Today's Message Index:
----------------------
1. 04:48 AM - Re: trailering a fire fly (Dennis Rowe)
2. 11:23 AM - Re: trailering a fire fly (Malcolm Brubaker)
3. 01:19 PM - Video of Flight Along Lake Michigan (Rick Neilsen)
4. 01:51 PM - Re: Video of Flight Along Lake Michigan (undoctor)
5. 02:29 PM - Re: Video of Flight Along Lake Michigan (Robert Laird)
6. 02:58 PM - Re: Video of Flight Along Lake Michigan (Larry Cottrell)
7. 03:07 PM - Re: Video of Flight Along Lake Michigan (George Alexander)
8. 03:25 PM - Re: Re: Video of Flight Along Lake Michigan (pcking)
9. 03:36 PM - Re: Video of Flight Along Lake Michigan (David Kulp)
10. 05:31 PM - Re:Vw setup (Herb)
11. 05:32 PM - Serenity Flies, Take 2 (Stuart Harner)
12. 06:52 PM - Re: Serenity Flies, Take 2 (Larry Cottrell)
13. 08:35 PM - Re: Serenity Flies, Take 2 (Stuart Harner)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: trailering a fire fly |
When in doubt, remove the wings and secure them separate from the fuselage, i
t's only one more bolt per side and it makes the whole plane much less vulne
rable to damage and 10 times easier to handle.
Dennis "Skid" Rowe
Mk3, Rotax 670,
Leechburg, PA
> On Nov 3, 2014, at 9:33 PM, Malcolm Brubaker <brubakermal@yahoo.com> wrote
:
>
> we need to deliver a fire fly by open trailer next week the wing attac
h points and bridle where never installed by the builder however it was a qu
ick build , he never intended to fold or hall it . now he is dead and the e
state needs it sold, My question is how to fold and haul it safely? any pic
s would really be helpful
> Malcolm & Jeanne Brubaker
> Michigan Sport Pilot Repair
> http://michigansportpilotrepair.com
> LSRM-A, PPC, WS
> Great Sails - Sailmaker
> for Ultralight & Light Sport
> (989)513-3022
>
>
>
>
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: trailering a fire fly |
how wide is the boom tub?=C2-=C2- how long should the tube that fits in
to the wing=C2-=C2- be?=C2-=C2-=C2- how far out from the center o
f the boom tube the wing support tube is =C2-should depend on how much pa
dding I have between the boom tube and the wing, this problem totty took me
by surprise. I think I have a good handle on it,=C2- no pun intended=C2
- =C2-=C2-=C2-
=C2-
Malcolm & Jeanne Brubaker
Michigan Sport Pilot Repair http://michigansportpilotrepair.comLSRM-A, PPC,
WS
Great Sails - Sailmaker
for Ultralight & Light Sport
(989)513-3022=C2-=C2-=C2-=C2-
From: Stuart Harner <stuart@harnerfarm.net>
To: kolb-list@matronics.com
Sent: Monday, November 3, 2014 11:26 PM
Subject: RE: Kolb-List: trailering a fire fly
<!--#yiv1231875650 _filtered #yiv1231875650 {font-family:Calibri;panose-1:2
15 5 2 2 2 4 3 2 4;} _filtered #yiv1231875650 {font-family:Tahoma;panose-1
:2 11 6 4 3 5 4 4 2 4;} _filtered #yiv1231875650 {font-family:Consolas;pano
se-1:2 11 6 9 2 2 4 3 2 4;} _filtered #yiv1231875650 {font-family:helvetica
neue;panose-1:0 0 0 0 0 0 0 0 0 0;} _filtered #yiv1231875650 {panose-1:0 0
0 0 0 0 0 0 0 0;}#yiv1231875650 #yiv1231875650 p.yiv1231875650MsoNormal, #y
iv1231875650 li.yiv1231875650MsoNormal, #yiv1231875650 div.yiv1231875650Mso
Normal {margin:0in;margin-bottom:.0001pt;font-size:12.0pt;font-family:"Time
s New Roman", "serif";}#yiv1231875650 a:link, #yiv1231875650 span.yiv123187
5650MsoHyperlink {color:blue;text-decoration:underline;}#yiv1231875650 a:vi
sited, #yiv1231875650 span.yiv1231875650MsoHyperlinkFollowed {color:purple;
text-decoration:underline;}#yiv1231875650 pre {margin:0in;margin-bottom:.00
01pt;font-size:10.0pt;font-family:"Courier New";}#yiv1231875650 span.yiv123
1875650HTMLPreformattedChar {font-family:Consolas;}#yiv1231875650 span.yiv1
231875650EmailStyle20 {font-family:"Calibri", "sans-serif";color:#1F497D;}#
yiv1231875650 .yiv1231875650MsoChpDefault {font-size:10.0pt;} _filtered #yi
v1231875650 {margin:1.0in 1.0in 1.0in 1.0in;}#yiv1231875650 div.yiv12318756
50WordSection1 {}-->
How far do you have to haul it?=C2- I took mine 20 miles to the airport.
