Today's Message Index:
----------------------
1. 05:18 AM - Re: Re: W & B, cruising, stalling and landing (John Hauck)
2. 05:27 AM - Re: Re: W & B, cruising, stalling and landing (robert bean)
3. 07:21 AM - Re: Re: Need advice on instruments (pj.ladd)
4. 07:55 AM - Re: Need advice on instruments (lucien)
5. 08:12 AM - Re: Re: Need advice on instruments (pj.ladd)
6. 08:23 AM - Re: Re: Brad Stump (Dave Kulp)
7. 08:31 AM - Re: 447 problem (JetPilot)
8. 08:55 AM - Re: Brad Stump (JetPilot)
9. 08:58 AM - Re: W/B For MK III How Much Weight on Your Tialwheel ??? (JetPilot)
10. 09:04 AM - Re: 447 problem (Ralph B)
11. 09:42 AM - Re: Brad Stump (william sullivan)
12. 09:52 AM - Re: Re: Need advice on instruments (John Hauck)
13. 10:14 AM - Re: Re: 447 problem (Arksey@aol.com)
14. 10:16 AM - Re: Re: Need advice on instruments (Dana Hague)
15. 10:16 AM - Re: Re: Brad Stump (Dana Hague)
16. 10:49 AM - Re: Re: Brad Stump (Jack B. Hart)
17. 10:59 AM - Re: 447 problem (lucien)
18. 12:05 PM - Re: Brad Stump (Kirby, Dennis CTR USAF AFMC MDA/AL)
19. 01:10 PM - Re: Re: Need advice on instruments (pj.ladd)
20. 01:22 PM - Re: Re: Brad Stump (pj.ladd)
21. 01:42 PM - Re: Re: W/B For MK III How Much Weight on Your Tialwheel ??? (pj.ladd)
22. 01:53 PM - Re: Re: W/B For MK III How Much Weight on Your Tialwheel ??? (robert bean)
23. 03:04 PM - Re: 447 problem (Ralph B)
24. 03:18 PM - Re: Need advice on instruments (lucien)
25. 04:19 PM - Re: 447 problem (lucien)
26. 06:25 PM - Re: Re: 447 problem (John Hauck)
27. 08:09 PM - Re: 447 problem (lucien)
28. 08:28 PM - Re: Re: 447 problem (John Hauck)
29. 08:29 PM - Re: 447 problem (Ralph B)
Message 1
INDEX | Back to Main INDEX |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: W & B, cruising, stalling and landing |
> 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)
Rev:
I would have taken some incidence out of my wings a long time ago, but it
would have required too many other changes. I wasn't willing to make all
the other changes required for a couple mph.
Gary Haley took some incidence out of his MKIII wings when he rebuilt it a
couple years ago. Speed increase was not significant.
Decreasing incidence will also increase dihedral, unless lift struts are
shortened accordingly.
Will also require changing the 3 point stance of the MKIII, raising the nose
to increase angle of attack and allow the aircraft to rotate on take off.
Raising the nose will also improve 3 point landing capability.
john h
mkIII
Message 2
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: W & B, cruising, stalling and landing |
Richard, if you still have the aluminum legs you may be in for a
somewhat longer ground roll during takeoff.
I got as far as installing the longer legs but got sidetracked by
fuel flow/pressure problems and life in general.
A stock MkIII windshield and cabin configuration might not see much
change. Mostly because the curvature
of the window allows most of the air to slip around and provide more
lift at the wing root bottoms.
There would be a slight increase in lift under the nose which would
reduce down force requirement at the tail.
Your cabin configuration is another matter. Not much down force on
your window.
Mine has a wide flat window that slips a lot of air up and over,
around the engine to the prop. Very little
is diverted to underside wing lift. The down force on the nose is
considerable. I should benefit from
an incidence more like the Xtra.
One of these days.
BB
On 12, Aug 2009, at 10:58 PM, Richard Pike wrote:
>
> 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
>
>
Message 3
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: RE: Need advice on instruments |
Nothing helped! It still read 20 mph
slow ! I finally gave in and bought a Winter ASI as John H.
suggested.>>
Hi,
did youj also fit the pitot at the base of the starboard wing strut,
where John told me he has his fitted. If not. where?
