Today's Message Index:
----------------------
1. 04:06 AM - Re: First Flight Shaking Ralph of Ohio! (ElleryWeld@aol.com)
2. 04:40 AM - Re: First Flight Shaking Ralph of Ohio! (pat ladd)
3. 04:40 AM - Re: one eyed pilots (pat ladd)
4. 09:12 AM - Re: First Flight Shaking Ralph of Ohio! (Craig Nelson)
5. 10:15 AM - Re: First Flight Shaking Ralph of Ohio! (Mike Schnabel)
6. 10:49 AM - Re: First Flight Shaking Ralph of Ohio! (Richard & Martha Neilsen)
7. 11:23 AM - Engine break-in, first taxiing (Mike Schnabel)
8. 12:50 PM - Re: First Flight Shaking Ralph of Ohio! (Ralph Hoover)
9. 01:01 PM - Re: Engine break-in, first taxiing (Ralph Hoover)
10. 01:13 PM - Re: Engine break-in, first taxiing (Richard Pike)
11. 01:20 PM - Re: Re: First Flight Shaking Ralph of Ohio! (Richard Pike)
12. 01:24 PM - Self creteque or humble pie served in great portions (Ralph Hoover)
13. 01:29 PM - Re: First Flight Shaking Ralph of Ohio! (Ralph Hoover)
14. 01:44 PM - Re: Engine break-in, first taxiing (robert bean)
15. 02:30 PM - Re: Engine break-in, first taxiing (Mike Schnabel)
16. 02:39 PM - Re: Engine break-in, first taxiing (Mike Schnabel)
17. 03:41 PM - Cross country fly-in (planecrazzzy)
18. 05:00 PM - Re: Engine break-in, first taxiing (robert bean)
19. 05:22 PM - Re: Re: First Flight Shaking Ralph of Ohio! (Dave & Eve Pelletier)
20. 05:56 PM - Thank Goodness For Big Tires... (David Lehman)
21. 06:17 PM - Re: Thank Goodness For Big Tires... (HShack@aol.com)
22. 06:24 PM - Re: Thank Goodness For Big Tires... (David Lehman)
23. 08:20 PM - Re: Thank Goodness For Big Tires... (jerb)
24. 08:22 PM - Re: Thank Goodness For Big Tires... (jerb)
25. 09:24 PM - Mazolla-Me and slide me in! (boyd)
26. 10:23 PM - Re: Engine break-in, first taxiing (Denny Rowe)
Message 1
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| Subject: | Re: First Flight Shaking Ralph of Ohio! |
Congratulations Ralph I know the feeling like it just happened yesterday one
could not forget that day no matter how many times you get to try a new one
out
wishing you many enjoyable hours of pure flying in your Kolb
Ellery in Maine
do not archive
Message 2
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| Subject: | Re: First Flight Shaking Ralph of Ohio! |
--> Kolb-List message posted by: "pat ladd" <pj.ladd@btinternet.com>
Great stuff Ralph.
Congratulations.
Pat
do not archive
--
Message 3
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| Subject: | Re: one eyed pilots |
.and I'll bet the butler's housekeeper didn't have much money either!>>
Hi Dave,
its great playing to a really switched on audience>
Cheers
Pat
do not archive
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| Subject: | First Flight Shaking Ralph of Ohio! |
--> Kolb-List message posted by: "Craig Nelson" <Craig.Nelson@heraeus.com>
Ralph
THANKS FOR SHARING My heart was pounding as I went through your post!
Brought back memories of my first flight in a Hummer.
Congratulations!!!!!!!!
Uncle Craig
DO not Archive
On 8, Jul 2006, at 8:04 PM, Ralph Hoover wrote:
> --> Kolb-List message posted by: "Ralph Hoover"
> <flht99reh@Columbus.rr.com>
>
> First Flight! July 8th, 2006 Since first lesson August 6th, 2005!
> Little money, lots of time. 19 hours of actual instruction.
>
>
Message 5
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| Subject: | Re: First Flight Shaking Ralph of Ohio! |
Way to go Ralph! Great description of that first liftoff!
Mike S
Manchester TN
Firestar 2
do not archive
Ralph Hoover <flht99reh@columbus.rr.com> wrote:
--> Kolb-List message posted by: "Ralph Hoover"
First Flight! July 8th, 2006 Since first lesson August 6th, 2005! Little money,
lots of time. 19 hours of actual instruction.
Today I experienced the most frightening / exciting / emotional forty -five minutes
of my life to date! knowing that going in, how could one describe the feelings
of fear, exeleration and excitement balled up, if you will in a period of
time that seemed like forever and yet less than a moment to reflect back upon?
My intent, deep inside was to avoid the actual take-off of my Firestar, but yet
come to the edge of where lift-off might exist. Knowing that my tail dragger
and the Challenger had two-different modes of operendi, I knew that I didnt want
to mistake what felt like lift or climb to actually become lift or climb. My
PIC, whom by the way was not there at the time, stated: If, when your practicing
your taxiing, the Kolb lifts off, make a decision, how much field is left
and decide if you need to fly or make a close relationship with the soy field
ahead. I chose to lift!
Immediately after my decision, I thought: stupid, you didnt have to make this move
, at this time , in this plane, here today. My heart began pounding, the plane
wanted to lift like I have never felt, but was sought to Power forward and
lift. At this point, I am at the end of the runway and climbing unlike I had
at any time in the Challenger, with PIC aboard. Altimeter reading 1600 feet ASL.
How is that, out of the chute, way before I was prior in the Challenger at
twice the distance? Obviously, faulty instruments, correct when I am back on
the ground. All my training comes into play: Gain altitude, keep airspeed above
stall (stall, both mechanical and electrical ASI indicate way below stall, what
gives?) Look down at the Garmin, which I installed at this time , not for
flight but for shake down, was stating 34 MPH (ground speed). Crap, I need to
crank forward and gain some speed and altitude. What am I thinking? I have been
flying this pattern so many tim!
es, its imbedded in my memory so deep that......Where is the field? Darned it,
its only a six mile circular pattern, where is....OH! Whew! There is the field.
Thank God. Wow, cant do anything about it now, its way to close, and Im way
to high. Oh well, next round.
