Today's Message Index:
----------------------
1. 03:07 AM - Re: Re: The Kolb drop (pj.ladd)
2. 06:26 AM - engine cowlings (Dana Hague)
3. 07:08 AM - Re: engine cowlings (Mike Welch)
4. 07:29 AM - Re: Re: The Kolb drop (Charlie England)
5. 08:56 AM - Re: Kolb videos (huronflyer)
6. 04:14 PM - Re: engine cowlings (Rick Lewis)
7. 05:00 PM - M3X, 912uls prop choices (icrashrc)
8. 05:24 PM - Re: M3X, 912uls prop choices (John Hauck)
9. 10:36 PM - Re: M3X, 912uls prop choices (boyd)
Message 1
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| Subject: | Re: The Kolb drop |
the wing doesn't stall; it just continues on its existing path without
increasing its angle of attack. Remember, the elevator is trying to push the
tail down. If that doesn't happen, the wing's angle of attack won't
increase>>
Hi,
It will as the speed drops off. The angle of attack may remain constant in
relation to the ground but NOT in relation to the airflow. As the plane
slows and begins to sink the Apparent wind will come increasingly from below
and the wing will stall.
Cheers
Pat.
Message 2
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Watching the videos recently posted made me wonder about one thing.
The Kolbs are such clean looking designs... except for the uncowled engine
sitting on top of the wing. Has anybody ever built a Kolb with a
completely cowled engine? I realize there would be issues with cooling
(though properly done cooling could actually improve) and access, but if
well designed it sure would be pretty... and make the plane look less like
what many people think of as an "ultralight". Might even reduce drag a
bit, too.
-Dana
--
If there was any logic in this world, it would be men who ride
side-saddle, not women.
Message 3
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Dana,
As far as I know, I have only seen one gentleman install a cowl on his plane.
He goes by the name of "Uncle Craig". Evidently, Uncle Craig is quite the fiberglass
handyman. An email he posted a couple weeks back had pictures of drag
strut fairings he made for his MkIII, (that fastened to the underside of the
wings).
Mike Welch
MkIII Cx
> Date: Sun, 24 Feb 2008 09:23:20 -0500
> To: kolb-list@matronics.com
> From: d-m-hague@comcast.net
> Subject: Kolb-List: engine cowlings
>
>
> Watching the videos recently posted made me wonder about one thing.
>
> The Kolbs are such clean looking designs... except for the uncowled engine
> sitting on top of the wing. Has anybody ever built a Kolb with a
> completely cowled engine? I realize there would be issues with cooling
> (though properly done cooling could actually improve) and access, but if
> well designed it sure would be pretty... and make the plane look less like
> what many people think of as an "ultralight". Might even reduce drag a
> bit, too.
>
> -Dana
> --
> If there was any logic in this world, it would be men who ride
> side-saddle, not women.
>
>
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Message 4
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| Subject: | Re: The Kolb drop |
pj.ladd wrote:
>
> the wing doesn't stall; it just continues on its existing path
> without increasing its angle of attack. Remember, the elevator is
> trying to push the tail down. If that doesn't happen, the wing's
> angle of attack won't increase>>
>
> Hi,
> It will as the speed drops off. The angle of attack may remain
> constant in relation to the ground but NOT in relation to the airflow.
> As the plane slows and begins to sink the Apparent wind will come
> increasingly from below and the wing will stall.
>
> Cheers
>
> Pat.
I believe that the original post referred to diving toward the ground &
getting no elevator response when he attempted to flair, & blamed it on
the tail being ineffective because it was in disturbed air. If that
happened, the wing wouldn't have increased its angle of attack. If the
tail never forces a change in the wing's angle of attack, the plane
won't slow down until it hits something. It will just attempt to
maintain trimmed airspeed by pitching down. A high thrust line pusher
would be different since pulling power effectively changes trim, but
didn't the original post say he was descending power off?
Charlie
Message 5
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John,
Thank you very much for giving me the link to the three videos at "You Tube"!
I really appreciate the help.
I learned to fly ultralight on a plane with a very similar landing gear stance
to the Kolb. Actually it had shorter mains and required careful flare...
I will send you a picture when I have time.
Cheers,
Dave
C-IIII
CYEL
--------
DO NOT ARCHIVE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=165947#165947
Message 6
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| Subject: | Re: engine cowlings |
I am just getting ready to start building a cowling for my MK3x. I'm still a good
ways off being ready to fly but am taking this time to build the cowling while
I have the plane at home were all my fiberglass etc are. My engine is the
water cooled VW with re-drive. The cowling will have at least two NACA scoops,
one for each cylinder set. There will be another air intake for the two radiators
and oil cooler. I'm looking at ways to maybe having a quick transition
from wings leading edge to the rear of the engine cowling. I would really
rather not have a cowling that looks like a jet engine, which will be hard to
do since the engine is mounted like it is on the cage. I will post pics when
I get something to show. I've always felt that the Kolb needs to be cowled.
Rick Lewis
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=166015#166015
Message 7
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| Subject: | M3X, 912uls prop choices |
I have an opportunity to pick up a new Warp Drive prop and hub but I'm not sure
if i should. The price is OK but it's a 68" standard [not taper] and doesn't
have the nickel LE's. It does have the proper hub and rotation for a 912 as a
pusher. I believe this prop was standard on one of the Rans planes. I think most
everyone is running a 70" prop on their Mark 3's. John H, you run a 72", correct?
Is 68" too small?
Since it's a smaller prop does the fact that it's not tapered help make up for
the lack of taper?
Is the nickel LE necessary or just nice to have?
--------
Scott
www.ill-EagleAviation.com
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=166022#166022
Message 8
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| Subject: | Re: M3X, 912uls prop choices |
Scott:
I'm flying with a 70" three blade, fast taper, nickle leading edge.
John W is flying with the same prop except his is 68".
There is a difference between the tapered blade and the straight blade. Get
that little bit of pitch and thrust change at cruise, take off and climb,
that you don't get with the straight prop.
Nickle leading edges protect the blades in rain, sand, etc. If you get
caught in rain, and it will probably happen, rain will erode carbone fiber.
Way back in 1993, Daryl sent me straight blades and tapered blades to test
before I made up my mind on what I wanted to fly with. I liked the results
from the tapered blades and have stuck with them since then. You won't be
disappointed.
john h
mkIII
Message 9
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| Subject: | M3X, 912uls prop choices |
I have an opportunity to pick up a new Warp Drive prop and hub but I'm not
sure if i should. The price is OK but it's a 68" standard [not taper] and
doesn't have the nickel LE's. It does have the proper hub and rotation for a
912 as a pusher. I believe this prop was standard on one of the Rans planes.
I think most everyone is running a 70" prop on their Mark 3's. John H, you
run a 72", correct?
Is 68" too small?
Since it's a smaller prop does the fact that it's not tapered help make up
for the lack of taper?
Is the nickel LE necessary or just nice to have?
--------
Scott
>>>>>>>>>>>>>>>>>>>
When I called Darrell at Warp Drive,,, his suggestion for my 912 was the 68
inch standard tip... he suggested the standard tip for sea planes and high
altitude applications..i am at 4226 ft msl... I could have opted for the
leading edge treatments... but he said I could have it added at any time if
I was to have any problems... and for 6 years now I cant tell any
difference from when I bought it.
Boyd
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