Kolb-Archive.digest.vol-hu
October 11, 2008 - November 03, 2008
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
In a message dated 10/10/2008 10:22:33 P.M. Eastern Daylight Time,
gtalexander(at)att.net writes:
Anyone want to speculate as to the reason just the left ones seem to be
affected????
**************New MapQuest Local shows what's happening at your destination.
Dining, Movies, Events, News & more. Try it out
(http://local.mapquest.com/?ncid=emlcntnew00000002)
________________________________________________________________________________
| Subject: | Re: Check your carb floats!! |
| From: | "George Alexander" <gtalexander(at)att.net> |
WhiskeyVictor36(at)aol.co wrote:
>
> 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?
>
> Bill Varnes
> Original Kolb FireStar
> Audubon NJ
> Do Not Archive
>
>
> In a message dated 10/10/2008 10:22:33 P.M. Eastern Daylight Time, gtalexander(at)att.net
writes:
>
> > Anyone want to speculate as to the reason just the left ones seem to be
affected????
> >
>
>
>
>
>
Bill:
You win the prize... now I have to figure out what it is....
Your theory as to the reason is one that I had thought and also one offered up
by "The Man" at THE Rotax Service Center in Central FL.
--------
George Alexander
FS II R503 N709FS
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8296#208296
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Airport Attitudes |
Jack , I Know you have been paying attention . I have been to your web site
and know how you Love to explain things.Maybe I could pick your brain a li
ttle . Have you ever had a ramp check? and lf so was it before or after the
"sport pilot ".If so what was the attitude of the FAA?And what was the edu
cation of the agent mean does -he know- a Firefly from a Kolb mkIII?
=0A--- Next I understand that you are- using an engine other than t
he 447---with an electric starter and only one cylinder.How- do you
like it does it instill confidence like the 503 or 447 I flew 10 years in
front of a 503 with know fear of my engine quiting. If you have already dis
cussed this on your website you can just tell to go there or you can answer
here. The reason I want tknow about the engine is being disabled I'm not s
ure I can deal with a pull-starter I remember that before I put the electri
c start on my 503 it was a job sometimes to start . =0A---- Jack I
was interrupted by my grandchildren when I was on your website, I know how
thorough you were on your site!I will go back there but as I remember it wa
s along time ago that you put that engine on you firefly so maybe you could
give us an update.-- Thank you-- Chris=0A=0A=0A=0A----- Original M
essage ----=0AFrom: Jack B. Hart <jbhart(at)onlyinternet.net>=0ATo: kolb-list@
matronics.com=0ASent: Tuesday, October 7, 2008 10:15:03 PM=0ASubject: Re: K
=0A>=0A>completely.- Unlike in the UK, there is no minimum altitude or di
stance =0A>from people for ultralights (save that you can't fly over conges
ted areas =0A>at ANY altitude), so we can approach the airport at 200' alti
tude or =0A>whatever seems reasonable.=0A>=0A=0ADana=0A=0AAre you sure abou
t this?- I remember reading that UL pilots are supposed to =0Aobey all of
the rules for airmen.- And one of those rules, if I remember =0Acorrectl
y, states that you must remain 750 feet from everything except when =0Aland
=========================0A
=0A=0A
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Airport Attitudes |
Maybe you could get a equilivent "Disabled parking permit". :-) If it
was me I wouldn't worry about it, and if checked and the over weight was
only due to the addition of a starter, I would think that you would have
a very good case to defend.
For what its worth
Larry CO, Oregon
----- Original Message -----
From: chris davis
To: kolb-list(at)matronics.com
Sent: Saturday, October 11, 2008 9:52 AM
Subject: Re: Kolb-List: Re: Airport Attitudes
Jack , I Know you have been paying attention . I have been to your web
site and know how you Love to explain things.Maybe I could pick your
brain a little . Have you ever had a ramp check? and lf so was it before
or after the "sport pilot ".If so what was the attitude of the FAA?And
what was the education of the agent mean does he know a Firefly from a
Kolb mkIII?
Next I understand that you are using an engine other than the 447
with an electric starter and only one cylinder.How do you like it
does it instill confidence like the 503 or 447 I flew 10 years in front
of a 503 with know fear of my engine quiting. If you have already
discussed this on your website you can just tell to go there or you can
answer here. The reason I want tknow about the engine is being disabled
I'm not sure I can deal with a pull-starter I remember that before I put
the electric start on my 503 it was a job sometimes to start .
Jack I was interrupted by my grandchildren when I was on your
website, I know how thorough you were on your site!I will go back there
but as I remember it was along time ago that you put that engine on you
firefly so maybe you could give us an update. Thank you Chris
----- Original Message ----
From: Jack B. Hart <jbhart(at)onlyinternet.net>
To: kolb-list(at)matronics.com
Sent: Tuesday, October 7, 2008 10:15:03 PM
Subject: Re: Kolb-List: 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
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
-------------------------------------------------------------------------
-----
Checked by AVG - http://www.avg.com
10/10/2008 4:08 PM
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Airport Attitudes |
Larry , thanks for the responce .Sounds like a plan. Are you a lawyer? What
are you flying? Thanks again-,Chris=0A=0A=0A=0A----- Original Message --
--=0AFrom: Larry Cottrell <lcottrell(at)fmtcblue.com>=0ATo: kolb-list@matronic
s.com=0ASent: Saturday, October 11, 2008 12:17:21 PM=0ASubject: Re: Kolb-Li
st: Re: Airport Attitudes=0A=0A=0AMaybe you could get a equilivent "Disable
d parking permit". :-) If it was me I wouldn't worry about it, and if check
ed and the over-weight was only due to the addition of a starter, I would
think that you would have a very good case to defend.=0A-=0AFor what its
worth=0ALarry CO, Oregon=0A----- Original Message ----- =0AFrom: chris dav
is =0ATo: kolb-list(at)matronics.com =0ASent: Saturday, October 11, 2008 9:52
AM=0ASubject: Re: Kolb-List: Re: Airport Attitudes=0A=0AJack , I Know you h
ave been paying attention . I have been to your web site and know how you L
ove to explain things.Maybe I could pick your brain a little . Have you eve
r had a ramp check? and lf so was it before or after the "sport pilot ".If
so what was the attitude of the FAA?And what was the education of the agent
mean does -he know- a Firefly from a Kolb mkIII? =0A--- Next I u
nderstand that you are- using an engine other than the 447---with a
n electric starter and only one cylinder.How- do you like it does it inst
ill confidence like the 503 or 447 I flew 10 years in front of a 503 with k
now fear of my engine quiting. If you have already discussed this on your w
ebsite you can just tell to go there or you can answer here. The reason I w
ant tknow about the engine is being disabled I'm not sure I can deal with a
pull-starter I remember that before I put the electric start on my 503 it
was a job sometimes to start . =0A---- Jack I was interrupted by my
grandchildren when I was on your website, I know how thorough you were on
your site!I will go back there but as I remember it was along time ago that
you put that engine on you firefly so maybe you could give us an update.
-- Thank you-- Chris=0A=0A=0A=0A----- Original Message ----=0AFrom:
Jack B. Hart =0ATo: kolb-list(at)matronics.com=0ASen
t: Tuesday, October 7, 2008 10:15:03 PM=0ASubject: Re: Kolb-List: Re: Airpo
t message posted by: Dana Hague =0A>=0A>completely.
- Unlike in the UK, there is no minimum altitude or distance =0A>from peo
ple for ultralights (save that you can't fly over congested areas =0A>at AN
Y altitude), so we can approach the airport at 200' altitude or =0A>whateve
r seems =0A=0A=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"http://www.matronics.com/Navigator?Kolb-L
ist"'>http://www.matronics.com/Navigator?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"http:/
/forums.matronics.com"'>http://forums.matronics.com=0A3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=0Ahref='3D"http:
//www.matronics.com/contribution"'>http://www.matronics.com/contribution=0A
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=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________________________________=0A- - Release Date: 10/10/2008
==========0A=0A=0A
________________________________________________________________________________
| Subject: | Re: Airport Attitudes |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
NeilsenRM(at)comcast.net wrote:
> Dana/All
>
> The Sport Pilot rule came about because the rules were SOOOOOO badly abused.
Wrong.
Believe it or not, the rate of abuse of the exemptions was not terribly higher
than the rate of abuse of any other of FnAA's rule sets. You'd be amazed at what's
flying around up there among the big iron, pilots with no medicals, some
with no certificates, planes out of annual for years and years and CFI's who don't
teach.
Also, the BFI program brought about one of the largest increases in safety in all
of aviation. Inexpensive and proximal training UL's and fat UL's was all over
the place. It did more than any program to eliminate the self-taught syndrome
with all the attendent bent metal and broken bones.
Abuse of the rules had nothing to do with it, as anyone who followed the development
of SP rule knows.
>
> 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.
>
Wrong again.
FnAA never likes ruling by exemption. They, as much as anyone else, wanted an appropriate
rule set to cover fat UL's - they knew part 103 was too restrictive
and Experimental was too difficult for many fat UL's, particularly those that
were pretty close to 103 compliant.
SP was the intended solution, but of course it got completely sidetracked by special
interest effort.
The UL community did very little to bring this on - it was a foregone conclusion
all on its own.
>
> 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.
>
Maybe I should look back in the thread again but I don't see how overflying a runway
at 50' is irresponsible? Airplanes do that all the time and it's perfectly
fine....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8314#208314
________________________________________________________________________________
| From: | "John T. Schmidt" <adlerflug1(at)yahoo.com> |
Greetings: I am in the market for a Kolb Mk III extra. My needs are specific and
the perfect ship is essential, the Mk III extra will be used for Sport Pilot
Flight Instruction and tail wheel endorsements. I am looking for a Rotax powered
912ULS as optimum, the 912UL will also be considered. Please provide all information
via my private E-mail as listed with all pertinent information.
Thank you.
Sincerely,
John T. Schmidt, CFI
:D
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8319#208319
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
John,
And WHERE do you plan on giving flight instruction in the "XTRA" (not extra)??
I'll be your first customer.
Mike Welch
MkIII CX
> Greetings: I am in the market for a Kolb Mk III extra.> Thank you.
> Sincerely,
> John T. Schmidt, CFI
_________________________________________________________________
See how Windows connects the people, information, and fun that are part of your
life.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Airport Attitudes |
At 05:37 PM 10/11/2008, lucien wrote:
>Abuse of the rules had nothing to do with it, as anyone who followed the
>development of SP rule knows.
The _origin_ of the SP rule came about because of the abuses and the
clamoring for an increased UL weight. Then it was hijacked by the aircraft
manufacturers who saw a cheap way to get planes into production and became
something entirely different, so the final rule looked nothing like what we
all wanted.
-Dana
--
What has four legs and an arm? A happy pit bull.
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Airport Attitudes |
> The _origin_ of the SP rule came about because of the abuses and the
> clamoring for an increased UL weight. Then it was hijacked by the aircraft
> manufacturers who saw a cheap way to get planes into production and became
> something entirely different, so the final rule looked nothing like what we
> all wanted.
>
> -Dana
Dana,
Is this your knowledgeable of experience, or are you just stating a WAG (wild
ass guess)??
I'm not arguing your point, but it was always "MY" understanding that rather than
the UL
problems being the reason Sport Pilot was suggested, I thought it was the countless
thousands of (much) older regular pilots (VariEZ, LongEZ, GlasAirs, Lancairs, etc.,
no disrespect
intended to the UL crowd) that lobbied the EAA to push the FAA into doing away
with the
"Medical".
Eventually, the FAA's position was IF the medical requirement is dropped, then
there WILL
be several flight restrictions, aircraft limitations, etc, etc..........
That's just what I was under the impression of. Again, I'm arguing with you.
I just wonder
if you have a document or two to back up your consensus.
Any truth to this basis??
Mike Welch
MkIII CX
_________________________________________________________________
See how Windows Mobile brings your life togetherat home, work, or on the go.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Airport Attitudes |
From: chris davis <capedavis(at)yahoo.com>
>
Jack , I Know you have been paying attention . I have been to your web site and
know how you Love to explain things.Maybe I could pick your brain a little .
Have you ever had a ramp check? and lf so was it before or after the "sport pilot
".If so what was the attitude of the FAA?And what was the education of the
agent mean does he know a Firefly from a Kolb mkIII?
>
Chris,
If you fly into an airport that is hosting an "Air Show" there is a good
chance that an FAA representative will be there. I have attended three or
four of these at Cape Girardeau, Missouri. I have never been ramp checked.
I believe the primary reason, is that there is an agreement that the
FAA will not ramp check because it would greatly reduce the number of ga
and experimental aircraft and utralight vehicles that would attend. I
believe what is true of Cape Girardeau, is true for many rural areas of the
country, in that, there are many ga and experimental aircraft flying that
are flown by people with out current medicals, and with out current paper
work. These are old guys like me who love to fly, have little money with
which to fly, and they do the best they can with what they have. Most of
them seem to be responsible pilots, because they know if they mess up it
will effect all the rest of us.
When I go to a flyin or air show, I do carry "sufficient proof" that my
FireFly is legal, and that document can be seen at:
http://www.thirdshift.com/jack/firefly/fireflylegal.html
>
Next I understand that you are using an engine other than the 447 with an electric
starter and only one cylinder. How do you like it does it instill confidence
like the 503 or 447 I flew 10 years in front of a 503 with know fear of my
engine quiting. If you have already discussed this on your website you can just
tell to go there or you can answer here. The reason I want tknow about the
engine is being disabled I'm not sure I can deal with a pull-starter I remember
that before I put the electric start on my 503 it was a job sometimes to start
.
>
The Simonini Victor 1+ engine is a very good engine. Since I have mounted
an in the cockpit air/fuel mixture control, I like it even better. I
mounted a weed wacker carburetor push bulb on the Bing float bowl as a
primer. Two squirts and two pulls over compression to move the fuel into
the case and the cylinder, and it will start every time on the next pass of
the piston, cold or hot. I would not go back to a 447.
I hope this helps.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Looking to buy |
| From: | "John T. Schmidt" <adlerflug1(at)yahoo.com> |
Mike Welch: Thanks, for the xtra, however, I am looking for that extra xtra, something
special, a true labor of Love that someone is in need of letting go.
I am located in the Charleston and Trenton, SC.
Sincerely,
John T. Schmidt, CFI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8333#208333
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Airport Attitudes |
the over weight was only due to the addition of a starter, I would think
that you would have a very good case to defend.>>
Hi all,
I just love the different attitude about the law in the US and the UK
that shows in the recent posts.
We seem to generally accept that the rules are there for everyones
protection, and they were introduced for a good reason. That is not to
say we are happy with everything or that there isn`t a little bending of
the rules here and there.
You on the other hand seem to take any rule as a direct challenge and
set out to circumvent it in some way..
I don`t think anyone here would think for a moment that `only fitting a
starter` would be a `good case to argue`..There is no case to argue. You
are overweight and that is that. You may as well argue that `I only
fitted a 50 gallon tank for extra safety`
I don`t think that there are any `spot ramp checks` here. I have never
heard of such a thing. On the other hand all UL must be weighed every 5
years when the have their annual C of A renewal. There is certainly a
lot of unscrewing of extra`s to make sure that the weight is correct as
the C of A date approaches.
I once explained to an American friend of mine the difference in our
respective attitudes like this. `We move into Africa or India where
the temperature is regularly in the high hundreds plus and we ignore it
and continue to dress for dinner. Americans emigrate into parts of the
US continent that no sane person would wish to live in. Take a look at
the temperature, wrestle it three falls and invent air conditioning`
He laughed. Hope you find it as funny.
Vive le difference
Pat
________________________________________________________________________________
| From: | "Thomas R. Riddle" <riddletr(at)gmail.com> |
| Subject: | Re: Looking to buy |
An aircraft w/ ELSA airworthiness certificate and a training exemption
can be used for instruction until it expires in Jan 2010. After that
this aircraft cannot be used legally in training except when the(an)
owner is being trained.
So, you might find such an animal but it is highly unlikely,
especially since there are precious few MkII Xtras for sale.
Thom in Buffalo
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Airport Attitudes |
At 09:46 PM 10/11/2008, Mike Welch wrote:
> Eventually, the FAA's position was IF the medical requirement is
> dropped, then there WILL
>be several flight restrictions, aircraft limitations, etc, etc..........
>
> That's just what I was under the impression of. Again, I'm arguing
> with you. I just wonder
>if you have a document or two to back up your consensus.
There were several petitions from various ultralight organizations and
individuals to codify the rules on 2 seat "trainers", increase the 254#
weight, etc. The FAA had also stated that they intended to eliminate
"rulemaking by exemption" as they called it. At the same time, there was
the push from the other direction to eliminate the medical (something that
had been hoped for when the Rec pilot certificate had been proposed). And,
there was a real need to streamline the aircraft certification
process. All these things met in the middle and nobody got exactly what
they wanted.
From http://www.sportpilot.org/news/010223.html :
>"Sport pilot began its travels through the rulemaking process several
>years ago when the United States Ultralight Association (USUA) asked the
>FAA to expand Part 103 of the Federal Aviation Regulations to include
>two-seat ultralight vehicles. By following the steps in FAR Part 11,
>anyone can petition the FAA to change a rule. To get the public's comments
>on the petition, the FAA publishes it in the Federal Register.
>
>"After considering the comments received, if the administrator determines
>there are sufficient reasons to proceed, the FAA will begin the rulemaking
>process, and the USUA petition followed this route.
>
>"When developing new rules, the FAA includes industry input from the start
>by creating an aviation rulemaking advisory committee (ARAC) whose members
>(including EAA) have expertise in the area being considered, light and
>ultralight aircraft in this case. After years of hard work, the ARAC
>decided to propose a new pilot certificate instead of changing Part 103.
>Calling the new certificate "sport pilot," the ARAC drafted the initial
>rule proposal and submitted it to the FAA."
-Dana
--
How is it that 2 teenagers in the back of an original Volkswagen Beetle,
in a crowded drive-in theater, can reproduce, yet it takes 2 spotted owls
10,000 acres?
________________________________________________________________________________
| Subject: | Re: Looking to buy |
| From: | "John T. Schmidt" <adlerflug1(at)yahoo.com> |
Thom Riddle: Good morning, as a fellow New Yorker I would have expected you to
have your facts straight. Please, I truly encourage you and all who post on forums
such as this, to check your accuracy of the intended message. Thom, your
overall statement is false and misleading, not to mention discouraging to owners
of ELSA aircraft. Any properly equipped ELSA aircraft can be used for instruction
and the Flight Instructor can be compensated for his/her time. And, I further
encourage you to become more familiar with the CFRs they are the rules
we must adhere to. Now, as a point of interest, I used the term properly equipped
ELSA aircraft for a reason, No instructor is permitted to give flight instruction
to a student in a Single-center stick A/C again please ref the CFRs.
Thom, congratulations on your Sport Pilot Instructors certificate, now correct
me if I am wrong, that was less than 90 days ago, right!
Thank you.
Sincerely,
John T. Schmidt, CFI
[Idea]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8361#208361
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Airport Attitudes |
At 07:08 AM 10/12/2008, pj.ladd wrote:
>I just love the different attitude about the law in the US and the UK that
>shows in the recent posts.
>
>We seem to generally accept that the rules are there for everyones
>protection, and they were introduced for a good reason. That is not to say
>we are happy with everything or that there isn`t a little bending of the
>rules here and there.
>
>You on the other hand seem to take any rule as a direct challenge and set
>out to circumvent it in some way..
Yes, over here we tend to have an inherent distrust of the government. It
came to a head at least once around 1776...
>I once explained to an American friend of mine the difference in our
>respective attitudes like this. `We move into Africa or India where the
>temperature is regularly in the high hundreds plus and we ignore it and
>continue to dress for dinner. Americans emigrate into parts of the US
>continent that no sane person would wish to live in. Take a look at the
>temperature, wrestle it three falls and invent air conditioning`
Good one! Here's some interesting trivia, to relate it back to aviation:
During the American Civil War, one Thaddeus Lowe was instrumental in
creating the Union Army Balloon Corps, flying observation balloons over
Confederate positions. Disputes with the Army (over pay and other things),
however, resulted in him being forced out, and the Balloon Corps were
abandoned not long after. After the war, Lowe invented refrigeration (you
wondered where this was coming from, right?), probably after observing that
the hydrogen cylinders got cold while inflating his balloons, and made a
fortune.
His granddaughter was none other than "Pancho" Barnes, early woman aviator
and owner of the notorious Happy Bottom Riding Club adjacent to Edwards AFB
during the grand days of test flying in the 1950's. She, too, was hassled
by the Air Force when they tried to take her land, but in the end she won a
substantial lawsuit against the Air Force.
-Dana
--
Son - you're going to have to make up your mind about growing up and
becoming a pilot. You can't do both.
________________________________________________________________________________
| Subject: | Re: Looking to buy |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Herr Schmidt:
I know the FARS regarding the use of ELSA and SLSA for training. I had to know
them for my CFI-SP practical test and was quizzed on this particular issue on
July 19, 2008. Since you are disputing my summary of the facts, I suggest YOU
look up the FARS (I know they are no longer called that by the FAA) and quote
chapter and verse where it says that an ELSA can be used for training (other
than for owners as students) after the expiration date which I am pretty sure
is Jan 30, 2010 and that it does not have to have an exemption for this which
is actually a very specific type of airworthiness certificate. At the end of this
exemption period, if the owner does not change it to a regular ELSA airworthiness
certificate, it becomes an aircraft that is illegal to fly, not just illegal
to instruct in.
I have a friend who owns just such an ELSA certificated Sky Ranger that he built
(he is the WNY Sky Ranger Dealer), in Chafee, NY. His partner in the airplane
is urging him to get the A/W changed before it becomes a lawn ornament in January
of 2010.
I wish you luck finding the Xtra of your dreams and wish you were correct about
the ELSA's being eligible as training platforms after 2010, but you are mis-informed.
--------
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 8383#208383
________________________________________________________________________________
| Subject: | Re: Looking to buy |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
John Schmidt,
The following is NOT a direct quote from the 14 CFR but is a quotation from the
EAA publication entitled CFI's Guide to Sport Pilot and Light Sport Aircraft.
Experimental Light-Sport Aircraft
....Two-seat E-LSA are eligible to be used for hire for flight training through
January 31, 2010....
Please let us all know if you can find a CFR that disputes this. It would make
all our lives much easier and there would be no shortage of airplanes eligible
for use as SP trainers.
--------
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 8385#208385
________________________________________________________________________________
| Subject: | Re: Looking to buy |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
What the heck, John, I decided to look it up myself. It is in 91.319, which see:
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgFar.nsf/FARSBySectLookup/91.319
If the previous line is broken, try this http://tinyurl.com/43yhmm
Note in particular 91.319(e)(2).
This references 21.191, which see:
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgFar.nsf/FARSBySectLookup/21.191
If this line is broken, try this http://tinyurl.com/5x2mgo
Note that this applies to ALL aircraft issued an experimental airworthiness certificate,
not just ELSA.
Apologies accepted :-).
--------
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 8386#208386
________________________________________________________________________________
| From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
| Subject: | The one and only reason for the Sport Pilot Rule; was Airport |
Attitudes
No, it wasn't fat ultralights, fat pilots who couldn't pass a medical, bad
training, good training, EAA, what the manufacturers wanted or didn't want,
or anything else dreamed up on this list.It was, simply, that someone in
government asked someone else, "Say, did you know we have around (you can
pick a number if you don't like mine) 30,000 aircraft out there for which we
have no records, no traceability, and no way to find should we need to?"
An audible gasp is heard around the room.
This is from Earl Lawrence, EAA's representative to the FAA and member of
the ASTM committee that wrote the rule.
That some other needs were met, not met, addressed, not addressed,
determined with mathematical precision, or guessed at with a divining rod,
is completely beside the point.
Until 9/11/2001 there was no compelling political driving force to amend the
FAR's for a new category of aircraft or airmen. On 9/12/2001 there was.
Rick
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Airport Attitudes |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> We seem to generally accept that the rules are there for everyones
> protection, and they were introduced for a good reason. That is
> not to say we are happy with everything or that there isn`t a
> little bending of the rules here and there.
>
> You on the other hand seem to take any rule as a direct challenge and set out
to circumvent it in some way..
Those who might seem to have your best interests at heart often have
another agenda. An example of "protection" if I might....
The FAA issued, despite public comment to the contrary, an
Airworthiness Directive aimed at Bellanca Aircraft's Viking series of
craft. There are several models within that series that have
different engines, differently speced electrical systems and wholly
different layouts of exhaust systems, some with running changes in
the middle of a prioduction run. There are 17-30, 17-30a, 17-31, and
17-31tc models. Seems there had been a weld failure in the back of
the muffler and would aim exhaust gasses back toward the firewall and
the Cannon plug though which the P-leads passed, grounding the p-
leads and killing the engine.
How many documented times had this happened in the entire life of the
aircraft? Three times that I can find. No fatalities, no injuries.
Are the 17-31 and 17-31tc aircraft even suseptible to this event? No
way in hell. But, the wise Ones at the FAA shotgunned the whole deal
and made it apply to everyone that oned a Bellanca Viking. Just
exactly whom were the FAA looking out for? Themselves.
Stamp Act, Tea Tax, Townshend Acts, Prohibition.......all implemented
for "everyones protection".
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Airport Attitudes |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
I have never been ramp checked.
> I believe the primary reason, is that there is an agreement that the
> FAA will not ramp check because it would greatly reduce the number of ga
> and experimental aircraft and utralight vehicles that would attend.
I'm a contractor to the FAA thru Lockheed Martin. Most of the folks I
work with fly and don't want their own organization to come down on
them, either. My FS II is overweight and carries 10 gal in the
"passengers" location. FAA guy at a fly-in says:
"Ten gallons, huh?"
"Yup"
"Single seat, too?"
"Yup"
"Good."
...and that was it.
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| Subject: | Re: Looking to buy |
| From: | "John T. Schmidt" <adlerflug1(at)yahoo.com> |
Thom Riddle: Good afternoon, you have been a Sport Pilot instructor a total of
86 days. 86 days ago you we issued a rating to learn, understand and hopefully
understand the complete subject matter. Like I said, Please, I truly encourage
you and all who post on forums such as this, to check your accuracy of the intended
message Now if you had read and understood the section, the complete section
you would of realized my aforementioned statements were and are correct.
Thom, its now time to go back to ground school and learn a real lesson of life,
you are not the 86 day wonder that you think you are. Please also note the
following Sec. 91.319 (h) as listed. The Letter of Deviation Authority
LODA The LODA is the path to my previous statement of Any properly equipped ELSA
aircraft can be used for instruction and the Flight Instructor can be compensated
for his/her time.
(h) The FAA may issue deviation authority providing relief from the provisions
of paragraph (a) of this section for the purpose of conducting flight training.
The FAA will issue this deviation authority as a letter of deviation authority.
(1) The FAA may cancel or amend a letter of deviation authority at any time.
(2) An applicant must submit a request for deviation authority to the FAA at least
60 days before the date of intended operations. A request for deviation authority
must contain a complete description of the proposed operation and justification
that establishes a level of safety equivalent to that provided under
the regulations for the deviation requested.
Now, Thom, ground school is out for today, class is dismissed; your homework assignment
is Seek and Ye Shall Find Section 61 Subpart H as titled Flight Instructors
Other Than Flight Instructors with a Sport Pilot Rating and then move onto
Section 61 Subpart K Flight Instructors with a Sport Pilot Rating.
Next ground school class will address correct and proper endorsements, the correct
endorsement for a Certified Flight Instructor under section 61 subpart H is
CFI ref Certified Flight Instructor, that is if you are certified under Section
61 Subpart H.
Sincerely,
John T. Schmidt, CFI
:o
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8421#208421
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Looking to buy |
> So, you might find such an animal but it is highly unlikely,
> especially since there are precious few MkII Xtras for sale.
>
> Thom in Buffalo
>
Jetpilot has a nice looking 912s powered xtra in Florida, he is trying to
sell it last I heard.
Check it out.
Denny Rowe, Mk-3, PA
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | carburetor mounting |
I had a thought today, while warming up the mighty Cuyuna engine on my
UltraStar... especially at idle, seems the carburetor is jumping all over
the place. Not surprising, with the carb sticking out from the side of the
engine on its rubber boot, and the air filter sticking out even
farther. Seems all that shaking can't be doing the carb or the rubber boot
any good, and a simple brace to the engine mount tubes on top of the engine
would steady it... or it might transmit even more vibration to the
carb? Perhaps a support strut with its own rubber isolator, so it'd
prevent the large deflections at lower rpm but still isolate the higher
frequency motion? Thoughts, anyone?
-Dana
--
Lottery: a tax on the mathematically challenged.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Looking to buy |
At 08:10 PM 10/12/2008, Denny Rowe wrote:
>>So, you might find such an animal but it is highly unlikely,
>>especially since there are precious few MkII Xtras for sale.
I know of two MKIII's for sale in my area (one in CT, one in RI), but I
think both have 582's, not 912's.
One of them, the owner also has a Thorp T-18; the other one's owner just
finished building a Kitfox.
-Dana
--
Lottery: a tax on the mathematically challenged.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
Looks like the MKIII crash last month in CT (prelimnary report at
http://tinyurl.com/4cv3pq ) may have been caused by water in the fuel, at
least the investigator said there was water in the fuel line. AFAIK the
plane had no gascolator, no means to inspect or drain out water.
Pilot is home, leg healing nicely but still needing major reconstruction of
the shattered ankle. Passenger should be home soon, but with a long period
of taking it easy as the cracked (3 places) pelvis heals. Both are looking
forward to flying again though the passenger says he'll stick to his
gyrocopter!
-Dana
--
Lottery: a tax on the mathematically challenged.
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Looking to buy |
>
> Now, Thom, ground school is out for today, class is dismissed; your
> homework assignment is ?oSeek and Ye Shall Find? Section 61 Subpart H
> as titled Flight Instructors Other Than Flight Instructors with a Sport
> Pilot Rating and then move onto Section 61 Subpart K Flight Instructors
> with a Sport Pilot Rating.
