Today's Message Index:
----------------------
1. 05:21 AM - Slingshot from Olinik's with HKS (T McCarthy)
2. 05:53 AM - Wing AOA on Kolb MK III? (grantr)
3. 06:57 AM - Redrive VW on Kolbs Update (Richard & Martha Neilsen)
4. 07:25 AM - Re: Wing AOA on Kolb MK III? (robert bean)
5. 07:38 AM - Re: Wing AOA on Kolb MK III? (Denny Rowe)
6. 08:07 AM - Re: Re: 503 on MK-3 (boyd)
7. 09:51 AM - Re: Re: 447 exhaust temperarures (N27SB@aol.com)
8. 09:55 AM - Re: Re: 447 exhaust temperarures (TK)
9. 10:10 AM - Re: Re: 503 on MK-3 (Richard & Martha Neilsen)
10. 10:38 AM - Re: Wing AOA on Kolb MK III? (grantr)
11. 01:21 PM - Re: Re: Anyone in Southern Texas (George Myers)
12. 03:59 PM - Wing Incidence and AOA on a MkIII (Mike Welch)
13. 04:13 PM - Re: Redrive VW on Kolbs Update (Ron)
14. 04:25 PM - Re: Re: Wing AOA on Kolb MK III? (Dana Hague)
15. 04:38 PM - Re: Wing AOA on Kolb MK III? (grantr)
16. 04:43 PM - Re: Redrive VW on Kolbs Update (cspoke)
17. 05:49 PM - Re: Wing Incidence and AOA on a MkIII (Richard Girard)
18. 06:59 PM - Re: Cleaning up a Mark-III ()
19. 11:18 PM - Re: Wing Incidence and AOA on a MkIII (Denny Rowe)
Message 1
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| Subject: | Slingshot from Olinik's with HKS |
I have an interesting story and question regarding the Slingshot for sale
with the HKS. For those that do not know about it, it is the former Kolb
factory demo plane, that was sold with the 912 to someone without enough
tailwheel time, and was "cartwheeled" in a ground loop, requiring a wing
replace and other unknown damage-- at least that is what the owner in
Alabama told me when he had it listed without an engine a little over a year
ago, but was very sketchy about the details. It looked great in pictures,
but I thought it was not worth the 16 hour drive in person only to be
disappointed. I have seen too many Kolb's after being repaired that I would
not own with hard to notice, hidden damage. Now for the question, does
anyone have 1st hand knowledge of the repairs? It just so happens that I
called and talked to Jerry about putting a HKS on this very plane when it
was for sale last year, which is probably how it came about that he found
it. Now that it's all together, I find that I may again be interested that
the hard work is done.
Dreaming and freezing in Wisconsin
Tom McCarthy
N441TM, Original Firestar, 377, 530 hours
N514TM, Zenith 601 HD, 912ul, 130 hours
Message 2
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| Subject: | Wing AOA on Kolb MK III? |
Why is the Kolb MK III wing set at 9 degrees positive when the plane is set level
for the weight and balance?
Does the plane fly with a 9 degree AOA in level cruise?
I guess this is confusing to me because I build radio controlled airplanes and
I set the wings and horizontal stabilizers at 0 degree AOA in relation to the
fuselage and thrust line. These fly fine. I have experimented with raising the
AOA of the wing and it doesnt seem to make much difference other than changing
the trim settings.
I know the faster you fly the wing has to lower AOA and the slower the AOA increasing
until about 14 to 16 degrees before a stall occurs. 9 degrees seems fairly
close to the stall AOA.
What would happen if the wing was readjusted on the Kolb to have a Lower AOA?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=163454#163454
Message 3
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| Subject: | Redrive VW on Kolbs Update |
Wow that is a ridicules price. I have to believe that this is a engine
package not just the engine and also might be the 100HP 912. The last price
I heard from the US distributor in November and it was $18,000 for the 100HP
engine only.
The important thing is that the 912 series engines are way over priced. The
redrive VW is a virtual match for the 912 series. The engine Rick Lewis is
putting on his plane has the potential of out performing the 100HP rotax if
he chooses to. The reliability could suffer with high power continues usage
but only time will tell where significant reliability suffers. My air-cooled
heads tend to over heat when pushed for very long above 80HP.
