Today's Message Index:
----------------------
1. 02:12 AM - Danger Danger (ElleryWeld@aol.com)
2. 02:37 AM - kolb list (ElleryWeld@aol.com)
3. 04:20 AM - Re: fuel filter160163215628 (Thom Riddle)
4. 04:28 AM - Re: Re: Grand Vortex Generator Challenge (Richard & Martha Neilsen)
5. 05:33 AM - Re: Re: fuel filter160163215628 (N27SB@aol.com)
6. 06:06 AM - Re: I Passed! (robert bean)
7. 08:04 AM - Re: Jim Swan's AOL Slide Show (icrashrc)
8. 08:25 AM - Re: Re: Jim Swan's AOL Slide Show (John Hauck)
9. 08:38 AM - Re: Re: Grand Vortex Generator Challenge (Jack B. Hart)
10. 08:41 AM - Re: Grand Vortex Generator Challenge aka Not Invented (pat ladd)
11. 09:05 AM - Re: Danger Danger (Richard Girard)
12. 09:13 AM - Re: Grand Vortex Generator Challenge aka Not Invented (JetPilot)
13. 09:26 AM - Re: Grand Vortex Generator Challenge (JetPilot)
14. 09:34 AM - Re: fuel filter160163215628 (JetPilot)
15. 09:58 AM - Re: Re: Grand Vortex Generator Challenge (John Hauck)
16. 10:07 AM - Re: Grand Vortex Generator Challenge (JetPilot)
17. 10:22 AM - Re: Kolb Mark III with 912ULS weights and speeds (JetPilot)
18. 10:34 AM - Re: Re: Grand Vortex Generator Challenge (John Hauck)
19. 10:36 AM - ACS Gascolator (Lanny Fetterman)
20. 10:43 AM - Re: Re: Kolb Mark III with 912ULS weights and speeds (John Hauck)
21. 10:55 AM - Re: Re: Grand Vortex Generator Challenge (beauford T)
22. 11:11 AM - Re: Re: Grand Vortex Generator Challenge (John Hauck)
23. 11:21 AM - Re: Re: fuel filter160163215628 (Larry Cottrell)
24. 11:40 AM - Re: Re: fuel filter160163215628 (John Hauck)
25. 01:03 PM - Re: Re: Grand Vortex Generator Challenge (possums)
26. 02:04 PM - Re: Re: Grand Vortex Generator Challenge (DAquaNut@aol.com)
27. 03:49 PM - Re: Re: fuel filter160163215628 (Denny Rowe)
28. 04:49 PM - Re: Re: fuel filter160163215628 (John Hauck)
29. 04:52 PM - Re: Re: fuel filter160163215628 (thumb)
30. 05:07 PM - Re: Re: fuel filter160163215628 (Dana Hague)
31. 05:12 PM - Re: Carb ice & Cuyuna?, NOT ice! (Dana Hague)
32. 05:16 PM - [ George Alexander ] : New Email List Photo Share Available! (Email List Photo Shares)
33. 05:21 PM - [ James A Swan ] : New Email List Photo Share Available! (Email List Photo Shares)
34. 06:01 PM - Kolb List- MK 3 engine options (ElleryWeld@aol.com)
35. 06:32 PM - Re: Rotax 912 Torque Spec Error (Charlie England)
36. 06:52 PM - Re: Rotax 912 Torque Spec Error (John Hauck)
37. 07:03 PM - Re: Rotax 912 Torque Spec Error (Richard Girard)
38. 07:16 PM - 582 stater plate any one ?? (Malcolmbru@aol.com)
39. 07:21 PM - Re: Kolb List- MK 3 engine options (Richard Girard)
40. 07:22 PM - Re: Kolb List- MK 3 engine options (JetPilot)
41. 07:27 PM - trim tab attachment (Dana Hague)
42. 07:27 PM - Re: 582 stater plate any one ?? (Richard Girard)
43. 07:37 PM - ultrastar rudder authority (Dana Hague)
44. 07:45 PM - Re: trim tab attachment (John Hauck)
45. 07:50 PM - aileron gap seal tape (Dana Hague)
46. 07:54 PM - FireFly Landing Gear Leg Strength Improvement (Jack B. Hart)
47. 07:55 PM - Re: ultrastar rudder authority (John Hauck)
48. 07:59 PM - Re: trim tab attachment (Dana Hague)
49. 08:05 PM - Re: aileron gap seal tape (John Hauck)
50. 08:08 PM - Re: ultrastar rudder authority (Dana Hague)
51. 08:10 PM - Re: aileron gap seal tape (Dana Hague)
52. 08:10 PM - Re: 582 stater plate any one ?? rick (Malcolmbru@aol.com)
53. 08:12 PM - Re: trim tab attachment (John Hauck)
54. 08:33 PM - Re: ultrastar rudder authority (John Hauck)
55. 08:38 PM - Re: FireFly Landing Gear Leg Strength Improvement (John Hauck)
56. 08:42 PM - Re: ultrastar rudder authority (John Hauck)
Message 1
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Danger Danger I will be flying in a Sky Ranger today with Wayne he was
explaining how difficult it was to fly a sky ranger he must think I dont know
anything about flying the sky rangers they are as easy to fly as rolling a ball
down a hill
Im just putting up with his shit long enough to get signed off should be
legal in a couple weeks
Ellery
Message 2
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oops i guess it was my turn to goof
Ellery
do not archive
Message 3
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| Subject: | Re: fuel filter160163215628 |
Our Allegro has a small glass bowl gascolator w/o a drain so we were looking for
an equivalent with a drain but could not find one. We ended up buying one
from Great Plains Aircraft for $36. Metal bowl but inexpensive and well built.
See attached photo. It takes a standard 1/8" NPT threaded Curtis or Safe-Air
drain valve.
--------
Thom in Buffalo
N221FA Allegro 2000 912UL
N197BG FS1/447
--------------------
"Setting an example is not the main means of influencing another, it is the
only means."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=138460#138460
Attachments:
http://forums.matronics.com//files/gasc04_738.jpeg
Message 4
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| Subject: | Re: Grand Vortex Generator Challenge |
Mike
Yes Yes....... We heard all that before. But when it came to a side by side
fly off there was no difference. Sometimes when we invest time and money we
want it to be soooo bad...... I had a actual forced landing in a bean field
a few years ago and Homers design came thru for me just fine.