>
> Next ground school class will address correct and proper endorsements, the
> correct endorsement for a Certified Flight Instructor under section 61
> subpart ?oH? is CFI ref Certified Flight Instructor, that is if you are
> certified under Section 61 Subpart ?oH?.
>
> Sincerely,
> John T. Schmidt, CFI
Yeah, Mike Bigelow (spelling?), also goes by Jetpilot, lives in Florida
which should be close for you. Has a real fine 912S powered Xtra with VGs,
and spades. Looks to be well equiped and super clean, plenty of pics in the
archives and video links of the plane in flight.
You can't miss, this is the bird you want!
Denny Rowe, N616DR, registered experimental.
________________________________________________________________________________
| From: | "Charles Davis" <ceddavis(at)gmail.com> |
| Subject: | LSA (Was Airport Attitudes) |
Last year down in Frederick, MD for the 16 hours SP repair man course, we
were fortunate enough to have a fellow student who is an FAA lawyer, and was
heavily involved in drafting the SP / LSA rules. (He's also a CFI and
retired military, all in all, a great guy.) Here is his off the record take
on how the SP rule came about:
USUA and other orgs had requested an expansion of part 103. This was never
going to happen, for the simple reason that 103 is illegal (Yes, I did a
double take on that one as well). You see, the US code (the actual law
passed by Congress that the FAA is suppose to be implementing), requires
that all airplanes and pilots in the US be licensed. Calling an "airplane"
a "vehicle" doesn't change that fact.
Never mind how the original regs got passed. Today, any amendments would
never make it past a legal review. So, he predicts the only change we might
ever see in 103 is it's repeal, but that since the FAA would like to keep
it, their solution is to ignore 103. However, they needed to respond to the
requests, so they came up with a simpler, less regulatory complex set of
rules that do require pilot licence's and aircraft registrations. Yes,
these regs ended up substantially different then some of the original
proposals, and how taht happened is a different story. However, how they
got started at all, rather then amendinng 103, is interesting in it's own
right.
Well, that's one person's take on it, second hand anyway. I've pretty much
recounted the story as I remember it, and while I'm afraid it is the type of
posting to stir up some questions, I'm not likely to be able to answer many
of them
Chuck
Subject: Kolb-List: Re: Airport Attitudes
From: "lucien" <lstavenhagen(at)hotmail.com>
NeilsenRM(at)comcast.net wrote:
> Dana/All
>
> The Sport Pilot rule came about because the rules were SOOOOOO badly
abused.
Wrong.
Believe it or not, the rate of abuse of the exemptions was not terribly
higher
than the rate of abuse of any other of FnAA's rule sets. You'd be amazed at
what's
flying around up there among the big iron, pilots with no medicals, some
with no certificates, planes out of annual for years and years and CFI's who
don't
teach.
Also, the BFI program brought about one of the largest increases in safety
in all
of aviation. Inexpensive and proximal training UL's and fat UL's was all
over
the place. It did more than any program to eliminate the self-taught
syndrome
with all the attend
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Looking to buy |
You must be a lovely fellow to take lessons from. :)
I had no idea that FAA ratings had TIG like military rank.
Most folks would not be interested in pursuing such "deviations" or
special letters.
Just as most would not want to go through the hassle of getting an
STC even though you could get almost
anything changed on a standard type certificated airplane with one.
Maybe a helicopter rotor on your C-150?
The request for a special deviation could be denied too.
BB
MkIII, suzuki
43250 jet engine mech USAF 1962-66
A&P
commercial rotorcraft pilot
PP privileges
long time
On 12, Oct 2008, at 9:54 AM, John T. Schmidt wrote:
>
>
> Thom Riddle: Good morning, as a fellow New Yorker I would have
> expected you to have your facts straight. Please, I truly encourage
> you and all who post on forums such as this, to check your accuracy
> of the intended message. Thom, your overall statement is false and
> misleading, not to mention discouraging to owners of ELSA aircraft.
> Any properly equipped ELSA aircraft can be used for instruction and
> the Flight Instructor can be compensated for his/her time. And, I
> further encourage you to become more familiar with the CFRs they
> are the rules we must adhere to. Now, as a point of interest, I
> used the term properly equipped ELSA aircraft for a reason, No
> instructor is permitted to give flight instruction to a student in
> a Single-center stick A/C again please ref the CFRs.
> Thom, congratulations on your Sport Pilot Instructors certificate,
> now correct me if I am wrong, that was less than 90 days ago, right!
>
>
> Thank you.
> Sincerely,
> John T. Schmidt, CFI
>
>
> [Idea]
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 8361#208361
>
>
________________________________________________________________________________
| Subject: | HKs Twinstar with vg's |
| From: | "robcannon" <leecannon(at)telus.net> |
ck: Unbelievable !! A couple days ago I went to do some more test flying but it
rained all day. Instead I spent the day making and installing some vg's on
my wings as I was unhappy with the twinstars 38-40 mph stall speed. To design
and place them, I read all I could find on this list and a bit more, and came
up with what I thought looked best (intuitive engineering)
Stall went down to 26 indicated !??! The plane will now mush along at 25-27
indicated with no scary tendancies. Yes, my airspeed may be lying when I get
that slow, but the improvement is dramatic.
I now fly approaches comfortably at 45-50 (instead of 55-60).
Now, I need longer gear, as with the plane that slow the nose is high and the
tail wants to hit first.
Top end speed still seems fine, and with the hks is not an issue. The hks will
easily accelerate the twinstar beyond vne. (I'm calling 80mph vne.)
Sincere thanks to all those ahead of me who experimented with different shapes
and positions, and made my desisions much, much easier. Cheers ! Rob Cannon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8478#208478
________________________________________________________________________________
| Subject: | Re: Looking to buy |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
John,
Oh, yes, the DEVIATION paragraph.
Yes, I read that four years ago when it was first published. I also called the
FAA about that particular paragraph. The guy's initial response was a chuckle,
which is an unusual event with most FAA employees. Paraphrasing what he said,
the bottom line is that this was intended primarily for gyroplanes because there
is no such thing as an SLSA gyroplane. To my knowledge, there are no 2 seat
type certificated gyroplanes that meet the weight limits for LSA. So, they had
to write a provision by which someone willing to go through the process of
applying for a deviation could get permission to use and experimental aircraft
as a trainer after Jan 31, 2010.
I also asked about getting such a deviation for an airplane. Another chuckle followed
by not likely because there are lots of SLSA airplanes to choose from as
trainers. Since this phone conversation a couple years ago, more and less expensive
SLSA trainers have come on the market, as have more expensive ones. There
are also thousands of older type certificated airplanes that can and are being
used to train AIRPLANE sport pilots.
Now that I know that the DEVIATION route was your intended path, I must ask why
you didn't politely say something to the effect of
"Yes, Thom, I know about the expiration date of Jan 31, 2010. My intention is to
get a DEVIATION after that date."
Instead, you chose to assume erroneously that I have not done my research. As a
matter of fact, I read the FARS regularly, like some read the newspaper, and
have been doing so since 1966 when I earned my private pilot certificate.
The tone of your unfounded, unwarranted, unnecessary, unkind, and unappreciated
remarks was condescending and arrogant.
Since this is my last post on this subject, you may have the pleasure of the last
word, if you choose... you pompous ass.
--------
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 8486#208486
________________________________________________________________________________
| From: | <smlplanet(at)msn.com> |
| Subject: | Re: HKs Twinstar with vg's |
Like you I installed the VG's a couple weeks ago on my Mark 111/912UL and
still amazed at the difference.
I did find something to be careful about. I did my first nose over dual with
a CFI on board who had never been in a Kolb. I had been use to setting the
trim and using it for take offs and landing with out any problems. When I
went to full power the nose went over before I could react resulting in some
damage to the FG but easy repair other than matching the paint design. I
learned real quick to have the trim full nose up both dual and solo. Solo
isn't bad but the rate of climb is much higher now so I adjust the trim just
after leaving the ground. I would rather spend my time flying and less time
on repairs. Like you I have noticed that the tail drops sooner on landing an
am glad I have the taller steel legs.
Even though I am happy with the results of the VG's I still like to tweak
things. I am using the small alum ones with the dual fins. I have them set
between every other rib and 10" back from the leading edge and 3 on the gap
cover.
How do you have yours set?
I leaned Saturday how effective they was in a cross wind lands. I took off
and lost most of the rudder control do to S hook connecting the tail wheel
to the rudder breaking and wrapping around the rudder post binding the
rudder.
Like I said the take off and climb rate has changed so much I didn't react
soon enough and was up and climbing.
Knowing I had a problem I landed in a 15 mph wind at 90 deg with out full
rudder usage. The VG's gave me more control with the ailerons in cross
winds. I had done cross wind landings and take offs in 20-25 mph winds
before but never realized how much difference they made until then.
--------------------------------------------------
From: "robcannon" <leecannon(at)telus.net>
Sent: 2008-10-13 00:52
Subject: Kolb-List: HKs Twinstar with vg's
>
> ck: Unbelievable !! A couple days ago I went to do some more test flying
> but it rained all day. Instead I spent the day making and installing some
> vg's on my wings as I was unhappy with the twinstars 38-40 mph stall
> speed. To design and place them, I read all I could find on this list and
> a bit more, and came up with what I thought looked best (intuitive
> engineering)
> Stall went down to 26 indicated !??! The plane will now mush along at
> 25-27 indicated with no scary tendancies. Yes, my airspeed may be lying
> when I get that slow, but the improvement is dramatic.
> I now fly approaches comfortably at 45-50 (instead of 55-60).
> Now, I need longer gear, as with the plane that slow the nose is high
> and the tail wants to hit first.
> Top end speed still seems fine, and with the hks is not an issue. The
> hks will easily accelerate the twinstar beyond vne. (I'm calling 80mph
> vne.)
> Sincere thanks to all those ahead of me who experimented with different
> shapes and positions, and made my desisions much, much easier. Cheers !
> Rob Cannon
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 8478#208478
>
>
>
________________________________________________________________________________
| Subject: | Re: carburetor mounting |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Dana wrote:
> I had a thought today, while warming up the mighty Cuyuna engine on my
> UltraStar... especially at idle, seems the carburetor is jumping all over
> the place. Not surprising, with the carb sticking out from the side of the
> engine on its rubber boot, and the air filter sticking out even
> farther. Seems all that shaking can't be doing the carb or the rubber boot
> any good, and a simple brace to the engine mount tubes on top of the engine
> would steady it... or it might transmit even more vibration to the
> carb? Perhaps a support strut with its own rubber isolator, so it'd
> prevent the large deflections at lower rpm but still isolate the higher
> frequency motion? Thoughts, anyone?
>
> -Dana
> --
> Lottery: a tax on the mathematically challenged.
I tried something similar years ago on my first rotax, a 503 single carb.....
Er, I'd recommend leaving it as-is, do NOT try to brace the carburettor in any
way..............
The flexing is normal and is already the best solution. Note that, as the engine
goes up above idle, the vibrations become much smaller. At flight RPM's everything
is nice and still with only a high frequency buzz.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8500#208500
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: LSA (Was Airport Attitudes) |
so we're lucky that they made it a weight and performance limit, instead of
(as in the UK even today for example) keeping the original foot launch
requirement. >>
Hi Dana,
Not true. We started like everyone else with hang gliders for which there
were no regulations. Progressed to putting engines on them. After a series
of crashes the authorities unsurprisingly imposed rules and regs and
invented the `microlight`.
This was specifically a one or two seater with a MAUW and a maximum wing
loading and stalling speed.
The TYPE of plane had to be approved for basic design and flying qualities.
Individual a/c had to be constructed to type and inspected for build
quality. They are signed off as flyable and require an annual check and are
registerd.
Things have remained like that except that the MAUW has been nudged upwards
a couple of times.
In all respects `microlights` are treated as aircraft and are entitled to
fly as high, as fast and in all the places any regular a/c can fly.
In an attempt to get back to absolute basics and to stimulate new design and
ideas there has recently been introduced a `sub 115kg` Category and I think
that the Firefly is the only commercially available model on the market here
which complies although there are several new designs in the pipeline.I
don`t know all the details of the requirements for the sub 115k cat. off
hand but I put them all on the list at one time and may be in the archive.
Wedo not have anything as totally deregulated as your Experimental class but
certainly there are no regs requiring a microlight to be foot launched.
Cheers
Pat
There are no unregistered a/c with engines in the UK except PPG`sand all are
subject to an annual C of A. Come to think of it I believe that gliders now
have to be registered to comply with new EU Regs. Previously they only had a
Brit. Gliding Assoc number.
________________________________________________________________________________
| Subject: | Re: HKs Twinstar with vg's |
| From: | "robcannon" <leecannon(at)telus.net> |
Very interesting guest........ I did notice that I needed more nose up trim on
take off, but I hadn't clued in that it was the vg's. I suppose the vg's move
the center of lift back, resulting in more nose up trim needed. I have a bungee
around the stick trim system(which works great by the way), and was wondering
if the bungee had stretched.
I made the vg's approx. 3" wide by 1.5 deep with two bent up fins (.25"), and
put them between every rib and false rib staggered by 1" on the whole wing.
You say the "s" hook broke. Why did it break? I'm using the connector that
came with the compression springs from aircraft spruce, and I don't really like
the way it atttaches to the stock kolb tailwheel arm ( seems like a bad wear
point.)
Does your plane have the nose hoop?
Rob
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8503#208503
________________________________________________________________________________
| From: | <smlplanet(at)msn.com> |
| Subject: | Re: HKs Twinstar with vg's |
I do have the nose skid hoop or I would have had more damage. I had thought
about removing it before BUT not now..LOL
The S hook bent the first time and came off causing the chain and spring to
fly forward and wrapping around the rudder post restricting movement of the
rudder. I notice when I put the S hook back on the tail wheel that it had
weakened from rust under the paint as a result of setting so close to the
ground. Then I got back to my main field the end of the S hook had broken
off completely. I looked for stainless hooks but couldn't find any the right
size so I am going to use the steel again but use a heavy saftey wire as a
back up. I do a lot of off short field T/L's which the tail wheel takes a
beating at times and I do have the larger tail wheel.
I have two springs on my trim which I had to adjust a little shorter mainly
for dual. I can fly hands and feet off
and the yaw string is down the middle and elevation hold where I set it
other than thermals when flying low.
I drop my stall 8 mph solo and 10 mph duel and increased the rated of climb
to 900 fpm solo and 600-700 fpm
dual with 13 gals of gas..10 main and 3 reserve in the nose. Ground roll
aprox. solo 125-150 ft duel 200-300 ft
Now that the VG's are helping I need to work on the prop pitch for better XC
fuel savings with out loosing short field T/L's
--------------------------------------------------
From: "robcannon" <leecannon(at)telus.net>
Sent: 2008-10-13 10:09
Subject: Kolb-List: Re: HKs Twinstar with vg's
>
> Very interesting guest........ I did notice that I needed more nose up
> trim on take off, but I hadn't clued in that it was the vg's. I suppose
> the vg's move the center of lift back, resulting in more nose up trim
> needed. I have a bungee around the stick trim system(which works great by
> the way), and was wondering if the bungee had stretched.
> I made the vg's approx. 3" wide by 1.5 deep with two bent up fins (.25"),
> and put them between every rib and false rib staggered by 1" on the whole
> wing.
> You say the "s" hook broke. Why did it break? I'm using the connector
> that came with the compression springs from aircraft spruce, and I don't
> really like the way it atttaches to the stock kolb tailwheel arm ( seems
> like a bad wear point.)
> Does your plane have the nose hoop?
> Rob
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 8503#208503
>
>
>
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Airport Attitudes |
Just exactly whom were the FAA looking out for? Themselves.>>
Hi Jim,
An interesting take on attitudes. I wouldn`t for a moment suggest that
organisations, FAA, CAA, or any other regulatory body is always right but I
must ask `In what way did the Viking saga benefit the FAA` Ensured more work
for themselves? Hardly necessary. Extra income? possibly but unlikely.
It is all very well making statements like yours but to make it worthwhile
somebody must end up better off. I don`t see how.
Tea tax and Prohibition were introduced as `protection`?. Never heard that
before. I thought they were introduced to raise money in one case, and to
promote Temperance in the other. And to raise money of course.
I would certainly agree that `hidden agendas` do exist, just look at the
curtailment of civil liberties which has taken place under the `War on
Terror` but that is just the usual tendency of governments to govern, and to
govern is to control.
Cheers
Pat
________________________________________________________________________________
| From: | <smlplanet(at)msn.com> |
| Subject: | Re: HKs Twinstar with vg's |
Rob I forgot to mention one of the reasons I am tweaking things for short
fields and fuel, being I live in So Florida.
I am planning to fly over to the Bahamas and then do some island hopping. I
waiting for the information and permits now and hope to go after the
hurricane season is over. The VG's will help a lot with the ocean breezes
that blow all the time. I have bought a head mount video camera and hope to
get some great footage over the water and islands. I plan to have the new 20
gal fuel tank made and in by then just in case, 23 gals can get most any
where over there.
--------------------------------------------------
From: "robcannon" <leecannon(at)telus.net>
Sent: 2008-10-13 10:09
Subject: Kolb-List: Re: HKs Twinstar with vg's
>
> Very interesting guest........ I did notice that I needed more nose up
> trim on take off, but I hadn't clued in that it was the vg's. I suppose
> the vg's move the center of lift back, resulting in more nose up trim
> needed. I have a bungee around the stick trim system(which works great by
> the way), and was wondering if the bungee had stretched.
> I made the vg's approx. 3" wide by 1.5 deep with two bent up fins (.25"),
> and put them between every rib and false rib staggered by 1" on the whole
> wing.
> You say the "s" hook broke. Why did it break? I'm using the connector
> that came with the compression springs from aircraft spruce, and I don't
> really like the way it atttaches to the stock kolb tailwheel arm ( seems
> like a bad wear point.)
> Does your plane have the nose hoop?
> Rob
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 8503#208503
>
>
>
________________________________________________________________________________
| Subject: | Re: HKs Twinstar with vg's |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I am always glad to see reports of guys that have tried VG's and found them to
be a huge improvement in their Kolbs. For anyone else out there that has been
thinking about installing VG's on their Kolb but are not sure yet, lots of reports
like this and the video link below make this choice a no brainer. Adding
VG's to your Kolb is the single most important thing you can do to increase
its slow flight performance and SAFETY. If your engine quits and you are going
to put it in down in a field, would you rather touch down at 40 MPH or 30 MPH,
would you rather have a mushy approach at 50 MPH, or have your Kolb fly rock
solid at 40 MPH with no mushing and full aileron authority ??? You can see
all this at:
http://www.vimeo.com/1480667
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 8515#208515
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: HKs Twinstar with vg's |
I had my tail wheel springs come off a few times. When I switched to
compression springs I installed some "connector links" they are built like
safety rings so they can't disconnect. I found them at Aircraft Spruce part
number 06-15400 page 250 in the current catalog.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: <smlplanet(at)msn.com>
Sent: Monday, October 13, 2008 10:50 AM
Subject: Re: Kolb-List: Re: HKs Twinstar with vg's
>
> I do have the nose skid hoop or I would have had more damage. I had
> thought about removing it before BUT not now..LOL
> The S hook bent the first time and came off causing the chain and spring
> to fly forward and wrapping around the rudder post restricting movement of
> the rudder. I notice when I put the S hook back on the tail wheel that it
> had weakened from rust under the paint as a result of setting so close to
> the ground. Then I got back to my main field the end of the S hook had
> broken off completely. I looked for stainless hooks but couldn't find any
> the right size so I am going to use the steel again but use a heavy saftey
> wire as a back up. I do a lot of off short field T/L's which the tail
> wheel takes a beating at times and I do have the larger tail wheel.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Alternative Tail Wheel Steering System |
>
> .................
You say the "s" hook broke. Why did it break? I'm using the connector that
came with the compression springs from aircraft spruce, and I don't really
like the way it atttaches to the stock kolb tailwheel arm ( seems like a bad
wear point.)
>
Rob,
I had a similar problem with tension springs breaking and ground looping.
Came up with the following system. It may be of interest to you. See:
http://www.thirdshift.com/jack/firefly/firefly133.html
I have made a few changes since posting the above page. The spoke nuts are
shortened to save weight and round throttle stop collars are used to safety
the spoke nuts. I will be updating the page in the near future.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Alternative Tail Wheel Steering System |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Compression Springs also make tail wheel steering much more positive and precise.
The centering actions of properly set up compression springs is much better
than two springs in tension. I made the conversion on my MK III Xtra and it
makes a huge difference in the way the plane handles on the ground.
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 8521#208521
________________________________________________________________________________
| Subject: | Pictures !!! Flying a Kolb Around South Florida... |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Attached are some pictures I took last week on an evening flight around South Florida
in my Kolb MK III Xtra. Flight time was 2 hours and I burned about 7 gallons
of gas.
--------
"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 8532#208532
Attachments:
http://forums.matronics.com//files/ultralightaerialflorida_37_287.jpg
http://forums.matronics.com//files/dsc03164_966.jpg
http://forums.matronics.com//files/dsc03144_154.jpg
http://forums.matronics.com//files/dsc03048_412.jpg
http://forums.matronics.com//files/dsc02954_278.jpg
http://forums.matronics.com//files/dsc02948_134.jpg
http://forums.matronics.com//files/dsc02854_134.jpg
________________________________________________________________________________
| Subject: | Nasa info on Vgs |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
http://www.nasa.gov/centers/langley/news/factsheets/Micro-VG.html
I though this was interesting. They are putting them on the flaps/ ailerons in
these test.
Has anyone tried them there on a kolb?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8549#208549
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Airport Attitudes |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> It is all very well making statements like yours but to make it worthwhile
> somebody must end up better off. I don`t see how.
Did I, or the other Viking owners, end up being better off? No. Did
the FAA, as an organization, end up being better off? No. Did the
public benefit? No. Did one or two folks in the FAA's aircraft
directorate make a name for themselves? Just look at how many lives
we saved today.......
> Tea tax and Prohibition were introduced as `protection`?. Never heard that
> before. I thought they were introduced to raise money in one case
Protection of the British East India Tea company....
> promote Temperance in the other. And to raise money of course.
Wilson and other politicians chose to save their political hides by
eventually siding with the dry faction of the populace after
election, even tho the Temperance folks were a small majority. Less
to do with morality than with expediency.
> I would certainly agree that `hidden agendas` do exist, just look at the
> curtailment of civil liberties which has taken place under the `War on
> Terror` but that is just the usual tendency of governments to govern, and to
> govern is to control.
Not one of my civil liberties has been curtailed...none. Not even
privacy.
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| Subject: | Re: Looking to buy |
| From: | "John T. Schmidt" <adlerflug1(at)yahoo.com> |
Thom Riddle: Good afternoon, thank you for your permission and the opportunity
for the last word. Once again, Please, I truly encourage you, Thom and all who
post on forums such as this, to check your accuracy of the intended message.
So, it appears you are ducking out on your ground school homework assignment. The
subject matter correct and proper endorsements along with proper communications
are vitally important. The Flight Instructor Sport rating is very restrictive
in nature and completely limited to the arena of Sport Pilots and the aircraft
they may be certified to operate. The simple facts are I can give you ground
school, however, your limited rating of Flight Instructor Sport prevents
you from giving ground instruction to a Recreational Pilot and above, exercising
the privileges of their certificates.
Your assessment of The Letter of Deviation Authority LODA is completely speculative
as stated. The LODA for your edification is the answer to the many individual
Letters of Deviation that were assigned to the many aviation organizations,
such as the EAA, the PRA and the numinous Ultra-light groups and organizations
that had certified BFIs and AFIs as part of their exemptions to conduct flight
training. The FAA in the latter part of 2007 canceled all Letters of Exemption
and all BFIs and AFIs no longer existed after January 31, 2008.
Thom, again your evaluation of the LODA strictly for Rotorcraft Gyroplanes is uninformed
and erroneous; also it would be gratifying if Mr. Chuckles from the
FAA was identified. If you so choose to discuss the world of Rotorcraft Gyroplanes,
as a rated Certified Flight Instructor Rotorcraft Gyroplane I will be more
than happy to bring you up to speed, however, your personal assessment of the
process of the LODA is completely off the mark of authenticity.
Thom, obviously you have no understanding of the path to achieving the LODA.
The path is simple, somewhat time consuming, however, extremely rewarding with
the achievement of your very own personal FAA Letter of Deviation Authority. It
opens the door for flight Instruction for compensation to the CFI that is willing
to procure The Letter of Deviation Authority.
Thom I would have more respect for you, if you had the ability to simply admit
the Truth that you were incorrect from the start and continued to be in error
from your very first post until the last. And, yes, you can feed your ego with
stories of Mr. Chuckles the FAA guy with no name and basically attempted to spin
the subject to save face.
All of my posts were direct; they also included Good morning as well as Good afternoon
and concluded with thank you and sincerely.
You, however, choose, Herr Schmidt, but you are mis-informed, Apologies accepted,
not to mention, The tone of your unfounded, unwarranted, unnecessary, unkind,
and unappreciated remarks was condescending and arrogant, and of course your
eloquent last words you pompous ass
Yes, Thom, I truly understand your persona, when the Truth fails you attack every
thing other than the subject. Good Luck and thanks for your exercise in futility.
Sincerely,
John T. Schmidt, CFI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8561#208561
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: LSA (Was Airport Attitudes) |
At 10:07 AM 10/13/2008, pj.ladd wrote:
>Wedo not have anything as totally deregulated as your Experimental class
>but certainly there are no regs requiring a microlight to be foot launched....
>There are no unregistered a/c with engines in the UK except PPG`sand all
>are subject to an annual C of A...
Perhaps I got it wrong. In a UK printed book on paramotoring I have, they
speak of the "foot launch exemption" applying to PPG's (and, presumably,
PG, HG, and PHG), and said that if you add wheels to your PPG as is
commonly done in the US, it would no longer qualify for the exemption. Do
even foot launched aircraft require a C of A?
I was aware that your microlight category required registration, etc.
-Dana
--
Do YOU trust a government that won't obey it's OWN LAWS?
________________________________________________________________________________
| Subject: | Re: Looking to buy |
| From: | "John T. Schmidt" <adlerflug1(at)yahoo.com> |
Gentlemen: Getting back to the topic, I have received a number of positive leads
in my quest for that extra Xtra. I have contacted all leads. And, a very big
thanks for all the information that was sent my way and please keep them coming.
Sincerely,
John T. Schmidt, CFI
:D :D :D :D :D :D
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8567#208567
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: CT MKIII crash |
Dana, Looks like we should all have some sort of a gascolator built into ou
r-aircraft- especially now that most of us are not counting micro-ounce
s to make 254lbs .-Although I will admit I never had that problem till No
rm and I did ,but I was a nut about the fuel quality ,but-that is not a l
uxury we always have so a possibly wet can of fuel sent through a gascolate
r then a fresh fuel line filter which you carry onboard would be far supior
to no fuel in the morn. It was after all Water and Bugs that killed Norm
- and left me disabled Firefly pilot to be!-- Chris =0A=0A=0A=0A-----
Original Message ----=0AFrom: Dana Hague <d-m-hague(at)comcast.net>=0ATo: kol
b-list(at)matronics.com=0ASent: Sunday, October 12, 2008 8:55:33 PM=0ASubject:
=0A=0ALooks like the MKIII crash last month in CT (
prelimnary report at =0Ahttp://tinyurl.com/4cv3pq ) may have been caused by
water in the fuel, at =0Aleast the investigator said there was water in th
e fuel line.- AFAIK the =0Aplane had no gascolator, no means to inspect o
r drain out water.=0A=0APilot is home, leg healing nicely but still needing
major reconstruction of =0Athe shattered ankle.- Passenger should be hom
e soon, but with a long period =0Aof taking it easy as the cracked (3 place
s) pelvis heals.- Both are looking =0Aforward to flying again though the
passenger says he'll stick to his =0Agyrocopter!=0A=0A-Dana=0A--=0A- Lott
===================0A=0A=0A
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: HKs Twinstar with vg's |
Mike B:
Terribly sorry, but I do not experience what you describe below in my
mkIII or any other model Kolb.
My mkIII breaks at 30 mph IAS in ground effect. It has flown as slow as
other mkIII's with VG's installed on them.
Guess I am still satisfied with the way my mkIII flies and don't have a
need for VG's. I have demonstrated over the years, miles and hours, my
mkIII is safe to fly, as is, in many different and varied weather and
geographic conditions. If it was unsafe, I would surely run right out
and buy a set of VG's for her.
PS: Using Larry Cottrell's email. Makes it a lot faster for me to read
and reply to messages this way, rather than using web mail.
Take care,
john hauck
mkIII
Rock House, Jordan Valley, Oregon
PSS: Many of us have no qualms landing in fields, with or without
power. Some of us fly out of cow pastures. These are our home bases.
I have been flying out of a cow pasture for 24 years. When one flies
out of 3, 4, and 5 thousand ft paved airports, one finds it difficult to
land in small fields. Good idea to get as much experience as possible
landing out. Never know when you might need to land in a field and wait
out weather. That's much better than deviating 70 miles to the nearest
airport with good weather.
Adding VG's to your Kolb is the single most important thing you can
do to increase its slow flight performance and SAFETY. If your engine
quits and you are going to put it in down in a field, would you rather
touch down at 40 MPH or 30 MPH, would you rather have a mushy approach
at 50 MPH, or have your Kolb fly rock solid at 40 MPH with no mushing
and full aileron authority ???
Mike
________________________________________________________________________________
| From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
| Subject: | Letter of Deviation Authority |
From: http://www.faa.gov/news/aviation_news/2008/media/marapr2008.pdf
FAA Notice 8900.15, available on the FAA Internet Web site, www.faa.gov,
explains the process. The notice states, in part:
"Training deviations will be issued only for training that cannot be
conducted in aircraft holding standard airworthiness certificates. Training
such as aerobatics, tail wheel transition, or high performance/complex
transition can be conducted in aircraft holding standard airworthiness
certificates and are therefore not acceptable. Acceptable training is:
(1) Experimental aircraft specific make and model initial training.
