Today's Message Index:
----------------------
1. 04:48 AM - Re: FAA Inspection + W (johnjung@compusenior.com)
2. 05:25 AM - Activity in Western NY (Ed Steuber)
3. 05:58 AM - Re: Re: Digging a hole(SORRY!!!) (Larry Austin)
4. 05:58 AM - Mark III "Miss B" commits aviation (Bob, Kathleen, & Kory Brocious)
5. 06:32 AM - miss B (Bob Bean)
6. 07:15 AM - Re: miss B (Jack & Louise Hart)
7. 08:02 AM - Re: Activity in Western NY (John Hauck)
8. 08:18 AM - Re: Mark III "Miss B" commits aviation (John Hauck)
9. 08:42 AM - Re: Activity in Western NY (Kirk Smith)
10. 08:46 AM - Re: Rectifer (H MITCHELL)
11. 08:48 AM - Documents (Ian Heritch)
12. 09:07 AM - Re: Mark III "Miss B" W & B (Bob, Kathleen, & Kory Brocious)
13. 09:29 AM - Re: Mark III "Miss B" W & B (John Hauck)
14. 10:44 AM - Re: Mark III "Miss B" W & B (Bob, Kathleen, & Kory Brocious)
15. 11:15 AM - Re: Mark III "Miss B" W & B (John Hauck)
16. 11:47 AM - Re: Mark III "Miss B" commits aviation ()
17. 11:52 AM - Re: Mark III "Miss B" commits aviation ()
18. 12:23 PM - 1/2 VW (Dwight.Kottke@hti.htch.com)
19. 01:31 PM - "Miss B" picture posted on list (Bob, Kathleen, & Kory Brocious)
20. 01:55 PM - Re: MV Pictures (Kirby Dennis Contr ASC/TM)
21. 02:18 PM - PVC Pipe for a Gas Spout? (Kirby Dennis Contr ASC/TM)
22. 06:12 PM - Re: PVC Pipe for a Gas Spout? (BKlebon@aol.com)
23. 08:58 PM - Kolbra from Ashe Co. to TNK (Richard Pike)
24. 09:16 PM - Re: Mark III "Miss B" commits aviation (Richard Pike)
25. 09:36 PM - Re: Pitch Stability & Cross Country Flying (Richard Pike)
26. 11:08 PM - Firestar trim tabs? (WillUribe@aol.com)
Message 1
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| Subject: | Re: FAA Inspection + W |
--> Kolb-List message posted by: "johnjung@compusenior.com" <johnjung@compusenior.com>
Ian and Group,
Here is how I did W&B for my inspection and for myself: I calculated how
light and heavy the pilot could be, before exceeding the weight limit
(gross) and the balance limits, with full and empty fuel. Then, I did
the same calculations for a passenger, with my weight in the pilot seat.
It turned out that my plane could only exceed the limits in two ways,
gross weight and too low of a pilot weight without a passenger. So all
have too do is not let a small pilot fly my plane and not carry a
passenger above a certain weight. If I gain 10 pounds, I can only carry
a passenger that weighs 10 pound less than calculated. I did these
calculations so that I could understand the situation for my plane and
not have to recalculate all the time. It satisfied my inspector. I
suspect that inspectors know that poeple arn't going to redo W&B every
time they gain weight or carry a different passenger, so they want
builders to understand the W&B limits of their planes.
The technique that I used was to set it up in a spreadsheet, so that I
could play with the numbers quickly.
John Jung
Message 2
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| Subject: | Activity in Western NY |
--> Kolb-List message posted by: "Ed Steuber" <esteuber@rochester.rr.com>
.......Yesterday,a friend of mine was getting his Challenger 1 inspected by
a just retired FAA Inspector that is now a DAR and he told us that the Ultralight
254# category is soon to be a thing of the past....because of 911.! ! The
Feds are afraid an unregistered UL with a bomb will crash into something...SOOOO.....everything
will be registered and piloted by licensed pilots......that's
really going to make us all safer....... RIGHT !