Pat
Message 4
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Need advice on instruments |
[quote="pj.ladd(at)btinternet.com"]Nothing helped! It still read 20 mph
slow ! I finally gave in and bought a Winter ASI as John H. suggested.>>
Hi,
did youj also fit the pitot at the base of the starboard wing strut, where John
told me he has his fitted. If not. where?
Pat
> [b]
For what it's worth, my FSII had the pitot sticking right out of the front of the
nosecone. A piece of aluminum tubing stuck out about 6" or so to get the end
out of the sort of compressed area right in front of it.
It seemed to work pretty well, I tried to get an idea of where it was with the
GPS but as others have said, that's a very error-prone method of gauging airspeed
so I don't know how accurate the ASI ended up being.
After a while I hardly used it anyway so never worked on it that hard but that
seemed like a good location for the pitot (except that running into it on a walkaround
was very easy so you want a breakaway design for that location)....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=257477#257477
Message 5
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Need advice on instruments |
running into it on a walkaround was very easy so you want a breakaway design
for that location)...>>
Hi,
i had the pitot fitted unerneath the noce cone on my Xtra and wiped it off
in long grass, twice.
Pat
Message 6
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
*
*
# *INDEX*
<http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 09-08-12&Archive=Kolb#TOP_MESSAGE>
* Back to Main INDEX*
# *PREVIOUS*
<http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 09-08-12&Archive=Kolb#MESSAGE12>
* Skip to PREVIOUS Message*
# *NEXT*
<http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 09-08-12&Archive=Kolb#MESSAGE14>
* Skip to NEXT Message*
# *LIST*
<mailto:kolb-list@matronics.com?subject=Re:%20Kolb-List:%20Re:%20Brad%20Stump>
* Reply to LIST Regarding this Message*
# *SENDER*
<mailto:Richard%20Girard%20%3Caslsa.rng@gmail.com%3E?subject=Re:%20Kolb-List:%20Re:%20Brad%20Stump>
* Reply to SENDER Regarding this Message*
*
*
*Time: * */06:25:25 PM PST US/*
*Subject: * /*_Re: Brad Stump_*/
*From: * */Richard Girard <aslsa.rng@gmail.com
<mailto:aslsa.rng@gmail.com>>/*
*
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
******************************************************************************
Re: the question of non-pilots reporting on the activities of a plane overhead,
while I was without a flyable Kolb, I spent some time and considerable money taking
flying lessons. I flew out of Queen City Apt, just on the edge of ABE airspace.
We'd fly ten minutes or so south and do stalls, tight turns, figure 8's, sideslips,
etc., for the most part over the Green Lane Reservoir, and over my sister's house.
One time we were together I told her of my practice area and she said, "There are
_always_ airplanes doing acrobatics over my house! I assured her they weren't
aerobatics,
which I'm certainly not qualified to do, but simple maneuvers, such as ***practicing**
*parallel parking when learning to drive a car.
So, if there had been an incident and she spoke to a reporter, the newspaper, of
course,
would have run with the claim that the pilot was doing "tricks" before the crash.
That's
not the fault of the witness, but of the reporter, whose responsibility is to get
and
report facts, which may be gleaned from eyewitness accounts, recognizing that they
likely
aren't experts. This lack of professionalism across the board is one reason why
the newspaper industry is doing a freefall with no chute.
Dave Kulp
Bethlehem, PA
FireFly 11DMK
*
Message 7
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
rlaird wrote:
>
>
> Then I installed a Facet pump.
>
> Thanks for everyone's suggestions... I'll let you know in a week or so if the
problem stays gone!
>
> -- RObert
>
>
That Facet pump is the best thing you could have possibly done. The little pulse
pump that is standard for the 447 is barely up to the job of keeping fuel
to the engine. The first time there is the slightest degradation of performance
of the pulse pump, or slightest restriction in filter, or fuel system in any
way the engine will be starved of fuel. It is crazy to depend on such a marginal
pump to keep your engine running when the Facet pump is so cheap, easy to
install, and reduces your chance of an engine failure by a considerable amount.
It is even worse to screw around with squeeze bulbs that frequently break
and can block the fuel system when a very reliable facet pump can easily take
its place for priming, and serves as a really good backup in flight also. The
Facet pump has enough capacity to keep enough fuel flow to the engine even if
something else is not quite perfect.
