Kolb-Archive.digest.vol-la

January 20, 2011 - February 10, 2011



      
      
      Don't accept your dog's admiration as conclusive evidence that you are wonderful.
      Ann Landers
      
      
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From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: MkIII Xtra V speeds
Date: Jan 20, 2011
> Mike=2C > > Using Pat's numbers you can come up with pretty accurate stall speed esti mates at different flying weights by using the fact that a change in stall speed varies with the square root of the change in weight. > Thom Riddle Thanks Thom!! You are correct=2C and I hadn't taken that into account=2C yet. Also=2C thanks to Pat for the V speed numbers. They do coincide with what I was expecting. Mike Welch ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Jan 20, 2011
Subject: RE: Kolb-List Digest: 5 Msgs - 01/19/11
The FAA put out a bulletin stating that all small aircraft should have a Manuvering speed recorded in the plane's information manuel??? Anyone have any (manuvering airspeed thoughts) input for the MarkIIIX with 100 hp engine? Thanks, Bob Green MKIIIX project, N830PB GPAS VW Conversion ________________________________________ From: Mike Welch <mdnanwelch7(at)hotmail.com> Subject: Kolb-List: MkIII Xtra V speeds Kolb guys=2C and especially Travis=2C I am in the process of rounding up information for my Operator Limitations manual for my plane. Could I get a few of you Xtra owners to post your "V" speeds below in the list I have provided. Also=2C Travis=2C would you be kind enough to post the factory recommended speeds for these catagories=2C please? 1) Vso--(stall speed=2C or min. flight speed in 'landing' configuration {fl aps down})_________________ 2) Vs--(min. controllable airspeed in steady state flight {flaps up}_______ _____________ 3) Vfe--(maximun 'flap extended' stall speed)______________________________ ______ 4) Vno--(max speed for 'normal' operations)________________________________ _ 5) Vne--(never exceed speed)_____________________________________________ The Kolb factory states that the MkIII Xtra has a 35 mph stall speed=2C a nd 26 mph stall speed with flaps extended. Is this pretty close to what you Xtra own ers are experiencing? You response is appeciated. Thanks!!! Mike Welch MkIII ________________________________________________________________________________
Date: Jan 20, 2011
Subject: Re: RE: Kolb-List Digest: 5 Msgs - 01/19/11
From: Richard Girard <aslsa.rng(at)gmail.com>
Bob, Mine's a IIIC, but I use 60 as Va. That puts me in the white arc so I can drop the flaps a notch if I want to slow down any more. Rick Girard On Thu, Jan 20, 2011 at 10:23 AM, Bob Green wrote: > > The FAA put out a bulletin stating that all small aircraft should have a > Manuvering speed recorded in the plane's information manuel??? > Anyone have any (manuvering airspeed thoughts) input for the MarkIIIX with > 100 hp engine? > > Thanks, > Bob Green > MKIIIX project, N830PB > GPAS VW Conversion > > > ________________________________________ > From: Mike Welch <mdnanwelch7(at)hotmail.com> > Subject: Kolb-List: MkIII Xtra V speeds > > > Kolb guys=2C and especially Travis=2C > > I am in the process of rounding up information for my > Operator Limitations manual for my plane. Could I get a few > of you Xtra owners to post your "V" speeds below in the list I > have provided. > > Also=2C Travis=2C would you be kind enough to post the factory > recommended speeds for these catagories=2C please? > > 1) Vso--(stall speed=2C or min. flight speed in 'landing' configuration {fl > aps down})_________________ > 2) Vs--(min. controllable airspeed in steady state flight {flaps up}_______ > _____________ > 3) Vfe--(maximun 'flap extended' stall speed)______________________________ > ______ > 4) Vno--(max speed for 'normal' operations)________________________________ > _ > 5) Vne--(never exceed speed)_____________________________________________ > > The Kolb factory states that the MkIII Xtra has a 35 mph stall speed=2C a > nd 26 mph > stall speed with flaps extended. Is this pretty close to what you Xtra own > ers are > experiencing? > > You response is appeciated. Thanks!!! > > Mike Welch > MkIII > > -- 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 ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: MkIIIX V speeds
Date: Jan 20, 2011
>Bob=2C Mine's a IIIC=2C but I use 60 as Va. That puts me in the white arc so I can drop the flaps a notch if I want to slow down any more. >Rick Girard Rick=2C 60 mph is what I was thinking=2C too=2C for the maneuvering speed. I'll add that to my growing list of 'V' speeds to go into my Operator/Aircraft Limitation Ma nual. Thanks=2C Mike Welch ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Monument Valley 2011
Date: Jan 20, 2011
Anyone interested in Monument Valley 2011? Looking at the calendar, 19-22 May 2011 (Thu thru Sun), looks like our normal time frame to have the 2011 Kolb Unplanned/Unorganized Monument Valley Flyin. john h ++++++++++++++++++++++++++++++ Hi Kolbers: Since I sent the above post to the Kolb List yesterday, I have decided not to try and fly to Monument Valley this year. For those of us that fly in, there is a lot of walking and standing around involved in camping and living during the event. After getting entirely honest with myself, I do not think I am going to be capable of having fun and enjoy camping and walking around the area for four days. Being entirely dependent on hitching rides, calling the shuttle van, etc., would take away a lot of the fun of attending the flyin. I will not know for sure if I can be comfortable camping until I fly to Sun and Fun 30 Mar. If I discover I can not be comfortable and enjoy the show, I can get back in the mkIII and be home the same day. I have flown to every MV flyin since the original in 2003, through 2008. Last year I missed because of my accident. Those that did make last year's flyin said I was a lot more comfortable in the Rehab Hospital than I would have been trying to camp at Gouldings. I think I would have rather eaten and slept in sand. Last year we had zero Kolb aircraft show for the flyin. By all means, do not cancel the MV Flyin. If you have a couple Kolbs in attendance, you can have a lot of fun. I will miss it, as I miss many of those regular attendees, and close friends that are no longer with us. john h mkIII Titus, Alabama ________________________________________________________________________________
From: Bob Green <bgreen(at)bimi.org>
Date: Jan 21, 2011
Subject: RE: Kolb-List Digest: 6 Msgs - 01/20/11
Thanks to all that responded concerning the maneuvering speed for the MKIIIX. Rick Neilsen... what do you use since you are the pioneer for VW conversions? Craig Spoke??? Will look forward to seeing the complete V speed lists. Thanks again. John H. I would I would like to go to MV but will be busy with work obligations in May. Any plans for a Nauga Fly-in in the fall? Bob Green MKIII X project N830PB ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: RE: Kolb-List Digest: 6 Msgs - 01/20/11
Date: Jan 21, 2011
John H. I would I would like to go to MV but will be busy with work obligations in May. Any plans for a Nauga Fly-in in the fall? Bob Green Nauga belongs to John Bickham, who has not indicated any plans for a future flyin. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: Kolb-List Digest: 6 Msgs - 01/20/11
From: "John Bickham" <gearbender(at)bellsouth.net>
Date: Jan 22, 2011
Heck we'll throw something together. We're in the process of juggling work shift teams. Need to know where I land before I can schedule something. Anytime someone wants to just visit, we'll do our best to feed, water, and bed em. Been pretty busy. Grandkids are time consuming, but a blast! -------- Thanks too much, John Bickham Mark III-C w/ 912UL St. Francisville, LA I know many pilots and a few true aviators. There is a distinct difference that I have the greatest respect for. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=327934#327934 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Future Nauga Field Fly Around
Date: Jan 22, 2011
Anytime someone wants to just visit, we'll do our best to feed, water, and bed em. John Bickham John B/Gents: I need some training flights to help me get back into cross country shape again. Soon as the weather starts getting a little more agreeable I'll be on my way to Star Hill, LA, with a stop over at the late Paul Petty's father-in-law, Charley Harris. Both John B and Charley H have nice grass strips and wives that can cook as good as my mama could. Today would have been a good day to fly, but the temps stayed in the 40's and that was too cool for me. Soon as it warms up enough to work on my airplane under the shade tree, I need to replace Lord Mounts and update some wiring. Travis Brown has a lot of stiff Lord Mounts at Kolb Aircraft. Lord mounts do wear out and they are hard to come by because most dealers do not want to sell less than 100 each. Looking forward to the next Nauga Fly Around at Star Hill, LA. The local folks down there know how to cook, tell stories and even make Yankees feel at home. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: aileron gap seal advice request
From: "Jimmy Young" <jdy100(at)comcast.net>
Date: Jan 22, 2011