....IF YOU GIVE UP YOUR FREEDOM FOR SECURITY , YOU DESERVE NEITHER......WHAT
WILL YOU DO WITHOUT FREEDOM !
Right Wing Radical Ed in Western NY
do not archive
Message 3
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| Subject: | Re: Digging a hole(SORRY!!!) |
--> Kolb-List message posted by: "Larry Austin" <joandlp@starband.net>
Blank
My fault on the 'digging the hole' signature. I use it when I email my right
wing fascist friends and I forgot to delete it for this message. I agree ,
this list is for Kolb.
Sorry!!!
Message 4
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| Subject: | Mark III "Miss B" commits aviation |
--> Kolb-List message posted by: "Bob, Kathleen, & Kory Brocious" <bbrocious@hotmail.com>
Folks,
At 7:30 pm last evening "Miss B" was airbourne for the first time. I had already
done some fast taxing to feel her out and see how well she tracked down the
runway both in the 3 point position and with the tail up. Last night I did one
fast taxi (4,400' paved runway) then pulled her off in ground effect (3') then
came back and slowly increased my altitude 20' then 50'. No bad habits, no heavy
wing. I was definitely near the rear CG limit as I had to keep a lot of forward
pressure on the stick. I weigh about 195lbs so I may want to move a little
weight around. I also need to add some PADDING to those sling seats! Yeouch!
I can't reach the panel in my current setup. The 5th crow hop I took her all
the way around the pattern, then came back and landed and decided to call it
quits while I was ahead.
Being as light as she is (517lbs empty) the slight cross wind (3mph) was noticeable
much to my surprise. No problem handling it but I really didn't expect to
notice it.
I need to thank a few folks. Richard Pike, John H. and Jim Gerkin for their generous
suggestions about resetting my right wing (it flew perfectly!) and Denny
Rowe for his kind assistance with building the section over the fuel tanks. This
list is priceless!
Any thoughts about the need for such forward pressure on the stick? It would be
most uncomfortable on a cross country solo.
Absolutely giddy!
Bob,
<EM>Tenacity Farm </EM>
Campbellsburg, Kentucky
Protect your PC - <a href="http://g.msn.com/8HMNENUS/2755??PS=">Click here for McAfee.com VirusScan Online
Message 5
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--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
congrats, I liked the description of your stepped-out careful approach to
committed flight. Regarding the stick pushing required, don't confuse
built-
in up trim with CG. You have to believe the numbers on the W&B (if done
right). I would try a small fixed tab on the elevator first. -BB do not
archive
Message 6
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--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 09:38 AM 6/19/03 -0400, you wrote:
>--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
>
>congrats, I liked the description of your stepped-out careful approach to
>committed flight. Regarding the stick pushing required, don't confuse
>built-
>in up trim with CG. You have to believe the numbers on the W&B (if done
>right). I would try a small fixed tab on the elevator first. -BB do not
>archive
>
>
If you continue to need forward stick at full up weight and at cruise, you might
want to raise the front of your horizontal statilizer a little and recenter
your stick and elevators.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 7
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| Subject: | Re: Activity in Western NY |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
Ultralight 254# category is soon to be a thing
of the past....because of 911.! ! The Feds are
afraid an unregistered UL with a bomb will crash
into something...SOOOO.....everything will be
registered and piloted by licensed
pilots......
Right Wing Radical Ed in Western NY
Ed/All:
Don't hold your breath or lose any sleep over the
referenced gossip. Let's wait and worry when the
first UL strike against "any" target is
successful.
Some folks love to start rumors...................
john h
DO NOT ARCHIVE
Message 8
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| Subject: | Re: Mark III "Miss B" commits aviation |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
was definitely near the rear CG limit as I had
to keep a lot of forward pressure on the stick.
Bob B/All:
Congratulations!
First report of MK III needing nose down
trim...............
If it was my airplane, and I knew that everybody
else's MK III needed nose up trim, to take the
pressure off the stick, I would start looking to
see what I had done wrong or differently from all
the others.
