Today's Message Index:
----------------------
1. 03:59 AM - Re: I flew my FireStar into a dust devil and almost ended in a spin (Denny Rowe)
2. 05:05 AM - Re: I flew my FireStar into a dust devil and almost ended in a spin (FS2Kolb@aol.com)
3. 05:34 AM - Re: Dipole antenna from co-ax (George Alexander)
4. 05:44 AM - Re: I flew my FireStar into a dust devil and almost ended in a spin (WillUribe@aol.com)
5. 06:48 AM - Re: Re: Camping Gear (John Hauck)
6. 10:11 AM - Re: Camping Gear (planecrazzzy)
7. 10:11 AM - Re: Re: Dipole antenna from co-ax (Mike Welch)
8. 11:34 AM - Re: Re: Camping Gear (John Hauck)
9. 11:41 AM - Re: Dipole antenna from co-ax (Tom Longo)
10. 11:45 AM - Half wave dipole (Tom Longo)
11. 11:54 AM - Re: Camping Gear (planecrazzzy)
12. 12:07 PM - Re: I flew my FireStar into a dust devil and almost ended in a s (JetPilot)
13. 12:35 PM - Base station? (Larry Cottrell)
14. 01:42 PM - Flying into Dust Devils (Kirby, Dennis CTR USAF AFMC MDA/AL)
15. 02:18 PM - Re: Re: Camping Gear (robert bean)
16. 02:35 PM - Re: Re: Camping Gear (John Hauck)
17. 04:08 PM - Generac engine test data on my FS II (Jimmy Young)
18. 04:19 PM - Re: Flying into Dust Devils (Dave Rains)
19. 07:05 PM - Re: Re: Camping Gear (Richard & Martha Neilsen)
20. 07:06 PM - Re: Generac engine test data on my FS II (Richard & Martha Neilsen)
21. 07:36 PM - Re: static thrust question (gliderx5@comcast.net)
22. 07:56 PM - Re: static thrust question (gliderx5@comcast.net)
23. 08:21 PM - Re: Re: I flew my FireStar into a dust devil and almost ended in a s (WillUribe@aol.com)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: I flew my FireStar into a dust devil and almost ended in |
a spin
Will,
Glad to hear you are OK! You and Dave sure know how to find those dust
devils.
What caused the hole in the 582?
Denny Rowe, Mk-3, PA
----- Original Message -----
From: WillUribe@aol.com
To: kolb-list@matronics.com
Sent: Tuesday, July 15, 2008 1:35 AM
Subject: Kolb-List: I flew my FireStar into a dust devil and almost
ended in a spin
Click here: Kolb FireStar flys into a dust devil
Greetings,
This Sunday we all flew to a small airport and while filming some
ultralights on the way back I ran into a clear air dust devil. I was
flying very slow and when the left wing dropped I moved the stick full
right but I had no response. I dropped the camera pushed the nose down
and check to see if I hadn't lost one of my ailerons. Then I throttled
up and flew out of the dust devil. When I checked my camera for damaged
I noticed it had been on throughout the maneuver. After I had everything
squared away I continued filming and my flight was uneventful after
that. Dave was working on his Mosquito and getting it ready for it's
first flight. Two of the other planes in my flight went down with a
collapsed nose gear on the weedhopper and a hole in the XAir's engine,
both planes should be in the air by next Sunday.
Regards,
Will Uribe
FireStar II 360 hours
-------------------------------------------------------------------------
-----
Get the scoop on last night's hottest shows and the live music scene
in your area - Check out TourTracker.com!
Checked by AVG - http://www.avg.com
7/14/2008 6:28 PM
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: I flew my FireStar into a dust devil and almost ended in |
a spin
In a message dated 7/15/2008 4:59:55 A.M. Mountain Daylight Time,
rowedenny@windstream.net writes:
What caused the hole in the 582?
That is what happens when you go over the recommended rpms.
**************Get the scoop on last night's hottest shows and the live music
scene in your area - Check out TourTracker.com!
(http://www.tourtracker.com?NCID=aolmus00050000000112)
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Dipole antenna from co-ax |
Scott:
>From Boyd Young's Web Site:
http://www.brigham.net/~byoung/antenna.html
icrashrc wrote:
> I know I've seen on the list how to make a dipole antenna out of co-ax. I just
spent the last hour searching the archives and can't find the post again. Anyone
remember who had that info or know where to find it?
>
> Thanks
--------
George Alexander
FS II R503 N709FS
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192820#192820
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | I flew my FireStar into a dust devil and almost ended in |
a spin
Hi Denny,
He need to change the pitch on the prop because it was producing over 7000
rpms. He was planing to do it after the flight but was too late.
It's hard to miss dust devils when they are not making dust. This is the
first time I actually lost control, normally I avoid them if I can but when the
ground it wet there is no dust. The Challenger hit a dust devil and came out
flying the opposite direction.
Regards,
Will Uribe
FireStar II 360 hours
_Will FireStar airplane web page_ (http://home.elp.rr.com/airplane/)
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Denny Rowe
Sent: Tuesday, July 15, 2008 4:56 AM
Subject: Re: Kolb-List: I flew my FireStar into a dust devil and almost
ended in a spin
Will,
Glad to hear you are OK! You and Dave sure know how to find those dust
devils.
What caused the hole in the 582?
