Today's Message Index:
----------------------
1. 07:35 AM - Re: Re: FSII Dihedral (Jack B. Hart)
2. 08:38 AM - Re: N2H (John Jung)
3. 11:14 AM - Mark III question (Arran Addington)
4. 12:24 PM - Re: Mark III question (Richard Pike)
5. 01:06 PM - Re: Re: Stick onlyl (pat ladd)
6. 03:44 PM - Re: N2H (planecrazzzy)
7. 04:17 PM - Re: Stick onlyl (John Jung)
8. 04:26 PM - Re: Mark III question (John Jung)
9. 05:28 PM - Re: Re: Stick onlyl (robert bean)
10. 06:01 PM - Re: Stories of off-airport landings (Dennis Souder)
Message 1
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| Subject: | Re: FSII Dihedral |
At 06:35 PM 11/20/06 -0800, you wrote:
>The heavy aileron control force problem you describe with the Firefly has little
to do with dihedral. The Firestar has responsive and easy to move ailerons.
Adding some dihedral adds little extra control force unless you go to extremes.
>
Dave,
I agree. As long as the in flight cg is below the wing the wing with a
little dihedral will in, in most cases, right its self in roll.
I guess the point I was trying to make is that if you are going to increase
dihedral compensate for heavy roll stick forces, there are other options.
First, you can accept it as it is. If you want to fly with low energy
input, this limits flying to the quiet times. If you want to fly during
the mid-day times, you can bulk up your shoulder through strength training
and attempt to keep the wings level. If you do not want to end up with a
sore shoulder, you can let it roll. I have done this, but after an hour of
kicking rudder pedals to help pick up the wing, I was close to up chucking.
Even though I told my self that I would not apply side pressure to the
stick, I could not refrain from trying to keep the wings level with the
horizon. This resulted in a sore right shoulder.
Second, you can add dihedral, and wing will right itself more quickly in
rough air. But roll stick forces will remain high. On cross countries it
will be a little bit more comfortable, but in my case I would arrive with
sore shoulder. On a FireFly this means you have to replace four struts.
Third, you can add spades with their additional weight.
Fourth, you can reduce aileron chord and modify the aileron linkages to
reduce roll stick forces. This lets you fly in the middle of the day with
low pilot energy output. This is extremely important to me because I am an
"old guy" who rarely gets to the airport before 2 PM. Dropping a few inches
off the aileron chord saves some weight on the FireFly.
Fifth, you can sell your aircraft and purchase or build something that is
more fun to fly.
In my case, my choice was the fourth option. After the addition of VG's and
removing all slack from the roll control components, the FireFly is a pure
delight to fly. In rough air, I do not have to kick a rudder to pick up a
wing. I just apply a little side pressure to the stick and the FireFly
plows straight ahead and the wing remains level. It will bob up and down a
little, but this is not bothersome if the seat belts are tight enough to
keep your back on the seat.
Jack B. Hart FF004
Winchester, IN
Message 2
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> Looks like a Firestar II
> ~ Earl
> Do Not Archive
I agree, it just has the new nose cone that gives it a slightly different look.
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=76120#76120
Message 3
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| Subject: | Mark III question |
Good Afternoon,
I am new to the matronics list and appreciate reading everyones
commments. My question is this: I want to build a Mark IIIX. On
barnstormers.com there is a set of Mark III wings and tailfeathers for
sale. I could save a lot of money by buying these wings and then buying
the fuselage kit from the factory. I spoke with the EAA and they said
that I should still be able to apply for and get the FAA repairman
certificate once it is all put together.
Is this a good idea or not?
Would I have any problems matching it up to a different fuselage?
Are there considerations that I am not aware of?
I would appreciate your input and experience.
Sincerely,
Arran Addington
CFII Nashville, TN
Arran J. Addington
Transportation Planner
Office of Local Programs
Suite 600, James K. Polk Building
505 Deaderick Street
Nashville, TN 37243-0341
voice: 615-253-8526
fax: 615-741-9673
Message 4
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| Subject: | Re: Mark III question |
Only real match up consideration would be the holes drilled in the root rib
flange which aligns the wing to the fuselage. A good welder ought to be able
to replace them with some virgin steel to drill your alignment holes
through. Otherwise, unless the workmanship is poor, they ought to be a good
deal. And if you decide to go get them, stop by on your way if you like, the
MKIII is currently in the garage for some updates, and I only live an easy 2
miles off Interstate 81.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "Arran Addington" <Arran.Addington@state.tn.us>
Sent: Tuesday, November 21, 2006 2:12 PM
Subject: Kolb-List: Mark III question
> <Arran.Addington@state.tn.us>
>
> Good Afternoon,
>
> I am new to the matronics list and appreciate reading everyones
> commments. My question is this: I want to build a Mark IIIX. On
> barnstormers.com there is a set of Mark III wings and tailfeathers for
> sale. I could save a lot of money by buying these wings and then buying
> the fuselage kit from the factory. I spoke with the EAA and they said
> that I should still be able to apply for and get the FAA repairman
> certificate once it is all put together.
