaserGrade, are prepared to offer the new
class-specific knowledge tests. For a link to the FAA
website to view sample knowledge test questions, or
locate a testing center near you, visit the EAA sport
pilot website.
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
Message 14
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| Subject: | Fuel Pressure Ghosts |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
says
| nothing of the DUTY CYCLE it is designed for. |
| Thom in Buffalo
Thom:
Haven't done any formal research on the subject, but if you go back a
few years you will find that Mazda trucks used a Facet Electric Fuel
Pump as primary and only pump source, which operated 100% of the time.
The Rotax 914 does not use an engine driven fuel pump, but does uses
two electric fuel pumps. Don't know who makes them.
Purolator makes Facets. Never did find the "actual" specs on the
pump, but they are sold universally for primary pumps in marine,
automotive, racing, and experimental aircraft and primary and backup
pumps. I will venture a guess that they are 100% duty cycle pumps.
Well........I did take a peek at Purolator's web page. Here is a link
to go to their application page. They do give 6,000 hours for the
replacement for the cube type Facet, but could not find expected life
of their other pumps. Based on application for all their pumps, I
would venture to say they are all continuous duty type pumps.
says
| nothing of the DUTY CYCLE it is designed for. |
| Thom in Buffalo
Thom:
Haven't done any formal reasearch on the subject, but if you go back a
few years you will find that Mazda trucks used a Facet Electric Fuel
Pump as primary and only pump source, which operated 100% of the time.
The Rotax 914 does not use an engine driven fuel pump, but does uses
two electric fuel pumps. Don't know who makes them.
Purolator makes Facets. Never did find the "actual" specs on the
pump, but they are sold universally for primary pumps in marine,
automotive, racing, and experimental aircraft and primary and backup
pumps. I will venture a guess that they are 100% duty cycle pumps.
http://www.facet-purolator.com/mcl/media/Appref/hd_pdfs/Facet_Guide_2004.pdf
http://www.facet-purolator.com/solidstate.asp
http://www.facet-purolator.com/Default1.html
Almost forgot. I have a 4kw Onan Generator that uses a Facet
Electronic Fuel Pump. It has been pumping away for more than 2,500
hours with out a hiccup.
john h
mkIII
Message 15
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ultrastar re-drive needed
It is an aluminum plate that bolts to the engine and has an eccentric top fitting
for setting tension for the belts
__________________________________________________
Message 16
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Checking to see if these come thru....
Wayne
----- Original Message -----
From: Rick Miles
To: kolb-list@matronics.com
Sent: Friday, June 23, 2006 11:13 AM
Subject: Kolb-List: re redrive
-------------------------------------------------------------------------
-----
-------------------------------------------------------------------------
-----
Message 17
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| Subject: | Re: Fuel Pressure Ghosts |
--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
Yeah Thom,
And what is the duty cycle of the Rotax charging system?
On Jun 23, 2006, at 7:28 AM, Thom Riddle wrote:
> --> Kolb-List message posted by: Thom Riddle <jtriddle@adelphia.net>
>
> Larry,
>
> Regarding running electric fuel pump all the time.
>
> Although an electric pump may be good for thousands of hours, this
> says nothing of the DUTY CYCLE it is designed for. If the pump is
> rated at 100% duty cycle then it should come close to its MTBF
> (mean time before failure) running full time. However, if it is
> rated for X-thousand hours at say 50% duty cycle, you should not
> expect the total hours of running to reach the MTBF. Heat build up
> after running for more than short intervals is frequently the
> reason for rating a particular motor/ pump at less than 100% duty
> cycle.
>
> That said, I have no idea what percentage duty cycle your pump is
> rated for. You may be able to find out the duty cycle rating from
> the manufacturer for this particular pump model. If it is less than
> 100% you might want to consider changing your operating procedures.
> If it is 100% then turn it on and leave it on with a clear conscience.
>
> Thom in Buffalo
>
>
> www.matronics.com/Navigator?Kolb-List
> wiki.matronics.com
>
>
Message 18
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| Subject: | Re: Fuel Pressure Ghosts |
--> Kolb-List message posted by: "Robert Laird" <rlaird@cavediver.com>
Chris --
I had a similar problem, with a Facet and mechanical pump in series.