Denny Rowe, Mk-3, PA
**************Get the scoop on last night's hottest shows and the live music
scene in your area - Check out TourTracker.com!
(http://www.tourtracker.com?NCID=aolmus00050000000112)
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Camping Gear |
Next time you get bored could you post a list of what you normally carry as
far as emergency supplies? Not necessarily what you take to Alaska, just
what you keep on-board for flights like you made last weekend. Thanks
>
> Scott
Morning Gang:
After doing cross country flights in ULs for so many years, I have to stop
and scratch my head to remember what I have on board, not only for emergency
supplies, but what it takes to be comfortable and successfully get there and
back home. Remember, one does not have to train to be miserable.
First, a good set of tie downs. Usually, in the East, I carry a set of
titanium auger type with plenty of good, strong 3/8" rope to tie both wings
and tail wheel. Heading West, or anywhere I think I may be confronted with
rocky soil, I have a set of homemade rebar stakes with a chain link welded
to the top and a small hatchet to drive them.
I have a small took kit I carry in the Rotax tool bag. Enough tools to take
care of anything I might need while on the road. Usually, I don't need much
more than a screw driver and a pair of pliers with wire cutters.
A small amount of safety wire, tie wraps, and duct tape.
Spare fuel filter element and gaskets.
Personal Locator Beacon with internal GPS, in addition to the required ELT.
A weapon. Handgun in the lower 48, and a small Marlin .22 cal survival
rifle when flying into Canada.
A couple one liter water bottles. Especially important during the summer
months.
Energy bars.
Cell phone.
A can of Plexus and a clean towel to keep the windshield and doors clean.
For an over night or longer flight, I'll have a tent, sleeping bag, air
mattress, pillow, a couple MRE's. Flying in areas with scattered small
airports without facilities, I like to have my gear to be comfortable should
I be put down by weather or some other reason.
I'm pulling this info out of my head, so I may forget something.
Ah..........I have a stuff sack with some important items in it:
A roll of toilet paper. Many airports lock up the FBO and the toilets.
A can of bug spray.
I am a caffeine addict, so I carry a zip lock with Folgers Coffee Bags.
A few band aids. I don't have a first aid kit, but should probably get a
small one to keep on board.
Halon fire extinguisher.
Emergency blanket. I use it for a ground cloth, poncho, and its there to
help me stay warm should I need it. Could also use it for a marker panel.
One side is silver and the other is international orange.
When I had an exhaust system that required springs, I always had spare
springs on board.
If I think I will need to change spark plugs while on the flight, I will
have a set with me, pregapped and ready to install.
I don't carry spare engine oil. Have never had to add oil to the 912 series
engines.
A spare set of float bowl gaskets for the 912 is not a bad idea. The
original gaskets are cork and easy to get out of alignment. They also tend
to shrink after they get a little age on them. If they get a leak, air or
fuel, the engine will not run well. The replacement gaskets are made of
heavy, stiff card board, and not as apt to misform and malfunction.
I can't think of anything else right now. If I do, I'll post it.
john h
mkIII - 2,849.3 hours
912ULS - 280.8 hours
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Camping Gear |
Hi John,
When your "out" and about.... What do you use more of , Cash or Credit card ?
.
.
.
Gotta Fly...
Mike & "Jaz" in MN - FSII / 503 - Small X-country ,one night trips
--------
.
.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192889#192889
Attachments:
http://forums.matronics.com//files/my_x_country_flight_to_baraboo_wi_053_572.jpg
http://forums.matronics.com//files/my_x_country_flight_to_baraboo_wi_001_148.jpg
http://forums.matronics.com//files/20_baraboo_07_186.jpg
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Dipole antenna from co-ax |
Scott,
It has been awhile since I've looked at the design article, but Jim Weir (of
Kitplane's Magazine) has a website that has the dipole antenna, with close-up
drawings and details.
Just do a search for "Aero 'lectrics". I'll see if I can find it......
Here it is: (just scroll down to the article you're after. Best regards, Mike
Welch
http://www.rst-engr.com/kitplanes/index.htm
P. S. Scott builds a beautiful overhead fiberglass panel. He custom made one
for me...nice stuff.
_________________________________________________________________
Its a talkathon but its not just talk.
http://www.imtalkathon.com/?source=EML_WLH_Talkathon_JustTalk
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Camping Gear |
> When your "out" and about.... What do you use more of , Cash or Credit
> card ?
> Mike
Mike:
Primarily, credit card.
However, I take plenty cash just in case.
Several airports I stop at are small and do not have a credit card system.
Another time, Dimmitt, TX, I bought gas from an ag operation where I waited
out a thunderstorm. Their private gas tank was the only fuel available. I
think I took on 21 gal 100LL. When I asked him how much I owed him, he
said, "How about $80.00."
The photo of your gear indicates you could use some nylon stuff sacks for
packing little stuff. I use red and blue ones. One red one I write
"laundry" on it for my dirty laundry. Campmor has a good variety of sizes:
http://www.campmor.com/outdoor/gear/Product___48212
john h
mkIII
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Dipole antenna from co-ax |
Hi Scott, this will work with any frequency you want to make a half wave
dipole for. Take the freq in mhz you want to make antenna for and divide it
into 468 and that is the correct length in feet. For instance 123.00 mhz
would be 468 divided by 123 equals 3.8 feet for your half wave. Now take 3.8
divided by 2 and you get 1.9 feet, so take 1.9 feet of wire and solder it to
center conductor of 50 ohm coax and 1.9 feet and solder to the shield of the
coax and you have a half wave dipole. If you want to make your own 1/4 wave
antenna take a 1.9 foot rod of aluminum or stainless and hook center of coax
to it and insulate that from ground when you mount it, then put shield of
coax to ground of airframe and you now have a 1/4 wave antenna that did not
cost an arm and a leg to buy. You can trim to a perfect SWR if you have a
meter but it will work fine if you just cut it to the proper length.
