Today's Message Index:
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1. 02:53 AM - Re: Re: Emailing: Nose Art 001 (pat ladd)
2. 04:39 AM - Re: Kolb List WITHOUT pictures attached (already in use) (planecrazzzy)
3. 04:56 AM - Re: Emailing: Nose Art 001 (pat ladd)
4. 05:22 AM - Plane english (James Fitzsimmons)
5. 06:16 AM - Re: Plane english (Eugene Zimmerman)
6. 06:50 AM - Re: Firestar II to Firefly (Jeremy Casey)
7. 08:55 AM - Re: Firestar II to Firefly (Eugene Zimmerman)
8. 08:58 AM - Re: motors (Kirby Dennis Contr MDA/AL)
9. 09:57 AM - Icom A-5 for sale (Charlie Kirtland)
10. 06:24 PM - Re: Firestar II to Firefly (Jeremy Casey)
11. 06:57 PM - Re: Firestar II to Firefly (Richard Pike)
Message 1
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| Subject: | Re: Emailing: Nose Art 001 |
Tinkerbell is out in front>>
Yes she is!. We can all do with a bit of Fairy Dust.
When I posted the pic to the list one of the options I ws offered by the
program was to install it as wallpaper on my opening screen. This I did.
Wendy, peering at it across the room has just said `Why have you got that
picture of a twisted baguette on the screen` Heigh Ho!
Cheers
Pat
Message 2
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| Subject: | Re: Kolb List WITHOUT pictures attached (already in use) |
Thanks fer da Engrish lesson dar Ed ....iot
I went back and fixet it , Glad to hear you hanging
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on every word...
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KMA !
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Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=129290#129290
Message 3
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| Subject: | Re: Emailing: Nose Art 001 |
I collect nose are off of WWII warbirds,>>
Hi ,
i have a book of nose art somewhere. The trouble is that most of them
are so badly executed. Usually botched up by one of the ground crew. It
is only the rebuild and museum pieces that have good pic done with all
the help of transfers and modern techniques.etc
Cheers
Pat
Message 4
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Lookin for opinions. Which one? A FSII 2002 (completed date). Good fabr
ic, paint very good,couple patches, all points of continuity sound, standar
d gauges, no damage. But UL2-02, 106 on Hobbs. Nicely done ship.
Or
A , 87 vin. FS, Fabric of same vin. Many patches, say 20 or so. Paint g
ood. Same gauges, Sound continuity. 460 hrs on original Hobbs and log. Has
447 Rotax w/ elec. start. 78 hrs. on new motor.
Both ships at 7gs.
Do not archive.
Message 5
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| Subject: | Re: Plane english |
A good engine on failed fabric will come down faster and hit harder
than a failed engine on good fabric.
On Aug 15, 2007, at 8:22 AM, James Fitzsimmons wrote:
> Lookin for opinions. Which one? A FSII 2002 (completed date).
> Good fabric, paint very good,couple patches, all points of
> continuity sound, standard gauges, no damage. But UL2-02, 106 on
> Hobbs. Nicely done ship.
> Or
> A , 87 vin. FS, Fabric of same vin. Many patches, say 20 or so.
> Paint good. Same gauges, Sound continuity. 460 hrs on original
> Hobbs and log. Has 447 Rotax w/ elec. start. 78 hrs. on new motor.
> Both ships at 7gs.
>
> Do not archive.
> http://www.matronics.com/Navigator?Kolb-List_-
> ============================================================ _-
> forums.matronics.com_-
> ===========================================================
Message 6
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| Subject: | Firestar II to Firefly |
See below...
Hi Jack H:
Help me out here a lilttle.
If I understand the above statement correctly, you could not make your
FF
stall with VGs installed. It mushed rather than broke cleanly.
Now it breaks cleanly and does not mush?
What is the advantage of that?
I bet it will stall with VGs.
john h
mkIII
<SNIP>
John,
I have had same experience with the VG's...different airframe
though...same fix and same results.
Explanation...