I have an article being scheduled for the April issue in the EAA's Spot
Pilot & Light-Sport Aircraft Magazine. It is called "Quest for Affordable
Power". The timing couldn't be better. I talk about the VW engine package
being $10,000 less than the 80HP rotax. Based on this new price, the
difference will be much greater. I'm also pushing Great Planes Aircraft and
New Kolb to communicate and maybe offer a engine package. The only remaining
part that isn't off the shelf is an exhaust system that I'm try to get
someone to produce it.
I'm still trying to tune a prop for best overall performance. Last year I
choose to pitch my prop for cruise performance at 3200 RPM. My climb out was
in the 3400-3500 range depending on speed. The ideal climb RPM would be
around 3800 RPM where climb rates would be spectacular with maybe 20 more
HP. The Redrive VW even with the current prop and pitch is close to 912
performance. I have had the prop cut down by an inch to 71 inch diameter and
will report the results when I get back to Michigan in the spring.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Rick Lewis" <cktman@hughes.net>
Sent: Sunday, February 10, 2008 8:05 PM
Subject: Kolb-List: Re: 503 on MK-3
>
> I found out the other day, from Travis at Kolb, the latest price for a
> Rotax 912 is $21,000. So much for a reasonable price engine from them.
> There engines are good but NOT that good. [Rolling Eyes]
>
>
> Rick Lewis
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=163385#163385
>
>
>
Message 4
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| Subject: | Re: Wing AOA on Kolb MK III? |
Grant, that is close to the cruise angle. Sure looked funny to me
too at first, sort of plowing
through the air. The SS has a different setup. I wonder at what
angle the CG is checked on it?
The main reason for the angle in cruise is the shape of the leading
edge. -The most forward point is near
the bottom of the wing surface. On most common GA wings like the
Clark Y and the Aeronca NACA 4412
the leading edge has a much larger radius so the streamlining into
the wind results in a more
level angle. I'll guess that taping a large radius cuff (1/2 slice
of foam pipe insulation) on a Kolb leading
edge
would
result in a faster cruise.
BB
On 11, Feb 2008, at 8:50 AM, grantr wrote:
> <grant_richardson25@yahoo.com>
>
> Why is the Kolb MK III wing set at 9 degrees positive when the
> plane is set level for the weight and balance?
>
> Does the plane fly with a 9 degree AOA in level cruise?
>
> I guess this is confusing to me because I build radio controlled
> airplanes and I set the wings and horizontal stabilizers at 0
> degree AOA in relation to the fuselage and thrust line. These fly
> fine. I have experimented with raising the AOA of the wing and it
> doesnt seem to make much difference other than changing the trim
> settings.
>
> I know the faster you fly the wing has to lower AOA and the slower
> the AOA increasing until about 14 to 16 degrees before a stall
> occurs. 9 degrees seems fairly close to the stall AOA.
>
> What would happen if the wing was readjusted on the Kolb to have a
> Lower AOA?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=163454#163454
>
>
Message 5
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| Subject: | Re: Wing AOA on Kolb MK III? |
\Grant asked:
> Does the plane fly with a 9 degree AOA in level cruise?
Yes, maybe a little less.
Grant also asked:
> What would happen if the wing was readjusted on the Kolb to have a Lower
> AOA?
If you lowered the angle of insidence of a Mk-3s wing you would have to go a
lot faster to take off and land as you would not have enough angle of attack
to rotate at the Mk 3s low stall speed without dragging the tail. Also the
horizontal tail angle would have to be changed accordingly, and you would be
flying around with your nose higher in the air to get the wing back to the
correct AOA.
Homer got it right, these planes are a nice balance for light, low speed
flying.
>
>
> Denny Rowe, Mk-3 N616DR
>
Message 6
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A MK-3C with a 503 will cruise at 65MPH, single pilot, & will climb with a
200lb pilot steep enough, & at plenty of "feet per minute" to get out of a
SHORT strip. I would not call that underpowered.
: ) Jim
Maybe at sea level... try it on a warm summer day at 7000 ft... while on a
cross country,,,, you will be wising for a 912 or 912s also if you want
to sell it,,,, which plane would sell better... the 912 cost more but
operates for less, by the time you put on 1200 to 1500 hours,,, they cost
the same to own.
