Today's Message Index:
----------------------
1. 03:29 AM - Re: 6 gallon tanks in a FS II (Jimmy Young)
2. 04:09 AM - Re: Re: New "Kolbee" ... New to the Forum (Dana Hague)
3. 04:09 AM - wing gap fence (william sullivan)
4. 04:25 AM - Re: wing gap fence (Dana Hague)
5. 05:06 AM - Re: Re: 6 gallon tanks in a FS II (John Hauck)
6. 05:14 AM - Re: wing gap fence (John Hauck)
7. 05:59 AM - TNK photo (william sullivan)
8. 06:09 AM - Re: Re: Firestar Versus Firefly (Russ Kinne)
9. 06:24 AM - fences (robert bean)
10. 06:44 AM - Re: Trailering a FireFly (David Kulp)
11. 06:58 AM - Re: Re: Firestar Versus Firefly (John Hauck)
12. 07:37 AM - Re: fuel system plumbing, aux tank (jb92563)
13. 08:18 AM - Headsets & Intercoms (Kirby, Dennis CTR USAF AFMC MDA/AL)
14. 08:49 AM - Re: Landing Stalls (Richard & Martha Neilsen)
15. 10:17 AM - Re: TNK photo (Dana Hague)
16. 10:44 AM - Re: TNK photo (John Hauck)
17. 02:09 PM - Re: TNK photo (Dana Hague)
18. 02:10 PM - TNK photo (william sullivan)
19. 02:30 PM - TNK Website (John Williamson)
20. 02:33 PM - Re: TNK photo (John Hauck)
21. 02:46 PM - Re: fences (planecrazzzy)
22. 02:46 PM - Re: TNK Website (John Hauck)
23. 02:49 PM - Re: Re: Firestar Versus Firefly (Denny Rowe)
24. 04:52 PM - Re: Landing Stalls (lucien)
25. 05:07 PM - Re: TNK Website (robert bean)
26. 05:16 PM - Re: TNK Website (John Hauck)
27. 05:18 PM - center section (william sullivan)
28. 05:23 PM - Re: TNK Website (herb)
29. 05:47 PM - Re: Takeoff & landing & stall help (grantr)
30. 06:06 PM - Re: Re: Takeoff & landing & stall help (John Hauck)
31. 06:27 PM - Re: center section (Dana Hague)
32. 06:32 PM - Re: Re: Takeoff & landing & stall help (Dana Hague)
33. 09:36 PM - Re: Takeoff & landing & stall help (lucien)
Message 1
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| Subject: | Re: 6 gallon tanks in a FS II |
Sorry about that folks, no picture came through. I'll go the Matronics
photoshare route and try again.
Jimmy
Message 2
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| Subject: | Re: New "Kolbee" ... New to the Forum |
At 10:17 PM 3/17/2008, robert bean wrote:
>I put the fences on after flying it with no center section. I could
>tell a lot of lift was being lost.
>The fences prevent spillage off the wing roots. I figure I have the
>best arrangement due to
>better airflow and less drag. Any airfoil that has an engine popping
>up through it can't provide much lift.
Interesting. Hard to tell from the pictures, it looks like they're only
about 2" high, is that right? Surprising that such a low fence would have
that much effect. Another plus is that you could leave a cutout in the
root so you could see into the wing for inspection, and the lexan would
cover it. Do they get in the way of folding the wings?
-Dana
--
I started out with nothing. I still have most of it left.
Message 3
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For a good picture of the wing root gap "fence", got to the TNK website and click
on the Firestar ll. The photo is from overhead.
do not archive
Bill Sullivan
Firestar
Windsor Locks, Ct.
Message 4
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| Subject: | Re: wing gap fence |
At 07:04 AM 3/18/2008, william sullivan wrote:
> For a good picture of the wing root gap "fence", got to the TNK website
> and click on the Firestar ll. The photo is from overhead.
All the photo links on that page seem to be broken.
-Dana
do not archive
--
I started out with nothing. I still have most of it left.
Message 5
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| Subject: | Re: 6 gallon tanks in a FS II |
Jimmy:
I got your photo on the previous post.
john h
mkIII
Sorry about that folks, no picture came through. I'll go the Matronics
photoshare route and try again.
