Today's Message Index:
----------------------
1. 03:47 AM - Re: Fw: Re: Kolb Firestar Progress report (mojavjoe@comcast.net)
2. 04:04 AM - Re: Fw: Re: Kolb Firestar Progress report (Eugene Zimmerman)
3. 05:08 AM - Re: Fw: Re: Kolb Firestar Progress report (John Hauck)
4. 08:46 AM - Re: Fw: Re: Kolb Firestar Progress report (Malcolm Brubaker)
5. 11:16 AM - Re: Fw: Re: Kolb Firestar Progress report (Bill Berle)
6. 12:25 PM - Re: Fw: Re: Kolb Firestar Progress report (John Hauck)
7. 02:23 PM - Re: Fw: Re: Kolb Firestar Progress report (Bill Berle)
8. 03:14 PM - Re: Lithium Batteries (Rick Neilsen)
9. 03:34 PM - Re: Fw: Re: Kolb Firestar Progress report (John Hauck)
10. 03:42 PM - Re: Fw: Re: Kolb Firestar Progress report (Stuart Harner)
11. 04:45 PM - Re: Fw: Re: Kolb Firestar Progress report (Bill Berle)
12. 06:48 PM - Re: Fw: Re: Kolb Firestar Progress report (John Hauck)
13. 08:09 PM - Re: Lithium Batteries (Richard Pike)
Message 1
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| Subject: | Re: Fw: Re: Kolb Firestar Progress report |
Hi Bill
I built replicas of your new design while transferring parts from my FSII t
o my FSSS, found them significantly heavier and went back to the old design
. I redesigned the alerions as well using .032 sheet to form ribs. Once aga
in too heavy and I'm back to the old design. I wish you luck in your build.
Joe.
----- Original Message -----
From: "Bill Berle" <victorbravo@sbcglobal.net>
Sent: Tuesday, May 31, 2016 2:01:50 AM
Subject: Re: Kolb-List: Fw: Re: Kolb Firestar Progress report
Hi Gene, thank you for the inquiry. I probably attached a photo to the orig
inal e-mail that showed the elevator under construction, not completed.
My control surfaces do indeed have "triangulation". There is an upper and l
ower structural rib "cap" at each rib location. The "Caps" are standard Kol
b 5/16" tubes just like the plans show.
BUT... instead of the standard Kolb design of riveting the tubes directly t
o the leading edge and trailing edge, I attached them using .032" aluminum
gusset plates. This is actually permitted and shown on the Kolb plans near
the back of the plan set as an alternate method of attaching the (upper) ri
b tubes to the trailing edge tube.
What I did that was completely different than the plans is this:
1) The front of the upper and lower rib tube attach is done using a gusset
at the top and another gusset at the bottom, with the rib tubes approximate
ly FLUSH with the top and bottom of the leading edge tube. This is somewhat
like the method used in the Graham Lee and Robert Baslee Nieuport replicas
.
2) At the trailing edge, the method I used starts off like the Kolb "option
al" method at the back of the plans. A small triangular gusset sits "Across
" the 90 degree joint between the top rib tube and trailing edge tube. Then
, the bottom rib tube comes back at a very slight angle to rest NEXT TO the
top rib tube, nesting against the same triangular gusset attaching the top
rib tube. This way the thickness of the trailing edge is not increased, it
is still one 5/16" tube.
Looking from the side view, you would see the trailing edge tube with one o
f the rib tubes butting up against it, and you would not see the other rib
tube because it would be behind the first one. Then you would see the edge
of the .032 gusset sitting on the top of the intersection.
So the finished elevator ribs actually look like what you can see in the ph
oto attached tot his e-mail....
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entitie
s
--------------------------------------------
On Mon, 5/30/16, Eugene Zimmerman <etzimm@gmail.com> wrote:
Subject: Re: Kolb-List: Fw: Re: Kolb Firestar Progress report
Bill, Your photos show single tubes
from leading edge to trailing edge. Is this according to
your Kolb plans or your own modification? Every Kolb flight
surface I=99ve ever built required a second tube for
triangulation in order to transfer the input torque to the
control surface.Here is a graphic
that will hopefully show what I=99m concerned
about.