Boyd
Message 7
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| Subject: | Re: 447 exhaust temperarures |
Ed, I still follow John H's advice on 2 stroke. Put the needles and
settings back to the factory setup. Then adjust your prop for 6500 in full
throttle level flight. Your temps should be fine. As far as flying pulled back
to
5200, IMHO, I run my 447 at 5800 to 6000 rpm. As you pull back the power
you will be leaning the engine and it will run hotter. I do all of my descents
at idle.
Steve
In a message dated 2/10/2008 11:20:12 P.M. Eastern Standard Time,
DAquaNut@aol.com writes:
Group,
I am still plagued with too high of exhaust temps. I have tried different
jet needles needle jets and main jets but there seems to always be a hot spot
between 4000 and 5200 rpms. Question what is the minimum exhaust temp
that is recommended for the Rotax 447 ? On climb out with the 170 main
jet i am seeing 1000*. At other rpms, egts will get to 1150 or 1175. Will it
hurt anything if I run it with the EGTS at 1000* I have it propped for
6250 static and the heads are at 350 *or so most of the time. This 447 is such
a
royal pain. I am thinking of getting one of those in flight adjustable carb
mixture controls if I can.
Ed Diebel FF # 62
____________________________________
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Message 8
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| Subject: | Re: 447 exhaust temperarures |
DAquaNut@aol.com wrote:
> Group,
>
> I am still plagued with too high of exhaust temps. I have tried
> different jet needles needle jets and main jets but there seems to
> always be a hot spot between 4000 and 5200 rpms. Question what
> is the minimum exhaust temp that is recommended for the Rotax 447 ?
> On climb out with the 170 main jet i am seeing 1000*. At other
> rpms, egts will get to 1150 or 1175. Will it hurt anything if I run
> it with the EGTS at 1000* I have it propped for 6250 static and the
> heads are at 350 *or so most of the time. This 447 is such a royal
> pain. I am thinking of getting one of those in flight adjustable carb
> mixture controls if I can.
>
>
> Ed Diebel FF # 62
Ed,
What exhaust temps are you looking for? I don't consider the numbers
your giving as being too high. Your head temps are up there, but still
tolerable. Why the 170 main jet which makes it leaner? 165 is stock.
What position is you needle clip in?
I run my 447 with the stock jet, 11G2 needle in the third notch from the
top, Head temps from 275 to 325 and exhaust temps from 1075 to 1175
depending on throttle some times peaking at 1200. Now have 795 hr.s on
it and running strong!
Check your Rotax service information manual and I think you will find
that your exhaust temps are actually low. I'm sure you are aware that
most of the gauges we use are not certified and can vary considerably
from one another.
Sounds like your prop pitch is OK by the static number you posted. I"m
closer to 6400 since altering my tips on my wood Tennessee prop.
Sounds like your running a little rich. Just my thought on the matter
for what they are worth!!!
Terry - FireFly #95
Message 9
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Boyd
We have heard that claim for a number of years but with the current engine
prices the average person will never recover the cost differences. Even with
current gas prices I would bet that the difference put in savings, would
earn more than the operational $ differences.
The bigger concern is that those 2 stroke engines run real close to self
destruction. There are quite a few people that seem to keep them running
fine but if your not one of them keep a landing site in your flight plan.
Most four stroke engines just have more margin from self destruction.
I flew in a 503 powered MKIIIC and it was clearly having a hard life. I
would personally never leave the pattern or fly in/out of a short strip with
my 200+ lb. butt in one.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "boyd" <by0ung@brigham.net>
Sent: Monday, February 11, 2008 10:57 AM
Subject: RE: Kolb-List: Re: 503 on MK-3
>
>
> A MK-3C with a 503 will cruise at 65MPH, single pilot, & will climb with a
> 200lb pilot steep enough, & at plenty of "feet per minute" to get out of
> a
> SHORT strip. I would not call that underpowered.
> : ) Jim
>
>
> Maybe at sea level... try it on a warm summer day at 7000 ft... while on
> a
> cross country,,,, you will be wising for a 912 or 912s also if you
> want
> to sell it,,,, which plane would sell better... the 912 cost more but
> operates for less, by the time you put on 1200 to 1500 hours,,, they cost
> the same to own.
