Today's Message Index:
----------------------
1. 04:42 AM - Re: Re: New Firefly (N27SB@aol.com)
2. 05:58 AM - Re: The Numbers Don't Lie (Thom Riddle)
3. 06:36 AM - Re: fuel system plumbing, aux tank (JetPilot)
4. 06:55 AM - Re: wing and hor stab incidences (JetPilot)
5. 07:01 AM - Re: The Numbers Don't Lie (JetPilot)
6. 07:09 AM - Re: The Numbers Don't Lie (Travis Brown (Kolb Aircraft))
7. 07:16 AM - Re: Ultrastar questions (jb92563)
8. 07:29 AM - Re: KX plans (R. Hankins)
9. 07:33 AM - Re: MKIII X (JetPilot)
10. 07:33 AM - Re: The Numbers Don't Lie (robert bean)
11. 08:37 AM - Re: Re: Ultrastar questions (Travis Brown (Kolb Aircraft))
12. 08:52 AM - Re: The Numbers Don't Lie (Travis Brown (Kolb Aircraft))
13. 10:17 AM - True vs Indicated Airspeeds (The Kuffels)
14. 10:27 AM - Re: The Numbers Don't Lie (Thom Riddle)
15. 10:33 AM - Re: The Numbers Don't Lie (John Williamson)
16. 10:37 AM - Re: Re: Ultrastar questions (Dana Hague)
17. 10:37 AM - Re: Re: Ultrastar questions (Dana Hague)
18. 10:39 AM - Re: The Numbers Don't Lie (JetPilot)
19. 11:49 AM - Re: Re: The Numbers Don't Lie (Travis Brown (Kolb Aircraft))
20. 12:14 PM - Re: The Numbers Don't Lie (Mike Welch)
21. 03:21 PM - Firestar Project (william sullivan)
22. 03:40 PM - Re: The Numbers Don't Lie (David Key)
23. 03:42 PM - Re: The Numbers Don't Lie (David Key)
24. 04:01 PM - Re: The Numbers Don't Lie (John Williamson)
25. 05:41 PM - Re: Re: wing and hor stab incidences (Eugene Zimmerman)
26. 07:11 PM - Re: The Numbers Don't Lie (Eugene Zimmerman)
27. 07:33 PM - Re: The Numbers Don't Lie (John Bickham)
28. 10:05 PM - Tube coping/notching calculator (R. Hankins)
Message 1
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Dana, It keeps things from chaffing.
In a message dated 3/24/2008 10:22:09 P.M. Eastern Daylight Time,
d-m-hague@comcast.net writes:
What is the Velcro for, then?
**************Create a Home Theater Like the Pros. Watch the video on AOL
Home.
(http://home.aol.com/diy/home-improvement-eric-stromer?video=15?ncid=aolhom00030000000001)
Message 2
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| Subject: | Re: The Numbers Don't Lie |
Before I bent the early FS, I had the following numbers.
Early FS, no wheel pants, no streamlined struts, empty wt. 362 lb., 447, 40hp
Power Fin, 2-blade, 62" long, pitched for 6500 rpm WOT S&L
2000' Density Altitude
Note these are Indicated Airspeeds with unknown TAS
IAS(mph)/ RPM/ Fuel Burn Estimate (gph)
80/ 6,500
69/ 5,700 (~75% power)/ 3.0
64/ 5,600 (~65%)/ 2.6
59/ 5,300 (~55%)/ 2.2
53/ 4,900 (~45%)/ 1.8
do not archive
--------
Thom Riddle
N221FA Allegro 2000 912UL
N197BG FS1/447
--------------------
Believe nothing, no matter where you read it or who has said it, not even if I
have said it, unless it agrees with your own reason and your own common sense.
- Buddha
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172492#172492
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| Subject: | Re: fuel system plumbing, aux tank |
Hi John,
I like your single fuel tank system better, simple no chance for error. The problem
for me was to figure out how to get more fuel without cutting and welding
on my cage, so I had to come up with something that would work with the stock
plastic tanks.
I really like Kolbs new 18 gallon tank, I will be buying one as soon as I can save
up a little cash. Its expensive but well worth it. I will leave my 6 gallon
AUX in to give me 24 gallons for when I decide to fly to Alaska :) Hows
the weather up there, hope you are able to fly soon, I look forward to hearing
more about the new MK III.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172499#172499
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| Subject: | Re: wing and hor stab incidences |
Mike,
Thanks for posting the Angles, I will recheck everything and let you know what
I find.