With the help of a fuel flow gauge, I was able to determine that one
of the check valves built into the Facet was partially open, thus
restricting large amounts of fuel, but not small amounts. If I kept
the Facet turned on, no problems. But if I turned it off, the
mechanical pump alone could not overcome the restriction so on WOT the
fuel flow would not keep up with the need for fuel.
This is why I'll always fly with a fuel flow meter in my aircraft.
-- Robert
On 6/22/06, c b <seedeebee@hotmail.com> wrote:
> --> Kolb-List message posted by: "c b" <seedeebee@hotmail.com>
>
> All,
>
> This is not an issue of volume vs. pressure, as was vivdly demonstrated
> toady. In the past, the fuel pressure indicated 5+ psi for many hours of
> flight at different throttle settings. In the last 5-10 hours of flight, the
> pressure began to slowly get worse at the top end.
>
> And then...
>
> I had a momentary engine failure in flight today.
>
> So it's not the sender either.
>
> I was running on engine pump only, indicating 0.0 psi at 5200 rpm. It ran
> fine for a minute and a half or so, and then shuddered and lost rpm fast. I
> hit the electric pump and reduced the throttle simultaneously (adrenaline
> also automatically entered the pilot control system). The engine sprung back
> to life.
>
> I was at 1500 feet over the approach end of the runway when this happened,
> so there wasn't much chance of an off-field landing if the electric backup
> failed to do the trick. I landed uneventfully with power to spare.
>
> Yesterday I tested the sender and it seemed not to be working. I blamed the
> sender, but for today's flight I took off with the electric pump engaged (as
> always) and shut it down on downwind.
>
> I'll be replacing the engine driven pump before the next flight.
>
> Chris B
> MK III 912 UL
> Desparately seeking reliability...
>
>
Message 19
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| Subject: | Re: Fuel Pressure Ghosts |
--> Kolb-List message posted by: Kirby Dennis Contr MDA/AL <Dennis.Kirby@kirtland.af.mil>
<< I am firmly sold on Hauck's method, augmented by my method: Put the two
pumps in line (Hauck) and then run both of them at all times when
committing aviation. (Pike) >>
I agree 100 percent. This is how my fuel system is plumbed (mech pump +
Facet in series), and also how I operate my 912 (run the elec fuel pump on
all the time). No pressure sender, no extraneous tees or junctions.
Although I cannot boast thousands of hours with this setup, I have had zero
problems so far. Thanks for the tips, John and Richard!
Dennis Kirby
Mark-III, 912ul, 60 hrs
New Mexico
Do not archive
Message 20
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| Subject: | Re: missing email |
--> Kolb-List message posted by: Matt Dralle <dralle@matronics.com>
At 08:01 PM 6/22/2006 Thursday, you wrote:
>--> Kolb-List message posted by: "Larry Cottrell" <lcottrell@fmtcblue.com>
>
>Matt,
> Whats up! I normally use the old method of Kolb-list by receiving each email
posted to the list. If there is a attachment that I want to see, I can go to
the BB., but here lately I am not getting all the messages sent to the list.
The one that I notice the most is from John Hauck, perhaps there are others, but
I can only read John's post on the BB. I am reasonably sure that it is not
my email settings.
>Larry, Oregon
Hum, might be the new enclosure-to-URL code. I've disabled it for now and will
look at it in depth this weekend.
Matt Dralle
Matronics Email List Admin
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
Message 21
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| Subject: | Re: HVAC Eng/Expert needed |
Hi Steve i,m certainly not a HVAC engineer, but i,ve installed quite a few
systems years ago. If i can,t help you, maybe i can point you in the right
direction. Best regards, Dave Culver
Message 22
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| Subject: | Re: HVAC Eng/Expert needed |
I have a bit of experience in that field. What is your question?
