---------------------------------------------------------- Kolb-List Digest Archive --- Total Messages Posted Thu 10/04/12: 11 ---------------------------------------------------------- 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 _____________________________________ Time: 03:58:22 AM PST US Subject: Kolb-List: Re: The spot that doesn't move From: "David d." 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 ________________________________ Message 2 _____________________________________ Time: 08:09:24 AM PST US From: David Kulp Subject: Re: Kolb-List: 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 > > ________________________________ Message 3 _____________________________________ Time: 08:43:19 AM PST US Subject: Re: Kolb-List: Re: The spot that doesn't move From: Richard Girard 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 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 >> >> >> >> >> >> >> >> >> >> >> >> > > -- 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 _____________________________________ Time: 01:28:31 PM PST US From: William Long Subject: Kolb-List: NGK Spark Plugs 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 _____________________________________ Time: 02:10:14 PM PST US From: David Kulp Subject: Re: Kolb-List: 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 > 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 6 _____________________________________ Time: 02:15:27 PM PST US Subject: Re: Kolb-List: Re: The spot that doesn't move From: David Peters What was the cause of your engine quitting Dave? On Oct 4, 2012 2:12 PM, "David Kulp" 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 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 _____________________________________ Time: 02:48:21 PM PST US Subject: Re: Kolb-List: Re: The spot that doesn't move From: David Kulp 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 wrote: > What was the cause of your engine quitting Dave? > > On Oct 4, 2012 2:12 PM, "David Kulp" 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 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 > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________ Message 8 _____________________________________ Time: 02:52:06 PM PST US From: chris davis Subject: Re: Kolb-List: 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 =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 _____________________________________ Time: 02:57:39 PM PST US Subject: Re: Kolb-List: NGK Spark Plugs From: Richard Girard 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 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 ________________________________ Message 10 ____________________________________ Time: 03:11:07 PM PST US Subject: Kolb-List: Re: Seat frame brace From: "Dennis Thate" 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 ________________________________ Message 11 ____________________________________ Time: 05:17:59 PM PST US Subject: Re: Kolb-List: Re: The spot that doesn't move From: David Peters 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" 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 wrote: > > What was the cause of your engine quitting Dave? > On Oct 4, 2012 2:12 PM, "David Kulp" 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 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 >> * >> >> * > > * > > * > > * > > ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message kolb-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/Kolb-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/kolb-list Browse Digests http://www.matronics.com/digest/kolb-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.