On May 20,
2016, at 6:00 PM, Bill Berle <victorbravo@sbcglobal.net>
wrote:
Made progress on the first elevator
half tonight. Similar to rudder,
triangular sheet metal
gussets at
the intersections. Home-made quickie rivet
locator tool works well. I will
probably make a better steel
one
when I get to the ailerons because the ones I made from
aluminum are starting to wear after
about 50 holes.
Bill Berle
www.ezflaphandle.com -
safety & performance upgrade
for light aircraft
www.grantstar.net
- winning proposals for
non-profit and for-profit entities
-<Elevator
Under Construction.jpg><Elevator
Gussets 1.jpg>
Message 2
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| Subject: | Re: Fw: Re: Kolb Firestar Progress report |
> On May 31, 2016, at 2:01 AM, Bill Berle <victorbravo@sbcglobal.net>
wrote:
>
> Hi Gene, thank you for the inquiry. I probably attached a photo to the
original e-mail that showed the elevator under construction, not
completed.
Bill.
My concern is satisfied. The photo of completed elevator looks very
good.
Thanks,
Gene
Message 3
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| Subject: | Re: Fw: Re: Kolb Firestar Progress report |
I'm not an engineer. Been getting along with a little horse sense all
these years.
Seems to me Bill B has reduced the angle of triangulation by moving the
attach point inside rather than outside on the apex of the leading edge
tube. I think a reduced angle would also reduce strength of the
elevator, especially the inboard ribs which are much longer than the
outboard ribs.
Only advantages I see are aesthetic and a little easier to cover, not
having to work around the bumps.
Disadvantages:
-Increased weight
-Reduced strength
john h
mkIII
Titus, Alabama
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of
mojavjoe@comcast.net
Sent: Tuesday, May 31, 2016 5:47 AM
Subject: Re: Kolb-List: Fw: Re: Kolb Firestar Progress report
Hi Bill
I built replicas of your new design while transferring parts from my
FSII to my FSSS, found them significantly heavier and went back to the
old design. I redesigned the alerions as well using .032 sheet to form
ribs. Once again too heavy and I'm back to the old design. I wish you
luck in your build.
Joe.
_____
From: "Bill Berle" <victorbravo@sbcglobal.net>
Sent: Tuesday, May 31, 2016 2:01:50 AM
Subject: Re: Kolb-List: Fw: Re: Kolb Firestar Progress report
Hi Gene, thank you for the inquiry. I probably attached a photo to the
original e-mail that showed the elevator under construction, not
completed.
Message 4
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| Subject: | Re: Fw: Re: Kolb Firestar Progress report |
Hay kold list guys we are in Alaska and looking for other Kolbers=C2-
Sent from Yahoo Mail on Android
On Mon, May 30, 2016 at 3:24 PM, Eugene Zimmerman<etzimm@gmail.com> wrote
: Bill,=C2-Your photos show single tubes from leading edge to trailing
edge. Is this according to your Kolb plans or your own modification? Every
Kolb flight surface I=99ve ever built required a second tube for tria
ngulation in order to transfer the input torque to the control surface.Here
is a graphic that will hopefully show what I=99m concerned about.
On May 20, 2016, at 6:00 PM, Bill Berle <victorbravo@sbcglobal.net> wrote:
Made progress on the first elevator
half tonight. Similar to rudder, triangular sheet metal
gussets at the intersections. Home-made quickie rivet
locator tool works well. I will probably make a better steel
one when I get to the ailerons because the ones I made from
aluminum are starting to wear after about 50 holes.
Bill Berle
www.ezflaphandle.com=C2- - safety & performance upgrade
for light aircraft
www.grantstar.net =C2- =C2- =C2- =C2- =C2- - winning proposals fo
r
non-profit and for-profit entities
-
<Elevator Under Construction.jpg><Elevator Gussets 1.jpg>
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| Subject: | Re: Fw: Re: Kolb Firestar Progress report |
Thank you all for the replies. I enjoy this discussion, and I enjoy having people
call my ideas into question, which keeps me sharp and makes me defend my decisions.