I followed the instructions in the builder=99s manual for folding and
I made a tail boom stand out of an automotive jack stand.=C2- It made it
, but I would not want to go much farther than that as there was enough mov
ement of the wings against the bracket that it wore all the powder =C2-co
at off of the bracket.=C2- I could not tell how much material was worn of
f of the aluminum spar, but it had to be at least some.=C2- For a longer
move I would want the wing tips supported to the trailer, not the tail boom
.
=C2-
$50 worth of 2X4=99s, screws and carpet scraps could save a lot of da
mage.
=C2-
In short, I think the wing fold brackets are find for sitting or moving in
and out of storage, but are not good for long travels, especially on an ope
n trailer.
=C2-
Search the archives, you will find much discussion and several pictures of
how this has been accomplished by others.
=C2-
I have a few photos of the firefly folded, but will have to look to see if
there are any of it loaded on the trailer.
=C2-
Stuart
=C2-
From: owner-kolb-list-server@matronics.com [mailto:owner-kolb-list-server@m
atronics.com] On Behalf Of Malcolm Brubaker
Sent: Monday, November 03, 2014 8:34 PM
Subject: Kolb-List: trailering a fire fly
=C2-
we need to deliver a fire fly by open trailer next week=C2-=C2-=C2-
=C2- the wing attach points and bridle where never installed by the build
er however it was a quick build =C2-, he never intended to fold or hall i
t . now he is dead=C2-and the estate needs it=C2-sold, My question is h
ow to fold and haul it safely?=C2- any pics would really be helpful =C2
-=C2-=C2-
Malcolm & Jeanne Brubaker
Michigan Sport Pilot Repair
http://michigansportpilotrepair.com
LSRM-A, PPC, WS
Great Sails - Sailmaker
for Ultralight & Light Sport
(989)513-3022
=C2-
=C2-
=C2-
=C2-
=C2- =C2-www.aeroelectric.comwww.buildersbooks.comwww.homebuilthelp.co
mwww.mypilotstore.comwww.mrrace.comhttp://www.matronics.com/contributionhtt
p://www.matronics.com/Navigator?Kolb-Listhttp://forums.matronics.com =C2-
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Video of Flight Along Lake Michigan |
This is more of that first flight with my Drift 170 video camera. I have a
bunch more of different areas around my back yard. Now that I have settled
in here in Florida for the winter I will post them.
The plane is a Kolb MKIIIC with a reduction drive VW motor. This video is
taken from a short mount attached to my left wing fold fitting. The camera
is pointing down 15 degrees and to the left 10 degrees.
The link to the video is:
https://vimeo.com/110925614
The password is again: Mears
Rick Neilsen
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Video of Flight Along Lake Michigan |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Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Video of Flight Along Lake Michigan |
Nor I.
On Tue, Nov 4, 2014 at 3:50 PM, undoctor <undoctor@ptd.net> wrote:
> Rick, the password doesn't work for me.
> Dave Kulp
>
> Do not archive
>
>
> Sent from my Verizon Wireless 4G LTE Smartphone
>
>
> -------- Original message --------
> From: Rick Neilsen
> Date:11/04/2014 4:19 PM (GMT-05:00)
> To: kolb-list@matronics.com
> Subject: Kolb-List: Video of Flight Along Lake Michigan
>
> This is more of that first flight with my Drift 170 video camera. I have a
> bunch more of different areas around my back yard. Now that I have settled
> in here in Florida for the winter I will post them.
>
> The plane is a Kolb MKIIIC with a reduction drive VW motor. This video is
> taken from a short mount attached to my left wing fold fitting. The camera
> is pointing down 15 degrees and to the left 10 degrees.
