Today's Message Index:
----------------------
1. 02:15 AM - Re: Re: Nose Skid Strip (Pat Ladd)
2. 03:04 AM - FireFly CofG (johngilpin)
3. 08:03 AM - Re: FireFly CofG (Richard Girard)
4. 09:01 AM - Re: What's inside the vertical stab below elevator level (David Kulp)
5. 09:24 AM - Re: Nose Skid Strip (Rex Rodebush)
6. 03:39 PM - Re: FireFly CofG (Gary Aman)
Message 1
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Subject: | Re: Nose Skid Strip |
Hi David,
Dont know how you are going to fix your nose bow. To be of real use there
has to be some lateral bracing which will make it heavy.
I had a pitot in that position and wiped it off twice in early taxying
sessions going for a burst of power to make a 180 turn before I had learned
to hold the stick back.
After that holding the stick back becomes second nature .
Pat
Message 2
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Ive been searching the archives for info regarding the CofG of FireFlys. All seem
to end up pretty near the specified aft limit, but then its a pretty mixed
message, some quite comfortable with the CofG right back there, and some finding
that they needed to carry weight in the nose for comfortable handling....
Im inquiring because Ive bought a FireFly thats waiting for me in Mississippi (Im
coming over from Australia in March to start to fly it.). I note that it has
a 447 with C-box, clutch, and three-blade prop, and I only weigh about 160lbs,
so it sounds like itll be right back at the specified limit, if not even farther
aft.... Ive done enough flight testing in other aircraft to know not to
believe all manufacturers numbers, and not even necessarily conventional wisdom.
Its actual performance, as determined by real life flight time, that really
tells the story.
Is there anyone who has experience with this combo on the FireFly??
The reason I ask now before flying it, is that I have a spare B-box here that I
can bring along if it would turn out to be necessary to swap it.....
JG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=365199#365199
Message 3
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Subject: | Re: FireFly CofG |
Keep the C box. There's nothing wrong with the B, but the C is just more
robust. These little planes are sensitive enough that a thicker seat
cushion might be all you need, or a few Big Macs. :-}
Aft of 35% MAC I'd do something, if not, no problem.
Rick Girard
On Mon, Jan 30, 2012 at 5:02 AM, johngilpin <j.gilpin@bigpond.com> wrote:
>
> I=92ve been searching the archives for info regarding the CofG of FireFly
s.
> All seem to end up pretty near the specified aft limit, but then it=92s
a
> pretty mixed message, some quite comfortable with the CofG right back
> there, and some finding that they needed to carry weight in the nose for
> comfortable handling....
>
> I=92m inquiring because I=92ve bought a FireFly that=92s waiting for me i
n
> Mississippi (I=92m coming over from Australia in March to start to fly it
.).
> I note that it has a 447 with C-box, clutch, and three-blade prop, and I
> only weigh about 160lbs, so it sounds like it=92ll be right back at the
> specified limit, if not even farther aft.... I=91ve done enough flight
> testing in other aircraft to know not to believe all manufacturers number
s,
> and not even necessarily conventional =91wisdom=92. It=92s actual perfor
mance,
> as determined by real life flight time, that really tells the story.
>
> Is there anyone who has experience with this combo on the FireFly??
>
> The reason I ask now before flying it, is that I have a spare B-box here
> that I can bring along if it would turn out to be necessary to swap it...
..
>
> JG
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=365199#365199
>
>
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>
>
--
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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Subject: | Re: What's inside the vertical stab below elevator level |
Phil, Gary Jack,
Thanks for the info on the tail wheel assembly and the info on the pulse
pump. The pump will be replaced before I'm aloft again.
Re: the tail wheel assembly, the photos and blueprints are a world of
information. Now I can probe thru the fabric and know what should be
where doing what, making it pretty simple to figure what is happening.
