Today's Message Index:
----------------------
1. 04:16 AM - Re: Re: stalls (pj.ladd)
2. 05:54 AM - Re: Re: Bad experience with California Power Systems (chris davis)
3. 06:08 AM - Re: stalls (lucien)
4. 06:18 AM - Re: Twinstar (btcmed)
5. 07:41 AM - Re: q (jb92563)
6. 09:56 AM - Re: Re: stalls (pj.ladd)
7. 10:31 AM - Re: Re: q (Dana Hague)
8. 11:58 AM - Re: Re: stalls (Jack B. Hart)
9. 01:36 PM - Deer On the Runway (Richard & Martha Neilsen)
10. 01:46 PM - Re: Length of the MXIII (gary aman)
11. 02:10 PM - Re: Re: q (possums)
12. 02:40 PM - Re: Re: stalls (Russ Kinne)
13. 02:51 PM - Re: Re: q (Richard & Martha Neilsen)
14. 02:52 PM - Re: Deer On the Runway (Russ Kinne)
15. 03:55 PM - Re: Deer On the Runway (planecrazzzy)
16. 04:34 PM - Firestar Project- gas tank (william sullivan)
17. 06:34 PM - Re: Deer On the Runway (Dana Hague)
18. 06:34 PM - Re: Re: Engine quit today, now to figure out why? (Dana Hague)
19. 06:55 PM - Re: Deer On the Runway (ElleryWeld@aol.com)
20. 07:12 PM - Re: Deer On the Runway (Steven Green)
21. 07:26 PM - Cuyuna Cooling (Frank Clyma)
22. 07:35 PM - Re: Re: Ultrastar aileron bellcrank? (Jack B. Hart)
23. 08:27 PM - Re: Firestar Project- gas tank (chris davis)
24. 11:30 PM - Re: Engine quit today, now to figure out why? (jb92563)
25. 11:41 PM - Re: Cuyuna Cooling (jb92563)
Message 1
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When you're on the tow is another place the ASI can fool you>.
Hi Lucien,
It doesn`t matter if you watch the ASI or an AOA indicator if you listen to
the glider and feel that slight judder, get the stick forward sharpish and
you should head off a stall everytime. I was taught NOT so much `stall
recovery` but RECOGNITION of a stall before it happens. Gliders pilots who
are thermalling in a gaggle of say 20 other gliders all banked at 30 degrees
or more 5 knots above the stall all in an area a few hundred yards across
will have his ears on the audio for the vario and his eyes outside, not
watching instruments. Glider pilots will just ease the back pressure
slightly when that `judder` occurs as they can`t afford to lose the height
which a power pilot can easily recover.
If you want to see some incredible glider flying see Youtube under `Nutter
at Kemble` (I think) there is film of a display at at Kemble Air Day with
the glider pilot doing rolls while still on aerotow. Also mirror flying with
the tug.Fantastic.
Cheers
Pat
Message 2
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| Subject: | Re: Bad experience with California Power Systems |
jerb, I don't think one can blame their lousy parts and service on the econ
omy as it was 8 years ago I had my bad experience and stopped doing busines
s with them. Chris =0A=0A=0A=0A----- Original Message ----=0AFrom: jerb <ul
flyer@verizon.net>=0ATo: kolb-list@matronics.com=0ASent: Wednesday, May 14,
2008 1:51:21 AM=0ASubject: Re: Kolb-List: Re: Bad experience with Californ
n.net>=0A=0AWhat you all may be experiencing is the effects of the slow eco
nomy =0Aand slow down in the UL market itself.- I would suspect they have
=0Areduced their staff to bare bones and those remaining are over =0Awhelm
ed.- It seems to work out that way.=0Ajerb=0A=0AAt 11:29 AM 5/13/2008, yo
.com>=0A>=0A>=0A>R. Hankins wrote:=0A> > Hello all:=0A> > Here is a warning
to all about doing business with California =0A> Power Systems.=0A>=0A>=0A
>I"ll second this.=0A>=0A>Has anyone seen the 2-stroke teardown/rebuild vid
eo from CPS?=0A>=0A>If not, it might be worth a few bucks to get it to conv
ince yourself =0A>you never, ever want to send your motor over there for an
y reason. =0A>Likewise with parts.... I've never seen engine parts manhandl
ed like =0A>that before in my life.....=0A>=0A>For motor work, I'd suggest
Ronnie Smith at south Mississippi light =0A>aircraft, Mark Smith at tristat
e kite sales in IN (2-stroke only but =0A>has decades of Rotax experience),
and lockwood aviation in FL.=0A>=0A>LS=0A>=0A>--------=0A>LS=0A>FS II=0A>
=0A>=0A>=0A>=0A>Read this topic online here:=0A>=0A>http://forums.matronics
.com/viewtopic.php?p=182947#182947=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A=0A=0A
===0A=0A=0A
Message 3
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pj.ladd(at)btinternet.com wrote:
> When you're on the tow is another place the ASI can fool you>.
