Today's Message Index:
----------------------
1. 12:22 AM - Re: Short video ()
2. 07:17 AM - drag conundrum (Thom Riddle)
3. 07:21 AM - Re: Kolb-List Digest: 9 Msgs - 05/27/10 (Bob Green)
4. 07:39 AM - Re drag conundrum (william sullivan)
5. 08:44 AM - Re: drag conundrum (b young)
6. 08:50 AM - Re: drag conundrum (Thom Riddle)
7. 08:51 AM - Re: Re drag conundrum (b young)
8. 10:05 AM - Re: Re drag conundrum (Dana Hague)
9. 10:05 AM - Re: drag conundrum (Dana Hague)
10. 10:15 AM - Dihedral (rayw)
11. 10:43 AM - Re: drag conundrum (Thom Riddle)
12. 11:41 AM - Re: Re drag conundrum (Thom Riddle)
13. 12:07 PM - Re: Dihedral (JetPilot)
14. 12:35 PM - Re: Dihedral (Vincent Nicely)
15. 01:18 PM - Re: Re drag conundrum (Jason Omelchuck)
16. 01:53 PM - Re: Re drag conundrum (Richard Pike)
17. 02:53 PM - Re: Re: drag conundrum (Dana Hague)
18. 03:28 PM - Hauck Ramblings On Kolb aircraft. (John Hauck)
19. 04:41 PM - Travis (lhaggerty)
20. 05:05 PM - Re: Travis (Thumb)
21. 05:12 PM - Re: Dihedral (b young)
22. 05:24 PM - Re: Dihedral (John Hauck)
23. 05:58 PM - Re: drag conundrum (Thom Riddle)
24. 07:52 PM - Re: drag conundrum (Jack B. Hart)
25. 08:20 PM - Fw: spot (Larry Cottrell)
26. 08:42 PM - Re: drag conundrum (Larry Cottrell)
27. 09:14 PM - Re: spot (Roger Lee)
Message 1
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Really pleased to hear you are on the mend. All those other things will
take care of them selves until you are ready.
Push hard in your recovery { just not too hard } Miss P'fer is a patient
lady and would much rather have you fit and well behind her controls,
those old tractors are also willing to wait until you are ready , thats
why they have lasted the test of time . just keep them warm ,some power
in the batteries { if they have them } air in the tyres and they will be
ready when you are . may you have a speedy recovery { personaly I would
give the pedal bike thing away .I have never had any luck on the ones
without a engine }
Regards
Downunder
MK111C
Tony
----- Original Message -----
From: John Hauck
To: kolb-list@matronics.com
Sent: Friday, May 28, 2010 4:22 AM
Subject: Re: Kolb-List: Short video
Travis/Gang:
Getting out of rehab hosp today. Will stay with Nell until I can take
care of myself.
Going to be a long time before Miss P'fer flies again, those old
tractors get cranked, or back on my bike, but we are getting closer
every day.
john h
----- Original Message -----
From: Kolb Aircraft
To: kolb-list@matronics.com
Sent: Thursday, May 27, 2010 11:01 AM
Subject: Re: Kolb-List: Short video
Larry
A great job you did. Thanks for posting the video.
Travis
Kolb CO.
----- Original Message -----
From: Larry Cottrell
To: kolb-list@matronics.com
Sent: Wednesday, May 26, 2010 4:48 PM
Subject: Kolb-List: Short video
http://www.youtube.com/watch?v=pO3rTAqh9zg
Mike Marker flew his Rans S 18 here yesterday from Los Lunas N.M.
An over 700 mile trip in one day. Quite a substantial trip in an 80 MPH
plane. The weather out here is as bad as it is every where else, and
yesterday was about the only semi clear day for the flight.
This morning dawned a bit better than we had anticipated and most
of the storm was in Idaho, so we decided to go to the Steen's. It was
calm on the ground but the winds at 5000 feet had me cut back to 47 GPS
MPH. Not that bumpy, but slow for sure. I had not used my little camera
in quite a long time and apparently the battery has suffered for it. I
only got 39 minutes of video before it shut off. I cut most of it out,
and of course missed the only part that I wanted. On the way home at 94
GPS MPH I flew through a house sized cloud that had moved into the area,
but alas it was too late.
