Kolb-List Digest Archive

Mon 04/13/15


Total Messages Posted: 9



Today's Message Index:
----------------------
 
     1. 02:55 AM - Re: Tail Heavy (Patrick Ladd)
     2. 03:25 AM - Re: 250# pilot to heavy to solo Kolbra? (Patrick Ladd)
     3. 03:41 AM - Re: Re: Tail Heavy (Patrick Ladd)
     4. 06:49 AM - Re: MK 111 rebuild (Richard Pike)
     5. 07:25 AM - Re: Re: MK 111 rebuild (Charlie England)
     6. 07:57 AM - Re: Re: MK 111 rebuild (John Hauck)
     7. 10:16 AM - Re: Tail Heavy (Gary Aman)
     8. 04:17 PM - Re: MK 111 rebuild (Richard Pike)
     9. 05:14 PM - Re: MK 111 rebuild (pipercolt)
 
 
 


Message 1


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    Time: 02:55:32 AM PST US
    From: Patrick Ladd <patrickjladd@hotmail.com>
    Subject: Re: Tail Heavy
    Mark III appearing to fly tail heavy>> Put it on the scales and check your figures. It may feel tail heavy because IT IS Pat From: B Young Sent: Sunday, April 12, 2015 12:56 AM Subject: Re: Kolb-List: Tail Heavy Can someone smarter than me explain adjusting aileron and flaps to eliminate having to push forward on the stick to fly level. (Out of trim feels tall heavy) VS Being tail heavy on the scales.... Boyd Y On Apr 11, 2015 1:33 PM, "K I" <wrk2win4u@msn.com> wrote: Greetings Group, After buying an older Mark III that needed a LOT of fixing, I finally took it out this year for some Fast Taxi testing and a couple of crow hops. I found it was better to fly the pattern than it was to crow hop it. The one thing I have been having difficulty with is it tends to be tail-heavy at about 80mph ias. As I come in for landing, I can reduce some of the pressure on the forward stick due to the diminishing air speed. Boyd Y. and I changed the adjustment position of the flaps in hopes this would help it cruse =9Chands free=9D or relatively stable flight. Currently when I let off the forward pressure on the stick, it starts to climb right away. I have read some previous postings by John H. regarding =9Cnose heavy=9D. His writings indicate the Kolb designed to fly as they are and do not require aggressive trimming. If anyone has had a similar experience with the Mark III appearing to fly tail heavy, and you have been able to resolve the issue, let me know what you did. Thanks, Kurt Mark III C Sandy, Utah get="_blank">http://www.matronics.com/Navigator?Kolb-List tp://forums.matronics.com _blank">http://www.matronics.com/contribution


    Message 2


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    Time: 03:25:49 AM PST US
    From: Patrick Ladd <patrickjladd@hotmail.com>
    Subject: Re: 250# pilot to heavy to solo Kolbra?
    Hi Larry, I know there are pilots in the States who regularly fly their planes at an all up weight which would be illegal here.Fine if you can get away with it (I suppose) Certainly if you did it here and had a crunch the insurers would not pay out if they could prove (and they can) that you were overweight on take off. In any case why have a plane straining all the time to keep you in the air when one with a bit more load carrying capacity, not to mention room, is available. Incidentally is that 250/260 lbs you mention dripping wet in the bathroom. If so think about the weight of your clothes, boots sandwiches, bottles of water etc. Don`t kid yourself. Cheers. Pat -----Original Message----- From: w0odi Sent: Tuesday, April 07, 2015 3:48 AM Subject: Kolb-List: 250# pilot to heavy to solo Kolbra? I am 6'2" guy that weighs in at 250 to 260 lbs range just wondering if I am to heavy to fly the Kolbra......I have been told that I am to heavy for this machine and the weight and balance would be to nose heavy with me. I am just curious cause I am considering buying one of these machines or something similar and just want your expertise on this issue.. Would I be better off with say a Mark III let me know what you all think about this. Thanks in advance Larry Read this topic online here: http://forums.matronics.com/viewtopic.php?p=440352#440352