>
> Hi Lucien,
>
> It doesn`t matter if you watch the ASI or an AOA indicator if you listen to
> the glider and feel that slight judder, get the stick forward sharpish and
> you should head off a stall everytime. I was taught NOT so much `stall
> recovery` but RECOGNITION of a stall before it happens. Gliders pilots who
> are thermalling in a gaggle of say 20 other gliders all banked at 30 degrees
> or more 5 knots above the stall all in an area a few hundred yards across
> will have his ears on the audio for the vario and his eyes outside, not
> watching instruments. Glider pilots will just ease the back pressure
> slightly when that `judder` occurs as they can`t afford to lose the height
> which a power pilot can easily recover.
>
> If you want to see some incredible glider flying see Youtube under `Nutter
> at Kemble` (I think) there is film of a display at at Kemble Air Day with
> the glider pilot doing rolls while still on aerotow. Also mirror flying with
> the tug.Fantastic.
>
> Cheers
>
> Pat
That's the way I learned it - referencing airspeed with an ASI for stall recognition/recovery
is not a theory of fixed-wing flight that I'm familiar with or
ever heard of being taught. Maintenance of angle of attack is the only method
of stall avoidance and recovery that I've ever seen work in any airplane I've
flown and it's what my instructors have always taught me as well.
Fortunately, in light aircraft like the Kolb, this isn't a difficult skill to acquire.
In my old FSII, I never needed to use the ASI for anything other than
making sure of V-speeds like Vne; in my titan I also rarely look at it again once
I'm on downwind and configured for the approach. I'd say I stopped needing
to use it at about 40 hours in the plane, about the same with Kolb.
Same thing in the glider I'm learning in right now, the ASI is used strictly for
airspeed and never for stall recognition or recovery.
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183097#183097
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Thanks for getting back to me I love the pictures I think they will help very much.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183098#183098
Message 5
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Being a glider Pilot I was not familiar with stall warning horns as I learned how
to recognize a stall directly early on in my training.
As a matter of fact I can't imagine how a pilot could not recognize a stall.
There's plenty of other signs if you are paying attention.
Maybe its different in a Kolb since I have not flown my UltraStar yet.
I guess the point of this thread is that the pilot is filming and will not be paying
attention to flying the aircraft as much and needs audio assistance as his
eyes engaged elsewhere.
Perhaps a copilot is an even better idea, although he could surely benefit from
VG's.
--------
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=183118#183118
Message 6
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, the ASI is used strictly for airspeed>>
Hi Lucien,
sounds as if we came up the same way. On the downwind leg of around my
10th glider flight the CFI threw his gloves onto a shelf thus covering the
ASI and the Altimeter with the words `you don`t need the instruments. Look
outside and listen to the plane.`
Pat
Message 7
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At 10:39 AM 5/14/2008, jb92563 wrote:
>As a matter of fact I can't imagine how a pilot could not recognize a stall.
>
>There's plenty of other signs if you are paying attention.
>
>Maybe its different in a Kolb since I have not flown my UltraStar yet...
