Today's Message Index:
----------------------
1. 05:18 AM - Re: Making touchdown with high thrustline? (Pat Ladd)
2. 05:27 AM - Re: Making touchdown with high thrustline? (frank goodnight)
3. 06:38 AM - Re: Kolb quit revealed (Pat Ladd)
4. 06:47 AM - Re: Altitude/speed control on approach (gotime242)
5. 07:14 AM - belt reduction (Ducati SS)
6. 07:28 AM - Re: Re: Altitude/speed control on approach (b young)
7. 07:28 AM - Re: Making touchdown with high thrustline? (b young)
8. 07:38 AM - Re: Tillotson Carburetor Icing (Jack B. Hart)
9. 07:41 AM - attatude at mach numbers (b young)
10. 07:50 AM - Re: Making touchdown with high thrustline? (Ducati SS)
11. 07:50 AM - Re: Kolb quit revealed (vic)
12. 07:56 AM - Re: Altitude/speed control on approach (gotime242)
13. 07:59 AM - Re: belt reduction (Ellery Batchelder Jr)
14. 08:02 AM - Re: attatude at mach numbers (gotime242)
15. 08:03 AM - Re: Tillotson Carburetor Icing (John Hauck)
16. 08:07 AM - Re: attatude at mach numbers (John Hauck)
17. 08:08 AM - Re: belt reduction (Herb Gayheart)
18. 08:35 AM - Re: belt reduction (Ducati SS)
19. 09:04 AM - Re: Making touchdown with high thrustline? (tkben002)
20. 09:14 AM - Re: Re: belt reduction (Herb Gayheart)
21. 09:24 AM - Re: Re: Making touchdown with high thrustline? (John Hauck)
22. 10:00 AM - Re: belt reduction (Ducati SS)
23. 10:16 AM - Re: Re: Making touchdown with high thrustline? (b young)
24. 10:52 AM - Re: Making touchdown with high thrustline? (Ducati SS)
25. 11:25 AM - Re: Re: Making touchdown with high thrustline? (David Kulp)
26. 11:28 AM - Re: Making touchdown with high thrustline? (Rick Neilsen)
27. 02:04 PM - Re: belt reduction (DAquaNut@aol.com)
28. 02:35 PM - Re: Making touchdown with high thrustline? (tkben002)
29. 02:56 PM - Re: belt reduction (Dana Hague)
30. 05:22 PM - Re: belt reduction (Ducati SS)
31. 09:46 PM - Re: Re: frunt mounted radiator (Richard Girard)
Message 1
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| Subject: | Re: Making touchdown with high thrustline? |
Larry,
Dont worry about it. With the small adjustment you should be making on
the approach you will not notice the difference in the thrustline. You
will just do whatever is required without thinking about it.
Maintain speed/attitude with the stick
Adjust glide path with the throttle. Too high? Close the throttle a
touch. Too low? Open up a shade.
If you try to maintain your glide path with the stick you will be in
trouble in any plane.
If you are too low and lift the nose to regain your glide path you will
lose speed and eventually stall.
If you are too high and dive to regain your glide path you will add
speed and when you flare you will float on forever.
Just watch the inertia which is very different to the Champ. Close the
throttle on the Kolb and compared to the Champ she will stop in midair.
Good luck
Pat
Message 2
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| Subject: | Re: Making touchdown with high thrustline? |
Great answer Pat.
Frank Goodnight
Firestar 2
Arkansas
________________________________
From: Pat Ladd <pj.ladd@btinternet.com>
Sent: Sun, February 19, 2012 7:17:57 AM
Subject: Re: Kolb-List: Making touchdown with high thrustline?
Larry,
Dont worry about it. With the small adjustment you should be making on the
approach you will not notice the difference in the thrustline. You will just
do whatever is required without thinking about it.
Maintain speed/attitude with the stick
Adjust glide path with the throttle. Too high? Close the throttle a touch. Too
low? Open up a shade.
