---------------------------------------------------------- Kolb-List Digest Archive --- Total Messages Posted Tue 07/15/08: 23 ---------------------------------------------------------- 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 _____________________________________ Time: 03:59:32 AM PST US From: "Denny Rowe" 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 ----- 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 _____________________________________ Time: 05:05:40 AM PST US From: FS2Kolb@aol.com Subject: Re: Kolb-List: 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 _____________________________________ Time: 05:34:35 AM PST US Subject: Kolb-List: Re: Dipole antenna from co-ax From: "George Alexander" 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 _____________________________________ Time: 05:44:30 AM PST US From: WillUribe@aol.com Subject: RE: Kolb-List: 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 _____________________________________ Time: 06:48:22 AM PST US From: "John Hauck" Subject: Re: Kolb-List: 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 _____________________________________ Time: 10:11:45 AM PST US Subject: Kolb-List: Re: Camping Gear From: "planecrazzzy" 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 _____________________________________ Time: 10:11:56 AM PST US From: Mike Welch Subject: RE: Kolb-List: 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 _____________________________________ Time: 11:34:47 AM PST US From: "John Hauck" Subject: Re: Kolb-List: 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 _____________________________________ Time: 11:41:09 AM PST US From: "Tom Longo" Subject: RE: Kolb-List: 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 ____________________________________ Time: 11:45:19 AM PST US From: "Tom Longo" Subject: Kolb-List: 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 ____________________________________ Time: 11:54:07 AM PST US Subject: Kolb-List: Re: Camping Gear From: "planecrazzzy" 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 ____________________________________ Time: 12:07:10 PM PST US Subject: Kolb-List: Re: I flew my FireStar into a dust devil and almost ended in a s From: "JetPilot" 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 ____________________________________ Time: 12:35:07 PM PST US From: "Larry Cottrell" Subject: Kolb-List: Base station? Hi, Anyone have a good (cheap would be nice) source for an, aircraft freq, base station? Larry C do not archive ________________________________ Message 14 ____________________________________ Time: 01:42:46 PM PST US Subject: Kolb-List: Flying into Dust Devils From: "Kirby, Dennis CTR USAF AFMC MDA/AL" << 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 ____________________________________ Time: 02:18:49 PM PST US From: robert bean 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 16 ____________________________________ Time: 02:35:25 PM PST US From: "John Hauck" Subject: Re: Kolb-List: 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 ____________________________________ Time: 04:08:57 PM PST US From: Jimmy Young 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=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 ____________________________________ Time: 04:19:34 PM PST US Subject: Kolb-List: Re: Flying into Dust Devils From: "Dave Rains" 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 ____________________________________ Time: 07:05:26 PM PST US From: "Richard & Martha Neilsen" Subject: Re: Kolb-List: 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" 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 ____________________________________ Time: 07:06:25 PM PST US From: "Richard & Martha Neilsen" Subject: Re: Kolb-List: 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" 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 ____________________________________ Time: 07:36:15 PM PST US From: gliderx5@comcast.net Subject: Re: Kolb-List: static thrust question ________________________________ Message 22 ____________________________________ Time: 07:56:50 PM PST US From: gliderx5@comcast.net Subject: Re: Kolb-List: static thrust question ________________________________ Message 23 ____________________________________ Time: 08:21:02 PM PST US From: WillUribe@aol.com Subject: RE: Kolb-List: 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! 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