Today's Message Index:
----------------------
1. 04:07 AM - Re: Re: Cuyuna (Dana Hague)
2. 04:11 AM - Re: Cleaning Air Filters (Dana Hague)
3. 04:27 AM - BRS location (Dana Hague)
4. 04:53 AM - Re: Cleaning Air Filters (John Hauck)
5. 04:55 AM - Re: Re: Cuyuna (John Hauck)
6. 05:06 AM - Re: BRS location (John Hauck)
7. 05:36 AM - Re: Re: Cuyuna (DANIEL WALTER)
8. 06:04 AM - Re: BRS location (Richard Pike)
9. 06:36 AM - Re: W&B (Paul Petty)
10. 07:24 AM - Re: Re: Monument Valley 2007 (Craig Nelson)
11. 08:21 AM - Re: Securing Firestar in enclosed trailer (Kirby Dennis Contr MDA/AL)
12. 08:49 AM - Re: Kolb Ultrastar W & B (jb92563)
13. 10:07 AM - Re: BRS location (Dana Hague)
14. 10:45 AM - Re: Rudder Trim tabs for MIIIC w/ 912UL (Kirby Dennis Contr MDA/AL)
15. 12:13 PM - Forced landing (Richard & Martha Neilsen)
16. 01:12 PM - Re: Re: Kolb Ultrastar W & B (pat ladd)
17. 01:34 PM - Re: BRS location (JetPilot)
18. 01:47 PM - Re: Forced landing (jb92563)
19. 02:22 PM - Re: Re: Forced landing (Jim Dunn)
20. 02:32 PM - Re: BRS location (Dana Hague)
21. 02:37 PM - Re: Forced landing (Dana Hague)
22. 02:42 PM - Re: Re: BRS location (Dana Hague)
23. 03:48 PM - mkIII Center Section and BRS Installation (John Hauck)
24. 04:29 PM - Re: mkIII Center Section and BRS Installation (JetPilot)
25. 04:30 PM - Re: Forced landing (jb92563)
26. 04:39 PM - Re: Re: Forced landing (John Hauck)
27. 04:41 PM - Re: Re: mkIII Center Section and BRS Installation (John Hauck)
28. 04:47 PM - Re: BRS location (JetPilot)
29. 07:00 PM - Re: Forced landing (russ kinne)
30. 07:57 PM - Re: mkIII Center Section and BRS Installation (cspoke)
31. 07:59 PM - Re: Forced landing (JetPilot)
Message 1
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At 10:22 PM 4/3/2007, JetPilot wrote:
>
>...If I had your ultrastar with the Cuyuna, I would definately fly
>it. The Ultrastar will land really slow, and should be able to land just
>about anywhere...
Oh, I've got no problem with flying it, I'm just trying to make sense of
what to expect. I had engine failures a couple of times in my T-Craft,
too, and that had a "real" airplane engine.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
Message 2
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| Subject: | Re: Cleaning Air Filters |
At 11:14 PM 4/3/2007, frank & margie wrote:
>I read somewhere (some years back) that it's best to not oil the
>K&N's, the backflow from the engine (2 strokes) will do the
>oiling. Seemed to work better that way on the old 377, mine and a buddys
>(easier starting, faster run up). Haven't oiled one in a long time
>now, only clean them. (Dish soap and water, low pressure water rinse
>from inside.) Anyone else remember reading that info?
I would think if you're not taking off and landing in a dusty environment,
it's might be OK (but not optimum). Lots of older planes had no air filter
at all, so that any unlucky bug in the vicinity took a trip through the
engine. Of course those old engines didn't have tiny needle bearings that
a single grain of sand could lock up, either.
I'll keep on oiling mine.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
Message 3
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After the discussion about 8 point rolls (yikes!) last night, I got to
thinking... why is it that most Kolbs I've seen with a BRS have it mounted
right on top of the wing root? Seems that'd be the worst possible place...
if the wings fold, having the BRS in between would seem to be the worst
possible place, no?