>
> The link to the video is:
>
> https://vimeo.com/110925614
>
> The password is again: Mears
>
> Rick Neilsen
>
> *
>
>
> *
>
>
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Video of Flight Along Lake Michigan |
could it be that you entered it wrong, or with caps. I personally had no
problem at all.
Larry
On Tue, Nov 4, 2014 at 2:50 PM, undoctor <undoctor@ptd.net> wrote:
> Rick, the password doesn't work for me.
> Dave Kulp
>
> Do not archive
>
>
> Sent from my Verizon Wireless 4G LTE Smartphone
>
>
> -------- Original message --------
> From: Rick Neilsen
> Date:11/04/2014 4:19 PM (GMT-05:00)
> To: kolb-list@matronics.com
> Subject: Kolb-List: Video of Flight Along Lake Michigan
>
> This is more of that first flight with my Drift 170 video camera. I have a
> bunch more of different areas around my back yard. Now that I have settled
> in here in Florida for the winter I will post them.
>
> The plane is a Kolb MKIIIC with a reduction drive VW motor. This video is
> taken from a short mount attached to my left wing fold fitting. The camera
> is pointing down 15 degrees and to the left 10 degrees.
>
> The link to the video is:
>
> https://vimeo.com/110925614
>
> The password is again: Mears
>
> Rick Neilsen
>
> *
>
>
> *
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Video of Flight Along Lake Michigan |
neilsenrm(at)gmail.com wrote:
> . . . . SNIP
>
> The password is again: Mears
>
>
> Rick Neilsen
>
>
>
>
Works OK with lower case "m"
Password: mears
--------
George Alexander
FS II R503 N709FS
http://www.oh2fly.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432861#432861
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Video of Flight Along Lake Michigan |
The password works in lower case.
mears
not
Mears.
----- Original Message -----
From: "George Alexander" <gtalexander@att.net>
Sent: Tuesday, November 04, 2014 6:07 PM
Subject: Kolb-List: Re: Video of Flight Along Lake Michigan
>
>
> neilsenrm(at)gmail.com wrote:
>> . . . . SNIP
>>
>> The password is again: Mears
>>
>>
>> Rick Neilsen
>>
>>
>>
>>
>
>
> Works OK with lower case "m"
>
> Password: mears
>
> --------
> George Alexander
> FS II R503 N709FS
> http://www.oh2fly.net
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432861#432861
>
>
>
>
>
>
>
>
>
>
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Video of Flight Along Lake Michigan |
First try was on my semi-smart phone. Now I'm on my home computer and I
got in, but had to use a lower case M as George suggested.
Dave
On 11/4/2014 5:58 PM, Larry Cottrell wrote:
> could it be that you entered it wrong, or with caps. I personally had
> no problem at all.
> Larry
>
> On Tue, Nov 4, 2014 at 2:50 PM, undoctor <undoctor@ptd.net
> <mailto:undoctor@ptd.net>> wrote:
>
> Rick, the password doesn't work for me.
> Dave Kulp
>
> Do not archive
>
>
> Sent from my Verizon Wireless 4G LTE Smartphone
>
>
> -------- Original message --------
> From: Rick Neilsen
> Date:11/04/2014 4:19 PM (GMT-05:00)
> To: kolb-list@matronics.com <mailto:kolb-list@matronics.com>
> Subject: Kolb-List: Video of Flight Along Lake Michigan
>
> This is more of that first flight with my Drift 170 video camera.
> I have a bunch more of different areas around my back yard. Now
> that I have settled in here in Florida for the winter I will post
> them.
>
> The plane is a Kolb MKIIIC with a reduction drive VW motor. This
> video is taken from a short mount attached to my left wing fold
> fitting. The camera is pointing down 15 degrees and to the left 10
> degrees.
>
> The link to the video is:
>
> https://vimeo.com/110925614
>
> The password is again: Mears
>
> Rick Neilsen
>
> *
>
> _blank">www.aeroelectric.com
> .com" target="_blank">www.buildersbooks.com
> ="_blank">www.homebuilthelp.com
> ="_blank">www.mypilotstore.com
> ank">www.mrrace.com
> _blank">http://www.matronics.com/contribution
> get="_blank">http://www.matronics.com/Navigator?Kolb-List
> tp://forums.matronics.com
>
> *
>
>
> --
> /If you forward this email, or any part of it, please remove my email
> address before sending./
> *
>
>
> *
---
This email is free from viruses and malware because avast! Antivirus protection
is active.
http://www.avast.com
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Rick
Do not recall that you have posted much info on the Vw setup..Tell us
something about it...Herb
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Serenity Flies, Take 2 |
Well, Mother Nature provided a small window of =93calmness=94 this
afternoon.