    Message 3


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    Time: 03:41:55 AM PST US
    From: Patrick Ladd <patrickjladd@hotmail.com>
    Subject: Re: Tail Heavy
    That is why I modified my MKIII flap lever; so I could fine tune trim depending on passenger load.>> Hi Richard. On my Challenger there were no separate ailerons and flaps. Both ailerons moved in unison for the trim. Winding them right down, from the cockpit, and they acted as flaps. This also made the nose heavy which suited me fine. If I was distracted on the approach I would rather the plane went faster than slowed up and stalled. With the ailerons `up`they acted as fine trim. A good simple sytem. Pat -----Original Message----- From: Richard Pike Sent: Sunday, April 12, 2015 2:43 PM Subject: Kolb-List: Re: Tail Heavy Trimming the ailerons and flaps up or down moves the center of pressure forward or aft on the wing. Droop them, and the center of pressure, (lift) moves back and the airplane becomes more nose heavy. Reflex them up and the center of pressure (lift) moves forward and the airplane becomes more tail heavy. That is why I modified my MKIII flap lever; so I could fine tune trim depending on passenger load. http://oh2fly.net/oldpoops/pg3.htm -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 There are two kinds of people: those who say to God, 'Thy will be done,' and those to whom God says, 'All right, then, have it your way.' Read this topic online here: http://forums.matronics.com/viewtopic.php?p=440696#440696


    Message 4


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    Time: 06:49:23 AM PST US
    Subject: Re: MK 111 rebuild
    From: "Richard Pike" <thegreybaron@charter.net>
    pipercolt wrote: > Hi Neil > What size battery cable did you use? Yes Richard, that is the battery I was thinking of. Isn't it funny how many years ago when I was flying corporate we used NiCad batteries and every so often we totally discharged them and then recharged them. How theories have changed. > Bob I had a friend at a car sound system shop sell me some of this at a good price: http://www.americanbassusa.com/categories/power---speaker-wires.htm I have never seen large diameter wire like this before, it uses extremely small fine wires woven together, it is almost as limp as rope. I used 8 gauge, soldered the end fittings on and it seems to work fine. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 There are two kinds of people: those who say to God, 'Thy will be done,' and those to whom God says, 'All right, then, have it your way.' Read this topic online here: http://forums.matronics.com/viewtopic.php?p=440770#440770


    Message 5


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    Time: 07:25:14 AM PST US
    From: Charlie England <ceengland7@gmail.com>
    Subject: Re: MK 111 rebuild
    On 4/13/2015 8:47 AM, Richard Pike wrote: > > > pipercolt wrote: >> Hi Neil >> What size battery cable did you use? Yes Richard, that is the battery I was thinking of. Isn't it funny how many years ago when I was flying corporate we used NiCad batteries and every so often we totally discharged them and then recharged them. How theories have changed. >> Bob > > I had a friend at a car sound system shop sell me some of this at a good price: http://www.americanbassusa.com/categories/power---speaker-wires.htm > > I have never seen large diameter wire like this before, it uses extremely small fine wires woven together, it is almost as limp as rope. I used 8 gauge, soldered the end fittings on and it seems to work fine. > > -------- > Richard Pike > Kolb MKIII N420P (420ldPoops) > Kingsport, TN 3TN0 > There are two kinds of people: those who say to God, 'Thy will be done,' and those to whom God says, 'All right, then, have it your way.' > > That's how welding cable is made, with the bonus of having durable insulation that's probably a lot more fire resistant than the stuff on that speaker wire. Very common to see welding cable used for battery/starter wire in big...(sorry, John) heavier homebuilts. Available in various sizes from any local welding supply shop. Charlie


    Message 6


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    Time: 07:57:39 AM PST US
    From: "John Hauck" <jhauck@elmore.rr.com>
    Subject: Re: MK 111 rebuild
    My MKIII must be an antique. I bought battery cable from Aircraft Spruce in 1991. It is aviation grade with a woven fabric chafe guard. Looked for battery cable at Aircraft Spruce before writing this post. They don't have anything that resembles the cable I am using. Guess it is a thing of the past. All they have is what looks like normal 4 and 8 ga cable. Could hand prop the 80 horse 912, although it was still risky and not easy to do because of the sharp edges of the blades. Hand propping the 912ULS is out of the question with higher compression ratio on top of the gear reduction. It is extremely important for me to be able to rely on battery start. Want to make sure I have a system that is going to perform and get stuck out in the boondocks somewhere. On occasion I have failed to turn off the Master Switch and run the battery down. If it gets near depletion the alternator will not pick up the charge. One year at Sun and Fun I had a helper turn on my Master Switch, or I accidentally hit the toggle switch with my toe getting out of the aircraft. I got a jump start to get home, but was not able to get the alternator to pick up the charge. I flew 425 miles with no electrical system. Radio was able to operate on its integral battery. GPS on its batteries. Lost all my electric engine instruments. All was well until I got to Headland, AL, to refuel. No one at the airport to help me. Could not shut the engine down. Was able to get close enough to the gas pump to get a chock with my foot, while I kept the aircraft from rolling away. Refueled hot, which I did most of the time in VN, and made the remainder of the flight back to Gantt IAP without incident. john h mkIII Titus, Alabama That's how welding cable is made, with the bonus of having durable insulation that's probably a lot more fire resistant than the stuff on that speaker wire. Very common to see welding cable used for battery/starter wire in big...(sorry, John) heavier homebuilts. Available in various sizes from any local welding supply shop. Charlie


