Today's Message Index:
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1. 12:58 AM - Re: HKS (George Bearden)
2. 01:05 AM - Re: sorta kinda kolb related (George Bearden)
3. 05:10 AM - Re: HKS & Kolb (Thom Riddle)
4. 10:40 AM - Re: HKS (JetPilot)
5. 11:04 AM - Re: tail wag (JetPilot)
6. 11:56 AM - Re: Re: tail wag (John Hauck)
7. 06:44 PM - Re: HKS & Kolb (Richard Girard)
Message 1
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> I bought the Slingshot to replace the Firestar 5 rib, that couldn't be
upgraded to a four stroke
I have a Firestar I with 5 ribs, that I have never flown. I have been planning
to install a Generac on it. Could you tell me why the 5 rib couldn't be upgraded
to a 4-stroke?
Thanks
GeoB
Message 2
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| Subject: | Re: sorta kinda kolb related |
> All I know is that I have had bad luck with cheap Chinese bearings
I expect lots of ppl will chime in with horror stories, so I will be brief. They
fail quickly. The Chinese gov't has said that they will be taking steps to raise
the quality of Chinese made products but I don't know how long it will take.
I own a Chinese-made quad- uh, well, several of them. I have some Honda 70 & 110cc
engine knock-offs, I have several Honda GX200 knockoffs. I am going to wait
a few years before buying anything else Chinese. I have a ton of Chinese tools
from Harbor Freight. I suspect most of us do. Most of these seem to work out
ok FOR THE PRICE.
GeoB
Message 3
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Tom,
Your signature states that you have 154 hours in a Slingshot. What engine have
you been flying the slingshot with prior to installing the HKS? The reason I ask
is that what you are accustomed to will have some bearing on what your expectations
are for the HKS powered Slingshot.
As a frame of reference, my 80 hp Slingshot, which is a direct drive Jabiru with
2 blade 64" wood prop, accelerates at a phenomenal rate during take-off run
but does have a lot of nose down pitch moment at full throttle with the rather
high thrust line, so I usually don't use full throttle until I'm airborne and
up to Vy. At 800 lbs, my typical flying weight, on a warm day it climbs at about
800 fpm from a 700' elevation field. I normally cruise at about 60-65% power
at 80-82 mph TAS at low density altitudes and about 4-5 mph faster than that
at higher DAs.
The same airplane with an 80 hp Rotax will climb better with a bigger, slower turning
prop but the cruise speed is likely about the same at the same power setting.
I am guessing that the PSRU equipped HKS with the right prop should climb
nearly as well as my direct drive 80 hp. At 60-65% power setting I would expect
the HKS powered Slingshot to cruise at about 73-75 mph TAS at low DA and
3-4 mph faster up high. The Slingshot, like all Kolbs hits a speed wall so adding
much more power gives rapidly diminishing returns in terms of speed vs fuel
burn.
Hope this helps.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Everyone is entitled to his own opinion, but not his own facts.
Daniel Patrick Moynihan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=314467#314467
Message 4
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Being that you do not have an excess of power, you will probably be better off
with a longer prop. A shorter prop with more blades is great for producing high
speed thrust, but is very inefficient at the slow speeds where your Kolb will
fly. You will just be giving away performance and HP with a shorter prop.
As far as the higher thrust line, I have never flown a slingshot, so I can no help
you much on the specifics of how that model will be affected by thrust line.
The better thrust and performance of a larger prop as slower speeds applies
to all planes ( when kept within reason, and Daryl at warp drive knows his stuff
and will not let you go too big ). I have a fairly high thrust line on
my MK III and it does not bother me at all, you just have to be aware of it.
Dealing with a high thrust line becomes second nature with a few hours in the
airplane and I do not even think about it anymore, I just fly and enjoy the plane
and the great acceleration and climb :) In my plane, I would not give
up any performance for a lower thrust line in my Kolb, dealing with the higher
thrust line it is just a non issue for me.
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=314503#314503
Message 5
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stolspeed(at)gmail.com wrote:
>
>
> This was completely corrected by installing vortex generators to sides of the
fuselage.
>
>
Vortex generators also improve a lot of things when installed on the wings of a
Kolb :)
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=314506#314506
Message 6
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I think tail way is an inaccurate description of rudder flutter.
On a 912 powered Kolb the prop blast hits the vertical stabilizer and rudder
on the left side. When the rudder is pushed to the right by the prop blast
it hits the airstream on the right side of the vertical stabilizer which
kicks it back to the left. Once this starts, usually because there is no
pressure on the rudder pedals, it accelerates with larger and larger
excursions. I have never let it progress to a dangerous level, and I really
do not know what that level would be. However, a little foot pressure on
the rudder pedals stops it immediately.
On a Rotax two stroke engine the prop blast hits the right side of the
vertical stab and rudder. Rudder is pushed left by the prob blast and the
air stream kicks it back to the right, and so it starts and grows.
Before I installed two springs on each rudder pedal, I would usually become
aware of the rudder flutter when I noticed the wing tips shuffling slightly
fore and aft. Doesn't take much rudder.
Again, my own personal opinion and observations of rudder flutter on all my
Kolbs; US, FS, MKIII, and most other Kolbs I have flown over the years. I
think it is more annoying than dangerous unless allowed to progress
unchecked.
john h
mkIII
Rock House, OR
Message 7
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John, I have the little wing rigged as tight as I can get it and 55 is a
comfortable cruise. I could get 60 out of it but I'd have to either put the
cg so far forward to keep the nose down or spend the entire flight straining
against it. At 55 she flies hands off. Meadowlark's max gross is 1000 lb
which gives her a 423 lb useful load with a full tank.
Rick
On Sat, Oct 2, 2010 at 10:37 PM, Larry Cottrell <lcottrell@fmtcblue.com>wrote:
> Larry, Do you mean to say at WOT climb, you're only getting 200 fpm
>
> No, not at all. Well perhaps it seemed that I did. I have the plane trimmed
> to 5300 rpm hands off. When I increase the rpms to 5800 it climbs at 200 or
> more fpm hands off. On my trip to Burns recently, I left the rpm's at 5800
> and was able to cruise at 67 MPH (GPS) and still climb to 7000 feet before I
> reached the Mountains that I needed to clear, and still only burn 3 gph.
> Larry
>
> Note: If you forward this email, please delete the forwarding history,
> which includes my email address.
>
> *
>
>
> *
>
>
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
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