Also, Gary's description of tight turns torquing the assembly gave me
some insight. Second last day I went up was right after quite a bit of
rain. I thought the only unwanted result was a lot of muddy slop thrown
on the bottom of my wings and tail section, but knowing the effect of
tight turns gave me a gestalt moment. My FF is hangared in a converted
construction trailer. When I was backing it down the ramps, with me in
front of the FF pushing and then holding back with nylon straps, when
the tail wheel rolled off its track to the taxiway the FF stopped
suddenly. I went back to check and found that the crushed stone was
soupy and the tail wheel turned 90 degrees sideways when it hit the
mush. I had to get my tail wheel dolly to move it backwards off the
trailer.
With my newly acquired knowledge I can return to the strip and learn
exactly what happened inside the fabric; I may be back to get the tail
wheel fix mentioned. Thanks again for the responses. I also learned
why they don't put reverse gear in taildraggers...
Dave Kulp
Bethlehem, PA
FireFly 11DMK
On 1/29/2012 9:45 PM, Jack B. Hart wrote:
> Dave,
>
> I copied part of page 4 of the FireFly assembly book, and I have sent it as
> an attachment.
>
> To help explain the assembly, I marked all of the steel welded components
> that make up the boom tube attachment ring and vertical stabilizer post with
> a red dot. All components not marked are assembled aluminum parts.
>
Message 5
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Subject: | Re: Nose Skid Strip |
David,
Yes, you're in for a little more work. You will have to pull the nose cone at
minimum. I welded some support tubes for the skid from the horizontal section
in front of the cage. I think TNK eliminated that section on later models for
weight reduction as it really doesn't do much from a stress/load point of view.
The benefit may not be worth the amount of work. It's up to you.
But you never know. Last month I tied the tail down and was running up the engine
again for some instrument checks (elevators not installed yet). I left the
tie down too slack and dumped the cage on the nose at full power. I was glad
for the skid as it probably saved me a dinged nose cone.
Rex
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=365230#365230
Message 6
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Subject: | Re: FireFly CofG |
JG.
Have you ever ridden a small boat over the wake of another boat?That's the
feeling I experience in a Kolb in rough air if it is aft cg wise.A quick pi
tch up, then back to aerodynamic neutral,You can fly it,you can land it sli
ghtly aft,it just FEELS so much more stable if it.s closer to the center.We
ar your lead soled shoes or bite the bullet and stick some weight up front,
maybe a storage compartment in the nose cone where you can keep a heavy lun
ch.
G.Aman MK3C Jabiru 2200A 670hrs currently in Lakeland FL
-----Original Message-----
From: Richard Girard <aslsa.rng@gmail.com>
Sent: Mon, Jan 30, 2012 11:03 am
Subject: Re: Kolb-List: FireFly CofG
Keep the C box. There's nothing wrong with the B, but the C is just more ro
bust. These little planes are sensitive enough that a thicker seat cushion
might be all you need, or a few Big Macs. :-}
Aft of 35% MAC I'd do something, if not, no problem.
Rick Girard
On Mon, Jan 30, 2012 at 5:02 AM, johngilpin <j.gilpin@bigpond.com> wrote:
I=99ve been searching the archives for info regarding the CofG of Fir
eFlys. All seem to end up pretty near the specified aft limit, but then it
=99s a pretty mixed message, some quite comfortable with the CofG rig
ht back there, and some finding that they needed to carry weight in the nos
e for comfortable handling....
I=99m inquiring because I=99ve bought a FireFly that=99s
waiting for me in Mississippi (I=99m coming over from Australia in Ma
rch to start to fly it.). I note that it has a 447 with C-box, clutch, and
three-blade prop, and I only weigh about 160lbs, so it sounds like it
=99ll be right back at the specified limit, if not even farther aft....
I=98ve done enough flight testing in other aircraft to know not to b
elieve all manufacturers numbers, and not even necessarily conventional
=98wisdom=99. It=99s actual performance, as determined by r
eal life flight time, that really tells the story.
Is there anyone who has experience with this combo on the FireFly??
The reason I ask now before flying it, is that I have a spare B-box here th
at I can bring along if it would turn out to be necessary to swap it.....
JG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=365199#365199
arget="_blank">http://www.matronics.com/Navigator?Kolb-List
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le, List Admin.
="_blank">http://www.matronics.com/contribution
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
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