Kolb-List Digest Archive

Wed 05/08/13


Total Messages Posted: 7



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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    Time: 07:55:34 AM PST US
    Subject: Re: Lift Reserve Indicator
    From: Richard Girard <aslsa.rng@gmail.com>
    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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    Time: 08:55:23 AM PST US
    From: "b young" <byoungplumbing@gmail.com>
    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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    Time: 09:41:13 AM PST US
    From: "The Kuffels" <kuffel@cyberport.net>
    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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    Time: 11:01:00 AM PST US
    From: "b young" <byoungplumbing@gmail.com>
    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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    Time: 02:43:49 PM PST US
    Subject: Protecting your assets
    From: "Dennis Thate" <retroman@frontier.com>
    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: http://forums.matronics.com//files/cid_4__126.jpg http://forums.matronics.com//files/tim_bjork_packer_212.jpg http://forums.matronics.com//files/148871_417342324993305_1247691861_n_105.jpg


    Message 6


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    Time: 03:39:52 PM PST US
    Subject: Re: Lift Reserve Indicator
    From: "Rick Lewis" <cktman@wildblue.net>
    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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    Time: 07:40:50 PM PST US
    Subject: Re: landing gear alignment
    From: kinne russ <russk50@gmail.com>
    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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