Kolb Folks, I need to replace my deteriorated clear-tape gap seals with PolyFiber tape. Need to know if when using Poly tape if you only do one side, & if so, top or bottom. I'm assuming top? I removed my seals today and went for a flight-gap seals off, noticed my Kob pulls more to the right than she used to. Also noticed in turbulence I need to apply quite a bit more stick pressure to level the wings, so it's obvious the gap seals help in control authority. Stall speed is the same, cruise speed is the same, but she just doesn't have the easy finger-tip control she had before. Ready for suggestions, -------- Jimmy Young Missouri City, TX Kolb FS II/HKS 700 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=327942#327942 ________________________________________________________________________________
Date: Jan 23, 2011
From: frank goodnight <frank.goodnight(at)att.net>
Subject: Re: aileron gap seal advice request
Hi Jim,=0A=0AI Know your plane is prettier than mine -----but---- the best thing I have found =0Afor gap seals , after useing=0Aboth pollyfiber and th e clear (book repair tape from- Kolb ) is two strips of =0A2in, gorrilla tape one with=0Athe sticky side up and and the other one sticky-side down . Easy to put on and =0AEasy to take off should you=0Aneed -to make a rep air, plus it lasts a long time,I also-use a strip of it for =0Aleading ed ge protection.=0AStay warn and dry. It's been a little cool here in Ark.=0A Frank=0A-=0A=0A=0A=0A=0A________________________________=0AFrom: Jimmy Yo ung =0ATo: kolb-list(at)matronics.com=0ASent: Sat, January 22, 2011 6:01:54 PM=0ASubject: Kolb-List: aileron gap seal advice request =0A=0AKolb Folks,=0A=0AI need to replace my deteriorated clear-tape gap sea ls with PolyFiber tape. =0A=0ANeed to know if when using Poly tape if you o nly do one side, & if so, top or =0Abottom. I'm assuming top? =0A=0A=0AI re moved my seals today and went for a flight-gap seals off, noticed- my Kob =0Apulls more to the right than she used to. Also noticed in turbulence I need to =0Aapply quite a bit more stick pressure to level the wings, so it' s obvious the =0Agap seals help in control authority. Stall speed is the sa me, cruise speed is =0Athe same, but she just doesn't have the easy finger- tip control she had before.=0A=0AReady for suggestions,=0A=0A--------=0AJim my Young=0AMissouri City, TX=0AKolb FS II/HKS 700=0A=0A=0A=0A=0ARead this t opic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=327942 ==================== ________________________________________________________________________________
Subject: Re: aileron gap seal advice request
From: "John Bickham" <gearbender(at)bellsouth.net>
Date: Jan 23, 2011
Hey Jimmy, This is what I did and got good results for +10 years now. Early on I noticed a lot of cracking in the gap seals of various Kolbs using the recommended method. I think that 2" tapes were the standard. This method kinda produced a hard crease, like an upside down "V". I used a 3" tape that is folded back and doubled for about 6 inches on the ends for strength. The 3" tape produces more of a roll than a hard crease that is less prone to cracking, IMHO. After over 10 years, just starting to see a little cracking in gap seals on inboard flap in. I use them flaps a lot at Nauga!! Simply my experience and opinion. -------- Thanks too much, John Bickham Mark III-C w/ 912UL St. Francisville, LA I know many pilots and a few true aviators. There is a distinct difference that I have the greatest respect for. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=327996#327996 ________________________________________________________________________________
From: "mark.shimei" <mark.shimei(at)gmail.com>
Subject: GSC hub for sale
Date: Jan 23, 2011
GSC 2 blade hub,vg condition $100 shipped lower 48 ________________________________________________________________________________
Subject: Re: aileron gap seal advice request
From: "Jimmy Young" <jdy100(at)comcast.net>
Date: Jan 23, 2011
> I Know your plane is prettier than mine Frank, I've never seen your Kolb so I can't comment on that. Maybe one day we can meet somewhar & check each other's Firestar out. Back to the finishing tape method for a gap seal, I'd like to see a pic of someone's Kolb done that way if anyone has a photo handy. I was looking it over today and it seems one layer over the top laid down with the flaperons in the down position would do the trick. What I need to know is, do I need one on the bottom as well? If it's just for looks only, I'll go on top. If it has much, if any, effectiveness to add one on the bottom, then I'll do that as well. -------- Jimmy Young Missouri City, TX Kolb FS II/HKS 700 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=328139#328139 ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: aileron gap seal advice request
Date: Jan 24, 2011
What I need to know is, do I need one on the bottom as well? If it's just for looks only, I'll go on top>> Hi Jimmy, It definitely is not `for looks only` it is for efficiency. The tape should go from the top surface of the wing to the underside of the aileron. On the other hand I have seen gliders, who REALLY worry about things like that and fit ailerons/elevaters/rudder to much tighter tolerances than a Kolb, use a tape to connect both TOP surfaces. Might be worth talking to a glider pilot who is current about it. My gliding experience is many years out of date. Cheers Pat ________________________________________________________________________________
From: "b young" <by0ung(at)brigham.net>
Subject: Re: aileron gap seal advice request
Date: Jan 24, 2011
What I need to know is, do I need one on the bottom as well? If it's just for looks only, I'll go on top>> Hi Jimmy, It definitely is not `for looks only` it is for efficiency. The tape should go from the top surface of the wing to the underside of the aileron. Cheers Pat >>>>>>>>>>>>>>>>> i did mine the way pat describes... but i used book binding tape, found an exact match,,, used 2 inch wide tape, overlalped sticky side to stick side 1 inch,,, leaving 1 inch sticky to attach to the top of wind and 1 inch sticky to attach to bottom of aileron. i guess you could do it with polly fiber,,, but not 100 % sure how to keep a straight line when gluing the inside line on the strip. maybe you could use some type of silicone tape. boyd young mkiii utah ________________________________________________________________________________
Date: Jan 24, 2011
Subject: New Dremel accessory
From: Richard Girard <aslsa.rng(at)gmail.com>
A couple of months ago I was in Lowe's when I remembered I needed a package of cut off wheels for my Dremel. At the display I found they have a new cut off wheel and drive mandrel out. The old ones were fragile and used a single screw to attach the wheel to the mandrel. The new one uses a spring loaded collar on the mandrel with a positive drive key to engage the wheel. The whole thing is just plain slick. The new cut off wheels last 3 to 4 times as long as the old ones even going through alloy steel. I cut the heads off two AN 5 bolts and the wheel only lost an 1/8" off its diameter. If you go to Lowe's look carefully I found the mandrel and five wheels as a special for $15. Separately they're about $18. Just to keep this specifically Kolb related, I was removing the elevator hinge from the horizontal stabilizer of a Mk IIIX yesterday. The original builder did a poor job of drilling the holes and every one of the stainless steel pop rivets spun before the drill separated the head from the body. I used the edge of the new Dremel cut off wheel to shave the head head of the rivet until I could just see the line concentric to the center hole. A light tap with a punch and the rivet was removed with no more damage to the hole. I did all 48 rivets in about a half hour and moved on. The cutoff wheel barely showed any wear. Rick Girard -- Zulu Delta Mk IIIC Thanks Homer, GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: New Dremel accessory
Date: Jan 24, 2011
>A couple of months ago I was in Lowe's when I remembered I needed a packag e of cut off wheels for my Dremel. Hi Rick=2C Hmmm. You find a nifty tool=2C and you wait a couple of months to share. Hmmm! >Just to keep this specifically Kolb related=2C I was removing the elevato r hinge >>Rick Girard Tools to use building airplanes are ALWAYS Kolb related!! No further exp lanation necessary. Speaking of Dremels..... I have a Ryobi cut-off tool. I have always li ke it=2C but it is 99% dead now!! It won't stay running for more than a few seconds=2C may be the brushes are burned up=2C but it's not worth trying to fix (IMO). At any ra te=2C I want a new cut-off tool. Since I just had a birthday a couple of days ago=2C I decide d I will get me one for a birthday gift....to me!! Since you recommend { finally : ) } the Dremel=2C and especially the new anvil mount=2C I'll head over and check them out!! Thanks=2C Rick BTW=2C are you referring to those fiber reinforced cut-o ff disks? The ones that come in that handy blue "slide out" container? I've used those for years. They are VERY durable! I used to break the cheapies in minutes=2C all the time. Sometim es=2C in only seconds. Mike Welch MkIII ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: New Dremel accessory
Date: Jan 24, 2011