Forecast was for 5 to 8 MPH down the grass strip.
When I got to the airport, the windsock was indicating that the forecast
was
correct. I decided that if nothing else, I would go taxi around a
little.
While unfolding and doing the preflight, an RV was doing touch and goes
on
the grass strip, no one else around. By the time I got warmed up and
strapped in, the RV was headed to the hangar. Taxied past the windsock,
it
was completely limp. There was a cloud bank moving in from the west,
good,
no sunshine in my eyes, visibility should be better, or at least easier.
Lined up, and throttled up. Tail up, speed coming up. A little
push/pull on
the stick confirmed that I had elevator authority. Added more throttle,
it
felt light, but was able to keep the nose from going down. Added more
throttle, and was airborne! No real warning, just in the air and
flying.
Took the throttle to full and held the nose up, YAY!
Indicated speed was at 55, and climbing, so I started adding back
pressure,
and we were climbing smooth and straight. Again, YAY! Held it at 60
and
just climbed away.
No wing rocking, no changes in pitch or throttle, just steady and
smooth. I
don=92t know my rate of climb as I had a different page up on the EIS
keeping
an eye on engine temps and altitude.
At about 400=92, rolled in some left rudder and aileron, normal turn,
not real
steep, roll back to level seemed =93normal=94. Kept climbing and got out
of the
pattern. Didn=92t go very far but got up to 2000=92 AGL. Backed the
throttle
down to 6000 and was able to hold 60 MPH, but I think I was still slowly
climbing. Had I been able to reach the panel, I would have changed the
EIS
to show rate of climb.
Did some shallow turns, left and right, checked the aileron/rudder
co-ordination. Slowed to 50 and did the same turns. Slowed to 40 and
did
it again. Nothing seemed weird, so went on with the plan.
Backed off on the throttle and slowed to about 35 and all of a sudden
the
nose dropped. I had stalled and it stayed straight and level, just
tucked
the nose. So, instinct took over and I added throttle and pushed the
nose
down. Oops, that made it worse. This time instead of backing off the
throttle and pulling back, I just pulled back. OK, that was better, did
not
take long to be back up at 60 MPH, but it still seemed like I was
=93pointed
down=94. Managed to get everything stabilized and headed back to the
airport,
as the cloud cover was getting thicker and it was starting to get kind
of
dark.
Made a powered descent towards the airport. Flew around and entered the
pattern at 800=92. Made my turns and got lined up on final, but it
seemed
kind of high. Backed off the throttle some more and pushed the nose
down to
maintain 60 MPH. Well, that did not work too well, as I was still high
when
I passed mid field. No problem, added power, picked up the nose and
went
around.
This time, I flew the pattern a couple of hundred feet lower and kind of
overshot my base to final turn. Knowing that this was a really bad
situation
to be in, I was extra careful about keeping the speed up until I was
lined
up , then backed off and held 50 on final. Problem was, I was going to
land about mid-field, where I had been warned that the intersection with
the
concrete was kind of rough. Decided to add some power and just fly it
across the intersection as there was still lots of room to land, or to
go
around.
All was going well until I got close to the intersection, which is the
high
point of the grass strip, I made the mistake of pulling up to clear it
instead of adding power. I did not realize just how slow I had gotten
and
ran out of airspeed before touching down. That was kind of a surprise,
and
it hit a little harder than I would have liked. One good bounce and
then
the next time we touched, it didn=92t bounce any more, although I felt
the
gear flexing a little. Stick all the way back and we quickly came to
taxi
speed.
A quick check, everything looks and feels OK. I can steer just fine, so
taxied back to the hangar. Closer inspection indicated no damage done.
So, all in all, a very good flight. By the time the hangar door was
closing, there was mist in the air, so we squeezed all the flight time
out
that we could have today. It was good to =93get back on the horse=94.
Things proven today:
The plane flies just fine, except it may need a little left rudder trim
tab.
This seem to be common to the plane/engine combination.
The PIO experienced on the first flight was a combination of turbulence
and
pilot ham fistedness.