If you try to maintain your glide path with the stick you will be in trouble in
any plane.
If you are too low and lift the nose to regain your glide path you will lose
speed and eventually stall.
If you are too high and dive to regain your glide path you will add speed and
when you flare you will float on forever.
Just watch the inertia which is very different to the Champ. Close the throttle
on the Kolb and compared to the Champ she will stop in midair.
Good luck
Pat
Message 3
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| Subject: | Re: Kolb quit revealed |
With my passenger we quit flying at 40. When I say quit I mean stalled.
Surprised the crap out of both of us.>>
You were surprised that you stalled at a higher speed when you had a
passenger/higher weight? What did you expect? The stall occurs when the
wing no longer produces enough lift to support the weight. If you add
weight or reduce speed you WILL STALL:L.
Nothing surprising about it. That is the basic physics behind flying. If
you are too heavy or too slow the plane (any plane) will not fly.
Planes certainly differ in their stalling characteristics and the way in
which the stall is approached. Some planes will drop a wing. some
don`t. Some planes, even if the stall is approached cautiously, will
just stop flying and pitch nose down suddenly. The Kolb under the same
condition will just drop her nose a shade and start flying again. Even
with the stick held back she will just bob gently downwards. Of course
if you just yank the stick back to the stops at normal flying speed you
will get a very different response.because the increase in `g` will have
produced an `apparent` increase in weight and the stall speed will
increase in response.
A laminar flow wing, as in a P51 will stall more viciously than the
usually benign wing design to which we are accustomed. I only flew the P
51 once and there was a good stall warning vibration but 10,000 feet was
the MINIMUM height for spins so you can draw your own conclusions.
Pat
Message 4
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| Subject: | Re: Altitude/speed control on approach |
John Hauck wrote:
> Try low and slow. Maybe we will understand.
>
> BTW: Who are you?
>
> john h
> mkIII
> Titus, Alabama
I have, and yes...that's a different story. I am just someone that use to have
a kolb and still browse the forum. The kolb was some of the most fun flying I
have done, i have a citabria now.
Have fun / fly safe.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366593#366593
Message 5
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I am considering removing the Rotax from my Firefly and installing a Kawasaki.
Anyone have any experience with or know of anyone using the micro v belt reduction
as sold by J Bird?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366594#366594
Message 6
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| Subject: | Re: Altitude/speed control on approach |
If you are level in cruise and ATC asks you to maintain Mach .80 or greater....are
you telling me your going to pitch down to do that?
yes and no...
if you are at mach .6 in level flight,,, and atc ask you to go .8 and maintain
altitude. you will have to increase power, and the extra speed will cause
you to develop more lift, so you will have to lower the nose untill the extra
lift generated by the extra speed is canceled out, then you can maintain altitude.
if you were at mach 2.6 and atc asked you to go to mach .8 you would have to
reduce power, and increase angle of attack to maintain equal amounts of lift.
like wise if you are in a kolb at 50 mph.. you will have to have aprox. 11 deg,
+- in your main wings inorder to stay straight and level. at that configuration
the lift provided by the aircraft wings will equal the weight of the plane.
if you increase to 70 mph, you will only need aprox 8 deg +- to develop
the same lift, so yes you you will have to drop the nose, lower the angle
of attack in the wings, reduce back pressure on the stick, (depending on
trim)... if you dont change the attitude, and change speed from 50 to
70. you will develope much more lift,, and you will be in a climb.
boyd
Message 7
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| Subject: | Re: Making touchdown with high thrustline? |
So if I am in my Kolbra flying in on approach with, or without power and
I see that I am going to be short of my touchdown point..what would I
do?
Thanks,
Nick Cassara
>>>>>>>>>>>>>>>>>>>>
exactly the same thing. depending on how you are trimed, you may need
to add a bit of back pressure to over come the high thrust line,
depending on how much power you add.
boyd
Message 8
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| Subject: | Tillotson Carburetor Icing |
At 08:33 AM 2/17/12 -0600, you wrote:
>
>
>......................>
>Bulbs may last a little longer mounted on the carb because of the rubber
>carb boot.
