Kolb-Archive.digest.vol-ht
September 25, 2008 - October 11, 2008
On Thu, Sep 25, 2008 at 8:11 AM, Travis Brown (Kolb Aircraft)
wrote:
Hi everyone on this great list.
We were here all day Monday working as usual. Monday was a regular
work day for us.
I would say we were outside taking down signs or we could have been
on the phone when Bill tried to call.
Below is my email address that I check often.
travis(at)tnkolbaircraft.com
We would like to thank everyone that attended our Homecoming this
year.I was very pleased to see all you guys.
Thank you so much for all the support and the friendship.
Travis @ Kolb
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Mark III performance |
> It's an ELSA. I've got the airworthiness card (pink) and am in the
process of getting the registration transferred into my name. I just don't
have operating limitations and need to do a new weight and balance.
Don't think there has ever been a operators handbood and operating
limitations published by old or new Kolb. I have never encountered any
through 1991, when I built my third and last Kolb. Don't recall seeing any
publication that looked official with Kolb operating limitations.
john h
mkIII - 2,869.1 hours
912ULS - 300.6 hours
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
HiGang:
Got a snap shot of me and John Williamson flying formation during one of the
early Kolb Homecomings. Was probably 2004 or 2003, maybe 2002, because John
W was still flying the Jabiru.
john h
mkIII/912uls
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | More Kolb History |
Pulling into formation with John W.
john h
mkIII
________________________________________________________________________________
Subject: | ELSA annual inspection |
From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
If your Kolb is in the ELSA category (not E-AB) you can easily get your qualifications
to do your own annual inspections by attending Mike Huffman's 2 day course.
He will be conducting another fixed-wing course on January 22-23, 2009 at the Sebring
Regional Airport, Sebring, FL in conjunction with the U.S. Sport Aviation
Expo.
Go to his website for more information:
sportaviationspecialties.com or email him at SportAviation(at)gmail.com
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6218#206218
________________________________________________________________________________
Subject: | Re: More Kolb History |
From: | "John Bickham" <gearbender(at)bellsouth.net> |
Picture and article from our flight in 2003 to Kitty Hawk/TNK Homecoming. Photo
and article sent to me by John W.
This was my first flight with the group. Best time aviating I ever had!
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
"NO FEAR" - If you have no fear you did not go as slow as you could have
!!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6287#206287
Attachments:
http://forums.matronics.com//files/wallace_nc_article_791.pdf
http://forums.matronics.com//files/jw6_130.jpg
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: More Kolb History |
> This was my first flight with the group. Best time aviating I ever had!
>
> John Bickham
John B/Gang:
Amen!
During those times we think the fun and excitement will last forever.
Best take advantage of today. Tomorrow may never come.
We had discussed making this same flight on the way to Kolb Homecoming 2008.
Maybe we can have a reunion, fly that same route again next year to London.
Take care,
john h
mkIII
________________________________________________________________________________
Subject: | Re: Kolb History |
From: | "Ralph B" <ul15rhb(at)juno.com> |
John Hauck wrote:
> HiGang:
>
> Got a snap shot of me and John Williamson flying formation during one of the
> early Kolb Homecomings. Was probably 2004 or 2003, maybe 2002, because John
> W was still flying the Jabiru.
>
> john h
> mkIII/912uls
This is a good shot as it shows the front profile differences between the Mark
III and the Kolbra in flight.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6291#206291
________________________________________________________________________________
From: | russ kinne <russ(at)rkiphoto.com> |
Subject: | Re: More Kolb History |
John
Quick note to say how great it was to see you and all the rest of the
Kolbers at london. It was an impressive gathering & well worth the
drive. Donnie & co. & their wives, support staff etc really bust
their butts to see everyone enjoys it. And I learned a lot - but a
lot more to go
Bloody Texas owner has decided not to sell!! Damn his eyes anyway. I
think the SOB is just jerking me around. Can't imagine why?
The plane is so good, so well fitted out, that it's worth pursuing.
But I have no use for this owner. Well, praps as a pistol target.
Crash here, the MkIII/912, still no answers. Have talkt to the pilot,
sed he was too low to pull the chute
Busted ankle, out of hosp in a few more days. No hull insurance.
Wonder if the engine got bent?
Thanx for your patience w/all my ??s at London, enjoy life,
fair winds,
Russ
________________________________________________________________________________
From: | russ kinne <russ(at)rkiphoto.com> |
Sorry all, that was sposed to be off-list
do not archive
________________________________________________________________________________
From: | "VICTOR PETERS" <vicsv(at)verizon.net> |
To the rest of u it would be a crow hop (or negative Kolb Drop) but I
think my Xtra looks more like a platypus.
Since all I have is 2.2 hrs. legal instruction all I can do is taxi
practice for now.
I've taxied at 3600rpm and maybe 30 mph while keeping the tail hard to
the ground.
This time I was down wind at maybe 2600rpm and no more than 25 mph.
I released back pressure on the stick but still with full back trim.
This is actually neutral
elevator cause the prop just pushes it down. I just did this to keep the
tail wind from pushing me
all over the place.
Bada Bing my first solo flight. I couldn't believe it did a 3 point lift
off going that slow.
To my amazement I did'nt panic just held the stick where it was and
slight easing back of power.
Landed like a feather.
Now I know to experienced pilots thats a non event but to a 60 yr old
newbie that 3.5 second 6ft
altitude flight was monumental.
I was so tickled with myself I had to tell someone and then take a nap.
Vic
Xtra 912ul
N740VP
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Platypus Hop |
Vic:
Careful.
You are not taxiing at 30 mph.
Three point position is perfect for takeoffs.
Check with Bill Sullivan on handling down drafts.
john h
mkIII
----- Original Message -----
From: VICTOR PETERS
To: Kolb list
Sent: Friday, September 26, 2008 10:18 AM
Subject: Kolb-List: Platypus Hop
To the rest of u it would be a crow hop (or negative Kolb Drop) but I thi
nk my Xtra looks more like a platypus.
Since all I have is 2.2 hrs. legal instruction all I can do is taxi pract
ice for now.
I've taxied at 3600rpm and maybe 30 mph while keeping the tail hard to th
e ground.
This time I was down wind at maybe 2600rpm and no more than 25 mph.
I released back pressure on the stick but still with full back trim. This
is actually neutral
elevator cause the prop just pushes it down. I just did this to keep the
tail wind from pushing me
all over the place.
Bada Bing my first solo flight. I couldn't believe it did a 3 point lift
off going that slow.
To my amazement I did'nt panic just held the stick where it was and sligh
t easing back of power.
Landed like a feather.
Now I know to experienced pilots thats a non event but to a 60 yr old new
bie that 3.5 second 6ft
altitude flight was monumental.
I was so tickled with myself I had to tell someone and then take a nap.
Vic
Xtra 912ul
N740VP
________________________________________________________________________________
Subject: | Re: Platypus Hop |
From: | "clrprop" <ktony(at)windstream.net> |
Congrats Vic,
That's 6ft higher than I've been yet !
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6357#206357
________________________________________________________________________________
From: | David Key <dhkey(at)msn.com> |
Subject: | Re: More Kolb History |
Haha I'm not Jerking you around but I will kick your ass=2C anytime anywher
e. > From: russ(at)rkiphoto.com> Subject: Re: Kolb-List: Re: More Kolb Histo
ry> Date: Fri=2C 26 Sep 2008 10:18:28 -0400> To: kolb-list(at)matronics.com> >
uick note to say how great it was to see you and all the rest of the > Kolb
ers at london. It was an impressive gathering & well worth the > drive. Don
nie & co. & their wives=2C support staff etc really bust > their butts to s
ee everyone enjoys it. And I learned a lot - but a > lot more to go> Bloody
Texas owner has decided not to sell!! Damn his eyes anyway. I > think the
SOB is just jerking me around. Can't imagine why?> The plane is so good=2C
so well fitted out=2C that it's worth pursuing. > But I have no use for thi
s owner. Well=2C praps as a pistol target.> Crash here=2C the MkIII/912=2C
still no answers. Have talkt to the pilot=2C > sed he was too low to pull t
he chute> Busted ankle=2C out of hosp in a few more days. No hull insurance
. > Wonder if the engine got bent?> Thanx for your patience w/all my ??s at
===================> > >
________________________________________________________________________________
From: | David Key <dhkey(at)msn.com> |
Russ=2C
Someone emailed me and said you talking shit about me behind my back on the
list.
Why dont you come on down and get you a southern style ass kicking?
You better look for another plane=2C you wont be getting this one.
Oh yea=2C OOPS I didn't mean to post this to the list. > To: kolb-list@ma
tronics.com> From: russ(at)rkiphoto.com> Subject: Kolb-List: q> Date: Fri=2C 2
uss(at)rkiphoto.com>> > Sorry all=2C that was sposed to be off-list> do not ar
======> > >
________________________________________________________________________________
Subject: | Check your carb floats!! |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
Since I am new to light sport flying I don't know if this is a direct result of
using gas with ethanol or not.
I pulled my float bowls the other day and examined the floats and found one that
was literally flaking apart! I took a file and scrubbed on it to remove the
flaking outside plastic covering then i used my finger nail and the next thing
I new my nail sunk into the foam core of the float. If I had not pulled the bowl
it is possible that the flakes of the outer covering of the float could have
stopped up the jets in my carbs. So that float is useless now. Luckily I had
a spare on hand and have 3 more ordered.
These are bing 54 carbs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6369#206369
________________________________________________________________________________
Subject: | Re: Check your carb floats!! |
That's a scary thought!!! I hope it isn't related to the ethanol use, but
it could well be.
Why don't you cut your bad float into pieces and soak the pieces in
various test solutions: ethanol, isopropyl alcohol, and maybe some cheap
whiskey and see if the damage accelerates.
--------------------------------------------------------
Since I am new to light sport flying I don't know if this is a direct
result of using gas with ethanol or not.
I pulled my float bowls the other day and examined the floats and found
one that was literally flaking apart! I took a file and scrubbed on it to
remove the flaking outside plastic covering then i used my finger nail and
the next thing I new my nail sunk into the foam core of the float. If I
had not pulled the bowl it is possible that the flakes of the outer
covering of the float could have stopped up the jets in my carbs. So that
float is useless now. Luckily I had a spare on hand and have 3 more
ordered.
These are bing 54 carbs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6369#206369
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Check your carb floats!! |
> That's a scary thought!!! I hope it isn't related to the ethanol use,
but
> it could well be.
>
Jim Dunn:
If it was caused by alcohol we'd all be falling out of the sky. I have been
burning 10% for a long time with no problems.
john h
mkIII
________________________________________________________________________________
From: | Jimmy Young <jdy100(at)comcast.net> |
Subject: | Re: Check your carb floats!! |
I flew my 503 for 105 hrs. between Oct. '07 and May '08 using service
station purchased 87 octane ethanol-laced fuel probably 90% of the
time. I checked my float bowls regularly and never had any problems
with the floats disintegrating. They were the original floats that
came with engine which was first flown in '03.
Jimmy Young
FS II, Houston
________________________________________________________________________________
Subject: | Re: Check your carb floats!! |
That's a relief -- thanks.
So far I haven't used gasohol in my Kolb. I know of only one station in 2
states that sells it; fortunately it is only 5 miles away so I buy all my
aircraft fuel there.
Jim
-----------------------------
I flew my 503 for 105 hrs. between Oct. '07 and May '08 using service
station purchased 87 octane ethanol-laced fuel probably 90% of the
time. I checked my float bowls regularly and never had any problems
with the floats disintegrating. They were the original floats that
came with engine which was first flown in '03.
Jimmy Young
FS II, Houston
________________________________________________________________________________
From: | jerb <ulflyer(at)verizon.net> |
Subject: | Re: 100LL use in rotax 503? |
There may be another advantage to using 100LL, I feel the fuel at
least without oil does not go stale nearly as fast as auto fuel. So
if you planes sits a while between flights, it might pay off. With
oil ??? I still feel it would stay fresher, longer. Just my opinion
based upon experience.
jerb
t 06:56 PM 9/22/2008, you wrote:
>
>Thanks John,
>
>I only head that from one person regarding 100LL flat spotting
>bearing. I have not seen that posted any where else.
>
>Looks like I am going leaded [Wink]
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p 5593#205593
>
>
________________________________________________________________________________
From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
Subject: | Re: Platypus Hop |
Congratulations on your solo. You know you can never repeat that
experiance. Always be prepaired to leave tera firma when taxiing . I
have never flown a extra but the MK111 will lift off in that attitude no
problem. It just wants to be off the ground .
Regards
Downunder
Tony
MK111
From: VICTOR PETERS
To: Kolb list
Sent: Saturday, September 27, 2008 3:18 AM
Subject: Kolb-List: Platypus Hop
To the rest of u it would be a crow hop (or negative Kolb Drop) but I
think my Xtra looks more like a platypus.
Since all I have is 2.2 hrs. legal instruction all I can do is taxi
practice for now.
I've taxied at 3600rpm and maybe 30 mph while keeping the tail hard to
the ground.
This time I was down wind at maybe 2600rpm and no more than 25 mph.
I released back pressure on the stick but still with full back trim.
This is actually neutral
elevator cause the prop just pushes it down. I just did this to keep
the tail wind from pushing me
all over the place.
Bada Bing my first solo flight. I couldn't believe it did a 3 point
lift off going that slow.
To my amazement I did'nt panic just held the stick where it was and
slight easing back of power.
Landed like a feather.
Now I know to experienced pilots thats a non event but to a 60 yr old
newbie that 3.5 second 6ft
altitude flight was monumental.
I was so tickled with myself I had to tell someone and then take a
nap.
Vic
Xtra 912ul
N740VP
________________________________________________________________________________
Subject: | Re: Platypus Hop |
From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
> I was so tickled with myself I had to tell someone and then take a nap.
>
Priceless Vic ! Absolutely priceless !
David.
Do Not Achieve
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6411#206411
________________________________________________________________________________
Subject: | Firestar winter project for sale |
From: | "Thom Riddle" <riddletr(at)gmail.com> |
Fellow Kolbers,
I've decided to sell my early Firestar. It is in need of some repairs as described
on the following web page.
http://riddletr.googlepages.com/kolbfirestarforsale
If you are interested, please email me with questions.
--------
Thom Riddle
CFI-SP
Power Plant Mechanic
N1208P RANS S6S, Tailwheel, 912UL
N197BG FS1/447
--------------------
Scratch any cynic, he said, and youll find a disappointed idealist.
George Carlin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6414#206414
________________________________________________________________________________
From: | <smlplanet(at)msn.com> |
After reading the numbers on the different VG installations I decided it
give them a try. Mark III/912...594 lbs empty...no flaps installed.
10 gas in main fuel tanks and 3 gals in reserve nose tank for test
flights. total of 13 gals.
W/O VG's 175 lbs pilot stall 44 asi ....W VG'S 36 asi power on
W/O VG'S 375 lbs duel stall 50 asi.... W VG'S 40 asi power on
31 VG'S total installed on wings 10 back from leading edge and set
between every other rib plus 3 on the wing gap seal
It also increased the rate of climb 200 to 400 fpm. Ground roll smoother
and shorter and landings much better and just wants to float in ground
affect, very soft landings. There maybe a 1-2 mph lose on cruise and all
testing was done in calm air
Worth the $35 including shipping off e-bay
From: VICTOR PETERS
Sent: 2008-08-11 10:31
Subject: Kolb-List: VG update
Since everyon is posting #'s
1.1 hrs legal instruction MKIII xtra 912ul 590lbs empty
132 vg's on wing tip to tip including gap seal
Parallel on vertical stab 2" apart
200lb pilot, calm air, 75 deg.
Power off stall 37 ias 35 flaps
39 ias power on
100 ias WOT (5600 rpm) 400lbs of pilot and passenger, full fuel(10 gals)
Stall with 2, 45 ias power off
No more yank to left with power eased up on takeoff.
Pre vg's needed a little right rudder in level flight.
Now, slight to no left rudder needed. I'm just guessing but vgs must be
helping
trim tab work.
Landed 60 mph over the fence, forgot to look at touchdown.
It was so smooth that if the tires hadn't chirped you would'nt know you
had landed.
So Ellery you don't have to dive at the runway.
Especially with a mile of asphalt, not to be confused with ass fault,
thats just a crack.
Tickled in Maine
Vic
N740VP
________________________________________________________________________________
From: | william sullivan <williamtsullivan(at)att.net> |
Subject: | Kolb List re: platypus hop |
- Vic- Be very careful!- I still have reason to believe that Kolbs can
be airborne at far below the published stall speeds.- When you lift off a
t extremely low speeds it would take only a slight breeze to overcome the c
ontrol established by the airflow.- Be very alert as to the direction and
speed of the wind, especially if it's variable.- I do not know how to in
itiate or recover from a crow hop, as I never asked about it.
- I now believe that I know what happened to me, and I don't think it was
as I first related.- I had my wife look at an aerial photo of the field,
and asked her where I took off, and what direction I was going when the li
ft-off occurred.- Apparently I had finished taxiing and had started turni
ng to my right when the left wing started the lift-off.- I had also been
in the habit of keeping the stick firmly to the rear while taxiing.- I ha
d also gotten into the habit of using the ailerons to counter any leaning w
hile making a tight turn.- In the Firestar the stick had to go forward to
accomplish this- all the way back, it was trapped in the "V" of my legs.
- The tail popped up with the stick forward a bit, and right aileron.-
I immediately pulled the stick back to put the tail down, and the plane pop
ped up while heading for an embankment with vertical vent pipes.- As I ha
d been advised, I went to full throttle, and the Firestar climbed at an
incredible rate and steep angle.- This part had always confused me, beca
use I had looked down and saw trees that I knew were off to the right.- N
ow I know that the lift-off had caused a turn that brought me to an angle o
f more than 90 degrees to the right of the runway.- I noted the ASI was i
noperative, and brought the nose down to avoid a stall.- I took it up to
750 feet- no more, as the cloud cover was about 1200.- I leveled out and
throttled back to about 5500 to make a turn to my left and re-align with th
e runway.- The air was very rough.- I decided to make a fast pass at th
e runway to check handling.- I couldn't have asked for a sweeter handling
plane- no quirks other than the sensation of sitting in the nosecone of a
missile while climbing!- After the fast pass, I checked the windsock- lit
tle wind.- I circled around to line up with the runway, and decided to-
fly in on.- Rpm's were 5000, and I aimed it for a touch-down spot.- Sp
eed
unknown, but it stayed aimed at that spot.- When I got a couple of feet
off the ground it seemed to go into ground effect, and "floated".- I now
know that instead of cutting back on the throttle, I forced it down by push
ing the stick forward.- The right gear bent back, and the nose hit, cartw
heeling.- I don't remember impact, or crawling out after my wife ran over
and released the seat belt.- Next thing I saw was an EMT looking down at
me.- No pain, but dirt in my eyes.
- I would rate the accuracy of the above at about 80% or better- some is
guesswork, and some-I remembered just as I woke up one day about a month
ago.- In all probability, what I thought to be a gust was just the sudden
lift, or an assist from a slight gust.
- Advice for beginners:- Don't do what I did- high lift wing, and no br
akes.- I had told everyone I was a beginner, but I don't think I emphasiz
ed it enough.- Ignorance was my biggest mistake, and possibly complacency
.- Get someone else to try taxiing your plane before you do, and make sur
e they are about the same weight.- Let an experienced pilot give you the
safe RPM's to taxi.- I had been observed by experienced people who knew I
was an beginner, but they did not think I was going too fast.- Appearanc
es can be deceptive.- Always use the seatbelt/harness, every time the mot
or is running (I did- habit).- If you don't have a radio, and know how to
use it, bring a cell phone with the number of an experienced pilot (I didn
't- I was being a mechanic, and saw no need for it).- Another mistake I m
ade-- I went up with a full tank of gas, and came back with it.- The pl
ane didn't fall apart in the first 5 minutes, so I should have used it to r
eally
get comfortable with the plane.- I had a BRS, and if it was going to do
something drastic I was at an altitude to use it.- I ended up landing ups
ide down with a full tank- no spillage, but might have saved me some pain i
f I had gotten-a little more familiar with it.- Bring a watch- I didn't
.- No gas gauge, and no communications, so I didn't know how long I had.
- Later found out the flight was only about 8 minutes.- I also should h
ave kept the nav bearings for a long field on me, as the field looked quite
short for a beginner in trouble.- This may have influenced my decision t
o stuff it in.
- I had just taken my first refresher flight in years, and I goofed again
.- When the instructor asked me what I wanted to start with, I said, "fam
iliarization and orientation" (What's this knob do?, and Where are we?).-
I should have shot touch and goes, which is where I left off 40 years ago.
- Anybody else have something I missed?- I deeply appreciate any and al
l criticism and additions, especially for the benefit of any lurkers or beg
inners.
-
-------------------------
-------------------------
- Bill Sullivan
-------------------------
-------------------------
- Windsor Locks, Ct.
-------------------------
-------------------------
- Bent Firestar, under repair
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Kolb List re: platypus hop |
Bill S:
There are no "official" published stall speeds for Kolbs, that I know of.
Most all are a little different based on weight of airplane and pilot.
Airplanes do not fly below stall speeds.
I mentioned to Vic the other day on the Kolb List, taxi speeds, to me, are
perceived ground speeds of a fast walk or less, not 25 to 30 mph. Anything
faster than that, and you are either transitioning from a landing or takin
g off.
High speed taxiing in an unfamiliar airplane by an unqualified, untrained s
tudent pilot from 40 years ago, is an accident that will happen. I believe
you mentioned you were a very low time student pilot, but I may be mistake
n.
I think it is readily evident why you crashed, you don't know how to fly.
How you crashed is irrevalent.
Right now I can not think of one good reason for you to be in the airplane
running up and down the airstrip in the first place. But I am sure you can.
If I was in your shoes, I wouldn't think of getting in another airplane unl
ess there was an instructor pilot in there with me.
Bill S said, "Anybody else have something I missed?" John H said, "Yes, th
e training!!!"
john h
mkIII
Vic- Be very careful! I still have reason to believe that Kolbs
can be airborne at far below the published stall speeds.
I should have shot touch and goes, which is where I left off 40 ye
ars ago.
Anybody else have something I missed? I deeply appreciate any an
d all criticism and additions, especially for the benefit of any lurkers or
beginners.
Bill Sullivan
________________________________________________________________________________
From: | william sullivan <williamtsullivan(at)att.net> |
Subject: | Kolb List re: Platypus hop |
- John- I agree.- We (the students) were given permission for slow taxi
ing.- I would not know how slow was slow, or how fast was dangerous.- I
am listing every possible mistake I've made so that other's won't make the
same ones.- Please continue with the comments.-
-------------------------
------------------- Thank You
-------------------------
------------
-------------------------
-------------------------
- Bill Sullivan
________________________________________________________________________________
From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
Subject: | Re: Kolb List re: Platypus hop |
William ,it is great to to hear from some one that is so open and
willing to share their mistakes so others may learn. It is also really
good you did not damage your self beyound repair. I can understand the
desire to aviate and find it difficult to chastise anyone that finds
themselves in a place they would rather not be . Have been there, like
the day I hit a real southerly front and went from 500ft to 1500 in
the bat of an eyelid then lost the same 1000 just as fast. The spare
helmet was glued to the cockpit roof . As I was flying directly into the
wind I desided to head home , from the time I started the turn to the
timr I came out of it I had covered about 1 mile .Arrived back at the
airport and had to use full throttle ,stick hard forward just to get to
the ground. Good thing some flying savy people were there when I landed.
Very short landing roll ,touch ground ,kill the power and stop. The
people that watched me come in were there to grab the wings, drape a
body across the tail boom and assist me back to the hanger . The tower
gave a gusting wind speed of 35 mph when I landed . that is about my
stall speed . The game we play can be very unforgiving . Did I learn
anything from my experiance, well yes ,just because the weather was
really calm when I took off the indications were there that it was going
to change, so I should have used my judgment on the weather as opposed
to my desire to go flying and I also learned that Kolbs can fly
backwards, as I was on short finals and reduced power the runway was
getting further away.
Many regards
Downunder
Kolb MK111
----- Original Message -----
From: william sullivan
To: kolb list
Sent: Sunday, September 28, 2008 12:05 PM
Subject: Kolb-List: Kolb List re: Platypus hop
John- I agree. We (the students) were given permission for
slow taxiing. I would not know how slow was slow, or how fast was
dangerous. I am listing every possible mistake I've made so that
other's won't make the same ones. Please continue with the comments.
Thank You
Bill
Sullivan
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=
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=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=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=3D=3D=3D=
3D
________________________________________________________________________________
From: | william sullivan <williamtsullivan(at)att.net> |
Subject: | Kolb List re: Platypus hop |
- Tony-- Now that is scary!- I was at a small air show about 25 years
ago, and a demo pilot from Pioneer Parachute was flying one of their chute
equipped ultralights.- The wind was blowing strong but consistant straig
ht down the runway.- He adjusted his throttle, and hovered about 30 feet
up for about 10 minutes.-He would have had no trouble flying backwards.
-
- I had made the exact same run about 50 times without any trouble.- Sa
me rpm, equipment, etc.- This is why I believe a gust was responsible for
the actual airspeed necessary to lift off.- I had a full enclosure, so I
never felt wind.- The vertical embankment was only about 30 feet away. a
nd went up maybe 12 feet or so.- The runway sits in a man-made depression
at an old dump.-
- John re-capped my previous experience.- I had taken lessons for a sho
rt time about 40 years ago, but stopped because of an injury.- I was star
ting over again, now that I had the time and money.- Once again- I am not
a pilot!!!
- I grade my memory at only about 80% sure because I was knocked out, and
the memories are fragmented.- I would rather be criticized than have to
go to somebody's funeral.- Been there, done that, and a friend was very m
essily dead.- He got hit by a car while attending to a broken down truck-
not alert enough.- Sometimes warnings aren't adequate, sometimes things
just happen.
-
-------------------------
------------------- Bill Sullivan-
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Kolb List re: Platypus hop |
Rick:
I doubt very seriously Mr Sullivan got a whole lot of instruction in one or
ientation ride.
As pertains to how fast or slow to taxi, I shared my experience yesterday i
n my reply to Bill Sullivan's post:
"I mentioned to Vic the other day on the Kolb List, taxi speeds, to me, are
perceived ground speeds of a fast walk or less, not 25 to 30 mph. Anythin
g faster than that, and you are either transitioning from a landing or taki
ng off."
john h
mkIII
Bill, At least here on the forum, I see no one has answered your question
about how fast to taxi. I'll give you the answer as it has been drilled in
to me by every flight instructor I've ever trained with. Walking speed. Tax
i as fast as you walk. Not jog, not trot, not run. Walk. Which makes taxiin
g about as much fun as riding a garden tractor, as it should be. If your in
structor didn't explain this to you, give serious thought to finding a new
instructor. If he didn't give you explicit instruction when he released you
to do slow taxiing, in what else has he been remiss?
Rick
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
Subject: | Re: Kolb List re: Platypus hop |
How fast I taxi depends on whether the harness is snapped on... :)
-but seriously, there are factors, such as gusty conditions (a crawl)
pavement: slow because of weak brakes, more twitchy tail reaction.
my long grass: go for it, get a thrill!
BB
On 28, Sep 2008, at 11:04 AM, John Hauck wrote:
> Rick:
>
> I doubt very seriously Mr Sullivan got a whole lot of instruction
> in one orientation ride.
>
> As pertains to how fast or slow to taxi, I shared my experience
> yesterday in my reply to Bill Sullivan's post:
>
> "I mentioned to Vic the other day on the Kolb List, taxi speeds, to
> me, are perceived ground speeds of a fast walk or less, not 25 to
> 30 mph. Anything faster than that, and you are either
> transitioning from a landing or taking off."
>
> john h
> mkIII
>
>
> Bill, At least here on the forum, I see no one has answered your
> question about how fast to taxi. I'll give you the answer as it has
> been drilled into me by every flight instructor I've ever trained
> with. Walking speed. Taxi as fast as you walk. Not jog, not trot,
> not run. Walk. Which makes taxiing about as much fun as riding a
> garden tractor, as it should be. If your instructor didn't explain
> this to you, give serious thought to finding a new instructor. If
> he didn't give you explicit instruction when he released you to do
> slow taxiing, in what else has he been remiss?
>
> Rick
>
>
________________________________________________________________________________
From: | william sullivan <williamtsullivan(at)att.net> |
Subject: | Kolb List re: Platypus hop |
- How about we keep it as simple as possible for the beginners.- Taxi s
peed equals walking speed.
- Another one that I did pick up from the List-- Keep the stick back an
d apply power gently when starting to taxi, otherwise the Kolb might nose o
ver.
-
-------------------------
----------------- Bill Sullivan
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Kolb List re: Platypus hop |
Bill S:
I get the impression you are trying to learn to fly on the Kolb List. This
would be the last place I attempted to learn to fly. First place I would
go would be a competent flight instructor.
If I am wrong, promptly correct me and I will get on with my chores.
john h
mkIII
How about we keep it as simple as possible for the beginners.
Another one that I did pick up from the List- Keep the stick back and app
ly power gently when starting to taxi, otherwise the Kolb might nose over.
