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________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Scott Thompson's accident
Date: 
Sep 17, 2010
      
      NTSB Identification: CEN10LA526
      14 CFR Part 91: General Aviation
      Accident occurred Wednesday, September 08, 2010 in Elkhart, IN
      Aircraft: Thompson Kolb Windstar Mark, registration: N408K
      Injuries: 1 Fatal.
      
      This is preliminary information, subject to change, and may contain 
      errors. Any errors in this report will be corrected when the final 
      report has been completed.
      
      On September 8, 2010, at 1952 eastern daylight time, an amateur built 
      Thompson Kolb Twin Star Mark III, N408K, impacted the terrain following 
      a loss of control while landing on runway 36 (4,001 feet by 75 feet, 
      asphalt) at the Elkhart Municipal Airport (EKM), Elkhart, Indiana. The 
      pilot was fatally injured. The airplane was substantially damaged. The 
      flight was being conducted under 14 Code of Federal Regulations Part 91. 
      The local flight was operating in visual meteorological conditions 
      without a flight plan. The flight departed from EKM about 1938.
      
      ***************************************************
      
      Mike W/Gang:
      
      Above is the NTSB preliminary info on Scott's crash. It is the only 
      official info available.  Personally, I think we should leave it to the 
      NTSB to investigate.
      
      John Ratcliff's NTSB investigation is still in the preliminary stage.  
      He crashed back in April.  No telling when the final report will be 
      published.
      
      I feel the NTSB can do a better job at investigating an aircraft 
      accident than I can, 2,500 miles away.  It will be some time before they 
      publish the final report.  When it comes out, I doubt they will be able 
      to tell us why Scott crashed.
      
      As with the crash of another friend that died, no one will ever know 
      why.
      
      Any other info published on the Kolb List is probably speculation and 
      assumptions, which don't have a place in any accident investigation.
      
      However, if Mike has pertinent information on Scott's accident, the NTSB 
      would probably like to have that info if it would be beneficial in 
      finalizing the investigation.
      
      My own personal opinion.
      
      john h
      mkIII
      Rock House, OR
      
      
         
      
           I'm simply trying to save lives.  Do you have a problem with my 
      discussion?
        Am I supposed to contact that NTSB to show a concern for Kolb pilots?
      
        Mike Welch 
      
         
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Flight testing
Date: 
Sep 17, 2010
      
      
      Rick=2C
      
        As usual=2C you come through with pertinent and helpful regulations.  The
      se do sound like
      excellent guidelines for someone who is flight testing a plane for the firs
      t time.
      
      Thanks for the info.
      
      Mike Welch
      
      
      Date: Fri=2C 17 Sep 2010 09:25:43 -0500
      Subject: Kolb-List: Flight testing
      From: aslsa.rng(at)gmail.com
      
      All=2C Attached is the FAA advisory circular about flight testing homebuilt
       and ultralight aircraft. Some of the interesting points relating to curren
      t topics on this forum.
      
      
      b. Suggested Test Pilot Flight Time Requirements.
      The following suggested number of flight
      hours are only an indication of pilot skill=2C not an
      indicator of pilot competence. Each test pilot must
      assess if their level of competence is adequate or
      if additional flight training is necessary. If an individual
      determines they are not qualified to flight test
      an unproven aircraft=2C someone who is qualified must
      be found.
      (1) 100 hours solo time before flight testing
      a kit plane or an aircraft built from a time-proven
      set of plans
      (2) 200 hours solo time before flight testing
      for a =91=91one of a kind=92=92 or a high performance
      aircraft
      
      (3) A minimum of 50 recent takeoffs and
      landings in a conventional (tail wheel aircraft) if the
      aircraft to be tested is a tail dragger
      
      
      And=2C from the first flight recommendations
      
      
      Two questions must be answered before landing:
      (i) Is the aircraft controllable at low
      speeds?
      (ii) What is the approximate stall
      speed?
      (9) These questions can be answered with
      an approach to a stall maneuver. Do NOT perform
      a FULL STALL check at this time!
      
      
      I urge you all to take an evening or two to read this handbook if you're ab
      out to fly your new Kolb.
      
      
      Rick Girard
      -- 
      
      Zulu Delta
      Kolb Mk IIIC
      582 Gray head
      4.00 C gearbox
      3 blade WD
      Thanks=2C Homer GBYM
      
      
      It is not bigotry to be certain we are right=3B but it is bigotry to be una
      ble to imagine how we might possibly have gone wrong.
       - G.K. Chesterton
      
      
       		 	   		  
      
________________________________________________________________________________
Subject: 
Re: kolb stall
From: 
"Jason Omelchuck" <jason@trek-tech.com>
Date: 
Sep 17, 2010
      
      
      I love the way MY MKIII flies although I must admit that I was disappointed in
      how it flew when I first flew it.  I got my license in a 1946 J3 cub and the Kolb
      flies very differently.  Now that I have about 100 hours in the Kolb, I think
      it is a great airplane, it just flies differently than the cub.
      
      Looking back at the accidents that happen in Kolbs, it seems like they are mostly
      the classic stall spin in.  As many of you have stated, (with all airplanes)
      you must keep your speed above stall.  The thing that I noticed is different
      about very light HIGH DRAG airplanes (like Kolbs) is the rate at which they slow
      down.  Most of the airplanes (including the cub) that people train in do not
      slow down as fast.  I have noticed myself inadvertently at stall speed when
      messing around at altitude in my Kolb.  In the high drag airframe, when you pull
      the power the time to the airplane stalling is greatly reduced and the nose
      down required to prevent stall is much more pronounced than most training/lower
      drag airframes.  I believe that that shortened time and the view when the
      nose is low enough to prevent stall can catch pilots new to this kind of airplane
      by surprise.
      
      One other thing I noticed about myself which may hold true with other people. 
      It is counter intuitive and extremely difficult to convince your brain to put
      the nose of the aircraft down when close to the ground.  Some of you have watched
      my videos of the simulated power outs I have done with the 180 turn back to
      the runway.  One thing I noticed after doing a bunch of them is I could feel
      a pre-stall buffet in some of the turns and it took some effort to convince my
      brain that putting the nose down is what I needed to do.  My tendency was to
      try and keep my path to the goal at the end of the runway which would have resulted
      in a stall.  When at altitude putting the nose down seems easy and it is
      what we are trained to do.  When we are at less than 500' the sight picture
      and instincts may drive us to react differently and this is area that most of
      us do not get training in so it is a new situation when it happens.  I recently
      read an article about a 300 hour helicopter pilot who was doing some night training
      and  the instructor pulled power at low level over a pitch black terrain.
      The pilot said he hesitated to put the collective down because he had no
      idea what was beneath him.  This instinct to avoid the ground is very strong and
      to push the nose down towards it at low level takes some training and in a
      high drag airframe the time to over come that instinct is reduced because of the
      rate at which it slows down.
      
      Like others have said here.  A low time Kolb pilot should use lots of power at
      all times.  
      
      Best Wishes
      Jason
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312770#312770
      
      
________________________________________________________________________________
Date: 
Sep 17, 2010
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Re: kolb stall
      
      At 10:56 AM 9/17/2010, daniel myers wrote:
      >The main thing is not to get distracted when airspeed is critical i.e 
      >climbout and landing. The Kolb firestar has a nast stall that will quickly 
      >turn into a spin...
      
      My buddy's Firestar (the only Kolb I've flown other than my UltraStar) 
      doesn't have a nasty stall at all, and neither does my US.  I'd go far as 
      to say that if you have a FS with a "nasty" stall, then something is wrong 
      with the plane.
      
      -Dana
      
      --
        **FLASH** Eveready Bunny arrested, charged with battery. 
      
________________________________________________________________________________
Date: 
Sep 17, 2010
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Re: Here's what I have gathered;
      
      At 09:46 AM 9/17/2010, Richard Girard wrote:
      >Dana, I fly in Kansas. Wind conditions are almost always gusty. It's 
      >nothing to be 15 to 20 gusting to 35. Makes very little difference because 
      >the gust builds and ebbs. Just like your airplane, the wind has inertia, 
      >too. Unless you're flying in the vicinity of thunderstorms producing 
      >microbursts, the wind is not going to gust RAPIDLY enough to put you into 
      >a stall.
      >You completely missed the point of my post. It's about holding an airspeed 
      >well above stall and keeping it until round out.
      
      Exactly.  Gusts ARE one major reason you should keep your airspeed well 
      above stall, because a sharp edged gust CAN cause a significant sudden drop 
      (or increase) in airspeed.  It's been over 30 years since I flew in the 
      flat midwest, but here in the hilly northeast, 15to 20 gusting to 35 is NOT 
      flyable weather for a very light airplane.
      
      -Dana
      --
        **FLASH** Eveready Bunny arrested, charged with battery. 
      
________________________________________________________________________________
Subject: 
Re: kolb stall
From: 
"Ralph B" <ul15(at)juno.com>
Date: 
Sep 17, 2010
      
      
      That "nasty" Kolb stall is due to wing loading. My Firestar has a gentle stall
      with 148 sq feet of wing. Take that same wing and double the wing loading like
      the Kolbra, and it can be a killer if you're not careful. When I was transitioning
      to the Kolbra, I would ask Mark why it wanted to drop as we were landing.
      I told him that my Firestar didn't do that. He couldn't give me an answer because
      that was the only Kolb he has flown. To keep from dropping the wing, I stay
      well away from stall. It scares me to slow it up on landing, and for good
      reason. On the other hand, if I do a power on stall at altitude, it refuses to
      drop because of the VG's.
      
      Ralph
      
      --------
      Ralph B
      Original Firestar 447
      N91493 E-AB
      1000 hours
      23 years flying it
      Kolbra 912UL
      N20386
      2 years flying it
      120 hrs
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312783#312783
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: kolb stall
Date: 
Sep 17, 2010
      
      Dana/Gang:
      
      I have been very fortunate to have built and flown extensively three 
      Kolb models.  None of them breaks at stall.  They go into a mush/stall 
      unless I intentionally bring the nose up to about 45 deg until the air 
      speed zeroes out, then push the stick forward.
      
      Takes a while to learn to fly a Kolb.  One of the tricks a Kolb will 
      pull on a low time Kolb pilot is the mush/stall.  When the pilot gets 
      into it, the Kolb will remain level, will maintain full aileron 
      authority, giving the Kolb pilot the sensation that he is still flying 
      while descending more than 2,000 FPM.  Most of these are survivable, but 
      the nose will drop if the Kolb pilot attempts to bring the nose up in 
      the mush/stall.  Then the Kolb becomes a lawn dart.
      
      I have been experimenting and flying Kolbs since 1984, and have well 
      over 5,000.0 flight hours in most all models of Kolbs.  Their flight 
      characteristics from my experience is very similar since they all use 
      the same airfoil.  Weight and size makes a little difference, but thats 
      about it.
      
      As with any fixed wing, they have to fly faster than stall speed to fly. 
       That is pretty basic airmanship that applies to any fixed wing.
      
      john h
      mkIII - 3,000.0+ hours
      912ULS - 440.0+ hours
      
      PS:  We just got back from making our pilgrimage to John Williamson's 
      Rock at Skinner Ranch, OR.
         My buddy's Firestar (the only Kolb I've flown other than my 
      UltraStar) doesn't have a nasty stall at all, and neither does my US.  
      I'd go far as to say that if you have a FS with a "nasty" stall, then 
      something is wrong with the plane.
      
        -Dana
         
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: kolb stall
Date: 
Sep 17, 2010
      
      
       > That "nasty" Kolb stall is due to wing loading.
      >
      > Ralph
      
      
      Ralph B/Gang:
      
      I have yet to experience "That "nasty" Kolb stall" in any Kolb I have flown. 
      In fact, I have never found anything "nasty" about the Kolb handling.  Just 
      the opposite.  The most docile fixed wing I have ever flown.
      
      john h
      mkIII
      Rock House, OR 
      
      
________________________________________________________________________________
Subject: 
Re: kolb stall
From: 
Daniel Myers <h20maule(at)hotmail.com>
Date: 
Sep 17, 2010
      
      
      John, you have more hours in a kolb than anyone else on this list and probably
      in the world. But, I can name 4 guys that I know that have been killed from a
      takeoff stall in a firestar...all 4 experienced a wing drop or spin...perhaps
      nasty isnt the right word, but when family dies, it sucks...maybe I'm biased...
      Dont misunderstand me, I love the kolb, especially the firestar. I continue
      to fly my friends ml3xtra weekly and hope to build another firestar soon. 
      Thanks
      Daniel
      
      
      Sent from my iPhone
      
      On Sep 17, 2010, at 3:32 PM, "John Hauck"  wrote:
      
      > 
      > 
      > > That "nasty" Kolb stall is due to wing loading.
      >> 
      >> Ralph
      > 
      > 
      > 
      > Ralph B/Gang:
      > 
      > I have yet to experience "That "nasty" Kolb stall" in any Kolb I have flown.
      In fact, I have never found anything "nasty" about the Kolb handling.  Just the
      opposite.  The most docile fixed wing I have ever flown.
      > 
      > john h
      > mkIII
      > Rock House, OR 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Here's what I have gathered;
Date: 
Sep 17, 2010
From: 
"Kirby, Dennis Civ USAF AFMC AFNWC/EN" <Dennis.Kirby(at)kirtland.af.mil>
      
      Mike W:  << I am led to believe he stalled the plane on short-final >>
      
      Ralph B:  << It's all about speed. Without that, the wings don't lift.
      >>
      
      
      Kolb Friends -
      
      
      I believe Mike's assessment is correct.  This is exactly what happened
      to me, on the maiden flight of my Mark-III.  With my GA flying
      background, I had no experience in these very light, low-inertia
      airplanes.  Pulled the power back, airspeed bled off, wings ran out of
      lift, and I pancaked in from about eight feet above the runway.  
      
      
      Except I was luckier than Scott - my Kolb plopped onto the runway in a
      flat attitude, and all I did was wipe out my landing gear.  But the
      basic facts that appear to be emerging from this discussion are
      absolutely correct, and should be taken very seriously by all the new
      Kolb pilots: Get training in these slow, high-drag airplanes, and keep
      your speed up on final - all the way to within a foot or two of the
      runway.
      
      
      My thoughts and prayers go out to Carol, and the rest of Scott's family.
      
      
      Dennis Kirby
      
      N93DK, "Magic Bike"
      
      Sandia Park, NM
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: kolb stall
Date: 
Sep 17, 2010
      
      
       > John, you have more hours in a kolb than anyone else on this list and 
      probably in the world. But, I can name 4 guys that I know that have been 
      killed from a takeoff stall in a firestar...all 4 experienced a wing drop or 
      spin...perhaps nasty isnt the right word, but when family dies, it 
      sucks...maybe I'm biased... Dont misunderstand me, I love the kolb, 
      especially the firestar. I continue to fly my friends ml3xtra weekly and 
      hope to build another firestar soon.
      > Thanks
      > Daniel
      
      
      Daniel M/Gang:
      
      Sorry to hear that.
      
      I know nothing of the results of the investigations, but a Kolb in a nose 
      high attitude that runs out of airspeed will drop the nose and normally a 
      wing.  I think I mentioned that in a previous email, but not in the take off 
      mode.  I also did not mention dropping a wing which they will do in that 
      attitude.  Normally a take off stall is below normal straight and level 
      stall speed because of lift from the prop.  One really has to get in an 
      unusual attitude to get into this stall situation.  Most Kolbs will continue 
      to climb at full throttle with the stick full aft, right back to the stop.
      
      Any time someone stalls a Kolb it is because they let the Kolb get below the 
      stall speed for that situation.  I get a lot us use out of my airspeed 
      indicator.  I constantly cross check my ASI, especially when near the ground 
      and especially when landing.
      
      I also make it a habit to know what my stall speed is in different 
      configurations, especially when flying with a passenger, or when loaded max 
      gross for a cross country flight.
      
      I am not good enough to know what my airspeed is without my ASI.
      
      john h
      mkIII
      Rock House, OR
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: kolb stall
Date: 
Sep 17, 2010
      
      
        But, I can name 4 guys that I know that have been
      > killed from a takeoff stall in a firestar...all 4 experienced a wing drop 
      > or spin...perhaps nasty isnt the right word, but when family dies, it 
      > sucks...maybe I'm biased...
      >> Thanks
      >> Daniel
      
      
      Daniel M/Gang:
      
      If the pilot gets into a departure stall in a Kolb, holds the stick back 
      (which is a normal reaction for most pilots), its going to drop the nose, a 
      wing, and sping in a near vertical attitude (nose down).
      
      You can experiment this at a safe altitude.
      
      Close to the ground it is extremely difficult to push the stick forward and 
      the nose down.
      
      I had an engine failure with my mkIII powered with a 582 in Sep 1993.  It 
      resulted in a departure stall at about 30 feet in a confined area.  I had 
      half flaps (20 deg) in a level attitude, got behind the aircraft and mushed 
      in flat.  Wiped the Hauck Main Gear off the fuselage, got some serious 
      bruises, but no injuries.  A really dumb mistake on my part.  I hope I 
      learned from that one.  The half flaps helped keep the aircraft level 
      despite me trying to make the aircraft fly below stall speed.  I could not 
      make it fly.  ;-)
      
      john h
      mkIII
      Rock House, OR 
      
      
________________________________________________________________________________
Subject: 
Re: kolb stall
From: 
"Ralph B" <ul15(at)juno.com>
Date: 
Sep 17, 2010
      
      
      John and others, maybe there is another factor happening with the "nasty" stall
      (Kolb drop). The Kolbra doesn't have a gap seal like other Kolbs. The wing center
      is filled in with the cockpit enclosure. It doesn't fill it in completely
      and there are air leaks around it. This may have something to do with the stall
      characteristics as a rectangular wing will stall first in the center at the
      gap seal. Has anyone ever flown a Kolb without the gap seal? If so, maybe try
      a stall and see what it does. This combined with more weight may have the type
      of effect that some pilots are seeing.
      
      Ralph
      
      --------
      Ralph B
      Original Firestar 447
      N91493 E-AB
      1000 hours
      23 years flying it
      Kolbra 912UL
      N20386
      2 years flying it
      120 hrs
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312796#312796
      
      
________________________________________________________________________________
Subject: 
Upgrading from current 4.00-6 "Garden" tires.
From: 
"gotime242" <dylanshine(at)gmail.com>
Date: 
Sep 17, 2010
      
      
      Hello all, 
      
      I currently have 4.00-6 wheelbarrow tires on my kolb and will need to replace them
      soon. This will be my first tire change and need a little help on sizing.
      I am quite familiar with being able to get wider tires on automotive wheels, but
      not so much with aviation. 
      
      The wheels and brakes from my airplane seem to be the original equipment from the
      1996 kit. The wheels seem to in fact be 4x6...looking at aircraft spruce i
      wonder if i can get any bigger tire on there? 
      
      http://www.aircraftspruce.com/catalog/lgpages/tires_ultralite.php
      
      What about the 6x6? Or is this not exactly safe / appropriate on airplanes?
      
      Also why is there only 600x6 and 800x6 tubes?
      
      I attached a pic of what is on there now. Any help is much appreciated, thanks!
      
      -Dylan
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312798#312798
      
      
      Attachments: 
      
      http://forums.matronics.com//files/1_247.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Upgrading from current 4.00-6 "Garden" tires.
Date: 
Sep 17, 2010
From: 
Ellery Batchelder Jr <elleryweld(at)aol.com>
      
      get a set of 8.00 X 6 tires and you will be happy and it will give you tha
      t bush plane look I think your looking for 
      
      
      Ellery Batchelder Jr.
      
      
      -----Original Message-----
      From: gotime242 <dylanshine(at)gmail.com>
      Sent: Fri, Sep 17, 2010 5:42 pm
      Subject: Kolb-List: Upgrading from current 4.00-6 "Garden" tires.
      
      
      Hello all, 
      I currently have 4.00-6 wheelbarrow tires on my kolb and will need to repl
      ace 
      hem soon. This will be my first tire change and need a little help on sizi
      ng. I 
      m quite familiar with being able to get wider tires on automotive wheels,
       but 
      ot so much with aviation. 
      The wheels and brakes from my airplane seem to be the original equipment
       from 
      he 1996 kit. The wheels seem to in fact be 4x6...looking at aircraft spruc
      e i 
      onder if i can get any bigger tire on there? 
      http://www.aircraftspruce.com/catalog/lgpages/tires_ultralite.php
      What about the 6x6? Or is this not exactly safe / appropriate on airplanes
      ?
      Also why is there only 600x6 and 800x6 tubes?
      I attached a pic of what is on there now. Any help is much appreciated, th
      anks!
      -Dylan
      
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312798#312798
      
      
      ttachments: 
      http://forums.matronics.com//files/1_247.jpg
      
      
      -========================
      ========================
      ===========
      -=          - The Kolb-List Email Forum -
      -= Use the Matronics List Features Navigator to browse
      -= the many List utilities such as List Un/Subscription,
      -= Archive Search & Download, 7-Day Browse, Chat, FAQ,
      -= Photoshare, and much much more:
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      -
      -========================
      ========================
      ===========
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      -= Same great content also available via the Web Forums!
      -
      -=   --> http://forums.matronics.com
      -
      -========================
      ========================
      ===========
      -=             - List Contribution Web Site -
      -=  Thank you for your generous support!
      -=                              -Matt Dralle, List Admin.
      -=   --> http://www.matronics.com/contribution
      -========================
      ========================
      ===========
      
      
________________________________________________________________________________
Subject: 
Re: kolb stall
Date: 
Sep 17, 2010
From: 
Ellery Batchelder Jr <elleryweld(at)aol.com>
      
      I have flown my old firestar without the gap seal many times and even play
      ed with stalls in that configuration I really didnt notice any difference
       with or without the gap section 
      
      
      I have not flown the Mk3 without the center section but if I think of it
       I will try it sometime  to see if it makes any difference flying in it 
      
      Ellery Batchelder Jr.
      
      -----Original Message-----
      From: Ralph B <ul15(at)juno.com>
      Sent: Fri, Sep 17, 2010 5:13 pm
      Subject: Kolb-List: Re: kolb stall
      
      
      John and others, maybe there is another factor happening with the "nasty"
       stall 
      Kolb drop). The Kolbra doesn't have a gap seal like other Kolbs. The wing
      
      enter is filled in with the cockpit enclosure. It doesn't fill it in compl
      etely 
      nd there are air leaks around it. This may have something to do with the
       stall 
      haracteristics as a rectangular wing will stall first in the center at the
       gap 
      eal. Has anyone ever flown a Kolb without the gap seal? If so, maybe try
       a 
      tall and see what it does. This combined with more weight may have the typ
      e of 
      ffect that some pilots are seeing.
      Ralph
      --------
      alph B
      riginal Firestar 447
      91493 E-AB
      000 hours
      3 years flying it
      olbra 912UL
      20386
       years flying it
      20 hrs
      
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312796#312796
      
      
      ========================
      ===========
      -=          - The Kolb-List Email Forum -
      -= Use the Matronics List Features Navigator to browse
      -= the many List utilities such as List Un/Subscription,
      -= Archive Search & Download, 7-Day Browse, Chat, FAQ,
      -= Photoshare, and much much more:
      -
      -=   --> http://www.matronics.com/Navigator?Kolb-List
      -
      -========================
      ========================
      ===========
      -=               - MATRONICS WEB FORUMS -
      -= Same great content also available via the Web Forums!
      -
      -=   --> http://forums.matronics.com
      -
      -========================
      ========================
      ===========
      -=             - List Contribution Web Site -
      -=  Thank you for your generous support!
      -=                              -Matt Dralle, List Admin.
      -=   --> http://www.matronics.com/contribution
      -========================
      ========================
      ===========
      
      
________________________________________________________________________________
Date: 
Sep 17, 2010
Subject: 
Re: Upgrading from current 4.00-6 "Garden" tires.
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      I second Ellery's recommendation. Run them at about 12 psi for that Nerf
      tire effect.
      
      Rick Girard
      
      On Fri, Sep 17, 2010 at 7:24 PM, Ellery Batchelder Jr wrote:
      
      > get a set of 8.00 X 6 tires and you will be happy and it will give you that
      > bush plane look I think your looking for
      >
      >
      >  *Ellery Batchelder Jr.*
      >
      >
      > -----Original Message-----
      > From: gotime242 <dylanshine(at)gmail.com>
      > To: kolb-list(at)matronics.com
      > Sent: Fri, Sep 17, 2010 5:42 pm
      > Subject: Kolb-List: Upgrading from current 4.00-6 "Garden" tires.
      >
      >
      > Hello all,
      >
      > I currently have 4.00-6 wheelbarrow tires on my kolb and will need to replace
      > them soon. This will be my first tire change and need a little help on sizing.
      I
      > am quite familiar with being able to get wider tires on automotive wheels, but
      > not so much with aviation.
      >
      > The wheels and brakes from my airplane seem to be the original equipment from
      > the 1996 kit. The wheels seem to in fact be 4x6...looking at aircraft spruce
      i
      > wonder if i can get any bigger tire on there?
      > http://www.aircraftspruce.com/catalog/lgpages/tires_ultralite.php
      >
      > What about the 6x6? Or is this not exactly safe / appropriate on airplanes?
      >
      > Also why is there only 600x6 and 800x6 tubes?
      >
      > I attached a pic of what is on there now. Any help is much appreciated, thanks!
      >
      > -Dylan
      >
      >
      > Read this topic online here:
      > http://forums.matronics.com/viewtopic.php?p=312798#312798
      >
      >
      > Attachments:
      > http://forums.matronics.com//files/1_247.jpg
      >
      >
      > ===================================
      > rget=_blank>http://www.matronics.com/Navigator?Kolb-List
      > ===================================
      > tp://forums.matronics.com
      > ===================================
      > _blank>http://www.matronics.com/contribution
      > ===================================
      >
      >
      >  *
      >
      > *
      >
      >
      
      
      -- 
      Zulu Delta
      Kolb Mk IIIC
      582 Gray head
      4.00 C gearbox
      3 blade WD
      Thanks, Homer GBYM
      
      It is not bigotry to be certain we are right; but it is bigotry to be unable
      to imagine how we might possibly have gone wrong.
       - G.K. Chesterton
      
________________________________________________________________________________
Date: 
Sep 18, 2010
From: 
Fran Losey <loseyf(at)comcast.net>
Subject: 
Re: Scott Thompson's accident
      
      On 9/17/2010 12:57 AM, Mike Welch wrote:
      > Mike, my uncle died in my kolb and no one knows what happened except 
      > for him. Kolbs Are great planes but are very unforgiving. I continue 
      > to fly Kolbs only because I know not to get close to that stall speed. 
      > I have only owned two Kolbs but I know the limits..this guy was on his 
      > first flight, it's a terrible situation because he didn't know the 
      > kolb and it's limits.
      > Daniel
      >
      > Daniel,
      >   You are exactly right (with your last statement).  I am afraid it is 
      > possible it is as simple as
      > he may have simply misjudged what he was doing.  Of course, we will 
      > never know the whole truth now.
      >   It is only my intention to help educate those of us who fly, or are 
      > yet to fly, their Kolb aircraft.
      > Crashing and dieing does little good to both the families left behind 
      > and the reputation of the aircraft.  I
      > would like to reduce the damage by analyzing what we know, and learn 
      > from our errors.  Believe it or
      > not, there may be people who have a problem with that.
      > Mike Welch
      > My condolences regarding your uncle, Daniel.
      > *
      >
      >
      > *
      Mike and all,
      
      Although some bantering seems to occur when sensitive discussions are 
      placed in the forum, I truly appreciate all feedback from all parties, 
      as I feel it refreshes my awareness as a pilot, and allows me to step 
      back for a minute, think about points that are stated,  and reflect how 
      I would have handled (or not) such a situation. When this forum stops 
      these healthy (and surely painful) discussions, I will most likely leave 
      it...
      
      I am in the middle of building right now, and although I did not know 
      Scott personally, can say I appreciated his contributions on this forum, 
      and felt in my gut he was a person that would give you the shirt off his 
      back, asking nothing in return.
      
      Thanks for sharing, and listening.  RIP Scott.
      
      -- 
      Sincerely, Fran Losey www.mykitlog.com\loseyf
      
________________________________________________________________________________
Date: 
Sep 18, 2010
From: 
william sullivan <williamtsullivan(at)att.net>
Subject: 
Re: Scott Thompson's accident
      
      - I think the current thread on the accident is good for the List.- Con
      jecture will bring awareness of the peculiarities of the handling of low dr
      ag, high lift, low weight aircraft.- The NTSB will eventually give the pa
      rticulars.- Both will be good for all.- I hope someone will maintain Sc
      ott's web site, as it is an excellent reference.- We all are going to mis
      s him.
      -
      -------------------------
      -------------------------
       Bill Sullivan
      -------------------------
      -------------------------
      -Windsor Locks, Ct.
      -------------------------
      -------------------------
       FS 447
      
________________________________________________________________________________
Subject: 
Re: Kolb-List Digest: 18 Msgs - 09/16/10
Date: 
Sep 18, 2010
From: 
icrashrc(at)aol.com
      
      For those of you who don't know me, I am Scott's wife. I can assure you th
      at when he was flying around the pattern that he tested the stall speed.
       He gave me a list of the things he would do on his intial flight. One of
       those was stall speed.
      