I was way too high for video, but perhaps you can see some of what
the country looks like.
Larry
Note: If you forward this email, please delete the forwarding
history, which includes my email address.
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Fellow Kolbers,
I recently downsized my Slingshot tires from 800x6 to 15x600-6 for two reasons.
One, the soft compound of the 800x6 tires wear fairly quickly on paved runways,
like my home airport. They were not worn much yet so they still have a lot
of life left in them on grass strips. The 2nd reason was I wanted to reduce drag
sufficiently to get a couple more MPH at same cruise power.
Today I flew some test flights to see how my 2nd goal panned out which leads to
the drag conundrum on which I'd like some help from you smart guys/gals. In particular,
I'm looking for feed back from our resident numbers cruncher and wise
man, Jack Hart.
Results of much smaller tires:
1) Zero change in IAS or TAS at same rpm setting. !@#$%
2) Good bit of change in pitch trim requirement. Now requires more nose down trim
for S&L flight at same RPM than with big tires.
I understand the 2nd result but can't figure out why such a dramatic reduction
in drag down low would not result in measurable speed increase.
Any thoughts on this conundrum will be appreciated, even wise-arse ones, if you
are so inclined.
Per Larry Cottrell's recommendation, my next step will be to fashion some sort
of fairings for the long gear legs. Larry said he got about 3 mph increase with
his fairings and I believe Richard Pike had similar results. Maybe with the
longer legs and higher speed of the SS, I might get that or more with gear leg
fairings. After that, I may see what wheel pants will do for me. I already own
the pants so all I have to do is figure out how to mount them. On our Rans S6,
the wheel pants were worth an extra 4 mph at normal cruise. My goal is not
so much faster cruise as more economical cruise, but they are both accomplished
by reducing drag.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299127#299127
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| Subject: | RE: Kolb-List Digest: 9 Msgs - 05/27/10 |
John, it is great to hear you are making progress. Keep us posted.
Bob
Building MKIIIX
VW, re-drive
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| Subject: | Re drag conundrum |
Thom- You wanted a dumb, cheap idea- try this.- On the front of the gear
legs, tape some tubing of a smaller diameter than the leg, just to break up
the air flow.- Maybe some plastic loom?- This would help imitate the e
ffect of a fairing enough to see if you are on the right track.- 15 minut
es and no cost to try, and 2 minutes off.
-
-------------------------
------------------------ Bi
ll Sullivan
-------------------------
------------------------ Wi
ndsor Locks, Ct.
-------------------------
------------------------ FS
447
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| Subject: | Re: drag conundrum |
I understand the 2nd result but can't figure out why such a dramatic
reduction in drag down low would not result in measurable speed
increase.
Thom
>>>>>>>>>>>>>>>>>>>>
Thom
when I went from the 15 600 6 tires to 600 6 I had about a 3 mph
reduction in speed. I cant understand why the speed would not return
when going back to the small tires.
Boyd
MkIII
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| Subject: | Re: drag conundrum |
Boyd,
Hence, the conundrum. Does not make sense to me that an obvious reduction in drag,
even though it is well below the center of pressure and therefore requiring
adjustment of trim, would not reduce the overall drag to the point of improving
airspeed measurably.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299148#299148
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| Subject: | Re: Re drag conundrum |
Thom- You wanted a dumb, cheap idea- try this. On the front of
the gear legs, tape some tubing of a smaller diameter than the leg, just
to break up the air flow. Maybe some plastic loom? This would help
imitate the effect of a fairing enough to see if you are on the right
track. 15 minutes and no cost to try, and 2 minutes off.
Bill Sullivan
>>>>>>>>>>>>>>>>>>>>>>>
bill and Thom
from what I have heard it is not how you open up the airspace that has
the biggest effect on drag. but how you close it. for a test I
would cut some styrofoam with an inverted round on the front,( to fit
the gear leg) and cut the trailing edge to a point. Wrap it with
some fabric and glue the fabric to the gear leg.
