Today's Message Index:
----------------------
1. 03:55 AM - Re: Re: Need advice on instruments (John Hauck)
2. 04:43 AM - Re: Re: Need advice on instruments (Mike Welch)
3. 09:29 AM - Re: Re: Need advice on instruments (John Hauck)
4. 09:36 AM - Re: Brad Stump (John Hauck)
5. 11:22 AM - Re: Brad Stump (william sullivan)
6. 12:27 PM - Re: Brad Stump (JetPilot)
7. 12:40 PM - Re: Re: Brad Stump (John Hauck)
8. 02:53 PM - Re: Brad Stump (Jean Bilodeau)
9. 03:34 PM - Re: Brad Stump (JetPilot)
10. 05:21 PM - Re: Re: Brad Stump (russ kinne)
11. 05:49 PM - Re: Re: Brad Stump (robert bean)
12. 06:20 PM - Re: Brad Stump (planecrazzzy)
13. 06:25 PM - Re: Re: Brad Stump (Richard Girard)
14. 06:39 PM - Re: Re: Brad Stump (Richard Girard)
15. 06:56 PM - Re: 447 problem (dalewhelan)
16. 07:21 PM - Re: W/B For MK III How Much Weight on Your Tialwheel ??? (Richard Girard)
17. 07:58 PM - Re: W & B, cruising, stalling and landing (Richard Pike)
Message 1
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| Subject: | Re: RE: Need advice on instruments |
If I understand this correctly, Mike W is grouping his Garmin 296 with his
other two air speed indicators.
I didn't know the 296 had an ASI capability???
john h
mkIII
Thanks for the tips, Ed. I'm not so worried about pricey, since the Dyno
n was well over $2500. Plus, I'm not going to rely on just one instrument,
hence the analog UMA airspeed indicator, the Dynon airspeed indicator, and
my Garmin 296 GPS.
Mike Welch
MkIII
Message 2
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| Subject: | RE: Need advice on instruments |
John H=2C
I meant I was using more than one method of knowing if an airspeed indica
tor is functioning properly. Using different forms and gauges of compariso
n=2C to check for accuracy.
I am well aware that a GPS isn't an airspeed indicator. Thanks for point
ing it out.
Mike Welch
From: jhauck@elmore.rr.com
Subject: Re: Kolb-List: RE: Need advice on instruments
If I understand this correctly=2C Mike W is grouping his Garmin 296 with hi
s other two air speed indicators.
I didn't know the 296 had an ASI capability???
john h
mkIII
Thanks for the tips=2C Ed. I'm not so worried about pricey=2C since the D
ynon was well over $2500. Plus=2C I'm not going to rely on just one instru
ment=2C hence the analog UMA airspeed indicator=2C the Dynon airspeed indic
ator=2C and my Garmin 296 GPS.
Mike Welch
MkIII
_________________________________________________________________
Windows Live=99: Keep your life in sync.
http://windowslive.com/explore?ocid=PID23384::T:WLMTAGL:ON:WL:en-US:NF_BR
_sync:082009
Message 3
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| Subject: | Re: RE: Need advice on instruments |
Great! I knew you knew the difference.
Some folks are of the understanding they can use the GPS ground speed for f
lying. Ground speed works great for navigation but not aviation.
john h
mkIII
I am well aware that a GPS isn't an airspeed indicator. Thanks for po
inting it out.
Mike Welch
Message 4
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Hey Guys:
Travis Brown shared this news report with me on the Brad Stump crash.
john h
mkIII
> John here is a news report . I dont know if this is what you read or not.
>
> http://dpa.xtn.net/dynamic/News/Story/157498
Message 5
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- John- Thank you (and Travis) for this very informative report.- My he
art goes out to the families.- I think this incident will provide valuabl
e knowledge to all of the rest of us, both regarding operating outside the
aircraft limitations and the proper deployment of a chute.- Please keep u
s posted on any further information.- Does anyone happen to know what mod
el it was, and how equiped?- Also, I think the accident was in Tennessee-
correct?
-
-------------------------
------------- Bill Sullivan
-------------------------
--------------Windsor Locks, Ct.
---
Message 6
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That is very good information John H., most of us know that the engine should be
shut down before deploying the chute on a pusher type aircraft... But reality
is that in an emergency it would be very easy to get so panicked that one would
just immediately pull the chute and forget to get the prop stopped first.
Hearing of an actual incident like this and knowing the result may prevent someone
from making the same mistake.
As far as aerobatics, a Kolb is definitely not the plane for that type of flying.
I wonder how credible the witness is, if what he saw may have been out of
control airplane trying to regain control, or if they really were doing aerobatics
? If it was a non pilot witness, control problems could easily be mistaken
for " Tricks ". I would think interviewing people that he flew with would
know if Brad was in the habit of flying his Kolb out of its flight envelope
or not. Its always sad to hear of things like this, but its very important
to find out exactly what happened so that others can learn and not make the same
mistakes.
