Today's Message Index:
----------------------
1. 03:58 AM - Re: The spot that doesn't move (David d.)
2. 08:09 AM - Re: Re: The spot that doesn't move (David Kulp)
3. 08:43 AM - Re: Re: The spot that doesn't move (Richard Girard)
4. 01:28 PM - NGK Spark Plugs (William Long)
5. 02:10 PM - Re: Re: The spot that doesn't move (David Kulp)
6. 02:15 PM - Re: Re: The spot that doesn't move (David Peters)
7. 02:48 PM - Re: Re: The spot that doesn't move (David Kulp)
8. 02:52 PM - Re: NGK Spark Plugs (chris davis)
9. 02:57 PM - Re: NGK Spark Plugs (Richard Girard)
10. 03:11 PM - Re: Seat frame brace (Dennis Thate)
11. 05:17 PM - Re: Re: The spot that doesn't move (David Peters)
Message 1
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Subject: | Re: The spot that doesn't move |
Excellent observation Rick.
The object not moving is very common on a horizontal plane. If an object doesnt
move you had better turn left or right. Works on planes, ships, cars, etc.
You should mention that raising the nose will not work. (power off)
DD
--------
Kolb Mark IIIX 582 Blue head
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=384611#384611
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Subject: | Re: The spot that doesn't move |
David,
I believe you're mistaken about raising the nose not working. If I'm
descending power off at 80 kts. from an altitude of 3K feet, there is a
point ahead of me which "does not move" where I will touch down, all
things remaining consistent. However, if I raise the nose and lower my
speed to 45K, the point which "does not move" will be further away. The
weight of the plane and all that's in it at the altitude it exists is
potential energy, built up by the engine moving the mass to that
altitude. When you are descending, that potential energy is now kinetic
energy and is spent in speed and distance, as well as overcoming
friction and wind resistance, etc. If you are using the energy to
maintain an 80K speed and overcome the friction and wind resistance at
that speed, you can raise the nose to trade off some of the speed and
resistance for a greater distance, which will change where things don't
move. The energy saved from the reduction of speed isn't lost, it's
transferred to distance.
You do it all the time, when you're landing especially. The aircraft
doesn't know where the energy is coming from, the prop or gravity, so
it's up to the pilot to adjust the power (engine) and the pitch
(gravity) in order to touch down where he wants to. Too much power or
too shallow a descent and you may overshoot the runway because the point
"that does not move" is extended further in front. If you only have the
energy of gravity, such as in a dead stick landing, you can still adjust
the speed/distance relationship with pitch.
Dave Kulp
Bethlehem, PA
FireFly 11DMK
On 10/4/2012 6:58 AM, David d. wrote:
>
> Excellent observation Rick.
>
> The object not moving is very common on a horizontal plane. If an object doesnt
move you had better turn left or right. Works on planes, ships, cars, etc.
> You should mention that raising the nose will not work. (power off)
> DD
>
> --------
> Kolb Mark IIIX 582 Blue head
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=384611#384611
>
>
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Subject: | Re: The spot that doesn't move |
Dave, Well, to some extent it depends upon the airplane. If I were flying
my Kolb MkIIIC at 80 kts power off I'd pretty much be looking straight
down. :-}
First let's talk about real gliding speeds. For the mk IIIC the range is
about 45 mph to 60, with a best of about 50. If I slow down from 50 to 45
there is a momentary ballooning that will make the STDM (spot that doesn't
move) appear to move forward and then it will increase descent rate and the
STDM not only comes back to where it was but moves toward me as the
aircraft's sink rate goes up.
If I do the reverse, speeding up from 45 to 50 the opposite reaction
occurs, at first the STDM moves toward me as the nose comes down, caused by
the slight dive to pick up speed, then extends outward as the plane
"planes" out, for lack of a better term.
Let's speed up some more to 60. Now there is neither ballooning nor a
temporary sink followed by planing, the STDM just moves inward as the nose
comes down.
Even though the Kolb MkIII is a draggy airplane, exactly the same thing
will happen in a Cessna 172, just at slightly greater speed. For the 172
it's 65 kts for best glide and decreasing to 60 will get the
ballooning/greater sink response (Thanks Spence, for showing me that early
in training). At Renton, WA, a tower controlled field where I did my
training the standard pattern speed requested by the controllers was 80 kts
and on busy days the slow guys got put in holding patterns while the faster
airplanes were pushed through. You didn't dare slow to 65 until you had the
second notch of flaps on final. Then the difference in sink rate between 65
and 60 REALLY became obvious.