Jimmy
Message 6
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| Subject: | Re: wing gap fence |
Hi Bill S:
Take another look. I believe that is a clear lexan center section being
sucked up off the wing instead of a wing root fence.
john h
mkIII
For a good picture of the wing root gap "fence", got to the TNK
website and click on the Firestar ll. The photo is from overhead.
do not archive
Bill Sullivan
Firestar
Windsor Locks,
Ct.
Message 7
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Dana- I just went to the TNK website, and on the left clicked on "Firestar ll",
and it brought up the photo. Not the ones in the gallery. Try it again.
do not archive
Bill Sullivan
Firestar l
Message 8
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| Subject: | Re: Firestar Versus Firefly |
Don G
nice job, nice video, impressive performance of a FF in 25 kn 90*
xwind
But you fly final & land at idle power? That's what I'd do but I'v e
heard Kolbs should be flown onto the runway.
Any comments?
Russ
On Mar 17, 2008, at 11:55 PM, Don G wrote:
>
> I have always believe the FireFly was about the best little
> airplane at handling crosswinds of anything in the 500 lb
> class....or maybe even 600 ponders...
> If you want to see from the pilots seat how the Fly works in a 25
> knot 90 degree wind...take a look at the video on my brothers page
> here
>
> http://www.dgmodels.rchomepage.com/index.htm
>
> its about halfway down....past the models..
>
> Look close at the very begining at the windsock...standing straight
> as a board...And the FireFly was completely predictable and no
> sweat to control at all.
>
> there were 2 Firestar owners there that day...hanger mates , and
> they both told me after I was done they would dare fly in this wind...
> And for what its worth, My Kitfox speedster is 700 lbs empty and is
> way too much of a handful on the ground to fly comfortably in the
> same conditions. It will do it...but its a thrill....and more risky.
>
> FireStar land slower, and lifts more though, so for cross
> country...it might be a better pick. with a 503 it oughtta be
> almost as fast as a FFly. Hard to say.
> I alway thought if I build another FireFly, I would not cut the
> wing spar tube and leave it as shipped, which would add almost 2
> feet of wing.( 20 inchs if I remember right ..not quite a
> FireStar...but all you would need is to add a rib on each side and
> you make better use of the materials sent, and The Fly would land a
> tad slower and haul a bit more without getting mushy...sort of a
> cross between them.......... Splitting hairs maybe....
>
> --------
> Don G.
> Central Illinois
> Kitfox IV Speedster
> Luscombe 8A
>
> http://www.geocities.com/dagger369th/my_firefly.htm
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=170554#170554
>
>
Message 9
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Dana, since they are clear lexan they are difficult to photograph :)
They are 1/8" and the same scratch resistant sheet that I used for
the windshield and the doors.
Remarkably I only had to buy one sheet for the whole plane.
They are glued with GOOP to the root ends and are very secure. You
can use them to lift the wings.
I remove the wings every year and they require a bit more care in
storage. The nose end of the wing
has to be elevated so the fence hangs free. I'm sure a long period
of weight would cause a permanent set.
They extend roughly 2"" all around but not quite to the very rear.
So far this season has been a non-starter, nursing an old dog back to
health, getting the flu myself.
Maybe next week I'll get started on the next modification.
BB
DSCN1164.JPG
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</b></font></pre></body></html>
Message 10
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| Subject: | Re: Trailering a FireFly |
The section on Trailering a Kolb on my web site has examples of
all these methods.
Hopefully, this will help and others will offer views as well.
Bottom line is
you have to be comfortable with the method you choose.
My $.02 worth which got me 1250 miles from Northern NJ to SW FL.
Good luck with your new toy.
(Hmmm a Firefly in a 28' trailer.... you'll be looking to sub-let
the front 6 or
so feet. ) :D
--------
George Alexander((((((((((((((((((((((((((I hope this will
separate my message below from the copied piece
above))))))))))))))))))))))Thanks so much for those who, both on and off
list, gave me some very worthwhile guidance about trailering my FF.
It's greatly appreciated. And, George, that extra space in the nose of
the trailer, I've been torn between renting it outor a bed roll, two dog
beds, chair, table and cooking and refrigeration appliances. Maybe even
a picture hanging on thewall...Dave Kulp
Message 11
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| Subject: | Re: Firestar Versus Firefly |
> But you fly final & land at idle power? That's what I'd do but I'v e
> heard Kolbs should be flown onto the runway.
> Any comments?
> Russ
Russ:
Depends on whether or not you can fly the Kolb.
I believe Don G made his first landing in a Kolb sitting in my left seat.
Could be wrong. Memory is wore out.