(2) Experimental aircraft specific make and model recurrent training.
(3) Jet unusual attitude and upset training.
(4) Aircraft specific instrument competence training.
(5) Experimental aircraft specific make and model flight review training.
(6) Experimental aircraft specific make and model formation training.
(7) Other specific training approved by the General Aviation and Commercial
Division, AFS-800" [Editor's Note: Flight Standards Service, Washington
Headquarters]
From:
http://www.faa.gov/about/office_org/field_offices/fsdo/dsm/local_more/newsletter/media/winter2008.pdf
Experimental aircraft owners who wish to allow
their aircraft to be "hired" for flight training will
need to contact the Operations Supervisor at their
local FSDO and apply for an Experimental Aircraft
Flight Training Letter of Deviation as outlined in
FAA Notice N 8900.15. Once that letter is issued,
the aircraft owner may receive compensation for the
flight training use of the aircraft. Remember that the
Letter of Deviation is only required if the owner of
the aircraft wishes to rent his experimental aircraft
to others for transition training. A pilot may receive
flight instruction in his own aircraft (once the initial
flight test period is complete) without specific
authorization. Also, a person may allow others to
use their experimental aircraft for flight training at
any time so long as no fee is charged for the use of
the aircraft.
Rick
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: HKs Twinstar with vg's |
Rick N:
I use those also.
Work good.
john h
mkIII
hauck's holler remote, SE Oregon
I had my tail wheel springs come off a few times. When I switched to
compression springs I installed some "connector links" they are built
like
safety rings so they can't disconnect. I found them at Aircraft Spruce
part
number 06-15400 page 250 in the current catalog.
Rick Neilsen
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Alternative Tail Wheel Steering System |
Mike B:
I use compression springs also.
Wouldn't leave home without them.
john h
mkIII
Compression Springs also make tail wheel steering much more positive
and precise. The centering actions of properly set up compression
springs is much better than two springs in tension. I made the
conversion on my MK III Xtra and it makes a huge difference in the way
the plane handles on the ground.
Mike
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Pictures !!! Flying a Kolb Around South Florida... |
Mike B:
Normal fuel burn with a 912uls and a mkIIIx is 5 gph at 5000 rpm. That
is under cross country conditions.
Diddling around the patch one can cut fuel burn in half.
john h
mkIII
Attached are some pictures I took last week on an evening flight
around South Florida in my Kolb MK III Xtra. Flight time was 2 hours
and I burned about 7 gallons of gas.
________________________________________________________________________________
| Subject: | Re: CT MKIII crash |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
A gascolator is a VERY good idea in any airplane, even an ultralight. In almost
all water contamination cases, the gascolator will hold any water that may have
gotten into your fuel until you land, and you will be able to catch it before
it causes an engine failure. It would take a huge amount of water in the
fuel to fill up a standard gascolator, and be sent on to the carbs. When I drain
the gascolator, I can easily detect even the smallest amount of water, which
would make me investigate where the water came from before I flew anymore...
With a gascolator, water is just never going to make it into your carbs unless
you are pouring large amounts of water into your tanks, in which case nothing
will save you....
I have been been advising people to put in aircraft quality fuel components and
fuel systems of accepted aircraft design in their Kolbs for a while now on this
list. The weight gain is negligible for the extra safety and reliability it
provides. There are always a few people here that are just to good to take
advice from someone that is not popular here on this list, and that kind of grade
school mentality is what gets people hurt. Aviation does not care who you
or who your fiends are, if you make mistakes, you will likely get hurt or die.
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 8603#208603
________________________________________________________________________________
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
http://www.youtube.com/watch?v=S__jqr3_4FI
Did anyone see Crystal's video scaring the family by forcing them to take a ride
in the Cessna with her? Poor Mom and Dad [Wink]
I enjoyed your video! Looks like the family enjoyed the flying as well.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8604#208604
________________________________________________________________________________
| Subject: | Re: Pictures !!! Flying a Kolb Around South Florida... |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Hi John,
When I am alone, the Kolb climbs like a Rocket :) My time in climb with the
engine at full throttle is very very short. Once at altitude, and on a cross
country, I cruise at 4200 - 4300 RPM which gives me 3.5 GPH burn at 70 MPH, more
or less. I have my prop pitched for cruise with 5200 RPM at full power climb
at 60 MPH. I don't have a fuel flow Gage, but a two hour cross country when
I am alone takes just under 7 gallons to fill it back up.
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 8605#208605
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Nasa info on Vgs |
John Hauck is putting them on his MkIII tonight with a flashlight in
one hand.
One of these days they will discover that shag carpeting will do
wonders on the wing tops.
BB
On 13, Oct 2008, at 3:18 PM, grantr wrote:
>
>
> http://www.nasa.gov/centers/langley/news/factsheets/Micro-VG.html
>
> I though this was interesting. They are putting them on the flaps/
> ailerons in these test.
>
> Has anyone tried them there on a kolb?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 8549#208549
>
>
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: CT MKIII crash |
Hi Chris D:
I have encountered the same problem with my Kolbs over the years. If I
make a concerted effort to check the float bowls at least once a month,
I have no problem. All it takes is a small drop of water to get the
corrosion started in the "pot metal" float bowls. Then a little speck
of trash gets over the main jet well fence, lodges in the main jet, and
its forced landing time.
I have a home made gascolator that works well. If I drain fuel each day
I fly, I do not have a water problem.
The two engine failures I experienced in the past 2,500+ 912 hours was
caused by fuel contamination. Both times getting fuel from a reliable
source, I thought.
Take care,
john h
mkIII
It was after all Water and Bugs that killed Norm and left me
disabled Firefly pilot to be! Chris
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: CT MKIII crash |
Mike B:
Haven't found it necessary to use aircraft quality fuel components and
fuel systems designed for aircraft. What I do use is cheap, reliable,
and has been proven over many thousands of hours.
The two engine failures I experienced be cause of fuel contamination
could have been prevented very easily. However, due to pilot error, I
did not check the fuel prior to takeoff in both cases. These forced
landings were my fault.
john h
mkIII
I have been been advising people to put in aircraft quality fuel
components and fuel systems of accepted aircraft design in their Kolbs
for a while now on this list. The weight gain is negligible for the
extra safety and reliability it provides. There are always a few people
here that are just to good to take advice from someone that is not
popular here on this list, and that kind of grade school mentality is
what gets people hurt. Aviation does not care who you or who your
fiends are, if you make mistakes, you will likely get hurt or die.
Mike
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Nasa info on Vgs |
Bob B:
Not true.
I have to put new carpeting in the old lake cabin before I put it on the
Kolb. ;-)
john h
mkIII
John Hauck is putting them on his MkIII tonight with a flashlight in
one hand.
One of these days they will discover that shag carpeting will do
wonders on the wing tops.
BB
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: CT MKIII crash |
At 05:45 PM 10/13/2008, chris davis wrote:
>Dana, Looks like we should all have some sort of a gascolator built into
>our aircraft especially now that most of us are not counting micro-ounces
>to make 254lbs...
Some may recall that I started a thread a year or so ago about trying to
find a suitable gascolator. Modern aircraft units are too heavy (I'm one
of the ounce counters) and expensive and the cheap tractor ones are too,
well, cheap, and have no drain provision without removing the bowl. What I
really want is the clear glass tube type with drain like I had on my
T-Craft, but nobody seems to make such a thing any more.
I settled for a loop of clear fuel line (sorry John) at the lowest point in
combination with the clear glass inline filter. No drain provision, but I
can see if there's anything there... so far nothing. I also always do a
full power runup and wait 'til the EGT stabilizes before the first flight
of every day and after each refueling.
But I'm still looking for that perfect gascolator.
-Dana
--
Help Wanted: Telepath. You know where to apply.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: CT MKIII crash |
>
>A gascolator is a VERY good idea in any airplane, even an ultralight.
........................
>
The weight gain is negligible for the extra safety and reliability it
provides. There are always a few people here that are just to good to take
advice from someone that is not popular here on this list, and that kind of
grade school mentality is what gets people hurt. Aviation does not care who
you or who your fiends are, if you make mistakes, you will likely get hurt
or die.
>
Mike,
If one does not draw fuel from the bottom of the tank and follows good
refueling practices, there is no need for a gascolator on a FireFly. Weight
is always a problem with an ultralight.
Why not just state your point and leave off the flogging of individuals who
you know are not going to follow your advice. Your information is not
unpopular but delivery is some what rough. I am sure grade school people
appreciate your humor and will accept all blame for ill advice. All of us
make mistakes all the time. For many of us that is how we learn.
Fortunately I am still around and continue to make mistakes. The last one
is probably in the responding to this email.
Please lighten up be kind to yourself.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: CT MKIII crash |
Dana:
I put a "T" in the bottom of my fuel line loop. Dropped another line
off the bottom. Then installed a $3.00 Briggs and Stratton plastic fuel
shut off valve. Works great.
john h
mkIII
I settled for a loop of clear fuel line (sorry John) at the lowest
point in
combination with the clear glass inline filter. No drain provision,
but I
can see if there's anything there... so far nothing.
-Dana
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: CT MKIII crash |
Jack H:
I agree with you 100%, as far as your Fire Fly is concerned.
For all other aircraft, especially the ones I fly, I want a gascolator.
I draw fuel from the lowest point of my fuel tank. The reason, so I can
get every drop out of there if necessary.
I also use clean fuel, and the homemade gascolator and filter should
take care of what I miss, unless I duplicate my two serious fueling
mistakes I mentioned in an earlier message. As long as I take a fuel
sample after fueling, I will know if it is good to go or not.
A fuel sample should be taken in a clear glass jar. That is the way I
was taught in Army Rotary Wing Flight Training 40 years ago. It still
works well today.
Take care,
john h
mklIII
If one does not draw fuel from the bottom of the tank and follows
good
refueling practices, there is no need for a gascolator on a FireFly.
Weight
is always a problem with an ultralight.
Jack B. Hart FF004
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Redrive VW powered MKIIIC Video |
For the first time I tried to video my airplane. There is alot more to
it than I figured. I used the seat belt to lash a tripod with the video
camera on it in the passenger seat. The vibrations are more amplified
than than I notice in the cockpit. I wonder if there are any utilities
that can stabilize the video.
The end of my runway is narrow so I go slowly through that section and
add power slowly till I get in the open. I climb at 3500 RPM and power
back to 3200 RPM for cruise. The video doesn't do justice to how much I
cut back power for cruise.
Check out the video on Utube
http://www.youtube.com/watch?v-kMl_yvqo0
Rick Neilsen
Redrive VW powered MKIIIC
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: CT MKIII crash |
Dana/All
Great Plains Aircraft sells a gascolator that is light has a drain port and
is $29.95 or was a few years ago. I purchased a Curtis fuel quick drain
valve for mine. The gascolator is located at the low point of the fuel
system with the drain valve sticking out the side of the fuselage cage. I
sump my fuel system before each flight of the day and after each fueling.
There are a number of things like this that are normal for GA aircraft. They
have learned the value of gascolators, boost pumps, etc that greatly
increase safety. Nothing smart on my part just things that I got used to
having in a aircraft I fly.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Dana Hague" <d-m-hague(at)comcast.net>
Sent: Monday, October 13, 2008 8:32 PM
Subject: Re: Kolb-List: CT MKIII crash
>
> At 05:45 PM 10/13/2008, chris davis wrote:
>>Dana, Looks like we should all have some sort of a gascolator built into
>>our aircraft especially now that most of us are not counting micro-ounces
>>to make 254lbs...
>
> Some may recall that I started a thread a year or so ago about trying to
> find a suitable gascolator. Modern aircraft units are too heavy (I'm one
> of the ounce counters) and expensive and the cheap tractor ones are too,
> well, cheap, and have no drain provision without removing the bowl. What
> I really want is the clear glass tube type with drain like I had on my
> T-Craft, but nobody seems to make such a thing any more.
>
________________________________________________________________________________
| Subject: | Re: Letter of Deviation Authority |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Rick,
Thanks for posting that.
Of course, just because it comes straight from the FAA doesn't mean it is not erroneous,
misleading, and just plain wrong :-).
--------
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 8689#208689
________________________________________________________________________________
| From: | "Thomas R. Riddle" <riddletr(at)gmail.com> |
| Subject: | Re: Redrive VW powered MKIIIC Video |
Rick,
Your video link goes to the YouTube Index when I click it, instead of
directly to the video you posted. What should we search on to find
your video?
BTW. I did some video with our Allegro a couple years ago by strapping
the video camera to the wing strut with an inch or so of foam rubber
between the camera and the strut. Worked great with no noticeable
vibration in the resulting video.
Thom in Buffalo
________________________________________________________________________________
| Subject: | Re: CT MKIII crash |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
http://www.greatplainsas.com/pg28f.html
Great Plains Gascolator
This Gascolator is a high quality, low cost fuel filter and water strainer. It
should be installed at a low point in the fuel system, below the fuel tank to
trap any water that may accumulate so it can be drained. The gascolator has a
10 micron fuel filterand an 1/8" pipe thread outlet for a quick fuel drain valve
(not included). If you are using a fuel pump, the pump should be installed
between the carb and the gascolator.
Price . . . $29.95.
Curtis Quick Drain Valve for use on Gascolator . . . $11.75.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8693#208693
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Redrive VW powered MKIIIC Video |
Richard
the camera itself should be isolated from any hard part of the
aircraft by at least an inch of foam-rubber or similar material. That
should cure the problem. Probably plastic bubble-wrap would work
well, too, and it's cheap and lightweight. You might have to rig a
camera-support bracket or even tape the foam-wrapped camera to the
tripod head.
Would you consider a helmet with the camera munted on the side? Makes
aiming lots easier, but you must remember not to swing your head
around too much.
BTW I found that a camera hard-mounted to Cessna struts had no
vibration problems. Wind buffeting was the only thing to watch out
for. And falling off the aircraft of course!
Nice video!
Russ
On Oct 13, 2008, at 11:39 PM, Richard & Martha Neilsen wrote:
> For the first time I tried to video my airplane. There is alot more
> to it than I figured. I used the seat belt to lash a tripod with
> the video camera on it in the passenger seat. The vibrations are
> more amplified than than I notice in the cockpit. I wonder if there
> are any utilities that can stabilize the video.
>
> The end of my runway is narrow so I go slowly through that section
> and add power slowly till I get in the open. I climb at 3500 RPM
> and power back to 3200 RPM for cruise. The video doesn't do justice
> to how much I cut back power for cruise.
>
> Check out the video on Utube
>
> http://www.youtube.com/watch?v-kMl_yvqo0
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
>
________________________________________________________________________________
| Subject: | Re: Redrive VW powered MKIIIC Video |
| From: | "George Alexander" <gtalexander(at)att.net> |
NeilsenRM(at)comcast.net wrote:
> For the first time I tried to video my airplane. There is alot more to it than
I figured. I used the seat belt to lash a tripod with the video camera on
it in the passenger seat. The vibrations are more amplified than than I notice
in the cockpit. I wonder if there are any utilities that can stabilize the
video.
>
> The end of my runway is narrow so I go slowly through that section and add
power slowly till I get in the open. I climb at 3500 RPM and power back to 3200
RPM for cruise. The video doesn't do justice to how much I cut back power
for cruise.
>
> Check out the video on Utube
>
> http://www.youtube.com/watch?v-kMl_yvqo0 (http://www.youtube.com/watch?v-kMl_yvqo0)
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
>
Rick:
Video looks good. Probably wouldn't have noticed the vibration if you hadn't mentioned
it. Won't make an IMAX production, but enjoyable, none-the-less.
Don't know why Thom R. couldn't pick it up. (Thom... Rick used " redrive VW
powered Kolb " as tags.)
Will be nice to capture the fall colors "up there" to look at so when you get down
here for the winter and all you have is green from the palm trees, blue green
from the waters and light colored sand. :D
--------
George Alexander
FS II R503 N709FS
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8704#208704
________________________________________________________________________________
| Subject: | Re: CT MKIII crash |
| From: | "olendorf" <olendorf(at)gmail.com> |
I know I'm going to get beat up for this one.
Why do you have to put the gascolator at the lowest point in the system? I bought
a gascolator with a plastic bowl designed for JetSkis and I was going to put
it right behind my seat so I could actually see it and empty it from time to
time. Putting it at the lowest point would probably mean that it would never
get looked at regularly. Any water still has to pass through the gascolator
no matter where it is.
OK, shoot. Tell me how I'm wrong.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8753#208753
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: CT MKIII crash |
>
>I know I'm going to get beat up for this one.
>
>Why do you have to put the gascolator at the lowest point in the system? I
bought a gascolator with a plastic bowl designed for JetSkis and I was going
to put it right behind my seat so I could actually see it and empty it from
time to time. Putting it at the lowest point would probably mean that it
would never get looked at regularly. Any water still has to pass through
the gascolator no matter where it is.
>
Scott,
You may want to consider water freezing. It is best if it freezes in the
colator rather that some place in the fuel
line.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: CT MKIII crash |
At 01:42 PM 10/14/2008, olendorf wrote:
>Why do you have to put the gascolator at the lowest point in the
>system? I bought a gascolator with a plastic bowl designed for JetSkis
>and I was going to put it right behind my seat so I could actually see it
>and empty it from time to time. Putting it at the lowest point would
>probably mean that it would never get looked at regularly. Any water
>still has to pass through the gascolator no matter where it is.
>
>OK, shoot. Tell me how I'm wrong.
Because, since water is heavier, it will naturally drain to the lowest
point in the system, where it can be drained off via the gascolator.
-Dana
--
Gun control: The theory that 110lb. women should have to fistfight with
210lb. rapists.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: CT MKIII crash |
Scott
Its aircraft standard practice to put it in the lowest point. I believe
water in a system will separate and settle to the lowest point in a fuel
system over time. When you sump the system with a quick drain you will get
any water out of the system. This is your first warning that water is in
your fuel and may need to be drained further. If you don't have your
gascolator/quick drain at the low point you will not get any water out till
after the water has been pumped to it. I also believe that some water might
get through a gascolator if the fuel flow is high or the gascolator over
fills with water. Don't worry so much about access to the gascolator but do
make the quick drain accessible.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "olendorf" <olendorf(at)gmail.com>
Sent: Tuesday, October 14, 2008 1:42 PM
Subject: Kolb-List: Re: CT MKIII crash
>
> I know I'm going to get beat up for this one.
>
> Why do you have to put the gascolator at the lowest point in the system?
> I bought a gascolator with a plastic bowl designed for JetSkis and I was
> going to put it right behind my seat so I could actually see it and empty
> it from time to time. Putting it at the lowest point would probably mean
> that it would never get looked at regularly. Any water still has to pass
> through the gascolator no matter where it is.
>
> OK, shoot. Tell me how I'm wrong.
>
> --------
> Scott Olendorf
> Original Firestar, Rotax 447, Powerfin prop
> Schenectady, NY
> http://KolbFirestar.googlepages.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 8753#208753
>
>
>
________________________________________________________________________________
| Subject: | Re: CT MKIII crash |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
Now I am confused.
On my plane the fuel pickups are on the bottom of the tanks and the fuel is pulled
to the top of the tanks.
There is no way to put the gascolator at the bottom of my fuel system unless I
install fuel pickups in the bottom of my tanks.
With my current setup would my plane even benefit from having one?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8777#208777
________________________________________________________________________________
| Subject: | Re: CT MKIII crash |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Here is the gascolator I use. It is cheap, 70 bucks, works very well, has a built
in screen and weighs maybe 8 ounces. It is light enough to use even on a
Firefly. At a weight of 254 pounds, 8 ounces just isn't going to hurt anything
even on a firefly. Dont forget to buy the extra gasket if you plan tu use
auto gas, the included gasket is not compatible....
Even stock Mark III fuel tanks do not drain from the bottom, they are a similar
setup to the fireflys tank, but you should still have a gascolator. Just because
you draw gas from the top of your take through a tube is does not mean you
do not need a gascolator. Any fuel system on an airplane should have one.
Its not just for water, but any larger garbage will be blocked by the screen
so that you can drain it out and see it. My guess is that the MK III in the accident
had tanks that drew from the top like all stock Kolb MK III's do....
And yes even though he was drawing from the top he still really needed a gascolator.
Its myths like this that get spread around by people that don't know
any better are things that can get people hurt...
John H.
I will explain my statement about aircraft quality fuel parts a bit more, I do
not mean certified aviation fuel parts, or even fuel components that have been
especially built for aircraft. Many marine and auto lines and filters are of
equal or better quality than some aircraft components. I mean to use top quality
components that would be equal to or better aircraft grade - which I am sure
you have in your MK III.
What I would most definitely NOT USE is that cheap, easily cut, easily melted semi
clear fuel line that goes bad quickly and that is found in so many ultralights.
Just because this substandard fuel line has found its way into the ultralight
culture does not mean that it is a good idea.
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 8780#208780
________________________________________________________________________________
| From: | <smlplanet(at)msn.com> |
| Subject: | Re: CT MKIII crash |
YES.....cheap insurance.....as they say shit happens and it is a long way
down and time to think about what you could or should have done to prevent
it.
--------------------------------------------------
From: "grantr" <grant_richardson25(at)yahoo.com>
Sent: 2008-10-14 15:27
Subject: Kolb-List: Re: CT MKIII crash
>
> Now I am confused.
>
> On my plane the fuel pickups are on the bottom of the tanks and the fuel
> is pulled to the top of the tanks.
>
> There is no way to put the gascolator at the bottom of my fuel system
> unless I install fuel pickups in the bottom of my tanks.
>
> With my current setup would my plane even benefit from having one?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 8777#208777
>
>
>
________________________________________________________________________________
| Subject: | Re: Letter of Deviation Authority |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
For those interested in the LODA process, please note that the FAA News item referring
to Notice 8900.15, apparently mis-identified the notice. It appears that
the correct notice number is 8700.47 and can be found here:
http://www.ihsaviation.com/faa/N8700-47.pdf
According to this notice, the restrictions placed on the user of a LODA for using
an experimental aircraft for training, if they can even get one, are significant.
Additionally, IN MY OPINION, the application process is burdensome enough
to dissuade mere mortals who are not masochistic.
--------
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 8785#208785
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: CT MKIII crash |
Mike
You say stock tanks don't drain from the bottom. Are you sure? My stock Kolb
5 gallon tanks drain from the bottom. I added a finger strainer/shutoff
valve to the stock setup when I installed my stock bottom drains to my stock
tanks per Kolb instructions. Has this changed?
I don't know for sure that a gascolator will work as designed with the top
draw system but it seems it would help. I guess this is another argument for
the standard practice of bottom drain fuel tanks. Has anyone that has had a
bottom drain installed properly ever had a leak? I still don't fully
understand why one would use the top draw system.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Tuesday, October 14, 2008 3:35 PM
Subject: Kolb-List: Re: CT MKIII crash
>
> Here is the gascolator I use. It is cheap, 70 bucks, works very well, has
> a built in screen and weighs maybe 8 ounces. It is light enough to use
> even on a Firefly. At a weight of 254 pounds, 8 ounces just isn't going
> to hurt anything even on a firefly. Dont forget to buy the extra gasket
> if you plan tu use auto gas, the included gasket is not compatible....
>
> Even stock Mark III fuel tanks do not drain from the bottom, they are a
> similar setup to the fireflys tank, but you should still have a
> gascolator. Just because you draw gas from the top of your take through
> a tube is does not mean you do not need a gascolator. Any fuel system on
> an airplane should have one. Its not just for water, but any larger
> garbage will be blocked by the screen so that you can drain it out and see
> it. My guess is that the MK III in the accident had tanks that drew from
> the top like all stock Kolb MK III's do.... And yes even though he was
> drawing from the top he still really needed a gascolator. Its myths like
> this that get spread around by people that don't know any better are
> things that can get people hurt...
>
> John H.
>
> I will explain my statement about aircraft quality fuel parts a bit more,
> I do not mean certified aviation fuel parts, or even fuel components that
> have been especially built for aircraft. Many marine and auto lines and
> filters are of equal or better quality than some aircraft components. I
> mean to use top quality components that would be equal to or better
> aircraft grade - which I am sure you have in your MK III.
>
> What I would most definitely NOT USE is that cheap, easily cut, easily
> melted semi clear fuel line that goes bad quickly and that is found in so
> many ultralights. Just because this substandard fuel line has found its
> way into the ultralight culture does not mean that it is a good idea.
>
> 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 8780#208780
>
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: CT MKIII crash |
At 04:00 PM 10/14/2008, Richard & Martha Neilsen wrote:
>You say stock tanks don't drain from the bottom. Are you sure? My stock
>Kolb 5 gallon tanks drain from the bottom. I added a finger
>strainer/shutoff valve to the stock setup when I installed my stock bottom
>drains to my stock tanks per Kolb instructions. Has this changed?
>
>I don't know for sure that a gascolator will work as designed with the top
>draw system but it seems it would help. I guess this is another argument
>for the standard practice of bottom drain fuel tanks. Has anyone that has
>had a bottom drain installed properly ever had a leak? I still don't fully
>understand why one would use the top draw system.
The accident aircraft drew fuel through the top of the tanks and had no
gascolator.
With top draw, the gascolator will catch water as it flows through the
gascolator (which is the most important thing) but it won't pick up water
that settles in the bottom of the tank(s) while the aircraft is sitting.
-Dana
--
I don't trust a government I can't shoot back at.
________________________________________________________________________________
| Subject: | Re: CT MKIII crash |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Rick,
The stock fuel system on my MK III takes fuel from the top of the tanks, through
a tube. The gascolator will work fine with a top draw system, it would catch
any water going through the fuel line. Most bottom draw systems are not perfect,
meaning that the fuel is not EXACTLY drawn from the bottom of the tank,
many times there is a ridge, etc. around the pickup. This would mean that water
would sit in the tank and not get sucked out until flight, so the gascolator
would most likely work exactly the same, be it top or bottom draw...
I have to go with John H on this one, I like bottom draw better. It is one thing
Kolb changed to with the new aluminum 18 gallon tank, this is a really nice
and well made tank, I have one that I have just not put in yet :)
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 8796#208796
________________________________________________________________________________
| Subject: | Re: CT MKIII crash |
| From: | "olendorf" <olendorf(at)gmail.com> |
Good points.
I do have a bottom draw tank with finger strainer. So I could put a gascolator
at the low point. I'm not convinced that water in the tank would make it to
the gascolator from just gravity. At least not with the 1/4" i.d. fuel line.
It seems it would only work if there was fuel flowing, not at rest. I'm even
less convinced this would work with just a piece of tubing going to a valve effectively
trying to make the tubing become a water trap. I'll have to do a test
for this. Standard practice is usually right though.
P.S.
I had the plastic tank with push in rubber bushing at the bottom of the tank for
lots of years and it never leaked.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8802#208802
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: CT MKIII crash |
Scott O:
Don't know about you, but it works for me. Gravity pulls the water out
of the line when it passes the "T" at the bottom of the loop as it goes
under the tail boom. A single line from there to the lowest point of
the belly, between the gear legs, collects water and other interesting
stuff.
Cost about 3.00 for the plastic fuel valve from the mower shop.
I know it is not as effective as a real live gascolator, but it works
for me, and that is what counts.
As long as I don't get lazy and fail to do a good fuel sample each time
I fly and when I refuel, I don't think I will ever have another fuel
problem cause an engine out.
Also have to be religious about checking the fuel filter and the carb
float bowls.
May not be a proven system or procedure, but it is proven to me.
Take care,
john h
mkIII
Rock House, Oregon (Got 5 nice rainbow trout out of the Owyhee River.
Larry got 4, but I got the biggest one.)
I'm even less convinced this would work with just a piece of tubing
going to a valve effectively trying to make the tubing become a water
trap. I'll have to do a test for this. Standard practice is usually
right though.
P.S.
I had the plastic tank with push in rubber bushing at the bottom of
the tank for lots of years and it never leaked.
--------
Scott Olendorf
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: CT MKIII crash |
At 08:36 PM 10/14/2008, John Hauck wrote:
>
>Don't know about you, but it works for me. Gravity pulls the water out of
>the line when it passes the "T" at the bottom of the loop as it goes under
>the tail boom. A single line from there to the lowest point of the belly,
>between the gear legs, collects water and other interesting stuff.
John, how long a piece of line do you have between the tee and the valve?
-Dana
--
Fugitive from the law of averages!
________________________________________________________________________________
| From: | <jhauck(at)elmore.rr.com> |
| Subject: | Re: CT MKIII crash |
>
> John, how long a piece of line do you have between the tee and the valve?
>
> -Dana
Dana:
Probably 2 feet. Maybe 2.5 feet.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: CT MKIII crash |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
It is not necessary to put your fuel pickup at the lowest point in the tank if
you are willing to give up a pint or so of usable fuel. Make your pickup/finger
strainer a couple inches above the lowest point of the tank, and the sump drain
at the lowest point. Instant gascolator. If you drain the sumps just before
you take off, and then top up the tank (if it is that critical) then you only
have about a pint of unusable fuel.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8843#208843
________________________________________________________________________________
| Subject: | Re: Flying video |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Good on Ya, Girl!
Da Old Poop!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8847#208847
________________________________________________________________________________
| From: | "Thom Riddle" <cfi.sportpilot(at)gmail.com> |
| Subject: | Re: Redrive VW powered MKIIIC Video |
Thanks, George. Keying in the tags you mentioned brought up the video
directly. Nice stuff and the vibes are not bad.
________________________________________________________________________________
| Subject: | Re: CT MKIII crash |
| From: | "olendorf" <olendorf(at)gmail.com> |
Good to know it works. I have a 1 foot piece of tubing coming off of a T that
is used to drain the tank also. I've never seen a single drop of water in any
samples I've taken from that. I only test it every other month or so. But I
always fill the float bowl and check it before each flight. Never found any water
in that either.
I am now checking it after each flight also since I'm now emptying the bowl back
into the tank so I don't have stale fuel in there. I do this if I'm not going
to be flying for a week or more. The 10% ethanol fuel left over for 2 weeks
in the bowl won't start the engine. It goes bad very quickly compared to regular
gas which I used to let go for weeks sometimes.