The other thing I would do is buy a really good fuel filter like this 10 micron
stainless steel filter from Aircraft Spruce.
http://www.aircraftspruce.com/catalog/appages/micron10.php
This filter is designed to be cleaned and will last forever. At 10 microns, it
will far outperform any paper or disposable filter out there. This filter has
two screens inside, a coarse trapping larger debris and keeping the the 10 micron
screen from clogging. The filter screen has a large amount of surface area
and it would take a lot of abuse and neglect to cause a flow restriction in
this filter, in other words, with this filter your fuel system will stay clean
long after the cheap filters most people use have failed. Over time, this
filter pays for itself, because you just clean it instead of replacing it.
Doing these two items can save you many headaches and will very probably save a
forced landing one day. According to EAA, half of all engine failures in experimental
airplanes are caused by the fuel system, doing these two things goes
a long ways towards improving your odds.
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=257489#257489
Message 8
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
undoctor wrote:
>
> That's not the fault of the witness, but of the reporter, whose responsibility
is to get and
> report facts, which may be gleaned from eyewitness accounts, recognizing that
they likely
> aren't experts.
>
> Dave Kulp
> Bethlehem, PA
> FireFly 11DMK
>
>
I totally agree with Dave, as I said before, you just can not rely on some non
pilot's account that the plane was doing " Tricks ". If Brad had a control problem,
his recovery attempts would very well look like " Tricks ". I did not
see any knowledgeable witness describe any specific maneuvers in any of the reports
I read. If someone has more information on this accident please post a
link to it. When you read the word " Tricks ", that is obviously a statement
from someone that has no clue as to what they are talking about, and should raise
a big red flag even for even the slowest pilot here on the forum.
I am not saying that Brad did not perform any aerobatic types of maneuvers outside
the flight parameters of his Kolb, but I would not dare to make that judgment
until I talked to the people at the airport that knew Brad, flew with him,
and would know how conservative, or how crazy he was while flying his Kolb.
I think we owe Brad the consideration of not trashing his reputation by saying
he was irresponsible until we have more evidence.
As far as the chute, going backwards would more likely keep it out of the prop
on a pusher if the chute was mounted on top of the cage as they are in most MK
III's. I think the standard chute installation would get tangled in the prop
in level and controlled flight if it were pulled with the engine running. This
is something for us all to remember.
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=257492#257492
Message 9
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: W/B For MK III How Much Weight on Your Tialwheel ??? |
Thanks Rick ! Any other tailwheel weights would be appreciated..
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=257493#257493
Message 10
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
I had a similar problem a few years back on my 447. I landed and took off the float
bowl. It was a small piece of grass at the bottom. I dumped it and took off
without any problems after that. How did the grass get in there? Occasionally
I take off the bowl off to see what it looks like on the inside. Since I fly
from a grass strip, a piece of grass must have been in back, on the outside,
that I didn't see and got in. Now, I wipe down the outside of the bowl before
taking it off.
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
22 years flying it
Kolbra 912UL
N20386
1 year flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=257494#257494
Message 11
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
- I read the description of the manuevers, and a thought occurred to me.
- Is it possible for the elevator to get stuck in the up position in his
model?--I think it was a Mark IIIx.- On my old Firestar, I put a hair
pin cotter on the wingnut that holds the elevator.- It tangled with somet
hing, and got bent.- It was too long.- Is there anything front or rear
that could do that?- What would you do if the elevator somehow did get st
uck up?
-
-------------------------
----------------------Bill Sull
ivan
-------------------------
--------------------- Windsor Loc
ks, Ct.
-------------------------
--------------------- FS 447
Message 12
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: RE: Need advice on instruments |
Patrick:
Ed D is using a venturi operated Winter ASI. No pitot tube.
john h
mkIII
Nothing helped! It still read 20 mph
slow ! I finally gave in and bought a Winter ASI as John H.
suggested.>>
Hi,
did youj also fit the pitot at the base of the starboard wing strut,
where John told me he has his fitted. If not. where?
Pat
Message 13
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
In a message dated 8/13/2009 11:31:53 A.M. Eastern Daylight Time,
orcabonita@hotmail.com writes:
rlaird wrote:
>
>
> Then I installed a Facet pump.
>
> Thanks for everyone's suggestions... I'll let you know in a week or so
if the problem stays gone!