By contrast, the Quicksilver I was flying last year had the chute mounted
on the rear axle, firing back and slightly to the side, in a direction
likely to clear any flailing structure.
It's an academic question anyway, since I have no BRS... there is one for
my plane, but it's supposedly sitting in one of the former owner's
basements... an obsolete design that nobody will repack.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
Message 4
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| Subject: | Re: Cleaning Air Filters |
environment,
| it's might be OK (but not optimum). |
| -Dana
Dana:
Lots of folks labor under the misunderstanding that once they break
ground and get up into clean air, they don't really need an
aircleaner. Might be surprised how much crude is in the air, at all
altitudes, that one can not see. Check it out. Fly all day on a
cross country. That evening check the leading edge of wings, prop,
struts, etc., and see how much crude is packed on the airplane.
Another point. Most marine applications do not use aircleaners, only
flame arrestors. Bet the air on the lake, river, and coast is full of
contamination too.
I'm going to keep using K&N filter oil on my filters also.
john h
mkIII
Message 5
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sense of
| what to expect. I had engine failures a couple of times in my
T-Craft,
| too, and that had a "real" airplane engine.
|
| -Dana
Dana:
I'd fly under the condition to expect any engine to fail, and without
warning.
john h
mkIII
Message 6
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| Subject: | Re: BRS location |
to
| thinking... why is it that most Kolbs I've seen with a BRS have it
mounted
| right on top of the wing root? Seems that'd be the worst possible
place...
| if the wings fold, having the BRS in between would seem to be the
worst
| possible place, no?
Dana:
I know of only one Kolb to fold the wings, a Twinstar, many years ago.
Gentleman built the airplane, test flew for a short time, and the lift
strut fitting pulled loose. He failed to install the 3/8" lift strut
tang bolts. Was flying on a few 1/8" pop rivets.
Some of us have tried pretty hard to break our Kolbs, but never had a
wing failure as a result of a failed lift strut or main spar, or
attachment bolt.
I would venture to say if the above were to happen, it would only be
one wing. But doubt very seriously anyone could do that, unless they
had a bad spar, lift strut, or piece of hardware.
My parachute recovery system is in the front of my center section.
Puts it inside the aircraft where it is sealed from the weather and
other elements. No one knows at what attitude the aircraft will be in
when something breaks. May be in normal flight attitude or it my be
inverted, or it maybe tumbing and spinning up. May not be able to get
to the activation handle because of centrifugal force.
Quicksilvers and Kolbs have practically nothing in common when it
comes to material and method of contruction. Usually, when a
Quicksilver fails a wing, it fails both. The wings tips may go up or
down, and when they do, they bring with them a tangle of steel wire
cable. For me, if I should ever fly a Quicksilver, I would have a
difficult time deciding where to plant the ballistic recovery system.
Glad I don't have to make that decision. Never flown one and don't
want to fly one. In fact, I have never flown but one other UL than a
Kolb. That was Bert Howland's personal Honey Bee in 1989.
Take care,
john h
mkIII
Message 7
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----- Original Message -----
From: "Dana Hague" <d-m-hague@comcast.net>
Sent: Wednesday, April 04, 2007 7:02 AM
Subject: Re: Kolb-List: Re: Cuyuna
Dana, In my opinion, the Cayuna with the single Mikuni carb is very
sensitive to jetting, Once you get the jetting matched to the seasons and
airplane you should be able to get away with three main jet changes a year.
You need to pay close attention to the EGT's, too low and you will foul the
plugs and too high and you will sieze. If you don't have a manual for the
cayuna and mikuni you should get one.