Right wing rears up, CRAP! Right Aileron and a little left rudder, string went
to the right, left rudder (stand away from the string). Now level, whops first
turn, now down wind, yet really no wind, why is plane acting funny? What do I
know about plane acting funny, this is the first time I have flown it? Getting
mad and scared, common sense levels in. I have to make some choices; I am where
I should be, at the altitude I should be by: WHAT.? AN ADDITIONAL 1,000 FEET,
how did that happen, throttle back, leveling off, now at 2200 feet ASL. Need
to get down to 1600 feet without loosing much air speed. God, Are you there?
Work with me here God, This isnt what I would have chosen as my mode of operendi,
but here it is on my plate.....HELP!
First attempt to land: way too high, way too fast. Go around! Second attempt to
land: still a little high, still too much speed. Third attempt: right height,
speed a little fast, but I can dump that in time.....OH CRAP , What was that,
left wing up, right aileron down, plane acted a tad bit funny. Where ok now,
pul stick back, crank engine up, way to many things happening! Towers below, wind
causing me to crab really bad, altitude way too high, so many things mounting
up way to quickly! STOP! Think! What is the way you were taught? Calmly, gently
on the stick. Forget that you have no idea how fast you are going. Ignore
that flashing light on the panel stating EGT way too high! Think, one EGT reading
that far off, obviously a wire crossed. ASI lamp blinking, expect that,
the stupid ASI isnt reading correctly. You know the feeling. If the bottom begins
falling out, push forward on the stick, DO NOT PULL BACK! Back in control,
as much control as I could possibly have a!
t this point. God! you are still with me, arent you? Of course, if I drop, well,
In heaven with Him, I will be. But that would not be His choice, for me at this
time in this place, Thank you Jesus!
What is thta little dot on the field? Lets see, 400 feet on final AGL, Airspeed,
no idea, but feels (what the H do I know about feel in a Kolb), since I have
never felt a Kolb before? Oh well, I believe that this feels and looks like where
I had been before in the Challenger at this altitude, at this feeling (read
speed) and Dave is standing at the 1/4 field length guiding me in. STUPID!
GET OFF THE FIELD! That didnt do anything. Dave is moving his right hand flat
in an up and down motion. Ah-ha! Cut throttle, forward stick, line up with the
field, WHOO! a gust, right aileron down, right rudder slow, slow pull back, pull
back some more, there thump, wheels on the ground. Stick all the way back,
whoa, now I have ground control, speed bleeding off, stopped at half field. Job
done!
Now after hugs and pats on the back. I take the Kolb to the hanger. Shaking along
the way. thank you Lord!
Thank you Dave. Thank you instructor Andy. I asked these guys: did you ever forget
the feeling of your first flight? Apparently NOT! Now I understand the N.V.M.of
S. phrase that God gave me!
Rip goes the shirt!
Going back again tomorrow. Lot more to learn but who, but those that have been
what we have been through, could possibly understand?
Calmed like the sea....Ralph of Ohio!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=45773#45773
---------------------------------
Message 6
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| Subject: | Re: First Flight Shaking Ralph of Ohio! |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Congratulations Ralph!!!! Thanks for sharing.
Sounds like you may have a static source issue with your air speed
indicator. Check the archives for options. I disconnected the tube from my
static source pick up and just used the cockpit pressure as a static source.
It works much better than the static source I was using.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
Sent: Saturday, July 08, 2006 8:04 PM
> --> Kolb-List message posted by: "Ralph Hoover"
> <flht99reh@Columbus.rr.com>
>
> First Flight! July 8th, 2006 Since first lesson August 6th, 2005! Little
> money, lots of time. 19 hours of actual instruction.
>
>
> Today I experienced the most frightening / exciting / emotional
> forty -five minutes of my life to date! knowing that going in, how could
> one describe the feelings of fear, exeleration and excitement balled up,
> if you will in a period of time that seemed like forever and yet less than
> a moment to reflect back upon?
>
> My intent, deep inside was to avoid the actual ?otake-off? of my
> Firestar, but yet come to the edge of where lift-off might exist. Knowing
> that my tail dragger and the Challenger had two-different modes of
> operendi, I knew that I didn?Tt want to mistake what felt like lift or
> climb to actually become lift or climb. My PIC, whom by the way was not
> there at the time, stated: ?oIf, when your practicing your taxiing, the
> Kolb lifts off, make a decision, how much field is left and decide if you
> need to fly or make a close relationship with the soy field ahead. I chose
> to lift!
>
> Immediately after my decision, I thought: ?ostupid, you didn?Tt have to
> make this move , at this time , in this plane, here today?. My heart
> began pounding, the plane wanted to lift like I have never felt, but was
> sought to ?oPower forward and lift?. At this point, I am at the end of
> the runway and climbing unlike I had at any time in the Challenger, with
> PIC aboard. Altimeter reading 1600 feet ASL. How is that, out of the
> chute, way before I
Message 7
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| Subject: | Engine break-in, first taxiing |
This report will pale in comparison the Ralph from Ohio's recent First Flight report...
I cant wait for that day to happen here!
But here is an update on my Firestar 2, it has waited patiently in the trailer
the past 10 months for me to show her some daylight. So finally home from work
long enough, and the weather was perfect enough, I did a little engine break-in
work last Friday
After determining the battery that was new but now dead (2 years of storage will
do that to a battery I guess), and could not be recharged, a new batt was
installed. Tied the tail wheel down to a nearby stump with cargo straps used on
a C-130 (a souvenir from my ANG stint, and I figured if this bird breaks these
babies it deserves to fly on its own!). The first start up was a little slow.
Cranked over several times before the fuel lines fully filled and it started
(yes I did prime the lines, but still took a while). It smoked like a freight
train the first few minutes, enough so that I became concerned and shut it down
to verify there was nothing amiss, stuck oil line or poorly adjusted injector.
I could find nothing wrong, so restarted. This time she fired on the second
revolution (Sweet!), and within another minute or so the exhaust cleared, and
things looked normal.