>
> Boyd
>
>
>
Message 10
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| Subject: | Re: Wing AOA on Kolb MK III? |
I think I know what your talking about however I don't see how the leading edge
effects wing AOA that much.
What kind of airfoil does the kolb have?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=163523#163523
Message 11
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| Subject: | Re: Anyone in Southern Texas |
Saturday morning I got up early, put on my long-johns, dressed quietly, made
my lunch, grabbed my headset, slipped quietly into the garage, and proceeded
to back out into an overcast sky with light rain. There was snow mixed with the
rain, and the wind was blowing 25 mph.
I pulled back into the garage, turned on the radio, and discovered that the
weather would be bad throughout the day.
I went back into the house, quietly undressed, and slipped back into bed.
There I cuddled up to my wife's back (now with a different anticipation) and whispered,
"The weather out there is terrible."
My loving wife of many years replied, "Can you believe my stupid husband is
out
flying in that?"
I still don't know if she was joking.
Do Not Archive
Message 12
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| Subject: | Wing Incidence and AOA on a MkIII |
Gang,
With all this AOA (wing incidence) talk lately, I thought I'd hang my wings on
the fuselage for the first time in at least 8 years!!!
A little background for those that care. I bought this MkIII C from Kolb back
in Nov 98. I worked on it for about a year and was almost finished with the
plane itself, with only the fabric left to complete. Fuselage was covered, panel
and gauges finished, all frame components and flight controls hooked up and
functional. Engine and propeller fully running.
Life, and a couple of moves got in the way, and I wasn't able to finish. Add
to this that I bought a GlaStar to work on, and the poor MkIII really "doesn't
get any respect!!" (Became the main candidate for the back-burner!)
Fortunately, life has given me a chance to play with the Kolb for a year. Last
June, I decided before I proceed any further forward with the MkIII Classic,
I elected to do a major "make-over"....and convert my MkIII into an Xtra (or
a reasonable facsimile).
Back to the present; after hanging the wings today, and using my NEW SUPER-
DUPER DIGITAL LEVEL, it appears as though my wings may be set at about 8 degree
incidence. Rereading the book (after blowing off the dust), double checking
my results, and really pondering where I went wrong, I think I have found the
culprit!!
It's not the wings at all, but it is the tailfeathers. It appears that the leading
edge of the horizontal stabilizers are attached to the boom-tube a tad
bit too high.
Why does this matter? Because to take the "wing incidence" reading, you are supposed
to "level" the horizontal stabilizers......and the more the stabilizers
are "too high" in front.....the more you have to raise the tail, to level them.
The more you raise the tail...the less the incidence on the main wings.
So, it appears in my case I do one of two things:
1) Don't sweat it, crappy quality is always acceptable when it comes to airplanes,
especially if you fly them personally
or
2) Drill out and remove those big rivets, and remount the leading edges of the
hor. stabs where it should have been in the first place
Gee, which should it be? I think I'll drill out those monsterous rivets, and
do it right. Only this time, I'll have a digital level to make sure it's gnat's
patootey close, before I drill holes.
I'm going on the assumption that whoever said Homer designed the incidence right
knew what he was talking about. Otherwise, option 1) is so much easier to
live with...kind of like the "horseshoes and hand grenades" simile.
Mike Welch Kolb MkIII CX
Do Not Archive
_________________________________________________________________
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http://biggestloser.msn.com/
Message 13
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| Subject: | Re: Redrive VW on Kolbs Update |
Richard have you seen the liquid cooled heads that Great Plaines had or has? I
visited their web site a few minutes ago and cannot find their liquid cooled heads.
Wonder what happened...
Ron (Texas)
===========================
---- Richard & Martha Neilsen <NeilsenRM@comcast.net> wrote:
============
Wow that is a ridicules price. I have to believe that this is a engine
package not just the engine and also might be the 100HP 912. The last price
I heard from the US distributor in November and it was $18,000 for the 100HP
engine only.
The important thing is that the 912 series engines are way over priced. The
redrive VW is a virtual match for the 912 series. The engine Rick Lewis is
putting on his plane has the potential of out performing the 100HP rotax if
he chooses to. The reliability could suffer with high power continues usage
but only time will tell where significant reliability suffers. My air-cooled
heads tend to over heat when pushed for very long above 80HP.