Boyd young
MKIII
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| Subject: | Re: Re drag conundrum |
At 10:29 AM 5/28/2010, william sullivan wrote:
>Thom- You wanted a dumb, cheap idea- try this. On the front of the gear
>legs, tape some tubing of a smaller diameter than the leg, just to break
>up the air flow. Maybe some plastic loom? This would help imitate the
>effect of a fairing enough to see if you are on the right track. 15
>minutes and no cost to try, and 2 minutes off.
Drag reduction from adding streamlined fairings works by guiding the
airflow behind the tube, preventing separation. Adding material in front
of the tube won't do much if anything.
-Dana
--
Censorship: The reaction of the ignorant to freedom.
Message 9
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| Subject: | Re: drag conundrum |
At 10:17 AM 5/28/2010, Thom Riddle wrote:
>Results of much smaller tires:
>1) Zero change in IAS or TAS at same rpm setting. !@#$%
>2) Good bit of change in pitch trim requirement. Now requires more nose
>down trim for S&L flight at same RPM than with big tires.
>
>I understand the 2nd result but can't figure out why such a dramatic
>reduction in drag down low would not result in measurable speed increase.
Some thoughts, sheer guesswork since I haven't seen your setup: First, if
the new tires are significantly lighter, it may be a balance thing
requiring more down trim. Second, you're reducing drag from the tires but
may be adding additional trim drag from a deflected elevator. Third, even
though the new tires are smaller diameter but a similar width, they]re
blunter and so the increase in drag coefficient may be higher than the
reduction in area.
>...I may see what wheel pants will do for me. I already own the pants so
>all I have to do is figure out how to mount them. On our Rans S6, the
>wheel pants were worth an extra 4 mph at normal cruise...
Depends on the pants. Well designed pants can reduce drag, but many don't,
or even increase it. On my T-Craft, adding the wheel pants (I took them
off each winter and put them back on in the Spring) did absolutely nothing
for drag/speed, but they looked nice.
-Dana
--
Censorship: The reaction of the ignorant to freedom.
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Hello and happy memorial weekend to all.
To all the vets....Thank you brothers!!
Question: I have a MKII and need to know where the Dihedral should be in degree's.
I would like to hear any answer for any Kolb model. MKIII, Firestar, etc.
Right now I measure 1 degree per wing so 2 degree's combined. Seem's like kind
of a small amount to me. Please comment. Any and all are welcome.
Ray W.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299163#299163
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| Subject: | Re: drag conundrum |
Dana,
I know the wheel pants I have will help significantly because these very same pants
came off the RANS S6 which gave a 4 mph advantage.
I agree in principle that the change in elevator trim might cause a bit more drag
in the tail plane area than before the tire downsize, but can't imagine it
being more than the drag reduction from the smaller tires. BTW, the 15x600-6 are
nearly 2" narrower at the widest point than the 800x6 tires they replaced.
The diameter reduction is nearly 4". Making some rational assumptions I calculated
that the net cross-sectional area of the larger tires was about 124 sqin
each tire and the smaller ones are about 79 sqin.
I did some rough calculations to come up with about 2.5 hp savings at 80 mph. Another
way to look at it is to let that extra HP deliver more speed, which I calculate
to be about 1.5 mph increase. Maybe my baseline data was not accurate
enough to see this bit of increase.
Just thinking out loud, here is another way to look at it:
I checked my fuel consumption for this flight and it was down a good bit compared
to my previous normal fuel burn rate for steady state cruise at this rpm. PERHAPS,
the same rpm is actually less power being produced to yield the same airspeed.
This seems reasonable to me since the drag is less and the prop works
only as hard as it needs to to give the rpm I dialed in. Thus the same rpm and
same airspeed may have been achieved with less horsepower being absorbed by
the prop.
I'm beginning to think this last guess may be the key to understanding the change,
but I'll have to do some longer distance flying at same rpm and airspeed to
get a more accurate fuel consumption figure. If it is true then I may need more
prop when I finish with my drag reduction efforts. This experiment is getting
interesting.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299168#299168
Message 12
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| Subject: | Re: Re drag conundrum |
A few decades ago, I saw an airplane, a Maule if my memory is correct, with the
trailing part of a wheel pant only, as designed. The nose part was just the tire
itself. I have no idea how well it worked but thought that was good idea
for very light weight and probably somewhat effective. It was held on just on
the inboard side and was closed in the front, very close to the tire surface.
