Today's Message Index:
----------------------
1. 06:15 AM - Re: Most economical cruse speed for a FireFly (Jack B. Hart)
2. 07:03 AM - Kolb burned (Bill Czygan)
3. 07:20 AM - Re: Kolb burned (John Hauck)
4. 07:24 AM - Re: Most economical cruse speed for a FireFly (Richard Pike)
5. 09:01 AM - Re: Most economical cruse speed for a FireFly (Arizona Man)
6. 09:13 AM - Re: BRS DEPLOYMENT VIDEO (jim)
7. 09:28 AM - Re: Seeking feedback on Oregon-Texas-MV route (JetPilot)
8. 09:54 AM - Re: Back Copy (pat ladd)
9. 09:54 AM - Re: (Mark W German)
10. 09:59 AM - Re: Re: Seeking feedback on Oregon-Texas-MV route (John Hauck)
11. 10:27 AM - Re: Re: Seeking feedback on Oregon-Texas-MV route (Jim Dunn)
12. 01:46 PM - Re: No Title (Paul Petty)
13. 02:23 PM - Kolb..CFI..Instructor..South Florida (miami_guy)
14. 02:54 PM - Re: Most economical cruse speed for a FireFly (Jack B. Hart)
15. 03:23 PM - Transponder for separation (planecrazzzy)
16. 03:48 PM - Re: Kolb..CFI..Instructor..South Florida (John Hauck)
17. 05:04 PM - Re: Transponder for separation (Richard Pike)
18. 06:25 PM - Re: Re: Transponder for separation ()
19. 06:50 PM - Re: Re: Transponder for separation (Richard Pike)
20. 08:37 PM - Re: Transponder for separation (JetPilot)
21. 08:42 PM - Re: Kolb..CFI..Instructor..South Florida (JetPilot)
22. 09:08 PM - Re: Transponder for separation (TheWanderingWench)
Message 1
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| Subject: | Re: Most economical cruse speed for a FireFly |
At 09:14 PM 2/11/07 -0500, you wrote:
>Does the math still work the same if you use different horsepower numbers,
>and different airspeeds? At least within the low speed spectrum that most of
>us fly at? For instance, could I plug in 65 horsepower and the math still
>work? Or change the airspeed up or down 10 or 20 mph?
Richard,
Yes, you can adapt it to suit your own aircraft.
To find the drag coefficient c, use your top speed and maximum engine hp.
This will let you calculate the drag and hp columns. The specific fuel
consumption is a little tougher. When I looked at the hp values and saw 20
hp at 50 mph, I realized that 0.1 would be a good choice for me because the
FireFly typically cruises at 2.0 or less at 50 mph.
In your case, surely you have flown your plane enough to know with some
accuracy the gph rate at your favorite cruise speed. Compute the hp
required to fly at that speed. Then divide your gph by the hp you computed
to get your specific fuel rate. Using this number multiply it against all
of the other hps to fill in the gph column.
For the range column, identify your useable fuel volume. Divide this volume
by gph and multiply by the air speed to find the range. Mpg is the range
divided by useable fuel volume. Endurance is the maximum useable fuel
divided by the gph.
This kept me busy for one cold afternoon. I wish I had done it much
earlier. There have been times when I had to turn around because the gps
and my cruise fuel burn rate said I could not get there. If I had backed
off the throttle, I could have. This is just the opposite of sailplaning.
When you are low, your first thought is to keep it in the air, but if you
are going to make distance, you must let the stick go forward to gain speed.
Neither of these two cases intuitive. Some how you want to fly faster to
get there quicker to keep from running out of fuel. And when you are with
out power it is natural to want hold back on the stick to hold the plane up
in the air and still make the distance.
I hope this helps you out. The snow has been delayed until tomorrow and
they are predicting up to 10 inches. It is a balmy 20+ degrees this
morning.
Jack B. Hart FF004
do not archive
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Just wanted to bring the group up to date on the Kolb that was going to be
burned at the end of flying season last year. Sad to say that, according to
the owner, he burned it last November as he had planned. Now, the purpose
of this post is not to get anyone in an uproar, but rather, to put the word
out to take care of each other. This pilot had no one to fly with and felt
left out. Then SP came along and he had that to deal with. This was the on
ly way he felt he had left to cope with,and respond to changes he had no co
ntrol over. I tried to convince him he had other alternatives, but I wasn't
local to him and couldn't make headway. The good news is he is happily pur
suing another sport with lots of friends. Sad about the machine though.=0A
=0ABill=0A=0A=0A=0A=0A =0A_________________________________________________
___________________________________=0AHave a burning question? =0AGo to ww
w.Answers.yahoo.com and get answers from real people who know.