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com]On Behalf Of icrashrc
Sent: Tuesday, July 15, 2008 1:36 AM
Subject: Kolb-List: Dipole antenna from co-ax
I know I've seen on the list how to make a dipole antenna out of co-ax. I
just spent the last hour searching the archives and can't find the post
again. Anyone remember who had that info or know where to find it?
Thanks
--------
Scott
www.ill-EagleAviation.com
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192796#192796
Checked by AVG.
5:48 AM
--
Checked by AVG.
5:48 AM
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Half wave dipole |
Hi Scott, this will work with any frequency you want to make a half wave
dipole for. Take the freq in mhz you want to make antenna for and divide it
into 468 and that is the correct length in feet. For instance 123.00 mhz
would be 468 divided by 123 equals 3.8 feet for your half wave. Now take 3.8
divided by 2 and you get 1.9 feet, so take 1.9 feet of wire and solder it to
center conductor of 50 ohm coax and 1.9 feet and solder to the shield of the
coax and you have a half wave dipole. If you want to make your own 1/4 wave
antenna take a 1.9 foot rod of aluminum or stainless and hook center of coax
to it and insulate that from ground when you mount it, then put shield of
coax to ground of airframe and you now have a 1/4 wave antenna that did not
cost an arm and a leg to buy. You can trim to a perfect SWR if you have a
meter but it will work fine if you just cut it to the proper length. Tom
--
Checked by AVG.
5:48 AM
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Camping Gear |
Those look reasonably priced...
.
.
Gotta Fly...
.
.
.
> The photo of your gear indicates you could use some nylon stuff sacks for
> packing little stuff. I use red and blue ones. One red one I write
> "laundry" on it for my dirty laundry. Campmor has a good variety of sizes:
--------
.
.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192911#192911
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: I flew my FireStar into a dust devil and almost ended in |
a s
Where did you hit the dust devil ?? How high were you ?
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192918#192918
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Hi,
Anyone have a good (cheap would be nice) source for an, aircraft
freq, base station?
Larry C
do not archive
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Flying into Dust Devils |
<< This Sunday we all flew to a small airport and while filming some
ultralights on the way back I ran into a clear air dust devil. >>
Will -
Glad to hear you are OK! Clear air dust devils can be lethal to our
lightweight Kolbs.
You all may recall the story I posted last fall about my flying buddy
who's Challenger was destroyed after flying into a clear air dust devil
shortly after takeoff from our home airport. He had very little
available energy to tradeoff for airspeed - he was slow (climbing out),
and was not very high (maybe a couple of hundred feet AGL). The
instantaneous "crosswind" he found himself in had an insufficient
component of airflow coming at the wings from the front, and so he
subsequently lost lift and started dropping.
He pancaked onto the planet in a flat attitude, with almost no forward
speed. He was lucky to come out with only bruises and scrapes.
What makes this weather phenomena so insidious, is that they are
invisible. Of course, we would never intentionally fly into a dust
devil that we could see. But if it hasn't touched down yet, there is no
dust to see in the dust devil.
Will - how high were you? Sounds like you reacted in exactly the RIGHT
way, by instantly lowering the nose.
Dennis Kirby
Mark-3, 912ul, N93DK
Cedar Crest, NM
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Camping Gear |
Mike, he sprays the old underwear with bear repellent and he's good
for another week.
BB
DO NOT ARCHIVE
On 15, Jul 2008, at 2:28 PM, John Hauck wrote:
>
>
>> When your "out" and about.... What do you use more of , Cash or
>> Credit card ?
> > Mike
>
> Mike:
>
> Primarily, credit card.
>
> However, I take plenty cash just in case.
>
> Several airports I stop at are small and do not have a credit card
> system.
>
> Another time, Dimmitt, TX, I bought gas from an ag operation where
> I waited out a thunderstorm. Their private gas tank was the only
> fuel available. I think I took on 21 gal 100LL. When I asked him
> how much I owed him, he said, "How about $80.00."
>
> The photo of your gear indicates you could use some nylon stuff
> sacks for packing little stuff. I use red and blue ones. One red
> one I write "laundry" on it for my dirty laundry. Campmor has a
> good variety of sizes:
>
> http://www.campmor.com/outdoor/gear/Product___48212
>
>
> john h
> mkIII
>
>
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Camping Gear |
> Mike, he sprays the old underwear with bear repellent and he's good
> for another week.
> BB
Gotta be tough to spray your drawers with pepper spray. ;-)
john h
mkIII
DO NOT ARCHIVE
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Generac engine test data on my FS II |
Hi to all,
Last Memorial Day weekend I had an engine failure on my Rotax 503.
landed off-field with no problems other than a change of underwear. My
503 had 205 hrs. on it when it failed. I had been contemplating
getting a 4 stroke engine when my 300 hr. rebuild came due, so this
just sped up the process. I was considering the HKS 700 and the
Generac V-twin from Valley Engineering. The cost difference was
substantial, so much so that I figured I would rather spend a little
more and get a Mark III than get the HKS. I decided to further
investigate the Generac.