As such, PLEASE do not take any offense at me for going through my "defense"
below, as an exercise to quantify and qualify the reasonableness of the
decision.
As far as the weight gain by doing the control surfaces slightly different than
the plans, I was well aware that there was going to be a weight gain but I believe
it is very small. At each individual rib station, the difference would be
as follows:
1) Bottom rib tube (5/16") will be about 4 inches longer (heavier) at the rear,
because it reaches all the way to the trailing edge.
2) Top and bottom rib will each be about 3/8 inches shorter (lighter), because
they no longer overlap the leading edge tube.
3) Addition of two gussets at top/bottom of the leading edge, approx. .032 x 6
square inches total.
4) Addition of one gusset at the top of the trailing edge, approx. .032 x 3 square
inches.
5) Eight additional 1/8" steel pop rivets (12 instead of 4)
>From Aircraft spruce website:
.032" aluminum sheet weighs .45 pounds per square foot. That is .0031 pounds per
square inch. 9 square inches is .0282 pounds, or .45 ounces for all three gussets.
5/16" x .049 wall tube (slightly heavier than .035 wall) is .0423 pounds per foot,
and 4 inches is a third of a foot, so that extra piece of tube is .0141 pounds,
or .2256 ounces (slightly less than a quarter of an ounce).
The rivets weigh something, but Aircraft Spruce doesn't list the weight. I will
GUESS that 8 rivets weigh about a quarter of an ounce. Now remember, 80% of
the rivet mandrel is broken off and goes into the garbage can, so we only count
the weight of the rivet parts left int he airplane.
So as a rough approximate, it appears that my modified rib assemblies will weigh
about an ounce more than the stock rib. So what did I get in return for the
extra time and effort and weight?
Although the rib tubes do not sit on top of the leading edge tube any more, and
as John H points out they are indeed closer to the center of the leading edge
tube, the "shear plane", or the actual contact point between the two parts is
in the same place... at the top and bottom tangent point of the leading edge
tube. So if the loads on the rib tubes were critical (the structure is "maxed
out" and on the verge of collapse), the rib tubes could buckle in compression
a little sooner on my design than on the original Kolb design. BUT, the Kolb design
holds the entire rib tube / leading edge tube joint together with one rivet,
it is very likely that the rib tube is on the verge of a compression failure.
But on my version, there are six rivets and a reinforcement gusset, which spreads
that shear load (the rib moving fore-aft or side-side relative to the leading
edge tube) across six rivets, and prevents any rotation (rib tube swinging
around the original single rivet). So it seems to me that there is not only a
greater amount of strength (resistance to pulling the joint apart) but also a
large improvement in stiffness (movement before it pulls apart).
Near the trailing edge of the rib, the original Kolb rib "ends the triangulation"
several inches forward of the trailing edge. This means that the last few inches
of the entire control surface is simply one thickness of 5/16" rib tube
and a trailing edge tube. Considering that the Kolb instruction manual tells you
that this 5/16" tube is easy enough to bend by hand, it certainly seems to
me that there is a very small amount of stiffness or bend resistance anywhere
aft of the triangulation joint. On my modified design, the lower rib tube goes
all the way to the back, and so the "triangle" is rigid all the way to the trailing
edge. This results in a stiffer and stronger control surface.
For FLIGHT loads, the trailing edge itself does not do very much... it's only there
to wrap the fabric around. This can be proven out by looking at hundreds
of WW1 airplanes that used only a thin wire as the trailing edge of the control
surfaces. But the loads put on this area during off-airport operations, rolling
through brush, and ground handling, folding the tails, trailering, and brushing
past the controls... those are probably far more of a damage risk than anything
that you will get in the air. That may be why Kolb originally accepted
the weight and left the trailing edge tube on instead of using a string or wire
like an old WW! plane??
One person was kind enough to post that they had tried sheet metal ribs instead
of the tubes, but it was too heavy. My Cessna 172 might not even use .032" sheet
metal in the control surface ribs, I'm guessing it's .025 or perhaps even
.020. Certainly for a very light aircraft like a Kolb, .016 or .020 would be plenty
of thickness for the aileron ribs.