Gene,
Those are amazing numbers. You are correct about airspeed indicators being off
much of the time, but this is easy to fix. Go up on a Calm day, and mount a
handheld GPS next to your airspeed indicator when you take the picture, that
way you know what your error is all along the speed range.
Ellery,
I like the idea of everyone posting the numbers on thier Kolbs, that will give
everyone a good idea of what their plane should do, and if any mods and improvements
are increasing performance or not. We should start a performance comparison
thread for each model Kolb. I will be posting detailed numbers on my
Xtra one of these days.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172504#172504
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| Subject: | Re: The Numbers Don't Lie |
Those are impressive numbers John, I dont think a MK III will ever match that,
just to much Xtra drag with the wide fuselage.
Is 5480 Max Thottle ? What RPM do you get on climbout ? What are you stall speeds
like ?
BTW 90 KTS = 103.7 MPH !!! How does it feel at that speed ?
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172505#172505
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| Subject: | Re: The Numbers Don't Lie |
> Pressure Altitude: 2500 feet, 52 degrees F.
> 5480 rpm: 90 kts
> 5000 rpm: 80 kts
> 4500 rpm: 70 kts
> 4000 rpm: 57 kts
>
> The airplane is rigged to the factory specs.
> John Williamson
John W:
Ain't fair!
How come my chubby little mkIII won't fly as fast as your skinny little
Kolbra?
Reckon my horizontal stabilizer is mounted upside down?
Getting ready to do some more flying in the new X before the forecast winds
arrive in London. We are looking for 20 to 30 mph gusting to 40. Maybe I
can try some cross wind landings this afternoon. ;-)
Testing is progressing. We plan to mount the droop tips tomorrow. If I can
get some calm air I can come up with some numbers without the tips. This
block of time has not been conducive to flying.
john h
mkIII
Labhart Field, KY - 24F climbing through 31F
Message 7
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| Subject: | Re: Ultrastar questions |
EZ does have a point.
If that sleeve was clamped tight it would translate all sorts of vibration and
flexing loads into those diagonal braces and accelerate the loosening of rivets
or crack them at the bends.
In retrospect I'd leave the sleeve unclamped.
--------
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=172509#172509
Message 8
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Bill,
The date on the "KX only" wing panel drawing is 4-25-85. The "KXP only" sheet
is dated "AUG 1990" Several other sheets are labeled as "KX and KXP" , but it
is easy to see that this was added to the original drawings at a later date.
The only difference in the plans between KX and KXP are the wings and ailerons.
The instruction manual has a few supplemental drawings for the KXP regarding
the 503 engine. Otherwise, all else is the same. I ordered my KXP kit in early
1992. I'd be happy to check the plans for anything else if you have questions.
Have a good one,
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172510#172510
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My MK III Xtra has the new Steel gear, and the center wing bolts are drilled through
the top of the wing center section tabs just as they should be to minimize
the angle that the large wedge of the fuselage hits the airstream. I notice
the pitch changes with power, but its easy to deal with, pitch control in my
MK III is light and effective.
The downward trim is not due to the engine mounting and high thrust, because it
was trimmed to far down even at idle power, moving the horizontal stab and trim
tabs are what it took to fix it. At first I just used trim tabs to correct
the nose down tendency, but when I looked back, I could see that all the load
was on the elevator and almost none on the Horizontal stab by the way the fabric
was being pushed down. See the attached picture, this is my tail with only
trim tabs, but the stab in stock position, two people, near max gross weight.
The Xtra did great at 90 MPH, I did not even realize it was going fast until I
looked at the airspeed indicator. I have never seen any indication of the front
window being pushed in, not even at 90 MPH.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172511#172511
Attachments:
http://forums.matronics.com//files/aerialultralightkolbmikefloridahomestead07_09_2007_175_743.jpg
Message 10
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| Subject: | Re: The Numbers Don't Lie |
John, how are the tips configured now? stock kolb or chopped end?
We need apples to apples. -Also a flat plate fence would be
interesting.
Good luck with the breezes.
BB
do not archive
On 25, Mar 2008, at 10:05 AM, Travis Brown (Kolb Aircraft) wrote:
> <travis@tnkolbaircraft.com>
>
>
> > Pressure Altitude: 2500 feet, 52 degrees F.