Hmmm. You find a nifty tool, and you wait a couple of months to share. Hmmm! Mike Welch Mike W/Rick G/Gang: Realize this is not quite subject related, but wanted to share with you all, if you don't mind. I'm a die grinder kinda guy. I have a straight and a 90 degree grinder. Probably paid 15 or 20 dollars a piece for them. A few drops of Marvel Mystery Oil through the air intake every once in a while and they go forever. john h mkIII Titus, Alabama ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: New Dremel accessory
Date: Jan 24, 2011
> A few drops of Marvel Mystery Oil through the air intake every once in a > while and they go forever. > > john h John=2C There's no doubt I demand a lot from my tools. Probably a lot more than they were originally intended to put out. I guess my approach is=3B if this too l can't get the job done=2C then "I'll get the next bigger model!!" I haven't tried the Marvel oil maintenance....but I will from now on. Da rn sure couldn't hurt. I kinda think my present Ryobi is toast=2C but what the heck=2C right now it's like an old 'straight six' running on 4 cylinders. I'll see if a little oil will h elp.... I did find on eBay that neat=2C new mandrel Rick was talking about. It h as a kind of butterfly hole in the disk=2C that spins and locks into the mandrel head. Nice feature. MY problem is: I liked the Ryobi because it had about 8-10 speeds. I don 't think the Dremel does. I'd miss that feature. In the last year=2C I burned up two hand-held grinders!! My old faithful Makita=2C and it's replacement Milwaukie. I'll be a little easier on my brand new Mi lwaukie. Plus=2C from now on=2C I'll use some Marvel oil once in awhile... Mike Welch ________________________________________________________________________________
Date: Jan 24, 2011
Subject: Re: New Dremel accessory
From: Richard Girard <aslsa.rng(at)gmail.com>
Mike, The old cut off wheels I was referring to are the fiber reinforced ones with a 1/16" center hole for mounting. They were just too fragile for most anything and if you pushed them too hard the center cracked out and you were done. As you can see the new ones are much more robust. Rick On Mon, Jan 24, 2011 at 11:17 AM, Mike Welch wrote: > >A couple of months ago I was in Lowe's when I remembered I needed a > package of cut off wheels for my Dremel. > > > Hi Rick, > > Hmmm. You find a nifty tool, and you wait a couple of months to share. > Hmmm! > > > >Just to keep this specifically Kolb related, I was removing the elevator > hinge > >>Rick Girard > > Tools to use building airplanes are ALWAYS Kolb related!! No further > explanation > necessary. > > Speaking of Dremels..... I have a Ryobi cut-off tool. I have always > like it, but it > is 99% dead now!! It won't stay running for more than a few seconds, maybe > the > brushes are burned up, but it's not worth trying to fix (IMO). At any > rate, I want a new > cut-off tool. Since I just had a birthday a couple of days ago, I decided > I will get me > one for a birthday gift....to me!! > > Since you recommend { finally : ) } the Dremel, and especially the new > anvil mount, > I'll head over and check them out!! > > Thanks, Rick BTW, are you referring to those fiber reinforced cut-off > disks? The ones that > come in that handy blue "slide out" container? I've used those for years. > They are VERY > durable! I used to break the cheapies in minutes, all the time. > Sometimes, in only seconds. > > Mike Welch > MkIII > > > * > > * > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
Date: Jan 24, 2011
From: william sullivan <williamtsullivan(at)att.net>
Subject: New Dremel accessory
- Mike- I don't think you can lube the electric tools.- Maybe a drop on the bearings.- If you use a Dremel for end grinding, like pushing straig ht in, the main shaft gets set back.- My battery powered Dremel did that- my fault.- I was able to disassemble and push the shaft back into positi on.- John was talking about the air powered ones.- If you have a compre ssor, get the 1/4" drive tools.- By name brand ones, like Ingersoll or Ch icago Pneumatic, or Snap-on.- Craftsman used to make a 1/4" drive electri c die grinder- 110V. - ------------------------- ---------------------- Bill Sul livan --- On Mon, 1/24/11, Mike Welch wrote: From: Mike Welch <mdnanwelch7(at)hotmail.com> Subject: RE: Kolb-List: New Dremel accessory Date: Monday, January 24, 2011, 1:38 PM > A few drops of Marvel Mystery Oil through the air intake every once in a > while and they go forever. > > john h - ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: New Dremel accessory
Date: Jan 24, 2011
Hi Rick=2C The disks that I was referring to were fragile=2C unreinforced kind. If you breathed on them hard=2C they broke!! Pretty near useless=2C IMO=2C unless you were cutting balsa wood....slowly!! The 'much better' ones I was referring to are the fiber reinforced ones. I generally got lots of mileage out of these....that is=2C unless I bumped them sideways=2C or layed the tool down too hard. I have bent in half dozens of these. Yes=2C they do have the rediculously little 1/16" hole!! I haven't seen the new cut-off discs you're referring to. I'll make it a point to check them out. As I previously stated=2C I really liked the Ryobi rotary tool. But=2C I 'm open to recommendations regarding the Dremel. Does anyone have a "preferred model" they like.....and why? Mike Welch ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: New Dremel accessory
Date: Jan 24, 2011
Hi Bill=2C Thanks for pointing that out re: air tools. I didn't catch that. Doh!! No=2C I never use the rotary tool for anything except the cut-off discs. I know about oil in air tools. That's not new to me=2C I just misunderst ood what he was getting at. Thanks=2C Bill. Yeah=2C I know what you are getting at regarding the "name brand" tools. I think that is where they got that expression=3B You get what you pay for !!! Mike ________________________________________________________________________________
Date: Jan 24, 2011
From: william sullivan <williamtsullivan(at)att.net>
Subject: New Dremel accessory
- Mike- if you have a compressor, then I really recommend a 90 degree too l with the 3M "Roloc" disc accessory.- The sanding discs will remove a lo t of metal, and the "scruffy pad" discs will polish.- Nice for brazing pr ep and finish, and polishing welds.- Very controllable. - ------------------------- ---------------------- Bill Sul livan --- On Mon, 1/24/11, Mike Welch wrote: From: Mike Welch <mdnanwelch7(at)hotmail.com> Subject: RE: Kolb-List: New Dremel accessory Date: Monday, January 24, 2011, 3:27 PM Hi Bill, - - Thanks for pointing that out re: air tools.- I didn't catch that.- Doh!! - - No, I never use the rotary tool for anything except the cut-off discs. - - I know about oil in air tools.- That's not new to me, I just misunder stood what he was getting at.-- Thanks, Bill. - - Yeah, I know what you are getting at regarding the "name brand" tools. I think that is where they got that expression;- You get what you pay for !!! - - Mike ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Dremel rotary tool
Date: Jan 24, 2011
Hi Bill=2C Don't get me wrong=2C tools I've got!!!! I've spent a life in constructi on and have TONS of tools. Air tools=2C hand-held electric=2C battery powered =2C you name it=2C I've got it. If I don't 'got' it=2C I'm not likely to get o ne now. My wife says wants me to start downsizing=2C too=2C "so we can retire". I have one of those air grinders you mentioned=2C but I hardly ever use i t. Yes=2C I have a compressor. Actually=2C I have 3 shop types. I did recent ly sell my 'tow behind' Ingersoll-Rand diesel compressor=2C tho. Naw=2C what I'm looking for at this point is a new A/C rotary tool... either Dremel=2C or Ryobi=2C or possibly another brand that comes highly recommended. I would consider a battery rotary tool=2C but only if it always sat in th e charger (when not in use). That way=2C it would always be charged up. I have three hand-held grinders. My 4" Milwaukie=2C my 4 1/2" Ryobi=2C a nd my industrial model...7" Milwaukie. The little rotary tool I have (the Ryobi) was for really little intricate stuff. Like the kind of stuff that needs a 1" cutting wheel. Thanks=2C Mike ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Dremel rotary tool
Date: Jan 24, 2011
Don't get me wrong, tools I've got!!!! I've spent a life in construction and have TONS of tools. Air tools, hand-held electric, battery powered, you name it, I've got it. Mike Mike W/Kolbers: Doncha think Mike ought to have that mkIII flying by now with all those tools. ;-) john h( Brother Jim was cutting and welding up my mkIII fuselage at Homer's 20 years ago.) mkIII Titus, Alabama ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Dremel rotary tool
Date: Jan 24, 2011