Bill Sullivan
________________________________________________________________________________
Subject: | Kolb List re: platypus hop |
From: | "Luke" <aurich85(at)yahoo.com> |
> I get the impression you are trying to learn to fly on the Kolb List.
I'm a lurker here myself, and it appears Bill S. is not trying to learn how to
fly here on the Kolb List, but simply gain helpful advice and ideas. If I had
my own Kolb and was just learning how to fly it I would definitely have an instructor
to show me the straight and narrow, but even still the wisdom of you all
would be very helpful and informative.
I enjoy reading everyones advice and techniques, since i don't have a Kolb to play
with myself :)
FWIW
--------
"The LORD is a warrior; the LORD is his name." Exodus 15:3
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6596#206596
________________________________________________________________________________
From: | william sullivan <williamtsullivan(at)att.net> |
Subject: | Kolb List re: Platypus hop |
John-- I am not looking to learn to fly here, except for peculiarities to
Kolbs.- My intent was to learn from scratch in an LSA ( a CT Sport out o
f Northampton, Mass.), and then transition to an ultralight, then to the Ko
lb.- If we ever get some good weather, I'll start again.- They just got
a new-CT.-
- I was trying to get you and others to give the lurkers some basics, esp
ecially pertaining to the Kolb types.- Sorry you misunderstood.-
- I would like to hear of incidents and mistakes by others, so they can b
e averted.-
- Also, how on earth did you manage to deploy that hand-held parachute?
- Tell more stories, please.
-
-------------------------
---------------------- Bill Sul
livan
________________________________________________________________________________
From: | frank goodnight <frank.goodnight(at)att.net> |
Subject: | FALCON AIR SPEED INDICATOR |
HI;=0AI;M NEW TO THE KOLB LIST. I FLY A FIRESTARII WITH A HKS ENGINE.50 HRS
.. FROM BROWNSVILLE ,TX.=0AI BOUGHT A FALCON 0 TO 80 MPH ASI FROM AIR CRAFT
SPRUCE & SPECIALTY. WHEN I RECIVED IT =0AIT READ 0 MPH, HOWEVER AFTER INST
ALLING IT THE =0AHAND IS BETWEE 80 & 0 MPH AS IT SITS IN THE HANGER. I- D
IDN'T DO ANYTHING TO IT OTHER THAN =0AMOUNT IT AND INSTALL THE TUBEING. WHE
N I FLY THE HAND MOVES CLOCK WISE AND SHOWS ABOUT 30 MPHWHEN THE PLANE IS G
OING ABOUT 60 , SO IT SEEMS TO WORK OK . ITS JUST- THAT THE POINTER IS IN
THE WRONG PLACE. DOES ANYONE KNOW IF I =0ACAN MOVE THE POINTER- SO IT WI
LL SHOW 0 MPH=0AWHEN THEA/C IS SETTING STILL?=0A=0A=0A-THANKS FRANK GOODN
IGHT =0A-BROWNSVILLE ,TX=0A-FIRESTAR II- HKS ENGINE
________________________________________________________________________________
From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
Subject: | Re: FALCON AIR SPEED INDICATOR |
Frank, Please turn off the all caps. It's just too hard for old eyes to
read.
Rick
On Sun, Sep 28, 2008 at 3:47 PM, frank goodnight wrote:
> HI;
> I;M NEW TO THE KOLB LIST. I FLY A FIRESTARII WITH A HKS ENGINE.50 HRS..
> FROM BROWNSVILLE ,TX.
> I BOUGHT A FALCON 0 TO 80 MPH ASI FROM AIR CRAFT SPRUCE & SPECIALTY. WHEN I
> RECIVED IT
> IT READ 0 MPH, HOWEVER AFTER INSTALLING IT THE
> HAND IS BETWEE 80 & 0 MPH AS IT SITS IN THE HANGER. I DIDN'T DO ANYTHING
> TO IT OTHER THAN
> MOUNT IT AND INSTALL THE TUBEING. WHEN I FLY THE HAND MOVES CLOCK WISE AND
> SHOWS ABOUT 30 MPHWHEN THE PLANE IS GOING ABOUT 60 , SO IT SEEMS TO WORK OK
> . ITS JUST THAT THE POINTER IS IN THE WRONG PLACE. DOES ANYONE KNOW IF I
> CAN MOVE THE POINTER SO IT WILL SHOW 0 MPH
> WHEN THEA/C IS SETTING STILL?
>
>
> THANKS FRANK GOODNIGHT
> BROWNSVILLE ,TX
> FIRESTAR II HKS ENGINE
>
> *
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Kolb List re: Platypus hop |
Bill S:
Think you are getting the horse before the cart.
Learn to fly with a competent instructor. Get a little air sense. Go thro
ugh Ground School. Seems that would be a good thing to do since you are bu
sted up at this time, and can probably handle the class room work. Learn t
he basic terminology of aviation, aircraft, and flying. That is the normal
place to start. After you learn to fly, then you can get familiar with ty
pe.
Nothing peculiar about Kolbs. They are little conventional three axis cont
rolled aircraft. The differences between other models of GA and experiment
al/ultralight/SLA aircraft pertain to Kolbs as well.
The Kolb List Archives are full of "incidents and mistakes by others", your
s included.
I think both hand deployed parachute saves are in the archives. If not, I'
ll share them with you the first time we meet.
I am not trying to be critical of you. I am trying to get you to see "real
ity". If I am headed in the wrong direction, let me know and I'll go do my
chores. ;-)
Gravity is not prejudice. It affects me same as it does you. I too, have
discovered several times, the earth is very hard.
john h - 2,869.1 hours
mkIII - 300.6 hours
John-
I am not looking to learn to fly here, except for peculiarities to
Kolbs.
I was trying to get you and others to give the lurkers some basics
, especially pertaining to the Kolb types.
I would like to hear of incidents and mistakes by others, so they
can be averted.
Also, how on earth did you manage to deploy that hand-held parachu
te? Tell more stories, please.
Bill Sullivan
________________________________________________________________________________
From: | Dana Hague <d-m-hague(at)comcast.net> |
Subject: | Re: Kolb List re: Platypus hop |
At 06:55 PM 9/28/2008, russ kinne wrote:
>Bill
>You're quite right about keeping the stick back to avoid a nose-over. BUT
>with a headwind, if a strong gust on the nose hits you, you'll be
>airborne instantly. If the stick is forward, a gust will simply lift the tail
>Also, with a strong tailwind and the stick back, the wind hits the
>underside of the elevators and can cause a nose-over
>Every situation is different but this is something to keep in mind.
>Keeping the stick back all the time isn't good advice.
Crosswind taxi technique (really, not crosswind but any wind direction) and
where to hold the stick for the various directions is a basic technique,
taught to all students before solo... at least, before INTENTIONAL solos!
-Dana
--
The sex was so good that even the neighbors had a cigarette.
________________________________________________________________________________
From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
Subject: | Re: Kolb List re: Platypus hop |
John, All these re:, RE:, SPAM re:, etc make conversations hard to follow
and sometimes they get updated in the darndest order. All I had was Bill's
how fast to taxi question at the time I responded. As for how much info Bill
did or didn't get on an orientation flight, his statement:"We (the students)
were given permission for slow taxiing" implies the instructor gave his
endorsement to the activity, does it not?
There is nothing in FAR 61.87 or 61.195 which allows an instructor to
release a student for solo taxiing. The student doesn't do anything in the
airplane solo until he/she is signed off for solo flight.
Rick On Sun, Sep 28, 2008 at 4:36 PM, John Hauck wrote:
> Bill S:
>
> Think you are getting the horse before the cart.
>
> Learn to fly with a competent instructor. Get a little air sense. Go
> through Ground School. Seems that would be a good thing to do since you are
> busted up at this time, and can probably handle the class room work. Learn
> the basic terminology of aviation, aircraft, and flying. That is the normal
> place to start. After you learn to fly, then you can get familiar with
> type.
>
> Nothing peculiar about Kolbs. They are little conventional three axis
> controlled aircraft. The differences between other models of GA and
> experimental/ultralight/SLA aircraft pertain to Kolbs as well.
>
> The Kolb List Archives are full of "incidents and mistakes by others",
> yours included.
>
> I think both hand deployed parachute saves are in the archives. If not,
> I'll share them with you the first time we meet.
>
> I am not trying to be critical of you. I am trying to get you to see
> "reality". If I am headed in the wrong direction, let me know and I'll go
> do my chores. ;-)
>
> Gravity is not prejudice. It affects me same as it does you. I too, have
> discovered several times, the earth is very hard.
>
> john h - 2,869.1 hours
> mkIII - 300.6 hours
>
>
> John-
>
> I am not looking to learn to fly here, except for peculiarities to Kolbs.
>
>
> I was trying to get you and others to give the lurkers some basics,
> especially pertaining to the Kolb types.
>
> I would like to hear of incidents and mistakes by others, so they can be
> averted.
>
> Also, how on earth did you manage to deploy that hand-held parachute?
> Tell more stories, please.
>
> Bill Sullivan
>
> * *
>
> *
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Kolb List re: Platypus hop |
Rick:
That's why I attempt to cut and paste referenced msg. Hopefully, I leave e
nough of the original msg so folks know what I am talking about.
john h
mkIII
John, All these re:, RE:, SPAM re:, etc make conversations hard to follow
and sometimes they get updated in the darndest order.
Rick
Think you are getting the horse before the cart.
john h - 2,869.1 hours
John-
I am not looking to learn to fly here, except for peculiarities
to Kolbs.
Bill Sullivan
________________________________________________________________________________
From: | Dana Hague <d-m-hague(at)comcast.net> |
Subject: | Re: Kolb List re: Platypus hop |
At 07:12 PM 9/28/2008, Richard Girard wrote:
>There is nothing in FAR 61.87 or 61.195 which allows an instructor to
>release a student for solo taxiing. The student doesn't do anything in the
>airplane solo until he/she is signed off for solo flight.
Neither of which apply to Part 103 ultralights, which is what Bill
[accidentally] flew.
Still, I seem to recall (been a long time, I could be misremembering) my
instructor having me taxi the C-150 over to the fuel pumps alone before I
soloed, if the plane needed fuel and he had something to do before flying
with me.
-Dana
--
The sex was so good that even the neighbors had a cigarette.
________________________________________________________________________________
From: | Dana Hague <d-m-hague(at)comcast.net> |
Subject: | Re: Kolb List re: platypus hop |
Well, if nothing else, this sure has generated a lot of discussion!
"Crow hopping BAD!"
"Fast taxiing by non pilots BAD!"
A couple of weeks ago, one of the local pilots (used to fly a Flightstar
and hang gliders) was messing with his brand new new Northwing trike. We
wasn't ready to fly it yet (sound familiar?), but he was taxiing the trike
around, without the wing attached. Wasn't used to the backwards nosewheel
steering, got going too fast when [he said] the throttle jammed open. Ran
into a woodpile, broke the prop, and dislocated his shoulder.
"Crow hopping BAD!"
"Fast taxiing by non pilots BAD!"
-Dana
--
The sex was so good that even the neighbors had a cigarette.
________________________________________________________________________________
From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
Subject: | Re: Kolb List re: Platypus hop |
Dana, As of January 31, 2007 the only legal way to train an ultralight
student is as a sport pilot student. An ultralight pilot is a sport pilot
signed off for solo. Feel free to actually do some research by calling the
Light Sport Branch before you fire off an uninformed opinion.
Rick
On Sun, Sep 28, 2008 at 6:23 PM, Dana Hague wrote:
> At 07:12 PM 9/28/2008, Richard Girard wrote:
>
> There is nothing in FAR 61.87 or 61.195 which allows an instructor to
> release a student for solo taxiing. The student doesn't do anything in the
> airplane solo until he/she is signed off for solo flight.
>
> *
> *Neither of which apply to Part 103 ultralights, which is what Bill
> [accidentally] flew.
>
> Still, I seem to recall (been a long time, I could be misremembering) my
> instructor having me taxi the C-150 over to the fuel pumps alone before I
> soloed, if the plane needed fuel and he had something to do before flying
> with me.
>
> -Dana
> --
> The sex was so good that even the neighbors had a cigarette.
>
>
> *
>
>
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
Subject: | Re: Kolb List re: platypus hop |
Speaking of Flightstars..... my neighbor who had the idle problem
with his dual carb 503 got it running well
again, thanks to good advice from a couple of youz guyz, which I
printed out and gave to him.
Last evening, before sunset, nice and calm and I was burning trash
(adding to global warming, pollution,
and a generally awful stench) and I hear a weedeater approaching.
Yep, pretty little single place flightstar
with the light shining through those wing socks. Looked nice, made
me feel good.
He's an old guy, maybe John H's age ...heh heh But still manages to
aviate.
BB
On 28, Sep 2008, at 7:30 PM, Dana Hague wrote:
>
> Well, if nothing else, this sure has generated a lot of discussion!
>
> "Crow hopping BAD!"
>
> "Fast taxiing by non pilots BAD!"
>
> A couple of weeks ago, one of the local pilots (used to fly a
> Flightstar and hang gliders) was messing with his brand new new
> Northwing trike. We wasn't ready to fly it yet (sound familiar?),
> but he was taxiing the trike around, without the wing attached.
> Wasn't used to the backwards nosewheel steering, got going too fast
> when [he said] the throttle jammed open. Ran into a woodpile,
> broke the prop, and dislocated his shoulder.
>
> "Crow hopping BAD!"
>
> "Fast taxiing by non pilots BAD!"
>
> -Dana
> --
> The sex was so good that even the neighbors had a cigarette.
>
>
________________________________________________________________________________
From: | Dana Hague <d-m-hague(at)comcast.net> |
Subject: | Re: Kolb List re: Platypus hop |
At 07:52 PM 9/28/2008, Richard Girard wrote:
>Dana, As of January 31, 2007 the only legal way to train an ultralight
>student is as a sport pilot student. An ultralight pilot is a sport pilot
>signed off for solo. Feel free to actually do some research by calling the
>Light Sport Branch before you fire off an uninformed opinion.
Rick, my point was that while the only legal way to properly train an
ultralight pilot is as a sport pilot student, there is nothing in the
regulations that prevents an untrained pilot (or non pilot!) from taxiing,
or even flying (if it doesn't create a hazard to others), a Part 103 legal
ultralight. "Feel free to actually do some research by calling the Light
Sport Branch before you fire off an uninformed opinion."
-Dana
--
Never write device drivers on acid.
________________________________________________________________________________
From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
Subject: | Re: Kolb List re: Platypus hop |
Yes, I'm assuming one would be smart enough to get training, but there are
few laws against personal stupidity.
Rick
On Sun, Sep 28, 2008 at 7:13 PM, Dana Hague wrote:
>
> At 07:52 PM 9/28/2008, Richard Girard wrote:
>
>> Dana, As of January 31, 2007 the only legal way to train an ultralight
>> student is as a sport pilot student. An ultralight pilot is a sport pilot
>> signed off for solo. Feel free to actually do some research by calling the
>> Light Sport Branch before you fire off an uninformed opinion.
>>
>
> Rick, my point was that while the only legal way to properly train an
> ultralight pilot is as a sport pilot student, there is nothing in the
> regulations that prevents an untrained pilot (or non pilot!) from taxiing,
> or even flying (if it doesn't create a hazard to others), a Part 103 legal
> ultralight. "Feel free to actually do some research by calling the Light
> Sport Branch before you fire off an uninformed opinion."
>
> -Dana
> --
> Never write device drivers on acid.
>
>
________________________________________________________________________________
From: | gary aman <gaman(at)att.net> |
Subject: | Re: 447 tuning tips |
Sorry Richard,
Thought we were talking about a adjustable prop.I set my IVO for 6200rpm
climb out @WOT which gave my FS 65mph indicated @ 5500-5700 rpm cruise.Then
jetted it for 1100 degrees@ cruise power setting.The first 120 hrs it ran on 100LL.It
was oil injected.At 25 hrs on the plugs, light tan with large white lead
bloom on the ground tip.Head temps were seldom above 300 degrees, only on long
steep climbs.When I switched to 87 no lead ,nothing changed except the EGT's.They
ran 50 degrees higher on no lead. so I moved the clip up 1 groove on the
needles.I use both fuels on long cross country flights and had on problems
with this for the 600+ hours I put on that 503 before it was sold. I can't tell
you what kind of manifold pressure I put on that engine,but it required less
than an inch of cable to be pulled out of the housing at cruise.My opologies
to the Rotax manual.
----- Original Message ----
From: Richard Girard <aslsa.rng(at)gmail.com>
Sent: Thursday, September 18, 2008 11:35:15 PM
Subject: Re: Kolb-List: Re: 447 tuning tips
With all deference to the ideas of Mr. Aman, they are contrary to what Rotax recommends.
Your prop is over pitched and you can chase jetting until the cows come
home, it'll never come right until the prop is right for the engine.
>From Rotax Service Information document 3UL-89E (available from R.O.A.N.)
Attention:
If you wish to run your aircraft for noise reasons or other intentions constantly
at
reduced engine r.p.m. (limited throttle lever command or carburetor slide opening),
you neverthelee have to chose the propeller by testing at the full throttle r.p.m.
(fully
open carburetor).
>From Rotax Installation Manual pg 21-1
"....properly loaded with matched propeller for Max RPM (emphasis mine)
The RPM you are getting is about right for climb out or max RPM when sitting still
on the ground, but it is low for WOT. Do you have a friend with a prop you
could borrow to test?
Rick
On Thu, Sep 18, 2008 at 4:34 PM, 2danglico wrote:
Rick,
That's in the air. I've a wood prop so I can't adjust the pitch. -John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 4983#204983
________________________________________________________________________________
From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
Subject: | Re: 447 tuning tips |
Gary, Why apologize for doing exactly what Rotax recommends? This is exactly
what needs to be done in exactly the right order of doing it. Perhaps we
were just talking to the same starting point from a different ending. In the
case of the engine under consideration, the prop is over pitched and only
gets 5800 RPM at WOT on climb out. Until it's set up as yours is, adjusting
the jetting will be a wild goose chase at best.
Rick
On Sun, Sep 28, 2008 at 8:47 PM, gary aman wrote:
> Sorry Richard,
> Thought we were talking about a adjustable prop.I set my IVO for
> 6200rpm climb out @WOT which gave my FS 65mph indicated @ 5500-5700 rpm
> cruise.Then jetted it for 1100 degrees@ cruise power setting.The first 120
> hrs it ran on 100LL.It was oil injected.At 25 hrs on the plugs, light tan
> with large white lead bloom on the ground tip.Head temps were seldom above
> 300 degrees, only on long steep climbs.When I switched to 87 no lead
> ,nothing changed except the EGT's.They ran 50 degrees higher on no lead. so
> I moved the clip up 1 groove on the needles.I use both fuels on long cross
> country flights and had on problems with this for the 600+ hours I put on
> that 503 before it was sold. I can't tell you what kind of manifold pressure
> I put on that engine,but it required less than an inch of cable to be pulled
> out of the housing at cruise.My opologies to the Rotax manual.
>
> ----- Original Message ----
> From: Richard Girard <aslsa.rng(at)gmail.com>
> To: kolb-list(at)matronics.com
> Sent: Thursday, September 18, 2008 11:35:15 PM
> Subject: Re: Kolb-List: Re: 447 tuning tips
>
> With all deference to the ideas of Mr. Aman, they are contrary to what
> Rotax recommends. Your prop is over pitched and you can chase jetting until
> the cows come home, it'll never come right until the prop is right for the
> engine. >From Rotax Service Information document 3UL-89E (available from
> R.O.A.N.)
>
> Attention:
> If you wish to run your aircraft for noise reasons or other intentions
> constantly at
> reduced engine r.p.m. (limited throttle lever command or carburetor slide
> opening),
> you neverthelee have to chose the propeller by testing at the full throttle
> r.p.m. (fully
> open carburetor).
>
> From Rotax Installation Manual pg 21-1
>
> "....properly loaded with matched propeller for Max RPM (emphasis mine)
>
> The RPM you are getting is about right for climb out or max RPM when
> sitting still on the ground, but it is low for WOT. Do you have a friend
> with a prop you could borrow to test?
>
> Rick
>
> On Thu, Sep 18, 2008 at 4:34 PM, 2danglico wrote:
>
>>
>> Rick,
>> That's in the air. I've a wood prop so I can't adjust the pitch. -John
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p 4983#204983
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
> *
>
>
________________________________________________________________________________
From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
Subject: | Re: 447 tuning tips |
Gary, Darn it, hit the send button too early. The other problem with having
low WOT RPM is the horsepower loss. The top of the 447's power curve is
pretty flat from 6200 to 6600 RPM. At 5800 the engine is down 7 to 10%.
That's a pretty good reason for getting the prop set up right, too.
Rick
On Sun, Sep 28, 2008 at 9:33 PM, Richard Girard wrote:
> Gary, Why apologize for doing exactly what Rotax recommends? This is
> exactly what needs to be done in exactly the right order of doing it.
> Perhaps we were just talking to the same starting point from a different
> ending. In the case of the engine under consideration, the prop is over
> pitched and only gets 5800 RPM at WOT on climb out. Until it's set up as
> yours is, adjusting the jetting will be a wild goose chase at best.
> Rick
>
>
> On Sun, Sep 28, 2008 at 8:47 PM, gary aman wrote:
>
>> Sorry Richard,
>> Thought we were talking about a adjustable prop.I set my IVO for
>> 6200rpm climb out @WOT which gave my FS 65mph indicated @ 5500-5700 rpm
>> cruise.Then jetted it for 1100 degrees@ cruise power setting.The first
>> 120 hrs it ran on 100LL.It was oil injected.At 25 hrs on the plugs, light
>> tan with large white lead bloom on the ground tip.Head temps were seldom
>> above 300 degrees, only on long steep climbs.When I switched to 87 no lead
>> ,nothing changed except the EGT's.They ran 50 degrees higher on no lead. so
>> I moved the clip up 1 groove on the needles.I use both fuels on long cross
>> country flights and had on problems with this for the 600+ hours I put on
>> that 503 before it was sold. I can't tell you what kind of manifold pressure
>> I put on that engine,but it required less than an inch of cable to be pulled
>> out of the housing at cruise.My opologies to the Rotax manual.
>>
>> ----- Original Message ----
>> From: Richard Girard <aslsa.rng(at)gmail.com>
>> To: kolb-list(at)matronics.com
>> Sent: Thursday, September 18, 2008 11:35:15 PM
>> Subject: Re: Kolb-List: Re: 447 tuning tips
>>
>> With all deference to the ideas of Mr. Aman, they are contrary to what
>> Rotax recommends. Your prop is over pitched and you can chase jetting until
>> the cows come home, it'll never come right until the prop is right for the
>> engine. >From Rotax Service Information document 3UL-89E (available from
>> R.O.A.N.)
>>
>> Attention:
>> If you wish to run your aircraft for noise reasons or other intentions
>> constantly at
>> reduced engine r.p.m. (limited throttle lever command or carburetor slide
>> opening),
>> you neverthelee have to chose the propeller by testing at the full
>> throttle r.p.m. (fully
>> open carburetor).
>>
>> From Rotax Installation Manual pg 21-1
>>
>> "....properly loaded with matched propeller for Max RPM (emphasis mine)
>>
>> The RPM you are getting is about right for climb out or max RPM when
>> sitting still on the ground, but it is low for WOT. Do you have a friend
>> with a prop you could borrow to test?
>>
>> Rick
>>
>> On Thu, Sep 18, 2008 at 4:34 PM, 2danglico wrote:
>>
>>>
>>> Rick,
>>> That's in the air. I've a wood prop so I can't adjust the pitch. -John
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p 4983#204983
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>> *
>>
>>
>
________________________________________________________________________________
From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Subject: | Re: 447 tuning tips |
>
>Rick,
> That's in the air. I've a wood prop so I can't adjust the pitch. -John
>
John,
If you are over propped, you still have the option of removing some material
from the propeller tips to get engine speed up. If you do this, make a
locating bracket so that you are sure you take the same amount off each tip,
and then check for balance.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
From: | "boyd" <by0ung(at)brigham.net> |
Subject: | FALCON AIR SPEED INDICATOR |
If it is brand new I think I would send it back to where I purchased it..
Have them repair or replace it. I suppose before I did that I would take
the time to make sure the peto line is free of debris. Disconnect it from
ALL instruments and blow it out. If it is only reading 30 when doing
60,,, I would try something different on the static side of the gauge.
again make sure the line is clean or move the location to find a more
suitable spot
DO NOT blow in the asi,,,,, only the tubing and peto.. Remember the
static line is attached to the altimeter as well.
Boyd Young
Kolb MkIIIC
>>>>>>>>>>>>>>>>
HI;
.
I BOUGHT A FALCON 0 TO 80 MPH ASI FROM AIR CRAFT SPRUCE & SPECIALTY. WHEN I
RECIVED IT
IT READ 0 MPH, HOWEVER AFTER INSTALLING IT THE
HAND IS BETWEE 80 & 0 MPH AS IT SITS IN THE HANGER. I DIDN'T DO ANYTHING TO
IT OTHER THAN
MOUNT IT AND INSTALL THE TUBEING
THANKS FRANK GOODNIGHT
BROWNSVILLE ,TX
FIRESTAR II HKS ENGINE
________________________________________________________________________________
From: | Jeremy Casey <1planeguy(at)kilocharlie.us> |
Subject: | platypus hops and other useless trivia |
Just catching up on the last week or so of Kolb-list and saw a remark by
Mr. Hauck that "planes don't fly below stall speed". Since there
appears to be some low-time to no-time aviators on the list I thought I
would clarify a piece of trivia...What John said is correct but planes
can LIFT OFF below "stall" speed. Wonderful little thing called GROUND
EFFECT makes that awesome Kolb wing create enough lift to levitate
before that little needle gets to the bottom of that little green arc
that the last owner installed. My only point is to reiterate what has
been said...don't "drive" that airplane around till you are sure you
could fly it and land it. And just because that previous owner said it
stalled at 32, don't think it won't "FLY" below that...(it won't "fly'
long but it could get the wheels off the ground long enough to get
someone real hurt...)
Just a piece of trivia to think about...
Jeremy
________________________________________________________________________________
From: | "JetPilot" <orcabonita(at)hotmail.com> |
Thats great to hear Vic !!! This is exactly the reason that I went to the trouble
of making the VG videos and posting the information on this list, I am happy
I could contribute and help out some fellow Kolb flyers. There have been
a number of other people that have also installed VG's on their Kolbs with positive
results, but they have chosen to email me in private to thank me. Its a
shame that some people have created such a hostile environment here that people
are afraid to post information about their Kolbs on this list, but I respect
their wishes.
35 dollars is a great deal for VG's, I am wondering if they are about the same
size and shape as the ones I have used ? What are they made out of ? I paid
100 dollars for 100 VG, but still the best 100 bucks I have spent on the Kolb
:) Can you post a link to where you got the VG's on ebay ?
Thanks,
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6763#206763
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Kolb List re: Platypus hop |
BUT
>with a headwind, if a strong gust on the nose hits you, you'll be airborne
>instantly.>>
Hi,
I thought that the basic rule was `point the stick into wind`.
I know that in a strong wind from behind that rule might get you into
trouble but if its that strong perhaps you shouldn`t be even taxying without
someone on the wing tip and tail.
Just a thought
Pat
________________________________________________________________________________
Subject: | Re: Check your carb floats!! |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
Grant R.
Thanks for the Warning [Shocked] The condition you described would surely have
caused an engine failure sooner or later had you not caught it. I will inspect
my floats before I fly again. I will also tell the other Rotax guys that
I fly with your story, and advise them to check their floats also. It takes
only a minute to check, and could prevent a disastrous result.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6770#206770
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: FALCON AIR SPEED INDICATOR |
AFTER INSTALLING IT THE
HAND IS BETWEE 80 & 0 MPH AS IT SITS IN THE HANGER>>
Hi,
First thing. TURN OFF THE CAPS. THATS SHOUTING HERE.
Apart from that, if I was the supplier and you brought the ASI back to
me with that story I would immediately suggest that you had blown down
it `to see if it works`. Those little pipes are very enticing and you
wouldn`t be the first to do it. It will b****r up an ASI every time as
sure as eggs is eggs. Holding it out the car window with both both pitot
and static exposed to the wind, `just to check it` won`t improve it
either.
So, with an ASI that you knew didn`t work and in an unfamiliar plane,
you went flying. Uh huh! Don`t ask me to fly with you.
Blowing through the tubing won`t help if the thing is registering
wrongly on the bench. You say it was ok when you unpacked it. Seems a
tad unfair in that case to blame Aircraft Spruce
If I was running AS and in a very friendly mood I might agree to have it
back for checking but you would have to be prepared to accept the
result.
Hard luck
Pat
________________________________________________________________________________
From: | Dana Hague <d-m-hague(at)comcast.net> |
Subject: | Re: Kolb List re: Platypus hop |
At 12:26 PM 9/29/2008, pj.ladd wrote:
>I thought that the basic rule was `point the stick into wind`.
Not if you have a quartering tailwind...
-Dana
--
Campaigns to bearproof all garbage containers in some national parka have
been difficult, because as one biologist put it, "There is a considerable
overlap between the intelligence levels of the smartest bears and the
dumbest tourists."