Some aircraft (mainly faster aircraft) have more abrupt stalls, but should
be no problem in your US. 'Bout the only issue you may have is that the
best climb is practically at stall speed, so there's a narrow margin... but
the US hardly stalls at all, you feel the buffet and it mushes a bit, but
you gotta try hard to get a real "break" with the nose dropping.
-Dana
--
How is it that 2 teenagers in the back of an original Volkswagen Beetle,
in a crowded drive-in theater, can reproduce, yet it takes 2 spotted owls
10,000 acres?
Message 8
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At 05:53 PM 5/14/08 +0100, you wrote:
>
>, the ASI is used strictly for airspeed>>
>
>Hi Lucien,
>sounds as if we came up the same way. On the downwind leg of around my
>10th glider flight the CFI threw his gloves onto a shelf thus covering the
>ASI and the Altimeter with the words `you don`t need the instruments. Look
>outside and listen to the plane.`
>
>Pat
Pat and Kolbers,
I flew gliders for several years, and what has been said here is true. But,
it is easier in gliders, in that, one does not have the distraction of
engine noise and vibration. They tend to mask what the plane is really
doing. In a glider, your lower cheeks will tell you pretty much what the
plane is doing and the sound of the wind flowing around the canopy tell you
your air speed. In powered flight, you still have your lower cheeks and if
your controls are light, feedback from the stick, but sound is pretty well
masked by headsets and/or noise protection and high background noise.
Just waiting for a fuel sipping, 35hp turboprop engine that weighs in at 70
pounds.
Jack B. Hart FF004
Winchester, IN
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| Subject: | Deer On the Runway |
I'm having problems with deer on my runway. On occasions I see deer but
they have never been a problem before. A few nights ago a deer ran
across the runway in front of my plane while landing I was able to power
up and land beyond to crossing deer but I didn't like it. Does anyone
know if there is a way to get a out of season hunting permit to clear
deer from a runway (private unregistered airport)?
Rick Neilsen
Redrive VW powered MKIIIC
Message 10
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| Subject: | Re: Length of the MXIII |
Just a note on trailer length.A24 ft. car hauler with the nose extended to make
it V shaped cost $300.00 extra but gives you almost 2.5 ft.extra inside.That
might vary from mfg. to mfg.but my classic has 6" in back and 18" in front.The
biggest pain is width.The wheel wells are inside and just makes it on mine.
G.Aman MK-3C 82 wide at the axel nuts"
w/ steel legs that are straight .
----- Original Message ----
From: Mike Welch <airspeedx3@yahoo.com>
Sent: Sunday, May 11, 2008 9:14:57 PM
Subject: Re: Kolb-List: Length of the MXIII
Cloyd,
First of all, hello! I haven't heard of you before. (Maybe I wasn't paying
close enough attention.) I'm glad to hear you either have or want to have an
Xtra, the finest lightplane around, IMHO.
Now, to answer you question, Cloyd. An Xtra is a long SOB. I have one wing
folded on my plane, so it was easy to take a reading....just hook a tape and walk
toward the front. I come up with REAL close to 24' 4", or in there somewhere.
In my particular case, I'll be adding about an additional 6" per wing, when
I finally get my droop tips attached. So, you are looking at the minimum
of about 25' interior length. Recommend 26'.
Plus, it seems like someone was asking how tall a trailer should be, to roll
an Xtra inside of it. IIRC, I came up with just under 6 1/2 feet tall. I'd need
7', now that I installed the steel gear legs, which raised the fuselage by
at least 5", possibly 6".
For your information, and any others that don't already know, NO, I don't have
an Xtra. I have a MkIII Classic I converted to look like an Xtra. Is it the
same dimensions as an Xtra? YES!!! Does it look like a genuine Xtra? YES!!!
I got my dimensions from a genuine Xtra frame (Ala Pat Ladd's Xtra in Great
Britain). After making all the fuselage cuts and welds, I installed a genuine
Kolb nosecone. The differences between my plane and a genuine Xtra are so
subtle that 95% of most Kolb owners wouldn't know it wasn't, if I didn't say
anything. (Once I get it finished, I'll be raising that 95 to about 99%)
How about a few photos, if you have an Xtra already?? I enclosed a photo I took
awhile back of my MkIII.
