Today's Message Index:
----------------------
1. 06:05 AM - Re: Ultralight Callsign (Thom Riddle)
2. 06:19 AM - Re: Ultralight Callsign (John Hauck)
3. 09:47 AM - Re: Re: Ultralight Callsign aka C-54 (knowvne@aol.com)
4. 10:48 AM - pictures (boyd)
5. 10:48 AM - Gas Tank Study (boyd)
6. 11:15 AM - Re: Ultralight Callsign (Bob Noyer)
7. 12:49 PM - Re: Ultralight Callsigns (Kirby Dennis Contr MDA/AL)
8. 03:27 PM - Re: Gas Tank Study (Paul Petty)
9. 03:40 PM - Re: Re: Ultralight Callsigns (John Hauck)
10. 03:53 PM - Re: Gas Tank Study (John Hauck)
11. 09:02 PM - Follow-up on Gas Tank Study (JRatcli256@aol.com)
12. 09:27 PM - Poly fiber (Arizona Man)
Message 1
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| Subject: | Re: Ultralight Callsign |
....It's "duck & cover" time.
They are fast and grey and hard to see.....
Possums,
Circa summer of 1967. There was a notice in the FBO shack at Gunn
Airfield about 5 miles south of Stone Mountain, GA, to be on the
lookout for large aircraft spraying for Fire Ants. I was taking off in
an old straight tail C-150 and was perhaps as high as 300 feet AGL at
the departure end of the runway when a B-17 converted for spraying Fire
Ants flew directly beneath me just off the end of the runway at 90
degrees to my path. See and avoid is hard to do sometimes, and failing
to do so or not being lucky can be catastrophic.
BTW, if you are wondering why I capitalized Fire Ants, then clearly you
have never had a too close encounter with them.
do not archive
Thom in Buffalo (no Fire Ants here)
Message 2
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| Subject: | Re: Ultralight Callsign |
you
| have never had a too close encounter with them.
Thom:
Rebels are intimately familiar with FIRE ANTS! Seems to be part of
our heritage.
john h
mkIII
hauck's holler, alabama 25F
DO NOT ARCHIVE
Message 3
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| Subject: | Re: Ultralight Callsign aka C-54 |
Hi Bob
1945 Pratt & Whitney R4360 - 3800 hp 28-cylinder radial. (AKA the
Corncob ) 8-)
The Pratt and Whitney R-4360 Wasp Major was a large radial piston
aircraft engine designed and built during WWII. It was the last of the
Wasp family and the culmination of its makers piston engine
technology,
but the war was over before it could power airplanes into combat. It
did,
however, power the last generation of large, piston-engined planes
before
the jet engine and turboprop took over. This engine was commonly
nicknamed "the Corncob".
I stand corrected:
The C-54 used the P&W R-2000-2SD-13G Twin Wasp Radial.. I guess thats
1/2 a Corncob 8-)
Maybe I was thinking of the C-124.... It had to use the Corcob as fat
as it was 8-) hahahaha
Ya have to understand I was a whopping 4 years old back when those
things were in use...
I just assumed all Large P/W Radial that were Stacked like that were
refered to as Corncobs.. 8-)
BTW
I understand they ran through Oil like a 2 stroke 8-) hahahahahaha
Mark Vaughn
-----Original Message-----
From: a58r@verizon.net
To: kolb-list@matronics.com
Sent: Fri, 16 Feb 2007 12:25 AM
Subject: Re: Kolb-List: Re: Ultralight Callsign aka C-54
The engines on the C-54 were not the Corn Cobs...
They were P&W 4360-9 28 cyl, 4 rows of 7 cyls. Abt 3000hp.
Tried on late F4U Corsairs, WWII. Been there.
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
do not archive (or do we still do that?)
________________________________________________________________________
across the web, free AOL Mail and more.
=0
Message 4
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I just wish more of the group would post recent photos of their Kolb's and
where they are flying!
Aerial photography work on the 2006 tour de cure bike ride for the American
diabetic's association.
Boyd
Message 5
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I don't know if it would help or not.... when I ordered the 16 gal alum
fuel tank from the old kolb company,, it came fitted right behind the seat.
In doing W&B on the fuel tank I found it to be almost centered on the rear
cg. When flying solo in the mkIII C I fly near the rear cg. So from full
to empty on the fuel level does not change the cg enough to matter ( going
from memory less than 1 / 4 inch. When I have two on board the cg of the
plane is further forward, causing a fuel burn to move the cg more to the
front as the fuel burns off.
If anyone is interested let me know.
Boyd Young
MkIII C
Message 6
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| Subject: | Re: Ultralight Callsign |
Thom,
if you see/have any Far Ants, pls send fastest way to me...need
driveway's 6" solid (enuf to walk on) ice&snow melted.
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
do not archive
Message 7
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| Subject: | Re: Ultralight Callsigns |
John W: "When others don't know the rules/regs/recommended practices,
(aka idiots), we can't stoop to their level. If you have to educate the
unknowing, by all means do so."