      
      -----Original Message-----
      From: Kolb-List Digest Server <kolb-list(at)matronics.com>
      Sent: Fri, Sep 17, 2010 2:57 am
      Subject: Kolb-List Digest: 18 Msgs - 09/16/10
      
      
      *
       ========================
      ========================
      =
        Online Versions of Today's List Digest Archive
      ========================
      ========================
      =
      Today's complete Kolb-List Digest can also be found in either of the 
      wo Web Links listed below.  The .html file includes the Digest formatted
      
      n HTML for viewing with a web browser and features Hyperlinked Indexes 
      nd Message Navigation.  The .txt file includes the plain ASCII version 
      f the Kolb-List Digest and can be viewed with a generic text editor 
      uch as Notepad or with a web browser. 
      HTML Version:
          http://www.matronics.com/digest/digestview.php?Style=82701&View=ht
      ml&Chapter 10-09-16&Archive=Kolb
      Text Version:
          http://www.matronics.com/digest/digestview.php?Style=82701&View=tx
      t&Chapter 10-09-16&Archive=Kolb
      
      ========================
      =======================
        EMail Version of Today's List Digest Archive
      ========================
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                ----------------------------------------------------------
                                Kolb-List Digest Archive
                                           ---
                          Total Messages Posted Thu 09/16/10: 18
                ----------------------------------------------------------
      
      
      oday's Message Index:
      ---------------------
      
          1. 05:51 AM - That pesky ELSA re-registration problem  (Richard Girard
      )
          2. 10:36 AM - Annual Condition Inspection checklist for Kolbra  (Ralph
       B)
          3. 11:24 AM - Re: Annual Condition Inspection checklist for Kolbra  (R
      alph 
      )
          4. 11:52 AM - Scott Thompson's accident  (Mike Welch)
          5. 02:04 PM - Re: Scott Thompson's accident  (Mike Welch)
          6. 02:20 PM - Re: Scott Thompson's accident  (PCKing)
          7. 02:41 PM - my email address  (Mike Welch)
          8. 04:51 PM - Here's what I have gathered;  (Mike Welch)
          9. 05:36 PM - Re: Here's what I have gathered;  (ces308)
         10. 05:42 PM - Re: Here's what I have gathered;  (Ralph B)
         11. 07:25 PM - Re: Here's what I have gathered;  (PCKing)
         12. 07:47 PM - Re: Scott Thompson's accident  (John Hauck)
         13. 07:56 PM - Re: Here's what I have gathered;  (Mike Welch)
         14. 08:03 PM - Re: Scott Thompson's accident  (Daniel Myers)
         15. 08:09 PM - Re: Scott Thompson's accident  (Mike Welch)
         16. 09:27 PM - Re: Here's what I have gathered;  (Richard Girard)
         17. 09:39 PM - Re: Scott Thompson's accident  (Daniel Myers)
         18. 10:01 PM - Re: Scott Thompson's accident  (Mike Welch)
      
      
      _______________________________  Message 1  ______________________________
      _______
      
      ubject: Kolb-List: That pesky ELSA re-registration problem
      rom: Richard Girard 
      After much thought about how to make it legal to re-register an ELSA that
      he owner has allowed the registration to expire under the terms of the new
      ule I sent the following to the applicable FAA personnel this morning.
      "Dear Sirs, There is a problem with the new rule for triennial
      e-registration of aircraft when it is applied to experimental light sport
      ircraft (ELSA) that were registered under the provisions of FAR 21.191
      (1).
      f an owner of an ELSA fails to re-register during the applicable period an
      d
      he registration expires there is no legal means to register the aircraft
      gain.
      AR 21.191 i(1) expired on January 3, 2008. Form 8050-88A (Affidavit of
      wnership) that is required to be filed along with 8050-1 to register an
      LSA has been revised so that the only two options for registering an ELSA
      re through FAR 21.191 i(2) (aircraft built from a kit of a qualifying
      pecial light sport aircraft (SLSA)) and FAR 21.190 (essentially for
      anufacturers who need to register a prototype to do compliance testing of
      n SLSA).
       believe there is a simple way to fix this problem. Revise form 8050-88A
       to
      nclude an option to the effect, "this aircraft was previously registered
       as
      _______ under the provisions of FAR 21.191 i(1) and the paperwork is on
      ile with the FAA". I believe wording like this or similar would allow an
      rrant owner to re-register the aircraft following expiration with a minimu
      m
      f problems and prevent those who might try to use the provision to registe
      r
      n aircraft that had not previously been registered.
      hank you for your time."
      I did this after spending a good portion of yesterday morning talking and
      riting to various officials in the FAA about the problem. It occurred to
       me
      ate last night that the easiest way to get something fixed when there is
       a
      roblem is to present a solution to those who can remedy it. What the heck,
      t's worth a try.
      Rick Girard
      -- 
      ulu Delta
      olb Mk IIIC
      82 Gray head
      .00 C gearbox
       blade WD
      hanks, Homer GBYM
      It is not bigotry to be certain we are right; but it is bigotry to be unab
      le
      o imagine how we might possibly have gone wrong.
      - G.K. Chesterton
      ________________________________  Message 2  _____________________________
      ________
      
      ubject: Kolb-List: Annual Condition Inspection checklist for Kolbra
      rom: "Ralph B" 
      
      ravis Brown from Kolb asked it I would post the Annual Condition inspectio
      n 
      hecklist
      or the Kolbra. This checklist will work for other Kolbs too.
      Ralph B
      --------
      alph B
      riginal Firestar 447
      91493 E-AB
      000 hours
      3 years flying it
      olbra 912UL
      20386
       years flying it
      20 hrs
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312658#312658
      
      ttachments: 
      http://forums.matronics.com//files/annual_inspection_checklist_179.doc
      
      _______________________________  Message 3  ______________________________
      _______
      
      ubject: Kolb-List: Re: Annual Condition Inspection checklist for Kolbra
      rom: "Ralph B" 
      
      fter the inspection is finished, post these words in the aircraft logbook:
      date
      I certify this aircraft has been inspected in accordance with the scope
      nd detail of appendix D to Part 43 and found to be in a condition for safe
      peration.
      Flight time: XXX.X hours
      
      ame of inspector
      ert #xxxxxxxx
      --------
      alph B
      riginal Firestar 447
      91493 E-AB
      000 hours
      3 years flying it
      olbra 912UL
      20386
       years flying it
      20 hrs
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312666#312666
      
      _______________________________  Message 4  ______________________________
      _______
      
      rom: Mike Welch 
      ubject: Kolb-List: Scott Thompson's accident
      
      olb guys=2C
        I have tried to find out exactly what happened to cause Scott's fatal cr
      a
      h.
      hy?  Because it matters a HELL of a lot to me!!  At first=2C I thought
       I'd
      share what
      've found with the entire list=2C then=2C I thought someone may gripe
       abou
       it.
        So=2C if anyone wants to know some of the details about what happened
      =2C 
      ncluding
      hat Scott and I discussed a few days prior to his maiden flight=2C email
       m
       off
      he Kolb list=2C and I will share with you what I have found out.
      Mike Welch                    
      ________________________________  Message 5  _____________________________
      ________
      
      rom: Mike Welch 
      ubject: RE: Kolb-List: Scott Thompson's accident
      
      ist members=2C
        I've had a few guys check in=2C but I'm waiting a little while for
       few more before we get the conversation going.
        The primary reason is for the 'off-list' discussion is I can picture 
      omeone asking me "who the hell do you think you are.....?"  Me?  Nobody.
      ust a friend of Scott's that would like to figure out what happened=2C
      hat's all.  I sick and damn tired of hearing about my Kolb buddies
      ieing.  I'd like to find out why they died...and do my best not to repeat
      heir 'mistakes'=2C without trying to pass judgement on them.
      Mike Welch                    
      ________________________________  Message 6  _____________________________
      ________
      
      rom: "PCKing" 
      ubject: Re: Kolb-List: Scott Thompson's accident
      
      ike, 
      You may not have received many offline requests because everyone on the 
      ist doesn't have your email address. 
      I met Scott at AirVenture this year. We spoke about where to source 
      ileron and flap control seals. I was sad to hear that he'd passed away 
      est flying something he was so proud of. 
      I'd like to know what happened. 
      Peter C. King
      c.king(at)comcast.net
      
       ----- Original Message ----- 
       From: Mike Welch 
       To: kolb-list(at)matronics.com 
       Sent: Thursday, September 16, 2010 5:00 PM
       Subject: RE: Kolb-List: Scott Thompson's accident
      
       List members,
      
         I've had a few guys check in, but I'm waiting a little while for
       a few more before we get the conversation going.
      
         The primary reason is for the 'off-list' discussion is I can picture 
        someone asking me "who the hell do you think you are.....?"  Me?  
      obody.
       Just a friend of Scott's that would like to figure out what happened,
       that's all.  I sick and damn tired of hearing about my Kolb buddies
       dieing.  I'd like to find out why they died...and do my best not to 
      epeat
       their 'mistakes', without trying to pass judgement on them.
      
       Mike Welch
      
      _______________________________  Message 7  ______________________________
      _______
      
      rom: Mike Welch 
      ubject: Kolb-List: my email address
      
      y email address is=3B  mdnanwelch7(at)hotmail.com   (don't forget the '7'!!
      !)
      Mike Welch                    
      ________________________________  Message 8  _____________________________
      ________
      
      rom: Mike Welch 
      ubject: Kolb-List: Here's what I have gathered;
      
      ist members=2C  I have had many members ask me to bring this subject mat
      te
       out in the
      pen.  Plus=2C there are way too many people now=2C for me to reply to.
        (a
      proaching 30+)
      ere is what I have this far!!
        My initial thought was to discuss Scott's accident openly with this list
      2C but then I thought
      'd be criticized by someone for acting like an investigator.  Well=2C I'
      m 
      OT an investigator=2C
      ut I certainly am curious about the facts that caused Scott's death=2C
       esp
      cially since I do
      ot want to duplicate them.
       Then=2C I thought maybe the subject would be best discussed privately
       bet
      een those only
      ho show an interest.  Last count=2C I've had about 14 responders=2C so
       may
      e we should just
      ring this out in the open.
        (I had the same concern regarding John Ratcliffe's accident a few months
      
      go.  Yet=2C I didn't 
      ay anything=2C and John was soon forgotten=2C it appears.  I did some
       chec
      ing on his situation=2C 
      nd it seems he must have stalled near turning base to final=2C and nosed
       i
       in.)
        With regard to Scott=2C here is what I  have found out.  This is by NO
       me
      ns any kind of official
      eport=2C nor do I profess to have all the answers.  Additionally=2C I
       acce
      t any and all new information
      hat may correct anything that I may misstate.
        A few days before Scott made his intitial flight=2C I asked him where
       he 
      ad his main wing's and
      is h. stabilizers set at (since the Oshkosh photos made the h.s. look like
      they were too high)
      is answer to me was " the main wing is set at where Bryan (@ Kolb Aircraft
       told him to set them."
      e went on to say "the h. stabilizers are set like the factory recommends
      2C but after he's flown
      or awhile=2C he can adjust that setting later.  (I wish!!)
       So=2C at this point=2C as far as I know=2C he had the wing incidenc
      es and
      hor. stabilizers incidences set
      ccording to the factory recommended locations!
        Next=2C  when I read one of the news reports from one of the local new
      s s
      urces=2C I saw where they 
      aid "according to the initial investigators=2C there didn't 'appear' to
       be
      anything wrong with the 
      irplane.  That would seem to make sense=2C knowing what a perfectionist
       Sc
      tt was.
        The weather was basically calm=2C although at 8:00pm=2C when the acc
      ident
      happened=2C twilight was
      etting.  Light=2C however=2C is NOT likely to be a factor.
        From discussing this situation with 'others'=2C I have been told Scott
       ha
       some introductory flights
      n a MkIII.  Most likely=2C Scott would not have flown solo during this
       int
      oductory flight.
       In one of the news articles=2C  it mentioned Scott got his Sport Pilot
       li
      ense last year.  This would 
      ndicate he probably didn't have a lot of flying time=2C especially when
       yo
       consider he was spending
       lot of time trying to finish building his plane!  Scott was=2C you coul
      d 
      ay=2C 'a low-time' pilot.
        So=2C up to this point=2C the plane itself=2C the weather=2C the
       lighting
      2C and the wing's incidences=2C don't appear
      o have caused the accident.
        What's left??  According to Carol=3B Scott took off and flew around a
       cou
      le of times=2C and when he came
      n to land=2C it just nose-dived in.   It landed initially on the pacemen
      t
      2C but continued to tumble onto the
      rass.
       What does this tell us?  If Carol is complete in her description=2C and
       a
      l Scott did was "fly around a 
      ouple of times" =2C and then try to land=2C this tells us he did NOT
       climb
      to altitude and explore the plane's
      lying parameters.  It primarily tells us he did not find out the plane's
       E
      ACT stall speed=2C and now we'll 
      ever know!
        With the fact that Scott was=3B
      ) a low-time pilot=2C and 
      ) flying a plane that he may not have known the stall speed of
      ) the mishap occurred at the runway threshold=2C coming in for his 1st
       lan
      ing
      I am led to believe he stalled the plane on short-final=2C where it nose
      -di
      ed into the runway=2C and rolled.
        If these events are indeed accurate and correct=2C I am very sad=2C
       becau
      e they seem to be so avoidable.  
       will miss Scott.  I'm am sorry he misjudged the situation=2C and let it
       g
      t out of control (if these facts 
      re accurate).
        Training=2C people=2C training!!  Having crashed an ultralight simil
      ar to
      these circumstances=2C all I can say
      s these accidents can be avoided=2C or at least minimized with proper fl
      ig
      t education.
        These are the facts as I've been able to acertain.  If anyone knows more
      2C please share it with us. 
      f I've mistated something=2C please correct the record.
      Best regards to all=2C
      ike Welch
      
                           
      ________________________________  Message 9  _____________________________
      ________
      
      ubject: Kolb-List: Re: Here's what I have gathered;
      rom: "ces308" 
      
      hank you Mike,
      I am sorry for Scott,but it does appear he made a terrible mistake,however
      ,It's
      ice to here there doesn't appear to have been a fault of the aircraft.
      These are fun airplanes to fly,but to an even greater degree because of th
      ere 
      ack
      f weight to keep things going,you need to be very aware of your airspeed
      n final...where my 172 flies right through a wind gust,my M3X will stop fl
      ying
      nd you can never forget that.
      Thanks again for the information...every one CAN learn from this ,if they
      
      isten.
      chris ambrose
      3X/Jabiru    150.3 hrs           2500. total
      327CS
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312697#312697
      
      _______________________________  Message 10  _____________________________
      _______
      
      ubject: Kolb-List: Re: Here's what I have gathered;
      rom: "Ralph B" 
      
      ike, I'm not an accident investigator either, but I do know that many fata
      l 
      ccidents
      ccur due to stall-spins on landing. I was once told, "If there is any
      ne thing to remember about flying, it's airspeed". This is especially true
       upon
      anding. It would be better to come in hot and use up runway than to bend
      p your airplane or hurt yourself. It's a fine line sometimes to slow it up
       or
      o off the end of a short runway. I tend to keep more speed than most pilot
      s
      nd maybe this has saved me a few times. Kolb's, like other light aircraft
       have
      ore built-in drag than heavy and clean ones. They tend to lose speed more
      
      uickly.
      his means keeping the power on and nose down until it's on the ground.
      t's all about speed. Without that, the wings don't lift.
      Ralph B
      --------
      alph B
      riginal Firestar 447
      91493 E-AB
      000 hours
      3 years flying it
      olbra 912UL
      20386
       years flying it
      20 hrs
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312698#312698
      
      _______________________________  Message 11  _____________________________
      _______
      
      rom: "PCKing" 
      ubject: Re: Kolb-List: Here's what I have gathered;
      Mike,
      Thank you. 
      Brian Carpenter (Rainbow Aviation) just did a webinar titled "GA to LSA:
      
      ake a Safe Transition" He makes a compelling case for maintaining 
      irspeed on final because of the low mass and high drag of the fat 
      ltralight LSAs. He describes them as a cotton ball compared to the GA 
      olf ball. The highest percentage of LSA accidents  occur with GA pilots 
      t the stick. 
      The webinar is archived at 
      http://www.eaavideo.org/channel.aspx?ch=ch_webinars
      Peter C. King
        ----- Original Message ----- 
       From: Mike Welch 
       To: kolb-list(at)matronics.com 
       Sent: Thursday, September 16, 2010 7:48 PM
       Subject: Kolb-List: Here's what I have gathered;
      
       List members,  I have had many members ask me to bring this subject 
      atter out in the
       open.  Plus, there are way too many people now, for me to reply to.  
      approaching 30+)
       Here is what I have this far!!
      
         My initial thought was to discuss Scott's accident openly with this 
      ist, but then I thought
       I'd be criticized by someone for acting like an investigator.  Well, 
      'm NOT an investigator,
       but I certainly am curious about the facts that caused Scott's death, 
      specially since I do
       not want to duplicate them.
         Then, I thought maybe the subject would be best discussed privately 
      etween those only
       who show an interest.  Last count, I've had about 14 responders, so 
      aybe we should just
       bring this out in the open.
      
         (I had the same concern regarding John Ratcliffe's accident a few 
      onths ago.  Yet, I didn't 
       say anything, and John was soon forgotten, it appears.  I did some 
      hecking on his situation, 
       and it seems he must have stalled near turning base to final, and 
      osed it in.)
      
         With regard to Scott, here is what I  have found out.  This is by NO 
      eans any kind of official
       report, nor do I profess to have all the answers.  Additionally, I 
      ccept any and all new information
       that may correct anything that I may misstate.
      
         A few days before Scott made his intitial flight, I asked him where 
      e had his main wing's and
       his h. stabilizers set at (since the Oshkosh photos made the h.s. look 
      ike they were too high)
       His answer to me was " the main wing is set at where Bryan (@ Kolb 
      ircraft) told him to set them."
       He went on to say "the h. stabilizers are set like the factory 
      ecommends, but after he's flown
       for awhile, he can adjust that setting later.  (I wish!!)
         So, at this point, as far as I know, he had the wing incidences and 
      or. stabilizers incidences set
       according to the factory recommended locations!
      
         Next,  when I read one of the news reports from one of the local 
      ews sources, I saw where they 
       said "according to the initial investigators, there didn't 'appear' to 
      e anything wrong with the 
       airplane.  That would seem to make sense, knowing what a perfectionist 
      cott was.
      
         The weather was basically calm, although at 8:00pm, when the 
      ccident happened, twilight was
       setting.  Light, however, is NOT likely to be a factor.
      
         From discussing this situation with 'others', I have been told Scott 
      ad some introductory flights
       in a MkIII.  Most likely, Scott would not have flown solo during this 
      ntroductory flight.
         In one of the news articles,  it mentioned Scott got his Sport Pilot 
      icense last year.  This would 
       indicate he probably didn't have a lot of flying time, especially when 
      ou consider he was spending
       a lot of time trying to finish building his plane!  Scott was, you 
      ould say, 'a low-time' pilot.
      
         So, up to this point, the plane itself, the weather, the lighting, 
      nd the wing's incidences, don't appear
       to have caused the accident.
      
         What's left??  According to Carol; Scott took off and flew around a 
      ouple of times, and when he came
       in to land, it just nose-dived in.   It landed initially on the 
      acement, but continued to tumble onto the
       grass.
         What does this tell us?  If Carol is complete in her description, 
      nd all Scott did was "fly around a 
       couple of times" , and then try to land, this tells us he did NOT 
      limb to altitude and explore the plane's
       flying parameters.  It primarily tells us he did not find out the 
      lane's EXACT stall speed, and now we'll 
       never know!
      
         With the fact that Scott was;
       A) a low-time pilot, and 
       B) flying a plane that he may not have known the stall speed of
       C) the mishap occurred at the runway threshold, coming in for his 1st 
      anding
      
       I am led to believe he stalled the plane on short-final, where it 
      ose-dived into the runway, and rolled.
      
         If these events are indeed accurate and correct, I am very sad, 
      ecause they seem to be so avoidable.  
       I will miss Scott.  I'm am sorry he misjudged the situation, and let 
      t get out of control (if these facts 
       are accurate).
      
         Training, people, training!!  Having crashed an ultralight similar 
      o these circumstances, all I can say
       is these accidents can be avoided, or at least minimized with proper 
      light education.
      
         These are the facts as I've been able to acertain.  If anyone knows 
      ore, please share it with us. 
       If I've mistated something, please correct the record.
      
       Best regards to all,
       Mike Welch
         
      
      _______________________________  Message 12  _____________________________
      _______
      
      rom: "John Hauck" 
      ubject: Re: Kolb-List: Scott Thompson's accident
      Mike W:
      Have you discussed your findings with the NTSB?
      Maybe your information would help in their investigation and their 
      etermination of the cause of the accident.
      john h
      kIII
      ock House, OR
          I have tried to find out exactly what happened to cause Scott's 
      atal crash.
       Why?  Because it matters a HELL of a lot to me!!  At first, I thought 
      'd share what
       I've found with the entire list, then, I thought someone may gripe 
      bout it.
      
         So, if anyone wants to know some of the details about what happened, 
      ncluding
       what Scott and I discussed a few days prior to his maiden flight, 
      mail me off
       the Kolb list, and I will share with you what I have found out.
      
       Mike Welch
      
      ________________________________  Message 13  ____________________________
      ________
      
      rom: Mike Welch 
      ubject: RE: Kolb-List: Here's what I have gathered;
      
      eter=2C
        Certainly there is no disputing that some GA pilots do seem to have trou
      b
      e
      ransitioning from the factory iron to the lighter=2C less mass SLA or li
      gh
      planes.
        However=2C in Scott's case=2C I'm afraid that "transitioning" wasn't
       the 
      ssue=2C because 
      ince he only got his Sport Pilot license last year=2C he couldn't have
       had
      very many 
      ours in GA airplanes.  At least=2C that's what I'm led to believe.
       Additionally=2C Carol described him as 'coming in for a landing' and th
      en
      he sort of 
      nose-dived".  This scenario is much more indicative of an approach-to-land
      ng-
      tall=2C rather than the typical GA to LSA failure to handle the mass dif
      fe
      ences
      etween the two (at touchdown).
        Airspeed is one thing you cannot ignor when flying an airplane=2C lest
       th
       ground
      ise up and smite thee!!!
      Mike Welch
      
      ike=2C
      Thank you. 
      Brian Carpenter (Rainbow Aviation) just did a webinar titled "GA to LSA:
       Ma
      e a Safe Transition" He makes a compelling case for maintaining airspeed
       o
       final because of the low mass and high drag of the fat ultralight LSAs.
       H
       describes them as a cotton ball compared to the GA golf ball. The highest
      percentage of LSA accidents  occur with GA pilots at the stick. 
      The webinar is archived at 
      http://www.eaavideo.org/channel.aspx?ch=ch_webinars
      Peter C. King
      
      ---- Original Message ----- 
      rom: Mike Welch 
      ent: Thursday=2C September 16=2C 2010 7:48 PM
      ubject: Kolb-List: Here's what I have gathered=3B
      List members=2C  I have had many members ask me to bring this subject ma
      tte
       out in the
      pen.  Plus=2C there are way too many people now=2C for me to reply to.
        (a
      proaching 30+)
      ere is what I have this far!!
        My initial thought was to discuss Scott's accident openly with this list
      2C but then I thought
      'd be criticized by someone for acting like an investigator.  Well=2C I'
      m 
      OT an investigator=2C
      ut I certainly am curious about the facts that caused Scott's death=2C
       esp
      cially since I do
      ot want to duplicate them.
       Then=2C I thought maybe the subject would be best discussed privately
       bet
      een those only
      ho show an interest.  Last count=2C I've had about 14 responders=2C so
       may
      e we should just
      ring this out in the open.
        (I had the same concern regarding John Ratcliffe's accident a few months
      
      go.  Yet=2C I didn't 
      ay anything=2C and John was soon forgotten=2C it appears.  I did some
       chec
      ing on his situation=2C 
      nd it seems he must have stalled near turning base to final=2C and nosed
       i
       in.)
        With regard to Scott=2C here is what I  have found out.  This is by NO
       me
      ns any kind of official
      eport=2C nor do I profess to have all the answers.  Additionally=2C I
       acce
      t any and all new information
      hat may correct anything that I may misstate.
        A few days before Scott made his intitial flight=2C I asked him where
       he 
      ad his main wing's and
      is h. stabilizers set at (since the Oshkosh photos made the h.s. look like
      they were too high)
      is answer to me was " the main wing is set at where Bryan (@ Kolb Aircraft
       told him to set them."
      e went on to say "the h. stabilizers are set like the factory recommends
      2C but after he's flown
      or awhile=2C he can adjust that setting later.  (I wish!!)
       So=2C at this point=2C as far as I know=2C he had the wing incidenc
      es and
      hor. stabilizers incidences set
      ccording to the factory recommended locations!
        Next=2C  when I read one of the news reports from one of the local new
      s s
      urces=2C I saw where they 
      aid "according to the initial investigators=2C there didn't 'appear' to
       be
      anything wrong with the 
      irplane.  That would seem to make sense=2C knowing what a perfectionist
       Sc
      tt was.
        The weather was basically calm=2C although at 8:00pm=2C when the acc
      ident
      happened=2C twilight was
      etting.  Light=2C however=2C is NOT likely to be a factor.
        From discussing this situation with 'others'=2C I have been told Scott
       ha
       some introductory flights
      n a MkIII.  Most likely=2C Scott would not have flown solo during this
       int
      oductory flight.
       In one of the news articles=2C  it mentioned Scott got his Sport Pilot
       li
      ense last year.  This would 
      ndicate he probably didn't have a lot of flying time=2C especially when
       yo
       consider he was spending
       lot of time trying to finish building his plane!  Scott was=2C you coul
      d 
      ay=2C 'a low-time' pilot.
        So=2C up to this point=2C the plane itself=2C the weather=2C the
       lighting
      2C and the wing's incidences=2C don't appear
      o have caused the accident.
        What's left??  According to Carol=3B Scott took off and flew around a
       cou
      le of times=2C and when he came
      n to land=2C it just nose-dived in.   It landed initially on the pacemen
      t
      2C but continued to tumble onto the
      rass.
       What does this tell us?  If Carol is complete in her description=2C and
       a
      l Scott did was "fly around a 
      ouple of times" =2C and then try to land=2C this tells us he did NOT
       climb
      to altitude and explore the plane's
      lying parameters.  It primarily tells us he did not find out the plane's
       E
      ACT stall speed=2C and now we'll 
      ever know!
        With the fact that Scott was=3B
      ) a low-time pilot=2C and 
      ) flying a plane that he may not have known the stall speed of
      ) the mishap occurred at the runway threshold=2C coming in for his 1st
       lan
      ing
      I am led to believe he stalled the plane on short-final=2C where it nose
      -di
      ed into the runway=2C and rolled.
        If these events are indeed accurate and correct=2C I am very sad=2C
       becau
      e they seem to be so avoidable.  
       will miss Scott.  I'm am sorry he misjudged the situation=2C and let it
       g
      t out of control (if these facts 
      re accurate).
        Training=2C people=2C training!!  Having crashed an ultralight simil
      ar to
      these circumstances=2C all I can say
      s these accidents can be avoided=2C or at least minimized with proper fl
      ig
      t education.
        These are the facts as I've been able to acertain.  If anyone knows more
      2C please share it with us. 
      f I've mistated something=2C please correct the record.
      Best regards to all=2C
      ike Welch
      
      ref="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.
      om/Navigator?Kolb-List
      ref="http://forums.matronics.com">http://forums.matronics.com
      ref="http://www.matronics.com/contribution">http://www.matronics.com/c
      
                           
      ________________________________  Message 14  ____________________________
      ________
      
      ubject: Re: Kolb-List: Scott Thompson's accident
      rom: Daniel Myers 
      Class move John I like it
      aniel
      Sent from my iPhone
      On Sep 16=2C 2010=2C at 3:23 PM=2C "John Hauck"  wrot
      :
      > Mike W:
      
       Have you discussed your findings with the NTSB?
      
       Maybe your information would help in their investigation and their determ
      nation of the cause of the accident.
      
       john h
       mkIII
       Rock House=2C OR
          I have tried to find out exactly what happened to cause Scott's fatal
      
      rash.
       Why?  Because it matters a HELL of a lot to me!!  At first=2C I thought
       I
      d share what
       I've found with the entire list=2C then=2C I thought someone may grip
      e ab
      ut it.
      
         So=2C if anyone wants to know some of the details about what happened
      2C including
       what Scott and I discussed a few days prior to his maiden flight=2C ema
      il
      me off
       the Kolb list=2C and I will share with you what I have found out.
      
       Mike Welch
      
      
      =========
      =========
      =========
      =========
      
      ________________________________  Message 15  ____________________________
      ________
      
      rom: Mike Welch 
      ubject: RE: Kolb-List: Scott Thompson's accident
      
      Mike W:
      >Have you discussed your findings with the NTSB?
      >Maybe your information would help in their investigation and their determ
      i
      ation of >the cause of the accident.
      >john h
      mkIII
      John H=2C
        No=2C I haven't=2C but I will be calling them tomorrow.  But the fac
      t is
      2C I shared 
      hat little information I dug up=2C and packaged into one concise email.
        T
      e 
      nformation I gathered was either reading it in news articles relating to
       t
      e 
      rash (in otherwords...public information)=2C my emails with Scott=2C
       just 
      rior 
      o his flight=2C and telephone conversations with a couple of Kolb list
       mem
      ers.
         I'm simply trying to save lives.  Do you have a problem with my discuss
      i
      n?
      m I supposed to contact that NTSB to show a concern for Kolb pilots?
      Mike Welch 
      
                           
      ________________________________  Message 16  ____________________________
      ________
      
      ubject: Re: Kolb-List: Here's what I have gathered;
      rom: Richard Girard 
      Whoa! Let's get something straight. Gusts and wind affect glide path and
      round speed, not airspeed. The danger is inexperienced pilots who get
      ixated on a point and pull back on the stick in an effort to maintain glid
      e
      oward that point. The only thing that counts is airspeed, period.
      s I told Mike when we talked on Sunday, I have a mantra that goes on in my
      ead, and sometimes out loud, from the moment I pull power back from cruise
      o set up an approach. It's just two words, Hold 50. If you watched the
      ideo I made about the sight picture as it changes for flap settings, you
      an hear me over the sound of the 582 saying, "turning final, HOLD 50". It'
      s
      y choice of approach airspeed for my Mk III based upon the stall speeds I
      ocumented. It makes absolutely no difference if I hold some power in
      eserve or close the throttle completely, it's HOLD 50 and it stays HOLD 50
      ntil I pull back on the stick to round out and let her settle to the
      round. If I'm a little too high on approach, which I actually prefer, I ca
      n
      lip Zulu Delta to lose altitude a little faster, and I still HOLD 50.
      Rick Girard
      On Thu, Sep 16, 2010 at 9:18 PM, PCKing  wrote:
      >  Mike,
      
       Thank you.
      
       Brian Carpenter (Rainbow Aviation) just did a webinar titled "GA to LSA:
       Make a Safe Transition" He makes a compelling case for maintaining airspe
      ed
       on final because of the low mass and high drag of the fat ultralight LSAs
      .
       He describes them as a cotton ball compared to the GA golf ball. The high
      est
       percentage of LSA accidents  occur with GA pilots at the stick.
      
       The webinar is archived at
      
       http://www.eaavideo.org/channel.aspx?ch=ch_webinars
      
       Peter C. King
      
      
       ----- Original Message -----
       *From:* Mike Welch 
       *To:* kolb-list(at)matronics.com
       *Sent:* Thursday, September 16, 2010 7:48 PM
       *Subject:* Kolb-List: Here's what I have gathered;
      
       List members,  I have had many members ask me to bring this subject matte
      r
       out in the
       open.  Plus, there are way too many people now, for me to reply to.
       (approaching 30+)
       Here is what I have this far!!
      
         My initial thought was to discuss Scott's accident openly with this
       list, but then I thought
       I'd be criticized by someone for acting like an investigator.  Well, I'm
       NOT an investigator,
       but I certainly am curious about the facts that caused Scott's death,
       especially since I do
       not want to duplicate them.
         Then, I thought maybe the subject would be best discussed privately
       between those only
       who show an interest.  Last count, I've had about 14 responders, so maybe
       we should just
       bring this out in the open.
      
         (I had the same concern regarding John Ratcliffe's accident a few month
      s
       ago.  Yet, I didn't
       say anything, and John was soon forgotten, it appears.  I did some checki
      ng
       on his situation,
       and it seems he must have stalled near turning base to final, and nosed
       it
       in.)
      
         With regard to Scott, here is what I  have found out.  This is by NO
       means any kind of official
       report, nor do I profess to have all the answers.  Additionally, I accept
       any and all new information
       that may correct anything that I may misstate.
      
         A few days before Scott made his intitial flight, I asked him where he
       had his main wing's and
       his h. stabilizers set at (since the Oshkosh photos made the h.s. look li
      ke
       they were too high)
       His answer to me was " the main wing is set at where Bryan (@ Kolb
       Aircraft) told him to set them."
       He went on to say "the h. stabilizers are set like the factory recommends
      ,
       but after he's flown
       for awhile, he can adjust that setting later.  (I wish!!)
         So, at this point, as far as I know, he had the wing incidences and hor
      .
       stabilizers incidences set
       according to the factory recommended locations!
      
         Next,  when I read one of the news reports from one of the local news
       sources, I saw where they
       said "according to the initial investigators, there didn't 'appear' to be
       anything wrong with the
       airplane.  That would seem to make sense, knowing what a perfectionist
       Scott was.
      
         The weather was basically calm, although at 8:00pm, when the accident
       happened, twilight was
       setting.  Light, however, is NOT likely to be a factor.
      
         From discussing this situation with 'others', I have been told Scott ha
      d
       some introductory flights
       in a MkIII.  Most likely, Scott would not have flown solo during this
       introductory flight.
         In one of the news articles,  it mentioned Scott got his Sport Pilot
       license last year.  This would
       indicate he probably didn't have a lot of flying time, especially when yo
      u
       consider he was spending
       a lot of time trying to finish building his plane!  Scott was, you could
       say, 'a low-time' pilot.
      
         So, up to this point, the plane itself, the weather, the lighting, and
       the wing's incidences, don't appear
       to have caused the accident.
      