________________________________________________________________________________
Subject: | Re: airspeed tubing |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
Grant and Crystal,
I am the same way about the wind, I don't fly if its much over 10 MPH... I fly
the Kolb for fun, and I'm not having fun if I am worried about damaging my plane
on landing, or if the turbulence gets so bad that is scares me ! My wife
loves the turbulence, the more the better, she would go poking around small storms
if I let her [Shocked]
The wind has calmed down a lot since the passing of all the hurricanes has stopped
influencing the water. I hope to get some flying in this week :)
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6773#206773
________________________________________________________________________________
From: | Eugene Zimmerman <ez(at)embarqmail.com> |
Subject: | Re: Check your carb floats!! |
Grant,
This float condition is most likely NOT from using ethanol, but rather
from using a carb gum cleaner on them. I never use carb gum cleaners
on plastic parts. It has been known to have the effect on plastic that
you describe.
Gene
On Sep 26, 2008, at 4:46 PM, grantr wrote:
> >
>
> Since I am new to light sport flying I don't know if this is a
> direct result of using gas with ethanol or not.
>
> I pulled my float bowls the other day and examined the floats and
> found one that was literally flaking apart! I took a file and
> scrubbed on it to remove the flaking outside plastic covering then i
> used my finger nail and the next thing I new my nail sunk into the
> foam core of the float. If I had not pulled the bowl it is possible
> that the flakes of the outer covering of the float could have
> stopped up the jets in my carbs. So that float is useless now.
> Luckily I had a spare on hand and have 3 more ordered.
>
> These are bing 54 carbs
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 6369#206369
>
>
________________________________________________________________________________
From: | Robert Laird <rlaird(at)cavediver.com> |
Subject: | EAA 347 Fly-In Oct 4 @ Bailes Field - 7R9 |
EAA Fly-In || EAA Chapter 347 || October 4, 2008
This fly-in is sponsored by the EAA Chapter 347, at Bailes Field - 7R9,
on October 4, 2008. Bar-B-Q starts at noon. All are invited to fly-in
or drive-in.
Airport is located on CR210 -- County Road 210, just east of Angleton,
Texas (Angleton is about 40 miles south of downtown Houston).
Runway: 17L/35R, 2060 feet, turf
Elevation: 21 feet
Coordinates: 29-10-00.0100N 095-24-03.3400W ( 29.16667/ -95.40093 )
Event frequency: 122.8
http://skyvector.com/airport/7R9/Bailes-Airport
http://www.airnav.com/airport/7R9
http://navmonster.com/live4/map/7r9
Aerial photo of airport:
http://maps.live.com/default.aspx?v=2&FORM=LMLTCP&cp=nvv9rf71gysp&style=b&lvl=1&tilt=-90&dir=0&alt=-1000&scene 102701&phx=0&phy=0&phscl=1&encType=1
________________________________________________________________________________
From: | The Kuffels <kuffel(at)cyberport.net> |
Subject: | Taxi controls with wind |
<< I thought that the basic rule was `point the stick into wind`.
Not if you have a quartering tailwind... >>
What I teach which works for both stick and wheel controls is:
"Climb toward, dive away"
Of course, if the wind is directly from one side then you are
between climb and dive, ie neutral pitch and roll toward wind.
In the same vein, a direct wind means you are between toward and
away (neutral roll) and pitch up for head wind, pitch down for
tail wind.
Tom Kuffel, CFI
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re:KThree point take off |
Three point position is perfect for takeoffs.>>
Hi John,
Do you do that?. I know that it is a suggested method but I have
never thought much of the idea. It seems to me that with the tail down
there is a danger of lifting off at a very marginal speed, maybe only
into ground effect in a nose high attitude. Do you then level out to
gain more speed before you climb or can you just climb away?
I always lift the tail in the first few yards and then climb out when
flying speed is reached being already in a flying attitude.
Does taking off tail down decrease the takeoff run needed? I may need to
try it in a STOL situation one day
Cheers
Pat
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Taxi controls with wind |
What I teach which works for both stick and wheel controls is:
"Climb toward, dive away">>
Hi Tom,
I don`t think I am extraordinarily thick but I have no idea what that means.
Does it mean that with the wind blowing on the nose you pull the stick back?
That doesn`t make sense
Explain please
Cheers
Pat
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Hi all,
someone on my jazz list pointed me to this and I thought that what with
the Travis Band and Homers tractors this might be appropriate.
Cheers
Pat
http://www.youtube.com/watch?v=a1ThSi1wbqU
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Taxi controls with wind |
Living on a grass
strip in a place where the wind blows very hard sometimes,>>
Hi Rick,
thanks for the explanation. Sounds as if you taxy around in winds that
would keep me firmly in the hangar.
I can see your logic but I am too old to unlearn something which has
worked all my flying life. I shall stick with `point the stick into
wind` and stay out of strong winds from the rear.
Cheers
Pat
________________________________________________________________________________
From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
Subject: | Re: Taxi controls with wind |
Pat, I stay out of anything over 20 MPH, and luckily we haven't had those
much this year. We did have one storm on March 2nd that was really
impressive. The warning came in on the NOAA radio just two minutes before
70+ winds hit. The sliding glass door bulged inward so much I didn't think
it could possibly hold so I closed the drapes to contain the wreckage.
Fortunately it held and the hedge row upwind of the house deflected the
worst of it. Love those Eastern Red Cedars. My neighbor's hangar didn't fare
so well. The wall with the hangar door flexed inward so far that the door
jumped its tracks and the wind took it and the corner of the building
straight away and out into his yard. And these were winds that weren't even
associated with a tornado, just an energetic frontal passage.
Back to the airplane stuff. There was a fellow in a straight tailed 182 who
failed to position his elevator correctly when making the transition from
upwind to down. Maybe his thinking was that the upward deflected elevator
would provide downward lift. In three oscillations he was near to losing
control of the aircraft when he decided to change his thinking. The moment
he pushed forward on the controls and the elevator went down the
oscillations stopped. Best illustration of proper control positioning I've
ever seen.
Rick
On Tue, Sep 30, 2008 at 6:21 AM, pj.ladd wrote:
> Living on a grass
> strip in a place where the wind blows very hard sometimes,>>
>
> Hi Rick,
> thanks for the explanation. Sounds as if you taxy around in winds that
> would keep me firmly in the hangar.
>
> I can see your logic but I am too old to unlearn something which has worked
> all my flying life. I shall stick with `point the stick into wind` and stay
> out of strong winds from the rear.
>
> Cheers
>
> Pat
>
> *
>
>
________________________________________________________________________________
Subject: | EGTs are reading too high on 503 1200o |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
Prior to the EGT problem, I installed new fuel lines, fuel filter, electric fuel
pump, Westach dual EGT gauge, One new egt probe, cleaned and reoiled the k&N
filter and rebuilt the pulse pump.
The plane was originally setup with 1 CHT/ EGT westach gauge. I am still using
the CHT side and disconnected the EGT side and plugged it into the new dual EGT
gauge.
CHT is still running the same
Both EGTs are running 1200 degrees from over 4.5K to max rpm. The EGTs held steady
even at full power climb.
I know before the work I did, the PTO cylinder was running in the 900s as indicated
on the single EGT gauge. The original EGT gauge wiring used a telephone
cord which uses longer and thinner wire than the 26 gauge wire I used to connect
the new gauge. So my new wiring is as short as possible and uses a little bit
larger diameter wire.
Is there a way to calibrate the gauge so it is accurate? Should the ends connected
to the EGT gauge have a certain resistant at normal outside temperature?
Also what is the proper way to check the spark plugs? I checked the set thats been
in for 25hrs and they are very light brown. I saw somewhere that the engine
should be shutdown at throttle to get an accurate reading on the plugs. That
doesnt sound like the best thing to do to the engine.
Grant
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6892#206892
________________________________________________________________________________
From: | LEE CREECH <dcreech3(at)hotmail.com> |
Subject: | Taxi controls with wind |
I've always relied on the memory shortcut "climb toward the wind=2C dive aw
ay from it." This position of the stick results in the recommended elevato
r/aileron deflections for taxiing with the wind from any quarter.
Lee
Firestar II
Date: Tue=2C 30 Sep 2008 06:46:10 -0500From: aslsa.rng(at)gmail.comTo: kolb-li
st(at)matronics.comSubject: Re: Kolb-List: Taxi controls with wind
Pat=2C I stay out of anything over 20 MPH=2C and luckily we haven't had tho
se much this year.
We did have one storm on March 2nd that was really impressive. The warning
came in on the NOAA radio just two minutes before 70+ winds hit. The slidin
g glass door bulged inward so much I didn't think it could possibly hold so
I closed the drapes to contain the wreckage. Fortunately it held and the h
edge row upwind of the house deflected the worst of it. Love those Eastern
Red Cedars. My neighbor's hangar didn't fare so well. The wall with the han
gar door flexed inward so far that the door jumped its tracks and the wind
took it and the corner of the building straight away and out into his yard.
And these were winds that weren't even associated with a tornado=2C just a
n energetic frontal passage.
Back to the airplane stuff. There was a fellow in a straight tailed 182 who
failed to position his elevator correctly when making the transition from
upwind to down. Maybe his thinking was that the upward deflected elevator w
ould provide downward lift. In three oscillations he was near to losing con
trol of the aircraft when he decided to change his thinking. The moment he
pushed forward on the controls and the elevator went down the oscillations
stopped. Best illustration of proper control positioning I've ever seen.
Rick
On Tue=2C Sep 30=2C 2008 at 6:21 AM=2C pj.ladd wro
te:
Living on a grassstrip in a place where the wind blows very hard sometimes
=2C>>
Hi Rick=2C
thanks for the explanation. Sounds as if you taxy around in winds that woul
d keep me firmly in the hangar.
I can see your logic but I am too old to unlearn something which has worked
all my flying life. I shall stick with `point the stick into wind` and sta
y out of strong winds from the rear.
Cheers
Pat
_________________________________________________________________
Get more out of the Web. Learn 10 hidden secrets of Windows Live.
http://windowslive.com/connect/post/jamiethomson.spaces.live.com-Blog-cns!5
50F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008
________________________________________________________________________________
Subject: | Re: EGTs are reading too high on 503 1200o |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
What you heard about shutting down the engine at higher throttle to get a reading
on the plugs is correct, I would not make a habit of it, but it wont hurt a
small 2 stroke to shut it down like that once in a while to read the plugs.
Make sure the engine has cooled down very well before you put the plugs back in,
aluminum gets soft at high temperatures, and torquing into hot aluminum is
a perfect way to strip the Threads out.
An EGT of 1200 is a bit higher than you want, I would work to bring that down a
bit. Pitching your prop more ( For less RPM ) is very effective at bringing
EGT's down. You could also try a larger size jet... What worked best for me
was to use stock jets and needle settings, and pitch the prop a bit more to put
the EGT's exactly where I wanted them. The engine ran perfect throughout the
range using this method. Moving the needle caused a much to large change
in EGT's on my engine, it went from slightly hot to way to cold. Changing the
main jets worked better, changed EGT's just a littile, but it also caused rough
running at some RPM's.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6896#206896
________________________________________________________________________________
Subject: | Re: EGTs are reading too high on 503 1200o |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
Mike,
In general how long would I need to run the engine at say 3/4 throttle to get a
good reading on the plugs? 5 minutes or so?
I have a IVO prop so it is easy to adjust.
Grant
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6901#206901
________________________________________________________________________________
From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Subject: | Re: EGTs are reading too high on 503 1200o |
>
>Moving the needle caused a much to large change in EGT's on my engine, it
went from slightly hot to way to cold. Changing the main jets worked
better, changed EGT's just a littile, but it also caused rough running at
some RPM's.
>
Mike,
This is why shims are useful.
See:
http://www.thirdshift.com/jack/firefly/firefly58.html
Fly safe!
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
From: | "VICTOR PETERS" <vicsv(at)verizon.net> |
Wow All
Too much input for me to handle.
I told my feet which pedal to push but they would'nt listen, even at
5mph while
riding the brakes. After I instilled a little fear in them and 6 to 8
hrs later they got it right.
I can now taxi down the runway at 35 mph, tail up and on one wheel. (
just foolin)
I gave myself the practice I new I needed and it worked. I never go out
in any substantial winds.
Jeremy said it right. Kolbs do lift off at lower than stall speeds
especially with
that "Xtra" nose lift from a minor xwind. Seems to me you are flying as
long as you stay in ground effect. You may not learn to fly on from this
list but you shure can learn a lot about Kolb (peculiarities) No
disrespect meant John but after 2 or 3 thousand hrs. nothing would seem
peculiar.
Maybe my logic is a little off but it seems to me a ground loop at 25 or
30 mph is safer
than one at 60 while landing. Can I take off if I hopped a little to
high and had no runway left. You bet. Can I land. Don't know yet.
Haven't tried it solo.
I know everyone means well but at my age being told to be carefull
sounds kinda funny.
If I were any more carefull I'd live to be 160 and nobody wants that.
I like Arty's (I think it's hers) quote " I refuse to tiptoe through
life only to arrive safely at death"
So Bill S. where exactly would you put that instructor in your Kolb? I'm
assuming your doing better glad to hear it. Get right back on the horse
(with instruction ofcourse) and if that doesn't work shoot him in the
head. The horse I mean.
By the way my instructor is 200 mi. away roofing and won't be back till
spring. Soooo I think I'll put the Full Lotus on for some fast snow
taxi. No lets call it very low and very slow flight.
Vic
Platypus driver
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Taxi controls with wind |
Pat, I stay out of anything over 20 MPH,>>
Absolutely,
i wouldn`t be averse to going out and struggle with it if it was trip
which I HAD to make.but I do this for fun and quiet evenings after the
thermals and hopefully, the wind have died away suits me fine.
In theory I would love to be flying to Alaska with JH but in practice
...no..no...no...
Luckily in the uk specifically in "Hereford and Hampshire hurricanes
hardly happen" although we did have one a few years ago presaged by a
memorable met forecast on the BBC. A woman rang the BBC and said that
she had heard on French radio that there was about to be a hurricane.
The broadcaster assured her that this was completely wrong. There would
be no hurricane.
About 4 hours later there was a swath of the south of England with trees
ripped out of the ground, sheds and greenhouses demolished, cars pushed
off the road and a number of casualties
Cheers
Pat
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Platypus Hop |
Vic:
Correct me if I am wrong, please. However, I have never seen an airplane f
ly below stall speed, in or out of ground effect ( or is it affect???). I
try to understand stall speed will be a little less in ground effect than i
t is out of ground effect. I don't want to have any thoughts in my mind th
at I can ever fly less than stall speed. In an emergency, I might believe
that it can. ;-(
Based on the little bit of Xtra flying I have done, I wouldn't depend on "n
ose lift" to much from the Xtra.
What little I know about aerodynamics, you can't ground loop a Kolb at 60.
You'd have a hard time ground looping one at 30. It is hard to hold a Kol
b straight down the runway in a 15 mph direct cross wind. There is an awfu
l lot of resistance, in that big vertical stabilizer and rudder, to push it
against the airstream.
"Hopping" to me, is flying. I consider flying being airborne. When the wh
eels are off the ground, you are airborne.
I believe one can legally log flight time from the time of engine start. I
'd have to go dig in the regs to confirm. I can not remember, for sure....
........
Why flirt with disaster. If I had any idea I was going to get airborne, an
d did not know if I could safely land, I think I would wait on my instructo
r to teach me how. Then, when he turned me loose for solo, probably would
not bust my butt.
I don't know about you. I'm pushing 70 and have to be more careful now tha
n I did 10 or 20 years ago. I heal a lot slower now than I did then.
Kolb peculiarities may be the wrong word. Maybe Kolb characteristics would
be a better discription of differences between different aircraft.
Getting loaded up to head out to Larry and Karen Cottrell's for a few weeks
. From there I plan to wonder around out West for a couple months, until I
get tired of the Gypsie lifestyle, or run out of money and diesel fuel. G
ot the ATV and dirt bike loaded up and ready to go. I plan to be more care
ful out there this year. Last year I busted my butt at Nellis Dunes, my fi
rst attempt at riding dunes on a dirt bike. I did not have "solo" sign off
. ;-) After 11 months, I'm still recuperating from that one. No one told
me sand dunes had nice gentle slopes up one side and drop offs on the othe
r. ;-) I know now.
john h
Kolb Pilot/Builder
Jeremy said it right. Kolbs do lift off at lower than stall speeds especi
ally with
that "Xtra" nose lift from a minor xwind. Seems to me you are flying as l
ong as you stay in ground effect. You may not learn to fly on from this lis
t but you shure can learn a lot about Kolb (peculiarities) No disrespect me
ant John but after 2 or 3 thousand hrs. nothing would seem peculiar.
Maybe my logic is a little off but it seems to me a ground loop at 25 or
30 mph is safer
than one at 60 while landing.
Can I take off if I hopped a little to high and had no runway left. You b
et. Can I land. Don't know yet.
I know everyone means well but at my age being told to be carefull sounds
kinda funny.
Vic
________________________________________________________________________________
From: | Jeremy Casey <1planeguy(at)kilocharlie.us> |
Subject: | Re: Platypus Hop |
> Jeremy said it right. Kolbs do lift off at lower than stall speeds
> especially with
> that "Xtra" nose lift from a minor xwind.
*
Correction, said "planes"(Nothing particular there about Kolbs) can
liftoff lower than "stall" speed...i.e. "Bottom of the Green arc" (as
mentioned later in the post) or in FAA speak "V s" (Big letter V, little
letter s). Try to climb out of Ground effect at lower than Vs and you
will mush right back down..sometimes real hard. By the way, Ground
effect is generally considered approx. 1/2 of wingspan (30' wingspan,
15' off the ground). Now point of the post is don't get anywhere near
stall speed on the ground unless you are trained and capable of taking
off, flying and landing safely...
Jeremy
*
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> Also, an instructor once told me "you never get in trouble pushing
> the stick forward; but you can get in a lot of trouble pulling it back"
> Oversimplified perhaps but you get the idea.
> hope this helps.
Kolbs are nose over sensitive because Homer designed them to have most of
the weight on the main gear. Although it makes for an easy to handle
aircraft on the ground, one pays the penalty in other than better field
conditions. Primary reason for me changing the main gear configuration of
my mkIII.
Keep the stick forward on a standard configured Kolb and it will go up on
its nose.
john h
Kolb Pilot/Builder
________________________________________________________________________________
From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
Subject: | Re: Platypus Hop |
Hi John/All,
Technically correct. If the aircraft is stalled, it can't fly.
That's not to say the bird can't fly with the ASI at '0', though. Your
plane can't read the ASI, so it will fly when it's ready. Have done it
many times. Flew a Cessna 206 with half flaps, half fuel and solo. Took
off, flew around with a ridiculous angle-of-attack. Flight well behind
the power curve. Stall warning vane didn't go off, cause there wasn't
enough airflow. The ASI is a trend instrument anyway, shows you where
you've been. Keep in mind, stall speed will vary with weight, stall
angle-of-attack does not.
This all varies with VG's, of course. ;^)
Ed in JXN
MkII/503
----- Original Message -----
From: John Hauck
To: kolb-list(at)matronics.com
Sent: Tuesday, September 30, 2008 11:59 AM
Subject: Re: Kolb-List: Platypus Hop
Vic:
Correct me if I am wrong, please. However, I have never seen an
airplane fly below stall speed, in or out of ground effect ( or is it
affect???). I try to understand stall speed will be a little less in
ground effect than it is out of ground effect.
________________________________________________________________________________
Subject: | Re: EGTs are reading too high on 503 1200o |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
no one knows how to calibrate the gauge?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 6965#206965
________________________________________________________________________________
Subject: | Re: Platypus Hop |
From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
> Stall warning vane didn't go off, cause there wasn't enough airflow.
Don't buy that one Ed. It may not have worked because it was incorrectly set or
it was jammed or the buzzer wasn't working or something similar, but not because
there wasn't enough airflow. If it was flyable then there was enough airflow
to move a serviceable vane and thus activate the stall warning horn, also assuming
you were close to that critical angle.
Glad you returned safely to mother Earth though.
David.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7012#207012
________________________________________________________________________________
Subject: | Re: 447 tuning tips |
From: | "2danglico" <john.tempest(at)basf.com> |
Thanks for the good tips guys. I recently got in touch with the new owners of Culver
props, and they are going to sand my prop down, taking it from 30 to 29
degrees, balance and varnish. All for 75 clams. I'm hoping it'll give me a few
hundred RPM more, and maybe bring up my CHT without sacrificing too much cruise
speed that I've been enjoying with my overdrive prop. -John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7032#207032
________________________________________________________________________________
Subject: | VG for the little guys |
From: | "2danglico" <john.tempest(at)basf.com> |
Most of the discussions going on about the VG are in regard to their use on the
bigger Kolbs, Mk III, and Twinstar. Does anyone use them on a Firestar 1? Would
the the same benefits be realized on a Kolb that weighs 300 Lbs (empty) and
stalls 28-30mph? I'd like to climb faster, fly slower, take off shorter, land
softer too! -John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7035#207035
________________________________________________________________________________
Subject: | Re: EGTs are reading too high on 503 1200o |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
Here are pics of my plugs. Does that look like 1200o?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7037#207037
________________________________________________________________________________
Subject: | Re: VG for the little guys |
They will do all of that.
Howard Shackleford
FS II
SC
In a message dated 10/1/2008 10:59:05 A.M. Eastern Daylight Time,
john.tempest(at)basf.com writes:
Most of the discussions going on about the VG are in regard to their use on
the bigger Kolbs, Mk III, and Twinstar. Does anyone use them on a Firestar 1?
Would the the same benefits be realized on a Kolb that weighs 300 Lbs
(empty) and stalls 28-30mph? I'd like to climb faster, fly slower, take off
shorter, land softer too! -John
**************Looking for simple solutions to your real-life financial
challenges? Check out WalletPop for the latest news and information, tips and
calculators. (http://www.walletpop.com/?NCID=emlcntuswall00000001)
________________________________________________________________________________
From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Subject: | Re: VG for the little guys |
>
>Most of the discussions going on about the VG are in regard to their use on
the bigger Kolbs, Mk III, and Twinstar. Does anyone use them on a Firestar
1? Would the same benefits be realized on a Kolb that weighs 300 Lbs
(empty) and stalls 28-30mph? I'd like to climb faster, fly slower, take off
shorter, land softer too! -John
>
John,
Look at "Vortex Generators" on:
http://www.thirdshift.com/jack/firefly/fireflyindex.html
These pages describe my experience with VG's on a FireFly.
Fly Safe!
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
Subject: | Re: Platypus Hop |
From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
> Sorry you feel that way,
Don't worry Ed. Good debate is what this is all about. Got about 1000 hrs in Cessna
and similar types and understand the limitations of the Vane type stall warning
systems. The stall warning can certainly go off in turbulence, but that's
when the airflow change due to that turbulence is in the same direction , for
an instant, as that of an approaching stall situation. So the system is working
'as advertised' ! Also got several hundred C206 hours' at all weights and
configurations and have seen low indicated airspeed such as in the short field
T/Off of Landing scenario, but with one exception, have never had 'no indicated
airspeed' unless I was taxying or stopped ! I fully agree that the A of A
indicators are the way to go, but something must be wrong to be able to fly with
no indicated airspeed. Blocked Pitot tube for example. That was the 'exception',
I had it taking off on a one way downhill strip and found out later that
a wasp had decided to build his mud nest in the pitot tube = Flight with no indicated
airspeed. Flew out just on familiar attitude and power settings, feel
etc, but that was the exception, not the rule.
> Fly with a missionary or bush pilot sometime
Got some time there. 3,500 + hours jungle flying in Papua New Guinea. Always had
some airspeed indication whilst airborne.
Ed, something is wrong if you have 'no airspeed' indication if flight. Even the
old 206 workhorse would show airspeed from about 20 knots. Can't relate to the
Kolb yet, perhaps some others can educate me there.
Take care and Fly safe !
David.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7141#207141
________________________________________________________________________________
Subject: | HKS Kolb Twinstar |
From: | "robcannon" <leecannon(at)telus.net> |
I flew my Twinstar this week for the first time . I spent last winter installing
an hks engine, building a new fuel tank, wiring etc.
The twinstar / hks combo seems good so far. I have spent alot of time to get
cht/egt/prop pitch all where they should be, and I am almost done. Looks like
I will end up with around 1000'/min. climb, and gobs of cruise power(solo)
In level flight when I add full power it very quickly will exceed vne. It is
the 3:47 gearbox , 66" four blade "F" model powerfin set at 12.5 degrees at
the tip.
cheers, Rob
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7200#207200
________________________________________________________________________________
Subject: | Re: HKS Kolb Twinstar |
From: | "ropermike" <ropermike2002(at)yahoo.com> |
Rob, I have a Twinstar MkII. What was the HKS weight? What was on your plane before
the HKS and how does the HKS compare? Did you need to modify your airframe
much? I have a 503 and have often dreamed of having a 4-stroke. Thanks in advance!.........Mike
--------
The next best thing to playing and winning is playing and losing!...Mike Hillger
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7207#207207
________________________________________________________________________________
Subject: | Re: Check your carb floats!! |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
GrantR,
I checked the carburetor floats on my Rotax 912-S as I said I would, and I have
the beginning of the same condition you describe [Shocked] The " Paint "
or whatever it is they use to coat the floats with is just starting to bubble
and peel on ONE out of the four floats... There was no debris coming loose
in the carburetor bowl YET, but it was well on its way. I could easily break
off some pieces of this paint like material with my finger that had separated,
and was well on its way to falling off by itself.
My floats are about 2 years old, and as far as I know have never been used with
ethanol. I have also NEVER used carb cleaner, or starter fluid, or anything
in these carbs... My bowls are always so clean when I take them off I could drink
wine out of them :) I have no idea what caused this to happen, but I will
be replacing all the floats in the engine as if one has begun this process
of shedding its covering, the rest are probably not far behind ! Attached is
a picture of the bad float, its a bit hard to see, but look around the edges
of the float where the paint is starting to bubble up.
Thanks for the warning Grant, it probably saved me a nasty surprise !
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7212#207212
Attachments:
http://forums.matronics.com//files/float_400.jpg
________________________________________________________________________________
Subject: | Re: VG for the little guys |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
If you are not sure about using VG's, put them on with double sided automobile
trim tape and try them out... That way you can use mineral spirits to get them
off if you want and no harm done. Make sure you put the VG's on exactly per
the instructions, position and angle are CRITICAL for them to work well.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7214#207214
________________________________________________________________________________
Subject: | Re: Platypus Hop |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
Vic,
I have to give you the same advice John H is giving you on this. If you are taxiing
fast enough for the plane to fly, you are asking for disaster. The little
hops can get much higher and out of control very quickly... There is a very
good chance you will find yourself not in a hop any more and actually flying
much to high to simply chop the power and let it come down like a feather. It
all changes once you get higher !!! Pull the power and keep that pitch attitude
higher off the ground, and you will stall and come down like a ton of bricks.
BTW, the Kolb MK III Xtra actually pitches UP if you chop the power, which
makes it that much harder if you have gotten higher than a couple feet. I
am not trying to rain on your parade, it feels great and easy to hop a couple
of feet in ground effect, but this is a setup for disaster if you are not ready
to fly. If you have decided to teach yourself to fly this way, then I hope
you have the skill to learn to fly without damaging yourself or totaling your
airplane. If you are under the illusion that you will just continue to do crow
hops and that they wont turn into anything more, you are probably in for a
big surprise.
There are plenty of guys around that can teach you to fly your MK III Xtra. If
you have previous flight time, it wont take you long to learn to fly a your MK
III Xtra, it will be easy. Even just a couple hours in the air in a MK III
Xtra will make all the difference in the world in your ability to solo in your
plane. It will be well worth whatever trouble you have to go to to get instruction
and do this the right way. You will make very little progress in your
flying if you are rebuilding your airplane for the next year.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7216#207216
________________________________________________________________________________
Subject: | Re: HKS Kolb Twinstar |
From: | "Dave Bigelow" <up_country(at)hotmail.com> |
Rob,
Congratulations on the completion of your HKS project. I'm coming up on a year's
flying with my HKS powered Firestar II, and have had zero problems. It just
works - smooth reliable power on demand, plus low fuel consumption.
How about some pictures?
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7218#207218
________________________________________________________________________________
From: | "Thomas R. Riddle" <riddletr(at)gmail.com> |
Subject: | Re: Platypus Hop |
The ASI is a pressure differential gauge. No positive indication means
it is not sensing different pressures at the two sources.
Possible causes include:
Blocked pitot,
Static inlet in same airstream as pitot,
Gage is screwed up internally,
Pitot inlet tube disconnected at the gage.
...
Thom in Buffalo
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
Subject: | Re: Check your carb floats!! |
Mike, good thing you inspected. Looks like you guys have uncovered a
problem. There may have been
a bad production batch with no way to know who got the bad ones. As
far as ethanol goes, unless
you have been using only avgas you have been exposed to ethanol.
Nearly all auto gas has some
in it now. Around here there is no pump labeling either.
Ethanol is a very universal solvent when in contact with polymers.
Very similar to acetone with
regard to both water and mineral solvent mix capabilities.
There will be more problems showing up down the road with both
aircraft and autos.