Jim D: "If they think you're an Ultralight they might expect you to get
out of their way. I would stick with "Experimental xyz" or Experimental
Kolb xyz".
R Pike: "Don't give in."
=====================================
Gentlemen, I appreciate your encouraging words!
(triumphant patriotic music in the background ...)
With this renewed shot of self-assurance, I will from now on go forth
and fly boldly and with confidence, and proudly identify myself as "Kolb
niner three delta, Experimental," and educate the unwashed masses! (At
least the ones at MY airport.)
Gosh, I love this List!
Dennis Kirby
do not archive
Message 8
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| Subject: | Re: Gas Tank Study |
Rex,
That is interesting. How does the aileron torque tubes exit the fabric? Are there
any other photos of a finished mark3X that have that extenion? I am also wondering
how that will affect the flaps and mounting of the oil cooler. What engine
are you planning to use?
--------
Paul Petty
Kolbra #12
Ms Dixie
painting and reassembly
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-586#95586
Message 9
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| Subject: | Re: Ultralight Callsigns |
identify myself as "Kolb
| niner three delta, Experimental," and educate the unwashed masses!
(At
| least the ones at MY airport.)
|
| Gosh, I love this List!
|
| Dennis Kirby
Hi Denis:
IIRC, John W briefed me that make and N number were all that was
required except when making initial contact with the tower or other
controller. At an untowered airport, Kolb 101AB. Towered airport,
Kolb 101AB Experimental.
If I am wrong, I am sure I will get corrected. ;-)
john h
mkIII
Message 10
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| Subject: | Re: Gas Tank Study |
> How does the aileron torque tubes exit the fabric?
Paul P:
Put a dollar patch where the torque tube will come through. Cut a nice snug hole
in the patch. When everything is finished, cut a nice leather patch with pinking
shears to finish it off.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-591#95591
Message 11
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| Subject: | Follow-up on Gas Tank Study |
Hi Gang,
Thanks to all for the responses.
Although I didn't say so in my initial post - I did an archive search on gas
tanks and concluded that an aluminum tank similar to Johns, Rex , etc., was
the preferred method and design. Single tank, fuel sender, more fuel, bottom
pickup with gascolator.
Looking at the pictures - you guys sure do some nice work.
Richard P. - You must really know your fiberglass. Really smooth job.
John B. - Great job. Noticed the windshield frame tubes are missing. Is that
a Mark 3 classic frame?
Being somewhat over my initial budget and still wanting the moon, I came
across some gas cans that can be used in the Mark 3x that I plan to use. For three
@ $8.00 each (allowing 19.5 gal. total fuel) and no removal of the side tubes
on the cage to make them fit, I feel the price is right in comparison to $200
- 300 or more for an aluminum tank. Can't weld or bend aluminum and
fiberglass a bit expensive also.
The tanks I found are 6.5 gal. each. Three to five can be installed in the
cage depending on how they are arranged. All can be installed or removed thru
the side of the cage very easily when empty (and three when full if your strong
enough, which I'm not). They weigh about 40# each when full and you are bent
down under the wing. My son brought that up as I was proudly showing him my
accomplishment. Funny how kids seem to get smarter as they get older / and I get
dumber.
What I'm trying to determine is - at what angle fore and aft and side to side
to mount them to get the most useable fuel in any anticipated flight regime
(max. angles of climb, approach with flaps, and banks left/right.
After a week, I think I've worked it out (again), but trying to anticipate
before I fabricate. Any additional input would be appreciated.
For those interested:
The tanks are manufactured by "Blitz" and in my area, available only at Home
Depot.
They are called 6+ Gas Cans and are the same thickness as the TNK original
tanks. But Red in color - not clear. And hold 6.5 gal. each. You can see what
they look like at http://www.blitzusa.com/fuelcanda.htm
Physical size is 8.5 x 14.25 x 18.5 inches.
They can be installed/removed thru the side or behind the passenger seat.
The fore & aft structural tube supporting the center back of the cockpit (3/8
x .035) and the fuel tank bracketing tubes (1/4 x .035) have to be removed,
and new tubes installed to support the new tanks. Especially the 3/8 x .035
center back support tube.
I plan on leaving mine in the plane and fueling from outside per John H.
hose, with the option available to remove the tanks if absolutely necessary in
the
field.
Disadvantages are same as original tanks and not clear (Can't see fuel
quantity). Although far from perfect I plan on using the Fuelman flow meter and
keeping track of flight time on EIS.
Still playing with ideas on easier fueling locations/options. I'm in the 2.5
gal lifting category John H. spoke of. Any Ideas along that line would be
appreciated also.
Have been thinking about a fuel fill manifold with a single fill location
somewhere accessible with the wing unfolded. Maybe I'm just dreaming. Still
wanting the moon on a beer budget.
Will post pictures when I have everything worked out.
Thanks again all.
John Ratcliffe
Message 12
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I am starting to think ahead a bit and wondering which fabric weight most people
are using. I am wondering if there are any pluses to going with the heavier
fabric.
Ron (Arizona)
M3X
Suzuki 1.3 ltr DOHC (108 hp estimated)
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