Today's Message Index:
----------------------
1. 03:22 AM - Re: kolb rolls (tc1917)
2. 04:23 AM - Re: Re: kolb rolls (Denny Rowe)
3. 05:57 AM - Re: Re: kolb rolls (John Hauck)
4. 10:37 AM - Re: Aileron rolls in a Firestar - It cannot be done? (jim)
5. 10:54 AM - HKS data points (Richard Girard)
6. 12:55 PM - Mark III w/Jabiru 2200a for Sale (wmtatham@juno.com)
7. 01:40 PM - Re: Re: Aileron rolls in a Firestar - It cannot be done? (Ed Chmielewski)
8. 05:20 PM - Re: Re: Aileron rolls in a Firestar - It cannot be done? (Beauford T)
9. 06:31 PM - Re: Firestar II HKS Conversion (Dave Bigelow)
10. 06:44 PM - Re: Re: Aileron rolls in a Firestar - It cannot be done? (Dana Hague)
11. 06:49 PM - Re: Re: Aileron rolls in a Firestar - It cannot be done? (Dana Hague)
12. 06:53 PM - Re: Re: Firestar II HKS Conversion (John Hauck)
13. 06:59 PM - Re: Re: Aileron rolls in a Firestar - It cannot be done? (Dana Hague)
14. 07:02 PM - Re: Re: Aileron rolls in a Firestar - It cannot be done? (John Hauck)
15. 07:07 PM - Re: Re: RPM Drop/Bosch Spark Plugs (Robert Dresden)
16. 07:21 PM - Re: Re: Aileron rolls in a Firestar - It cannot be done? (Dana Hague)
17. 07:30 PM - Re: Re: Firestar II HKS Conversion (Denny Rowe)
18. 07:49 PM - Hauck MKIII Fuselage (John Hauck)
19. 07:53 PM - Re: Firestar II HKS Conversion (Dave Bigelow)
20. 08:05 PM - Re: Hauck MKIII Fuselage (John Hauck)
21. 08:10 PM - Re: Hauck MKIII Fuselage (John Hauck)
22. 08:20 PM - Re: Hauck MKIII Fuselage (John Hauck)
Message 1
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I just have to answer to this one about kolbs not being able to roll.
Although I did not witness this, I have it from very reliable sources that
there is a guy, Ronnie, from around Prattville, Alabama. He had a
beautiful, simple, light as could be, Kolb slingshot. In front of hundreds
of witnesses, he took off from Smiths Station, Alabama during an airshow
there and shortly after take-off, rolled the buggy. He did loops, hammer
heads, etc all the time. He stood too close to the prop one day and chunked
his back and shoulder really good and was out of the flying game for a long
time. He has another type aircraft at this time and is still hot doggin
around. If you have never flown a slingshot, as I have for many years now,
you just dont understand how completely maneuverable this plane is. If you
move the stick, it has already done it. It is the most docile plane in
bumps, humps, and cross winds. It will shake those little 22 foot wings a
little and keep on truckin. Drop the flapperons and land in less than three
hundred feet any time you want. I have set it down and stopped in less than
a hundred and fifty feet and this was with the motor still running. I just
know I could stop it in less than seventy five without an engine and still
fly it out. Soooo, to all you that say a Kolb cant roll -- you better check
out the Sling shot for it is the most bestest plane you will ever get your
paws on. I wish I had a pic. You guys that drive the other little Kolb
probably know what I am talking about but it still aint as quick as the
Slingshot. Ted Cowan, Alabama. oh, yeah, plus the cruise is an easy 85 if
you would like with a 582!!
Message 2
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Wow,
Not that I would do aerobatics in one, but your message makes me wonder why
anyone would ever want to sell their Slingshot.
Luray, what are you thinking man, take that thing off the market and take a
trip out here to visit this Summer, I'll bet you can find a local Kolb buddy
to fly along with ya too!