I contacted Dick Stark in Kansas City, who owns a Kolb Mark II with
the Generac engine. He let me come up to see the engine & hear it run,
and would have flown it but the weather was bad. It sounded and felt
great. He and his wife Sharon, who usually flies the Kolb, were very
happy with it, so I drove to Valley Engineering in Rolla MO to see
more. I was impressed with the operation and the people who own it,
Gene and Larry Smith. They had done the install on Dick's plane, and I
decided to order one.
The week of June 16th I trailered my plane to Rolla and they started
the install. There are mods that were done to the engine mount area
that required welding some 4130 angle and plate steel. The engine is
installed direct to the frame with no shock mounts. This is done to
control the "torsional resonance" a V-type engine can produce,
according to Gene Smith. I'm no expert in any of that, and don't
profess to be. I leave that up to people like the Smiths who do it
professionally on a daily basis. I do know that I feel no more
vibration in my plane now than when it had the 503. By Wednesday
morning we were doing test flights at Vichey Field, also known as
Rolla National Airport. We tried 3 different props and redrive ratios,
and I went with the IVO 3 blade 72" with a 2.0 redrive. I headed home
with my new engine ready to start running it through a testing period.
The following information contains all of the performance data I have
compiled over the last 3 1/2 weeks and the first 34 hrs. of flight
with the new engine:
Flight Test Notes on a new Generac V-Twin engine from Valley
Engineering, Rolla, MO.
Reduction Drive: 2.0, belt driven
Prop: IVO 72=94 3 blade
HP: 40 at 3600 rpm
single Weber carb with accelerator pump, no choke or primer.
This engine is replacing a Rotax 503 DCDI.
My FS II weighs 435 lbs empty, no fuel.
For more engine information, see www.culverprops.com
6/18/08:
0900 hrs/temp 58/winds calm
First day of test flights done at =93Rolla National Airport=94, Vichey,
MO.
total flight times approx. 1.5 hrs, Hobbs 222.0
Tests were done using various props and pulley ratios. Larry Smith was
on hand doing the prop and pulley change outs. We were looking for the
best combination for power and smoothness. We tried a few props and I
settled on a 3 blade 72=94 IVO
6/21/08:
Back home in Houston.
1400 hrs/temp 96/winds 330 @ 5-10mph
total flight time 1.2 hrs, 3 landings, Hobbs meter 223.3
I stayed in the pattern on the first flight at home in case anything
came loose or the engine quit, I=92m right over the airport.
Take off roll est @ 350=92, climb out speed 45-50, rate of climb approx
300-400 fpm, both of which are not as strong as the 503 was.
Max speed WOT 63-67 mph. Cruise speed at est. 3400 rpm (no tach yet)
was 52-54 mph. Cruise and max speeds are equal to the 503=92s
performance.
Max oil temps hit 245 -250 on a continuous max WOT climb for 5+
minutes. Oil temps at normal cruise speeds ran 225 -235. This will
need correction!
I could not record RPM=92s today as I do not have a tach set up, waiting
on a Tiny Tach to come in this week. My previous tach for the 503 was
in my EIS, which must be re-programmed for the 4 stroke.
IVO prop setting @ 2 turns increased pitch from neutral, or
around 41=94 pitch.
Plane handling characteristics were very good, no change from 503
Rotax other than reduced climb rate and increased take-off roll.
However, I never flew the 503 in any temps over 82 degrees, so I=92m not
so sure the lack of climb rate isn=92t partially due to the high density
altitude conditions experienced today with 97 degree temperatures at
take-off.
6/22/08:
0830 hrs/temp 77 to start, 90 at end of flight/winds 340 @ 5mph
total flight time 3.6 hrs, 4 landings, Hobbs meter 226.9
take off rolls est @ 250=92, climb out speed 45-50, rate of climb avg
350-400 fpm
avg cruise speed 52-55 mph, did not do any WOT level flight.
Max oil temps hit 245-250 on WOT climbs. Avg cruise oil temps were
225-235. Oil temps are too high, a larger oil cooler will be needed.
Verified fuel burn avg was 1.9 gal/hr. Used 6.7 gal, 3.7 hrs engine on.
Flew a total of 163.6 miles, 5 landings. Alvin (6R5) to Bailes (7R9)
to Masomilliano to Brookshire (12R) to Houston Skydive to Alvin
6/23/08
1630 hrs/temp 87/winds 170 @ 8 mph
Total flight time .7 hrs, 1 landing, Hobbs meter 227.6
No changes from the previous flights regarding take-off distance,
climb rate, or oil temps. I changed the oil today to a synthetic 10-
w30, oil temps were the same.
Valley Engineering is sending me a 48 plate oil cooler to replace my
current cooler. Hopefully this should bring the oil temps down.
6/27/08
1430 hrs/temp 92/winds 150 @16 mph
Total flight time 1.8 hrs, 2 landings, Hobbs meter 229.4
A little windy today, but manageable flying conditions. I installed a
=93Tiny Tach=94 so I can now monitor my RPMs. I found my prop needs to
be
pitched stronger, as on take off climb rpm=92s were 3750-3820, at WOT
level flight they would hit 3860-3890. Should be max rpms of 3720 on
WOT straight & level.