> Doncha think Mike ought to have that mkIII flying by now with all those > tools. =3B-) > > john h John=2C House completion=2C odds and ends=2C freezin' cold shop=2C and all kinds of other poor excuses!!! I could turn the heat-pump on in my shop=2C but I found ou t that gets a little expensive. Add on top of all that=2C 3 weeks ago today I hurt my upper back while wo rking on my storm cellar. I can't carry those 100 pound bags of mortar like I us ed to. I've had a pinched nerve and nagging headache every day since!! Ya ca n't get much done when you're 'uh hurtin'". By the way=2C a progress update=3B I installed my front instrument panel /radio console a couple of days ago. I had a couple of minor antenna cable issues =2C but I got those all resolved today. Just for s & giggles=2C I made a little wind tunnel for the pitot system =2C prior to carrying the panel over to the shop. (I borrowed my wife's hair dryer =2C which surprisingly=2C worked VERY well. I taped up the 'heat' button=2C so it blew only cold air) Here's what I found out=3B The Dynon D10A EFIS and the UMA airspeed indicator were virtually exact in their respective readings. In fact=2C it surprised me how much they rea d the same. One thing=2C though. The UMA airspeed indicator was "not as precise". I t seemed to lag about 2-3 mph. This trait did NOT appear to be a safety problem=2C just a little annoying that it wasn't as gnat's-ass accurate as the Dynon. The Dynon was phenomenally sensitive to the slightest change in air pressure. I get the impression it is accurate to less than 1 mph=2C whereas I would give the UM A an accuracy of about 2 mph. Either one of them would be plenty qualified to be a primary source of airspeed information=2C it's just that the Dynon was soooo much more precise!! (What would you expect for the $$? Remember the "you get what you pay for" adage?) I was very surprised to find out that they both coincided in their readin g so well. I feel a lot more confident that I have (at least one) excellent=2C trust worthy airspeed indicator!! Before my little wind tunnel test=2C I did not know t his!! For the record=2C I wasn't trying to establish that either one of the air speed indicators was "exact" in their accuracy=2C but rather=2C that they=2C in fact=2C work ed at all!! I do NOT want to get myself in a situation where I ASSUMED everything will work prop erly=2C just because I want them to!! I'm a firm believer in 'trust=2C yet verify! !' I look forward to warmer weather. Can't get much done in this kind of cold temps. I think I should be able to fire up the engine in a couple of weeks=2C or so. Now=2C THAT should be interesting!!! Mike W ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Dremel rotary tool
Date: Jan 24, 2011
One thing, though. The UMA airspeed indicator was "not as precise". It seemed to lag about 2-3 mph. This trait did NOT appear to be a safety problem, just a little annoying that it wasn't as gnat's-ass accurate as the Dynon. The Dynon was phenomenally sensitive to the slightest change in air pressure. I get the impression it is accurate to less than 1 mph, whereas I would give the UMA an accuracy of about 2 mph. Mike W Mike W/Kolbers: The UMA may turn out to be a better ASI than the one you spent all that money on, the Dynon. I don't know that. However, the UMA lags, am guessing you mean it does not change indication instantly, because it has a built in dampner to prevent the needle from bouncing around at every tiny, minute bit of disturbed air, air pressure, etc. Without the dampner the needle would probably be a blur. Just guess, of course. To me the most important aspect of the ASI is that it will indicate to me where my stall speed is so I can stay above it. ASI's are very reliable. Usually alway work well enough to establish stall speed, unless one forgets to take off the pitot cover, a dirt dauber or spider takes up residence in the pitot tube, or someone blows into the pitot tube to see if the ASI really works. john h mkIII Titus, Alabama ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Dependable instruments
Date: Jan 24, 2011
> The UMA may turn out to be a better ASI than the one you spent all that > money on=2C the Dynon. I don't know that. Hi John=2C The UMA being the better indicator=2C naw=2C I don't think so. It's hard to describe very accurately=2C but the Dynon airspeed readings were smooth. With the pitot inlet propped up in place=2C directly inline with the airstr eam=2C I could vary the airspeed readings by adjusting the distance from the pitot opening from the hair dryer flow of air. I could get a reading of about 60 mph max @ 1"=2C or as little as 10-15mph @ about 12". So=2C with both units reading....let's say 50 mph. If I don't move anyth ing=2C they both continue to read the same airspeed fairly well. They also both seem t o agree closely=2C almost all the time. Any disparity was never more than 3 mph. Now=2C if I stick my finger in the airsteam just a bit=2C the Dynon will reflect a modest decrease=2C 1=2C 2=2C maybe even 3 mph=2C but the UMA...no change. If I remove my finger out of the flow of air=2C the Dynon goes back to 50. In the meantime=2C the UMA never left 50. Would a more expensive pitot style airspeed indicator have performed bett er? Absolutely!! There is a reason why they cost several hundreds=2C and this UMA only costs $169. I've heard it said=2C you get what you pay for. > However=2C the UMA lags=2C am guessing you mean it does not change indica tion > instantly=2C because it has a built in dampner to prevent the needle from > bouncing around at every tiny=2C minute bit of disturbed air=2C air press ure=2C > etc. Without the dampner the needle would probably be a blur. BTW=2C it wasn't such that the UMA 'lagged'. With small airspeed changes =2C it didn't lag=2C it just didn't change at all!! If the airspeed pitot pressur e exceeded 4-5mph=2C then the needle would move. I am not knocking the UMA. It has shown it performs plenty good enough t o provide accurate (enough) airspeed readings. But=2C I am convinced a much more expensive unit would be 'more sensitive'=2C that's all. > To me the most important aspect of the ASI is that it will indicate to me > where my stall speed is so I can stay above it. I couldn't agree more!!!!! As was previously established in an earlier t hread=2C regardless of whether your airspeed indicator says 40 or 400=2C (at stall) THAT'S the magic number to stay above!! > ASI's are very reliable. Usually alway work well enough to establish stal l > speed That's what I wanted to establish=2C namely=2C that these things simply w ork!! By all accounts=2C they seem to be functioning quite well. This fact is all I was counting on! Whatever reading they say at stall=2C that will be the 'magic number' to stay much higher than. =2C unless one forgets to take off the pitot cover=2C a dirt dauber or > spider takes up residence in the pitot tube=2C or someone blows into the pitot > tube to see if the ASI really works. > john h > mkIII > Titus=2C Alabama Had that happen to me once. I was half way down the runway and the airsp eed indicator was still stuck at zero. Slow down=2C turned off the runway=2C d id some investigating. A mud dauber had made a new home in my pitot tube. Dug out the dirt...worked like a champ!! BTW=2C is anyone curious how fast a hornet is when he is 8" away from you r hand=2C while you're checking your oil? Let's just say=2C faster than you'd think! ! And yes=2C they do leave scars!! Mike Welch ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Dependable instruments
Date: Jan 25, 2011
Now, if I stick my finger in the airsteam just a bit, the Dynon will reflect a modest decrease, 1, 2, maybe even 3 mph, but the UMA...no change. If I remove my finger out of the flow of air, the Dynon goes back to 50. In the meantime, the UMA never left 50. > john h Mike W/Kolbers: Sorry, I misunderstood your initial post comparing the two ASI's. The UMA is probably not slow and/or lagging, but insensitive to small changes. Probably a cheap bellows and operating mechanism. I tried to get a new UMA tach to work on my 912 some years ago. Worked with the factory techs through three different new UMA tachs. Never could get it to work correctly. Finally, went back to the Rotax tach. I wanted a 3 inch tach instead of the 2" Rotax tach. I haven't bought an ASI in some time, but I have always used Winter brand built in Germany, primarily for sail planes. You are correct, Michael. You get what you pay for. That's why I have flown with the 912 series engines since 1994. They are outrageously exensive, but reliable. john h mkIII Titus, Alabama - Watching the rain drops fall. ________________________________________________________________________________
Date: Jan 25, 2011
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: Dependable instruments
> > >The UMA is probably not slow and/or lagging, but insensitive to small >changes. Probably a cheap bellows and operating mechanism. > John is correct in that each instrument will have a different threshold to incremental change due to the mechanisms internal resistance or friction. If you are going to compare two different ASI, it is best to put them in the same flying environment. What was the poorest performing may equal the best performing when both are subjected normal vibrations due to powered flight. I use a Winter ASI in the FireFly. I was disappointed due to it's slow reaction time. I minimized the reaction time by drilling out the flow control orifice to the point that it is a little on the nervous side. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Subject: Re: Dependable instruments
From: robert bean <slyck(at)frontiernet.net>
Date: Jan 25, 2011