I have an article being scheduled for the April issue in the EAA's Spot
Pilot & Light-Sport Aircraft Magazine. It is called "Quest for Affordable
Power". The timing couldn't be better. I talk about the VW engine package
being $10,000 less than the 80HP rotax. Based on this new price, the
difference will be much greater. I'm also pushing Great Planes Aircraft and
New Kolb to communicate and maybe offer a engine package. The only remaining
part that isn't off the shelf is an exhaust system that I'm try to get
someone to produce it.
I'm still trying to tune a prop for best overall performance. Last year I
choose to pitch my prop for cruise performance at 3200 RPM. My climb out was
in the 3400-3500 range depending on speed. The ideal climb RPM would be
around 3800 RPM where climb rates would be spectacular with maybe 20 more
HP. The Redrive VW even with the current prop and pitch is close to 912
performance. I have had the prop cut down by an inch to 71 inch diameter and
will report the results when I get back to Michigan in the spring.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Rick Lewis" <cktman@hughes.net>
Sent: Sunday, February 10, 2008 8:05 PM
Subject: Kolb-List: Re: 503 on MK-3
>
> I found out the other day, from Travis at Kolb, the latest price for a
> Rotax 912 is $21,000. So much for a reasonable price engine from them.
> There engines are good but NOT that good. [Rolling Eyes]
>
>
> Rick Lewis
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=163385#163385
>
>
>
--
kugelair.com
Message 14
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| Subject: | Re: Wing AOA on Kolb MK III? |
At 01:36 PM 2/11/2008, grantr wrote:
>I think I know what your talking about however I don't see how the leading
>edge effects wing AOA that much.
>
>What kind of airfoil does the kolb have?
The leading edge of the Kolb airfoils are formed by the front spar, which
is a relatively small diameter tubing tangent to the lower surface. AOA
is, of course, measured from the chord line, which is the line running from
the frontmost point on the wing (about the middle of that tube) to the
trailing edge. On a more conventional airfoil, the leading edge radius is
both larger, which puts that frontmost point higher relative to the lower
surface, and additionally the lower surface usually starts to curve up to
meet the leading edge radius, so angle between the chord line and the lower
surface is greater. The upshot of all this is that at the same lower
surface angle, the Kolb airfoil's AOA will be less than a more conventional
airfoil, or, conversely, at the same true AOA, the Kolb _looks_ like it's
at a higher AOA.
I could be wrong, but I'd guess the Kolbs use a TLAR airfoil ("That Looks
About Right"), with its shape based as much on the materials and
construction technique used as on aerodynamics. The result is a high
camber airfoil, good for low speed and climb, not so great for speed.
FWIW, the early Quicksilvers had a "670-15" airfoil, which was made by
bending a thin aluminum tube for one-half of it's length over a 670-15 car
tire; it was about 12% camber.
-Dana
--
Nowadays only a lawyer can tell legal from illegal, and the lawyers don't
know the difference between right and wrong.
Message 15
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| Subject: | Re: Wing AOA on Kolb MK III? |
Well just take all those aerodynamics and throw them in the trash! LOL TLAR usually
works very well. It does on my R/C airplane.
Wow I didn't know that about the Quicksilvers.
I looked at my wing on my MK III when I got home and it appears to be a completely
flat bottom wing. Its hard to tell in the trailer.
I think flat bottoms do make more lift than cambered bottom wings. It also adds
more drag I think.
Thanks
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=163597#163597
Message 16
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| Subject: | Re: Redrive VW on Kolbs Update |
Rick and all,
I am building a Mark 111 Xtra and will be using the VW for power. I ordered the
engine mount from Kolb and I am in the process of welding it on my frame now.
I was a very straight forward retrofit and I am very pleased with it. I talked
to Steve at Great Plains today and asked him about the liquid cooled heads.
He said that the company that made them discontinued because of lack of interest.
Too bad, I think that they had a good idea. I will keep you all posted on
my progress. I hope to have it flying this summer. Rick, keep me posted on your
results with the props. I would be very interested in your findings. Maybe as
more kolbers decide to use the VW, Great Plains and Kolb will start producing
engine packages.
