Today's Message Index:
----------------------
1. 02:35 PM - Re: Instrument Markings (pollus)
2. 03:30 PM - Another Porcupine Kolb (thanks John H., I like the name) takes to the air (jmbrooks@ctc.net)
3. 05:42 PM - Re: Instrument Markings (Dave & Eve Pelletier)
4. 06:02 PM - Re: sneaky wind (planecrazzzy)
5. 06:12 PM - Re: sneaky wind ... pic (Flycrazy8@AOL.COM)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Instrument Markings |
--> Kolb-List message posted by: pollus <pollus@fornerod.nl>
Hi Dave
The flight handbook I got with my MK3C states (in german)
V(NE) = 145 km/h (= 78 knots) Zulassigge Hochstgeschwindigkeit
V(A) = 110 km/h (= 59 knots) Manovergeschwindigkeit
V(F) = 100 km/h (= 54 knots) Max Klappengeschwindigkeit
V(S) = 65 km/h @400 kg and flaps 30 degrees (= 35 knots)
Mindestgeschwindigkeit
So far this language course. I did the km/h to knots calculation
myself so you might want to double check the numbers.
Greetings from Holland
Pollus
Op 3-apr-2006, om 21:59 heeft Dave & Eve Pelletier het volgende
geschreven:
> --> Kolb-List message posted by: "Dave & Eve Pelletier"
> <pelletier@cableone.net>
>
> Kolbers,
>
> I have an older MK III Classic and I'm in the process of
> marking my instruments for an airworthiness inspection but I don't
> know what the max Flaps Extend (Vfe) speed and the normal operating
> (Vsi to Vno) range (Green Band) should be. Vsi is 42 for my
> plane. HELP!
>
> Thanks,
> AzDave
>
> Do Not Archive
>
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Another Porcupine Kolb (thanks John H., I like the name) takes |
to the air
--> Kolb-List message posted by: "jmbrooks@ctc.net" <jmbrooks@ctc.net>
I recently installed modified Jack Hart designed vortex generators on the Firestar
II 503 I build and have flown more than 450 hrs over the last 10 years. I
used aluminum trim as material and a die similar to the one Jack describes on
his web site. The modification was to leave a 3/16" flat on the top edges and
add a 1/32" radius on the back corners. This produces vg's that are not as
likely to damage someone practicing Kolb worship (washing).
The vg's were installed on the wing 11" back from the apex of the leading edge
(measured along the camber of the rib) centered in the valleys. They were bonded
to the fabric (Poly Tone paint) with GE 102 silicone adhesive. No vg's were
installed in the valleys inside the prop arc. An additional 7 vg's were installed
on the bottom of each horizontal stabilizer, evenly distributed between
the tip and the last inboard rib of the elevator, 2.5" ahead of the hinge center
line.
The following report is a compilation of 3 flights on 2 different days totaling
1.5 hr: I weigh about 280 lb when dressed for the weather present at the time
of testing so the Firestar had a take off weight of about 640(me+30lb fuel+330lb
airplane). Conditions for the test flights on both days were 50 deg F and
no surface wind. After making 8-10 take offs and landings plus numerous touch
and goes I can report that the take off roll seemed unchanged (130') although
the altitude at the far end of the 5000' runway went from 800' AGL under similar
conditions to 1000' AGL with the vg's using the 50 mph climb speed I normally
use.
The stall speed dropped from 40-42 mph to 34-36 mph. My CG is at 29%. Before
the vg installation the airplane always stalled the elevator first. This stall
was characterized by the elevator stick pressure suddenly dropping, the wings
staying level at the point of the stall and the ailerons retaining authority
through the stall with a very noticable drop of the nose. After the vg's the
wing is now stalling, characterized by the retention of the elevator pressure,
the nose dropping and the slight dropping of a wing, 4 stalls (engine idling)
yielded the right wing dropping twice and the left wing dropping twice. The
stall with the vg's is less severe, losing less altitude than prior to the installation.
A slight reduction in back pressure breaks the stall and recovery
is immediate.