Message 3
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Just wanted to bring the group up to date on the Kolb that was going
to be burned at the end of flying season last year.
Bill
Bill:
Where's the photos?
Luckily, I have never seen a Kolb burn.
Tried to burn up my mkIII during initial 912 installation in 1994.
Got the reg/rec hooked up incorrectly. Was on the telephone, inside
the house, smelled an electrical fire, stuck my head out the door and
saw smoke and flames coming out from under my brand new engine.
Luckily, had a halon fire extinguisher on board to douse the flames.
Cost me a new reg/rec, some wiring, and scorched paint. Could have
been a lot worse. Lesson learned, I hope.
john h
mkIII
Message 4
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| Subject: | Re: Most economical cruse speed for a FireFly |
Thanks.
Richard Pike
MKIII N420P (420ldPoops)
do not archive
----- Original Message -----
From: "Jack B. Hart" <jbhart@onlyinternet.net>
Sent: Monday, February 12, 2007 9:25 AM
Subject: Re: Kolb-List: Most economical cruse speed for a FireFly
>
> At 09:14 PM 2/11/07 -0500, you wrote:
>
>>Does the math still work the same if you use different horsepower numbers,
>>and different airspeeds? At least within the low speed spectrum that most
>>of
>>us fly at? For instance, could I plug in 65 horsepower and the math still
>>work? Or change the airspeed up or down 10 or 20 mph?
>
> Richard,
>
> Yes, you can adapt it to suit your own aircraft.
<snip>
Message 5
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| Subject: | Re: Most economical cruse speed for a FireFly |
Well jack I think you need to ad the caveat that saving gas at a slower cruise
speed only works with a 0 head wind or some small fraction of it. I think we need
to consider this caution lest someone will try that method and run out of
fuel in some inhospitable area.
To make it clear, here is a scenario; if I take off and I have a 30 mph head wind
and I am only flying 30 mph to save gas I may have saved gas on an hourly basis
but 0 gas in terms of distance covered. If I chose a higher fuel burn for
higher speed 60 miles per hr, at the end of one hour I'd be 30 miles ahead of
the fellow that is trying to save fuel but is really not moving an inch. Of course
if someone wants just stick time and doesn't care if he stays right above
the strip where he started than that will work. So if I wanna save fuel I will
keep a very close eye on the GPS ground speed / fuel burn. If it looks like
I am moving slower than I should based on the power I got, then more power to
increase speed.
If we have a spread sheet wizard we can figure out when to dial more power and
when to lay off it. With a tail wind throttle back, with a head wind throttle
forward can be a rule of thumb. Say for a M3X its 8 mph and for a Firefly its
4 mph or whatever figure works for the machine. In the Sierra its about 10 kt
or so. Below 10 kt I can stay at (my usual) lower setting and above 10 kt I need
to add power if I want to save fuel.
---- "Jack B. Hart" <jbhart@onlyinternet.net> wrote:
============
At 09:14 PM 2/11/07 -0500, you wrote:
>Does the math still work the same if you use different horsepower numbers,
>and different airspeeds? At least within the low speed spectrum that most of
>us fly at? For instance, could I plug in 65 horsepower and the math still
>work? Or change the airspeed up or down 10 or 20 mph?
Richard,
Yes, you can adapt it to suit your own aircraft.
To find the drag coefficient c, use your top speed and maximum engine hp.
This will let you calculate the drag and hp columns. The specific fuel
consumption is a little tougher. When I looked at the hp values and saw 20
hp at 50 mph, I realized that 0.1 would be a good choice for me because the
FireFly typically cruises at 2.0 or less at 50 mph.
In your case, surely you have flown your plane enough to know with some
accuracy the gph rate at your favorite cruise speed. Compute the hp
required to fly at that speed. Then divide your gph by the hp you computed
to get your specific fuel rate. Using this number multiply it against all
of the other hps to fill in the gph column.
For the range column, identify your useable fuel volume. Divide this volume
by gph and multiply by the air speed to find the range. Mpg is the range
divided by useable fuel volume. Endurance is the maximum useable fuel
divided by the gph.