>.........................
>
John,
The Tillotson carburetor is designed to be direct flange mounted. No boot
is necessary.
Jack B. Hart FF004
Winchester, IN
Message 9
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| Subject: | attatude at mach numbers |
maybe i should have said, if you reference lift, and speed and airfoil shape,
at those speeds the same as you do in the speeds we see in kolb s... what
i said is true,,,, but,,, i am not sure,,, there may be some other aspects
in aerodynamics i dont understand in the high mach numbers.
boyd
Message 10
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| Subject: | Re: Making touchdown with high thrustline? |
Try thinking about it like this.
If you have altitude you can trade it for airspeed.
If you have airspeed you can trade it for altitude.
( we will assume no changes to power)
So if you are coming down final at VNE you could pitch up and trade off some
airspeed.
But if you are approaching a short field just above stall speed you have no energy
to trade for altitude, adding power at the same trim will maintain trimmed
airspeed an cause the airplane to climb.
The only Kolb I have experience with is the firefly, and I am still learning, but
so far the high thrust line pitch is minor and easy to deal with. Coming from
GA the lack of inertia is the bigger issue.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366600#366600
Message 11
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| Subject: | Re: Kolb quit revealed |
Pat
Stall tests with 2 pass indicated 30. 2 mph higher than with 1 pass. It
does not stall at 40 at altitude.
(3000rpm)
----- Original Message -----
From: Pat Ladd
To: kolb-list@matronics.com
Sent: Sunday, February 19, 2012 9:37 AM
Subject: Re: Kolb-List: Kolb quit revealed
With my passenger we quit flying at 40. When I say quit I mean
stalled. Surprised the crap out of both of us.>>
You were surprised that you stalled at a higher speed when you had a
passenger/higher weight? What did you expect? The stall occurs when the
wing no longer produces enough lift to support the weight. If you add
weight or reduce speed you WILL STALL:L.
Nothing surprising about it. That is the basic physics behind flying.
If you are too heavy or too slow the plane (any plane) will not fly.
Planes certainly differ in their stalling characteristics and the way
in which the stall is approached. Some planes will drop a wing. some
don`t. Some planes, even if the stall is approached cautiously, will
just stop flying and pitch nose down suddenly. The Kolb under the same
condition will just drop her nose a shade and start flying again. Even
with the stick held back she will just bob gently downwards. Of course
if you just yank the stick back to the stops at normal flying speed you
will get a very different response.because the increase in `g` will have
produced an `apparent` increase in weight and the stall speed will
increase in response.
A laminar flow wing, as in a P51 will stall more viciously than the
usually benign wing design to which we are accustomed. I only flew the P
51 once and there was a good stall warning vibration but 10,000 feet was
the MINIMUM height for spins so you can draw your own conclusions.
Pat
Message 12
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| Subject: | Re: Altitude/speed control on approach |
byoungplumbing(at)gmail.c wrote:
> If you are level in cruise and ATC asks you to maintain Mach .80 or greater....are
you telling me your going to pitch down to do that?
>
>
> yes and no...
> if you are at mach .6 in level flight,,, and atc ask you to go .8 and maintain
altitude. you will have to increase power, and the extra speed will cause
you to develop more lift, so you will have to lower the nose untill the
extra lift generated by the extra speed is canceled out, then you can maintain
altitude.
> if you were at mach 2.6 and atc asked you to go to mach .8 you would have
to reduce power, and increase angle of attack to maintain equal amounts of lift.
