Today's Message Index:
----------------------
1. 06:57 AM - Success at last (Richard Girard)
2. 07:52 AM - Re: Success at last (Thom Riddle)
3. 10:40 AM - Re: Success at last (Richard Girard)
4. 03:43 PM - Re: Strobe Light (John Hauck)
5. 04:44 PM - Re: Strobe Light (Beauford)
6. 04:57 PM - MK IIIC For Sale (undoctor)
Message 1
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As I told Ken last night, for the first time I was able to enjoy flying his
plane.
As you can see by the pictures the original builder (OB) put rivets on the
camber of the ribs. 300+ rivets. It was a job removing them, repairing the
tapes around the area, and patching the holes caused when the drill spun off
as the head. I still have to put on new tapes on, but last night the weather
was so nice I just couldn't wait.
At first I was disappointed, there was still some pressure on the stick
during climbout, but not as much, and for the first time I could feel a real
difference when I pulled on more trim. At any rate, it felt good enough that
I decided to climb up to 3000' AGL and try some stalls. It was when I
pulled the power back the pressure on the stick lessened. I put off stall
testing to investigate and found that at 4700 rpm the Mk IIIX would fly
straight and level hands off. At 4000 rpm and below there was back pressure
on the stick, i.e. I had to push forward on it.
Stall, power off, occurred at 53 mph IAS confirming that the airspeed
indicator is extremely optimistic. It still has a roll off, rather than
breaking straight ahead. I didn't try departure stalls or stalls with flaps.
Clearly there is still work to be done. One thing that the OB didn't do,
which I believe would help both stall handling and power on balance, is to
cover the frame below the engine mount. It's covered on my airplane and on
every Mk III for which I've been able to see this area so that will be done
before the next test flight. The cap on the top of the windshield still
needs to be made.
Since the stick pressure is directly related to power settings, there is the
option to lower the engine as far as it will go, but that will require
getting the prop blades shortened for boom clearance. Fortunately that can
be tested with the prop off my plane first to make sure there is not a
serious performance degradation (Ken's prop is a 70", mine is a 66").
So we're not there, yet, but we're past a major hurdle.
Rick Girard
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 2
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Subject: | Re: Success at last |
Rick,
Glad you are making progress. After all the efforts to fix the lawn dart
tendency, can you tell us which one or combination of fixes (OB errors)
resulted in the big advance? I don't doubt you mentioned it before but I
just don't remember which of the problem resolutions was the big one.
Thom in Buffalo
On Tue, Sep 6, 2011 at 9:53 AM, Richard Girard <aslsa.rng@gmail.com> wrote:
> As I told Ken last night, for the first time I was able to enjoy flying his
> plane.
> As you can see by the pictures the original builder (OB) put rivets on the
> camber of the ribs. 300+ rivets. It was a job removing them, repairing the
> tapes around the area, and patching the holes caused when the drill spun off
> as the head. I still have to put on new tapes on, but last night the weather
> was so nice I just couldn't wait.
> At first I was disappointed, there was still some pressure on the stick
> during climbout, but not as much, and for the first time I could feel a real
> difference when I pulled on more trim. At any rate, it felt good enough that
> I decided to climb up to 3000' AGL and try some stalls. It was when I
> pulled the power back the pressure on the stick lessened. I put off stall
> testing to investigate and found that at 4700 rpm the Mk IIIX would fly
> straight and level hands off. At 4000 rpm and below there was back pressure
> on the stick, i.e. I had to push forward on it.
> Stall, power off, occurred at 53 mph IAS confirming that the airspeed
> indicator is extremely optimistic. It still has a roll off, rather than
> breaking straight ahead. I didn't try departure stalls or stalls with flaps.
> Clearly there is still work to be done. One thing that the OB didn't do,
> which I believe would help both stall handling and power on balance, is to
> cover the frame below the engine mount. It's covered on my airplane and on
> every Mk III for which I've been able to see this area so that will be done
> before the next test flight. The cap on the top of the windshield still
> needs to be made.
> Since the stick pressure is directly related to power settings, there is
> the option to lower the engine as far as it will go, but that will require
> getting the prop blades shortened for boom clearance. Fortunately that can
> be tested with the prop off my plane first to make sure there is not a
> serious performance degradation (Ken's prop is a 70", mine is a 66").
> So we're not there, yet, but we're past a major hurdle.
>
> Rick Girard
>
> --
> Zulu Delta
> Mk IIIC
> Thanks, Homer GBYM
>
> It isn't necessary to have relatives in Kansas City in order to be unhappy.
> - Groucho Marx
>
>
Message 3
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Subject: | Re: Success at last |
Thom, I think the top two were resetting the angle of incidence of the wings
and removing the rivets.