Original configuration, if plane was slowed and the stick brought back
slowly it, would slow, slow, slow...and then eventually stall. Then
added VG's to the main wing...now you could slow down and start pulling
the stick back...it would slow, slow, slow (approx. 7 MPH slower than
before) but if you were gentle with the deceleration, you would hit the
elevator rear stop before you got so much as a "buffet" of an impending
stall. In other words with the considerably slower airspeed the elevator
was not able to generate enough downforce to raise the nose enough to
stall the wing...this was coupled with the fact that the VG's allowed
the wing to go to a higher angle of attack before stalling anyway.
Slower speed = less elevator authority + wing capable of higher AOA than
before = an "elevator limited plane", similar to a Ercoupe.
The "bad" thing about that is this...you have a plane that while not
"stalled" is actually dropping like a rock. Just like the day out at
Joneslite in Smiths Station, Al. when you demonstrated the Kolb "mush"
to me where we were not really "stalled" (at least never got a drop out
of it) but had a rate of descent that would have been ugly on
Short,short,short final. Same situation with main wing only VG's on my
plane...if you actually used the new and improved super-slow speed
capabilities on landing and a steep approach you were going to not have
enough elevator authority to get the nose up real quick to arrest the
descent and arrive "politely"...;-)
Added the VG's under the horizontal stab and the elevator effectiveness
improved to the point that even with the super slower new stall speed I
was again able to still pull the nose up high enough to stall it (the
elevator was again strong enough to overpower the wings desire to fly).
This translated into some amazing new STOL ability...slower approaches +
total control to arrest the descent rate from a steep approach = SHORT
landings...
The main wing only VG's are great for making a stall-proof
airplane...physically not being able to pull the stick back and get a
stall could be a real safety plus...thousands of Ercoupes can't be
wrong. (to be totally honest you could snatch the stick back at a higher
speed and get an accelerated stall or pull hard in a steep bank and get
it to break...but no typical approach control input would do it...) But
to get good gentle landings I had to basically keep the same approach
speed as before VG's because even though I could fly slower, I couldn't
FLARE any slower than before...add the VG's under the horizontal stab
and you're back to an airplane that will stall if you tell it to...it
will just be slower than before when it does...
Clear as mud?
Jeremy Casey
Hoping to finish up a Kolb "Superfly" by this fall...then the RANS S7
can rest a bit...
Message 7
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| Subject: | Re: Firestar II to Firefly |
Jeremy,
Inquiring minds want to know.
What is a Superfly?
How is Super different than Ultra?
On Aug 15, 2007, at 9:49 AM, Jeremy Casey wrote:
> Jeremy Casey
> Hoping to finish up a Kolb "Superfly" by this fall...then the RANS S7
> can rest a bit...
Message 8
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"tc1917" asked: << I have ordered a 912 UL to replace my 582 ... Can
anyone clarify for me the procedures for changing this engine and prop?
>>
Ted -
I went through the same process two years ago, when I swapped out the
Verner engine with a 912ul on my Mark-III.
Assuming your aircraft is registered as Experimental/Amateur-Built, the
FAA considers an engine change a "major" modification, and thus, you are
required to regress to your Phase-I flight test restrictions for a 5
hour period. This means you gotta fly solo and stay in your 25-mile
radius of your home airport for the new 5-hour flight test period.
After you verify that all is well with the new engine on your Slingshot,
you make the logbook entry stating so, and are then free to again
exercise all the regular privileges of your Phase-II Operating
Limitations.
You do everything (the modification, flight testing, logbook entries,
etc.). The FAA does not need to be involved.
p.s. - Good choice on the 912ul - you'll not regret your decision!
Dennis Kirby
Mark-III, 912ul
Cedar Crest, NM
Message 9
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| Subject: | Icom A-5 for sale |
Folks,
I have an Icom A-5 radio that I haven't used in quite a while. The radio
has been used very little and is in very good condition. The radio comes
with a belt clip, wall charger, headset adapter, a BP-200L Ni-MH
battery, a spare battery pack (for alkalines), and an instruction
manual. I'd like to have $225 plus a small amount for shipping. I can
send a photo of the stuff to anyone interested. I can also E-mail a
complete detail sheet noting specs, features, etc., if needed. Contact
me at ckirtland1@comcast.net.