    Message 7


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    Time: 10:16:55 AM PST US
    From: Gary Aman <zeprep251@aol.com>
    Subject: Re: Tail Heavy
    Pat, My mk 3 with just me in it is at the aft limit of it's CG.If I use 1 notch of flap and higher power setting it will fly about level,but in rough air i t would pitch nose up and then return to level,kind of like riding over a w ake of a boat.With a passenger its perfect.I attached 2 rings to the passe nger floor and I strap in about 30 pounds of lead shot in a thick plastic l iner, then covered with a denim bag.That stops the wallow in rough air and fixes the trim issue.I'll probably get taken to task for using this method but it works.I was going to try raising the horizontal tail leading edge bu t never came up with a clean way to do it. G.Aman MK 3 C Jabiru 2200A 950 hrs -----Original Message----- From: Patrick Ladd <patrickjladd@hotmail.com> Sent: Mon, Apr 13, 2015 5:55 am Subject: Re: Kolb-List: Tail Heavy Mark III appearing to fly tail heavy>> Put it on the scales and check your figures. It may feel tail heavy bec ause IT IS Pat From: B Young Sent: Sunday, April 12, 2015 12:56 AM To: kolb-list@matronics.com Subject: Re: Kolb-List: Tail Heavy Can someone smarter than me explain adjusting aileron and flaps to eliminat e having to push forward on the stick to fly level. (Out of trim feels tall heavy) VS Being tail heavy on the scales.... Boyd Y On Apr 11, 2015 1:33 PM, "K I" < wrk2win4u@msn.com> wrote: Greetings Group, After buying an older Mark III that needed a LOT of fixing, I finally took it out this year for some Fast Taxi testing and a couple of crow hops. I fo und it was better to fly the pattern than it was to crow hop it. The one th ing I have been having difficulty with is it tends to be tail-heavy at abou t 80mph ias. As I come in for landing, I can reduce some of the pressure on the forward stick due to the diminishing air speed. Boyd Y. and I changed the adjustment position of the flaps in hopes this would help it cruse =9Chands free=9D or relatively stable flight. Currently when I let off the forward pressure on the stick, it starts to climb right away. I ha ve read some previous postings by John H. regarding =9Cnose heavy =9D. His writings indicate the Kolb designed to fly as they are and do n ot require aggressive trimming. If anyone has had a similar experience with the Mark III appearing to fly t ail heavy, and you have been able to resolve the issue, let me know what yo u did. Thanks, Kurt Mark III C Sandy, Utah get="_blank">http://www.matronics.com/Navigator?Kolb-List tp://forums.ma tronics.com _blank">http://www.matronics.com/contribution href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics .com/Navigator?Kolb-List href="http://forums.matronics.com">http://forums .matronics.com href="http://www.matronics.com/contribution">http://www.ma tronics.com/c =


    Message 8


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    Time: 04:17:47 PM PST US
    Subject: Re: MK 111 rebuild
    From: "Richard Pike" <thegreybaron@charter.net>
    Hard core John, hard core. Good on ya, do what you have to do. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 There are two kinds of people: those who say to God, 'Thy will be done,' and those to whom God says, 'All right, then, have it your way.' Read this topic online here: http://forums.matronics.com/viewtopic.php?p=440809#440809


    Message 9


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    Time: 05:14:47 PM PST US
    Subject: Re: MK 111 rebuild
    From: "pipercolt" <bob.pipercolt@yahoo.com>
    Thanks Richard for your last comment about hand propping the 582. I was just about to post that question. Bob Read this topic online here: http://forums.matronics.com/viewtopic.php?p=440813#440813




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