>
> like wise if you are in a kolb at 50 mph.. you will have to have aprox. 11
deg, +- in your main wings inorder to stay straight and level. at that configuration
the lift provided by the aircraft wings will equal the weight of the
plane. if you increase to 70 mph, you will only need aprox 8 deg +- to develop
the same lift, so yes you you will have to drop the nose, lower the
angle of attack in the wings, reduce back pressure on the stick, (depending
on trim)... if you dont change the attitude, and change speed from 50 to
70. you will develope much more lift,, and you will be in a climb.
>
> boyd
Please re-read above.
"Power changes = attitude changes....the question is what happens first or what
your primary tool for those changes are based off of what type of flying you
are doing. ...some are flown by power settings....adjust attitude accordingly."
Attitude is a byproduct of power settings when doing that type of flying. All im
saying is that the phrase "Pitch for airspeed, power for altitude" does not
fit in some scenarios. It would be more like "Power for airspeed resulting in
an alternate pitch setting at a specific altitude to maintain the same total lift
with the resulting airspeed." Lol
We are all talking about the same thing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366602#366602
Message 13
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| Subject: | Re: belt reduction |
I am dam sure I wouldn't replace a Rotax with Kawasaki unless you would lik
e to get more glider time
Ellery Batchelder Jr.
-----Original Message-----
From: Ducati SS <hiwingflyer6219@yahoo.com>
Sent: Sun, Feb 19, 2012 10:19 am
Subject: Kolb-List: belt reduction
I am considering removing the Rotax from my Firefly and installing a Kawasa
ki.
nyone have any experience with or know of anyone using the micro v belt
eduction as sold by J Bird?
ead this topic online here:
http://forums.matronics.com/viewtopic.php?p=366594#366594
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Message 14
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| Subject: | Re: attatude at mach numbers |
byoungplumbing(at)gmail.c wrote:
> maybe i should have said, if you reference lift, and speed and airfoil shape,
at those speeds the same as you do in the speeds we see in kolb s... what
i said is true,,,, but,,, i am not sure,,, there may be some other aspects
in aerodynamics i dont understand in the high mach numbers.
>
> boyd
No, you were correct. Its all a wing going through the air, and something (sometimes)
creating thrust to push said wing through it with resulting aerodynamic
events.
That other thread got way off track...we are all talking about the same thing but
it seems to of just got scrambled. While the phrase "Pitch for airspeed, power
for altitude" IS correct in every airplane with a wing, that's not necessarily
the approach taken in some type of flying in terms of how you control those
factors.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366604#366604
Message 15
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| Subject: | Tillotson Carburetor Icing |
The Tillotson carburetor is designed to be direct flange mounted. No boot
is necessary.
Jack B. Hart FF004
Morning Jack H/Gang:
In that case bulb life will probably be drastically shorted, unless the
system is shock mounted.
john h
mkIII
Titus, Alabama
Message 16
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| Subject: | attatude at mach numbers |
but,,, i am not sure,,, there may be some other aspects in aerodynamics
i dont understand in the high mach numbers.
boyd
Good Morning Boyd Y/Kolbers:
Looked for mach numbers on my ASI and cannot find them.
Have no experience with high speed. All my aviation experience has been low
and slow. The only fixed wing aircraft I could out run with an AH-G1 Cobra
was an O-1, and then I had to be going downhill. ;-)
john h
mkIII
Titus, Alabama
Message 17
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| Subject: | Re: belt reduction |
Can someone tell me when the last Kawasaki 440's and other members of
that engine family were last made? My research says sometime in the
1980's? Herb
At 09:58 AM 2/19/2012, you wrote:
>I am dam sure I wouldn't replace a Rotax with Kawasaki unless you
>would like to get more glider time
>
>
>Ellery Batchelder Jr.
>
>
>-----Original Message-----
>From: Ducati SS <hiwingflyer6219@yahoo.com>
>To: kolb-list <kolb-list@matronics.com>
>Sent: Sun, Feb 19, 2012 10:19 am
>Subject: Kolb-List: belt reduction
>
>
><<mailto:hiwingflyer6219@yahoo.com>hiwingflyer6219@yahoo.com>
>
>I am considering removing the Rotax from my Firefly and installing a
>Kawasaki.