         What's left??  According to Carol; Scott took off and flew around a
       couple of times, and when he came
       in to land, it just nose-dived in.   It landed initially on the pacement,
       but continued to tumble onto the
       grass.
         What does this tell us?  If Carol is complete in her description, and
       all
       Scott did was "fly around a
       couple of times" , and then try to land, this tells us he did NOT climb
       to
       altitude and explore the plane's
       flying parameters.  It primarily tells us he did not find out the plane's
       EXACT stall speed, and now we'll
       never know!
      
         With the fact that Scott was;
       A) a low-time pilot, and
       B) flying a plane that he may not have known the stall speed of
       C) the mishap occurred at the runway threshold, coming in for his 1st
       landing
      
       I am led to believe he stalled the plane on short-final, where it
       nose-dived into the runway, and rolled.
      
         If these events are indeed accurate and correct, I am very sad, because
       they seem to be so avoidable.
       I will miss Scott.  I'm am sorry he misjudged the situation, and let it
       get
       out of control (if these facts
       are accurate).
      
         Training, people, training!!  Having crashed an ultralight similar to
       these circumstances, all I can say
       is these accidents can be avoided, or at least minimized with proper flig
      ht
       education.
      
         These are the facts as I've been able to acertain.  If anyone knows mor
      e,
       please share it with us.
       If I've mistated something, please correct the record.
      
       Best regards to all,
       Mike Welch
      
      
       *
      
       href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronic
      s.com/Navigator?Kolb-List
       href="http://forums.matronics.com">http://forums.matronics.com
       href="http://www.matronics.com/contribution">http://www.matronics.com/c
      *
      
       *
      
       *
      
      
      - 
      ulu Delta
      olb Mk IIIC
      82 Gray head
      .00 C gearbox
       blade WD
      hanks, Homer GBYM
      It is not bigotry to be certain we are right; but it is bigotry to be unab
      le
      o imagine how we might possibly have gone wrong.
      - G.K. Chesterton
      ________________________________  Message 17  ____________________________
      ________
      
      ubject: Re: Kolb-List: Scott Thompson's accident
      rom: Daniel Myers 
      Mike=2C my uncle died in my kolb and no one knows what happened except
       for 
      im. Kolbs Are great planes but are very unforgiving. I continue to fly Kol
      s only because I know not to get close to that stall speed. I have only ow
      ed two Kolbs but I know the limits..this guy was on his first flight=2C
       it
      s a terrible situation because he didn't know the kolb and it's limits.
      aniel
      Sent from my iPhoned 
      On Sep 16=2C 2010=2C at 11:06 PM=2C Mike Welch <mdnanwelch7@hotmail.
      com> wr
      te:
      > >Mike W:
      
       >Have you discussed your findings with the NTSB?
      
       >Maybe your information would help in their investigation and their deter
      ination of >the cause of the accident.
      
       >john h
       >mkIII
      
       John H=2C
      
         No=2C I haven't=2C but I will be calling them tomorrow.  But the fa
      ct i
      =2C I shared
       what little information I dug up=2C and packaged into one concise email
      . 
      The
       information I gathered was either reading it in news articles relating to
      the
       crash (in otherwords...public information)=2C my emails with Scott=2C
       jus
       prior
       to his flight=2C and telephone conversations with a couple of Kolb list
       m
      mbers.
      
          I'm simply trying to save lives.  Do you have a problem with my discus
      ion?
       Am I supposed to contact that NTSB to show a concern for Kolb pilots?
      
       Mike Welch 
      
      
      =========
      =========
      =========
      =========
      
      ________________________________  Message 18  ____________________________
      ________
      
      rom: Mike Welch 
      ubject: RE: Kolb-List: Scott Thompson's accident
      
      ike=2C my uncle died in my kolb and no one knows what happened except fo
      r 
      im. Kolbs Are great planes but are very unforgiving. I continue to fly Kol
      s only because I know not to get close to that stall speed. I have only ow
      ed two Kolbs but I know the limits..this guy was on his first flight=2C
       it
      s a terrible situation because he didn't know the kolb and it's limits.
      aniel
      Daniel=2C
        You are exactly right (with your last statement).  I am afraid it is pos
      s
      ble it is as simple as 
      e may have simply misjudged what he was doing.  Of course=2C we will nev
      er
      know the whole truth now.
        It is only my intention to help educate those of us who fly=2C or are
       yet
      to fly=2C their Kolb aircraft.
      rashing and dieing does little good to both the families left behind and
       t
      e reputation of the aircraft.  I
      ould like to reduce the damage by analyzing what we know=2C and learn fr
      om
      our errors.  Believe it or
      ot=2C there may be people who have a problem with that.
      Mike Welch
      y condolences regarding your uncle=2C Daniel.                    
      
      
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________________________________________________________________________________
Subject: 
Re: Upgrading from current 4.00-6 "Garden" tires.
From: 
"gotime242" <dylanshine(at)gmail.com>
Date: 
Sep 18, 2010
      
      
      Thanks, i just wanted to be sure it was ok/safe to go wider than recommended or
      than the width of the rim since there is only 4.00's on there now.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312833#312833
      
      
________________________________________________________________________________
Date: 
Sep 18, 2010
Subject: 
Re: kolb stall
From: 
Richard Neilsen <neilsenrm(at)gmail.com>
      
      Hey All
      
      There has been a lot of good discussion since Scott's tragic accident. My
      concern is that it leaves the impression that there is a problem or bad
      flight characteristic with our airplanes which there is not.
      
      I'm not a major high time pilot but I have had the opportunity to fly quite
      a few different airplanes and none are as good as our Kolbs. Our planes have
      tremendous short field capabilities that when fully utilized (flaps and no
      power landings) does require a high level of precision. Pilots new to the
      Kolb flight characteristics will have problems with these flight
      characteristics no matter how skilled they are in other aircraft. Land with
      power and stay away from the flaps till you get very good at it. Then very
      gradually land with less power OR using more flaps. Don't progress too
      quickly. I have a set of fully retracted Kolb landing gear legs that I bent
      when I progressed to full flaps and no power way too quickly.
      Flight instructors not used to our Kolbs don't train us how to handle our
      Kolbs properly/safely. I recently got my check ride with a GA instructor in
      my Kolb. I was praised for how well I flew the plane in everything but how I
      flew very short final. He felt I rounded out way too low and with too much
      airspeed. I think this is a very common mistake that most non
      Kolb instructors will make. Let me also explain I did fly a bit faster
      approach rounded out lower because my instructor was a good 100 lbs heaver
      than anyone I had ever flown in my plane and I was using a very long 2500 ft
      grass strip. Yes we were a bit over gross weight.
      
      Rick Neilsen
      1st Redrive VW Powered MKIIIC
      
________________________________________________________________________________
From: 
Dana Hague <d-m-hague(at)comcast.net>
Date: 
Sep 18, 2010
Subject: 
Re: kolb stall
      
      
      --------------------------------------------------
      "John Hauck"  wrote:
      (09/17/2010 16:35)
      
      > I know nothing of the results of the investigations, but a Kolb in a nose 
      > high attitude that runs out of airspeed will drop the nose and normally a 
      > wing....
      
      Especially if it's a new airplane that might not be properly trimmed 
      out yet.
      
      -Dana
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
airspeed indicator calibration
Date: 
Sep 18, 2010
      
      
      Kolb guys=2C
      
        I am in the process of installing all the instruments in my MkIII.  One o
      f the
      instruments is an analog airspeed indicator.  It's a standard=2C typical ty
      pe of indicator that uses
      ram air to determine it's reading=2C by way of a pitot tube.
      
        Out of the box=2C I can't imagine it can be very accurate=2C can it?  I m
      ean=2C everybody will have 
      their own unique design in installing one of these=2C so I would think that
       each installation would 
      be off a little from someone else's installation.  Or=2C are they much more
       uniform in their 
      readings?
      
        I have the exact placement in my panel and the routing of the tubing pret
      ty much figured out.
      
        For those guys that have installed an airspeed indicator=2C did you calib
      rate it in any way first=2C
      or did you just stick it in the plane and live with whatever reading it say
      s once you start
      flying the plane?
      
        I thought what I would do is essentially build the whole system=2C and ge
      t someone to drive 
      a car down the road=2C with me hanging the A/S indicator's pitot tube out t
      he window.  While this 
      may seem somewhat silly=2C at least I could an idea how accurate it might b
      e.  At least it's a start=2C 
      right?  Has anybody done this??  Or is it a waste of time?   
      
        For an instrument that has so much riding on it=2C and if new=2C hasn't r
      eally proven itself for
      accuracy=2C it seems to me a guy ought to verify in some way it comes "clos
      e" to the correct
      airspeed.
      
        Any thoughts or experiences would be greatly appreciated.  Thanks
      
      Mike Welch
      MkIII
      
      
        		 	   		  
      
________________________________________________________________________________
From: 
Dana Hague <d-m-hague(at)comcast.net>
Date: 
Sep 18, 2010
Subject: 
Re: airspeed indicator calibration
      
      
      The instrument itself should be quite accurate, but pressure 
      variations at the pitot and static sources can throw it way off.  The 
      pressure field around a moving car will make any such calibration 
      meaningless, too.  Put it in the plane.  You can use your GPS to 
      calibrate it on a dead calm day, or average readings into and with a 
      steady wind.
      
      -Dana
      
      --------------------------------------------------
      Mike Welch  wrote:
      (09/18/2010 18:35)
      
      > 
      > Kolb guys,
      >  
      >   I am in the process of installing all the instruments in my MkIII.  One of
      the
      > instruments is an analog airspeed indicator.  It's a standard, typical type of
      indicator that uses
      > ram air to determine it's reading, by way of a pitot tube.
      >  
      >   Out of the box, I can't imagine it can be very accurate, can it?  I mean, everybody
      will have 
      > their own unique design in installing one of these, so I would think that each
      installation would 
      > be off a little from someone else's installation.  Or, are they much more uniform
      in their 
      > readings?
      >  
      >   I have the exact placement in my panel and the routing of the tubing pretty
      much figured out.
      >  
      >   For those guys that have installed an airspeed indicator, did you calibrate
      it in any way first,
      > or did you just stick it in the plane and live with whatever reading it says
      once you start
      > flying the plane?
      >  
      >   I thought what I would do is essentially build the whole system, and get someone
      to drive 
      > a car down the road, with me hanging the A/S indicator's pitot tube out the window.
      While this 
      > may seem somewhat silly, at least I could an idea how accurate it might be. 
      At least it's a start, 
      > right?  Has anybody done this??  Or is it a waste of time?   
      >  
      >   For an instrument that has so much riding on it, and if new, hasn't really
      proven itself for
      > accuracy, it seems to me a guy ought to verify in some way it comes "close" to
      the correct
      > airspeed.
      >  
      >   Any thoughts or experiences would be greatly appreciated.  Thanks
      >  
      > Mike Welch
      > MkIII
      >  
      >   
      > 
      >   		 	   		  
      
      
________________________________________________________________________________
Subject: 
Re: airspeed indicator calibration
From: 
"Richard Pike" <richard(at)bcchapel.org>
Date: 
Sep 18, 2010
      
      
      IMO, it is almost impossible to calibrate an airspeed indicator unless it is in
      the airplane, because of the variables involved in each installation. When we
      first flew the FSII, we had screwy airspeed readings, and it turned out we had
      two problems: one was with the indicator, the other was the pitot location.
      Fixed the location of the pitot, but the numbers were till odd, so tried an experiment.
      
      
      Strapped a piece of 1 1/2" aluminum tubing onto the roof rack of the Jeep so that
      the forward end was ahead of and well above the hood (no bow wave allowed)
      and ran a piece of vinyl tubing to the airspeed indicator. Wrote down the numbers
      at various speeds, then swapped out the airspeed indicator with another that
      was known to be good, did it again, and there was quite a disparity.
      
      But all that did was prove that the original airspeed indicator was bad. Bought
      a new one and put it in the airplane and flew it, and compared it to the GPS.
      It was good enough that we left it alone.
      
      Wonder if we hurt it in the wreck? Guess we'll find out in a couple months.
      
      Richard Pike
      MKIII N420P (420ldPoops)
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312875#312875
      
      
________________________________________________________________________________
Subject: 
Re: Here's what I have gathered;
From: 
"R. Hankins" <rphanks(at)grantspass.com>
Date: 
Sep 18, 2010
      
      
      "The kolb stall is very unforgiving-trust me... "
      
      h20maule,  Your statement is incorrect.  It should read: "The stall of my kolb
      is very unforgiving-trust me... ".  
      
      I have never flown your kolb, but I have flown 2 MarkIIIs, 4 firestars and a Kolbra
      and none of them had unforgiving stall characteristics.  The worst one was
      mine when I had the VGs mounted too far back.  This was the only kolb I have
      flown that had a sharp stall break, but recovery was still quick, straightforward
      and uneventful.  Moving the VGs forward gave me back my gentle airplane.
      
      Unforgiving is a pretty subjective term.  Can you describe what it is  about stalls
      in your kolb that makes them less than desirable?  Maybe there is something
      unique about your plane that can be changed to improve its handling?
      
      --------
      Roger in Oregon
      1992 KXP 503 - N1782C
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312882#312882
      
      
________________________________________________________________________________
From: 
"Go Flying" <flying(at)goflying.co>
Subject: 
RE: Kolb-List Digest: 10 Msgs - 09/18/10
Date: 
Sep 19, 2010
      
      
      I have decided to unsubscribe to the Matronics lists, there is nearly no
      traffic and no content to red.
      
      Chris Norman, CEO
      www.digitalrealitycorp.com
      
      owner www.goflying.co 
      
      -----Original Message-----
      From: owner-kolb-list-server(at)matronics.com
      [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Kolb-List Digest
      Server
      Sent: Sunday, September 19, 2010 1:58 AM
      Subject: Kolb-List Digest: 10 Msgs - 09/18/10
      
      *
      
       =================================================
         Online Versions of Today's List Digest Archive
       =================================================
      
      Today's complete Kolb-List Digest can also be found in either of the 
      two Web Links listed below.  The .html file includes the Digest formatted 
      in HTML for viewing with a web browser and features Hyperlinked Indexes 
      and Message Navigation.  The .txt file includes the plain ASCII version 
      of the Kolb-List Digest and can be viewed with a generic text editor 
      such as Notepad or with a web browser. 
      
      HTML Version:
      
      
      http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter
       10-09-18&Archive=Kolb
      
      Text Version:
      
      
      http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter
      2010-09-18&Archive=Kolb
      
      
       ===============================================
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       ===============================================
      
      
                 ----------------------------------------------------------
                                 Kolb-List Digest Archive
                                            ---
                           Total Messages Posted Sat 09/18/10: 10
                 ----------------------------------------------------------
      
      
      Today's Message Index:
      ----------------------
      
           1. 03:12 AM - Re: Scott Thompson's accident  (Fran Losey)
           2. 03:36 AM - Re: Scott Thompson's accident  (william sullivan)
           3. 05:34 AM - Re: Kolb-List Digest: 18 Msgs - 09/16/10
      (icrashrc(at)aol.com)
           4. 07:02 AM - Re: Upgrading from current 4.00-6 "Garden" tires.
      (gotime242)
           5. 07:05 AM - Re: Re: kolb stall  (Richard Neilsen)
           6. 07:16 AM - Re: Re: kolb stall  (Dana Hague)
           7. 03:41 PM - airspeed indicator calibration  (Mike Welch)
           8. 05:02 PM - Re: airspeed indicator calibration  (Dana Hague)
           9. 07:28 PM - Re: airspeed indicator calibration  (Richard Pike)
          10. 09:27 PM - Re: Here's what I have gathered;  (R. Hankins)
      
      
      ________________________________  Message 1
      _____________________________________
      
      
      From: Fran Losey <loseyf(at)comcast.net>
      Subject: Re: Kolb-List: Scott Thompson's accident
      
      On 9/17/2010 12:57 AM, Mike Welch wrote:
      > Mike, my uncle died in my kolb and no one knows what happened except 
      > for him. Kolbs Are great planes but are very unforgiving. I continue 
      > to fly Kolbs only because I know not to get close to that stall speed. 
      > I have only owned two Kolbs but I know the limits..this guy was on his 
      > first flight, it's a terrible situation because he didn't know the 
      > kolb and it's limits.
      > Daniel
      >
      > Daniel,
      >   You are exactly right (with your last statement).  I am afraid it is 
      > possible it is as simple as
      > he may have simply misjudged what he was doing.  Of course, we will 
      > never know the whole truth now.
      >   It is only my intention to help educate those of us who fly, or are 
      > yet to fly, their Kolb aircraft.
      > Crashing and dieing does little good to both the families left behind 
      > and the reputation of the aircraft.  I
      > would like to reduce the damage by analyzing what we know, and learn 
      > from our errors.  Believe it or
      > not, there may be people who have a problem with that.
      > Mike Welch
      > My condolences regarding your uncle, Daniel.
      > *
      >
      >
      > *
      Mike and all,
      
      Although some bantering seems to occur when sensitive discussions are 
      placed in the forum, I truly appreciate all feedback from all parties, 
      as I feel it refreshes my awareness as a pilot, and allows me to step 
      back for a minute, think about points that are stated,  and reflect how 
      I would have handled (or not) such a situation. When this forum stops 
      these healthy (and surely painful) discussions, I will most likely leave 
      it...
      
      I am in the middle of building right now, and although I did not know 
      Scott personally, can say I appreciated his contributions on this forum, 
      and felt in my gut he was a person that would give you the shirt off his 
      back, asking nothing in return.
      
      Thanks for sharing, and listening.  RIP Scott.
      
      -- 
      Sincerely, Fran Losey www.mykitlog.com\loseyf
      
      ________________________________  Message 2
      _____________________________________
      
      
      From: william sullivan <williamtsullivan(at)att.net>
      Subject: Kolb-List: Re: Scott Thompson's accident
      
      - I think the current thread on the accident is good for the List.- Con
      jecture will bring awareness of the peculiarities of the handling of low dr
      ag, high lift, low weight aircraft.- The NTSB will eventually give the pa
      rticulars.- Both will be good for all.- I hope someone will maintain Sc
      ott's web site, as it is an excellent reference.- We all are going to mis
      s him.
      -
      -------------------------
      -------------------------
       Bill Sullivan
      -------------------------
      -------------------------
      -Windsor Locks, Ct.
      -------------------------
      -------------------------
       FS 447
      
      ________________________________  Message 3
      _____________________________________
      
      
      Subject: Kolb-List: Re: Kolb-List Digest: 18 Msgs - 09/16/10
      From: icrashrc(at)aol.com
      
      For those of you who don't know me, I am Scott's wife. I can assure you th
      at when he was flying around the pattern that he tested the stall speed.
       He gave me a list of the things he would do on his intial flight. One of
       those was stall speed.
      
      
      -----Original Message-----
      From: Kolb-List Digest Server <kolb-list(at)matronics.com>
      Sent: Fri, Sep 17, 2010 2:57 am
      Subject: Kolb-List Digest: 18 Msgs - 09/16/10
      
      
      *
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      =======================
      
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      wo Web Links listed below.  The .html file includes the Digest formatted
      
      n HTML for viewing with a web browser and features Hyperlinked Indexes 
      nd Message Navigation.  The .txt file includes the plain ASCII version 
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      uch as Notepad or with a web browser. 
      HTML Version:
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                ----------------------------------------------------------
                                Kolb-List Digest Archive
                                           ---
                          Total Messages Posted Thu 09/16/10: 18
                ----------------------------------------------------------
      
      
      oday's Message Index:
      ---------------------
      
          1. 05:51 AM - That pesky ELSA re-registration problem  (Richard Girard
      )
          2. 10:36 AM - Annual Condition Inspection checklist for Kolbra  (Ralph
       B)
          3. 11:24 AM - Re: Annual Condition Inspection checklist for Kolbra  (R
      alph 
      )
          4. 11:52 AM - Scott Thompson's accident  (Mike Welch)
          5. 02:04 PM - Re: Scott Thompson's accident  (Mike Welch)
          6. 02:20 PM - Re: Scott Thompson's accident  (PCKing)
          7. 02:41 PM - my email address  (Mike Welch)
          8. 04:51 PM - Here's what I have gathered;  (Mike Welch)
          9. 05:36 PM - Re: Here's what I have gathered;  (ces308)
         10. 05:42 PM - Re: Here's what I have gathered;  (Ralph B)
         11. 07:25 PM - Re: Here's what I have gathered;  (PCKing)
         12. 07:47 PM - Re: Scott Thompson's accident  (John Hauck)
         13. 07:56 PM - Re: Here's what I have gathered;  (Mike Welch)
         14. 08:03 PM - Re: Scott Thompson's accident  (Daniel Myers)
         15. 08:09 PM - Re: Scott Thompson's accident  (Mike Welch)
         16. 09:27 PM - Re: Here's what I have gathered;  (Richard Girard)
         17. 09:39 PM - Re: Scott Thompson's accident  (Daniel Myers)
         18. 10:01 PM - Re: Scott Thompson's accident  (Mike Welch)
      
      
      _______________________________  Message 1  ______________________________
      _______
      
      ubject: Kolb-List: That pesky ELSA re-registration problem
      rom: Richard Girard 
      After much thought about how to make it legal to re-register an ELSA that
      he owner has allowed the registration to expire under the terms of the new
      ule I sent the following to the applicable FAA personnel this morning.
      "Dear Sirs, There is a problem with the new rule for triennial
      e-registration of aircraft when it is applied to experimental light sport
      ircraft (ELSA) that were registered under the provisions of FAR 21.191
      (1).
      f an owner of an ELSA fails to re-register during the applicable period an
      d
      he registration expires there is no legal means to register the aircraft
      gain.
      AR 21.191 i(1) expired on January 3, 2008. Form 8050-88A (Affidavit of
      wnership) that is required to be filed along with 8050-1 to register an
      LSA has been revised so that the only two options for registering an ELSA
      re through FAR 21.191 i(2) (aircraft built from a kit of a qualifying
      pecial light sport aircraft (SLSA)) and FAR 21.190 (essentially for
      anufacturers who need to register a prototype to do compliance testing of
      n SLSA).
       believe there is a simple way to fix this problem. Revise form 8050-88A
       to
      nclude an option to the effect, "this aircraft was previously registered
       as
      _______ under the provisions of FAR 21.191 i(1) and the paperwork is on
      ile with the FAA". I believe wording like this or similar would allow an
      rrant owner to re-register the aircraft following expiration with a minimu
      m
      f problems and prevent those who might try to use the provision to registe
      r
      n aircraft that had not previously been registered.
      hank you for your time."
      I did this after spending a good portion of yesterday morning talking and
      riting to various officials in the FAA about the problem. It occurred to
       me
      ate last night that the easiest way to get something fixed when there is
       a
      roblem is to present a solution to those who can remedy it. What the heck,
      t's worth a try.
      Rick Girard
      -- 
      ulu Delta
      olb Mk IIIC
      82 Gray head
      .00 C gearbox
       blade WD
      hanks, Homer GBYM
      It is not bigotry to be certain we are right; but it is bigotry to be unab
      le
      o imagine how we might possibly have gone wrong.
      - G.K. Chesterton
      ________________________________  Message 2  _____________________________
      ________
      
      ubject: Kolb-List: Annual Condition Inspection checklist for Kolbra
      rom: "Ralph B" 
      
      ravis Brown from Kolb asked it I would post the Annual Condition inspectio
      n 
      hecklist
      or the Kolbra. This checklist will work for other Kolbs too.
      Ralph B
      --------
      alph B
      riginal Firestar 447
      91493 E-AB
      000 hours
      3 years flying it
      olbra 912UL
      20386
       years flying it
      20 hrs
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312658#312658
      
      ttachments: 
      http://forums.matronics.com//files/annual_inspection_checklist_179.doc
      
      _______________________________  Message 3  ______________________________
      _______
      
      ubject: Kolb-List: Re: Annual Condition Inspection checklist for Kolbra
      rom: "Ralph B" 
      
      fter the inspection is finished, post these words in the aircraft logbook:
      date
      I certify this aircraft has been inspected in accordance with the scope
      nd detail of appendix D to Part 43 and found to be in a condition for safe
      peration.
      Flight time: XXX.X hours
      
      ame of inspector
      ert #xxxxxxxx
      --------
      alph B
      riginal Firestar 447
      91493 E-AB
      000 hours
      3 years flying it
      olbra 912UL
      20386
       years flying it
      20 hrs
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312666#312666
      
      _______________________________  Message 4  ______________________________
      _______
      
      rom: Mike Welch 
      ubject: Kolb-List: Scott Thompson's accident
      
      olb guys=2C
        I have tried to find out exactly what happened to cause Scott's fatal cr
      a
      h.
      hy?  Because it matters a HELL of a lot to me!!  At first=2C I thought
       I'd
      share what
      've found with the entire list=2C then=2C I thought someone may gripe
       abou
       it.
        So=2C if anyone wants to know some of the details about what happened
      =2C 
      ncluding
      hat Scott and I discussed a few days prior to his maiden flight=2C email
       m
       off
      he Kolb list=2C and I will share with you what I have found out.
      Mike Welch                    
      ________________________________  Message 5  _____________________________
      ________
      
      rom: Mike Welch 
      ubject: RE: Kolb-List: Scott Thompson's accident
      
      ist members=2C
        I've had a few guys check in=2C but I'm waiting a little while for
       few more before we get the conversation going.
        The primary reason is for the 'off-list' discussion is I can picture 
      omeone asking me "who the hell do you think you are.....?"  Me?  Nobody.
      ust a friend of Scott's that would like to figure out what happened=2C
      hat's all.  I sick and damn tired of hearing about my Kolb buddies
      ieing.  I'd like to find out why they died...and do my best not to repeat
      heir 'mistakes'=2C without trying to pass judgement on them.
      Mike Welch                    
      ________________________________  Message 6  _____________________________
      ________
      
      rom: "PCKing" 
      ubject: Re: Kolb-List: Scott Thompson's accident
      
      ike, 
      You may not have received many offline requests because everyone on the 
      ist doesn't have your email address. 
      I met Scott at AirVenture this year. We spoke about where to source 
      ileron and flap control seals. I was sad to hear that he'd passed away 
      est flying something he was so proud of. 
      I'd like to know what happened. 
      Peter C. King
      c.king(at)comcast.net
      
       ----- Original Message ----- 
       From: Mike Welch 
       To: kolb-list(at)matronics.com 
       Sent: Thursday, September 16, 2010 5:00 PM
       Subject: RE: Kolb-List: Scott Thompson's accident
      
       List members,
      
         I've had a few guys check in, but I'm waiting a little while for
       a few more before we get the conversation going.
      
         The primary reason is for the 'off-list' discussion is I can picture 
        someone asking me "who the hell do you think you are.....?"  Me?  
      obody.
       Just a friend of Scott's that would like to figure out what happened,
       that's all.  I sick and damn tired of hearing about my Kolb buddies
       dieing.  I'd like to find out why they died...and do my best not to 
      epeat
       their 'mistakes', without trying to pass judgement on them.
      
       Mike Welch
      
      _______________________________  Message 7  ______________________________
      _______
      
      rom: Mike Welch 
      ubject: Kolb-List: my email address
      
      y email address is=3B  mdnanwelch7(at)hotmail.com   (don't forget the '7'!!
      !)
      Mike Welch                    
      ________________________________  Message 8  _____________________________
      ________
      
      rom: Mike Welch 
      ubject: Kolb-List: Here's what I have gathered;
      
      ist members=2C  I have had many members ask me to bring this subject mat
      te
       out in the
      pen.  Plus=2C there are way too many people now=2C for me to reply to.
        (a
      proaching 30+)
      ere is what I have this far!!
        My initial thought was to discuss Scott's accident openly with this list
      2C but then I thought
      'd be criticized by someone for acting like an investigator.  Well=2C I'
      m 
      OT an investigator=2C
      ut I certainly am curious about the facts that caused Scott's death=2C
       esp
      cially since I do
      ot want to duplicate them.
       Then=2C I thought maybe the subject would be best discussed privately
       bet
      een those only
      ho show an interest.  Last count=2C I've had about 14 responders=2C so
       may
      e we should just
      ring this out in the open.
        (I had the same concern regarding John Ratcliffe's accident a few months
      
      go.  Yet=2C I didn't 
      ay anything=2C and John was soon forgotten=2C it appears.  I did some
       chec
      ing on his situation=2C 
      nd it seems he must have stalled near turning base to final=2C and nosed
       i
       in.)
        With regard to Scott=2C here is what I  have found out.  This is by NO
       me
      ns any kind of official
      eport=2C nor do I profess to have all the answers.  Additionally=2C I
       acce
      t any and all new information
      hat may correct anything that I may misstate.
        A few days before Scott made his intitial flight=2C I asked him where
       he 
      ad his main wing's and
      is h. stabilizers set at (since the Oshkosh photos made the h.s. look like
      they were too high)
      is answer to me was " the main wing is set at where Bryan (@ Kolb Aircraft
       told him to set them."
      e went on to say "the h. stabilizers are set like the factory recommends
      2C but after he's flown
      or awhile=2C he can adjust that setting later.  (I wish!!)
       So=2C at this point=2C as far as I know=2C he had the wing incidenc
      es and
      hor. stabilizers incidences set
      ccording to the factory recommended locations!
        Next=2C  when I read one of the news reports from one of the local new
      s s
      urces=2C I saw where they 
      aid "according to the initial investigators=2C there didn't 'appear' to
       be
      anything wrong with the 
      irplane.  That would seem to make sense=2C knowing what a perfectionist
       Sc
      tt was.
        The weather was basically calm=2C although at 8:00pm=2C when the acc
      ident
      happened=2C twilight was
      etting.  Light=2C however=2C is NOT likely to be a factor.
        From discussing this situation with 'others'=2C I have been told Scott
       ha
       some introductory flights
      n a MkIII.  Most likely=2C Scott would not have flown solo during this
       int
      oductory flight.
       In one of the news articles=2C  it mentioned Scott got his Sport Pilot
       li
      ense last year.  This would 
      ndicate he probably didn't have a lot of flying time=2C especially when
       yo
       consider he was spending
       lot of time trying to finish building his plane!  Scott was=2C you coul
      d 
      ay=2C 'a low-time' pilot.
        So=2C up to this point=2C the plane itself=2C the weather=2C the
       lighting
      2C and the wing's incidences=2C don't appear
      o have caused the accident.
        What's left??  According to Carol=3B Scott took off and flew around a
       cou
      le of times=2C and when he came
      n to land=2C it just nose-dived in.   It landed initially on the pacemen
      t
      2C but continued to tumble onto the
      rass.
       What does this tell us?  If Carol is complete in her description=2C and
       a
      l Scott did was "fly around a 
      ouple of times" =2C and then try to land=2C this tells us he did NOT
       climb
      to altitude and explore the plane's
      lying parameters.  It primarily tells us he did not find out the plane's
       E
      ACT stall speed=2C and now we'll 
      ever know!
        With the fact that Scott was=3B
      ) a low-time pilot=2C and 
      ) flying a plane that he may not have known the stall speed of
      ) the mishap occurred at the runway threshold=2C coming in for his 1st
       lan
      ing
      I am led to believe he stalled the plane on short-final=2C where it nose
      -di
      ed into the runway=2C and rolled.
        If these events are indeed accurate and correct=2C I am very sad=2C
       becau
      e they seem to be so avoidable.  
       will miss Scott.  I'm am sorry he misjudged the situation=2C and let it
       g
      t out of control (if these facts 
      re accurate).
        Training=2C people=2C training!!  Having crashed an ultralight simil
      ar to
      these circumstances=2C all I can say
      s these accidents can be avoided=2C or at least minimized with proper fl
      ig
      t education.
        These are the facts as I've been able to acertain.  If anyone knows more
      2C please share it with us. 
      f I've mistated something=2C please correct the record.
      Best regards to all=2C
      ike Welch
      
                           
      ________________________________  Message 9  _____________________________
      ________
      
      ubject: Kolb-List: Re: Here's what I have gathered;
      rom: "ces308" 
      
      hank you Mike,
      I am sorry for Scott,but it does appear he made a terrible mistake,however
      ,It's
      ice to here there doesn't appear to have been a fault of the aircraft.
      These are fun airplanes to fly,but to an even greater degree because of th
      ere 
      ack
      f weight to keep things going,you need to be very aware of your airspeed
      n final...where my 172 flies right through a wind gust,my M3X will stop fl
      ying
      nd you can never forget that.
      Thanks again for the information...every one CAN learn from this ,if they
      
      isten.
      chris ambrose
      3X/Jabiru    150.3 hrs           2500. total
      327CS
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312697#312697
      
      _______________________________  Message 10  _____________________________
      _______
      
      ubject: Kolb-List: Re: Here's what I have gathered;
      rom: "Ralph B" 
      
      ike, I'm not an accident investigator either, but I do know that many fata
      l 
      ccidents
      ccur due to stall-spins on landing. I was once told, "If there is any
      ne thing to remember about flying, it's airspeed". This is especially true
       upon
      anding. It would be better to come in hot and use up runway than to bend
      p your airplane or hurt yourself. It's a fine line sometimes to slow it up
       or
      o off the end of a short runway. I tend to keep more speed than most pilot
      s
      nd maybe this has saved me a few times. Kolb's, like other light aircraft
       have
      ore built-in drag than heavy and clean ones. They tend to lose speed more
      
      uickly.
      his means keeping the power on and nose down until it's on the ground.
      t's all about speed. Without that, the wings don't lift.
      Ralph B
      --------
      alph B
      riginal Firestar 447
      91493 E-AB
      000 hours
      3 years flying it
      olbra 912UL
      20386
       years flying it
      20 hrs
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312698#312698
      
      _______________________________  Message 11  _____________________________
      _______
      
      rom: "PCKing" 
      ubject: Re: Kolb-List: Here's what I have gathered;
      Mike,
      Thank you. 
      Brian Carpenter (Rainbow Aviation) just did a webinar titled "GA to LSA:
      
      ake a Safe Transition" He makes a compelling case for maintaining 
      irspeed on final because of the low mass and high drag of the fat 
      ltralight LSAs. He describes them as a cotton ball compared to the GA 
      olf ball. The highest percentage of LSA accidents  occur with GA pilots 
      t the stick. 
      The webinar is archived at 
      http://www.eaavideo.org/channel.aspx?ch=ch_webinars
      Peter C. King
        ----- Original Message ----- 
       From: Mike Welch 
       To: kolb-list(at)matronics.com 
       Sent: Thursday, September 16, 2010 7:48 PM
       Subject: Kolb-List: Here's what I have gathered;
      
       List members,  I have had many members ask me to bring this subject 
      atter out in the
       open.  Plus, there are way too many people now, for me to reply to.  
      approaching 30+)
       Here is what I have this far!!
      