6/28/08
0800 hrs/temp78/winds 170 @ 10 mph, air temps had reached 90 at final
landing around 2 pm.
Total flight time 1.8 hrs, 4 landings, Hobbs 231.6
Take off rpms @ 3650, WOT rpms @ 3730, just about right on the prop
adjustment. Some improvement in take off distance and climb as a
result. Climb rate was around 350-400 fpm. Improvements in cruise and
WOT speeds, 3400 rpm cruise got 56-60 mph, WOT to 63-65 mph. At 3100
rpm I was getting 50 mph IAS. Oil temps never got over 230. I=92m happy
with the improvements in performance with the properly adjusted prop
pitch.
6/29/08
1200 hrs/temp 88/winds light & variable.
Total flight time 1 hr, 2 landings, Hobbs 232.6
Quick flight to Bailes Field in Angleton, about 22 minutes from Alvin.
Oil temps seem to be doing slightly better each day. Never got over
230, but never got under 220.. All the speeds and rpm numbers are
running the same, 3000 rpm will just barely maintain straight & level,
3300-3400 seems about right for normal cruise, ASI reads 53-58 in that
range. Engine is performing well, nice sound, much quieter than the
503, I can hear myself and others on the headset much better. Bailes
has 100=92 markers on the runway, and I tried a short field take-off and
lifted the wheels right at 300 ft. Again, not as hot as the 503. Climb
out rate with the new prop setting is running 300-400 fpm.
7/2/08
1600 hrs/temp 88/winds 180 @ 10 mph
Total flight time 1.1 hr, 1 landing, Hobbs 234.3
Installed the larger oil cooler today and did static run ups for 30
minutes. Oil temps never went higher than 185 degrees at WOT for
extended time periods. I ran the engine from the stock impulse pump to
see if it would pull fuel. Engine dies at higher rpms, so I am totally
dependent on the elect. pump at this time.
Take off rpm still 3650, WOT rpm 3720 - 3750. No changes in any
performance #=92s, but engine oil temps are under control. I did a lot
of extended climbs at 3600 rpm, highest oil temp reading was 180. It
took about 3300 rpm to maintain straight and level flight today in
very hot, muggy air.
7/4/08
0730 hrs/temps 76 start, 88 end/winds 190 @ 8 mph
Total flight time 2.9 hrs, 4 landings, Hobbs 237.4
I took off with a max. fuel load, 12 gal. Take off roll longer than
normal, around 400 to 450 ft, 250-350 fpm climb. Grass runway was wet
and needs mowing. I believe the runway conditions along with max fuel
weight added substantially to take-off distance. The goal today was to
go on a 3 hr minimum flight. Weather was nice and smooth until the
last hour of flight when Gulf showers started building and it got
turbulent.
Oil temps are staying at 175-180 regardless of cruise or climb rpms.
3300 to 3450 looks like the best cruise rpms, with airspeeds at 54-58
mph. Plane handled nicely. I did 2 take-offs/landings at Angleton on a
well -mowed dry grass strip with 100=92 markers. I needed to prepare for
my upcoming Nauga Fly-In trip which has 1450 ft. runways with 80=92
trees at both ends. Take off roll was 300 -350 ft, and I estimated I
could clear an 80 ft. obstacle at 1100-1200 ft.
I flew a total of 140 miles departing Alvin Airpark (6r5), landed at
Bay City (BYY), on to the Texas coast, turning NE to Freeport, north
to do landings at Angleton, (7R9) and back to Alvin.
7/6/08
0800 hrs/temp 77 start, 91 end/winds 150 @ 11
Total flight time 4 hrs, 4 landings, Hobbs 241.6
Take off roll 400, 300-400 fpm climb out. All performance data is
staying the same.
I flew from Alvin to Brookshire, (12R) topped off fuel there and
headed west to 10 miles short of Columbus, had rain clouds ahead so
turned SE to the San Bernard River, following it SE to Wharton County,
from there E to Angleton, then back to Alvin. Worked on the plane a
bit and flew for another hour local.
7/13 & 14/08
0700 hrs/temp 81 start, 94 end/winds 210 @ 12
Total flight time for 2 days, 12.3 hrs, 9 landings, 610 miles, Hobbs
253.9
I flew to the Nauga Fly-In, St. Francisville LA, hosted by John
Bickham. The engine performed fine throughout the trip, with the
exception of climb out rates. Went through 26.05 gal of fuel, avg.
2.12/gph. The maximum altitude I flew at was 4500=92 heading home. The
engine wants to cruise between 3350 and 3420 rpm.
Nauga Field is 1450=92 long with 80=92 trees at both ends. I was
concerned
with my reduced climb out rate at this field. I had 4 gal of fuel on
board and no extra baggage. I successfully took off 2 times out of
Nauga, first one at 6 pm with temps in the low 90=92s, second one at 8
am Sunday with the temps near 75. I would guess I cleared the trees by
50=92 on both take-offs. It felt closer than that and may have been. I
would not want to take off there in my plane with this engine on a
regular basis. This type of field is where the engine needs 10 to 15
more HP. On any field with minimum 1000=92 lengths and no obstructions
it is fine, but in tight holes like Nauga it is tough. The 503 would
have blasted out of there without any problem.