BB
On 2, Oct 2008, at 11:41 PM, JetPilot wrote:
>
> GrantR,
>
> I checked the carburetor floats on my Rotax 912-S as I said I
> would, and I have the beginning of the same condition you describe
> [Shocked] The " Paint " or whatever it is they use to coat the
> floats with is just starting to bubble and peel on ONE out of the
> four floats... There was no debris coming loose in the carburetor
> bowl YET, but it was well on its way. I could easily break off
> some pieces of this paint like material with my finger that had
> separated, and was well on its way to falling off by itself.
>
> My floats are about 2 years old, and as far as I know have never
> been used with ethanol. I have also NEVER used carb cleaner, or
> starter fluid, or anything in these carbs... My bowls are always
> so clean when I take them off I could drink wine out of them :)
> I have no idea what caused this to happen, but I will be replacing
> all the floats in the engine as if one has begun this process of
> shedding its covering, the rest are probably not far behind !
> Attached is a picture of the bad float, its a bit hard to see, but
> look around the edges of the float where the paint is starting to
> bubble up.
>
> Thanks for the warning Grant, it probably saved me a nasty surprise !
>
> Mike
>
> --------
> "NO FEAR" - If you have no fear you did not go as fast
> as you could have !!!
>
> Kolb MK-III Xtra, 912-S
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 7212#207212
>
>
> Attachments:
>
> http://forums.matronics.com//files/float_400.jpg
>
>
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
Subject: | Re: Check your carb floats!! |
More stuff:
Marvel-schebler has had a similar go-around with float materials, in
some cases
having owners change from original metal to plastic, back to metal
and then back
to "new improved" plastic. ( I would have stayed with the metal -
screw the AD)
The current favored plastic is delrin or POM (polyoxymethylene)
which is a resin used as a binder in solid structures with either a
glass or teflon fiber filler.
The Bing floats look like foam with an epoxy cover. I would inspect
them frequently.
No plastic in my old solex
BB
________________________________________________________________________________
Subject: | Re: HKS Kolb Twinstar |
From: | "robcannon" <leecannon(at)telus.net> |
Rats ! I just wrote a long response(very slow typer) and added a couple pics.
I went to preview it, and when I pressed the back arrow it was gone. grrrrrrr.
I fly in coastal British Coumbia ( read BIG TREES everywhere), so I feel I need
a four stroke. I like the 503, and if I flew somewhere more forgiving I would
be happy with it. There are really no airframe mods to be done, you just
make an aluminum adapter plate.
There are alot of decisions to be made along the way( you dont just bolt it on)
(C of G, thrust line, gearbox, electical location, etc.) If you're a mechanically
inclined (as opposed to "mechanically declined") idividual it is not that
hard.
The finished package (fairing, instruments, brs, custom 12 gal tank, alum leading
edge wrap wing, etc.) weighs 465 lbs. The gross is 750. Twinstars in the
past have been flown waayyy over gross. A guy named Rick Trader flew a twinstar
to Alaska and back loaded between 1000 and 1110 lbs !!! I will fly my plane
for a year or so, before I even consider taking a passenger. At that point
I will load it up heavy, and go high, with a couple chutes, and beat it up a bit.
If it survives that I MIGHT take a light passenger on a still air evening.
[Wink] cheers, Rob
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7248#207248
Attachments:
http://forums.matronics.com//files/aug_08_011_204.jpg
http://forums.matronics.com//files/aug_08_002_181.jpg
________________________________________________________________________________
Subject: | Re: Check your carb floats!! |
From: | "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
"JetPilot" wrote: << GrantR, I checked the carburetor floats on my Rotax
912-S as I said I would, and I have the beginning of the same condition
you describe >>
Has anyone asked what Lockwood or Ronnie Smith think about this
condition?
As those guys are Rotax experts, maybe they've seen this before and can
offer an explanation or solution.
Dennis Kirby
Mark-3, 912
New Mexico
________________________________________________________________________________
Subject: | How to adjust the pitch on my IVO prop? |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
How do I adjust the pitch on my 3 blade Ivo prop? Do I loosen the center nut and
turn the center shaft right for more and left for less pitch?
Is there a certain torque setting for the nut? What size socket is needed?
Grant
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7290#207290
________________________________________________________________________________
Subject: | Re: Check your carb floats!! |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
Mike,
Thats what mine looked like. One was in much worse shape with large bubbles. They
do seem to like to bubble around the edges.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7291#207291
________________________________________________________________________________
From: | herb <herbgh(at)nctc.com> |
Subject: | Re: How to adjust the pitch on my IVO prop? |
Grant
yep.! loosen the nut with a big crescent wrench..:-) Then turn
the screw with a suitable round bar or screw driver for the desired
effect..I never try to remember the correct way...Easiest is to
record your current static max rpm's and then adjust the prop for
effect... I set my three blade on the 447 powered pup for 6200 static..
I simply tighten the nut as I please and then install a tie wrap
through the hole to avoid loosing the nut should it come loose..
I think it is a mistake to run an ivo prop in its neutral
position with no tension either pos or neg on the tension rods...My
thought is that it allows the tension cams to hammer back and forth
in the slot in the adjusting screw... maybe causing the occasional
tension rod break through..? Certainly has to contribute to the
flattening of the cams...Herb
At 02:09 PM 10/3/2008, you wrote:
>
>How do I adjust the pitch on my 3 blade Ivo prop? Do I loosen the
>center nut and turn the center shaft right for more and left for less pitch?
>
>Is there a certain torque setting for the nut? What size socket is needed?
>
>
>Grant
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p 7290#207290
>
>
________________________________________________________________________________
Subject: | Re: How to adjust the pitch on my IVO prop? |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
Thanks Herb.
Jack I did look at Ivo's website before posting however it did not tell how to
adjust the prop. It explained how it works but not how to do it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7297#207297
________________________________________________________________________________
From: | herb <herbgh(at)nctc.com> |
Subject: | Re: How to adjust the pitch on my IVO prop? |
Grant
I have an N3 Pup but meant to say "on my Firefly" .. Herb
At 02:46 PM 10/3/2008, you wrote:
>
>Thanks Herb.
>
>
>Jack I did look at Ivo's website before posting however it did not
>tell how to adjust the prop. It explained how it works but not how to do it.
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p 7297#207297
>
>
>_-
________________________________________________________________________________
Subject: | Airport Attitudes |
From: | "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
Kolb Friends -
I encountered a little incident at my home one evening this week that
made me realize that there are STILL people out there in charge of
airports who regard ultralights and other very light aircraft as nothing
more than an annoying nuisance. Which is sad.
I was flying right about at sunset - beautifully smooth air and
spectacular fall colors in the foothills. Near the end of my flight, I
saw a powered parachute flying near the airport, so I swooped in closer
to get a better look. I recognized him - this guy flies from his own
property a couple of miles from our airport, and I often see him flying
at sunset when the air is smooth. He and I recognize each other's
aircraft, as we are often in the same local airspace together with the
same flying goals in common: To enjoy the simple pleasures of low-cost
recreational flying. (p.s. - that's one of the things I love about my
Kolb - I can slow down to *almost* fly in formation with a powered
parachute. Almost.)
After I landed and pulled up to the hangar, I got out of my Kolb, and
saw the parachute guy flying toward me. He was pretty much flying right
down the runway, about 50' high, then turned to fly right over where I
was parked. I waved at him, and he waved back. I could see the smile
on his face as he was waving.
Moments later, the airport manager drove up to me and asked, "Do you
know that idiot? His type are not welcome here." I was not about to
narc on a fellow recreational pilot, especially if he wasn't doing
anything wrong or unsafe. I just said no. (I'm certain I would be
viewed by our airport manager as one of those "dangerous" ultralights if
my Kolb were not N-numbered.)
So I guess the point of this message is, fly safely, and obey the rules.
There are still people in charge of airports who do not wish us to be
part of the mix, and will do what they can to have us thrown off the
airport.
Dennis Kirby
Mark-3, 912ul, "Magic Bike"
Cedar Crest, NM
________________________________________________________________________________
From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
Subject: | Re: How to adjust the pitch on my IVO prop? |
Grant,
The way I remember the direction to turn the center shaft is relating it to
a vernier throttle, common on Cessna. Turning it to the right produces more
RPM.
Steven
> How do I adjust the pitch on my 3 blade Ivo prop? Do I loosen the center
> nut and turn the center shaft right for more and left for less pitch?
>
> Is there a certain torque setting for the nut? What size socket is needed?
>
>
> Grant
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Airport Attitudes |
He was pretty much flying right
down the runway, about 50' high, then turned to fly right over where I
was parked. I waved at him, and he waved back.>>
What an idiot. Flying in the immediate vicinity of an airfield circuit is
stupid enough but to fly down the runway......
Does this guy think he is the only person in the air?
It is selfish people like this that get light aircraft flying a bad name,
and cause accidents. Would he have heard or seen someone trying to land
behind him. Would the other pilot have been expecting someone dangling at 50
feet over the runway?. What a twit.
Pat
________________________________________________________________________________
Subject: | Re: HKS Kolb Twinstar |
From: | "ropermike" <ropermike2002(at)yahoo.com> |
Thanks Rob, please keep us posted!.......My Twinstar ll weighs in at 420 lbs with
a 503. I was wondering what the weight difference would be for an even swap
with the hks. My 503 will fly my brother and I (both at 200 lbs) with 5 gal fuel
at 2700' msl fairley good but i would not go with 6 gal fuel!
--------
The next best thing to playing and winning is playing and losing!...Mike Hillger
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7395#207395
________________________________________________________________________________
Subject: | Re: How to adjust the pitch on my IVO prop? |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
Jack,
I just asked the question hear because i was sure that some of the members have
had experience with IVO props and could give me an answer quicker than emailing
IVO.
Give the new guy a break :D
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7402#207402
________________________________________________________________________________
Subject: | Re: EGTs are reading too high on 503 1200o |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
I ran a series of test and i think the EGTs may be in fact a tad high. I am going
to shim the carb needle clips to enrich the mixture a tad and see if that
helps.
Thanks Jack for the information on your website http://www.thirdshift.com/jack/firefly/firefly58.html
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7403#207403
________________________________________________________________________________
From: | Blumax008(at)aol.com |
Subject: | Re: EGTs are reading too high on 503 1200o |
Grant...
This is Bill Catalina. I used to post quite a bit on here but finally got tired
of the BS that goes on in this site.
Look, I've been flying 2-cycle motors on ultralights since the mid-70s. The 503
is without a doubt, the toughest, most durable, most trouble-free, bullet-proof
2-cycle motor on the market. I have had 3 (on 3 separate U/Ls) in the past
ten years & will never again go thru the hassles of owning a 582 with it's
hoses, anti-freeze, radiators, oil tanks etc.
The 503 on my Trike just celebrated it's 10th. anniversary with over 1,600 hours
with only 3 top overhauls. The Crankshaft has never been touched. Most of
that time is running full throttle towing hang gliders. That's TEN YEARS of steady,
high speed, mostly flat out running. It also runs cooler the harder you
run it.
Take it up one day soon & do this...from your normal cruise rpm, floor it to full
power & hold it steady at full power (don't worry, it won't break) & watch
your EGT. You should see an almost immediate DROP in EGT temp.
If your EGT's are showing a "tad" lean or even a "tad" rich...don't fix it. It's
fine. It will not break.
I will leave you with my most often repeated advice...
IF IT AIN'T BROKE...DON'T FIX IT.
I don't respond to any replies as they're usually below my intelligence level
& usually spoken by people who spend too much time on this website & not enough
time flying.
**************New MapQuest Local shows what's happening at your destination. Dining, Movies, Events, News & more. Try it out! (http://local.mapquest.com/?ncid=emlcntnew00000001)
Grant...
This is Bill Catalina. I used to post quite a bit on here but finally got
tired of the BS that goes on in this site.
Look, I've been flying 2-cycle motors on ultralights since the mid-70s. The
503 is without a doubt, the toughest, most durable, most trouble-free,
bullet-proof 2-cycle motor on the market. I have had 3 (on 3 separate
U/Ls) in the past ten years & will never again go thru the hassles of
owning a 582 with it's hoses, anti-freeze, radiators, oil tanks etc.
The 503 on my Trike just celebrated it's 10th. anniversary with over
1,600 hours with only 3 top overhauls. The Crankshaft has never been touched.
Most of that time is running full throttle towing hang
gliders. That's TEN YEARS of steady, high speed, mostly flat out
running. It also runs cooler the harder you run it.
Take it up one day soon & do this...from your normal cruise rpm, floor
it to full power & hold it steady at full power (don't worry, it won't
break) & watch your EGT. You should see an almost immediate DROP in EGT
temp.
If your EGT's are showing a "tad" lean or even a "tad" rich...don't fix it.
It's fine. It will not break.
I will leave you with my most often repeated advice...
IF IT AIN'T BROKE...DON'T FIX IT.
I don't respond to any replies as they're usually below my intelligence
level & usually spoken by people who spend too much time on this website
& not enough time flying.
________________________________________________________________________________
Subject: | Re: Airport Attitudes |
From: | "Ralph B" <ul15rhb(at)juno.com> |
pj.ladd(at)btinternet.com wrote:
> He was pretty much flying right
> down the runway, about 50' high, then turned to fly right over where I
> was parked. I waved at him, and he waved back.>>
>
> What an idiot. Flying in the immediate vicinity of an airfield circuit is
> stupid enough but to fly down the runway......
> Does this guy think he is the only person in the air?
>
> It is selfish people like this that get light aircraft flying a bad name,
> and cause accidents. Would he have heard or seen someone trying to land
> behind him. Would the other pilot have been expecting someone dangling at 50
> feet over the runway?. What a twit.
>
> Pat
Most of us were ultralight pilots at one time and some still are. Being an ultralight
pilot in no way exempts anyone from the rules. The problem arises when
ultralight pilots refuse to learn or don't understand airport rules. Some of them
just don't know how dangerous an airport can be if a large aircraft doesn't
see them when they arent expecting an ultralight to be there. At the private
field I fly from, there are powered parachutes that I have to watch out for.
Since I fly many times faster, I find myself not seeing them until they are only
500' away. This can be downright dangerous. Even if they are obeying the rules,
the fact that we are flying much faster makes it dangerous. Then during landing,
we have to land beside the collapsed chutes on the runway.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7431#207431
________________________________________________________________________________
From: | Dudley <airspeedx3(at)yahoo.com> |
Subject: | IFR Conditions unexpectedly |
Kolbers,
-
- First of all...hello from my Utah home.- I've come to get my househol
d stuff, and move it
to my hangar I built in Lake of the Ozarks, Missouri.- Internet access fo
r me lately has been "meager" at best.
-
- Now, for the point of my email.-- A while back Mike B. mentioned he
was selling his Xtra, because he believes he has too many clouds to dodge
in Florida.- He doesn't want to get caught in one, so he feels he needs t
o sell his plane and get something "IFR approved"- (factory iron???).-
I think this was the gist of the story.- Yes?
-
- Well, my initial thought was IF that was the only reason he had to sell
his plane, why not
install one of those new digital "artificial horizons"?- An "EFIS (Electr
onic Flight Information System)-- I will be installing a Dynon D10A in
my MkIII.- I also have another-D10A to install in my GlaStar (someday).
- Plus, I have a Blue Mountain Avionics "EFISOne", to put in the GlaStar.
- - $16,000..ouch!!
-
- Last summer, when I was at Oshkosh Airshow, in one of the display build
ings they had
oodles and oodles of new companies making these EFIS's.- I knew about Che
lton, Blue Mountain, Dynon, Grand Rapids, etc, but it seemed to me everybod
y under the sun now makes them!!!- Obviously, with so much competition, y
ou'd think the prices should come down.
-
- For those not familiar with any of the these "glass cockpit" items, wel
l they are simply
amazing!!- They are virtually instantaneous in their displays.- You cha
nge they plane's
orientation, it follows your movements!- You turn, it turns, you dive, it
dives.- They move in unison with you, all the while you're watching the
-action on the screen!!!- They usually contain: airspeed, altitude, rat
e of climb, compass heading, rate of turn, AOA (on Dynons, at least), plus
a whole bunch of stuff I can't think of. -The-more-expensive models e
ven have topography!!
-
- Here's the really cool part!!- No matter what the outside view is, yo
ur display screen is ALWAYS showing-a sunny day.- Pitch black outside,
no matter!!- You have a small color screen in front of you, showing you t
he outside world like it was daytime and severe clear!- If you can't mana
ge to fly through a cloud with one of these, you are either comotose, or de
ad.- (And yes, I know in VFR flying, you have no business flying into clo
uds)
-
- Undoubtedly, many of our listers are much more familiar with these EFIS
units that I am, but to me, these new EFIS units are one of the greatest n
ew additions to the Experimental Category world.
-
- Check out:- http://en.wikipedia.org/wiki/Electronic_Flight_Instrument
_System
-
--Also take a look at:-http://bluemountainavionics.com/products.html#
eflite
-
- Hey, this is just my opinion, maybe your opinion varies!!- Adios.
-
- Oh yeah, Rob Cannon, I, too, have lost a few two hour emails, and could
kick a box of puppies...I was so mad!!!- May I suggest you get into the
-habit of saving your email to "DRAFT" anytime you EVER leave the page (a
s I have done for this email, whilst I hunted down a couple of EFIS links.
-
-
- If anyone else suggested the EFIS idea, great!- I miss about 90% of m
y emails.- When I finally get a chance to go to the Library computer, and
there are 126 emails, I only have time to read a few.
-
Best regards,
Mike Welch
Kolb MkIII (mothball stage) (soon to not be in mothballs))=0A=0A=0A
________________________________________________________________________________
Subject: | Re: HKS Kolb Twinstar |
From: | "Mnflyer" <gbsb2002(at)yahoo.com> |
Hi Rob, congrats on getting your plane flying with the HKS, your going to like
the engine, I converted my Kitfox about 2.5 yrs ago and now have 295 hrs and am
very pleased with all aspects of the engine. It runs smooth need only oil &
filter changes, spark plugs at 200+ hrs but do comply with the Service Bulletin
on checking the carb flanges.
--------
GB
MNFlyer
Flying a HKS Kitfox III
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7458#207458
________________________________________________________________________________
From: | "Aaron Gustafson" <agustafson(at)chartermi.net> |
I'm still looking for a fiberglass nose for the MK3C that I'm
rebuilding. If anyone has a damaged or other wise unused one, please let
me know. I will take it off your hands for cash.
Aaron Gustafson
________________________________________________________________________________
From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Aaron,
I think you're probably going to end up having to buy one from TNK, like I did
for my Xtra conversion (only you need the Classic model, of course).
All things considered, this is probably your best bet, especially considering
how much trouble it is to "rebuild" one.
Just my thoughts.......
Mike Welch
MkIII CX
________________________________
From: agustafson(at)chartermi.net
Subject: Kolb-List: MK3C nose pod
Date: Sun, 5 Oct 2008 16:58:11 -0500
I'm still looking for a fiberglass nose for the MK3C that I'm rebuilding. If anyone
has a damaged or other wise unused one, please let me know. I will take it
off your hands for cash.
Aaron Gustafson
_________________________________________________________________
Get more out of the Web. Learn 10 hidden secrets of Windows Live.
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________________________________________________________________________________
Subject: | Re: IFR Conditions unexpectedly |
From: | "lucien" <lstavenhagen(at)hotmail.com> |
airspeedx3(at)yahoo.com wrote:
> Kolbers,
> Now, for the point of my email. A while back Mike B. mentioned he was selling
his Xtra, because he believes he has too many clouds to dodge in Florida.
He doesn't want to get caught in one, so he feels he needs to sell his plane
and get something "IFR approved" (factory iron???). I think this was the gist
of the story. Yes?
>
> Well, my initial thought was IF that was the only reason he had to sell his
plane, why not
> install one of those new digital "artificial horizons"? An "EFIS (Electronic
Flight Information System) I will be installing a Dynon D10A in my MkIII.
I also have another D10A to install in my GlaStar (someday). Plus, I have a
Blue Mountain Avionics "EFISOne", to put in the GlaStar. $16,000..ouch!!
>
Er, don't mean to be a wet blanket here, but....
I wouldn't bother. A Kolb would make a truly lousy IFR platform - in fact, I can't
think of anything in the 912 class that would work very well at all for IFR
flight.
Truth is, I wouldn't take anything in the 912 class into actual period, even if
it were IFR cert and I were instrument rated. Even my titan which is a straight
and responsive flyer would be zero fun flying IFR.
You want something big and stable for IFR, particularly if you plan on flying in
actual (talk about ROUGH and WET conditions), with carb heat and pitot heat
at least.......
My advice if you need something for flying in IMC would be a good spam can - even
the mightly 172 works very well as an IFR platform. They're cheap nowadays
too due to the high gas prices....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7482#207482
________________________________________________________________________________
From: | herb <herbgh(at)nctc.com> |
Subject: | Re: IFR Conditions unexpectedly |
Best advice I ever heard from an experienced pilot who was IFR
certified was: " It taught me to stay on the ground"!! Herb
At 07:14 PM 10/5/2008, you wrote:
>
>
>airspeedx3(at)yahoo.com wrote:
> > Kolbers,
> > Now, for the point of my email. A while back Mike B.
> mentioned he was selling his Xtra, because he believes he has too
> many clouds to dodge in Florida. He doesn't want to get caught in
> one, so he feels he needs to sell his plane and get something "IFR
> approved" (factory iron???). I think this was the gist of the story. Yes?
> >
> > Well, my initial thought was IF that was the only reason he
> had to sell his plane, why not
> > install one of those new digital "artificial horizons"? An
> "EFIS (Electronic Flight Information System) I will be installing
> a Dynon D10A in my MkIII. I also have another D10A to install in
> my GlaStar (someday). Plus, I have a Blue Mountain Avionics
> "EFISOne", to put in the GlaStar. $16,000..ouch!!
> >
>
>
>Er, don't mean to be a wet blanket here, but....
>I wouldn't bother. A Kolb would make a truly lousy IFR platform - in
>fact, I can't think of anything in the 912 class that would work
>very well at all for IFR flight.
>
>Truth is, I wouldn't take anything in the 912 class into actual
>period, even if it were IFR cert and I were instrument rated. Even
>my titan which is a straight and responsive flyer would be zero fun flying IFR.
>
>You want something big and stable for IFR, particularly if you plan
>on flying in actual (talk about ROUGH and WET conditions), with carb
>heat and pitot heat at least.......
>
>My advice if you need something for flying in IMC would be a good
>spam can - even the mightly 172 works very well as an IFR platform.
>They're cheap nowadays too due to the high gas prices....
>
>LS
>
>--------
>LS
>Titan II SS
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p 7482#207482
>
>
________________________________________________________________________________
Subject: | IFR Conditions unexpectedly |
From: | "Nelson, Craig" <craig.nelson(at)heraeus.com> |
Mike and list
There are lots of options out there. MGL avionics has an amazing value
for the money. In one instrument you can have 9 screens set the
Way you want it to look and retrieve them at the touch of a button. 3D
moving terrain. Artificial horizon. Encoding altimeter. Air speed
indicator, winds, HSI, GVOR, 3D moving map GPS. You have many choices
for display of the GPS function VASI, EMS. You can have check lists you
make yourself displayed on the screen. have a screen to do the weight
and balance with a diagram of a kolb showing the point along the datum
for each area of the plane - fuel- pilots- baggage areas, ect. And enter
the weight for each component and it will tell you if you are in limits.
You can use these instruments on a two cylinder two stroke or any
aviation engine as well as car engine or turbine. The instrument will
show nearest airports, distance from and all the frequencies needed at
the touch of a button. You can couple the instrument to a compatible
radio and touch the corresponding button to the frequency displayed and
it will automatically tune the radio to the frequency. The Enigma sells
complete for under $4000.00
www.mglavionics.com <http://www.mglavionics.com/>
uncle craig
MKIIIEX 912 Warp
________________________________
.
Sent: Sunday, October 05, 2008 8:40 AM
Subject: Kolb-List: IFR Conditions unexpectedly
Kolbers,
Now, for the point of my email. A while back Mike B. mentioned he
was selling his Xtra, because he believes he has too many clouds to
dodge in Florida. He doesn't want to get caught in one, so he feels he
needs to sell his plane and get something "IFR approved" (factory
iron???). I think this was the gist of the story. Yes?
Well, my initial thought was IF that was the only reason he had to
sell his plane, why not
install one of those new digital "artificial horizons"? An "EFIS
(Electronic Flight Information System) I will be installing a Dynon
D10A in my MkIII. I also have another D10A to install in my GlaStar
(someday). Plus, I have a Blue Mountain Avionics "EFISOne", to put in
the GlaStar. $16,000..ouch!!
Best regards,
Mike Welch
Kolb MkIII (mothball stage) (soon to not be in mothballs))
________________________________________________________________________________
From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Subject: | Re: IFR Conditions unexpectedly |
Lucien,
I don't think you're a wet blanket, but I don't think you read my suggestion
properly, either!
I DID'T say a Kolb would make a suitable IFR plane. I said IF Mike B. 's ONLY
reason for selling his
plane was that he didn't want to inadvertantly find himself in a cloud, then an
EFIS unit may be
a good choice to see his way out of it. I even mentioned we, as the VFR crowd,
have NO business being
in clouds!
You completely misunderstood everything I said regarding IFR conditions. I wasn't
suggesting we engage
in IFR flight. In fact, I just sold my Cessna 172, which was IFR rated, but I'D
NEVER do that. It's just not my
flight interests.
I'm not trying to be rude, but you should read what a person says prior to condemning
their comments.
Again, the ONLY point I was trying to make was " IF " he found himself ACCIDENTLY
in a cloud, an EFIS unit
can be a good way to get out fast!! Now, what wrong with that??
Mike Welch
VFR MkIII CX
PS. The reason I'm installing a Dynon D10A in my MkIII has NOTHING to do with IFR
flight. I am only interested in the "flight parameters", airspeed, altitude,
etc.
You're right. If anyone wants IFR flight, they should consider factory iron
(only). But, that didn't have anything to do with what I was talking about..
>>Er, don't mean to be a wet blanket here, but....
>>I wouldn't bother. A Kolb would make a truly lousy IFR platform - in
>>fact, I can't think of anything in the 912 class that would work
>>very well at all for IFR flight.
>>
>>Truth is, I wouldn't take anything in the 912 class into actual
>>period, even if it were IFR cert and I were instrument rated. Even
>>my titan which is a straight and responsive flyer would be zero fun flying IFR.
>>
>>You want something big and stable for IFR, particularly if you plan
>>on flying in actual (talk about ROUGH and WET conditions), with carb
>>heat and pitot heat at least.......
>>
>>My advice if you need something for flying in IMC would be a good
>>spam can - even the mightly 172 works very well as an IFR platform.
>>They're cheap nowadays too due to the high gas prices....
>>
>>LS
>>
>>--------
>>LS
>>Titan II SS
_________________________________________________________________
Want to do more with Windows Live? Learn 10 hidden secrets from Jamie.
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________________________________________________________________________________
From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Subject: | IFR Conditions unexpectedly |
Uncle Craig=2C
Haven't heard from you in awhile!! In fact=2C I guess I haven't heard fr
om anyone!! I've never heard of this brand of EFIS. NICE looking unit!!
Like I said=2C I was amazed at all the new companies at Oshkosh this last s
ummer that now makes these EFIS's.
Craig=2C did I get the story right=2C I heard you didn't make it to Monum
ent Valley this year because
you were adding new wingtips?? If so=2C how about a photo or two??
Always great to hear from ya=2C
Mike Welch
MkIII
Subject: RE: Kolb-List: IFR Conditions unexpectedlyDate: Sun=2C 5 Oct 2008
Mike and list
There are lots of options out there. MGL avionics has an amazing value for
the money. In one instrument you can have 9 screens set the
Way you want it to look and retrieve them at the touch of a button. 3D movi
ng terrain. Artificial horizon. Encoding altimeter. Air speed indicator=2C
winds=2C HSI=2C GVOR=2C 3D moving map GPS. You have many choices for displa
y of the GPS function VASI=2C EMS. You can have check lists you make yourse
lf displayed on the screen. have a screen to do the weight and balance wit
h a diagram of a kolb showing the point along the datum for each area of th
e plane ' fuel- pilots- baggage areas=2C ect. And enter the weight for ea
ch component and it will tell you if you are in limits.
You can use these instruments on a two cylinder two stroke or any aviation
engine as well as car engine or turbine. The instrument will show nearest a
irports=2C distance from and all the frequencies needed at the touch of a b
utton. You can couple the instrument to a compatible radio and touch the co
rresponding button to the frequency displayed and it will automatically tun
e the radio to the frequency. The Enigma sells complete for under $4000.00
www.mglavionics.com
uncle craig
MKIIIEX 912 Warp
.Sent: Sunday=2C October 05=2C 2008 8:40 AMTo: kolb-list(at)matronics.comSubje
ct: Kolb-List: IFR Conditions unexpectedly
Kolbers=2C
Now=2C for the point of my email. A while back Mike B. mentioned he was
selling his Xtra=2C because he believes he has too many clouds to dodge in
Florida. He doesn't want to get caught in one=2C so he feels he needs to
sell his plane and get something "IFR approved" (factory iron???). I thin
k this was the gist of the story. Yes?
Well=2C my initial thought was IF that was the only reason he had to sell
his plane=2C why not
install one of those new digital "artificial horizons"? An "EFIS (Electron
ic Flight Information System) I will be installing a Dynon D10A in my MkI
II. I also have another D10A to install in my GlaStar (someday). Plus=2C
I have a Blue Mountain Avionics "EFISOne"=2C to put in the GlaStar. $16
=2C000..ouch!!