I would not start sticking trim tabs here and
there, moving the leading edge of the horizontal
stabilizer, adding sand bags, or pull my hair out
until I discovered the problem. I doubt very
seriously if you have an aft CG problem if you
built according to plans. Your aircraft at 517
lbs is very light compared to mine and many
others. Your weight is average.
What engine are you using?
Make sure you hooked the nose-up trim correctly.
I assume you could hook it to the wrong elevator
cable.
Don't get mad at me. I'm brain storming, trying
to come up with anything that could be causing
your problem......... Tough to do on one cup of
coffee and an infected tooth. :-(
Reflexed flaps and ailerons would cause a nose up
tendancy.
How about wing incidence? Too much would cause
the nose to come up.......
What airspeed were you flying? Does it take
forward pressure to keep the aircraft level at all
speeds and power settings?
I can only think that something quite out of the
ordinary is causing your nose up problem, since it
is entirely opposite of the normal MK III
characteristic.
If I think of anything else, I will post post
haste.......
john h
PS: Call me anytime to discuss the problem:
334-567-6280
Message 9
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| Subject: | Re: Activity in Western NY |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
>
> Don't hold your breath or lose any sleep over the
> referenced gossip. Let's wait and worry when the
> first UL strike against "any" target is
> successful.
>
> Some folks love to start rumors...................
>
> john h
>
Whew! I was about ready to sell mine too, before word got out and the market
collapsed, leaving me with a pile of scrap tubing and slightly starched bed
sheets. ;o)) Kirk
DO NOT ARCHIVE
Message 10
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Seal-Send-Time: Thu, 19 Jun 2003 11:45:43 -0400
--> Kolb-List message posted by: "H MITCHELL" <mitchmnd@msn.com>
I came out of retirement to do one more machine design job and of course it turned
out to be a lot more than was originally planned so I haven't contributed
to the list for a while but I can't pass this one up.
I used Key West regulators on my 447 powered FireFly for over 60 hours and never
had a problem. It provided power for GPS, radio and strobe. I had previously
used Kunzelman (more money but not based on shunt-to-ground circuit). Shut-to-ground
circuits carry any a part of the power from the lighting coil(s) to the
engine ground connection. If any of the diodes in the unit fail it takes a lot
more of the power directly to ground and can heat up the wires that go from
the lighting coils to the rectifier. The unit can still do a fair job of powering
the accessories but the wires can get hot enough to melt their insulation.
This can be really dangerous when these hot wires are in the same bundle as
the engine shutdown wire. My Key West nearly put me in the trees so I replaced
it with a Kuntzelman unit and solved the problem. Key West units are o.k. if
you want to save a buck and risk your tail.
Duane the plane, Tallassee FL
---- Original Message -----
From: DAquaNut@aol.com
To: kolb-list@matronics.com
Sent: Tuesday, June 17, 2003 1:01 AM
Subject: Re: Kolb-List: Rectifer
--> Kolb-List message posted by: DAquaNut@aol.com
In a message dated 6/14/03 7:22:33 AM Central Standard Time,
jhauck@elmore.rr.com writes:
<<
The regulator/rectifier should have been included
with the engine. Get on the horn and contact Kolb
to send you one.
If you are going to have any requirement for
regulated 12VDC, you will need the reg/rec.
john h
>>
John H. / Group.
Linda informed me that a rectifier/regulater does not come with the
447engine. Will it run without one. Im wanting to get one that doesnt waste power
from the engine & turn it into heat in the rectifier itself. I believe that is
what happens in the Key West unit. Im still not sure which unit to get. Do they
all get hot?Thanks to all who have replied.
Ed Diebel
Message 11
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--> Kolb-List message posted by: "Ian Heritch" <iheritch@satx.rr.com>
Folks,
For the FAA inspection, do any of the required documents need to be displayed in
the aircraft? This is as opposed to having them stored out of sight in the
aircraft.
Thanks,
Ian Heritch
San Antonio, TX
Slingshot, 912
Message 12
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| Subject: | Re: Mark III "Miss B" W & B |
--> Kolb-List message posted by: "Bob, Kathleen, & Kory Brocious" <bbrocious@hotmail.com>
John, according to the weight and balance data using the 66 MAC that Kolb provides,
I expected to be near the rear CG. Here's the data I am working with.