Yes I know it wasn't a fair test. Lets review flaps verses 20% less weight,
you guys are right John was unfairly challenged. Richard should have carried
more weight. Also Richard said he practiced slow flight on the way to
Homecoming and he came for the day so he didn't have all that camping gear
someone suggested.
Someone said don't knock it till you try it. As sayings go seeing is
believing.
I'm just giving you VG guys a rough time.
For me I still don't see enough advantage and before the test I was about
ready to put them on.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "JetPilot" <orcabonita@hotmail.com>
Sent: Wednesday, October 03, 2007 11:39 AM
Subject: Kolb-List: Re: Grand Vortex Generator Challenge
>
>
> slyck(at)frontiernet.net wrote:
>> Fly slower??? How slow do you NEED to fly? It took me 3 years to
>> even pull down the flap handle one notch.
>> :) :) :)
>
>
> The ability to fly slow in a Kolb is a HUGE safety factor. If my engine
> ever quits, and I am going to be landing in one of those plowed fields, or
> tall beans, or whatever is in there, having the mains touch down at 30 MPH
> instead of 40 MPH could make all the difference in the world as to how
> much damage I do to the plane, and weather I get hurt or not.
>
> Having the ability to fly 10 MPH slower around the pattern, and 10 MPH
> slower on final again is a HUGE safete factor. Not getting into that
> stall spin accident until the plane is 10 MPH slower could make the
> difference between it ever happening or not.
>
> On my MK III, my indicated stall changed by a full 10 MPH, my touchdown
> speed decreased by 10 MPH, my minimum comfortable approach speed went from
> 60 to 50 MPH. The control in the slow speed range feels much better, no
> mushy feeling at all. All this with no downside, I will never take them
> off. Exactly where to install VG's are expained very well in the
> directions. I put my VG's on with double sided 3M automobile trim tape
> from advance auto so I could take them off if I did not like them. The
> size, angle, and placement of VG's is critical. I would suggest buying
> the ones we know will work for 100 bucks, rather than spending days
> fabricating ones that may or may not work well.
>
> WWW.LANDSHORTER.COM
>
> Its the best 100 bucks you will ever spend on your Kolb.
>
> Mike
>
> --------
> "NO FEAR" - If you have no fear you did not go as fast as you
> could have !!!
>
> Kolb MK-III Xtra, 912-S
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=137848#137848
>
>
>
Message 5
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| Subject: | Re: fuel filter160163215628 |
Dana,
I was told years ago that the glass bowl was retired on AC because it was
prone to break. Use a sample cup and check your gascolator before each flight.
BTW, the Hoop and Cup style gascolators should be safety wired. It is a little
cumbersome but there is a standard method.
Steve B
Firefly 007/Floats
do not archive
Message 6
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In years past, trying to burn off some remaining VA money taking
lessons for commercial,
I was entering a towered airport with an instructor. I used "Piper"
*****U and he castigated me
for not saying "Cherokee". If'n it's ok in a J3 it should be equally
good in the spam can.
-He was a jerk anyway. I ended up getting a commercial the only way
you could then
with no instrument rating.... rotary wing.
rum rum rum, quick stops are fun.
BB do not archive
Message 7
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| Subject: | Re: Jim Swan's AOL Slide Show |
John,
Any thoughts on why the drag strut bolt would come loose? Do you think a second
bolt would help? That way the single bolt can't act as a pivot point. Thanks,
--------
Scott
www.ill-EagleAviation.com
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=138479#138479
Message 8
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| Subject: | Re: Jim Swan's AOL Slide Show |
> Any thoughts on why the drag strut bolt would come loose? Do you think a
second bolt would help? That way the single bolt can't act as a pivot point.
Thanks,
>
> --------
> Scott
Morning Scott:
A lot of things could affect the drag strut bolt.
-Primarily, from normal flying and ground handling, fair wear and tear. On
the ground, taxiing probably does more harm than flying. The wing is
working up and down, and back and forth on the 1/4" bolt.
-May not have been torqued down enough initially. ???
I don't know about adding another bolt. You'll have to ask the engineers
that question.
One bolt works great. If it loosens a little, it can be tightened through
two small slits in the inboard fabric, one fore and one aft of the drag
strut fitting. When done, use some 2" plastic electrical tape to seal up
the slits. Those slits also provide for an access to the inside of the wing
for inspection. When I rebuilt my left wing, I added two inspection plates
back there to gain access to the bolt and fitting.
john h
mkIII
Message 9
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| Subject: | Re: Grand Vortex Generator Challenge |
At 12:26 PM 10/3/07 -0400, you wrote:
>
>
>Someone said don't knock it till you try it. As sayings go seeing is
>believing.
>
>I'm just giving you VG guys a rough time.
>
> For me I still don't see enough advantage and before the test I was about
>ready to put them on.
>
Rick,
I will extend the same proposal to you that I gave to John H.
"If you are up to it, I will supply you with a set of VG's that can be
temporarily mounted with electricians tape. That way you can fly and record
your stall speed, land, tape on the VG's and the fly again to get your new
slower stall speed. When you find that your stall speed is reduced you can
pass them on to the next doubter."
Will you duck and run and hide behind the "Homer" and "stock" word? Or are
you up to the challenge?. Here is a chance to try them at no cost to you,
and as you say "seeing is believing." The best part is that you get to do
it in your own aircraft so there will be no question about aircraft
variations except the without and with VG's.
If you do not want to do it, I will understand. I'm just trying to give you
non VG guys a rough time.
Jack B. Hart FF004
Winchester, IN
Message 10
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| Subject: | Re: Grand Vortex Generator Challenge aka Not Invented |
Hi Lar,
How are you. You have been very quiet lately. I was only saying to Wendy
yesterday that you hadn`t been very active on the list..
We were showing some friends some of the pics which you took at Monument
Valley and around Santa Fe. They may be coming to the Santa Fe area next
year.
How are things at work. They running you ragged?
cheers
Pat
Message 11
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| Subject: | Re: Danger Danger |
Is this a nationwide alert, Ellery? Should the colors be changed? I'm sure
Cheney is already in a bunker somewhere, but should the frat boy go on
vacation? This Sky Ranger stuff sounds really serious.
Rick
On 10/6/07, ElleryWeld@aol.com <ElleryWeld@aol.com> wrote:
>
> Danger Danger I will be flying in a Sky Ranger today with Wayne he was
> explaining how difficult it was to fly a sky ranger he must think I dont
> know anything about flying the sky rangers they are as easy to fly as
> rolling a ball down a hill
> Im just putting up with his shit long enough to get signed off should be
> legal in a couple weeks
>
> Ellery
>
>
> ------------------------------
> See what's new at AOL.com and Make AOL Your Homepage.