Another factor may cause lagging response in an otherwise good system. A bug. Insect residue such as a small piece of spiderweb can cause a small enough restriction to give a lagging or a small series of steps in needle response. Not enough to prevent a steady state reading which will still be accurate. Disconnect at the panel and blow out in reverse. Sorry if this is too obvious. BB On 25, Jan 2011, at 10:48 AM, Jack B. Hart wrote: > >> >> >> The UMA is probably not slow and/or lagging, but insensitive to small >> changes. Probably a cheap bellows and operating mechanism. >> > > John is correct in that each instrument will have a different threshold to > incremental change due to the mechanisms internal resistance or friction. > > If you are going to compare two different ASI, it is best to put them in the > same flying environment. What was the poorest performing may equal the best > performing when both are subjected normal vibrations due to powered flight. > > I use a Winter ASI in the FireFly. I was disappointed due to it's slow > reaction time. I minimized the reaction time by drilling out the flow > control orifice to the point that it is a little on the nervous side. > > Jack B. Hart FF004 > Winchester, IN > > > > > ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Dependable instruments
Date: Jan 25, 2011
Jack=2C Hi. Hiding out from the snow=2C lately??? Regarding the UMA airspeed indicator=2C it isn't that it "lags". Very sm all airspeed changes do not move the needle....at all. It frankly just isn't that high of a quality of an indicator!! There are $ 170 A/S gauges and there are $800 A/S gauges. The 'more expensive' gauge will likely be=3B more accurate=2C more smooth in operation=2C and in gener al=2C basically perform better. Maybe not always......but most of the time. My UMA A/S indicator is a $170 version. It is 'entry level'. I chose it because I knew I had a back-up. However=2C as I said before=2C it IS reaso nably accurate. It performs an adequate job. If it was my ONLY A/S indicator=2C I would still feel confident I could depend on it (after testing it and verif ying that it operates just fine!!) Having never flown with either the Dynon or the UMA=2C I just wanted a li ttle 'piece of mind' that they simply worked!! Accuracy I can work on later (bu t from appearances=2C I doubt I'll need to!!). But=2C a completely 'non-work ing' airspeed system may not give me a 'later'=2C and that's all I was trying to avoid with the test. : ( Mike Welch ________________________________________________________________________________
Subject: Re: Dependable instruments
From: "Vic Peters" <vicsv(at)myfairpoint.net>
Date: Jan 25, 2011
Anyone I have a UMA asi. It stopped working a couple times. 1st I thought it was the air flow pitot cover. Not. Started woking during climb. 2nd time I hit ET (gauge cluster) on the head and it worked. What should I look for besides a new one? Vic 912ul xtra -------- Vic 912ul Xtra Maine Too old to cut the mustard but not the cheese. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=328430#328430 ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: Dependable instruments
Date: Jan 25, 2011
> I have a UMA asi. It stopped working a couple times. > Vic > 912ul > xtra Hi Vic=2C I took apart a poorly working TSO'd airspeed indicator once. (I've taken apart two airspeed indicators=2C and put them back together) If I remember correctly=2C there was very slight metal corrosion on the internal moving and touching parts. I carefully cleaned them up with an electronic parts cleaner product=2C put on a couple of tiny drops of mineral oil (really tiny!!!) on the moving parts where they contact=2C and it worked like a champ!! I even took the time to clean the dial face real nice=2C and purdy. I polished the glass lens=2C and put the whole arrangement back together. It was given to me for free. I sold it for $130 to a guy on eBay. He installed it immediately after getting it=2C and said it worked flawlessly for his flight back to Los Angeles. So=2C in a nutshell=2C I'd say you might have some light corrosion. Take it apart=2C and look. BTW=2C you'll want a spotless work environment!! Lay out a clean light colored towel. Light colored so you can see the tiny little screws =2C when you drop them. Just a thought.... Mike Welch ________________________________________________________________________________
Date: Jan 25, 2011
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Dependable Instruments
- Mike- One note on the ASI.- Check it again after you install it.- I thought I was safe if my ASI read under 20mph.- Didn't move at all while taxiing.- Turned out it was hooked up backwards, leading to my surprise flight.- I had depended on someone else saying the needle had moved while testing it.- I think it must have moved backwards, or something. - ------------------------- ------------------- Bill Sullivan ------------------------- ------------------- Windsor Locks, Ct . (snowing again) ------------------------- ------------------- FS 447 ________________________________________________________________________________
Date: Jan 25, 2011
From: frank goodnight <frank.goodnight(at)att.net>
Subject: Re: Dependable instruments
All the talk about airspeed indicaters leads to me to ask if I am the only one =0Athat routinely practices flying=0Awith out useing the ASI ,take off, landings, slow flight , stalls ,unsual =0Aattitudes .especially takeoffs a nd landings=0Afrom differant alt above sea level --35ft to over 6000ft .dif ferent aproch =0Aspeeds , landing uphill- downhill or anythin=0Aelse I can think of that will help me to fly the airplane.=0AFrank Goodnight=0A=0A=0A =0A=0A________________________________=0AFrom: Mike Welch <mdnanwelch7@hotm ail.com>=0ATo: kolb-list(at)matronics.com=0ASent: Tue, January 25, 2011 11:18: 09 AM=0ASubject: RE: Kolb-List: Re: Dependable instruments=0A=0A> I have a UMA asi. It stopped working a couple times. > Vic=0A> 912ul=0A> xtra=0A- =0AHi Vic,=0A-=0A- I took apart a poorly working TSO'd airspeed indicat or once.=0A(I've taken apart two airspeed indicators, and put them back tog ether)=0AIf I remember correctly, there was very slight metal corrosion=0Ao n the internal moving and touching parts.- I carefully cleaned=0Athem up with an electronic parts cleaner product, put on a =0Acouple of tiny drops of mineral oil (really tiny!!!) on the moving=0Aparts where they contact, a nd it worked like a champ!!=0A-=0A- I even took the time to clean the d ial face-real nice, and purdy.- I=0Apolished the glass lens, and put th e whole arrangement back together.=0A-=0A- It was given to me for free. - I sold it for $130 to a guy on eBay.=0AHe installed it immediately afte r getting it, and said it worked=0Aflawlessly for his flight back to Los An geles.=0A-=0A- So, in a nutshell, I'd say you might have some light cor rosion.=0ATake it apart, and look.=0A-=0A- BTW, you'll want a spotless work environment!!- Lay out a clean=0Alight colored towel.- Light color ed so you can see the tiny little screws,=0Awhen you drop them.=0A-=0A- === =0A ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: Dependable instruments
Date: Jan 25, 2011
Frank, there are those who can and those who shouldn't fly without an ASI. If you are in the former group, you are both a better pilot and better practicing it. In my aeronca I flew more than one season with it inop. -Didn't make any difference. I knew the plane that well. -although comparing it to a Kolb is apples to oranges. The aeronca gave more airspeed feedback via control heaviness than a Kolb. Most of the old taildraggers were the same. Of course there is a big inertia difference between a 800 lb plane and a 1300 lb plane which also has less drag. The only thing I glanced at occasionally was the oil pressure gauge. On 25, Jan 2011, at 12:40 PM, frank goodnight wrote: > All the talk about airspeed indicaters leads to me to ask if I am the only one that routinely practices flying > with out useing the ASI ,take off, landings, slow flight , stalls ,unsual attitudes .especially takeoffs and landings > from differant alt above sea level --35ft to over 6000ft .different aproch speeds , landing uphill- downhill or anythin > else I can think of that will help me to fly the airplane. > Frank Goodnight > > From: Mike Welch <mdnanwelch7(at)hotmail.com> > To: kolb-list(at)matronics.com > Sent: Tue, January 25, 2011 11:18:09 AM > Subject: RE: Kolb-List: Re: Dependable instruments > > > I have a UMA asi. It stopped working a couple times. > Vic > > 912ul > > xtra > > Hi Vic, > > I took apart a poorly working TSO'd airspeed indicator once. > (I've taken apart two airspeed indicators, and put them back together) > If I remember correctly, there was very slight metal corrosion > on the internal moving and touching parts. I carefully cleaned > them up with an electronic parts cleaner product, put on a > couple of tiny drops of mineral oil (really tiny!!!) on the moving > parts where they contact, and it worked like a champ!! > > I even took the time to clean the dial face real nice, and purdy. I > polished the glass lens, and put the whole arrangement back together. > > It was given to me for free. I sold it for $130 to a guy on eBay. > He installed it immediately after getting it, and said it worked > flawlessly for his flight back to Los Angeles. > > So, in a nutshell, I'd say you might have some light corrosion. > Take it apart, and look. > > BTW, you'll want a spotless work environment!! Lay out a clean > light colored towel. Light colored so you can see the tiny little screws, > when you drop them. > > Just a thought.... > > Mike Welch > > > > > ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: Dependable instruments