>Anyone have any experience with or know of anyone using the micro v belt
>reduction as sold by J Bird?
>
>
>Read this topic online here:
>
><http://forums.matronics.com/viewtopic.php?p=366594#366594>http://forums.matronics.com/viewtopic.php?p=366594#366594
>
>
>get=_blank>http://www.matronics.com/Navigator?Kolb-List
>p://forums.matronics.com
>blank>http://www.matronics.com/contribution
>
>
Message 18
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| Subject: | Re: belt reduction |
I spent many years as a professional motorcycle / snowmobile mechanic. I have worked
on and rebuilt prior and current generation rotax engines as well as the
TA 440. The TA was a good engine with the exception of center seal failure. The
fix was to split the cases and install a labrinth seal. The seal problem on
newer engines is supposed to be fixed, however I will split the cases and inspect
be for running. The claim is that these engines are still in production for
fixed equipment such as pumps. I have some question with the fan housing and
the intake manifold, but the cases definitely look new. Again I will know more
after disassembly. I almost bought the MZ, and I may still at a future date
but I have some concerns and have received no good answers.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366611#366611
Message 19
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| Subject: | Re: Making touchdown with high thrustline? |
Sorry, dont know how to make the quotes in blue like the others.
"If you try to maintain your glide path with the stick you will be in trouble in
any plane." I disagree here.
"exactly the same thing. depending on how you are trimed," My kolbra trim is basically
useless, maybe you other kolb guys have something better.
"but so far the high thrust line pitch is minor and easy to deal with. Coming from
GA the lack of inertia is the bigger issue." I agree here.
CFI's have argued for as long as I know (not that long) about which is the proper
method to teach students to fly. Ie. pitch for point, power for airspeed,
or pitch for airspeed, power for point. The thing is, is that neither are incorrect.
They are just different ways/tools/skills of acheiving the same result.
If I were teaching a new student to fly my Kolb, I would teach them pitch for point
and power for airspeed. They need to learn what the elevator was designed
for (pitch control). Once they learned how to acheive consistant results then
you can teach all the other methods/tricks to produce the desired outcome.
Take it for what it is worth, which is my opinion.
Travis Bennett
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366614#366614
Message 20
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| Subject: | Re: belt reduction |
I have a two or three year old "new" 440 crank from J Bird....so
called....Should it have the new style seal? and can you tell me
when the "non Pump" utility engines, snowmobile were last
built? Good guess would be ok...Herb
At 10:34 AM 2/19/2012, you wrote:
>
>I spent many years as a professional motorcycle / snowmobile
>mechanic. I have worked on and rebuilt prior and current generation
>rotax engines as well as the TA 440. The TA was a good engine with
>the exception of center seal failure. The fix was to split the cases
>and install a labrinth seal. The seal problem on newer engines is
>supposed to be fixed, however I will split the cases and inspect be
>for running. The claim is that these engines are still in production
>for fixed equipment such as pumps. I have some question with the fan
>housing and the intake manifold, but the cases definitely look new.
>Again I will know more after disassembly. I almost bought the MZ,
>and I may still at a future date but I have some concerns and have
>received no good answers.
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=366611#366611
>
>
Message 21
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| Subject: | Re: Making touchdown with high thrustline? |
If I were teaching a new student to fly my Kolb, I would teach them pitch
for point and power for airspeed. They need to learn what the elevator was
designed for (pitch control). Once they learned how to acheive consistant
results then you can teach all the other methods/tricks to produce the
desired outcome.
Travis Bennett
Travis B/Kolbers:
I agree.
Don't really know how I land my Kolb, but been able to return to earth
consistently over the years. Doesn't really make a lot of difference one
way or the other. Kolbs are fun airplanes and designed to enjoy. They
respond well to almost any pilot whether experienced or novice. Guaranteed
to put a smile on your face.