Better yet, leave it on the market and I'll bet after you make the trip,
you'll wonder why you wanted to sell it. :-)
OK, enough harrassment for this week.
Denny Rowe, Mk-3
----- Original Message -----
From: "tc1917" <tc1917@hughes.net>
> I just have to answer to this one about kolbs not being able to roll.
> Although I did not witness this, I have it from very reliable sources that
> there is a guy, Ronnie, from around Prattville, Alabama. He had a
> beautiful, simple, light as could be, Kolb slingshot. In front of
> hundreds of witnesses, he took off from Smiths Station, Alabama during an
> airshow there and shortly after take-off, rolled the buggy. He did loops,
> hammer heads, etc all the time. He stood too close to the prop one day
> and chunked his back and shoulder really good and was out of the flying
> game for a long time. He has another type aircraft at this time and is
> still hot doggin around. If you have never flown a slingshot, as I have
> for many years now, you just dont understand how completely maneuverable
> this plane is. If you move the stick, it has already done it. It is the
> most docile plane in bumps, humps, and cross winds. It will shake those
> little 22 foot wings a little and keep on truckin. Drop the flapperons
> and land in less than three hundred feet any time you want. I have set it
> down and stopped in less than a hundred and fifty feet and this was with
> the motor still running. I just know I could stop it in less than seventy
> five without an engine and still fly it out. Soooo, to all you that say a
> Kolb cant roll -- you better check out the Sling shot for it is the most
> bestest plane you will ever get your paws on. I wish I had a pic. You
> guys that drive the other little Kolb probably know what I am talking
> about but it still aint as quick as the Slingshot. Ted Cowan, Alabama.
> oh, yeah, plus the cruise is an easy 85 if you would like with a 582!!
Message 3
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| you just dont understand how completely maneuverable this plane is.
Ted C:
You are absolutely right. The SS will roll right up. That is what I
get for trying to write after driving for six days. I also forgot to
mention the Ultrastar will snap roll in the blink of an eye, but the
FS won't.
john h
mkIII
I stand corrected!
Message 4
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| Subject: | Re: Aileron rolls in a Firestar - It cannot be done? |
I did not mean to imply that you can do an aileron role in any airplane. That
is not the case, at least not safely. See how well it does through the first
90 degrees. If not satisfied, ABORT. If not confident in your ability and the
airplane, do not try it. It takes a long time to complete that last 270 degrees
of roll in a low performane airplane. Do not apply G while rolling; wait
until wings are level.
Legaly, if experimental you need to be above 5000 agl and wear an approved parachute.
jim wrote:
> Normally in a low performance airplane you would get some speed, raise the nose
20 degrees, then do your aileron roll. The slower the roll response the higher
you raise the nose to start; that way you won't exceed Vne on recovery.
The nose should end up only slightly nose low; not 30 degrees nose down.
--------
Jim
N. Idaho
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=100306#100306
Message 5
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Finally forced myself to take a day and get the trike up for its first
flight. I realize this is the Kolb list but since Dave in Hawaii is putting
an HKS on a Firestar I decided reporting on engine perfomance wouldn't be a
stretch.
There are two versions of the HKS gearbox, Dave has the 2.58 to 1, I have
the 3.47 to 1.
The engine is mounted on a Northwing Apache Sport trike with a 19M single
surface wing. For those of you unfamiliar with flex wing aircraft, this
combination can be characterized as a boat. Heck, Vne is 55. I found myself
channeling Sammy Hagar while flying, but that's an aside of no consequence.
The empty weight of the trike and my 582 powered Mk 3 are very close as are
the propellor sizes (68" and 66" respectively) and gear box ratios (the C
gearbox on the Mk3 is 4.00 to 1). After the first two landings over the
course of the first hour of flight time, I began to relax and enjoy flying
the trike and make some comparison to the feel of the trike and the Mk3.