Best to ya,
Mike Welch
MkIII CX
From: Cloyd Watson <dc8sandals@gmail.com>
Subject: Kolb-List: Length of the MXIII
Hi Guys,
What is the length of the Mark III Xtra? In other words .... how long of
a trailer do I need??
Thanks,
Cloyd
Do not archive
________________________________
Be a better friend, newshound, and
Message 11
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At 10:39 AM 5/14/2008, you wrote:
>
>Being a glider Pilot I was not familiar with stall warning horns as
>I learned how to recognize a stall directly early on in my training.
>
>Perhaps a copilot is an even better idea, although he could surely
>benefit from VG's.
>
>--------
>Ray
Everything can benefit from VG's.
Even this helicopter flies better with them.
Take a look.
Where's John H? Oh yeah .............he's out of town, I forgot.
http://www.youtube.com/watch?v=Dyisg9-Mwjw
Message 12
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Jack
While you're waiting, why not make it a fuel-sipping 70hp turboprop
engine that weighs 35 lbs?
You're right on in re letting the body tell you what's happening --
do not archive
On May 14, 2008, at 3:55 PM, Jack B. Hart wrote:
> <jbhart@onlyinternet.net>
>
> At 05:53 PM 5/14/08 +0100, you wrote:
>>
>> , the ASI is used strictly for airspeed>>
>>
>> Hi Lucien,
>> sounds as if we came up the same way. On the downwind leg of
>> around my
>> 10th glider flight the CFI threw his gloves onto a shelf thus
>> covering the
>> ASI and the Altimeter with the words `you don`t need the
>> instruments. Look
>> outside and listen to the plane.`
>>
>> Pat
>
> Pat and Kolbers,
>
> I flew gliders for several years, and what has been said here is
> true. But,
> it is easier in gliders, in that, one does not have the distraction of
> engine noise and vibration. They tend to mask what the plane is
> really
> doing. In a glider, your lower cheeks will tell you pretty much
> what the
> plane is doing and the sound of the wind flowing around the canopy
> tell you
> your air speed. In powered flight, you still have your lower
> cheeks and if
> your controls are light, feedback from the stick, but sound is
> pretty well
> masked by headsets and/or noise protection and high background noise.
>
> Just waiting for a fuel sipping, 35hp turboprop engine that weighs
> in at 70
> pounds.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
Message 13
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Possums
You keep coming up with this stuff. I have to assume that the frame speed is
perfectly matched with the rotor speed. The tip off is the sounds and the
flexing of the rotors.
As for the VGs......
Do not archive
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "possums" <possums@bellsouth.net>
Sent: Wednesday, May 14, 2008 5:06 PM
Subject: Re: Kolb-List: Re: q
>
> At 10:39 AM 5/14/2008, you wrote:
>>
>>Being a glider Pilot I was not familiar with stall warning horns as I
>>learned how to recognize a stall directly early on in my training.
>>
>>Perhaps a copilot is an even better idea, although he could surely benefit
>>from VG's.
>>
>>--------
>>Ray
>
> Everything can benefit from VG's.
> Even this helicopter flies better with them.
> Take a look.
> Where's John H? Oh yeah .............he's out of town, I forgot.
>
> http://www.youtube.com/watch?v=Dyisg9-Mwjw
>
>
>
Message 14
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| Subject: | Re: Deer On the Runway |
Rick
1. Where I live is one of the worst deer areas anywhere.
2. I'm on the 'Deer Committee'
3. whistles & reflectors don't work
4. There are no easy answers!
If the strip is private, and the deer are 'damaging crops' or
anything remotely similar, the State can issue a nuisance-wildlife
hunting permit. Usually not too hard to get. Talk to the DEP,
Nuisance wildlife division & ask what you can do. Yours won't be
their first call, and they're usually cooperative. Hope so.
Thank God they taste good!I Otherwise no one would hunt them and we'd
be in much worse shape.