>
> *
>
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 12
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| Subject: | Re: Grand Vortex Generator Challenge aka Not Invented |
a58r(at)verizon.net wrote:
> In the Fall of 1903, my late father was taking a class in physics at
> Indiana University. The professor was at the blackboard explaining/
> proving that a heavier-than-air machine cannot fly. When I was taking
> flying lessons in '40, Dad used to warn me that what I was doing was
> impossible!
>
>
I remember reading an article in an old 1930's issue of FLYING magazine, where
some physicist was explaining why due to the massive amounts of power required,
that flying faster than the speed of sound would be impossible.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=138489#138489
Message 13
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| Subject: | Re: Grand Vortex Generator Challenge |
NeilsenRM(at)comcast.net wrote:
>
>
> I'm just giving you VG guys a rough time.
>
> For me I still don't see enough advantage and before the test I was about
> ready to put them on.
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
> ---
Rick,
Something you should consider, this was ONE test where a pilot who admittedly was
distracted and did not try very hard, was trying to out fly the best Kolb pilot
in the country.
There have been reports and many scientific tests run by the British CAA, many
aircraft manufactures in the US, and a bunch of Kolb pilots that have tested VG's,
ALL of them very positive. Yet you are willing to ignore MASSIVE amounts
of evidence collected over the years based on ONE test that went badly according
to one of the pilots flying it ???
Does that make any sense to anyone ???
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=138490#138490
Message 14
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| Subject: | Re: fuel filter160163215628 |
Here is the Gascolator that is going on my Kolb. It is meant for experimental
aircraft, and is only 67 dollars. Comes with a drain and a modern unbreakable
design.
http://www.aircraftspruce.com/catalog/appages/acsgascolator.php
Glass is prone to cracking and breaking. Seems if you want glass, you are getting
so focused on one issue, that you are ignoring the more important breakage
issues. You cant see gas in the fuel drains on most Cessna and other GA aircraft...
If you want to see the fuel coming out, drain in a clear container.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=138492#138492
Attachments:
http://forums.matronics.com//files/gascolator_957.jpg
http://forums.matronics.com//files/gascolator_177.jpg
Message 15
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| Subject: | Re: Grand Vortex Generator Challenge |
Yet you are willing to ignore MASSIVE amounts of evidence collected over
the years based on ONE test that went badly according to one of the pilots
flying it ???
>
> Does that make any sense to anyone ???
>
> Mike
Mike B/Jack H/Jeremy C:
I respect your decision to put VG's on your airplanes.
Please be gentlemen and respect my decision not to put them on mine.
I know it is difficult for you all to understand that some of us can and do
safely fly and enjoy our Kolbs without them.
You all are beginning to sound more and more like TV evangelist. Next
you'll be passing the "love offering" bucket.
john h
mkIII
Message 16
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| Subject: | Re: Grand Vortex Generator Challenge |
Hi John,
I'm not trying to talk you into put them on miss P'fer. Your flying ability is
so good, that you really don't need vortex generators. But as you so clearly
demonstrated at the homecoming, the rest of need every advantage we can get
:)
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=138496#138496
Message 17
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| Subject: | Re: Kolb Mark III with 912ULS weights and speeds |
I have a Mark III Xtra with a Rotax 912-S and here are my data with vortex generators
installed. This is very non scientific, but just what I see flying from
day to day.
Weight Empty about 650 lbs
Cruise 70 MPH at 4500 RPM, very low power, it will go 80 if I fly run 5000 but
it feels great at 70 and 4500 and uses much less fuel, just around 3.5 GPH.
Stall 28 indicated, no flaps... Not much different with flaps. Its actually faster,
but there is error in airspeed due to angle of attack.
Best rate of climb is 50-60 MPH. I aim for 60 for safety margin - A sudden power
failure in this very high angle of climb needs a very large, positive and
quick foward stick input to avoid a stall . Best angle seems about the same,
I don't see much advantage climbing slower than that.
I normally fly approach at 60, just for safety since I have a long runway. Best
glide seems around 50. That being said, the plane feels really good at 40 indicated
on approach. I would NOT make a habit out of that though, that is just
for very short field.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=138499#138499
Message 18
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| Subject: | Re: Grand Vortex Generator Challenge |
> I'm not trying to talk you into put them on miss P'fer. Your flying
> ability is so good, that you really don't need vortex generators. But as
> you so clearly demonstrated at the homecoming, the rest of need every
> advantage we can get :)
>
> Mike
Mike B:
Doesn't take much flying ability to pull the flaps down, the throttle back,
and keep the wings level. My mkIII did the performing. I did the riding.
I take no credit for how slowly my mkIII flew. There are no tricks in
keeping a Kolb above the stall, except maybe a gentle control touch. I
don't know of any other way to reduce stall. Guess I could have taken Roger
Lee's advice and hung on my pusher prop. ;-)
You said this morning the comparison between my mkIII and Richard P's was
not fair. Sounds like you were making the rules. You did not brief me on
them prior to my flight. What did transpire was pretty simple and the
briefing and agreement took place in about 10 seconds. Richard had already
cranked his 582. We agreed that I would fly off his right wing, start the
run on the runway at 50 mph and slow it down from there. Whoever got to the
east end of the field last was the winner. From my vantage point, which was
the best seat in the house, that is exactly what we did. We both arrived at
the end of the strip at the same time. If Richard could have flown much
slower and didn't is not my concern. The fly off was based on flying
performance demonstrated, not thought about. Seemed fair to me. We were
both sharing the same air at the same time. Could care less the differences
in weight, configuration, etc. We accomplished what we intended to do.
The comparison did not change my mind about putting VG's on my mkIII. I
still have no desire to stick'em on there. Please respect my wishes and
others they are not overpowered by the insistance that they must fly their
Kolbs with VGs. I do not recall insisting you all take them off yours.
john h
mkIII
Message 19
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Hi all, I put an ACS gascolator on my FSII last winter. I also bought the
mounting bracket. It has worked great so far, and it is nice to be able to
check for water before each flight. N598LF (85 degrees in PA today, too
hot to archery hunt. :-(
Message 20
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| Subject: | Re: Kolb Mark III with 912ULS weights and speeds |
> I have a Mark III Xtra with a Rotax 912-S and here are my data with
vortex generators installed. This is very non scientific, but just what I
see flying from day to day.