Incidentally, this is all covered quite well in "Stick and Rudder". Written
almost 70 years ago, but still true today.
Rick
On Thu, Oct 4, 2012 at 10:08 AM, David Kulp <undoctor@ptd.net> wrote:
>
> David,
>
> I believe you're mistaken about raising the nose not working. If I'm
> descending power off at 80 kts. from an altitude of 3K feet, there is a
> point ahead of me which "does not move" where I will touch down, all things
> remaining consistent. However, if I raise the nose and lower my speed to
> 45K, the point which "does not move" will be further away. The weight of
> the plane and all that's in it at the altitude it exists is potential
> energy, built up by the engine moving the mass to that altitude. When you
> are descending, that potential energy is now kinetic energy and is spent in
> speed and distance, as well as overcoming friction and wind resistance,
> etc. If you are using the energy to maintain an 80K speed and overcome the
> friction and wind resistance at that speed, you can raise the nose to trade
> off some of the speed and resistance for a greater distance, which will
> change where things don't move. The energy saved from the reduction of
> speed isn't lost, it's transferred to distance.
>
> You do it all the time, when you're landing especially. The aircraft
> doesn't know where the energy is coming from, the prop or gravity, so it's
> up to the pilot to adjust the power (engine) and the pitch (gravity) in
> order to touch down where he wants to. Too much power or too shallow a
> descent and you may overshoot the runway because the point "that does not
> move" is extended further in front. If you only have the energy of gravity,
> such as in a dead stick landing, you can still adjust the speed/distance
> relationship with pitch.
>
> Dave Kulp
> Bethlehem, PA
> FireFly 11DMK
>
>
> On 10/4/2012 6:58 AM, David d. wrote:
>
>>
>> Excellent observation Rick.
>>
>> The object not moving is very common on a horizontal plane. If an object
>> doesnt move you had better turn left or right. Works on planes, ships,
>> cars, etc.
>> You should mention that raising the nose will not work. (power off)
>> DD
>>
>> --------
>> Kolb Mark IIIX 582 Blue head
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/**viewtopic.php?p=384611#384611<http://forums.matronics.com/viewtopic.php?p=384611#384611>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
--
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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I used the BR8EIX plugs on my FireFly 447. They have 35 hours on them. its
Idleing a little rough. Should I spend the money on BR8EIX or just use
B8ES?
Thanks
Bill Long
2000 FireFly
Holt MI.
Message 5
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Subject: | Re: The spot that doesn't move |
Hi Rick,
We agree. When I was taking lessons in a Cessna, Andy would have me
slow down to just above stall and then do tight turns, etc. while "slow
flying." After I'd get into the very severe AOA necessary to slow fly I
had to apply quite a bit of power in order to maintain my altitude.
Andy looks a lot like SNL's Andy Samberg, but that's where the
similarity ended. If I'd lose 50' of altitude doing a tight 360 while
slow flying I'd hear about it! So when you're slow flying at a very
high AOA, you're using close to the same amount of power (energy) to
maintain altitude at a very slow speed. It almost feels like you're
plowing snow. So let's skip slow flying or much of any range below best
glide, because if someone chose to slow fly in a power out situation
they'd be harboring a death wish.
I would figure that the best glide speed would be where there was enough
speed to reduce the AOA, but not so much speed that the energy is being
wasted on the increased drag inherent with the higher speed. So it's
from that speed upward that one would adjust pitch and speed to arrive
at the site they chose. In your reply you wrote:
*Let's speed up some more to 60. Now there is neither ballooning nor a
temporary sink followed by planing, the STDM just moves inward as the
nose comes down.*
So if the STDM moves inward when the nose comes down (and the speed is
increased), then if you were doing 70 and raised the nose, the speed
would drop and the STDM would move outward as the nose rose. You can't
have one without the other; physics is 100% consistent, unless you're
dealing with bumble bees.
When my Cuyuna shut off I was over my house in Lansdale and when I chose
the Pennfield Middle School sports fields to land I dropped my nose till
the STDM was the track and the resulting speed showing on my Halls was
80 MPH. Pretty near VNX, but the US was staying together so I stayed
with it because in my total inexperience I figured it was my best shot
at not getting hurt or something.