I have over 650 hr in certified airplanes as PIC. In fact, I owned the PA-12 that
Homer Kolb was a partner in back in the late 50's and early 60's. 10 years
ago I learned that wheel landing was the best method for me in the Firestar,
though I've always preferred three point landings in the other airplanes I've
flown. I had difficulty judging and maintaining the correct attitude for a three
point landing, even with elevator gap seals installed. The additional 3-5
mph of the wheel landing made the arrivals much more consistent. I was very
pleasantly supprised when my first landing, using the same stick pressure I previously
used for wheel landing, yielded a very nice three point landing. I
have three pointed ever since. Speed and power on final dropped from 50mph@3000rpm
to 45@2500. As I gain confidence with experience I may find that landing
at idle may be possible. I will approach this point with care as I have dinged
the gear before.
The best and most fun imporvement in the flight characteristics has been in the
lower end of the envelope. Before the vg's the low end of comfortable flight
was about 50 mph. Below that speed it was difficult to maintain a constant altitude
and speed without considerable concentration and continuous correction.
Now cruising at 45@4600, while enjoying the scenery without concentrating on
flying the airplane, is as easy as it was to cruise at 55@5000 previously.
I feel this to be a real improvement in the fun factor.
I consider the addition of the vg's to be one of the best modifications I have
tried on this airplane and a true improvement to a truly fine airplane.
John Brooks
FSII 503
Oakboro, NC
(As my Father-in-law always said "The center of the world."
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Instrument Markings |
--> Kolb-List message posted by: "Dave & Eve Pelletier" <pelletier@cableone.net>
Pollus,
Thanks, I now have to get out my conversion charts to see what they are
in mph, but that will be fun to do. But ok, ok, what is a
"klappenwhatchamacallit" and a "Mindesgesthingy"?
Dave
Do Not Archive
> --> Kolb-List message posted by: pollus <pollus@fornerod.nl>
>
> Hi Dave
>
> The flight handbook I got with my MK3C states (in german)
>
> V(NE) = 145 km/h (= 78 knots) Zulassigge Hochstgeschwindigkeit
> V(A) = 110 km/h (= 59 knots) Manovergeschwindigkeit
> V(F) = 100 km/h (= 54 knots) Max Klappengeschwindigkeit
> V(S) = 65 km/h @400 kg and flaps 30 degrees (= 35 knots)
> Mindestgeschwindigkeit
>
> So far this language course. I did the km/h to knots calculation
> myself so you might want to double check the numbers.
>
> Greetings from Holland
> Pollus
>
>
> Op 3-apr-2006, om 21:59 heeft Dave & Eve Pelletier het volgende
> geschreven:
>
>> --> Kolb-List message posted by: "Dave & Eve Pelletier"
>> <pelletier@cableone.net>
>>
>> Kolbers,
>>
>> I have an older MK III Classic and I'm in the process of
>> marking my instruments for an airworthiness inspection but I don't
>> know what the max Flaps Extend (Vfe) speed and the normal operating
>> (Vsi to Vno) range (Green Band) should be. Vsi is 42 for my
>> plane. HELP!
>>
>> Thanks,
>> AzDave
>>
>> Do Not Archive
>>
>
>
>
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kolb-List message posted by: "planecrazzzy" <planecrazzzy@yahoo.com>
My Tailwheel instructor had a good saying...
Wind Behind - "Blows the stick"
Headwind - Pull Back, stick into wind
[quote If the wind is from the right rear, push the
stick to the left front, etc.
--------
I can only make One person HAPPY each day,
Today's just NOT your day....
Tomorrow doesn't look good either !
.
.
.
.
.Do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=26513#26513
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: sneaky wind ... pic |
--> Kolb-List message posted by: Flycrazy8@aol.com
Kolbers
Same thing happened to a friend of mine's " Firestar " a couple years ago.
Jus a little ole summer shower (but with it a sneaky wind) came up and turned
His Firestar and a Quicksilver completely over totaling both aircraft . The
Quicksilver driver was trying his best to hold his aircraft on the ground but had
to let go when it went airborne . Also damaged a wing on a Firestar II . A
lesson our club has learned well that every fly -n ----- >> Carry them tie
downs and put them to GOOD USE .
I have a picture of the overturned Firestar if anyone wants a LQQK Contact me
offline .
Stephen
flycrazy8@aol.com
Firefly
DO Not Archive
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|