Dan Walter
Palmyra, PA
Ultrastar, UL202
Do not Archive
Message 8
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| Subject: | Re: BRS location |
If it is a softpack, there is a parachute rigger in Kentucky who does
obsolete designs. Let me know.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "Dana Hague" <d-m-hague@comcast.net>
Sent: Wednesday, April 04, 2007 7:25 AM
Subject: Kolb-List: BRS location
><snip>
> It's an academic question anyway, since I have no BRS... there is one for
> my plane, but it's supposedly sitting in one of the former owner's
> basements... an obsolete design that nobody will repack.
>
> -Dana
> --
> --
> The citizens of the United States are getting the government they deserve.
> The problem is that I'm also getting the government they deserve.
>
>
>
Message 9
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Please disregard this post. The information from TNK was incorrect. I have started
a collection for Travis a new pair of reading glasses. The jar will be at
the Kolb display at sun-n-fun or you can send you donation to TNK in care of TRAVIS!
[Laughing]
do not archive
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104861#104861
Message 10
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| Subject: | Re: Monument Valley 2007 |
All coming to monument valley
Tim and uncle craig will be providing breakfast for every one on
Saturday morning 19th of May. All you need is a hefty appetite an Iron
stomach and a steady hand. BYOC
Uncle craig don't archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of John Hauck
Sent: Monday, April 02, 2007 10:42 AM
Subject: Re: Kolb-List: Re: Monument Valley 2007
| John Williamson
| Jim Hefner
| Boyd Young
| John Hauck
| Steven Green
| Larry Cottrell and Karen
| Arty Trost
| George Thompson
| Jim and John Clayton?
| Will Uribe
| Dave Raines?
| Larry Bourne
| Rick Neilsen
| Dennis Kirby
| Mike Welch
| Pat and Wendy Ladd
Bob Dalton?
Tim Gerkin?
Craig Nelson?
Hi Jim H/Gang:
Thanks for the update.
I added a couple more names with ? marks. These folks usually show up
at MV.
If you are coming, and I don't have your name, add it on and send it
back to the List, or send it to me and I'll add it, and/or correct as
necessary.
Thanks,
john h
mkIII
DO NOT ARCHIVE
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Message 11
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| Subject: | Re: Securing Firestar in enclosed trailer |
<< One thing I see from all of the trailer pictures is that they all
seem to have the plane facing backwards in the trailer. -Dana >>
Dana -
The trailer I had built for my Mark-III was an open flatbed, one axle.
For aerodynamic purposes, the airplane is secured nose forward.
It travels well this way - I've had no problems in the many miles I've
towed it. (Assuming, of course, you've properly secured the control
surfaces, and supported the wings & fuselage boom for trailering.)
See pics at George Alexander's website, under "Trailering a Kolb."
Dennis Kirby
Mark-III, 912
New Mexico
Message 12
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| Subject: | Re: Kolb Ultrastar W & B |
My power off experience in powered aircraft is limited to the Lazair(twin engined).
I had one engine die and the other still ran on final....simply shut the other
one down to simplify things (yaw ) and proceeded to a normal landing.
Learning to land a power craft unpowered is not much different than a glider.....a
higher sink rate and perhaps flare timing due to extra weight are about the
only issues and we are taught to handle that in any case.
Its not uncommon for me to be in the landing pattern and go from 800fpm lift (Theres
always a thermal in the pattern it seems) to 1200 fpm sink when I need to
throw out all the spoilers, flaps and a slip to put it where I want it on the
runway.
Some gliders Ive flown are close to 1000 lbs empty, so a glider pilot is trained
to accomodate and properly judge the decent rate and pattern for any eventuality,
and we always put it down perfect since we can not go round the pattern.
Im fully confident that I could land any sort of aircraft power off and put it
right where I want on the runway.
We are also used to putting gliders down in non airport environments, like between
small fields with tall trees, wires and fences.
If a power pilot ever wants to polish your landing skills in dead stick conditions
and learn how to put any aircraft right where you want it every time, then
you should take some glider training....it will surely make you a better pilot
and its fun.