Empty weight 517.5 Moment 17919.34375
Pilot 195 lbs Arm -3 Moment -585
Fuel 60 lbs Arm 20.5 Moment 1230
This puts my CG % at 36.4%
I am running at 582. My battery is right behind the passenger's seat. I'm surprised
that given the various distances to the datum that Kolb publishes for the
Mark III that most all Mark IIIs aren't tail heavy when flying solo. I'm obviously
missing something.
No offense taken. Any input is appreciated.
Bob
Bob, Kathleen, and Kory Brocious<EM>Tenacity Farm </EM>
Campbellsburg, Kentucky
From: John Hauck <JHAUCK@ELMORE.RR.COM>
Subject: Re: Kolb-List: Mark III "Miss B" commits aviation
-- Kolb-List message posted by: John Hauck <JHAUCK@ELMORE.RR.COM>
was definitely near the rear CG limit as I had
to keep a lot of forward pressure on the stick.
Bob B/All:
Congratulations!
First report of MK III needing nose down
trim...............
If it was my airplane, and I knew that everybody
else's MK III needed nose up trim, to take the
pressure off the stick, I would start looking to
see what I had done wrong or differently from all
the others.
I would not start sticking trim tabs here and
there, moving the leading edge of the horizontal
stabilizer, adding sand bags, or pull my hair out
until I discovered the problem. I doubt very
seriously if you have an aft CG problem if you
built according to plans. Your aircraft at 517
lbs is very light compared to mine and many
others. Your weight is average.
What engine are you using?
Make sure you hooked the nose-up trim correctly.
I assume you could hook it to the wrong elevator
cable.
Don't get mad at me. I'm brain storming, trying
to come up with anything that could be causing
your problem......... Tough to do on one cup of
coffee and an infected tooth. :-(
Reflexed flaps and ailerons would cause a nose up
tendancy.
How about wing incidence? Too much would cause
the nose to come up.......
What airspeed were you flying? Does it take
forward pressure to keep the aircraft level at all
speeds and power settings?
I can only think that something quite out of the
ordinary is causing your nose up problem, since it
is entirely opposite of the normal MK III
characteristic.
If I think of anything else, I will post post
haste.......
john h
PS: Call me anytime to discuss the problem:
334-567-6280
Message 13
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| Subject: | Re: Mark III "Miss B" W & B |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> I am running at 582. My battery is right behind the passenger's seat. I'm surprised
that given the various distances to the datum that Kolb publishes for the
Mark III that most all Mark IIIs aren't tail heavy when flying solo. I'm obviously
missing something.
> Bob, Kathleen, and Kory Brocious<EM>Tenacity Farm </EM>
Bob/All:
I am running a 912S. Battery behind left seat.
25 gal fuel = 150 lbs behind the bulkhead.
130 lbs of gear = behind the bulkhead.
6" Maule tailwheel.
Fat ole gal, Miss P'fer, weighs 630 lbs empty,
according to Dennis Souder, July 1994, when she
was sitting in Homer Kolb's hanger.
Power off glide, no nose up trim required to keep
the aircraft level.
Power on, needs nose up trim sole. With a
passenger, needs a buncha nose up trim.
Got me scratching my head. There's an answer out
there somewhere. Just don't know where it is at
the moment.
john h
Message 14
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| Subject: | Re: Mark III "Miss B" W & B |
--> Kolb-List message posted by: "Bob, Kathleen, & Kory Brocious" <bbrocious@hotmail.com>
John, if the CG is the leading edge of the wing, where does all the nose weight
come from?
That confuses me unless it is an incidence issue for either the wing or the horizontal
stab.