One other project that needs to be done is to add some stiffening ribs to
the upper, inside surface of the nose cone. Next time I fly I'll try to get
a good picture of just how much it caves in. I've told Ken that if it were
my airplane I would make a new nose that would be shorter and more rounded,
especially on the sides.
Rick
On Tue, Sep 6, 2011 at 9:49 AM, Thom Riddle <riddletr@gmail.com> wrote:
> Rick,
> Glad you are making progress. After all the efforts to fix the lawn dart
> tendency, can you tell us which one or combination of fixes (OB errors)
> resulted in the big advance? I don't doubt you mentioned it before but I
> just don't remember which of the problem resolutions was the big one.
>
> Thom in Buffalo
>
> On Tue, Sep 6, 2011 at 9:53 AM, Richard Girard <aslsa.rng@gmail.com>wrote:
>
>> As I told Ken last night, for the first time I was able to enjoy flying
>> his plane.
>> As you can see by the pictures the original builder (OB) put rivets on the
>> camber of the ribs. 300+ rivets. It was a job removing them, repairing the
>> tapes around the area, and patching the holes caused when the drill spun off
>> as the head. I still have to put on new tapes on, but last night the weather
>> was so nice I just couldn't wait.
>> At first I was disappointed, there was still some pressure on the stick
>> during climbout, but not as much, and for the first time I could feel a real
>> difference when I pulled on more trim. At any rate, it felt good enough that
>> I decided to climb up to 3000' AGL and try some stalls. It was when I
>> pulled the power back the pressure on the stick lessened. I put off stall
>> testing to investigate and found that at 4700 rpm the Mk IIIX would fly
>> straight and level hands off. At 4000 rpm and below there was back pressure
>> on the stick, i.e. I had to push forward on it.
>> Stall, power off, occurred at 53 mph IAS confirming that the airspeed
>> indicator is extremely optimistic. It still has a roll off, rather than
>> breaking straight ahead. I didn't try departure stalls or stalls with flaps.
>> Clearly there is still work to be done. One thing that the OB didn't do,
>> which I believe would help both stall handling and power on balance, is to
>> cover the frame below the engine mount. It's covered on my airplane and on
>> every Mk III for which I've been able to see this area so that will be done
>> before the next test flight. The cap on the top of the windshield still
>> needs to be made.
>> Since the stick pressure is directly related to power settings, there is
>> the option to lower the engine as far as it will go, but that will require
>> getting the prop blades shortened for boom clearance. Fortunately that can
>> be tested with the prop off my plane first to make sure there is not a
>> serious performance degradation (Ken's prop is a 70", mine is a 66").
>> So we're not there, yet, but we're past a major hurdle.
>>
>> Rick Girard
>>
>> --
>> Zulu Delta
>> Mk IIIC
>> Thanks, Homer GBYM
>>
>> It isn't necessary to have relatives in Kansas City in order to be
>> unhappy.
>> - Groucho Marx
>>
>>
>>
> *
>
> *
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 4
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You guy's should be talking to Dick Kuntzleman. I have a pair of his that
has been in use for 5 years with no problems.
Larry
Dick makes good stuff.
I have Whelen Strobe/Nav Lights. Been on the airplane about 19 years and
3,100+ hours. Whelen is like David Clark, expensive, but they stand behind
their products and willingly repair and turn them around quickly. Before I
flew my MKIII I blew an internal fuse or something inside the power supply
for the Whelen setup. Told the Whelen folks what I had done (reverse
polarity while seeing if they really worked). Whelen fixed my box and
shipped it back to me with no charges.
Side note: It is important to operate the Whelen system about once a month
or so. If you let it sit idle too long the capacitors go belly up for some
reason.
john h
mkIII
Escalante, UT
Message 5
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Agree completely. My Kuntzleman 103 unit has been running well over nine
years. zero problems. He is known for "overbuilding" his stuff. and
standing 100% behind it if there is a defect. His products are
significantly less expensive than comparable units from the big outfits.
Worth what ye paid fer it.
Satisfied beauford
FF-076
Brandon, FL
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of John Hauck
Sent: Tuesday, September 06, 2011 6:42 PM
Subject: RE: Kolb-List: Strobe Light
You guy's should be talking to Dick Kuntzleman. I have a pair of his that
has been in use for 5 years with no problems.
Larry
Dick makes good stuff.
john h
mkIII
Escalante, UT
Message 6
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Subject: | MK IIIC For Sale |
Folks,
An acquaintance in TN just told me about a MK IIIC he has for sale. I don't know
anything about it, including the price. If you'd like any info, email him
at stevesimmons@charter.net
Dave Kulp
Bethlehem, PA
FireFly 11DMK
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=351594#351594
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