Funny story. I was at the field a few years ago and one of the guys come to fly
his Challenger. He took off and came back within 5 minutes. He said his engine
was running rough. He suspected that the fuel he just put in may have had
water in it. He said "I left it out last night and it rained. I didn't have the
spout covered". Which of course he knew as he was filling the tank.
That same guy was following me to another airport 10 miles away. His instructor
said to him "Follow Scott, he'll show you how to get there". So after 8 miles
or so I get a call on the radio from the guy, "I'm right behind you and getting
closer. What do I do?" I said, "TURN". A third guy in the group said "He's
RIGHT behind you". He was following me all right. I went full throttle all
the way through the pattern and landed as far down the runway as I could.
Last time I flew with him.
lcottrell wrote:
>
> I know it is not as effective as a real live gascolator, but it works for me,
and that is what counts.
>
> As long as I don't get lazy and fail to do a good fuel sample each time I fly
and when I refuel, I don't think I will ever have another fuel problem cause
an engine out.
>
> [b]
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8868#208868
________________________________________________________________________________
| From: | "robcannon" <leecannon(at)telus.net> |
As some of you may know, I installed a hks ,3:47, four blade powerfin, in my Twinstar
with the attempt to make a plane that my noise sensitive runway owner would
accept. I flew it out of my home strip for the first time last night and
got the double thumbs up from the runway owner and closest neighbor!!! It has
enough power that next flight I will do a reduced power climb and be even quieter!
The people watching my take off said it was quieter than the 85 hp Fleet
Canuck that flys regularly out of here (my goal was to be as quit as him)
I anticipated poor performance in either climb or cruise, and although I realize
performance is somewhat subjective, I am very happy with both. It climbs at
close to 1000 ' per min. and will accelerate in level flight much faster than
I care to go (80mph).
Conclusion: I believe the hks is ideally suited for replacing the 503 or 582,
and I now feel it would have enough power for a light Mark 3, as my heavy twinstar
has abundant power, even with the lower performance of the 4 blade prop.
Rob Cannon ps. if anyone has any questions on the hks/kolb install I would
be happy to help.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8883#208883
Attachments:
http://forums.matronics.com//files/aug_08_002_188.jpg
________________________________________________________________________________
| Subject: | Re: CT MKIII crash |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
It sounds like about anything will do the job so I think I am going with something
like this:
http://www.bcchapel.org/pages/0003/pg13.html
Simple cheap and effective! I could probably make a better one out of some pvc
or galvanized pipe from lowes. using a t fitting to rune 2 fuel barbs and a pipe
on the bottom of the T as the sump for the water.
Anyone know how gasoline affects pvc?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8885#208885
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: CT MKIII crash |
would my plane even benefit from having one?>>
Nah!!. Stop worrying. Always leave your fuel tanks topped up and there is
no room for condensation to form. Use a water filtering funnel when you
refuel, if you are worried about buying fuel with water in it. Empty you
carb. chamber occasionally, evry year or so, and you will be right.
You can get too hung up on all the little things that can go wrong until you
have redundancy built in all over the place. Where are you going to stop?.
All this fuss a few weeks ago about fitting an extra fuel pump. What for?
Just look at the figurs. How many planes have had trouible with pump
failure? There are all sorts of stories about someone who knew someone who
had a failure but little first hand reporting.
Of course it DOES happen but if it was likely to happen regularly a) the
manufacturer would fit two pumps and b) the insurance company would load
your premium if you only had one.
Cool it and go with the flow, man
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: HKs Twinstar with vg's |
If it was unsafe, I would surely run right out and buy a set of VG's
for her.>>
Hi John,
of course you would and so would everyone else.
I don`t think anyone has ever suggested that our planes are unsafe
without VG`s. Just that with them they are, maybe, just a little safer.
"In what way?" I am not even going down that road. Its been done to
death
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Airport Attitudes |
Not one of my civil liberties has been curtailed...none. Not even
privacy. >>
Hi Jim,
mine has. I lost 2 perfectly good Swiss Army pocket knives because I had
forgotten to pack them in my luggage and carried them in my pocket. Which I
have done for 70 years..
You don`t think that the government being able to pin point where you made
a cell phone call from and who you spoke to is an invasion pf privacy.?.
You dont think that the fact that there is CCTV footage of you carrying on
your lawful business in the hands of all sorts of agencies is an invasion of
privacy? I do.
1984? You `aint seen nothin` yet. (but its all for your protection)
Cheers
Pat
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: CT MKIII crash |
Pat
You are too used to being protected by your federal air nanny. In the early
days of aviation we didn't have the knowledge we have today. There were alot
of forced landings and worse. Most of us have learned from these problems
and build in some safe guards to protect ourselves and our mistresses er...
a... airplanes.
Granted we all have to weigh the cost in dollars/uros and weight against the
odds but to just say naw just go with the flow is not good advice. When I
was flying a $3,000 dollar Weedhopper with a 2 stroking time bomb in front
of me it didn't make alot of sense to build in very much redundancy. Now
that I fly a Kolb with a bullet proof airframe and a very reliable VW engine
it makes sense to me to spend $30 for a gascolator and about the same for a
boost pump. I'm also a bit older and not as invincible as I used to think I
was.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Sent: Wednesday, October 15, 2008 1:29 PM
Subject: Re: Kolb-List: Re: CT MKIII crash
>
> would my plane even benefit from having one?>>
>
> Nah!!. Stop worrying. Always leave your fuel tanks topped up and there is
> no room for condensation to form. Use a water filtering funnel when you
> refuel, if you are worried about buying fuel with water in it. Empty you
> carb. chamber occasionally, evry year or so, and you will be right.
>
> You can get too hung up on all the little things that can go wrong until
> you have redundancy built in all over the place. Where are you going to
> stop?.
> All this fuss a few weeks ago about fitting an extra fuel pump. What for?
> Just look at the figurs. How many planes have had trouible with pump
> failure? There are all sorts of stories about someone who knew someone who
> had a failure but little first hand reporting.
> Of course it DOES happen but if it was likely to happen regularly a) the
> manufacturer would fit two pumps and b) the insurance company would load
> your premium if you only had one.
>
> Cool it and go with the flow, man
>
> Cheers
>
> Pat
>
>
>
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: CT MKIII crash |
You are too used to being protected by your federal air nanny. >>
Hi Rick,
my post was a bit tongue in cheek but I am sure that our `Federal air nanny`
as you call our flriendly and helpful CAA and Microlight Association
wouldn`t let me do anything that was dangerous. Would they?
I must say that if I flew over some of the country that you people do, and
provide such great pics. of I don`t think I would take off without two
engines (or more) at least
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Airport Attitudes |
She, too, was hassled
by the Air Force when they tried to take her land, but in the end she
won a
substantial lawsuit against the Air Force.>>
I have heard of Pancho Barnes and her part i the Space programme. Good
for her.. I am not suggesting for a moment that the government won`t
shaft us but I don`t think they actually set out with that in mind.It
sort of happens.
Re land tussles. We had a classic case here soon after the war. During
the war the Army took over a large estate called Crichel Down with the
promise that it would be returned after the war when the army had no use
for it. The Army eventually finished with it but the Ministry promptly
offered it to another branch of the Services.
The owner, who happened to have a lot of money,said, `That wasn`t the
agreement` and took the government to court, and won. It took a long
time and a lot of money but as a result several highly placed Civil
Servants were bowler hatted.
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: LSA (Was Airport Attitudes) |
Do even foot launched aircraft require a C of A?>>
Hi Dana,
perhaps I expressed myself badly. I do not think that PPG, hang gliders etc
require a C of A.and you are probably right that the picture changes when
you add wheels. Wheels are becoming common here too.
Saw a picture this week of a hang glider, with the pilot hanging prone as
they do these days but with a pedal operated propellor on the back. I
wonder what category that will come in.
Pat
________________________________________________________________________________
| From: | <smlplanet(at)msn.com> |
| Subject: | Re: CT MKIII crash |
Don't use the standard PVC with gas, it will have a reaction in time and
cause more problems. I had to install a temporary PVC line in until we could
plumb in the steel over head piping and had problems and at $30,000 per hr
down time I learned quick.
--------------------------------------------------
From: "grantr" <grant_richardson25(at)yahoo.com>
Sent: 2008-10-15 10:51
Subject: Kolb-List: Re: CT MKIII crash
>
> It sounds like about anything will do the job so I think I am going with
> something like this:
>
> http://www.bcchapel.org/pages/0003/pg13.html
>
> Simple cheap and effective! I could probably make a better one out of some
> pvc or galvanized pipe from lowes. using a t fitting to rune 2 fuel barbs
> and a pipe on the bottom of the T as the sump for the water.
>
> Anyone know how gasoline affects pvc?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 8885#208885
>
>
>
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
That looks like a really nice, clean HKS installation ! Your report seems typical
for HKS engines, they are expensive but everyone I have ever read about just
loves the HKS. They use them in trikes with very good results also.
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 8948#208948
________________________________________________________________________________
| Subject: | Re: Redrive VW powered MKIIIC Video |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
The vibration was minimal, great video ! That was wild seeing you take off out
a that trench, I have never seen anything so narrow. I sure would like to see
a video of what the landings are like :)
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 8951#208951
________________________________________________________________________________
| Subject: | Gerry Olenik of Green Sky Aviation |
| From: | "robcannon" <leecannon(at)telus.net> |
I bought my hks from Gerry @ http://www.greenskyadventures.com/
almost a year ago, and have been very impressed with his service and knowledge.
He has been prompt with parts shipment, and very generous with his tech support.
I personally recommend anyone who wants to buy a hks engine do so from Gerry.
He has years of experience installing different engines on different airframes,
and I have found his word to be honest and reliable. The hks is a relatively
high performance engine and as such will likely require some custom
tuning to your application. The learning curve was steep for me and I was thankful
to have Gerry there to help.
Dana from flightstar was also a huge help with tech support getting my install
running smoothly.
Rob Cannon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8953#208953
________________________________________________________________________________
| Subject: | Re: CT MKIII crash |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
How long before there is a reaction to the PVC? We have been running this setup
for a year and everything is still doing fine.
http://www.bcchapel.org/pages/0003/FSIITankMods.html
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8957#208957
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: LSA (Was Airport Attitudes) |
At 04:38 PM 10/15/2008, pj.ladd wrote:
>Saw a picture this week of a hang glider, with the pilot hanging prone as
>they do these days but with a pedal operated propellor on the back. I
>wonder what category that will come in.
I'd venture the "unsuccessful" category...
-Dana
--
Canadian DOS prompt: EH?\>
________________________________________________________________________________
| Subject: | Re: Gerry Olenik of Green Sky Aviation |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
robcannon wrote:
> I bought my hks from Gerry @ http://www.greenskyadventures.com/
> almost a year ago, and have been very impressed with his service and knowledge.
He has been prompt with parts shipment, and very generous with his tech support.
I personally recommend anyone who wants to buy a hks engine do so from
Gerry. He has years of experience installing different engines on different
airframes, and I have found his word to be honest and reliable. The hks is a
relatively high performance engine and as such will likely require some custom
tuning to your application. The learning curve was steep for me and I was thankful
to have Gerry there to help.
> Dana from flightstar was also a huge help with tech support getting my install
running smoothly.
> Rob Cannon
Just as a general FYI,
I few years ago I had Gerry's son Tom (Olenik) do the 100 hour's on a couple of
my 503's. They came back looking and running better than new; he does superb
motor work.
So I'm sure that by extension all the Olenik's are great folks to deal with.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8975#208975
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: CT MKIII crash |
Patrick:
Glad I do not have to follow your advice.
I mentioned checking carb float bowls recently. We have had several
engine outs because float bowls were not checked. Some of these engine
outs resulted in fatalities. One time I got lazy and developed a rough
running engine because I did not check mine. Now I check them at
least once a month, whether I fly or not.
Nothing wrong with redundancy. If you do not want it, fine! Probably
not a good idea to advise others that it is not necessary.
Checking float bowls every year or so will get you in trouble.
Go with the flow, man, but not a good idea to recommend others do
likewise.
john h
mkIII
Nah!!.
Empty you
carb. chamber occasionally, evry year or so, and you will be right.
You can get too hung up on all the little things that can go wrong
until you
have redundancy built in all over the place.
Cool it and go with the flow, man
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: CT MKIII crash |
Glad I do not have to follow your advice.>>
Hi John,
if I did your sort of flying I woukld have EVERYTHING duplicated, every
nut locked, and wired and use only fuel straight from ther best garage
in the district and then I would filter it 3 times.
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Airport Attitudes |
"Never ascribe to malice what can be explained by incompetence." >>
Hi Dana,
I have never heard that but I suppose it about sums up my general
attitude.
Pournelles Law. Something else of which I have never heard. Would that
be Jerry Pournelle SF writer by any chance.
I wouldn`t disagree with the `bureaucracy wins` theory.. I just hope,
probably against the evidence that my optimism will win through.
Cheers
Pat
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
Back on line now, been in hospital for a week with pneumonia, etc. There is
something very simple you can do about this ethanol stuff. Go to Wally
World and get some Sta-Bil ethanol Treatment. Made the trip to Kentucky
with it in my RV tanks, put it in my lawn mowers, little honda scooter, BMW
road bike, and -- used it in my gas of the 912 slingshot. Been using
Sta-bil for years and years and it is great on everything. Now, this new
stuff is meant for the ehanol deal. Go on the websites about this stuff and
read it. Use it or weep later. There are also brands for Marine use which
has more water hazard than we do. This is one additive that will mix with
oil or not, dont matter. Check it out. You wont be sorry. I think it
makes the 912 start better and if you were at the factory, you KNOW it
performs. Hope this helps. Check it out!!!! Ted Cowan, Alabama Slingshot
912.
________________________________________________________________________________
| Subject: | Re: Redrive VW powered MKIIIC Video |
| From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
Thought the video was pretty good myself. A few shakes while taxying but pretty
smooth airborne.
But FYI. there are few software programs that are suposed to help things in this
area, like
http://www.sundancemediagroup.com/articles/deshaker_guide.htm
Never tried it, but it sounds OK.
David.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9005#209005
________________________________________________________________________________
| From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
| Subject: | Re: Water in gas |
Ted, Glad to hear you're back in service, pneumonia is no fun. Good tip on
the Sta-bil, thanks.
We're lucky, perhaps because of the aircraft industry here in Wichita, we've
not been subject to the ethanol swindle yet. Water in fuel, or the fear of
it, can still be handled by a 99 cent bottle of gas line drier.
Rick
On Thu, Oct 16, 2008 at 6:07 AM, Ted Cowan wrote:
>
> Back on line now, been in hospital for a week with pneumonia, etc. There
> is something very simple you can do about this ethanol stuff. Go to Wally
> World and get some Sta-Bil ethanol Treatment. Made the trip to Kentucky
> with it in my RV tanks, put it in my lawn mowers, little honda scooter, BMW
> road bike, and -- used it in my gas of the 912 slingshot. Been using
> Sta-bil for years and years and it is great on everything. Now, this new
> stuff is meant for the ehanol deal. Go on the websites about this stuff and
> read it. Use it or weep later. There are also brands for Marine use which
> has more water hazard than we do. This is one additive that will mix with
> oil or not, dont matter. Check it out. You wont be sorry. I think it
> makes the 912 start better and if you were at the factory, you KNOW it
> performs. Hope this helps. Check it out!!!! Ted Cowan, Alabama Slingshot
> 912.
>
>
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Airport Attitudes |
Pat
I googled Pournelle -- here 'tis
Pournelle's Iron Law of Bureaucracy states that in any bureaucratic
organization there will be two kinds of people: those who work to
further the actual goals of the organization, and those who work for
the organization itself. Examples in education would be teachers who
work and sacrifice to teach children, vs. union representative who
work to protect any teacher including the most incompetent. The Iron
Law states that in all cases, the second type of person will always
gain control of the organization, and will always write the rules
under which the organization functions.
________________________________________________________________________________
| From: | "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
(NOTE - Subject Line changed to reflect current topic.)
"grantr" wrote: << Simple cheap and effective! I could probably make a
better one (gascolator) out of some pvc or galvanized pipe from lowes.
using a t fitting to rune 2 fuel barbs and a pipe on the bottom of the T
as the sump for the water. Anyone know how gasoline affects pvc? >>
Grant -
Following the advice of someone else on this List, I made a homemade
gascolator using PVC. As you correctly observe - simple, cheap,
effective! (I'd like to give credit to whoever it was that I copied it
from, but I forgot who it was! Was it you, Richard P?)
I used a 2-inch long piece of 1-1/4" diameter schedule-80 PVC, with end
caps glued on. Drilled two 3/8" holes opposite each other near the top
(thru the end cap), and screwed a brass fuel barb into each hole. On
the bottom PVC cap, I drilled another hole in the center, and threaded
into it a Curtis drain valve. I installed the gascolator so that the
drain valve pokes out thru the fabric, on the belly of my Kolb. (Which
also happens to be the lowest part of my fuel system.) Easy to take a
fuel sample from on preflight.
I used fuel-proof thread sealer goop (a Permatex product) on the 3 holes
where brass hardware is threaded in. It's been installed for over 3
years now, and I've never had a leak. More details are in the archives
- this thread has been discussed before.
To answer the question of gasoline vs. PVC - before making this homemade
gascolator, I set out to prove to myself that PVC would not be affected
by gasoline. I filled a glass jar with gas, and dropped in a short
piece of PVC pipe. I let it sit for several months. No discernable
degradation to the PVC.
Dennis Kirby
Mark-3, 912ul
Cedar Crest, NM
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Redundant Fuel Pumps |
Dennis:
Nothing chicken about being prepared.
I have a redundant fuel pump system in my MKIII. Never had to use it,
but it is there should I need it.
I also did not have to ask permission to design and install the system
in the airplane I built.
john h The flying chicken hauck (hawk)
mkIII
Call me chicken.
Dennis Kirby
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Water in gas |
At 10:07 AM 10/16/2008, Richard Girard wrote:
>...we've not been subject to the ethanol swindle yet. Water in fuel, or
>the fear of it, can still be handled by a 99 cent bottle of gas line drier...
Which is... ALCOHOL! You sure you wanna do that?
-Dana
--
I started out with nothing. I still have most of it left.
________________________________________________________________________________
| Subject: | MarkIIIC strut connection |
| From: | "clrprop" <ktony(at)windstream.net> |
The connection at the bottom of the strut has lots of slop in it. The bracket on
the fuse has a 9/16" gap and the connector on the bottom of the strut is only
1/4" wide.
Do I need bushings to take up the slack or is it supposed to be this way?
Thanks for any help.
The maiden flight is almost in sight....
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9086#209086
________________________________________________________________________________
| From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
| Subject: | Re: Water in gas |
No ****. Rotax and HKS both allow 5% ethanol blended gas. 8 ounces in 1280
to 1536 ounces (depending on whether I'm flying the MkIII or the trike) is
.625% and .521% respectively. I don't think it's going to hurt anything and
I've watched it blend in a water drop caught in the fuel filter almost as
soon as it hits the tank, so yeah, I want to do that.
Rick
On Thu, Oct 16, 2008 at 4:39 PM, Dana Hague wrote:
>
> At 10:07 AM 10/16/2008, Richard Girard wrote:
>
>> ...we've not been subject to the ethanol swindle yet. Water in fuel, or
>> the fear of it, can still be handled by a 99 cent bottle of gas line
>> drier...
>>
>
> Which is... ALCOHOL! You sure you wanna do that?
>
> -Dana
>
> --
> I started out with nothing. I still have most of it left.
>
>
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Water in gas |
As I understand it, Sta-Bil will do this too, and has other good
qualities. Anyone know for sure?
On Oct 16, 2008, at 8:10 PM, Richard Girard wrote:
> No ****. Rotax and HKS both allow 5% ethanol blended gas. 8 ounces
> in 1280 to 1536 ounces (depending on whether I'm flying the MkIII
> or the trike) is .625% and .521% respectively. I don't think it's
> going to hurt anything and I've watched it blend in a water drop
> caught in the fuel filter almost as soon as it hits the tank, so
> yeah, I want to do that.
>
> Rick
>
> On Thu, Oct 16, 2008 at 4:39 PM, Dana Hague
> wrote:
>
> At 10:07 AM 10/16/2008, Richard Girard wrote:
> ...we've not been subject to the ethanol swindle yet. Water in
> fuel, or the fear of it, can still be handled by a 99 cent bottle
> of gas line drier...
>
> Which is... ALCOHOL! You sure you wanna do that?
>
> -Dana
>
> --
> I started out with nothing. I still have most of it left.
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Water in gas |
At 08:10 PM 10/16/2008, Richard Girard wrote:
>No ****. Rotax and HKS both allow 5% ethanol blended gas. 8 ounces in 1280
>to 1536 ounces (depending on whether I'm flying the MkIII or the trike) is
>.625% and .521% respectively. I don't think it's going to hurt anything
>and I've watched it blend in a water drop caught in the fuel filter almost
>as soon as it hits the tank, so yeah, I want to do that.
I'm not terribly worried about ethanol, since all I can get here is 10%
ethanol gasoline, and I've had no problems other than the need for jetting
adjustments, but since the first part of the message referred to concern
about ethanol, I was pointing out that drygas IS alcohol (isopropyl, or
sometimes methyl).
-Dana
--
Be wary of strong drink. It can make you shoot at tax collectors-- and miss.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 03:10 PM 10/16/2008, Kirby, Dennis CTR USAF AFMC MDA/AL wrote:
>Following the advice of someone else on this List, I made a homemade
>gascolator using PVC....
>...I filled a glass jar with gas, and dropped in a short
>piece of PVC pipe. I let it sit for several months. No discernable
>degradation to the PVC.
That's encouraging. All the chemical compatibility information I've found
shows PVC compatibility with unleaded gasoline and ethanol as only
"fair"... "good" for leaded, and "excellent" for "high aromatic gasoline"
(whatever that is). CPVC (the typical tan plumbing pipe) is listed as
worse, only "fair" for all types of gasoline. Makes me leery.
-Dana
--
Be wary of strong drink. It can make you shoot at tax collectors-- and miss.
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: MarkIIIC strut connection |
If the connection rattle bothers you or you figure the wear might be
excessive, you can
squeeze a little RTV in the area. -that is if you don't do a regular
wing fold.
My grass is so long and soft I don't notice. -ask Thom Riddle.
BB
On 16, Oct 2008, at 7:06 PM, clrprop wrote:
>
> The connection at the bottom of the strut has lots of slop in it.
> The bracket on the fuse has a 9/16" gap and the connector on the
> bottom of the strut is only 1/4" wide.
> Do I need bushings to take up the slack or is it supposed to be
> this way?
>
> Thanks for any help.
>
> The maiden flight is almost in sight....
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 9086#209086
>
>
________________________________________________________________________________
| Subject: | Re: MarkIIIC strut connection |
| From: | "clrprop" <ktony(at)windstream.net> |
I haven't flown it yet so I don't know if it will rattle.
I'll be transporting it to the airfield at least till spring so lots of folding
and unfolding.
I don't understand the design if thats the way it's supposed to be. There's an
extra 5/16" of play in there right now.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9115#209115
________________________________________________________________________________
| From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
| Subject: | Re: MarkIIIC strut connection |
Make for easy alignment of the fittings when setting up. I think John H said
he welded bushings to his struts and then bolted them together. But to
answer your original question, yep, that's the way they're made.
Rick
On Thu, Oct 16, 2008 at 8:25 PM, clrprop wrote:
>
> I haven't flown it yet so I don't know if it will rattle.
> I'll be transporting it to the airfield at least till spring so lots of
> folding and unfolding.
> I don't understand the design if thats the way it's supposed to be. There's
> an extra 5/16" of play in there right now.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 9115#209115
>
>
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: MarkIIIC strut connection |
There is an equal amount of play at the main spar connection although
the aft connection prevents
any shift other than normal expansion.
The lower (strut) play is exclusively lateral so doesn't change
geometry.
It usually finds a happy spot to rest and you won't notice.
BB
On 16, Oct 2008, at 9:25 PM, clrprop wrote:
>
> I haven't flown it yet so I don't know if it will rattle.
> I'll be transporting it to the airfield at least till spring so
> lots of folding and unfolding.
> I don't understand the design if thats the way it's supposed to be.
> There's an extra 5/16" of play in there right now.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 9115#209115
>
>
________________________________________________________________________________
| Subject: | Re: MarkIIIC strut connection |
| From: | "robcannon" <leecannon(at)telus.net> |
I put two fat nylon washers on each side of the strut to hold it centered.
Rob
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9119#209119
________________________________________________________________________________
| Subject: | Re: MarkIIIC strut connection |
| From: | "clrprop" <ktony(at)windstream.net> |
Thanks for your help guys.
What a great forum!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9120#209120
________________________________________________________________________________
| From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
| Subject: | Re: MarkIIIC strut connection |
I made plastic washers to take up the gaps.These have been in place for
about 200hrs without any problems.The washers stopped a lot of rattles at
idle .Easy to do and cheap.
Regards
Downunder
MK111 c
----- Original Message -----
From: "clrprop" <ktony(at)windstream.net>
Sent: Friday, October 17, 2008 12:06 PM
Subject: Kolb-List: MarkIIIC strut connection
>
> The connection at the bottom of the strut has lots of slop in it. The
> bracket on the fuse has a 9/16" gap and the connector on the bottom of the
> strut is only 1/4" wide.
> Do I need bushings to take up the slack or is it supposed to be this way?
>
> Thanks for any help.
>
> The maiden flight is almost in sight....
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 9086#209086
>
>
>
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Redundant Fuel Pumps |
Call me chicken.>>
Hi Dennis,
wouldn`t drean of it. Thats what I call `learning from experience` or `once
bitten twice shy` or something like that. If I was flying a Cessna in the
mountains I would have plenty of back ups
I think to a great extent it is the sort of country we fly over. Some of
the great country you guys have with miles of trees and lakes with nowhere
to land or almost uninhabited areas really call for maximum safety,
redundancy etc. We just don`t have them. There are parts of Wales or
Scotland that I wouldn`t fly over without at least letting someone know
where I was and when I was expected at my destination but in general over
here you would be very unlucky to go down with no one seeing you. Usually
there is somewhere to put a plane down even if it is too small to fly out
again. Engine outs in a microlight are usually non events anyhow. Even if it
does put the pilots adrenelin level up The amount of stored energy involved
in such a lightweight machine is low and even if you hit a hedge there is a
good chance you will walk away. Even if you had to walk out for help it is
unlikely to be more than a couple of miles.
I wasn`t really advocating a total disregard for safety and good
maintenance. If you went down that route here you would get no further than
your next C of A inspection because your inspector wouldn`t sign the plane
out.
Some pilots however, we all have them, just cannot resist putting on all the
gadgets possible. I was talking to a microlight pilot the other day and he
was discussing the relative merits of Artificial Horizons because he
intended to fit one. Microlights here are only allowed to fly VFR so what
did he need one for? He might suddenly be enveloped in cloud? Alright, it
could happen but look at the probabilities.
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Airport Attitudes |
Yes, the same... one of my favorite writers. >>
Thanks Dana. I like his books. Having been a SF reader since 1947 I have
been through all the changes of Astounding to Analog and all the changes
of format. Not too many good writers in the field now Ian Banks would
be one and Baxter, an English writer whom you may have come across.
He did some astronaut training I believe and he writes science articles
as well as SF.
Very little `hard` sf, about now ,it seems to be mainly fantasy and
Dungeons and Dragons.
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: Water in gas |
| From: | "olendorf" <olendorf(at)gmail.com> |
I did a test. I took a 2 gallon gas can with a push in bushing connection at the
bottom. Just like our tanks. I had a 1 foot piece of hose attached and the
end was plugged. I added about a quart of gas to the can and made sure the fuel
line was full of gas. Then I poured in 16oz of water to make sure it would
cover the push in connector because it sticks up 1/4" from the bottom.
When I poured in the water it actually turned into millions of tiny water droplets
and looked gel-like. At that point a bunch of these tiny drops did get into
the dangling fuel line. I let it set for a few hours and the water eventually
combined. Even though the fuel connector was completely under water the amount
of water in the line was about 1.5". I think most of this was from the
initial tiny droplets. I'm still not sure the water would have made it into the
hose if it was added slowing without creating the droplets.
So although there was some water in the lowest point of the dangling fuel line
I'm still not convinced. And if I drained some fuel out I would have gotten some
water out but then I would have started getting gas again. At that point I
still had 16oz of water left in the gas can.
I guess the thing to do is if you find any water at all then you need to keep draining
until you are sure you moved enough fuel to empty the lines completely.
And no, I don't obsess over this. I haven't found any water in 10 years.
Here is a similar kind of gascolator I was thinking of putting in.
SeaDoo PWC Fuel Filter 275500088
MSRP: $21.75 Web Price: $17.35
see attached picture....
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9165#209165
Attachments:
http://forums.matronics.com//files/275500358_161.jpg
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: Redundant Fuel Pumps |
Pat -
I couldn't agree with you more on both counts: 1) redundancy can be crucial if
the terrain you're flying over is unforgiving, and 2) some pilots just want all
the heavy metal stuff while I go "Huh?" But if they can afford it and enjoy
it - well, that's fine. A friend of mine who flies a Thundergull put an automatic
pilot in it. I don't get it, but he enjoys it. I learned to fly in a Quicksilver
and my instructor was adamant that I not rely on instruments. All
he had on the bird was an airspeed indicator. Personally, I feel I need my CHT
and EGT, as well as my altimeter and RPM indicator. And I love my Stratomaster,
which gives me fuel burn, although I could easily do without it.AND my redundant
electric pump gives me great comfort. As they say "Different strokes for
different folks!"