BTW I love to watch them, they're beautiful, but enough is enough! --
may be even too much --
PS If anyone has a goose problem, let the grass grow to 6-8" high
wherever you can. That's high enough to hide a fox, the geese know it
& may go elsewhere
do not archive
On May 14, 2008, at 4:34 PM, Richard & Martha Neilsen wrote:
> I'm having problems with deer on my runway. On occasions I see deer
> but they have never been a problem before. A few nights ago a deer
> ran across the runway in front of my plane while landing I was able
> to power up and land beyond to crossing deer but I didn't like it.
> Does anyone know if there is a way to get a out of season hunting
> permit to clear deer from a runway (private unregistered airport)?
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
>
Message 15
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| Subject: | Re: Deer On the Runway |
In airstrips like that....My Dad would do a high speed pass before turning back
to land....
Helps spook Hogs,Deer,moose....
.
.
.
Gotta Fly...
.
.
.
--------
.
.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183201#183201
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| Subject: | Firestar Project- gas tank |
Chris- I was trying to cut the capacity down to 5 gallons without a major fabric
job, but it looks like I can't avoid it. I am a newcomer to do-it-yourself
aircraft, and I intend to admit all of my mistakes clearly so that others won't
try the same stuff.
I am acquiring a tank off of Ellery, and he says it should be the one. Ed Harvey
has a rather open rear pod area on his, and I may copy it. It would make
gassing it a lot easier, as well as checking and servicing the fuel system. Any
tips and comments are welcome.
do not archive
Bill Sullivan
FS/KX/447
Windsor Locks, Ct.
Message 17
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| Subject: | Re: Deer On the Runway |
At 04:34 PM 5/14/2008, Richard & Martha Neilsen wrote:
>I'm having problems with deer on my runway. On occasions I see deer but
>they have never been a problem before. A few nights ago a deer ran across
>the runway in front of my plane while landing I was able to power up and
>land beyond to crossing deer but I didn't like it. Does anyone know if
>there is a way to get a out of season hunting permit to clear deer from a
>runway (private unregistered airport)?
It will depend on your state wildlife regulations. I know that in CT you
can get a "Deer depredation permit" which allows you to shoot deer that are
damaging crops, dunno if they'd allow it for an airport... can't see why
not if they're endangering human life. Depending on the surround area,
though, there might be restrictions, like no firearms (bowhunting only) or
other restrictions.
Of course if it's your own land and nobody else is around...
-Dana
--
Q: Why is it that New Jersey got all the toxic waste dumps and California
got all the lawyers?
A: New Jersey had first choice.
Message 18
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| Subject: | Re: Engine quit today, now to figure out why? |
At 10:37 AM 5/13/2008, jb92563 wrote:
>I ran my UL-202 this past weekend, and tried without the fuel pump to see
>what would happen and found the engine does not suck fuel well at all on
>its own.
No, it would not.
>It really does sound like fuel starvation.
Now, I'm less sure. Yesterday before trailering the plane home, I pulled
it out to look at things. I noticed fuel dribbling from the carburetor
vent tubes, something I've never noticed before. And the trailer floor
under the carb was damp with fuel/oil. This is a pretty clear indication
of a leaky float needle, which would cause _rich_ running, not fuel
starvation. Still, an excessively rich mixture can also cause engine
stoppage... or a worn needle could also stick closed. Or crud, but either
way it's pointing to a carburetor issue... probably won't pull it apart
until the repair parts arrive in a few days, though.
>I think I'll consider an overhead starter like yours seeing as how it
>demonstratably worked for you in flight.
Yes, it sure was nice to have! It makes for a better pull angle on the
ground, too. It's just a piece of stainless sheet bent into a "U" shape
holding a pulley, on the LH universal joint bolt.
-Dana
--
Q: Why is it that New Jersey got all the toxic waste dumps and California
got all the lawyers?
A: New Jersey had first choice.