I like to fly final with no power. My thoughts are, if I fly final with
power and I get used to it, when it goes away, I may come up short.
25 kt cross wind is well beyond the capabilities of my mkIII. Probably 15
mph would be more in the ball park for successful landings, using a shot of
power to help power the rudder and get her straight on touch down.
25 kts and I'll land cross ways on the runway.
I have been in situations where it was impossible to align the aircraft with
the runway at altitude flying 85 mph IAS. No way to land at that airport,
so find another that has a cross wind strip.
Cross wind landings on grass are a piece of cake compared to windy, gusty
conditions on pavement. With my wide main gear I can slide more sideways
than roll forward.
john h
mkIII
Message 12
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| Subject: | Re: fuel system plumbing, aux tank |
Best way to drill in thin plastic is with a hot nail or soldering iron.
No shavings to worry about but it does take a little fiddling to get an exact size
hole.
I think that your "sucking air" is a valid concern and may actually manifest itself
with your Y fitting as well if one tank drains before the other.
I would suggest that you daisy chain all the tanks, where only the last highest
tank in the chain(behind the seat) is vented and the others are airtight as they
will nicely siphon each other down that way regardless of differing fuel tanks
sizes.
No messing with valves or trying to control fuel tanks while in flight with the
daisy chain, its all automatic and ensures that every last drop of fuel from
your other tanks ends up in the tank with the line to the engine.
The other option would be to get a filter bowl and feed all 3 tanks into this collector/filter.
I think putting T's and Y's in a fuel line is just asking for trouble. To many
potential air leaks plus the sucking air bubbles problem when one tank runs out
first at a T or Y fitting.
--------
Ray
Kolb UltraStar (Cuyuna UL-202)
Moni MotorGlider
Schreder HP-11 Glider
Riverside County, CA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=170624#170624
Message 13
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| Subject: | Headsets & Intercoms |
(NOTE - "Subject" line has been changed, to reflect current thread.)
Dana wrote: << Funny, though, my Comtronics helmet works perfectly with
my Icom A24 radio, which also supposedly works with GA headsets. >>
Hi, Dana -
You are right. And that's what I discovered also: My Comtronics helmet
worked fine with either my Terra or Sporty's handheld radios, using the
one-plug-into-two-jacks splitter. (Contronics headsets are designed
with a single plug.) It's the Comtronics intercom box that won't work
with regular GA headsets.
And speaking of Intercoms - I'm in the market for a simple,
good-quality, 2-place intercom. I'm considering the Flightcom portable
intercom ($122 from Aircraft Spruce). It's advertised as "the world's
most popular 2 place intercom." Any recommendations, pro or con?
Thanks -
Dennis Kirby
Mark-3
Message 14
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| Subject: | Re: Landing Stalls |
David/All
I need to proof read better.
Actually I expected someone to react more to the suggestion of using
flaps. When I told my check ride instructor about it he said NO!!!! you
never ever retract flaps on final. OK some common sense. First, don't do
this while nibbling at stall. Also, I like to stabilize my approach on
short final, so short final.... not real short.
There is a somewhat common myth that you will stall if you retract your
flaps on final. Think about it, when you raise your flaps you are
effectively reducing the angle of attack of the wing. It is angle of
attack that causes a stall. In a Kolb when you raise the flaps on final
you will get a bit of pitch up trim change and the plane will increase
speed rather quickly. As the speed increases you will want to raise the
nose a bit to keep your speed under control but don't over control.
Practice this a bit at altitude.
Set up a high altitude approach. Lower your flaps and lower the nose of
your plane. Raise the flaps and raise the nose. Try to keep your
approach speed constant. Notice the change in the potential landing
point. It works well and no, the plane never comes close to stalling.
A few years ago I had a engine out on the way back form Oshkosh. I had
practiced the variable flap approach and had discussed a no flap engine
out landing with the Kolb guys in the Ultralight campground so I had a
plan fixed in my mind when it happened. I picked a landing spot and used
the flaps to put me exactly where I wanted to land. I never locked the
flaps in any notch but used it like someone would use a throttle to
adjust my glide slope. When I had my landing spot made I fully retracted
my flaps and made one of my best landings ever. Yes I could have landed
slower with flaps but I'm not that great a pilot and landing with no
power and no flaps is just like landing with one notch of flaps and some
power. I normally land with some power and one notch of flaps. In an
emergency why make it more difficult?