>> 5480 rpm: 90 kts
>> 5000 rpm: 80 kts
>> 4500 rpm: 70 kts
>> 4000 rpm: 57 kts
>>
>> The airplane is rigged to the factory specs.
> > John Williamson
>
>
> John W:
>
> Ain't fair!
>
> How come my chubby little mkIII won't fly as fast as your skinny
> little Kolbra?
>
> Reckon my horizontal stabilizer is mounted upside down?
>
> Getting ready to do some more flying in the new X before the
> forecast winds arrive in London. We are looking for 20 to 30 mph
> gusting to 40. Maybe I can try some cross wind landings this
> afternoon. ;-)
>
> Testing is progressing. We plan to mount the droop tips tomorrow.
> If I can get some calm air I can come up with some numbers without
> the tips. This block of time has not been conducive to flying.
>
> john h
> mkIII
> Labhart Field, KY - 24F climbing through 31F
>
>
Message 11
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| Subject: | Re: Ultrastar questions |
> If that sleeve was clamped tight it would translate all sorts of
vibration and flexing loads into those diagonal braces and accelerate the
loosening of rivets or crack them at the bends.
>
> In retrospect I'd leave the sleeve unclamped.
>
> Ray
Ray/Dana/Gang:
The braces on the nose of the inboard rib serve one purpose, to keep the
fabric from pulling the nose of the rib.
The leading edge braces are the important ones. I can not remember how many
the plans call for for the US and FS. This is a sensitive area for me and I
go overboard with 1/2" OD braces from leading edge to main spar on both ends
of the wing section.
There was never a requirement in the plans for a sleeve over the inboard
ends of the leading edge of the wings. Would never serve a structural
purpose.
john h
mkIII
Labhart Field, KY
Message 12
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| Subject: | Re: The Numbers Don't Lie |
> John, how are the tips configured now? stock kolb or chopped end?
> BB
Bob B:
The wing section is 13 feet long and chopped off at the end. It is the same
length as the FSII wing section including the bowtip. With the new droop
tips, the wing section will be about 14 feet.
I just landed from my morning flight. Air is cold, 35F, and wind is brisk.
The X has 20 and 45 degrees of flaps. She stalled at 32 mph IAS and 30 mph
IAS at 3,000 feet ASL.
This airplane is more a rudder airplane than any other Kolb I have flown,
yet it flies and handles much like all the other models.
I did some maximum climbs this morning. This airplane climbs at a near
vertical attitude. It feels and looks nearly vertical when it is screwing
its way into the air. At one point the engine quit while climbing. I have
never had this happen in a Kolb.
I have a much better atttitude about this X than any of the others I have
flown. Might be because of changes between the models and the fact that I
have assisted in tweaking this one to fly the way I like them.
john h
mkIII
Labhart Field, KY
Message 13
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| Subject: | True vs Indicated Airspeeds |
It was noted:
<< airspeed indicators being off much of the time, but this is
easy to fix. Go up on a Calm day, and mount a handheld GPS >>
Even better, I have an Excel spreadsheet where you enter 4 GPS
ground tracks and speeds. Output is 4 true airspeeds and wind.
Only 3 inputs are required. But if you fly an approximate square
pattern instead then you get redundant data which gives you an
estimate of accuracy.
Besides graphs of true vs indicated airspeeds at various
altitudes, this method can show your *real* stall speeds.
Email me direct for a copy.
Tom Kuffel
Whitefish, MT
Building Original FireStar
Message 14
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| Subject: | Re: The Numbers Don't Lie |
For those who care, here is one theoretical comparison of the Droop Tips vs. Hoerner
style tips (a la Possums).
http://selair.selkirk.bc.ca/aerodynamics1/Drag/Page8.html
Go to the link and page down to see the brief bits on each.
FWIW, I've owned airplanes with both types of wing tips. I've flown Cherokees with
the standard Hershey bar wing and owned one with the Hoerner type wing tips.
The Hoerner wing tips definitely made the slow speed handling a lot better
in all respects including a little slower stall speed, at least in the air but
don't know about in ground effect 'cuz I don't watch the ASI when in ground effect.
I also owned a Titan Tornado with the droop tips and it would climb at incredible
angles of attack, even with the short 20' wing with 80 hp Rotax. Its stall
behavior was completely benign and quite slow speed for such a small wing.