Dave Kulp
On 10/4/2012 11:43 AM, Richard Girard wrote:
> Dave, Well, to some extent it depends upon the airplane. If I were
> flying my Kolb MkIIIC at 80 kts power off I'd pretty much be looking
> straight down. :-}
> First let's talk about real gliding speeds. For the mk IIIC the range
> is about 45 mph to 60, with a best of about 50. If I slow down from 50
> to 45 there is a momentary ballooning that will make the STDM (spot
> that doesn't move) appear to move forward and then it will increase
> descent rate and the STDM not only comes back to where it was but
> moves toward me as the aircraft's sink rate goes up.
> If I do the reverse, speeding up from 45 to 50 the opposite reaction
> occurs, at first the STDM moves toward me as the nose comes down,
> caused by the slight dive to pick up speed, then extends outward as
> the plane "planes" out, for lack of a better term.
> Let's speed up some more to 60. Now there is neither ballooning nor a
> temporary sink followed by planing, the STDM just moves inward as the
> nose comes down.
> Even though the Kolb MkIII is a draggy airplane, exactly the same
> thing will happen in a Cessna 172, just at slightly greater speed. For
> the 172 it's 65 kts for best glide and decreasing to 60 will get the
> ballooning/greater sink response (Thanks Spence, for showing me that
> early in training). At Renton, WA, a tower controlled field where I
> did my training the standard pattern speed requested by the
> controllers was 80 kts and on busy days the slow guys got put in
> holding patterns while the faster airplanes were pushed through. You
> didn't dare slow to 65 until you had the second notch of flaps on
> final. Then the difference in sink rate between 65 and 60 REALLY
> became obvious.
> Incidentally, this is all covered quite well in "Stick and Rudder".
> Written almost 70 years ago, but still true today.
>
> Rick
>
> On Thu, Oct 4, 2012 at 10:08 AM, David Kulp <undoctor@ptd.net
> <mailto:undoctor@ptd.net>> wrote:
>
> <mailto:undoctor@ptd.net>>
>
> David,
>
> I believe you're mistaken about raising the nose not working. If
> I'm descending power off at 80 kts. from an altitude of 3K feet,
> there is a point ahead of me which "does not move" where I will
> touch down, all things remaining consistent. However, if I raise
> the nose and lower my speed to 45K, the point which "does not
> move" will be further away. The weight of the plane and all
> that's in it at the altitude it exists is potential energy, built
> up by the engine moving the mass to that altitude. When you are
> descending, that potential energy is now kinetic energy and is
> spent in speed and distance, as well as overcoming friction and
> wind resistance, etc. If you are using the energy to maintain an
> 80K speed and overcome the friction and wind resistance at that
> speed, you can raise the nose to trade off some of the speed and
> resistance for a greater distance, which will change where things
> don't move. The energy saved from the reduction of speed isn't
> lost, it's transferred to distance.
>
> You do it all the time, when you're landing especially. The
> aircraft doesn't know where the energy is coming from, the prop or
> gravity, so it's up to the pilot to adjust the power (engine) and
> the pitch (gravity) in order to touch down where he wants to. Too
> much power or too shallow a descent and you may overshoot the
> runway because the point "that does not move" is extended further
> in front. If you only have the energy of gravity, such as in a
> dead stick landing, you can still adjust the speed/distance
> relationship with pitch.
>
> Dave Kulp
> Bethlehem, PA
> FireFly 11DMK
>
>
> On 10/4/2012 6:58 AM, David d. wrote:
>
> <david@PaulowniaTrees.com>
>
> Excellent observation Rick.
>
> The object not moving is very common on a horizontal plane. If
> an object doesnt move you had better turn left or right.
> Works on planes, ships, cars, etc.
> You should mention that raising the nose will not work. (power
> off)
> DD
>
> --------
> Kolb Mark IIIX 582 Blue head
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=384611#384611
>
>
> ===================================
> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
> ===================================
> http://forums.matronics.com
> ===================================
> 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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Subject: | Re: The spot that doesn't move |
What was the cause of your engine quitting Dave?
On Oct 4, 2012 2:12 PM, "David Kulp" <undoctor@ptd.net> wrote:
> Hi Rick,
>
> We agree. When I was taking lessons in a Cessna, Andy would have me slow
> down to just above stall and then do tight turns, etc. while "slow
> flying." After I'd get into the very severe AOA necessary to slow fly I
> had to apply quite a bit of power in order to maintain my altitude. Andy
> looks a lot like SNL's Andy Samberg, but that's where the similarity
> ended. If I'd lose 50' of altitude doing a tight 360 while slow flying
> I'd hear about it! So when you're slow flying at a very high AOA, you're
> using close to the same amount of power (energy) to maintain altitude at a
> very slow speed. It almost feels like you're plowing snow. So let's skip
> slow flying or much of any range below best glide, because if someone chose
> to slow fly in a power out situation they'd be harboring a death wish.