Date: Jan 25, 2011
Yes=2C Frank=2C but how many BRAND NEW=2C NEVER FLOWN airplanes=2C with "never proven that they even work" airpeed indicators in them have you flown?? When I take my maiden flight=2C it will be the FIRST time my plane will have ever been in the air. It will also be the FIRST time the airspeed instruments will ever be asked to show a useful reading. No one=2C (NONE) has said anything about needing an airspeed instrument=2C or NOT needing one. The subject has just been about the accuracy of cheaper vs. more expensive ones. When I had my Cessna 172=2C I used to fly all the time not looking at the airspeed indicator. I especially like "super slow flight"=2C where I was practically hanging on the prop=2C and the stall horn 'a blarin'. I've crashed an ultralight once. Hurt so damn bad=2C I can't even face thinking about it. I darn sure don't want to do that again. It was one of the top two injuries in my life!!! Sorry if I sound miffed=2C but you make it seem as if I'm concerned about nothing=2C either that=2C or you didn't catch the point of the discussion. Several of our Kolb friends are not with us anymore. I'd like to NOT join them!! After a person is familiar with their plane=2C sure=2C then they can practi ce lots of flying without an airspeed indicator. But for me=2C I'd rather be over-cautious with my track record of new flights. Mike Welch Date: Tue=2C 25 Jan 2011 09:40:49 -0800 From: frank.goodnight(at)att.net Subject: Re: Kolb-List: Re: Dependable instruments All the talk about airspeed indicaters leads to me to ask if I am the only one that routinely practices flying with out useing the ASI =2Ctake off=2C landings=2C slow flight =2C stalls =2Cunsual attitudes .especially takeoffs and landings from differant alt above sea level --35ft to over 6000ft .different aproch speeds =2C landing uphill- downhill or anythin else I can think of that will help me to fly the airplane. Frank Goodnight From: Mike Welch <mdnanwelch7(at)hotmail.com> Sent: Tue=2C January 25=2C 2011 11:18:09 AM Subject: RE: Kolb-List: Re: Dependable instruments > I have a UMA asi. It stopped working a couple times. > Vic > 912ul > xtra Hi Vic=2C I took apart a poorly working TSO'd airspeed indicator once. (I've taken apart two airspeed indicators=2C and put them back together) If I remember correctly=2C there was very slight metal corrosion on the internal moving and touching parts. I carefully cleaned them up with an electronic parts cleaner product=2C put on a couple of tiny drops of mineral oil (really tiny!!!) on the moving parts where they contact=2C and it worked like a champ!! I even took the time to clean the dial face real nice=2C and purdy. I polished the glass lens=2C and put the whole arrangement back together. It was given to me for free. I sold it for $130 to a guy on eBay. He installed it immediately after getting it=2C and said it worked flawlessly for his flight back to Los Angeles. So=2C in a nutshell=2C I'd say you might have some light corrosion. Take it apart=2C and look. BTW=2C you'll want a spotless work environment!! Lay out a clean light colored towel. Light colored so you can see the tiny little screws =2C when you drop them. Just a thought.... Mike Welch ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: Dependable instruments
Date: Jan 25, 2011
Hi Mike' sorry if I touched a nerve.Didn't mean to upset anyone. No problem=2C Frank. I would agree if anybody said I was touchy about flying my new Kolb=2C though. I applaud you for your two maiden flight successes. Oh=2C how I dream of that day (and live to brag about it!!) Back when I crashed my U/L=2C it was MY fault. I did not have sufficient or recent training. I do NOT want to make that mistake again! If I were to crash like the last time=2C and I were given the choice of the same pain=2C or death=2C it would be a tough call=2C you can believe me on that one. I think all pilots should be completely familiar with as much of the flight experience as they can be. Practice=2C practice=2C practice. The more practice we have=2C the safer we should be. And safe is always a good thing. Mike W ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Dependable instruments
Date: Jan 26, 2011
It will also be the FIRST time the airspeed instruments will ever be asked to show a useful reading.>> Hi Mike, It is a bonus if your ASI reads spot on. Most ASI`s do not. What IS important is that you know where on the dial the needle points when you stall. It really doesn`t matter what the numbers read. If it reads 30, stay above 30. If it reads 40 stay above 40. That should get the feathers flying Cheers Pat ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: Dependable instruments
Date: Jan 26, 2011
Hi Pat=2C You are absolutely correct=2C and I'm quite aware of that. In fact=2C I stated what you said several times. "Whether it reads 40 or 400" comes to mind. Plus=2C t he "that's the 'magic' number to stay above"! This aspect of an ASI I am well aware of . Thanks I also said I wasn't exactly interested in it being "perfect"=2C but rath er=2C that it works at all. If it consistently reads 6 mph fast...or 8 mph too slow=2C I can live with this information=2C providing it does so across it's entire reading scale. In fact=2C I can say that I understand that it doesn't even need to have ANY numbers on it's maiden flight. Right? I mean=2C what a guy would be looking for i s that exact location on the dial where the needle is when a stall is imminent. It would seem to me that an ASI should be more viewed as a "stall warning indicator"=2C in the early stages of initial flights. The pilot should not be so focused on a number=2C but rather the needle's precise position. A 'slightly off' calibration is very tolerable. An ASI that's reads a co nstant 30 whether you're traveling at 45mph AND also 85mph won't be very useful. My little wind tunnel project was simply to establish that "they worked"=2C nothing more than a b asic proof that little spiders or other creatures hadn't made their homes inside the holes. ....(I didn't really think that=2C I was just kidding=2C they are both brand new=2C and kept in their factory boxes prior to installation) However!! Have you guys ever bought something "brand new".....and it work? I have! !! Years ago=2C I owned an old Datsun pickup. It was running poorly and I c ouldn't figure it out=2C so I called a mobile mechanic. He suggested we change the "points and cond ensor"=2C which we did. But after they were installed=2C the truck would not start!! ! We assumed we had the points off a bit=2C or a milion other ideas we tried. Nothing!! A fter screwing with absolutely everything there is to work on for about 3-4 hours=2C and being certain of everything.....we said let's get another new set of points and consensor (a t a different store). Off to the different store=2C then back home=2C installed the new sets. Turned the key....vrooooom. Ran like a top!!! We spent the biggest part of a day wasted=2C due to a de fective "brand new set" of parts. (the condensor was bad) I just didn't want my airspeed system to be included in that list of unpr oven parts=2C that's all. Mike Welch ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: Dependable instruments
Date: Jan 26, 2011
List=2C In my previously reply to Pat=2C I asked if everyone had bought something brand new=2C and it worked. Duhh!!! My typo!! I meant "didn't work!!" I had originally said it correctly=2C but then modified it. But after I read it again=2C I reworded it back to what I origanally said=2C but I accidently omitted "didn't". Sorry for the confusion. Mike ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Sun and Fun 2011
Date: Jan 26, 2011
Latest dates for Sun and Fun 2011: Sun n Fun March 29, 2011 April 3, 2011 Lakeland Linder Regional Airport in Lakeland, FL 37th Annual SUN n FUN International Fly-In & Expo I am going to try to fly down on Mar 28 or 29. See you all there. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: Sun and Fun 2011
From: Daniel Myers <h20maule(at)hotmail.com>
Date: Jan 26, 2011
I'll be there too with the searey...I'll definitely stop by kolb and hang out there for a while...I'll be parked next to the mk3x amphibian again this year Thanks, Daniel Myers Cell: 407 920 7700 On Jan 26, 2011, at 5:32 PM, "John Hauck" wrote: > > Latest dates for Sun and Fun 2011: > > Sun n Fun > March 29, 2011 April 3, 2011 > Lakeland Linder Regional Airport in Lakeland, FL > 37th Annual SUN n FUN International Fly-In & Expo > > > I am going to try to fly down on Mar 28 or 29. > > See you all there. > > john h > mkIII > Titus, Alabama > > > > > > > ________________________________________________________________________________
Date: Jan 27, 2011
From: frank goodnight <frank.goodnight(at)att.net>
Subject: test
=0A=0ATest--------I- think my e-mail is broke.=0AFrank=0A=0Ado not arch ive ________________________________________________________________________________
Subject: Firestar to MK III C transition.