--------
Craig Spoke
Mark 111 Xtra (in the works)
Lillian, AL
cspoke@gulftel.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=163600#163600
Message 17
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| Subject: | Re: Wing Incidence and AOA on a MkIII |
Mike, before drilling out any rivets, check with TNK. It seems to me that
the MkIIIX they had on display at Sun n Fun had new brackets for attaching
the horizontal stabilizer that had three holes for trim adjustment. I could
be wrong, it's been almost a year.
Next I went out to the hangar and checked how my horizontal stab relates to
my wings when the bottom is at 9 degrees. The horizontal stab is 2 degrees
40 minutes up at the leading edge of the stab. Mine flies just fine and has
no problem rotating for take off. I don't think you have a problem. Fly it
first and then make changes if you need to. I think you'll be fine.
Rick
On Feb 11, 2008 5:56 PM, Mike Welch <mdnanwelch7@hotmail.com> wrote:
>
>
> Gang,
>
> With all this AOA (wing incidence) talk lately, I thought I'd hang my
> wings on the fuselage for the first time in at least 8 years!!!
>
> A little background for those that care. I bought this MkIII C from Kolb
> back in Nov 98. I worked on it for about a year and was almost finished
> with the plane itself, with only the fabric left to complete. Fuselage was
> covered, panel and gauges finished, all frame components and flight controls
> hooked up and functional. Engine and propeller fully running.
> Life, and a couple of moves got in the way, and I wasn't able to finish.
> Add to this that I bought a GlaStar to work on, and the poor MkIII really
> "doesn't get any respect!!" (Became the main candidate for the
> back-burner!)
> Fortunately, life has given me a chance to play with the Kolb for a year.
> Last June, I decided before I proceed any further forward with the MkIII
> Classic, I elected to do a major "make-over"....and convert my MkIII into an
> Xtra (or a reasonable facsimile).
>
> Back to the present; after hanging the wings today, and using my NEW
> SUPER- DUPER DIGITAL LEVEL, it appears as though my wings may be set at
> about 8 degree incidence. Rereading the book (after blowing off the dust),
> double checking my results, and really pondering where I went wrong, I
> think I have found the culprit!!
>
> It's not the wings at all, but it is the tailfeathers. It appears that
> the leading edge of the horizontal stabilizers are attached to the boom-tube
> a tad bit too high.
> Why does this matter? Because to take the "wing incidence" reading, you
> are supposed to "level" the horizontal stabilizers......and the more the
> stabilizers are "too high" in front.....the more you have to raise the tail,
> to level them. The more you raise the tail...the less the incidence on the
> main wings.
>
> So, it appears in my case I do one of two things:
>
> 1) Don't sweat it, crappy quality is always acceptable when it comes to
> airplanes, especially if you fly them personally
> or
> 2) Drill out and remove those big rivets, and remount the leading edges of
> the hor. stabs where it should have been in the first place
>
> Gee, which should it be? I think I'll drill out those monsterous rivets,
> and do it right. Only this time, I'll have a digital level to make sure
> it's gnat's patootey close, before I drill holes.
>
> I'm going on the assumption that whoever said Homer designed the
> incidence right knew what he was talking about. Otherwise, option 1) is so
> much easier to live with...kind of like the "horseshoes and hand grenades"
> simile.
>
> Mike Welch Kolb MkIII CX
>
> Do Not Archive
> _________________________________________________________________
> Shed those extra pounds with MSN and The Biggest Loser!
> http://biggestloser.msn.com/
>
>
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| Subject: | Re: Cleaning up a Mark-III |
I have thought that this was an interference area. My thoughts are to add two
or three larger type vortex generators to each side so that the air will spin
and climb to the area of the prop for more prop efficiency. Easy to try. Vic
in Sacramento
Message 19
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| Subject: | Re: Wing Incidence and AOA on a MkIII |
> I'm going on the assumption that whoever said Homer designed the
> incidence right knew what he was talking about. Otherwise, option 1) is
> so much easier to live with...kind of like the "horseshoes and hand
> grenades" simile.
>
> Mike Welch Kolb MkIII CX
>
> Do Not Archive
>
Mike,
I am the one who said that Homer got it right, but I agree with Richard
Girard that you are probably close enough, after all no one had digital
levels when Homer built his first plane. These birds are not as critical as
an F-22 so I'm quite sure your plane will fly as advertised.
If it needs a little fine tuning, you can always install the adjustable
front mounts later.
Denny Rowe
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