Best regards=2C
Mike Welch
Kolb MkIII (mothball stage) (soon to not be in mothballs))
_________________________________________________________________
See how Windows connects the people=2C information=2C and fun that are part
of your life.
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axQTXWTGZsRFcfxGcmRGboTGcdRGcCzHc2xHbHRHeKTGdJzHeKzHd7zHYkzHadRHfOxHewxGWcO3
GwmDRXCARShIhDRIgzxIhmtsyIZUyISMSIicSImsSIqESIfMSIa8SIvsSI78SI8MSZAcSZEsSZIE
SY1MSZMMyX2YgoU0SG88SYScyZdcSZSsyYPESZncSZvsSZ78yYikyZwcSp8sSqA8SqEsSaNcSqRU
SDEpLUF7N4oICAA7
________________________________________________________________________________
Subject: | Re: IFR Conditions unexpectedly |
From: | "lucien" <lstavenhagen(at)hotmail.com> |
mdnanwelch7(at)hotmail.co wrote:
> Lucien,
>
> I don't think you're a wet blanket, but I don't think you read my suggestion
properly, either!
> I DID'T say a Kolb would make a suitable IFR plane. I said IF Mike B. 's ONLY
reason for selling his
> plane was that he didn't want to inadvertantly find himself in a cloud, then
an EFIS unit may be
> a good choice to see his way out of it. I even mentioned we, as the VFR crowd,
have NO business being
> in clouds!
>
That's right - when VFR in a day-VFR airplane, we have no business flying in IMC
or blasting off if we even think we might get into IMC.
So I don't see the sense in suggesting putting an EFIS, a very expensive box by
the way, into any Kolb for that purpose.
The money is far better spent in other ways on the plane itself or including selling
the plane to get something that _is_ suitable for flying in IMC.
This is a very old argument that's gone on really ever since instrument flight
has been invented - neither side has ever lost or won, so I wont get into a long
knock-down drag-out about this here.
This is just my opinion for what it's worth, and that's all.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7508#207508
________________________________________________________________________________
From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Subject: | Re: Econo Miser!! |
>
>
> Jacks design may be more eloquent... ? Gonna post it to your site
>Jack? Herb
>
Herb,
I don't know if it is eloquent, but I am excited about it. What I have done
can be seen at:
http://www.thirdshift.com/jack/firefly/firefly146.html
The data is preliminary.
Fly Safe!
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
Subject: | Re: Airport Attitudes |
From: | "grantr" <grant_richardson25(at)yahoo.com> |
This is from a local guy:
Flew into Cook County air port and was told by the manager as far he was conserend
we sport pilot folk were just ultralight pilots in his book and did not want
us there. He then went on about the old days how they did this or that that
gave us a bad name.
I was very polite bit my toung real hard and told him in a few weeks when I got
my SPORT PILOT CFI my students would be comming to cook County on their cross
country flights. He said "No way" guess I will ride over with the first few dozen
or so. He may not like me but I am going to be there as much as I can and
make him like me (like bugs bunny does)
I plan to leave a great impression with the local pilots and emphasize safe operations
at their airport to students. I plan to not give the manager a leg to
stand on.
Jim Dees
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7523#207523
________________________________________________________________________________
From: | herb <herbgh(at)nctc.com> |
Subject: | Re: Airport Attitudes |
My understanding is that if he receives public funds...he cannot
refuse entry or service to any airplane above an Ultra Light...Herb
At 07:23 AM 10/6/2008, you wrote:
>
>This is from a local guy:
>
>Flew into Cook County air port and was told by the manager as far he
>was conserend we sport pilot folk were just ultralight pilots in his
>book and did not want us there. He then went on about the old days
>how they did this or that that gave us a bad name.
>
>I was very polite bit my toung real hard and told him in a few weeks
>when I got my SPORT PILOT CFI my students would be comming to cook
>County on their cross country flights. He said "No way" guess I will
>ride over with the first few dozen or so. He may not like me but I
>am going to be there as much as I can and make him like me (like
>bugs bunny does)
>
>I plan to leave a great impression with the local pilots and
>emphasize safe operations at their airport to students. I plan to
>not give the manager a leg to stand on.
>
>Jim Dees
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p 7523#207523
>
>
________________________________________________________________________________
From: | <smlplanet(at)msn.com> |
Subject: | Re: Airport Attitudes |
If I remember correctly if they receive any government funding they can not
deny you from using the airport.
FAA has a form which can be filed with them if you are denied access to the
airport.
--------------------------------------------------
From: "herb" <herbgh(at)nctc.com>
Sent: 2008-10-06 08:46
Subject: Re: Kolb-List: Re: Airport Attitudes
>
> My understanding is that if he receives public funds...he cannot refuse
> entry or service to any airplane above an Ultra Light...Herb
>
> At 07:23 AM 10/6/2008, you wrote:
>>
>>This is from a local guy:
>>
>>Flew into Cook County air port and was told by the manager as far he was
>>conserend we sport pilot folk were just ultralight pilots in his book and
>>did not want us there. He then went on about the old days how they did
>>this or that that gave us a bad name.
>>
>>I was very polite bit my toung real hard and told him in a few weeks when
>>I got my SPORT PILOT CFI my students would be comming to cook County on
>>their cross country flights. He said "No way" guess I will ride over with
>>the first few dozen or so. He may not like me but I am going to be there
>>as much as I can and make him like me (like bugs bunny does)
>>
>>I plan to leave a great impression with the local pilots and emphasize
>>safe operations at their airport to students. I plan to not give the
>>manager a leg to stand on.
>>
>>Jim Dees
>>
>>
>>
>>
>>Read this topic online here:
>>
>>http://forums.matronics.com/viewtopic.php?p 7523#207523
>>
>>
>>
>>
>>
>>
>>
>
>
>
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
Subject: | Re: Airport Attitudes |
ask that manager if he will also turn away sport pilots in J3s,
aeroncas, taylorcraft, etc.....
BB
On 6, Oct 2008, at 9:37 AM,
wrote:
>
> If I remember correctly if they receive any government funding they
> can not deny you from using the airport.
> FAA has a form which can be filed with them if you are denied
> access to the airport.
>
>
> --------------------------------------------------
> From: "herb" <herbgh(at)nctc.com>
> Sent: 2008-10-06 08:46
> To:
> Subject: Re: Kolb-List: Re: Airport Attitudes
>
>>
>> My understanding is that if he receives public funds...he cannot
>> refuse entry or service to any airplane above an Ultra Light...Herb
>>
>> At 07:23 AM 10/6/2008, you wrote:
>>>
>>>
>>> This is from a local guy:
>>>
>>> Flew into Cook County air port and was told by the manager as far
>>> he was conserend we sport pilot folk were just ultralight pilots
>>> in his book and did not want us there. He then went on about the
>>> old days how they did this or that that gave us a bad name.
>>>
>>> I was very polite bit my toung real hard and told him in a few
>>> weeks when I got my SPORT PILOT CFI my students would be comming
>>> to cook County on their cross country flights. He said "No way"
>>> guess I will ride over with the first few dozen or so. He may not
>>> like me but I am going to be there as much as I can and make him
>>> like me (like bugs bunny does)
>>>
>>> I plan to leave a great impression with the local pilots and
>>> emphasize safe operations at their airport to students. I plan to
>>> not give the manager a leg to stand on.
>>>
>>> Jim Dees
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p 7523#207523
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
From: | <smlplanet(at)msn.com> |
Subject: | Re: Airport Attitudes |
--------------------------------------------------
From: <smlplanet(at)msn.com>
Sent: 2008-10-06 09:37
Subject: Re: Kolb-List: Re: Airport Attitudes
>
> If I remember correctly if they receive any government funding they can
> not deny you from using the airport.
> FAA has a form which can be filed with them if you are denied access to
> the airport.
>
>
> --------------------------------------------------
> From: "herb" <herbgh(at)nctc.com>
> Sent: 2008-10-06 08:46
> To:
> Subject: Re: Kolb-List: Re: Airport Attitudes
>
>>
>> My understanding is that if he receives public funds...he cannot refuse
>> entry or service to any airplane above an Ultra Light...Herb
>>
>> At 07:23 AM 10/6/2008, you wrote:
>>>
>>>This is from a local guy:
>>>
>>>Flew into Cook County air port and was told by the manager as far he was
>>>conserend we sport pilot folk were just ultralight pilots in his book and
>>>did not want us there. He then went on about the old days how they did
>>>this or that that gave us a bad name.
>>>
>>>I was very polite bit my toung real hard and told him in a few weeks when
>>>I got my SPORT PILOT CFI my students would be comming to cook County on
>>>their cross country flights. He said "No way" guess I will ride over with
>>>the first few dozen or so. He may not like me but I am going to be there
>>>as much as I can and make him like me (like bugs bunny does)
>>>
>>>I plan to leave a great impression with the local pilots and emphasize
>>>safe operations at their airport to students. I plan to not give the
>>>manager a leg to stand on.
>>>
>>>Jim Dees
>>>
>>>
>>>
>>>
>>>Read this topic online here:
>>>
>>>http://forums.matronics.com/viewtopic.php?p 7523#207523
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
>
________________________________________________________________________________
From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
Subject: | Re: IFR Conditions unexpectedly |
Mike, How exactly does one suddenly find themselves in the clouds? It's not
like they can hide and suddenly spring out of thin air (pardon the pun) with
a big gotcha. While putting an EFIS in may be worth the instrumentation
since you do get a lot of read out in a small package. It will almost surely
give a false sense of security to some idiot whose 178 seconds will soon be
up.
Rick
On Sun, Oct 5, 2008 at 8:05 PM, Mike Welch wrote:
> Lucien,
>
> I don't think you're a wet blanket, but I don't think you read my
> suggestion properly, either!
> I DID'T say a Kolb would make a suitable IFR plane. I said IF Mike B. 's
> ONLY reason for selling his
> plane was that he didn't want to inadvertantly find himself in a cloud,
> then an EFIS unit may be
> a good choice to see his way out of it. I even mentioned we, as the VFR
> crowd, have NO business being
> in clouds!
>
> You completely misunderstood everything I said regarding IFR conditions.
> I wasn't suggesting we engage
> in IFR flight. In fact, I just sold my Cessna 172, which was IFR rated,
> but I'D NEVER do that. It's just not my
> flight interests.
>
> I'm not trying to be rude, but you should read what a person says prior to
> condemning their comments.
>
> Again, the ONLY point I was trying to make was " IF " he found himself
> ACCIDENTLY in a cloud, an EFIS unit
> can be a good way to get out fast!! Now, what wrong with that??
>
> Mike Welch
> VFR MkIII CX
>
> PS. The reason I'm installing a Dynon D10A in my MkIII has NOTHING to do
> with IFR flight. I am only interested in the "flight parameters", airspeed,
> altitude, etc.
> You're right. If anyone wants IFR flight, they should consider factory
> iron (only). But, that didn't have anything to do with what I was talking
> about..
>
>
> >>Er, don't mean to be a wet blanket here, but....
> >>I wouldn't bother. A Kolb would make a truly lousy IFR platform - in
> >>fact, I can't think of anything in the 912 class that would work
> >>very well at all for IFR flight.
> >>
> >>Truth is, I wouldn't take anything in the 912 class into actual
> >>period, even if it were IFR cert and I were instrument rated. Even
> >>my titan which is a straight and responsive flyer would be zero fun
> flying IFR.
> >>
> >>You want something big and stable for IFR, particularly if you plan
> >>on flying in actual (talk about ROUGH and WET conditions), with carb
> >>heat and pitot heat at least.......
> >>
> >>My advice if you need something for flying in IMC would be a good
> >>spam can - even the mightly 172 works very well as an IFR platform.
> >>They're cheap nowadays too due to the high gas prices....
> >>
> >>LS
> >>
> >>--------
> >>LS
> >>Titan II SS
>
> _________________________________________________________________
> Want to do more with Windows Live? Learn "10 hidden secrets" from Jamie.
>
> http://windowslive.com/connect/post/jamiethomson.spaces.live.com-Blog-cns!550F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008
>
>
________________________________________________________________________________
From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
Subject: | Dealing with unfriendly airport mgrs. |
A recent thread talked about airport managers who want to ban ultralights o
r light sport aircraft. Three years ago I flew into Ely,NV airport on my wa
y to the MV fly-in. The airport manager (at the time - I understand he's no
longer there) sent someone out to take pictures of our ultralights, saying
he wanted them for "evidence". (Of what, I'm not sure.) We were also told
not to come back through Ely - rather, to go to Eureka, NV - even though Eu
reka is 50 miles to the west - and we were heading east.
-
When we got home, I wrote to the County Board of Commissioners, which has j
urisdictional authority over the Ely airport. I framed it as an educational
letter - "In case you didn't know, your airport manager might be putting y
our airport's funding at risk by refusing to allow access to ultralights."
I went on to cite the specific regulations related to airport funding and a
ccess for ALL flying vehicles.- I got a phone call from a member of the B
oard and a verbal apology, as well as an invitation to come to Ely whenever
we wanted.
-
Arty Trost
Maxair Drifter
Sandy, OR
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
-
________________________________________________________________________________
Subject: | Re: Dealing with unfriendly airport mgrs. |
You did good Arty, that was a good way to handle it and sounds like it
worked. Jswan
do not archive
Jim swan, firestar, 503, N663S, Mich.
**************New MapQuest Local shows what's happening at your destination.
Dining, Movies, Events, News & more. Try it out!
(http://local.mapquest.com/?ncid=emlcntnew00000001)
________________________________________________________________________________
From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
Subject: | Re: IFR Conditions unexpectedly |
Rick Girard asked "How exactly does one find themselves in clouds? It's not
like they can hide and suddenly spring out of thin air.""
-
I always had the same assumption - and was disabused during a September fli
ght on the Oregon coast.- It was a grey day: there was haze and a very hi
gh overcast and at least 5-8 miles visibility- nothing I'd identify as a pr
oblem at the 1000' altitude we were flying at.- As I flew, suddenly the h
aze grew denser and thicker. And when I say "suddenly" I mean SUDDENLY.-
My flying partner and I both dove down (Happily we were over fields) and th
en turned around and flew back to the airstrip we'd just left.- Dave said
that often on grey days, it's hard to discern fog until you are almost in
it. The greyness just seems to thicken around you, and you're "in clouds".
Not white billowing cumulus clouds - just dense pea soup.
-
Arty Trost
Maxair Drifter
Sandy, OR
-
-
-
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
--- On Mon, 10/6/08, Richard Girard wrote:
From: Richard Girard <aslsa.rng(at)gmail.com>
Subject: Re: Kolb-List: Re: IFR Conditions unexpectedly
Date: Monday, October 6, 2008, 7:37 AM
Mike, How exactly does one suddenly find themselves in the clouds? It's not
like they can hide and suddenly spring out of thin air (pardon the pun) wi
th a big gotcha. While putting an EFIS in may be worth the instrumentation
since you do get a lot of read out in a small package. It will almost surel
y give a false sense of security to some idiot whose 178 seconds will soon
be up.
Rick
On Sun, Oct 5, 2008 at 8:05 PM, Mike Welch wrote:
Lucien,
-I don't think you're a wet blanket, but I don't think you read my sugges
tion properly, either!
I DID'T say a Kolb would make a suitable IFR plane. -I said IF Mike B. 's
ONLY reason for selling his
plane was that he didn't want to inadvertantly find himself in a cloud, the
n an EFIS unit may be
a good choice to see his way out of it. -I even mentioned we, as the VFR
crowd, have NO business being
in clouds!
-You completely misunderstood everything I said regarding IFR conditions.
-I wasn't suggesting we engage
in IFR flight. -In fact, I just sold my Cessna 172, which was IFR rated,
but I'D NEVER do that. -It's just not my
flight interests.
-I'm not trying to be rude, but you should read what a person says prior
to condemning their comments.
-Again, the ONLY point I was trying to make was - " IF " - he found h
imself ACCIDENTLY in a cloud, an EFIS unit
can be a good way to get out fast!! -Now, what wrong with that??
Mike Welch
VFR MkIII CX
PS. The reason I'm installing a Dynon D10A in my MkIII has NOTHING to do wi
th IFR flight. -I am only interested in the "flight parameters", airspeed
, altitude, etc.
-You're right. -If anyone wants IFR flight, they should consider factor
y iron (only). -But, that didn't have anything to do with what I was talk
ing about..
>>Er, don't mean to be a wet blanket here, but....
>>I wouldn't bother. A Kolb would make a truly lousy IFR platform - in
>>fact, I can't think of anything in the 912 class that would work
>>very well at all for IFR flight.
>>
>>Truth is, I wouldn't take anything in the 912 class into actual
>>period, even if it were IFR cert and I were instrument rated. Even
>>my titan which is a straight and responsive flyer would be zero fun flyin
g IFR.
>>
>>You want something big and stable for IFR, particularly if you plan
>>on flying in actual (talk about ROUGH and WET conditions), with carb
>>heat and pitot heat at least.......
>>
>>My advice if you need something for flying in IMC would be a good
>>spam can - even the mightly 172 works very well as an IFR platform.
>>They're cheap nowadays too due to the high gas prices....
>>
>>LS
>>
>>--------
>>LS
>>Titan II SS
_________________________________________________________________
Want to do more with Windows Live? Learn "10 hidden secrets" from Jamie.
http://windowslive.com/connect/post/jamiethomson.spaces.live.com-Blog-cns!5
50F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008
________________________________________________________________________________
From: | <smlplanet(at)msn.com> |
Subject: | Re: IFR Conditions unexpectedly |
I live and fly in Florida and have no problem with the clouds.
As a rule they are high enough to fly under 2000-3500' which is low and
if doing a XC above them 5000'-6000' for better air or crossing large
swamps (Everglades), fly low there you see some big gator. I try and
get 2-5 hrs per week in the air at least. Mark III C/912
From: Richard Girard
Sent: 2008-10-06 10:37
Subject: Re: Kolb-List: Re: IFR Conditions unexpectedly
Mike, How exactly does one suddenly find themselves in the clouds? It's
not like they can hide and suddenly spring out of thin air (pardon the
pun) with a big gotcha. While putting an EFIS in may be worth the
instrumentation since you do get a lot of read out in a small package.
It will almost surely give a false sense of security to some idiot whose
178 seconds will soon be up.
Rick
On Sun, Oct 5, 2008 at 8:05 PM, Mike Welch
wrote:
Lucien,
I don't think you're a wet blanket, but I don't think you read my
suggestion properly, either!
I DID'T say a Kolb would make a suitable IFR plane. I said IF Mike B.
's ONLY reason for selling his
plane was that he didn't want to inadvertantly find himself in a
cloud, then an EFIS unit may be
a good choice to see his way out of it. I even mentioned we, as the
VFR crowd, have NO business being
in clouds!
You completely misunderstood everything I said regarding IFR
conditions. I wasn't suggesting we engage
in IFR flight. In fact, I just sold my Cessna 172, which was IFR
rated, but I'D NEVER do that. It's just not my
flight interests.
I'm not trying to be rude, but you should read what a person says
prior to condemning their comments.
Again, the ONLY point I was trying to make was " IF " he found
himself ACCIDENTLY in a cloud, an EFIS unit
can be a good way to get out fast!! Now, what wrong with that??
Mike Welch
VFR MkIII CX
PS. The reason I'm installing a Dynon D10A in my MkIII has NOTHING to
do with IFR flight. I am only interested in the "flight parameters",
airspeed, altitude, etc.
You're right. If anyone wants IFR flight, they should consider
factory iron (only). But, that didn't have anything to do with what I
was talking about..
>>Er, don't mean to be a wet blanket here, but....
>>I wouldn't bother. A Kolb would make a truly lousy IFR platform - in
>>fact, I can't think of anything in the 912 class that would work
>>very well at all for IFR flight.
>>
>>Truth is, I wouldn't take anything in the 912 class into actual
>>period, even if it were IFR cert and I were instrument rated. Even
>>my titan which is a straight and responsive flyer would be zero fun
flying IFR.
>>
>>You want something big and stable for IFR, particularly if you plan
>>on flying in actual (talk about ROUGH and WET conditions), with carb
>>heat and pitot heat at least.......
>>
>>My advice if you need something for flying in IMC would be a good
>>spam can - even the mightly 172 works very well as an IFR platform.
>>They're cheap nowadays too due to the high gas prices....
>>
>>LS
>>
>>--------
>>LS
>>Titan II SS
_________________________________________________________________
Want to do more with Windows Live? Learn "10 hidden secrets" from
Jamie.
http://windowslive.com/connect/post/jamiethomson.spaces.live.com-Blog-cns
!550F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | Re: IFR Conditions unexpectedly |
Rick
Flying unexpectedly into clouds isn't as difficult as you make out. A
few years ago trying to get home from Oshkosh I unexpectedly flew into
clouds. I had checked the weather report before departing and knew the
ceilings were low but it looked to me and the weather briefer that I
could get to my next stop 50 miles away. I took off and got within 5
miles of the airport and suddenly and unexpectedly flew into a heavy
cloud bank. I had been flying along with decreasing ceilings with less
than 5 mile visibility from the very start. It is very common in this
part of Michigan's UP. With the limited visibility I couldn't see the
cloud until I was almost in it. I was almost to the airport and flying
app 50 ft above the tree tops when everything disappeared. I
immediately did a 180 out of the cloud using occasional glimpses of the
tree tops as reference. I circled for a bit trying to find a close
airport on my GPS and charts also hoping that the clouds would lift
enough to see the airport. Finally I retraced my flight almost 50 miles
to where I started that morning. Carrying extra fuel is a really good
thing. Two hours later I got to that airport only to wait until late
afternoon to go the next stop.
Over the next few years I found that if I flew out over Lake Michigan
along that shore line it was much more often clear and smooth. The other
neat thing is that they put airports right along the lake shore. Its a
bit like flying VFR on top with airports also on top.
When I saw Mike's photos what he called IFR weather in Florida I thought
wow in Michigan we would never fly if we waited for the weather to get
that good.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Monday, October 06, 2008 10:37 AM
Subject: Re: Kolb-List: Re: IFR Conditions unexpectedly
Mike, How exactly does one suddenly find themselves in the clouds?
It's not like they can hide and suddenly spring out of thin air (pardon
the pun) with a big gotcha. While putting an EFIS in may be worth the
instrumentation since you do get a lot of read out in a small package.
It will almost surely give a false sense of security to some idiot whose
178 seconds will soon be up.
Rick
On Sun, Oct 5, 2008 at 8:05 PM, Mike Welch
wrote:
Lucien,
I don't think you're a wet blanket, but I don't think you read my
suggestion properly, either!
I DID'T say a Kolb would make a suitable IFR plane. I said IF Mike
B. 's ONLY reason for selling his
plane was that he didn't want to inadvertantly find himself in a
cloud, then an EFIS unit may be
a good choice to see his way out of it. I even mentioned we, as the
VFR crowd, have NO business being
in clouds!
You completely misunderstood everything I said regarding IFR
conditions. I wasn't suggesting we engage
in IFR flight. In fact, I just sold my Cessna 172, which was IFR
rated, but I'D NEVER do that. It's just not my
flight interests.
I'm not trying to be rude, but you should read what a person says
prior to condemning their comments.
Again, the ONLY point I was trying to make was " IF " he found
himself ACCIDENTLY in a cloud, an EFIS unit
can be a good way to get out fast!! Now, what wrong with that??
Mike Welch
VFR MkIII CX
PS. The reason I'm installing a Dynon D10A in my MkIII has NOTHING
to do with IFR flight. I am only interested in the "flight parameters",
airspeed, altitude, etc.
You're right. If anyone wants IFR flight, they should consider
factory iron (only). But, that didn't have anything to do with what I
was talking about..
>>Er, don't mean to be a wet blanket here, but....
>>I wouldn't bother. A Kolb would make a truly lousy IFR platform -
in
>>fact, I can't think of anything in the 912 class that would work
>>very well at all for IFR flight.
>>
>>Truth is, I wouldn't take anything in the 912 class into actual
>>period, even if it were IFR cert and I were instrument rated. Even
>>my titan which is a straight and responsive flyer would be zero
fun flying IFR.
>>
>>You want something big and stable for IFR, particularly if you
plan
>>on flying in actual (talk about ROUGH and WET conditions), with
carb
>>heat and pitot heat at least.......
>>
>>My advice if you need something for flying in IMC would be a good
>>spam can - even the mightly 172 works very well as an IFR
platform.
>>They're cheap nowadays too due to the high gas prices....
>>
>>LS
>>
>>--------
>>LS
>>Titan II SS
_________________________________________________________________
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________________________________________________________________________________
From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Subject: | Re: IFR Conditions unexpectedly |
Rick,
(while chuckling) I didn't say "I" had a problem suddenly appearing inside
a cloud. I was only
responding to Mike B's ailment of an excess number of clouds in Florida, and that
he "may" find himself having to fly into one. (??? Would one really have
to do that, especially in a Kolb??)
Of my past flying experiences, though, I can think of two specific times when
something as sophisticated as
an EFIS would have been nice to have had. (Ask John Kennedy if an EFIS would have
been nice onboard).
On one occation a friend and I went flying in my 172. Although there was virtually
100% cloud cover for 100 miles, around our airport it was VFR (10 mile radius).
I have heard stories about morons that were flying above such a scenario,
and the hole "closed up". It didn't happen to me, I'm too much of a chicken.
If it ain't severe clear in my
little flying world, I just don't go!!. If a hole started to close up, I'm going
to be watching it from the ground.
I guess the main thing I was trying to convey was IF, for some inexplicable reason
(...t happens), a person found themselves in IMC briefly, then an EFIS might
not be a bad tool to have onboard.
The only reason I will be installing a few (3) of them is because of their enomous
information in a small colorful screen. Of course, most people on the list
will never find themselves remotely close to ever "needing" one while piloting
a Kolb aircraft, and see no need of their value with regard to IMC.
You asked how one suddenly finds himself in a cloud? How does one run out of
fuel in an airplane? How does one
forget to fasten everything down prior to liftoff? How does one not check the
NOTAMS before a long XC, or WX briefing? I guess the simple truth is there are
enough morons and stupid people (or sometimes just unlucky situations) that
all of a sudden these pilots are forced to do drastic measures.
One time, about 10 years ago, a friend (same one) and I were going to fly to
the Golden State airshow in a friend of his's plane. This Cherokee had just been
annualed. For some unknown reason the mechanic turned off the fuel.
While we were preflighting, we tried to drain the fuel at the engine.....nothing
came out. We checked the shut-off, and found that it was simply turned off.
No problem, we turned on correctly, jumped in, and away we go to the active
runway. He did the run-up, no problems. Everything acted "good to go"!! So
off we went. Got about 150' up about midfield, engine drops to idle...no throttle
response, just idle. Fortunately, there was barely enough runway to set
it back down...barely. 3 more seconds of flight and we would have landed in
the canal that crosses the end of the runway.
It turns out that since he didn't get any fuel out of the fuel strainer near
the engine, he kept poking and prodding it, which cocked it open slightly. Since
the fuel was shut off, we didn't realize it was cocked open. Once the fuel
was turned on, it dribbled out on the ground, but we were in the plane at this
time, and didn't know this was going on. At start-up, the dribbling stopped,
because there was just enough suction to preclude drippage. BUT!!!!! At run-up
for a few seconds, the fuel strainer would begin to empty...but he didn't
do the run-up long enough to cause the engine to sputter.
However, at FULL RPM, the suction was SO high that it started to suck the fuel
moisture bowl dry, which took about 6-8 seconds, or about halfway through the
runway length.
So, said all that to say this; crap happens!!! Through situations unbeknownst
to us, we MAY have been forced to take drastic measures. Who knows?? I we
were 10 minutes away from the airport, maybe our closest airport was 3 miles
through some fog, otherwise it's in the forest somewhere. Can't imagine all
the bad crap that can come our way. 99.9999% of the time, we don't need anything
but an airspeed indicator.
But if, someday, a cloud somehow pops up around me, I'd think an EFIS would be
nice to have. Besides they are
so cool and colorful!!!
Best regards,
Mike Welch
MkIII
________________________________
Date: Mon, 6 Oct 2008 09:37:36 -0500
From: aslsa.rng(at)gmail.com
Subject: Re: Kolb-List: Re: IFR Conditions unexpectedly
Mike, How exactly does one suddenly find themselves in the clouds? It's not like
they can hide and suddenly spring out of thin air (pardon the pun) with a big
gotcha. While putting an EFIS in may be worth the instrumentation since you
do get a lot of read out in a small package. It will almost surely give a false
sense of security to some idiot whose 178 seconds will soon be up.
Rick
On Sun, Oct 5, 2008 at 8:05 PM, Mike Welch wrote:
Lucien,
I don't think you're a wet blanket, but I don't think you read my suggestion properly,
either!
I DID'T say a Kolb would make a suitable IFR plane. I said IF Mike B. 's ONLY
reason for selling his
plane was that he didn't want to inadvertantly find himself in a cloud, then an
EFIS unit may be
a good choice to see his way out of it. I even mentioned we, as the VFR crowd,
have NO business being
in clouds!
