Today's Message Index:
----------------------
1. 01:34 AM - Landing in High Grass (Dave Bigelow)
2. 03:09 AM - Re: Real Airplanes (pj.ladd)
3. 03:40 AM - Re: Firefly (pj.ladd)
4. 05:08 AM - Re: Duplication (pj.ladd)
5. 06:26 AM - Re: Experimental vs. ELSA (Thom Riddle)
6. 07:04 AM - Re: Experimental vs. ELSA (Ralph B)
7. 07:14 AM - Re: Landing in High Grass (ElleryWeld@aol.com)
8. 07:25 AM - Re: Duplication (KolbFlyerJim@aol.com)
9. 07:45 AM - Re: Duplication (John Hauck)
10. 07:53 AM - Real Airplanes (robert bean)
11. 08:12 AM - Re: Landing in High Grass (John Hauck)
12. 08:42 AM - LSA - ultralight confusion (Re: real airplanes) (David Kulp)
13. 08:50 AM - Re: Landing in High Grass (Richard & Martha Neilsen)
14. 08:55 AM - Re: Landing in High Grass (John Hauck)
15. 09:35 AM - Re: Re:High Egt's (DBforfun@aol.com)
16. 09:43 AM - Re: Real Airplanes (Jim ODay)
17. 09:48 AM - Re: Landing in High Grass (John Hauck)
18. 10:25 AM - Re: Duplication (JAMES BEARD)
19. 10:34 AM - Re: Re:High Egt's (John Hauck)
20. 11:19 AM - Re: Duplication (TK)
21. 11:23 AM - Re: Experimental vs. ELSA (Ben Ransom)
22. 11:41 AM - Re: Landing in High Grass (Richard Pike)
23. 11:42 AM - pecking order (boyd)
24. 11:43 AM - Re: Re:High Egt's (DBforfun@aol.com)
25. 11:43 AM - Re: Re:High Egt's (TK)
26. 11:43 AM - Re: Landing in High Grass (ElleryWeld@aol.com)
27. 11:47 AM - Re: Re:High Egt's (possums)
28. 11:53 AM - Re: Landing in High Grass (Larry Cottrell)
29. 12:06 PM - Re: Landing in High Grass (Denny Rowe)
30. 12:07 PM - Re: Re:High Egt's (Denny Rowe)
31. 12:47 PM - Re: Re:High Egt's (Jim Baker)
32. 01:18 PM - Re: Re:High Egt's (Larry Cottrell)
33. 05:27 PM - Re: Landing in High Grass (Jack B. Hart)
34. 08:47 PM - Re: Re:High Egt's (DAquaNut@aol.com)
35. 08:50 PM - Re: Landing in High Grass (Richard & Martha Neilsen)
Message 1
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| Subject: | Landing in High Grass |
My grass strip is short and has a 20 foot elevation difference from one end to
the other. I take off downhill and land uphill due to obstructions near the uphill
end. I mow the strip about 20 feet wide and have smooth ground next to
the mowed part with about 6 inch high grass.
Sometimes when I come back from a flight, the wind has come up, and I have as much
as a 10 mph tailwind, which makes stopping, even uphill a bit of a challenge.
I've been thinking of using the mowed portion for takeoff, but landing in the grass
next to the mowed portion to help stop. I'm not sure how high the grass
would have to be to become a noseover danger while rolling out.
Here's the question: How high can the grass be before it becomes too high to safely
land on? I'm sure there is a lot of experience out there, good and bad
- sure would like to hear the stories.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=152300#152300
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| Subject: | Re: Real Airplanes |
There are a few privately owned ones that have
been
the recipients of fed funds. If so they cannot refuse entry to a
legal N-numbered
aircraft.>>
We had this problem with ultralights being unwelcome at airfields a few
years ago but it seems to have sorted itself out now.
It was usually a perceived problem with the mixtures of speeds in the
ciruit. Most ultralight pilots have learned to keep their speed well up
until the last moment and the trouble seems to have taken care of itself.
Many airfields now advertise `Ultralight welcome`
Of course the problem is not helped by idiots flying as slowly as possible
in the pattern just to prove some imagined point.
Cheers
Pat
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I think I would increase the wing area so I could use a stock 447, 3-blade
prop, brakes, and any other accessories you wanted. Bigger flaps might be
an easy way to do it. If that was insufficient I'd extend the wing span.>>
Hi Jim,
you don`t quote which post you are replying to but if it was my post about
UK new sub 115kg class you could do all of those things. But watch the total
empty weight. That is what makes the whole thing self regulating. You put
in a bigger engine, you need a bigger wing. The bigger wing weighs more. You
want the extra weight of flaps then it has to be saved somewhere else.
