Today's Message Index:
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1. 03:05 AM - Re: Kolb-List Digest: 0 Msgs - 07/05/15 (Theodore Cowan)
2. 01:51 PM - Re: Pitot Source (KIRBY, DENNIS T GS-13 USAF AFMC AFNWC/EZS)
3. 02:49 PM - boost bottles (mojavjoe@comcast.net)
4. 06:57 PM - Re: Pitot Source (Stuart Harner)
Message 1
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Subject: | Re: Kolb-List Digest: 0 Msgs - 07/05/15 |
Got this wonderful firestar for sale here listed on barnstormers. This plane has
been stripped and redone from ground up, even the cables and springs. Has the
real fabric not that ultralight crap. Polly all the way. Military yellow and
blue. 503 was sent to Smith at Miss. Lite for total recon. Runs great. This
is a rocket. Ten gal tank and elect pump. I have a slingshot so I built fashioned
the canopy the same, flip top. Love it. Easy in and out. Has ballistic
chute for six hundred fifty lbs in boxes with top mount for kolbs Canister
type. Registered, N-numbered with airworthy cert. I flew and ground hopped
this over the months to keep it right. With or without chute. This is a strong
seven rib wing with reinforcements in wing as per Hauk. $13,000 with chute
or $10,000 without. Call me at 334-332-3457. Ted Cowan Alabama tc1917@bellsiuth.net
Sent from my iPhone
> On Jul 6, 2015, at 2:02 AM, Kolb-List Digest Server <kolb-list@matronics.com>
wrote:
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> Total Messages Posted Sun 07/05/15: 0
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Message 2
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"Stuart Harner" wrote: << I realized that after the runway was made, I never look
at the ASI. >>
Stuart / Kolb Friends -
I'm gonna have to disagree with this practice, primarily if your flight operations
are at higher-elevation airfields. I'll share a story with you that confirms
this.
Every fall, our backcountry pilot's club has a fly-in at an abandoned Forest Service
airstrip in the Gila Wilderness area of southwestern New Mexico. This grass
strip has an elevation of 8200' MSL. My friend was approaching to land in
his Rans S-12 (powered by a Rotax-912S). Everything appeared normal for his
approach - glide angle and airspeed were as they should be. At 50 feet above
the runway, he technically already had the runway "made." Suddenly, to all our
surprise, at about 20 feet high, the Rans simply dropped out of the air and
pancaked onto the grass runway, destroying his landing gear and substantially
damaging his aircraft. Fortunately, my friend was OK.
Here's what happened: He was approaching at the normal airspeed (55 mph) that we
typically use for our low-elevation home field of 6500 feet. (His Rans and
my Kolb use the exact same airspeeds for final approach: 55 mph.) At about 30
feet above the runway, he was looking out, but in his peripheral vision, he noticed
the airspeed needle wiggle. He glanced down at his airspeed indicator,
and saw it suddenly drop to about 40. That's when he realized that the slight
headwind he was flying into suddenly disappeared. In a desperate attempt to
regain airspeed, he pushed the stick forward, but it was too late. His aircraft
stalled at 20 feet high, and dropped in. At this airstrip's elevation, there
was precious little airspeed margin above stall speed, and he did not react
fast enough.
If he had been keeping an eye on his approach speed, he would have noticed the
rapidly-decaying airspeed and might have reacted with forward stick quickly enough
to avoid the stall. It's an easy habit to glance down at your airspeed indicator
every few seconds while on final, just to make sure you are still at
flying speed.
Sorry for the long post, but it tells a good story. "Keep thy airspeed above stall,
lest the earth rise up and smite thee!"
Dennis Kirby
Mark-3 / 912ul
Sandia Park, NM
Message 3
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=C2-Dose =C2-any one on the list have=C2-experience or knowledge of u
sing boost bottles on rotex two cycle engines
Message 4
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Dennis,
Please forgive my lack of explanation.
When I said "had the runway made", I should have said "had the landing
made". Or perhaps, "at the beginning of the flair".
I watch the airspeed all the way around the pattern and down final until I
am about to flair. At that point, my focus shifts to outside the cockpit so
that I may judge the last few seconds before beginning and throughout the
flair all the way down to touchdown. Also, at that point I am not likely to
look back at the airspeed as I am concentrating on keeping the noisy end
pointed forward and dealing with any crosswind components. Happy rudder
pedal dance and all that.