Engine Summary:
Total testing hrs, 34
Avg fuel burn, 2 gph
best cruise rpm, 3300-3450, producing 53-58 mph.
3600 rpm climb out, avg 250-400 fpm
3730 rpm WOT straight & level flight, top speed 67 mph.
Minimum rpm required to maintain altitude, around 3000, dependent on air
Max oil temp, 180
Cost, including prop, installation, and necessary engine mount fab
work, $5200.00
Estimated TBO is 1500 hrs.
End of Engine Testing Report
In summary, I'm happy with my purchase. Gene and Larry Smith were
great help and did a super job, and I would highly recommend them.
They are working on a turbo-charged version which hopefully will come
together over the next year. That may add the additional 10 -15 HP
which should improve the climb out rate, the only drawback in
performance I have experienced with this engine vs. the 503. If you
have to climb out of tight strips all the time, this is not the engine
for you. However if you regularly fly from fields with little or no
obstructions, I think it's a good alternative. The best bonus is, I
have doubled my range without adding fuel tanks. 2 gph is nice.
Jimmy Young
Kolb FS II
N7043P
Houston, TX
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Flying into Dust Devils |
Will - how high were you? Sounds like you reacted in exactly the RIGHT
way, by instantly lowering the nose.
Yes he is! Has kept me out of trouble on many occasions. He wears the FireStar
ll like an extension of his body!
Dave.
PS, This helicopter stuff has me so confused!
--------
Dave Rains
N8086T
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192976#192976
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Camping Gear |
I'm sorry I draw the line of four days with the same underwear!!!
After the first day rotate front to back.... after the second day turn
inside out.... after the third day rotate front to back. After that you have
to change....!
PLEASE DO NOT ARCHIVE !!!!!!!
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "robert bean" <slyck@frontiernet.net>
Sent: Tuesday, July 15, 2008 5:16 PM
Subject: Re: Kolb-List: Re: Camping Gear
>
> Mike, he sprays the old underwear with bear repellent and he's good for
> another week.
> BB
> DO NOT ARCHIVE
>
> On 15, Jul 2008, at 2:28 PM, John Hauck wrote:
>
>>
>>
>>> When your "out" and about.... What do you use more of , Cash or Credit
>>> card ?
>> > Mike
>>
>> Mike:
>>
>> Primarily, credit card.
>>
>> However, I take plenty cash just in case.
>>
>> Several airports I stop at are small and do not have a credit card
>> system.
>>
>> Another time, Dimmitt, TX, I bought gas from an ag operation where I
>> waited out a thunderstorm. Their private gas tank was the only fuel
>> available. I think I took on 21 gal 100LL. When I asked him how much I
>> owed him, he said, "How about $80.00."
>>
>> The photo of your gear indicates you could use some nylon stuff sacks
>> for packing little stuff. I use red and blue ones. One red one I write
>> "laundry" on it for my dirty laundry. Campmor has a good variety of
>> sizes:
>>
>> http://www.campmor.com/outdoor/gear/Product___48212
>>
>>
>> john h
>> mkIII
>>
>>
>>
>>
>>
>
>
>
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Generac engine test data on my FS II |
Jimmy
Thanks so much for the report.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Jimmy Young" <jdy100@comcast.net>
Sent: Tuesday, July 15, 2008 7:05 PM
Subject: Kolb-List: Generac engine test data on my FS II
Hi to all,
Last Memorial Day weekend I had an engine failure on my Rotax 503.
landed off-field with no problems other than a change of underwear. My
503 had 205 hrs. on it when it failed. I had been contemplating
getting a 4 stroke engine when my 300 hr. rebuild came due, so this
just sped up the process. I was considering the HKS 700 and the
Generac V-twin from Valley Engineering. The cost difference was
substantial, so much so that I figured I would rather spend a little
more and get a Mark III than get the HKS. I decided to further
investigate the Generac.
I contacted Dick Stark in Kansas City, who owns a Kolb Mark II with
the Generac engine. He let me come up to see the engine & hear it run,
and would have flown it but the weather was bad. It sounded and felt
great. He and his wife Sharon, who usually flies the Kolb, were very
happy with it, so I drove to Valley Engineering in Rolla MO to see
more. I was impressed with the operation and the people who own it,
Gene and Larry Smith. They had done the install on Dick's plane, and I
decided to order one.
The week of June 16th I trailered my plane to Rolla and they started
the install. There are mods that were done to the engine mount area
that required welding some 4130 angle and plate steel. The engine is
installed direct to the frame with no shock mounts. This is done to
control the "torsional resonance" a V-type engine can produce,
according to Gene Smith. I'm no expert in any of that, and don't
profess to be. I leave that up to people like the Smiths who do it
professionally on a daily basis. I do know that I feel no more
vibration in my plane now than when it had the 503. By Wednesday
morning we were doing test flights at Vichey Field, also known as
Rolla National Airport. We tried 3 different props and redrive ratios,
and I went with the IVO 3 blade 72" with a 2.0 redrive. I headed home
with my new engine ready to start running it through a testing period.
The following information contains all of the performance data I have
compiled over the last 3 1/2 weeks and the first 34 hrs. of flight
with the new engine:
Flight Test Notes on a new Generac V-Twin engine from Valley
Engineering, Rolla, MO.