How about some numbers without VG's?
Based on your numbers with VG's, I'd happily do a side by side comparison
with you. I'd much rather wing than tie.
You said flaps do not affect stall speed on your airplane with VG's. Maybe
that is why Richard Pike did not use his when we were doing our flight. ???
I am still convinced the only way to do the comparison is do it in the air.
Being less than precise and scientific, individual flight tests before and
after leave a lot of room to question the true validity of the resulting
numbers. We used to have a saying in MX racing when I was a very young
puppy, "When the green flag drops, the BS stops."
john h
mkIII
Message 21
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| Subject: | Re: Grand Vortex Generator Challenge |
... fer what it's worth... could use a "Love Offering" down here, Johnny....
how does one go about contracting for one of those...? Do they deliver...?
Also, fer what it's worth, you gents should know that this here Grand Vortex
Generation string is teetering on the cusp of an historic milestone... By
my count, only four more shots on this string (not counting this one, which
is administrative in nature) will eclipse the infamous SEAFOAM string back
in the fall of '98... an extended bit of self-imposed agony which literally
brought tears to the eyes, new scar tissue to the fingers and lowered PH to
the intestinal tracts of Listers for many months afterward....
Historic Beauford
FF076
Brandon, FL
Do Not Archive
----- Original Message -----
Please be gentlemen and respect my decision not to put them on mine.
Next you'll be passing the "love offering" bucket.
john h
mkIII
Message 22
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| Subject: | Re: Grand Vortex Generator Challenge |
By
> my count, only four more shots on this string (not counting this one,
> which
> is administrative in nature) will eclipse the infamous SEAFOAM string
> back
> in the fall of '98...
>
> Historic Beauford
Bill:
Makes no difference, admin or not, the tally goes up with the subject line.
Are you still testing the helmet VG system?
john h
mkIII
Message 23
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| Subject: | Re: fuel filter160163215628 |
The only problem that I see with it is that of where do you mount it so that
you can use a "dealy bob" to check the fuel in it? I made one of the pvc
types and mounted it to a plate on the bottom of my cage and the drain
sticks out the bottom. Piece of cake to check. Interestingly I have never
found water in any amounts in my fuel since installing.
Larry, Oregon
----- Original Message -----
From: "JetPilot" <orcabonita@hotmail.com>
Sent: Saturday, October 06, 2007 10:34 AM
Subject: Kolb-List: Re: fuel filter160163215628
>
> Here is the Gascolator that is going on my Kolb. It is meant for
> experimental aircraft, and is only 67 dollars. Comes with a drain and a
> modern unbreakable design.
>
> http://www.aircraftspruce.com/catalog/appages/acsgascolator.php
>
Message 24
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| Subject: | Re: fuel filter160163215628 |
> Interestingly I have never
found water in any amounts in my fuel since installing.
> Larry, Oregon
Larry K
Because there is no water in high desert, SE Oregon?
Well.......I take that back. Sometimes when John W and I land there, we
bring a thunderstorm or two, with us.
john h
mkIII
Message 25
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| Subject: | Re: Grand Vortex Generator Challenge |
At 01:54 PM 10/6/2007, you wrote:
> By
>my count, only four more shots on this string (not counting this one, which
>is administrative in nature) will eclipse the infamous SEAFOAM string back
>in the fall of '98... an extended bit of self-imposed agony which literally
>brought tears to the eyes, new scar tissue to the fingers and lowered PH to
>the intestinal tracts of Listers for many months afterward....
>
>Historic Beauford
By Gosh - this ought to put us over the top - one for the good guys!
---------------------------------------------------------------------------------------------------
I didn't expect them to do a lot - so I put them on with the
Double stick tape so I could remove them later.
The instructions say to use double stick tape until you
find the optimum location or "sweet spot" and then glue them
later. I think I will just leave them stuck on with the tape I got
at the auto paint shop - it seems pretty strong. However mineral
spirts seems to loosen & dissolve the glue if I ever want o move
them or take them off.
I was very impressed - and am going to leave them on my wings.
On take off I can point the nose up and up and more up ("more up" is
a tech term).
and hold the air speed just over 30 mph and it seems to just hang
and it really does seem to knock about 6 mph off my
stall speed. Got a $30 Hall speed indicator out side the
plane - it's more accurate than the one inside.
I was just surprised at what these little things would actually do for
the amount of time and money invested. And like Jeremy says it's not
just that you can fly slower, it's "how well" you can fly slower
that's what most impressed to me. 30 mph no mush. I fly my plane slow
- a lot.
Ole slow Possum
Message 26
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| Subject: | Re: Grand Vortex Generator Challenge |
In a message dated 10/6/2007 10:38:57 A.M. Central Standard Time,
jbhart@onlyinternet.net writes:
Will you duck and run and hide behind the "Homer" and "stock" word? Or are
you up to the challenge?. Here is a chance to try them at no cost to you,
and as you say "seeing is believing." The best part is that you get to do
it in your own aircraft so there will be no question about aircraft
variations except the without and with VG's.
If you do not want to do it, I will understand. I'm just trying to give you
non VG guys a rough time.
Jack B. Hart FF004
Winchester, IN
One thing about what you are suggesting is that it would be a legitimate and
fair apples to apples test! I like the idea but they are kinda of ugly! I
do know if I have an engine out and only a short spot to put er down, the
slower I touch down the better my chances of stopping quick. My interest is
still in the truth!
Ed Diebel
Message 27
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| Subject: | Re: fuel filter160163215628 |
----- Original Message -----
From: "JetPilot" <orcabonita@hotmail.com>
>
> Here is the Gascolator that is going on my Kolb. It is meant for
> experimental aircraft, and is only 67 dollars. Comes with a drain and a
> modern unbreakable design.
>
> http://www.aircraftspruce.com/catalog/appages/acsgascolator.php
>
Mike
Mike,
If you plan on ever using pump gas in your Mk-3, do not use that ACS
gasculator! Pump gas will ruin its gasket in a couple minutes and it will
leak like hell.
Ask me how I know? Thegasket only holds up to 100ll.
Denny Rowe
Message 28
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| Subject: | Re: fuel filter160163215628 |
> If you plan on ever using pump gas in your Mk-3, do not use that ACS
> gasculator! Pump gas will ruin its gasket in a couple minutes and it will
> leak like hell.
> Ask me how I know? Thegasket only holds up to 100ll.