>
> =EF=BD -- RObert
>
>
That Facet pump is the best thing you could have possibly done. The
little pulse pump that is standard for the 447 is barely up to the job
of
keeping fuel to the engine. The first time there is the slightest degrad
ation
of performance of the pulse pump, or slightest restriction in filter, or
fuel system in any way the engine will be starved of fuel. It is crazy
to
depend on such a marginal pump to keep your engine running when the Facet
pump
is so cheap, easy to install, and reduces your chance of an engine failur
e
by a considerable amount. It is even worse to screw around with squeeze
bulbs that frequently break and can block the fuel system when a very
reliable facet pump can easily take its place for priming, and serves as
a really
good backup in flight also. The Facet pump has enough capacity to keep
enough fuel flow to the engine even if something else is not quite perfec
t.
The other thing I would do is buy a really good fuel filter like this 10
micron stainless steel filter from Aircraft Spruce.
http://www.aircraftspruce.com/catalog/appages/micron10.php
This filter is designed to be cleaned and will last forever. At 10
microns, it will far outperform any paper or disposable filter out there.
This
filter has two screens inside, a coarse trapping larger debris and keeping
the the 10 micron screen from clogging. The filter screen has a large
amount of surface area and it would take a lot of abuse and neglect to ca
use a
flow restriction in this filter, in other words, with this filter your
fuel
system will stay clean long after the cheap filters most people use have
failed. Over time, this filter pays for itself, because you just clean
it
instead of replacing it.
Doing these two items can save you many headaches and will very probably
save a forced landing one day. According to EAA, half of all engine
failures in experimental airplanes are caused by the fuel system, doing
these two
things goes a long ways towards improving your odds.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you
could have !!!
Kolb MK-III Xtra, 912-S
Well said Mike, I agree with what you said, I had a fuel problem with my
503 prior to changing fuel system and using a facet pump....
do not archive
JIM SWAN
firestar ll, 503, N663S
Eaton Rapids, Mi. 48827
PH 517-663-8488 runway 2300' E & W (42-28.58N 084-44.69 W )
Message 14
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Need advice on instruments |
At 10:55 AM 8/13/2009, lucien wrote:
>For what it's worth, my FSII had the pitot sticking right out of the front
>of the nosecone. A piece of aluminum tubing stuck out about 6" or so to
>get the end out of the sort of compressed area right in front of it.
Remember that it's not just the location of the pitot but also the location
of the static pressure source. When I bought my UltraStar, the pitot
location was OK but the static was simply inside the instrument pod... when
I moved my foot the indication would change a lot.
I ended up building a pitot/static tube with four radial holes on an outer
concentric tube which solved that problem, but it's still not right. Seems
about right at low speeds, but it reads about 10mph slow at cruise (as near
as I can tell by averaging GPS speed upwind and downwind). Of course I
have no idea if the instrument itself is accurate; one day I'll have to
test it with a manometer.
-Dana
--
If God took acid, would He see people?
Message 15
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
At 11:54 AM 8/13/2009, JetPilot wrote:
>I totally agree with Dave, as I said before, you just can not rely on some
>non pilot's account...
Not if they're talking to a non pilot reporter... but somewhere I read that
in accident investigation, a pilot may be the worst witness... because
their perception is influenced by that they think is happening. Accident
investigators say that a video camera, naturally, is the best witness. An
intelligent child is second best, because they describe what they see
without trying to interpret it. A non pilot adult is third, and a pilot is
the worst.
-Dana
--
If God took acid, would He see people?
Message 16
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
At 08:54 AM 8/13/09 -0700, you wrote:
>
>
>I totally agree with Dave, as I said before, you just can not rely on some
non pilot's account that the plane was doing " Tricks ". If Brad had a
control problem, his recovery attempts would very well look like " Tricks ".
I did not see any knowledgeable witness describe any specific maneuvers in
any of the reports I read. If someone has more information on this accident
please post a link to it. When you read the word " Tricks ", that is
obviously a statement from someone that has no clue as to what they are
talking about, and should raise a big red flag even for even the slowest
pilot here on the forum.
>
>I am not saying that Brad did not perform any aerobatic types of maneuvers
outside the flight parameters of his Kolb, but I would not dare to make that
judgment until I talked to the people at the airport that knew Brad, flew
with him, and would know how conservative, or how crazy he was while flying
his Kolb. I think we owe Brad the consideration of not trashing his
reputation by saying he was irresponsible until we have more
evidence.