Kolbs like to be handled. They don't fly by themselves. They must be
constantly flown. There are a few that have increased dihedral to make the
Kolb roll stable and a rudder airplane. I find the Kolb is an aileron
airplane, built and rigged per plans. They don't fly well without aileron
control, or should I say they won't fly long without aileron input.
Homer tried to squeeze all the performance out of his wing; high lift, good
slow flight characteristics, gentle stall. The only reason he put any
dihedral in the wing was because the wings looked like they were drooping
when sitting on the ground. He added dihedral for aesthetic reasons only,
and then minimal. However, when he rebuilt the 1985 Oshkosh Grand Champion
Ultralight, the Firestar, he added quite a bit of dihedral to see what the
results would be. I was honored to fly this airplane locally around the
Kolb Farm. Was having so much fun I didn't even think of the increased
dihedral. I was more impressed flying an original Firestar with a 503. It
was a sky rocket. BTW: When Homer decided to put the 503 on the Firestar
he also built 7 rib wings for it.
john h
mkIII
Titus, Alabama
Message 22
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| Subject: | Re: belt reduction |
Arctic cat used used mostly kawasaki engines until the change to the Spirit. Thats
going back but I believe it was late seventies or very early eighties. I left
the Suzuki, Arctic, Ski-Doo dealership in 84 and we had Spirit engines by
then. Kawasaki snowmobiles of the eighties used the 440 but it may have been only
th 440b. I have not opened up my engine yet. If the update is a labyrinth
seal that will be easy to see, but if it is an improved conventional seal part
numbers will be needed.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366618#366618
Message 23
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| Subject: | Re: Making touchdown with high thrustline? |
Ie. pitch for point, power for airspeed, or pitch for airspeed, power for point.
The thing is, is that neither are incorrect. They are just different ways/tools/skills
of acheiving the same result.
i guess if you look at the statement above it makes sense,,,,,,, until you loose
an engine,,, then what do you have left... if you pitch down to a point
too far away, you are going to stall and not make it,,,, if you pitch to
a point too close, the speed will build up. and you will over shoot the landing
point unless you can find a way to increase drag and control the speed.
Once you become a glider there are ways to waste altitude and maintain your
speed,,, but you cant waste speed to conserve altitude. ie in a glider, if
you are going to come up short,,, it is best to keep the speed, up. to make
sure you have the best chance to flair, and make the contact with the ground
as gentle as possible. guess before i get flamed here,,, you can give up
speed to conserve altitude only till you reach the speed that gives the maximum
glide distance,,,,, from that point giving up anymore speed will destroy altitude.
till you stall and give it up all at once.
so if you are thinking pitch for speed, power for point,,,, in an emergency,,,
you dont have to rethink what is going on, or what to do.
boyd y
Message 24
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| Subject: | Re: Making touchdown with high thrustline? |
If the engine quits and you trim pitch for best glide speed, then you will get
maximum distance for your altitude. No need to bounce airspeed up and down.Then
if you find a field close by you can circle down or otherwise bleed energy.If
I am dead stick I would rather let trim take care of speed wile I look for a
suitable landing area.
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Message 25
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| Subject: | Re: Making touchdown with high thrustline? |
Kolbers,
Great discussion, and lots to be learned from so many opinions from so
many people with so many hours of flight in so many types of aircraft.
If you recall, when I first posted the question I offered a video taken
from inside a jet doing approach and touchdown on an aircraft carrier
landing. It is very demonstrative of the control necessary to do a spot
landing of a fighter jet like a STOL and is really interesting to "ride"
in with the pilot. As I said originally, the file is wmv, which is
Windows Media Player, and the list doesn't allow that file, so I can't
post it. I have checked it with 3 programs and it's clean, so if there
are any more of you who would like to see it, contact me off list and
I'll shoot it your way.