Another possible justification for my "stronger" control surfaces is that I will
be using the 60HP HKS engine, and this will probably create a little more thrust
than the 447/503 engines. A little extra thrust will create a bit more air
loads on the control surfaces. Since this will primarily be an off-road machine,
I will probably wind up whacking a few more bushes and ground shrubs than
some other types of flying.
BUT... the fact remains that if for any reason I'm unhappy with the control surface
weight, I have the options to rebuild these back to stock, or to build new
stock controls.
Anyway, thanks to everyone again for participating in this, and keeping me on my
toes. I appreciate it.
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Tue, 5/31/16, John Hauck <jhauck@elmore.rr.com> wrote:
Subject: RE: Kolb-List: Fw: Re: Kolb Firestar Progress report
To: kolb-list@matronics.com
Date: Tuesday, May 31, 2016, 5:08 AM
I'm not an engineer. Been
getting along with a little horse sense all these
years. Seems to me Bill B has reduced
the angle of triangulation by moving the attach point inside
rather than outside on the apex of the leading edge tube.
I think a reduced angle would also reduce strength of the
elevator, especially the inboard ribs which are much longer
than the outboard ribs. Only advantages I see are
aesthetic and a little easier to cover, not having to work
around the bumps. Disadvantages: -Increased weight -Reduced strength john hmkIIITitus,
Alabama From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf
Of mojavjoe@comcast.net
Sent: Tuesday, May 31, 2016 5:47 AM
To: kolb-list
Subject: Re: Kolb-List: Fw: Re: Kolb Firestar
Progress report Hi
Bill
I
built replicas of your new design while transferring parts
from my FSII to my FSSS, found them significantly heavier
and went back to the old design. I redesigned the alerions
as well using .032 sheet to form ribs. Once again too heavy
and I'm back to the old design. I wish you luck in your
build.
Joe.
From: "Bill Berle" <victorbravo@sbcglobal.net>
To: "kolb-list" <kolb-list@matronics.com>
Sent: Tuesday, May 31, 2016 2:01:50 AM
Subject: Re: Kolb-List: Fw: Re: Kolb Firestar
Progress report
Hi Gene, thank you for the
inquiry. I probably attached a photo to the original e-mail
that showed the elevator under construction, not
completed.
Message 6
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| Subject: | Re: Fw: Re: Kolb Firestar Progress report |
All Kolb models use the same design and material for elevator construction. Many
of us are running 100 hp 912uls engines on our MKIIIs and Slingshots.
One 1/8" rivet holding a rib tube is more than satisfactory for the application.
That single rivet is not close to failure. If it was, I guarantee you some
of us would have already proven it during hard flight, mishandling, and crashes.
Many have gone before you flying Kolbs in the rough. The elevator is as good as
the durability of the fabric, which is pretty delicate when it comes to anything
sharp, or that whips when striking the leading edge of the stabilizers.
I experienced this many years ago, 1994, landing on an abandoned strip south of
Delta Junction, Alaska. I still carry the scars/patches from that episode that
nearly ended my first flight to Alaska.
Ailerons, elevators, and rudder utilize the same rib construction, and have since
the early 1980s. I'm happy with them.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server@matronics.com [mailto:owner-kolb-list-server@matronics.com] On Behalf Of Bill Berle
Sent: Tuesday, May 31, 2016 1:16 PM
Subject: RE: Kolb-List: Fw: Re: Kolb Firestar Progress report
Another possible justification for my "stronger" control surfaces is that I will
be using the 60HP HKS engine, and this will probably create a little more thrust
than the 447/503 engines. A little extra thrust will create a bit more air
loads on the control surfaces. Since this will primarily be an off-road machine,
I will probably wind up whacking a few more bushes and ground shrubs than
some other types of flying.
Bill Berle
Message 7
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| Subject: | Re: Fw: Re: Kolb Firestar Progress report |
I'm well aware that hundreds and hundreds of Kolb aircraft have flown successfully
with the stock design control surfaces.
I would like very much to know the exact weight of a stock plans-built elevator.