You completely misunderstood everything I said regarding IFR conditions. I wasn't
suggesting we engage
in IFR flight. In fact, I just sold my Cessna 172, which was IFR rated, but I'D
NEVER do that. It's just not my
flight interests.
I'm not trying to be rude, but you should read what a person says prior to condemning
their comments.
Again, the ONLY point I was trying to make was " IF " he found himself ACCIDENTLY
in a cloud, an EFIS unit
can be a good way to get out fast!! Now, what wrong with that??
Mike Welch
VFR MkIII CX
PS. The reason I'm installing a Dynon D10A in my MkIII has NOTHING to do with IFR
flight. I am only interested in the "flight parameters", airspeed, altitude,
etc.
You're right. If anyone wants IFR flight, they should consider factory iron (only).
But, that didn't have anything to do with what I was talking about..
>>Er, don't mean to be a wet blanket here, but....
>>I wouldn't bother. A Kolb would make a truly lousy IFR platform - in
>>fact, I can't think of anything in the 912 class that would work
>>very well at all for IFR flight.
>>
>>Truth is, I wouldn't take anything in the 912 class into actual
>>period, even if it were IFR cert and I were instrument rated. Even
>>my titan which is a straight and responsive flyer would be zero fun flying IFR.
>>
>>You want something big and stable for IFR, particularly if you plan
>>on flying in actual (talk about ROUGH and WET conditions), with carb
>>heat and pitot heat at least.......
>>
>>My advice if you need something for flying in IMC would be a good
>>spam can - even the mightly 172 works very well as an IFR platform.
>>They're cheap nowadays too due to the high gas prices....
>>
>>LS
>>
>>--------
>>LS
>>Titan II SS
_________________________________________________________________
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________________________________________________________________________________
From: | Jerry Jones <maderah2(at)sbcglobal.net> |
Subject: | Re: IFR Conditions unexpectedly |
...well, as one of those "idiots" who has had a brush or two with
near-IFR like moments, I for one would rather have the instrument,
all else being equal, than not, if I were to actually get caught in
IFR conditions. Truth be told, we have several "idiots" in these
parts who have been caught, more often than not, on long cross-
country flights in IFR conditions and wished they had something
better than just a compass to tell them which way is up. Better to
have it and not need it than need it and not have it, IMHO. That's
my two centavos...now back to enjoying the repartee.
Jerry
Fresno
On Oct 6, 2008, at 7:37 AM, Richard Girard wrote:
> Mike, How exactly does one suddenly find themselves in the clouds?
> It's not like they can hide and suddenly spring out of thin air
> (pardon the pun) with a big gotcha. While putting an EFIS in may be
> worth the instrumentation since you do get a lot of read out in a
> small package. It will almost surely give a false sense of security
> to some idiot whose 178 seconds will soon be up.
>
> Rick
>
> On Sun, Oct 5, 2008 at 8:05 PM, Mike Welch
> wrote:
> Lucien,
>
> I don't think you're a wet blanket, but I don't think you read my
> suggestion properly, either!
> I DID'T say a Kolb would make a suitable IFR plane. I said IF Mike
> B. 's ONLY reason for selling his
> plane was that he didn't want to inadvertantly find himself in a
> cloud, then an EFIS unit may be
> a good choice to see his way out of it. I even mentioned we, as
> the VFR crowd, have NO business being
> in clouds!
>
> You completely misunderstood everything I said regarding IFR
> conditions. I wasn't suggesting we engage
> in IFR flight. In fact, I just sold my Cessna 172, which was IFR
> rated, but I'D NEVER do that. It's just not my
> flight interests.
>
> I'm not trying to be rude, but you should read what a person says
> prior to condemning their comments.
>
> Again, the ONLY point I was trying to make was " IF " he found
> himself ACCIDENTLY in a cloud, an EFIS unit
> can be a good way to get out fast!! Now, what wrong with that??
>
> Mike Welch
> VFR MkIII CX
>
> PS. The reason I'm installing a Dynon D10A in my MkIII has NOTHING
> to do with IFR flight. I am only interested in the "flight
> parameters", airspeed, altitude, etc.
> You're right. If anyone wants IFR flight, they should consider
> factory iron (only). But, that didn't have anything to do with
> what I was talking about..
>
>
> >>Er, don't mean to be a wet blanket here, but....
> >>I wouldn't bother. A Kolb would make a truly lousy IFR platform - in
> >>fact, I can't think of anything in the 912 class that would work
> >>very well at all for IFR flight.
> >>
> >>Truth is, I wouldn't take anything in the 912 class into actual
> >>period, even if it were IFR cert and I were instrument rated. Even
> >>my titan which is a straight and responsive flyer would be zero
> fun flying IFR.
> >>
> >>You want something big and stable for IFR, particularly if you plan
> >>on flying in actual (talk about ROUGH and WET conditions), with carb
> >>heat and pitot heat at least.......
> >>
> >>My advice if you need something for flying in IMC would be a good
> >>spam can - even the mightly 172 works very well as an IFR platform.
> >>They're cheap nowadays too due to the high gas prices....
> >>
> >>LS
> >>
> >>--------
> >>LS
> >>Titan II SS
>
> _________________________________________________________________
> Want to do more with Windows Live? Learn "10 hidden secrets" from
> Jamie.
> http://windowslive.com/connect/post/jamiethomson.spaces.live.com-
> Blog-cns!550F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008
>
>
________________________________________________________________________________
Subject: | Re: Airport Attitudes |
From: | "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
<< He was pretty much flying right down the runway, about 50' high, then
turned ...>>
pj.ladd wrote: << What an idiot. Flying in the immediate vicinity of an
airfield circuit is stupid enough but to fly down the runway...... Does
this guy think he is the only person in the air? Pat >>
Pat -
You may not be accustomed to some of the flying habits that are allowed
in the US, so I can understand your alarm.
What the powered parachute guy did was, essentially, a low approach over
the runway. We do that all the time - nothing unsafe or illegal about
it. He did had a radio, and announced on UNICOM his intentions. Many
pilots seek out the less busy airfields (like where my Kolb is parked)
to practice landings, touch and go's, and/or low approaches. The sparse
traffic at these country airports make for ideal practice in the
circuit.
Especially because often, you ARE the only one in the air, as it was the
this case. I truly believe he would have done this if there had been
other traffic in the pattern, knowing that the disparity of speeds
between his 'chute and all the other "regular" aircraft might cause a
problem. He was the only aircraft still in the pattern, after I had
landed.
Aren't pilots allowed to stay in the pattern and do touch and go's at
small airports in the UK?
Dennis K.
________________________________________________________________________________
From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Subject: | Re: IFR Conditions unexpectedly |
Thanks Jerry. That's all I was saying. Better to have it than not.
Truth is, as this same friend and I were leaving the Watsonville Fly-In ~1998,
the entire sky was
cloud cover(typical bay area high fog)....about 800 AGL. Even though this was
not technically legal for all the VFR rated pilots to take off and head home,
many hundreds of us did. Thank God for my Garmin 95XL (I wouldn't have departed
if I didn't have it). We simply followed the highway looking straight down,
about 200' beneath of clouds. There are hills about 10 miles to the east of
Watsonville that you have to fly through the pass. We were hoping it was not
going to close us in. Fortunately, the hills were easy to get past, and opened
up to the clear San Juaquin Valley.
Between the GPS, and an EFIS if I had one, I think even a moron like myself could
have gotten out of Watsonville okay. I know at one time or another if all
of us fly, we will be put in a situation that wasn't what we planned for. A new
tool may augment our escape from stupidity or a bad situation.
Mike Welch
MkIII CX
________________________________
From: maderah2(at)sbcglobal.net
Subject: Re: Kolb-List: Re: IFR Conditions unexpectedly
Date: Mon, 6 Oct 2008 10:43:19 -0700
...well, as one of those "idiots" who has had a brush or two with near-IFR like
moments, I for one would rather have the instrument, all else being equal, than
not, if I were to actually get caught in IFR conditions. Truth be told, we
have several "idiots" in these parts who have been caught, more often than not,
on long cross-country flights in IFR conditions and wished they had something
better than just a compass to tell them which way is up. Better to have it
and not need it than need it and not have it, IMHO. That's my two centavos...now
back to enjoying the repartee.
Jerry
Fresno
On Oct 6, 2008, at 7:37 AM, Richard Girard wrote:
Mike, How exactly does one suddenly find themselves in the clouds? It's not like
they can hide and suddenly spring out of thin air (pardon the pun) with a big
gotcha. While putting an EFIS in may be worth the instrumentation since you
do get a lot of read out in a small package. It will almost surely give a false
sense of security to some idiot whose 178 seconds will soon be up.
Rick
On Sun, Oct 5, 2008 at 8:05 PM, Mike Welch wrote:
Lucien,
I don't think you're a wet blanket, but I don't think you read my suggestion properly,
either!
I DID'T say a Kolb would make a suitable IFR plane. I said IF Mike B. 's ONLY
reason for selling his
plane was that he didn't want to inadvertantly find himself in a cloud, then an
EFIS unit may be
a good choice to see his way out of it. I even mentioned we, as the VFR crowd,
have NO business being
in clouds!
You completely misunderstood everything I said regarding IFR conditions. I wasn't
suggesting we engage
in IFR flight. In fact, I just sold my Cessna 172, which was IFR rated, but I'D
NEVER do that. It's just not my
flight interests.
I'm not trying to be rude, but you should read what a person says prior to condemning
their comments.
Again, the ONLY point I was trying to make was " IF " he found himself ACCIDENTLY
in a cloud, an EFIS unit
can be a good way to get out fast!! Now, what wrong with that??
Mike Welch
VFR MkIII CX
PS. The reason I'm installing a Dynon D10A in my MkIII has NOTHING to do with IFR
flight. I am only interested in the "flight parameters", airspeed, altitude,
etc.
You're right. If anyone wants IFR flight, they should consider factory iron (only).
But, that didn't have anything to do with what I was talking about..
>>Er, don't mean to be a wet blanket here, but....
>>I wouldn't bother. A Kolb would make a truly lousy IFR platform - in
>>fact, I can't think of anything in the 912 class that would work
>>very well at all for IFR flight.
>>
>>Truth is, I wouldn't take anything in the 912 class into actual
>>period, even if it were IFR cert and I were instrument rated. Even
>>my titan which is a straight and responsive flyer would be zero fun flying IFR.
>>
>>You want something big and stable for IFR, particularly if you plan
>>on flying in actual (talk about ROUGH and WET conditions), with carb
>>heat and pitot heat at least.......
>>
>>My advice if you need something for flying in IMC would be a good
>>spam can - even the mightly 172 works very well as an IFR platform.
>>They're cheap nowadays too due to the high gas prices....
>>
>>LS
>>
>>--------
>>LS
>>Titan II SS
_________________________________________________________________
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_________________________________________________________________
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________________________________________________________________________________
Subject: | Kolb : [ Jimmy Young ] : New Email List PhotoShare Available! |
From: | Email List PhotoShares <pictures(at)matronics.com> |
(Listers - Sorry for the delay in processing this Photoshare; all of the incoming
Photoshares where getting caught by my email client's spam filter. I wondered
why nobody had posted a Photoshare in a long while... I've fixed the filter
and Photoshares should be processed in a normal period of time now. -Matt)
A new Email List PhotoShare is available:
Poster: Jimmy Young
Lists: Kolb-List
Subject: 6 gal. tank installation, Firestar II
http://www.matronics.com/photoshare/jdy100@comcast.net.10.06.2008
----------------------------------------------------------
o Main PhotoShare Index
http://www.matronics.com/photoshare
o Submitting a PhotoShare
If you wish to submit a PhotoShare of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
----------------------------------------------------------
________________________________________________________________________________
From: | Jimmy Young <jdy100(at)comcast.net> |
Subject: | Re: Kolb : [ Jimmy Young ] : New Email List PhotoShare Available! |
Wow, I posted that back around February or so. The photo credit goes
to Dan G. in Arizona. He sent some pics to me to show how he rigged
his 2 six gallon tanks in his FS, and I had tried to share them with
the Kolb list.
Jimmy Young
FS II, Houston TX
________________________________________________________________________________
Subject: | Kolb : [ EAA Builder ] : New Email List PhotoShare Available! |
From: | Email List PhotoShares <pictures(at)matronics.com> |
(Listers - Sorry for the delay in processing this Photoshare; all of the incoming
Photoshares where getting caught by my email client's spam filter. I wondered
why nobody had posted a Photoshare in a long while... I've fixed the filter
and Photoshares should be processed in a normal period of time now. -Matt)
A new Email List PhotoShare is available:
Poster: EAA Builder
Lists: Kolb-List,Ultralight-List,Pietenpol-List
Subject: Supercat Ultralight Aircraft
http://www.matronics.com/photoshare/Eaabuilder@aol.com.10.06.2008
----------------------------------------------------------
o Main PhotoShare Index
http://www.matronics.com/photoshare
o Submitting a PhotoShare
If you wish to submit a PhotoShare of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
----------------------------------------------------------
________________________________________________________________________________
From: | larry duncan <lariardo(at)centurytel.net> |
Subject: | steel landing gear and VW |
I would appreciate feed back on people who have switched to the steel
landing gear for a MKIII from the aluminum legs. I don't know if I
can justify the price. I would also like updates on the vw
conversions and how they are working out.
larry duncan
lariardo(at)centurytel.net
97 mkIII
582
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
Subject: | Re: steel landing gear and VW |
Larry, the steel legs would be good if you want a little more cabin
elevation. Otherwise the aluminum ones are just as good
They will absorb a lot of force before bending and will limit main
structural damage.
I have a couple slightly bent (not my doing) aluminum legs that I may
someday install with the bend aiming down for some extra clearance.
BB
On 6, Oct 2008, at 5:00 PM, larry duncan wrote:
>
>
> I would appreciate feed back on people who have switched to the
> steel landing gear for a MKIII from the aluminum legs. I don't
> know if I can justify the price. I would also like updates on the
> vw conversions and how they are working out.
>
> larry duncan
> lariardo(at)centurytel.net
> 97 mkIII
> 582
>
>
________________________________________________________________________________
From: | possums <possums(at)bellsouth.net> |
Subject: | Re: IFR Conditions unexpectedly |
Nice if you need it.
At 01:43 PM 10/6/2008, you wrote:
>...well, as one of those "idiots" who has had a brush or two with
>near-IFR like moments, I for one would rather have the instrument,
>all else being equal, than not, if I were to actually get caught in
>IFR conditions. Truth be told, we have several "idiots" in these
>parts who have been caught, more often than not, on long
>cross-country flights in IFR conditions and wished they had
>something better than just a compass to tell them which way is
>up. Better to have it and not need it than need it and not have it,
>IMHO. That's my two centavos...now back to enjoying the repartee.
>
>Jerry
________________________________________________________________________________
From: | Jerry Jones <maderah2(at)sbcglobal.net> |
Subject: | Re: IFR Conditions unexpectedly |
Curse you Possums!!! Why'd u do that? Now I got sumthn else I gotta
hav.
Jerry
On Oct 6, 2008, at 2:59 PM, possums wrote:
>
> Nice if you need it.
>
>
> At 01:43 PM 10/6/2008, you wrote:
>> ...well, as one of those "idiots" who has had a brush or two with
>> near-IFR like moments, I for one would rather have the instrument,
>> all else being equal, than not, if I were to actually get caught
>> in IFR conditions. Truth be told, we have several "idiots" in
>> these parts who have been caught, more often than not, on long
>> cross-country flights in IFR conditions and wished they had
>> something better than just a compass to tell them which way is
>> up. Better to have it and not need it than need it and not have
>> it, IMHO. That's my two centavos...now back to enjoying the
>> repartee.
>>
>> Jerry
________________________________________________________________________________
From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
Subject: | Re: IFR Conditions unexpectedly |
Arty, MIke, all, I've been suckered by a briefer's probably rating of the
day's weather. I only use them occasionally now and one of several inputs to
my fly/no fly decision on the weather. If the briefer says probably, take it
as probably not.Arty, I spent too many days sitting on take off at Oceanside
to ever forget that when the dew point and temperature coincide the flying
is over for the day. That was what you experienced from the air, I think I
liked it better from the ground. Besides the Deli sold great sandwiches and
the beer was cold.
I took a good look at JFK Jr's accident. From what I make of it he had a bad
case of intermediate syndrome with a touch of getthereitis in an area that
was known for that weather phenomenon.
So on the weather issue I stand with the clouds, fog, haze, thunderstorms do
not spring out of hiding group. The information is there for you evaluate
before you fly.
Let's get on with the real issue. If you had an EFIS would you be proficient
and disciplined enough to use it, or would it just make those last 178
seconds even more mystifying.
They're great, but taking the time to evaluate as many of the weather
services available to you to get as clear a picture of the weather as you
can before flying is a whole lot more reliable ounce of prevention than an
EFIS pound of cure. It's also a ton cheaper.
Rick
On Mon, Oct 6, 2008 at 10:07 AM, TheWanderingWench <
thewanderingwench(at)yahoo.com> wrote:
> Rick Girard asked "How exactly does one find themselves in clouds? It's not
> like they can hide and suddenly spring out of thin air.""
>
> I always had the same assumption - and was disabused during a September
> flight on the Oregon coast. It was a grey day: there was haze and a very
> high overcast and at least 5-8 miles visibility- nothing I'd identify as a
> problem at the 1000' altitude we were flying at. As I flew, suddenly the
> haze grew denser and thicker. And when I say "suddenly" I mean SUDDENLY. My
> flying partner and I both dove down (Happily we were over fields) and then
> turned around and flew back to the airstrip we'd just left. Dave said that
> often on grey days, it's hard to discern fog until you are almost in it. The
> greyness just seems to thicken around you, and you're "in clouds". Not white
> billowing cumulus clouds - just dense pea soup.
>
> Arty Trost
> Maxair Drifter
> Sandy, OR
>
>
> www.LessonsFromTheEdge.com
>
> "Life's a daring adventure or nothing"
> Helen Keller
>
> "I refuse to tip toe through life just to arrive safely at death."
>
> --- On *Mon, 10/6/08, Richard Girard * wrote:
>
> From: Richard Girard <aslsa.rng(at)gmail.com>
> Subject: Re: Kolb-List: Re: IFR Conditions unexpectedly
> To: kolb-list(at)matronics.com
> Date: Monday, October 6, 2008, 7:37 AM
>
> Mike, How exactly does one suddenly find themselves in the clouds? It's
> not like they can hide and suddenly spring out of thin air (pardon the pun)
> with a big gotcha. While putting an EFIS in may be worth the instrumentation
> since you do get a lot of read out in a small package. It will almost surely
> give a false sense of security to some idiot whose 178 seconds will soon be
> up.
> Rick
>
> On Sun, Oct 5, 2008 at 8:05 PM, Mike Welch wrote:
>
>> Lucien,
>>
>> I don't think you're a wet blanket, but I don't think you read my
>> suggestion properly, either!
>> I DID'T say a Kolb would make a suitable IFR plane. I said IF Mike B. 's
>> ONLY reason for selling his
>> plane was that he didn't want to inadvertantly find himself in a cloud,
>> then an EFIS unit may be
>> a good choice to see his way out of it. I even mentioned we, as the VFR
>> crowd, have NO business being
>> in clouds!
>>
>> You completely misunderstood everything I said regarding IFR conditions.
>> I wasn't suggesting we engage
>> in IFR flight. In fact, I just sold my Cessna 172, which was IFR rated,
>> but I'D NEVER do that. It's just not my
>> flight interests.
>>
>> I'm not trying to be rude, but you should read what a person says prior
>> to condemning their comments.
>>
>> Again, the ONLY point I was trying to make was " IF " he found
>> himself ACCIDENTLY in a cloud, an EFIS unit
>> can be a good way to get out fast!! Now, what wrong with that??
>>
>> Mike Welch
>> VFR MkIII CX
>>
>> PS. The reason I'm installing a Dynon D10A in my MkIII has NOTHING to do
>> with IFR flight. I am only interested in the "flight parameters", airspeed,
>> altitude, etc.
>> You're right. If anyone wants IFR flight, they should consider factory
>> iron (only). But, that didn't have anything to do with what I was talking
>> about..
>>
>>
>>
>>
>>
>>
>> >>Er, don't mean to be a wet blanket here, but....
>> >>I wouldn't bother. A Kolb would make a truly lousy IFR platform - in
>> >>fact, I can't think of anything in the 912 class that would work
>> >>very well at all for IFR flight.
>> >>
>> >>Truth is, I wouldn't take anything in the 912 class into actual
>> >>period, even if it were IFR cert and I were instrument rated. Even
>> >>my titan which is a straight and responsive flyer would be zero fun
>> flying IFR.
>> >>
>> >>You want something big and stable for IFR, particularly if you plan
>> >>on flying in actual (talk about ROUGH and WET conditions), with carb
>> >>heat and pitot heat at least.......
>> >>
>> >>My advice if you need something for flying in IMC would be a good
>> >>spam can - even the mightly 172 works very well as an IFR platform.
>> >>They're cheap nowadays too due to the high gas prices....
>> >>
>> >>LS
>> >>
>> >>--------
>> >>LS
>> >>Titan II SS
>>
>> _________________________________________________________________
>> Want to do more with Windows Live? Learn "10 hidden secrets" from Jamie.
>>
>> http://windowslive.com/connect/post/jamiethomson.spaces.live.com-Blog-cns!550F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008
>>
>>
>>
>>
>>
> **
>
> *
>
>
________________________________________________________________________________
From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Subject: | Re: IFR Conditions unexpectedly |
Rick,
If I had an EFIS, and I do (to be installed), I would practice ALL the cautions
you suggest.
I will do my darndest to avoid the IMC mentioned. I have NEVER been interested
in flying
anywhere I can't see on the horizon (or beyond the horizon, in the case of a long
XC).
I do not advocate an EFIS as a lawful excuse to go looking inside of clouds.
My philosophy
is "severe clear", or I'm not going. (I've highened my standards through the years).
I whole-hardedly agree with yours' and Lucien's position regarding a EFIS's IFR
use. My
interest in an EFIS is only for all the bells and whistles, and nothing to do with
IFR escapage.
But, it is an undeniable fact that IF a person had a brain fade, and somehow
got caught in some
Cumula granite, an EFIS MAY possibly save you. I didn't say it would...just may.
The photo of
Stanley's (Possum's) panel looks just like it does, inside a cloud or not.
Thanks for the lively discussion.
Mike Welch
MkIII CX
PS. As a general rule, I usually agree with you and Lucien. At the very least,
I respect that your
opinion's vary from mine and a few others.
_________________________________________________________________
See how Windows connects the people, information, and fun that are part of your
life.
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | Re: steel landing gear and VW |
Larry
I have the old style steel gear legs. I purchased them used at a bit of
savings. These old gear legs are the solid spring steel legs that old Kolb
sold. They are very springy. They do a real good job of absorbing bumps on
rough runways. They don't raise the plane as much as the newer legs. They
are a bit heaver and you have to land carefully or they will launch you back
into the air on landing.
I also have a VW on my Kolb MKIIIC. I now have 265 hours on the plane with
all VW versions. I think about 65 hours with the latest redrive. I'm very
happy. The engine/redrive runs very smooth and just doesn't give me any
trouble. The series 3 redrive that I have now requires alot of work to align
properly but once aligned only needs occasional belt retensioning. Newer
models of the redrive are being lighted and lowered as Valley continues to
refine the redrive. As I have said many times before the VW engine with this
redrive has turned out to be a almost identical replacement for the Rotax
912 (80 HP) with a major cost savings. Reliability Is still yet to be proven
but at the very least will be much better than the 2 stroke options.
Cooling on the ground is still a concern so you have to watch you CHT temps.
For my flying it isn't a issue but if I were flying at a airport were I had
to wait in a long line for takeoff it could be. It appears that at taxi
speeds it will stay cool but sitting at stop it will over heat. It will be
interesting to hear from the guys that are putting the Nikasil cylinders on
their VWs. I'm told they transfer heat 4 time better so this might resolve
this issue. They are 10lbs. lighter and bigger for more power so they are
worth extra cost anyway.
If you haven't read the article I wrote I ask that you do. If you want I can
sent you the text off list.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "larry duncan" <lariardo(at)centurytel.net>
Sent: Monday, October 06, 2008 5:00 PM
Subject: Kolb-List: steel landing gear and VW
>
> I would appreciate feed back on people who have switched to the steel
> landing gear for a MKIII from the aluminum legs. I don't know if I can
> justify the price. I would also like updates on the vw conversions and
> how they are working out.
>
> larry duncan
> lariardo(at)centurytel.net
> 97 mkIII
> 582
>
>
>
________________________________________________________________________________
From: | <smlplanet(at)msn.com> |
Subject: | Re: steel landing gear and VW |
I have the steel legs and wouldn't want to go back to the aluminum legs. I
like the plane sets higher and wheels are several inchs farther forward. I
do off field lands in the back country which can be a little rough and have
not had a problems with them. I do have a set of spare aluminum just in
case I should need them as a back up until the others can be repaired or
replaced.
--------------------------------------------------
From: "larry duncan" <lariardo(at)centurytel.net>
Sent: 2008-10-06 17:00
Subject: Kolb-List: steel landing gear and VW
>
> I would appreciate feed back on people who have switched to the steel
> landing gear for a MKIII from the aluminum legs. I don't know if I can
> justify the price. I would also like updates on the vw conversions and
> how they are working out.
>
> larry duncan
> lariardo(at)centurytel.net
> 97 mkIII
> 582
>
>
>
________________________________________________________________________________
From: | KolbFlyerJim(at)aol.com |
Subject: | Re: How to adjust the pitch on my IVO prop? |
Hi Grant.
Jim Here.
facing the prop turning the adjuster to the left increases the pitch, If I
remember correctly the jam nut is 1 5/16 or 1 1/2 it's been a while since I
have adjusted mine.
JIm VanGarsse Sr
UltraStar 503 DCSI.
N2613M
**************New MapQuest Local shows what's happening at your destination.
Dining, Movies, Events, News & more. Try it out!
(http://local.mapquest.com/?ncid=emlcntnew00000001)
________________________________________________________________________________
Subject: | Re: Dealing with unfriendly airport mgrs. |
From: | "Dave Rains" <RangeFlyer72(at)yahoo.com> |
Good for you Arty! That is the mature way to handle a situation like this. However
it just doesn't have the same satisfaction as punching his lights out. [Rolling
Eyes]
Will and I ran into a similar thing near home. At Alamogordo NM, there is but
one FBO. When we needed fuel for the FireStars, he said "it's not worth my time".
Later I dropped in flying my Cessna and he asked if I needed fuel, I of
course replied, "your not worth my time".
Hope to see the gang at Monument Valley next spring.
Dave Rains
--------
Dave Rains
N8086T
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7701#207701
________________________________________________________________________________
Subject: | Re: IFR Conditions unexpectedly |
From: | "JetPilot" <orcabonita(at)hotmail.com> |
Mike,
You will love flying with the EFIS.. Even if you don't need the horizon you will
really like having all the flight information presented to you on one screen.
As far as accidentally getting into clouds, it happens, even to some very good
and experienced pilots, it happens. At the speed our Kolbs fly, here in Florida
its possible to fly through a pretty clear area, and turn around and find it
closed in within 10 minutes. Its funny that you mention this now... Just
last week my friend had to divert in his skyboy and land 70 miles away, because
of thunderstorms and rain. He was lucky nothing built in behind him as he
had to return and backtrack about 30 miles to an airport. If you cant go forward,
and a LOT can happen behind you in 30 minutes when thunderstorms are building.
You read of many crashes where people accidentally get into clouds. You hear of
many more cases where people scare the schit out of themselves but are saved
by being able do a 180 on instruments. For every crash, there are many close
calls... That is why most airplanes capable of going any distance cross country
almost universally have Artificial Horizons in them... Even if planes are
built and certified for VFR only, they universally come from the factory with
artificial horizons. It gives you a chance to fly the plane and live instead
of just getting into a graveyard spiral, crashing and killing everyone on board.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7711#207711
________________________________________________________________________________
From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Subject: | Re: IFR Conditions unexpectedly |
Yup!! And like Howard said, they look so kool, too!!
Mike Welch
> Mike,
That is why most airplanes capable of going any distance cross country almost
universally have Artificial Horizons in them... Even if planes are built and certified
for VFR only, they universally come from the factory with artificial
horizons. It gives you a chance to fly the plane and live instead of just getting
into a graveyard spiral, crashing and killing everyone on board.
>
> Mike
_________________________________________________________________
Get more out of the Web. Learn 10 hidden secrets of Windows Live.
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________________________________________________________________________________
From: | WillUribe(at)aol.com |
Subject: | Dealing with unfriendly airport mgrs. |
Greetings,
Speaking of Alamogordo I started my rotorcraft training last week in this
R22. _http://video.google.com/videoplay?docid=757447603898244807&hl=en_
(http://video.google.com/videoplay?docid=757447603898244807&hl=en)
Dave finally hovered his Mosquito helicopter last week.
Regards,
Will Uribe
FireStar II N4GU
El Paso, TX
_Will's web page_ (http://home.elp.rr.com/airplane/)
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Dave Rains
Sent: Monday, October 06, 2008 7:57 PM
Subject: Kolb-List: Re: Dealing with unfriendly airport mgrs.
Good for you Arty! That is the mature way to handle a situation like this.