From: "Thumper" <dlong1957(at)yahoo.com>
Date: Jan 27, 2011
To all Please give me in the simplest form the major differences between the Firestar I and a MK3C. I have sold my Firestar KX to a fellow in TX and I am buying the MK3C owned by Keith Anderson in Oregon. I intend to get my SP rating and I have an instructor lined up. I have 100+ hours in an Ultrastar and 100+ hours in the Firestar all within the last 2 years. I have been reading the old posts and I am looking for the most important tips you all have for me on this transition. I know I will have to learn the 912 80hp engine but I have plenty of local help for that. Thanks Dennis Long in W. TN. Moving on up. -------- Dennis Long Oakland TN 1990 Kolb Firestar KX 80+ hours since June Read this topic online here: http://forums.matronics.com/viewtopic.php?p=328729#328729 Attachments: http://forums.matronics.com//files/100_3297_191.jpg http://forums.matronics.com//files/plane_kolb_065_136.jpg ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell1020(at)gmail.com>
Subject: Re: Firestar to MK III C transition.
Date: Jan 27, 2011
To all Please give me in the simplest form the major differences between the Firestar I and a MK3C. I have sold my Firestar KX to a fellow in TX and I am buying the MK3C owned by Keith Anderson in Oregon. I am familiar with Keith's plane, and own a Firestar II and have owned a Mark III. If you can fly a Firestar, you shouldn't have any trouble with the Mark III. Its bigger, should be faster, land pretty much the same if not a bit slower, carry more weight. The comparison that I would make is that you are trading a sports car for a van, but you will have more range and can carry more stuff. Should be no problem for you. Larry Oregon Note: If you forward this email, please delete the forwarding history, which includes my email address. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Firestar to MK III C transition.
Date: Jan 27, 2011
The comparison that I would make is that you are trading a sports car for a van, but you will have more range and can carry more stuff. Should be no problem for you. Larry Larry C/Gang: I agree with Larry. If you can fly one model Kolb, you can fly them all. Since Larry hurt my feelings referring to MKIII's at "vans", I will have to fly circles around him next June, if I can make it back to the Rock House. ;-) Sitting here getting antsier waiting on warm weather and some cross country flying. Last cross country was Sun and Fun 2010. john h MKIII Titus, Alabama ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell1020(at)gmail.com>
Subject: Re: Firestar to MK III C transition.
Date: Jan 27, 2011
Since Larry hurt my feelings referring to MKIII's at "vans", I will have to fly circles around him next June, if I can make it back to the Rock House. ;-) Works for me. Larry Note: If you forward this email, please delete the forwarding history, which includes my email address. ________________________________________________________________________________
From: Arksey(at)aol.com
Date: Jan 27, 2011
Subject: Re: Firestar to MK III C transition.
In a message dated 1/27/2011 3:42:00 P.M. Eastern Standard Time, lcottrell1020(at)gmail.com writes: To all Please give me in the simplest form the major differences between the Firestar I and a MK3C. I have sold my Firestar KX to a fellow in TX and I am buying the MK3C owned by Keith Anderson in Oregon. My experience flying Kolb's started with some dual in a MK lll to give me some idea how a Kolb was to fly, I then purchased a Kolb firestar ll and have put a lot of hours on it and enjoy it. I had as with every airplane to get used to some things. This last summer I put a lot of time in a MK lll C and found it to be the same airplane as far as traits as the Firestar. It is a good airplane and you will enjoy it. You need to get used to it, I would suggest spending time just setting in it to become familiar with were things are, spend some time taxing, become familiar with the required speeds, in other words the things you would do when flying any different airplane....I would not fool with the flaps until I had got somewhat used to the plane. I would use no flaps on take off and when I was used to flying the plane then I would deploy the flaps at proper airspeed and with some altitude to get used to them, I would also suggest that upon the lst flight to go up to a safe altitude and do some stalls to find out where the indicated airspeed stall is . I am sure I have repeated a lot of things you already know but it is always good to be reminded. The most important thing is to always fly the airplane', don't let it fly you.... Jim Swan up in cold and snowy Michigan Do not archive FIRESTAR ll 503 Michigan jswan GPS FOR MY RUNWAY N 42 deg 28.581 W084deg 44.825 ph. 517-663-8488 ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell1020(at)gmail.com>
Subject: Re: Firestar to MK III C transition.
Date: Jan 27, 2011
I feel the need for a bit of a disclaimer here. The plane that he is buying has a 80 horse 912 on it and if he is getting the whole package, ( trailer and goodies) is getting a good deal. The plane will fly faster than his Firestar, I would expect the cruise to be about 75 to 80 true airspeed, and the 912 is pretty easy on fuel. The Mark III that I had was powered by a 582 and sucked gas. That by the way was the only reason that I got rid of it. Didn't think I could afford a 912. If it had flown like John's Pfer I sure would have kept it. ( Now are you happy, old man?) I am quite sure that you will like the plane and get a lot of enjoyment out of it. If your path goes any where close to here you are welcome to stop by for the night. Klamath Falls is about 6 hours ( 330 miles) from here. 42 40.919 N 117 51 198 W Larry Note: If you forward this email, please delete the forwarding history, which includes my email address. ________________________________________________________________________________
Subject: Re: Firestar to MK III C transition.
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Jan 28, 2011
"If you can fly one model Kolb, you can fly them all.... john h " The following does not really apply to the original question but I just couldn't let the above statement go by without comment. I agree that if you can FLY one Kolb you can FLY them all, but landing and take-off on pavement in a Slingshot is a different story. It is not hard to learn but it is not really much like the short leg Kolbs; more like a traditional tail dragger with excellent visibility. -------- Thom Riddle Buffalo, NY (9G0) Kolb Slingshot SS-021 Jabiru 2200A #1574 Tennessee Prop 64x32 Don't accept your dog's admiration as conclusive evidence that you are wonderful. Ann Landers Read this topic online here: http://forums.matronics.com/viewtopic.php?p=328813#328813 ________________________________________________________________________________
Subject: Re: Firestar to MK III C transition.