Bigger tanks...ditto.
Cheers
Pat.
Message 4
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We still have folks with Kolbs that want to talk about Challengers for
some very odd reason.>>
and a Merry Christmas to you too John.
Pat :-)
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| Subject: | Re: Experimental vs. ELSA |
Mike,
I'm not sure Matt's system allows attachment of .pdf files, but if it does, you
can see the attached .pdf file that does a good job of explaining the differences
among the ELSA, SLSA, and Exp. A/B rules for flight, training, maintenance
etc. If Matt's system does not allow this type of attachment let me know and
I'll send it to you directly. This should eliminate the speculation on the differences.
--------
Thom in Buffalo
N221FA Allegro 2000 912UL
N197BG FS1/447
--------------------
Finance is the art of passing money from hand to hand until it finally disappears.
- Robert W. Sarnoff
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=152316#152316
Attachments:
http://forums.matronics.com//files/lsa_sp_rules_table_111.pdf
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| Subject: | Re: Experimental vs. ELSA |
Dana wrote:
> At 11:01 AM 12/14/2007, Mike Welch wrote:
>
>
> > Can someone enlighten me to what the advantage(s) are of licensing a
> > plane as ELSA, compared to the regular experimental catagory?... If I
> > could license it as ELSA (it's probably too late for me now, anyway)
> > does that mean I could let my pilot's license "transform" into a "sport
> > license" if I don't get a bi-annual physical?
> >
> >
>
> If you're building it now, you can't license it as ELSA. ELSA is only for
> "grandfathered" fat ultralights, and new approved LSA kits. E-AB is your
> only option. However, if it meets the LSA requirements (2 seats, weight,
> etc.), a sport pilot can fly it, as can a Private with no medical
> (exercising the privileges of a Sport Pilot).
>
> -Dana
> --
> Southern DOS: Y'all reckon? (Yep/Nope)
E-LSA is for any Light Sport eligible aircraft including experimentals. If you
built it, you can register it E-AB or E-LSA. E-AB allows the builder to inspect
his own plane himself, whereas the E-LSA requires taking a 16- hour course to
inspect your plane or any other E-LSA's that you own. The deadline for registering
E-LSA is January 31st, 2008. The EAA has petitioned the FAA to extend the
deadline to June 30th if you have your registration by the deadline. One advantage
of E-LSA over E-AB is the plane may be worth more at the time of sale,
because the buyer can inspect it without an A&P as E-AB would require. There
is no deadline for E-AB registration, so if you miss the E-LSA deadline, you can
register it E-AB.
Ralph B
--------
Ralph B
Original Firestar
N91493 E-AB
21 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=152322#152322
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| Subject: | Re: Landing in High Grass |
**************************************See AOL's top rated recipes
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Hi all Jim here
I get every nessage at least 4 times is there any way to prevent this?
Jim
UltraStar N2613M
**************************************See AOL's top rated recipes
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Patrick:
Merry Xmas to you and Windy.
When is the big day to fly your Kolb?
john h
mkIII
and a Merry Christmas to you too John.
Pat :-)
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Kolbers, please forgive my recent querulous and pugnacious posting. -
sometimes I get my
back up and exaggerate. I usually get along politely in the landing
queues. I remember
being wrong once (moi?!!) Before computers and a lack of home
delivery of the AIM I did
enter the wrong way for the correct runway at a busy flyin with no
knowledge of a recent
left/right pattern imposition. -got cussed at by some cessna driver
wearing one of those
goofy looking jump suits with all the patches on it. I held my tongue.
BB
do not archive
Message 11
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| Subject: | Re: Landing in High Grass |
> My grass strip is short and has a 20 foot elevation difference from one
end to the other.
> Dave Bigelow
Dave B:
I'd opt for better braking which I have control over.
Length of grass, I have no control over the amount of drag once I am
committed. If the grass has too much drag, you may find yourself on your
nose or back.
I moved the main gear and positioned of the axles 8" forward of their
original position on my MKIII. This improves my ability to use maximum
braking without fear of going up on the nose. It also gives me the ability
to negotiate tall grass, weeds, brush, soft sand, mud, and other obstacles,
and keep the tail wheel on the ground. In addition, I can do a full power
run up and keep the tail on the ground.