However it just doesn't have the same satisfaction as punching his lights
out. [Rolling Eyes]
Will and I ran into a similar thing near home. At Alamogordo NM, there is
but one FBO. When we needed fuel for the FireStars, he said "it's not worth
my time". Later I dropped in flying my Cessna and he asked if I needed
fuel, I of course replied, "your not worth my time".
Hope to see the gang at Monument Valley next spring.
Dave Rains
--------
Dave Rains
N8086T
**************New MapQuest Local shows what's happening at your destination.
Dining, Movies, Events, News & more. Try it out!
(http://local.mapquest.com/?ncid=emlcntnew00000001)
________________________________________________________________________________
From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
Subject: | Re: steel landing gear and VW |
Subject: Re: Kolb-List: steel landing gear and VW
Larry, the steel legs would be good if you want a little more cabin
elevation. Otherwise the aluminum ones are just as good
They will absorb a lot of force before bending and will limit main
structural damage.
-------------------------------------------------------------------------
-------------------------------------------------------------------------
-------------------------------------------------------------------------
-------------------------------------------------
I have to disagree with your statement about limiting damage with the
aluminum legs. My personal experience has been just the opposite. My
first problem was with the old style Firestar leg (much smaller) a hard
landing bent the leg outward causing the tire to drag me in a left turn
which resulted in spanning a ditch with the cage, but the gear legs hit
the other bank. I had to strip the entire cage and have the cage
straightened. The next was a off field landing in a camouflaged boulder
field which broke a gear leg just above the axle leaving a forward
pointing gear leg that flipped me upside down. Not much damage to the
cage, but I had to recover the whole airplane. The last was a broken
axle housing ? that again left me with a forward facing gear leg that
dug into the ground all the way up to the bottom of the cage. This one
caused the gear leg sockets to be bent back towards the tail, which
again required the repair of tubes and a recover job. All of which could
have been prevented by some good steel gear legs. If the gear legs
pointed backwards then I could agree that damage would be limited by the
softer gear legs, but the way they are pointed the slightest failure of
the gear legs will probably result in a lot of damage. In summary it is
going to take a hell of a hard bounce to equal the damage caused by a
broken alum leg. I finally decided to beef up my landing gear in every
way that I could because I now believe that will save me some work and
headaches. Yes my Firestar sits a little higher, but it makes it look a
whole lot better in my opinion. I don't find it to be uncomfortable high
however.
Just my opinion, yours may differ,
Larry C, Oregon
________________________________________________________________________________
Subject: | Re: Dealing with unfriendly airport mgrs. |
From: | "Dave Rains" <RangeFlyer72(at)yahoo.com> |
And just so you know, Will was holding a steady hover and doing pedal turns after
about 5 minutes of training, NO JOKE! The FireStar is sure cheaper to operate
though. [Shocked]
Dave
--------
Dave Rains
N8086T
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7742#207742
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
Subject: | Re: Dealing with unfriendly airport mgrs. |
Don't go hovering that thing over any fireflys....
On 7, Oct 2008, at 12:20 AM, WillUribe(at)aol.com wrote:
> Greetings,
>
> Speaking of Alamogordo I started my rotorcraft training last week
> in this R22. http://video.google.com/videoplay?
> docid=757447603898244807&hl=en
>
> Dave finally hovered his Mosquito helicopter last week.
>
>
>
> Regards,
> Will Uribe
> FireStar II N4GU
> El Paso, TX
> Will's web page
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-
> server(at)matronics.com] On Behalf Of Dave Rains
> Sent: Monday, October 06, 2008 7:57 PM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Re: Dealing with unfriendly airport mgrs.
>
>
> Good for you Arty! That is the mature way to handle a situation
> like this. However it just doesn't have the same satisfaction as
> punching his lights out. [Rolling Eyes]
>
> Will and I ran into a similar thing near home. At Alamogordo NM,
> there is but one FBO. When we needed fuel for the FireStars, he
> said "it's not worth my time". Later I dropped in flying my Cessna
> and he asked if I needed fuel, I of course replied, "your not worth
> my time".
> Hope to see the gang at Monument Valley next spring.
> Dave Rains
>
> --------
> Dave Rains
> N8086T
>
>
> New MapQuest Local shows what's happening at your destination.
> Dining, Movies, Events, News & more. Try it out!
>
________________________________________________________________________________
Subject: | Re: Dealing with unfriendly airport mgrs. |
From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
So, Will. Are you going to get a Mosquito next?
Afetr the Waiex is done, then the Quickie gets restored, I want a Mosquito:)
Kip
WillUribe(at)aol.com wrote:
> Greetings,
>
> Speaking of Alamogordo I started my rotorcraft training last week in this R22. http://video.google.com/videoplay?docid=757447603898244807&hl=en (http://video.google.com/videoplay?docid=757447603898244807&hl=en)
>
> Dave finally hovered his Mosquito helicopter last week.
>
>
>
> Regards,
> Will Uribe
> FireStar II N4GU
> El Paso, TX
> Will's web page (http://home.elp.rr.com/airplane/)
>
>
>
> --
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7755#207755
________________________________________________________________________________
From: | <apilot(at)surewest.net> |
Subject: | Re: landing gear |
I use to have tension wires holding the axles from spreading too far on my drop
in landings. Now that I have a set of VG's installed (52ea), I land softly and
now have removed the tension wires. Have had a couple bites on the sale of
my Mark III Classic which I really hate to sell. Anyway, I guess my price of
$25,000 with trailer is too high. Seems to me to be an extremely fair price,
but market is market. May have to let it go for less due to my health problems.
________________________________________________________________________________
From: | Eugene Zimmerman <ez(at)embarqmail.com> |
Subject: | Re: IFR Conditions unexpectedly |
On Oct 6, 2008, at 7:40 PM, Mike Welch wrote:
> The photo of
> Stanley's (Possum's) panel looks just like it does, inside a cloud
> or not.
Yeah, especially the airspeed just before impact .
________________________________________________________________________________
From: | Dana Hague <d-m-hague(at)comcast.net> |
Subject: | Re: Airport Attitudes |
At 06:05 AM 10/4/2008, pj.ladd wrote:
>What an idiot. Flying in the immediate vicinity of an airfield circuit is
>stupid enough but to fly down the runway......
>Does this guy think he is the only person in the air?
>
>It is selfish people like this that get light aircraft flying a bad name,
>and cause accidents. Would he have heard or seen someone trying to land
>behind him. Would the other pilot have been expecting someone dangling at
>50 feet over the runway?. What a twit.
Not necessarily. If he was flying the traffic pattern for a low approach,
no problem there if the airport doesn't have a lot of fast traffic.
Most of my own PPG flying has been from an active GA airport. In the PPG's
we keep aware of and avoid the GA traffic pattern, and never had any trouble.
-Dana
--
Can a Cessna 150 truly "slip the surly bonds of Earth"?
________________________________________________________________________________
From: | "Tobi Hoff" <superdog111(at)msn.com> |
Subject: | kolb for sale on Hawaii Island/ complete or parts |
Aloha Kolb aviators, A number of months ago I finished installing a
brand new 582 and all new electric, cooling, and kolb mounting hardware
on a very nice MKIII formerly owned by Bill George ( he had mounted a
werner on the machine, it did not work well ) The plane was built by
Terry Wells, on Kauai. Anyway, I put all of this together for a friend
who was wanting a machine for getting his fixed wing rating (we are
trike people ) He has since decided that he is no longer interested in
the rating so I'm stuck with about 11,000 bucks into this thing so I'm
willing to sell all of the stuff I put into it or the plane is for sale
complete or the airframe can be purchased with the fully enclosed
trailer/hangar. The motor has been broken in and has flown about 3 hrs
the airframe has about 200hrs on it and has always been stored in a
hangar if interested in all or part of this very nice MKIII drop me a
line. Jeffery Hoff ...superdog111(at)msn.com
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Airport Attitudes |
Not necessarily. If he was flying the traffic pattern for a low approach,
\..
\hi,
\What is it with these guys?. The whole point of having a motorised
parachute is that you do not have to operate from an airfield. You can take
off and land into any small pasture. I thought that was one of the main
attractions of the sport,.
Most of the people I know do not operate their microlights, ultrlights
whatever from airfields they fly from farm strips etc with the object of
staying away from controlled airspace, landing patterns etc . How much more
so the paramotor brigade who dont even need a large field.
They may have the right to fly there but why should they want to.? If they
want a cup of coffee from ther clubhouse they can land on the door step with
out messing up a landing pattern of aircraft going considerable faster than
they ar
Cheers
Pat
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Airport Attitudes |
Aren't pilots allowed to stay in the pattern and do touch and go's at
small airports in the UK?>>
Hi Dennis,
yeah, sure. What we dont have, or more accurately not until a couple of
months ago is anything like your Unicom. I suspect also that you have many
more less used airfields than we do.
Unless you landed at a farm or private strip you would probably find
something going on.
Even at a small field I would imaging that you would announce, blind, that
you were doing touch and goes.
Why anyone with a parachute needs to practice landings at an airfiled is
beyond me. Surely that is the whole point of paramotoring, that you are
completely independent of all ground facilities. If yyou want to land at an
airfield to get a coffee there is no need to do fly a full pattern surely.
Round the elm tree and over the hedge I would have thought a much better
proposition,.
Cheers
Pat
________________________________________________________________________________
From: | russ kinne <russ(at)rkiphoto.com> |
Rick
I was glad to see you mention the dew-point. In this thread I think
that was the first time.
Don't they still teach pilots to watch the temp-dewpoint spread? --
Don't they tell student pilots that when those two numbers, the temp
& the dewpoint, come together the air can turn to fog RIGHT NOW?
Every pilot should know this, if they want to avoid a zero-visibility
landing and stay alive.
Two of the most important numbers to watch/monitor/check constantly
if they're anywhere close to each other.
Russ Kinne
pls archive
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Dealing with unfriendly airport mgrs. |
, I wrote to the County Board of Commissioners, >>
Good stuff, Art.
I dont think any fields in the UK now refuse ultralights. That was not
the case 5 or 7 years ago.
The main problem, perceived or real was the difference in our pattern
speeds which, as ultralights have got more sophisticated and fast, has
largely disappeared .
Cheers
Pat
________________________________________________________________________________
From: | william sullivan <williamtsullivan(at)att.net> |
Subject: | Kolb List: safety |
- Russ reminded me of an incident I had about 25 years ago while driving
truck through Scranton, Pa.- At 2am I was alone on I-84, and descending i
nto a bowl shaped area at highway speeds.- It was crystal clear.- All o
f a sudden it instantly turned to very dense fog, and visibility went to ab
out 3 feet.- I had to slow to a crawl and was out of it in about 5 minute
s.- I heard later that this phenomenon is common on runways, and the warm
exhaust from a landing aircraft can trigger the effect.- Matching dew po
int and temperature.- Never saw it before or since, and once was enough.
-
-------------------------
-------------------------
Bill Sullivan
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
Subject: | Re: Dealing with unfriendly airport mgrs. |
Another point is the image. If it LOOKS like a real airplane the
retarded manager would , no doubt, be happy to
greet it. If it weighs 1000 lbs but LOOKS like an ultralight......
BB
On 7, Oct 2008, at 5:14 PM, pj.ladd wrote:
> , I wrote to the County Board of Commissioners, >>
>
> Good stuff, Art.
>
> I dont think any fields in the UK now refuse ultralights. That was
> not the case 5 or 7 years ago.
> The main problem, perceived or real was the difference in our
> pattern speeds which, as ultralights have got more sophisticated
> and fast, has largely disappeared .
>
> Cheers
>
> Pat
>
>
________________________________________________________________________________
Subject: | Re: Airport Attitudes |
From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
I guess the situation in Adel has not gotten better since 2003. I stopped in there
during my trip back from Sun n Fun as it was about to pour down rain. Rather
than get all of my equipment soaked I rolled my Firestar into a hangar that
did not even have a door. Within 10 minutes the sun was shining so I rolled it
out. Mr Happy came up and said "the owner of that hangar would not like you
in there". I told him that if a pilot wanted my hangar all night he could have
it if I was out of town. He turned and walked away. I have been waiting for 5
year to take a Learjet in there and order up 500 gallons and then remind him
of our first meeting and cancel the order.
Grass roots airport at it's worst...
grantr wrote:
> This is from a local guy, He is talking about cook county GA Adel:
>
> Flew into Cook County air port and was told by the manager as far he was conserend
we sport pilot folk were just ultralight pilots in his book and did not
want us there. He then went on about the old days how they did this or that that
gave us a bad name.
>
> I was very polite bit my toung real hard and told him in a few weeks when I got
my SPORT PILOT CFI my students would be comming to cook County on their cross
country flights. He said "No way" guess I will ride over with the first few
dozen or so. He may not like me but I am going to be there as much as I can and
make him like me (like bugs bunny does)
>
> I plan to leave a great impression with the local pilots and emphasize safe operations
at their airport to students. I plan to not give the manager a leg to
stand on.
>
> Jim Dees
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7840#207840
________________________________________________________________________________
From: | gliderx5(at)comcast.net |
Hi all
EAA chapter 1327 had a flyin / campin weekend at Centre Airpark N16 in PA. A nice
couple flew in, camped, and took lots of pictures that you might enjoy at
the link below.
http://www.flickr.com/photos/otisair/tags/n16/show/
I gave lots of rides in the MKII and Bob Grove flew his Firestar quite a bit.
Malcolm Morrison
________________________________________________________________________________
From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Subject: | Re: Airport Attitudes |
>
>completely. Unlike in the UK, there is no minimum altitude or distance
>from people for ultralights (save that you can't fly over congested areas
>at ANY altitude), so we can approach the airport at 200' altitude or
>whatever seems reasonable.
>
Dana
Are you sure about this? I remember reading that UL pilots are supposed to
obey all of the rules for airmen. And one of those rules, if I remember
correctly, states that you must remain 750 feet from everything except when
landing or taking off.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
From: | Dana Hague <d-m-hague(at)comcast.net> |
Subject: | Re: Airport Attitudes |
At 10:15 PM 10/7/2008, Jack B. Hart wrote:
>Are you sure about this? I remember reading that UL pilots are supposed to
>obey all of the rules for airmen. And one of those rules, if I remember
>correctly, states that you must remain 750 feet from everything except when
>landing or taking off.
Quite sure. Ultralights in the U.S. are solely governed by Part 103, which
nowhere lists a minimum altitude or distance.
For that matter, in Part 91 which governs nearly all other aircraft,
nowhere is a distance of 750'; it's 500' (1000' over congested areas).
Most other countries, of course, have much more restrictive rules.
-Dana
--
The man who would be fully employed should procure a ship or a woman, for
no two things produce more trouble" - Plautus 254-184 B.C.
________________________________________________________________________________
From: | possums <possums(at)bellsouth.net> |
Subject: | Re: Flyin Photos |
I've never seen a more perfect grass runway in my life .....except
the 16th fairway on ---------- that wasn't
meant to be landed on in the first place.
At 08:55 PM 10/7/2008, you wrote:
>
>Hi all
>
>EAA chapter 1327 had a flyin / campin weekend at Centre Airpark N16
>in PA. A nice couple flew in, camped, and took lots of pictures
>that you might enjoy at the link below.
>
>http://www.flickr.com/photos/otisair/tags/n16/show/
>
>I gave lots of rides in the MKII and Bob Grove flew his Firestar quite a bit.
>
>Malcolm Morrison
________________________________________________________________________________
From: | possums <possums(at)bellsouth.net> |
Subject: | Re: Check your carb floats!! |
I checked my 10 year old floats - found nothing wrong.... just so we
get the other side, it's easy to check.
At 04:46 PM 9/26/2008, you wrote:
>
>Since I am new to light sport flying I don't know if this is a
>direct result of using gas with ethanol or not.
>
>I pulled my float bowls the other day and examined the floats and
>found one that was literally flaking apart! I took a file and
>scrubbed on it to remove the flaking outside plastic covering then i
>used my finger nail and the next thing I new my nail sunk into the
>foam core of the float. If I had not pulled the bowl it is possible
>that the flakes of the outer covering of the float could have
>stopped up the jets in my carbs. So that float is useless now.
>Luckily I had a spare on hand and have 3 more ordered.
>
>These are bing 54 carbs
________________________________________________________________________________
Subject: | Re: kolb for sale on Hawaii Island/ complete or parts |
From: | "Dave Bigelow" <up_country(at)hotmail.com> |
I saw this Kolb being built, and have had involvement with it periodically since.
Haven't seen it in a couple of years, but know it is well built and was taken
good care of.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7857#207857
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Airport Attitudes |
Unlike in the UK, there is no minimum altitude or distance
>from people for ultralights (save that you can't fly over congested areas
>at ANY altitude), >.
Hi Dana,
i am not up on your rules of course but in the UK ultralights have always
been governed by exactly the same rules as everyone else except for the rule
about flying over congested area beacause of their perceived unreliability..
Not only perceived but real.
As reliabilty has improved that rule has been rescinded and we can now fly
over towns etc.
Pat
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Airport Attitudes |
Even at the airports, some ultralight friendly airports want UL's to use
the standard traffic pattern,>>
Hi Dana,
for a UL I would expect that but not powered chutes which after all was what
started this.
Pat
________________________________________________________________________________
Subject: | Re: steel landing gear and VW |
From: | "geoffthis" <geoffthis(at)charter.net> |
[quote="lcottrell"]
> Subject: Re: steel landing gear and VW
>
> Yes my Firestar sits a little higher, but it makes it look a whole lot better
in my opinion. I don't find it to be uncomfortable high however.
>
> Just my opinion, yours may differ,
> Larry C, Oregon
>
> [b]
Larry,
I'm getting ready to rebuild my Firestar and am wondering where did you purchase
and how much are steel legs?
Thanks
Geoff Thistlethwaite
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 7888#207888
________________________________________________________________________________
From: | "Jim" <jlsk1(at)frontiernet.net> |
Guys, & Gals, I`ve got a set of older matco brakes, that were removed from
a MK-3C, going back on a MK-3C. I need new brake lines, & the removed tubin
g sez," 1/4 inch by .035 Parker Parflex"
I've looked in the following cataloges:
Aircraft Spruce, CPS, LEAF, Wag Aero, & Lockwood. All I see in any of them
is 3/16 brake line.
I also would like new compresion fittings.
Any Idea where to get this from?
Also, Matcos website sez only use the aviation brake fluid, but someone tol
d me that Automatic transmission fluid was what to use.
Please, Facts only.
Thanks,
Jim Kmet
Cookeville, TN
MK-3C & MK-3C
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Airport Attitudes |
No pilot or aircraft certification, no inspections, no minimum
altitude... and no passengers and limited performance>>
Hi Dana,
It looks as though what we lose on the swings we gain on the roundabouts (or
carousel).
Although we usually have to comply with general aviation rules we do have
wider scope for doing our own maintenance and a cut price medical
certificate. Required paperwork is genearally based un weight so we score
there.
On the plus side we can fly a passenger, fuel (I think) is unlimited
provided you stay within the MAUW which is now getting close to 1000lbs. The
main catch all is the low stall speed, introduced so that a low time pilot
with only limited experience couldn`t get into a hot ship ( several are now
cruising at 100+) and find himself with a landinng speed which he couldn`t
handle.
This points up the importance of VG`s on the Mark3Extra. Without them we
couldn`t get the stalling speed low enough to remain in the microlight
category.
There is a lot of work beig done in the EU to standardise the rules which
specify what a microlight is and the rules under which they operate. Some
countries you couldn`t fly higher tha certain height, in others you couldn`t
fly below a certain height. Everyone had different allowable noise levels.
As always when bureaucracy iontervenes the paperwork , and the costs
increase.It does mean however that all manufacturers can build to a common
standard knowing that the plane will be accepted Europe wide. We are also
adopting, with some changes, your Sports Pilot cat. and I suspect that there
may be further merging to include microlights.
Cheers
Pat
________________________________________________________________________________
Subject: | Re: Airport Attitudes |
From: | "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
<< ... in Part 91 which governs nearly all other aircraft, nowhere is a
distance of 750'; it's 500' (1000' over congested areas). -Dana >>
The 500 feet rule pertains to flight over sparsely-populated areas. And
to add to that, Part-91 further states that, absent any man-made
structures where you're flying, you may fly at ANY altitude that will
enable you to execute a safe emergency landing if your engine stops.
That means you are free to fly as low as you wish.
Dennis Kirby
Cedar Crest, NM
________________________________________________________________________________
From: | Dana Hague <d-m-hague(at)comcast.net> |
Subject: | Re: Airport Attitudes |
At 11:54 AM 10/8/2008, Kirby, Dennis CTR USAF AFMC MDA/AL wrote:
>The 500 feet rule pertains to flight over sparsely-populated areas. And
>to add to that, Part-91 further states that, absent any man-made
>structures where you're flying, you may fly at ANY altitude that will
>enable you to execute a safe emergency landing if your engine stops.
>That means you are free to fly as low as you wish.
Yes, it's 500' AWAY from any person, vessel, or structure on the surface,
not necessarily OVER. But it still doesn't apply to ultralights, which
have no minimum distance or altitude.
-Dana
--
Do not remove this tag under penalty of law
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Jim
I had nothing but trouble with the 1/4 by .035 tubing that came with my
MKIIIC for my Matco brakes. I blew the line off the connectors five or
six times. I called matco and they told me to use at least 2000 PSI
tubing. I found some tubing at Aircraft Spruce Part number 05-1229 it is
1/4 od by .050 rated at 2500psi black. This tubing fits on the fittings
tight and that seems to be the key. I had to chamfer the inside and heat
the tubing a bit to get it to fit on the fittings but it doesn't blow
off.
I also used brass poly-flo fittings Part number 269P-04x02 for 1/4od
tubing.
I also use aviation brake fluid because that what Matco recommends it.
The concern is the seals in the brake components. If I used something
else it might no be compatible. So.......
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Jim
To: kolb-list(at)matronics.com
Sent: Wednesday, October 08, 2008 12:03 PM
Subject: Kolb-List: Brake lines
Guys, & Gals, I`ve got a set of older matco brakes, that were removed
from a MK-3C, going back on a MK-3C. I need new brake lines, & the
removed tubing sez," 1/4 inch by .035 Parker Parflex"
I've looked in the following cataloges:
Aircraft Spruce, CPS, LEAF, Wag Aero, & Lockwood. All I see in any of
them is 3/16 brake line.
I also would like new compresion fittings.
Any Idea where to get this from?
Also, Matcos website sez only use the aviation brake fluid, but
someone told me that Automatic transmission fluid was what to use.
Please, Facts only.
Thanks,
Jim Kmet
Cookeville, TN
MK-3C & MK-3C
________________________________________________________________________________
From: | Eugene Zimmerman <ez(at)embarqmail.com> |
Subject: | Re: Flyin Photos |
Hey, Nice !
If you have another event like that give us a heads up in advance and
a couple of Kolb drivers from my area would surely love to fly in also.
Thanks for sharing the picts.
Gene Z
On Oct 7, 2008, at 8:55 PM, gliderx5(at)comcast.net wrote:
>
> Hi all
>
> EAA chapter 1327 had a flyin / campin weekend at Centre Airpark N16
> in PA. A nice couple flew in, camped, and took lots of pictures
> that you might enjoy at the link below.
>
> http://www.flickr.com/photos/otisair/tags/n16/show/
>
> I gave lots of rides in the MKII and Bob Grove flew his Firestar
> quite a bit.
>
> Malcolm Morrison
>
>
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | Re: Airport Attitudes |
Dana/All
The Sport Pilot rule came about because the rules were SOOOOOO badly abused.
The FAA did a unusually kind thing by allowing Ultralight pilots to be
trained free of their usual regulations. The Ultralight community literally
shot themselves in the foot by flying the so called fat Ultralights as
tongue in cheek trainers. The only surprise was the FAA let it go on for so
long.
Your right, there is no specific rule about 500' separation in part 103.
That doesn't mean it is OK. I don't fly under part 103 anymore (it has been
25 years) but I have stepped down from Private Pilot to Sport Pilot and it
is wonderful. If people do stupid things and start killing people there
surely will be those rules and many more. I think that a airport manager's
concerns if real and not just prejudice should be taken very seriously.
These people can get the ear of the FAA. The FAA isn't likely to be as nice
as they were. Also sometimes a manager's prejudice as been taught by seeing
people do dumb things. I'm not saying your friend was unsafe but how does
that manager know that he might not do the same thing or worse when there is
alot of traffic? The damage is done but sometimes a discussion with a
manager ahead of time fixes everything.
>From another perspective.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Dana Hague" <d-m-hague(at)comcast.net>
>
> Ain't that the truth! The whole Sport Pilot thing with all its new rules
> here grew out of what was originally a request to simply increase the
> weight and fuel limitations for ultralights... and all the owners of "fat"
> ultralights that had to be converted are now having to deal with it.
>
________________________________________________________________________________
From: | "Jim" <jlsk1(at)frontiernet.net> |
Rick, you 'da Man!!! Thanks, Jim
----- Original Message -----
From: Richard & Martha Neilsen
To: kolb-list(at)matronics.com
Sent: Wednesday, October 08, 2008 9:55 AM
Subject: Re: Kolb-List: Brake lines
Jim
I had nothing but trouble with the 1/4 by .035 tubing that came with my M
KIIIC for my Matco brakes. I blew the line off the connectors five or six t
imes. I called matco and they told me to use at least 2000 PSI tubing. I fo
und some tubing at Aircraft Spruce Part number 05-1229 it is 1/4 od by .050
rated at 2500psi black. This tubing fits on the fittings tight and that se
ems to be the key. I had to chamfer the inside and heat the tubing a bit to
get it to fit on the fittings but it doesn't blow off.
I also used brass poly-flo fittings Part number 269P-04x02 for 1/4od tubi
ng.
I also use aviation brake fluid because that what Matco recommends it. Th
e concern is the seals in the brake components. If I used something else it
might no be compatible. So.......
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Jim
To: kolb-list(at)matronics.com
Sent: Wednesday, October 08, 2008 12:03 PM
Subject: Kolb-List: Brake lines
Guys, & Gals, I`ve got a set of older matco brakes, that were removed f
rom a MK-3C, going back on a MK-3C. I need new brake lines, & the removed t
ubing sez," 1/4 inch by .035 Parker Parflex"
I've looked in the following cataloges:
Aircraft Spruce, CPS, LEAF, Wag Aero, & Lockwood. All I see in any of
them is 3/16 brake line.
I also would like new compresion fittings.
Any Idea where to get this from?
Also, Matcos website sez only use the aviation brake fluid, but someone
told me that Automatic transmission fluid was what to use.
Please, Facts only.
Thanks,
Jim Kmet
Cookeville, TN
MK-3C & MK-3C
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.matronics.com/c
________________________________________________________________________________
From: | gliderx5(at)comcast.net |
Subject: | Re: Flyin Photos |
Gene
I help maintain the chapter web site, www.eaa1327.org . We put announcements on events on the site, but I will try to give you a heads up on future flying activities. This event is always the first weekend in October, so make plans and we look forward to seeing you next year.
Malcolm Morrison
-------------- Original message ----------------------
From: Eugene Zimmerman <ez(at)embarqmail.com>
>
> Hey, Nice !
>
> If you have another event like that give us a heads up in advance and
> a couple of Kolb drivers from my area would surely love to fly in also.
>
> Thanks for sharing the picts.
>
> Gene Z
>
>
>
> On Oct 7, 2008, at 8:55 PM, gliderx5(at)comcast.net wrote:
>
> >
> > Hi all
> >
> > EAA chapter 1327 had a flyin / campin weekend at Centre Airpark N16
> > in PA. A nice couple flew in, camped, and took lots of pictures
> > that you might enjoy at the link below.
> >
> > http://www.flickr.com/photos/otisair/tags/n16/show/
> >
> > I gave lots of rides in the MKII and Bob Grove flew his Firestar
> > quite a bit.
> >
> > Malcolm Morrison
> >
> >
> >
>
>
>
>
>
________________________________________________________________________________
From: | Eugene Zimmerman <ez(at)embarqmail.com> |
Subject: | Re: Flyin Photos |
Malcolm,
Thanks , I'll put it in my calendar for next year.
Gene,
On Oct 8, 2008, at 5:55 PM, gliderx5(at)comcast.net wrote:
>
> Gene
>
> I help maintain the chapter web site, www.eaa1327.org . We put
> announcements on events on the site, but I will try to give you a
> heads up on future flying activities. This event is always the
> first weekend in October, so make plans and we look forward to
> seeing you next year.
>
> Malcolm Morrison
>
> -------------- Original message ----------------------
> From: Eugene Zimmerman <ez(at)embarqmail.com>
>>
>> Hey, Nice !
>>
>> If you have another event like that give us a heads up in advance and
>> a couple of Kolb drivers from my area would surely love to fly in
>> also.
>>
>> Thanks for sharing the picts.
>>
>> Gene Z
>>
>>
>>
>> On Oct 7, 2008, at 8:55 PM, gliderx5(at)comcast.net wrote:
>>
>>>
>>> Hi all
>>>
>>> EAA chapter 1327 had a flyin / campin weekend at Centre Airpark N16
>>> in PA. A nice couple flew in, camped, and took lots of pictures
>>> that you might enjoy at the link below.