The first thing I noticed was how similar the acceleration of the Mk3 and
the trike are, take off runs were roughly the same length and initial climb
out of about 500 fpm is very close. I have a Warp Drive 3 blade on the Mk 3
set so that I get 6200 RPM in climb, which I think is a little steep because
I see Vne before I see 6500 in level flight. Now, many of you have already
brought to my attention that my ASI may be a bit optimistic, so take those
numbers with a grain of salt. I only took the HKS and its 4 blade Power Fin
to 5800 RPM for one take off and used 5500 for the others. I used 5100 to
5200 RPM for climb out after the rotation adjustment (if you think the high
thrust line of the Kolb gives a power pitch coupling, it's virtually
unnoticeable compared to the trike) and that's where I got the 500 fpm
climb. Some of the inability to reach full rated take off power for the HKS
may be as much too big a shoe size as too much prop pitch as the trike has a
foot throttle as well as a hand throttle and I used the foot throttle
exclusively for take off and initial climb. I'll have to do some more
checking here.
The next thing that became apparent is the power curve on the HKS is
essentially flat, just as the literature describes it. The 582 has always
stuck me as peaky in its power delivery. 4000 RPM is about the lower limit
of its usable power in level flight and even with David Clark's on it is
loud, at that RPM or any other. At that same RPM, the HKS is purring quite
nicely even though the only hearing protection I had was a Shoei full face
motor cycle helmet, and the trike could manage a nice 150 to 200 fpm cruise
climb. Usable power for level flight extended down to 3500 RPM. If you
consider the differing gearbox ratios, prop RPM comparisons betwen the two
engines are fairly similar, too.
So there you have it, two data points, both pretty subjective. I can tell
you this, I'm leaning ever more to an HKS on my next Kolb. Now if I could
just decide between the Kolbra and the Extra.
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 6
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| Subject: | Mark III w/Jabiru 2200a for Sale |
This is to inform the list members that were putting our Kolb Mark
III Classic up for sale. It is equipped with a Jabiru 2200A 80 hp
engine and was finished in 2003. This is the third Kolb project
weve completed during our 22 years of sport flying. I have over 950
hours left seat time in Kolbs. This Jabiru-powered Mark III has, by
far, been the most enjoyable.
We left our home in Ohio last October and have been snow birds since
then. Weve just accepted an offer on our house and will be
returning to Ohio soon for the closing. Thereafter, we plan to
travel full-time in our motorhome.
It is likely that well be on the road for at least a few years. My
wife and I have wrestled with what to do about the Kolb. Weve
really enjoyed that airplane but have decided to sell it rather than
to turn it into a hangar queen. Since I need to sell it quickly, I
just put it out on Barnstormers with an asking price of $21,500. At
that price, somebody is going to end up with a great plane at a
bargain price. Here are the particulars.:
2003 Kolb Mark III Classic with Jabiru 2200A w/carb economy mod.
180 TTAE. Very nice looking, great flying airplane. Always
hangared, no damage history. Powder coated. CCI VGs. Full swivel
tailwheel. Includes 2 props (Sensenich & Prince). AS, alt, tach,
dual cht/egt, voltage. Steel gear. Wheel pants (new and not
installed) Whelen wingtip nav/strobes. Hyd heel and parking brakes.
F-glas gap seal fairing. Bucket seats with 3-pt harnesses.
headsets and i-com. Full enclosure plus short doors. $21,500
plane located in Findlay, OH 419-348-7075
email - wmtatham@juno.com
________________________________________________________________________
Interested in getting caught up on today's news?
Click here to checkout USA TODAY Headlines.
http://track.juno.com/s/lc?s=198954&u=http://www.usatoday.com/news/front.htm?csp=24
Message 7
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| Subject: | Re: Aileron rolls in a Firestar - It cannot be done? |
Don't tell Duane Cole a T-Cart won't roll! (He did an aerobatic routine for
decades with a clipped-wing version.)