Larry Tasker
EX-SPERT
EX - IS A HAS BEEN
SPERT - A DRIP UNDER PRESSURE
Message 23
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| Subject: | Re: Fuel Pressure Ghosts |
cHECK FOR FUEL RESTRICTION IN TANK
Message 24
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| Subject: | Re: HVAC Eng/Expert needed |
May have to talk to you on the phone, If you send a # to my email I will call
you at my cost
thanks
Steve
Message 25
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| Subject: | Re: HVAC Eng/Expert needed |
Thanks Dave
I would like to talk to you.
Leave a # and I will give you a call
steve
Message 26
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Have had to hold right stick (initial flight about dislocated right
shoulder and elbow) and a bit of rudder and right wing continues to want
to rise. Flaps and ailerons are fairly close to level with underside of
wing. Tried four-inch wide aluminum tab and slight relief, but this said
to be '91 Mark III Classic certainly hasn't flown hands off since last
person may have tried it.
Haven't been up with this tab, yet. Further ideas?
jsf
Message 27
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| Subject: | Re: still fighting |
--> Kolb-List message posted by: <jeepacro@cox.net>
Can you put shim's in the wing swivel attach joint to help change the trailing
edge angle of attack? Can you put one the top (right hand side) to lower, and
one on the bottom of the left to lift?
--
Rob.
---- "john s. flannery" <jflan@zianet.com> wrote:
> Have had to hold right stick (initial flight about dislocated right shoulder
and elbow) and a bit of rudder and right wing continues to want to rise. Flaps
and ailerons are fairly close to level with underside of wing. Tried four-inch
wide aluminum tab and slight relief, but this said to be '91 Mark III Classic
certainly hasn't flown hands off since last person may have tried it.
>
> Haven't been up with this tab, yet. Further ideas?
>
> jsf
Message 28
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| Subject: | Re: still fighting |
--> Kolb-List message posted by: "Robert Laird" <rlaird@cavediver.com>
Do you know about the "English" u-joint that Kolb sells to help this
problem? I bought it (I had the same problem) and it cured it
completely. I no longer need bungee cords to act as trim (which would
be a temporary fix for you).
Contact Kolb and they'll send one out to you.
-- Robert
On 6/23/06, jeepacro@cox.net <jeepacro@cox.net> wrote:
> --> Kolb-List message posted by: <jeepacro@cox.net>
>
> Can you put shim's in the wing swivel attach joint to help change the trailing
edge angle of attack? Can you put one the top (right hand side) to lower, and
one on the bottom of the left to lift?
> --
> Rob.
>
> ---- "john s. flannery" <jflan@zianet.com> wrote:
> > Have had to hold right stick (initial flight about dislocated right shoulder
and elbow) and a bit of rudder and right wing continues to want to rise. Flaps
and ailerons are fairly close to level with underside of wing. Tried four-inch
wide aluminum tab and slight relief, but this said to be '91 Mark III Classic
certainly hasn't flown hands off since last person may have tried it.
> >
> > Haven't been up with this tab, yet. Further ideas?
> >
> > jsf
>
>
Message 29
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| Subject: | Re: still fighting |
--> Kolb-List message posted by: "john s. flannery" <jflan@zianet.com>
Many thanks. None of the three Kolb people IU have talked to at length have
said a word about this item. I can't imagine why.
If I can get this bird to fly hands off, I shall be pleasantly surprised.
Wouldn't mind flying ultralights for pleasure rather than just survival.
Again, gracios.
jsf in NM
----- Original Message -----
Sent: Friday, June 23, 2006 12:59 PM
> --> Kolb-List message posted by: "Robert Laird" <rlaird@cavediver.com>
>
> Do you know about the "English" u-joint that Kolb sells to help this
> problem? I bought it (I had the same problem) and it cured it
> completely. I no longer need bungee cords to act as trim (which would
> be a temporary fix for you).
>
> Contact Kolb and they'll send one out to you.
>
> -- Robert
>
> On 6/23/06, jeepacro@cox.net <jeepacro@cox.net> wrote:
>> --> Kolb-List message posted by: <jeepacro@cox.net>
>>
>> Can you put shim's in the wing swivel attach joint to help change the
>> trailing edge angle of attack? Can you put one the top (right hand side)
>> to lower, and one on the bottom of the left to lift?