Ran through the Rotax break-in process chart, changing RPM at the appropriate
intervals. Watching closely all gauges. RPM had a few spots it liked and would
hold dead steady (5000 was one). But a few were hard to hold steady (5500),
where it would hold then slowly climb, tap the throttle a tad to get it back,
steady, then it would slowly drop... so for some of the 5 minutes runs would have
to baby it to keep it on target, others would hold perfect the whole 5 minutes.
Prop flex perhaps?
Temps looked within range, at 4000-RPM CHT/300 and EGT/925. At WOT 6000-RPM CHT/400
and EGT/1000. From what I have learned these are acceptable. The only deviation
from expectation was the Max RPM of 6000, should have been more like
6500 (on the ground). Not until later did I understand about setting the prop
load down prior to break-in. This was my mistake, but I was assured it would not
be a major issue though was best to be set for a correct Max RPM on the ground.
The 65-minute process consumed just under 3 gallons of fuel. That was my
estimate, and what I loaded. I doubt it would have run 5 more minutes with what
was left in the tanks.
After the break-in and a 30 minute cool down. I installed the short windscreen
after removing the full enclosure. Wade L commented to me a few days before
(during a visit to see the plane) that once I flew a summer flight with the shortie
I would probably not want the full back on till the winter. Once I sat in
the seat and could see the view improvement, I believe what he said will be
totally correct!
So sitting there, break in complete, and there was sure a lot of sunlight left...
a bit more fuel and on to some taxi runs on the new airstrip. Now its been
about 15 years since my last tail dragger experience (Sorrell Hyperlight ultralight),
so nice and easy, and SLOW were key words I kept in mind. The first
few passes were actually pleasantly controllable, the only issue was my turnarounds,
and I suppose that at such slow speeds with the narrow tail wheel the radius
consumed all 100' width of my strip. First runs were below 20 MPH, but in
about 30 minutes I realized I was breaching 30 to 35 and had to watch for those
first signs of lift (did not want an inadvertent lift off at this time!).
I also noticed that with more speed turn radius did improve a good bit. Still
not sure about the heel brakes though. Held me when stopped or very near a stop,
but dont think I will count on them for any urgent slowing down at higher speeds.
Continued on for about 15 more minutes, and felt satisfied that some good progress
was made today. Back into the trailer she went... but just before that,
I took a few pictures. The setting sun was glistened on the wings so brightly
I could imagine the original owner of this bird offering an approving smile from
the heavens above.
Next, I am waiting for some replies from some LSA instructors I have contacted
so I can get some dual hours, and begin work toward the Sport Pilot ticket,
so I can legally get the FS2 up in the air where I know she really longs to be!!
Mike S
Manchester TN
Firestar 2 503
---------------------------------
Message 8
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| Subject: | Re: First Flight Shaking Ralph of Ohio! |
--> Kolb-List message posted by: "Ralph Hoover" <flht99reh@Columbus.rr.com>
Quote:
Sounds like you may have a static source issue with your air speed
indicator. Check the archives for options. I disconnected the tube from my
static source pick up and just used the cockpit pressure as a static source.
It works much better than the static source I was using.
Rick Neilsen
Redrive VW powered MKIIIc
Yes Rick ,and the funny thing is I asked Kolb a couple times why I might be getting
mis-readings. They suggested that I feed the static tube out between the
plastic nose at the rear and the rest of the material, at the side. To me, this
seemed to act more like an "atomiser" pick-up nozzle and would creater a greater
differencial than what pressurized the input (Pitot). I believe your right.
I need to disconnect the static line inside the cabin and see what happens.
I will say that both (since they were connected to the same inlet and outlets),
read exactly the same, but most assuradly not the actual. Scarry at that time
since everyone knows air speed and altitude are critical any time let alone
"First Flight"! And something besides first flight; This was not just my first
flight in a Kolb solo, It was literally my first flight solo, et: nobody else
in the plane, like the PIC to say, "I'll take from here"! I don't know, but
this was as close as the saying by another brother Kolber: "earn your wings on
the way down"!
Thank you all for your acknoledgment. Never knew it would be quite like that.
I was supprised in all that read my story no one asked what God gving me the N.V.M.
of S. stood for!
And I want to thank this site and every member of the Kolb Family for their input,
wisdom, kindness and out-there-way, even though they probably mentioned the
same advise a hundred times before and didn't stick it in my face. You all know
who you are. I am truely Blessed to have Family like you.
Tear'ry-eyed in Ohio Ralph!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=45898#45898
Message 9
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| Subject: | Re: Engine break-in, first taxiing |
--> Kolb-List message posted by: "Ralph Hoover" <flht99reh@Columbus.rr.com>
Mike "get the FS2 up in the air where I know she really longs to be!! "
And I have-ta-tell-ya...SHE DOES! Home-sick Angle!
I also noted that with power and stick all the way back it will turn pretty tight
with right or left rudder on the ground. that prop energy sure makes a difference.
As for the brakes. You really don't want them like a cars, to stop on
a dime or like my first taxi trip, she will bow-down to momma Earth, rasing her
tail feathers and creating a "MOONING" to the world hard to live down. I also
noted on my Taxi practice thta full power from a stand still makes one embarrising
Mooning all over the field. I think I have experienced every "dumb" method
of ground driving that could exist. One other, I might share, Remember:
no power to the prop, no control of the direction! Gulp , I know that one real
well.
For more exciting reading on what I did wrong on my last taxi / flight read my
post "self creteque or humble pie served in great portions"!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=45902#45902
Message 10
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| Subject: | Re: Engine break-in, first taxiing |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Congrats! Let me interject a few comments within your post. -
Mike Schnabel wrote:
<snip>
Ran through the Rotax break-in process chart, changing RPM at the
appropriate intervals. Watching closely all gauges. RPM had a few spots
it liked and would hold dead steady (5000 was one). But a few were hard
to hold steady (5500), where it would hold then slowly climb, tap the
throttle a tad to get it back, steady, then it would slowly drop... so
for some of the 5 minutes runs would have to baby it to keep it on
target, others would hold perfect the whole 5 minutes. Prop flex perhaps?
<snip>
My comments - Your engine will not get perfectly settled in for about 30
hours. Even then, a two stroke will sometimes changes rpm's slightly
depending on prop load and whether it is "on the pipe," or "off the
pipe." The resonant exhaust characteristics can cause minor horsepower
(and RPM) excursions within certain ranges. It is slightly affected by
prop load and jetting. Live with it, it will probably get better with time.