'Tis a poor workman who blames his tools.' - Unk.
Ed in JXN
MkII/503
Do not archive.
----- Original Message -----
From: "Dana Hague" <d-m-hague@comcast.net>
Sent: Monday, March 12, 2007 5:52 PM
Subject: Re: Kolb-List: Re: Aileron rolls in a Firestar - It cannot be done?
>
(Snip)
Only tried to roll my T-Craft once, the roll rate was so slow it didn't
feel
> safe (as opposed to snap rolls which it did nicely until I started
> thinking about the age of the structure...).
>
> I don't know about a Kolb, what's the roll rate like? (I haven't flown
> mine yet.)
>
> -Dana
>
Message 8
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| Subject: | Re: Aileron rolls in a Firestar - It cannot be done? |
Beauford once (1964) had the honor of flying Mr. Duane Cole in a Tri-Pacer
back from Clinton, Iowa to a small airstrip in Illinois to pick up his
famous clip-wing T-craft....( with his name upside down on the side of the
fuselage...) I should have had him autograph my logbook... By the way,
those T-craft did not have a flat-bottom ClarkY wing on 'em... They were
very efficient for their horsepower... and Brother Chmielewski is right...
that thing rolled like hell....
Fer what it's worth...
Elderly Beauford of Brandon
FF# 076
Do Not Archive
----- Original Message -----
From: "Ed Chmielewski" <edchmiel@mindspring.com>
Sent: Tuesday, March 13, 2007 3:40 PM
Subject: Re: Kolb-List: Re: Aileron rolls in a Firestar - It cannot be done?
> <edchmiel@mindspring.com>
>
> Don't tell Duane Cole a T-Cart won't roll! (He did an aerobatic routine
> for decades with a clipped-wing version.)
>
> 'Tis a poor workman who blames his tools.' - Unk.
>
> Ed in JXN
> MkII/503
> Do not archive.
>
>
> ----- Original Message -----
> From: "Dana Hague" <d-m-hague@comcast.net>
> To: <kolb-list@matronics.com>
> Sent: Monday, March 12, 2007 5:52 PM
> Subject: Re: Kolb-List: Re: Aileron rolls in a Firestar - It cannot be
> done?
>
>
>>
>
> (Snip)
>
> Only tried to roll my T-Craft once, the roll rate was so slow it didn't
> feel
>> safe (as opposed to snap rolls which it did nicely until I started
>> thinking about the age of the structure...).
>>
>> I don't know about a Kolb, what's the roll rate like? (I haven't flown
>> mine yet.)
>>
>> -Dana
>>
>
>
>
Message 9
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| Subject: | Re: Firestar II HKS Conversion |
I did the first test flights this morning with my HKS 700E powered Firestar II.
The Firstar airframe has 60 hours, but this was the first flight with the HKS
engine. I loaded the FS on the trailer and drove it to the Waimea Airport (2,700
msl) early this morning. Theres an approaching late season cold front over
the western Hawaiian Islands, and the weather was moist with 900 foot broken
at the uncontrolled and lightly used airport. The wind was light and variable.
Airport density altitude was 3,500 feet.
I rigged the FS, did a very thorough pre-flight, and taxied out to the 5,000 foot
runway. My friend, Woody Woods, took videos. The plan was to do a reduced
power takeoff, lift off, and check for trim or any other problems. I added power
and lifted off in a gentle climb straight ahead, checked pitch trim and did
a quick scan of the engine instruments. All was normal, so I added full throttle
and climbed out. I had ground pitched the prop previously for about 6,000
RPM static, and saw 6,200 RPM (engine maximum) during climb, which is exactly
what I was shooting for.