>
> Denny Rowe
Denny R:
Probably why they sell a replacement gasket for auto fuel
REPLACEMENT GASKETS
AUTO FUEL 10536-1 06-00441 $5.45
john h
mkIII
Message 29
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| Subject: | Re: fuel filter160163215628 |
Kolbers..
Guys I think this is the same gascolator I ordered from
Aircraftspruce and it also said that it was not to be used with auto gas. I
ordered it anyway because I could not find one like I wanted except one for
a farm tractor. I went over to the auto parts store and bought some gasket
material that was compatible with gasoline and cut a new gasket. That was 5
years ago and I have never had a leak.
Bill Futrell
Do Not Archive
----- Original Message -----
From: "Denny Rowe" <rowedenny@windstream.net>
Sent: Saturday, October 06, 2007 6:49 PM
Subject: Re: Kolb-List: Re: fuel filter160163215628
>
>
> ----- Original Message -----
> From: "JetPilot" <orcabonita@hotmail.com>
> To: <kolb-list@matronics.com>
>
>
>>
>> Here is the Gascolator that is going on my Kolb. It is meant for
>> experimental aircraft, and is only 67 dollars. Comes with a drain and a
>> modern unbreakable design.
>>
>> http://www.aircraftspruce.com/catalog/appages/acsgascolator.php
>>
> Mike
>
>
> Mike,
> If you plan on ever using pump gas in your Mk-3, do not use that ACS
> gasculator! Pump gas will ruin its gasket in a couple minutes and it will
> leak like hell.
> Ask me how I know? Thegasket only holds up to 100ll.
>
> Denny Rowe
>
>
>
Message 30
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| Subject: | Re: fuel filter160163215628 |
At 08:32 AM 10/6/2007, N27SB@aol.com wrote:
>Dana,
>I was told years ago that the glass bowl was retired on AC because it was
>prone to break. Use a sample cup and check your gascolator before each
>flight. BTW, the Hoop and Cup style gascolators should be safety wired. It
>is a little cumbersome but there is a standard method.
Yes, apparently they had problems when the gascolator was mounted to, and
shook with, the engine. Firewall or frame mounted gascolators were OK.
I've got a transparent filter now that can be disassembled if necessary, so
I'm satisfied.
-Dana
--
--
"I'm a lawyer." "Honest?" "No, the usual kind."
Message 31
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| Subject: | Re: Carb ice & Cuyuna?, NOT ice! |
At 09:23 PM 10/4/2007, Dana Hague wrote:
>
>Had some difficulty this evening which sounds like carb ice...
Seemed like ice then, but the same thing happened today when warmer and
less humid. Turned out the problem was carb adjustment... it's been
unseasonably hot and humid lately, and the last time the plane was flown
(last year by the previous owner, and last week by me) it was a lot
cooler. Moving the jet needle clip up one notch solved all the problems,
and I had a delightful couple of flights today. Life is good...
-Dana
--
--
"I'm a lawyer." "Honest?" "No, the usual kind."
Message 32
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| Subject: | [ George Alexander ] : New Email List Photo Share Available! |
A new Email List Photo Share is available:
Poster: George Alexander <gtalexander@att.net>
Lists: Kolb-List
Subject: Kolb Firestar II - 3 View
http://www.matronics.com/photoshare/gtalexander@att.net.10.06.2007/index.html
----------------------------------------------------------
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures@matronics.com
----------------------------------------------------------
Message 33
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| Subject: | [ James A Swan ] : New Email List Photo Share Available! |
A new Email List Photo Share is available:
Poster: James A Swan <arksey@aol.com>
Lists: Kolb-List,Ultralight-List
Subject: Holb Homecoming 2007 Pictures
http://www.matronics.com/photoshare/arksey@aol.com.10.06.2007/index.html
----------------------------------------------------------
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures@matronics.com
----------------------------------------------------------
Message 34
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| Subject: | Kolb List- MK 3 engine options |
I might have to beef up the wings a bit and build a fire proof Tail section
but do you supose this will work on a MK3 Xtra
solar t62-2a1 with a NSI prop and a NSI variable pitch prop. It is running in
the picture. 100HP
Ellery In Maine looking at alternative engines
Message 35
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| Subject: | Re: Rotax 912 Torque Spec Error |
John Hauck wrote:
> Rick G:
>
> Thank goodness we have no encountered prop seperation problems with 912
> series engines, that I am aware of.
>
> Does an 0-360 have any kind of torsional vibration dampening, other than
> the prop?
>
> john h
> mkIII
>
<Insert looong howl of laughter here.>
No. It is, after all, a certified engine with all the shortcomings that
implies.
I hope y'all don't mind input from a non-Kolb flier.
I'm building an RV-7. Because of how rough Lyc's typically are, I
debated for a couple of years about using an alternative engine before
giving in to the time saving factor of doing a standard Lyc
installation. Any 4 cyl 4-stoke engine has strong torque reversals
between each power pulse. The only hint of damping in a Lyc is on *some*
of the -360's, that have a 'G' in the suffix letters. Even those don't
have anything between the crank & the prop; they have little pivoting
weights attached to the counterweights on the crank.
The idea that friction between the back of a wood prop & the metal prop
flange keeps the prop from moving is common among pilots of larger
planes, too, but it just doesn't pass a sanity check in all but the very
lowest power situations. In every 'normal' a/c prop installation I'm
aware of, the drive lugs are what transfer the rotational energy from
the prop flange to the prop. (That's why they are called 'drive lugs' :-) )
All the bolts do is keep the prop from 'rocking' in and out of the plane
of the flange. If the prop bolts get loose, motion of the a/c, torque
pulses & reversals will cause the prop to 'rock' on the flange,
wallowing out the close-tolerance holes where the drive lugs fit. Now
the prop is both rocking, bending the bolts (as John mentioned earlier)
and getting it's lug-holes hammered out bigger and bigger by each pulse.
Things feed on themselves & the bolts soon fail.
Want evidence that it ain't friction that keeps blades stable? Ask IVO
about their props for 4 cyl Lycs (if they have started selling them
again). There are no drive lugs in an IVO hub, and the bolt holes in the
blades are way over-sized for the bolt diameter. I've flown 2 different
IVO's on a 160 hp O-320. Both had blade movement. The installation
requirements were to place 'witness tape' (1st copper, then stainless
adhesive backed tape) across the gap between blades and check the tape
*before and after every flight*. The tapes broke on every flight. Note
that the 1st prop I tried had the original hub that IVO sold for Lycs,
with smooth surfaces on the hub plates facing the blade roots. The 2nd
had deeply knurled surfaces, to bite into the blade roots. The 2nd just
chewed up the top layer of glass/resin on the blade root. Both props
were installed to IVO's instructions, using a torque wrench. Eventually,
IVO quit selling props to Lyc owners because they couldn't solve the
problem. (Drive lugs would have stabilized the blades.)