Lessons learned:
Fireflies like to fly, they don=92t like to descend, kind of like the
Chief.
A light touch is all that is needed, and when used, you can actually
feel
the feedback.
Anything but perfect straight ahead flight brings wind around the
windshield
and hits me in the face. Sometimes makes my eyes water or takes my
breath
away. Need different headgear/clothing.
60 MPH is not enough to take the kink out of the piece of yarn my wife
gave
me for a yaw string. J
There is no warning before the stall. This one kind of surprises me, I
cannot think of another plane I have flown that did not give some kind
of
warning. The old Chief got mushy on the controls then had a definite
=93shudder=94, during which if you relaxed the back pressure, you could
avoid
the stall. If you wanted to stall, you had to hold back pressure through
the
shudder to get there.
Level flight visibility is WAY nose lower than I expected. This will
take
some getting used to, but will be necessary to be able to accurately
judge
approach and landing.
I exceeded EGT again while using partial throttle. At one point I saw
1267=B0F on the back cylinder. It did not last too long, as I throttled
up
and cooled it down, but it happened when I did not really want more
throttle. I think 30 seconds at this temp didn=92t do any harm, but
would
like to not do that again.
The same things that always require practice in other airplanes are
present
here too:
Slow flight
Stalls, of all kinds, at altitude of course
Approaches
Slips
Flaps
Landing speed and attitude
Practice, practice, practice.
Even if the weather keeps me grounded until spring, at least I won=92t
get to
my next flight and be terrified of it. My self-confidence and
confidence in
the plane took a big leap today. I needed that!
Sorry this got so long, but again, I tell my story for my own therapy
and to
document these experiences so maybe they will help someone else.
Thanks everyone for listening and special thanks to Bryan at Kolb for
doing
such an awesome job on this kit, and Travis for the great support.
Stuart and Serenity
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Serenity Flies, Take 2 |
I exceeded EGT again while using partial throttle. At one point I saw
1267=C2=B0F on the back cylinder. It did not last too long, as I throttled
up
and cooled it down, but it happened when I did not really want more
throttle. I think 30 seconds at this temp didn=99t do any harm, but
would
like to not do that again.
---------------------------------------------------------------------------
----------------------------------------------
Until you get your jets straightened out keep in mind that if you pull the
enrichner circuit on, it will lower the egt's .
Much better, perhaps Serenity isn't such a bad name after all. :-)
Larry
On Tue, Nov 4, 2014 at 6:32 PM, Stuart Harner <stuart@harnerfarm.net> wrote
:
> Well, Mother Nature provided a small window of =9Ccalmness=9D
this afternoon.
> Forecast was for 5 to 8 MPH down the grass strip.
>
>
> When I got to the airport, the windsock was indicating that the forecast
> was correct. I decided that if nothing else, I would go taxi around a
> little. While unfolding and doing the preflight, an RV was doing touch a
nd
> goes on the grass strip, no one else around. By the time I got warmed up
> and strapped in, the RV was headed to the hangar. Taxied past the
> windsock, it was completely limp. There was a cloud bank moving in from
> the west, good, no sunshine in my eyes, visibility should be better, or a
t
> least easier.
>
>
> Lined up, and throttled up. Tail up, speed coming up. A little push/pull
> on the stick confirmed that I had elevator authority. Added more throttle
,
> it felt light, but was able to keep the nose from going down. Added more
> throttle, and was airborne! No real warning, just in the air and flying.
> Took the throttle to full and held the nose up, YAY!
>
>
> Indicated speed was at 55, and climbing, so I started adding back
> pressure, and we were climbing smooth and straight. Again, YAY! Held it
> at 60 and just climbed away.
>
>
> No wing rocking, no changes in pitch or throttle, just steady and smooth.
> I don=99t know my rate of climb as I had a different page up on the
EIS
> keeping an eye on engine temps and altitude.
>
>
> At about 400=99, rolled in some left rudder and aileron, normal tur
n, not
> real steep, roll back to level seemed =9Cnormal=9D. Kept clim
bing and got out
> of the pattern. Didn=99t go very far but got up to 2000=99 AG
L. Backed the
> throttle down to 6000 and was able to hold 60 MPH, but I think I was stil
l
> slowly climbing. Had I been able to reach the panel, I would have change
d
> the EIS to show rate of climb.