What I've read, but can't find now, is that both types will improve slow speed
handling and reduce stall speed (increase critical angle of attack). In that same
article I can't find now, it said the primary difference between the two is
that typically the Droop Tips cause a more abrupt stall. That was not the case
in my one airplane experience.
do not archive
--------
Thom Riddle
N221FA Allegro 2000 912UL
N197BG FS1/447
--------------------
Believe nothing, no matter where you read it or who has said it, not even if I
have said it, unless it agrees with your own reason and your own common sense.
- Buddha
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172558#172558
Message 15
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| Subject: | Re: The Numbers Don't Lie |
JetPilot wrote:
> Those are impressive numbers John, I dont think a MK III will ever match that,
just to much Xtra drag with the wide fuselage.
> Is 5480 Max Thottle ? What RPM do you get on climbout ? What are you stall
speeds like ?
> BTW 90 KTS = 103.7 MPH !!! How does it feel at that speed ?
> Mike
Hi All,
Yes 5480 rpm is full throttle, I couldn't prop it to hit 5500 rpm exactly.
Climbout rpm is dependent on airspeed and angle of climb so it is not very relevant.
Climb rate will vary from 500 fpm to 1400 fpm depending on what is in the
pattern behind and in front of me.
Stall speed is a good reference number for some I guess. The only three times I
see the stall speed is accellerating thru it with the wheels on the runway, decelerating
back thru it with the wheels on the runway and when actually doing
stalls at least 1500 feet above the ground.
I see 96 kts (110.4751 mph) on almost every flight. It feels like a Kolb.
I also should have said that my speeds are calibrated airspeeds, not just indicated
airspeeds. If you have an error in your IAS, you should adjust it out or
make a calibration card to go beside your IAS indicator. For the folks that like
TAS, I had included the PA and Temp so you can figure the TAS.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS, 1580 hours
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
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| Subject: | Re: Ultrastar questions |
> > If that sleeve was clamped tight it would translate all sorts of
> vibration and flexing loads into those diagonal braces and accelerate the
> loosening of rivets or crack them at the bends.
>>
>>In retrospect I'd leave the sleeve unclamped.
Well, as I said, it's not clamped; it's just another piece of tubing, about
8" long. Does take some pushing to get it over since there's a very slight
misalignment between the leading edge tubes.
Of course, if there IS play in the other wing attach points then stressing
it at the leading edge could either help or hurt... hurt, because it's
stressed... or help, because the pretension might keep things from
hammering back and forth.
>The braces on the nose of the inboard rib serve one purpose, to keep the
>fabric from pulling the nose of the rib.
>
>The leading edge braces are the important ones. I can not remember how
>many the plans call for for the US and FS. This is a sensitive area for
>me and I go overboard with 1/2" OD braces from leading edge to main spar
>on both ends of the wing section.
The US plans only show one 5/16" brace, on the inboard end (not counting
the three braces that support the inboard rib). Thinking about it (and in
light of why you consider it a "sensitive area", John) it _does_ seem kinda
flimsy.
>There was never a requirement in the plans for a sleeve over the inboard
>ends of the leading edge of the wings. Would never serve a structural purpose.
No, as I said I suspect it was added because a previous owner thought it
would better support the gap seal. I'm thinking, however, that adding
bolts or pins through slots in the sleeve (so there's NO load on the sleeve
until/unless the leading edge moves, say, 1/2", which could _only_ happen
if the diagonal brace failed) could be an additional safety factor.
-Dana
Here's a picture if it comes through:
4ca036.jpg
--
Diplomacy: Saying "nice doggy" until you find a rock.
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| Subject: | Re: Ultrastar questions |
> > If that sleeve was clamped tight it would translate all sorts of
> vibration and flexing loads into those diagonal braces and accelerate the
> loosening of rivets or crack them at the bends.
>>
>>In retrospect I'd leave the sleeve unclamped.
Well, as I said, it's not clamped; it's just another piece of tubing, about
8" long. Does take some pushing to get it over since there's a very slight
misalignment between the leading edge tubes.
Of course, if there IS play in the other wing attach points then stressing
it at the leading edge could either help or hurt... hurt, because it's
stressed... or help, because the pretension might keep things from
hammering back and forth.
>The braces on the nose of the inboard rib serve one purpose, to keep the
>fabric from pulling the nose of the rib.
>
>The leading edge braces are the important ones. I can not remember how
>many the plans call for for the US and FS. This is a sensitive area for
>me and I go overboard with 1/2" OD braces from leading edge to main spar
>on both ends of the wing section.
