Today's Message Index:
----------------------
1. 07:55 AM - Re: Lift Reserve Indicator (Richard Girard)
2. 08:55 AM - Re: Lift Reserve Indicator (b young)
3. 09:41 AM - Re: Lift Reserve Indicator (The Kuffels)
4. 11:01 AM - Re: Lift Reserve Indicator (b young)
5. 02:43 PM - Protecting your assets (Dennis Thate)
6. 03:39 PM - Re: Lift Reserve Indicator (Rick Lewis)
7. 07:40 PM - Re: landing gear alignment (kinne russ)
Message 1
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Subject: | Re: Lift Reserve Indicator |
Jim sent me the info on the gauge he used. It's a "Minihelic" gauge from
Dwyer, dwyer-inst.com, The part no. is 2-5002.
Rick
On Mon, May 6, 2013 at 1:15 PM, Richard Girard <aslsa.rng@gmail.com> wrote:
> One of the members of my EAA chapter sent this to me for our newsletter.
> After I put it in, I got to thinking it might be interesting for the Kolb
> forum so I put it in a separate PDF.
>
> Rick Girard
>
> --
> Zulu Delta
> Mk IIIC
> Thanks, Homer GBYM
>
> It isn't necessary to have relatives in Kansas City in order to be unhappy.
> - Groucho Marx
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 2
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Subject: | Re: Lift Reserve Indicator |
color me simple... but I don=99t see the need.... aircraft that
fly at extremely high altitude have a need. because the difference in
operating speeds and stall speed narrows at high altitude. example: ss
blackbird,,,,, the difference between stall and an operational speed
of Mach 3 is less than 15 mph..... or aircraft that are heavy
haulers can have their weight doubled when loaded vs empty. this can
have a large difference in stall speed when empty or loaded to max....
our little planes are not going to be found at 43,000 feet.... and by
the time we weigh the plane and pilot, are we going to double that
weight when we add a passenger, provided we have room for a
passenger.... so the indicated airspeed at stall is not going to change
enough, in my humble opinion, to require an extra system in the plane.
golly gee... when I fly I like to see the area I am flying over.. not
fixate on a gauge that gives me very little additional flight data,,,
but if you like your gadgets,,,,, go for it. or prove me wrong,,, go
and test and give me the differences in indicated airspeed at stall at
max weight, vs normal operating weight... when your reserve lift gauge
RLG hits zero. shucks maybe ill have some crow to eat,,, it will
probably taste like chicken anyway....
kiss keep it simple sailor
boyd young
do not archive
>>>>>>>>>>>>>>>
Jim sent me the info on the gauge he used. It's a "Minihelic" gauge from
Dwyer, dwyer-inst.com, The part no. is 2-5002.
Rick
On Mon, May 6, 2013 at 1:15 PM, Richard Girard <aslsa.rng@gmail.com>
wrote:
One of the members of my EAA chapter sent this to me for our
newsletter. After I put it in, I got to thinking it might be interesting
for the Kolb forum so I put it in a separate PDF.
Rick Girard
Message 3
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Subject: | Re: Lift Reserve Indicator |
Boyd,
<< I don=99t see the need ... when I fly I like to see the
area I am flying over.. not fixate on a gauge >>
Of course, an AOA gauge is for use on approach, not cruise. It lets you
know exactly how close you are to stall independent of other factors.
So for typical aircraft attempting high performance landings (sandbars
for example), this gauge is very useful. However, agree for Kolbs you
don't need to execute a high performance landing to get into the
shortest of fields since the Kolb has such a low approach speed and high
drag anyway.
Tom Kuffel
Message 4
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Subject: | Re: Lift Reserve Indicator |
Tom
I had not thought of the sandbar landing, I was only thinking of the way
I fly my plane... I bow to your experience.... do I need to start
preparing my, taste just like chicken, crow ?
boyd young
do not archive
From: The Kuffels
Sent: Wednesday, May 08, 2013 10:40 AM
Subject: Re: Kolb-List: Lift Reserve Indicator
Boyd,
<< I don=99t see the need ... when I fly I like to see the
area I am flying over.. not fixate on a gauge >>
Of course, an AOA gauge is for use on approach, not cruise. It lets you
know exactly how close you are to stall independent of other factors.
So for typical aircraft attempting high performance landings (sandbars
for example), this gauge is very useful. However, agree for Kolbs you
don't need to execute a high performance landing to get into the
shortest of fields since the Kolb has such a low approach speed and high
drag anyway.
Tom Kuffel
Message 5
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Subject: | Protecting your assets |
Rather you fly a Kolb pusher or tractor type Sport Plane....when you fly in to
a grass strip for the first time, you may wish to "drag the field," or overly
the runway, to assess the conditions before committing yourself to landing. Grass
fields come in all shapes and sizes. Some may be sloping or tiered and even
have doglegs. They may have certain rough spots, and the conditions of the landing
surface usually changes throughout the year. Many aren't usable at all
during certain soggy or snowy months. [Always call ahead first] !
And remember that it will take a lot longer to get off the ground on wet tall
grass than on dry short grass. Watch for holes and rocks, and keep it rolling.
On a soggy surface, don't stop fully even for your run-up or you might get
stuck. And be careful where you do the run-up; there may be gravel or small
stones that could get picked up by the- props on some aircraft.
Bringing your airplane to earth on a soft field, like any other variable introduced
into your flying, does require some specialized techniques.
The RAF and it's 'Good Guy Law' have done their part to help make private strips
more accessible. Now as responsible private grass strip owners we must now do
our part to protect our guest sport plane pilots friends by providing as safe
a landing environment as possible; mowed. packed and well maintained.
Help us ,to help you to Land & Takeoff Responsibly
--------
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=400166#400166
Attachments:
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Message 6
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Subject: | Re: Lift Reserve Indicator |
I have to admit I love gadget's as electronics have been my life. I have to say,
though , learn to fly your plane and feel what it's telling you when landing.
Looking at your airspeed is all you need to come home alive. Never paste
your face on the dashboard as you have to do when flying in instrument conditions....
--------
Rick Lewis
(VW Watercooled Engine)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=400168#400168
Message 7
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Subject: | Re: landing gear alignment |
Jack B
As I recall you're in Indiana?
Waaal, I may be buying an Xtra in WI next week & flying it back to Maine. Could
I stop in & pick your brain a little? I know next to NOTHING about Kolbs! --
and you do.
Hope we can meet
Fair winds,
Russ K
On Mar 30, 2013, at 12:43 PM, Jack B. Hart wrote:
>
> From: "Lee" <lmorgan100@charter.net>
> Date: Wed, 27 Mar 2013 09:00:11 -0400
>
>>>
> My question is do you align your tires to be perfectly straight or do you
> toe the front in a little ?
>>>
>
> Lee,
>
> Set the gear at zero toe in with your plane with what you consider your
> plane average or normal flight load.
>
> Roll the plane forward to let the gear settle and adjust camber so that the
> top of the wheel tips out a little at the top.
>
> If you make these adjustments you should have no trouble landing in a side
> slip during gusty cross winds on a hard surface runway.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
>
>
>
>
>
>
>
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