Made for a decent mud flap too without all the interior space to catch and hold
the mud. If I didn't already have the full wheel pants I'd probably try that.
My thought for fairing the gear leg is to use perhaps .020" clear polycarbonate
(Lexan) sheet. I want to have visual and maintenance access to the brake lines
running down the back of the gear legs. My pan is to cut small holes in the
polycarbonate near the gear tube, top and bottom, and secure the fairing with
zip ties. If the trailing edges tend to flap open, then I can sew them shut. This
is plan A. Who knows how many plans it will take to get what I'm happy with?
I'm not a builder but I am an experimenter.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299176#299176
Message 13
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Ray,
My uncle Dave increased the amount of dihedral in his firestar to give it more
stability and also more Rudder - Yaw coupling and liked it. I have a little more
dihedral than called for in my MK III Xtra and like the way it flys. The
standard amount of dihedral results in less natural stability, its a matter of
how you like your plane to fly.
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=299179#299179
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Ray,
Richard Pike and I have both put dihedral into Firestar II airplanes and
have discussed this in the archives. Please search the KOLB list with
the search term dihedral. The descriptions listed below were posted in
Aug 1998. Please feel free to ask any additional questions you like. I
have about 500 hours on my Firestar II with most flown with significant
dihedral as described in the notes. I like it with significant dihedral.
The numbers refer to the number of the item in the Kolb list of a few
years ago (may be the same now, but I haven't checked).
#6349 - Primary description of results
#6350 - Comment on cross wind capability
#6392 - Comment on pitch control with spring trim for flying hands-off
#27789 -
#45421 - additional recent comments by Richard Pike
Vince Nicely
On 5/28/2010 1:15 PM, rayw wrote:
> --> Kolb-List message posted by: "rayw"<rmwis@wi-net.com>
>
> Hello and happy memorial weekend to all.
>
> To all the vets....Thank you brothers!!
>
> Question: I have a MKII and need to know where the Dihedral should be in degree's.
I would like to hear any answer for any Kolb model. MKIII, Firestar, etc.
Right now I measure 1 degree per wing so 2 degree's combined. Seem's like kind
of a small amount to me. Please comment. Any and all are welcome.
>
> Ray W.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=299163#299163
>
>
>
>
>
> Checked by AVG - www.avg.com
>
>
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| Subject: | Re: Re drag conundrum |
Here is a link to someone who made some strut fairings.
http://www.homebuiltairplanes.com/forums/light-stuff-area/4669-lexan-strut-fairings.html
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299194#299194
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| Subject: | Re: Re drag conundrum |
Kolb lift strut fairing scraps work too -
http://www.bcchapel.org/pages/0003/pg2.htm
Richard Pike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299200#299200
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| Subject: | Re: drag conundrum |
At 01:43 PM 5/28/2010, Thom Riddle wrote:
>I agree in principle that the change in elevator trim might cause a bit
>more drag in the tail plane area than before the tire downsize, but can't
>imagine it being more than the drag reduction from the smaller tires...
I agree; I just threw it out as a thought.
>Just thinking out loud, here is another way to look at it:
>I checked my fuel consumption for this flight and it was down a good bit
>compared to my previous normal fuel burn rate for steady state cruise at
>this rpm. PERHAPS, the same rpm is actually less power being produced to
>yield the same airspeed. This seems reasonable to me since the drag is
>less and the prop works only as hard as it needs to to give the rpm I
>dialed in. Thus the same rpm and same airspeed may have been achieved with
>less horsepower being absorbed by the prop.
At the same rpm and the same airspeed, the engine should be putting out the
same amount of power, since the same amount of air is moving through the
prop, at the same speed. This is neglecting, of course, other variables
such as air density. I suspect your numbers may be within the noise of
your instruments' accuracy.
-Dana
--
"Hiking is just walking where it's ok to pee.....
Sometimes old people hike on accident....."