The US plans only show one 5/16" brace, on the inboard end (not counting
the three braces that support the inboard rib). Thinking about it (and in
light of why you consider it a "sensitive area", John) it _does_ seem kinda
flimsy.
>There was never a requirement in the plans for a sleeve over the inboard
>ends of the leading edge of the wings. Would never serve a structural purpose.
No, as I said I suspect it was added because a previous owner thought it
would better support the gap seal. I'm thinking, however, that adding
bolts or pins through slots in the sleeve (so there's NO load on the sleeve
until/unless the leading edge moves, say, 1/2", which could _only_ happen
if the diagonal brace failed) could be an additional safety factor.
-Dana
Here's a picture if it comes through:
4ca036.jpg
--
Diplomacy: Saying "nice doggy" until you find a rock.
Message 18
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| Subject: | Re: The Numbers Don't Lie |
[quote="travis(at)tnkolbaircraftI did some maximum climbs this morning. This airplane
climbs at a near
vertical attitude. It feels and looks nearly vertical when it is screwing
its way into the air. At one point the engine quit while climbing. I have
never had this happen in a Kolb.
john h
mkIII
Labhart Field, KY[/quote]
That is incredible, but what caused the engine out ? Could it be that the climb
was so steep that it the fuel in the carb bowls was to far from level, or the
fuel moved back in the tank away from where it is picked up ?
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172560#172560
Message 19
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| Subject: | Re: The Numbers Don't Lie |
> That is incredible, but what caused the engine out ? Could it be that
the climb was so steep that it the fuel in the carb bowls was to far from
level, or the fuel moved back in the tank away from where it is picked up ?
>
> Mike
Mike B:
First question: Probably fuel starvation from the floats closing the float
valves.
Flew again later and could not get the X to climb like it did early this
morning. Climbed like any other Kolb, stick full back, climbing until the
prop started cavitating, but still climbing.
john h
mkIII
Labhart Field, KY
Message 20
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| Subject: | The Numbers Don't Lie |
> I have a much better attitude about this X than any of the others I have
> flown. Might be because of changes between the models and the fact that I
> have assisted in tweaking this one to fly the way I like them.> > john h
> mkIII> Labhart Field, KY
John,
You crack me up!! You're sounding like the guy that just got back from t
est-driving
a 2009 Pickup.....and saying "hey, can I get this in metalic silver. 5 mo
re minutes, and you're hooked!!
You may as well make a $12,000 donation to TNK right now! ha ha ha ha!
(Don't be mad at me, I'm just
funnin' ya!)
I have a little favor to ask of you. Since you get the impression that t
his new MkIIIXtra fly fairly well, would it be possible for you to take a r
eading of the main wings' and the hor. stabs incidences, and the boom tube.
No need to go to any elaborate measures, just a quick reading of the bott
om of the wing, and the top of the stabs, and the boom tube. That way, I c
an set my boom tube to your reading, and then set my incidence the same the
plane you're flying. I'll bring you a cold beer at Monument Valley. Than
ks
Mike Welch
_________________________________________________________________
Watch =93Cause Effect,=94 a show about real people making a real difference
. Learn more.
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| Subject: | Firestar Project |
I made the fill neck limiter today. The hardware store had a long, tapered funnel
for $2.49 that was the perfect length. One cut with a hacksaw, then sanded
to remove plastic chips, and two minutes with a glue gun converted the ten gallon
tank to five gallon.
I looked at the vacuum fuel pump bracket on the 447- the aileron horn came
awful close when folded. Turns out the bolt holding the bracket was only finger
tight! No lockwasher or locknut! Fixed that, but if I had the previous owner's
luck I'd buy lottery tickets.
I started making a tow dolly like Jack Hart did, but mine will have a handle
extended parallel to the ground to clear the wings in the folded position. My
wings stick out quite a bit past the tail. The wheel/lazy susan assembly is
all built, and I am going to use some electrical conduit for the handle. Total
cost will be about $20.
John H.- I think I have better weather. In the forties and sunny, little wind.
Keep reporting, and thanks.
Bill Sullivan
FS/KX
Windsor Locks, Ct.
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| Subject: | The Numbers Don't Lie |
Don't click this link if you have dial up.
Here's a great photo of JohnW's skinny plane
http://home.tx.rr.com/kolbrapilot/index_files/IMG_0530.JPG
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| Subject: | The Numbers Don't Lie |
Sorry I found that photo on John's site but it doesn't look like his plane.