Charlie
Message 36
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| Subject: | Re: Rotax 912 Torque Spec Error |
> were installed to IVO's instructions, using a torque wrench. Eventually,
> IVO quit selling props to Lyc owners because they couldn't solve the
> problem. (Drive lugs would have stabilized the blades.)
>
> Charlie
Charlie:
Probably stabalize the blades long enough for the drive lugs to eat the IVO
hub.
john h
mkIII
Message 37
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| Subject: | Re: Rotax 912 Torque Spec Error |
Charlie, I almost mentioned the Ivo Lycoming mismatch, but I have only the
experience of others to go by.
Ivo has added drive lug counterbores to the hubs of their bigger props, at
least the one that came with my trike had them. I sent it back after reading
the installation instructions.
The instructions were, and I only wish I were making this up:
Torque to spec, run engine for one minute. Torque to spec, run engine two
minutes. Torque to spec, run engine four minutes. Torque to spec, and so on,
and so on. I added it all up and it came to over eight hours before you
could do anything like a normal flight. Then read the tape and retorque
every two hours, replacing the tape after each new torque job. Sheesh.
As I told the owner of the trike co., "How am I supposed to explain to a
customer that installation is going to cost as much as the prop, not to
mention the cost of sleeping pills should I ever turn one over to a
customer."
I just do not like the idea of prop blades that are held into the hub by
bolts alone, although I have to admit, as a life long machinist, I was
fascinated by the 60 degree flat knurling on each side of the hub plates. A
real testimony to what can be done with CNC machines.
But when it comes to props, I like the robust blades of the Warp and the
light weight of the Powerfin. Now if I could just have both qualities in the
same prop. Oh, well, a happy life is knowing where to set your standards and
where to compromise.
RIck
On 10/6/07, Charlie England <ceengland@bellsouth.net> wrote:
>
>
> John Hauck wrote:
> > Rick G:
> >
> > Thank goodness we have no encountered prop seperation problems with 912
> > series engines, that I am aware of.
> >
> > Does an 0-360 have any kind of torsional vibration dampening, other than
> > the prop?
> >
> > john h
> > mkIII
> >
> <Insert looong howl of laughter here.>
>
> No. It is, after all, a certified engine with all the shortcomings that
> implies.
>
> I hope y'all don't mind input from a non-Kolb flier.
>
> I'm building an RV-7. Because of how rough Lyc's typically are, I
> debated for a couple of years about using an alternative engine before
> giving in to the time saving factor of doing a standard Lyc
> installation. Any 4 cyl 4-stoke engine has strong torque reversals
> between each power pulse. The only hint of damping in a Lyc is on *some*
> of the -360's, that have a 'G' in the suffix letters. Even those don't
> have anything between the crank & the prop; they have little pivoting
> weights attached to the counterweights on the crank.
>
> The idea that friction between the back of a wood prop & the metal prop
> flange keeps the prop from moving is common among pilots of larger
> planes, too, but it just doesn't pass a sanity check in all but the very
> lowest power situations. In every 'normal' a/c prop installation I'm
> aware of, the drive lugs are what transfer the rotational energy from
> the prop flange to the prop. (That's why they are called 'drive lugs' :-)
> )
>
> All the bolts do is keep the prop from 'rocking' in and out of the plane
> of the flange. If the prop bolts get loose, motion of the a/c, torque
> pulses & reversals will cause the prop to 'rock' on the flange,
> wallowing out the close-tolerance holes where the drive lugs fit. Now
> the prop is both rocking, bending the bolts (as John mentioned earlier)
> and getting it's lug-holes hammered out bigger and bigger by each pulse.
> Things feed on themselves & the bolts soon fail.
>
> Want evidence that it ain't friction that keeps blades stable? Ask IVO
> about their props for 4 cyl Lycs (if they have started selling them
> again). There are no drive lugs in an IVO hub, and the bolt holes in the
> blades are way over-sized for the bolt diameter. I've flown 2 different
> IVO's on a 160 hp O-320. Both had blade movement. The installation
> requirements were to place 'witness tape' (1st copper, then stainless
> adhesive backed tape) across the gap between blades and check the tape
> *before and after every flight*. The tapes broke on every flight. Note
> that the 1st prop I tried had the original hub that IVO sold for Lycs,
> with smooth surfaces on the hub plates facing the blade roots. The 2nd
> had deeply knurled surfaces, to bite into the blade roots. The 2nd just
> chewed up the top layer of glass/resin on the blade root. Both props
> were installed to IVO's instructions, using a torque wrench. Eventually,
> IVO quit selling props to Lyc owners because they couldn't solve the
> problem. (Drive lugs would have stabilized the blades.)
>
> Charlie
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 38
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| Subject: | 582 stater plate any one ?? |
today I burned out my charging coil , 76 hrs ago I lost the tack coil so I
ran a tiny tack. the first thing I noticed was a drop in my charging volts
just a little low , then it dropped way off after about 3 hrs flying time when
I used my strobe and lights, after inspecting the charging wires i found a
burnt wire and only 9 oms on my charging circuit. $600 and 4 hrs labor
and i will be back in the air. malcolm kit fox michigan
Message 39
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| Subject: | Re: Kolb List- MK 3 engine options |
Ellery, Then count on increasing the wing span to account for the extra fuel
load. NSI used to show this thing at Arlington all through the 90's. I
wasn't aware they ever got anyone to bite on this bit of vaporware. But
that's why we put the big letters saying EXPERIMENTAL on our aircraft. I'm
sure Pat Ladd is laughing heartily about the idea of this ever getting past
the inspectors in his neck of the woods.
There was a guy at the Wellington Air Festival last weekend with two model
airplane turbo jets on his sailplane. He claimed a 500 fpm climb with a
total of something like 80 lbs. of thrust. Sure looked cool and a better
option than a retractable prop. The price is dropping pretty nicely on those
little engines, now if they could just get the TBO into triple digits.
You suppose the specter of these little things on the horizon is why the LSA
definition specifies a reciprocating engine.