<snip>
Mike said - Temps looked within range, at 4000-RPM CHT/300 and
EGT/925. At WOT 6000-RPM CHT/400 and EGT/1000. From what I have learned
these are acceptable. The only deviation from expectation was the Max
RPM of 6000, should have been more like 6500 (on the ground). Not until
later did I understand about setting the prop load down prior to
break-in. This was my mistake, but I was assured it would not be a major
issue though was best to be set for a correct Max RPM on the ground.
<snip>
My comments: - Your current RPM on the ground of 6000 is acceptable. You
especially do not want 6500 rpm on the ground. For instance - Last
Friday I finally got done making airworthy an airplane I sold 15 years
ago to a friend, and which had not flown for several years, and then he
died. I am getting it airworthy for his widow to sell. He had purchased
a new Powerfin prop for it. I have never fooled with a Powerfin before.
Installed it as the data sheet specified, and the rpm's at runup were
too low (in my opinion - duh), about 5800 rpm. Took out enough pitch to
get it up to 6100 rpm static, fortunately I also raised the needles and
went one size bigger on the main jets to keep the temps conservative.
Taxied out and took off, and the Powerfin let that puppy jump up to 6800
rpm on climbout, with EGT's at the max to match. Babied it carefully
around the pattern and landed it w/o incident. Tomorrow I will crank
enough pitch back into it to get it down to 5800 rpm static again, so
that in flight, as it unloads, things balance out properly. But the
point is, for you, right now your temps are ok, but your rpm is a bit
low. However, your prop will allow your RPM to unload to probably
somewhere around 6200 in flight, that is safe enough, and most likely,
as your prop unloads, your EGT's will go up a hair, and your CHT will
come down a hair, and you will be in very safe territory, even if not
optimum for performance. At this stage, you don't care about optimum
performance, you will have all the performance you need, plus some, you
want maximum reliability. If you take out enough pitch to get your rpm
anywhere close to 6500 static, the prop will unload in more flight, and
your EGT will go through the roof. That is not maximum reliability. That
is giving you things to worry about on your first trip around the
pattern that you don't need.
For more information on how to adjust prop pitch to affect your CHT and
EGT readings, check out
http://www.bcchapel.org/pages/0003/pg11.htm
Again, congratulations on your successful (semi) crow hops!
Richard Pike
MKIII N420P (420ldPoops)
>
> Mike S
> Manchester TN
> Firestar 2 503
>
> ------------------------------------------------------------------------
> Sneak preview the all-new Yahoo.com
> <http://us.rd.yahoo.com/evt=40762/*http://www.yahoo.com/preview>. It's
> not radically different. Just radically better.
Message 11
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| Subject: | Re: First Flight Shaking Ralph of Ohio! |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
I wondered about that. My guess was
"N - Voluntary - Medal of Stupidity"?
(because the Lord gives me a lot of those...)
Probably not close, but how'd I do?
Richard Pike
MKIII N420P (420ldPoops)
do not archive
Ralph Hoover wrote:
> <snip>
>
> I was supprised in all that read my story no one asked what God gving me the
N.V.M. of S. stood for!
>
>
Message 12
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| Subject: | Self creteque or humble pie served in great portions |
--> Kolb-List message posted by: "Ralph Hoover" <flht99reh@Columbus.rr.com>
Now that I slept on it and reviewed every move I made and that they are all fresh
in my mind, I'm gonna spill my guts, figuratively below.
Below are the things I should have done but didn't, IN CASE the plane did take
off.
1). Its best to have your instructor there with you at the time. Not in the plane
but there watching.
2). It would be smart to have a radio and ground communication with your Instructor.
3). Instrument readings need to be where they belong: CHT and EGT should not be
flashing, even though you know they are off a bit, but really, at the time adequate.
4). Know "winds aloft" cause most times they will NOT be as they were on the ground.
5). ALWAYS TRUST the instruments such as: Alt, string, ASI (unless they are really
wacky).
6). Remember ALWAYS, you will resort under pressure, to the way you were drilled
through out your training!
7) Relax, if you CAN!
Below are the things I DID DO in case I was making a premature flight.
1). Full tank of fuel.
2). Complete walk around, outside and in.
3). All instruments set as they should be, altimeter, check mags, gauges.
4). Have a plan even though you don't expect to implement it. Up there with everything
else going on is NOT the place to decide what next.
5). Know the field your taxying from, it will get lost in all the crazy once you
accidentally get up.
6). Know fuel consumption rate.
7). Know your field and the little ideocrincrees about it.
8). Get a good look often at the wind sock as you pass over the field, it changes
in Ohio a lot!
9). Trust in your training and your trainer, even when it doesn't feel right or
natural.
10). If you dont know, be willing to ask and show your ignorance this time. It
may save one from eating a lot of crow or a lot of soybean field dirt!
11). No matter what the razzing or how the comments come back from some on the
Kolb web site, there will always be good sincere, level headed, I been there done
that information to glean!
All of the above caused in some way for me to come down safely both plane and driver,
those and the Lord I serve.
Any other good recomendations anyone else can insert would always be appreciated.
I can, at 61 years still learn from others advise and mistakes.
Better for it Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=45905#45905
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| Subject: | Re: First Flight Shaking Ralph of Ohio! |
--> Kolb-List message posted by: "Ralph Hoover" <flht99reh@Columbus.rr.com>
Mr. Pike, not even close. But I don't want to spill the beans just yet. You will
be plesently supprised, being a Preacher and all!
Humble Pie is good cold or warmed up here in Ohio!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=45907#45907
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| Subject: | Re: Engine break-in, first taxiing |
Mike, nice report. I will print a copy for my neighbor who is about to
do
a first run up of his 503/Flightstar.
Noticing your description of turning radius, since I have the "economy"
setup of a single brake on my MkIII, I can't do a hard brake turn. If
there
are no trees to hit I can do full forward stick, left pedal, and a
buzz on the throttle to
get around in a fairly small radius (grass of course).
If the ground is rough I get out and do a tail lift to save what is
obviously
an easy to damage tail structure. I don't have enough ambition to weld
in a bunch of stabilizing members.
