Today's Message Index:
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1. 06:45 AM - Re: Kolb-List Digest: 9 Msgs - 07/11/11 (b young)
2. 07:18 AM - Re: Re: Kolb-List Digest: 9 Msgs - 07/11/11 (Mike Welch)
3. 07:28 AM - Stits (william sullivan)
4. 08:00 AM - Re: Re: Kolb-List Digest: 9 Msgs - 07/11/11 (John Hauck)
5. 08:14 AM - ELT and intercom for sale (Richard Pike)
6. 08:22 AM - Re: Re: Kolb-List Digest: 9 Msgs - 07/11/11 (Pat Ladd)
7. 08:38 AM - Kolb flying and landing speeds (Mike Welch)
8. 10:28 AM - Re: 447 quit (Skygeezer60)
9. 10:53 AM - Re: Re: 447 quit (John Hauck)
10. 11:23 AM - Update AD ()
Message 1
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| Subject: | Re: Kolb-List Digest: 9 Msgs - 07/11/11 |
i had asked kolb the same question years ago and was answered,,,," if you
can pull the handle, at any speed,, even up to vne,,, it is ok to fly at
that speed with
the flaps deployed.
ie if you can pull the handle at 80 it is ok. there was an
airworthiness directive / email sent out that asked if the flap handle
attachment to the torque tube had a gusset on it. and i dont remember all
the details... but if there were no gusset, the above was not true.
that said,,, my white arc ends at 60
at least that is the way i remember things.. if anyone has any different
information, i will apologize to the list. for my wild ramblings.
boyd young
mkiii utah
>>>>>>>>>>>>>
I enjoy a few hours of Pitch hitter training in a C-180 last week. The
Instructor said not to engage the first notch of flaps above 80kts. That got
me wondering, what air speed do Mark III flyers slow down to before you
deploy your flaps?
Thanks,
Nick Cassara
Palmer, Alaska
Message 2
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| Subject: | Re: Kolb-List Digest: 9 Msgs - 07/11/11 |
> ie if you can pull the handle at 80 it is ok. there was an
> airworthiness directive / email sent out that asked if the flap handle
> attachment to the torque tube had a gusset on it. and i dont remember al
l
> the details... but if there were no gusset=2C the above was not true.
>
> that said=2C=2C=2C my white arc ends at 60
>
>
> at least that is the way i remember things.. if anyone has any different
> information=2C i will apologize to the list. for my wild ramblings.
>
> boyd young
> mkiii utah
Kolb guys=2C
Flap deployment=2C from my experience=2C is usually done when one is inte
rested in slowing down=2C
most of the time on their way to landing. Maybe there are other times=2C b
ut I can't think of any
right now (and we're NOT talking about 'taking off!!) I suppose you could
pull in some flaps if
you just wanted to cruise around=2C flying as slow as you can. In any eve
nt....you don't pull in
flaps at 75+ (in a Kolb)=2C at least I know I won't!
I would think 60-65mph is fairly generous for your flap deployment speed.
I would think considering
the MkIII's flying/landing speeds=2C most guys would be using 50-55mph for
10 degrees.
Maybe we could have someone who has a MkIII share with us their entire V
speed ranges (i.e.
rotation speed=2C climb out=2C typical cruise=2C 10 deg flap deployment=2C
approach=2C over the fence=2C etc=2C etc)
I would be interested in knowing what they do on a routine basis.
Plus=2C knowing these specific numbers can help me put on the correct col
ors on my airspeed indicator.
Mike Welch
Message 3
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- My problem with the bare spot on the repair is fixed.- I think it was
a clear oil spot, about the size of my thumbprint.- WD40 maybe?- I cle
aned it by scrubbing with thinner- R75-85- about 3 times, and let it dry th
oroughly.- The Poly Brush stuck the next try.- I smoothed it up with Po
ly Tak, and put a couple more coats of Poly Brush.- Thanks for the tips.
-
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- Bill Sullivan
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- Windsor Locks, Ct.
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--FS 447
Message 4
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| Subject: | Re: Kolb-List Digest: 9 Msgs - 07/11/11 |
Maybe we could have someone who has a MkIII share with us their entire V
speed ranges (i.e.
rotation speed, climb out, typical cruise, 10 deg flap deployment, approach,
over the fence, etc, etc)
I would be interested in knowing what they do on a routine basis.
Plus, knowing these specific numbers can help me put on the correct colors
on my airspeed indicator.
Mike Welch
I have an original MKIII, SN: M3-011, first flown 15 March 1992.
My MKIII has 20 and 40 degrees of flaps.
Normally, I never use flaps for takeoff, unless I am operating off very
short, soft, rough, high weeds and grass, terrain.
Normally, I don't land without full flaps (40 degrees). The exception is
when I am dealing with high wind and turbulence, especially in a cross wind
condition.
Surprisingly, the MKIII does not fall out of the sky if full flaps are used.
However, the decent rate at slow speeds will be dramatic, much the same as a
normal rotary wing approach. The secret to flying the MKIII, with and
without flaps, is "fly the airplane at all times."
My MKIII generally flies about 40 mph, when it is ready to fly in a clean
configuration. I can get it off the ground at 30 mph by popping the flaps
to full flaps when the ASI needle is swinging through 30 mph.