>> --
>> Rob.
>>
>> ---- "john s. flannery" <jflan@zianet.com> wrote:
>> > Have had to hold right stick (initial flight about dislocated right
>> > shoulder and elbow) and a bit of rudder and right wing continues to
>> > want to rise. Flaps and ailerons are fairly close to level with
>> > underside of wing. Tried four-inch wide aluminum tab and slight relief,
>> > but this said to be '91 Mark III Classic certainly hasn't flown hands
>> > off since last person may have tried it.
>> >
>> > Haven't been up with this tab, yet. Further ideas?
>> >
>> > jsf
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
>
Message 30
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| Subject: | Re: still fighting |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
surprised.
| Wouldn't mind flying ultralights for pleasure rather than just
survival.
| Again, gracios.
|
| jsf in NM
jsf in NM:
Reckon most all of us will be surprised if you get your Kolb to fly
hands off, for more than a few seconds.
BTW what model Kolb do you have? and where are you located?
john h
mkIII
Message 31
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| Subject: | Re: HVAC Eng/Expert needed |
--> Kolb-List message posted by: "dominique" <dominiquefrenchman@hotmail.com>
He is going to build a Kolb MK-III with airconditioning :D
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42669#42669
Message 32
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| Subject: | Re: still fighting |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Don't know what model Kolb you have, but our Firestar II flies hands off
real well.
But it has dihedral. Lots of dihedral. I think about 4.5 inches per wing.
You can fly it with just rudder pedals. Pictures here -
http://www.bcchapel.org/pages/0003/kolb.htm
And there is also a link on this page to an adjustable aileron trim tab.
I think I might put some dihedral in my MKIII, see how it does.
Richard Pike
MKIII N420P (420ldPoops)
do not archive
john s. flannery wrote:
> --> Kolb-List message posted by: "john s. flannery" <jflan@zianet.com>
>
> Many thanks. None of the three Kolb people IU have talked to at length
> have said a word about this item. I can't imagine why.
>
> If I can get this bird to fly hands off, I shall be pleasantly
> surprised. Wouldn't mind flying ultralights for pleasure rather than
> just survival. Again, gracios.
>
> jsf in NM
> ----- Original Message ----- Sent: Friday, June 23, 2006 12:59 PM
>
>
>> --> Kolb-List message posted by: "Robert Laird" <rlaird@cavediver.com>
>>
>> Do you know about the "English" u-joint that Kolb sells to help this
>> problem? I bought it (I had the same problem) and it cured it
>> completely. I no longer need bungee cords to act as trim (which would
>> be a temporary fix for you).
>>
>> Contact Kolb and they'll send one out to you.
>>
>> -- Robert
>>
>> On 6/23/06, jeepacro@cox.net <jeepacro@cox.net> wrote:
>>> --> Kolb-List message posted by: <jeepacro@cox.net>
>>>
>>> Can you put shim's in the wing swivel attach joint to help change
>>> the trailing edge angle of attack? Can you put one the top (right
>>> hand side) to lower, and one on the bottom of the left to lift?
>>> --
>>> Rob.
>>>
>>> ---- "john s. flannery" <jflan@zianet.com> wrote:
>>> > Have had to hold right stick (initial flight about dislocated
>>> right > shoulder and elbow) and a bit of rudder and right wing
>>> continues to > want to rise. Flaps and ailerons are fairly close to
>>> level with > underside of wing. Tried four-inch wide aluminum tab
>>> and slight relief, > but this said to be '91 Mark III Classic
>>> certainly hasn't flown hands > off since last person may have tried it.
>>> >
>>> > Haven't been up with this tab, yet. Further ideas?
>>> >
>>> > jsf
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>> http://www.matronics.com/Navigator?Kolb-List
>> http://wiki.matronics.com
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
Message 33
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| Subject: | Re: HVAC Eng/Expert needed |
Actually, he already has... A Firefly on floats, sans enclosure... Can't
condition the air much more than that...