The question that I had been asked was "at what speed do you touch down in
the Chief?". I had to think about it, then I realized I had never looked at
the ASI at the actual point of touchdown. In the Aeronca Chief at full flair
the nose was high enough that I learned to glance back and forth at the
horizon and the ground out the left window where I could see the left tire
and the grass scooting by. I could also see the left edge of the runway for
alignment.
Quite a different story in the Firefly. The Chief did not have a lot of
inertia, but it was a freight train compared to the Firefly. In the Firefly
I can see EVERYTHING right in front of me, including the ASI all at the same
time. I generally touch down at ~40 MPH indicated (wheel landings). I am
working my way up to trying a 3 point landing, but not there yet. I can tell
you that Serenity stalls at 36 MPH indicated with no flaps and at 35 with
one notch. I have not tried two notches yet. Approaches are way more fun
with one notch of flaps, but I often forget to use them and just side slip
when needed. That was all I had in the Chief.
In the Chief I used to fly a stable approach from a standard pattern of
800'. Then at flair height, just stop the descent, and keep pulling back
until I ran out of lift. If I did it right, I could plant the tail wheel on
the ground first, the pull the wheel all the way back. At that point it was
not going to float back into the air because it could not rotate and
increase lift. The up elevator helped with additional drag. Then when the
lift subsided, the mains would just settle on as gentle as could be. I wish
I could say all my landings were like that, but they weren't. However,
sometimes they were, usually when there was no one around to see it. :(
When in less than ideal conditions I like to keep a little extra speed in
the pattern, especially turns. It sometimes makes for an ugly approach. I
try to opt for safety over style. Gusty or variable winds. High temps or
elevations. Usually not a problem with flying an ultralight as I tend to
stay on the ground unless it is close to perfect.
Hope this clarifies things a little.
Stuart
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of KIRBY, DENNIS T
GS-13 USAF AFMC AFNWC/EZS
Sent: Monday, July 06, 2015 3:50 PM
Subject: RE: Kolb-List: Pitot Source
--> AFNWC/EZS" <dennis.kirby.3@us.af.mil>
"Stuart Harner" wrote: << I realized that after the runway was made, I
never look at the ASI. >>
Stuart / Kolb Friends -
I'm gonna have to disagree with this practice, primarily if your flight
operations are at higher-elevation airfields. I'll share a story with you
that confirms this.
Every fall, our backcountry pilot's club has a fly-in at an abandoned Forest
Service airstrip in the Gila Wilderness area of southwestern New Mexico.
This grass strip has an elevation of 8200' MSL. My friend was approaching
to land in his Rans S-12 (powered by a Rotax-912S). Everything appeared
normal for his approach - glide angle and airspeed were as they should be.
At 50 feet above the runway, he technically already had the runway "made."
Suddenly, to all our surprise, at about 20 feet high, the Rans simply
dropped out of the air and pancaked onto the grass runway, destroying his
landing gear and substantially damaging his aircraft. Fortunately, my
friend was OK.
Here's what happened: He was approaching at the normal airspeed (55 mph)
that we typically use for our low-elevation home field of 6500 feet. (His
Rans and my Kolb use the exact same airspeeds for final approach: 55 mph.)
At about 30 feet above the runway, he was looking out, but in his peripheral
vision, he noticed the airspeed needle wiggle. He glanced down at his
airspeed indicator, and saw it suddenly drop to about 40. That's when he
realized that the slight headwind he was flying into suddenly disappeared.
In a desperate attempt to regain airspeed, he pushed the stick forward, but
it was too late. His aircraft stalled at 20 feet high, and dropped in. At
this airstrip's elevation, there was precious little airspeed margin above
stall speed, and he did not react fast enough.
If he had been keeping an eye on his approach speed, he would have noticed
the rapidly-decaying airspeed and might have reacted with forward stick
quickly enough to avoid the stall. It's an easy habit to glance down at
your airspeed indicator every few seconds while on final, just to make sure
you are still at flying speed.
Sorry for the long post, but it tells a good story. "Keep thy airspeed
above stall, lest the earth rise up and smite thee!"
Dennis Kirby
Mark-3 / 912ul
Sandia Park, NM
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