Arty Trost
Maxair Drifter
Sandy, Oregon
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 Fri, 10/17/08, pj.ladd wrote:
> From: pj.ladd <pj.ladd(at)btinternet.com>
> Subject: Re: Kolb-List: Redundant Fuel Pumps
> To: kolb-list(at)matronics.com
> Date: Friday, October 17, 2008, 4:56 AM
>
>
> Call me chicken.>>
>
> Hi Dennis,
>
> wouldn`t drean of it. Thats what I call `learning from
> experience` or `once
> bitten twice shy` or something like that. If I was flying a
> Cessna in the
> mountains I would have plenty of back ups
>
> I think to a great extent it is the sort of country we fly
> over. Some of
> the great country you guys have with miles of trees and
> lakes with nowhere
> to land or almost uninhabited areas really call for
> maximum safety,
> redundancy etc. We just don`t have them. There are parts of
> Wales or
> Scotland that I wouldn`t fly over without at least letting
> someone know
> where I was and when I was expected at my destination but
> in general over
> here you would be very unlucky to go down with no one
> seeing you. Usually
> there is somewhere to put a plane down even if it is too
> small to fly out
> again. Engine outs in a microlight are usually non events
> anyhow. Even if it
> does put the pilots adrenelin level up The amount of stored
> energy involved
> in such a lightweight machine is low and even if you hit a
> hedge there is a
> good chance you will walk away. Even if you had to walk out
> for help it is
> unlikely to be more than a couple of miles.
> I wasn`t really advocating a total disregard for safety and
> good
> maintenance. If you went down that route here you would get
> no further than
> your next C of A inspection because your inspector wouldn`t
> sign the plane
> out.
> Some pilots however, we all have them, just cannot resist
> putting on all the
> gadgets possible. I was talking to a microlight pilot the
> other day and he
> was discussing the relative merits of Artificial Horizons
> because he
> intended to fit one. Microlights here are only allowed to
> fly VFR so what
> did he need one for? He might suddenly be enveloped in
> cloud? Alright, it
> could happen but look at the probabilities.
>
> Cheers
>
> Pat
>
>
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Redundant Fuel Pumps |
I learned to fly in a Quicksilver and my instructor was adamant that I not
rely on instruments. >>
Hi Arty,
I started in gliders and I remember that after 6 or 7 flights the instructor
threw his gloves over the ASI and altimeter and said`"Look out of the
cockpit and listen"
For my microlight License I soloed in a Quicksilver. There was nothing even
to keep lined up with the horizon. I think there was a telltale piece of
string to show slip and skid and an ASI.
Sure some people want all the goodies and are happier cutting holes and
designing a new control panel than flying.
Cheers
Pat
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Water in gas |
At 09:40 AM 10/17/2008, olendorf wrote:
>Here is a similar kind of gascolator I was thinking of putting in.
>SeaDoo PWC Fuel Filter 275500088
>MSRP: $21.75 Web Price: $17.35
>see attached picture....
How big is that filter, and what hose size?
-Dana
--
Give a monkey a brain and he'll swear he's the center of the universe.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Redundant Fuel Pumps |
Arty/Pat
My Private Pilot training wet 180 degrees the other way. I was trained to
trust the instruments because your seat of the pants will mislead you.
Kennedy's mishap is a good example. Part of my flight test for PP yes VFR
was to prove that I could fly on instruments. They would have me close my
eyes and try to get me disoriented and hand the controls back in a unusual
attitude while wearing a instrument only hood.
Pilot training and common aircraft building practices have come a long way
by trial and error. The ultralight instructors that basically taught
themselves to fly and some ultralight/experimental builders have short
changed themselves by not learning from the mistakes of the past.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "pj.ladd" <pj.ladd(at)btinternet.com>
Sent: Friday, October 17, 2008 12:51 PM
Subject: Re: Kolb-List: Redundant Fuel Pumps
>
> I learned to fly in a Quicksilver and my instructor was adamant that I not
> rely on instruments. >>
>
> Hi Arty,
> I started in gliders and I remember that after 6 or 7 flights the
> instructor threw his gloves over the ASI and altimeter and said`"Look out
> of the cockpit and listen"
>
> For my microlight License I soloed in a Quicksilver. There was nothing
> even to keep lined up with the horizon. I think there was a telltale piece
> of string to show slip and skid and an ASI.
>
> Sure some people want all the goodies and are happier cutting holes and
> designing a new control panel than flying.
>
> Cheers
>
> Pat
>
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Redundant Fuel Pumps |
At 02:07 PM 10/17/2008, Richard & Martha Neilsen wrote:
>My Private Pilot training wet 180 degrees the other way. I was trained to
>trust the instruments because your seat of the pants will mislead you.
>Kennedy's mishap is a good example. Part of my flight test for PP yes VFR
>was to prove that I could fly on instruments. They would have me close my
>eyes and try to get me disoriented and hand the controls back in a unusual
>attitude while wearing a instrument only hood.
Trust the instruments, yes, especially in IFR conditions... but your
training should also have taught you to fly the airplane in VFR conditions
WITHOUT needing the instruments. Instruments do fail.
-Dana
--
The difference between a hero and a fool is the outcome.
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Redundant Fuel Pumps |
.Hi Rick.
very interesting. Some training , even self training is useful. Just get
plenty of height and sniff around the edge of a LITTLE cloud is fun and
couldn`t do much harm, but it is not part of the training syllabus for
ultralights.
You may be different but here the rule is ONLY VFR and Aerobatics and
intentional spins are prohibited. Seems sense, after all our machines are
built down to a weight not up to a standard. In fact all microlights here
carry a sticker stating that `This aircraft is not constructed to a
internationally recognised standard`
<< I was trained to trust the instruments because your seat of the pants
will mislead you. >>
They will certainly mislead you if you can`t see the horizon
<<. They would have me close my eyes and try to get me disoriented and hand
the controls back in a unusual attitude while wearing a instrument only
hood.>>
All good fun but certainly not a training requirement here. At least not for
ultralights. You may well be given some rudimentary instruction for a full
PPL.but it would be just to give you some experience, not a requirement.We
have an odd sort of `get you home` blind flying certificate in the UK which
no one else in Europe has.It gives you enough basics to stop you falling out
of the sky if you suddenly get caught out, bad weather, low cloud etc. Its a
halfway house between VFR and a full blind flying qualification. It has
saved a number of lives over the years when mainly day time fliers have got
themselves into trouble. We are fighting hard to retain it but it looks as
though it may disappear in the Europewide reorganisation of flying which is
taking place at the moment
.<< The ultralight instructors that basically taught themselves to fly >>
WOW! You mean thast you have uncertified flying instructors? Surely not.
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: Redundant Fuel Pumps |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
A Kolb MK III is a big enough airplane, that vapor lock and an engine failure could
get you seriously hurt just about anywhere on this planet. Dennis had vapor
lock with AV Gas being gravity fed, you have MUCH GREATER risk of vapor lock
pulling fuel up to an engine like we do in Kolbs. Having an electric fuel
pump at or below the level of the fuel is a huge safety advantage. The electric
fuel pump is cheap, small, and light, no reason not to have one in a Kolb.
Sorry, but this just does not even compare to putting an autopilot or some other
exotic equipment on an ultralight. A facet pump is a small, cheap, basic safety
item to keep fuel going to your engine at all times. Accident and near accident
reports make it very clear that having a small fuel pump can make a small
plane a lot safer. If anyone is wondering, look at the EAA database on how
many engine failures are caused by the fuel system and not the engine, the number
will shock you.
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 9304#209304
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Redundant Fuel Pumps |
At 06:15 AM 10/18/2008, pj.ladd wrote:
>.<< The ultralight instructors that basically taught themselves to fly >>
>WOW! You mean thast you have uncertified flying instructors? Surely not.
Well, remember, for a "true" ultralight here, there is NO requirement for
ANY training. Of course we all know that anybody who trains himself has a
fool for an instructor, but in the early days when all ultralights were
single seat, there was a lot of self training or ground supervised "crow
hops"... and a lot of accidents. The creation of the BFI program helped a
LOT, but that's history now. Loggable training (i.e. hours counting toward
any certificate or rating) requires a certified flight instructor, but
there's nothing to prevent a guy with just a Sport Pilot certificate from
informally teaching his buddy to fly in his 2-seat LSA, then the student
goes ahead and solos in a single seat ultralight with no "official" training.
-Dana
--
Be Politically Incorrect: Support the Constitution!
________________________________________________________________________________
| From: | "Vic Worthington" <vicw(at)vcn.com> |
| Subject: | Re: Kolb-List Digest: 3 Msgs - 10/18/08 |
I have all the parts to build a Firestar including a 503 engine. The plane
was damaged in a nose over in an off airport landing. Have new powder
coated cage and nee boom tube and new gear legs. Parts located in the
phoenix area.
Vic
623 628-5225
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Redundant Fuel Pumps |
guy with just a Sport Pilot certificate from
informally teaching his buddy to fly in his 2-seat LSA, then the student
goes ahead and solos in a single seat ultralight with no "official"
training.>>
Jeez,
A good job that unless you pull it up a violent stall 30 feet up that our
low energy machines tend to disintegrate round you and you can walk away
with a few minor breakages
Cheers
Pat
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Redundant Fuel Pumps |
At 12:31 PM 10/19/2008, pj.ladd wrote:
>guy with just a Sport Pilot certificate from
>informally teaching his buddy to fly in his 2-seat LSA, then the student
>goes ahead and solos in a single seat ultralight with no "official"
>training.>>
>
>Jeez,
>
>A good job that unless you pull it up a violent stall 30 feet up that our
>low energy machines tend to disintegrate round you and you can walk away
>with a few minor breakages
Better than no training at all! And it can be OK if the aircraft are
similar, e.g. teaching in an experimental 2 seat Firestar, then the student
solos his Firefly, or a 2 seat LSA Quicksilver, then the student solos a
single seat ultralight Quicksilver.
-Dana
--
Place a half full glass of water before a pessimist, optimist and an
engineer:
The pessimist says the glass is half empty.
The optimist says the glass if half full.
The engineer says the glass is too large.
________________________________________________________________________________
| Subject: | Just for Grins - You be the Judge |
| From: | "John T. Schmidt" <adlerflug1(at)yahoo.com> |
Test Your Knowledge of FAA Violations!
1. You can be held responsible if the appropriate logbook entries are not made
after a repair, alteration, or inspection.
True
False
2. You can operate an aircraft outside the United States on the pink copy of an
application for registration.
True
False
3. An unreported drug or alcohol related driving infraction could cause the FAA
to suspend or revoke a pilot's certificate.
True
False
4. If you move and enter your new address on an FAA form (such as an aircraft registration
application) you still need to notify the Airman Certification Branch
of the change.
True
False
5. If you rent or borrow someone's aircraft, you are not responsible if you fly
that aircraft after it has missed an annual inspection.
True
False
6. A certified mechanic must replace the battery in your ELT in order for you to
avoid suspension.
True
False
Answers next Sunday [Question] [Question] [Question]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9400#209400
________________________________________________________________________________
| Subject: | Re: Just for Grins - You be the Judge |
| From: | "olendorf" <olendorf(at)gmail.com> |
Test Your Knowledge of FAA Violations!
1. You can be held responsible if the appropriate logbook entries are not made
after a repair, alteration, or inspection.
True
False
That's not true. Thousands of logbook entries are not made daily and I'm not responsible
for any of them.
2. You can operate an aircraft outside the United States on the pink copy of an
application for registration.
True
False
There are lots of airplanes outside of the United States. I suppose that could
be true in lots of countries.
3. An unreported drug or alcohol related driving infraction could cause the FAA
to suspend or revoke a pilot's certificate.
True
False
If it isn't reported how does anyone know?
4. If you move and enter your new address on an FAA form (such as an aircraft registration
application) you still need to notify the Airman Certification Branch
of the change.
True
False
I do not need to do this. I may want to but I don't need to.
5. If you rent or borrow someone's aircraft, you are not responsible if you fly
that aircraft after it has missed an annual inspection.
True
False
Responsible for what? Washing it? False.
6. A certified mechanic must replace the battery in your ELT in order for you to
avoid suspension.
True
False
I don't have an ELT and I'm not suspended so, False.
7. Do you want to anyone answer John T. Schmidt's questions and be thoroughly trounced
like Thom Riddle was so John T. Schmidt can sound so knowledgeable and
self-important?
True
False.
Bite Me.
Answers next Sunday
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9424#209424
________________________________________________________________________________
| From: | "James Clayton" <james.clayton(at)quantumwrench.com> |
| Subject: | Re: Just for Grins - You be the Judge |
Good evening, Mr. Schmidt,
Perhaps Scott's cleverly composed response will help you understand this is
a community that happily welcomes new members desiring to add something
useful, and will shun with equal fervor officious, self-important windbags
attempting to bully the decent, friendly folks here. You have no idea the
range of experience this community brings together. I'll give you a hint:
we have experienced pilots from the military, commercial aviation, EAA
teachers, and a wealth of experience from non-professional pilots ready to
share what they have seen and done, and all just as quick to admit where
they are not sure-asking for a hand.
What do we have in common? Humility.
Many of us with various levels of flying experience can spot a poser not
worth reading based on a search for this one simple quality. It is amazing
how often the loudest actor demanding to be heard proves over time he should
be ignored.
I invite you to consider bringing humility to your correspondence by
treating this community as the rich resource the diverse experience
provides. As a former professional pilot and CFI I have learned more from
this community about building, repairing, and flying Kolbs along with
understanding regulatory considerations than all my professional flying and
teaching. We each have an opportunity to teach and learn here. Most take
advantage in a productive way.
Otherwise I implore you to choose a different aviation forum upon which to
inflict your flaccid attempt at impressing with knowledge and experience.
Good day sir, Jim
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of olendorf
Sent: Sunday, October 19, 2008 8:51 PM
Subject: Kolb-List: Re: Just for Grins - You be the Judge
Test Your Knowledge of FAA Violations!
1. You can be held responsible if the appropriate logbook entries are not
made after a repair, alteration, or inspection.
True
False
That's not true. Thousands of logbook entries are not made daily and I'm
not responsible for any of them.
2. You can operate an aircraft outside the United States on the pink copy of
an application for registration.
True
False
There are lots of airplanes outside of the United States. I suppose that
could be true in lots of countries.
3. An unreported drug or alcohol related driving infraction could cause the
FAA to suspend or revoke a pilot's certificate.
True
False
If it isn't reported how does anyone know?
4. If you move and enter your new address on an FAA form (such as an
aircraft registration application) you still need to notify the Airman
Certification Branch of the change.
True
False
I do not need to do this. I may want to but I don't need to.
5. If you rent or borrow someone's aircraft, you are not responsible if you
fly that aircraft after it has missed an annual inspection.
True
False
Responsible for what? Washing it? False.
6. A certified mechanic must replace the battery in your ELT in order for
you to avoid suspension.
True
False
I don't have an ELT and I'm not suspended so, False.
7. Do you want to anyone answer John T. Schmidt's questions and be
thoroughly trounced like Thom Riddle was so John T. Schmidt can sound so
knowledgeable and self-important?
True
False.
Bite Me.
Answers next Sunday
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9424#209424
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
We fabricated up this motley collection of PVC and plumbing to add a few gallons
to the FSII without having to replace the stock tanks. More than a year old
and no problems.
http://www.bcchapel.org/pages/0003/FSIITankMods.html
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9459#209459
________________________________________________________________________________
| Subject: | Re: Just for Grins - You be the Judge |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John T. Schmidt wrote:
> Test Your Knowledge of FAA Violations!
>
> Cool... Here's my whack at this....
>
> 1. You can be held responsible if the appropriate logbook entries are not made
after a repair, alteration, or inspection.
> True
> False
>
> I believe false. An Experimental AB airplane doesn't require a logbook entries
at all for any maintenance done. I do think (may be wrong tho) major alterations
and annual condition inspections have to be recorded in order for it to maintain
airworthiness. Since you (the owner/op) are responsible for maintaining
the a/c in airworthy condition, you probably can be popped by FnAA for neglecting
this.
> Not sure about all this tho.
>
> 2. You can operate an aircraft outside the United States on the pink copy of
an application for registration.
> True
> False
>
> I have no idea as to the answer to this. I'd say this is true as the pink copy
is basically equivalent to a registration for its duration.
>
> 3. An unreported drug or alcohol related driving infraction could cause the FAA
to suspend or revoke a pilot's certificate.
> True
> False
>
> FnAA can suspend your medical for an alki-related infraction for sure, but I
don't know about your certificate itself. I'd say they probably could.
>
> 4. If you move and enter your new address on an FAA form (such as an aircraft
registration application) you still need to notify the Airman Certification Branch
of the change.
> True
> False
>
> No idea, but I think the answer is false.
>
> 5. If you rent or borrow someone's aircraft, you are not responsible if you fly
that aircraft after it has missed an annual inspection.
> True
> False
>
> False. As the owner _or_ operator, you're responsible for maintaining the a/c
in airworthy condition. If it's out of annual and you flew it, you're responsible.
>
> 6. A certified mechanic must replace the battery in your ELT in order for you
to avoid suspension.
> True
> False
>
> Er, suspension meaning what?
> Anyway, this is covered in FAR 91.207. Looks like anyone can replace the ELT
batteries, but only whoever has the authority to do the condition inspection on
an EAB plane can inspect it and make the logbook entry in the last 12 mos. For
standard category planes, that's an AnP/IA..
>
> Those are my tries at it...
>
> LS
> Answers next Sunday [Question] [Question] [Question]
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9469#209469
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: Kolb List Re: I'm so disappointed |
- Howard- What does your FS II weigh?- My FS I was just under the limit
.- I hope to trim some pounds during the re-build.
-
-------------------------
--------------------- Bill Sulliv
an
-------------------------
--------------------- Windsor Loc
ks, Ct.
________________________________________________________________________________
| From: | gliderx5(at)comcast.net |
| Subject: | Fouled sparkplug |
While flying my MKII 503 SCSI last night I had a plug foul. I suddenly could not
maintain RPM and it was running very rough. I was close to the field at the
time and just came back in. I checked the plugs out tonight and one was bridged.
I replaced both plugs with new ones and the 503 is running like Swiss watch
again. I think that I may have done an inadvisable thing when I tuned the Kolb
this spring. I put on new wires with suppression caps, AND I used resistor plugs.
I just read tonight in the CPS catalog, under maintenance tips, Part 9,
page 20, that using both suppression caps and resistor together is a bad idea.
I will replace my plugs with non-resistor plugs and keep a close eye on them.
Also, I believe that I read somewhere that the plugs should be replaced every
25 hours. I had 30 hours on the fouled plug. Shame on me! This event also showed
me the extra level of safety that a dual ignition would bring to the table.
Food for thought. I still love this little airplane
!
Malcolm Morrison
________________________________________________________________________________
| Subject: | Re: Pictures !!! Flying a Kolb Around South Florida... |
| From: | "Dana" <d-m-hague(at)comcast.net> |
Here's a few for those of you who live where it's always green, or alternating
green and brown. Around here it'll be white before too long, but tonight was
THE evening to go flying...
-Dana
When authorities warn you of the sinfulness of sex, there is an important lesson
to be learned. Do not have sex with the authorities.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9579#209579
Attachments:
http://forums.matronics.com//files/dsc01701_872.jpg
http://forums.matronics.com//files/dsc01700_368.jpg
http://forums.matronics.com//files/dsc01699_199.jpg
http://forums.matronics.com//files/dsc01697_193.jpg
http://forums.matronics.com//files/dsc01688_210.jpg
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Pictures !!! Flying a Kolb Around South Florida... |
Dana
Thanks for the photos. I kept waiting for a good frost to bring out the
color and now I'm afraid it is past the peak here in central Michigan. Also
having no enclosure makes for much better photos. The subject says South
Florida but that can't be Florida????
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Dana" <d-m-hague(at)comcast.net>
Sent: Monday, October 20, 2008 9:07 PM
Subject: Kolb-List: Re: Pictures !!! Flying a Kolb Around South Florida...
>
> Here's a few for those of you who live where it's always green, or
> alternating green and brown. Around here it'll be white before too long,
> but tonight was THE evening to go flying...
________________________________________________________________________________
| Subject: | Re: Pictures !!! Flying a Kolb Around South Florida... |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Dana,
Ditto on the gorgeous photos! What airport is this? We have light snow forecast
for Tuesday night, which will be our first this season.
Thom in Buffalo
KBQR
--------
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 9624#209624
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Pictures !!! Flying a Kolb Around Connecticut (was |
South Florida...)
At 07:33 AM 10/21/2008, Thom Riddle wrote:
>Ditto on the gorgeous photos! What airport is this? We have light snow
>forecast for Tuesday night, which will be our first this season.
It's Goodspeed Airport (42B) in CT, on the Connecticut River. A good
fly-in destination; the Goodspeed Opera House (musicals) and a fine
restaurant are an easy walk, just south of the bridge.
-Dana
--
In general, liberalism consists of A & B getting together to see what
they can make C do for poor old D.
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Pictures !!! Flying a Kolb Around South Florida... |
Dana
LOVELY PIX! -- thank you
On Oct 20, 2008, at 9:07 PM, Dana wrote:
> http://forums.matronics.com//files/dsc01700_368.jpg
________________________________________________________________________________
| Subject: | international flying regulation differences |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
WARNING: Not Kolb specific.
This discussion about differences in regulations for sport flying between the USA
and the UK prompted me to look at the regs of my nearby northern neighbor,
Canada. I found the following two links which summarize the Canadian regs for
sport type flying. These on the Canadian Challenger Importer's website but are
not specific to Challengers, of course. Very interesting stuff.
http://www.challenger.ca/faq_regs_registration.html#hiring_builder
http://www.challenger.ca/faq_cdn_pilot_licences.html
Thom in Buffalo
--------
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 9666#209666
________________________________________________________________________________
| Subject: | Re: I'm so disappointed...... |
| From: | "olendorf" <olendorf(at)gmail.com> |
On that note. I have a web page for my Firestar and occasionally look at the statistics
for it. I see lots of hits to my web page coming from users on FAA's
Internet Service Provider. So there ARE people in the FAA that are looking
at us. I'm sure there are a few reading these message boards.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9696#209696
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: I'm so disappointed...... |
Scott, the guys at FAA have to have something to do along with the
donuts and coffee.
I doubt they are peering maliciously at us'ins.
BB
On 21, Oct 2008, at 1:58 PM, olendorf wrote:
>
> On that note. I have a web page for my Firestar and occasionally
> look at the statistics for it. I see lots of hits to my web page
> coming from users on FAA's Internet Service Provider. So there ARE
> people in the FAA that are looking at us. I'm sure there are a few
> reading these message boards.
>
> --------
> Scott Olendorf
> Original Firestar, Rotax 447, Powerfin prop
> Schenectady, NY
> http://KolbFirestar.googlepages.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 9696#209696
>
>
________________________________________________________________________________
| Subject: | Re: I'm so disappointed...... |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
HShack,
I am with you on this one ! Weather your plane weighs 254 pounds or 274 pounds
really does not affect anyone... The independent spirit and not liking being
told what to do in every aspect of our lives is what this country was built
on and what made this country great ! Unfortunately people in this country
have no understanding of what freedom is anymore.
For those that done believe me, just look at the latest presidential polls as we
head towards Socialism.
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 9704#209704
________________________________________________________________________________
| Subject: | Re: Pictures !!! Flying a Kolb Around South Florida... |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Great Pictures Dana !
I always look to see peoples flight pictures and flight videos. I hope more people
here start posting pictures. Even though it might seem like the same boring
stuff to the person flying, pictures like this will be an inspiration to
many people in the building process or that are thinking about getting a Kolb.
Its also nice to see pictures from different areas that I never get to see in
my Kolb :)
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 9707#209707
________________________________________________________________________________
| Subject: | Re: Pictures !!! Flying a Kolb Around Connecticut (was South |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Thanks, Dana. The reason I asked is because it looks a LOT like Kingston (20N)
on the Hudson near the wonderful Old Rhinebeck Aerodrome, which is a must see
for anyone who likes to see antique airplanes, flying.
http://www.airnav.com/airport/20N
Look at it in satellite view in Google Maps to see the similarity in layout and
proximity to a river.
--------
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 9714#209714
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Pictures !!! Flying a Kolb Around Connecticut (was |
South
Thom R:
Kingston doesn't sit right on the river bank like Dana's airport does.
Bert Howland and I landed there going to and coming from Ole Rhinebeck,
1989. Bert's grass strip in Maryland, NY, was about 75 sm west of Ole
Rhinebeck. I might add, Bert and I had a ball the week I spent with him
and Ellen. We flew everyday in the local mountains. One of the
highlights was flying over Cooperstown, NY, and landing at their long
grass airport. Had a little cafe there with good coffee and breakfast.
Later, we married up at the Flight Farm, Monterey, NY. Then we would
get up early, fly over to Bradford, NY, land on the baseball diamond,
the clay part, walk over to the little store/cafe for breakfast and
coffee...........Those were, indeed, the good old days. Bert was flying
his Honeybee biplane and I was flying my 1987 Firestar. I miss Bert.
john h
Jordan Valley, OR
looks a LOT like Kingston (20N) on the Hudson near the wonderful Old
Rhinebeck Aerodrome --------
Thom Riddle
________________________________________________________________________________
| Subject: | Firestar aileron balance wts |
| From: | "Mnflyer" <gbsb2002(at)yahoo.com> |
Hi all I see some Firestars has aileron balance wts on the ends of the ailerons
and some don't, the wt I suppose is to reduce aileron flutter is that the purpose?
Do they have any other effect on the aileron control like does the stick
feel any lighter or not?
Thanks
--------
GB
MNFlyer
Flying a HKS Kitfox III
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9895#209895
________________________________________________________________________________
| Subject: | Re: Firestar aileron balance wts |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Balance weights are a way to reduce the chance of flutter, if you don't have them
I would put them on, its just good design. Flutter occurs at higher airspeeds,
some day if you accidentally get going way faster than you wanted to, it
is a bad time to find out your ailerons are susceptible to flutter.
Balance weights will not lighten the stick forces, will not change your roll rate,or
make the stick feel any different. They are only a preventative measure
for flutter.
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 9933#209933
________________________________________________________________________________
| Subject: | Re: I'm so disappointed...... |
| From: | "geoffthis" <geoffthis(at)charter.net> |
JetPilot wrote:
> HShack,
>
>
> For those that done believe how this country has forgotten what freedom is, just
look at the latest presidential polls as we head towards Socialism.
>
> Mike
Mike, while I may somewhat agree with you let's please keep any politics off the
board...
Thanks
Geoff Thistlethwaite
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9942#209942
________________________________________________________________________________
| From: | "VICTOR PETERS" <vicsv(at)verizon.net> |
| Subject: | Re: Firestar aileron balance wts |
I put balances on my MKIIIX. ( flaperons) Only had flutter once and it
wasn't from high speed.
May have been from a pull up in hot air into a blast of cooler air on a
large river.
They work but I don't like the sluggish feel or that they wobble between
each other
on the ground. Don't really notice much difference in the air
performance wise.
I'd rather put spades where the weights go but I'm no engineer.
Vic
________________________________________________________________________________
| Subject: | wing attachment hardware |
| From: | "clrprop" <ktony(at)windstream.net> |
What kind of hardware are you all using for your wing attachment?
Most of mine are the clevis pins w/ cowling safety clips. Some are too short to
get a washer on underneath the clip. This doesn't look very safe to me. Are these
ok or is it better to go with bolts and castle nuts?
Keath T
Mk III C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210003#210003
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: wing attachment hardware |
Keath
That's the way most all are. I personally use the ring type safety clips
because long grass has been known to pull the cowl clips off. Others have
said the ring clips might work their way out but I doubt it. Some people
that don't fold their wings have used bolts with lock nuts. Some even have
used bushings/spacers that lock the wing attachments together. There is no
reason why you can't use castle nuts. What ever you use be sure it is AN
hardware for the pins or bolts.
Also always check the safety clips on preflight for wear.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "clrprop" <ktony(at)windstream.net>
Sent: Thursday, October 23, 2008 11:25 AM
Subject: Kolb-List: wing attachment hardware
>
> What kind of hardware are you all using for your wing attachment?
>
> Most of mine are the clevis pins w/ cowling safety clips. Some are too
> short to get a washer on underneath the clip. This doesn't look very safe
> to me. Are these ok or is it better to go with bolts and castle nuts?
>
> Keath T
> Mk III C
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=210003#210003
>
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: wing attachment hardware |
At 11:25 AM 10/23/2008, clrprop wrote:
>What kind of hardware are you all using for your wing attachment?
>
>Most of mine are the clevis pins w/ cowling safety clips. Some are too
>short to get a washer on underneath the clip. This doesn't look very safe
>to me. Are these ok or is it better to go with bolts and castle nuts?
I don't think it's an issue; I've never heard of a failure (has
anybody?). I don't have washers under the clips on any of mine. Since I
fold the wings every time I fly each connection gets checked anyway. If I
weren't folding every time I'd probably go with bolts and locknuts, though.
-Dana
--
In England, the cops say, 'Halt or I'll say halt again!'
________________________________________________________________________________
| Subject: | Re: wing attachment hardware |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
There have been cases where the safety pin has been undone on the tail wire attachment
on the bottom of the rudder due to long grass. I use a castle nut with
a safety pin on all attachments since I do not fold my wings. If you must
fold, I like the key chain type circlips, rather than the safety pin type which
are more easily knocked open.
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=210017#210017
________________________________________________________________________________
| Subject: | Kolb MK3X possibly for sell (watercooled VW engine) |
| From: | "Rick Lewis" <cktman(at)hughes.net> |
I am seriously thinking about selling my unfinished Kolb. I've lost interest since
my partner has bailed out on me. This would be a truely quick build aircraft
since the wings, horizonal stab, rudder, elevators, aerons, and flaps are
all done except for covering. The cage is set up for the WATER COOLED VW engine
which is assemble and included in the deal. I am not looking for any profit
on the plane just the actual money I have in it. All the many hours of labor
to this point will be free. I haven't added all the reciepts up yet to come
up with a cost but I thought I would send this post out to see if anyone would
be seriously interested. Hopefully I won't get to many tire kickers here.