>
> I would figure that the best glide speed would be where there was enough
> speed to reduce the AOA, but not so much speed that the energy is being
> wasted on the increased drag inherent with the higher speed. So it's from
> that speed upward that one would adjust pitch and speed to arrive at the
> site they chose. In your reply you wrote:
> *Let's speed up some more to 60. Now there is neither ballooning nor a
> temporary sink followed by planing, the STDM just moves inward as the nose
> comes down.*
> So if the STDM moves inward when the nose comes down (and the speed is
> increased), then if you were doing 70 and raised the nose, the speed would
> drop and the STDM would move outward as the nose rose. You can't have one
> without the other; physics is 100% consistent, unless you're dealing with
> bumble bees.
>
> When my Cuyuna shut off I was over my house in Lansdale and when I chose
> the Pennfield Middle School sports fields to land I dropped my nose till
> the STDM was the track and the resulting speed showing on my Halls was 80
> MPH. Pretty near VNX, but the US was staying together so I stayed with it
> because in my total inexperience I figured it was my best shot at not
> getting hurt or something.
>
> Dave Kulp
>
>
> On 10/4/2012 11:43 AM, Richard Girard wrote:
>
> Dave, Well, to some extent it depends upon the airplane. If I were flying
> my Kolb MkIIIC at 80 kts power off I'd pretty much be looking straight
> down. :-}
> First let's talk about real gliding speeds. For the mk IIIC the range is
> about 45 mph to 60, with a best of about 50. If I slow down from 50 to 45
> there is a momentary ballooning that will make the STDM (spot that doesn't
> move) appear to move forward and then it will increase descent rate and the
> STDM not only comes back to where it was but moves toward me as the
> aircraft's sink rate goes up.
> If I do the reverse, speeding up from 45 to 50 the opposite reaction
> occurs, at first the STDM moves toward me as the nose comes down, caused by
> the slight dive to pick up speed, then extends outward as the plane
> "planes" out, for lack of a better term.
> Let's speed up some more to 60. Now there is neither ballooning nor a
> temporary sink followed by planing, the STDM just moves inward as the nose
> comes down.
> Even though the Kolb MkIII is a draggy airplane, exactly the same thing
> will happen in a Cessna 172, just at slightly greater speed. For the 172
> it's 65 kts for best glide and decreasing to 60 will get the
> ballooning/greater sink response (Thanks Spence, for showing me that early
> in training). At Renton, WA, a tower controlled field where I did my
> training the standard pattern speed requested by the controllers was 80 kts
> and on busy days the slow guys got put in holding patterns while the faster
> airplanes were pushed through. You didn't dare slow to 65 until you had the
> second notch of flaps on final. Then the difference in sink rate between 65
> and 60 REALLY became obvious.
> Incidentally, this is all covered quite well in "Stick and Rudder".
> Written almost 70 years ago, but still true today.
>
> Rick
>
> On Thu, Oct 4, 2012 at 10:08 AM, David Kulp <undoctor@ptd.net> wrote:
>
>>
>> David,
>>
>> I believe you're mistaken about raising the nose not working. If I'm
>> descending power off at 80 kts. from an altitude of 3K feet, there is a
>> point ahead of me which "does not move" where I will touch down, all things
>> remaining consistent. However, if I raise the nose and lower my speed to
>> 45K, the point which "does not move" will be further away. The weight of
>> the plane and all that's in it at the altitude it exists is potential
>> energy, built up by the engine moving the mass to that altitude. When you
>> are descending, that potential energy is now kinetic energy and is spent in
>> speed and distance, as well as overcoming friction and wind resistance,
>> etc. If you are using the energy to maintain an 80K speed and overcome the
>> friction and wind resistance at that speed, you can raise the nose to trade
>> off some of the speed and resistance for a greater distance, which will
>> change where things don't move. The energy saved from the reduction of
>> speed isn't lost, it's transferred to distance.