>
>
> Did some shallow turns, left and right, checked the aileron/rudder
> co-ordination. Slowed to 50 and did the same turns. Slowed to 40 and di
d
> it again. Nothing seemed weird, so went on with the plan.
>
>
> Backed off on the throttle and slowed to about 35 and all of a sudden the
> nose dropped. I had stalled and it stayed straight and level, just tucke
d
> the nose. So, instinct took over and I added throttle and pushed the nos
e
> down. Oops, that made it worse. This time instead of backing off the
> throttle and pulling back, I just pulled back. OK, that was better, did
> not take long to be back up at 60 MPH, but it still seemed like I was
> =9Cpointed down=9D. Managed to get everything stabilized and
headed back to
> the airport, as the cloud cover was getting thicker and it was starting t
o
> get kind of dark.
>
>
> Made a powered descent towards the airport. Flew around and entered the
> pattern at 800=99. Made my turns and got lined up on final, but it
seemed
> kind of high. Backed off the throttle some more and pushed the nose down
> to maintain 60 MPH. Well, that did not work too well, as I was still hig
h
> when I passed mid field. No problem, added power, picked up the nose and
> went around.
>
>
> This time, I flew the pattern a couple of hundred feet lower and kind of
> overshot my base to final turn. Knowing that this was a really bad
> situation to be in, I was extra careful about keeping the speed up until
I
> was lined up , then backed off and held 50 on final. Problem was, I was
> going to land about mid-field, where I had been warned that the
> intersection with the concrete was kind of rough. Decided to add some
> power and just fly it across the intersection as there was still lots of
> room to land, or to go around.
>
>
> All was going well until I got close to the intersection, which is the
> high point of the grass strip, I made the mistake of pulling up to clear
it
> instead of adding power. I did not realize just how slow I had gotten an
d
> ran out of airspeed before touching down. That was kind of a surprise,
> and it hit a little harder than I would have liked. One good bounce and
> then the next time we touched, it didn=99t bounce any more, althoug
h I felt
> the gear flexing a little. Stick all the way back and we quickly came to
> taxi speed.
>
>
> A quick check, everything looks and feels OK. I can steer just fine, so
> taxied back to the hangar. Closer inspection indicated no damage done.
>
>
> So, all in all, a very good flight. By the time the hangar door was
> closing, there was mist in the air, so we squeezed all the flight time ou
t
> that we could have today. It was good to =9Cget back on the horse
=9D.
>
>
> Things proven today:
>
> The plane flies just fine, except it may need a little left rudder trim
> tab. This seem to be common to the plane/engine combination.
>
> The PIO experienced on the first flight was a combination of turbulence
> and pilot ham fistedness.
>
>
> Lessons learned:
>
> Fireflies like to fly, they don=99t like to descend, kind of like t
he Chief.
>
> A light touch is all that is needed, and when used, you can actually feel
> the feedback.
>
> Anything but perfect straight ahead flight brings wind around the
> windshield and hits me in the face. Sometimes makes my eyes water or take
s
> my breath away. Need different headgear/clothing.
>
> 60 MPH is not enough to take the kink out of the piece of yarn my wife
> gave me for a yaw string. J
>
> There is no warning before the stall. This one kind of surprises me, I
> cannot think of another plane I have flown that did not give some kind of
> warning. The old Chief got mushy on the controls then had a definite
> =9Cshudder=9D, during which if you relaxed the back pressure,
you could avoid
> the stall. If you wanted to stall, you had to hold back pressure through
> the shudder to get there.
>
> Level flight visibility is WAY nose lower than I expected. This will tak
e
> some getting used to, but will be necessary to be able to accurately judg
e
> approach and landing.
>
>
> I exceeded EGT again while using partial throttle. At one point I saw
> 1267=C2=B0F on the back cylinder. It did not last too long, as I throttl
ed up
> and cooled it down, but it happened when I did not really want more
> throttle. I think 30 seconds at this temp didn=99t do any harm, bu
t would
> like to not do that again.
>
>
> The same things that always require practice in other airplanes are
> present here too:
>
> Slow flight
>
> Stalls, of all kinds, at altitude of course
>
> Approaches
>
> Slips
>
> Flaps
>
> Landing speed and attitude
>
>
> Practice, practice, practice.
>
>
> Even if the weather keeps me grounded until spring, at least I won
=99t get
> to my next flight and be terrified of it. My self-confidence and
> confidence in the plane took a big leap today. I needed that!