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=257332#257332
Message 7
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You can go to this site and pull up the Preliminary Accident Report which i
s listed under 10 Aug.
Aircraft was a MKIIIx with a Hirth two stroke.
http://www.faa.gov/data_research/accident_incident/preliminary_data/
john h
mkIII
I think this incident will provide valuable knowledge to Does anyo
ne happen to know what model it was, and how equiped? Also, I think the ac
cident was in Tennessee- correct?
Bill Sullivan
Windsor Locks, Ct.
Message 8
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Does anyone know why there is no ignition kill switch in the parachute handle?
It does not seem to be that difficult to install.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=257359#257359
Message 9
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Jean Bilodeau wrote:
> Does anyone know why there is no ignition kill switch in the parachute handle?
It does not seem to be that difficult to install.
I don't think I would want a Kill switch wired into the BRS handle. The downside
is that you now have created another way to induce an engine failure if the
switch gets moved over time, or if the wire gets shorted, or any number of other
things that could happen. I also think if you were to pull the chute and
rely on a Kill switch, the prop would not instantly stop, with relative wind,
the prop would stop even slower than it would on the ground... Would the prop
stop before the chute got tangled in it, I have no idea.
So we have something that there is a definite disadvantage and safety hazard when
installed, and it may not even work as designed... I have no desire to do
this even though I could.
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=257367#257367
Message 10
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M. Bilodeau
Remember the prop would need a few seconds to stop rotating, after
you pull the handle/kill switch and before the chute was deployed.
You might very well NOT want to delay chute deployment, even by a few
seconds.
Your idea has merit but I doubt many pilots would want to install it.
On Aug 12, 2009, at 5:51 PM, Jean Bilodeau wrote:
> <bilodeau.jean@sympatico.ca>
>
> Does anyone know why there is no ignition kill switch in the
> parachute handle? It does not seem to be that difficult to install.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=257359#257359
>
>
Message 11
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In my case the prop usually stops first :)
Then I utter the "aw s____ not again"
I suggest to new Kolb test pilots to do initial stall testing with
sufficient recovery space.
-better yet, learn how to fly it first.
BB
On 12, Aug 2009, at 8:18 PM, russ kinne wrote:
>
> M. Bilodeau
> Remember the prop would need a few seconds to stop rotating, after
> you pull the handle/kill switch and before the chute was deployed.
> You might very well NOT want to delay chute deployment, even by a
> few seconds.
> Your idea has merit but I doubt many pilots would want to install it.
>
>
> On Aug 12, 2009, at 5:51 PM, Jean Bilodeau wrote:
>
>> <bilodeau.jean@sympatico.ca>
>>
>> Does anyone know why there is no ignition kill switch in the
>> parachute handle? It does not seem to be that difficult to install.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=257359#257359
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 12
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Hey Bob,
Most accidents I've heard of in Kolbs , Aren't during normal Flying...
Famous last words... "Watch This"
Gotta Fly...
Mike & "Jaz" the Flying Dog
slyck(at)frontiernet.net wrote:
> In my case the prop usually stops first :)
> Then I utter the "aw s____ not again"
>
> I suggest to new Kolb test pilots to do initial stall testing with
> sufficient recovery space.
> -better yet, learn how to fly it first.
> BB
>
> On 12, Aug 2009, at 8:18 PM, russ kinne wrote:
>
>
> >
> >
> > M. Bilodeau
> > Remember the prop would need a few seconds to stop rotating, after
> > you pull the handle/kill switch and before the chute was deployed.
> > You might very well NOT want to delay chute deployment, even by a
> > few seconds.
> > Your idea has merit but I doubt many pilots would want to install it.
> >
> >
> >
> > On Aug 12, 2009, at 5:51 PM, Jean Bilodeau wrote:
> >
> > >
> > >
> > >
> > > Does anyone know why there is no ignition kill switch in the
> > > parachute handle? It does not seem to be that difficult to install.
> > >
> > >
> > >
> > >
> > > Read this topic online here:
> > >
> > > http://forums.matronics.com/viewtopic.php?p 57359#257359
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
>
--------
.
.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=257401#257401
Message 13
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The second link John provided seems to have a more credible witness than the
person who said he was doing "tricks". From the description it sounds like
he was doing hammer head stalls / Immelmann turns and allowed the aircraft
to slide backwards during the last one. If that description is accurate it's
not too difficult to account for the bridle line of the parachute getting
wrapped around the propeller / gearbox.Too bad, such a tragic waste.
Rick Girard
do not archive
On Wed, Aug 12, 2009 at 7:44 PM, robert bean <slyck@frontiernet.net> wrote:
>
> In my case the prop usually stops first :)
> Then I utter the "aw s____ not again"
>
> I suggest to new Kolb test pilots to do initial stall testing with
> sufficient recovery space.
> -better yet, learn how to fly it first.