On the negative side, with a little over 100 lbs on the tail wheel, I no
longer have the gentle ground handling characteristics found on standard
Kolbs. I have a true tail dragger. If you doze at the controls, it will
sway ends. However, with a little experience and practice, a good set of
differential brakes, it has not proven a problem for me, but a tremendous
asset.
Take care,
john h
mkIII
Message 12
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| Subject: | Re: LSA - ultralight confusion (Re: real airplanes) |
Rick and listers,
I'm going to send a fresh post since when I try to reply my browser must
garble up the works and my reply gets rather confusing.
The Jeppesen textbook that has a picture of a Mark III (I think, since
it has side by each seating) is Private Pilot - Guided Flight Discovery,
published 1997, 1998, 1999, 2000, 2001, 2002, 2004, 2007. I scanned the
page and intended to include it as an attachment, but then I saw the "No
part of thes publication may be reproduced, stored in a retrieval
system,... yada, yada, yada" so I figured I'd better scrap that idea.
Who's to say how nasty they could get and I certainly don't want to have
to sell my FF to defend myself :-)
If you stroll into your local pilot's shop and browse through the
current Jeppesen Private Pilot textbook, just pause at Chapter 1, page
38.
Dave Kulp
Bethlehem, PA
FireFly 098
Do Not Archive
Message 13
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| Subject: | Re: Landing in High Grass |
Dave
I have a one way strip with about the same elevation change but my strip is
almost 1400'. I do down wind takeoffs or down wind landings all the time
with no problems but the length of the strip helps. I actually prefer down
win landings over up wind because up wind landings can surprise you with
decreasing air speed just as you get near the ground.
As for the length of maximum grass length. I don't think anyone can answer
this for you. It depends on the rolling resistance of the grass, the CG of
you plane at the time, the size of your tires, your landing technique, to
name just a few. I frequently land at a friends strip that I swear the grass
is a foot tall at times but it is a new strip so the grass is patchy and
thin. This strip never causes me any problems. I had a forced landing in a
bean field a few years ago that was a challenge. The beans were only 6-8"
tall and I was able to put the main gear in the rows between the beans and
the tail wheel down first in the beans. The tail got snagged by the beans
and pulled me to a stop in 15-20 ft with no nose over. I was lucky!!!!!
My $.02 worth
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Dave Bigelow" <up_country@hotmail.com>
Sent: Saturday, December 15, 2007 4:34 AM
Subject: Kolb-List: Landing in High Grass
>
> My grass strip is short and has a 20 foot elevation difference from one
> end to the other. I take off downhill and land uphill due to obstructions
> near the uphill end. I mow the strip about 20 feet wide and have smooth
> ground next to the mowed part with about 6 inch high grass.
>
> Sometimes when I come back from a flight, the wind has come up, and I have
> as much as a 10 mph tailwind, which makes stopping, even uphill a bit of a
> challenge.
>
> I've been thinking of using the mowed portion for takeoff, but landing in
> the grass next to the mowed portion to help stop. I'm not sure how high
> the grass would have to be to become a noseover danger while rolling out.
>
> Here's the question: How high can the grass be before it becomes too high
> to safely land on? I'm sure there is a lot of experience out there, good
> and bad - sure would like to hear the stories.
>
> --------
> Dave Bigelow
> Kamuela, Hawaii
> FS2, HKS 700E
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=152300#152300
>
>
>
Message 14
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| Subject: | Re: Landing in High Grass |
> If you doze at the controls, it will
> sway ends. >
Gang:
The above should have read "swap ends", not "sway ends."
john h
mkIII
Message 15
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Put in a larger Main jet. This will bring your temps down.
Order a Parts Catalog from California Power Systems. They are a Rotax
authorized dealer and in their catalog there is a very big section devoted to
the
"Care and Feeding of Rotax engines". The articles in this section are
excellent for trouble shooting and fixing most problems with Rotax engines. They
are
very well written and are in plain English that almost anyone can understand.
_http://www.800-airwolf.com/_ (http://www.800-airwolf.com/)
Good luck.
In a message dated 12/14/2007 4:03:05 P.M. Pacific Standard Time,
DAquaNut@aol.com writes:
Gang,
My 447 Firefly Has always been plagued by EGT's at or over 1200*
between 4000 rpm and 5400 rpm. If I put in more pitch, that cools EGT's a bit
but
causes CHT's to increase.
CHT's are already as high as 400* at times so adding more pitch is not the
answer. I have the prop pitched for 6250 static. The EGT temps are higher
now that I am flying in 50* weather. My main jet is 165 , needle jet.270,
jet needle 15k2, with clip in the lowest position. I have searched the archives
all afternoon and have not found a solution. It seems that going to a .272
needle would help.