When you have and engine out you don't have a throttle to adjust your
glide slope. So why not practice what you might need someday. Also
changing throttle settings especially increasing the throttle on final
isn't a real good idea IF there is a better way.
Yes it is the same sport.
Again worth what you paid for it.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: David Key
To: kolb-list@matronics.com
Sent: Monday, March 17, 2008 3:26 PM
Subject: RE: Kolb-List: Landing Stalls
That makes a ton of sence, a lot more than I expected. I'd have to
digest it for a altering my opinion.
But I also have to disagree about changing the flap setting on short
final, particulary retracting them if you are short. I adjusting power
to adjust desired landing point. You'd think we were in different
sports.
-------------------------------------------------------------------------
---
From: NeilsenRM@comcast.net
To: kolb-list@matronics.com
Subject: Kolb-List: Landing Stalls
Date: Mon, 17 Mar 2008 12:07:01 -0400
The best part of this list is the way we share ideas. Also could we
all just call it a "stall" that is really what it is.
My understanding is that new pilots have a problem with how quickly
these planes slow from flying speed to a stall. There is also the
comfort level of seeing a rather panoramic view of the ground coming up
at them real fast. This is a fault of a Kolb (so to speak) because it
has such great visibility. The result is that people have this inborn
and in the case of GA pilots "training " that has them fairing too high.
Some new flyer just E-mailed us about this very issue very accurately
describing it.
I think that new pilots should set up their approach that has the
lowest decent rate/angle and gives the new pilot them most time to pull
up and adjust to a good landing flair. This can best be accomplished
with no flaps and some power. Flaps do two things, they increase the
decent rate/angle and they increase the rate of speed that these planes
slow down. You can set up gentle approach with flaps but you have to
greatly increase the power accomplish it. The main problem is loosing
power on approach would be a bad thing. The more power you have to
depend on the worse it could be. Flaps also produce more drag than they
reduce stall speed. Using flaps will slow the plane quicker than the
reduced stall speed will help.
Also someone suggested using slips and throttle to get to their
desired landing point. Slips are less effective than flaps so why not
use flaps. adjusting power, primarily increasing power greatly increases
the odds of a power failure. I believe the rule is that if you change
the throttle on approach it should only be to reduced power. Flaps can
be moved in and out as necessary on approach to get to your desired
landing point. You just have to adjust your pitch according to your flap
usage.
As always worth what you paid for it.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: David Key
To: kolb-list@matronics.com
Sent: Monday, March 17, 2008 12:01 AM
Subject: RE: Kolb-List: New "Kolbee" ... New to the Forum
Because the dreaded Kolb drop, or stall is what it used to be
called occurs a little later and a little slower which gives the pilot a
little more time to make adjustments in the landing environment. Kolb
steering is a bit easier to tackle the slower you are going. It's the
way that I would teach it.
------------------------------------------------------------------------
From: NeilsenRM@comcast.net
To: kolb-list@matronics.com
Subject: Re: Kolb-List: New "Kolbee" ... New to the Forum
Date: Sun, 16 Mar 2008 22:42:15 -0400
David
Ok. So tell us why.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: David Key
To: kolb-list@matronics.com
Sent: Sunday, March 16, 2008 9:34 PM
Subject: RE: Kolb-List: New "Kolbee" ... New to the Forum
I respectfully disagree with the idea that you should not use
flaps on landing.
--------------------------------------------------------------------
From: NeilsenRM@comcast.net
To: kolb-list@matronics.com
Subject: Re: Kolb-List: New "Kolbee" ... New to the Forum
Date: Sun, 16 Mar 2008 14:10:28 -0400
Joe
As Ed has suggested your biggest problem is landing. Your
experience will serve you poorly. On your first landings keep the power
maybe on 25% till you are within less than a foot of the ground. Then
and only then cut the power. Also don't use flaps at all. As you get
more experience SLOWLY reduce the power you set for approach or set one
notch of flap. Don't do both at the same time. In fact you may be better
off adding a bit more power the first time you use one notch of flaps.