I climbed out as high as I could without touching cloud base and flew around the
airport area within gliding distance of the runway. I ran the engine stabilized
at a number of power settings and noted the engine parameters. CHT was stable
in the 250 degree F range, EGT ranged from 1200 1400 F, depending on power
setting. The EGT bumped the 1400 degree limit of the engine at mid-range
power settings in the 4,800 5,200 RPM range. Above and below this range, EGT
was stable near 1300 degrees. Oil pressure ranged from 26 psi at idle to 75
psi at full throttle. Oil temperature stabilized at 130 degrees F, and remained
there for the entire flight.
I did some power on and power off stalls. I could detect no changes in aircraft
flight characteristics from the Rotax 503 installation. Pitch trim is very
close to that of the Rotax installation, indicating little change in CG position.
I did 8 patterns with touch and gos or stop and gos. My main impression
is an engine that is smooth and has low vibration throughout the operating range.
It is much smoother than the 503. Takeoff and climb performance is very
similar to the 503. It is definitely at least as powerful as the Rotax 503 at
maximum RPM, and produces cruise (55 mph) thrust at an RPM several hundred less
than the 503 did. Throttle response is smooth and immediate, and the RPM is
stable at whatever throttle setting you choose.
I taxied back to the ramp and took a break. My original plan was to fly home to
my 600 foot pasture strip and avoid the wear and tear of trailering home over
pot-holed country roads. My strip is at 4,000 feet MSL (5,000 feet density
altitude). Things looked pretty dark and overcast in that direction, and I decided
to de-rig and park the FS in Woodys hangar until Wednesday, when I could
try again. Just before, I started de-rigging, my wife called and told me it
was open at home. I reversed, took off, and headed home. Had to do some scud
running at about 500 AGL, but things did open up as I climbed the west slope
of Mauna Kea towards home. I did 3 landings and 2 takeoffs on the grass strip.
Lift off was within a very few feet of that with the Rotax 503. I really couldnt
see much difference.
Within 30 minutes of shutting down, the clouds popped, and visibility was about
200 feet with fog and light rain.
My overall impression of the engine is very good. It feels right. My wife says
the noise level on the ground is lower than the 503, and it sounds like a regular
light airplane. An added bonus is fuel usage. I flew for 1:20, and used
3.0 gallons of gas. Thats with lots of up and downs. I plan on raising the
jet needle one notch to see if I can get a cooler mid-range. Other than that,
I cant think of anything that needs tweaking.
When the weather gets better, Woody (in his Super Cub) and I will fly some formation
and see if we can get some airborne pictures. Ill post them.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=100385#100385
Attachments:
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http://forums.matronics.com//files/firestar_hks_test_flights2_870.jpg
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Message 10
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| Subject: | Re: Aileron rolls in a Firestar - It cannot be done? |
At 04:40 PM 3/13/2007, Ed Chmielewski wrote:
>
>Don't tell Duane Cole a T-Cart won't roll! (He did an aerobatic routine
>for decades with a clipped-wing version.)
>
>'Tis a poor workman who blames his tools.' - Unk.
Yes, but as you point out, Duane's bird had clipped wings (better roll rate
AND stronger), 180hp, and inverted systems. I'm sure mine could roll as
well (I watched another pilot do some nice if slow acro in a new F-21
T-Craft) but I didn't feel comfortable doing it myself; I was nervous about
overstressing a 45 year old airframe. I kinda feel the same way now about
my Ultrastar.
I had the pleasure of talking for awhile with Duane when I flew my T-Craft
into an airshow where he did his routine. Hell of a nice guy and a hell of
a pilot, too.
-Dana
do not archive
--
--
"You sure it's broken? Let me make sure..."
Message 11
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| Subject: | Re: Aileron rolls in a Firestar - It cannot be done? |
At 08:23 PM 3/13/2007, Beauford T wrote:
>...By the way, those T-craft did not have a flat-bottom ClarkY wing on
>'em... They were very efficient for their horsepower...