Anyone have a similar problem and solve it ?
Ed ( Firefly 062)
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Message 16
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| Subject: | Re: Real Airplanes |
I got asked the question this fall, "how does your UL (it is a FSII) compare to
a real plane?" I said it flies like most planes I have flown in the past but
just a lot slower. I guess I did not think much more about it. But this topic
did ring the recall bell.
I am lucky to get to fly nearly every week. The discussion about speed, following
patterns, spacing ..... is universal. I don't care if is a C152 or a G5.
There are freestyle fliers everywhere. That is part of my job to look, watch
and anticipate.
I always fly the published traffic pattern unless I am on a instrument approach,
then there is not much choice other than a circle to land. My plane flies the
pattern at 120 kts, final at 120kts and I cant slow it below 100 till I am
committed to land. So, often it is a challenge to fit in. A Citation jet may
be able to handle 85 kts but I cant.
When going to an uncontrolled airport with a lot of GA traffic, I usually get puckered
up trying to keep good spacing. I have needed to go around when I misjudge.
I listen to who is behind me and try to accommodate too when able. I watch
the planes on the ground try to communicate with them and allow departure
spacing when possible. It is all good etiquette.
I was taught to fly this way, but I don't think it is taught much today. I sat
on the departure end of a runway this week for what seemed like 30 minutes (probably
was half that). There was a new composite LSA type, a Cherokee, C152
and a cool looking experimental all in the pattern doing T&G. I could not get
out. It was hard to miss my plane idling at the end of the runway. I finally
asked if someone could cut me a bit of space so I could get out. The experimental
obliged and I was on my way.
Thinking about this now, why did I need to ask? The C152 had an instructor on
board, I could see him looking at me as they came by and his coaching his student
on the radio. Why did he not teach his student how to make space for a departing
plane this like mine did many years ago.
The guy with the T33 probably needs a 7 mile final, he is not flying that thing
every day and it most likely is tough to get stabilized on a short less than
5 miles (for him). The Gulfstream cant fly close in patterns, they cant see as
well out of the cockpit either. I can fly a 3/4 mile downwind easy, 1/3 mile
is easy for a C150 is dangerous for me.
I can't slow down to match the pattern of most lighter traffic, it is not safe.
But, I can always get in sequence if I plan ahead, listen, watch, and not be
in a huge hurry to get down. I can do this with a good measure of safety too.
I guess my point is we all need to be alert, listen, watch and set a good example
for others to follow. Both coming and going. I plan to mention this to the
Flight School at my airport encourage instructors to teach this too.
We all need to be on guard at all times for traffic, especially the "freestyle"
fliers. When I am trolling along in my FS, I know who will feel it hardest in
a mid-air.
Fly safe,
Jim
do not archive
--------
Jim O'Day
Fargo, ND
Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=152349#152349
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| Subject: | Re: Landing in High Grass |
> I actually prefer down
> win landings over up wind because up wind landings can surprise you with
> decreasing air speed just as you get near the ground.
>
> Rick Neilsen
Rick N:
Don't reckon the wind affects your airplane downwind, but does up wind?
Isn't that why we carry a little more airspeed on approach when the wind is
brisk and unpredictable, to compensate?
john h
mkIII
Message 18
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Your problem is no doubt due to the proliferation of your name.
....Jim Beard Mk lllx Jackalope in AZ
----- Original Message -----
From: KolbFlyerJim@aol.com<mailto:KolbFlyerJim@aol.com>
To: kolb-list@matronics.com<mailto:kolb-list@matronics.com>
Sent: Saturday, December 15, 2007 6:51 AM
Subject: Re: Kolb-List: Duplication
Hi all Jim here
I get every nessage at least 4 times is there any way to prevent this?
Jim
UltraStar N2613M
-------------------------------------------------------------------------
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DBforfun:
Won't that down EGT across the board?
Ed D said his EGT is 1100 at 5800, but high in midrange rpm.
I would think changing needle position or needle or needle jet size
would influence change in midrange.
john h
mkIII - A bit rusty on 2 cycle tuning. Flying 4 strokes since 1994.
Put in a larger Main jet. This will bring your temps down.
Message 20
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possums wrote:
> At 04:55 PM 12/14/2007, you wrote:
>> At 12:26 PM 12/13/2007, you wrote:
>>> Am I the only one getting duplicate messages on the Kolb List?
>>> Getting a bit annoying now!