         My initial thought was to discuss Scott's accident openly with this 
      ist, but then I thought
       I'd be criticized by someone for acting like an investigator.  Well, 
      'm NOT an investigator,
       but I certainly am curious about the facts that caused Scott's death, 
      specially since I do
       not want to duplicate them.
         Then, I thought maybe the subject would be best discussed privately 
      etween those only
       who show an interest.  Last count, I've had about 14 responders, so 
      aybe we should just
       bring this out in the open.
      
         (I had the same concern regarding John Ratcliffe's accident a few 
      onths ago.  Yet, I didn't 
       say anything, and John was soon forgotten, it appears.  I did some 
      hecking on his situation, 
       and it seems he must have stalled near turning base to final, and 
      osed it in.)
      
         With regard to Scott, here is what I  have found out.  This is by NO 
      eans any kind of official
       report, nor do I profess to have all the answers.  Additionally, I 
      ccept any and all new information
       that may correct anything that I may misstate.
      
         A few days before Scott made his intitial flight, I asked him where 
      e had his main wing's and
       his h. stabilizers set at (since the Oshkosh photos made the h.s. look 
      ike they were too high)
       His answer to me was " the main wing is set at where Bryan (@ Kolb 
      ircraft) told him to set them."
       He went on to say "the h. stabilizers are set like the factory 
      ecommends, but after he's flown
       for awhile, he can adjust that setting later.  (I wish!!)
         So, at this point, as far as I know, he had the wing incidences and 
      or. stabilizers incidences set
       according to the factory recommended locations!
      
         Next,  when I read one of the news reports from one of the local 
      ews sources, I saw where they 
       said "according to the initial investigators, there didn't 'appear' to 
      e anything wrong with the 
       airplane.  That would seem to make sense, knowing what a perfectionist 
      cott was.
      
         The weather was basically calm, although at 8:00pm, when the 
      ccident happened, twilight was
       setting.  Light, however, is NOT likely to be a factor.
      
         From discussing this situation with 'others', I have been told Scott 
      ad some introductory flights
       in a MkIII.  Most likely, Scott would not have flown solo during this 
      ntroductory flight.
         In one of the news articles,  it mentioned Scott got his Sport Pilot 
      icense last year.  This would 
       indicate he probably didn't have a lot of flying time, especially when 
      ou consider he was spending
       a lot of time trying to finish building his plane!  Scott was, you 
      ould say, 'a low-time' pilot.
      
         So, up to this point, the plane itself, the weather, the lighting, 
      nd the wing's incidences, don't appear
       to have caused the accident.
      
         What's left??  According to Carol; Scott took off and flew around a 
      ouple of times, and when he came
       in to land, it just nose-dived in.   It landed initially on the 
      acement, but continued to tumble onto the
       grass.
         What does this tell us?  If Carol is complete in her description, 
      nd all Scott did was "fly around a 
       couple of times" , and then try to land, this tells us he did NOT 
      limb to altitude and explore the plane's
       flying parameters.  It primarily tells us he did not find out the 
      lane's EXACT stall speed, and now we'll 
       never know!
      
         With the fact that Scott was;
       A) a low-time pilot, and 
       B) flying a plane that he may not have known the stall speed of
       C) the mishap occurred at the runway threshold, coming in for his 1st 
      anding
      
       I am led to believe he stalled the plane on short-final, where it 
      ose-dived into the runway, and rolled.
      
         If these events are indeed accurate and correct, I am very sad, 
      ecause they seem to be so avoidable.  
       I will miss Scott.  I'm am sorry he misjudged the situation, and let 
      t get out of control (if these facts 
       are accurate).
      
         Training, people, training!!  Having crashed an ultralight similar 
      o these circumstances, all I can say
       is these accidents can be avoided, or at least minimized with proper 
      light education.
      
         These are the facts as I've been able to acertain.  If anyone knows 
      ore, please share it with us. 
       If I've mistated something, please correct the record.
      
       Best regards to all,
       Mike Welch
         
      
      _______________________________  Message 12  _____________________________
      _______
      
      rom: "John Hauck" 
      ubject: Re: Kolb-List: Scott Thompson's accident
      Mike W:
      Have you discussed your findings with the NTSB?
      Maybe your information would help in their investigation and their 
      etermination of the cause of the accident.
      john h
      kIII
      ock House, OR
          I have tried to find out exactly what happened to cause Scott's 
      atal crash.
       Why?  Because it matters a HELL of a lot to me!!  At first, I thought 
      'd share what
       I've found with the entire list, then, I thought someone may gripe 
      bout it.
      
         So, if anyone wants to know some of the details about what happened, 
      ncluding
       what Scott and I discussed a few days prior to his maiden flight, 
      mail me off
       the Kolb list, and I will share with you what I have found out.
      
       Mike Welch
      
      ________________________________  Message 13  ____________________________
      ________
      
      rom: Mike Welch 
      ubject: RE: Kolb-List: Here's what I have gathered;
      
      eter=2C
        Certainly there is no disputing that some GA pilots do seem to have trou
      b
      e
      ransitioning from the factory iron to the lighter=2C less mass SLA or li
      gh
      planes.
        However=2C in Scott's case=2C I'm afraid that "transitioning" wasn't
       the 
      ssue=2C because 
      ince he only got his Sport Pilot license last year=2C he couldn't have
       had
      very many 
      ours in GA airplanes.  At least=2C that's what I'm led to believe.
       Additionally=2C Carol described him as 'coming in for a landing' and th
      en
      he sort of 
      nose-dived".  This scenario is much more indicative of an approach-to-land
      ng-
      tall=2C rather than the typical GA to LSA failure to handle the mass dif
      fe
      ences
      etween the two (at touchdown).
        Airspeed is one thing you cannot ignor when flying an airplane=2C lest
       th
       ground
      ise up and smite thee!!!
      Mike Welch
      
      ike=2C
      Thank you. 
      Brian Carpenter (Rainbow Aviation) just did a webinar titled "GA to LSA:
       Ma
      e a Safe Transition" He makes a compelling case for maintaining airspeed
       o
       final because of the low mass and high drag of the fat ultralight LSAs.
       H
       describes them as a cotton ball compared to the GA golf ball. The highest
      percentage of LSA accidents  occur with GA pilots at the stick. 
      The webinar is archived at 
      http://www.eaavideo.org/channel.aspx?ch=ch_webinars
      Peter C. King
      
      ---- Original Message ----- 
      rom: Mike Welch 
      ent: Thursday=2C September 16=2C 2010 7:48 PM
      ubject: Kolb-List: Here's what I have gathered=3B
      List members=2C  I have had many members ask me to bring this subject ma
      tte
       out in the
      pen.  Plus=2C there are way too many people now=2C for me to reply to.
        (a
      proaching 30+)
      ere is what I have this far!!
        My initial thought was to discuss Scott's accident openly with this list
      2C but then I thought
      'd be criticized by someone for acting like an investigator.  Well=2C I'
      m 
      OT an investigator=2C
      ut I certainly am curious about the facts that caused Scott's death=2C
       esp
      cially since I do
      ot want to duplicate them.
       Then=2C I thought maybe the subject would be best discussed privately
       bet
      een those only
      ho show an interest.  Last count=2C I've had about 14 responders=2C so
       may
      e we should just
      ring this out in the open.
        (I had the same concern regarding John Ratcliffe's accident a few months
      
      go.  Yet=2C I didn't 
      ay anything=2C and John was soon forgotten=2C it appears.  I did some
       chec
      ing on his situation=2C 
      nd it seems he must have stalled near turning base to final=2C and nosed
       i
       in.)
        With regard to Scott=2C here is what I  have found out.  This is by NO
       me
      ns any kind of official
      eport=2C nor do I profess to have all the answers.  Additionally=2C I
       acce
      t any and all new information
      hat may correct anything that I may misstate.
        A few days before Scott made his intitial flight=2C I asked him where
       he 
      ad his main wing's and
      is h. stabilizers set at (since the Oshkosh photos made the h.s. look like
      they were too high)
      is answer to me was " the main wing is set at where Bryan (@ Kolb Aircraft
       told him to set them."
      e went on to say "the h. stabilizers are set like the factory recommends
      2C but after he's flown
      or awhile=2C he can adjust that setting later.  (I wish!!)
       So=2C at this point=2C as far as I know=2C he had the wing incidenc
      es and
      hor. stabilizers incidences set
      ccording to the factory recommended locations!
        Next=2C  when I read one of the news reports from one of the local new
      s s
      urces=2C I saw where they 
      aid "according to the initial investigators=2C there didn't 'appear' to
       be
      anything wrong with the 
      irplane.  That would seem to make sense=2C knowing what a perfectionist
       Sc
      tt was.
        The weather was basically calm=2C although at 8:00pm=2C when the acc
      ident
      happened=2C twilight was
      etting.  Light=2C however=2C is NOT likely to be a factor.
        From discussing this situation with 'others'=2C I have been told Scott
       ha
       some introductory flights
      n a MkIII.  Most likely=2C Scott would not have flown solo during this
       int
      oductory flight.
       In one of the news articles=2C  it mentioned Scott got his Sport Pilot
       li
      ense last year.  This would 
      ndicate he probably didn't have a lot of flying time=2C especially when
       yo
       consider he was spending
       lot of time trying to finish building his plane!  Scott was=2C you coul
      d 
      ay=2C 'a low-time' pilot.
        So=2C up to this point=2C the plane itself=2C the weather=2C the
       lighting
      2C and the wing's incidences=2C don't appear
      o have caused the accident.
        What's left??  According to Carol=3B Scott took off and flew around a
       cou
      le of times=2C and when he came
      n to land=2C it just nose-dived in.   It landed initially on the pacemen
      t
      2C but continued to tumble onto the
      rass.
       What does this tell us?  If Carol is complete in her description=2C and
       a
      l Scott did was "fly around a 
      ouple of times" =2C and then try to land=2C this tells us he did NOT
       climb
      to altitude and explore the plane's
      lying parameters.  It primarily tells us he did not find out the plane's
       E
      ACT stall speed=2C and now we'll 
      ever know!
        With the fact that Scott was=3B
      ) a low-time pilot=2C and 
      ) flying a plane that he may not have known the stall speed of
      ) the mishap occurred at the runway threshold=2C coming in for his 1st
       lan
      ing
      I am led to believe he stalled the plane on short-final=2C where it nose
      -di
      ed into the runway=2C and rolled.
        If these events are indeed accurate and correct=2C I am very sad=2C
       becau
      e they seem to be so avoidable.  
       will miss Scott.  I'm am sorry he misjudged the situation=2C and let it
       g
      t out of control (if these facts 
      re accurate).
        Training=2C people=2C training!!  Having crashed an ultralight simil
      ar to
      these circumstances=2C all I can say
      s these accidents can be avoided=2C or at least minimized with proper fl
      ig
      t education.
        These are the facts as I've been able to acertain.  If anyone knows more
      2C please share it with us. 
      f I've mistated something=2C please correct the record.
      Best regards to all=2C
      ike Welch
      
      ref="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.
      om/Navigator?Kolb-List
      ref="http://forums.matronics.com">http://forums.matronics.com
      ref="http://www.matronics.com/contribution">http://www.matronics.com/c
      
                           
      ________________________________  Message 14  ____________________________
      ________
      
      ubject: Re: Kolb-List: Scott Thompson's accident
      rom: Daniel Myers 
      Class move John I like it
      aniel
      Sent from my iPhone
      On Sep 16=2C 2010=2C at 3:23 PM=2C "John Hauck"  wrot
      :
      > Mike W:
      
       Have you discussed your findings with the NTSB?
      
       Maybe your information would help in their investigation and their determ
      nation of the cause of the accident.
      
       john h
       mkIII
       Rock House=2C OR
          I have tried to find out exactly what happened to cause Scott's fatal
      
      rash.
       Why?  Because it matters a HELL of a lot to me!!  At first=2C I thought
       I
      d share what
       I've found with the entire list=2C then=2C I thought someone may grip
      e ab
      ut it.
      
         So=2C if anyone wants to know some of the details about what happened
      2C including
       what Scott and I discussed a few days prior to his maiden flight=2C ema
      il
      me off
       the Kolb list=2C and I will share with you what I have found out.
      
       Mike Welch
      
      
      ========
      ========
      ========
      ========
      
      ________________________________  Message 15  ____________________________
      ________
      
      rom: Mike Welch 
      ubject: RE: Kolb-List: Scott Thompson's accident
      
      Mike W:
      >Have you discussed your findings with the NTSB?
      >Maybe your information would help in their investigation and their determ
      i
      ation of >the cause of the accident.
      >john h
      mkIII
      John H=2C
        No=2C I haven't=2C but I will be calling them tomorrow.  But the fac
      t is
      2C I shared 
      hat little information I dug up=2C and packaged into one concise email.
        T
      e 
      nformation I gathered was either reading it in news articles relating to
       t
      e 
      rash (in otherwords...public information)=2C my emails with Scott=2C
       just 
      rior 
      o his flight=2C and telephone conversations with a couple of Kolb list
       mem
      ers.
         I'm simply trying to save lives.  Do you have a problem with my discuss
      i
      n?
      m I supposed to contact that NTSB to show a concern for Kolb pilots?
      Mike Welch 
      
                           
      ________________________________  Message 16  ____________________________
      ________
      
      ubject: Re: Kolb-List: Here's what I have gathered;
      rom: Richard Girard 
      Whoa! Let's get something straight. Gusts and wind affect glide path and
      round speed, not airspeed. The danger is inexperienced pilots who get
      ixated on a point and pull back on the stick in an effort to maintain glid
      e
      oward that point. The only thing that counts is airspeed, period.
      s I told Mike when we talked on Sunday, I have a mantra that goes on in my
      ead, and sometimes out loud, from the moment I pull power back from cruise
      o set up an approach. It's just two words, Hold 50. If you watched the
      ideo I made about the sight picture as it changes for flap settings, you
      an hear me over the sound of the 582 saying, "turning final, HOLD 50". It'
      s
      y choice of approach airspeed for my Mk III based upon the stall speeds I
      ocumented. It makes absolutely no difference if I hold some power in
      eserve or close the throttle completely, it's HOLD 50 and it stays HOLD 50
      ntil I pull back on the stick to round out and let her settle to the
      round. If I'm a little too high on approach, which I actually prefer, I ca
      n
      lip Zulu Delta to lose altitude a little faster, and I still HOLD 50.
      Rick Girard
      On Thu, Sep 16, 2010 at 9:18 PM, PCKing  wrote:
      >  Mike,
      
       Thank you.
      
       Brian Carpenter (Rainbow Aviation) just did a webinar titled "GA to LSA:
       Make a Safe Transition" He makes a compelling case for maintaining airspe
      ed
       on final because of the low mass and high drag of the fat ultralight LSAs
      ..
       He describes them as a cotton ball compared to the GA golf ball. The high
      est
       percentage of LSA accidents  occur with GA pilots at the stick.
      
       The webinar is archived at
      
       http://www.eaavideo.org/channel.aspx?ch=ch_webinars
      
       Peter C. King
      
      
       ----- Original Message -----
       *From:* Mike Welch 
       *To:* kolb-list(at)matronics.com
       *Sent:* Thursday, September 16, 2010 7:48 PM
       *Subject:* Kolb-List: Here's what I have gathered;
      
       List members,  I have had many members ask me to bring this subject matte
      r
       out in the
       open.  Plus, there are way too many people now, for me to reply to.
       (approaching 30+)
       Here is what I have this far!!
      
         My initial thought was to discuss Scott's accident openly with this
       list, but then I thought
       I'd be criticized by someone for acting like an investigator.  Well, I'm
       NOT an investigator,
       but I certainly am curious about the facts that caused Scott's death,
       especially since I do
       not want to duplicate them.
         Then, I thought maybe the subject would be best discussed privately
       between those only
       who show an interest.  Last count, I've had about 14 responders, so maybe
       we should just
       bring this out in the open.
      
         (I had the same concern regarding John Ratcliffe's accident a few month
      s
       ago.  Yet, I didn't
       say anything, and John was soon forgotten, it appears.  I did some checki
      ng
       on his situation,
       and it seems he must have stalled near turning base to final, and nosed
       it
       in.)
      
         With regard to Scott, here is what I  have found out.  This is by NO
       means any kind of official
       report, nor do I profess to have all the answers.  Additionally, I accept
       any and all new information
       that may correct anything that I may misstate.
      
         A few days before Scott made his intitial flight, I asked him where he
       had his main wing's and
       his h. stabilizers set at (since the Oshkosh photos made the h.s. look li
      ke
       they were too high)
       His answer to me was " the main wing is set at where Bryan (@ Kolb
       Aircraft) told him to set them."
       He went on to say "the h. stabilizers are set like the factory recommends
      ,
       but after he's flown
       for awhile, he can adjust that setting later.  (I wish!!)
         So, at this point, as far as I know, he had the wing incidences and hor
      ..
       stabilizers incidences set
       according to the factory recommended locations!
      
         Next,  when I read one of the news reports from one of the local news
       sources, I saw where they
       said "according to the initial investigators, there didn't 'appear' to be
       anything wrong with the
       airplane.  That would seem to make sense, knowing what a perfectionist
       Scott was.
      
         The weather was basically calm, although at 8:00pm, when the accident
       happened, twilight was
       setting.  Light, however, is NOT likely to be a factor.
      
         From discussing this situation with 'others', I have been told Scott ha
      d
       some introductory flights
       in a MkIII.  Most likely, Scott would not have flown solo during this
       introductory flight.
         In one of the news articles,  it mentioned Scott got his Sport Pilot
       license last year.  This would
       indicate he probably didn't have a lot of flying time, especially when yo
      u
       consider he was spending
       a lot of time trying to finish building his plane!  Scott was, you could
       say, 'a low-time' pilot.
      
         So, up to this point, the plane itself, the weather, the lighting, and
       the wing's incidences, don't appear
       to have caused the accident.
      
         What's left??  According to Carol; Scott took off and flew around a
       couple of times, and when he came
       in to land, it just nose-dived in.   It landed initially on the pacement,
       but continued to tumble onto the
       grass.
         What does this tell us?  If Carol is complete in her description, and
       all
       Scott did was "fly around a
       couple of times" , and then try to land, this tells us he did NOT climb
       to
       altitude and explore the plane's
       flying parameters.  It primarily tells us he did not find out the plane's
       EXACT stall speed, and now we'll
       never know!
      
         With the fact that Scott was;
       A) a low-time pilot, and
       B) flying a plane that he may not have known the stall speed of
       C) the mishap occurred at the runway threshold, coming in for his 1st
       landing
      
       I am led to believe he stalled the plane on short-final, where it
       nose-dived into the runway, and rolled.
      
         If these events are indeed accurate and correct, I am very sad, because
       they seem to be so avoidable.
       I will miss Scott.  I'm am sorry he misjudged the situation, and let it
       get
       out of control (if these facts
       are accurate).
      
         Training, people, training!!  Having crashed an ultralight similar to
       these circumstances, all I can say
       is these accidents can be avoided, or at least minimized with proper flig
      ht
       education.
      
         These are the facts as I've been able to acertain.  If anyone knows mor
      e,
       please share it with us.
       If I've mistated something, please correct the record.
      
       Best regards to all,
       Mike Welch
      
      
       *
      
       href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronic
      s.com/Navigator?Kolb-List
       href="http://forums.matronics.com">http://forums.matronics.com
       href="http://www.matronics.com/contribution">http://www.matronics.com/c
      *
      
       *
      
       *
      
      
      - 
      ulu Delta
      olb Mk IIIC
      82 Gray head
      .00 C gearbox
       blade WD
      hanks, Homer GBYM
      It is not bigotry to be certain we are right; but it is bigotry to be unab
      le
      o imagine how we might possibly have gone wrong.
      - G.K. Chesterton
      ________________________________  Message 17  ____________________________
      ________
      
      ubject: Re: Kolb-List: Scott Thompson's accident
      rom: Daniel Myers 
      Mike=2C my uncle died in my kolb and no one knows what happened except
       for 
      im. Kolbs Are great planes but are very unforgiving. I continue to fly Kol
      s only because I know not to get close to that stall speed. I have only ow
      ed two Kolbs but I know the limits..this guy was on his first flight=2C
       it
      s a terrible situation because he didn't know the kolb and it's limits.
      aniel
      Sent from my iPhoned 
      On Sep 16=2C 2010=2C at 11:06 PM=2C Mike Welch <mdnanwelch7@hotmail.
      com> wr
      te:
      > >Mike W:
      
       >Have you discussed your findings with the NTSB?
      
       >Maybe your information would help in their investigation and their deter
      ination of >the cause of the accident.
      
       >john h
       >mkIII
      
       John H=2C
      
         No=2C I haven't=2C but I will be calling them tomorrow.  But the fa
      ct i
      =2C I shared
       what little information I dug up=2C and packaged into one concise email
      . 
      The
       information I gathered was either reading it in news articles relating to
      the
       crash (in otherwords...public information)=2C my emails with Scott=2C
       jus
       prior
       to his flight=2C and telephone conversations with a couple of Kolb list
       m
      mbers.
      
          I'm simply trying to save lives.  Do you have a problem with my discus
      ion?
       Am I supposed to contact that NTSB to show a concern for Kolb pilots?
      
       Mike Welch 
      
      
      ========
      ========
      ========
      ========
      
      ________________________________  Message 18  ____________________________
      ________
      
      rom: Mike Welch 
      ubject: RE: Kolb-List: Scott Thompson's accident
      
      ike=2C my uncle died in my kolb and no one knows what happened except fo
      r 
      im. Kolbs Are great planes but are very unforgiving. I continue to fly Kol
      s only because I know not to get close to that stall speed. I have only ow
      ed two Kolbs but I know the limits..this guy was on his first flight=2C
       it
      s a terrible situation because he didn't know the kolb and it's limits.
      aniel
      Daniel=2C
        You are exactly right (with your last statement).  I am afraid it is pos
      s
      ble it is as simple as 
      e may have simply misjudged what he was doing.  Of course=2C we will nev
      er
      know the whole truth now.
        It is only my intention to help educate those of us who fly=2C or are
       yet
      to fly=2C their Kolb aircraft.
      rashing and dieing does little good to both the families left behind and
       t
      e reputation of the aircraft.  I
      ould like to reduce the damage by analyzing what we know=2C and learn fr
      om
      our errors.  Believe it or
      ot=2C there may be people who have a problem with that.
      Mike Welch
      y condolences regarding your uncle=2C Daniel.                    
      
      
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      ________________________________  Message 4
      _____________________________________
      
      
      Subject: Kolb-List: Re: Upgrading from current 4.00-6 "Garden" tires.
      From: "gotime242" <dylanshine(at)gmail.com>
      
      
      Thanks, i just wanted to be sure it was ok/safe to go wider than recommended
      or
      than the width of the rim since there is only 4.00's on there now.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312833#312833
      
      
      ________________________________  Message 5
      _____________________________________
      
      
      Subject: Re: Kolb-List: Re: kolb stall
      From: Richard Neilsen <neilsenrm(at)gmail.com>
      
      Hey All
      
      There has been a lot of good discussion since Scott's tragic accident. My
      concern is that it leaves the impression that there is a problem or bad
      flight characteristic with our airplanes which there is not.
      
      I'm not a major high time pilot but I have had the opportunity to fly quite
      a few different airplanes and none are as good as our Kolbs. Our planes have
      tremendous short field capabilities that when fully utilized (flaps and no
      power landings) does require a high level of precision. Pilots new to the
      Kolb flight characteristics will have problems with these flight
      characteristics no matter how skilled they are in other aircraft. Land with
      power and stay away from the flaps till you get very good at it. Then very
      gradually land with less power OR using more flaps. Don't progress too
      quickly. I have a set of fully retracted Kolb landing gear legs that I bent
      when I progressed to full flaps and no power way too quickly.
      Flight instructors not used to our Kolbs don't train us how to handle our
      Kolbs properly/safely. I recently got my check ride with a GA instructor in
      my Kolb. I was praised for how well I flew the plane in everything but how I
      flew very short final. He felt I rounded out way too low and with too much
      airspeed. I think this is a very common mistake that most non
      Kolb instructors will make. Let me also explain I did fly a bit faster
      approach rounded out lower because my instructor was a good 100 lbs heaver
      than anyone I had ever flown in my plane and I was using a very long 2500 ft
      grass strip. Yes we were a bit over gross weight.
      
      Rick Neilsen
      1st Redrive VW Powered MKIIIC
      
      ________________________________  Message 6
      _____________________________________
      
      
      From: Dana Hague <d-m-hague(at)comcast.net>
      Subject: Re: Kolb-List: Re: kolb stall
      
      
      --------------------------------------------------
      "John Hauck"  wrote:
      (09/17/2010 16:35)
      
      > I know nothing of the results of the investigations, but a Kolb in a nose 
      > high attitude that runs out of airspeed will drop the nose and normally a 
      > wing....
      
      Especially if it's a new airplane that might not be properly trimmed 
      out yet.
      
      -Dana
      
      
      ________________________________  Message 7
      _____________________________________
      
      
      From: Mike Welch <mdnanwelch7(at)hotmail.com>
      Subject: Kolb-List: airspeed indicator calibration
      
      
      Kolb guys=2C
      
        I am in the process of installing all the instruments in my MkIII.  One o
      f the
      instruments is an analog airspeed indicator.  It's a standard=2C typical ty
      pe of indicator that uses
      ram air to determine it's reading=2C by way of a pitot tube.
      
        Out of the box=2C I can't imagine it can be very accurate=2C can it?  I m
      ean=2C everybody will have 
      their own unique design in installing one of these=2C so I would think that
       each installation would 
      be off a little from someone else's installation.  Or=2C are they much more
       uniform in their 
      readings?
      
        I have the exact placement in my panel and the routing of the tubing pret
      ty much figured out.
      
        For those guys that have installed an airspeed indicator=2C did you calib
      rate it in any way first=2C
      or did you just stick it in the plane and live with whatever reading it say
      s once you start
      flying the plane?
      
        I thought what I would do is essentially build the whole system=2C and ge
      t someone to drive 
      a car down the road=2C with me hanging the A/S indicator's pitot tube out t
      he window.  While this 
      may seem somewhat silly=2C at least I could an idea how accurate it might b
      e.  At least it's a start=2C 
      right?  Has anybody done this??  Or is it a waste of time?   
      
        For an instrument that has so much riding on it=2C and if new=2C hasn't r
      eally proven itself for
      accuracy=2C it seems to me a guy ought to verify in some way it comes "clos
      e" to the correct
      airspeed.
      
        Any thoughts or experiences would be greatly appreciated.  Thanks
      
      Mike Welch
      MkIII
      
      
        		 	   		  
      
      ________________________________  Message 8
      _____________________________________
      
      
      From: Dana Hague <d-m-hague(at)comcast.net>
      Subject: Re: Kolb-List: airspeed indicator calibration
      
      
      The instrument itself should be quite accurate, but pressure 
      variations at the pitot and static sources can throw it way off.  The 
      pressure field around a moving car will make any such calibration 
      meaningless, too.  Put it in the plane.  You can use your GPS to 
      calibrate it on a dead calm day, or average readings into and with a 
      steady wind.
      
      -Dana
      
      --------------------------------------------------
      Mike Welch  wrote:
      (09/18/2010 18:35)
      
      > 
      > Kolb guys,
      >  
      >   I am in the process of installing all the instruments in my MkIII.  One
      of
      the
      > instruments is an analog airspeed indicator.  It's a standard, typical
      type of
      indicator that uses
      > ram air to determine it's reading, by way of a pitot tube.
      >  
      >   Out of the box, I can't imagine it can be very accurate, can it?  I
      mean, everybody
      will have 
      > their own unique design in installing one of these, so I would think that
      each
      installation would 
      > be off a little from someone else's installation.  Or, are they much more
      uniform
      in their 
      > readings?
      >  
      >   I have the exact placement in my panel and the routing of the tubing
      pretty
      much figured out.
      >  
      >   For those guys that have installed an airspeed indicator, did you
      calibrate
      it in any way first,
      > or did you just stick it in the plane and live with whatever reading it
      says
      once you start
      > flying the plane?
      >  
      >   I thought what I would do is essentially build the whole system, and get
      someone
      to drive 
      > a car down the road, with me hanging the A/S indicator's pitot tube out
      the window.
      While this 
      > may seem somewhat silly, at least I could an idea how accurate it might
      be. 
      At least it's a start, 
      > right?  Has anybody done this??  Or is it a waste of time?   
      >  
      >   For an instrument that has so much riding on it, and if new, hasn't
      really
      proven itself for
      > accuracy, it seems to me a guy ought to verify in some way it comes
      "close" to
      the correct
      > airspeed.
      >  
      >   Any thoughts or experiences would be greatly appreciated.  Thanks
      >  
      > Mike Welch
      > MkIII
      >  
      >   
      > 
      >   		 	   		  
      
      
      ________________________________  Message 9
      _____________________________________
      
      
      Subject: Kolb-List: Re: airspeed indicator calibration
      From: "Richard Pike" <richard(at)bcchapel.org>
      
      
      IMO, it is almost impossible to calibrate an airspeed indicator unless it is
      in
      the airplane, because of the variables involved in each installation. When
      we
      first flew the FSII, we had screwy airspeed readings, and it turned out we
      had
      two problems: one was with the indicator, the other was the pitot location.
      Fixed the location of the pitot, but the numbers were till odd, so tried an
      experiment.
      