Reduction Drive: 2.0, belt driven
Prop: IVO 72 3 blade
HP: 40 at 3600 rpm
single Weber carb with accelerator pump, no choke or primer.
This engine is replacing a Rotax 503 DCDI.
My FS II weighs 435 lbs empty, no fuel.
For more engine information, see www.culverprops.com
6/18/08:
0900 hrs/temp 58/winds calm
First day of test flights done at Rolla National Airport, Vichey, MO.
total flight times approx. 1.5 hrs, Hobbs 222.0
Tests were done using various props and pulley ratios. Larry Smith was
on hand doing the prop and pulley change outs. We were looking for the
best combination for power and smoothness. We tried a few props and I
settled on a 3 blade 72 IVO
6/21/08:
Back home in Houston.
1400 hrs/temp 96/winds 330 @ 5-10mph
total flight time 1.2 hrs, 3 landings, Hobbs meter 223.3
I stayed in the pattern on the first flight at home in case anything
came loose or the engine quit, Im right over the airport.
Take off roll est @ 350, climb out speed 45-50, rate of climb approx
300-400 fpm, both of which are not as strong as the 503 was.
Max speed WOT 63-67 mph. Cruise speed at est. 3400 rpm (no tach yet)
was 52-54 mph. Cruise and max speeds are equal to the 503s performance.
Max oil temps hit 245 -250 on a continuous max WOT climb for 5+
minutes. Oil temps at normal cruise speeds ran 225 -235. This will
need correction!
I could not record RPMs today as I do not have a tach set up, waiting
on a Tiny Tach to come in this week. My previous tach for the 503 was
in my EIS, which must be re-programmed for the 4 stroke.
IVO prop setting @ 2 turns increased pitch from neutral, or
around 41 pitch.
Plane handling characteristics were very good, no change from 503
Rotax other than reduced climb rate and increased take-off roll.
However, I never flew the 503 in any temps over 82 degrees, so Im not
so sure the lack of climb rate isnt partially due to the high density
altitude conditions experienced today with 97 degree temperatures at
take-off.
6/22/08:
0830 hrs/temp 77 to start, 90 at end of flight/winds 340 @ 5mph
total flight time 3.6 hrs, 4 landings, Hobbs meter 226.9
take off rolls est @ 250, climb out speed 45-50, rate of climb avg
350-400 fpm
avg cruise speed 52-55 mph, did not do any WOT level flight.
Max oil temps hit 245-250 on WOT climbs. Avg cruise oil temps were
225-235. Oil temps are too high, a larger oil cooler will be needed.
Verified fuel burn avg was 1.9 gal/hr. Used 6.7 gal, 3.7 hrs engine on.
Flew a total of 163.6 miles, 5 landings. Alvin (6R5) to Bailes (7R9)
to Masomilliano to Brookshire (12R) to Houston Skydive to Alvin
6/23/08
1630 hrs/temp 87/winds 170 @ 8 mph
Total flight time .7 hrs, 1 landing, Hobbs meter 227.6
No changes from the previous flights regarding take-off distance,
climb rate, or oil temps. I changed the oil today to a synthetic 10-
w30, oil temps were the same.
Valley Engineering is sending me a 48 plate oil cooler to replace my
current cooler. Hopefully this should bring the oil temps down.
6/27/08
1430 hrs/temp 92/winds 150 @16 mph
Total flight time 1.8 hrs, 2 landings, Hobbs meter 229.4
A little windy today, but manageable flying conditions. I installed a
Tiny Tach so I can now monitor my RPMs. I found my prop needs to be
pitched stronger, as on take off climb rpms were 3750-3820, at WOT
level flight they would hit 3860-3890. Should be max rpms of 3720 on
WOT straight & level.
6/28/08
0800 hrs/temp78/winds 170 @ 10 mph, air temps had reached 90 at final
landing around 2 pm.
Total flight time 1.8 hrs, 4 landings, Hobbs 231.6
Take off rpms @ 3650, WOT rpms @ 3730, just about right on the prop
adjustment. Some improvement in take off distance and climb as a
result. Climb rate was around 350-400 fpm. Improvements in cruise and
WOT speeds, 3400 rpm cruise got 56-60 mph, WOT to 63-65 mph. At 3100
rpm I was getting 50 mph IAS. Oil temps never got over 230. Im happy
with the improvements in performance with the properly adjusted prop
pitch.
6/29/08
1200 hrs/temp 88/winds light & variable.
Total flight time 1 hr, 2 landings, Hobbs 232.6
Quick flight to Bailes Field in Angleton, about 22 minutes from Alvin.
Oil temps seem to be doing slightly better each day. Never got over
230, but never got under 220.. All the speeds and rpm numbers are
running the same, 3000 rpm will just barely maintain straight & level,
3300-3400 seems about right for normal cruise, ASI reads 53-58 in that
range. Engine is performing well, nice sound, much quieter than the
503, I can hear myself and others on the headset much better. Bailes
has 100 markers on the runway, and I tried a short field take-off and
lifted the wheels right at 300 ft. Again, not as hot as the 503. Climb
out rate with the new prop setting is running 300-400 fpm.
7/2/08
1600 hrs/temp 88/winds 180 @ 10 mph
Total flight time 1.1 hr, 1 landing, Hobbs 234.3
Installed the larger oil cooler today and did static run ups for 30
minutes. Oil temps never went higher than 185 degrees at WOT for
extended time periods. I ran the engine from the stock impulse pump to
see if it would pull fuel. Engine dies at higher rpms, so I am totally
dependent on the elect. pump at this time.