>
>
> Sorry this got so long, but again, I tell my story for my own therapy and
> to document these experiences so maybe they will help someone else.
>
>
> Thanks everyone for listening and special thanks to Bryan at Kolb for
> doing such an awesome job on this kit, and Travis for the great support.
>
>
> Stuart and Serenity
>
>
> *
>
===========
m>
ldersbooks.com>
.com>
com>
om/contribution>
===========
onics.com/Navigator?Kolb-List>
===========
===========
>
> *
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Serenity Flies, Take 2 |
Larry,
Thanks. I had discovered the enricher trick during the ground runs, and
was reaching for it, when I realized I was in the landing pattern and
really did not want to make a change that might cause it to stumble or
quit. Of course, frying a piston and quitting is worse, so I opted for
the additional throttle. This of course, contributed to a higher speed,
which lead to the sloppy pattern and overshoot. Everything has
consequences.
Wide open throttle at what I think was level flight was showing about
6350 RPM. Not sure if I should dial out a little pitch on the prop or
leave it be. Also, the temps run perfectly below about 4500 and above
about 5500. I am not sure if I should try raising the needle one notch
or try a different needle or jet. More flying experience will tell me
if I can operate outside of this lean range or if I need to try and
correct it. Y19 has a field elevation of 1940=99, but it was
cooler than standard today, so without doing the real math, my guess is
that DA was under 1000=99.
More things to test after I get some more stick time.
Yes, MUCH better this time. I am now confident that we can continue on
with a normal learning curve and flight testing.
Thanks to everyone who gave examples, advice and encouragement. It
really DID help. This time I am anxious to get back up there for more.
Stuart
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Larry
Cottrell
Sent: Tuesday, November 04, 2014 8:52 PM
Subject: Re: Kolb-List: Serenity Flies, Take 2
I exceeded EGT again while using partial throttle. At one point I saw
1267=C2=B0F on the back cylinder. It did not last too long, as I
throttled up and cooled it down, but it happened when I did not really
want more throttle. I think 30 seconds at this temp didn=99t do
any harm, but would like to not do that again.
-------------------------------------------------------------------------
------------------------------------------------
Until you get your jets straightened out keep in mind that if you pull
the enrichner circuit on, it will lower the egt's .
Much better, perhaps Serenity isn't such a bad name after all. :-)
Larry
On Tue, Nov 4, 2014 at 6:32 PM, Stuart Harner <stuart@harnerfarm.net>
wrote:
Well, Mother Nature provided a small window of
=9Ccalmness=9D this afternoon. Forecast was for 5 to 8 MPH
down the grass strip.
When I got to the airport, the windsock was indicating that the forecast
was correct. I decided that if nothing else, I would go taxi around a
little. While unfolding and doing the preflight, an RV was doing touch
and goes on the grass strip, no one else around. By the time I got
warmed up and strapped in, the RV was headed to the hangar. Taxied past
the windsock, it was completely limp. There was a cloud bank moving in
from the west, good, no sunshine in my eyes, visibility should be
better, or at least easier.
Lined up, and throttled up. Tail up, speed coming up. A little
push/pull on the stick confirmed that I had elevator authority. Added
more throttle, it felt light, but was able to keep the nose from going
down. Added more throttle, and was airborne! No real warning, just in
the air and flying. Took the throttle to full and held the nose up,
YAY!
Indicated speed was at 55, and climbing, so I started adding back
pressure, and we were climbing smooth and straight. Again, YAY! Held
it at 60 and just climbed away.
No wing rocking, no changes in pitch or throttle, just steady and
smooth. I don=99t know my rate of climb as I had a different page
up on the EIS keeping an eye on engine temps and altitude.
At about 400=99, rolled in some left rudder and aileron, normal
turn, not real steep, roll back to level seemed
=9Cnormal=9D. Kept climbing and got out of the pattern.
Didn=99t go very far but got up to 2000=99 AGL. Backed the
throttle down to 6000 and was able to hold 60 MPH, but I think I was
still slowly climbing. Had I been able to reach the panel, I would have
changed the EIS to show rate of climb.
Did some shallow turns, left and right, checked the aileron/rudder
co-ordination. Slowed to 50 and did the same turns. Slowed to 40 and
did it again. Nothing seemed weird, so went on with the plan.