>>
>> You do it all the time, when you're landing especially. The aircraft
>> doesn't know where the energy is coming from, the prop or gravity, so it's
>> up to the pilot to adjust the power (engine) and the pitch (gravity) in
>> order to touch down where he wants to. Too much power or too shallow a
>> descent and you may overshoot the runway because the point "that does not
>> move" is extended further in front. If you only have the energy of gravity,
>> such as in a dead stick landing, you can still adjust the speed/distance
>> relationship with pitch.
>>
>> Dave Kulp
>> Bethlehem, PA
>> FireFly 11DMK
>>
>>
>> On 10/4/2012 6:58 AM, David d. wrote:
>>
>>>
>>> Excellent observation Rick.
>>>
>>> The object not moving is very common on a horizontal plane. If an object
>>> doesnt move you had better turn left or right. Works on planes, ships,
>>> cars, etc.
>>> You should mention that raising the nose will not work. (power off)
>>> DD
>>>
>>> --------
>>> Kolb Mark IIIX 582 Blue head
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=384611#384611
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>> ===================================
>> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
>> ===================================
>> http://forums.matronics.com
>> ===================================
>> 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
>
>
> *
>
> *
>
>
> *
>
> *
>
>
Message 7
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|
Subject: | Re: The spot that doesn't move |
Hi David, i don't know for sure, but since I shipped it down to 2SI To chec
k it out o(when they still dealt with aircraft) and they returned it saying i
t ran perfectly, I'm guessing the fuel pump I saved about 3 bucks rebuilding
rather than buying a new one malfunctioned.
Dave Kulp
Do not archive, please!
Sent from my iPhone
On Oct 4, 2012, at 5:15 PM, David Peters <dpeters160@gmail.com> wrote:
> What was the cause of your engine quitting Dave?
>
> On Oct 4, 2012 2:12 PM, "David Kulp" <undoctor@ptd.net> wrote:
> Hi Rick,
>
> We agree. When I was taking lessons in a Cessna, Andy would have me slow d
own to just above stall and then do tight turns, etc. while "slow flying." A
fter I'd get into the very severe AOA necessary to slow fly I had to apply q
uite a bit of power in order to maintain my altitude. Andy looks a lot like
SNL's Andy Samberg, but that's where the similarity ended. If I'd lose 50
' of altitude doing a tight 360 while slow flying I'd hear about it! So whe
n you're slow flying at a very high AOA, you're using close to the same amou
nt of power (energy) to maintain altitude at a very slow speed. It almost f
eels like you're plowing snow. So let's skip slow flying or much of any ran
ge below best glide, because if someone chose to slow fly in a power out sit
uation they'd be harboring a death wish.
>
> I would figure that the best glide speed would be where there was enough s
peed to reduce the AOA, but not so much speed that the energy is being waste
d on the increased drag inherent with the higher speed. So it's from that s
peed upward that one would adjust pitch and speed to arrive at the site they
chose. In your reply you wrote:
> Let's speed up some more to 60. Now there is neither ballooning nor a temp
orary sink followed by planing, the STDM just moves inward as the nose comes
down.
> So if the STDM moves inward when the nose comes down (and the speed is inc
reased), then if you were doing 70 and raised the nose, the speed would drop
and the STDM would move outward as the nose rose. You can't have one witho
ut the other; physics is 100% consistent, unless you're dealing with bumble b
ees.
>
> When my Cuyuna shut off I was over my house in Lansdale and when I chose t
he Pennfield Middle School sports fields to land I dropped my nose till the S
TDM was the track and the resulting speed showing on my Halls was 80 MPH. P
retty near VNX, but the US was staying together so I stayed with it because i
n my total inexperience I figured it was my best shot at not getting hurt or
something.
>
> Dave Kulp
>
>
>
>
> On 10/4/2012 11:43 AM, Richard Girard wrote:
>> Dave, Well, to some extent it depends upon the airplane. If I were flying
my Kolb MkIIIC at 80 kts power off I'd pretty much be looking straight down
. :-}
>> First let's talk about real gliding speeds. For the mk IIIC the range is a
bout 45 mph to 60, with a best of about 50. If I slow down from 50 to 45 the
re is a momentary ballooning that will make the STDM (spot that doesn't move
) appear to move forward and then it will increase descent rate and the STDM
not only comes back to where it was but moves toward me as the aircraft's s
ink rate goes up.
>> If I do the reverse, speeding up from 45 to 50 the opposite reaction occu
rs, at first the STDM moves toward me as the nose comes down, caused by the s
light dive to pick up speed, then extends outward as the plane "planes" out,
for lack of a better term.