Charlie
Message 10
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| Subject: | Firestar II to Firefly |
Jeremy,
Inquiring minds want to know.
What is a Superfly?
How is Super different than Ultra?
<snip>
Cage from a Firestar KXP that got trashed from being outside not tied
down during a pop-up afternoon thunderstorm (wings and tail feathers
busted up, cage fine)
Build 22' wings (ala Slinghot/Firefly), 7 ribs, bunch of bracing (ala
Slingshot) really stout drag strut...single lift strut like all the
Kolbs except the Firefly...
Add 9" chord ailerons like a Slingshot uses...fab the flaperon mechanism
like the Firefly/SS/Firestar2 and get rid of the original Firestar
aileron mechanism...
Fab a support to mount a 10 Challenger tank
Build a set of tail feathers but cut the boom tube down to Slingshot
length.
Rig it with the lower angle of attack (and decalage of course) of the
Slingshot and add Slingshot-like gear legs to get the deck angle right
to get a 3 point landing out of it with the lower wing AOA.
Weld up a flip-over canopy frame (ala Slingshot).
Mount the 503 sitting under the workbench...
You basically have a single seat Slingshot. It will only have 52HP but
also should be about 100 pounds lighter than a 582 Slingshot.
Will have same wing area, flaperons, and tail dimensions and tail
rigging of a Slingshot (just little lower wing loading from being
lighter). With the lighter weight and the 52 HP of the 503 it will
actually have a better power/weight ratio than a 582 Slingshot...that
combined with the lower wing loading should mean better takeoff and
climb than a 582 Slingshot (which is awesome...)
Sound fun? ;-)
Jeremy Casey
Message 11
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| Subject: | Re: Firestar II to Firefly |
Sounds like fun. If I were doing it, I would use the 6" tube for the main
spar tube like the MKIII & Kolbra use.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "Jeremy Casey" <1planeguy@kilocharlie.us>
Sent: Wednesday, August 15, 2007 9:23 PM
Subject: RE: Kolb-List: Firestar II to Firefly
>
>
> Jeremy,
> Inquiring minds want to know.
> What is a Superfly?
> How is Super different than Ultra?
>
> <snip>
>
> Cage from a Firestar KXP that got trashed from being outside not tied
> down during a pop-up afternoon thunderstorm (wings and tail feathers
> busted up, cage fine)
>
> Build 22' wings (ala Slinghot/Firefly), 7 ribs, bunch of bracing (ala
> Slingshot) really stout drag strut...single lift strut like all the
> Kolbs except the Firefly...
>
> Add 9" chord ailerons like a Slingshot uses...fab the flaperon mechanism
> like the Firefly/SS/Firestar2 and get rid of the original Firestar
> aileron mechanism...
>
> Fab a support to mount a 10 Challenger tank
>
> Build a set of tail feathers but cut the boom tube down to Slingshot
> length.
>
> Rig it with the lower angle of attack (and decalage of course) of the
> Slingshot and add Slingshot-like gear legs to get the deck angle right
> to get a 3 point landing out of it with the lower wing AOA.
>
> Weld up a flip-over canopy frame (ala Slingshot).
>
> Mount the 503 sitting under the workbench...
>
> You basically have a single seat Slingshot. It will only have 52HP but
> also should be about 100 pounds lighter than a 582 Slingshot.
>
> Will have same wing area, flaperons, and tail dimensions and tail
> rigging of a Slingshot (just little lower wing loading from being
> lighter). With the lighter weight and the 52 HP of the 503 it will
> actually have a better power/weight ratio than a 582 Slingshot...that
> combined with the lower wing loading should mean better takeoff and
> climb than a 582 Slingshot (which is awesome...)
>
> Sound fun? ;-)
>
> Jeremy Casey
>
>
>
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