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| Subject: | Hauck Ramblings On Kolb aircraft. |
Gang:
After 26 years of building, flying, experimenting, modifying, crashing,
rebuilding, my three Kolbs, and 4,500+ hours in my personal Kolbs (not
counting time in factory Kolbs and other Kolbs), I have discovered Kolb
aircraft are unique. They defy engineers and numbers. They do things that
are unexplainable, but they do everything well. They have no bad habits,
but some pilots who lack basic piloting skills, blame the Kolb for their
problems instead of themselves. There is no such thing as Kolb Quit, but
there are pilots that stall the Kolb several feet above the ground, blaming
hard landings on an easy to fly airplane.
I encourage kolbers to experiment and test, and I learn from their efforts,
good and bad.
Much of the experimenting that is being done today, is repetitious, but I
encourage folks to try and improve what we have.
Going from Airtrac 600x6 to 800x6 tires on my mkIII made no change in
performance.
Going from a Maule Tundra Tailwheel 8" pneumatic, 12 lbs, to a Maule Solid
6", 7 lbs, made little difference in CG, but on paper neither tailwheel
should fly. No change in performance. I made this change a month ago in
prep to fly to MV. Thought I would pick up a couple MPH. Negative.
My mkIII has been an 85 mph cruise airplane with 65, 80, and 95 hp engines.
The primary difference is take off and climb performance, which is extremely
important based on the places I fly. Cruise and max speeds are very
similiar.
The real beauty of my mkIII is its ability haul tremendous loads, to operate
out of extremely short strips at high altitudes, to handle violent winds and
weather, to forgive me when I push her to the limits of both of us.
Will she ever fly faster? Doubt it. So far have never been out run by any
other Kolb model except John Williamson's 912ULS Kolbra. He was good for
105 mph, Miss P'fer, 95 mph. His cruise was also 10 mph faster.
Can't wait to get back in the air and exercise my right to flight. Three
months and counting.
john h
Message 19
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Can someone send me the email address to contact Travis for Kolb parts.
Pete
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Get in touch with Travis,,,customersupport@tnkolbaircraft.com Bill
Futrell
----- Original Message -----
From: lhaggerty
To: kolb matronics
Sent: Friday, May 28, 2010 7:40 PM
Subject: Kolb-List: Travis
Can someone send me the email address to contact Travis for Kolb
parts. Pete
Message 21
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Hello and happy memorial weekend to all.
To all the vets....Thank you brothers!!
Question: I have a MKII and need to know where the Dihedral should be in
degree's. I would like to hear any answer for any Kolb model. MKIII,
Firestar, etc. Right now I measure 1 degree per wing so 2 degree's combined.
Seem's like kind of a small amount to me. Please comment. Any and all are
welcome.
Ray W.
>>>>>>>>>>>>>>>>>>>>>>>>>>>
Ray
If my math is correct... the angle of dihedral per the plans is 0.5968deg
per wing panel.(up from straight) When I built to this standard and put
the mkIII into a 30 deg bank and let go of the stick it wanted to roll into
a steeper bank. I reconfigured the dihedral to 1.1934 deg up from straight
and when retested the bank wanted to stay put. I am not sure but I believe
if I had gone to 1.5 to 1.78 deg per wing the plane would have rolled back
to level flight when the stick was let go at a 30 deg bank.
In real life I rigged the wings straight, and when finishing the center
attach points the first rigging was to raise the outboard rib 1 1/2 inches
from straight. Then set the length of the lift strut. On my second attempt
I raised the outboard rib 3 inches. And wish I had tried 4 to 4 1/2
inches.
I could not tell any flight difference other than the roll stability going
from negative to neutral between the first and second attempt.
Boyd Young
Kolb MKIII
Message 22
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Couple years ago Homer rebuilt the 1985 FS, Osh Grand Champ UL 1985, which
was crashed and totaled Osh 1989. Nope, I did not do it, but witnessed the
crash.
During rebuild Homer increased dihedral. I think he doubled it.
I flew this same FS in its original configuration, and again after
restoration.