Take off rpm still 3650, WOT rpm 3720 - 3750. No changes in any
performance #s, but engine oil temps are under control. I did a lot
of extended climbs at 3600 rpm, highest oil temp reading was 180. It
took about 3300 rpm to maintain straight and level flight today in
very hot, muggy air.
7/4/08
0730 hrs/temps 76 start, 88 end/winds 190 @ 8 mph
Total flight time 2.9 hrs, 4 landings, Hobbs 237.4
I took off with a max. fuel load, 12 gal. Take off roll longer than
normal, around 400 to 450 ft, 250-350 fpm climb. Grass runway was wet
and needs mowing. I believe the runway conditions along with max fuel
weight added substantially to take-off distance. The goal today was to
go on a 3 hr minimum flight. Weather was nice and smooth until the
last hour of flight when Gulf showers started building and it got
turbulent.
Oil temps are staying at 175-180 regardless of cruise or climb rpms.
3300 to 3450 looks like the best cruise rpms, with airspeeds at 54-58
mph. Plane handled nicely. I did 2 take-offs/landings at Angleton on a
well -mowed dry grass strip with 100 markers. I needed to prepare for
my upcoming Nauga Fly-In trip which has 1450 ft. runways with 80
trees at both ends. Take off roll was 300 -350 ft, and I estimated I
could clear an 80 ft. obstacle at 1100-1200 ft.
I flew a total of 140 miles departing Alvin Airpark (6r5), landed at
Bay City (BYY), on to the Texas coast, turning NE to Freeport, north
to do landings at Angleton, (7R9) and back to Alvin.
7/6/08
0800 hrs/temp 77 start, 91 end/winds 150 @ 11
Total flight time 4 hrs, 4 landings, Hobbs 241.6
Take off roll 400, 300-400 fpm climb out. All performance data is
staying the same.
I flew from Alvin to Brookshire, (12R) topped off fuel there and
headed west to 10 miles short of Columbus, had rain clouds ahead so
turned SE to the San Bernard River, following it SE to Wharton County,
from there E to Angleton, then back to Alvin. Worked on the plane a
bit and flew for another hour local.
7/13 & 14/08
0700 hrs/temp 81 start, 94 end/winds 210 @ 12
Total flight time for 2 days, 12.3 hrs, 9 landings, 610 miles, Hobbs
253.9
I flew to the Nauga Fly-In, St. Francisville LA, hosted by John
Bickham. The engine performed fine throughout the trip, with the
exception of climb out rates. Went through 26.05 gal of fuel, avg.
2.12/gph. The maximum altitude I flew at was 4500 heading home. The
engine wants to cruise between 3350 and 3420 rpm.
Nauga Field is 1450 long with 80 trees at both ends. I was concerned
with my reduced climb out rate at this field. I had 4 gal of fuel on
board and no extra baggage. I successfully took off 2 times out of
Nauga, first one at 6 pm with temps in the low 90s, second one at 8
am Sunday with the temps near 75. I would guess I cleared the trees by
50 on both take-offs. It felt closer than that and may have been. I
would not want to take off there in my plane with this engine on a
regular basis. This type of field is where the engine needs 10 to 15
more HP. On any field with minimum 1000 lengths and no obstructions
it is fine, but in tight holes like Nauga it is tough. The 503 would
have blasted out of there without any problem.
Engine Summary:
Total testing hrs, 34
Avg fuel burn, 2 gph
best cruise rpm, 3300-3450, producing 53-58 mph.
3600 rpm climb out, avg 250-400 fpm
3730 rpm WOT straight & level flight, top speed 67 mph.
Minimum rpm required to maintain altitude, around 3000, dependent on air
Max oil temp, 180
Cost, including prop, installation, and necessary engine mount fab
work, $5200.00
Estimated TBO is 1500 hrs.
End of Engine Testing Report
In summary, I'm happy with my purchase. Gene and Larry Smith were
great help and did a super job, and I would highly recommend them.
They are working on a turbo-charged version which hopefully will come
together over the next year. That may add the additional 10 -15 HP
which should improve the climb out rate, the only drawback in
performance I have experienced with this engine vs. the 503. If you
have to climb out of tight strips all the time, this is not the engine
for you. However if you regularly fly from fields with little or no
obstructions, I think it's a good alternative. The best bonus is, I
have doubled my range without adding fuel tanks. 2 gph is nice.
Jimmy Young
Kolb FS II
N7043P
Houston, TX
--------------------------------------------------------------------------------
>
>
>
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: static thrust question |
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: static thrust question |
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: I flew my FireStar into a dust devil and almost ended |
in a s
Hi Mike,
I was flying over the desert by Horizon City and I was about 5,500 ft high.
Regards,
Will Uribe
FireStar II
El Paso, TX
Do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of JetPilot
Sent: Tuesday, July 15, 2008 1:05 PM
Subject: Kolb-List: Re: I flew my FireStar into a dust devil and almost
ended in a s
Where did you hit the dust devil ?? How high were you ?
Mike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=192918#192918
**************Get the scoop on last night's hottest shows and the live music
scene in your area - Check out TourTracker.com!
(http://www.tourtracker.com?NCID=aolmus00050000000112)
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|