The engine, in last evening's splendid calm air, sounded maybe a little
uneven (always happens when nothing else is amiss) so today I unscrewed
the old NGK single electrode plugs with 50 hours on them. The center
plug
shows a little leaner run than the ends but not bad. Replaced with 4
electrode
Bosch.
-BB MkIII, .993L Suzuki
do not archive
On 9, Jul 2006, at 2:21 PM, Mike Schnabel wrote:
> This report will pale in comparison the Ralph from Ohio's recent First
> Flight report... I can=92t wait for that day to happen here!
> -
> But here is an update on my Firestar 2, it has waited patiently in the
> trailer the past 10 months for me to show her some daylight. So
> finally home from work long-enough, and the weather was perfect
> enough, I did a little engine break-in work last Friday
> -
> After determining the battery that was new but now dead (2 years of
> storage will do that to a battery I guess), and could not be
> recharged, a new batt was installed. Tied the tail wheel down to a
> nearby stump with cargo straps used on a C-130 (a souvenir from my ANG
> stint, and I figured if this bird breaks these babies it deserves to
> fly on its own!). The first start up was-a little slow. Cranked over
> several times before-the fuel-lines fully filled and it started
(yes I
> did prime the lines, but still took a while). It smoked like a freight
> train the first few minutes, enough so that I became concerned and
> shut it down to verify there was nothing amiss, stuck oil line or
> poorly adjusted injector. I could find nothing wrong, so restarted.
> This time she fired on the second revolution (Sweet!), and within
> another minute or so the exhaust cleared, and things looked normal.
> -
> Ran through the Rotax break-in process chart, changing RPM at the
> appropriate intervals. Watching closely all gauges. RPM had a few
> spots it liked and would hold dead steady (5000 was one). But a few
> were hard to hold steady (5500), where it would hold then slowly
> climb, tap the throttle a tad to get it back, steady, then it would
> slowly drop... so for some of the 5 minutes runs would have to baby it
> to keep it on target, others would hold perfect the whole 5 minutes.
> Prop flex perhaps?
> -
> Temps looked within range, at 4000-RPM CHT/300 and EGT/925. At WOT
> 6000-RPM CHT/400 and EGT/1000. =46rom what I have learned these are
> acceptable. The only deviation from expectation was the Max RPM of
> 6000, should have been more like 6500 (on the ground). Not until later
> did I understand about setting the prop load down prior to break-in.
> This was my mistake, but I was assured it would not be a major issue
> though was best to be set for a correct Max RPM on the ground. The
> 65-minute process consumed just under 3 gallons of fuel. That was my
> estimate, and what I loaded. I doubt it would have run-5 more
minutes
> with what was left in the tanks.
> -
> After the break-in and a 30 minute cool down. I installed the short
> windscreen after removing the full enclosure. Wade L commented to me a
> few days before (during a visit to see the plane) that once I flew a
> summer flight with the shortie I would probably not want the full back
> on till the winter. Once I sat in the seat and-could see the view
> improvement, I believe what he said will be totally correct!
> -
> So sitting there, break in complete, and there was sure a lot of
> sunlight left... a bit more fuel and on to some taxi runs on the new
> airstrip. Now it=92s been about 15 years since my last tail dragger
> experience (Sorrell Hyperlight ultralight), so nice and easy, and SLOW
> were key words I kept in mind. The first few passes were actually
> pleasantly controllable, the only issue was my turnarounds, and I
> suppose that at such slow speeds with the narrow tail wheel the radius
> consumed all 100' width of my strip. First runs were below 20 MPH, but
> in about 30 minutes I realized I was breaching 30 to 35 and had to
> watch for those first signs of lift (did not want an inadvertent lift
> off at this time!). I also noticed that with more speed turn radius
> did improve a good bit. Still not sure about the heel brakes though.
> Held me when stopped or very near a stop, but-don=92t think I will
count
> on them for any urgent slowing down at higher speeds.
> -
> Continued on for about 15 more minutes, and felt satisfied that some
> good progress was made today. Back into the trailer she went... but
> just before that, I took a few pictures. The setting sun was glistened
> on the wings so brightly=85 I could imagine the original owner of this
> bird offering an approving smile from the heavens above.
> -
> Next, I am waiting for some replies from some LSA instructors I have
> contacted so I can get some dual hours, and begin work toward the
> Sport Pilot ticket, so I can legally get the FS2 up in the air where I
> know she really longs to be!!
> -
> Mike S
> Manchester TN
> Firestar 2 503
>
> Sneak preview the all-new Yahoo.com. It's not radically different.
> Just radically better.
Message 15
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| Subject: | Re: Engine break-in, first taxiing |
Richard Pike <richard@bcchapel.org> wrote:
--> Kolb-List message posted by: Richard Pike
Brother Pike---Congrats! Let me interject a few comments within your post. -
Mike S----Ran through the Rotax break-in process chart, changing RPM at the
appropriate intervals. Watching closely all gauges. RPM had a few spots
it liked and would hold dead steady...
Brother Pike----Your engine will not get perfectly settled in for about 30 hours.
Even then, a two stroke will sometimes changes rpm's slightly depending on
prop load and whether it is "on the pipe," or "off the
pipe."
Mike S---- Temps looked within range, at 4000-RPM CHT/300 and EGT/925. At WOT
6000-RPM CHT/400 and EGT/1000. From what I have learned these are acceptable.
The only deviation from expectation was the Max RPM of 6000, should have been
more like 6500 (on the ground). Not until later did I understand about setting
the prop load down prior to break-in. This was my mistake, but I was assured
it would not be a major issue though was best to be set for a correct Max RPM
on the ground.
Brother Pike----Your current RPM on the ground of 6000 is acceptable. You
especially do not want 6500 rpm on the ground. For instance - Last
Friday I finally got done making airworthy an airplane I sold 15 years
ago to a friend, and which had not flown for several years, and then he
died. I am getting it airworthy for his widow to sell. He had purchased
a new Powerfin prop for it. I have never fooled with a Powerfin before.
Installed it as the data sheet specified, and the rpm's at run up were
too low (in my opinion - duh), about 5800 rpm. Took out enough pitch to
get it up to 6100 rpm static, fortunately I also raised the needles and
went one size bigger on the main jets to keep the temps conservative.