This kept me busy for one cold afternoon. I wish I had done it much
earlier. There have been times when I had to turn around because the gps
and my cruise fuel burn rate said I could not get there. If I had backed
off the throttle, I could have. This is just the opposite of sailplaning.
When you are low, your first thought is to keep it in the air, but if you
are going to make distance, you must let the stick go forward to gain speed.
Neither of these two cases intuitive. Some how you want to fly faster to
get there quicker to keep from running out of fuel. And when you are with
out power it is natural to want hold back on the stick to hold the plane up
in the air and still make the distance.
I hope this helps you out. The snow has been delayed until tomorrow and
they are predicting up to 10 inches. It is a balmy 20+ degrees this
morning.
Jack B. Hart FF004
do not archive
Message 6
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| Subject: | Re: BRS DEPLOYMENT VIDEO |
Immediately after the collision, it looks like he was stalled out and didn't give
it time to know if he could control the aircraft or not. Given a little more
time and altitude he might have regained control and made a safe emergency
landing.
But in the end, he walked away and repaired the aircraft so his decision was not
a bad one.
--------
Jim
N. Idaho
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=94499#94499
Message 7
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| Subject: | Re: Seeking feedback on Oregon-Texas-MV route |
You can fly through an MOA, its legal, and I have never even seen military traffic
while in an MOA. The risk is almost zero. You probably run a higher risk
trying to take a longer route around an MOA instead of just going the best way
through it.
Be safe, but if you try to be ultra careful, you usually end up making bad choices
which can be much more dangerous than what you were trying to aviod in the
first place.
John Hauck does lots of cross country, do you go through MOA's John ?
Mike Bigelow
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=94503#94503
Message 8
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Zero interest in watching 2x11 big pcs of meat crashing together like
combination of demolition derby and horny rams.>>
Hi Bob,
try watching British Rugby. At least they move about and you can actually
see that there are real people in there. Not the armoured automatons in the
American version.
The American authorities issued a booklet to US Forces posted to the UK in
the last war. It warned US troops against playing rugby as it `was much
tougher than the game you are used to at home and played with no protective
gear`
I didn`t play rugby at school. In those days it was only played at `posh`
schools, not at the sort of school I attended, but I think the main
difference is that here you cannot attack a man unless he has the ball.
Cheers
Pat
do not archive
Message 9
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Hi Paul:
I have been trying to call but I must have a bad number? I want to show
you a new brake petal design I have been working on see the attached PDF
file dwg. After spending some time talking to Matco they thank this should
much improve our braking power. This is one area I of my kolbra that has
not worked. and it has get me in trouble many times. Kolb should look at
this more serious.
I will be building and installing on my for testing and will keep you
informed. I just need to wait for wormer temps. Just spent a week in FL.
72-F and it hurt to come back. Also went by the area where the tornado hit,
Not Good. Complete destruction.
Let me know what you think.
Thanks
Mark G
912 Kolbra
----- Original Message -----
From: "Paul Petty" <paulpetty@myway.com>
Sent: Saturday, January 27, 2007 2:03 PM
Subject: Kolb-List: Panel pics
>
> Took some high res pics of the panel for Scott. Thought I would share with
> all of you.
>
> --------
> Paul Petty
> Kolbra #12
> Ms Dixie
> painting and reassembly
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=90892#90892
>
>
> Attachments:
>
> http://forums.matronics.com//files/p1260048_145.jpg
> http://forums.matronics.com//files/p1260045_476.jpg
>
>
>
Message 10
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| Subject: | Re: Seeking feedback on Oregon-Texas-MV route |
Mike B:
Yes, I fly through MOA's.
If you have not seen military traffic in an MOA you probably haven't
been flying down low where most of us Kolbers fly. Not a good feeling
seeing two F-4's coming straight at you at 500 feet AGL, while flying
an Ultrastar. Push the stick and head for the trees. I think most of
the time we don't see the military traffic although it is there. That
is worst case senario.
You can always check with nearest FSS. Give them a call and find out
what the situation is.
john h
mkIII
Message 11
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| Subject: | Re: Seeking feedback on Oregon-Texas-MV route |
It is perfectly legal and acceptable to fly into a MOA without talking to
anybody. Within MOAs, military and other traffic have equal requirement
for traffic separation. That said, I would be extra vigilant, especially
M-F during working hours (7am-5pm) as MOAs are used for ACM (dog fighting)
and other training that can quickly result in large changes of altitude
and direction.