DO NOT ARCHIVE
Bob, Kathleen, and Kory Brocious<EM>Tenacity Farm </EM>
Campbellsburg, Kentucky
From: John Hauck <JHAUCK@ELMORE.RR.COM>
Subject: Re: Kolb-List: Mark III "Miss B" W B
-- Kolb-List message posted by: John Hauck <JHAUCK@ELMORE.RR.COM>
I am running at 582. My battery is right behind the passenger's seat. I'm surprised
that given the various distances to the datum that Kolb publishes for the
Mark III that most all Mark IIIs aren't tail heavy when flying solo. I'm obviously
missing something.
Bob, Kathleen, and Kory Brocious<EM>Tenacity Farm </EM>
Bob/All:
I am running a 912S. Battery behind left seat.
25 gal fuel = 150 lbs behind the bulkhead.
130 lbs of gear = behind the bulkhead.
6" Maule tailwheel.
Fat ole gal, Miss P'fer, weighs 630 lbs empty,
according to Dennis Souder, July 1994, when she
was sitting in Homer Kolb's hanger.
Power off glide, no nose up trim required to keep
the aircraft level.
Power on, needs nose up trim sole. With a
passenger, needs a buncha nose up trim.
Got me scratching my head. There's an answer out
there somewhere. Just don't know where it is at
the moment.
john h
Message 15
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| Subject: | Re: Mark III "Miss B" W & B |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> John, if the CG is the leading edge of the wing, where does all the nose weight
come from?
>
> That confuses me unless it is an incidence issue for either the wing or the horizontal
stab.
> Bob, Kathleen, and Kory Brocious<EM>Tenacity Farm </EM>
Bob/All:
Don't think the nose down issue for most all MK
III is a weight/cg problem. It is the product of
a pusher design with a high thrust line.
In one of my very recent msgs I stated, "power off
needs no nose up trim" "power on, it needs nose up
trim" "power on with a passenger, needs a lot of
nose up trim". Pusher with high thrust line is
not going to push the nose up, in the normal Kolb
MK III configuration.
You probably have not had a chance to fly power
off or at idle. I guess with your problem, your
MK III would stand on its tail in the power off
mode.
john h
Message 16
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| Subject: | Re: Mark III "Miss B" commits aviation |
--> Kolb-List message posted by: <rowedl@highstream.net>
Way to go Bob, Glad to hear all is going well.
I can't wait to join you in Mk-3 aviation.
Denny Rowe
do not archive
----- Original Message -----
From: Bob, Kathleen, & Kory Brocious <bbrocious@hotmail.com>
Subject: Kolb-List: Mark III "Miss B" commits aviation
> --> Kolb-List message posted by: "Bob, Kathleen, & Kory Brocious"
<bbrocious@hotmail.com>
>
>
> Folks,
> At 7:30 pm last evening "Miss B" was airbourne for the first time. I had
already done some fast taxing to feel her out and see how well she tracked
down the runway both in the 3 point position and with the tail up. Last
night I did one fast taxi (4,400' paved runway) then pulled her off in
ground effect (3') then came back and slowly increased my altitude 20' then
50'. No bad habits, no heavy wing. I was definitely near the rear CG limit
as I had to keep a lot of forward pressure on the stick. I weigh about
195lbs so I may want to move a little weight around. I also need to add some
PADDING to those sling seats! Yeouch! I can't reach the panel in my current
setup. The 5th crow hop I took her all the way around the pattern, then came
back and landed and decided to call it quits while I was ahead.
>
>
> Being as light as she is (517lbs empty) the slight cross wind (3mph) was
noticeable much to my surprise. No problem handling it but I really didn't
expect to notice it.
>
>
> I need to thank a few folks. Richard Pike, John H. and Jim Gerkin for
their generous suggestions about resetting my right wing (it flew
perfectly!) and Denny Rowe for his kind assistance with building the section
over the fuel tanks. This list is priceless!
>
>
> Any thoughts about the need for such forward pressure on the stick? It
would be most uncomfortable on a cross country solo.
>
> Absolutely giddy!