Some of us still carry some power with lots of experience. I like to
carry some power because landing with one notch of flaps with some power
will feel just like no power (engine out) with no flaps. I know this
first hand. Some of us never use full flaps other than for brief periods
on approach to hit the landing point you want. There is one of our
members that uses full flaps and power off on all his landings but I
would wait for that after your first thousand landings and even then
approach it with added power. There will be those that will tell you I'm
being too conservative but most GA pilots will have problems if they
move too fast to flaps and no power.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: DAquaNut@aol.com
To: kolb-list@matronics.com
Sent: Sunday, March 16, 2008 1:44 AM
Subject: Re: Kolb-List: New "Kolbee" ... New to the Forum
Joe,
Welcome to the list. congrats on your new Kolb . The
biggest difference between your Kolb and what you are used to, is it
has more drag and slows down quickly. You dont want to flare it until
you are close to the ground. The closer the better. Actually you
hardly flare at all. Just fly it to about a foot off the ground and back
of the throttle. If you flare like a conventional craft you are asking
for trouble.
Good Luck,
Ed Diebel ( Firefly 62
In Houston) 80* today
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At 08:56 AM 3/18/2008, william sullivan wrote:
>Dana- I just went to the TNK website, and on the left clicked on "Firestar
>ll", and it brought up the photo. Not the ones in the gallery. Try it again.
We must be looking at different websites... :o
-Dana
--
I love my country, but I fear my government.
Message 16
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> We must be looking at different websites... :o
>
> -Dana
http://www.kolbsport.com/index.php?option=com_content&task=view&id=26&Itemid=52
Message 17
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At 01:38 PM 3/18/2008, John Hauck wrote:
>
>
> > We must be looking at different websites... :o
>>
>>-Dana
>
>
>http://www.kolbsport.com/index.php?option=com_content&task=view&id=26&Itemid=52
>
Ah HA. I was looking at http://tnkolbaircraft.com/ ... which I guess is
the "old" website...
-Dana
--
Daddy, why doesn't this magnet pick up this floppy disk?
Message 18
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John and Dana- Yes, that is the photo I was referring to. It appears to have something
on the top edge of the wing at the wing root, as well as a cross tube
between the wings. Maybe TNK can clarify, but it does resemble the Lexan guides
referred to earlier.
Bill Sullivan
FS l
Message 19
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Hi All,
The current TNK website is at:
http://www.tnkolbaircraft.com/
The "www" needs to be there or you will get the old website.
If you haven't visited the website in a while, check back in. Disregard the "Login
Form" blocks, that is for their internal use as of now.
If you haven't voted in their poll, please do so. I know that the Kolbra dosen't
out number the rest of you.
If you find a broken link or a link that takes you to what appears to be an incorrect
location, email them with the specific problem so Donnie and Travis have
some meat to work with when they tell their webmaster.
We are getting a little rain here in Texas today but should be flyable tomorrow
afternoon.
do not archive
--------
John Williamson
Arlington, TX
Kolbra, 912ULS, 1580 hours
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
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Bill S:
That is the lexan center section/gap seal being sucked off the wings you
are looking at in the photo. That is not an air dam. The center
section is being lifted off the wings giving the initial perception that
it might be an air dam. I know this airplane and have personally
inspected this aircraft which was built and is flown by Kip Laurie.
john h
mkIII
----- Original Message -----
From: william sullivan
To: kolb list
Sent: Tuesday, March 18, 2008 4:08 PM
Subject: Kolb-List: TNK photo
John and Dana- Yes, that is the photo I was referring to. It appears
to have something on the top edge of the wing at the wing root, as well
as a cross tube between the wings. Maybe TNK can clarify, but it does
resemble the Lexan guides referred to earlier.
Bill Sullivan
FS l
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Hey Bob ,
Those Doors look mighty good !
.
.
Gotta Fly...
Mike & "Jaz" in MN
.
.
.
--------
.
.
.
.
.
Do Not Archive
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> We are getting a little rain here in Texas today but should be flyable
tomorrow afternoon.
>
> do not archive
>
> --------
> John Williamson
John W:
How come you all are sending all that rain to Alabama?
Loaded up the 5th wheel and heading back to TNK in the morning. Will be
there long enough to fly the initial 40 hours off the new MKIIIx. Would
rather be flying back, but am more comfortable in the old 5th wheel for the
long haul. Hope to get the time flown off in time for the Xtra to fly at
S&F.
The new X sports full flaps, oh horror, that will make it a damn good
lander, especially in an emergency situation that has but a tiny LZ to land
in.
It also has morse cable for aileron controls instead of the traditional
push/pull tubes.
It looks a little narrower than the older model X's.
Will also sport droop tips. I'll put some time on the X without the new
tips, then finish up the test with them.
Weather is going to be on again/off again, but I think I can get'er done.