DVD
do not archive
On 6/23/06, dominique <dominiquefrenchman@hotmail.com> wrote:
>
> --> Kolb-List message posted by: "dominique" <
> dominiquefrenchman@hotmail.com>
>
> He is going to build a Kolb MK-III with airconditioning :D
>
>
--
"Attitude is everything ~ pick a good one"...
Message 34
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| Subject: | Re: still fighting |
--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
John, that is quite a tab. First I would level the cabin and
check/compare wing
incidences. Then check tailplane (horizonal stab) incidence
differential.
If only off a little I would go with the TNK offset universal.
-Anybody know what they get for them? $$$?
The air was nice today here in the northeast. I got in a neighborhood
tour
to check if anything is currently trying to fall off after last weeks
rough
return trip. Felt good.
-BB
On 23, Jun 2006, at 4:21 PM, john s. flannery wrote:
> Have had to hold right stick (initial flight about dislocated right
> shoulder and elbow) and a bit of rudder and right wing continues to
> want to rise. Flaps and ailerons are fairly close to level with
> underside of wing. Tried four-inch wide aluminum tab and slight
> relief, but this said to be '91 Mark III Classic certainly hasn't
> flown hands off since last person may have tried it.
>
> Haven'tbeen upwith this tab, yet. Further ideas?
>
> jsf<tab right aileron_7690.jpg>
Message 35
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| Subject: | Re: HVAC Eng/Expert needed |
OK Guys, That was funny. Actually I am working on a project for trailers. It
is only Kolb related because we have a lot of expertise in our group. I am
trying to catch up with the responses I got today. Don't want to clutter up
the forum so feel free to email me direct.
Thanks
Steve do not archive
Message 36
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| Subject: | Re: still fighting |
In a message dated 6/23/2006 8:56:07 PM Eastern Standard Time,
slyck@frontiernet.net writes:
If only off a little I would go with the TNK offset universal.
-Anybody know what they get for them? $$$?
I think I paid $75 plus frt. for one.
Howard Shackleford
FS II
SC
Message 37
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| Subject: | Re: still fighting |
--> Kolb-List message posted by: "john s. flannery" <jflan@zianet.com>
First, thanks. Appreciate the good feedback I've had. Here's what we did and
realized today had skipped putting protractor under horizontal stabilizer
(flying wires don't twang like my friends Kolb Ultarstar II...more base,
while his are treble, but left and right not far apart). I had been tweaking
for a week or more, trying different approaches, then went back to basics
as level as possible, since dropping left flap had produced 5 or more mph
less indicated at same rpms.
We set boom at 0 degrees with protractor and then checked angle under wings.
Both were 10.3 degrees or at least within a degree of each other.
Then leveled stick and measured slope under wings
Left aileron 13 degrees.
Left flap 14.5 degrees
Right aileron 13.5 degrees
Right flap 12 degrees
The pipes controlling flaps and ailerons were last measurements:
Left 22.5 degrees
Right 21 degrees.
The four inch length tab with about two extended aft and bent about 15
degrees helped, but stick was still needed to keep it near level in flight.
Still feels like yawing. Replaced the aileron tab with 12" length and have
not flown. Not a good morning. Today, hopefully monsoons will start here in
the drought-stricken Southwest.
jsf
----- Original Message -----
Sent: Friday, June 23, 2006 5:52 PM
> --> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
>
> John, that is quite a tab. First I would level the cabin and
> check/compare wing
> incidences. Then check tailplane (horizonal stab) incidence differential.
> If only off a little I would go with the TNK offset universal.
> -Anybody know what they get for them? $$$?
>
> The air was nice today here in the northeast. I got in a neighborhood
> tour
> to check if anything is currently trying to fall off after last weeks
> rough
> return trip. Felt good.
> -BB
> On 23, Jun 2006, at 4:21 PM, john s. flannery wrote:
>
>> Have had to hold right stick (initial flight about dislocated right
>> shoulder and elbow) and a bit of rudder and right wing continues to want
>> to rise. Flaps and ailerons are fairly close to level with underside of
>> wing. Tried four-inch wide aluminum tab and slight relief, but this said
>> to be '91 Mark III Classic certainly hasn't flown hands off since last
>> person may have tried it.