Rick
On 10/6/07, ElleryWeld@aol.com <ElleryWeld@aol.com> wrote:
>
> I might have to beef up the wings a bit and build a fire proof Tail
> section but do you supose this will work on a MK3 Xtra
>
> solar t62-2a1 with a NSI prop and a NSI variable pitch prop. It is running
> in the picture. 100HP
>
> Ellery In Maine looking at alternative engines
>
>
> ------------------------------
>
> *
>
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 40
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| Subject: | Re: Kolb List- MK 3 engine options |
There would be no advantage to that, you would only be able to fly for 30 minutes
or less due to the huge fuel consumption of a turbine engine. A Rotax 912-S
would work better, no mods needed, and you can fly for hours...
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=138548#138548
Message 41
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| Subject: | trim tab attachment |
OK, after the 5th flight in my US I've decided I need to add an elevator
trim tab. It takes constant back pressure to hold it level at any power
setting, not much force but let go and it dives at an alarming rate. I
thought of using a bungee but I like the idea of a tab better as it's fail
safe if anything fails in the elevator linkage. Or I may set the trim tab
to a survivable glide speed and also add a bungee trim for fine adjustment.
Anyway, what is the best way to mount it? I assume riveting it on, to the
lower surface of the elevator, but I don't want to weaken anything. Do I
rivet it to the trailing edge tube, or the ribs, or both?
-Dana
--
--
"I'm a lawyer." "Honest?" "No, the usual kind."
Message 42
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| Subject: | Re: 582 stater plate any one ?? |
Malcolm, while you're at it get a copy of the heavy maintenance manual and
go through the CDI's, too. It would be a real bummer to buy a new stator and
find out you had an ignition defect takes out the new one, too.
Rick
On 10/6/07, Malcolmbru@aol.com <Malcolmbru@aol.com> wrote:
>
> today I burned out my charging coil , 76 hrs ago I lost the tack coil
> so I ran a tiny tack. the first thing I noticed was a drop in my charging
> volts just a little low , then it dropped way off after about 3 hrs flying
> time when I used my strobe and lights, after inspecting the charging wires
> i found a burnt wire and only 9 oms on my charging circuit. $600 and 4
> hrs labor and i will be back in the air. malcolm kit fox michigan
>
>
> ------------------------------
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 43
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| Subject: | ultrastar rudder authority |
Now that I've got a few extended flights on my US I'm feeling like the
rudder just doesn't have enough authority. I can get more deflection by
pushing WAY down on the rudder pedal(s) but it's quite awkward to get even
enough rudder for a normal coordinated turn, even though the seat is in a
comfortable position relative to the pedals. Of course I'm used to my
T-Craft which had great gobs of rudder authority, or the Quicksilver whose
rudder could easily overcome the ailerons.
Has anybody played with increasing the sensitivity by raising the cable
attach points on the pedals? This would give more rudder deflection for a
given amount of pedal push, and seems it'd make the plane handle much nicer.
I'm also considering lightening up the rudder pedal return springs.
Any downsides to either change?
-Dana
--
--
"I'm a lawyer." "Honest?" "No, the usual kind."
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| Subject: | Re: trim tab attachment |
> Anyway, what is the best way to mount it? I assume riveting it on, to
the
> lower surface of the elevator, but I don't want to weaken anything. Do I
> rivet it to the trailing edge tube, or the ribs, or both?
>
> -Dana
Dana:
If it was my problem, first I would insure those big ole barn door ailerons
are rigged correctly in flight, not necessarily sitting still on the ground.
If they are drooped a tad, the aircraft will want to pitch down.
The US low thrust line in pusher configuration should encourage the US to
climb under power.
john h
mkIII
Message 45
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| Subject: | aileron gap seal tape |
My Ultrastar has the fabric gap seals, doped on. Unfortunately, however,
they weren't installed properly, so the ailerons can't fold flat against
the lower wing surface when folding the wings. Looking at my friend's
MKIII today, though, I see his are clear plastic tape. I'd like to cut off
the fabric gap seals and install the plastic ones (properly, though!).
He tells me the seals are made of "bookbinder's tape", but he doesn't
remember where he got it. Can anybody point me in the right direction, or
offer another suggestion?
-Dana
--
--
"I'm a lawyer." "Honest?" "No, the usual kind."
Message 46
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| Subject: | FireFly Landing Gear Leg Strength Improvement |
FireFlyer's
After lightly plopping my FireFly and being surprised as to how easy it was
to bend the legs, I started thinking about how to support the existing legs.
I took some measurements, made some assumptions, and ran some numbers. I
found that at gross weight the gear legs can support a 1.8G to 3.4G landing.
Where the 1.8G represents landing on a very slick surface, and the 3.4G
represents landing on dry pavement. The FireFly landing gear is very tire
to surface friction dependent in that there is nothing but the legs to keep
the wheels from spreading.
I looked at attaching a 1/8 inch diameter cable to the axle to leg
attachment bolt and running it to either the leg attachment bolt in the cage
or to the opposite leg just below the socket. By doing this, the 1.8G
improved to 3.9G for the leg attachment bolt, and to 5.2G when connecting to
the top of the opposite leg just below the socket.
This may be a good low cost and light weight improvement. More about how
these numbers were calculated can be seen at:
http://www.thirdshift.com/jack/firefly/firefly134.html
When, I get the parts fabricated and installed, I will put up another page.
Jack B. Hart FF004
Winchester, IN
Message 47
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| Subject: | Re: ultrastar rudder authority |
> Has anybody played with increasing the sensitivity by raising the cable
> attach points on the pedals? This would give more rudder deflection for a
> given amount of pedal push, and seems it'd make the plane handle much
> nicer.
>
> I'm also considering lightening up the rudder pedal return springs.
>
> Any downsides to either change?
>
> -Dana
Dana:
Normal rudder control of the US should be more than enough to get the job
done.
Don't know if the builder built and rigged the system correctly, according
to the plans and construction manual.
Should be able to get full rudder deflection in each direction. If not,
maybe the mechanical advantage needs a little adjustment.
Lightening up on rudder pedal return springs will encourage rudder flutter.
Strong return springs will pretty much neutralize the force required to
operate.
I'd check to insure the rudder horn is secure and rigid when operated with a
simulated flight load on it. Possiblity it is loose or flexing, preventing
full rudder deflection. Your rudder may be flexing. Do you have any broken
ribs or braces inside the rudder?