Backed off on the throttle and slowed to about 35 and all of a sudden
the nose dropped. I had stalled and it stayed straight and level, just
tucked the nose. So, instinct took over and I added throttle and pushed
the nose down. Oops, that made it worse. This time instead of backing
off the throttle and pulling back, I just pulled back. OK, that was
better, did not take long to be back up at 60 MPH, but it still seemed
like I was =9Cpointed down=9D. Managed to get everything
stabilized and headed back to the airport, as the cloud cover was
getting thicker and it was starting to get kind of dark.
Made a powered descent towards the airport. Flew around and entered the
pattern at 800=99. Made my turns and got lined up on final, but
it seemed kind of high. Backed off the throttle some more and pushed
the nose down to maintain 60 MPH. Well, that did not work too well, as
I was still high when I passed mid field. No problem, added power,
picked up the nose and went around.
This time, I flew the pattern a couple of hundred feet lower and kind of
overshot my base to final turn. Knowing that this was a really bad
situation to be in, I was extra careful about keeping the speed up until
I was lined up , then backed off and held 50 on final. Problem was, I
was going to land about mid-field, where I had been warned that the
intersection with the concrete was kind of rough. Decided to add some
power and just fly it across the intersection as there was still lots of
room to land, or to go around.
All was going well until I got close to the intersection, which is the
high point of the grass strip, I made the mistake of pulling up to clear
it instead of adding power. I did not realize just how slow I had
gotten and ran out of airspeed before touching down. That was kind of
a surprise, and it hit a little harder than I would have liked. One
good bounce and then the next time we touched, it didn=99t bounce
any more, although I felt the gear flexing a little. Stick all the way
back and we quickly came to taxi speed.
A quick check, everything looks and feels OK. I can steer just fine, so
taxied back to the hangar. Closer inspection indicated no damage done.
So, all in all, a very good flight. By the time the hangar door was
closing, there was mist in the air, so we squeezed all the flight time
out that we could have today. It was good to =9Cget back on the
horse=9D.
Things proven today:
The plane flies just fine, except it may need a little left rudder trim
tab. This seem to be common to the plane/engine combination.
The PIO experienced on the first flight was a combination of turbulence
and pilot ham fistedness.
Lessons learned:
Fireflies like to fly, they don=99t like to descend, kind of like
the Chief.
A light touch is all that is needed, and when used, you can actually
feel the feedback.
Anything but perfect straight ahead flight brings wind around the
windshield and hits me in the face. Sometimes makes my eyes water or
takes my breath away. Need different headgear/clothing.
60 MPH is not enough to take the kink out of the piece of yarn my wife
gave me for a yaw string. J
There is no warning before the stall. This one kind of surprises me, I
cannot think of another plane I have flown that did not give some kind
of warning. The old Chief got mushy on the controls then had a definite
=9Cshudder=9D, during which if you relaxed the back
pressure, you could avoid the stall. If you wanted to stall, you had to
hold back pressure through the shudder to get there.
Level flight visibility is WAY nose lower than I expected. This will
take some getting used to, but will be necessary to be able to
accurately judge approach and landing.
I exceeded EGT again while using partial throttle. At one point I saw
1267=C2=B0F on the back cylinder. It did not last too long, as I
throttled up and cooled it down, but it happened when I did not really
want more throttle. I think 30 seconds at this temp didn=99t do
any harm, but would like to not do that again.
The same things that always require practice in other airplanes are
present here too:
Slow flight
Stalls, of all kinds, at altitude of course
Approaches
Slips
Flaps
Landing speed and attitude
Practice, practice, practice.
Even if the weather keeps me grounded until spring, at least I
won=99t get to my next flight and be terrified of it. My
self-confidence and confidence in the plane took a big leap today. I
needed that!
Sorry this got so long, but again, I tell my story for my own therapy
and to document these experiences so maybe they will help someone else.
Thanks everyone for listening and special thanks to Bryan at Kolb for
doing such an awesome job on this kit, and Travis for the great support.
Stuart and Serenity
_blank">www.aeroelectric.com
.com" target="_blank">www.buildersbooks.com
="_blank">www.homebuilthelp.com
="_blank">www.mypilotstore.com
ank">www.mrrace.com
_blank">http://www.matronics.com/contribution
get="_blank">http://www.matronics.com/Navigator?Kolb-List
tp://forums.matronics.com
--
If you forward this email, or any part of it, please remove my email
address before sending.
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|