Dave Kulp
Bethlehem, PA
FireFly 11DMK
On 2/19/2012 1:14 PM, b young wrote:
> --> Kolb-List message posted by: "b young"<byoungplumbing@gmail.com>
>
> Ie. pitch for point, power for airspeed, or pitch for airspeed, power for
point. The thing is, is that neither are incorrect. They are just different
ways/tools/skills of acheiving the same result.
>
> i guess if you look at the statement above it makes sense,,,,,,, until you
loose an engine,,, then what do you have left... if you pitch down to a
point too far away, you are going to stall and not make it,,,, if you pitch
to a point too close, the speed will build up. and you will over shoot the landing
point unless you can find a way to increase drag and control the speed.
Once you become a glider there are ways to waste altitude and maintain your
speed,,, but you cant waste speed to conserve altitude. ie in a glider,
if you are going to come up short,,, it is best to keep the speed, up. to make
sure you have the best chance to flair, and make the contact with the ground
as gentle as possible. guess before i get flamed here,,, you can give up
speed to conserve altitude only till you reach the speed that gives the maximum
glide distance,,,,, from that point giving up anymore speed will destroy
altitude. till you stall and give it up all at once.
>
> so if you are thinking pitch for speed, power for point,,,, in an emergency,,,
you dont have to rethink what is going on, or what to do.
>
> boyd y
>
>
Message 26
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| Subject: | Re: Making touchdown with high thrustline? |
This is all good but I don't hear anything about Kolb Flaps. When the
engine quits they are a valuable tool to use for landing where you want to
touch down. I practice lowering the flaps while lowering the nose to
maintain air speed then raising the flaps and raising the nose. Do this a
few times on approach and watch how much the the touch down point will
change. If your model Kolb doesn't have them oh well, you are missing a
great tool.
I normally land with one notch of flaps and some power. When I was landing
at my short one way strip I could always cut power and add flaps if I
misjudged my approach. If I was landing with no power and full flaps I
would have fewer options. Another point is that landing with power and one
notch of flaps feels just like landing with no power and no flaps. I cut
power and added flaps a few times when I got surprised by a strong wind
pushing me down wind into my one way strip.
The FAA doesn't like this but it works well in a Kolb. If you loose power
use the flaps to fine tune your approach then raise them for landing. You
will have a much easier round out (flare) at a time when you may need easy.
Another point is that you can get the tail down first if need be to stay up
right in unprepared surfaces. With flaps down it is much more difficult to
get the tail down first. I used this technique to land and stay upright in
a bean field a few years ago. The beans grabbed the tail wheel kind of like
the hook grabbing a wire on a aircraft carrier.
As always worth what you paid for it.
Rick Neilsen
Redrive VW Powered MKIIIC
On Sun, Feb 19, 2012 at 10:27 AM, b young <byoungplumbing@gmail.com> wrote:
> **
>
> ** **
>
> So if I am in my Kolbra flying in on approach with, or without power and
I
> see that I am going to be short of my touchdown point=85.what would I do?
**
> **
>
> Thanks,** **
>
> Nick Cassara
>
> **>>>>>>>>>>>>>>>>>>>>**
>
> **exactly the same thing. depending on how you are trimed, you may
> need to add a bit of back pressure to over come the high thrust line,
> depending on how much power you add.**
>
> ****
>
> **boyd **
>
> *
>
===========
===========
===========
===========
> *
>
>
Message 27
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| Subject: | Re: belt reduction |
I bought a 440 w/ belt reduction from J bird. I broke in the rebuilt
engine but it had a rattle at around 3200 rpm . Jim swapped it out for a "
new" 440". for 500.00 more. I had a rattle at lower RPMS, but I still had
reservations even though Jim said it was normal. The belt drive seemed to
work smoothly but I still had some reservations. I never installed it and it
is sitting in my garage . Im still not convinced it was a NEW engine Ca nt
say for certain .