      
      Strapped a piece of 1 1/2" aluminum tubing onto the roof rack of the Jeep so
      that
      the forward end was ahead of and well above the hood (no bow wave allowed)
      and ran a piece of vinyl tubing to the airspeed indicator. Wrote down the
      numbers
      at various speeds, then swapped out the airspeed indicator with another that
      was known to be good, did it again, and there was quite a disparity.
      
      But all that did was prove that the original airspeed indicator was bad.
      Bought
      a new one and put it in the airplane and flew it, and compared it to the
      GPS.
      It was good enough that we left it alone.
      
      Wonder if we hurt it in the wreck? Guess we'll find out in a couple months.
      
      Richard Pike
      MKIII N420P (420ldPoops)
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312875#312875
      
      
      ________________________________  Message 10
      ____________________________________
      
      
      Subject: Kolb-List: Re: Here's what I have gathered;
      From: "R. Hankins" <rphanks(at)grantspass.com>
      
      
      "The kolb stall is very unforgiving-trust me... "
      
      h20maule,  Your statement is incorrect.  It should read: "The stall of my
      kolb
      is very unforgiving-trust me... ".  
      
      I have never flown your kolb, but I have flown 2 MarkIIIs, 4 firestars and a
      Kolbra
      and none of them had unforgiving stall characteristics.  The worst one was
      mine when I had the VGs mounted too far back.  This was the only kolb I have
      flown that had a sharp stall break, but recovery was still quick,
      straightforward
      and uneventful.  Moving the VGs forward gave me back my gentle airplane.
      
      Unforgiving is a pretty subjective term.  Can you describe what it is  about
      stalls
      in your kolb that makes them less than desirable?  Maybe there is something
      unique about your plane that can be changed to improve its handling?
      
      --------
      Roger in Oregon
      1992 KXP 503 - N1782C
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312882#312882
      
      
________________________________________________________________________________
Date: 
Sep 19, 2010
Subject: 
Re: RE: Kolb-List Digest: 10 Msgs - 09/18/10
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      Thanks for sharing. Perhaps a reding primer would be more appropriate.
      
      Rick
      
      On Sun, Sep 19, 2010 at 2:52 AM, Go Flying  wrote:
      
      >
      > I have decided to unsubscribe to the Matronics lists, there is nearly no
      > traffic and no content to red.
      >
      > Chris Norman, CEO
      > www.digitalrealitycorp.com
      >
      > owner www.goflying.co
      >
      > -----Original Message-----
      > From: owner-kolb-list-server(at)matronics.com
      > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Kolb-List
      > Digest
      > Server
      > Sent: Sunday, September 19, 2010 1:58 AM
      > To: Kolb-List Digest List
      > Subject: Kolb-List Digest: 10 Msgs - 09/18/10
      >
      > *
      >
      >  =================================================
      >   Online Versions of Today's List Digest Archive
      >  =================================================
      >
      > Today's complete Kolb-List Digest can also be found in either of the
      > two Web Links listed below.  The .html file includes the Digest formatted
      > in HTML for viewing with a web browser and features Hyperlinked Indexes
      > and Message Navigation.  The .txt file includes the plain ASCII version
      > of the Kolb-List Digest and can be viewed with a generic text editor
      > such as Notepad or with a web browser.
      >
      > HTML Version:
      >
      >
      > http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter
      >  10-09-18&Archive=Kolb
      >
      > Text Version:
      >
      >
      > http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter
      > 2010-09-18&Archive=Kolb
      >
      >
      >  ===============================================
      >   EMail Version of Today's List Digest Archive
      >  ===============================================
      >
      >
      >           ----------------------------------------------------------
      >                           Kolb-List Digest Archive
      >                                      ---
      >                     Total Messages Posted Sat 09/18/10: 10
      >           ----------------------------------------------------------
      >
      >
      > Today's Message Index:
      > ----------------------
      >
      >     1. 03:12 AM - Re: Scott Thompson's accident  (Fran Losey)
      >     2. 03:36 AM - Re: Scott Thompson's accident  (william sullivan)
      >     3. 05:34 AM - Re: Kolb-List Digest: 18 Msgs - 09/16/10
      > (icrashrc(at)aol.com)
      >     4. 07:02 AM - Re: Upgrading from current 4.00-6 "Garden" tires.
      > (gotime242)
      >     5. 07:05 AM - Re: Re: kolb stall  (Richard Neilsen)
      >     6. 07:16 AM - Re: Re: kolb stall  (Dana Hague)
      >     7. 03:41 PM - airspeed indicator calibration  (Mike Welch)
      >     8. 05:02 PM - Re: airspeed indicator calibration  (Dana Hague)
      >     9. 07:28 PM - Re: airspeed indicator calibration  (Richard Pike)
      >    10. 09:27 PM - Re: Here's what I have gathered;  (R. Hankins)
      >
      >
      > ________________________________  Message 1
      > _____________________________________
      >
      >
      > From: Fran Losey <loseyf(at)comcast.net>
      > Subject: Re: Kolb-List: Scott Thompson's accident
      >
      > On 9/17/2010 12:57 AM, Mike Welch wrote:
      > > Mike, my uncle died in my kolb and no one knows what happened except
      > > for him. Kolbs Are great planes but are very unforgiving. I continue
      > > to fly Kolbs only because I know not to get close to that stall speed.
      > > I have only owned two Kolbs but I know the limits..this guy was on his
      > > first flight, it's a terrible situation because he didn't know the
      > > kolb and it's limits.
      > > Daniel
      > >
      > > Daniel,
      > >   You are exactly right (with your last statement).  I am afraid it is
      > > possible it is as simple as
      > > he may have simply misjudged what he was doing.  Of course, we will
      > > never know the whole truth now.
      > >   It is only my intention to help educate those of us who fly, or are
      > > yet to fly, their Kolb aircraft.
      > > Crashing and dieing does little good to both the families left behind
      > > and the reputation of the aircraft.  I
      > > would like to reduce the damage by analyzing what we know, and learn
      > > from our errors.  Believe it or
      > > not, there may be people who have a problem with that.
      > > Mike Welch
      > > My condolences regarding your uncle, Daniel.
      > > *
      > >
      > >
      > > *
      > Mike and all,
      >
      > Although some bantering seems to occur when sensitive discussions are
      > placed in the forum, I truly appreciate all feedback from all parties,
      > as I feel it refreshes my awareness as a pilot, and allows me to step
      > back for a minute, think about points that are stated,  and reflect how
      > I would have handled (or not) such a situation. When this forum stops
      > these healthy (and surely painful) discussions, I will most likely leave
      > it...
      >
      > I am in the middle of building right now, and although I did not know
      > Scott personally, can say I appreciated his contributions on this forum,
      > and felt in my gut he was a person that would give you the shirt off his
      > back, asking nothing in return.
      >
      > Thanks for sharing, and listening.  RIP Scott.
      >
      > --
      > Sincerely, Fran Losey www.mykitlog.com\loseyf
      >
      > ________________________________  Message 2
      > _____________________________________
      >
      >
      > From: william sullivan <williamtsullivan(at)att.net>
      > Subject: Kolb-List: Re: Scott Thompson's accident
      >
      > - I think the current thread on the accident is good for the List.- Con
      > jecture will bring awareness of the peculiarities of the handling of low dr
      > ag, high lift, low weight aircraft.- The NTSB will eventually give the pa
      > rticulars.- Both will be good for all.- I hope someone will maintain Sc
      > ott's web site, as it is an excellent reference.- We all are going to mis
      > s him.
      > -
      > -------------------------
      > -------------------------
      >  Bill Sullivan
      > -------------------------
      > -------------------------
      > -Windsor Locks, Ct.
      > -------------------------
      > -------------------------
      >  FS 447
      >
      > ________________________________  Message 3
      > _____________________________________
      >
      >
      > Subject: Kolb-List: Re: Kolb-List Digest: 18 Msgs - 09/16/10
      > From: icrashrc(at)aol.com
      >
      > For those of you who don't know me, I am Scott's wife. I can assure you th
      > at when he was flying around the pattern that he tested the stall speed.
      >  He gave me a list of the things he would do on his intial flight. One of
      >  those was stall speed.
      >
      >
      > -----Original Message-----
      > From: Kolb-List Digest Server <kolb-list(at)matronics.com>
      > Sent: Fri, Sep 17, 2010 2:57 am
      > Subject: Kolb-List Digest: 18 Msgs - 09/16/10
      >
      >
      > *
      >  =======================
      > =======================
      > 
      >  Online Versions of Today's List Digest Archive
      > =======================
      > =======================
      > 
      > Today's complete Kolb-List Digest can also be found in either of the
      > wo Web Links listed below.  The .html file includes the Digest formatted
      >
      > n HTML for viewing with a web browser and features Hyperlinked Indexes
      > nd Message Navigation.  The .txt file includes the plain ASCII version
      > f the Kolb-List Digest and can be viewed with a generic text editor
      > uch as Notepad or with a web browser.
      > HTML Version:
      >    http://www.matronics.com/digest/digestview.php?Style=82701&View=ht
      > ml&Chapter 10-09-16&Archive=Kolb
      > Text Version:
      >    http://www.matronics.com/digest/digestview.php?Style=82701&View=tx
      > t&Chapter 10-09-16&Archive=Kolb
      >
      > =======================
      > ======================
      >  EMail Version of Today's List Digest Archive
      > =======================
      > ======================
      >
      >          ----------------------------------------------------------
      >                          Kolb-List Digest Archive
      >                                     ---
      >                    Total Messages Posted Thu 09/16/10: 18
      >          ----------------------------------------------------------
      >
      >
      > oday's Message Index:
      > ---------------------
      >
      >    1. 05:51 AM - That pesky ELSA re-registration problem  (Richard Girard
      > )
      >    2. 10:36 AM - Annual Condition Inspection checklist for Kolbra  (Ralph
      >  B)
      >    3. 11:24 AM - Re: Annual Condition Inspection checklist for Kolbra  (R
      > alph
      > )
      >    4. 11:52 AM - Scott Thompson's accident  (Mike Welch)
      >    5. 02:04 PM - Re: Scott Thompson's accident  (Mike Welch)
      >    6. 02:20 PM - Re: Scott Thompson's accident  (PCKing)
      >    7. 02:41 PM - my email address  (Mike Welch)
      >    8. 04:51 PM - Here's what I have gathered;  (Mike Welch)
      >    9. 05:36 PM - Re: Here's what I have gathered;  (ces308)
      >   10. 05:42 PM - Re: Here's what I have gathered;  (Ralph B)
      >   11. 07:25 PM - Re: Here's what I have gathered;  (PCKing)
      >   12. 07:47 PM - Re: Scott Thompson's accident  (John Hauck)
      >   13. 07:56 PM - Re: Here's what I have gathered;  (Mike Welch)
      >   14. 08:03 PM - Re: Scott Thompson's accident  (Daniel Myers)
      >   15. 08:09 PM - Re: Scott Thompson's accident  (Mike Welch)
      >   16. 09:27 PM - Re: Here's what I have gathered;  (Richard Girard)
      >   17. 09:39 PM - Re: Scott Thompson's accident  (Daniel Myers)
      >   18. 10:01 PM - Re: Scott Thompson's accident  (Mike Welch)
      >
      >
      > _______________________________  Message 1  ______________________________
      > _______
      >
      > ubject: Kolb-List: That pesky ELSA re-registration problem
      > rom: Richard Girard 
      > After much thought about how to make it legal to re-register an ELSA that
      > he owner has allowed the registration to expire under the terms of the new
      > ule I sent the following to the applicable FAA personnel this morning.
      > "Dear Sirs, There is a problem with the new rule for triennial
      > e-registration of aircraft when it is applied to experimental light sport
      > ircraft (ELSA) that were registered under the provisions of FAR 21.191
      > (1).
      > f an owner of an ELSA fails to re-register during the applicable period an
      > d
      > he registration expires there is no legal means to register the aircraft
      > gain.
      > AR 21.191 i(1) expired on January 3, 2008. Form 8050-88A (Affidavit of
      > wnership) that is required to be filed along with 8050-1 to register an
      > LSA has been revised so that the only two options for registering an ELSA
      > re through FAR 21.191 i(2) (aircraft built from a kit of a qualifying
      > pecial light sport aircraft (SLSA)) and FAR 21.190 (essentially for
      > anufacturers who need to register a prototype to do compliance testing of
      > n SLSA).
      >  believe there is a simple way to fix this problem. Revise form 8050-88A
      >  to
      > nclude an option to the effect, "this aircraft was previously registered
      >  as
      > _______ under the provisions of FAR 21.191 i(1) and the paperwork is on
      > ile with the FAA". I believe wording like this or similar would allow an
      > rrant owner to re-register the aircraft following expiration with a minimu
      > m
      > f problems and prevent those who might try to use the provision to registe
      > r
      > n aircraft that had not previously been registered.
      > hank you for your time."
      > I did this after spending a good portion of yesterday morning talking and
      > riting to various officials in the FAA about the problem. It occurred to
      >  me
      > ate last night that the easiest way to get something fixed when there is
      >  a
      > roblem is to present a solution to those who can remedy it. What the heck,
      > t's worth a try.
      > Rick Girard
      > --
      > ulu Delta
      > olb Mk IIIC
      > 82 Gray head
      > .00 C gearbox
      >  blade WD
      > hanks, Homer GBYM
      > It is not bigotry to be certain we are right; but it is bigotry to be unab
      > le
      > o imagine how we might possibly have gone wrong.
      > - G.K. Chesterton
      > ________________________________  Message 2  _____________________________
      > ________
      >
      > ubject: Kolb-List: Annual Condition Inspection checklist for Kolbra
      > rom: "Ralph B" 
      >
      > ravis Brown from Kolb asked it I would post the Annual Condition inspectio
      > n
      > hecklist
      > or the Kolbra. This checklist will work for other Kolbs too.
      > Ralph B
      > --------
      > alph B
      > riginal Firestar 447
      > 91493 E-AB
      > 000 hours
      > 3 years flying it
      > olbra 912UL
      > 20386
      >  years flying it
      > 20 hrs
      >
      > ead this topic online here:
      > http://forums.matronics.com/viewtopic.php?p=312658#312658
      >
      > ttachments:
      > http://forums.matronics.com//files/annual_inspection_checklist_179.doc
      >
      > _______________________________  Message 3  ______________________________
      > _______
      >
      > ubject: Kolb-List: Re: Annual Condition Inspection checklist for Kolbra
      > rom: "Ralph B" 
      >
      > fter the inspection is finished, post these words in the aircraft logbook:
      > date
      > I certify this aircraft has been inspected in accordance with the scope
      > nd detail of appendix D to Part 43 and found to be in a condition for safe
      > peration.
      > Flight time: XXX.X hours
      >
      > ame of inspector
      > ert #xxxxxxxx
      > --------
      > alph B
      > riginal Firestar 447
      > 91493 E-AB
      > 000 hours
      > 3 years flying it
      > olbra 912UL
      > 20386
      >  years flying it
      > 20 hrs
      >
      > ead this topic online here:
      > http://forums.matronics.com/viewtopic.php?p=312666#312666
      >
      > _______________________________  Message 4  ______________________________
      > _______
      >
      > rom: Mike Welch 
      > ubject: Kolb-List: Scott Thompson's accident
      >
      > olb guys=2C
      >  I have tried to find out exactly what happened to cause Scott's fatal cr
      > a
      > h.
      > hy?  Because it matters a HELL of a lot to me!!  At first=2C I thought
      >  I'd
      > share what
      > 've found with the entire list=2C then=2C I thought someone may gripe
      >  abou
      >  it.
      >  So=2C if anyone wants to know some of the details about what happened
      > =2C
      > ncluding
      > hat Scott and I discussed a few days prior to his maiden flight=2C email
      >  m
      >  off
      > he Kolb list=2C and I will share with you what I have found out.
      > Mike Welch
      > ________________________________  Message 5  _____________________________
      > ________
      >
      > rom: Mike Welch 
      > ubject: RE: Kolb-List: Scott Thompson's accident
      >
      > ist members=2C
      >  I've had a few guys check in=2C but I'm waiting a little while for
      >  few more before we get the conversation going.
      >  The primary reason is for the 'off-list' discussion is I can picture
      > omeone asking me "who the hell do you think you are.....?"  Me?  Nobody.
      > ust a friend of Scott's that would like to figure out what happened=2C
      > hat's all.  I sick and damn tired of hearing about my Kolb buddies
      > ieing.  I'd like to find out why they died...and do my best not to repeat
      > heir 'mistakes'=2C without trying to pass judgement on them.
      > Mike Welch
      > ________________________________  Message 6  _____________________________
      > ________
      >
      > rom: "PCKing" 
      > ubject: Re: Kolb-List: Scott Thompson's accident
      >
      > ike,
      > You may not have received many offline requests because everyone on the
      > ist doesn't have your email address.
      > I met Scott at AirVenture this year. We spoke about where to source
      > ileron and flap control seals. I was sad to hear that he'd passed away
      > est flying something he was so proud of.
      > I'd like to know what happened.
      > Peter C. King
      > c.king(at)comcast.net
      >
      >  ----- Original Message -----
      >  From: Mike Welch
      >  To: kolb-list(at)matronics.com
      >  Sent: Thursday, September 16, 2010 5:00 PM
      >  Subject: RE: Kolb-List: Scott Thompson's accident
      >
      >  List members,
      >
      >   I've had a few guys check in, but I'm waiting a little while for
      >  a few more before we get the conversation going.
      >
      >   The primary reason is for the 'off-list' discussion is I can picture
      >  someone asking me "who the hell do you think you are.....?"  Me?
      > obody.
      >  Just a friend of Scott's that would like to figure out what happened,
      >  that's all.  I sick and damn tired of hearing about my Kolb buddies
      >  dieing.  I'd like to find out why they died...and do my best not to
      > epeat
      >  their 'mistakes', without trying to pass judgement on them.
      >
      >  Mike Welch
      >
      > _______________________________  Message 7  ______________________________
      > _______
      >
      > rom: Mike Welch 
      > ubject: Kolb-List: my email address
      >
      > y email address is=3B  mdnanwelch7(at)hotmail.com   (don't forget the '7'!!
      > !)
      > Mike Welch
      > ________________________________  Message 8  _____________________________
      > ________
      >
      > rom: Mike Welch 
      > ubject: Kolb-List: Here's what I have gathered;
      >
      > ist members=2C  I have had many members ask me to bring this subject mat
      > te
      >  out in the
      > pen.  Plus=2C there are way too many people now=2C for me to reply to.
      >  (a
      > proaching 30+)
      > ere is what I have this far!!
      >  My initial thought was to discuss Scott's accident openly with this list
      > 2C but then I thought
      > 'd be criticized by someone for acting like an investigator.  Well=2C I'
      > m
      > OT an investigator=2C
      > ut I certainly am curious about the facts that caused Scott's death=2C
      >  esp
      > cially since I do
      > ot want to duplicate them.
      >  Then=2C I thought maybe the subject would be best discussed privately
      >  bet
      > een those only
      > ho show an interest.  Last count=2C I've had about 14 responders=2C so
      >  may
      > e we should just
      > ring this out in the open.
      >  (I had the same concern regarding John Ratcliffe's accident a few months
      >
      > go.  Yet=2C I didn't
      > ay anything=2C and John was soon forgotten=2C it appears.  I did some
      >  chec
      > ing on his situation=2C
      > nd it seems he must have stalled near turning base to final=2C and nosed
      >  i
      >  in.)
      >  With regard to Scott=2C here is what I  have found out.  This is by NO
      >  me
      > ns any kind of official
      > eport=2C nor do I profess to have all the answers.  Additionally=2C I
      >  acce
      > t any and all new information
      > hat may correct anything that I may misstate.
      >  A few days before Scott made his intitial flight=2C I asked him where
      >  he
      > ad his main wing's and
      > is h. stabilizers set at (since the Oshkosh photos made the h.s. look like
      > they were too high)
      > is answer to me was " the main wing is set at where Bryan (@ Kolb Aircraft
      >  told him to set them."
      > e went on to say "the h. stabilizers are set like the factory recommends
      > 2C but after he's flown
      > or awhile=2C he can adjust that setting later.  (I wish!!)
      >  So=2C at this point=2C as far as I know=2C he had the wing incidenc
      > es and
      > hor. stabilizers incidences set
      > ccording to the factory recommended locations!
      >  Next=2C  when I read one of the news reports from one of the local new
      > s s
      > urces=2C I saw where they
      > aid "according to the initial investigators=2C there didn't 'appear' to
      >  be
      > anything wrong with the
      > irplane.  That would seem to make sense=2C knowing what a perfectionist
      >  Sc
      > tt was.
      >  The weather was basically calm=2C although at 8:00pm=2C when the acc
      > ident
      > happened=2C twilight was
      > etting.  Light=2C however=2C is NOT likely to be a factor.
      >  From discussing this situation with 'others'=2C I have been told Scott
      >  ha
      >  some introductory flights
      > n a MkIII.  Most likely=2C Scott would not have flown solo during this
      >  int
      > oductory flight.
      >  In one of the news articles=2C  it mentioned Scott got his Sport Pilot
      >  li
      > ense last year.  This would
      > ndicate he probably didn't have a lot of flying time=2C especially when
      >  yo
      >  consider he was spending
      >  lot of time trying to finish building his plane!  Scott was=2C you coul
      > d
      > ay=2C 'a low-time' pilot.
      >  So=2C up to this point=2C the plane itself=2C the weather=2C the
      >  lighting
      > 2C and the wing's incidences=2C don't appear
      > o have caused the accident.
      >  What's left??  According to Carol=3B Scott took off and flew around a
      >  cou
      > le of times=2C and when he came
      > n to land=2C it just nose-dived in.   It landed initially on the pacemen
      > t
      > 2C but continued to tumble onto the
      > rass.
      >  What does this tell us?  If Carol is complete in her description=2C and
      >  a
      > l Scott did was "fly around a
      > ouple of times" =2C and then try to land=2C this tells us he did NOT
      >  climb
      > to altitude and explore the plane's
      > lying parameters.  It primarily tells us he did not find out the plane's
      >  E
      > ACT stall speed=2C and now we'll
      > ever know!
      >  With the fact that Scott was=3B
      > ) a low-time pilot=2C and
      > ) flying a plane that he may not have known the stall speed of
      > ) the mishap occurred at the runway threshold=2C coming in for his 1st
      >  lan
      > ing
      > I am led to believe he stalled the plane on short-final=2C where it nose
      > -di
      > ed into the runway=2C and rolled.
      >  If these events are indeed accurate and correct=2C I am very sad=2C
      >  becau
      > e they seem to be so avoidable.
      >  will miss Scott.  I'm am sorry he misjudged the situation=2C and let it
      >  g
      > t out of control (if these facts
      > re accurate).
      >  Training=2C people=2C training!!  Having crashed an ultralight simil
      > ar to
      > these circumstances=2C all I can say
      > s these accidents can be avoided=2C or at least minimized with proper fl
      > ig
      > t education.
      >  These are the facts as I've been able to acertain.  If anyone knows more
      > 2C please share it with us.
      > f I've mistated something=2C please correct the record.
      > Best regards to all=2C
      > ike Welch
      >
      >
      > ________________________________  Message 9  _____________________________
      > ________
      >
      > ubject: Kolb-List: Re: Here's what I have gathered;
      > rom: "ces308" 
      >
      > hank you Mike,
      > I am sorry for Scott,but it does appear he made a terrible mistake,however
      > ,It's
      > ice to here there doesn't appear to have been a fault of the aircraft.
      > These are fun airplanes to fly,but to an even greater degree because of th
      > ere
      > ack
      > f weight to keep things going,you need to be very aware of your airspeed
      > n final...where my 172 flies right through a wind gust,my M3X will stop fl
      > ying
      > nd you can never forget that.
      > Thanks again for the information...every one CAN learn from this ,if they
      >
      > isten.
      > chris ambrose
      > 3X/Jabiru    150.3 hrs           2500. total
      > 327CS
      >
      > ead this topic online here:
      > http://forums.matronics.com/viewtopic.php?p=312697#312697
      >
      > _______________________________  Message 10  _____________________________
      > _______
      >
      > ubject: Kolb-List: Re: Here's what I have gathered;
      > rom: "Ralph B" 
      >
      > ike, I'm not an accident investigator either, but I do know that many fata
      > l
      > ccidents
      > ccur due to stall-spins on landing. I was once told, "If there is any
      > ne thing to remember about flying, it's airspeed". This is especially true
      >  upon
      > anding. It would be better to come in hot and use up runway than to bend
      > p your airplane or hurt yourself. It's a fine line sometimes to slow it up
      >  or
      > o off the end of a short runway. I tend to keep more speed than most pilot
      > s
      > nd maybe this has saved me a few times. Kolb's, like other light aircraft
      >  have
      > ore built-in drag than heavy and clean ones. They tend to lose speed more
      >
      > uickly.
      > his means keeping the power on and nose down until it's on the ground.
      > t's all about speed. Without that, the wings don't lift.
      > Ralph B
      > --------
      > alph B
      > riginal Firestar 447
      > 91493 E-AB
      > 000 hours
      > 3 years flying it
      > olbra 912UL
      > 20386
      >  years flying it
      > 20 hrs
      >
      > ead this topic online here:
      > http://forums.matronics.com/viewtopic.php?p=312698#312698
      >
      > _______________________________  Message 11  _____________________________
      > _______
      >
      > rom: "PCKing" 
      > ubject: Re: Kolb-List: Here's what I have gathered;
      > Mike,
      > Thank you.
      > Brian Carpenter (Rainbow Aviation) just did a webinar titled "GA to LSA:
      >
      > ake a Safe Transition" He makes a compelling case for maintaining
      > irspeed on final because of the low mass and high drag of the fat
      > ltralight LSAs. He describes them as a cotton ball compared to the GA
      > olf ball. The highest percentage of LSA accidents  occur with GA pilots
      > t the stick.
      > The webinar is archived at
      > http://www.eaavideo.org/channel.aspx?ch=ch_webinars
      > Peter C. King
      >  ----- Original Message -----
      >  From: Mike Welch
      >  To: kolb-list(at)matronics.com
      >  Sent: Thursday, September 16, 2010 7:48 PM
      >  Subject: Kolb-List: Here's what I have gathered;
      >
      >  List members,  I have had many members ask me to bring this subject
      > atter out in the
      >  open.  Plus, there are way too many people now, for me to reply to.
      > approaching 30+)
      >  Here is what I have this far!!
      >
      >   My initial thought was to discuss Scott's accident openly with this
      > ist, but then I thought
      >  I'd be criticized by someone for acting like an investigator.  Well,
      > 'm NOT an investigator,
      >  but I certainly am curious about the facts that caused Scott's death,
      > specially since I do
      >  not want to duplicate them.
      >   Then, I thought maybe the subject would be best discussed privately
      > etween those only
      >  who show an interest.  Last count, I've had about 14 responders, so
      > aybe we should just
      >  bring this out in the open.
      >
      >   (I had the same concern regarding John Ratcliffe's accident a few
      > onths ago.  Yet, I didn't
      >  say anything, and John was soon forgotten, it appears.  I did some
      > hecking on his situation,
      >  and it seems he must have stalled near turning base to final, and
      > osed it in.)
      >
      >   With regard to Scott, here is what I  have found out.  This is by NO
      > eans any kind of official
      >  report, nor do I profess to have all the answers.  Additionally, I
      > ccept any and all new information
      >  that may correct anything that I may misstate.
      >
      >   A few days before Scott made his intitial flight, I asked him where
      > e had his main wing's and
      >  his h. stabilizers set at (since the Oshkosh photos made the h.s. look
      > ike they were too high)
      >  His answer to me was " the main wing is set at where Bryan (@ Kolb
      > ircraft) told him to set them."
      >  He went on to say "the h. stabilizers are set like the factory
      > ecommends, but after he's flown
      >  for awhile, he can adjust that setting later.  (I wish!!)
      >   So, at this point, as far as I know, he had the wing incidences and
      > or. stabilizers incidences set
      >  according to the factory recommended locations!
      >
      >   Next,  when I read one of the news reports from one of the local
      > ews sources, I saw where they
      >  said "according to the initial investigators, there didn't 'appear' to
      > e anything wrong with the
      >  airplane.  That would seem to make sense, knowing what a perfectionist
      > cott was.
      >
      >   The weather was basically calm, although at 8:00pm, when the
      > ccident happened, twilight was
      >  setting.  Light, however, is NOT likely to be a factor.
      >
      >   From discussing this situation with 'others', I have been told Scott
      > ad some introductory flights
      >  in a MkIII.  Most likely, Scott would not have flown solo during this
      > ntroductory flight.
      >   In one of the news articles,  it mentioned Scott got his Sport Pilot
      > icense last year.  This would
      >  indicate he probably didn't have a lot of flying time, especially when
      > ou consider he was spending
      >  a lot of time trying to finish building his plane!  Scott was, you
      > ould say, 'a low-time' pilot.
      >
      >   So, up to this point, the plane itself, the weather, the lighting,
      > nd the wing's incidences, don't appear
      >  to have caused the accident.
      >
      >   What's left??  According to Carol; Scott took off and flew around a
      > ouple of times, and when he came
      >  in to land, it just nose-dived in.   It landed initially on the
      > acement, but continued to tumble onto the
      >  grass.
      >   What does this tell us?  If Carol is complete in her description,
      > nd all Scott did was "fly around a
      >  couple of times" , and then try to land, this tells us he did NOT
      > limb to altitude and explore the plane's
      >  flying parameters.  It primarily tells us he did not find out the
      > lane's EXACT stall speed, and now we'll
      >  never know!
      >
      >   With the fact that Scott was;
      >  A) a low-time pilot, and
      >  B) flying a plane that he may not have known the stall speed of
      >  C) the mishap occurred at the runway threshold, coming in for his 1st
      > anding
      >
      >  I am led to believe he stalled the plane on short-final, where it
      > ose-dived into the runway, and rolled.
      >
      >   If these events are indeed accurate and correct, I am very sad,
      > ecause they seem to be so avoidable.
      >  I will miss Scott.  I'm am sorry he misjudged the situation, and let
      > t get out of control (if these facts
      >  are accurate).
      >
      >   Training, people, training!!  Having crashed an ultralight similar
      > o these circumstances, all I can say
      >  is these accidents can be avoided, or at least minimized with proper
      > light education.
      >
      >   These are the facts as I've been able to acertain.  If anyone knows
      > ore, please share it with us.
      >  If I've mistated something, please correct the record.
      >
      >  Best regards to all,
      >  Mike Welch
      >
      >
      > _______________________________  Message 12  _____________________________
      > _______
      >
      > rom: "John Hauck" 
      > ubject: Re: Kolb-List: Scott Thompson's accident
      > Mike W:
      > Have you discussed your findings with the NTSB?
      > Maybe your information would help in their investigation and their
      > etermination of the cause of the accident.
      > john h
      > kIII
      > ock House, OR
      >    I have tried to find out exactly what happened to cause Scott's
      > atal crash.
      >  Why?  Because it matters a HELL of a lot to me!!  At first, I thought
      > 'd share what
      >  I've found with the entire list, then, I thought someone may gripe
      > bout it.
      >
      >   So, if anyone wants to know some of the details about what happened,
      > ncluding
      >  what Scott and I discussed a few days prior to his maiden flight,
      > mail me off
      >  the Kolb list, and I will share with you what I have found out.
      >
      >  Mike Welch
      >
      > ________________________________  Message 13  ____________________________
      > ________
      >
      > rom: Mike Welch 
      > ubject: RE: Kolb-List: Here's what I have gathered;
      >
      > eter=2C
      >  Certainly there is no disputing that some GA pilots do seem to have trou
      > b
      > e
      > ransitioning from the factory iron to the lighter=2C less mass SLA or li
      > gh
      > planes.
      >  However=2C in Scott's case=2C I'm afraid that "transitioning" wasn't
      >  the
      > ssue=2C because
      > ince he only got his Sport Pilot license last year=2C he couldn't have
      >  had
      > very many
      > ours in GA airplanes.  At least=2C that's what I'm led to believe.
      >  Additionally=2C Carol described him as 'coming in for a landing' and th
      > en
      > he sort of
      > nose-dived".  This scenario is much more indicative of an approach-to-land
      > ng-
      > tall=2C rather than the typical GA to LSA failure to handle the mass dif
      > fe
      > ences
      > etween the two (at touchdown).
      >  Airspeed is one thing you cannot ignor when flying an airplane=2C lest
      >  th
      >  ground
      > ise up and smite thee!!!
      > Mike Welch
      >
      > ike=2C
      > Thank you.
      > Brian Carpenter (Rainbow Aviation) just did a webinar titled "GA to LSA:
      >  Ma
      > e a Safe Transition" He makes a compelling case for maintaining airspeed
      >  o
      >  final because of the low mass and high drag of the fat ultralight LSAs.
      >  H
      >  describes them as a cotton ball compared to the GA golf ball. The highest
      > percentage of LSA accidents  occur with GA pilots at the stick.
      > The webinar is archived at
      > http://www.eaavideo.org/channel.aspx?ch=ch_webinars
      > Peter C. King
      >
      > ---- Original Message -----
      > rom: Mike Welch
      > ent: Thursday=2C September 16=2C 2010 7:48 PM
      > ubject: Kolb-List: Here's what I have gathered=3B
      > List members=2C  I have had many members ask me to bring this subject ma
      > tte
      >  out in the
      > pen.  Plus=2C there are way too many people now=2C for me to reply to.
      >  (a
      > proaching 30+)
      > ere is what I have this far!!
      >  My initial thought was to discuss Scott's accident openly with this list
      > 2C but then I thought
      > 'd be criticized by someone for acting like an investigator.  Well=2C I'
      > m
      > OT an investigator=2C
      > ut I certainly am curious about the facts that caused Scott's death=2C
      >  esp
      > cially since I do
      > ot want to duplicate them.
      >  Then=2C I thought maybe the subject would be best discussed privately
      >  bet
      > een those only
      > ho show an interest.  Last count=2C I've had about 14 responders=2C so
      >  may
      > e we should just
      > ring this out in the open.
      >  (I had the same concern regarding John Ratcliffe's accident a few months
      >
      > go.  Yet=2C I didn't
      > ay anything=2C and John was soon forgotten=2C it appears.  I did some
      >  chec
      > ing on his situation=2C
      > nd it seems he must have stalled near turning base to final=2C and nosed
      >  i
      >  in.)
      >  With regard to Scott=2C here is what I  have found out.  This is by NO
      >  me
      > ns any kind of official
      > eport=2C nor do I profess to have all the answers.  Additionally=2C I
      >  acce
      > t any and all new information
      > hat may correct anything that I may misstate.
      >  A few days before Scott made his intitial flight=2C I asked him where
      >  he
      > ad his main wing's and
      > is h. stabilizers set at (since the Oshkosh photos made the h.s. look like
      > they were too high)
      > is answer to me was " the main wing is set at where Bryan (@ Kolb Aircraft
      >  told him to set them."
      > e went on to say "the h. stabilizers are set like the factory recommends
      > 2C but after he's flown
      > or awhile=2C he can adjust that setting later.  (I wish!!)
      >  So=2C at this point=2C as far as I know=2C he had the wing incidenc
      > es and
      > hor. stabilizers incidences set
      > ccording to the factory recommended locations!
      >  Next=2C  when I read one of the news reports from one of the local new
      > s s
      > urces=2C I saw where they
      > aid "according to the initial investigators=2C there didn't 'appear' to
      >  be
      > anything wrong with the
      > irplane.  That would seem to make sense=2C knowing what a perfectionist
      >  Sc
      > tt was.
      >  The weather was basically calm=2C although at 8:00pm=2C when the acc
      > ident
      > happened=2C twilight was
      > etting.  Light=2C however=2C is NOT likely to be a factor.
      >  From discussing this situation with 'others'=2C I have been told Scott
      >  ha
      >  some introductory flights
      > n a MkIII.  Most likely=2C Scott would not have flown solo during this
      >  int
      > oductory flight.
      >  In one of the news articles=2C  it mentioned Scott got his Sport Pilot
      >  li
      > ense last year.  This would
      > ndicate he probably didn't have a lot of flying time=2C especially when
      >  yo
      >  consider he was spending
      >  lot of time trying to finish building his plane!  Scott was=2C you coul
      > d
      > ay=2C 'a low-time' pilot.
      >  So=2C up to this point=2C the plane itself=2C the weather=2C the
      >  lighting
      > 2C and the wing's incidences=2C don't appear
      > o have caused the accident.
      >  What's left??  According to Carol=3B Scott took off and flew around a
      >  cou
      > le of times=2C and when he came
      > n to land=2C it just nose-dived in.   It landed initially on the pacemen
      > t
      > 2C but continued to tumble onto the
      > rass.
      >  What does this tell us?  If Carol is complete in her description=2C and
      >  a
      > l Scott did was "fly around a
      > ouple of times" =2C and then try to land=2C this tells us he did NOT
      >  climb
      > to altitude and explore the plane's
      > lying parameters.  It primarily tells us he did not find out the plane's
      >  E
      > ACT stall speed=2C and now we'll
      > ever know!
      >  With the fact that Scott was=3B
      > ) a low-time pilot=2C and
      > ) flying a plane that he may not have known the stall speed of
      > ) the mishap occurred at the runway threshold=2C coming in for his 1st
      >  lan
      > ing
      > I am led to believe he stalled the plane on short-final=2C where it nose
      > -di
      > ed into the runway=2C and rolled.
      >  If these events are indeed accurate and correct=2C I am very sad=2C
      >  becau
      > e they seem to be so avoidable.
      >  will miss Scott.  I'm am sorry he misjudged the situation=2C and let it
      >  g
      > t out of control (if these facts
      > re accurate).
      >  Training=2C people=2C training!!  Having crashed an ultralight simil
      > ar to
      > these circumstances=2C all I can say
      > s these accidents can be avoided=2C or at least minimized with proper fl
      > ig
      > t education.
      >  These are the facts as I've been able to acertain.  If anyone knows more
      > 2C please share it with us.
      > f I've mistated something=2C please correct the record.
      > Best regards to all=2C
      > ike Welch
      >
      > ref="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.
      > om/Navigator?Kolb-List
      > ref="http://forums.matronics.com">http://forums.matronics.com
      > ref="http://www.matronics.com/contribution">http://www.matronics.com/c
      >
      >
      > ________________________________  Message 14  ____________________________
      > ________
      >
      > ubject: Re: Kolb-List: Scott Thompson's accident
      > rom: Daniel Myers 
      > Class move John I like it
      > aniel
      > Sent from my iPhone
      > On Sep 16=2C 2010=2C at 3:23 PM=2C "John Hauck"  m> wrot
      > :
      > > Mike W:
      >
      >  Have you discussed your findings with the NTSB?
      >
      >  Maybe your information would help in their investigation and their determ
      > nation of the cause of the accident.
      >
      >  john h
      >  mkIII
      >  Rock House=2C OR
      >    I have tried to find out exactly what happened to cause Scott's fatal
      >
      > rash.
      >  Why?  Because it matters a HELL of a lot to me!!  At first=2C I thought
      >  I
      > d share what
      >  I've found with the entire list=2C then=2C I thought someone may grip
      > e ab
      > ut it.
      >
      >   So=2C if anyone wants to know some of the details about what happened
      > 2C including
      >  what Scott and I discussed a few days prior to his maiden flight=2C ema
      > il
      > me off
      >  the Kolb list=2C and I will share with you what I have found out.
      >
      >  Mike Welch
      >
      >
      > ========
      > ========
      > ========
      > ========
      >
      > ________________________________  Message 15  ____________________________
      > ________
      >
      > rom: Mike Welch 
      > ubject: RE: Kolb-List: Scott Thompson's accident
      >
      > Mike W:
      > >Have you discussed your findings with the NTSB?
      > >Maybe your information would help in their investigation and their determ
      > i
      > ation of >the cause of the accident.
      > >john h
      > mkIII
      > John H=2C
      >  No=2C I haven't=2C but I will be calling them tomorrow.  But the fac
      > t is
      > 2C I shared
      > hat little information I dug up=2C and packaged into one concise email.
      >  T
      > e
      > nformation I gathered was either reading it in news articles relating to
      >  t
      > e
      > rash (in otherwords...public information)=2C my emails with Scott=2C
      >  just
      > rior
      > o his flight=2C and telephone conversations with a couple of Kolb list
      >  mem
      > ers.
      >   I'm simply trying to save lives.  Do you have a problem with my discuss
      > i
      > n?
      > m I supposed to contact that NTSB to show a concern for Kolb pilots?
      > Mike Welch
      >
      >
      > ________________________________  Message 16  ____________________________
      > ________
      >
      > ubject: Re: Kolb-List: Here's what I have gathered;
      > rom: Richard Girard 
      > Whoa! Let's get something straight. Gusts and wind affect glide path and
      > round speed, not airspeed. The danger is inexperienced pilots who get
      > ixated on a point and pull back on the stick in an effort to maintain glid
      > e
      > oward that point. The only thing that counts is airspeed, period.
      > s I told Mike when we talked on Sunday, I have a mantra that goes on in my
      > ead, and sometimes out loud, from the moment I pull power back from cruise
      > o set up an approach. It's just two words, Hold 50. If you watched the
      > ideo I made about the sight picture as it changes for flap settings, you
      > an hear me over the sound of the 582 saying, "turning final, HOLD 50". It'
      > s
      > y choice of approach airspeed for my Mk III based upon the stall speeds I
      > ocumented. It makes absolutely no difference if I hold some power in
      > eserve or close the throttle completely, it's HOLD 50 and it stays HOLD 50
      > ntil I pull back on the stick to round out and let her settle to the
      > round. If I'm a little too high on approach, which I actually prefer, I ca
      > n
      > lip Zulu Delta to lose altitude a little faster, and I still HOLD 50.
      > Rick Girard
      > On Thu, Sep 16, 2010 at 9:18 PM, PCKing  wrote:
      > >  Mike,
      >
      >  Thank you.
      >
      >  Brian Carpenter (Rainbow Aviation) just did a webinar titled "GA to LSA:
      >  Make a Safe Transition" He makes a compelling case for maintaining airspe
      > ed
      >  on final because of the low mass and high drag of the fat ultralight LSAs
      > ..
      >  He describes them as a cotton ball compared to the GA golf ball. The high
      > est
      >  percentage of LSA accidents  occur with GA pilots at the stick.
      >
      >  The webinar is archived at
      >
      >  http://www.eaavideo.org/channel.aspx?ch=ch_webinars
      >
      >  Peter C. King
      >
      >
      >  ----- Original Message -----
      >  *From:* Mike Welch 
      >  *To:* kolb-list(at)matronics.com
      >  *Sent:* Thursday, September 16, 2010 7:48 PM
      >  *Subject:* Kolb-List: Here's what I have gathered;
      >
      >  List members,  I have had many members ask me to bring this subject matte
      > r
      >  out in the
      >  open.  Plus, there are way too many people now, for me to reply to.
      >  (approaching 30+)
      >  Here is what I have this far!!
      >
      >   My initial thought was to discuss Scott's accident openly with this
      >  list, but then I thought
      >  I'd be criticized by someone for acting like an investigator.  Well, I'm
      >  NOT an investigator,
      >  but I certainly am curious about the facts that caused Scott's death,
      >  especially since I do
      >  not want to duplicate them.
      >   Then, I thought maybe the subject would be best discussed privately
      >  between those only
      >  who show an interest.  Last count, I've had about 14 responders, so maybe
      >  we should just
      >  bring this out in the open.
      >
      >   (I had the same concern regarding John Ratcliffe's accident a few month
      > s
      >  ago.  Yet, I didn't
      >  say anything, and John was soon forgotten, it appears.  I did some checki
      > ng
      >  on his situation,
      >  and it seems he must have stalled near turning base to final, and nosed
      >  it
      >  in.)
      >
      >   With regard to Scott, here is what I  have found out.  This is by NO
      >  means any kind of official
      >  report, nor do I profess to have all the answers.  Additionally, I accept
      >  any and all new information
      >  that may correct anything that I may misstate.
      >
      >   A few days before Scott made his intitial flight, I asked him where he
      >  had his main wing's and
      >  his h. stabilizers set at (since the Oshkosh photos made the h.s. look li
      > ke
      >  they were too high)
      >  His answer to me was " the main wing is set at where Bryan (@ Kolb
      >  Aircraft) told him to set them."
      >  He went on to say "the h. stabilizers are set like the factory recommends
      > ,
      >  but after he's flown
      >  for awhile, he can adjust that setting later.  (I wish!!)
      >   So, at this point, as far as I know, he had the wing incidences and hor
      > ..
      >  stabilizers incidences set
      >  according to the factory recommended locations!
      >
      >   Next,  when I read one of the news reports from one of the local news
      >  sources, I saw where they
      >  said "according to the initial investigators, there didn't 'appear' to be
      >  anything wrong with the
      >  airplane.  That would seem to make sense, knowing what a perfectionist
      >  Scott was.
      >
      >   The weather was basically calm, although at 8:00pm, when the accident
      >  happened, twilight was
      >  setting.  Light, however, is NOT likely to be a factor.
      >
      >   From discussing this situation with 'others', I have been told Scott ha
      > d
      >  some introductory flights
      >  in a MkIII.  Most likely, Scott would not have flown solo during this
      >  introductory flight.
      >   In one of the news articles,  it mentioned Scott got his Sport Pilot
      >  license last year.  This would
      >  indicate he probably didn't have a lot of flying time, especially when yo
      > u
      >  consider he was spending
      >  a lot of time trying to finish building his plane!  Scott was, you could
      >  say, 'a low-time' pilot.
      >
      >   So, up to this point, the plane itself, the weather, the lighting, and
      >  the wing's incidences, don't appear
      >  to have caused the accident.
      >
      >   What's left??  According to Carol; Scott took off and flew around a
      >  couple of times, and when he came
      >  in to land, it just nose-dived in.   It landed initially on the pacement,
      >  but continued to tumble onto the
      >  grass.
      >   What does this tell us?  If Carol is complete in her description, and
      >  all
      >  Scott did was "fly around a
      >  couple of times" , and then try to land, this tells us he did NOT climb
      >  to
      >  altitude and explore the plane's
      >  flying parameters.  It primarily tells us he did not find out the plane's
      >  EXACT stall speed, and now we'll
      >  never know!
      >
      >   With the fact that Scott was;
      >  A) a low-time pilot, and
      >  B) flying a plane that he may not have known the stall speed of
      >  C) the mishap occurred at the runway threshold, coming in for his 1st
      >  landing
      >
      >  I am led to believe he stalled the plane on short-final, where it
      >  nose-dived into the runway, and rolled.
      >
      >   If these events are indeed accurate and correct, I am very sad, because
      >  they seem to be so avoidable.
      >  I will miss Scott.  I'm am sorry he misjudged the situation, and let it
      >  get
      >  out of control (if these facts
      >  are accurate).
      >
      >   Training, people, training!!  Having crashed an ultralight similar to
      >  these circumstances, all I can say
      >  is these accidents can be avoided, or at least minimized with proper flig
      > ht
      >  education.
      >
      >   These are the facts as I've been able to acertain.  If anyone knows mor
      > e,
      >  please share it with us.
      >  If I've mistated something, please correct the record.
      >
      >  Best regards to all,
      >  Mike Welch
      >
      >
      >  *
      >
      >  href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronic
      > s.com/Navigator?Kolb-List
      >  href="http://forums.matronics.com">http://forums.matronics.com
      >  href="http://www.matronics.com/contribution">http://www.matronics.com/c
      > *
      >
      >  *
      >
      >  *
      >
      >
      > -
      > ulu Delta
      > olb Mk IIIC
      > 82 Gray head
      > .00 C gearbox
      >  blade WD
      > hanks, Homer GBYM
      > It is not bigotry to be certain we are right; but it is bigotry to be unab
      > le
      > o imagine how we might possibly have gone wrong.
      > - G.K. Chesterton
      > ________________________________  Message 17  ____________________________
      > ________
      >
      > ubject: Re: Kolb-List: Scott Thompson's accident
      > rom: Daniel Myers 
      > Mike=2C my uncle died in my kolb and no one knows what happened except
      >  for
      > im. Kolbs Are great planes but are very unforgiving. I continue to fly Kol
      > s only because I know not to get close to that stall speed. I have only ow
      > ed two Kolbs but I know the limits..this guy was on his first flight=2C
      >  it
      > s a terrible situation because he didn't know the kolb and it's limits.
      > aniel
      > Sent from my iPhoned
      > On Sep 16=2C 2010=2C at 11:06 PM=2C Mike Welch <mdnanwelch7@hotmail.
      > com> wr
      > te:
      > > >Mike W:
      >
      >  >Have you discussed your findings with the NTSB?
      >
      >  >Maybe your information would help in their investigation and their deter
      > ination of >the cause of the accident.
      >
      >  >john h
      >  >mkIII
      >
      >  John H=2C
      >
      >   No=2C I haven't=2C but I will be calling them tomorrow.  But the fa
      > ct i
      > =2C I shared
      >  what little information I dug up=2C and packaged into one concise email
      > .
      > The
      >  information I gathered was either reading it in news articles relating to
      > the
      >  crash (in otherwords...public information)=2C my emails with Scott=2C
      >  jus
      >  prior
      >  to his flight=2C and telephone conversations with a couple of Kolb list
      >  m
      > mbers.
      >
      >    I'm simply trying to save lives.  Do you have a problem with my discus
      > ion?
      >  Am I supposed to contact that NTSB to show a concern for Kolb pilots?
      >
      >  Mike Welch
      >
      >
      > ========
      > ========
      > ========
      > ========
      >
      > ________________________________  Message 18  ____________________________
      > ________
      >
      > rom: Mike Welch 
      > ubject: RE: Kolb-List: Scott Thompson's accident
      >
      > ike=2C my uncle died in my kolb and no one knows what happened except fo
      > r
      > im. Kolbs Are great planes but are very unforgiving. I continue to fly Kol
      > s only because I know not to get close to that stall speed. I have only ow
      > ed two Kolbs but I know the limits..this guy was on his first flight=2C
      >  it
      > s a terrible situation because he didn't know the kolb and it's limits.
      > aniel
      > Daniel=2C
      >  You are exactly right (with your last statement).  I am afraid it is pos
      > s
      > ble it is as simple as
      > e may have simply misjudged what he was doing.  Of course=2C we will nev
      > er
      > know the whole truth now.
      >  It is only my intention to help educate those of us who fly=2C or are
      >  yet
      > to fly=2C their Kolb aircraft.
      > rashing and dieing does little good to both the families left behind and
      >  t
      > e reputation of the aircraft.  I
      > ould like to reduce the damage by analyzing what we know=2C and learn fr
      > om
      > our errors.  Believe it or
      > ot=2C there may be people who have a problem with that.
      > Mike Welch
      > y condolences regarding your uncle=2C Daniel.
      >
      >
      > -=======================
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      >
      >
      > ________________________________  Message 4
      > _____________________________________
      >
      >
      > Subject: Kolb-List: Re: Upgrading from current 4.00-6 "Garden" tires.
      > From: "gotime242" <dylanshine(at)gmail.com>
      >
      >
      > Thanks, i just wanted to be sure it was ok/safe to go wider than
      > recommended
      > or
      > than the width of the rim since there is only 4.00's on there now.
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=312833#312833
      >
      >
      > ________________________________  Message 5
      > _____________________________________
      >
      >
      > Subject: Re: Kolb-List: Re: kolb stall
      > From: Richard Neilsen <neilsenrm(at)gmail.com>
      >
      > Hey All
      >
      > There has been a lot of good discussion since Scott's tragic accident. My
      > concern is that it leaves the impression that there is a problem or bad
      > flight characteristic with our airplanes which there is not.
      >
      > I'm not a major high time pilot but I have had the opportunity to fly quite
      > a few different airplanes and none are as good as our Kolbs. Our planes
      > have
      > tremendous short field capabilities that when fully utilized (flaps and no
      > power landings) does require a high level of precision. Pilots new to the
      > Kolb flight characteristics will have problems with these flight
      > characteristics no matter how skilled they are in other aircraft. Land with
      > power and stay away from the flaps till you get very good at it. Then very
      > gradually land with less power OR using more flaps. Don't progress too
      > quickly. I have a set of fully retracted Kolb landing gear legs that I bent
      > when I progressed to full flaps and no power way too quickly.
      > Flight instructors not used to our Kolbs don't train us how to handle our
      > Kolbs properly/safely. I recently got my check ride with a GA instructor in
      > my Kolb. I was praised for how well I flew the plane in everything but how
      > I
      > flew very short final. He felt I rounded out way too low and with too much
      > airspeed. I think this is a very common mistake that most non
      > Kolb instructors will make. Let me also explain I did fly a bit faster
      > approach rounded out lower because my instructor was a good 100 lbs heaver
      > than anyone I had ever flown in my plane and I was using a very long 2500
      > ft
      > grass strip. Yes we were a bit over gross weight.
      >
      > Rick Neilsen
      > 1st Redrive VW Powered MKIIIC
      >
      > ________________________________  Message 6
      > _____________________________________
      >
      >
      > From: Dana Hague <d-m-hague(at)comcast.net>
      > Subject: Re: Kolb-List: Re: kolb stall
      >
      >
      > --------------------------------------------------
      > "John Hauck"  wrote:
      > (09/17/2010 16:35)
      >
      > > I know nothing of the results of the investigations, but a Kolb in a nose
      > > high attitude that runs out of airspeed will drop the nose and normally a
      > > wing....
      >
      > Especially if it's a new airplane that might not be properly trimmed
      > out yet.
      >
      > -Dana
      >
      >
      > ________________________________  Message 7
      > _____________________________________
      >
      >
      > From: Mike Welch <mdnanwelch7(at)hotmail.com>
      > Subject: Kolb-List: airspeed indicator calibration
      >
      >
      > Kolb guys=2C
      >
      >  I am in the process of installing all the instruments in my MkIII.  One o
      > f the
      > instruments is an analog airspeed indicator.  It's a standard=2C typical ty
      > pe of indicator that uses
      > ram air to determine it's reading=2C by way of a pitot tube.
      >
      >  Out of the box=2C I can't imagine it can be very accurate=2C can it?  I m
      > ean=2C everybody will have
      > their own unique design in installing one of these=2C so I would think that
      >  each installation would
      > be off a little from someone else's installation.  Or=2C are they much more
      >  uniform in their
      > readings?
      >
      >  I have the exact placement in my panel and the routing of the tubing pret
      > ty much figured out.
      >
      >  For those guys that have installed an airspeed indicator=2C did you calib
      > rate it in any way first=2C
      > or did you just stick it in the plane and live with whatever reading it say
      > s once you start
      > flying the plane?
      >
      >  I thought what I would do is essentially build the whole system=2C and ge
      > t someone to drive
      > a car down the road=2C with me hanging the A/S indicator's pitot tube out t
      > he window.  While this
      > may seem somewhat silly=2C at least I could an idea how accurate it might b
      > e.  At least it's a start=2C
      > right?  Has anybody done this??  Or is it a waste of time?
      >
      >  For an instrument that has so much riding on it=2C and if new=2C hasn't r
      > eally proven itself for
      > accuracy=2C it seems to me a guy ought to verify in some way it comes "clos
      > e" to the correct
      > airspeed.
      >
      >  Any thoughts or experiences would be greatly appreciated.  Thanks
      >
      > Mike Welch
      > MkIII
      >
      >
      > ________________________________  Message 8
      > _____________________________________
      >
      >
      > From: Dana Hague <d-m-hague(at)comcast.net>
      > Subject: Re: Kolb-List: airspeed indicator calibration
      >
      >
      > The instrument itself should be quite accurate, but pressure
      > variations at the pitot and static sources can throw it way off.  The
      > pressure field around a moving car will make any such calibration
      > meaningless, too.  Put it in the plane.  You can use your GPS to
      > calibrate it on a dead calm day, or average readings into and with a
      > steady wind.
      >
      > -Dana
      >
      > --------------------------------------------------
      > Mike Welch  wrote:
      > (09/18/2010 18:35)
      >
      > >
      > > Kolb guys,
      > >
      > >   I am in the process of installing all the instruments in my MkIII.  One
      > of
      > the
      > > instruments is an analog airspeed indicator.  It's a standard, typical
      > type of
      > indicator that uses
      > > ram air to determine it's reading, by way of a pitot tube.
      > >
      > >   Out of the box, I can't imagine it can be very accurate, can it?  I
      > mean, everybody
      > will have
      > > their own unique design in installing one of these, so I would think that
      > each
      > installation would
      > > be off a little from someone else's installation.  Or, are they much more
      > uniform
      > in their
      > > readings?
      > >
      > >   I have the exact placement in my panel and the routing of the tubing
      > pretty
      > much figured out.
      > >
      > >   For those guys that have installed an airspeed indicator, did you
      > calibrate
      > it in any way first,
      > > or did you just stick it in the plane and live with whatever reading it
      > says
      > once you start
      > > flying the plane?
      > >
      > >   I thought what I would do is essentially build the whole system, and
      > get
      > someone
      > to drive
      > > a car down the road, with me hanging the A/S indicator's pitot tube out
      > the window.
      > While this
      > > may seem somewhat silly, at least I could an idea how accurate it might
      > be.
      > At least it's a start,
      > > right?  Has anybody done this??  Or is it a waste of time?
      > >
      > >   For an instrument that has so much riding on it, and if new, hasn't
      > really
      > proven itself for
      > > accuracy, it seems to me a guy ought to verify in some way it comes
      > "close" to
      > the correct
      > > airspeed.
      > >
      > >   Any thoughts or experiences would be greatly appreciated.  Thanks
      > >
      > > Mike Welch
      > > MkIII
      > >
      > >
      > >
      > >
      >
      >
      > ________________________________  Message 9
      > _____________________________________
      >
      >
      > Subject: Kolb-List: Re: airspeed indicator calibration
      > From: "Richard Pike" <richard(at)bcchapel.org>
      >
      >
      > IMO, it is almost impossible to calibrate an airspeed indicator unless it
      > is
      > in
      > the airplane, because of the variables involved in each installation. When
      > we
      > first flew the FSII, we had screwy airspeed readings, and it turned out we
      > had
      > two problems: one was with the indicator, the other was the pitot location.
      > Fixed the location of the pitot, but the numbers were till odd, so tried an
      > experiment.
      >
      >
      > Strapped a piece of 1 1/2" aluminum tubing onto the roof rack of the Jeep
      > so
      > that
      > the forward end was ahead of and well above the hood (no bow wave allowed)
      > and ran a piece of vinyl tubing to the airspeed indicator. Wrote down the
      > numbers
      > at various speeds, then swapped out the airspeed indicator with another
      > that
      > was known to be good, did it again, and there was quite a disparity.
      >
      > But all that did was prove that the original airspeed indicator was bad.
      > Bought
      > a new one and put it in the airplane and flew it, and compared it to the
      > GPS.
      > It was good enough that we left it alone.
      >
      > Wonder if we hurt it in the wreck? Guess we'll find out in a couple months.
      >
      > Richard Pike
      > MKIII N420P (420ldPoops)
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=312875#312875
      >
      >
      > ________________________________  Message 10
      > ____________________________________
      >
      >
      > Subject: Kolb-List: Re: Here's what I have gathered;
      > From: "R. Hankins" <rphanks(at)grantspass.com>
      >
      >
      > "The kolb stall is very unforgiving-trust me... "
      >
      > h20maule,  Your statement is incorrect.  It should read: "The stall of my
      > kolb
      > is very unforgiving-trust me... ".
      >
      > I have never flown your kolb, but I have flown 2 MarkIIIs, 4 firestars and
      > a
      > Kolbra
      > and none of them had unforgiving stall characteristics.  The worst one was
      > mine when I had the VGs mounted too far back.  This was the only kolb I
      > have
      > flown that had a sharp stall break, but recovery was still quick,
      > straightforward
      > and uneventful.  Moving the VGs forward gave me back my gentle airplane.
      >
      > Unforgiving is a pretty subjective term.  Can you describe what it is
      >  about
      > stalls
      > in your kolb that makes them less than desirable?  Maybe there is something
      > unique about your plane that can be changed to improve its handling?
      >
      > --------
      > Roger in Oregon
      > 1992 KXP 503 - N1782C
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=312882#312882
      >
      >
      