Rick Lewis (VW Watercooled powered)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210045#210045
Attachments:
http://forums.matronics.com//files/vw_engine_001_714.jpg
http://forums.matronics.com//files/3_341.jpg
http://forums.matronics.com//files/12_158.jpg
http://forums.matronics.com//files/misc_pics_050_113.jpg
________________________________________________________________________________
| Subject: | Re: Firestar aileron balance wts |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I put spades on my Kolb MK III, they worked well to bring down the control forces
and make my ailerons more responsive. They are not heavy enough to replace
my counterbalances, I have both. Also spades on the wingtips do not work, the
vortex of the air going over the tips make the spades pretty useless there according
to someone that has tried it. I beleive it, I have not see any airplane
with spades on the wingtips, I copied my spades from a Decathlon, the spade
design I used is common on many airplanes. If you want to see pictures and
more information, look here.
http://forums.matronics.com/viewtopic.php?t=45270&highlight=spades
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=210046#210046
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Kolb MK3X possibly for sell (watercooled VW engine) |
Rick
I'm very disappointed you are thinking about selling.
For those of you that aren't familiar with the VW engine Rick has put on his
plane. Rick L please correct any misunderstandings. It is a Great Plains
2276cc engine with light weight Nikasil cylinders and the Valley Series 3
redrive. The water cooled part of this engine is much more than just
cooling. The water cooing package included a tuned intake system with
carburetor ( bing?), heads, water pump, and radiators. The Performance
improvement with this package is spectacular. I think one could
conservatively say that this engine would perform along side a 100hp Rotax
and likely blow its doors off. For reliability's sake one would want to
cruise at lower power settings but the climb rate could be unbelievable. The
water cooling would also solve the on the ground over heating issue a
air-cooled pusher engine has. With all this said don't run out and try to
buy the water cooling package. I was told that manufacturer was so concerned
about someone stealing their design that they restricted sales to the USA
and failed to get enough demand to stay in business.
This is also the first Kolb built VW engine mount. Rick did a great service
by working directly with Kolb to get this done. I know of at least two other
VW powered Kolbs being built because of his efforts.
Rick Neilsen
Flying Redrive VW powered MKIIIC
----- Original Message -----
From: "Rick Lewis" <cktman(at)hughes.net>
Sent: Thursday, October 23, 2008 7:21 PM
Subject: Kolb-List: Kolb MK3X possibly for sell (watercooled VW engine)
>
> I am seriously thinking about selling my unfinished Kolb. I've lost
> interest since my partner has bailed out on me. This would be a truely
> quick build aircraft since the wings, horizonal stab, rudder, elevators,
> aerons, and flaps are all done except for covering. The cage is set up
> for the WATER COOLED VW engine which is assemble and included in the deal.
> I am not looking for any profit on the plane just the actual money I have
> in it. All the many hours of labor to this point will be free. I haven't
> added all the reciepts up yet to come up with a cost but I thought I would
> send this post out to see if anyone would be seriously interested.
> Hopefully I won't get to many tire kickers here.
>
> Rick Lewis (VW Watercooled powered)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=210045#210045
>
>
> Attachments:
>
> http://forums.matronics.com//files/vw_engine_001_714.jpg
> http://forums.matronics.com//files/3_341.jpg
> http://forums.matronics.com//files/12_158.jpg
> http://forums.matronics.com//files/misc_pics_050_113.jpg
>
>
>
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | wing attachment hardware |
If the pins are too short to put on a washer.... get longer pins. Or go
with bolts and nuts,,, remember some areas are not designed to be tightened
down with lots of torque on the bolts... I would tighten so that you could
still easily rotate the bolt by hand.
Boyd Young
Kolb MKIIIC
>>>>>>>>>>>>>>
What kind of hardware are you all using for your wing attachment?
Most of mine are the clevis pins w/ cowling safety clips. Some are too short
to get a washer on underneath the clip. This doesn't look very safe to me.
Are these ok or is it better to go with bolts and castle nuts?
Keath T
Mk III C
________________________________________________________________________________
| From: | "KOLB AIRCRAFT" <customersupport(at)tnkolbaircraft.com> |
JIM, DONNIE HERE, IF YOU HAVE A FAX # SEND TO ME AND I WILL FAX COPIES
OF THE NAMES OF THOSE YOU GAVE RIDES TO AT THE FLY-IN. THANKS DONNIE.
----- 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: | "Jim" <jlsk1(at)frontiernet.net> |
931-526-6865
Thanks !!! Jim
----- Original Message -----
From: KOLB AIRCRAFT
To: kolb-list(at)matronics.com
Sent: Friday, October 10, 2008 6:43 AM
Subject: Re: Kolb-List: Brake lines
JIM, DONNIE HERE, IF YOU HAVE A FAX # SEND TO ME AND I WILL FAX COPIES O
F THE NAMES OF THOSE YOU GAVE RIDES TO AT THE FLY-IN. THANKS DONNIE.
----- 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
________________________________________________________________________________
| Subject: | Re: wing attachment hardware |
| From: | "olendorf" <olendorf(at)gmail.com> |
What purpose does the washer provide in this case? The FAA inspector that gave
me the airworthiness inspection also recommended I put washers under the cowling
pins. I can only assume it would cut down an pin wear if the clevis pin was
rotating. I didn't add the washers. I have the cowling pin in my hand twice
every time I fly. If it was worn out I'd know it.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210130#210130
________________________________________________________________________________
| Subject: | Re: Pictures !!! Flying a Kolb Around South Arizona... |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
The Southwest has to be one of the prettiest areas in the country to fly over.
I hope to fly these areas one of these days, thanks for posting.
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=210142#210142
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: I'm so disappointed...... |
Weather your plane weighs 254 pounds or 274 pounds really does not affect
anyone... >>
I love it. Unfortunately any country, capitalist,socialist, fascist or what
have you which allows its members to pick and choose which particular bits
of the law they will bother to obey must inevitably descend into chaos.
Enjoy while you can.
Cheers
Pat
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: I'm so disappointed...... |
Pat:
Tell me what country is NOT 'descending into chaos'. Mine sure is.
NOW! -- Kolb-related; how's your Kolb?
Russ
PS You mean weather, or whether?
do not archive
On Oct 24, 2008, at 4:42 PM, pj.ladd wrote:
>
> Weather your plane weighs 254 pounds or 274 pounds really does not
> affect anyone... >>
>
> I love it. Unfortunately any country, capitalist,socialist, fascist
> or what have you which allows its members to pick and choose which
> particular bits of the law they will bother to obey must inevitably
> descend into chaos.
>
> Enjoy while you can.
>
> Cheers
>
> Pat
>
>
________________________________________________________________________________
| From: | herb <herbgh(at)nctc.com> |
| Subject: | Re: I'm so disappointed...... |
and post some flying pics ...Pat.... Herb
At 05:41 PM 10/24/2008, you wrote:
>
>Pat:
>Tell me what country is NOT 'descending into chaos'. Mine sure is.
>NOW! -- Kolb-related; how's your Kolb?
>Russ
>PS You mean weather, or whether?
>do not archive
>
>On Oct 24, 2008, at 4:42 PM, pj.ladd wrote:
>
>>
>>Weather your plane weighs 254 pounds or 274 pounds really does not
>>affect anyone... >>
>>
>>I love it. Unfortunately any country, capitalist,socialist, fascist
>>or what have you which allows its members to pick and choose which
>>particular bits of the law they will bother to obey must inevitably
>>descend into chaos.
>>
>>Enjoy while you can.
>>
>>Cheers
>>
>>Pat
>>
>>
>>
>
>
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
| Subject: | Re: wing attachment hardware |
The Kolb plans do not call for washers on the pins. I would not put them on
due to the washers being free to spin and cause significant wear to the cowl
pin. I have seen a washer on a loose bolt spinning at approximately 120 rpm
just being driven by the vibration of the machine. It's the hula hoop
affect just smaller and faster. I also would not use "key chain" rings as
they are not made to any quality standard. I guess I just have a lot of
faith in the design that Homer came up with. If I didn't fold and trailer I
would probably use AN bolts and castle nuts.
Steven Green
MK3 912S
560 hrs with washerless cowl pins.
But not the same ones, they are replaced at least annually.
________________________________________________________________________________
| Subject: | Flying the salt river east of Phoenix |
| From: | "Nelson, Craig" <craig.nelson(at)heraeus.com> |
<> <> <>
<>
Unbelievable flying weather
Uncle craig
912ULS MKIII EX
don't even think of archiving this
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: wing attachment hardware |
At 07:16 PM 10/24/2008, Steven Green wrote:
>The Kolb plans do not call for washers on the pins. I would not put them
>on due to the washers being free to spin and cause significant wear to the
>cowl pin. I have seen a washer on a loose bolt spinning at approximately
>120 rpm just being driven by the vibration of the machine. It's the hula
>hoop affect just smaller and faster. I also would not use "key chain"
>rings as they are not made to any quality standard. I guess I just have a
>lot of faith in the design that Homer came up with. If I didn't fold and
>trailer I would probably use AN bolts and castle nuts.
I agree, I use the AN pins with no washers, except at one location: The
UltraStar plans DO call for a ring cotter (the plans call it a "safety
circlip") at one location, the pin that holds connects the elevator horns
to the control arm in the back of the boom tube (done differently on the
later Kolbs, I believe?). I bought a package from the marine store, but I
didn't trust the "tail" that's supposed to make it easy to install, looks
like it'd make it easy to come loose, as well... a friend who flies a GT400
gave me some without the tail; that's what I use now.
-Dana
--
Democracy is three wolves and a sheep voting on what to have for lunch.
________________________________________________________________________________
| Subject: | Flying the Salt river |
| From: | "Nelson, Craig" <craig.nelson(at)heraeus.com> |
<> <> <>
<> <> <>
<>
Do Not archive
________________________________________________________________________________
| Subject: | How do I learn to fly Ultrastar? Help please. |
| From: | "petebarry99" <petebarry99(at)yahoo.com> |
I have a nice Ultrastar and no motorized flying experience (years of paragliding).
My Kolb is mid 80's, good condition, Cayuna, no flaperons, etc., no nose
cone, rigid gear.
What 2 place aircraft would be best to learn in, and does anybody know an instructor/aircraft
combo in the Northwest or in the West? (I am in NE Oregon and
willing to travel.)
Any peculiar flying/ground handling aspects to the Ultrastar---good or bad? How
are they at take off and landing?
Any problems to look for? Any upgrades important? Do fairings on struts make
a diffference, or kinds of tires make much of a handling difference?
Also looking for a BSR, etc chute for it. Thanks!! Peter
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210201#210201
________________________________________________________________________________
| From: | "Wayne McCullough" <blackbird754(at)alltel.net> |
| Subject: | Re: I'm so disappointed...... |
Dana,
This is great......I pledge allegiance to the U.S. republic (see U.S.
constitution or Articles of Confederation of the republic) which ended
in 1865.....after the north(federals) took the south(confederates) by
force.
South Carolina withdrew from the union.........Lincoln in his memoirs
wrote that he would make the south fire the first shot. As the union
troops withdrew from Fort Sumter in Charleston Harbor. The south gave
the northern soldiers a ride out to the U.S. navy who were blockading
the harbor. When the gunboats fired a warning shot (practice at sea at
the time) the navy sank and destroyed the little flotilla including
their own men who were evacuating the fort.
The rest is history..............Slavery was the political
point............You know us Bad southerners( no one agrees with
slavery), but North and South were trading with slaves and cotton.
I'm off my soapbox now.......LOL
Wayne McCullough
Kolbra 004 (building)
I love history and HATE the democracy ( and politics) we have, but I
still love our country for what it is worth.
My father (who served in WW2) cannot believe where our morals have
gone). He is 84. I'm 53.
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
I have seen both the round safety rings and the pin type wear out,
disappear, etc. I use a small nylon tie strap and put it through the loop
on the pin type or thru the ring and around the bolt, pin or whatever you
are using on your struts and then snug it up. It holds it from moving and
if it cant move, it cant wear out. It is easy to check on pre flight, if it
is there, go. I fold occasionally and renew the ties and have NEVER had one
fall off or break even after a year or so in the sun. Black seems to hold
up better. Quick, easy and effective. I also use one between the ball and
the bell on the ail rad. rod where you disconnect to take up the space.
Good for what you paid for it. Ted Cowan, Alabama, Slingshot 912.
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: Flying the salt river east of Phoenix |
Craig,
Seems like all of the beautiful places to fly over require a lot of faith in
the machines that take you there.Nice picts.
no not archive
----- Original Message ----
From: "Nelson, Craig" <craig.nelson(at)heraeus.com>
Sent: Friday, October 24, 2008 7:33:40 PM
Subject: Kolb-List: Flying the salt river east of Phoenix
<> <> <>
<>
Unbelievable flying weather
Uncle craig
912ULS MKIII EX
don't even think of archiving this
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: Flying the Salt river |
Craig,
What brand of aircraft were you flying when you took these picts?
no not archive
----- Original Message ----
From: "Nelson, Craig" <craig.nelson(at)heraeus.com>
Sent: Friday, October 24, 2008 8:51:26 PM
Subject: Kolb-List: Flying the Salt river
<> <> <>
<> <> <>
<>
Do Not archive
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: How do I learn to fly Ultrastar? Help please. |
At 02:25 AM 10/25/2008, petebarry99 wrote:
>I have a nice Ultrastar and no motorized flying experience (years of
>paragliding). My Kolb is mid 80's, good condition, Cayuna, no flaperons,
>etc., no nose cone, rigid gear.
>
>What 2 place aircraft would be best to learn in, and does anybody know an
>instructor/aircraft combo in the Northwest or in the West? (I am in NE
>Oregon and willing to travel.)
Well, another Kolb is best, of course, but you'll have a tough time finding
anybody instructing in one. Second best is any other ultralight (er,
"ultralight like" LSA), e.g. a 2 seat Challenger, Hawk, or
Quicksilver. Third best is any light GA airplane (preferably a Cub,
T-Craft, or the like), but if you take this option even one or two rides
with somebody in an ultralight like LSA is HIGHLY advisable to get a sense
of the differences. If you do your flight training in a nosewheel airplane
then at least an hour or two of tailwheel time is a good idea.
I came to my UltraStar from PPG... but some 15 years earlier I had plenty
of GA time, most of it in a T-Craft. A friend checked me out informally in
a 2-seat Quicksilver for a couple of flights, I flew it maybe 10 hours
solo, then had no problems in the UltraStar.
>Any peculiar flying/ground handling aspects to the Ultrastar---good or
>bad? How are they at take off and landing?
The US is a great flying airplane. It's light like the ultralight it is,
but handles like a "real" airplane... a Quicksilver is a pig compared to
any Kolb.
>Any problems to look for? Any upgrades important? Do fairings on struts
>make a diffference, or kinds of tires make much of a handling difference?
There is a wing drag strut reinforcement that was added later and is a good
idea.
The list archives have lots of good information; here are three in
particular I bookmarked:
http://tinyurl.com/5u6r9w
http://tinyurl.com/5lmwja
http://tinyurl.com/5krl9m
There is also a Yahoo group devoted to the UltraStar; it's not as active as
this group but the group files section contains the UltraStar drawings,
manual, and the Cuyuna owner's and service manuals:
http://groups.yahoo.com/group/KolbUltrastar/
-Dana
--
I do not feel obliged to believe that the same God who endowed us with
sense, reason and intellect has intended us to forgo their use. -- Galileo
Galilei
________________________________________________________________________________
| From: | frank goodnight <frank.goodnight(at)att.net> |
Hope you guys are doing well. We are getting ready for Halloween party Friday.
I guess you are at the Razorback game today. Have fun. Hope they win.
tell Tara hi and have fun.
Mom
________________________________________________________________________________
| From: | "Ralph B" <ul15rhb(at)juno.com> |
tc1917(at)bellsouth.net wrote:
> I have seen both the round safety rings and the pin type wear out,
> disappear, etc. I use a small nylon tie strap and put it through the loop
> on the pin type or thru the ring and around the bolt, pin or whatever you
> are using on your struts and then snug it up. It holds it from moving and
> if it cant move, it cant wear out. It is easy to check on pre flight, if it
> is there, go. I fold occasionally and renew the ties and have NEVER had one
> fall off or break even after a year or so in the sun. Black seems to hold
> up better. Quick, easy and effective. I also use one between the ball and
> the bell on the ail rad. rod where you disconnect to take up the space.
> Good for what you paid for it. Ted Cowan, Alabama, Slingshot 912.
Ted, be careful as you are trusting your life to a plastic tie wrap. I have used
stainless marine safety rings for years. The clevis pins don't seem to wear
out even though they do move around.
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=210242#210242
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: I'm so disappointed...... |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> Please keep it Kolb-related.
This is going to be a test. I'll present the scenario and we'll see
who comes up with the solution that eventually solved a rather
perplexing problem on a friend's Kolb. Some of the data below may be
indirection so be careful.
Kolb FS I , Rotax 377, points ign. Engine ran fine the year prior
which is the last time it was flown. Otherwise, engine started and
run once or twice a month but only up to temperature and only up to
1/3 throttle to keep it lubricated. Fuel system required all hoses to
be changed including primer line. Simplified system by taking out the
primer bulb but left the primer pump. Fuel pump rebuilt, neoprene
connector between carb and intake manifold replaced.
When started and run up the engine failed to make full power hitting
about 5800 rpm full throttle static and showing signs of being too
lean since choke improved the situation but didn't make full power
even then. Suspected the filter, replaced, same result. Re checked
pulse pump, operating normally and providing sufficient fuel as
indicated by the choke application. Float bowl clean, no debris. Jets
were the same as before (remember, operated fine before) so no
change. Jet needle change made no difference.Carb disassembled, all
orifices blown out, floats checked good, float level checked good.
Timing cheacked good as did plug gap and points and condenser. Still
the same low power production aided with choke.
Let's see if anyone can figure out what the problem really was. It
was a funky solution but worth passing on.......
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: I'm so disappointed...... |
How was the EGT, CHT, plugs? Jets could need to be changed even if it ran
good before if the weather's different. Also could be crankshaft seals,
cylinder base gaskets, fuel blockage upstream somewhere, or bad gas if
that's what was sitting in the tank for a year.
-Dana
At 10:15 PM 10/25/2008, Jim Baker wrote:
>
>X-SpamReason %%SpamReason%%:
>
> > Please keep it Kolb-related.
>
>This is going to be a test. I'll present the scenario and we'll see
>who comes up with the solution that eventually solved a rather
>perplexing problem on a friend's Kolb. Some of the data below may be
>indirection so be careful.
>
>Kolb FS I , Rotax 377, points ign. Engine ran fine the year prior
>which is the last time it was flown. Otherwise, engine started and
>run once or twice a month but only up to temperature and only up to
>1/3 throttle to keep it lubricated. Fuel system required all hoses to
>be changed including primer line. Simplified system by taking out the
>primer bulb but left the primer pump. Fuel pump rebuilt, neoprene
>connector between carb and intake manifold replaced.
>
>When started and run up the engine failed to make full power hitting
>about 5800 rpm full throttle static and showing signs of being too
>lean since choke improved the situation but didn't make full power
>even then. Suspected the filter, replaced, same result. Re checked
>pulse pump, operating normally and providing sufficient fuel as
>indicated by the choke application. Float bowl clean, no debris. Jets
>were the same as before (remember, operated fine before) so no
>change. Jet needle change made no difference.Carb disassembled, all
>orifices blown out, floats checked good, float level checked good.
>Timing cheacked good as did plug gap and points and condenser. Still
>the same low power production aided with choke.
>
>Let's see if anyone can figure out what the problem really was. It
>was a funky solution but worth passing on.......
--
Question Authority and the authorities will question you!
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: I'm so disappointed...... |
At 10:15 PM 10/25/2008, you wrote:
>
>X-SpamReason %%SpamReason%%:
>
> > Please keep it Kolb-related.
>
>This is going to be a test. I'll present the scenario and we'll see
>who comes up with the solution that eventually solved a rather
>perplexing problem on a friend's Kolb. Some of the data below may be
>indirection so be careful.
If the holes in the bottom of these lines get clogged - the engine
will never run right.
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: I'm so disappointed...... |
I'll bet on a air leak at the primer shaft
----- Original Message ----
From: Jim Baker <jlbaker(at)msbit.net>
Sent: Saturday, October 25, 2008 10:15:59 PM
Subject: Re: Kolb-List: Re: I'm so disappointed......
X-SpamReason %%SpamReason%%:
> Please keep it Kolb-related.
This is going to be a test. I'll present the scenario and we'll see
who comes up with the solution that eventually solved a rather
perplexing problem on a friend's Kolb. Some of the data below may be
indirection so be careful.
Kolb FS I , Rotax 377, points ign. Engine ran fine the year prior
which is the last time it was flown. Otherwise, engine started and
run once or twice a month but only up to temperature and only up to
1/3 throttle to keep it lubricated. Fuel system required all hoses to
be changed including primer line. Simplified system by taking out the
primer bulb but left the primer pump. Fuel pump rebuilt, neoprene
connector between carb and intake manifold replaced.
When started and run up the engine failed to make full power hitting
about 5800 rpm full throttle static and showing signs of being too
lean since choke improved the situation but didn't make full power
even then. Suspected the filter, replaced, same result. Re checked
pulse pump, operating normally and providing sufficient fuel as
indicated by the choke application. Float bowl clean, no debris. Jets
were the same as before (remember, operated fine before) so no
change. Jet needle change made no difference.Carb disassembled, all
orifices blown out, floats checked good, float level checked good.
Timing cheacked good as did plug gap and points and condenser. Still
the same low power production aided with choke.
Let's see if anyone can figure out what the problem really was. It
was a funky solution but worth passing on.......
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: I'm so disappointed...... |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> I'll bet on a air leak at the primer shaft
That was one of our thoughts as well so took the primer line off and
capped the barb...no change. Good try tho....
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: I'm so disappointed...... |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> How was the EGT, CHT, plugs?
EGTs and CHTs were a bit low, plugs nice and tan.
>Jets could need to be changed even if it ran
> good before if the weather's different.
Weather essentially the same. This engine has a history of over
fifteen years of very consistent operation. Forgot to mention that
it's only got about 300 hrs total. Overhauled last year and ran fine
afterwards. Not a carbon problem. Ring end gaps all within spec as
was the cylinder choke. Outer seals replaced, inner seals tested fine
on vacuum test. All applicable gaskets new.
> Also could be crankshaft seals,
See above.
> cylinder base gaskets,
See above.
> fuel blockage upstream somewhere
Ran a fuel line from the pump inlet directly into the gas tank by-
passing all other lines...no change.
> or bad gas if
> that's what was sitting in the tank for a year.
Remember the fuel lines were all new and the tank was fine, new fuel
and oil.
This will just kill you when I tell you the outcome......
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: I'm so disappointed...... |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> If the holes in the bottom of these lines get clogged - the engine
> will never run right.
If you're thinking of the vent line, new hose and open vent hole. But
that's not it either.....
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | Blumax008(at)aol.com |
| Subject: | Re: I'm so disappointed...... |
I give up. Let's blame it on Obama or Bush. That's what everybody else does
.
Seriously, I would say it's because you fixed something that wasn't broken
in the first place.
The bane of all ultralight & light plane fixers. My pals below say it ain't
their fault either.
Darfur Janjaweed killers.
**************Play online games for FREE at Games.com! All of your favorites
,
no registration required and great graphics =93 check it out!
http://www.games.com?ncid=emlcntusgame00000001)
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
In reply to Ralph B. You dont seem to understand that I use the Pin type
safety pins on my clevis' and then the tie strap to keep the safety pin from
moving. I believe you think I dont use any safety pins, only the tie
straps. I may be crazy but I aint suicidal. I ADD a point of safety, not
remove it. ted.
________________________________________________________________________________
| From: | Eugene Zimmerman <ez(at)embarqmail.com> |
| Subject: | Re: I'm so disappointed...... |
Black snake in muffler.
On Oct 25, 2008, at 10:15 PM, Jim Baker wrote:
>
> X-SpamReason %%SpamReason%%:
>
>> Please keep it Kolb-related.
>
> This is going to be a test. I'll present the scenario and we'll see
> who comes up with the solution that eventually solved a rather
> perplexing problem on a friend's Kolb. Some of the data below may be
> indirection so be careful.
>
> Kolb FS I , Rotax 377, points ign. Engine ran fine the year prior
> which is the last time it was flown. Otherwise, engine started and
> run once or twice a month but only up to temperature and only up to
> 1/3 throttle to keep it lubricated. Fuel system required all hoses to
> be changed including primer line. Simplified system by taking out the
> primer bulb but left the primer pump. Fuel pump rebuilt, neoprene
> connector between carb and intake manifold replaced.
>
> When started and run up the engine failed to make full power hitting
> about 5800 rpm full throttle static and showing signs of being too
> lean since choke improved the situation but didn't make full power
> even then. Suspected the filter, replaced, same result. Re checked
> pulse pump, operating normally and providing sufficient fuel as
> indicated by the choke application. Float bowl clean, no debris. Jets
> were the same as before (remember, operated fine before) so no
> change. Jet needle change made no difference.Carb disassembled, all
> orifices blown out, floats checked good, float level checked good.
> Timing cheacked good as did plug gap and points and condenser. Still
> the same low power production aided with choke.
>
> Let's see if anyone can figure out what the problem really was. It
> was a funky solution but worth passing on.......
>
>
> Jim Baker
> 580.788.2779
> Elmore City, OK
>
>
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: I'm so disappointed...... |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
>
> Black snake in muffler.
I wish it had been...simple to see, easy to remedy.
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: I'm so disappointed...... |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> > This is going to be a test.
> > Let's see if anyone can figure out what the problem really was. It
> > was a funky solution but worth passing on.......
The operative word here is "funky". What else could it be but the
fuel system? Somehow it had changed in some small way. So.....
Took the carb apart again. All components were correctly oriented
(needle jet emulsion tube, needle capture plastic cup in the slide on
top of needle, etc.)...there was just nothing wrong and all passages
had been blown out with 100 psi compressed air. What could withstand
that?
Here's what it was. If you've ever taken the bowl off and let it dry
and have seen some white, powdery stuff sticking to the bowl sides
you'll want to check the main jet as well. This stuff had built up
over time inside the jet orifice and had slowly reduced the effective
opening of the jet to something less than the optimum. I had even
used a jewelers loupe to look through the jet to ensure that it
wasn't damaged by ham handed cleaning. The bore was smooth and shiny.
But, it finally dawned on me that it didn't look particularly
metallic, either. Clipped the end of a Ty-Wrap so that it would fit
snugly into the jet and twisted. Gad, what a little pile of crap
emerged on the end of that plastic piece! It had withstood 100 psi
and solvent. Geez....
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "2danglico" <john.tempest(at)basf.com> |
May we, as ultralight fliers, make the hop to Grand Bahama Island? I've got a friend
who can pick me up, if I can refuel there, then fly to Walkers Cay. -John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210389#210389
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Bahama bound |
At 04:49 PM 10/26/2008, you wrote:
>
>May we, as ultralight fliers, make the hop to Grand Bahama Island?
>I've got a friend who can pick me up, if I can refuel there, then
>fly to Walkers Cay. -John
What are you flying & who's going to pick you up if your engine quits?
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Bahama bound |
Possums
Sounds like a great trip! -- hope it comes off. Wondering what the
Bahamian Gov't will charge for such a trip?
Yachts have to pay a several-hundred-dollar 'cruising permit' to
enter the Bahamas.
I'm an interested bystander!
On Oct 26, 2008, at 6:09 PM, possums wrote:
>
> At 04:49 PM 10/26/2008, you wrote:
>>
>> May we, as ultralight fliers, make the hop to Grand Bahama Island?
>> I've got a friend who can pick me up, if I can refuel there, then
>> fly to Walkers Cay. -John
>
> What are you flying & who's going to pick you up if your engine quits?
>
>
________________________________________________________________________________
| Subject: | Re: I'm so disappointed...... |
| From: | "bikefair" <hartungj(at)srt.com> |
haha, mouse nest in muffler?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210433#210433
________________________________________________________________________________
| Subject: | More Flying pictures |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
Here are a few pics I took today whilre flinyg at my home base ACJ Americus.
We have a nice 6000 foot runway. I have been using the grass between the taxiway
and the runway for takeoff and landings.
The wind was varying between 340 and 300 and the runway is 23 and 5 so this was
a direct cross wind at 8 to 10 kts all day until about 5 it calmed to 4 to 5
kts so I got in a hour flight around the fields in the 4th picture out in the
right side of the photo.
All of the planes in the airport photos are junk ag (crop duster)planes.
I am still chasing egts. I raised my needle one notch and am still getting right
at 1200o but then engine runs just as well as it did before the adjustment.
I am going to read the plugs next time I get the the airport.
I really think the gauge is off since the old one reads different.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210436#210436
________________________________________________________________________________
| Subject: | Re: Bahama bound |
When you say Ultralight if you mean no N number, I would expect not. You would
need to check with the Bahamian government but I believe few countries allow
that. I know Canada does not. Even with an N-numbered experimental you are supposed
to get prior permission by the destination country and must have 12-inch
N-numbers. I believe you also need a transponder and VHF radio crossing the
ADIZ back into the US.
Jim
N. Idaho
--------
Jim
N. Idaho
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210438#210438
________________________________________________________________________________
| Subject: | Re: Bahama bound |
I think you also must carry a rubber raft.
Several of us were thinking of making the same trip in our FS II's. We eve
n
had available two "fast-boats" to be stationed at 25 mile intervals. Too
many problems to overcome.
Howard Shackleford
FS II
SC
In a message dated 10/26/2008 11:06:16 P.M. Eastern Daylight Time,
jim@tru-cast.com writes:
When you say Ultralight if you mean no N number, I would expect not. You
would need to check with the Bahamian government but I believe few countries
allow that. I know Canada does not. Even with an N-numbered experimental
you
are supposed to get prior permission by the destination country and must
have 12-inch N-numbers. I believe you also need a transponder and VHF radi
o
crossing the ADIZ back into the US.
**************Play online games for FREE at Games.com! All of your favorites
,
no registration required and great graphics =93 check it out!
http://www.games.com?ncid=emlcntusgame00000001)
________________________________________________________________________________
| From: | "Thomas R. Riddle" <riddletr(at)gmail.com> |
| Subject: | Re: Bahama bound |
If you mean true Part 103 ULs, I doubt you would be welcome since to
the best of my knowledge, the USA is the only country in the western
hemisphere that permits any kind of flying machine that is not
registered.