> BB
>
>
> On 12, Aug 2009, at 8:18 PM, russ kinne wrote:
>
>>
>> M. Bilodeau
>> Remember the prop would need a few seconds to stop rotating, after you
>> pull the handle/kill switch and before the chute was deployed.
>> You might very well NOT want to delay chute deployment, even by a few
>> seconds.
>> Your idea has merit but I doubt many pilots would want to install it.
>>
>>
>>
>> On Aug 12, 2009, at 5:51 PM, Jean Bilodeau wrote:
>>
>>> bilodeau.jean@sympatico.ca>
>>>
>>> Does anyone know why there is no ignition kill switch in the parachute
>>> handle? It does not seem to be that difficult to install.
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=257359#257359
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
Message 14
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Went back and read the report again. The entanglement is even easier to
account for if he went inverted during the last "stunt".
Rick
do not archive
On Wed, Aug 12, 2009 at 8:25 PM, Richard Girard <aslsa.rng@gmail.com> wrote:
> The second link John provided seems to have a more credible witness than
> the person who said he was doing "tricks". From the description it sounds
> like he was doing hammer head stalls / Immelmann turns and allowed the
> aircraft to slide backwards during the last one. If that description is
> accurate it's not too difficult to account for the bridle line of the
> parachute getting wrapped around the propeller / gearbox. Too bad, such a
> tragic waste.
>
> Rick Girard
> do not archive
>
>
> On Wed, Aug 12, 2009 at 7:44 PM, robert bean <slyck@frontiernet.net>wrote:
>
>>
>> In my case the prop usually stops first :)
>> Then I utter the "aw s____ not again"
>>
>> I suggest to new Kolb test pilots to do initial stall testing with
>> sufficient recovery space.
>> -better yet, learn how to fly it first.
>> BB
>>
>>
>> On 12, Aug 2009, at 8:18 PM, russ kinne wrote:
>>
>>>
>>> M. Bilodeau
>>> Remember the prop would need a few seconds to stop rotating, after you
>>> pull the handle/kill switch and before the chute was deployed.
>>> You might very well NOT want to delay chute deployment, even by a few
>>> seconds.
>>> Your idea has merit but I doubt many pilots would want to install it.
>>>
>>>
>>>
>>> On Aug 12, 2009, at 5:51 PM, Jean Bilodeau wrote:
>>>
>>>> bilodeau.jean@sympatico.ca>
>>>>
>>>> Does anyone know why there is no ignition kill switch in the parachute
>>>> handle? It does not seem to be that difficult to install.
>>>>
>>>>
>>>>
>>>>
>>>> Read this topic online here:
>>>>
>>>> http://forums.matronics.com/viewtopic.php?p=257359#257359
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
Message 15
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has this problem been solved yet?
--------
Dale Whelan
503 powered Firestar II
Projection, A simple and interesting Psychological concept
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=257408#257408
Message 16
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| Subject: | Re: W/B For MK III How Much Weight on Your Tialwheel ??? |
Mike, Never measured it on the ground but set up for W & B it's 86 lb. with
the old tail wheel. I'll do another on Friday and give you the results with
a stock Kolb on shortened gear leg.
Rick
On Tue, Aug 11, 2009 at 9:31 PM, JetPilot <orcabonita@hotmail.com> wrote:
>
> I want to compare the weight and balance of my MK III against some
> others... How much weight do you have on the tailwheel when sitting on the
> gear, and how much when you put it in flight attitude ? Did anyone have to
> add weight anywhere, or move anything to get the weight and balance within
> limits ?
>
> 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=257236#257236
>
>
Message 17
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| Subject: | Re: W & B, cruising, stalling and landing |
To John: something you said got my twisted little mind to working: ...
"3-Required the wings be rigged with more angle of attack so we could take off
and land in a nearly level attitude, and to prevent the tail from sagging to the
extreme when doing slow flight. It also slows the cruise speed because of additional
drag of pulling the tailboom through the air sideways. The Sling Shot
will really sag in the tail when slowed down because is has a lot less incidence
than the MKIII and FS.
john h
mkIII"
Hmmm - so I went out to the hangar and looked at how the bottom of the root rib
aligns with the frame that you attach the center section lower fabric to, which
is (more or less) aligned with the underside of the wing. Mine has always been
misaligned, the rear lines up, the front, not so much. The wing has too great
an angle of attack to line up with the front part of the framework, it is
about 5/8" too high. And it is built exactly to plans. (At least in this area...)
So I gets to thinking - "What if I were to drill a new hole in each root rib tang
about 5/8" lower and drop the angle of incidence of each wing until it lines
up with the lower center section? That would take about 2.5-3 degrees of incidence
out of the wings, and maybe pick up a bit of cruise speed? Would need to
retrim the elevators, reshim the angle of the motor mounts, etc, but might be
worth the hassle. Takeoff runs might be a bit different, landings too, but overall...
Hmmm..."
Now look what you've done...
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=257418#257418
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