Taxied out and took off, and the Powerfin let that puppy jump up to 6800
rpm on climbout, with EGT's at the max to match. Babied it carefully
around the pattern and landed it w/o incident. Tomorrow I will crank
enough pitch back into it to get it down to 5800 rpm static again, so
that in flight, as it unloads, things balance out properly. But the
point is, for you, right now your temps are ok, but your rpm is a bit
low. However, your prop will allow your RPM to unload to probably
somewhere around 6200 in flight, that is safe enough, and most likely,
as your prop unloads, your EGT's will go up a hair, and your CHT will
come down a hair, and you will be in very safe territory, even if not
optimum for performance. At this stage, you don't care about optimum
performance, you will have all the performance you need, plus some, you
want maximum reliability. If you take out enough pitch to get your rpm
anywhere close to 6500 static, the prop will unload in more flight, and
your EGT will go through the roof. That is not maximum reliability. That
is giving you things to worry about on your first trip around the
pattern that you don't need.
Mike S---Excellent analysis of my current prop RPM situation. I know I need some
tweaking, but was seeking, as you mentioned, a safe zone for initial flight.
Once comfortable with the planes characteristics, the tweaking can begin. Trying
to maximize a planes performance before the first flight always seemed hard
to me... but it at least had to meet minimal requirements... I think I have
that, and that is good.
Brother Pike----Again, congratulations on your successful (semi) crow hops!
Richard Pike
MKIII N420P (420ldPoops)
Mike S----Thanks so very much, the real "crow hops" will be soon! Some may scoff
my tendency toward safe aviation, but to them, I direct to the recent video
posted here by David L. (Thanks Dave for the GREAT Video) with the fella flying
a UL,
At http://media.putfile.com/ultralight-flying
Supposed I guess a fella with no training, no practice, sucked down a beer (or
a cola, I dont know), flew the craft, somehow landed.... and his comment on
landing was ... "I told you I could fly that shit. Now maybe this was a stunt
video, who knows but it demonstrates a rare success of ignorance. In this case
it was flying an ultralight. Tomorrow will it be a video of some other soul,
but of him crashing a plane because he thought, it was just that easy to teach
himself?
Again, laugh at me if you will, but prefer to err on the side of safety.
But dont let that gloss over the fact, I have one Bitchin Light plane here! And
can hardly wait to fly her!
Mike S
Firestar2 503
Manchester TN
Do not archive
Richard Pike <richard@bcchapel.org> wrote: --> Kolb-List message posted by: Richard
Pike
Congrats! Let me interject a few comments within your post. -
Mike Schnabel wrote:
Ran through the Rotax break-in process chart, changing RPM at the
appropriate intervals. Watching closely all gauges. RPM had a few spots
it liked and would hold dead steady (5000 was one). But a few were hard
to hold steady (5500), where it would hold then slowly climb, tap the
throttle a tad to get it back, steady, then it would slowly drop... so
for some of the 5 minutes runs would have to baby it to keep it on
target, others would hold perfect the whole 5 minutes. Prop flex perhaps?
My comments - Your engine will not get perfectly settled in for about 30
hours. Even then, a two stroke will sometimes changes rpm's slightly
depending on prop load and whether it is "on the pipe," or "off the
pipe." The resonant exhaust characteristics can cause minor horsepower
(and RPM) excursions within certain ranges. It is slightly affected by
prop load and jetting. Live with it, it will probably get better with time.
Mike said - Temps looked within range, at 4000-RPM CHT/300 and
EGT/925. At WOT 6000-RPM CHT/400 and EGT/1000. From what I have learned
these are acceptable. The only deviation from expectation was the Max
RPM of 6000, should have been more like 6500 (on the ground). Not until
later did I understand about setting the prop load down prior to
break-in. This was my mistake, but I was assured it would not be a major
issue though was best to be set for a correct Max RPM on the ground.
My comments: - Your current RPM on the ground of 6000 is acceptable. You
especially do not want 6500 rpm on the ground. For instance - Last
Friday I finally got done making airworthy an airplane I sold 15 years
ago to a friend, and which had not flown for several years, and then he
died. I am getting it airworthy for his widow to sell. He had purchased
a new Powerfin prop for it. I have never fooled with a Powerfin before.
Installed it as the data sheet specified, and the rpm's at runup were
too low (in my opinion - duh), about 5800 rpm. Took out enough pitch to
get it up to 6100 rpm static, fortunately I also raised the needles and
went one size bigger on the main jets to keep the temps conservative.
Taxied out and took off, and the Powerfin let that puppy jump up to 6800
rpm on climbout, with EGT's at the max to match. Babied it carefully
around the pattern and landed it w/o incident. Tomorrow I will crank
enough pitch back into it to get it down to 5800 rpm static again, so
that in flight, as it unloads, things balance out properly. But the
point is, for you, right now your temps are ok, but your rpm is a bit
low. However, your prop will allow your RPM to unload to probably
somewhere around 6200 in flight, that is safe enough, and most likely,
as your prop unloads, your EGT's will go up a hair, and your CHT will
come down a hair, and you will be in very safe territory, even if not
optimum for performance. At this stage, you don't care about optimum
performance, you will have all the performance you need, plus some, you
want maximum reliability. If you take out enough pitch to get your rpm
anywhere close to 6500 static, the prop will unload in more flight, and
your EGT will go through the roof. That is not maximum reliability. That
is giving you things to worry about on your first trip around the
pattern that you don't need.
For more information on how to adjust prop pitch to affect your CHT and
EGT readings, check out
http://www.bcchapel.org/pages/0003/pg11.htm
Again, congratulations on your successful (semi) crow hops!
Richard Pike
MKIII N420P (420ldPoops)
>
> Mike S
> Manchester TN
> Firestar 2 503
>
> ------------------------------------------------------------------------
> Sneak preview the all-new Yahoo.com
> . It's
> not radically different. Just radically better.
---------------------------------
Talk is cheap. Use Yahoo! Messenger to make PC-to-Phone calls. Great rates starting
at 1/min.