Military operations in MOAs I was familiar with were all above 10,000 MSL,
but I wouldn't count on that. Speeds below 10000MSL should be <250KIAS
unless on a published low level route (IR or VR).
Jim
N. Idaho
>
> You can fly through an MOA, its legal, and I have never even seen military
> traffic while in an MOA. The risk is almost zero. You probably run a
> higher risk trying to take a longer route around an MOA instead of just
> going the best way through it.
>
> Be safe, but if you try to be ultra careful, you usually end up making bad
> choices which can be much more dangerous than what you were trying to
> aviod in the first place.
>
> John Hauck does lots of cross country, do you go through MOA's John ?
>
> Mike Bigelow
Message 12
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Looks real good Mark. Maybe we should re-name these German Kolbras.
hehe
--------
Paul Petty
Kolbra #12
Ms Dixie
painting and reassembly
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=94555#94555
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| Subject: | Kolb..CFI..Instructor..South Florida |
Hello I am currently looking fro a CFI to train me to fly my Kolb Mark III.
Located in Broward / Miami Dade County.
If someone can point me in the right direction it would be highly appreciated.
Regards
Miami_guy [Question]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=94559#94559
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| Subject: | Re: Most economical cruse speed for a FireFly |
> Well jack I think you need to ad the caveat that saving gas at a slower
>cruise speed only works with a 0 head wind or some small fraction of it. I
>think we need to consider this caution lest someone will try that method and
>run out of fuel in some inhospitable area.
Arizona Man,
Yes you are correct, the calculations were all done without considering head
or tail winds. This can easily be accommodated by using ground speed during
the calculations for range. Endurance will not change. Just change the air
speed to ground speed in the following:
"For the range column, identify your useable fuel volume. Divide this volume
by gph and multiply by the air speed to find the range. Mpg is the range
divided by useable fuel volume."
If you fly with a gps that pin points your intended landing site and an in
flight timer, it is very easy to determine if you can make it to your
intended landing site. Just as soon as you get to altitude and at cruise
speed, check the expected time of arrival on the gps. If the expected time
of arrival plus the time on the flight timer add up to more than the
endurance time at that cruise speed, you will not be able to make it. Next
reduce cruise by five miles per hour and again check the gps expected time
of arrival and add it to the flight timer reading. If it adds up to less
than the endurance time for the new cruise speed, you can make it. If not
keep trying. If the head wind is too strong, you will have to change your
flight plan or cancel out. All of this can be decided in the first fifteen
minutes of the flight.
Flying a FireFly cross country is no different than any other aircraft. We
just get to stop a little more often.
Jack B. Hart FF004
Winchester, IN
Message 15
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| Subject: | Transponder for separation |
Hi Guys,
Descussing transponders lately , John noted that he can fly
all over the place without one....
As "I" said , I needed one because Class "B" is all over me... and with elec
start , I need it to fly in the Mode "C" ring....
Besides Class "B" (MPLS) we also have a St Paul Airport ( Holman) which is Class
"D"
Our little UL field is close to Holman Field....One of the local UL flyers
was in the area flying some Light High wing plane
...a small Jet , on approach,( not so small ) WIZZED right by him.
Around 1,000 ft AGL
SCARED the crap outa him....
He didn't show up on ATC radar.... If he would have had a Transponder
ATC would have given more "Separation".... that's their job....
Needless to say , the guy was going to buy a transponder for just that reason....
When yer this close to all this busy traffic....it can get dangerous...
Even the Vortices off those planes...
Gotta Fly...
Mike in MN
--------
.
.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=94569#94569
Message 16
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| Subject: | Re: Kolb..CFI..Instructor..South Florida |
Mark III.
| Located in Broward / Miami Dade County.
|
| If someone can point me in the right direction it would be highly
appreciated.
|
| Regards
|
| Miami_guy [Question]
Great:
Who are we talking to?
john h
mkIII
DO NOT ARCHIVE
Message 17
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| Subject: | Re: Transponder for separation |
Not disagreeing with anything you are saying, but (as Paul Harvey says) here is
the rest of the story...
ATC should have seen the dude in the light high wing even without a transponder.
ATC radar ought to be able to pick up primary targets with no trouble, unless
he was a long way from the radar site.
Having spent a career in ATC, half of it after I started flying ultralights, I
have a pretty good idea how well ultralight aircraft show up on radar, so here's
how it works.