>
> Is this a good idea or not?
> Would I have any problems matching it up to a different fuselage?
> Are there considerations that I am not aware of?
>
> I would appreciate your input and experience.
>
> Sincerely,
>
> Arran Addington
> CFII Nashville, TN
>
> Arran J. Addington
> Transportation Planner
> Office of Local Programs
> Suite 600, James K. Polk Building
> 505 Deaderick Street
> Nashville, TN 37243-0341
> voice: 615-253-8526
> fax: 615-741-9673
>
>
>
Message 5
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In rough air, I do not have to kick a rudder to pick up a wing >>
Hi Jack..
There have been a couple of posts mentioning this. Is it usual to fly on
stick only? I don`t think I could do it without a conscious effort. Its
like applying back pressure when you go into a turn. Its automatic.
Stick and rudder should always work together
Perhaps this is another difference between power and gliding training. In a
glider if you yaw, the increased side area presented to the wind costs you
height so you are taught to do balanced turns with no slip or skid. In a
powered plane the slight loss is probably unnoticed..
What do others think?
Cheers
Pat
do not archive
Message 6
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Here's a side shot of my FSII , I have the newer nose cone....
Gotta Fly...
.
.
.
--------
.
.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=76190#76190
Attachments:
http://forums.matronics.com//files/dsc00338_131.jpg
Message 7
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>
> What do others think?
> do not archive
Pat,
My experience with Kolbs is that rudder is very seldom needed. Yes, if one gets
"heavy handed" with the stick, some rudder is needed, but unless I am in uncomfortably
rough air, or I am making quick turns, I don't need the rudder to keep
the ball close to the center. It is one of the things that I like about Kolbs.
They are so easy to fly.
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=76199#76199
Message 8
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| Subject: | Re: Mark III question |
Arran,
My Kolb is built from some parts from a damaged one and the rest ot the parts were
bought from the company. It saved my a lot of money.
One thing that you may want to check on is if you need ownership of the serial
number and the plans. When I did mine, old Kolb would not sell parts to me unless
I already owned a Kolb. I don't know if new Kolb has the same rule.
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=76201#76201
Message 9
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I transitioned from a heavy duty rudder plane to the Kolb and had to
become acclimated. My old 40s era taildragger had the roll rate of the
HMS Queen Mary but the tradeoff was a leisurely cross country ride such
that you could fold your arms on your chest and make minor corrections
with your feet. A handy thing when trying to figure your whereabouts
on a sectional. Small naps were even possible.
Now I feel much more at home in the MkIII but I would like just a touch
more dihedral so I can make minor wing leveling adjustments with the
feet. Try it, you'll like it.
BB, back on the indoor projects but today was an excellent flying day
here in western NY
do not archive
On 21, Nov 2006, at 4:06 PM, pat ladd wrote:
>
> In rough air, I do not have to kick a rudder to pick up a wing >>
>
> Hi Jack..
>
> There have been a couple of posts mentioning this. Is it usual to fly
> on stick only? I don`t think I could do it without a conscious
> effort. Its like applying back pressure when you go into a turn. Its
> automatic.
> Stick and rudder should always work together
>
> Perhaps this is another difference between power and gliding training.
> In a glider if you yaw, the increased side area presented to the wind
> costs you height so you are taught to do balanced turns with no slip
> or skid. In a powered plane the slight loss is probably unnoticed..
>
> What do others think?
>
> Cheers
>
> Pat
>
> do not archive
>
>
Message 10
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| Subject: | Stories of off-airport landings |
In that vein, I'll continue with this one:
It was the first or second year TOK showed its TS at SNF. I took Howard
Levy, who used to write for Popular Mechanics but was then writing for
various aviation magazines, on a ride. We had an engine out, the TS had a
447 (yes the first TS was 447 powered) and that engine was never quite
right. That was the first of several seizures. It was during the flying
session and I landed in the woods - don't remember if was in or outside the
pattern, but it was close by. I landed on a narrow twisting dirt lane thru
the woods, gracefully following the twists and turns of the path until touch
down. Landed safely - no damage - and I was a bit apprehensive because I
was not ahmm, er ... properly credentialed to make such a flight with
passenger. So I was not anxious to hang around to see who might show up. I
pulled the starter cord and the 477 popped back to life as if nothing had
happened. I explained to Howard that I hated to leave him stranded, but I
thought I might get him out quicker if I went for help and, of course, I'd
be better off solo as I had to fly of the same twisty path I had landed on.
I got no argument from him! I got out of there fast and returned to paradise
city and went to get Howard in another vehicle for which I was properly
credentialed.
Howard was very gracious and never mentioned the incident in the article he
wrote on the TS. He could have ... but didn't.
Thanks Howard,
Dennis
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