Does anyone have a stock, plans-built, un-covered Firestar 2 elevator that they
can get a weight on for comparison?
Mine will certainly be a little heavier, and I would love to know exactly how much
of a weight penalty I have paid for my changes. One ounce... twelve ounces...
three pounds?
If someone will weigh a stock uncovered elevator and post the weight I will do
the same with my modified elevator and we will; see just how much of a penalty
there is for the slight increase in strength.
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
"John Hauck" <jhauck@elmore.rr.com>
One 1/8" rivet holding a rib tube is more than satisfactory
for the application. That single rivet is not close to
failure. If it was, I guarantee you some of us would
have already proven it during hard flight, mishandling, and
crashes.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com]
On Behalf Of Bill Berle
Sent: Tuesday, May 31, 2016 1:16 PM
To: kolb-list@matronics.com
Subject: RE: Kolb-List: Fw: Re: Kolb Firestar Progress
report
Another possible justification for my "stronger" control
surfaces is that I will be using the 60HP HKS engine, and
this will probably create a little more thrust than the
447/503 engines. A little extra thrust will create a bit
more air loads on the control surfaces. Since this will
primarily be an off-road machine, I will probably wind up
whacking a few more bushes and ground shrubs than some other
types of flying.
Bill Berle
Forum -
- MATRONICS WEB FORUMS -
MATRONICS LIST WIKI -
List Contribution Web Site -
-Matt
Dralle, List Admin.
Message 8
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| Subject: | Re: Lithium Batteries |
Lithium battery Update
My LithiumFe battery is two years old. For the second winter the battery
was left in the plane with no battery maintainer or charger attached.
Maintainer/chargers aren't recommended and with only a 10% per year
discharge not needed. The big VW started up just fine (after almost 7
months in storage) with no charging. Later I took my balance charger out to
the hanger and checked the cell voltages. They were all exactly 3.35 volts
so no balancing or charging required again.
This new battery has so much reserve capacity that I have modified my start
procedure. With my old 12 pound 12AH lead acid battery I would prime the
engine and pull it through one engine revolution so that it would start on
the first cylinder going through compression. When the temps were in the
50s this was critical to get the cold engine started. When the voltage
dropped the ignition wouldn't fire. With the 1.8 pound lithium battery I
just prime and hit the starter.
See the following for battery details.
Rick Neilsen
Redrive VW Powered MKIIIC
On Tue, Jul 1, 2014 at 1:05 PM, Rick Neilsen <neilsenrm@gmail.com> wrote:
> We had a discussion last year about these batteries. As time goes on we
> are getting more experience with them so please share your experience in
> your airplane.
>
> Some basic facts about these batteries are they are much lighter, smaller
> and currently more expensive than equivalent lead acid batteries. They need
> to be charged with a special balance charger at least infrequently to
> achieve a long life.
>
> Battery manufactures rate their batteries with two terms, amperage hours
> (ah) and cold cranking amps (cca). I'm not sure these terms exactly equate
> to lithium batteries but this is all we get. AH is the total energy in the
> battery, CCA is the short time cold starting power or in third grade
> analogy a big engine with a small fuel tank. With many products there are
> some that may over state the performance/values of their products.
>
> Impressions about Lithium batteries are that they are, voltage and
> temperature sensitive. The Lithium batteries that are being sold as lead
> acid replacements like mine are described as Lithium Iron Phosphate. The
> claim is Lithium Iron Phosphate batteries don't catch on fire and don't do
> other bad things???
>
> I have very limited experience. My new Aerovoltz lithium iron phosphate
> battery is rated at 15ah, 275cca, weighing 1.8lbs it cost $180 including
> shipping. My old lead acid batteries were all 12ah with app 185cca weighing
> 12lbs. When I installed the new lithium battery I did the recommended top
> off charge then turned off the master fuel valve and cranked five times for
> 5-10 seconds with a cool down (for the starter) with no change in cranking
> speed or voltage. My old 12ah lead acid battery would drop off near the end
> of the second crank. When I first got the lithium battery I was convinced
> they forgot to put the guts in the battery case, it is that light. I
> always kept a battery maintainer on my old lead acid battery because it was
> so low in power and they do self discharge. With the tested power of the
> lithium battery I will not be using the battery maintainer. I also don't
> know if the maintainer is ok with lithium batteries. The manual with my
> Lithium battery states that there is less than a 10% discharge per year.