>
Mike,
At least there was someone who saw what happened. Even a non-pilot can
observe what appears to be outside the normal operation for aircraft that
they normally see pass over. There is no need for further data gathering
due to the fact that Brad Stump is no longer with us.
It is remarkable how many "good pilots" end up dead, even those with many
hours. Since the Kolb designs are very robust, it makes one wonder why one
should fall out of the sky? If there was no mechanical failure, the only
cause for such a case is poor pilot risk management. There have been
several examples of this on the list which leads back to the fact that
altitude is your friend if you want to fly slow or practice stalls, spins,
etc, and speed is your friend if you are close to the ground.
Jack B. Hart FF004
Winchester, IN
Message 17
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
JetPilot wrote:
>
> That Facet pump is the best thing you could have possibly done. The little pulse
pump that is standard for the 447 is barely up to the job of keeping fuel
to the engine. The first time there is the slightest degradation of performance
of the pulse pump, or slightest restriction in filter, or fuel system in
any way the engine will be starved of fuel. It is crazy to depend on such a marginal
pump to keep your engine running when the Facet pump is so cheap, easy
to install, and reduces your chance of an engine failure by a considerable amount.
It is even worse to screw around with squeeze bulbs that frequently break
and can block the fuel system when a very reliable facet pump can easily take
its place for priming, and serves as a really good backup in flight also.
The Facet pump has enough capacity to keep enough fuel flow to the engine even
if something else is not quite perfect.
>
> The other thing I would do is buy a really good fuel filter like this 10 micron
stainless steel filter from Aircraft Spruce.
>
> http://www.aircraftspruce.com/catalog/appages/micron10.php
>
> This filter is designed to be cleaned and will last forever. At 10 microns,
it will far outperform any paper or disposable filter out there. This filter
has two screens inside, a coarse trapping larger debris and keeping the the 10
micron screen from clogging. The filter screen has a large amount of surface
area and it would take a lot of abuse and neglect to cause a flow restriction
in this filter, in other words, with this filter your fuel system will stay
clean long after the cheap filters most people use have failed. Over time, this
filter pays for itself, because you just clean it instead of replacing it.
>
> Doing these two items can save you many headaches and will very probably save
a forced landing one day. According to EAA, half of all engine failures in
experimental airplanes are caused by the fuel system, doing these two things goes
a long ways towards improving your odds.
>
> Mike
A couple of nits real quick....
The mikuni pneumatic pumps actually offer very good fuel draw, even in cases like
the Kolb with the tank well below the engine.
They tend to get a bad rap because of certain installation errors:
- incorrect pulse line length. Far and away this is the most common (and dangerous)
error - I've seen all kinds of mile-long pulse lines accomodating incorrect
installation methods by various manufacturers. Often there's not a very pretty
place to put the pump so that it's near enough to the engine to allow a short
pulse line. Sometimes it's simply not known that the line has to be a foot
or less regardless of what material is used. Too long of a pulse line dangerously
weakens the action of the pump.
- putting drag-inducing stuff in the vacuum side of the line like fuel bulbs and,
yes, electric pumps ;). The facet pump does introduce significant drag on the
fuel when it's turned off (should be installed on the pressure side of the
pneumatic if you must have an electric pump). The squeeze bulbs do as well, tho
not quite as bad as the electric pumps.
It's generally best to eliminate both, so you have a fully freely flowing fuel
line on both ends of the pneumatic.
I've run the mikuni pneumatics for about a decade and never had a moment's trouble
with fuel draw, even on my FSII with the tank a long ways below the carburettors.
But the installation has to be correct to avoid trouble.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=257517#257517
Message 18
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
"Jean Bilodeau" asked: << Does anyone know why there is no ignition kill
switch in the parachute handle? It does not seem to be that difficult
to install. >>
Jean, and Kolb Friends -
It seems to me that an ignition-kill switch built in to the BRS handle
may not be of benefit, as it would take too long for the engine to
spool-down. The pyrotechnic would fire, the 'chute comes out at 100
feet per second, yet the prop would still be spinning at nearly the same
instantaneous rate as what it was when the handle was pulled.
I believe the safe BRS fire sequence would be: 1) Recognize the
emergency, 2) Kill the ignition, 3) Wait a second or two, then 4) Pull
the BRS handle.
Number three will be difficult to do, especially in an emergency. But
you want the engine to be stopped (or nearly so) before the BRS fires.
Otherwise, the 'chute may end up getting tangled in the spinning prop,
as Brad's did.