Message 16
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| Subject: | Re: Engine break-in, first taxiing |
Robert (BB),
Thanks for the reply! :-), and as for the radius turns comments, i had no idea
(which is again an acknowledgement of my ignorance) which direction a prop blast
would assist a turn. I thought, with the few trys i had, that making a right
turn was the most efficent, but i would like to ask you, and the group, which
way do you turn when radius is close, and with or with out brakes you choose
to turn?
Maybe i need a new name....
Rookie Mike
Manchester, TN
Firestar 2 503
do not archive
robert bean <slyck@frontiernet.net> wrote:
Mike, nice report. I will print a copy for my neighbor who is about to
do
a first run up of his 503/Flightstar.
Noticing your description of turning radius, since I have the "economy"
setup of a single brake on my MkIII, I can't do a hard brake turn. If
there
are no trees to hit I can do full forward stick, left pedal, and a
buzz on the throttle to
get around in a fairly small radius (grass of course).
If the ground is rough I get out and do a tail lift to save what is
obviously
an easy to damage tail structure. I don't have enough ambition to weld
in a bunch of stabilizing members.
The engine, in last evening's splendid calm air, sounded maybe a little
uneven (always happens when nothing else is amiss) so today I unscrewed
the old NGK single electrode plugs with 50 hours on them. The center
plug
shows a little leaner run than the ends but not bad. Replaced with 4
electrode
Bosch.
-BB MkIII, .993L Suzuki
do not archive
---------------------------------
Talk is cheap. Use Yahoo! Messenger to make PC-to-Phone calls. Great rates starting
at 1/min.
Message 17
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| Subject: | Cross country fly-in |
--> Kolb-List message posted by: "planecrazzzy" <planecrazzzy@yahoo.com>
I went to a Fly-in today...it's not very far away...but since we had to fly AROUND
Class "B" airspace....it made it aprox 80 miles there and 80 miles back....
This was a pretty good shake down flight for the Cross country that I have planned
for the 21st of this month....I have two legs in that flight,Both around
85 miles each...
I repitched my prop....I need to back it off a tad.....I was keeping up with
an Aeronca that was flying with us....Problem was...we had a slow plane with us
too , so we kept circling back....or I'd stay behind him and just keep flying
side to side....it was easier to keep track of him that way.
My dog went along too...She's doing fine...
Pretty Gusty on the way back, it was NICE to get on the ground...
Surface winds were 25 kts
Gotta Fly...
Mike & Jaz
--------
.
.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=45936#45936
Message 18
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| Subject: | Re: Engine break-in, first taxiing |
Mike, my plane, for some unknown reason, tends to like left turns on the
ground better. Maybe its the CCW engine rotation, the weight in the
left
seat, coriolis effect, tilted runway? Who knows, just seems that way.
-BB do not archive
On 9, Jul 2006, at 5:39 PM, Mike Schnabel wrote:
> Robert (BB),
> -
> Thanks for the reply! :-), and as for the radius turns comments, i had
> no idea (which is again an acknowledgement of my-ignorance) which
> direction a prop blast would assist a turn. I thought, with the few
> trys i had, that making a right turn was the most efficent, but i
> would like to ask you, and the group, which way do you turn when
> radius is close, and with or with out brakes you choose to turn?
> -
> Maybe i need a new name....
> -
> Rookie Mike
> Manchester, TN
> Firestar 2 503
> -
> do not archive
> -
> -
> -
>
>
> robert bean <slyck@frontiernet.net> wrote:
>> Mike, nice report. I will print a copy for my neighbor who is about
to
>> do
>> a first run up of his 503/Flightstar.
>>
>> Noticing your description of turning radius, since I have the
>> "economy"
>> setup of a single brake on my MkIII, I can't do a hard brake turn. If
>> there
>> are no trees to hit I can do full forward stick, left pedal, and a
>> buzz on the throttle to
>> get around in a fairly small radius (grass of course).
>> If the ground is rough I get out and do a tail lift to save what is
>> obviously
>> an easy to damage tail structure. I don't have enough ambition to
weld
>> in a bunch of stabilizing members.
>>
>> The engine, in last evening's splendid calm air, sounded maybe a
>> little
>> uneven (always happens when nothing else is amiss) so today I
>> unscrewed
>> the old NGK single electrode plugs with 50 hours on them. The center
>> plug
>> shows a little leaner run than the ends but not bad. Replaced with 4
>> electrode
>> Bosch.
>> -BB MkIII, .993L Suzuki
>> do not archive
> Talk is cheap. Use Yahoo! Messenger to make PC-to-Phone calls. Great
> rates starting at 1=A2/min.
Message 19
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| Subject: | Re: First Flight Shaking Ralph of Ohio! |
--> Kolb-List message posted by: "Dave & Eve Pelletier" <pelletier@cableone.net>
>
> Quote:
>
> Sounds like you may have a static source issue with your air speed
> indicator. Check the archives for options. I disconnected the tube from my
> static source pick up and just used the cockpit pressure as a static
> source.
> It works much better than the static source I was using.
>
Way back when I had my Firestar I took it completely apart to paint it.
When I put it back together I mistakenly connected the static tube.
Surprise, surprise, my lift off speed was 14 mph and cruise was around 35.
Someone then told me that you're supposed to leave the static line
disconnected.
AzDave
Do Not Archive
>
>
>
Message 20
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|
| Subject: | Thank Goodness For Big Tires... |
Yesterday was the second day that I've flown my Firestar and at about
3.9hours since I put her back together and at 1500 feet, the engine
quit
without warning... The only field that looked halfway decent was plowed,
but the wind was with the furrows... My 850x6 tires handled the rough
ground without complaint... I got out of the plane, walked around looking
for anything obvious, didn't find anything... Pulled the starter rope and
she started first pull and ran perfect... I picked up the tail, turned her
around and taxied to the end of the field, did a "runup", crossed my finger
s
and took off... Was only about a mile back to the airport and the engine
never missed a beat... Got home, pulled the float bowl, perfectly clean,
started and ran the engine several more times, no problem... "Gremlins",
ugh...
DVD
--
"Attitude is everything ~ pick a good one"...