If you mean Exp Amateur Built, and you have required equipment which
includes radio and transponder w/ altitude encoder, floatation
equipment etc. then there is no reason I know of that you can't.
If you mean E-LSA, not sure.
If you are a Sport Pilot, maybe not, depends on whether Bahamas
recognizes Sport Pilot. I know Canada does not.
Call the Bahamas aviation agency (whatever it is called) and ask them
to be sure.
Thom in Buffalo
________________________________________________________________________________
| Subject: | Just for Grins =?ISO-8859-1?Q?=93?= You be the Judge, and the |
Answers Are
| From: | "John T. Schmidt" <adlerflug1(at)yahoo.com> |
Just for Grins You be the Judge and the Answers Are
Test Your Knowledge of FAA Violations! - Score 100%
You got 6 out of 6
1. You can be held responsible if the appropriate logbook entries are not made
after a repair, alteration, or inspection.
True
According to FAR 91.405 "each owner or operator...(b) shall ensure that maintenance
personnel make appropriate entries in the aircraft maintenance records indicating
the aircraft has been approved for return to service."
2. You can operate an aircraft outside the United States on the pink copy of an
application for registration.
False
The pink copy is good temporary authorization for operation within the United States
only.
3. An unreported drug or alcohol related driving infraction could cause the FAA
to suspend or revoke a pilot's certificate.
True
FAR 61.15 requires that a pilot report to the FAA any drug or alcohol related "motor
vehicle action" taken against them and the report must be made within 60
days of the motor vehicle action.
4. If you move and enter your new address on an FAA form (such as an aircraft registration
application) you still need to notify the Airman Certification Branch
of the change.
True
FAR 61.60 requires a certificate holder to notify the Airman Certification Branch
in writing (or online) within 30 days of the change.
5. If you rent or borrow someone's aircraft, you are not responsible if you fly
that aircraft after it has missed an annual inspection.
False
As PIC, you may be subject to enforcement if you fly an aircraft that has missed
a required inspection.
6. A certified mechanic must replace the battery in your ELT in order for you to
avoid suspension.
False
A certified mechanic or the person installing the battery must make the appropriate
logbook entry.
My sincere apologies for being a day late and thanks for all the positive contributions.
Sincerely,
John T. Schmidt, CFI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210716#210716
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Pictures !!! Flying a Kolb Around South Arizona... |
WOW!
What posh hangars. I must put a pic of mine up one day just to show how the
lower half of the social scale operates.
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: Pictures !!! Flying a Kolb Around South Arizona... |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
pj.ladd(at)btinternet.com wrote:
> WOW!
> What posh hangars. I must put a pic of mine up one day just to show how the
> lower half of the social scale operates.
>
> Cheers
>
> Pat
Pat, The airport just built those. I attached a picture of what we WERE using.
When it would rain it would wash our chocks away and the hanger would fill up
with inches of rain...very corrosive environment. I couldn't afford to stay
in these new ones if I wasn't sharing. I may not be able to stay anyways because
neither one of us can afford the Million dollars of liability insurance that
is required to stay there. We are trying to see if they'll reduce that requirement.
If not I may be sharing space with my goats in their shed! [Laughing]
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210761#210761
Attachments:
http://forums.matronics.com//files/n193y_right_side_422.jpg
________________________________________________________________________________
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
I though this would be another good topic to bring up. Tree landings
scare me! Luckily I have mostly open fields where I fly but one end of
our runway has trees and some other obstructions.
Pine trees in particular do not have many branches and the few they
have are located at the top of the trees. So if you had to make a
landing in the pines it's a good chance your airplane will fall right
through the trees and plummet to the ground some 50+ feet. That would
be very bad!
So what do you do if you have a tight road with possible power lines
crossing that you can't see and road signs in close? Take the trees or
attempt the road? Not sure if our light planes would takeout a power
line without losing control.
Have any of you had a tree landings? I guess if you had a
brs it would help in a tree landings since the chute would get tangled
in the trees. I don't have a brs.
Grant
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210808#210808
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: Tree landings |
Don't know if it will help, but here's an account of a friends' crash:
http://www.texas-flyer.com/RicksCrash/
On Tue, Oct 28, 2008 at 12:14 PM, grantr wrote:
>
> I though this would be another good topic to bring up. Tree landings
> scare me! Luckily I have mostly open fields where I fly but one end of
> our runway has trees and some other obstructions.
>
> Pine trees in particular do not have many branches and the few they
> have are located at the top of the trees. So if you had to make a
> landing in the pines it's a good chance your airplane will fall right
> through the trees and plummet to the ground some 50+ feet. That would
> be very bad!
>
> So what do you do if you have a tight road with possible power lines
> crossing that you can't see and road signs in close? Take the trees or
> attempt the road? Not sure if our light planes would takeout a power
> line without losing control.
>
> Have any of you had a tree landings? I guess if you had a
> brs it would help in a tree landings since the chute would get tangled
> in the trees. I don't have a brs.
>
> Grant
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=210808#210808
>
>
________________________________________________________________________________
| Subject: | Re: More Flying pictures |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
Here are more pictures a friend took of me with my plane around the airport.
[
2 Stroke smoke!
Ready to taxi
Just taking off
Wave to the camera!
about to turn cross wind leg
downwing leg 1000 agl
Landing approach 65mph
approach
Landing
taxing back.
Just anther landing approach
Landing
More pictures here http://s340.photobucket.com/albums/o353/grant31781/Souther%20feild%2010-4-08/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210809#210809
________________________________________________________________________________
| Subject: | Re: Tree landings |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
Thanks for sharing that. A single line of trees would definitely not be good.
Really amazed that he wasn't hurt. It looks like he could have landed in the
field on the other side of the road.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210825#210825
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: Tree landings |
He's gone over and over the whole thing in his head a thousand times,
and, in 20-20 hindsight, there were lots of options, but as it was
happening, I guess tunnel vision tends to restrict it to what you see
ahead of you. He also freely admits that he had yet to practice any
engine-outs in -that- plane, so he was unfamiliar with how fast it
would descend, and that reached up an bit him.
As for being unhurt, I'd say it was mostly luck, but, the Buccaneer is
a sea-plane, and sea-planes are usually built much more robustly than
land-planes, and that may have had a lot to do with it.
-- Robert
On Tue, Oct 28, 2008 at 2:19 PM, grantr wrote:
>
> Thanks for sharing that. A single line of trees would definitely not be good.
>
> Really amazed that he wasn't hurt. It looks like he could have landed in the
field on the other side of the road.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=210825#210825
>
>
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Tree landings |
Good story.
-also a lesson to not diddle getting to the best spot, if any. Too
high is much better than too low.
When close enough for confidence you can do all the other stuff like
flaps, dump slipping,
S-turns. Have to admit I didn't use my flaps going into the high
alfalfa this spring,
but then I was low and slow to begin.
The last good thing to avail is the high drag a kolb has. Just push
the nose down toward your best spot
and head right there. If you are looking at a fence coming up don't
bother with a stall, plant it.
Just before you hit that barbed wire do a ground loop.
-done it all, not much damage.
BB
On 28, Oct 2008, at 1:20 PM, Robert Laird wrote:
>
> Don't know if it will help, but here's an account of a friends' crash:
>
> http://www.texas-flyer.com/RicksCrash/
>
>
> On Tue, Oct 28, 2008 at 12:14 PM, grantr
> wrote:
>>
>>
>> I though this would be another good topic to bring up. Tree landings
>> scare me! Luckily I have mostly open fields where I fly but one
>> end of
>> our runway has trees and some other obstructions.
>>
>> Pine trees in particular do not have many branches and the few they
>> have are located at the top of the trees. So if you had to make a
>> landing in the pines it's a good chance your airplane will fall right
>> through the trees and plummet to the ground some 50+ feet. That would
>> be very bad!
>>
>> So what do you do if you have a tight road with possible power lines
>> crossing that you can't see and road signs in close? Take the
>> trees or
>> attempt the road? Not sure if our light planes would takeout a power
>> line without losing control.
>>
>> Have any of you had a tree landings? I guess if you had a
>> brs it would help in a tree landings since the chute would get
>> tangled
>> in the trees. I don't have a brs.
>>
>> Grant
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=210808#210808
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| Subject: | Re: Pictures !!! Flying a Kolb Around South Arizona... |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
JetPilot wrote:
> The Southwest has to be one of the prettiest areas in the country to fly over.
I hope to fly these areas one of these days, thanks for posting.
>
> Mike
Speaking of flying in the southwest, I took this from my titan, but I would have
loved to have done this in the FS II.
This is on final approach to the Los Alamos airport, where you can only approach
from the east. I took this last winter and it was about 15 degrees in the cockpit
at the time.
If you don't have the runway made and there's a problem, you have no escape whatever.
It's down into the cliffs with surely lots of unexploded ordinance down
there from Los Alamos National Labs' activities. (LANL is visible directly to
the left of the runway in this picture. Note also the smoke, there was a fire
going on in the town at the time).
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210839#210839
Attachments:
http://forums.matronics.com//files/dsc00074_109.jpg
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Tree landings |
A friend of mine's 80 year old dad crashed his Kolb (seems like it was a
firefly) in a tree. I think it was in a woods not a single tree. It was in
the UP of Michigan were there aren't many single trees. Any way, he didn't
get hurt and I don't think the plane was hurt much either. He did sprain an
ankle climbing down to the ground. The next time he flew the plane, he
crashed the Kolb in a river. Again he wasn't hurt. Another story recovering
the plane from the river After that he was grounded from flying so there
were no more crashes.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Robert Laird" <rlaird(at)cavediver.com>
Sent: Tuesday, October 28, 2008 3:48 PM
Subject: Re: Kolb-List: Re: Tree landings
>
> He's gone over and over the whole thing in his head a thousand times,
> and, in 20-20 hindsight, there were lots of options, but as it was
> happening, I guess tunnel vision tends to restrict it to what you see
> ahead of you. He also freely admits that he had yet to practice any
> engine-outs in -that- plane, so he was unfamiliar with how fast it
> would descend, and that reached up an bit him.
>
________________________________________________________________________________
| Subject: | Re: Tree landings |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
Why ground the guy hes 80 for crying out loud if he likes to fly let him do it!
:) Were the crashes pilot error or other?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210849#210849
________________________________________________________________________________
| From: | <smlplanet(at)msn.com> |
| Subject: | Re: Bahama bound |
John when are you planning no making the crossing? I plan on going but
waiting for information and what is needed for permits to fly over in the
Bahamas. M111C/912
--------------------------------------------------
From: "2danglico" <john.tempest(at)basf.com>
Sent: 2008-10-26 16:49
Subject: Kolb-List: Bahama bound
>
> May we, as ultralight fliers, make the hop to Grand Bahama Island? I've
> got a friend who can pick me up, if I can refuel there, then fly to
> Walkers Cay. -John
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=210389#210389
>
>
>
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Tree landings |
At 01:14 PM 10/28/2008, you wrote:
>
>I though this would be another good topic to bring up. Tree landings
>scare me! Luckily I have mostly open fields where I fly but one end of
>our runway has trees and some other obstructions.
Here's one with a 20 mph crosswind landing,
flipped him up, over and upside down into the trees before he
ever touched down in. Four of us made it down before him and he was
dragging behind everybody because of his floats.
We were actually eating lunch at the other end of the runway (couldn't see him)
when we first heard his engine go from
normal to this God awful "full throttle/chain saw" sound.
You might notice that his "nose" never touched the ground.
Got a Wrecker to pick his plane up and put it on the runway.
He towed it home - one less Possum.
Another one of us landing into our home field with a almost new
Firestar II. Missed the
downwind turn, totaled the plane, in the woods big time, EMT's Ambulance,
Sheriff's deputies, FAA the next day, etc.
Tore the wings off coming through the trees full throttle back 300 ft
in the woods..
All he did was break his arm and wouldn't have had that if he had
keep his arm inside
the cockpit. He was still strapped into the cage and mumbling about
something or other. Later he said he couldn't remember anything after he
hit the first tree.
There used to be big trees where these houses are.
http://video.google.com/videoplay?docid=263159682459782825&hl=en
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Tree landings |
At 01:14 PM 10/28/2008, grantr wrote:
>So what do you do if you have a tight road with possible power lines
>crossing that you can't see and road signs in close? Take the trees or
>attempt the road? Not sure if our light planes would takeout a power
>line without losing control.
>
>Have any of you had a tree landings? I guess if you had a
>brs it would help in a tree landings since the chute would get tangled
>in the trees. I don't have a brs.
I think the trees would be a better choice than power lines. If you hit
the lines at one point it'll snap you around fast; with luck trees you'll
hit both wings and absorb some energy. Going full into the trees is a
better choice than a tree lined road that's narrower than your wingspan.
About a month ago I related my friend's tree landing in his MKIII, due
[apparently] to water in the gas. Probably shouldn't call it a landing
though, it was the classic stall/spin scenario through trying to turn back
to the airport after an the engine failed on takeoff. The better choice,
in retrospect, would have been to go into the water straight ahead. From
the point where he hit the treetops to point of impact was about a 45
angle. Surgery to try to rebuild his shattered angle is Thursday; his
passenger is sore but recovering from a pelvis cracked in three places.
-Dana
--
The Definition of an Upgrade: Take old bugs out, put new ones in.
________________________________________________________________________________
| Subject: | Re: Bahama bound |
| From: | "2danglico" <john.tempest(at)basf.com> |
I have no itinerary. I have a former Marine buddy working there and from our time
in Okinawa, he knew I enjoyed snorkeling alot. I'd been telling him about my
Firestar and how much fun I was having flying it around, when he suggested I
fly it over and bring my snorkel gear. I'm not sure if he knew I'd try to take
him up on it. I can make 170+ miles with my new "5 gal tank". Freeport doesn't
seem to be more than 60 or 70 from the Fla coast. I'm just not sure if they'll
allow an unregistered UL to fly over. But, who knows? Let me know what you
can find out. If they'll let me come over, we'll go at your convenience. -John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210946#210946
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: Bahama bound |
I looked into this once, a long time ago... my memory may not be
complete, but I do remember that ULs would definitely -not- be
allowed... they only accepted registered aircraft, and certified
pilots, plus they had a lot of other requirements (insurance, fees,
paperwork, raft, etc.)
-- Robert
On Wed, Oct 29, 2008 at 7:25 AM, 2danglico wrote:
>
> I have no itinerary. I have a former Marine buddy working there and from our
time in Okinawa, he knew I enjoyed snorkeling alot. I'd been telling him about
my Firestar and how much fun I was having flying it around, when he suggested
I fly it over and bring my snorkel gear. I'm not sure if he knew I'd try to take
him up on it. I can make 170+ miles with my new "5 gal tank". Freeport doesn't
seem to be more than 60 or 70 from the Fla coast. I'm just not sure if they'll
allow an unregistered UL to fly over. But, who knows? Let me know what you
can find out. If they'll let me come over, we'll go at your convenience. -John
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=210946#210946
>
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Non-Moving EGT's |
>
...............................
>I am still chasing egts. I raised my needle one notch and am still getting
right at 1200o but then engine runs just as well as it did before the
adjustment. I am going to read the plugs next time I get the airport.
>
Grant,
If you raise the needle and the EGT's do not move down, it may indicate that
the main jet is limiting fuel flow. Try increasing your main jet to the
next larger size.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "beauford T" <beauford173(at)verizon.net> |
Kolbers:
Due to some other factors, I had not dragged the Fly out of the trailer
for about two months. I did so on Sunday and found something
interesting.
The six gallon tank obtained from TNK a little over a year ago has
developed noticable bulging and sagging in the bottom half of the side
walls. It contained about five gallons and when pressed it felt
"flabby" and a lot more flexible than it did when first installed.
I will replace it with a standard five gallon thick-wall tank before I
will be willing to fly the airplane again... In its present condition,
this tank looks to me as if it could easily split open.
I called Travis and asked if he had heard of anything like this with the
sixes... He said they were certainly of thinner material than the
fives, but he had not heard of anyone reporting problems with bulging or
unusual softness in the lower sides like mine.
He asked me to put out a call on the List and see if anyone else had
observed a similar problem with the six gallon tanks...
Any takers...??
beauford
FF076
Brandon, FL
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Kolb List re: six gallon tank |
- Beauford- Just out of curiosity, if it was in a trailer, what kind of t
emperatures have you had in the last couple of months?- Could it have got
ten too hot in the trailer?
-
-------------------------
----------------- Bill Sullivan
-------------------------
----------------- Windsor Locks, Ct.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Six Gallon Tank |
Bill
Seems like Travis was showing us at Homecoming a newer 6 gallon tank
that was more like the 5 gallon in thickness.
Travis, Is this the case?
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: beauford T
To: Kolb List
Sent: Wednesday, October 29, 2008 3:29 PM
Subject: Kolb-List: Six Gallon Tank
Kolbers:
Due to some other factors, I had not dragged the Fly out of the
trailer for about two months. I did so on Sunday and found something
interesting.
The six gallon tank obtained from TNK a little over a year ago has
developed noticable bulging and sagging in the bottom half of the side
walls. It contained about five gallons and when pressed it felt
"flabby" and a lot more flexible than it did when first installed.
I will replace it with a standard five gallon thick-wall tank before I
will be willing to fly the airplane again... In its present condition,
this tank looks to me as if it could easily split open.
I called Travis and asked if he had heard of anything like this with
the sixes... He said they were certainly of thinner material than the
fives, but he had not heard of anyone reporting problems with bulging or
unusual softness in the lower sides like mine.
He asked me to put out a call on the List and see if anyone else had
observed a similar problem with the six gallon tanks...
Any takers...??
beauford
FF076
Brandon, FL
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Non-Moving EGT's |
At 03:41 PM 10/29/2008, Jack B. Hart wrote:
> >
>...............................
> >I am still chasing egts. I raised my needle one notch and am still getting
>right at 1200o but then engine runs just as well as it did before the
>adjustment. I am going to read the plugs next time I get the airport.
>
>Grant,
>
>If you raise the needle and the EGT's do not move down, it may indicate that
>the main jet is limiting fuel flow. Try increasing your main jet to the
>next larger size.
Is this full throttle EGT? The needle should be completely out of the jet
and have no effect at full throttle, no?
-Dana
--
Can I deduct last years taxes as a bad investment?
________________________________________________________________________________
| From: | "Jim" <jlsk1(at)frontiernet.net> |
| Subject: | Re: Six Gallon Tank |
Mine deform slightly too. Jim Kmet
----- Original Message -----
From: beauford T
To: Kolb List
Sent: Wednesday, October 29, 2008 12:29 PM
Subject: Kolb-List: Six Gallon Tank
Kolbers:
Due to some other factors, I had not dragged the Fly out of the trailer f
or about two months. I did so on Sunday and found something interesting.
The six gallon tank obtained from TNK a little over a year ago has develo
ped noticable bulging and sagging in the bottom half of the side walls. I
t contained about five gallons and when pressed it felt "flabby" and a lot
more flexible than it did when first installed.
I will replace it with a standard five gallon thick-wall tank before I wi
ll be willing to fly the airplane again... In its present condition, this
tank looks to me as if it could easily split open.
I called Travis and asked if he had heard of anything like this with the
sixes... He said they were certainly of thinner material than the fives, b
ut he had not heard of anyone reporting problems with bulging or unusual so
ftness in the lower sides like mine.
He asked me to put out a call on the List and see if anyone else had obs
erved a similar problem with the six gallon tanks...
Any takers...??
beauford
FF076
Brandon, FL
________________________________________________________________________________
| From: | customersupport(at)tnkolbaircraft.com |
| Subject: | Re: Six Gallon Tank |
Rick
The tanks you saw here in Sep. are the same 6 gallon tanks I have always
used. It could be some of them are thicker material.
I will check ours in the MIII Xtra Thursday .
Travis @ home
Richard & Martha Neilsen writes:
> Bill
>
> Seems like Travis was showing us at Homecoming a newer 6 gallon tank that was
more like the 5 gallon in thickness.
>
> Travis, Is this the case?
>
> Rick Neilsen
> Redrive VW Powered MKIIIC
> ----- Original Message -----
> From: beauford T
> To: Kolb List
> Sent: Wednesday, October 29, 2008 3:29 PM
> Subject: Kolb-List: Six Gallon Tank
>
>
> Kolbers:
>
> Due to some other factors, I had not dragged the Fly out of the trailer for
about two months. I did so on Sunday and found something interesting.
>
> The six gallon tank obtained from TNK a little over a year ago has developed
noticable bulging and sagging in the bottom half of the side walls. It contained
about five gallons and when pressed it felt "flabby" and a lot more flexible
than it did when first installed.
>
> I will replace it with a standard five gallon thick-wall tank before I will
be willing to fly the airplane again... In its present condition, this tank
looks to me as if it could easily split open.
>
> I called Travis and asked if he had heard of anything like this with the sixes...
He said they were certainly of thinner material than the fives, but he
had not heard of anyone reporting problems with bulging or unusual softness in
the lower sides like mine.
>
> He asked me to put out a call on the List and see if anyone else had observed
a similar problem with the six gallon tanks...
>
> Any takers...??
>
> beauford
> FF076
> Brandon, FL
>
>
>
________________________________________________________________________________
| From: | Jerry Jones <maderah2(at)sbcglobal.net> |
| Subject: | Re: Six Gallon Tank |
FWIW, over many years and many planes, I've yet to see a plastic tank
that hasn't developed bulges with time--just like a few of us.
Jerry
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Six Gallon Tank |
Might this be caused by a pressure build up or a chemical reaction
from our new blended fuels?
Haven't looked at my tank, now I'm scared to look although mine is a
10 gal Challenger tank. Than's for alerting us to this Beauford.
jerb
At 05:13 PM 10/29/2008, you wrote:
>Mine deform slightly too. Jim Kmet
>----- Original Message -----
>From: <mailto:beauford173(at)verizon.net>beauford T
>To: Kolb List
>Sent: Wednesday, October 29, 2008 12:29 PM
>Subject: Kolb-List: Six Gallon Tank
>
>Kolbers:
>
>Due to some other factors, I had not dragged the Fly out of the
>trailer for about two months. I did so on Sunday and found
>something interesting.
>
>The six gallon tank obtained from TNK a little over a year ago has
>developed noticable bulging and sagging in the bottom half of the
>side walls. It contained about five gallons and when pressed it
>felt "flabby" and a lot more flexible than it did when first installed.
>
>I will replace it with a standard five gallon thick-wall tank before
>I will be willing to fly the airplane again... In its present
>condition, this tank looks to me as if it could easily split open.
>
>I called Travis and asked if he had heard of anything like this with
>the sixes... He said they were certainly of thinner material than
>the fives, but he had not heard of anyone reporting problems with
>bulging or unusual softness in the lower sides like mine.
>
>He asked me to put out a call on the List and see if anyone else
>had observed a similar problem with the six gallon tanks...
>
>Any takers...??
>
>beauford
>FF076
>Brandon, FL
>
>
>p://www.matronics.com/Navigator?Kolb-List
>
>ics.com
>
>matronics.com/contribution
>
>
________________________________________________________________________________
| From: | "beauford T" <beauford173(at)verizon.net> |
| Subject: | Re: : Kolb-List:: six gallon tank |
Brother Sullivan...
Fair question, sir...
It is an enclosed trailer, but well vented and has a light colored
roof... The Fly has been
in this same trailer in the same place since 2001... with the same 5
gallon tank installed.
That tank is now sitting in the garage and, aside from a good bit of
staining and discoration, appears structurally to be in the same
condition it was in in 2001.
It does get right warm in the trailer, but I have noticed no
deterioration with anything else in there over the years...and another
Kolb with two five gallon tanks sat next to it in a similar trailer for
three years or so with no adverse effects on the tanks...
I think it is just a case of the manufacturer blowing the six gallon
jobs without enough material in them... When it arrived new, I
immediately noticed that it was significantly less robust than the five
gallon version.
beauford
FF-076
----- Original Message -----
From: william sullivan
To: kolb list
Sent: Wednesday, October 29, 2008 3:47 PM
Subject: Kolb-List: Kolb List re: six gallon tank
Beauford- Just out of curiosity, if it was in a trailer, what
kind of temperatures have you had in the last couple of months? Could
it have gotten too hot in the trailer?
Bill Sullivan
Windsor Locks, Ct.
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=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: six gallon tank |
- Beauford- That's why I asked, to see if it could be age, comparative th
ickness, sunlight deterioration, etc.- Maybe there is a common factor, if
someone else had a problem.- Good luck.
-
-------------------------
----------------------- Bill
Sullivan
________________________________________________________________________________
| From: | customersupport(at)tnkolbaircraft.com |
| Subject: | Re: Kolb List re: six gallon tank |
Good point Bill.
At $25 per tank replacing the tank yearly might be a good idea especially
with todays fuel we are using.
I know the new fuel is driving the antique car guys crazy Especially the
cars with the old original vacuum fuel tank pump set up.
Travis
william sullivan writes:
> Beauford- That's why I asked, to see if it could be age, comparative thickness,
sunlight deterioration, etc. Maybe there is a common factor, if someone
else had a problem. Good luck.
>
> Bill Sullivan
________________________________________________________________________________
| Subject: | Re: Non-Moving EGT's |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
Full throttle EGTs are 1200 to 1225. 5300 to 6000 one is right on 1200 the other
is right under it so I say around 1180.
Before I installed the new Dual egt the reading on the single EGT gauge was 900o
at 6000rpms
See in photo below. Nothing was changed prior to the gauge switch. I am still using
the same sender EGT probe the old gauge used on the PTO cylinder.
When I checked/ changed the plugs after the gauge change the plugs were light
brown. I dont know why the 2 gauges read different on the egts
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=211099#211099
________________________________________________________________________________
| From: | "Bill Eslick" <wgeslick(at)gmail.com> |
Quality is lost in going to YouTube, but here is my FSII roaming the local
area.
http://tinyurl.com/55sw7g
Bill Eslick
________________________________________________________________________________
| From: | "Carlos" <grageda(at)innw.net> |
| Subject: | Re: In Flight Video |
Hi Bill
That was a cool video. I really like the airport you are flying out of.
Looks like a estate.
Its a darn shame your Kolb is way in the heck out in Texas. Would like
to do a little Kolb formation flying sometime.
Have Fun and Lots of it!
Carlos Grageda
Walla Walla WA
----- Original Message -----
From: Bill Eslick
To: kolb-list(at)matronics.com
Sent: Wednesday, October 29, 2008 8:46 PM
Subject: Kolb-List: In Flight Video
Quality is lost in going to YouTube, but here is my FSII roaming the
local area.
http://tinyurl.com/55sw7g
Bill Eslick
________________________________________________________________________________
| Subject: | Required structural modification needed |
| From: | "Jean Pillaudin" <jean.pillaudin(at)gmail.com> |
Hi all,
I am new here, I am from France, 45 years old, glider pilot and hang-glider pilot
too.
I just find a used Kolb Ultrastar who was buy in 1987 (kit) an finished in 1990.
I 'll get it and see it for the first time on mid november.
I want to ask if there is required structural modification (ie wing drag strut)
since this date of built to check the plane and see if I need to make re-inforcement.
Thks in advance.
Have fun fly.
Jean
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=211137#211137
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Required structural modification needed |
At 05:02 AM 10/30/2008, Jean Pillaudin wrote:
>I just find a used Kolb Ultrastar who was buy in 1987 (kit) an finished in
>1990. I 'll get it and see it for the first time on mid november.
>
>I want to ask if there is required structural modification (ie wing drag
>strut) since this date of built to check the plane and see if I need to
>make re-inforcement.
Jean,
From the UltraStar manual:
"The UltraStar was successfully flight tested to 5-1/2 G's without this
brace. To obtain this loading requires a steep (about 45 degrees) high
speed full power dive to 90 mph and an abrupt pullout. For normal flying
the brace is not necessary. With this in mind you can decide whether or
not you want to add the brace."
My UltraStar does have the brace, but if it didn't, I wouldn't hesitate to
fly it anyway, and add it at such time as the plane needed to be recovered.
You can see the brace if you cut a slit in the fabric of the wing root and
shine a flashlight in there. This is a good idea anyway, to inspect the
inside of the wing and make sure everything is as it should be. There is a
Kolb UltraStar Yahoo group <http://groups.yahoo.com/group/KolbUltrastar/>,
and in the files section of the group is the UltraStar manual. In the
manual, between "ailerons" and "tail", is a description of the brace, as
well as a drawing, so you know what to look for.
-Dana
--
We're bored,
We're heavily armed,
We're off our medication,
Is the post office still hiring?
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Pictures !!! Flying a Kolb Around South Arizona... |
aircraft sit outdoors at the mercy of rain,>>
Hi Russ,
mine is inside but still, as it is on a farm, subject to bird droppings,
mice, voles, bugs up the pitot, rabbits or badgers digging up the floor etc
With VG`s on wing coverings have to handled gently too. The only drawback.
Cheers
Pat
________________________________________________________________________________
| From: | "Jean PILLAUDIN" <jean.pillaudin(at)gmail.com> |
| Subject: | Re: Required structural modification needed |
Hi Dana,
Ho you don't know as I am feeling light!!! It is a very good new. Now I can
check if this modification is done or not. And if it is not modified I just
fly gently as I know the VNE speed of 75 Mph. Acrobatic is not my goal :)
Just another question about the best glide ratio of this Plane:
Even if there is difference between each Ultrastar, what is the best glide
ratio speed on it when engine is off?
Happy flying!
Jean
2008/10/30 Dana Hague
> At 05:02 AM 10/30/2008, Jean Pillaudin wrote:
>
> I just find a used Kolb Ultrastar who was buy in 1987 (kit) an finished in
> 1990. I 'll get it and see it for the first time on mid november.
>
> I want to ask if there is required structural modification (ie wing drag
> strut) since this date of built to check the plane and see if I need to make
> re-inforcement.