On my Mark-3, I have bright, red spots painted on my instrument panel
directly above the two ignition toggle switches to aid in visualizing
which direction to flip those switches to "OFF," if the unthinkable
situation ever happens.
As John H has recommended several times on this List, it's good practice
to sit in the pilot's seat of your Kolb and "dry run" this sequence of
procedures on the ground before each flight. That way it will come
automatically if/when the REAL emergency should happen.
My thoughts and prayers go out to Brad's family.
Dennis Kirby
Mark-III, 912ul, "Magic Bike"
Cedar Crest, NM
Message 19
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: RE: Need advice on instruments |
Ed D is using a venturi operated Winter ASI. No pitot tube.>>
Thanks John,
I may look into that. I used a Winter vario on my glider years ago and
it gave good service
Pat
Message 20
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
but somewhere I read that
in accident investigation, a pilot may be the worst witness.>>
During the war I saw an Albemarle pile in. It was a twin engine medium
bomber that wasn`t up to the job and it was downgraded to Horsa glider
tugging.
I saw the tug and glider climb out of a local field reach about1500/2000ft
and the glider got out of position, pulled the tugs tail to the side. This
was enough to stall the tugs inside wing and it spun straight in.
The glider landed nearby and all the men rushed out but there was nothing
that could be done as the plane exploded in flames on hitting the ground.
Eventually an RAF investigation Officer visited me at my home. I was the
only one who had noticed that the tug pilot had ditched the tow rope. This
was crucial as it meant that the tug pilot realised what was happening
before the glider pilot.
I was not a pilot at that time but like all kids during the war I was
interested in planes. Sort of bears out the comment that a schoolboy
observer might be the best witness.
Pat
Message 21
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: W/B For MK III How Much Weight on Your Tialwheel ??? |
Any other tailwheel weights would be appreciated.>>
my xtra with jabiru 2200.
right wheel 109 kg
left wheel 110
tail wheel 30.2
empty weight 249.2
Total weight allowed 429Kg
Its late and I can`t be bothered to do the conversion to lbs
Pat
Message 22
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: W/B For MK III How Much Weight on Your Tialwheel ??? |
you stuck us with those measures and then abandoned us. -turncoat.
BB
On 13, Aug 2009, at 4:42 PM, pj.ladd wrote:
>
> Any other tailwheel weights would be appreciated.>>
>
> my xtra with jabiru 2200.
>
> right wheel 109 kg
> left wheel 110
> tail wheel 30.2
>
> empty weight 249.2
>
> Total weight allowed 429Kg
>
> Its late and I can`t be bothered to do the conversion to lbs
>
> Pat
>
>
Message 23
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
I've flown with the Mikuni pumps for 22 years and the only problem I've seen was
when I replaced the diaphragm with one that was an aftermarket part that wasn't
like the original. It ran rough and I replaced the pump. I found it had been
creased and was leaking fuel out the weep hole.
If you think the single Mikuni pump is marginal, then use a double Mikuni and tie
the outputs together. This is what I have on my 447.
Never use fuel line for the pulse line. I use auto fuel line.
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
22 years flying it
Kolbra 912UL
N20386
1 year flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=257557#257557
Message 24
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Need advice on instruments |
Dana wrote:
>
> Remember that it's not just the location of the pitot but also the location
> of the static pressure source. When I bought my UltraStar, the pitot
> location was OK but the static was simply inside the instrument pod... when
> I moved my foot the indication would change a lot.
>
> I ended up building a pitot/static tube with four radial holes on an outer
> concentric tube which solved that problem, but it's still not right. Seems
> about right at low speeds, but it reads about 10mph slow at cruise (as near
> as I can tell by averaging GPS speed upwind and downwind). Of course I
> have no idea if the instrument itself is accurate; one day I'll have to
> test it with a manometer.
>
> -Dana
> --
> If God took acid, would He see people?
Er what static source..... ;)..... Good thing I didn't use it for much....
But yes you're quite right. I remember my wrist altimeter being off for similar
reasons when I tried it in my titan. It was usually fairly close in my trike
out in the wind tho....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=257561#257561
Message 25
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Ralph B wrote:
> I've flown with the Mikuni pumps for 22 years and the only problem I've seen
was when I replaced the diaphragm with one that was an aftermarket part that wasn't
like the original. It ran rough and I replaced the pump. I found it had
been creased and was leaking fuel out the weep hole.