>>>
>>> Terry - FireFly #95
>>>
>>> Do Not Archive
>>
>> You could be subscribed twice. Maybe an old email address and your
>> new one.
>> Try un-scribing and re-subscribing.
>>
> If that doesn't work, go to Start -> "My Computer" -> right click on
> "C-Drive" click "Format" - & click yes. It will try to talk you out of
> it, but don't be fooled. Works every time.
Possums,
Thanks a lot!!!!! Seems as if a normally naive and trusting guy has to
be cautious on this list. Hadn't expected anyone on this Kolb List to
deliberately advise me to crash my computer. I guess it must be the
latitude, I don't quite get your Southern humor! Possums are usually
road kill up here. :-)
Merry Christmas,
Terry - FireFly #95
Message 21
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| Subject: | Re: Experimental vs. ELSA |
I was under the impression that "grandfathered" could include fat
ultralights built (and registered, inspected) up through Jan 31, 2008.
So in theory if an owner/builder completed an LSA plane today, mailed in
the registration request forms today, and got inspected, certified
before Jan 31, he'd have an ELSA plane. Not a likely scenario given the
short time remaining. Experimental Amateur Built has no deadline and
the plane could be LSA like or bigger, faster, slower, whatever.
As to pro/con of E-AB vs E-LSA airplane (separate from the pilot rating)
the differences are minor. Either can get its annual inspection by the
builder (with Repairman's certificate for that airplane), but if not
that person, the E-LSA can also be done by someone who has passed a 16
hour course on LSAircraft inspection, or by A&P. For the E-AB, if not
builder/Repairman it must be an A&P. So, long term and secondary
owners, annual inspections might be a little cheaper/easier for the
E-LSAircraft. One other issue according to EAA is that a E-AB would
likely see the normal 40 hour initial flight test area restriction,
compared to something like a 5 hour for E-LSA, and there have been some
grandfathered, previously flying ultralights getting 0 hour restriction
based on their already having many flight hours.
-Ben
Dana Hague wrote:
>
> At 11:01 AM 12/14/2007, Mike Welch wrote:
>
>> Can someone enlighten me to what the advantage(s) are of licensing
>> a plane as ELSA, compared to the regular experimental catagory?... If
>> I could license it as ELSA (it's probably too late for me now, anyway)
>> does that mean I could let my pilot's license "transform" into a
>> "sport license" if I don't get a bi-annual physical?
>
> If you're building it now, you can't license it as ELSA. ELSA is only
> for "grandfathered" fat ultralights, and new approved LSA kits. E-AB
> is your only option. However, if it meets the LSA requirements (2
> seats, weight, etc.), a sport pilot can fly it, as can a Private with
> no medical (exercising the privileges of a Sport Pilot).
>
> -Dana
> --
> Southern DOS: Y'all reckon? (Yep/Nope)
>
>
Message 22
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| Subject: | Re: Landing in High Grass |
Excellent plan, but let me suggest an important modification, based on
some personal experience-
Had done some work on the gas tank and thought I had cleaned all the
fiberglass dust out of it. Bad mistake. Took from off a friends strip
and got a couple major power surges off the departure end of the strip
as the fuel filter clogged up. Did a 180 and landed downwind, hot and
long. His strip had hay growing on both sides, two or three feet tall. I
waited until I had the mains planted well and then just steered it off
the mowed part into the hay, it stopped in about ten feet. Which was a
much better option than running off the end of the strip, a little
further on -
I would not land in tall grass, that starts to pull at the gear and
lever the airplane over just at the point where the elevators are
starting to become ineffective, I would get it on the ground and get the
weight settling on the gear and then run it off into the tall grass.
From the way you describe your strip, It sounds as if you might be able
to do something similar, just let the grass on either side of the upper
end get about 3' high.
Richard Pike
MKIII N420P (420ldPoops)
Dave Bigelow wrote:
>
> My grass strip is short and has a 20 foot elevation difference from one end to
the other. I take off downhill and land uphill due to obstructions near the
uphill end. I mow the strip about 20 feet wide and have smooth ground next to
the mowed part with about 6 inch high grass.
>
> Sometimes when I come back from a flight, the wind has come up, and I have as
much as a 10 mph tailwind, which makes stopping, even uphill a bit of a challenge.
>
> I've been thinking of using the mowed portion for takeoff, but landing in the
grass next to the mowed portion to help stop. I'm not sure how high the grass
would have to be to become a noseover danger while rolling out.