      
      -- 
      Zulu Delta
      Kolb Mk IIIC
      582 Gray head
      4.00 C gearbox
      3 blade WD
      Thanks, Homer GBYM
      
      It is not bigotry to be certain we are right; but it is bigotry to be unable
      to imagine how we might possibly have gone wrong.
       - G.K. Chesterton
      
________________________________________________________________________________
Subject: 
Re: airspeed indicator calibration
From: 
"Thom Riddle" <riddletr(at)gmail.com>
Date: 
Sep 19, 2010
      
      
      Another way to test the ASI itself is with a manometer which you can build easily
      enough but Richard Pike's method was probably more fun.
      
      On my Slingshot, the most accurate airspeed indication was achieved by having two
      static sources. One is the standard opening in the aft end of the static tube
      portion of the combo pitot/static tube. The static tube going from there to
      the back of the ASI also has an open Tee fitting in it to read the ambient pressure
      in the nose cone. The average of these two soruces give results that are
      equal to TAS at a density altitude of 1500', which is quite close enoughin my
      book.
      
      On the Allegro 2000 SLSA I once part owned, I was able to adjust the indication
      by altering the static pressure perceived by the instrument. In this case there
      were two static ports, one on each side of the fuselage. From the factory it
      indicated as much as 13% faster than it should have, which meant that the static
      pressure was lower than it should have been. Since the static ports were
      flush with the fuselage, I put a spot of RTV just aft of the static ports creating
      a slightly higher pressure area at the ports. After a few trial and error
      modifications of the size of the RTV bump, I got the IAS to read within 2% throughout
      the normal speed range. 
      
      Getting an accurate airspeed indication is sometimes a bit of an art but mostly
      just trial and error, one of the joys of experimenting.
      
      --------
      Thom Riddle
      Buffalo, NY (9G0)
      Kolb Slingshot SS-021
      Jabiru 2200A #1574
      Tennessee Prop 64x32
      
      
      Everyone is entitled to his own opinion, but not his own facts.
      Daniel Patrick Moynihan
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312899#312899
      
      
________________________________________________________________________________
Subject: 
Re: airspeed indicator calibration
From: 
robert bean <slyck(at)frontiernet.net>
Date: 
Sep 19, 2010
      
      
      > On your first ride in your new bird keep one eye on the ASI during takeoff. 
      The speed you see just
      at the point you can coax it off the ground will suffice for an initial stall speed.
      The actual numbers are not as important as stability and repeatability.  My pitot
      will sometimes get
      a bug in it even though I plug it.  You can tell because the needle will stutter
      a bit and then suddenly start
      indicating again.  I figure mine is off some but that is WAY down on my list of
      things to do.
      
      It's like your age, knowing it won't change it. 
      BB
      
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: airspeed indicator calibration
From: 
"olendorf" <olendorf(at)gmail.com>
Date: 
Sep 19, 2010
      
      
      Thom Riddle wrote:
      > .., the most accurate airspeed indication was achieved by having two static sources.
      One is the standard opening in the aft end of the static tube portion
      of the combo pitot/static tube. The static tube going from there to the back of
      the ASI also has an open Tee fitting in it to read the ambient pressure in the
      nose cone. The average of these two soruces give results that are equal to
      TAS at a density altitude of 1500', which is quite close enoughin my book.
      