>
>
> Bob,
> <EM>Tenacity Farm </EM>
>
> Campbellsburg, Kentucky
>
>
> Protect your PC - <a href="http://g.msn.com/8HMNENUS/2755??PS=">Click here
for McAfee.com VirusScan Online
>
>
Message 17
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| Subject: | Re: Mark III "Miss B" commits aviation |
--> Kolb-List message posted by: <rowedl@highstream.net>
Bob,
Maybe yout elevator trim has a little to much tension on the springs in the
full forward position. Maybe make a longer set of links from the bellcrank
to the trim springs.
Denny
----- Original Message -----
From: John Hauck <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: Mark III "Miss B" commits aviation
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
> was definitely near the rear CG limit as I had
> to keep a lot of forward pressure on the stick.
>
> Bob B/All:
>
> Congratulations!
>
> First report of MK III needing nose down
> trim...............
>
> If it was my airplane, and I knew that everybody
> else's MK III needed nose up trim, to take the
> pressure off the stick, I would start looking to
> see what I had done wrong or differently from all
> the others.
>
> I would not start sticking trim tabs here and
> there, moving the leading edge of the horizontal
> stabilizer, adding sand bags, or pull my hair out
> until I discovered the problem. I doubt very
> seriously if you have an aft CG problem if you
> built according to plans. Your aircraft at 517
> lbs is very light compared to mine and many
> others. Your weight is average.
>
> What engine are you using?
>
> Make sure you hooked the nose-up trim correctly.
> I assume you could hook it to the wrong elevator
> cable.
>
> Don't get mad at me. I'm brain storming, trying
> to come up with anything that could be causing
> your problem......... Tough to do on one cup of
> coffee and an infected tooth. :-(
>
> Reflexed flaps and ailerons would cause a nose up
> tendancy.
>
> How about wing incidence? Too much would cause
> the nose to come up.......
>
> What airspeed were you flying? Does it take
> forward pressure to keep the aircraft level at all
> speeds and power settings?
>
> I can only think that something quite out of the
> ordinary is causing your nose up problem, since it
> is entirely opposite of the normal MK III
> characteristic.
>
> If I think of anything else, I will post post
> haste.......
>
> john h
>
> PS: Call me anytime to discuss the problem:
> 334-567-6280
>
>
Message 18
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06/19/2003 02:23:36 PM,
Serialize complete at 06/19/2003 02:23:36 PM,
Itemize by SMTP Server on HUDOMGW1/HTI(Release 5.0.12 |February 13, 2003)
at
06/19/2003 02:23:15 PM,
Serialize by Router on HUDOMGW1/HTI(Release 5.0.12 |February 13, 2003)
at
06/19/2003 02:23:18 PM,
Serialize complete at 06/19/2003 02:23:18 PM
--> Kolb-List message posted by: Dwight.Kottke@hti.htch.com
Is anyone out there using the 1/2 VW engine on their Firestar?
The Flying Farmer
Do not archive
Message 19
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| Subject: | "Miss B" picture posted on list |
--> Kolb-List message posted by: "Bob, Kathleen, & Kory Brocious" <bbrocious@hotmail.com>
Folks, I've posted a picture of "Miss B" on the list. It should be available shortly.
Anything look out of place ?
Bob
DO NOT ARCHIVE
Bob, Kathleen, and Kory Brocious<EM>Tenacity Farm </EM>
Campbellsburg, Kentucky
Message 20
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--> Kolb-List message posted by: Kirby Dennis Contr ASC/TM <Dennis.Kirby@kirtland.af.mil>
John H -
Excellent pictures!
Thanks for taking the effort to make them available to all of us to see.
It's trips like yours and John Williamson's that inspire me (us?) to venture
out in my OWN Kolb and see all the diversity and beauty that this great
country of ours has to offer!
Dennis Kirby
do not archive
Message 21
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| Subject: | PVC Pipe for a Gas Spout? |
--> Kolb-List message posted by: Kirby Dennis Contr ASC/TM <Dennis.Kirby@kirtland.af.mil>
Kolb Friends -
I'm thinking of making a filler spout out of PVC or ABS pipe, to aid in
filling my gas tanks.
(To make it easier to pour gas from the 5-gallon gas can into my plane's
fuel tanks.)