Yes, the T-Craft has a semi-symmetrical NACA 23012 airfoil which is why it
performs so much better than the J-3 Cub with its Clark Y. I used to fly
around a lot with several other pilots, one of whom owned a J-3. We always
made good natured fun of the Cub driver, everywhere we went, he had to
leave first and arrived last.
-Dana
do not archive
--
--
"You sure it's broken? Let me make sure..."
Message 12
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| Subject: | Re: Firestar II HKS Conversion |
Firestar II.
| Dave Bigelow
Dave B:
Sounds like you are pretty happy with the HKS. Hope it works out and
folks can start flying FS's with 4 strokes.
Is 130F oil temp normal for this engine? Minimum oil temp for the 912
series is 190F. Has to get this hot to cook off condensation.
One thing I noticed was your FS configuration. Looks like sheet metal
leading edges, vortex generators, and a lot more than normal dihedral.
Does that change flight and performance characteristics from a
standard FS?
Glad it worked out safely for you.
john h
mkIII
Message 13
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| Subject: | Re: Aileron rolls in a Firestar - It cannot be done? |
At 01:36 PM 3/13/2007, jim wrote:
>
>Legaly, if experimental you need to be above 5000 agl and wear an approved
>parachute.
1500', not 5000 (per FAR 91.303(e). Also you aren't legally required to
wear a parachute if flying solo.
-Dana
do not archive
--
--
"You sure it's broken? Let me make sure..."
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| Subject: | Re: Aileron rolls in a Firestar - It cannot be done? |
I was nervous about
| overstressing a 45 year old airframe. I kinda feel the same way now
about
| my Ultrastar.
|
| -Dana
Dana:
I don't know if you read my recent email about aerobatics in aircraft
not certified for aerobatics, especially Kolbs, or not.
The Ultrastar is about as far from an aerobatic aircraft as one could
get. I has a 5 rib wing panel made up of .028 wall 6061-T6 aluminum
tube ribs. That means that each panel is supporting half the weight
of the aircraft on 5 of these little rib noses. That where most of
the stress is. That is where the wing will probably fail if you
decide to become an US aerobatic pilot.
Would like to think that folks have learned something by the mistakes
I made along the Kolb way, that nearly cut my aviation career very
short.
john h
mkIII
Message 15
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| Subject: | Re: RPM Drop/Bosch Spark Plugs |
> Howdy Kolbers, Bob Dresden here, a long time lurker on the list. Just
> catching up on my mail and noticed this discussion on fuel injection. Hard
> to accept that argument, as HIRTH has been offering FI for awhile, and O
> Yes, it's built by Bing. I'll try to send a pic.
> PS Lord willin, I'll be the guy at MV this year trying to beg a
> ride.
>
> Bob Dresden..Kolbless in Co
>
>
> Mark:
>
> Eric Tucker, Rotax two and four stroke "guru" explained to us in the
> last class I attended a year ago, that Rotax had a difficult time
> maintainer suppliers for any length of time. For example, the
> question was asked, "Why doesn't Rotax put fuel injection on its 912
> series engines?" Answer was, lack of a supplier that would stay the
> course. It cost a great deal to certify an engine and its
> accessories, which does not affect us UL and experimenters, but does
> cost them a mint for their certified line. Uncertified parts for
> Rotax are the same as certified except the certified part has a
> serial number to track it, and ours don't.
>
>
Message 16
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| Subject: | Re: Aileron rolls in a Firestar - It cannot be done? |
At 10:02 PM 3/13/2007, John Hauck wrote:
>
>I don't know if you read my recent email about aerobatics in aircraft
>not certified for aerobatics, especially Kolbs, or not.
>
>The Ultrastar is about as far from an aerobatic aircraft as one could
>get...
Agreed... That was my point; although I'm sure it's cable of it if the
pilot is carful (and has the necessary skills) I do NOT intend to do any
acro in my US! When I was playing in my T-Craft I was 20 years younger
(and single). If an affordable Phantom or Quicksilver Super comes my way,
that might be another story though...