>
>
> Jean,
>
> From the UltraStar manual: "The UltraStar was successfully flight tested
> to 5-1/2 G's without this brace. To obtain this loading requires a steep
> (about 45 degrees) high speed full power dive to 90 mph and an abrupt
> pullout. For normal flying the brace is not necessary. With this in mind
> you can decide whether or not you want to add the brace." My UltraStar
> does have the brace, but if it didn't, I wouldn't hesitate to fly it anyway,
> and add it at such time as the plane needed to be recovered.
>
> You can see the brace if you cut a slit in the fabric of the wing root and
> shine a flashlight in there. This is a good idea anyway, to inspect the
> inside of the wing and make sure everything is as it should be. There is a
> Kolb UltraStar Yahoo group <http://groups.yahoo.com/group/KolbUltrastar/>,
> and in the files section of the group is the UltraStar manual. In the
> manual, between "ailerons" and "tail", is a description of the brace, as
> well as a drawing, so you know what to look for.
>
> -Dana
>
>
> --
> We're bored,
> We're heavily armed,
> We're off our medication,
> Is the post office still hiring?
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | =?ISO-8859-1?Q?No=EBl_Bouchard?= <noelbou(at)vif.com> |
| Subject: | Kolb Twinstar MK II for sale |
Hello Kolbers,
I was not really decided but now i am :
Selling my Kolb Twinstar MK II / Rotax 503 DC
- Built in 1990. Both wings rebuilt anew in 2002 (about 200 Hrs)
- Total time on plane about 600 Hrs
- Engine rebuilt recently with about 125 hours.
- Skis available.
- Some minor work to be done (new lexan wind shield ...)
Asking $8000.00
The plane is located near Montreal, Canada
Please contact me directly at my email address
noelbou(at)vif.com
Best ...
Noel Bouchard
________________________________________________________________________________
| From: | "Jean PILLAUDIN" <jean.pillaudin(at)gmail.com> |
| Subject: | Re: Required structural modification needed |
I just see the picture in the Kolb Manual on Yahoo group, it is clear!
Thank's again Dana for your input.
Jean
2008/10/30 Jean PILLAUDIN
> Hi Dana,
>
> Ho you don't know as I am feeling light!!! It is a very good new. Now I can
> check if this modification is done or not. And if it is not modified I just
> fly gently as I know the VNE speed of 75 Mph. Acrobatic is not my goal :)
>
>
> Just another question about the best glide ratio of this Plane:
> Even if there is difference between each Ultrastar, what is the best glide
> ratio speed on it when engine is off?
>
> Happy flying!
>
> Jean
>
>
> 2008/10/30 Dana Hague
>
> At 05:02 AM 10/30/2008, Jean Pillaudin wrote:
>>
>> I just find a used Kolb Ultrastar who was buy in 1987 (kit) an finished in
>> 1990. I 'll get it and see it for the first time on mid november.
>>
>> I want to ask if there is required structural modification (ie wing drag
>> strut) since this date of built to check the plane and see if I need to make
>> re-inforcement.
>>
>>
>> Jean,
>>
>> From the UltraStar manual: "The UltraStar was successfully flight tested
>> to 5-1/2 G's without this brace. To obtain this loading requires a steep
>> (about 45 degrees) high speed full power dive to 90 mph and an abrupt
>> pullout. For normal flying the brace is not necessary. With this in mind
>> you can decide whether or not you want to add the brace." My UltraStar
>> does have the brace, but if it didn't, I wouldn't hesitate to fly it anyway,
>> and add it at such time as the plane needed to be recovered.
>>
>> You can see the brace if you cut a slit in the fabric of the wing root and
>> shine a flashlight in there. This is a good idea anyway, to inspect the
>> inside of the wing and make sure everything is as it should be. There is a
>> Kolb UltraStar Yahoo group <http://groups.yahoo.com/group/KolbUltrastar/>,
>> and in the files section of the group is the UltraStar manual. In the
>> manual, between "ailerons" and "tail", is a description of the brace, as
>> well as a drawing, so you know what to look for.
>>
>> -Dana
>>
>>
>> --
>> We're bored,
>> We're heavily armed,
>> We're off our medication,
>> Is the post office still hiring?
>>
>> *
>>
>> *
>>
>>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Required structural modification needed |
At 08:27 AM 10/30/2008, Jean PILLAUDIN wrote:
>Just another question about the best glide ratio of this Plane:
>Even if there is difference between each Ultrastar, what is the best glide
>ratio speed on it when engine is off?
I've never seen it published, nor have I tried to measure it, but like most
ultralights it should be pretty slow.
-Dana
--
When authorities warn you of the sinfulness of sex, there is an important
lesson to be learned. Do not have sex with the authorities.
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: In Flight Video |
=0A=0ABill, I have about 500 hrs in a Firestar KXP with a 503- and your v
ideo comes as close to what flying a firestar is like- as I have seen . T
he take off and the ability to climb like a homesick Angel is very clear an
d really moved me . Thanks Chris=0A=0A=0A________________________________
=0AFrom: Bill Eslick <wgeslick(at)gmail.com>=0ATo: kolb-list(at)matronics.com=0AS
ent: Wednesday, October 29, 2008 11:46:05 PM=0ASubject: Kolb-List: In Fligh
t Video=0A=0AQuality is lost in going to YouTube, but here is my FSII roami
ng the local area.=0A=0Ahttp://tinyurl.com/55sw7g=0A=0ABill Eslick=0A=0A
====================== =0A
=0A=0A
________________________________________________________________________________
| From: | "Gary" <kolber(at)atcyber.net> |
I purchased the 6 gal tanks from TNK last winter and have since used them
for about 40 flight hours. I too have encountered some sagging (caving in)
of the bottom sides, at all fuel levels. However, I would not characterize
it as severe and I have not had any indications of it becoming a problem. I
have used only unleaded ethanol-free fuel in them until about one month ago,
due to a change in its availability. So, in my case, ethanol was not a
potential contributor.
Gary Siegrist
Mark IIIc
_____
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of beauford T
Sent: Wednesday, October 29, 2008 2:29 PM
Subject: Kolb-List: Six Gallon Tank
Kolbers:
Due to some other factors, I had not dragged the Fly out of the trailer for
about two months. I did so on Sunday and found something interesting.
The six gallon tank obtained from TNK a little over a year ago has developed
noticable bulging and sagging in the bottom half of the side walls. It
contained about five gallons and when pressed it felt "flabby" and a lot
more flexible than it did when first installed.
I will replace it with a standard five gallon thick-wall tank before I will
be willing to fly the airplane again... In its present condition, this tank
looks to me as if it could easily split open.
I called Travis and asked if he had heard of anything like this with the
sixes... He said they were certainly of thinner material than the fives,
but he had not heard of anyone reporting problems with bulging or unusual
softness in the lower sides like mine.
He asked me to put out a call on the List and see if anyone else had
observed a similar problem with the six gallon tanks...
Any takers...??
beauford
FF076
Brandon, FL
________________________________________________________________________________
| Subject: | Re: In Flight Video |
| From: | "Jim ODay" <jimoday(at)hotmail.com> |
Wow! That is a cool video.
--------
Jim O'Day
Fargo, ND
Former Firestar II Builder/Pilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=211317#211317
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Can anyone tell if this is real?
<http://www.chilloutzone.de/files/08102703.html>
BB
ps, a real heartbeat stimulator whatever
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
From: robert bean <slyck(at)frontiernet.net>
Date: Fri, 31 Oct 2008 10:02:37 -0400
Can anyone tell if this is real?
<http://www.chilloutzone.de/files/08102703.html>
Bob,
It looks real and demonstrates that if you have enough power and remaining
control surfaces, plus some luck you can fly anything.
Some time back I watched a video of an Israel jet that landed with most of
the right wing missing. He had to fly with afterburner to keep it in the
air.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "clrprop" <ktony(at)windstream.net> |
I know it's possible in RC at least.
seen here:
http://www.youtube.com/watch?v=ZaXMrFh3n7M
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=211356#211356
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Firestar rebuild |
- I have been stripping down the Firestar wings for salvage and scrap.-
I have 2 sets of wings, the original clipped wings with a "flashing" leadi
ng edge, and I believe the other full length wings are-from a KX version.
- The original wings had the flashing to eliminate the "starving horse" l
ook.- The KX wings are signed and dated.- I can't read the signature, b
ut they are marked "wing closed 1/21/89", San Angelo, Texas.- The name is
"Mark" something, and about 3 other names.- I found that he had used wha
t appears to be electrical tape for an interferance layer between the steel
root rib, and the trailing edge.- He also used it on the "H" brace insid
e the wing main tube.- It seems to have worked nicely, and maintained a s
nug, cushioned fit.- Has anyone ever heard of this?- Neat trick, no sig
n of electrolysis.
- The original wings used a brushed on green primer for this.
-
-------------------------
------------------------ Bi
ll Sullivan
-------------------------
------------------------ Wi
ndsor Locks, Ct.
________________________________________________________________________________
| From: | "blackbird" <blackbird754(at)alltel.net> |
Went by the factory Wednesday 10-29-2008. At 5:00 p.m. they were closed.
I know should have called, but I was traveling fast. Wow what a drop on the end
of the runway. LOL....
What pretty country. Went out on the runway to capture this shot.
Wayne McCullough (Kolbra 004)
--------
Wish I lived in the American REPUBLIC!!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=211388#211388
Attachments:
http://forums.matronics.com//files/kolb_factory_190.jpg
________________________________________________________________________________
| From: | "clrprop" <ktony(at)windstream.net> |
It sure looks real to me too.
I've never seen a large RC aerobatic plane that doesn't use wing tubes. The plane
in the vid didn't have them.
I think it's incredible that he got into that spin and was able to recover from
it and go on to land, whether it was RC or full-scale !
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=211409#211409
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 10:02 AM 10/31/2008, you wrote:
>Can anyone tell if this is real?
>
><<http://www.chilloutzone.de/files/08102703.html>http://www.chilloutzone.de/files/08102703.html>
>
>BB
>
>ps, a real heartbeat stimulator whatever
Maybe it is, or this flyer is sure ruining his reputation.
http://www.jamesandersson.com/video01.html
________________________________________________________________________________
| From: | dralle(at)matronics.com |
| Subject: | Matronics Email List Fund Raiser During November! |
Dear Listers,
Each November I hold a PBS-like fund raiser to support the continued operation
and upgrade of the List services at Matronics. It's through soley through the
Contributions of List members that these Matronics Lists are possible.
You have probably noticed that there are no banner ads or pop-up windows on any of the Matronics Lists or related web sites such as the Forums site ( http://forums.matronics.com ), Wiki site ( http://wiki.matronics.com ), or other related pages such as the List Search Engine ( http://www.matronics.com/search ), List Browse ( http://www.matronics.com/listbrowse ), etc. This is because I believe in a List experience that is completely about the sport we all enjoy - namely Airplanes and not about annoying advertisments.
During the month of November I will be sending out List messages every few days
reminding everyone that the Fund Raiser is underway. I ask for your patience
and understanding during the Fund Raiser and throughout these regular messages.
The Fund Raiser is only financial support mechanism I have to pay all of the
bills associated with running these lists. Your personal Contribution counts.
Once again, this year I've got a terrific line up of free gifts to go along with
the various Contribution levels. Most all of these gifts have been provided
by some of the vary members and vendors that you'll find on Matronics Lists and
have been either donated or provided at substantially discounted rates.
This year, these generous people include Bob Nuckolls of the AeroElectric Connection (http://www.aeroelectric.com/), Andy Gold of the Builder's Bookstore (http://www.buildersbooks.com/), and Jon Croke of HomebuiltHELP (http://www.homebuilthelp.com/).
These are extremely generous guys and I encourage you to visit their respective
web sites. Each one offers a unique and very useful aviation-related product
line. I would like publicly to thank Bob, Andy, and Jon for their generous support
of the Lists again this year!!
You can make your List Contribution using any one of three secure methods this
year including using a credit card, PayPal, or by personal check. All three methods
afford you the opportunity to select one of this year's free gifts with
a qualifying Contribution amount!!
To make your Contribution, please visit the secure site below:
https://www.matronics.com/contribution
I would like to thank everyone in advance for their generous financial AND moral
support over the years. I know it sounds a little cliche, but you guys really
do feel like family.
Thank you for your support!
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| Subject: | Re: Kolb factory |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Kolb closes at 4 PM if I remember correctly. Its to bad you missed them, you
could not find a nicer bunch of people anywhere.
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=211479#211479
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Contribution Site URL Clarification |
Dear Listers,
In my List Fund Raiser kickoff email last night, I mistyped the URL for the *initial*
Contribution web site and couple of people reported receiving SSL certificate
errors. The actual payment entry pages where were correct, however, so
there were no certificate issues that impacted payment data. I'm sorry for the
confusion.
Please use the following URL to start your List Contribution:
http://www.matronics.com/contribution
Thank you for your support!
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| Subject: | Re: More Flying pictures |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Hi GrantR,
Great pictures, I looked at the ones on Photobucket also ! What kind of performance
do you get with 2 people on board ? I also notice your large trim tab
on one aileron, are you aware that there is a way to adjust the incidence of the
wings so that the trim tab will not be needed ? Given the angle of that trim
tab, you might get a nicer flying airplane and a little better performance
out of your kolb by fine tuning the incidence of the wings rather than trimming
the ailerons that much. Kolb sells adjustable U joints for the rear attachment
of the wings in which you can adjust the incidence with washers. I did this
with my Kolb and it worked very well.
On the EGT's, 1200 is right on the upper edge, much higher and you will start seizing
things in the engine [Shocked] . You are correct to suspect the accuracy
of the temperature readings, sometimes they can be way off. The big question
is though, which was correct, the 900 or the 1200 degree readings ? Reading
the plugs will help you diagnose this. I would suggest you call Lockwood
aviation technical support, Kerry knows these engines very well and could give
you some very good advice, and its a free call :) One thing I found, pitching
the prop a bit more so that you run a couple hundred less RPM's will result
in a large reduction of EGT'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=211645#211645
________________________________________________________________________________
| Subject: | Re: More Flying pictures |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
Mike,
I don't know what the numbers are on the climb with 2 people on board. When i was
taking lessons in my plane My instructor and I weighed in at about 325# together
and the plane performed fine. We had a 3600 foot runway and we would be
about 350 feet by the end of it. Takeoff roll was about 600 feet on asphalt.
We also used the grass from time to time that was 2500 feet long and it was enough
to clear 40 foot trees by a good margin. It climbs much better than a C
150.
Flying solo here at my home base I am using the grass along the runway and it is
950 feet long. The plane is up in about 400 feet on the rough grass. Landing
is about the same with no brakes.
I use the whole runway and its a 6000 foot runway. I am at right around 950 when
I pass the end of the runway. This is starting my climb shallow 65 IAS until
about 100 agl and climbing 55 to 60 the rest of the time.
I wish I could find a cheap VSI just to see what the climb rate is.
My plane weights about 450# empty. Cruise rpm with 2 was 6K now solo its 53 to
5500 rpm.
I weigh 155# and I have 20# ballast flying solo.
The 503 on the MKIII seems to be a good match.
Thanks Mike No I didn't know about the adjustable U joints. I will look into that.
I think I have the egt issue resolved. I should have checked the jets 1st. the
needle and the idler jet were the right size however The carbs had #145 main
jets when it should have had #158s. I didn't have any jets on had so I drilled
those out with a 1/16 drill bit and now egts are around 1100o. The engine is
running just as good with the change. Spark plugs were not very brown from
the last flight before the change. They were more of an off white color.
I personally like my 2 stokes to run on the slight rich side.
I put up some pictures of the egt reading from today on photobucket
http://s340.photobucket.com/albums/o353/grant31781/Engine/
I am going to try those vgs that you have and see how that changes things on my
plane. She handles great now but if I can get it better why not try it!
Grant
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=211707#211707
________________________________________________________________________________
| Subject: | South LA Flying Pics - Nov 1 |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
Flew to DeRidder, La for the Wings and Wheels Fly-in.
Took a few pics. Sorry about the haze, south Louisiana constant. Better than
snow I guess.
Need to get back in XC shape. Butt started hurting at two hours.
--------
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=211756#211756
Attachments:
http://forums.matronics.com//files/img_1030_524.jpg
http://forums.matronics.com//files/img_1032_144.jpg
http://forums.matronics.com//files/img_1040_198.jpg
http://forums.matronics.com//files/img_1042_688.jpg
http://forums.matronics.com//files/img_1044_133.jpg
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
| Subject: | Looking for input on Kolbra...flap, wing, leading edge... |
Hello Folks,
I am Nick Cassara, in Palmer, Alaska. I bought the "prototype" Kolbra
fuselage and wing kit that Jim Kmet was selling. Jim was kind enough to
return everything to Kolb for me.
Travis and crew went through and inventoried the kit, power coated some
parts, and add few things and ship it a North to Alaska! Travis could not
have been more patient, understanding and Helpful! I hope someday to visit
Kolb.
I am a student LSA pilot. I have over a thousand hours in the back seat of a
supercub, doing wildlife surveys.not flying. I also work out of R-44's and
C-185's, but I mostly know cubs, and cup pilots and P. A."s.
I plan to add flaps to my wings, build the wing out so it flies to the end,
and add 1/16" aluminum sheeting to the front of the wing, forcing all air to
flow over the top ribs and support the fabric on the leading edge from
contacting brush on the ground. VG's will also be on.
I know that most of you folks will have some input on these changes.I have
seen the photos of Miss Dixie, what a plane. but have been unable to contact
Paul.Mike Welsh is going to send pictures of his wing mods.please give me
your input .
Thanks, Nick up North
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Looking for input on Kolbra...flap, wing, leading edge... |
Nick
I don't have a Kolbra but I built and have flown a MKIIIC for a number
of years and the MKIII has the same wing. I'm not sure I understand
exactly what you are planning to do to that wing but these are my
thoughts and they are worth what you paid for them.
Flaps are well worth putting on your plane. The benefit to landing is
nothing short of incredible. Be vary careful using full flaps. I
wouldn't even consider using them at the max till you are very familiar
with the plane. If you build them with more notches or electric where
you can work into full flaps gradually that would be even better VGs
will help also.
A number of people have put aluminum on the leading edge of the wing and
have only had reduced performance due to the increased weight. If you
are doing this for protection from brush that's fine but that is all it
will do.
I'm don't know what "build the wing out so it flies to the end" means.
If you are talking about different wing tips you might want to look at
the new MKIIIX wing tips. I understand they work well. Wing tips are a
bit of black science and not very many custom wing tips help and most
make things worse.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Nick Cassara
To: kolb-list(at)matronics.com
Sent: Sunday, November 02, 2008 12:07 PM
Subject: Kolb-List: Looking for input on Kolbra...flap, wing, leading
edge...
Hello Folks,
I am Nick Cassara, in Palmer, Alaska. I bought the "prototype" Kolbra
fuselage and wing kit that Jim Kmet was selling. Jim was kind enough to
return everything to Kolb for me.
Travis and crew went through and inventoried the kit, power coated
some parts, and add few things and ship it a North to Alaska! Travis
could not have been more patient, understanding and Helpful! I hope
someday to visit Kolb.
I am a student LSA pilot. I have over a thousand hours in the back
seat of a supercub, doing wildlife surveys.not flying. I also work out
of R-44's and C-185's, but I mostly know cubs, and cup pilots and P.
A."s.
I plan to add flaps to my wings, build the wing out so it flies to the
end, and add 1/16" aluminum sheeting to the front of the wing, forcing
all air to flow over the top ribs and support the fabric on the leading
edge from contacting brush on the ground. VG's will also be on.
I know that most of you folks will have some input on these changes.I
have seen the photos of Miss Dixie, what a plane. but have been unable
to contact Paul.Mike Welsh is going to send pictures of his wing
mods.please give me your input .
Thanks, Nick up North
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Looking for input on Kolbra...flap, wing, leading edge... |
Nick, Rick N is correct on all counts. More info on leading edge tin:
for performance the unadorned stock Kolb leading edge probably has
the best lift characteristics
because the valleys help keep the airflow linear and attached. I
wouldn't have put it on my left wing
except for the fact that the already built right wing had it under a
perfectly good cover.
I can say that it doesn't add enough weight to be a factor and the
wing is more rash-resistant.
Use real T-6 aircraft aluminum, not roofing flashing.
I pre-bent it at the front to take out the fight and attached it
from the leading edge tube (fabric rivets to reduce the bumps)
to the area over the spar. Internally a bead of clear silicone
sealer alongside all the ribs keeps everything
snug.
BB
On 2, Nov 2008, at 12:07 PM, Nick Cassara wrote:
> Hello Folks,
>
> I am Nick Cassara, in Palmer, Alaska. I bought the =93prototype=94
> Kolbra fuselage and wing kit that Jim Kmet was selling. Jim was
> kind enough to return everything to Kolb for me.
> Travis and crew went through and inventoried the kit, power coated
> some parts, and add few things and ship it a North to Alaska!
> Travis could not have been more patient, understanding and Helpful!
> I hope someday to visit Kolb.
>
> I am a student LSA pilot. I have over a thousand hours in the back
> seat of a supercub, doing wildlife surveys=85not flying. I also work
> out of R-44=92s and C-185=92s, but I mostly know cubs, and cup pilots
> and P. A.=94s.
>
> I plan to add flaps to my wings, build the wing out so it flies to
> the end, and add 1/16=94 aluminum sheeting to the front of the wing,
> forcing all air to flow over the top ribs and support the fabric on
> the leading edge from contacting brush on the ground. VG=92s will
> also be on.
>
> I know that most of you folks will have some input on these changes=85
> I have seen the photos of Miss Dixie, what a plane=85 but have been
> unable to contact Paul=85Mike Welsh is going to send pictures of his
> wing mods=85please give me your input .
>
> Thanks, Nick up North
________________________________________________________________________________
| Subject: | Re: South LA Flying Pics - Nov 1 |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Looks like your Kolb attracted more attention than any other plane on the ramp
!
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=211856#211856
________________________________________________________________________________
| Subject: | Re: Looking for input on Kolbra...flap, wing, leading edge... |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Howdy:
Probably the high time Kolbra, until it crashed last May, with over 1600 hours,
was John Williamson's.
Probably the high time mkIII with 2,800+ hours, is mine.
Neither John W or I saw a requirement to change Homer Kolb's wing. John W., like
myself, did a lot of long cross country flying in all kinds of winds and weather.
I feel obligated to voice my opinion, especialy when it comes to one inexperienced
Kolb builder/pilot, following suit with modifications made by other inexperienced
Kolb buider/pilots. For my own Kolbs, nothing was ever changed from the
original plans until I had sufficient time flying and testing the aircraft
to determine if I "really" needed to make a change. Making changes for changes
sake might get you hurt, or worse.
How do you know what you need if you have no experience flying a Kolb model?
john h
mkIII
hauck's holler remote, Morgan Hill, California
PS: My lap top went tits up the day I left Alabama, a month ago. Internet is
far and few between for me. ;-(
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=211887#211887
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Please Make a Contribution to Support Your Lists... |
Dear Listers,
Just a reminder that November is the Annual List Fund Raiser. Please make a Contribution
today to support the continued operation and upgrade of
these great List services!! Pick up a really nice free gift with your qualifying
Contribution too!
The Contribution Site is fast and easy:
http://www.matronics.com/contribution
Thank you!
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| Subject: | Re: Dead Stick and other Videos |
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
Here's a nice pic from yesterday. Kind of big but has some nice color. New vids
are coming soon...
http://msirull.brinkster.net/images/kip_uncropped.jpg
Regards,
Kip
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=212004#212004
________________________________________________________________________________
| Subject: | MK III Climb performace with rotax 503 |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
I found out my gps keeps a lot of information that can be downloaded to my computer.
I can overlay my flight track on google earth and print out an excel spreadsheet
with speed, altitude, and heading.
Anyway I just calculated the numbers and my average full power climb rate according
to the gps during takeoff was 658 feet per minute at an average ground speed
of 43.5 miles per hour.
Gross weight full fuel on takeoff 735 pounds
Temperature was about 65 degrees and the field elevation is around 460 MSL
My average speed on my trip during cruise was 54 mph.
Grant
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=212067#212067
________________________________________________________________________________
| Subject: | Re: Dead Stick and other Videos |
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
Small version...
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=212076#212076
Attachments:
http://forums.matronics.com//files/kip_uncropped_108.jpg
________________________________________________________________________________
| Subject: | Scratches in Lexan Windshield |
| From: | "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
Kolb Friends -
I have some fairly significant scratches on the polycarbonate windshield
of my Mark-3.
Not so much deep scratches, but many swirls of scratches. Similar to
what you'd expect if you took sand paper and wiped it across the
surface.
Do I need to replace the whole windshield, or can these be buffed out?
I've seen products designed to remove scratches from Plexiglas. Would
these same products work for Lexan?
Many thanks -
Dennis Kirby
N93DK, 912ul, "Magic Bike"
Cedar Crest, NM
________________________________________________________________________________
| From: | "Carlos" <grageda(at)innw.net> |
| Subject: | Re: Scratches in Lexan Windshield |
Hi Dennis,
The best way to get rid of scratches would be to replace the lexan. That
being said you might try "Plexis" which comes in a aerosol can. It is
formulated for cleaning Plexiglas and will hide most minor scratches pretty
well.
An el-cheapo substitute is "Lemon Pledge" although I have heard it will
cause problems with lexan over time. This is what I have been using and so
far so good.
Polishing and buffing will eventually remove the scratches but it takes time
and if done wrong will create more problems than it will solve, dull hazy
view, distortion etc. There are kits available from aircraft supply houses,
"Micro Mesh" is one that comes to mind.
Hope this helps
Carlos G.
----- Original Message -----
From: "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil>
Sent: Monday, November 03, 2008 12:39 PM
Subject: Kolb-List: Scratches in Lexan Windshield
>
>
>
> Kolb Friends -
>
> I have some fairly significant scratches on the polycarbonate windshield
> of my Mark-3.
> Not so much deep scratches, but many swirls of scratches. Similar to
> what you'd expect if you took sand paper and wiped it across the
> surface.
>
> Do I need to replace the whole windshield, or can these be buffed out?
>
> I've seen products designed to remove scratches from Plexiglas. Would
> these same products work for Lexan?
>
> Many thanks -
>
> Dennis Kirby
> N93DK, 912ul, "Magic Bike"
> Cedar Crest, NM
>
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Scratches in Lexan Windshield |
At 03:39 PM 11/3/2008, Kirby, Dennis CTR USAF AFMC MDA/AL wrote:
>I have some fairly significant scratches on the polycarbonate windshield
>of my Mark-3.
>Not so much deep scratches, but many swirls of scratches. Similar to
>what you'd expect if you took sand paper and wiped it across the
>surface.
>
>Do I need to replace the whole windshield, or can these be buffed out?
>
>I've seen products designed to remove scratches from Plexiglas. Would
>these same products work for Lexan?
Yes, they will work on any clear plastic. It takes a fair amount of elbow
grease, though. Just the other day I used Meguire's Plast-X from the local
auto parts store to make the clear face shield on my flying helmet usable
again... took about a half hour of vigorous polishing. It might be easier
with an electric drill with a buffing pad, I didn't try that.
One thing, don't ever use paper towels to clean your windshield! Paper is
abrasive and will make the kind of scratches you describe. Use only a soft
cotton cloth.
-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: | techauthors(at)msn.com |
| Subject: | Experimental aircraft for sale |
General:
* This plan was completed from a factory kit in 2002.
* It is a single place heavy ultralight which has been licensed as "Ex
perimental" with an
FAA "N" number.
* As a "Arrow" model, it has heavy, covered
wings top and bottom, a curved windshield,
a curved overhead (which gives more head room), streamlined struts
and larger than
normal wheels and tires.
* All coverd areas are covered in a Dacron
material.
* The CGS Hawk is purported to be extremely
strong, well designed and among the most
responsive of all the ultralights. It has won
several ultralight flight competitions.
Power System:
* The engine is an extremely reliable four stroke cycle, 3 cylinder
, 1998 Suzuki.
* The engine develops 62 HP according to
Raven Redrive specs.
* The engine has 23,000 land miles on it and
34.9 hours on the plane's meter.
* Most of the 34.9 hours were on the ground while installing and calibr
aating the
electronic fuel injection system.
* A Raven Redrive reduction system is
installed.
* A 72", ground adjustable, IVO propeller is
installed.
Aircraft Specs:
* Empty weight with fuel, water in radiator, oil
is 500 Pounds.
* Gross weight allowed 800 pounds.
* The C.G. is 33.6%. The factory
recommended C.G. is 32-39%.
* Takeoff speed is 35 MPH.
* Stall speed is 30 MPH.
* Approach speed 45 MPH.
* Landing speed 40-45 MPH
* Climb speed is 60 MPH.
* Cruise speed is 65-70 MPH.
I have all the maintenance and flight logs. I also
have the plans, the construction manual and
annual imspection forms for this plane.
I am 77 years old. My health and family
concerns are my reason for selling this
aircraft. I have proof that I have spent over
$20,000 on this plane. I am asking $15,000, or
make an offer. Phone (269)-324-5803
Call or e-mail me for more photos.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/9j/4AAQSkZJRgABAgAAZABkAAD/7AARRHVja3kAAQAEAAAAPAAA/+4ADkFkb2JlAGTAAAAAAf/b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________________________________________________________________________________
| Subject: | Re: Scratches in Lexan Windshield |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
Also don't rub in circles. Rub in straight lines up and down that way if it scratches
which it will over time it will not be as hard to see through.
Use only a soft cotton cloth to clean.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=212163#212163
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
| Subject: | Re: Scratches in Lexan Windshield |
Dennis
I use Kit paste car wax after I have cleaned mine. I usually wet a towel
and lay it on the windshield for a while to soften the bugs and not have to
scrub too hard. You might check with Travis, He had Mark 3 lexan on sale at
one time. Overstock I think. I keep a chamois in the plane for anytime
that I have to dry the windows.
Steven Green
________________________________________________________________________________
| Subject: | Re: Scratches in Lexan Windshield |
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
Plexus! I love it so much I should buy the company...
Kip :P
--------
October 11, 2008 - November 03, 2008
Kolb-Archive.digest.vol-hu