Probably a little more stable, but not much. Hard to tell if there was any
loss of performance because Homer replaced the 377 with a 503. It climbed
like a rocket.
john h
Message 23
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| Subject: | Re: drag conundrum |
Dana,
As I read your post I was almost convinced you were right when you said...
At the same rpm and the same airspeed, the engine should be putting out the same
amount of power, since the same amount of air is moving through the prop, at
the same speed.
Then I started thinking about the amount of work being done. If the drag is less
then the work being done by the prop at a certain rpm and traveling at the constant
airspeed, must be less. Less work means less power and less fuel consumption.
If I had a very precise vernier throttle with a precise scale, I would
speculate that I'm getting the same airspeed with the same rpm but at a smaller
throttle opening.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
I am always doing that which I can not do, in order that I may learn how to do
it.
- Pablo Picasso
Read this topic online here:
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Message 24
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| Subject: | Re: drag conundrum |
At 07:17 AM 5/28/10 -0700, you wrote:
>
>Fellow Kolbers,
>
>Results of much smaller tires:
>1) Zero change in IAS or TAS at same rpm setting. !@#$%
>2) Good bit of change in pitch trim requirement. Now requires more nose
down trim for S&L flight at same RPM than with big tires.
>
>I understand the 2nd result but can't figure out why such a dramatic
reduction in drag down low would not result in measurable speed increase.
>
>Any thoughts on this conundrum will be appreciated, even wise-arse ones, if
you are so inclined.
>
Thom,
There are a couple of reasons. First, by reducing wheel weight, you moved
your CG forward. This means you must increase tail load to maintain
straight and level flight. Every pound increase in tail load means that you
must off set this load with increased wing lift and wing drag.
Also by reducing the wheel size you are changing the profile drag of your
plane. Think about the center of drag and that it must lie above the
vertical location of the cg. If this is so, when you reduce the wheel drag
it will cause a nose up condition about the vertical cg position.
Both of these conditions will cause increased tail load at your normal level
flight cruise. In addition this increased load is transferred to the wing.
One should try to get rid of this additional wing load and drag. Under your
normal flight conditions, you need to look at adjusting the horizontal
stabilizer to get rid of trim. Then check your slip indicator for power
factor to see if the ball remains centered. If not, you may want to washer
the engine to try and drive the ball back in toward the center. These two
changes should bring your plane back into trim, and you should (may) see
some speed increase. One can hold altitude and rpm constant, but all those
other atmospheric influences may mask any early indicators for improvement.
The most reliable improvement indicator is to calculate your gph rates for
before and after a change.
On a very light plane, everything influences everything else. I ran some
calculations for the FireFly to figure out what would happen if I moved the
thrust line. They can be viewed at:
http://jackbhart.com/firefly/firefly101.html
Jack B. Hart FF004
Winchester, IN
Message 25
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: spot
http://share.findmespot.com/shared/faces/viewspots.jsp?glId=0siAoTNYTZD
6KPbiDncNLfKZruRqx5nUO
Take a look at this screen on maximum on the hybrid screen. You will see
that there are 48 track points that are all actually at the house. The
interesting part is that everything after #13 were sent from inside the
hanger with the doors closed. We went flying this morning and when we
returned I put the plane in the hanger and shut all the doors. I just
remembered that I had not turned it off and went into the hanger and did
so. It was still running and when I checked the site there are all of
those tracks that were sent through the wood and composite roofing. I am
impressed,not to mention amazed. I was under the impression that these
things were not very efficient.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
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| Subject: | Re: drag conundrum |
"First, by reducing wheel weight, you moved
your CG forward."
Jack, This is conventional Kolb gear, correct? The mains are ahead of
the C.G. Less weight = more aft C.G. or am I missing something?
Roger @ the Rock House
Message 27
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Hi All,
If anyone wants the new Spot Tracker 2 I have 2 left from my last order. Brand
new at a very large reduced price from the regular price. You will need to call
me for the actual price. Spots work very well and can not only send for 911
help and track you on the web, but send messages. I would have let my friends
here know about this deal sooner, but I didn't know many Kolb friends were using
the Spot.
Roger Lee @ 520-574-1080 in Tucson, AZ.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
520-574-1080
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