> Also I stated from memory that my plane weighs 587lbs empty, well opps that
> was before the battery change and redrive upgrade. It now weighs 576lbs.
> Redoing my weight and balance calculations
>
> Please share your facts and label you "impressions" as such. Also if you
> are debating with someone please read the others responses.
>
> Rick Neilsen
> 1st Redrive VW Powered MKIIIC
>
>
Message 9
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| Subject: | Re: Fw: Re: Kolb Firestar Progress report |
Stronger, heavier doesn't accomplish anything when there is no requirement.
I don't see the requirement to make the elevator stronger, except in a couple areas.
The stock elevator has two weaknesses that are simple to correct. These
same weaknesses are also shared by the rudder. I believe I shared my solution
with the Kolb List. Should be in the archives.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server@matronics.com [mailto:owner-kolb-list-server@matronics.com] On Behalf Of Bill Berle
Sent: Tuesday, May 31, 2016 4:07 PM
Subject: RE: Kolb-List: Fw: Re: Kolb Firestar Progress report
I'm well aware that hundreds and hundreds of Kolb aircraft have flown successfully
with the stock design control surfaces.
Bill Berle
Message 10
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| Subject: | Re: Fw: Re: Kolb Firestar Progress report |
Bill,
By all means, weigh your bare parts before covering and record the results. You
don't have to share them but at least you will have the data for future comparisons
or to answer questions others have. (I wish I had done this and the bare
airframe too. Then the painted plane, before engine and instruments).
At any rate, I don't know how much stronger your changes will be. However, I do
know that you can easily crush a stock design and probably yours too with just
the shrinking of the fabric. Covering seems to be part skill and part artistic
ability. :)
My only concern for your changes is that any added weight will contribute to the
tendency for a control surface to flutter. The usual cure is to add a counter
balance. Effective but at the cost of an over-all weight gain. The more you
add, the more you have to add. Gets into a vicious cycle.
I once heard it said that when you are trying to decide if you want to put something
on a plane, first toss it into the air. If it falls to the ground it is
time to rethink how badly you need that part.
Stuart
-----Original Message-----
From: owner-kolb-list-server@matronics.com [mailto:owner-kolb-list-server@matronics.com] On Behalf Of Bill Berle
Sent: Tuesday, May 31, 2016 4:07 PM
Subject: RE: Kolb-List: Fw: Re: Kolb Firestar Progress report
I'm well aware that hundreds and hundreds of Kolb aircraft have flown successfully
with the stock design control surfaces.
I would like very much to know the exact weight of a stock plans-built elevator.
Does anyone have a stock, plans-built, un-covered Firestar 2 elevator that they
can get a weight on for comparison?
Mine will certainly be a little heavier, and I would love to know exactly how much
of a weight penalty I have paid for my changes. One ounce... twelve ounces...
three pounds?
If someone will weigh a stock uncovered elevator and post the weight I will do
the same with my modified elevator and we will; see just how much of a penalty
there is for the slight increase in strength.
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
"John Hauck" <jhauck@elmore.rr.com>
One 1/8" rivet holding a rib tube is more than satisfactory for the application.
That single rivet is not close to failure. If it was, I guarantee you some
of us would have already proven it during hard flight, mishandling, and
crashes.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com]
On Behalf Of Bill Berle
Sent: Tuesday, May 31, 2016 1:16 PM
To: kolb-list@matronics.com
Subject: RE: Kolb-List: Fw: Re: Kolb Firestar Progress report
Another possible justification for my "stronger" control surfaces is that I will
be using the 60HP HKS engine, and this will probably create a little more
thrust than the
447/503 engines. A little extra thrust will create a bit more air loads on the
control surfaces. Since this will primarily be an off-road machine, I will
probably wind up whacking a few more bushes and ground shrubs than some other
types of flying.