>>>
>>> http://www.flickr.com/photos/otisair/tags/n16/show/
>>>
>>> I gave lots of rides in the MKII and Bob Grove flew his Firestar
>>> quite a bit.
>>>
>>> Malcolm Morrison
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Subject: | Re: Airport Attitudes |
>
>
>
>
><< ... in Part 91 which governs nearly all other aircraft, nowhere is a
>distance of 750'; it's 500' (1000' over congested areas). -Dana >>
>
>The 500 feet rule pertains to flight over sparsely-populated areas. And
>to add to that, Part-91 further states that, absent any man-made
>structures where you're flying, you may fly at ANY altitude that will
>enable you to execute a safe emergency landing if your engine stops.
>That means you are free to fly as low as you wish.
>
Dennis & Kolbers
Sec. 91.119
Minimum safe altitudes: General.
Except when necessary for takeoff or landing, no person may operate an
aircraft below the following altitudes:
(a) Anywhere. An altitude allowing, if a power unit fails, an emergency
landing without undue hazard to persons or property on the surface.
(b) Over congested areas. Over any congested area of a city, town, or
settlement, or over any open air assembly of persons, an altitude of 1,000
feet above the highest obstacle within a horizontal radius of 2,000 feet of
the aircraft.
(c) Over other than congested areas. An altitude of 500 feet above the
surface, except over open water or sparsely populated areas. In those cases,
the aircraft may not be operated closer than 500 feet to any person, vessel,
vehicle, or structure.
(d) Helicopters. Helicopters may be operated at less than the minimums
prescribed in paragraph (b) or (c) of this section if the operation is
conducted without hazard to persons or property on the surface. In addition,
each person operating a helicopter shall comply with any routes or altitudes
specifically prescribed for helicopters by the Administrator.
FYI
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
Subject: | Re: Flyin Photos |
From: | "Thom Riddle" <riddletr(at)gmail.com> |
Beautiful area worth a flying visit for sure. I'm putting it on my calendar too.
--------
Thom Riddle
CFI-SP
Power Plant Mechanic
N1208P RANS S6S, Tailwheel, 912UL
N197BG FS1/447
--------------------
Scratch any cynic, he said, and youll find a disappointed idealist.
George Carlin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8023#208023
________________________________________________________________________________
From: | chris davis <capedavis(at)yahoo.com> |
Listers , As you might know I am building a Firefly and asked about the 447
and dual ignition. Now I have another question. Any listers out there that
are flying a Firefly and have been overhauled or ramp checked by the FAA ?
-- I know that TNK has gone a long-way to be sure the firefly fits in
to Pt. 103 but I wonder what happens in an FAA ramp check? And if anyone ha
s had one did you pass? Thank you Chris =0A=0AFirestar KXP 503 sc=0A490 hrs
=0Abuilding a Firefly- ??- 447=0A=0A=0A=0A
________________________________________________________________________________
I had a minor Krinkydink a few years ago and the local FAA Dude showed up
the next morning. He looked at a photo he had downloaded and looked at the
Firefly and said "Well it's an Ultralight,SeeYa.
Steve B
Firefly 007/Floats
Firefly 0040/ Floats 2008 SnF Grand Champion
do not archive
dated 10/9/2008 8:23:16 A.M. Eastern Daylight Time, capedavis(at)yahoo.com
writes:
Listers , As you might know I am building a Firefly and asked about the 447
and dual ignition. Now I have another question. Any listers out there that
are flying a Firefly and have been overhauled or ramp checked by the FAA ? I
know that TNK has gone a long way to be sure the firefly fits into Pt. 103
but I wonder what happens in an FAA ramp check? And if anyone has had one did
you pass? Thank you Chris
Firestar KXP 503 sc
490 hrs
building a Firefly ?? 447
========
(mip://03f92830/3D"http://www.matronics.com/Navigator?Kolb-List")
========
atronics.com")
========
(mip://03f92830/3D"http://www.matronics.com/contribution")
========
**************New MapQuest Local shows what's happening at your destination.
Dining, Movies, Events, News & more. Try it out!
(http://local.mapquest.com/?ncid=emlcntnew00000001)
________________________________________________________________________________
From: | <jhauck(at)elmore.rr.com> |
> Also, Matcos website sez only use the aviation brake fluid, but someone told
me that Automatic transmission fluid was what to use.
> Please, Facts only.
>
> Thanks,
> Jim Kmet
> Cookeville, TN
> MK-3C & MK-3C
Jim K:
MATCO says aviation hydraulic fluid now. A few years ago it was ATF fluid.
Recommend contacting MATCO to get the straight info.
I have brakes and plastic lines on my mkIII that have been on their for 16 years.
Have always used red ATF, but that doesn't mean that it is good today.
john h
mkIII - Trying to stay warm at the Rock House, Jordan VAlley, OR
________________________________________________________________________________
From: | "VICTOR PETERS" <vicsv(at)verizon.net> |
----- Original Message -----
From: VICTOR PETERS
Sent: Monday, August 04, 2008 10:12 AM
Subject: $49 VG's
Here's a link, save some money
http://flyfbi.com/html/accessories.html
I don't know about any $35 ones
Vic
Maine
________________________________________________________________________________
From: | russ kinne <russ(at)rkiphoto.com> |
Subject: | Re: Airport Attitudes |
As I've always understood it; you may fly at 500' or more over
unpopulated areas, provided you fly no closer than 500' to any
'person, vehicle or structure' on the surface. This includes boats on
the water, swimmers, skiers etc. Except in the process of landing
or taking off.
So a pass down the runway (since you're not landing) may not be
technically legal, but is permitted all the time and taught in pilot
training. Remember those 'go-arounds'?
Deliberately turning over the hangar at a low altitude is what will
get the manager going.
I wonder if your local friendly FSDO office wouldn't call the airport
mgr when he's definitely threatening to do something illegal like
keep all light aircraft off his field? It is against the FAR's, and
ought have more impact coming from the FAA. And avoids your getting
into a face-to-face with someone you'll have to deal with in the future.
Many people don't realize that on a remote country road with no
signs, telephone poles, fenceposts, structures of any kind within
500' -- you can legally go down and spin a wheel on the road. Long
as it's not considered 'hazardous flying'
Russ
On Oct 8, 2008, at 11:54 AM, Kirby, Dennis CTR USAF AFMC MDA/AL wrotew
:
> AL"
>
>
> << ... in Part 91 which governs nearly all other aircraft, nowhere
> is a
> distance of 750'; it's 500' (1000' over congested areas). -Dana >>
>
> The 500 feet rule pertains to flight over sparsely-populated
> areas. And
> to add to that, Part-91 further states that, absent any man-made
> structures where you're flying, you may fly at ANY altitude that will
> enable you to execute a safe emergency landing if your engine stops.
> That means you are free to fly as low as you wish.
>
> Dennis Kirby
> Cedar Crest, NM
>
>
________________________________________________________________________________
From: | Jerry Jones <maderah2(at)sbcglobal.net> |
...well, if you're concerned about weight, as some have noted,
haven't seen the ramp-checkers walking around with scales, but that's
not to say they couldn't.
Jerry aka Ricochet
On Oct 9, 2008, at 5:22 AM, chris davis wrote:
> Listers , As you might know I am building a Firefly and asked about
> the 447 and dual ignition. Now I have another question. Any listers
> out there that are flying a Firefly and have been overhauled or
> ramp checked by the FAA ? I know that TNK has gone a long way to
> be sure the firefly fits into Pt. 103 but I wonder what happens in
> an FAA ramp check? And if anyone has had one did you pass? Thank
> you Chris
>
> Firestar KXP 503 sc
> 490 hrs
> building a Firefly ?? 447
>
>
> _-
> ========================
> 3D=======================3
> D============
> _-
> ========================
> 3D=======================3
> D============
> _-
> ========================
> 3D=======================3
> D============
> _-
> ========================
> 3D=======================3
> D============
>
>
________________________________________________________________________________
From: | herb <herbgh(at)nctc.com> |
Just about the only thing that has a "sore thumb" appearance would
be something other than a 5 gal fuel tank..imho.
An out of date BRS with the chute removed would give one abt 15 to
18 lbs on the margin! :-) Herb
At 11:52 AM 10/9/2008, you wrote:
>...well, if you're concerned about weight, as some have noted,
>haven't seen the ramp-checkers walking around with scales, but
>that's not to say they couldn't.
>
>Jerry aka Ricochet
>
>
>On Oct 9, 2008, at 5:22 AM, chris davis wrote:
>
>>Listers , As you might know I am building a Firefly and asked about
>>the 447 and dual ignition. Now I have another question. Any listers
>>out there that are flying a Firefly and have been overhauled or
>>ramp checked by the FAA ? I know that TNK has gone a long way to
>>be sure the firefly fits into Pt. 103 but I wonder what happens in
>>an FAA ramp check? And if anyone has had one did you pass? Thank you Chris
>>
>>Firestar KXP 503 sc
>>490 hrs
>>building a Firefly ?? 447
>>
>>
>>
>>http://www.matronics.com/Navigator?Kolb-List
>>3D============================================
>>href="3D"http://forums.matronics.com"">http://forums.matronics.com
>>3D============================================
>>href="3D"http://www.matronics.com/contribution"">http://www.matronics.com/contribution
>>3D============================================
>>
>>
>>
>><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navigator?Kolb-List
>><http://www.matronics.com/contribution>http://www.matronics.com/contribution
>>
________________________________________________________________________________
From: | chris davis <capedavis(at)yahoo.com> |
Herb ,Thanks for your responce , but what I wanted- to know was if you we
re ramp checked and what the procedure was as the attitude of the Faa agent
, Was he or she familiar with the model and what the pt.103 qualifications
I know that before the Sport Pilot came out I was checked with my 30 lbs f
at KXP and all the Faa agent said was" this looks like a serious little air
craft" "did you build it I said yes and he said "good job" end of ramp chec
k.--- Chris=0A=0A=0A=0A----- Original Message ----=0AFrom: herb <herb
gh(at)nctc.com>=0ATo: kolb-list(at)matronics.com=0ASent: Thursday, October 9, 200
8 1:02:02 PM=0ASubject: Re: Kolb-List: Firefly=0A=0AJust about the only thi
ng that has a "sore thumb" appearance would be- something other than a 5
gal fuel tank..imho.-- =0A=0A-An out of date BRS with the chute remov
ed would give one abt 15 to 18 lbs on the margin! :-)--- Herb =0A=0A
=0AAt 11:52 AM 10/9/2008, you wrote:=0A=0A...well, if you're concerned abou
t weight, as some have noted, haven't seen the ramp-checkers walking around
with scales, but that's not to say they couldn't.=0A=0AJerry aka Ricochet
=0A=0A=0AOn Oct 9, 2008, at 5:22 AM, chris davis wrote:=0A=0A=0AListers , A
s you might know I am building a Firefly and asked about the 447 and dual i
gnition. Now I have another question. Any listers out there that are flying
a Firefly and have been overhauled or ramp checked by the FAA ?-- I kn
ow that TNK has gone a long way to be sure the firefly fits into Pt. 103 bu
t I wonder what happens in an FAA ramp check? And if anyone has had one did
you pass? Thank you Chris=0A-=0AFirestar KXP 503 sc=0A490 hrs=0Abuilding
a Firefly- ??- 447=0A-=0A=0A=0A=0A=0Ahttp://www.matronics.com/Naviga
tor?Kolb-List=0A3D=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=0Ahref="3D"=0Ahttp://forums.matronics.com=0A"">http:
//forums.matronics.com=0A3D=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=0Ahref="3D"=0Ahttp://www.matronics.com/contri
bution=0A"">http://www.matronics.com/contribution=0A3D=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=0A=0A=0A=0AEmail Fo
rum -=0A=0Ahttp://www.matronics.com/Navigator?Kolb-List=0A- MATRONICS WEB F
ORUMS -=0Ahttp://forums.matronics.com=0A- List Contribution Web Site -=0A-M
att Dralle, List Admin.=0A=0Ahttp://www.matronics.com/contribution=0A=0A=0A
======0A=0A=0A
________________________________________________________________________________
From: | herb <herbgh(at)nctc.com> |
Chris
If the plane is on the ground...then there might be some need
for the faa to prove that it was flown and by whom? Lots of hanger
Queens around...
I have a Firefly that is heavy...never been checked.. fly from my
own strip... Herb
ps I have said this for years.....the faa knew what they were doing
with pt 103...they knew that the rule would be violated soon and
often...:-) But; it keeps the wt and fuel to reasonable limits
based on the principle of " FU" fear and uncertainty.
At 12:40 PM 10/9/2008, you wrote:
>Herb ,Thanks for your responce , but what I wanted to know was if
>you were ramp checked and what the procedure was as the attitude of
>the Faa agent , Was he or she familiar with the model and what the
>pt.103 qualifications I know that before the Sport Pilot came out I
>was checked with my 30 lbs fat KXP and all the Faa agent said was"
>this looks like a serious little aircraft" "did you build it I said
>yes and he said "good job" end of ramp check. Chris
>
>----- Original Message ----
________________________________________________________________________________
From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Chris,
It's been my experience, and pretty much most everyone else's, evidently, that
IF you LOOK
like a legal ultralight (single seat, 5 gal., ~254 lbs.) the FAA just about doesn't
care.
They do care if you buzz the White House, interfear with legal FAA traffic, drop
stuff onto
people down below, piss off some airport manager...and he reports you and demands
blood.
It's only when you call extreme attention (negatively) to yourself that you would
likely bring their
wrath down upon you.
It almost sad, but the "ultralight" is of so little concern to most FAA employees,
that I'd bet
few of them know exactly the rules and parameters of a true Part 103 Ultralight,
without
having to look it up. I've heard several times the comment....."If it looks like
an ultralight,
then it IS an ultralight."
Now, don't misinterpret my words to say a fat (15+lbs or more) ultralight is
okay. I'm not
sugggesting we ignor the rules. I'm only suggesting that if your UL is a couple
pounds over,
and you NEVER do anything wrong, you'd probably have virtually nothing to worry
about.
Let's face it, it's easy for the FAA guys to hang around the FSDO and drink coffee
and eat donuts,
than it is to go out sweatin' about some pour little pilot wannabe and his toy
(their attitude NOT mine).
That's my take on the subject. Of course, there can always be an exception.
(Keep in mind everyone has different experiences with how and where their UL's
are flown. I'm
used to litlle podunk airports, that lead to other little podunk airport, and grassy
fields, etc. Some
may have an entirely different exposure. FWIW...don't worry...be happy!!)
Mike Welch
MkIII CX
________________________________
Date: Thu, 9 Oct 2008 05:22:12 -0700
From: capedavis(at)yahoo.com
Subject: Kolb-List: Firefly
Listers , As you might know I am building a Firefly and asked about the 447 and
dual ignition. Now I have another question. Any listers out there that are flying
a Firefly and have been overhauled or ramp checked by the FAA ? I know
that TNK has gone a long way to be sure the firefly fits into Pt. 103 but I wonder
what happens in an FAA ramp check? And if anyone has had one did you pass?
Thank you Chris
Firestar KXP 503 sc
490 hrs
building a Firefly ?? 447
_________________________________________________________________
Want to do more with Windows Live? Learn 10 hidden secrets from Jamie.
http://windowslive.com/connect/post/jamiethomson.spaces.live.com-Blog-cns!550F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Airport Attitudes |
My powered parachute friend was not practicing landings. He flew
over our airport just to wave at me, as he knew I had just landed. I
thought that was a pretty good reason for him to do a low approach,
don't you? (But obviously, our airport manager did not think so.)>>
Hi Dennis,
I don`t want to get into a slanging match over something which IN THIS
INSTANCE was safe but if he wasn`t practicing landing then he had even less
reason be be where he was.
The odds may be good but you never know. For instance, last night for the
first time in about 1000 hours of flying my engine died on me on the
approach. The last thing I needed at that point was somebody dangling in
front of me traipsing down the runway at 5 mph.at 50 feet. The fact that he
had announce his intention on the radio would have been no help to me and
very little comfort to him when I smacked him between the shoulder blades at
50 mph.
I dont think this is in any way analagous to a `touch and go` that is at
least carried out at a speed similar to anyone else in the pattern and
therefore occupies the runway for a fairly short period.
Unless you have business there it is not sensible to be even messing about
in the immedate vicinity of an airfield let alone flying down the runway.
By the way I made it onto the field but the landing wasn`t very polished.
Cheers
Pat
________________________________________________________________________________
From: | Dana Hague <d-m-hague(at)comcast.net> |
Subject: | Re: Airport Attitudes |
At 05:46 AM 10/10/2008, pj.ladd wrote:
>...somebody dangling in front of me traipsing down the runway at 5 mph.at
>50 feet...
Actually they fly at about 30 mph.
Glad your landing turned out OK. Any idea why the engine quit?
-Dana
--
Have you any idea how successful censorship is on TV? Don't know the
answer? Hm. Successful. Isn't it?
________________________________________________________________________________
From: | "grantr" <grant_richardson25(at)yahoo.com> |
??? [Question]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8156#208156
________________________________________________________________________________
From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
Subject: | Re: Airport Attitudes |
Hi Dana
<>
Thats good. That means I would only have hit him at 30 mph.
<>
Well, I know what caused it. It is just coming on winter here. Air is damp
and it was early evening. Consequently as I dropped down from about 1800ft I
thought it might be a good idea to use the carb. heat, just in case. Never
used it before.
I was a bit high on the approach so I throttled back to idle. The engine
coughed and died. Luckily I was still high enough to get in dead stick..
Tried it aagain on the ground and sure enough with the carb heat on at idle
the engine ran very rough although it didn`t actually stop..
We live and learn. Provided we live!
Actually I had quite an interesting flight. .With 2800rpm, 1500 ft, 70mph on
the ASI, 90 on the GPS I wandered into the bottom of a wave(I think) Steady
200ftm up showing on the vario. This persisted for about 5 miles. I lost it
once but just slid sideways until I picked it up again. Very nice.
Cheers
Pat
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
I changed out the smallish ACS tailwheel for the larger version
yesterday. This morning I gave it a test run.
Handles much better, smoother, nice turn response, smaller radius too.
Beautiful weather, sneaker-soaking dew, had to wipe the condensation
from the windscreen.
Took off and headed up north a few miles to a strip that has a diner
nearby for breakfast.
Tail is noticeably heavier, had to trim down one notch but flew fine.
It has been a while since I've done a W&B. Don't think I'll like the
looks of it.
Maybe next year.
BB
MkIII, suzuki 3 cyl/4 stroke
BTW, ground attitude is noticeably different, new landing stance is
novel,
but takeoff did not seem impaired.
________________________________________________________________________________
From: | chris davis <capedavis(at)yahoo.com> |
=0A=0A=0A=0A----- Forwarded Message ----=0AFrom: chris davis <capedavis@yah
oo.com>=0ATo: mikewelchkolb-list(at)matronics.com=0ASent: Friday, October 10,
2008 12:24:53 PM=0ASubject: Fw: Kolb-List: Firefly=0A=0A=0A=0A=0A=0A=0A----
- Forwarded Message ----=0AFrom: chris davis <capedavis(at)yahoo.com>=0ATo: md
nanwelch7(at)hotmail.com=0ASent: Friday, October 10, 2008 12:22:01 PM=0ASubjec
t: Re: Kolb-List: Firefly=0A=0A=0AMike ,Thanks for the response- , your e
xperience has been about the same as mine ,I flew for 10 years but it was b
efore the "sport pilot " came into being ! I was just wondering if the FAA
had changed its attitude sense the Sport pilot , and aircraft-- came ab
out , we were all expecting an increase in weight and speed etc. The reason
I built a KXP with a 503 was the people at Kolb showed me what it could do
and they told me that" maybe "we would get that increase.I was trying to f
ind out if the FAA is saying to themselves" we gave them the weight and spe
ed with the sport pilot, so they should be more exact on part 103" So thank
you for your input . Chris =0A=0A=0A=0A----- Original Message ----=0AFrom:
Mike Welch =0ATo: kolb-list(at)matronics.com=0ASent:
Thursday, October 9, 2008 10:12:56 PM=0ASubject: RE: Kolb-List: Firefly=0A
=0A=0AChris,=0A=0A- It's been my experience, and pretty much most everyon
e else's, evidently, that IF you LOOK =0Alike a legal ultralight (single se
at, 5 gal., ~254 lbs.) the FAA just about doesn't care.=0A=0A- They do ca
re if you buzz the White House, interfear with legal FAA traffic, drop stuf
f onto =0Apeople down below, piss off some airport manager...and he reports
you and demands blood.- =0AIt's only when you call extreme attention (ne
gatively) to yourself that you would likely bring their=0Awrath down upon y
ou.=0A=0A- It almost sad, but the "ultralight" is of so little concern to
most FAA employees, that I'd bet=0Afew of them know exactly the rules and
parameters of a true Part 103 Ultralight, without =0Ahaving to look it up.
- I've heard several times the comment....."If it looks like an ultraligh
t, =0Athen it IS an ultralight."- =0A=0A- Now, don't misinterpret my wo
rds to say a fat (15+lbs or more) ultralight is okay.- I'm not=0Asugggest
ing we ignor the rules.- I'm only suggesting that if your UL is a couple
pounds over,=0Aand you NEVER do anything wrong, you'd probably have virtual
ly nothing to worry about.=0ALet's face it, it's easy for the FAA guys to h
ang around the FSDO and drink coffee and eat donuts,=0Athan it is to go out
sweatin' about some pour little pilot wannabe and his toy (their attitude
NOT mine).=0A=0A- That's my take on the subject.- Of course, there can
always be an exception.- =0A=0A- (Keep in mind everyone has different e
xperiences with how and where their UL's are flown.- I'm =0Aused to litll
e podunk airports, that lead to other little podunk airport, and grassy fie
lds, etc.- Some=0Amay have an entirely different exposure.- FWIW...don'
t worry...be happy!!)=0A=0AMike Welch=0AMkIII CX =0A=0A=0A=0A=0A=0A________
________________________=0A=0ADate: Thu, 9 Oct 2008 05:22:12 -0700=0AFrom:
capedavis(at)yahoo.com=0ASubject: Kolb-List: Firefly=0ATo: kolb-list@matronics
.com=0A=0A=0A=0A=0A=0A=0A=0AListers , As you might know I am building a Fir
efly and asked about the 447 and dual ignition. Now I have another question
. Any listers out there that are flying a Firefly and have been overhauled
or ramp checked by the FAA ?- I know that TNK has gone a long way to be s
ure the firefly fits into Pt. 103 but I wonder what happens in an FAA ramp
check? And if anyone has had one did you pass? Thank you Chris=0A=0A=0A=0AF
irestar KXP 503 sc=0A=0A490 hrs=0A=0Abuilding a Firefly- ??- 447=0A=0A
=0A=0A=0A=0A=0A=0A_________________________________________________________
________=0AWant to do more with Windows Live? Learn =9310 hidden secrets=94
from Jamie.=0Ahttp://windowslive.com/connect/post/jamiethomson.spaces.live
.com-Blog-cns!550F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008
- - - - - - - - - - - - -Matt Dralle, List Admin.
======0A=0A=0A
________________________________________________________________________________
From: | Dana Hague <d-m-hague(at)comcast.net> |
At 12:28 PM 10/10/2008, chris davis wrote:
>...I was trying to find out if the FAA is saying to themselves" we gave
>them the weight and speed with the sport pilot, so they should be more
>exact on part 103"...
At the airport where I used to fly (sold to a developer two years ago,
grrrr.) there was a LOT of ultralight activity, both legal and
"fat". Airplanes, PPC's, PPG's, a gyro, R/Cers, you name it... it could
get pretty crazy at times. The rumor (from a supposedly knowledgeable
source) that once the registration deadline was pased, the FAA would take
"potshots", descending in force on a particular airport and inspecting
every ultralight they found. The idea was that they would be making a few
examples and scaring everybody else. Due to our reputation we expected
ours to be one of the first, but of course we're not there any more.
Since then, I haven't heard of it happening anywhere else. I don't know if
the information was wrong, or if they just didn't have the staff, or what.
-Dana
--
Does fuzzy logic tickle?
________________________________________________________________________________
From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
How about a photo, Brother Bob?? So's we can see the "before and after". I wasn't
aware there was a different wheel you could use...
Mike Welch
MkIII CX
> I changed out the smallish ACS tailwheel for the larger version
> yesterday.>
> Maybe next year.
> BB
> MkIII, suzuki 3 cyl/4 stroke
>
> BTW, ground attitude is noticeably different, new landing stance is
> novel,
> but takeoff did not seem impaired.
_________________________________________________________________
Get more out of the Web. Learn 10 hidden secrets of Windows Live.
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________________________________________________________________________________
From: | <jhauck(at)elmore.rr.com> |
> How about a photo, Brother Bob?? So's we can see the "before and after". I
wasn't
> aware there was a different wheel you could use...
>
>
> Mike Welch
> MkIII CX
Mike W:
I haven't run a stock tailwheel on my MKIII since 1993. Since then I have experimented
with Scott and Maule tailwheels, from 6" solide to 8" pneumatic. Presently
flying with a Maule Tundra Tailwheel, 8" pneumatic. It has tapered roller
bearings on the pivot. Has been an excellent piece of equipment. Installed
it in 2004. Weighs nearly 12 lbs. No way a "normal" weight and balance will
work. On paper, my MKIII should not fly. After thorough flight testing, it
flies quite well.
john h
mkIII
Rock House, Oregon
PS: Larry and I rode the ATVs cross country to the Alvord Desert and up on the
Steens Mountain yesterday. Round trip: 112.9 miles. Took us a lot longer to
do it on the ATVs than it does to fly it. ;-)
________________________________________________________________________________
From: | robert bean <slyck(at)frontiernet.net> |
In the ACS catalog here, second pic down:
http://www.aircraftspruce.com/catalog/lgpages/homebuilder_tailwheel.php
select the round spring version which has a 5/8" socket and drill it
to 3/4"
There surely must be other sources but this one was handy.
BB
On 10, Oct 2008, at 1:18 PM, Mike Welch wrote:
>
>
> How about a photo, Brother Bob?? So's we can see the "before and
> after". I wasn't
> aware there was a different wheel you could use...
>
>
> Mike Welch
> MkIII CX
>
>
>> I changed out the smallish ACS tailwheel for the larger version
>> yesterday.>
>> Maybe next year.
>> BB
>> MkIII, suzuki 3 cyl/4 stroke
>>
>> BTW, ground attitude is noticeably different, new landing stance is
>> novel,
>> but takeoff did not seem impaired.
>
> _________________________________________________________________
> Get more out of the Web. Learn 10 hidden secrets of Windows Live.
> http://windowslive.com/connect/post/jamiethomson.spaces.live.com-
> Blog-cns!550F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008
>
>
________________________________________________________________________________
Subject: | Re: Check your carb floats!! |
From: | "George Alexander" <gtalexander(at)att.net> |
grantr wrote:
>
>
> ----SNIP----
> I pulled my float bowls the other day and examined the floats and found one that
was literally flaking apart!
>
>
After Grant's findings, pulled my carb bowls to examine the floats more closely
than I do when I pull the bowls checking for stuff that ought not to be in the
bowl.
Floats were not flaking and seem to be pretty solid.
However, thought I noticed one was lower in the fuel than the other. Set the bowl
on a level surface and it was almost a 1/4 inch lower in the fuel. Pulled
the other bowl and found exactly the same thing. The rear most float in both
bowls was not sitting as high in the fuel as the forward ones.
Replaced the two that were down with new ones and all are about the same now.
Pictures are attached.
Dual carb, R503, Firestar II
Anyone want to speculate as to the reason just the left ones seem to be affected????
--------
George Alexander
FS II R503 N709FS
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8257#208257
Attachments:
http://forums.matronics.com//files/carbfloats_new_005_small_623.jpg
http://forums.matronics.com//files/carbfloats_new_006_small_176.jpg
________________________________________________________________________________
From: | Dave Kulp <undoctor(at)ptd.net> |
Subject: | Firestar wings for sale on eBay |
Folks,
In case any of you FireStar owners are interested, there's a pair of
wings up for auction on eBay, auction #200261887757.
They're in S. IL and are currently $1,499. Auction ends Oct. 16
Dave Kulp
Bethlehem, PA
FireFly 098
________________________________________________________________________________
From: | william sullivan <williamtsullivan(at)att.net> |
Subject: | Kolb List re: check your carb floats |
- George- I have heard of some types of carb floats getting saturated.-
Also, the older type of soldered copper float could leak.- I have no exp
erience with Bings, so this may not apply.- Did you wipe and weigh a pair
?
-
-------------------------
-------------- Bill Sullivan
________________________________________________________________________________
From: | WhiskeyVictor36(at)aol.com |
Subject: | Re: Check your carb floats!! |
Hi George,
When the Kolb is parked, the rear of the engine is slightly lower than the
front and the carbs are tilted toward the rear. Thus the rear floats are
sitting in more fuel than the front ones, albeit a very small difference. While
the Kolb is sitting in storage, the fuel in the float bowls evaporates and
the rear floats are exposed to the fuel longer than the front ones. They get
saturated with fuel and then don't float as high as the front ones which are
more dried out. I have no idea if this is the case, but it sounds good, don't
you think?
September 25, 2008 - October 11, 2008
Kolb-Archive.digest.vol-ht