      
      That is exactly what I did also.  It happened to be very accurate.  When I take
      my doors off though it reads about 10mph too low.
      
      --------
      Scott Olendorf 
      Original Firestar, Rotax 447, Powerfin prop
      Schenectady, NY
      http://sites.google.com/site/kolbfirestar/
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312914#312914
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Simple Info
Date: 
Sep 19, 2010
      
      
       > I have decided to unsubscribe to the Matronics lists, there is nearly no
      > traffic and no content to red.
      >
      > Chris Norman, CEO
      > www.digitalrealitycorp.com
      >
      > owner www.goflying.co
      
      
      Well, Chris Norman, CEO, are you a Kolb builder and flyer?
      
      I know a good "proof reeding" web page you might enjoy.  ;-)
      
      BTW:  Gary Haley and Henry Curd departed the Rock House this morning for 
      Houston.  Gary is a MKIII owner.
      Ken Korenik, former FS owner and flyer, departed next for DFW area.
      Mike and Jan Marker, FS owner and flyer, departed last for Blanding, UT, and 
      Los Lunas, NM.
      Boyd Young departed for Brigham City, UT, last Friday, in his MKIII.
      Roger Hankins will arrive the Rock House today.  Roger flies a Kolb KXP. 
      Roger's KXP does not have an unforgiving stall.  Neither does my MKIII.
      
      john h - CEO of hauck's holler, alabama
      mkIII
      Rock House, OR 
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: airspeed indicator calibration
Date: 
Sep 19, 2010
      
      
      > It's like your age, knowing it won't change it.
      > BB
      
      
      Bob B/Gang:
      
      I like my ASI reading high.  Watching that needle indicating 90 when it is 
      flying 60 is exhilarating.
      
      I don't think anyone has mentioned during this ASI thread that is the ASI is 
      serviceable, but not calibrated to the aircraft, no matter what the 
      indicated airspeed is at stall, it will always stall at that indicated 
      airspeed under the same conditions.
      
      I once asked Steve Whitman at Sun and Fun 1993, how he calibrated his ASI, 
      what static airpressure source he used.  His replay was, "Right out the back 
      of the instrument."  Said he was not concerned with his true airspeed and 
      the stall speed was always the same.
      
      He did share with me that the cut the pitot tube at a 45 deg angle.  Thought 
      that would give him a better indication at high angles of attack and slow 
      airspeeds.
      
      john h
      mkIII
      Rock House, OR 
      
      
________________________________________________________________________________
Date: 
Sep 19, 2010
From: 
"Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: 
Re: kolb stall
      
      
      Kolbers,
      
      A couple of comments.  VG's will move the center of lift a little to the 
      rear.  Also different planes of the same model will stall differently due to 
      differences in cg.  Moving them to the rear will give a more gentle break 
      and/or mush.  Move them forward, and the stall will be more pronounced.
      
      Jack B. Hart FF004
      Winchester, IN
      
      
________________________________________________________________________________
Subject: 
Re: Any KOLBs in South Florida?
From: 
"gotime242" <dylanshine(at)gmail.com>
Date: 
Sep 19, 2010
      
      
      Hello all, 
      
      Just wanted to revive this thread from the dead. 
      
      Anyone still flying around S FL? I fly a FS 2 out of lantana airport and live in
      west palm beach. It would be cool to meet up with some other kolb flyers. 
      
      Ill be flying mine for a couple more months and then probably selling it. Its very
      airworthy, just not very pretty which is what i intend to change. 
      
      Anyway...let me know!
      
      -Dylan
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312922#312922
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Re: airspeed indicator calibration
Date: 
Sep 19, 2010
      
      
      > no matter what the indicated airspeed is at stall=2C it will always stall
       at that indicated 
      > airspeed under the same conditions.
      > john h
      > mkIII
      > Rock House=2C OR 
      
      John=2C guys=2C
      
        You're right=2C John=2C and this IS an important point.  When the A/S ind
      icator is on it's
      very first test flight=2C one would likely want to establish it's exact rea
      ding while testing 
      an aircraft's stall speed.  We want the "indicated aispeed" (IAS)=2C regard
      less of whether or 
      not the A/S indicator is accurate for all flight speeds.  If it read 35=2C 
      or 62=2C or whatever...(at stall)=2C 
      that's going to be that magic number to stay well above when shooting the f
      irst landing.  Yes?
      
        Having never "test" flown anything=2C I would think the very first thing 
      a guy would do is 
      take the airplane to a safe altitude (2500'+ agl) and cafefully find the st
      all=2C or possibly the 
      beginning of the stall=2C and note what his A/S indicator is reading.  The 
      FAA reg that Rick G. shared 
      with us seemed to be very good advice.  At least to me=2C I would think bef
      ore a guy tried to land 
      his newly completed plane=2C he would want to know the indicated airspeed (
      IAS)=2C and do his 
      darndest to stay above it.  I have heard from some that 1.5 X IAS (at stall
      ) would be a good 
      choice in the early stages of flight testing.  
      
      Mike Welch
      
         		 	   		  
      
________________________________________________________________________________
Date: 
Sep 19, 2010
From: 
william sullivan <williamtsullivan(at)att.net>
Subject: 
Re: Airspeed indicator calibration
      
      
      - Just an opinion from an observer with no experience.- It doesn't matt
      er if the indicator is exact, as long as it's consistant.- You will still
       have to determine take-off speed, stall speed, and safe landing speed base
      d on the readings that the instrument is giving.- The indicator should be
       reliable, consistant, and reasonably quick to respond.- If it gives the 
      same readings every time, it only applies to your plane, anyway.- Other t
      han for navigation purposes, and comparison purposes, I don't think it matt
      ers.- Somebody correct me on this.- And, there is always a Hall meter i
      f you want to check.- $20, I think.
      -
      -------------------------
      ------------------- Bill Sullivan
      -------------------------
      ------------------- Windsor Locks, Ct
      .
      -------------------------
      ------------------- FS 447
      -
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: airspeed indicator calibration
Date: 
Sep 19, 2010
      
      Mike W/Gang:
      
      Yes, about as basic as you can get to keep on flying.
      
      I said earlier, I periodically stall my mkIII, in different 
      configurations, to keep me informed of the current stall speed.
      
      Homer Kolb recommended in the 1984 Ultrastar Builders Guide to climb to 
      1,000 feet AGL on the first flight and check stall speed.
      
      Stalling a Kolb is about as simple a maneuver as one can perform in an 
      airplane.  Bring the power back to idle, bleed off airspeed until it 
      stalls.  Probably all you will get is a little burble as it reaches 
      mush/stall speed and continue flying, either with a nug of the forward 
      stick, or nothing at all.  About the only way I can get my Kolbs to do a 
      classic drop the nose and fall out of the sky type stall is chop power, 
      pull the nose up as high as I can until the airspeed bleeds off to about 
      zero and the Kolb falls out of the sky.  Even then, a little forward 
      stick and she will fly immediately.
      
      I believe one of the problems with inadvertently stalling a Kolb close 
      to the ground is the conditioned reflex to pull the stick back to make 
      it fly, because pushing the nose down close to the ground is unnatural.
      
      Enjoying some cooler weather and overcast sky for the first time at the 
      Rock House.
      
      john h
      mkIII
          At least to me, I would think before a guy tried to land 
        his newly completed plane, he would want to know the indicated 
      airspeed (IAS), and do his 
        darndest to stay above it.  I have heard from some that 1.5 X IAS (at 
      stall) would be a good 
        choice in the early stages of flight testing.  
         
        Mike Welch
         
      
________________________________________________________________________________
From: 
robert bean <slyck(at)frontiernet.net>
Subject: 
Re: airspeed indicator calibration
Date: 
Sep 19, 2010
      
      
      > 
      > There are two methods of take off:  the zoomie-zoomie type that RVs 
      use on paved runways and
      the coax it off that old taildraggers use on grass.  The zoomie guys 
      like a (10%?) margin before they rotate like the
      big commercial tin cans.   Due to circumstances the minimum/at stall 
      method is more appropriate for
      grass strips, especially if you have limited horsepower.
      Not so fancy strips may be a little bumpy which is to your advantage.  
      That last bump will launch you into the
      barely flying zone.  Now you can pick up a little speed in ground effect 
      before resuming a climb.  
      This is especially important when flying out of deep or wet snow.  
      -otherwise you may remain ground bound.
      
      Also a great technique for escaping from that plowed field that you had 
      to plop into when the noise maker stopped.
      I hate those big rocks.
      
      It's really quite harmless to stagger the bird off the ground.  Remember 
      the earth is still only a few inches away.
      Can't get hurt.
      BB
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Sep 19, 2010
From: 
chris davis <capedavis(at)yahoo.com>
Subject: 
Re: RE: Kolb-List Digest: 10 Msgs - 09/18/10
      
      
      No Traffic , I have 27050 emails from the matronics lists I am on Thats The 
      TRAFFIC I have for the last 12 months, enough for me but maybe your 
      requirements are higher?
      Chris Davis
      KXP 503 492 hrs
      Glider Pilot
      Disabled from crash building Firefly 
      
      
      ----- Original Message ----
      From: Go Flying <flying(at)goflying.co>
      Sent: Sun, September 19, 2010 3:52:28 AM
      Subject: Kolb-List: RE: Kolb-List Digest: 10 Msgs - 09/18/10
      
      
      I have decided to unsubscribe to the Matronics lists, there is nearly no
      traffic and no content to red.
      
      Chris Norman, CEO
      www.digitalrealitycorp.com
      
      owner www.goflying.co 
      
      -----Original Message-----
      From: owner-kolb-list-server(at)matronics.com
      [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Kolb-List Digest
      Server
      Sent: Sunday, September 19, 2010 1:58 AM
      Subject: Kolb-List Digest: 10 Msgs - 09/18/10
      
      *
      
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      two Web Links listed below. The .html file includes the Digest formatted 
      in HTML for viewing with a web browser and features Hyperlinked Indexes 
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           ----------------------------------------------------------
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                         ---
                Total Messages Posted Sat 09/18/10: 10
           ----------------------------------------------------------
      
      
      Today's Message Index:
      ----------------------
      
        1. 03:12 AM - Re: Scott Thompson's accident (Fran Losey)
        2. 03:36 AM - Re: Scott Thompson's accident (william sullivan)
        3. 05:34 AM - Re: Kolb-List Digest: 18 Msgs - 09/16/10
      (icrashrc(at)aol.com)
        4. 07:02 AM - Re: Upgrading from current 4.00-6 "Garden" tires.
      (gotime242)
        5. 07:05 AM - Re: Re: kolb stall (Richard Neilsen)
        6. 07:16 AM - Re: Re: kolb stall (Dana Hague)
        7. 03:41 PM - airspeed indicator calibration (Mike Welch)
        8. 05:02 PM - Re: airspeed indicator calibration (Dana Hague)
        9. 07:28 PM - Re: airspeed indicator calibration (Richard Pike)
        10. 09:27 PM - Re: Here's what I have gathered; (R. Hankins)
      
      
      ________________________________ Message 1
      _____________________________________
      
      
      From: Fran Losey <loseyf(at)comcast.net>
      Subject: Re: Kolb-List: Scott Thompson's accident
      
      On 9/17/2010 12:57 AM, Mike Welch wrote:
      > Mike, my uncle died in my kolb and no one knows what happened except 
      > for him. Kolbs Are great planes but are very unforgiving. I continue 
      > to fly Kolbs only because I know not to get close to that stall speed. 
      > I have only owned two Kolbs but I know the limits..this guy was on his 
      > first flight, it's a terrible situation because he didn't know the 
      > kolb and it's limits.
      > Daniel
      >
      > Daniel,
      > You are exactly right (with your last statement). I am afraid it is 
      > possible it is as simple as
      > he may have simply misjudged what he was doing. Of course, we will 
      > never know the whole truth now.
      > It is only my intention to help educate those of us who fly, or are 
      > yet to fly, their Kolb aircraft.
      > Crashing and dieing does little good to both the families left behind 
      > and the reputation of the aircraft. I
      > would like to reduce the damage by analyzing what we know, and learn 
      > from our errors. Believe it or
      > not, there may be people who have a problem with that.
      > Mike Welch
      > My condolences regarding your uncle, Daniel.
      > *
      >
      >
      > *
      Mike and all,
      
      Although some bantering seems to occur when sensitive discussions are 
      placed in the forum, I truly appreciate all feedback from all parties, 
      as I feel it refreshes my awareness as a pilot, and allows me to step 
      back for a minute, think about points that are stated, and reflect how 
      I would have handled (or not) such a situation. When this forum stops 
      these healthy (and surely painful) discussions, I will most likely leave 
      it...
      
      I am in the middle of building right now, and although I did not know 
      Scott personally, can say I appreciated his contributions on this forum, 
      and felt in my gut he was a person that would give you the shirt off his 
      back, asking nothing in return.
      
      Thanks for sharing, and listening. RIP Scott.
      
      -- 
      Sincerely, Fran Losey www.mykitlog.com\loseyf
      
      ________________________________ Message 2
      _____________________________________
      
      
      From: william sullivan <williamtsullivan(at)att.net>
      Subject: Kolb-List: Re: Scott Thompson's accident
      
      - I think the current thread on the accident is good for the List.- Con
      jecture will bring awareness of the peculiarities of the handling of low dr
      ag, high lift, low weight aircraft.- The NTSB will eventually give the pa
      rticulars.- Both will be good for all.- I hope someone will maintain Sc
      ott's web site, as it is an excellent reference.- We all are going to mis
      s him.
      -
      -------------------------
      -------------------------
      Bill Sullivan
      -------------------------
      -------------------------
      -Windsor Locks, Ct.
      -------------------------
      -------------------------
      FS 447
      
      ________________________________ Message 3
      _____________________________________
      
      
      Subject: Kolb-List: Re: Kolb-List Digest: 18 Msgs - 09/16/10
      From: icrashrc(at)aol.com
      
      For those of you who don't know me, I am Scott's wife. I can assure you th
      at when he was flying around the pattern that he tested the stall speed.
      He gave me a list of the things he would do on his intial flight. One of
      those was stall speed.
      
      
      -----Original Message-----
      From: Kolb-List Digest Server <kolb-list(at)matronics.com>
      Sent: Fri, Sep 17, 2010 2:57 am
      Subject: Kolb-List Digest: 18 Msgs - 09/16/10
      
      
      *
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      Today's complete Kolb-List Digest can also be found in either of the 
      wo Web Links listed below. The .html file includes the Digest formatted
      
      n HTML for viewing with a web browser and features Hyperlinked Indexes 
      nd Message Navigation. The .txt file includes the plain ASCII version 
      f the Kolb-List Digest and can be viewed with a generic text editor 
      uch as Notepad or with a web browser. 
      HTML Version:
        http://www.matronics.com/digest/digestview.php?Style=82701&View=ht
      ml&Chapter 10-09-16&Archive=Kolb
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           ----------------------------------------------------------
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                        ---
                Total Messages Posted Thu 09/16/10: 18
           ----------------------------------------------------------
      
      
      oday's Message Index:
      ---------------------
      
        1. 05:51 AM - That pesky ELSA re-registration problem (Richard Girard
      )
        2. 10:36 AM - Annual Condition Inspection checklist for Kolbra (Ralph
      B)
        3. 11:24 AM - Re: Annual Condition Inspection checklist for Kolbra (R
      alph 
      )
        4. 11:52 AM - Scott Thompson's accident (Mike Welch)
        5. 02:04 PM - Re: Scott Thompson's accident (Mike Welch)
        6. 02:20 PM - Re: Scott Thompson's accident (PCKing)
        7. 02:41 PM - my email address (Mike Welch)
        8. 04:51 PM - Here's what I have gathered; (Mike Welch)
        9. 05:36 PM - Re: Here's what I have gathered; (ces308)
       10. 05:42 PM - Re: Here's what I have gathered; (Ralph B)
       11. 07:25 PM - Re: Here's what I have gathered; (PCKing)
       12. 07:47 PM - Re: Scott Thompson's accident (John Hauck)
       13. 07:56 PM - Re: Here's what I have gathered; (Mike Welch)
       14. 08:03 PM - Re: Scott Thompson's accident (Daniel Myers)
       15. 08:09 PM - Re: Scott Thompson's accident (Mike Welch)
       16. 09:27 PM - Re: Here's what I have gathered; (Richard Girard)
       17. 09:39 PM - Re: Scott Thompson's accident (Daniel Myers)
       18. 10:01 PM - Re: Scott Thompson's accident (Mike Welch)
      
      
      _______________________________ Message 1 ______________________________
      _______
      
      ubject: Kolb-List: That pesky ELSA re-registration problem
      rom: Richard Girard 
      After much thought about how to make it legal to re-register an ELSA that
      he owner has allowed the registration to expire under the terms of the new
      ule I sent the following to the applicable FAA personnel this morning.
      "Dear Sirs, There is a problem with the new rule for triennial
      e-registration of aircraft when it is applied to experimental light sport
      ircraft (ELSA) that were registered under the provisions of FAR 21.191
      (1).
      f an owner of an ELSA fails to re-register during the applicable period an
      d
      he registration expires there is no legal means to register the aircraft
      gain.
      AR 21.191 i(1) expired on January 3, 2008. Form 8050-88A (Affidavit of
      wnership) that is required to be filed along with 8050-1 to register an
      LSA has been revised so that the only two options for registering an ELSA
      re through FAR 21.191 i(2) (aircraft built from a kit of a qualifying
      pecial light sport aircraft (SLSA)) and FAR 21.190 (essentially for
      anufacturers who need to register a prototype to do compliance testing of
      n SLSA).
      believe there is a simple way to fix this problem. Revise form 8050-88A
      to
      nclude an option to the effect, "this aircraft was previously registered
      as
      _______ under the provisions of FAR 21.191 i(1) and the paperwork is on
      ile with the FAA". I believe wording like this or similar would allow an
      rrant owner to re-register the aircraft following expiration with a minimu
      m
      f problems and prevent those who might try to use the provision to registe
      r
      n aircraft that had not previously been registered.
      hank you for your time."
      I did this after spending a good portion of yesterday morning talking and
      riting to various officials in the FAA about the problem. It occurred to
      me
      ate last night that the easiest way to get something fixed when there is
      a
      roblem is to present a solution to those who can remedy it. What the heck,
      t's worth a try.
      Rick Girard
      -- 
      ulu Delta
      olb Mk IIIC
      82 Gray head
      .00 C gearbox
      blade WD
      hanks, Homer GBYM
      It is not bigotry to be certain we are right; but it is bigotry to be unab
      le
      o imagine how we might possibly have gone wrong.
      - G.K. Chesterton
      ________________________________ Message 2 _____________________________
      ________
      
      ubject: Kolb-List: Annual Condition Inspection checklist for Kolbra
      rom: "Ralph B" 
      
      ravis Brown from Kolb asked it I would post the Annual Condition inspectio
      n 
      hecklist
      or the Kolbra. This checklist will work for other Kolbs too.
      Ralph B
      --------
      alph B
      riginal Firestar 447
      91493 E-AB
      000 hours
      3 years flying it
      olbra 912UL
      20386
      years flying it
      20 hrs
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312658#312658
      
      ttachments: 
      http://forums.matronics.com//files/annual_inspection_checklist_179.doc
      
      _______________________________ Message 3 ______________________________
      _______
      
      ubject: Kolb-List: Re: Annual Condition Inspection checklist for Kolbra
      rom: "Ralph B" 
      
      fter the inspection is finished, post these words in the aircraft logbook:
      date
      I certify this aircraft has been inspected in accordance with the scope
      nd detail of appendix D to Part 43 and found to be in a condition for safe
      peration.
      Flight time: XXX.X hours
      
      ame of inspector
      ert #xxxxxxxx
      --------
      alph B
      riginal Firestar 447
      91493 E-AB
      000 hours
      3 years flying it
      olbra 912UL
      20386
      years flying it
      20 hrs
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312666#312666
      
      _______________________________ Message 4 ______________________________
      _______
      
      rom: Mike Welch 
      ubject: Kolb-List: Scott Thompson's accident
      
      olb guys=2C
       I have tried to find out exactly what happened to cause Scott's fatal cr
      a
      h.
      hy? Because it matters a HELL of a lot to me!! At first=2C I thought
      I'd
      share what
      've found with the entire list=2C then=2C I thought someone may gripe
      abou
      it.
       So=2C if anyone wants to know some of the details about what happened
      =2C 
      ncluding
      hat Scott and I discussed a few days prior to his maiden flight=2C email
      m
      off
      he Kolb list=2C and I will share with you what I have found out.
      Mike Welch          
      ________________________________ Message 5 _____________________________
      ________
      
      rom: Mike Welch 
      ubject: RE: Kolb-List: Scott Thompson's accident
      
      ist members=2C
       I've had a few guys check in=2C but I'm waiting a little while for
      few more before we get the conversation going.
       The primary reason is for the 'off-list' discussion is I can picture 
      omeone asking me "who the hell do you think you are.....?" Me? Nobody.
      ust a friend of Scott's that would like to figure out what happened=2C
      hat's all. I sick and damn tired of hearing about my Kolb buddies
      ieing. I'd like to find out why they died...and do my best not to repeat
      heir 'mistakes'=2C without trying to pass judgement on them.
      Mike Welch          
      ________________________________ Message 6 _____________________________
      ________
      
      rom: "PCKing" 
      ubject: Re: Kolb-List: Scott Thompson's accident
      
      ike, 
      You may not have received many offline requests because everyone on the 
      ist doesn't have your email address. 
      I met Scott at AirVenture this year. We spoke about where to source 
      ileron and flap control seals. I was sad to hear that he'd passed away 
      est flying something he was so proud of. 
      I'd like to know what happened. 
      Peter C. King
      c.king(at)comcast.net
      
      ----- Original Message ----- 
      From: Mike Welch 
      Sent: Thursday, September 16, 2010 5:00 PM
      Subject: RE: Kolb-List: Scott Thompson's accident
      
      List members,
      
       I've had a few guys check in, but I'm waiting a little while for
      a few more before we get the conversation going.
      
       The primary reason is for the 'off-list' discussion is I can picture 
       someone asking me "who the hell do you think you are.....?" Me? 
      obody.
      Just a friend of Scott's that would like to figure out what happened,
      that's all. I sick and damn tired of hearing about my Kolb buddies
      dieing. I'd like to find out why they died...and do my best not to 
      epeat
      their 'mistakes', without trying to pass judgement on them.
      
      Mike Welch
      
      _______________________________ Message 7 ______________________________
      _______
      
      rom: Mike Welch 
      ubject: Kolb-List: my email address
      
      y email address is=3B mdnanwelch7(at)hotmail.com (don't forget the '7'!!
      !)
      Mike Welch          
      ________________________________ Message 8 _____________________________
      ________
      
      rom: Mike Welch 
      ubject: Kolb-List: Here's what I have gathered;
      
      ist members=2C I have had many members ask me to bring this subject mat
      te
      out in the
      pen. Plus=2C there are way too many people now=2C for me to reply to.
       (a
      proaching 30+)
      ere is what I have this far!!
       My initial thought was to discuss Scott's accident openly with this list
      2C but then I thought
      'd be criticized by someone for acting like an investigator. Well=2C I'
      m 
      OT an investigator=2C
      ut I certainly am curious about the facts that caused Scott's death=2C
      esp
      cially since I do
      ot want to duplicate them.
      Then=2C I thought maybe the subject would be best discussed privately
      bet
      een those only
      ho show an interest. Last count=2C I've had about 14 responders=2C so
      may
      e we should just
      ring this out in the open.
       (I had the same concern regarding John Ratcliffe's accident a few months
      
      go. Yet=2C I didn't 
      ay anything=2C and John was soon forgotten=2C it appears. I did some
      chec
      ing on his situation=2C 
      nd it seems he must have stalled near turning base to final=2C and nosed
      i
      in.)
       With regard to Scott=2C here is what I have found out. This is by NO
      me
      ns any kind of official
      eport=2C nor do I profess to have all the answers. Additionally=2C I
      acce
      t any and all new information
      hat may correct anything that I may misstate.
       A few days before Scott made his intitial flight=2C I asked him where
      he 
      ad his main wing's and
      is h. stabilizers set at (since the Oshkosh photos made the h.s. look like
      they were too high)
      is answer to me was " the main wing is set at where Bryan (@ Kolb Aircraft
      told him to set them."
      e went on to say "the h. stabilizers are set like the factory recommends
      2C but after he's flown
      or awhile=2C he can adjust that setting later. (I wish!!)
      So=2C at this point=2C as far as I know=2C he had the wing incidenc
      es and
      hor. stabilizers incidences set
      ccording to the factory recommended locations!
       Next=2C when I read one of the news reports from one of the local new
      s s
      urces=2C I saw where they 
      aid "according to the initial investigators=2C there didn't 'appear' to
      be
      anything wrong with the 
      irplane. That would seem to make sense=2C knowing what a perfectionist
      Sc
      tt was.
       The weather was basically calm=2C although at 8:00pm=2C when the acc
      ident
      happened=2C twilight was
      etting. Light=2C however=2C is NOT likely to be a factor.
       From discussing this situation with 'others'=2C I have been told Scott
      ha
      some introductory flights
      n a MkIII. Most likely=2C Scott would not have flown solo during this
      int
      oductory flight.
      In one of the news articles=2C it mentioned Scott got his Sport Pilot
      li
      ense last year. This would 
      ndicate he probably didn't have a lot of flying time=2C especially when
      yo
      consider he was spending
      lot of time trying to finish building his plane! Scott was=2C you coul
      d 
      ay=2C 'a low-time' pilot.
       So=2C up to this point=2C the plane itself=2C the weather=2C the
      lighting
      2C and the wing's incidences=2C don't appear
      o have caused the accident.
       What's left?? According to Carol=3B Scott took off and flew around a
      cou
      le of times=2C and when he came
      n to land=2C it just nose-dived in. It landed initially on the pacemen
      t
      2C but continued to tumble onto the
      rass.
      What does this tell us? If Carol is complete in her description=2C and
      a
      l Scott did was "fly around a 
      ouple of times" =2C and then try to land=2C this tells us he did NOT
      climb
      to altitude and explore the plane's
      lying parameters. It primarily tells us he did not find out the plane's
      E
      ACT stall speed=2C and now we'll 
      ever know!
       With the fact that Scott was=3B
      ) a low-time pilot=2C and 
      ) flying a plane that he may not have known the stall speed of
      ) the mishap occurred at the runway threshold=2C coming in for his 1st
      lan
      ing
      I am led to believe he stalled the plane on short-final=2C where it nose
      -di
      ed into the runway=2C and rolled.
       If these events are indeed accurate and correct=2C I am very sad=2C
      becau
      e they seem to be so avoidable. 
      will miss Scott. I'm am sorry he misjudged the situation=2C and let it
      g
      t out of control (if these facts 
      re accurate).
       Training=2C people=2C training!! Having crashed an ultralight simil
      ar to
      these circumstances=2C all I can say
      s these accidents can be avoided=2C or at least minimized with proper fl
      ig
      t education.
       These are the facts as I've been able to acertain. If anyone knows more
      2C please share it with us. 
      f I've mistated something=2C please correct the record.
      Best regards to all=2C
      ike Welch
      
                
      ________________________________ Message 9 _____________________________
      ________
      
      ubject: Kolb-List: Re: Here's what I have gathered;
      rom: "ces308" 
      
      hank you Mike,
      I am sorry for Scott,but it does appear he made a terrible mistake,however
      ,It's
      ice to here there doesn't appear to have been a fault of the aircraft.
      These are fun airplanes to fly,but to an even greater degree because of th
      ere 
      ack
      f weight to keep things going,you need to be very aware of your airspeed
      n final...where my 172 flies right through a wind gust,my M3X will stop fl
      ying
      nd you can never forget that.
      Thanks again for the information...every one CAN learn from this ,if they
      
      isten.
      chris ambrose
      3X/Jabiru  150.3 hrs     2500. total
      327CS
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312697#312697
      
      _______________________________ Message 10 _____________________________
      _______
      
      ubject: Kolb-List: Re: Here's what I have gathered;
      rom: "Ralph B" 
      
      ike, I'm not an accident investigator either, but I do know that many fata
      l 
      ccidents
      ccur due to stall-spins on landing. I was once told, "If there is any
      ne thing to remember about flying, it's airspeed". This is especially true
      upon
      anding. It would be better to come in hot and use up runway than to bend
      p your airplane or hurt yourself. It's a fine line sometimes to slow it up
      or
      o off the end of a short runway. I tend to keep more speed than most pilot
      s
      nd maybe this has saved me a few times. Kolb's, like other light aircraft
      have
      ore built-in drag than heavy and clean ones. They tend to lose speed more
      
      uickly.
      his means keeping the power on and nose down until it's on the ground.
      t's all about speed. Without that, the wings don't lift.
      Ralph B
      --------
      alph B
      riginal Firestar 447
      91493 E-AB
      000 hours
      3 years flying it
      olbra 912UL
      20386
      years flying it
      20 hrs
      
      ead this topic online here:
      http://forums.matronics.com/viewtopic.php?p=312698#312698
      
      _______________________________ Message 11 _____________________________
      _______
      
      rom: "PCKing" 
      ubject: Re: Kolb-List: Here's what I have gathered;
      Mike,
      Thank you. 
      Brian Carpenter (Rainbow Aviation) just did a webinar titled "GA to LSA:
      
      ake a Safe Transition" He makes a compelling case for maintaining 
      irspeed on final because of the low mass and high drag of the fat 
      ltralight LSAs. He describes them as a cotton ball compared to the GA 
      olf ball. The highest percentage of LSA accidents occur with GA pilots 
      t the stick. 
      The webinar is archived at 
      http://www.eaavideo.org/channel.aspx?ch=ch_webinars
      Peter C. King
       ----- Original Message ----- 
      From: Mike Welch 
      Sent: Thursday, September 16, 2010 7:48 PM
      Subject: Kolb-List: Here's what I have gathered;
      
      List members, I have had many members ask me to bring this subject 
      atter out in the
      open. Plus, there are way too many people now, for me to reply to. 
      approaching 30+)
      Here is what I have this far!!
      
       My initial thought was to discuss Scott's accident openly with this 
      ist, but then I thought
      I'd be criticized by someone for acting like an investigator. Well, 
      'm NOT an investigator,
      but I certainly am curious about the facts that caused Scott's death, 
      specially since I do
      not want to duplicate them.
       Then, I thought maybe the subject would be best discussed privately 
      etween those only
      who show an interest. Last count, I've had about 14 responders, so 
      aybe we should just
      bring this out in the open.
      
       (I had the same concern regarding John Ratcliffe's accident a few 
      onths ago. Yet, I didn't 
      say anything, and John was soon forgotten, it appears. I did some 
      hecking on his situation, 
      and it seems he must have stalled near turning base to final, and 
      osed it in.)
      
       With regard to Scott, here is what I have found out. This is by NO 
      eans any kind of official
      report, nor do I profess to have all the answers. Additionally, I 
      ccept any and all new information
      that may correct anything that I may misstate.
      
       A few days before Scott made his intitial flight, I asked him where 
      e had his main wing's and
      his h. stabilizers set at (since the Oshkosh photos made the h.s. look 
      ike they were too high)
      His answer to me was " the main wing is set at where Bryan (@ Kolb 
      ircraft) told him to set them."
      He went on to say "the h. stabilizers are set like the factory 
      ecommends, but after he's flown
      for awhile, he can adjust that setting later. (I wish!!)
       So, at this point, as far as I know, he had the wing incidences and 
      or. stabilizers incidences set
      according to the factory recommended locations!
      
       Next, when I read one of the news reports from one of the local 
      ews sources, I saw where they 
      said "according to the initial investigators, there didn't 'appear' to 
      e anything wrong with the 
      airplane. That would seem to make sense, knowing what a perfectionist 
      cott was.
      