But I digress.....looking forward to my UltraStar flying.
Ray
--------
Ray
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=104886#104886
Message 13
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| Subject: | Re: BRS location |
At 08:06 AM 4/4/2007, John Hauck wrote:
>I would venture to say if the above were to happen, it would only be
>one wing. But doubt very seriously anyone could do that, unless they
>had a bad spar, lift strut, or piece of hardware....No one knows at what
>attitude the aircraft will be in when something breaks. May be in normal
>flight attitude or it my be inverted...
If one wing went at, say, the lift strut, it folds up. I would think the
very next thing to happen would be the other wing then goes straight up
too, with the fuselage on its side. Either way, the BRS is blocked.
I would think the best thing would be to have the BRS firing down or to the
side. The most likely failure scenario would seem to be failed lifting or
control surfaces above the plane, with the [relatively] heavy fuselage
below, in clear air. But then a properly designed and built airframe (and
a Kolb IS properly designed!) should never fail.
Actually, my own Ultrastar took a [totally unnecessary] parachute
ride. The original owner had an engine failure, right over the airport,
and instead of flying the plane he panicked and pulled the chute. It
drifted into power lines and suffered major damage. He rebuilt it but was
afraid to ever fly it again (though friends of his did, a few times).
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
Message 14
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| Subject: | Re: Rudder Trim tabs for MIIIC w/ 912UL |
<< Blame Rotax - They build the 912 so it spun the prop in the wrong
Direction....8-) Mark >>
There may be some truth to this.
When I had the Verner engine on my Mark-III, it flew without the need
for any rudder trim tab. The prop rotated in the opposite direction of
the 912.
Now, with a 912ul on my plane, I need a fairly large trim tab to keep
the yaw string centered.
Dennis Kirby
Cedar Crest, NM
Message 15
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Ray
I changed the subject line.
You make some good points. You also have allot more decent control in a
glider than the average airplane without power. Those of us that have Kolbs
with flaps have just as much but are working with a much higher sink rate. I
also question how much glider training would help a Kolb pilot due to the
vast difference in glide ratios. I rarely see a 800ft/minute power off climb
in my Kolb.
A few years ago I had a forced landing and was actually surprised how easy
it was. The power of the MKIIIC flap system allows you to pinpoint your
landing by pulling the flaps up and down as necessary. There is just one
itty bitty issue of having a good landing spot close enough.
Last year when I got my biannual check ride in a C172, wow was I ever rusty
in that plane. Anyway the check pilot polled the power and said forced
landing. Using my experience in the Kolb was worthless in fact it was
counter productive. I was near a remote grass strip but I couldn't believe
the problem I had loosing altitude. I would have touched down right at the
end of the runway.
I would recommend everyone try this. Start a landing approach a bit high and
pull the power. Grab the flap handle and pull in some flaps almost
immediately lower the nose. Check your landing spot. Raise the flaps and the
nose. Try keeping your air speed the same by anticipating the effect of the
flaps. Use what ever flaps are necessary to get to your proposed landing
spot. Don't lock the flap in a notch use exactly the amount necessary.
One cautionary note. Do not continue on into the landing flare with zero
power and full flaps if you haven't worked slowly into this. My personal
forced landing technique is to make my plane handle just like it does with
my normal landing. My normal landing is with one notch of flap with about
20% power. I find landing with zero power and no flaps gives me about the
same flair/round out/touch down as my normal landing. Also allow some time
without flap changes to stabilize your approach before land. One last
thought, a no flap landing allows you more up elevator power to get your
tail down first and keep it down to reduce the chance of a nose over.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "jb92563" <jb92563@yahoo.com>
Sent: Wednesday, April 04, 2007 11:49 AM
Subject: Kolb-List: Re: Kolb Ultrastar W & B
>
> My power off experience in powered aircraft is limited to the Lazair(twin
> engined).