Is there any kind of compatibility problem doing this?
i.e., is the gasoline going to dissolve the PVC/ABS pipe, or will it somehow
contaminate my gas?
Many thanks -
Dennis Kirby
Mark-3, Verner-powered
New Mexico
Message 22
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| Subject: | Re: PVC Pipe for a Gas Spout? |
--> Kolb-List message posted by: BKlebon@aol.com
Although I no longer use it, for about 3 years I used a piece of PVC pipe as
an extension to the spout of a 5 gal. fuel can and had no problems with fuel
contamination.
Message 23
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| Subject: | Kolbra from Ashe Co. to TNK |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Going from Ashe County to TNK, you will be going right by my place, 3TN0,
just north of TRI. If you need a place to stop and get a cool drink, (or
get rid of a used one) you are welcome to drop in. Give me a heads up if
interested and I'll be sure to hang around the house that day.
Richard Pike
MKIII N420P (420ldPoops)
423-323-9441
Do Not Archive
At 05:09 PM 6/18/03 -0500, you wrote:
>--> Kolb-List message posted by: "John Williamson" <kolbrapilot@attbi.com>
>
>Hi John H. and Gang,
>
>Thanks for the photos John. I have updated my links so your page can me
>found later on.
>http://home.attbi.com/~kolbrapilot/OtherKolbPhotos.htm
>
>I'm just doing the last minute planning for my next trip that starts this
>Saturday morning.
>Plan to spend Saturday night in Mt. Vernon, IL,
>Sunday night at Olcott-Newfane, NY,
>Monday night at Eastport, ME,
>Tuesday night at Sky Manor, NJ,
>Wednesday night at Ashe County, NC,
>Visit TNK on Thursday and spend the night at Shelbyville, TN,
>Get back home on Friday.
>
>It's an ambitious plan but I doubt if I can do it without a day or two of
>weather delays.
>
>
>John Williamson
>Arlington, TX
>
>Kolb Kolbra, N49KK, Jabiru 2200, 333 hours
>http://home.attbi.com/~kolbrapilot
>
>do not archive
>
>
Message 24
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| Subject: | Re: Mark III "Miss B" commits aviation |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Been out of town for a week and getting caught up tonight - if you are
having to hold forward pressure on the stick, adjust your aileron and flap
rods to lower the trailing edges of your ailerons and flaps a bit and it
will trim just fine, you will not need any forward pressure on the stick.
Richard Pike
MKIII N420p (420ldPoops)
Do Not Archive
At 08:57 AM 6/19/03 -0400, you wrote:
>--> Kolb-List message posted by: "Bob, Kathleen, & Kory Brocious"
><bbrocious@hotmail.com>
>
>
>Folks,
>At 7:30 pm last evening "Miss B" was airbourne for the first time. I had
>already done some fast taxing to feel her out and see how well she tracked
>down the runway both in the 3 point position and with the tail up. Last
>night I did one fast taxi (4,400' paved runway) then pulled her off in
>ground effect (3') then came back and slowly increased my altitude 20'
>then 50'. No bad habits, no heavy wing. I was definitely near the rear CG
>limit as I had to keep a lot of forward pressure on the stick. I weigh
>about 195lbs so I may want to move a little weight around. I also need to
>add some PADDING to those sling seats! Yeouch! I can't reach the panel in
>my current setup. The 5th crow hop I took her all the way around the
>pattern, then came back and landed and decided to call it quits while I
>was ahead.
>
>
>Being as light as she is (517lbs empty) the slight cross wind (3mph) was
>noticeable much to my surprise. No problem handling it but I really didn't
>expect to notice it.
>
>
>I need to thank a few folks. Richard Pike, John H. and Jim Gerkin for
>their generous suggestions about resetting my right wing (it flew
>perfectly!) and Denny Rowe for his kind assistance with building the
>section over the fuel tanks. This list is priceless!
>
>
>Any thoughts about the need for such forward pressure on the stick? It
>would be most uncomfortable on a cross country solo.
>
>Absolutely giddy!