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| Subject: | Re: The Numbers Don't Lie |
dhkey(at)msn.com wrote:
> Sorry I found that photo on John's site but it doesn't look like his plane.
That photo is one I took looking directly up the tail of a Titan with the fuselage
blocking the sun. Hence, one of many of my favorite photos I have taken.
do not archive
--------
John Williamson
Arlington, TX
Kolbra, 912ULS, 1580 hours
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172646#172646
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| Subject: | Re: wing and hor stab incidences |
Hey Mike.
Please do not take those numbers too seriously. That was the whole
point of my post.
While I am happy with my plane's performance, my plane is modified
pretty far from the stock Kolb Firestar and has a 75 hp 618 Rotax
engine.
I agree that with enough comparison with a GPS one can get a pretty
good perspective on the accuracy of ones ASI at various speeds, The
indicator can be tweaked by adjusting its static port.
Here is what I have found to be a very effective way for me to tweak
my air speed indicator to read accurately. I have an aluminum static
port tube and pressure port tube side by side on the nose of the
plane (mine are about 1 inch apart) with end of the static port tube
permanently sealed shut and with a 1/16 or smaller ( I forget) hole
drilled in the side of the tube about 1 1/2 inch from the end of the
tube. I slip a short piece of snugly fit fuel hose over each tube for
protection. By adjusting how close to the small hole in the side of
the tube the end of hose is slipped on, the static pressure reading
can be adjusted. The closer the end of the hose is to the small hole
the faster the indicator will read. I start out first without the
protection hoses on to adjust for the ideal mounting angle for my
tubes for the flight attitude where I want my indicator to be
accurate, but more importantly CONSISTENT. For me that is the slow
speed stall attitude.
There are probably other good ways to get more accurate airspeed
readings but that is what has worked for me.
Gene
On Mar 25, 2008, at 9:52 AM, JetPilot wrote:
> Gene,
>
> Those are amazing numbers. You are correct about airspeed
> indicators being off much of the time, but this is easy to fix. Go
> up on a Calm day, and mount a handheld GPS next to your airspeed
> indicator when you take the picture, that way you know what your
> error is all along the speed range.
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| Subject: | Re: The Numbers Don't Lie |
Don't click this link if you want to see a kolbra.
On Mar 25, 2008, at 6:34 PM, David Key wrote:
> Don't click this link if you have dial up.
>
> Here's a great photo of JohnW's skinny plane
> http://home.tx.rr.com/kolbrapilot/index_files/IMG_0530.JPG
>
>
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| Subject: | Re: The Numbers Don't Lie |
One of my most favorite things is flying XC trips with John Williamson. Always
fun and always learn something new. The only negative is, while I'm peddling
as fast as I can, he and the Kolbra are zooming and diving all over the place.
He can make a pit stop on a 2 hour leg and still climb back up with me in a
matter of minutes.
Still fun, just a little aggravating in a good way.
--------
Thanks too much,
John Bickham
Mark III-C
"Using my Repairman Certificate"
St. Francisville, LA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172696#172696
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| Subject: | Tube coping/notching calculator |
Hello all:
A good friend of mine showed me this very handy tool and I was so impressed I had
to post it. He does a lot of aircraft building, repair and modification and
uses this little on-line calculator all the time. You simply fill in the blanks
and then print out the results. Wrap the print around your tube and transfer
the shape. A couple of hacksaw cuts, a little grinding and some work with
a rattail file and you have a nice tight joint to weld.
It won't help much for complicated clusters, but is great for axle fittings, etc.
It works great for fitting a cross tube in between two existing tubes. If
you have ever done this you know how frustrating it can be to get both ends coped
correctly and the length right at the same time.
This is how he does it: Make a printout for each end on good stiff paper. Trim
the printouts to shape and wrap them around a tube of the correct diameter, but
short enough to fit into place. Use a straight edge to make a reference line
down the tube to help with alignment before you wrap the paper around it. A couple
of rubber bands work great for holding the paper tight enough to stay put,
but loose enough to allow you to slide the paper shapes out against the parent
tubes. The coped paper simulates the ends of the tube and lets you measure
what you will need for tube length. Takes a lot of the guess work out and lets
you check the print for accuracy before cutting the real tube. It really is
a god-send when going between non-parallel tubes of different diameters. Anyway,
here is the link:
http://www.metalgeek.com/static/cope.pcgi
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=172717#172717
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