Bill Berle
Forum -
- MATRONICS WEB FORUMS -
MATRONICS LIST WIKI -
List Contribution Web Site -
-Matt
Dralle, List Admin.
Message 11
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| Subject: | Re: Fw: Re: Kolb Firestar Progress report |
Where exactly in the archives can I find the posting on the weaknesses you found
in the elevator and rudder?
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Tue, 5/31/16, John Hauck <jhauck@elmore.rr.com> wrote:
Subject: RE: Kolb-List: Fw: Re: Kolb Firestar Progress report
To: kolb-list@matronics.com
Date: Tuesday, May 31, 2016, 3:18 PM
"John Hauck" <jhauck@elmore.rr.com>
Stronger, heavier doesn't accomplish anything when there is
no requirement.
I don't see the requirement to make the elevator stronger,
except in a couple areas. The stock elevator has two
weaknesses that are simple to correct. These same
weaknesses are also shared by the rudder. I believe I
shared my solution with the Kolb List. Should be in
the archives.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com]
On Behalf Of Bill Berle
Sent: Tuesday, May 31, 2016 4:07 PM
To: kolb-list@matronics.com
Subject: RE: Kolb-List: Fw: Re: Kolb Firestar Progress
report
I'm well aware that hundreds and hundreds of Kolb aircraft
have flown successfully with the stock design control
surfaces.
Bill Berle
Forum -
- MATRONICS WEB FORUMS -
MATRONICS LIST WIKI -
List Contribution Web Site -
-Matt
Dralle, List Admin.
Message 12
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| Subject: | Re: Fw: Re: Kolb Firestar Progress report |
Bill B/Kolbers:
You probably will not have to use my update if you use a large gusset on the inboard
rib at the elevator leading edge attachment, top and bottom. I used gussets
there on my MKIII after I discovered the single 1/8 X .5" rivet was loosening
up. Since my elevator and rudder were finished for some time, I added the
gussets on top of the fabric. Did the same thing with the bottom rib at the
rudder leading edge, both sides. No more problems in more than 3,000.0 hours.
I've got to check on my airplane tomorrow. If I remember I will take some photos
of the gussets and try to also measure them.
These are locations where a gusset was needed.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server@matronics.com [mailto:owner-kolb-list-server@matronics.com] On Behalf Of Bill Berle
Sent: Tuesday, May 31, 2016 6:29 PM
Subject: RE: Kolb-List: Fw: Re: Kolb Firestar Progress report
Where exactly in the archives can I find the posting on the weaknesses you found
in the elevator and rudder?
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Tue, 5/31/16, John Hauck <jhauck@elmore.rr.com> wrote:
Subject: RE: Kolb-List: Fw: Re: Kolb Firestar Progress report
To: kolb-list@matronics.com
Date: Tuesday, May 31, 2016, 3:18 PM
"John Hauck" <jhauck@elmore.rr.com>
Stronger, heavier doesn't accomplish anything when there is no requirement.
I don't see the requirement to make the elevator stronger, except in a couple
areas. The stock elevator has two weaknesses that are simple to correct. These
same weaknesses are also shared by the rudder. I believe I shared my solution
with the Kolb List. Should be in the archives.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com]
On Behalf Of Bill Berle
Sent: Tuesday, May 31, 2016 4:07 PM
To: kolb-list@matronics.com
Subject: RE: Kolb-List: Fw: Re: Kolb Firestar Progress report
I'm well aware that hundreds and hundreds of Kolb aircraft have flown successfully
with the stock design control surfaces.
Bill Berle
Forum -
- MATRONICS WEB FORUMS -
MATRONICS LIST WIKI -
List Contribution Web Site -
-Matt
Dralle, List Admin.
Message 13
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| Subject: | Re: Lithium Batteries |
Similar results to yours, very happy with mine. Put in a battery shut off switch
so as not to accidentally kill it. No longer have to worry about having enough
capacity to crank it until it starts. Apparently you can leave the master
on and kill it, but you can't run it down cranking.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Would you consider yourself to be a good person?
https://www.youtube.com/watch?v=VWcDXT6pH7A
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=456719#456719
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