Internet access is limited and extremely slow, but I'll have lots of time at
night to wait on it to come through.
Take care,
john h - Soon to have more time on the new X than Patrick has on his X. ;-)
That is, if it will fly and I don't fly it mkIII into the hanger first.
;-)
Message 23
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| Subject: | Re: Firestar Versus Firefly |
Russ,
I have never landed my Mk-3 with more than idle power on short final.
Denny Rowe
Message 24
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| Subject: | Re: Landing Stalls |
NeilsenRM(at)comcast.net wrote:
> David/All
>
> I need to proof read better.
>
> Actually I expected someone to react more to the suggestion of using flaps.
When I told my check ride instructor about it he said NO!!!! you never ever
retract flaps on final. OK some common sense. First, don't do this while nibbling
at stall. Also, I like to stabilize my approach on short final, so short
final.... not real short.
>
I actually had never used the technique of retracting the flaps on the landing
approach until it was showed to me on my BFR last year. It was in the 172 and
the situation was simulated engine out and I'd put too much flaps in to make the
landing spot. He told me to take 10 degs out and see what happened......
Now I do it all the time in the titan in case I'm coming up short with too much
flaps out and I'm practicing energy management (i.e. don't want to add power).
It works perfectly and makes sense as well - if you have too much drag, but
you have enough potential energy (altitude) to make the landing with a lower drag
config... why not reconfigure to the lower drag config?
Another interesting exercise is to do a low fly by in the flare attitude and at
a little above landing speeds with the flaps out. Then slowly start nursing the
flaps up but continue to maintain altitude (a foot or two). A real eye opener
which really tests your abilities with the power and elevator.....
There, that ought to start some flame mail ;)
LS
--------
LS
FS II
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John, I'm sure several of us will be interested in the droop tip
comparison. I don't have a high
regard for them mostly because the industry seems to have gone the
other way with winglets.
My guess is that you will notice very little difference except
perhaps at stall OOGE.
BB
do not archive
On 18, Mar 2008, at 5:44 PM, John Hauck wrote:
>
>
> > We are getting a little rain here in Texas today but should be
> flyable tomorrow afternoon.
>>
>> do not archive
>>
>> --------
>> John Williamson
>
>
> John W:
>
> How come you all are sending all that rain to Alabama?
>
> Loaded up the 5th wheel and heading back to TNK in the morning.
> Will be there long enough to fly the initial 40 hours off the new
> MKIIIx. Would rather be flying back, but am more comfortable in
> the old 5th wheel for the long haul. Hope to get the time flown
> off in time for the Xtra to fly at S&F.
>
> The new X sports full flaps, oh horror, that will make it a damn
> good lander, especially in an emergency situation that has but a
> tiny LZ to land in.
>
> It also has morse cable for aileron controls instead of the
> traditional push/pull tubes.
>
> It looks a little narrower than the older model X's.
>
> Will also sport droop tips. I'll put some time on the X without
> the new tips, then finish up the test with them.
>
>
> Weather is going to be on again/off again, but I think I can get'er
> done.
>
> Internet access is limited and extremely slow, but I'll have lots
> of time at night to wait on it to come through.
>
> Take care,
>
> john h - Soon to have more time on the new X than Patrick has on
> his X. ;-) That is, if it will fly and I don't fly it mkIII
> into the hanger first. ;-)
>
>
Message 26
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> My guess is that you will notice very little difference except
> perhaps at stall OOGE.
>
> BB
Bob:
I don't know. I have no experience flying anything with droop tips. I am a
Kolb kinda guy.
I think the wing panel is about the same length as standard by adding
another rib to compensate for the old bow tip. I'm guessing now. I haven't
seen the plans for the wing.
john h
mkIII
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Thanks, John. I could see a white line on one side that looked like an edge.
I have to do something about a gap seal, and am looking for ideas.
Bill Sullivan
FS l
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I think Homer knew Steve Whitman...:-) Herb
At 07:05 PM 3/18/2008, you wrote:
>
>John, I'm sure several of us will be interested in the droop tip
>comparison. I don't have a high
>regard for them mostly because the industry seems to have gone the
>other way with winglets.
>
>My guess is that you will notice very little difference except
>perhaps at stall OOGE.