Message 19
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| Subject: | Re: Deer On the Runway |
Laughing Like a redneck dig out the old 30-06 and do some target practice
"Bang Bang shoot em dead drag em home and stuff the head" if your freezer gets
to full call me. J/K
Seriously I would think if you had a chat with a local warden you probably
could get a permit or if you didn't want to do the shooting they have people
in the area that takes a handle on things like that, like they do here with
Crop damaging deer
Ellery in Maine Definitely
do not archive
In a message dated 5/14/2008 4:37:29 P.M. Eastern Daylight Time,
NeilsenRM@comcast.net writes:
I'm having problems with deer on my runway. On occasions I see deer but they
have never been a problem before. A few nights ago a deer ran across the
runway in front of my plane while landing I was able to power up and land beyond
to crossing deer but I didn't like it. Does anyone know if there is a way to
get a out of season hunting permit to clear deer from a runway (private
unregistered airport)?
Rick Neilsen
Redrive VW powered MKIIIC
(http://www.matronics.com/Navigator?Kolb-List)
(http://www.matronics.com/contribution)
**************Wondering what's for Dinner Tonight? Get new twists on family
favorites at AOL Food.
(http://food.aol.com/dinner-tonight?NCID=aolfod00030000000001)
Message 20
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| Subject: | Re: Deer On the Runway |
Rick,
Build yourself a radio activated propane cannon. 5 clicks on 122.85
fires the cannon, scares the deer and all the neighbors. The cannons
should be available through farm suppliers. The radio part would have
to come from an airport lighting supplier or someone handy with circuit
boards and a soldering iron.
Steven
Mark 3
912S
530 hrs
Do not archive
At 04:34 PM 5/14/2008, Richard & Martha Neilsen wrote:
I'm having problems with deer on my runway. On occasions I see deer
but they have never been a problem before. A few nights ago a deer ran
across the runway in front of my plane while landing I was able to power
up and land beyond to crossing deer but I didn't like it. Does anyone
know if there is a way to get a out of season hunting permit to clear
deer from a runway (private unregistered airport)?
Message 21
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REF:
In the mean time I brought out the Cuyuna 430 and am
prepping it to go in the UL-202's place for now.
They are Identical to the UL-202 except for the 7lbs
extra weight and a single 28mm carb.
If it works out I may go to dual carbs for more power.
I hear some were getting near 40 hp from a dual carb
430.
I'll compare it with the other engines performance to see how it
compares.
Ray
Kolb UltraStar (Cuyuna UL-202)
Moni MotorGlider
Schreder HP-11 Glider
Riverside County, CA
--------------------------------------------
Ray,
The 430 is not identical to the U-L202. The early 430's went to the
32 MM carb, double head gaskets, and a special flow thru head, to try
and cool them. With only partial success. The flow thru head had every
other fin removed, to try and get more cooling air to the original head
on the rear cyl. I think most of this was incorporated into the UL-202.
I also believe the 202 had different porting locations on the jugs, in
an effort to get more torque into the mid range.
The only really successful Cuyuna I ever saw was on Richard
Swiderski's Ultrastar "Stork", and he ran dual carbs. I think he also
used parts from both the 430 and the 202 on his most successful version.
He may still be on this list, maybe he'd share some of his experience.
You probably do have a too much prop. Only good fix is a ground
adjustable. Leaving it a little bit over propped will usually help keep
EGT's in check. In my experience, the ground adjustables will out pull a
fixed pitch even running at the same rpm. True anyway for Warp, GSC,
and Powerfin. Probably not true for the old flat-bladed Ultra Prop.
Frank Clyma
Jacksonville FL
Message 22
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| Subject: | Re: Ultrastar aileron bellcrank? |
Dana & List,
I apologize for tossing out some numbers with out explanation. I used a
quick graphical solution to come up with relative numbers for an aileron
one-half the chord.
It rained today so I worked up a similar graphical approach to match the
modifications I have made to the FireFly. The results can be seen at:
http://www.thirdshift.com/jack/firefly/firefly139.html
I inserted some responses below.