Message 21
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| Subject: | Re: Thank Goodness For Big Tires... |
In a message dated 7/9/2006 8:58:23 PM Eastern Standard Time,
david@davidlehman.net writes:
Pulled the starter rope and she started first pull and ran perfect... I
picked up the tail, turned her around and taxied to the end of the field, did a
"runup", crossed my fingers and took off... Was only about a mile back to the
airport and the engine never missed a beat... Got home, pulled the float bowl,
perfectly clean, started and ran the engine several more times, no problem...
"Gremlins", ugh...
DVD
Maybe a mini-siezure; pull the exhaust manifold & take a look at the
cylinder walls.
Howard Shackleford
FS II
SC
Message 22
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| Subject: | Re: Thank Goodness For Big Tires... |
RPM never varied (until it quit), prop kept windmilling, CHT was rock solid
on 300 degrees, really good running 503, when it's running... I reached
around and pulled the choke/enrichener/whatever and it didn't make any
difference...
DVD
On 7/9/06, HShack@aol.com <HShack@aol.com> wrote:
>
> In a message dated 7/9/2006 8:58:23 PM Eastern Standard Time,
> david@davidlehman.net writes:
>
> Pulled the starter rope and she started first pull and ran perfect... I
> picked up the tail, turned her around and taxied to the end of the field,
> did a "runup", crossed my fingers and took off... Was only about a mile
> back to the airport and the engine never missed a beat... Got home, pull
ed
> the float bowl, perfectly clean, started and ran the engine several more
> times, no problem... "Gremlins", ugh...
>
> DVD
>
>
> Maybe a mini-siezure; pull the exhaust manifold & take a look at the
> cylinder walls.
>
> Howard Shackleford
> FS II
> SC
>
--
"Attitude is everything ~ pick a good one"...
Message 23
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| Subject: | Re: Thank Goodness For Big Tires... |
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
Do you have an in-line primer bulb - if so does it have a by-pass
installed in case the check valve sticks closed. It's happened
before, it surely can happen again.
jerb
Message 24
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| Subject: | Re: Thank Goodness For Big Tires... |
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
Thought of this just after sending my prior reply.
Not sure what engine you have, any chance of a ignition switch
failure, intermittent or a soft snap action.
jerb
Message 25
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| Subject: | Mazolla-Me and slide me in! |
--> Kolb-List message posted by: "boyd" <by0ung@brigham.net>
I did a quick drawing in paint of how to eliminate 1 or 2 windshield post
And emailed it to Ralph. If anyone else wants a copy let me know
Boyd
by0ung@brigham.net
do not archive
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| Subject: | Re: Engine break-in, first taxiing |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
Mike,
I totally agree with Brother Richards advice below.
Sounds like you are in the ball park with the prop.
Denny
do not archive
----- Original Message -----
Sent: Sunday, July 09, 2006 4:12 PM
> --> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
>
> Congrats! Let me interject a few comments within your post. -
>
> Mike Schnabel wrote:
> <snip> Ran through the Rotax break-in process chart, changing RPM at the
> appropriate intervals. Watching closely all gauges. RPM had a few spots it
> liked and would hold dead steady (5000 was one). But a few were hard to
> hold steady (5500), where it would hold then slowly climb, tap the
> throttle a tad to get it back, steady, then it would slowly drop... so for
> some of the 5 minutes runs would have to baby it to keep it on target,
> others would hold perfect the whole 5 minutes. Prop flex perhaps?
> <snip>
> My comments - Your engine will not get perfectly settled in for about 30
> hours. Even then, a two stroke will sometimes changes rpm's slightly
> depending on prop load and whether it is "on the pipe," or "off the pipe."
> The resonant exhaust characteristics can cause minor horsepower (and RPM)
> excursions within certain ranges. It is slightly affected by prop load and
> jetting. Live with it, it will probably get better with time.
> <snip>
> Mike said - Temps looked within range, at 4000-RPM CHT/300 and EGT/925.
> At WOT 6000-RPM CHT/400 and EGT/1000. From what I have learned these are
> acceptable. The only deviation from expectation was the Max RPM of 6000,
> should have been more like 6500 (on the ground). Not until later did I
> understand about setting the prop load down prior to break-in. This was my
> mistake, but I was assured it would not be a major issue though was best
> to be set for a correct Max RPM on the ground.
> <snip>
> My comments: - Your current RPM on the ground of 6000 is acceptable. You
> especially do not want 6500 rpm on the ground. For instance - Last Friday
> I finally got done making airworthy an airplane I sold 15 years ago to a
> friend, and which had not flown for several years, and then he died. I am
> getting it airworthy for his widow to sell. He had purchased a new
> Powerfin prop for it. I have never fooled with a Powerfin before.
> Installed it as the data sheet specified, and the rpm's at runup were too
> low (in my opinion - duh), about 5800 rpm. Took out enough pitch to get
> it up to 6100 rpm static, fortunately I also raised the needles and went
> one size bigger on the main jets to keep the temps conservative. Taxied
> out and took off, and the Powerfin let that puppy jump up to 6800 rpm on
> climbout, with EGT's at the max to match. Babied it carefully around the
> pattern and landed it w/o incident. Tomorrow I will crank enough pitch
> back into it to get it down to 5800 rpm static again, so that in flight,
> as it unloads, things balance out properly. But the point is, for you,
> right now your temps are ok, but your rpm is a bit low. However, your prop
> will allow your RPM to unload to probably somewhere around 6200 in flight,
> that is safe enough, and most likely, as your prop unloads, your EGT's
> will go up a hair, and your CHT will come down a hair, and you will be in
> very safe territory, even if not optimum for performance. At this stage,
> you don't care about optimum performance, you will have all the
> performance you need, plus some, you want maximum reliability. If you take
> out enough pitch to get your rpm anywhere close to 6500 static, the prop
> will unload in more flight, and your EGT will go through the roof. That is
> not maximum reliability. That is giving you things to worry about on your
> first trip around the pattern that you don't need.
> For more information on how to adjust prop pitch to affect your CHT and
> EGT readings, check out
> http://www.bcchapel.org/pages/0003/pg11.htm
> Again, congratulations on your successful (semi) crow hops!
> Richard Pike
> MKIII N420P (420ldPoops)
>>
>> Mike S
>> Manchester TN
>> Firestar 2 503
>>
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