>
> I had one engine die and the other still ran on final....simply shut the
> other one down to simplify things (yaw ) and proceeded to a normal
> landing.
>
> Learning to land a power craft unpowered is not much different than a
> glider.....a higher sink rate and perhaps flare timing due to extra weight
> are about the only issues and we are taught to handle that in any case.
>
> Its not uncommon for me to be in the landing pattern and go from 800fpm
> lift (Theres always a thermal in the pattern it seems) to 1200 fpm sink
> when I need to throw out all the spoilers, flaps and a slip to put it
> where I want it on the runway.
>
> Some gliders Ive flown are close to 1000 lbs empty, so a glider pilot is
> trained to accomodate and properly judge the decent rate and pattern for
> any eventuality, and we always put it down perfect since we can not go
> round the pattern.
>
> Im fully confident that I could land any sort of aircraft power off and
> put it right where I want on the runway.
>
> We are also used to putting gliders down in non airport environments, like
> between small fields with tall trees, wires and fences.
>
> If a power pilot ever wants to polish your landing skills in dead stick
> conditions and learn how to put any aircraft right where you want it every
> time, then you should take some glider training....it will surely make you
> a better pilot and its fun.
>
> But I digress.....looking forward to my UltraStar flying.
>
> Ray
>
> --------
> Ray
>
> do not archive
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=104886#104886
>
>
>
Message 16
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| Subject: | Re: Kolb Ultrastar W & B |
Dead stick landings are routine for me....glider pilot!!!>>
Dont get too cocky Ray. I tried telling that to a Shuttle pilot. Once!
Cheers
Pat
do not archive
Message 17
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| Subject: | Re: BRS location |
d-m-hague(at)comcast.net wrote:
>
>
>
> Actually, my own Ultrastar took a [totally unnecessary] parachute
> ride. The original owner had an engine failure, right over the airport,
> and instead of flying the plane he panicked and pulled the chute. It
> drifted into power lines and suffered major damage. He rebuilt it but was
> afraid to ever fly it again (though friends of his did, a few times).
>
> -Dana
>
Given the really bad choice and lack of judgement in deploying the chute over an
airport, the fact that the owner never flew again is a good thing. Some people
just dont have what it takes to fly.....
What kind of damage did the power lines do to the plane ? Was it arcing/ melting,
or just bent from hitting the lines ?
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
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Message 18
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| Subject: | Re: Forced landing |
True you may not see any lift but the point I was trying to make was that a 1200lb
glider coming down at 1000+ fpm is probably similar to a light power plane
in terms of having to manage your approach to landing.
I am sure the flare timing is crucial but if you keep the speed up the control
effectiveness will still be there.
The best speed for extending the glide is generally 1.2 x the stall speed, plus
1/2 the headwind.
A 45 mph stall aircraft should fly at around 55 mph + 1/2 the headwind to get the
best glide distance.
I somehow dont think many power pilots know what their best power off glide for
distance is, but could make the difference between hitting the fence or making
the numbers in a power out situation.
I guess when you cant go around and try again you have to know these details.
My instructors favorite example is why a power plane pilot will ussually crash
and burn if he losses power at 600' AGL and why Glider pilots with a tow failure
at 200' AGL have no trouble doing a 180 turn to land back on the same runway.
Its about learning how to aggresively roll into a quick 60+ deg bank angle to make
the turn in a glider while the power pilot makes his ussual 2 min turn he
was taught with maybe 30 deg bank......but at 600' AGL and your power plane is
sinking at say 600fpm you have 1 minute of glide time before reaching the ground......guess
what.....a standard 2 minute turn will get you a 90 degree turn
before you hit.....but if you had banked it up to 60 degrees and finished your
turn in 30 seconds like the glider you will have height and time to decide where
you want to park your plane at the end of the ground roll on the runway.
As far as fear of spinning goes, the highly banked turn actually reduces the possibility
of spinning for reasons that I can explain if anyone would like to know.
