Today's Message Index:
----------------------
1. 06:49 AM - to eCharts customers (Aircraft Technical Book Company)
2. 12:50 PM - Re: Taill Boom/Fuselage Ring (Timandjan@aol.com)
3. 01:16 PM - Pitch trim limitation resolved (Ron Hoyt)
4. 01:55 PM - Mark II Twinstar flies (John Cooley)
5. 02:27 PM - Re: Pitch trim limitation resolved (Richard Pike)
6. 02:36 PM - Re: Pitch trim limitation resolved (Christopher J Armstrong)
7. 02:40 PM - Re: Pitch trim limitation resolved (Christopher J Armstrong)
8. 04:42 PM - Re: Mark II Twinstar flies (Bob Bean)
Message 1
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| Subject: | to eCharts customers |
--> Kolb-List message posted by: "Aircraft Technical Book Company" <winterland@rkymtnhi.com>
As of yesterday, our eCharts division has a new address. It is now a part
of our newest on-line catalog www.PilotsBooks.com
Go to PilotsBooks, click on CHARTS on the left and a new page will come up
allowing you to navigate between Sectionals, WACs, TACs, Facility
directories, wall charts, and all IFR enroute charts and terminal plates.
All else is exactly the same as before.
This is not an ownership change. Just an internal consolidation of 2
related sites.
Our company now has 3 basic divisions:
Builder's Bookstore - for the custom aircraft builder
Aircraft Technical Books - for the student and professional mechanic
PilotsBooks - for aircraft owners and pilots
Thanks,
Andy
do not archive
Message 2
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| Subject: | Re: Taill Boom/Fuselage Ring |
--> Kolb-List message posted by: Timandjan@aol.com
I did prime mine with epoxy primer as I shot the entire frame, then painted
the entire fuselage metal, frame and boom tube, after it was assembled, riveted
and all. Iy was a tight fit but I made it work.
Tim
DO NOT ARCHIVE
Message 3
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| Subject: | Pitch trim limitation resolved |
--> Kolb-List message posted by: Ron Hoyt <rrhoyt@ieee.org>
Re: Re: First flights of N232S - 07/07/03
Wow! what a difference. I was trying to resolve the limited authority of
the pitch trim on my Mark III when under full power of a 912. One of the
items I wanted to investigate was the reflexing of the flaps. When
checking the flap settings I discovered that they had a significant droop.
(they changed in the course of construction since they weren't tightened
until final assembly.) Anyway, Setting the bottom of the flaps and the
ailerons level and even with the bottom of the wing fixed the excessive
down pitch of the plane when the engine was at full power. It appears that
the drag of the flaps exacerbated the pitching moment of the engine.
One of the suggestions on this list made me realize that the trim control
should have a minimum setting that holds the elevators level with the
stabilizers. When I set mine up I had a minimum setting with the elevators
drooping to the max AOA. Kolb has a linkage in this system in which the
slack may be removed.
Now the plain flies with the trim two notches from the bottom on climb out
and on the bottom for level flight. I need to get an escort to see if the
elevators are flat during cruse and modify the flap reflex to minimize
total drag.
Thanks to the list for the help
Ron
Ron Hoyt
Apple Valley/MN
Mark III N232S/Rotax912/IVO
It's flying
rrhoyt@ieee.org
Message 4
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| Subject: | Mark II Twinstar flies |
--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
Hi Gang,
Just wanted to report that I flew my rebuilt Twinstar Mark II yesterday for
approximately 3 hours. I completely went through this plane. The cage has
been bead blasted and powder coated, the engine has 157 hours and was
decarboned and new seals installed by Ronnie Smith and all clearances
checked. Has all new fabric and poly tone paint along with a lot of other
new or renewed items. The plan flies good and only has a slight roll left
tendency. I am starting to think that the roll left tendency might be
influenced by the engine. My Firestar also rolls left and I made extra
effort to make sure the incidence and all rigging was set up as close as
could be using a Smart Level on both planes. Anyway the Twinstar has bigger
ailerons than the Firestar and rolls quicker with about the same effort on
the stick. The sensation is different in the Twinstar and seems to be a
little quieter than the open cockpit Firestar. It's a little hard to get in
and out of with the high sides of the cockpit. Still need to get the
speedometer to read correctly. Probably needs a static line outside the
cabin. Installed a Stratomaster 2 1/4 inch smart single gauge for the egt's
cht's, hour meter, rpm etc. Nice little gauge but is hard to read, even
with good eyes, in the dash of the Twinstar due to the distance. It does
have a alarm for high cht or egt's with the red light like the EIS only it
is preset and not adjustable. Not sure what the climb rate is, but is on par
with the Firestar and it feels a little more stable than the Firestar which
is expected. Over all I am very please with the performance and flight
characteristics of the Twinstar.