The Quicksilver type ultralights with a jungle gym of wires and tubes going everywhere
show up almost as well as the Goodyear blimp. A Kolb paints at least as
good as a Cessna 152, which is sort of the baseline primary.
One caveat: there is a blind speed of 60 mph, which is a function of the radar
sweep. If you are flying tangentially to the radar sweep at 60 mph, in the same
direction the antenna is turning, you are invisible as a primary, no matter
how much metal you have hanging off. Or if you are not moving, you are invisible.
The radar eliminates stationary targets.
If the controller turns his radar down to eliminate clutter, and takes it down
too far, he won't pick up primaries. That is not your fault, it is his.
He should have had it up enough to see the dude in the light sport and call primary
traffic for the jet. Since he didn't, his bad.
If the dude in the light sport had been monitoring approach freq for the airport
in question, he would have known about the jet on approach. His bad. Unless
the jet pilot failed to check in on unicom, his bad. Always monitor the appropriate
frequency, whether you have a transponder or not.
And finally, if you are a genuine Part 103 Ultralight, then you are not legally
an airplane, and ATC is not responsible to separate you from anything, although
they will separate "real airplanes" from all known traffic, even ultralights,
because it is easier than filling our forms for midairs/near midairs.
Having said all that, transponders are a Good Thing. And cheaper on ebay. which
is where I got mine.
Richard Pike
MKIII N420P (420ldPoops)
30 years ATC, retired, TRI ATCT
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=94592#94592
Message 18
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| Subject: | Re: Transponder for separation |
> Having said all that, transponders are a Good Thing. And cheaper on ebay.
which is where I got mine.
I like that idea. What do I need to know to purchase one that will be
compatible with my Rotax 503?
-Ken Fackler
Kolb Mark II / N722KM
Rochester MI
Message 19
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| Subject: | Re: Transponder for separation |
You need a 12 volt battery to give you a good clean twelve volts to run it,
and a regulator/rectifier to keep the battery charged. Aside from that, just
don't hook it's wires up wrong, or all of it's smoke will leak out.
Right now there is one on ebay that is new and cheap, but there is
apparently a mandatory FAA mod that needs to be done to make older
transponders legal, so beware. The mod is referenced in the ebay ad.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: <kfackler@ameritech.net>
Sent: Monday, February 12, 2007 9:19 PM
Subject: Re: Kolb-List: Re: Transponder for separation
>
>> Having said all that, transponders are a Good Thing. And cheaper on ebay.
> which is where I got mine.
>
> I like that idea. What do I need to know to purchase one that will be
> compatible with my Rotax 503?
>
> -Ken Fackler
> Kolb Mark II / N722KM
> Rochester MI
>
>
>
Message 20
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| Subject: | Re: Transponder for separation |
planecrazzzy wrote:
>
>
> Our little UL field is close to Holman Field....One of the local UL flyers
> was in the area flying some Light High wing plane
> ...a small Jet , on approach,( not so small ) WIZZED right by him.
> Around 1,000 ft AGL
>
> SCARED the crap outa him....
>
> He didn't show up on ATC radar.... If he would have had a Transponder
> ATC would have given more "Separation".... that's their job....
>
>
With a transponder you will show up on TCAS, which is far more valuable to jet
traffic than ATC. Even when ATC is busy, and not talking to you, the TCAS always
shows traffic in the area that have transponders and gives a warning if it
calculates a possible collision. ATC is a big help, but we always look at the
TCAS when there is lots of GA around. TCAS will warn most jets and large
turboprops of your prescence even if ATC does not. Most piston planes do not
have TCAS, so its ATC or visual for those, but they are usually flying much slower.
Michael A. Bigelow
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=94629#94629
Message 21
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| Subject: | Re: Kolb..CFI..Instructor..South Florida |
Is your name Obel by any chance ?
There are a couple MK-III's here in Miami, including myself :) I am not a CFI
but if you need any help with the MK-III there are several of us around that
know aout Kolbs.
Do you have your private license or any GA experience ?
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=94631#94631
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| Subject: | Re: Transponder for separation |
Mike (planecrazzy) wrote...
>
> As "I" said , I needed one [a transponder] because
Class "B" is
> all over me... and with elec start , I need it to
> fly in the Mode "C" ring....
Mike -
What difference does having electric start make re:
needing a transponder?
Arty
DO NOT ARCHIVE
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
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