Usually, my MKIII breaks and stalls with full flaps, in ground effect, as
the needle is swing through 30 mph.
I don't have any V numbers except stall and VNE (100 mph). I generally keep
the airspeed at above 40 mph indicated except short final. Normal
approaches are flown at 50 to 60 mph.
60 to 70 mph for full flap deployment speed sounds about right. I have
deployed them at 80 and above to get slowed down and lose altitude in a
hurry. An example would be flying over scattered and broken clouds, when
suddenly it looks like I am about to get trapped on top and have to get back
down through a small hole before it closes up, instead of turning around and
retracing my flight path and waste time and fuel.
60 mph is a good maneuver speed, usually what ever is comfortable when the
air gets "really" rough.
john h
mkIII
Titus, Alabama
Message 5
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| Subject: | ELT and intercom for sale |
I have an ACK ELT for sale, and a Flite Com 403 intercom for sale. The ELT has
no antenna with it, but is otherwise OK. The Flite Com was purchased at Oshkosh
in one of the aircraft flea markets but never used.
Wiring diagram for the intercom here: http://www.flightcom.net/pdf/403-403dManual.pdf
$50 for the ELT, $20 for the intercom, plus shipping.
Richard Pike
MKIII N420P (420ldPoops)
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Message 6
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| Subject: | Re: Kolb-List Digest: 9 Msgs - 07/11/11 |
<<rotation speed, climb out, typical cruise, 10 deg flap deployment,
approach, over the fence, etc, etc)>>
Hi there,
here goes. Lined up, one notch of flap...
Rotation. Around 40mph I would guess. I really have little idea,
You open the throttle slowly, push the stick forward to raise the tail,
kick her straight to correct for torque and by the time the throttle is
half open the damn thing leaps into the air.You certainly don`t have
time to look at the instruments. Push throttle to `Fully open`and...
Climb. Then you find yourself heading for the sky at 60 mph. Ease the
stick back until the speed drops to around 50/55. If you have a vario
fitted you will be going up at beteen 8/ 10 knots. Flaps up at around
500/600 feet
Level off around 1000 ft. throttle back to 65 ish and trim out.
Cruise at that speed. Maybe 70 or 75 if you are going places.. Trim to
suit.
Landing. Join circuit around 600 ft. Fly around 60 mph. unless you you
are setting up a long downwind leg when you can keep your speed up a bit
so that you are not a nuisance to faster a/c. Turn finals, speed back
to 50, drop one stage flap. Maintain 50 with the stick. If you are
overshooting drop in second stage flap or throttle back. If you are
undershooting, a bit more power.
You have the field made. Close the throttle. Careful to maintain speed
as the nose will come up a bit because of the high thrust line,. Ease
the stick back and fly at around 45mph over the hedge. Flare as the
speed drops and hold the nose up until she plops down on three points at
around 35 mph.
Those are the speeds ,roughly, that my ASI shows but I suspect it is a
liar by around 5 mph depending on her mood.
That is all a council of perfection at a `proper` airport. Because I
learned to fly in gliders `circuit patterns` are considered a bit
`posh` as are ASI `s and altimeters. I remember on about my 3 or 4th
flight the instructor threw his gloves across the instruments and said
`You don`t need those. Look out of the cockpit and listen to the wind`.
Consequently my landings tend to be of the `turn left at the big oak
tree` variety, and my farm strip with only half a dozen planes allows
me to get away with it.
Consequently you can give my comments as much weight as you think
appropriate.
Cheers
Pat
Message 7
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| Subject: | Kolb flying and landing speeds |
(subject line changed to reflect the proper topic)
Pat and John=2C
Thanks. Very informative.
Mike Welch
PS. As a side note=2C I did my W & B calculations yesterday and came in at
31.1% of MkIII wing cord. Engine testing will have to wait on my return fr
om
Al & FL vacation starting this weekend.
Message 8
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Hirth has apparantly removed the steel liners in their engines and used a nikasil
coating on the cylinder wall. Since the cylinder and piston are aluminum with
no steel liner between them, Hirth claims that their engines will not cold
shock. Getting rid of the liner and using a modern coating on the cylinder wall
has been done by snowmobile racers for ages. Is there anything to this claim
by Hirth? I would think that if it really was a true solution, Rotax would follow
suit.
DonM
Read this topic online here:
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Message 9
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I would think that if it really was a true solution, Rotax would follow
suit.
DonM
912 series engines use a coated aluminum cylinder. New cylinder wall to
piston clearance is .000 to .001".
Don't know about the two stroke Rotax.
john h
mkIII
Titus, Alabama
Message 10
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I am the friend of the builder of a Slingshot in always
hangared, new condition that I wish to sell to assist the family of the
builder.
Located in Virginia. Has airworthiness certificate. Cover by Jim Miller,
Polyfiber dealer. Jabiru 2200 engine, Sensenich prop, BRS rocket fired
chute, ECI electronic engine gauge. This aircraft is in excellent
condition.
Asking $18,900
Please email me at Bob(at)BobBreeden.com for more photos and details.
Since
this is a commercial post, I will make a donation to Matt Dralle to
support
this website if the Buyer is found here.
Thanks,
Bob
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