In a message dated 2/19/2012 9:19:54 A.M. Central Standard Time,
hiwingflyer6219@yahoo.com writes:
I am considering removing the Rotax from my Firefly and installing a
Kawasaki. Anyone have any experience with or know of anyone using the micro v
belt reduction as sold by J Bird?
I have since installed a new Rotax 447 and need to finish breaking it
in.
Ed Diebel ( FF 62)
Message 28
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| Subject: | Re: Making touchdown with high thrustline? |
"so if you are thinking pitch for speed, power for point,,,, in an emergency,,,
you dont have to rethink what is going on, or what to do. " ....................either
of the 2 methodologies only work perfectly when you have not lost
one of your control inputs. ie...if you lose an engine you cannot power for
point as you have no power, same as if you lose your elevator control you cannot
pitch for point. You should always practice worst case scenarios so you will
be prepared for them when they come.
In the bigger scheme of things Kolb related....you are rarely only going to make
changes to either pitch or power alone.
Travis Bennett
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| Subject: | Re: belt reduction |
At 10:13 AM 2/19/2012, Ducati SS wrote:
>
>I am considering removing the Rotax from my Firefly and installing a
>Kawasaki. Anyone have any experience with or know of anyone using the
>micro v belt reduction as sold by J Bird?
Why the change?
-Dana
--
The American people get the government they deserve, and they get it good
and hard.
Message 30
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| Subject: | Re: belt reduction |
Trying to lighten it enough to install electric start. All up weight of the TA
is 6.5 lbs. lighter than the Rotax. Also exchanging some airframe parts for titanium
and carbon fiber, lighter instruments and lighter prop.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366656#366656
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| Subject: | Re: frunt mounted radiator |
Charlie, It's about 95.5 sq.in. (11 X 8.7) and the core is an inch thick.
It's about 14 inches wide including the tanks.
Rick
On Fri, Feb 17, 2012 at 3:21 PM, Charlie England <ceengland@bellsouth.net>wrote:
> Hi Rick,
>
> Next time you're at the plane, would you mind getting some measurements?
> I'd like to know the face area & thickness of the core itself, and also the
> overall dimensions including the tanks (not including fittings, hoses, etc).
>
> Thanks,
>
> Charlie
>
>
> On 02/17/2012 01:06 PM, Richard Girard wrote:
>
> Richard, I have put the Honda Magna radiator on two Kolb Mk III's now. I
> have a 1/2 mile taxi when the wind is from the south and have never had an
> overheat situation with either airplane even in last summer's 115+
> temperatures. If it was a problem, I think I'd have seen it by now. The
> Mark III has enough issue with in flow to the prop without putting a
> radiator right in front. The Magna radiator also has provision for a
> cooling fan if it was required, but so far there has been no need.
> I have had overheat issues with the stock Rotax radiators mounted in front
> of the engine and at the gearbox. That was what started me on the trail to
> a single radiator. That, and the expense.
>
> Rick Girard
>
> On Fri, Feb 17, 2012 at 11:03 AM, Richard Pike <richard@bcchapel.org>wrote:
>
>>
>> Why do you want one at that end? I tried that the first year I had my
>> MKIII, and noticed two things: if you were unable to take off as soon as
>> you wanted, the engine would overheat, and it also seemed to hurt the rate
>> of climb. I like having the radiator just ahead of the prop so that the
>> temps stay normal while taxiing.
>>
>> I do currently have a small radiator just in front of the air
>> filter/silencer box to augment the main radiator that is behind and under
>> the wing/in front of the prop, as the original was not quite enough in July
>> & August. I can post pictures if you are interested.
>>
>> --------
>> Richard Pike
>> Kolb MKIII N420P (420ldPoops)
>> richard (at) bcchapel(dot)org
>> Kingsport, TN 3TN0
>> Now faith is the substance of things hoped for, the evidence of things
>> not seen.
>> Hebrews 11:1
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=366484#366484
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
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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
>
>
> *
>
> *
>
>
> *
>
> *
>
>
--
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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