The story about your US failure both "scares me straight" (because of what
DID happen) and also reassures me (because of what you had to do to MAKE it
happen).
-Dana
do not archive
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"You sure it's broken? Let me make sure..."
Message 17
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| Subject: | Re: Firestar II HKS Conversion |
Good Stuff
Thanks
do not archive
----- Original Message -----
From: "Dave Bigelow" <up_country@hotmail.com>
Sent: Tuesday, March 13, 2007 9:30 PM
Subject: Kolb-List: Re: Firestar II HKS Conversion
>
> I did the first test flights this morning with my HKS 700E powered
> Firestar II. The Firstar airframe has 60 hours, but this was the first
> flight with the HKS engine. I loaded the FS on the trailer and drove it
> to the Waimea Airport (2,700 msl) early this morning. There?Ts an
> approaching late season cold front over the western Hawaiian Islands, and
> the weather was moist with 900 foot broken at the uncontrolled and
> lightly used airport. The wind was light and variable. Airport density
> altitude was 3,500 feet.
>
> I rigged the FS, did a very thorough pre-flight, and taxied out to the
> 5,000 foot runway. My friend, Woody Woods, took videos. The plan was to
> do a reduced power takeoff, lift off, and check for trim or any other
> problems. I added power and lifted off in a gentle climb straight ahead,
> checked pitch trim and did a quick scan of the engine instruments. All
> was normal, so I added full throttle and climbed out. I had ground
> pitched the prop previously for about 6,000 RPM static, and saw 6,200 RPM
> (engine maximum) during climb, which is exactly what I was shooting for.
>
> I climbed out as high as I could without touching cloud base and flew
> around the airport area within gliding distance of the runway. I ran the
> engine stabilized at a number of power settings and noted the engine
> parameters. CHT was stable in the 250 degree F range, EGT ranged from
> 1200 ?" 1400 F, depending on power setting. The EGT bumped the 1400
> degree limit of the engine at mid-range power settings in the 4,800 ?"
> 5,200 RPM range. Above and below this range, EGT was stable near 1300
> degrees. Oil pressure ranged from 26 psi at idle to 75 psi at full
> throttle. Oil temperature stabilized at 130 degrees F, and remained there
> for the entire flight.
>
> I did some power on and power off stalls. I could detect no changes in
> aircraft flight characteristics from the Rotax 503 installation. Pitch
> trim is very close to that of the Rotax installation, indicating little
> change in CG position. I did 8 patterns with touch and go?Ts or stop and
> go?Ts. My main impression is an engine that is smooth and has low
> vibration throughout the operating range. It is much smoother than the
> 503. Takeoff and climb performance is very similar to the 503. It is
> definitely at least as powerful as the Rotax 503 at maximum RPM, and
> produces cruise (55 mph) thrust at an RPM several hundred less than the
> 503 did. Throttle response is smooth and immediate, and the RPM is stable
> at whatever throttle setting you choose.
>
> I taxied back to the ramp and took a break. My original plan was to fly
> home to my 600 foot pasture strip and avoid the wear and tear of
> trailering home over pot-holed country roads. My strip is at 4,000 feet
> MSL (5,000 feet density altitude). Things looked pretty dark and overcast
> in that direction, and I decided to de-rig and park the FS in Woody?Ts
> hangar until Wednesday, when I could try again. Just before, I started
> de-rigging, my wife called and told me it was open at home. I reversed,
> took off, and headed home. Had to do some scud running at about 500 AGL,
> but things did open up as I climbed the west slope of Mauna Kea towards
> home. I did 3 landings and 2 takeoffs on the grass strip. Lift off was
> within a very few feet of that with the Rotax 503. I really couldn?Tt
> see much difference.
>
> Within 30 minutes of shutting down, the clouds popped, and visibility was
> about 200 feet with fog and light rain.
