---------------------------------------------------------- Kolb-List Digest Archive --- Total Messages Posted Mon 07/06/15: 4 ---------------------------------------------------------- Today's Message Index: ---------------------- 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 _____________________________________ Time: 03:05:18 AM PST US From: Theodore Cowan Subject: Kolb-List: 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 wrote: > > * > > ================================================= > Online Versions of Today's List Digest Archive > ================================================= > > Today's complete Kolb-List Digest can also be found in either of the > two Web Links listed below. The .html file includes the Digest formatted > in HTML for viewing with a web browser and features Hyperlinked Indexes > and Message Navigation. The .txt file includes the plain ASCII version > of the Kolb-List Digest and can be viewed with a generic text editor > such as Notepad or with a web browser. > > HTML Version: > > http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 15-07-05&Archive=Kolb > > Text Version: > > http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 15-07-05&Archive=Kolb > > > =============================================== > EMail Version of Today's List Digest Archive > =============================================== > > > ---------------------------------------------------------- > Kolb-List Digest Archive > --- > Total Messages Posted Sun 07/05/15: 0 > ---------------------------------------------------------- > > > Today's Message Index: > ---------------------- > > > > > > > > > > > ________________________________ Message 2 _____________________________________ Time: 01:51:19 PM PST US From: "KIRBY, DENNIS T GS-13 USAF AFMC AFNWC/EZS" Subject: RE: Kolb-List: Pitot Source "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 _____________________________________ Time: 02:49:44 PM PST US From: mojavjoe@comcast.net Subject: Kolb-List: boost bottles =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 _____________________________________ Time: 06:57:54 PM PST US From: "Stuart Harner" Subject: RE: Kolb-List: Pitot Source 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" "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 ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message kolb-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/Kolb-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/kolb-list Browse Digests http://www.matronics.com/digest/kolb-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.