Later,
John Cooley
Message 5
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| Subject: | Re: Pitch trim limitation resolved |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
At 04:01 PM 7/11/03 +0200, you wrote:
>--> Kolb-List message posted by: Ron Hoyt <rrhoyt@ieee.org>
>
>Re: Re: First flights of N232S - 07/07/03
>
>Wow! what a difference. I was trying to resolve the limited authority of
>the pitch trim on my Mark III when under full power of a 912. One of the
>items I wanted to investigate was the reflexing of the flaps. When
>checking the flap settings I discovered that they had a significant droop.
>(they changed in the course of construction since they weren't tightened
>until final assembly.) Anyway, Setting the bottom of the flaps and the
>ailerons level and even with the bottom of the wing fixed the excessive
>down pitch of the plane when the engine was at full power. It appears that
>the drag of the flaps exacerbated the pitching moment of the engine. <snip>
Not drag so much as the flaps changing the center of pressure on the wing.
The point of peak lift moves back as the flaps are lowered, and moves
forward to normal as the flaps are raised to normal, and moves forward
again as the flaps are raised to reflex, because each change gives you a
different airfoil. This changes your center of lift several inches, which
affects your apparent CG.
Richard Pike
MKIII N420P (420ldPoops)
Message 6
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| Subject: | Pitch trim limitation resolved |
--> Kolb-List message posted by: "Christopher J Armstrong" <tophera@centurytel.net>
Ron just put a mark in the cockpit that shows where the stick is when
the tails are level... don't need a chase plane for that. Do not archive
I need to get an escort to see if the
elevators are flat during cruse and modify the flap reflex to minimize
total drag.
Thanks to the list for the help
Ron
Ron Hoyt
Apple Valley/MN
Mark III N232S/Rotax912/IVO
It's flying
rrhoyt@ieee.org
Message 7
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| Subject: | Pitch trim limitation resolved |
--> Kolb-List message posted by: "Christopher J Armstrong" <tophera@centurytel.net>
Simplest way to think about the trim due to flaps is to think of a
flying wing, where the flaps are also the elevators. If you deflect the
elevators down you get a nose down moment. If you deflect the elevators
up you get a nose up moment. Flaps are just elevators attached to the
back of the wing. Sure they have a small moment are but they are
usually really big compared to the elevators on the tail.
Topher
Message 8
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| Subject: | Re: Mark II Twinstar flies |
--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
John, you are certainly due some congratulations, that's a whole lotta
work. An old Kolb can be made to look as good as new. -BB
do not archive
John Cooley wrote:
>--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
>
>Hi Gang,
>Just wanted to report that I flew my rebuilt Twinstar Mark II yesterday for
>approximately 3 hours. I completely went through this plane. The cage has
>been bead blasted and powder coated, the engine has 157 hours and was
>decarboned and new seals installed by Ronnie Smith and all clearances
>checked. Has all new fabric and poly tone paint along with a lot of other
>new or renewed items. The plan flies good and only has a slight roll left
>tendency. I am starting to think that the roll left tendency might be
>influenced by the engine. My Firestar also rolls left and I made extra
>effort to make sure the incidence and all rigging was set up as close as
>could be using a Smart Level on both planes. Anyway the Twinstar has bigger
>ailerons than the Firestar and rolls quicker with about the same effort on
>the stick. The sensation is different in the Twinstar and seems to be a
>little quieter than the open cockpit Firestar. It's a little hard to get in
>and out of with the high sides of the cockpit. Still need to get the
>speedometer to read correctly. Probably needs a static line outside the
>cabin. Installed a Stratomaster 2 1/4 inch smart single gauge for the egt's
> cht's, hour meter, rpm etc. Nice little gauge but is hard to read, even
>with good eyes, in the dash of the Twinstar due to the distance. It does
>have a alarm for high cht or egt's with the red light like the EIS only it
>is preset and not adjustable. Not sure what the climb rate is, but is on par
>with the Firestar and it feels a little more stable than the Firestar which
>is expected. Over all I am very please with the performance and flight
>characteristics of the Twinstar.
>
>
>Later,
>John Cooley
>
>
>
>
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