>> Let's speed up some more to 60. Now there is neither ballooning nor a tem
porary sink followed by planing, the STDM just moves inward as the nose come
s down.
>> Even though the Kolb MkIII is a draggy airplane, exactly the same thing w
ill happen in a Cessna 172, just at slightly greater speed. For the 172 it's
65 kts for best glide and decreasing to 60 will get the ballooning/greater s
ink response (Thanks Spence, for showing me that early in training). At Rent
on, WA, a tower controlled field where I did my training the standard patter
n speed requested by the controllers was 80 kts and on busy days the slow gu
ys got put in holding patterns while the faster airplanes were pushed throug
h. You didn't dare slow to 65 until you had the second notch of flaps on fin
al. Then the difference in sink rate between 65 and 60 REALLY became obvious
.
>> Incidentally, this is all covered quite well in "Stick and Rudder". Writt
en almost 70 years ago, but still true today.
>>
>> Rick
>>
>> On Thu, Oct 4, 2012 at 10:08 AM, David Kulp <undoctor@ptd.net> wrote:
>>
>> David,
>>
>> I believe you're mistaken about raising the nose not working. If I'm des
cending power off at 80 kts. from an altitude of 3K feet, there is a point a
head of me which "does not move" where I will touch down, all things remaini
ng consistent. However, if I raise the nose and lower my speed to 45K, the p
oint which "does not move" will be further away. The weight of the plane an
d all that's in it at the altitude it exists is potential energy, built up b
y the engine moving the mass to that altitude. When you are descending, tha
t potential energy is now kinetic energy and is spent in speed and distance,
as well as overcoming friction and wind resistance, etc. If you are using t
he energy to maintain an 80K speed and overcome the friction and wind resist
ance at that speed, you can raise the nose to trade off some of the speed an
d resistance for a greater distance, which will change where things don't mo
ve. The energy saved from the reduction of speed isn't lost, it's transferr
ed to distance.
>>
>> You do it all the time, when you're landing especially. The aircraft doe
sn't know where the energy is coming from, the prop or gravity, so it's up t
o the pilot to adjust the power (engine) and the pitch (gravity) in order to
touch down where he wants to. Too much power or too shallow a descent and y
ou may overshoot the runway because the point "that does not move" is extend
ed further in front. If you only have the energy of gravity, such as in a de
ad stick landing, you can still adjust the speed/distance relationship with p
itch.
>>
>> Dave Kulp
>> Bethlehem, PA
>> FireFly 11DMK
>>
>>
>> On 10/4/2012 6:58 AM, David d. wrote:
>>
>> Excellent observation Rick.
>>
>> The object not moving is very common on a horizontal plane. If an object d
oesnt move you had better turn left or right. Works on planes, ships, cars,
etc.
>> You should mention that raising the nose will not work. (power off)
>> DD
>>
>> --------
>> Kolb Mark IIIX 582 Blue head
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=384611#384611
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> =========================
>> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
>> =========================
>> http://forums.matronics.com
>> =========================
>> 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 unhapp
y.
>> - Groucho Marx
>>
>>
>>
>>
>>
>
>
>
> get="_blank">http://www.matronics.com/Navigator?Kolb-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
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|
Subject: | Re: NGK Spark Plugs |
Bill I think you are doing great I flew a Kolb with a 503 and never got mor
e than 20 hours out of a set of plugs I have been out of- flight conditio
n for some time but I never heard of BR8EIX plugs is that something new ? p
leases excuse my ignorince. Chris=0A=0AChris Davis=0AKXP 503 492 hrs=0AGlid
er Pilot=0ADisabled from crash building Firefly=0A=0AFrom: William Long <bl
ong6826@sbcglobal.net>=0ATo: kolb-list@matronics.com =0ASent: Thursday, Oct
ober 4, 2012 4:28 PM=0ASubject: Kolb-List: NGK Spark Plugs=0A=0A=0AI used t
he BR8EIX plugs on my FireFly 447. -They have 35 hours on them. its Idlei
ng a little rough. -Should I spend the money on BR8EIX or just use-=0AB
========
Message 9
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Subject: | Re: NGK Spark Plugs |
The long life advantage of iridium plugs would seem to be lost in the two
stroke application. Between the extra cost, the fact that they aren't solid
top, and the risk of damaging the plug when regapping them for the 447, I
wouldn't use them. Do you have a spark plug cleaner? If you could clean
them up and regap them you might get another 35 hours.