>
> Here's the question: How high can the grass be before it becomes too high to
safely land on? I'm sure there is a lot of experience out there, good and bad
- sure would like to hear the stories.
>
> --------
> Dave Bigelow
> Kamuela, Hawaii
> FS2, HKS 700E
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=152300#152300
>
>
>
Message 23
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John.
You are right.... a 10,000 (+ -) pound fire breathing dragon with a sharp
pointy nose doing 250knots while sniffing my exhaust pipes will get a free
pass unless I am dead stick,,, even then I may land off the side of the
runway to make room.... is that what you mean by pecking order?
You know it just isn't right. But I would rather complain about him than
have him complain about me.
Boyd LOL
Do not archive.
Message 24
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My thought would be to increase the main jet and then lower the needle.
Why not buy the adjustable main jet kit for the carb. This allows you to
adjust the carb. anytime as the weather changes or if you have the remote
adjustment you can readjust the carb. ( lean the mixture) while you are flying
as
you climb to higher altitudes.
Also check if the carb. slide will open past the FULL open position.
If the slide will go past the FULL open position then the fuel flow will be
increased during FULL throttle but no additional air and will richen the
mixture during FULL throttle application. This automatically gives a slightly
rich mixture during take off and climb when you are using full throttle.
In a message dated 12/15/2007 10:34:55 A.M. Pacific Standard Time,
jhauck@elmore.rr.com writes:
DBforfun:
Won't that down EGT across the board?
Ed D said his EGT is 1100 at 5800, but high in midrange rpm.
I would think changing needle position or needle or needle jet size would
influence change in midrange.
john h
mkIII - A bit rusty on 2 cycle tuning. Flying 4 strokes since 1994.
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Message 25
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DAquaNut@aol.com wrote:
>
> Gang,
>
> My 447 Firefly Has always been plagued by EGT's at or over 1200*
> between 4000 rpm and 5400 rpm. If I put in more pitch, that cools
> EGT's a bit but causes CHT's to increase.
> CHT's are already as high as 400* at times so adding more pitch is
> not the answer. I have the prop pitched for 6250 static. The EGT
> temps are higher now that I am flying in 50* weather. My main jet is
> 165 , needle jet.270, jet needle 15k2, with clip in the lowest
> position. I have searched the archives all afternoon and have not
> found a solution. It seems that going to a .272 needle would help.
> Anyone have a similar problem and solve it ?
>
> Ed ( Firefly 062)
>
Ed,
Two things to consider. Your gauges are probably not certified for
accuracy and can vary. Even the senders can vary.
Second - I changed my needle to an 11G2 a long time ago because of the
advice of a gentleman on this list. Check the archives. It gave me
better mid range performance as he said it would. I run it in the third
notch from the top.
As my guru ( Willie) 2 cycle flying buddy keeps telling me, forget the
gauges and read the plugs. They tell all !
Might want to adjust you prop for a little higher static rpm. I run a
fixed Tennessee wood prop at a flying dynamic of 6450 rpm.
Terry - FireFly #95 770 hr.s
Message 26
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| Subject: | Re: Landing in High Grass |
I have landed in Grass as high as my wheels with no problem But I did Move
my wheels more forward and I believe this would be to my advantage
Ellery
do not archive
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Message 27
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At 12:02 PM 12/15/2007, you wrote:
>Put in a larger Main jet. This will bring your temps down.
>
>Order a Parts Catalog from California Power Systems. They are a
>Rotax authorized dealer and in their catalog there is a very big
>section devoted to the "Care and Feeding of Rotax engines". The
>articles in this section are excellent for trouble shooting and
>fixing most problems with Rotax engines. They are very well written
>and are in plain English that almost anyone can understand.
>
><http://www.800-airwolf.com/>http://www.800-airwolf.com/
>
>Good luck.
The articles are also on line now
http://www.800-airwolf.com/articles.htm
Message 28
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| Subject: | Re: Landing in High Grass |
>
> My grass strip is short and has a 20 foot elevation difference from one
> end to the other. I take off downhill and land uphill due to obstructions
> near the uphill end. I mow the strip about 20 feet wide and have smooth
> ground next to the mowed part with about 6 inch high grass.
>
I once landed in a cut hay field, that an uninformed friend picked out for
me. My roll out was about 15 feet, since the hay had been cut about a month
before and the grass was about 14 inches high. I just kept the stick back as
far as I could and had no problem, but there was no way that I could taxi.
There was a "howling" head wind which helped a lot. The only way that I
could take off was to have my friend hold down on the tail and run with me
as I attempted a take off. I instructed her to hold it down as long as she
could keep up with me and let go when I exceeded her ability to run with me.