>
> My overall impression of the engine is very good. It feels ?oright?.
> My wife says the noise level on the ground is lower than the 503, and it
> sounds like a regular light airplane. An added bonus is fuel usage. I
> flew for 1:20, and used 3.0 gallons of gas. That?Ts with lots of up and
> downs. I plan on raising the jet needle one notch to see if I can get a
> cooler mid-range. Other than that, I can?Tt think of anything that needs
> tweaking.
>
> When the weather gets better, Woody (in his Super Cub) and I will fly some
> formation and see if we can get some airborne pictures. I?Tll post them.
>
> --------
> Dave Bigelow
> Kamuela, Hawaii
> FS2, HKS 700E
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=100385#100385
>
>
> Attachments:
>
> http://forums.matronics.com//files/firestar_hks_test_flights4_841.jpg
> http://forums.matronics.com//files/firestar_hks_test_flights3_115.jpg
> http://forums.matronics.com//files/firestar_hks_test_flights2_870.jpg
> http://forums.matronics.com//files/firestar_hks_test_flights1_307.jpg
>
>
> --
> 7:19 PM
>
>
Message 18
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| Subject: | Hauck MKIII Fuselage |
Hi Gang:
Here is an index page with 20 photos of my mkIII fuselage.
http://home.elmore.rr.com/jhauck/Hauck%20mkIII/
Click on the file to see the photo.
Give you some idea of the small changes we made in my bird.
If you have any questions about them, let me know and I will attempt
to answer.
john h
mkIII
Message 19
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| Subject: | Re: Firestar II HKS Conversion |
> John Hauck wrote:
>
> Is 130F oil temp normal for this engine? Minimum oil temp for the 912
> series is 190F. Has to get this hot to cook off condensation.
>
> One thing I noticed was your FS configuration. Looks like sheet metal
> leading edges, vortex generators, and a lot more than normal dihedral.
> Does that change flight and performance characteristics from a
> standard FS?
>
> Glad it worked out safely for you.
>
> john h
> mkIII
John,
I'm also thinking 130 degree oil temperature may be a bit low - I'll check with
the HKS people. Minimum for takeoff is 120 according to the book. I am seeing
water droplets condensed on the inside of the oil tank vent line after the
engine cools down.
The leading edges are fiberglass. I don't know if it changed things from a standard
FS, since I've never flown one other than my own.
I added the dihedral to eliminate spiral instability. I put in just enough so
I can let go of the stick without the FS starting a roll-off in one direction
or other. Didn't see much change in flight charactoristics other than roll stability
with the dihedral, but the VG's dropped the stall speed 5
mph, and give much more solid feeling low speed handling. They say they don't
affect the high end, but I think it does require slightly more power for the same
cruise speed. Stall is also more pronounced and abrubt with the VG's - much
like a sailplane laminar wing stall.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=100399#100399
Message 20
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| Subject: | Re: Hauck MKIII Fuselage |
|
| http://home.elmore.rr.com/jhauck/Hauck%20mkIII/
Gang;
Forgot to mention. The reason it is on the trailer in front of the
house is to get it into the basement and begin updating and
repowering. Major updates are new glass all around and rebuild gap
seal. The lexan lasted 15 years and was looking pretty ratty by the
time I took the wings off last month. Will take a little effort to
get the new engine installed and ready to go.
Should be flying in time to make Sun and Fun next month.
john h
mkIII
Message 21
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| Subject: | Re: Hauck MKIII Fuselage |
|
| http://home.elmore.rr.com/jhauck/Hauck%20mkIII/
Gang:
FTP did not upload all the photos although the files got loaded. Will
scratch my head a bit and see if I can get the rest of the photos
uploaded.
20,000 xin loi's,
johnh
mkIII
Message 22
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| Subject: | Re: Hauck MKIII Fuselage |
Gang:
Musta scratched the right spot. All the photos loaded this time.
john h
mkIII
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