Ray
--------
Ray
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| Subject: | Re: Forced landing |
You forgot to mention that a glider will glide 30:1, whereas a typical
cessna may be 8:1. Starting at Vy, I don't think many powered aircraft
could make a 180 in 200 feet. But you're right about 600'. Using proper
technique most light aircraft should be able to make a 180 in 600 feet.
>
>
> My instructors favorite example is why a power plane pilot will ussually
> crash and burn if he losses power at 600' AGL and why Glider pilots with a
> tow failure at 200' AGL have no trouble doing a 180 turn to land back on
> the same runway.
>
Message 20
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| Subject: | Re: BRS location |
At 09:00 AM 4/4/2007, Richard Pike wrote:
>
>If it is a softpack, there is a parachute rigger in Kentucky who does
>obsolete designs. Let me know.
I'll have to ask one of the prior owners, with luck I'll see him next
weekend. I think it's one of the old style shotgun shell (as opposed to
rocket) deployed chutes.
Also hoping I can get the center section cover from him.
-Dana
--
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The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
Message 21
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| Subject: | Re: Forced landing |
At 03:11 PM 4/4/2007, Richard & Martha Neilsen wrote:
>You make some good points. You also have allot more decent control in a
>glider than the average airplane without power. Those of us that have
>Kolbs with flaps have just as much..
Which brings up an interesting question. My US, of course, has no
flaps. Neither did my T-Craft, but in a full rudder slip it would drop
like a rock, so no flaps were needed. With so little side area, how
effective is a slip in an Ultrastar? In the Quick I was flying last year
slips were worthless, but that was because of the large dihedral; the
rudder overpowered the ailerons. Of course a Quick is so draggy you just
push the stick forward and dive straight at the runway.
-Dana
--
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The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
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| Subject: | Re: BRS location |
At 04:33 PM 4/4/2007, JetPilot wrote:
>Given the really bad choice and lack of judgement in deploying the chute
>over an airport, the fact that the owner never flew again is a good
>thing. Some people just dont have what it takes to fly.....
>
>What kind of damage did the power lines do to the plane ? Was it arcing/
>melting, or just bent from hitting the lines ?
I'm not sure, it was a long time ago. I know the guy the original owner
sold it to (he's another PPGer; he bought the Kolb, then without ever
flying it traded it for two ParaPlanes (bad move IMO), then got into PPG...
but I digress). Anyway, he never said anything about
arcing/melting. IIRC, I think the chute hit the lines, not the plane, but
I could be mistaken... the main damage was to the wings, which had to be
rebuilt and recovered... and to the pilot's leg, which was broken... when
he jumped out of the plane.
Yes, some people shouldn't fly.
-Dana
--
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The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
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| Subject: | mkIII Center Section and BRS Installation |
Hi Gang:
Here are some photos of what I did today to finish up most of the
center section for my mkIII. Click on the file, but start at the
bottom and go up instead of top and down. For some reason the FTP
loaded them that way when I uploaded to the index page.
http://home.elmore.rr.com/jhauck/hauck%20mkIII/
The black material is frangible haircell plastic that covers the exit
through the sheet metal for the parachute. The rocket has been
lowered 5" to fit inside the center section.
Normally, the center section is built of sheet metal, lexan, and 3
nose ribs. To make the center section accept the parachute, I built 4
nose ribs with enough space for the pack tray inbetween the middle
ribs.
Hardware and rocket will be installed once the center section is on
the wings. It is a job to do, but it makes a nice clean, weather
proof installation.
Two of the inspection holes will have inspection plates installed to
help cut down some of the noise inside the cockpit.
The deployment handle is right over my forehead. I can get to it with
left, right, or both hands. It is pretty easy to find my forehead, in
normal circumstances, so maybe it will be as assist to find that
handle should I need it.
If you have any questions about the photos, please ask. I do not have
time to write about each photo. Behind the power curve trying to get
the mkIII ready to fly to Lakeland.