Once I got a bit of wind under my wings the "wheel barrow" original tires
ran on top of the grass and I was able to get out of there. I don't think
that 6 inches of grass would be that much of a problem to your landing, but
I would damn sure get some brakes on it as fast as UPS could deliver.
I finally succumbed to cabin fever yesterday and plowed the snow away from
the hanger doors, and rolled out the Firestar. The snow is only about 4
inches deep but a real powder, since even the snow is dry here. The temps
were 27 degrees with a dew point of 16. I have a enclosure on the plane, but
the back is open to the world, and of course the wind whistles up the sides
of the doors. The heater pumps out all the heat that it can and makes it
actually survivable. I was finally able to see my take off distance. ( not
that much in this dense air) I stayed in the pattern until I was sure that I
was not going to have any trouble with icing. Then for lack of something
better to do I began to do my S turns across a road and turns around a
point. I was surprised to find that I could still do them. :-) I then did
some touch and goes on one of the small playa ponds. and when I touched down
on the runway at the house found that I had been up for 20 minutes and
wonder of wonders, I felt a lot better.
Larry C
do not archive
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| Subject: | Re: Landing in High Grass |
John H wrote:
In addition, I can do a full power
> run up and keep the tail on the ground.
John, others,
My standard Mk -3 can also do full power runups without tipping on its nose.
As long as the stick is held back I'll bet no Kolbs will nose over at full
power run ups, plenty of elevator authority with all that prop blast.
Denny Rowe
PS: A couple of years back I took a full power pass through a patch of
ragweed with two up in my bird. Miss judged the take off distance in a
friends field on a hot day and could not out climb the rising weeds at the
departure end, entered the waist high jungle with the mains about knee high,
"ohh ohh", did not cut power till the weeds pulled me to nearly stopped,
figured I would need all the elevator possible to keep it from nosing over.
I suppose if I had tried to land in there with the power off I would have
wound up upside down as the elevator would have had a lot less authority.
As far as leaving a patch of grass longer for slowing down on landing, my
buddy John Tevelonis has done that for years at his home strip, works great.
I would recommend 6 to 10 inches at the far end of the landing zone, touch
down in the regular cut and roll into the longer stuff, even helps slow down
Pterodactyls with their tall skinny tires.
>
Message 30
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John,
I agree with you, the main jet is probably fine.
Denny
----- Original Message -----
From: John Hauck
To: kolb-list@matronics.com
Sent: Saturday, December 15, 2007 12:49 PM
Subject: Re: Kolb-List: Re:High Egt's
DBforfun:
Won't that down EGT across the board?
Ed D said his EGT is 1100 at 5800, but high in midrange rpm.
I would think changing needle position or needle or needle jet size
would influence change in midrange.
john h
mkIII - A bit rusty on 2 cycle tuning. Flying 4 strokes since 1994.
Put in a larger Main jet. This will bring your temps down.
-------------------------------------------------------------------------
-----
12/14/2007 11:29 AM
Message 31
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X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> Welcome to the wonderful world of Adolf's revenge....
Except for the fact that the Germans perfected the type....
Sir Dugald Clark (1854 - 1932) designed the first two-stroke
engine in 1878 and patented it in England in 1881.
So much for English friends.
(I really do like my two strokes tho!)
Jim Baker
580.788.2779
Elmore City, OK
Message 32
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Gang,
I had the same problem that he was describing with his 447. I could
get it under control everywhere except the mid range. When I cut the
power the EGT would spike. I finally had to learn to land at higher
RPM's until I found that I could lower the EGT's by pulling on the
enrichner circuit when I cut the power to the midrange part of the
needle. I finally bought the next size jet needle and had no more
trouble. From what I have read he has done all the things that would
normally work with no success. His only recourse is to get a midrange
jet that delivers more fuel. I always attritibuted the problems that I
had to the altitude. This change of the needle jet may well affect the
main jets that you will use as well. With a silencer on mine I ended up
using a 147 main jet, and a (I think) 157 without. I will assure you
that he is not imagining things. Mine was a real pain in the butt. The
503 that I now have was a piece of cake to get adjusted.
Larry C
----- Original Message -----
From: John Hauck
To: kolb-list@matronics.com
Sent: Saturday, December 15, 2007 10:49 AM
Subject: Re: Kolb-List: Re:High Egt's
DBforfun:
Won't that down EGT across the board?
Ed D said his EGT is 1100 at 5800, but high in midrange rpm.