The Denso iridium plugs used in the HKS last 200 hours, but the don't have
the oil contamination that a two stroke engine provides.
Rick Girard
do not archive
On Thu, Oct 4, 2012 at 3:28 PM, William Long <blong6826@sbcglobal.net>wrote:
> I used the BR8EIX plugs on my FireFly 447. They have 35 hours on them.
> its Idleing a little rough. Should I spend the money on BR8EIX or just use
> B8ES?
>
> Thanks
> Bill Long
> 2000 FireFly
> Holt MI.
>
> *
>
> *
>
>
--
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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Subject: | Re: Seat frame brace |
This quick fix worked out well, with just a quick touch-up of black paint.
There are 3 basic types of spray paint formulas 1. Lacquer- Most spray paints are
acrylic or nitro-cellulose based lacquer, such as Krylon. It dries fast and
can be re-coated quickly and bonds to itself. Even some paints labeled enamel
are actually lacquers. 2.Oil based -enamels and polyurethane. They dry much slower
but generally more are more durable.3. Water based acrylic lacquers which
are fairly new to the market. Water is used as a solvent instead of chemical
solvents in regular lacquers. [Wink]
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=384660#384660
Attachments:
http://forums.matronics.com//files/ballast_006_390.jpg
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|
Subject: | Re: The spot that doesn't move |
Thank you Dave, I personally would rather read about what is causing
kolbers to have to make engine out landings, than how to judge a glide
after one.
On Oct 4, 2012 2:50 PM, "David Kulp" <undoctor@ptd.net> wrote:
> Hi David, i don't know for sure, but since I shipped it down to 2SI To
> check it out o(when they still dealt with aircraft) and they returned it
> saying it ran perfectly, I'm guessing the fuel pump I saved about 3 bucks
> rebuilding rather than buying a new one malfunctioned.
>
> Dave Kulp
> Do not archive, please!
>
> Sent from my iPhone
>
> On Oct 4, 2012, at 5:15 PM, David Peters <dpeters160@gmail.com> wrote:
>
> What was the cause of your engine quitting Dave?
> On Oct 4, 2012 2:12 PM, "David Kulp" <undoctor@ptd.net> wrote:
>
>> Hi Rick,
>>
>> We agree. When I was taking lessons in a Cessna, Andy would have me slow
>> down to just above stall and then do tight turns, etc. while "slow
>> flying." After I'd get into the very severe AOA necessary to slow fly I
>> had to apply quite a bit of power in order to maintain my altitude. Andy
>> looks a lot like SNL's Andy Samberg, but that's where the similarity
>> ended. If I'd lose 50' of altitude doing a tight 360 while slow flying
>> I'd hear about it! So when you're slow flying at a very high AOA, you're
>> using close to the same amount of power (energy) to maintain altitude at a
>> very slow speed. It almost feels like you're plowing snow. So let's skip
>> slow flying or much of any range below best glide, because if someone chose
>> to slow fly in a power out situation they'd be harboring a death wish.
>>
>> I would figure that the best glide speed would be where there was enough
>> speed to reduce the AOA, but not so much speed that the energy is being
>> wasted on the increased drag inherent with the higher speed. So it's from
>> that speed upward that one would adjust pitch and speed to arrive at the
>> site they chose. In your reply you wrote:
>> *Let's speed up some more to 60. Now there is neither ballooning nor a
>> temporary sink followed by planing, the STDM just moves inward as the nose
>> comes down.*
>> So if the STDM moves inward when the nose comes down (and the speed is
>> increased), then if you were doing 70 and raised the nose, the speed would
>> drop and the STDM would move outward as the nose rose. You can't have one
>> without the other; physics is 100% consistent, unless you're dealing with
>> bumble bees.
>>
>> When my Cuyuna shut off I was over my house in Lansdale and when I chose
>> the Pennfield Middle School sports fields to land I dropped my nose till
>> the STDM was the track and the resulting speed showing on my Halls was 80
>> MPH. Pretty near VNX, but the US was staying together so I stayed with it
>> because in my total inexperience I figured it was my best shot at not
>> getting hurt or something.