>>
>> Haven't been up with this tab, yet. Further ideas?
>>
>> jsf<tab right aileron_7690.jpg>
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
>
Message 38
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Again, thank you Ted... my message to you off list is on its way!
Mike S
Manchester TN
Firestar 2 503
do not archive
tc1917 <tc1917@hughes.net> wrote:
--> Kolb-List message posted by: "tc1917"
Well, Mike, firstly I hope you read and understand what is asked of you.
You gotta get your bird up and registered and all the paper work finished,
including inspection. Next you gotta find out if you are qualified under
the grandfather rule. If not, you gonna have a lot of training to do. We
have two expert SLA trainers available. One North of Tallahassee, Ga which
is a fair piece from here and another in Enterprise, Al, about a hundred
plus from my place. Both are also examiners to give you your ticket
testing. You cannot used the same one for both unless you get the last five
hours (I think) might be three, from a different trainer. They dont want
the examiner to cheat I guess. If you are certified to take your test and
exams through the grandfather part, you can find the info about the
examiners on our web site: www.homestead.com/southernflyers and go to the
sport pilot section. I went and stayed at a best western for a couple of
days, 35 miles away from the airport. Got some intro time on the amphib
(which is a tail dragger. One of the reasons I picked that one) and a
couple of hours of ground school to find out what I did not know about it.
I have never had any formal training and needed some refinement. Mr Cooper
is a very fair and encouraging guy willing and able to assist you with the
wealth of knowledge stored in his 78 year old head. Hope I am going strong
like that when I am his age. I did not use my SlingShot for the test for
obvious reasons. I do not feel doing some of the tests, stalls and such so
heavily laden was a good idea safety wise so I hired his plane. Worked well
and am not sorry. I have checked into the CD package and I would go to the
package offered through the store on the USUA site. $200 is not a lot
considering it could save you at least half that in hotel bills not to
mention fill in the blanks and hopefully keep you from that dreaded word
"failed". Most of what I have written and the reasoning behind it is to get
you all to the examiner and releave you of the FEAR. Hope this helps. If
you want further info contact me off line at my email box. Ted Cowan.
---------------------------------
Message 39
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| Subject: | Re: still fighting |
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
Bob,
Many different things can contribute to the flight characteristics
your experiencing. Sounds like a rigging problem. In order to
determine the likely cause it will be necessary to properly level the
aircraft in the proper attitude to take correct meaningful
measurements. This becomes a process of elimination. Refer to the
builders manual on how measurements should be taken and how the
aircraft needs to be leveled during the process.
- Level the Aircraft - see the builders manual for reference points
and detailed procedure.
- Wing incidence at the wing root - where it should be and equal on both sides.
- Wing twist on each wing - equal both sides - inboard station near
wing root compared to last full rib station.
- Wing dihedral at the wing tip - equal on both sides.
- Flaps - do they have equal deflection (reflect) relative to the
lower surface of the wing,
- Ailerons/Flaperons - are they both centered when stick is in the
center, neutral position.
- is the trailing edge position correct relative to the
training edge of the flaps.
- Tail vertical stab alignment, centered, or off set in the correct direction.
- Horizontal stabilizer - incidence and dihedral set within the
proper range and equal both sides.
- Engine thrust line - is the engine set in the proper position,
- up/down tilt, rotated the proper amount and in the correct
direction from the plans
specified reference point.
jerb
At 03:21 PM 6/23/2006, you wrote:
>Have had to hold right stick (initial flight about dislocated right
>shoulder and elbow) and a bit of rudder and right wing continues to
>want to rise. Flaps and ailerons are fairly close to level with
>underside of wing. Tried four-inch wide aluminum tab and slight
>relief, but this said to be '91 Mark III Classic certainly hasn't
>flown hands off since last person may have tried it.
>
>Haven't been up with this tab, yet. Further ideas?
>
>jsf
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