I would think changing needle position or needle or needle jet size
would influence change in midrange.
john h
mkIII - A bit rusty on 2 cycle tuning. Flying 4 strokes since 1994.
Put in a larger Main jet. This will bring your temps down.
Message 33
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| Subject: | Re: Landing in High Grass |
At 01:34 AM 12/15/07 -0800, you wrote:
............................
>Here's the question: How high can the grass be before it becomes too high to
safely land on? I'm sure there is a lot of experience out there, good and bad
- sure would like to hear the stories.
>
Dave,
When I became interested in the Kolb FireFly, I ask the company for the name
of someone who had one flying in south east Missouri. They supplied a name,
address and telephone number. I called and met the fellow at his home. He
was a machinist, who had a piece of land out side town. He had build a shop
out there and that is were he built his Firestar. His landing strip was
along a north south fence that bordered a hay field. We walked out and
uncovered the folded Firestar on a trailer. The trailer was interesting in
that he used Volkswagen Rabbit rear axle spindles and trailing links so that
he could rotate the links and squat the trailer so that one rolled the plane
at ground level. Before removing the plane from the trailer, I helped him
unfold the wings and held them while he put the pins in place. He had not
completely covered the inboard rib. Squirrels had been storing nuts in side
the wing and you could hear them rolling around in there. He cranked it up
and back taxied to the north end of the strip. I was worried because their
were trees in the fence row and a fairly strong wind from the west. He had
no problems getting off and handling the rotor off the trees. He put on a
good show for me and I was impressed. When he landed he negotiated the
rotors again and when he passed by me and the trailer, he whipped it out
into the uncut hay field and then back around toward the trailer. When it
stopped he was able to step out of the cockpit onto the strip. I was
amazed. I looked at the elevator and it showed no damage even though there
was some hay hanging on the lower cables. I helped him refold the wings,
thanked him, and I went home and ordered the FireFly.
Jack B. Hart FF004
Winchester, IN
do not archive
Message 34
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Gang,
Thanks for the EGT' replies. I plan to order some Jet needles Mon Morn
and hope to have a positive report as to the result.
Ed Diebel (Firefly #62)
Do Not Archive
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Message 35
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| Subject: | Re: Landing in High Grass |
OK John H, I guess my comment deserves an explanation.
My strip has trees on three sides so it is almost never windy at ground
level. When the wind is blowing 10 MPH it is maybe 2 MPH on the ground. So
when I'm landing up wind the wind will drop 8 MPH from 20 ft to ground
level. My normal approach speed is 60MPH (that speed works for me) with one
notch of flaps. As you say I add some speed when the wind is brisk. If I add
8 MPH to my approach speed I'm getting close to the maximum speed I have set
for flap usage so if the wind is more brisk than that I improvise and use
more power. The result is usually something other than a greaser.
If I'm landing down wind I usually approach a bit slower but never below
55MPH. I have to adjust my turn to final and power to compensate for the
wind as I do up or down wind. The thing I like landing down wind is that the
wind will never drop as I get close to the ground. My strip is long enough
and up hill enough that I will never run out of run way no matter how fast
my ground speed is in my Kolb. It is truly amazing how fast these planes
slow with flaps, no power, and flying up hill at 60MPH. But I have a one-way
strip so if the wind is blowing I take the landing I'm given.
At Scott T strip in the UP of Michigan this summer I landed down wind with a
15 MPH tail wind that I had been fighting all the way from Oshkosh. I choose
the down wind landing primarily due to the layout of his strip. The thing
that surprised me was the down draft I got as I cleared the trees on final.
The down draft took me down to about ten feet and quit. The landing was one
of the easiest I have ever done there stopping just beyond the narrow spot
at the dog leg. Yes I like down wind landings.
Now with all that said if I'm landing at a GA strip 3,000 + feet with no
trees the wind doesn't diminish near as much at ground level so up wind
landings are best. If there is traffic you fit in (with in reason).
Sorry for the length of the post
Do not archive
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Sent: Saturday, December 15, 2007 12:19 PM
Subject: Re: Kolb-List: Landing in High Grass
>
>
> > I actually prefer down
>> win landings over up wind because up wind landings can surprise you with
>> decreasing air speed just as you get near the ground.
> >
>> Rick Neilsen
>
>
> Rick N:
>
> Don't reckon the wind affects your airplane downwind, but does up wind?
>
> Isn't that why we carry a little more airspeed on approach when the wind
> is brisk and unpredictable, to compensate?
>
> john h
> mkIII
>
>
>
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