In the air, you will never come close to fully deflecting the rudder because
of its size.
The US is an aileron airplane. Rudder is used primarily for ground
handling. You can fly the US with your feet on the deck making coordinated
turns with ailerons only. Homer did a good job designing the aileron
control geometry on the US.
john h
mkIII
Message 48
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| Subject: | Re: trim tab attachment |
At 10:45 PM 10/6/2007, John Hauck wrote:
>
>If it was my problem, first I would insure those big ole barn door
>ailerons are rigged correctly in flight, not necessarily sitting still on
>the ground.
>
>If they are drooped a tad, the aircraft will want to pitch down.
Thanks John, that was one of the things I checked today. On the ground,
they're dead even with the wing (wing lower surface to aileron lower
surface). In flight, if anything they ride a bit higher. I considered
reflexing them a bit and I still might try that, but I don't want to raise
the stall speed.
I also considered that the plane might be nose heavy, but I have plenty of
elevator authority through stall and/or flare, and as near as I can tell
the elevators are even with the stabilizer when I'm holding the back
pressure required for level flight.
-Dana
-Dana
--
--
"I'm a lawyer." "Honest?" "No, the usual kind."
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| Subject: | Re: aileron gap seal tape |
> He tells me the seals are made of "bookbinder's tape", but he doesn't
> remember where he got it. Can anybody point me in the right direction, or
> offer another suggestion?
>
> -Dana
http://www.dickblick.com/zz230/21/
3M Scotch #845 Book Tape
john h
mkIII
Message 50
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| Subject: | Re: ultrastar rudder authority |
At 10:54 PM 10/6/2007, John Hauck wrote:
>
>Lightening up on rudder pedal return springs will encourage rudder
>flutter. Strong return springs will pretty much neutralize the force
>required to operate.
Hmmm, makes sense, I hadn't thought of the flutter aspect... should have,
considering all the posts on flutter in the archives.
>I'd check to insure the rudder horn is secure and rigid when operated with
>a simulated flight load on it. Possiblity it is loose or flexing,
>preventing full rudder deflection. Your rudder may be flexing. Do you
>have any broken ribs or braces inside the rudder?
It seems to flex a bit on the ground, when I apply rudder but it's being
opposed by the tailwheel. I don't think anything is broken, though, it's
something to look at.
>In the air, you will never come close to fully deflecting the rudder
>because of its size.
I'm sure you're right... but I'm having a hard time, on the ground, getting
enough deflection for reasonably tight turns (unless I use the brakes, of
course) without really pushing my toe *way* out, and in the air it just
seems it could be a little more sensitive.
I may just try shortening the rudder cables as much as the turnbuckles will
allow, so I don't have to push as far, if that doesn't interfere with my
ability to use the heel brakes.
-Dana
--
--
"I'm a lawyer." "Honest?" "No, the usual kind."
Message 51
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| Subject: | Re: aileron gap seal tape |
At 11:05 PM 10/6/2007, John Hauck wrote:
>
>http://www.dickblick.com/zz230/21/
>
>3M Scotch #845 Book Tape
Cool, thanks!
-Dana
--
--
"I'm a lawyer." "Honest?" "No, the usual kind."
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| Subject: | Re: 582 stater plate any one ?? rick |
good idea what do you mean? by heavy maintenance manual ? malcolm
Message 53
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| Subject: | Re: trim tab attachment |
> I also considered that the plane might be nose heavy, but I have plenty
of
> elevator authority through stall and/or flare, and as near as I can tell
> the elevators are even with the stabilizer when I'm holding the back
> pressure required for level flight.
>
> -Dana
Wing incidence may not be correct. Too much or too little, I do not know
how that would affect pitch attitude.
On my US, I rigged it according to the construction manual. It still needed
rudder, aileron, and elevator trim tabs to zero out any adverse pressure on
the stick. I made all the tabs out of .016" alum. They were easy to bend
for adjustment. I also believe they were relieved of some of their angle of
attack as airspeed increased. My FS was rigged identically. Trimmed out
perfect with the same three trim tabs.
john h
mkIII
Message 54
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| Subject: | Re: ultrastar rudder authority |
> It seems to flex a bit on the ground, when I apply rudder but it's being
> opposed by the tailwheel. I don't think anything is broken, though, it's
> something to look at.
>
> -Dana
You probably have more tailwheel problem than rudder problem. A standard
tea cart US tailwheel and assembly was not know to turn well. A full
swiveling break away tailwheel would do a much better job. Trying to force
the US and FS to turn with rudder and power, on the ground, is very hard on
the tailpost and lower vertical stabilizer leading edge which is an alum
tube.
john h
mkIII
Message 55
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| Subject: | Re: FireFly Landing Gear Leg Strength Improvement |
> This may be a good low cost and light weight improvement.
> Jack B. Hart FF004
Jack H:
I have a few hours flying the FF, so I consider myself a Fireflyer also.
We horse around with the airplanes at the factory and Sun and Fun, and
Oshkosh. In other words, they get flown hard and to extreme most of the
time. Knock on wood, I have not stalled one in and bent a leg or two.
That's the only way they bend, unless you run over an obstacle or through a
deep rut or in a hole. Next time you see Dick Rayhill flying the FSII at
OSH or S&F, the gear legs will be bent and sagging. Reason, he approaches
and lands the FS right on the edge of the stall. Sometimes he screws up and
stalls prematurely. If ya drop it in, the gear legs will bend.
Seems to me putting a cable brace on your gear leg will take most of the
flex out of it, then load up a point where stress is concentrated and fail
again.
Cables hanging down there also invite noseovers if you should land in the
beans, high grass, weeds, or brush. For sure cotton and corn. They'll put
you on your nose with or without gear leg cable bracing.
As long as i have been flying Kolbs, I still bend gear legs. Not because
they are poorly designed. They were never designed to be stalled and
dropped in a couple feet or more above the ground. I screwed up and bent a
gear leg this summer because I stalled the mkIII too high with a wing low.
That will get them quicker than stalling and falling in a wings level
attitude where both gear legs are sharing the load. Looks like you dropped
yours in on one leg too.
Let us know how your experiment turns out.
john h
mkIII
Message 56
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| Subject: | Re: ultrastar rudder authority |
> You probably have more tailwheel problem than rudder problem. >
Forgot to add to my previous.
You may have tail wheel springs that are too weak to turn the tailwheel.
Are you sure your tailwheel is turning when you deflect the rudder?
john h
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