>
>
>Bob,
><EM>Tenacity Farm </EM>
>
>Campbellsburg, Kentucky
>
>
>Protect your PC - <a href="http://g.msn.com/8HMNENUS/2755??PS=">Click here
>for McAfee.com VirusScan Online
>
>
Message 25
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| Subject: | Re: Pitch Stability & Cross Country Flying |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Been out of town for a week and just getting caught up -
A couple years ago I made up a bracket to play with my stabilizer
incidence, raised the leading edge a bit and discovered that the airplane
would then would nose down and gradually keep nosing over more and more as
speed and angle increased. Returned the front edge of the stab to the
original position and it quit acting ugly.
Also discovered that if you reflexed the flaps and ailerons too high that
it would keep nosing up higher and higher. Lowered them back a bit until
the hands off trim speed at cruise power was around 45-50.
A higher throttle setting tends to push the nose down more, a lower setting
tends to let it rise a bit higher.
Maybe try dropping the front of the stab to the factory settings and also
dropping the trailing edge of the flaps and ailerons a bit, then use the
trim mechanism to counteract any resulting nose down tendency. There is
always a reason for everything, it's just not always as obvious as you
might wish, maybe this is a place to start.
As far as leaning the engine out - I fly my fixed jet two stroke to any
altitude I want with no problems, so don't worry about it until problems
show up, because they probably won't. Jet it correctly for the altitude you
normally fly, it is not that critical.
As far as flying during the rough part of the day, fly a little slower and
be patient, you'll get used to it. Or fly to somewhere a couple days away.
After a few days of getting beat around all day, you take it for granted...
Some of us have even been known to have momentary nod off/whiplash attacks
during those hot afternoon flights... (Which is the real reason for getting
your airplane trimmed correctly...)
Note: DO NOT take Sweetie Pie for her first airplane ride until you are
very comfortable with the airplane and it is a smooth late afternoon or you
will screw up what could have been a fun togetherness thing. And don't show
her how agile the airplane is. Sweetie Pie doesn't care, she is too busy
trying not to let you know she is terrified and being brave. Let her get
comfortable at her pace, not yours.
Listen to the Preacher, he knows wherof he speaks...
Richard Pike
MKIII N420P (420ldPoops)
At 02:40 PM 6/16/03 -0400, you wrote:
>--> Kolb-List message posted by: Rick & Martha Neilsen <neilsenrm@comcast.net>
>
>My MKIII likes to fly at 75MPH but I find that the airplane is unstable in
>pitch. I isn't difficult to fly but requires constant attention. I find that
>the airplane will not hold a pitch angle even trimmed. It constantly wants
>to climb or descend at a increasing angle if allowed to continue seems to
>want to continue pitching from level to extreme angles. I have my horizontal
>stabilizers set as per plans even with the top of the fuselage tube. There
>has been considerable discussion in the past about moving the leading edge
>of the horizontal stabilizers down app a inch from the recommended setting.
>My question is do you people that have done this find that the airplane is
>more pitch stable?
>
>Maybe partly due to the pitch instability I find thermals very uncomfortable
>to fly in. I tend to fly only the last few hours of the day so as to avoid
>thermals and other rough air. I have flown general aviation aircraft during
>the day and found that higher altitudes makes for a smoother ride. My
>question to you that have taken cross country flights, in light planes, is
>how high do you fly? I have carburetors that don't have in-flight mixture
>adjustments and as I climb the fuel mixture gets rich. Do I need to tune for
>the lean end of the allowable mixture range so that I can climb for smoother
>air. If you find you need to fly 8-9 thousand feet above ground I can't go
>that lean on the ground and will not bother.
>
>Thanks
>
>Rick Neilsen
>Redrive VW powered MKIII
>
>
Message 26
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| Subject: | Firestar trim tabs? |
--> Kolb-List message posted by: WillUribe@aol.com
Someone sent me an e-mail off list asking about the FireStar Trim tab.
I'm sorry to say but I accidentally deleted the e-mail. Please send me
another e-mail off list.
BTW: I'll be working in Fredericksburg, VA next week. Any Kolbers out that
way?
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
do not archive
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