       The weather was basically calm, although at 8:00pm, when the 
      ccident happened, twilight was
      setting. Light, however, is NOT likely to be a factor.
      
       From discussing this situation with 'others', I have been told Scott 
      ad some introductory flights
      in a MkIII. Most likely, Scott would not have flown solo during this 
      ntroductory flight.
       In one of the news articles, it mentioned Scott got his Sport Pilot 
      icense last year. This would 
      indicate he probably didn't have a lot of flying time, especially when 
      ou consider he was spending
      a lot of time trying to finish building his plane! Scott was, you 
      ould say, 'a low-time' pilot.
      
       So, up to this point, the plane itself, the weather, the lighting, 
      nd the wing's incidences, don't appear
      to have caused the accident.
      
       What's left?? According to Carol; Scott took off and flew around a 
      ouple of times, and when he came
      in to land, it just nose-dived in. It landed initially on the 
      acement, but continued to tumble onto the
      grass.
       What does this tell us? If Carol is complete in her description, 
      nd all Scott did was "fly around a 
      couple of times" , and then try to land, this tells us he did NOT 
      limb to altitude and explore the plane's
      flying parameters. It primarily tells us he did not find out the 
      lane's EXACT stall speed, and now we'll 
      never know!
      
       With the fact that Scott was;
      A) a low-time pilot, and 
      B) flying a plane that he may not have known the stall speed of
      C) the mishap occurred at the runway threshold, coming in for his 1st 
      anding
      
      I am led to believe he stalled the plane on short-final, where it 
      ose-dived into the runway, and rolled.
      
       If these events are indeed accurate and correct, I am very sad, 
      ecause they seem to be so avoidable. 
      I will miss Scott. I'm am sorry he misjudged the situation, and let 
      t get out of control (if these facts 
      are accurate).
      
       Training, people, training!! Having crashed an ultralight similar 
      o these circumstances, all I can say
      is these accidents can be avoided, or at least minimized with proper 
      light education.
      
       These are the facts as I've been able to acertain. If anyone knows 
      ore, please share it with us. 
      If I've mistated something, please correct the record.
      
      Best regards to all,
      Mike Welch
      
      
      _______________________________ Message 12 _____________________________
      _______
      
      rom: "John Hauck" 
      ubject: Re: Kolb-List: Scott Thompson's accident
      Mike W:
      Have you discussed your findings with the NTSB?
      Maybe your information would help in their investigation and their 
      etermination of the cause of the accident.
      john h
      kIII
      ock House, OR
        I have tried to find out exactly what happened to cause Scott's 
      atal crash.
      Why? Because it matters a HELL of a lot to me!! At first, I thought 
      'd share what
      I've found with the entire list, then, I thought someone may gripe 
      bout it.
      
       So, if anyone wants to know some of the details about what happened, 
      ncluding
      what Scott and I discussed a few days prior to his maiden flight, 
      mail me off
      the Kolb list, and I will share with you what I have found out.
      
      Mike Welch
      
      ________________________________ Message 13 ____________________________
      ________
      
      rom: Mike Welch 
      ubject: RE: Kolb-List: Here's what I have gathered;
      
      eter=2C
       Certainly there is no disputing that some GA pilots do seem to have trou
      b
      e
      ransitioning from the factory iron to the lighter=2C less mass SLA or li
      gh
      planes.
       However=2C in Scott's case=2C I'm afraid that "transitioning" wasn't
      the 
      ssue=2C because 
      ince he only got his Sport Pilot license last year=2C he couldn't have
      had
      very many 
      ours in GA airplanes. At least=2C that's what I'm led to believe.
      Additionally=2C Carol described him as 'coming in for a landing' and th
      en
      he sort of 
      nose-dived". This scenario is much more indicative of an approach-to-land
      ng-
      tall=2C rather than the typical GA to LSA failure to handle the mass dif
      fe
      ences
      etween the two (at touchdown).
       Airspeed is one thing you cannot ignor when flying an airplane=2C lest
      th
      ground
      ise up and smite thee!!!
      Mike Welch
      
      ike=2C
      Thank you. 
      Brian Carpenter (Rainbow Aviation) just did a webinar titled "GA to LSA:
      Ma
      e a Safe Transition" He makes a compelling case for maintaining airspeed
      o
      final because of the low mass and high drag of the fat ultralight LSAs.
      H
      describes them as a cotton ball compared to the GA golf ball. The highest
      percentage of LSA accidents occur with GA pilots at the stick. 
      The webinar is archived at 
      http://www.eaavideo.org/channel.aspx?ch=ch_webinars
      Peter C. King
      
      ---- Original Message ----- 
      rom: Mike Welch 
      ent: Thursday=2C September 16=2C 2010 7:48 PM
      ubject: Kolb-List: Here's what I have gathered=3B
      List members=2C I have had many members ask me to bring this subject ma
      tte
      out in the
      pen. Plus=2C there are way too many people now=2C for me to reply to.
       (a
      proaching 30+)
      ere is what I have this far!!
       My initial thought was to discuss Scott's accident openly with this list
      2C but then I thought
      'd be criticized by someone for acting like an investigator. Well=2C I'
      m 
      OT an investigator=2C
      ut I certainly am curious about the facts that caused Scott's death=2C
      esp
      cially since I do
      ot want to duplicate them.
      Then=2C I thought maybe the subject would be best discussed privately
      bet
      een those only
      ho show an interest. Last count=2C I've had about 14 responders=2C so
      may
      e we should just
      ring this out in the open.
       (I had the same concern regarding John Ratcliffe's accident a few months
      
      go. Yet=2C I didn't 
      ay anything=2C and John was soon forgotten=2C it appears. I did some
      chec
      ing on his situation=2C 
      nd it seems he must have stalled near turning base to final=2C and nosed
      i
      in.)
       With regard to Scott=2C here is what I have found out. This is by NO
      me
      ns any kind of official
      eport=2C nor do I profess to have all the answers. Additionally=2C I
      acce
      t any and all new information
      hat may correct anything that I may misstate.
       A few days before Scott made his intitial flight=2C I asked him where
      he 
      ad his main wing's and
      is h. stabilizers set at (since the Oshkosh photos made the h.s. look like
      they were too high)
      is answer to me was " the main wing is set at where Bryan (@ Kolb Aircraft
      told him to set them."
      e went on to say "the h. stabilizers are set like the factory recommends
      2C but after he's flown
      or awhile=2C he can adjust that setting later. (I wish!!)
      So=2C at this point=2C as far as I know=2C he had the wing incidenc
      es and
      hor. stabilizers incidences set
      ccording to the factory recommended locations!
       Next=2C when I read one of the news reports from one of the local new
      s s
      urces=2C I saw where they 
      aid "according to the initial investigators=2C there didn't 'appear' to
      be
      anything wrong with the 
      irplane. That would seem to make sense=2C knowing what a perfectionist
      Sc
      tt was.
       The weather was basically calm=2C although at 8:00pm=2C when the acc
      ident
      happened=2C twilight was
      etting. Light=2C however=2C is NOT likely to be a factor.
       From discussing this situation with 'others'=2C I have been told Scott
      ha
      some introductory flights
      n a MkIII. Most likely=2C Scott would not have flown solo during this
      int
      oductory flight.
      In one of the news articles=2C it mentioned Scott got his Sport Pilot
      li
      ense last year. This would 
      ndicate he probably didn't have a lot of flying time=2C especially when
      yo
      consider he was spending
      lot of time trying to finish building his plane! Scott was=2C you coul
      d 
      ay=2C 'a low-time' pilot.
       So=2C up to this point=2C the plane itself=2C the weather=2C the
      lighting
      2C and the wing's incidences=2C don't appear
      o have caused the accident.
       What's left?? According to Carol=3B Scott took off and flew around a
      cou
      le of times=2C and when he came
      n to land=2C it just nose-dived in. It landed initially on the pacemen
      t
      2C but continued to tumble onto the
      rass.
      What does this tell us? If Carol is complete in her description=2C and
      a
      l Scott did was "fly around a 
      ouple of times" =2C and then try to land=2C this tells us he did NOT
      climb
      to altitude and explore the plane's
      lying parameters. It primarily tells us he did not find out the plane's
      E
      ACT stall speed=2C and now we'll 
      ever know!
       With the fact that Scott was=3B
      ) a low-time pilot=2C and 
      ) flying a plane that he may not have known the stall speed of
      ) the mishap occurred at the runway threshold=2C coming in for his 1st
      lan
      ing
      I am led to believe he stalled the plane on short-final=2C where it nose
      -di
      ed into the runway=2C and rolled.
       If these events are indeed accurate and correct=2C I am very sad=2C
      becau
      e they seem to be so avoidable. 
      will miss Scott. I'm am sorry he misjudged the situation=2C and let it
      g
      t out of control (if these facts 
      re accurate).
       Training=2C people=2C training!! Having crashed an ultralight simil
      ar to
      these circumstances=2C all I can say
      s these accidents can be avoided=2C or at least minimized with proper fl
      ig
      t education.
       These are the facts as I've been able to acertain. If anyone knows more
      2C please share it with us. 
      f I've mistated something=2C please correct the record.
      Best regards to all=2C
      ike Welch
      
      ref="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.
      om/Navigator?Kolb-List
      ref="http://forums.matronics.com">http://forums.matronics.com
      ref="http://www.matronics.com/contribution">http://www.matronics.com/c
      
                
      ________________________________ Message 14 ____________________________
      ________
      
      ubject: Re: Kolb-List: Scott Thompson's accident
      rom: Daniel Myers 
      Class move John I like it
      aniel
      Sent from my iPhone
      On Sep 16=2C 2010=2C at 3:23 PM=2C "John Hauck"  wrot
      :
      > Mike W:
      
      Have you discussed your findings with the NTSB?
      
      Maybe your information would help in their investigation and their determ
      nation of the cause of the accident.
      
      john h
      mkIII
      Rock House=2C OR
        I have tried to find out exactly what happened to cause Scott's fatal
      
      rash.
      Why? Because it matters a HELL of a lot to me!! At first=2C I thought
      I
      d share what
      I've found with the entire list=2C then=2C I thought someone may grip
      e ab
      ut it.
      
       So=2C if anyone wants to know some of the details about what happened
      2C including
      what Scott and I discussed a few days prior to his maiden flight=2C ema
      il
      me off
      the Kolb list=2C and I will share with you what I have found out.
      
      Mike Welch
      
      
      ========
      ========
      ========
      ========
      
      ________________________________ Message 15 ____________________________
      ________
      
      rom: Mike Welch 
      ubject: RE: Kolb-List: Scott Thompson's accident
      
      Mike W:
      >Have you discussed your findings with the NTSB?
      >Maybe your information would help in their investigation and their determ
      i
      ation of >the cause of the accident.
      >john h
      mkIII
      John H=2C
       No=2C I haven't=2C but I will be calling them tomorrow. But the fac
      t is
      2C I shared 
      hat little information I dug up=2C and packaged into one concise email.
       T
      e 
      nformation I gathered was either reading it in news articles relating to
      t
      e 
      rash (in otherwords...public information)=2C my emails with Scott=2C
      just 
      rior 
      o his flight=2C and telephone conversations with a couple of Kolb list
      mem
      ers.
       I'm simply trying to save lives. Do you have a problem with my discuss
      i
      n?
      m I supposed to contact that NTSB to show a concern for Kolb pilots?
      Mike Welch 
      
                
      ________________________________ Message 16 ____________________________
      ________
      
      ubject: Re: Kolb-List: Here's what I have gathered;
      rom: Richard Girard 
      Whoa! Let's get something straight. Gusts and wind affect glide path and
      round speed, not airspeed. The danger is inexperienced pilots who get
      ixated on a point and pull back on the stick in an effort to maintain glid
      e
      oward that point. The only thing that counts is airspeed, period.
      s I told Mike when we talked on Sunday, I have a mantra that goes on in my
      ead, and sometimes out loud, from the moment I pull power back from cruise
      o set up an approach. It's just two words, Hold 50. If you watched the
      ideo I made about the sight picture as it changes for flap settings, you
      an hear me over the sound of the 582 saying, "turning final, HOLD 50". It'
      s
      y choice of approach airspeed for my Mk III based upon the stall speeds I
      ocumented. It makes absolutely no difference if I hold some power in
      eserve or close the throttle completely, it's HOLD 50 and it stays HOLD 50
      ntil I pull back on the stick to round out and let her settle to the
      round. If I'm a little too high on approach, which I actually prefer, I ca
      n
      lip Zulu Delta to lose altitude a little faster, and I still HOLD 50.
      Rick Girard
      On Thu, Sep 16, 2010 at 9:18 PM, PCKing  wrote:
      > Mike,
      
      Thank you.
      
      Brian Carpenter (Rainbow Aviation) just did a webinar titled "GA to LSA:
      Make a Safe Transition" He makes a compelling case for maintaining airspe
      ed
      on final because of the low mass and high drag of the fat ultralight LSAs
      ..
      He describes them as a cotton ball compared to the GA golf ball. The high
      est
      percentage of LSA accidents occur with GA pilots at the stick.
      
      The webinar is archived at
      
      http://www.eaavideo.org/channel.aspx?ch=ch_webinars
      
      Peter C. King
      
      
      ----- Original Message -----
      *From:* Mike Welch 
      *To:* kolb-list(at)matronics.com
      *Sent:* Thursday, September 16, 2010 7:48 PM
      *Subject:* Kolb-List: Here's what I have gathered;
      
      List members, I have had many members ask me to bring this subject matte
      r
      out in the
      open. Plus, there are way too many people now, for me to reply to.
      (approaching 30+)
      Here is what I have this far!!
      
       My initial thought was to discuss Scott's accident openly with this
      list, but then I thought
      I'd be criticized by someone for acting like an investigator. Well, I'm
      NOT an investigator,
      but I certainly am curious about the facts that caused Scott's death,
      especially since I do
      not want to duplicate them.
       Then, I thought maybe the subject would be best discussed privately
      between those only
      who show an interest. Last count, I've had about 14 responders, so maybe
      we should just
      bring this out in the open.
      
       (I had the same concern regarding John Ratcliffe's accident a few month
      s
      ago. Yet, I didn't
      say anything, and John was soon forgotten, it appears. I did some checki
      ng
      on his situation,
      and it seems he must have stalled near turning base to final, and nosed
      it
      in.)
      
       With regard to Scott, here is what I have found out. This is by NO
      means any kind of official
      report, nor do I profess to have all the answers. Additionally, I accept
      any and all new information
      that may correct anything that I may misstate.
      
       A few days before Scott made his intitial flight, I asked him where he
      had his main wing's and
      his h. stabilizers set at (since the Oshkosh photos made the h.s. look li
      ke
      they were too high)
      His answer to me was " the main wing is set at where Bryan (@ Kolb
      Aircraft) told him to set them."
      He went on to say "the h. stabilizers are set like the factory recommends
      ,
      but after he's flown
      for awhile, he can adjust that setting later. (I wish!!)
       So, at this point, as far as I know, he had the wing incidences and hor
      ..
      stabilizers incidences set
      according to the factory recommended locations!
      
       Next, when I read one of the news reports from one of the local news
      sources, I saw where they
      said "according to the initial investigators, there didn't 'appear' to be
      anything wrong with the
      airplane. That would seem to make sense, knowing what a perfectionist
      Scott was.
      
       The weather was basically calm, although at 8:00pm, when the accident
      happened, twilight was
      setting. Light, however, is NOT likely to be a factor.
      
       From discussing this situation with 'others', I have been told Scott ha
      d
      some introductory flights
      in a MkIII. Most likely, Scott would not have flown solo during this
      introductory flight.
       In one of the news articles, it mentioned Scott got his Sport Pilot
      license last year. This would
      indicate he probably didn't have a lot of flying time, especially when yo
      u
      consider he was spending
      a lot of time trying to finish building his plane! Scott was, you could
      say, 'a low-time' pilot.
      
       So, up to this point, the plane itself, the weather, the lighting, and
      the wing's incidences, don't appear
      to have caused the accident.
      
       What's left?? According to Carol; Scott took off and flew around a
      couple of times, and when he came
      in to land, it just nose-dived in. It landed initially on the pacement,
      but continued to tumble onto the
      grass.
       What does this tell us? If Carol is complete in her description, and
      all
      Scott did was "fly around a
      couple of times" , and then try to land, this tells us he did NOT climb
      to
      altitude and explore the plane's
      flying parameters. It primarily tells us he did not find out the plane's
      EXACT stall speed, and now we'll
      never know!
      
       With the fact that Scott was;
      A) a low-time pilot, and
      B) flying a plane that he may not have known the stall speed of
      C) the mishap occurred at the runway threshold, coming in for his 1st
      landing
      
      I am led to believe he stalled the plane on short-final, where it
      nose-dived into the runway, and rolled.
      
       If these events are indeed accurate and correct, I am very sad, because
      they seem to be so avoidable.
      I will miss Scott. I'm am sorry he misjudged the situation, and let it
      get
      out of control (if these facts
      are accurate).
      
       Training, people, training!! Having crashed an ultralight similar to
      these circumstances, all I can say
      is these accidents can be avoided, or at least minimized with proper flig
      ht
      education.
      
       These are the facts as I've been able to acertain. If anyone knows mor
      e,
      please share it with us.
      If I've mistated something, please correct the record.
      
      Best regards to all,
      Mike Welch
      
      
      *
      
      href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronic
      s.com/Navigator?Kolb-List
      href="http://forums.matronics.com">http://forums.matronics.com
      href="http://www.matronics.com/contribution">http://www.matronics.com/c
      *
      
      *
      
      *
      
      
      - 
      ulu Delta
      olb Mk IIIC
      82 Gray head
      .00 C gearbox
      blade WD
      hanks, Homer GBYM
      It is not bigotry to be certain we are right; but it is bigotry to be unab
      le
      o imagine how we might possibly have gone wrong.
      - G.K. Chesterton
      ________________________________ Message 17 ____________________________
      ________
      
      ubject: Re: Kolb-List: Scott Thompson's accident
      rom: Daniel Myers 
      Mike=2C my uncle died in my kolb and no one knows what happened except
      for 
      im. Kolbs Are great planes but are very unforgiving. I continue to fly Kol
      s only because I know not to get close to that stall speed. I have only ow
      ed two Kolbs but I know the limits..this guy was on his first flight=2C
      it
      s a terrible situation because he didn't know the kolb and it's limits.
      aniel
      Sent from my iPhoned 
      On Sep 16=2C 2010=2C at 11:06 PM=2C Mike Welch <mdnanwelch7@hotmail.
      com> wr
      te:
      > >Mike W:
      
      >Have you discussed your findings with the NTSB?
      
      >Maybe your information would help in their investigation and their deter
      ination of >the cause of the accident.
      
      >john h
      >mkIII
      
      John H=2C
      
       No=2C I haven't=2C but I will be calling them tomorrow. But the fa
      ct i
      =2C I shared
      what little information I dug up=2C and packaged into one concise email
      . 
      The
      information I gathered was either reading it in news articles relating to
      the
      crash (in otherwords...public information)=2C my emails with Scott=2C
      jus
      prior
      to his flight=2C and telephone conversations with a couple of Kolb list
      m
      mbers.
      
        I'm simply trying to save lives. Do you have a problem with my discus
      ion?
      Am I supposed to contact that NTSB to show a concern for Kolb pilots?
      
      Mike Welch 
      
      
      ========
      ========
      ========
      ========
      
      ________________________________ Message 18 ____________________________
      ________
      
      rom: Mike Welch 
      ubject: RE: Kolb-List: Scott Thompson's accident
      
      ike=2C my uncle died in my kolb and no one knows what happened except fo
      r 
      im. Kolbs Are great planes but are very unforgiving. I continue to fly Kol
      s only because I know not to get close to that stall speed. I have only ow
      ed two Kolbs but I know the limits..this guy was on his first flight=2C
      it
      s a terrible situation because he didn't know the kolb and it's limits.
      aniel
      Daniel=2C
       You are exactly right (with your last statement). I am afraid it is pos
      s
      ble it is as simple as 
      e may have simply misjudged what he was doing. Of course=2C we will nev
      er
      know the whole truth now.
       It is only my intention to help educate those of us who fly=2C or are
      yet
      to fly=2C their Kolb aircraft.
      rashing and dieing does little good to both the families left behind and
      t
      e reputation of the aircraft. I
      ould like to reduce the damage by analyzing what we know=2C and learn fr
      om
      our errors. Believe it or
      ot=2C there may be people who have a problem with that.
      Mike Welch
      y condolences regarding your uncle=2C Daniel.          
      
      
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      ________________________________ Message 4
      _____________________________________
      
      
      Subject: Kolb-List: Re: Upgrading from current 4.00-6 "Garden" tires.
      From: "gotime242" <dylanshine(at)gmail.com>
      
      
      Thanks, i just wanted to be sure it was ok/safe to go wider than recommended
      or
      than the width of the rim since there is only 4.00's on there now.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312833#312833
      
      
      ________________________________ Message 5
      _____________________________________
      
      
      Subject: Re: Kolb-List: Re: kolb stall
      From: Richard Neilsen <neilsenrm(at)gmail.com>
      
      Hey All
      
      There has been a lot of good discussion since Scott's tragic accident. My
      concern is that it leaves the impression that there is a problem or bad
      flight characteristic with our airplanes which there is not.
      
      I'm not a major high time pilot but I have had the opportunity to fly quite
      a few different airplanes and none are as good as our Kolbs. Our planes have
      tremendous short field capabilities that when fully utilized (flaps and no
      power landings) does require a high level of precision. Pilots new to the
      Kolb flight characteristics will have problems with these flight
      characteristics no matter how skilled they are in other aircraft. Land with
      power and stay away from the flaps till you get very good at it. Then very
      gradually land with less power OR using more flaps. Don't progress too
      quickly. I have a set of fully retracted Kolb landing gear legs that I bent
      when I progressed to full flaps and no power way too quickly.
      Flight instructors not used to our Kolbs don't train us how to handle our
      Kolbs properly/safely. I recently got my check ride with a GA instructor in
      my Kolb. I was praised for how well I flew the plane in everything but how I
      flew very short final. He felt I rounded out way too low and with too much
      airspeed. I think this is a very common mistake that most non
      Kolb instructors will make. Let me also explain I did fly a bit faster
      approach rounded out lower because my instructor was a good 100 lbs heaver
      than anyone I had ever flown in my plane and I was using a very long 2500 ft
      grass strip. Yes we were a bit over gross weight.
      
      Rick Neilsen
      1st Redrive VW Powered MKIIIC
      
      ________________________________ Message 6
      _____________________________________
      
      
      From: Dana Hague <d-m-hague(at)comcast.net>
      Subject: Re: Kolb-List: Re: kolb stall
      
      
      --------------------------------------------------
      "John Hauck"  wrote:
      (09/17/2010 16:35)
      
      > I know nothing of the results of the investigations, but a Kolb in a nose 
      > high attitude that runs out of airspeed will drop the nose and normally a 
      > wing....
      
      Especially if it's a new airplane that might not be properly trimmed 
      out yet.
      
      -Dana
      
      
      ________________________________ Message 7
      _____________________________________
      
      
      From: Mike Welch <mdnanwelch7(at)hotmail.com>
      Subject: Kolb-List: airspeed indicator calibration
      
      
      Kolb guys=2C
      
       I am in the process of installing all the instruments in my MkIII. One o
      f the
      instruments is an analog airspeed indicator. It's a standard=2C typical ty
      pe of indicator that uses
      ram air to determine it's reading=2C by way of a pitot tube.
      
       Out of the box=2C I can't imagine it can be very accurate=2C can it? I m
      ean=2C everybody will have 
      their own unique design in installing one of these=2C so I would think that
      each installation would 
      be off a little from someone else's installation. Or=2C are they much more
      uniform in their 
      readings?
      
       I have the exact placement in my panel and the routing of the tubing pret
      ty much figured out.
      
       For those guys that have installed an airspeed indicator=2C did you calib
      rate it in any way first=2C
      or did you just stick it in the plane and live with whatever reading it say
      s once you start
      flying the plane?
      
       I thought what I would do is essentially build the whole system=2C and ge
      t someone to drive 
      a car down the road=2C with me hanging the A/S indicator's pitot tube out t
      he window. While this 
      may seem somewhat silly=2C at least I could an idea how accurate it might b
      e. At least it's a start=2C 
      right? Has anybody done this?? Or is it a waste of time? 
      
       For an instrument that has so much riding on it=2C and if new=2C hasn't r
      eally proven itself for
      accuracy=2C it seems to me a guy ought to verify in some way it comes "clos
      e" to the correct
      airspeed.
      
       Any thoughts or experiences would be greatly appreciated. Thanks
      
      Mike Welch
      MkIII
      
      
              
      
      ________________________________ Message 8
      _____________________________________
      
      
      From: Dana Hague <d-m-hague(at)comcast.net>
      Subject: Re: Kolb-List: airspeed indicator calibration
      
      
      The instrument itself should be quite accurate, but pressure 
      variations at the pitot and static sources can throw it way off. The 
      pressure field around a moving car will make any such calibration 
      meaningless, too. Put it in the plane. You can use your GPS to 
      calibrate it on a dead calm day, or average readings into and with a 
      steady wind.
      
      -Dana
      
      --------------------------------------------------
      Mike Welch  wrote:
      (09/18/2010 18:35)
      
      > 
      > Kolb guys,
      > 
      > I am in the process of installing all the instruments in my MkIII. One
      of
      the
      > instruments is an analog airspeed indicator. It's a standard, typical
      type of
      indicator that uses
      > ram air to determine it's reading, by way of a pitot tube.
      > 
      > Out of the box, I can't imagine it can be very accurate, can it? I
      mean, everybody
      will have 
      > their own unique design in installing one of these, so I would think that
      each
      installation would 
      > be off a little from someone else's installation. Or, are they much more
      uniform
      in their 
      > readings?
      > 
      > I have the exact placement in my panel and the routing of the tubing
      pretty
      much figured out.
      > 
      > For those guys that have installed an airspeed indicator, did you
      calibrate
      it in any way first,
      > or did you just stick it in the plane and live with whatever reading it
      says
      once you start
      > flying the plane?
      > 
      > I thought what I would do is essentially build the whole system, and get
      someone
      to drive 
      > a car down the road, with me hanging the A/S indicator's pitot tube out
      the window.
      While this 
      > may seem somewhat silly, at least I could an idea how accurate it might
      be. 
      At least it's a start, 
      > right? Has anybody done this?? Or is it a waste of time? 
      > 
      > For an instrument that has so much riding on it, and if new, hasn't
      really
      proven itself for
      > accuracy, it seems to me a guy ought to verify in some way it comes
      "close" to
      the correct
      > airspeed.
      > 
      > Any thoughts or experiences would be greatly appreciated. Thanks
      > 
      > Mike Welch
      > MkIII
      > 
      > 
      > 
      >        
      
      
      ________________________________ Message 9
      _____________________________________
      
      
      Subject: Kolb-List: Re: airspeed indicator calibration
      From: "Richard Pike" <richard(at)bcchapel.org>
      
      
      IMO, it is almost impossible to calibrate an airspeed indicator unless it is
      in
      the airplane, because of the variables involved in each installation. When
      we
      first flew the FSII, we had screwy airspeed readings, and it turned out we
      had
      two problems: one was with the indicator, the other was the pitot location.
      Fixed the location of the pitot, but the numbers were till odd, so tried an
      experiment.
      
      
      Strapped a piece of 1 1/2" aluminum tubing onto the roof rack of the Jeep so
      that
      the forward end was ahead of and well above the hood (no bow wave allowed)
      and ran a piece of vinyl tubing to the airspeed indicator. Wrote down the
      numbers
      at various speeds, then swapped out the airspeed indicator with another that
      was known to be good, did it again, and there was quite a disparity.
      
      But all that did was prove that the original airspeed indicator was bad.
      Bought
      a new one and put it in the airplane and flew it, and compared it to the
      GPS.
      It was good enough that we left it alone.
      
      Wonder if we hurt it in the wreck? Guess we'll find out in a couple months.
      
      Richard Pike
      MKIII N420P (420ldPoops)
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312875#312875
      
      
      ________________________________ Message 10
      ____________________________________
      
      
      Subject: Kolb-List: Re: Here's what I have gathered;
      From: "R. Hankins" <rphanks(at)grantspass.com>
      
      
      "The kolb stall is very unforgiving-trust me... "
      
      h20maule, Your statement is incorrect. It should read: "The stall of my
      kolb
      is very unforgiving-trust me... ". 
      
      I have never flown your kolb, but I have flown 2 MarkIIIs, 4 firestars and a
      Kolbra
      and none of them had unforgiving stall characteristics. The worst one was
      mine when I had the VGs mounted too far back. This was the only kolb I have
      flown that had a sharp stall break, but recovery was still quick,
      straightforward
      and uneventful. Moving the VGs forward gave me back my gentle airplane.
      
      Unforgiving is a pretty subjective term. Can you describe what it is about
      stalls
      in your kolb that makes them less than desirable? Maybe there is something
      unique about your plane that can be changed to improve its handling?
      
      --------
      Roger in Oregon
      1992 KXP 503 - N1782C
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312882#312882
      
      
            
      
      
________________________________________________________________________________
Subject: 
Re: Any KOLBs in South Florida?
From: 
"Fran Losey" <loseyf(at)comcast.net>
Date: 
Sep 19, 2010
      
      
      I am in West Boca.  Building right now(long way to go).
      
      Loseyf(at)comcast.net is my personal email.
      
      Fran Losey
      
      
      ------Original Message------
      From: gotime242
      Sender: owner-kolb-list-server(at)matronics.com
      ReplyTo: kolb-list(at)matronics.com
      Subject: Kolb-List: Re: Any KOLBs in South Florida?
      Sent: Sep 19, 2010 11:31
      
      
      Hello all, 
      
      Just wanted to revive this thread from the dead. 
      
      Anyone still flying around S FL? I fly a FS 2 out of lantana airport and live in
      west palm beach. It would be cool to meet up with some other kolb flyers. 
      
      Ill be flying mine for a couple more months and then probably selling it. Its very
      airworthy, just not very pretty which is what i intend to change. 
      
      Anyway...let me know!
      
      -Dylan
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=312922#312922
      
      
      Fran Losey www.mykitlog.com/loseyf Sent from my Verizon Wireless BlackBerry
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Rock House 2010
Date: 
Sep 19, 2010
      
      Hi Gang:
      
      Some recent photos from the Rock House, Oregon:
      
      Places a Kolb will take you:
      
      -Owyhee River Canyon.
      
      -Flightline at the Rock House.
      
      -Sometimes we can not always fly our Kolbs.
      
      john h
      mkIII
      
________________________________________________________________________________
Subject: 
Re: Any KOLBs in South Florida?
Date: 
Sep 19, 2010
From: 
zeprep251(at)aol.com
      
      
       South Florida guys,
      I' m down to Lakeland after Thanksgiving and have gotten together with Bea
      uford,Rick Nielsen and 3 or 4 other Kolb pilots from the East side a coupl
      e of times last winter.We picked an airport about 40 miles east of Venice,
      can't remember the name,for a packed lunch.All you have to do is start the
       ball rolling,pick a neutral field and you'd be surprised at how many Kolb
      s show up.
      
       G.Aman MK-3/Jabiru 2200a 590hrs
      
      
       P.S.
      If you don't bring the Kolb down this year Rick,I,ll pick you up on the wa
      y to gather up Beauford.
      
      
      -----Original Message-----
      From: Fran Losey <loseyf(at)comcast.net>
      Sent: Sun, Sep 19, 2010 1:17 pm
      Subject: Re: Kolb-List: Re: Any KOLBs in South Florida?
      
      
      I am in West Boca.  Building right now(long way to go).
      
      Loseyf(at)comcast.net is my personal email.
      
      Fran Losey
      
      
      ------Original Message------

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September 17, 2010 - September 19, 2010

Kolb-Archive.digest.vol-ks

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