>>
>> Dave Kulp
>>
>>
>>
>>
>> On 10/4/2012 11:43 AM, Richard Girard wrote:
>>
>> Dave, Well, to some extent it depends upon the airplane. If I were flying
>> my Kolb MkIIIC at 80 kts power off I'd pretty much be looking straight
>> down. :-}
>> First let's talk about real gliding speeds. For the mk IIIC the range is
>> about 45 mph to 60, with a best of about 50. If I slow down from 50 to 45
>> there is a momentary ballooning that will make the STDM (spot that doesn't
>> move) appear to move forward and then it will increase descent rate and the
>> STDM not only comes back to where it was but moves toward me as the
>> aircraft's sink rate goes up.
>> If I do the reverse, speeding up from 45 to 50 the opposite reaction
>> occurs, at first the STDM moves toward me as the nose comes down, caused by
>> the slight dive to pick up speed, then extends outward as the plane
>> "planes" out, for lack of a better term.
>> Let's speed up some more to 60. Now there is neither ballooning nor a
>> temporary sink followed by planing, the STDM just moves inward as the nose
>> comes down.
>> Even though the Kolb MkIII is a draggy airplane, exactly the same thing
>> will happen in a Cessna 172, just at slightly greater speed. For the 172
>> it's 65 kts for best glide and decreasing to 60 will get the
>> ballooning/greater sink response (Thanks Spence, for showing me that early
>> in training). At Renton, WA, a tower controlled field where I did my
>> training the standard pattern speed requested by the controllers was 80 kts
>> and on busy days the slow guys got put in holding patterns while the faster
>> airplanes were pushed through. You didn't dare slow to 65 until you had the
>> second notch of flaps on final. Then the difference in sink rate between 65
>> and 60 REALLY became obvious.
>> Incidentally, this is all covered quite well in "Stick and Rudder".
>> Written almost 70 years ago, but still true today.
>>
>> Rick
>>
>> On Thu, Oct 4, 2012 at 10:08 AM, David Kulp <undoctor@ptd.net> wrote:
>>
>>>
>>> David,
>>>
>>> I believe you're mistaken about raising the nose not working. If I'm
>>> descending power off at 80 kts. from an altitude of 3K feet, there is a
>>> point ahead of me which "does not move" where I will touch down, all things
>>> remaining consistent. However, if I raise the nose and lower my speed to
>>> 45K, the point which "does not move" will be further away. The weight of
>>> the plane and all that's in it at the altitude it exists is potential
>>> energy, built up by the engine moving the mass to that altitude. When you
>>> are descending, that potential energy is now kinetic energy and is spent in
>>> speed and distance, as well as overcoming friction and wind resistance,
>>> etc. If you are using the energy to maintain an 80K speed and overcome the
>>> friction and wind resistance at that speed, you can raise the nose to trade
>>> off some of the speed and resistance for a greater distance, which will
>>> change where things don't move. The energy saved from the reduction of
>>> speed isn't lost, it's transferred to distance.
>>>
>>> You do it all the time, when you're landing especially. The aircraft
>>> doesn't know where the energy is coming from, the prop or gravity, so it's
>>> up to the pilot to adjust the power (engine) and the pitch (gravity) in
>>> order to touch down where he wants to. Too much power or too shallow a
>>> descent and you may overshoot the runway because the point "that does not
>>> move" is extended further in front. If you only have the energy of gravity,
>>> such as in a dead stick landing, you can still adjust the speed/distance
>>> relationship with pitch.
>>>
>>> Dave Kulp
>>> Bethlehem, PA
>>> FireFly 11DMK
>>>
>>>
>>> On 10/4/2012 6:58 AM, David d. wrote:
>>>
>>>>
>>>> Excellent observation Rick.
>>>>
>>>> The object not moving is very common on a horizontal plane. If an
>>>> object doesnt move you had better turn left or right. Works on planes,
>>>> ships, cars, etc.
>>>> You should mention that raising the nose will not work. (power off)
>>>> DD
>>>>
>>>> --------
>>>> Kolb Mark IIIX 582 Blue head
>>>>
>>>>
>>>>
>>>>
>>>> Read this topic online here:
>>>>
>>>> http://forums.matronics.com/viewtopic.php?p=384611#384611
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>> ===================================
>>> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
>>> ===================================
>>> http://forums.matronics.com
>>> ===================================
>>> 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
>>
>>
>> *
>>
>> *
>>
>>
>> *
>>
>> get="_blank">http://www.matronics.com/Navigator?Kolb-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>> *
>>
>> *
>
> *
>
> *
>
> *
>
>
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