Still got an engine to mount and lexan to install.
Take care,
john h
mkIII
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| Subject: | Re: mkIII Center Section and BRS Installation |
The new center section looks really good John. Keep up the pace, I look foward
to seeing you and your plane at Sun And Fun.
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=104999#104999
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| Subject: | Re: Forced landing |
True gliders do 30:1 and sink at only 200fpm instead of 600fpm......thats why
we compared with different heights....so that it was still about the 1 minute
and what you do with it when you are forced to land.
Bank it up 60+ degrees and get that turn done quicker is the message.
UStars dont seem to have much side area for a slip, but turning the wing sideways
to the direction of travel makes the wing shorter and hence produces less lift,
so you sink faster, plus you have the rudder cranked way over and producing
drag as well......but not as well as if there was a big fuselage to create
drag as well.....but still enough to make it worthwhile I imagine....plus its
fun.
Ray
--------
Ray
do not archive
Read this topic online here:
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| Subject: | Re: Forced landing |
wing sideways to the direction of travel makes the wing shorter and
hence produces less lift, so you sink faster, plus you have the rudder
cranked way over and producing drag as well......but not as well as if
there was a big fuselage to create drag as well.....but still enough
to make it worthwhile I imagine....plus its fun.
|
| Ray
Ray:
How much time did you say you have in your Ultrastar?
john h
mkIII
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| Subject: | Re: mkIII Center Section and BRS Installation |
I look foward to seeing you and your plane at Sun And Fun.
|
| Mike
Thanks Mike:
Now all I need is an engine and lexan, then a little test flying to
see if I can still fly. Have not been airborne since the Kolb
Homecoming, end of Sep 2006. Looking forward to getting back in the
air and making the flight to Lakeland and out to MV, SE Oregon, and
points West.
john h
mkIII
DO NOT ARCHIVE
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| Subject: | Re: BRS location |
My BRS is in the center between the wings, as you can see in the attached picture.
It does make me wonder if it would deploy after a wing fialure. The structure
looks very strong overall, but the pin that attaches the wing to the center
section has always made me wonder. I have calculated the forces and they
are well below the shear level of the pin, but shear forces listed for AN hardware
do not take into account this large 1 inch spread with the wing load in
the center of the pin which creates more of a bending force, not a shear force
on the pin... I have been tempted to drill the holes out, and go with one size
larger pin, but removing material from the tongues could create its own weakness
in negative G loads....
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=105007#105007
Attachments:
http://forums.matronics.com//files/ultralightmikekolbdetail12_27_2006_040_796.jpg
http://forums.matronics.com//files/ultralightmikekolbdetail12_20_2006_068_107.jpg
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| Subject: | Re: Forced landing |
> Can't resist asking -- you say "I rarely see a 800ft/minute power
> off climb in my Kolb."??? -- Climb?
>
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| Subject: | Re: mkIII Center Section and BRS Installation |
John,
Your center section looks great. I'm looking forward to seeing it in person at
Sun n fun
--------
Craig Spoke
Mark 111 Xtra (in the works)
Lillian, AL
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| Subject: | Re: Forced landing |
jb92563 wrote:
>
>
> UStars dont seem to have much side area for a slip, but turning the wing sideways
to the direction of travel makes the wing shorter and hence produces less
lift, so you sink faster, plus you have the rudder cranked way over and producing
drag as well......but not as well as if there was a big fuselage to create
drag as well.....but still enough to make it worthwhile I imagine....plus its
fun.
>
> Ray
Maximum yaw in a kolb is maybe 15 degrees.... If you do the math of how long the
wing is in relation to the air hitting it, at maximum yaw you may effectively
shorten the wing a couple inches. In other words, you shortening a Kolb wing
a couple inches has zero noticiable effect in sink. Its the extra drag created
by a sideslip that does it.
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=105046#105046
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