At 08:57 PM 5/9/08 -0400, you wrote:
>
>If you have to move the aileron twice as far to get the same effect (same
>aerodynamic force), but the moment arm to the center of pressure is halved,
>then the torque applied to the aileron is also halved. However, you have
>to move the stick twice as far (not possible on the US, at least not on mine).
>
If your maximum aileron down deflection is 20 degrees, there is more than
enough stick deflection.
>To get the same control authority for a given stick deflection, then you
>have to adjust the control linkage to get double the aileron movement for
>the same stick deflection, which multiplies the torque by a factor of
>two... net result, same stick force.
>
In my case, I was able to reduce "Tee" hole spacing to gain greater
mechanical advantage and therefore reduce stick force required.
>
>I don't see that at all. If the rolling force (regardless of the aileron
>size) is the same, then the amount of twist it causes in the wing should be
>the same.
>
All that extra effort that you have to exert to deflect the aileron has to
go some where. Some of it goes into twisting the aileron torque tube. The
rest and probably most of it goes into twisting the wing ribs about the main
spar.
>
>The modification suggested for the US is not a steel root rib (which it
>already has), but a collar to reinforce the main spar attachment to the
>root rib, keep the spar tube round, and keep the spar from twisting...
>though I'm not convinced how the modification, as I understand it, would
>help that much.
>
In the FireFly, there is one pin through the main spar attachment point to
the cage. Also a second through the rear wing universal attachment point.
And two more through the wing struts. The only thing that keeps the wing
from kicking up in the back with down aileron is the most inboard steel rib.
This leaves the outboard portion of the wing to progressively twist up
under this condition. Since the airfoil lift profile usually centers over
the main spar this twist is not usually harmful.
I hope this helps to explain why reasonably small ailerons may be of
benefit. Would I change back? No way!
Jack B. Hart FF004
Winchester, IN
Message 23
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| Subject: | Re: Firestar Project- gas tank |
Bill, Sorry I didn't know you had a closed in rear cockpit , mine was the o
pen type and changing tanks would be a breeze ,Sorry if I sounded upidy hop
e your new tank works out . Chris Davis ,Firestar KxP 503, 490hrs sold it
- now building a Firefly =0A=0A=0A=0A----- Original Message ----=0AFrom:
william sullivan <williamtsullivan@att.net>=0ATo: kolb list <kolb-list@matr
onics.com>=0ASent: Wednesday, May 14, 2008 7:26:40 PM=0ASubject: Kolb-List:
Firestar Project- gas tank=0A=0A=0A- Chris- I was trying to cut the capa
city down to 5 gallons without a major fabric job, but it looks like I can'
t avoid it. I am a newcomer to do-it-yourself aircraft, and I intend to adm
it all of my mistakes clearly so that others won't try the same stuff.=0A
- I am acquiring a tank off of Ellery, and he says it should be the one.
Ed Harvey has a rather open rear pod area on his, and I may copy it. It wou
ld make gassing it a lot easier, as well as checking and servicing the fuel
system. Any tips and comments are welcome.=0A-=0Ado not archive=0A--
-------------------------
-------------------------
-- Bill Sullivan=0A-----------------
-------------------------
------------ FS/KX/447=0A--------
-------------------------
--------------------- Windsor Loc
== =0A=0A=0A
Message 24
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| Subject: | Re: Engine quit today, now to figure out why? |
Thats puzzling as it took prime to restart in the air.
I wonder if the floats could be binding causing the possibility of lean or rich.
I found acetone dissolves the gunk very quickly.
I have my Cuyuna 430 mounted tonight on the US and am soaking the carb in acetone
to get rid of all the old gunk.
I'll let it soak overnight and tomorrow evening brush and flush it out and mount
it on the engine.
Should be able to try out the engine this weekend.
--------
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=183246#183246
Message 25
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| Subject: | Re: Cuyuna Cooling |
Thats good info...and since I have one of each perhaps I can make that perfect
engine between the two.
For now I'll try the stock 430 with the 28mm carb and it does have the modified
cooling fins.
I can rebuild the other one in the mean time.
--------
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=183249#183249
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