>
> If you think the single Mikuni pump is marginal, then use a dual Mikuni and tie
the outputs together. This is what I have on my 447.
>
> Never use fuel line for the pulse line. I use single-walled auto fuel line. It's
very rigid and won't collapse. Some guys use pneumatic line, which is good
too.
>
> Ralph B
The real issue with the pulse line isn't so much the sturdiness of the walls of
the line (tho you generally only want to use purpose-made pulse line anyway),
it's the compliance of the air column inside the line.
Air compresses as we all know, so when you have more air in the column, the easier
it compresses. Because of that, less energy from the pulse output on the motor
gets transmitted to the pump.
After a certain length, even if the line is made of solid steel, too much of the
pulse energy gets absorbed by the air column in the line and too little is left
over to drive the pump.
It's a very simple thing to overlook but such a horribly dangerous mistake to make.
A foot or less always, never longer than a foot.
The single mikuni pump will work fine in virtually all normal situations with a
single carb engine. For dual carb you do want the higher volume pump.
Still I always strongly preferred nothing in the vacuum end of the fuel line but
a filter and that was it. No squeeze bulbs, extra pumps, etc., that can introduce
drag. Once you take them out you may find you never needed them in the first
place. I never had any trouble in almost 10 years of use of those pumps.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=257572#257572
Message 26
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
> Still I always strongly preferred nothing in the vacuum end of the fuel
line but a filter and that was it. No squeeze bulbs, extra pumps, etc., that
can introduce drag. Once you take them out you may find you never needed
them in the first place. I never had any trouble in almost 10 years of use
of those pumps.
>
> LS
There is no way to convert years to actual time of operation of an aircraft,
or any other piece of machinery. That's why they install hour meters, or
like we did in Army Aviation, log the flight in the aircraft log book.
If I tell you I have been flying more than 40 years, that doesn't tell you
how much flight experience I have.
If you tell me you never had any trouble in almost 10 years of use of those
pumps, that could mean 10 minutes or 100 hours. Who knows?
john h
mkIII - Flying it 17 years...and 2,980+ flight hours.
Message 27
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
John Hauck wrote:
>
>
> If you tell me you never had any trouble in almost 10 years of use of those
> pumps, that could mean 10 minutes or 100 hours. Who knows?
>
> john h
> mkIII - Flying it 17 years...and 2,980+ flight hours.
Ok, that's it. I've told you multiple times now how much time I have with them
and that's already too many times. You're free to believe what you want - that
I have 0, 1, 5, 500 or 5000 hours. Go for it.
Regarding the advice and experience I've shared, you can verify what I've told
you with any number of other experienced 2-stroke fliers. If you think everything
I'm telling you is crap, then I'm done telling it to you. Feel free to get
your 2-stroke experience and advice elsewhere. I'll take mine elsewhere also.
I'm done with you, and done with the list.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=257605#257605
Message 28
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
>> If you tell me you never had any trouble in almost 10 years of use of
those
>> pumps, that could mean 10 minutes or 100 hours. Who knows?
>>
>> john h
>> mkIII - Flying it 17 years...and 2,980+ flight hours.
>
>
> Ok, that's it. I've told you multiple times now how much time I have with
> them and that's already too many times. You're free to believe what you
> want - that I have 0, 1, 5, 500 or 5000 hours. Go for it.
>
> Regarding the advice and experience I've shared, you can verify what I've
> told you with any number of other experienced 2-stroke fliers. If you
> think everything I'm telling you is crap, then I'm done telling it to you.
> Feel free to get your 2-stroke experience and advice elsewhere. I'll take
> mine elsewhere also.
>
> I'm done with you, and done with the list.
>
> LS
No one is questioning your experience, but 10 years is not relative when it
comes to operating an engine. If you want to impress the Kolb List with
your experience, then you need to express it in hours, not years.
I have no desire to verify your experience, but it would help if you express
it so we can understand it.
john h
mkIII
Message 29
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Lucien, please don't leave as you add quite a bit to this list.
John H may have been referring to me as I say that I have 22 years flying, but
have not listed my hours.
Ralph B
22 years flying
960 hours
--------
Ralph B
Original Firestar 447
N91493 E-AB
22 years flying it
Kolbra 912UL
N20386
1 year flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=257609#257609
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|