>
>BB
>do not archive
>
>On 18, Mar 2008, at 5:44 PM, John Hauck wrote:
>
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| Subject: | Re: Takeoff & landing & stall help |
I have had a few good comments and tips. Does anyone else want to chime in? Come
on guys i know you all have some sort of technique. :)
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| Subject: | Re: Takeoff & landing & stall help |
> I have had a few good comments and tips. Does anyone else want to chime
in? Come on guys i know you all have some sort of technique. :)
Grant:
I don't think there is any "special" techinique to fly a Kolb.
I think the name of the game is to fly the aircraft and not let the aircraft
fly you.
Using 40 degrees of flaps, idle power, to shoot an approach is not
technically demanding. Got to keep the aircraft above stall speed with
enough speed at the bottom to do a little flare and touch down. No need to
adjust flaps, throttle, or anything else except the control stick. If you
need to go faster, push the stick forward, if you want to slow up, pull it
back. The approach will be steep, much steeper than other airplanes, more
like a rotary wing approach and landing.
If you were shooting a landing into a postage stamp field, use a little
throttle to help you hit your mark. I can do this and keep my left hand on
the throttle and my right hand on the stick. I am not busy moving my hand
from one control to another. Keep it simple. It is a very simple aircraft.
Why make it complex?
Kolbs fly like any other three axis aircraft. The pilot must make the
proper decision to control the aircraft and not vice versa.
If you want to do full stall landings, do them a few inches above the
ground, not 10 feet. If you want to do a wheel landing, fly the darn thing
onto the ground.
I flew a Legend Cub the other day with a 100 hp tractor engine. Darn thing
landed just like my Kolb MKIII. Granted, it did float a little more, but
basically I controlled it basically the same way. I very seldom fly any
other aircraft except Kolbs.
john h
mkIII
Message 31
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| Subject: | Re: center section |
At 08:15 PM 3/18/2008, william sullivan wrote:
> I have to do something about a gap seal, and am looking for ideas.
Bill, your choice of a gap seal will be influenced by whether or not you'll
be folding the wings often. I fold all the time, and the original gap seal
was missing when I bought the plane, so I made a simple gap seal out of
heavy gauge clear plastic (the kind they use for windows in convertible
tops), and attach it to the wings with 2" wide velcro. Some pix at:
http://smg.photobucket.com/albums/v486/flyparafan/Kolb/
It goes on easy, seems to be holding up fine, and doesn't block my visibility.
-Dana
--
"You sure it's broken? Let me make sure..."
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| Subject: | Re: Takeoff & landing & stall help |
At 09:03 PM 3/18/2008, John Hauck wrote:
>I flew a Legend Cub the other day with a 100 hp tractor engine. Darn
>thing landed just like my Kolb MKIII. Granted, it did float a little
>more, but basically I controlled it basically the same way.
Interesting, when I flew my US for the first time I thought it handled very
much like the T-Craft I used to own (and, pleasantly, NOT like the Quick I
had recently been flying). The biggest difference was that slips in the
T-Craft actually _did_ something.
I wonder, has anybody ever added flapperons to an UltraStar?
-Dana
--
"You sure it's broken? Let me make sure..."
Message 33
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| Subject: | Re: Takeoff & landing & stall help |
grantr wrote:
> I have had a few good comments and tips. Does anyone else want to chime in? Come
on guys i know you all have some sort of technique. :)
Well I can relate my FS II time, hopefully some of which will be pertinent to the
mark III.
It definitely is a tailwheel airplane, tho it's quite docile, so it certainly can
get wild on you if ithe tail goes ape in one direction or the other. I had
one or two of the back/forth takeoffs in the FS II when I was very early on with
it, tho fortunately didn't get off the runway or anything. Differential braking
saved the bacon on one of the takeoffs. Slowly applying throttle helps a
great deal and was the technique used since then.
As for the landing, the FS II in particular is a low-inertia design, so it lands
a lot more like an ultralight than the big iron. You run out of energy pretty
quick in the roundout and flare, but you don't necessarily have to drive it
onto the runway either (unless you're wheel landing it in some wind).
I'd try a slower roundout to get a good idea of what things should look like at
first. Assist that with a little bit of power to simulate a higher-inertia plane
to slow the roundout down. Do this for a while to get used to it. Then start
practicing without power for the real deal...
As for the stall, I don't recall there being anything strange about it, it's very
conventional with no surprises. The FS II does give you all the warning signs,
mushy controls, lightness in the butt, suddenly lots quieter, just like any
other plane, but only for a very short time. Don't blink or you'll miss em!
Again, typical of low-inertia planes.
LS
--------
LS
FS II
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