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Jan 28, 2011
elleryweld(at)aol.com wrote: > > The firestar Held 10 Gallons of fuel and would sip 2.7 GPH > The MK3C Holds 20 Gallons of Fuel and Gulps 6.+ GPH > Ellery Batchelder Jr. > -- What kind of engine were you using that burns more than 6 GPH? My 582 burns less than 4 unless I am running it wide open. Richard Pike MKIII N420P (420ldPoops) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=328815#328815 ________________________________________________________________________________
Subject: Re: Firestar to MK III C transition.
Date: Jan 28, 2011
From: Ellery Batchelder Jr <elleryweld(at)aol.com>
when trying to keep up with everyone else I fly with the 582 is to thirsty for my budget at a much reduced power setting when I am flying alone it will burn a bit above 4 but it will take you all day to get there it seems Ellery Batchelder Jr. -----Original Message----- From: Richard Pike <richard(at)bcchapel.org> Sent: Fri, Jan 28, 2011 8:25 am Subject: Kolb-List: Re: Firestar to MK III C transition. lleryweld(at)aol.com wrote: The firestar Held 10 Gallons of fuel and would sip 2.7 GPH=C3=AF=C2 =C2=BD The MK3C Holds 20 Gallons of Fuel and Gulps 6.+ GPH Ellery Batchelder Jr. -- hat kind of engine were you using that burns more than 6 GPH? My 582 burns less han 4 unless I am running it wide open. Richard Pike KIII N420P (420ldPoops) ead this topic online here: http://forums.matronics.com/viewtopic.php?p=328815#328815 ======================== =========== -= - 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 -======================== ======================== =========== ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Firestar to MK III C transition.
Date: Jan 28, 2011
What kind of engine were you using that burns more than 6 GPH? My 582 burns less than 4 unless I am running it wide open. Richard Pike Richard P/Gang: Fuel consumption is based on how the MKIII is flown. Most 582's on MKIII's burn 5 gph. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Firestar to MK III C transition.
Date: Jan 28, 2011
Forgot to include the rpm in my previous msg. Fuel consumption is based on how the MKIII is flown. Most 582's on MKIII's burn 5 gph at 5800. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: Firestar to MK III C transition
Date: Jan 28, 2011
From: "Kirby, Dennis Civ USAF AFMC AFNWC/EN" <Dennis.Kirby(at)kirtland.af.mil>
<< Please give me in the simplest form the major differences between the Firestar I and a MK3C. Thanks - Dennis Long in W. TN. >> Dennis L. - >From the picture you posed, it looks like a very nicely-built M3-classic. You should have many hours of fun, reliable flying in your future! I was intrigued with the small fairing installed between the gap seal and the windshield top. I too, would like to have such a fairing for my Mark-3, but the Kolb factory does not manufacture these. The one on your airplane is likely homemade, by the builder. Is it a fiberglass fairing? From the picture, it looks like it is attached only to the leading edge of the gap seal - true? Just trying to get ideas, for when I fabricate my own. Many thanks - Dennis Kirby Mark-III, 912ul, in Sandia Park, NM ________________________________________________________________________________
Date: Jan 28, 2011
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Fwd: Check out these flying skills
At 04:30 PM 1/28/2011, russ kinne wrote: >Don't know if this has hit the List previously, but it's an awesome >example of complete control. I'm especially impressed with the knife-edge >flight; the fuselage is flat, but the rudder is small; very little area to >produce lift. >Doubt if a Kolb could come close to these maneuvers, and I hope no one >ever tries. But has anyone ever rolled a Kolb? Done any (deliberate) >unusual-attitude flying? >I'm NOT suggesting anyone tries! Many people have looped and rolled Kolbs. Of course with a model like in your video, with the insane power to weight ratio and absurdly low Reynolds numbers, and no pilot to endure the g-loading, you can get away with a lot more. -Dana -- As I learn the innermost secrets of the people around me, they reward me in many ways to keep me quiet. ________________________________________________________________________________
Date: Jan 28, 2011
From: Lanny Fetterman <donaho1(at)verizon.net>
Subject: Check out these flying skills
Hi All, Back in the early 80`s I watched John H. do hammer head stalls in his Firestar. It was at the flight farm in Horsehead NY. I was flying my brand new to the market Paraplane. My first step toward flying a Kolb. The Paraplane was first marketed by Steve Snyder. Steve was a very smart and very nice man. I watched him do two snap rolls in his jet about 50 feet above the runway, the day I purchased my Paraplane. Unfortunately, he was killed in that same jet, a few years after Introducing the Paraplane to the market. I`m not sure what happened, it was his private jet. I was told he had a flame out at low altitude. A real shame, as I think he would have contributed so much more to the world of aviation, if he hadn`t been killed. Lanny N598LF ________________________________________________________________________________
Date: Jan 28, 2011
From: frank goodnight <frank.goodnight(at)att.net>
Subject: BFR
Hi All,=0AJust finished my BFR a few minutes ago--Yes, I passed ,just barel y-I think----we =0Aused a 172.=0A-This is the first time in 2&1/2 years I have flown anything other than my =0Afirestar. It amazed me how much I t ook =0A=0Athe kolbs preformance for granted. The 172 was very smooth &-di d everything I =0Aasked it to,but for want of a better=0Aword felt numb sor t of-like your mouth does after a shot of novocain. The Kolb =0Aon the ot her hand feels almost alive=0Avery responsive,and quick, even with its heav y alerons eager to go places and do =0Astuff. I fell bad that I have taken =0Afor granted the extreamly pleasant experince of flying my airplane , som etimes =0Ato the point of being bored.=0AI-plan to pay more attention in the future.=0A-Everone Have Fun , Enjoy , and stay safe=0AFrank-- ________________________________________________________________________________
Subject: Re: BFR
From: Daniel Myers <h20maule(at)hotmail.com>
Date: Jan 28, 2011
Ever since my ppl When I turned 17 I have only flown my firestar and searey until the other day. I grew up flying maule float planes and hopped in one for the 1st time in years. The first flew landings were terrible at best. Amazing how these planes change the way you fly!!! Thanks=2C Daniel Myers Cell: 407 920 7700 21 Years old-200hrs in fs2 and mk3/mark extra. 500 in searey On Jan 28=2C 2011=2C at 7:25 PM=2C frank goodnight wrote: > Hi All=2C > Just finished my BFR a few minutes ago--Yes=2C I passed =2Cjust barely I think----we used a 172. > This is the first time in 2&1/2 years I have flown anything other than m y firestar. It amazed me how much I took > the kolbs preformance for granted. The 172 was very smooth & did everythi ng I asked it to=2Cbut for want of a better > word felt numb sort of like your mouth does after a shot of novocain. The Kolb on the other hand feels almost alive > very responsive=2Cand quick=2C even with its heavy alerons eager to go pl aces and do stuff. I fell bad that I have taken > for granted the extreamly pleasant experince of flying my airplane =2C so metimes to the point of being bored. > I plan to pay more attention in the future. > Everone Have Fun =2C Enjoy =2C and stay safe > Frank > > =========== =========== =========== =========== > ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: BFR
Date: Jan 28, 2011
>Amazing how these planes change the way you fly!!! >Thanks=2C >Daniel Myers Daniel=2C Change the way you fly?? Could you elaborate? I'm curious what you mean=2C since I've never neen a (running) Kolb. So far=2C 99% of my flying experience has been my own 172's=2C and about 15-20 hours of Quicksilver II=2C dual=2C never soloed. Mike Welch MkIII CX ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: BFR
Date: Jan 28, 2011
Typo again! I meant "been in" a running Kolb=2C I've never been in a running Kolb. In other words....what's it like=2C especially compared to a 172? Thanks=2C Mike From: mdnanwelch7(at)hotmail.com Subject: RE: Kolb-List: BFR Date: Fri=2C 28 Jan 2011 17:03:46 -0800 >Amazing how these planes change the way you fly!!! >Thanks=2C >Daniel Myers Daniel=2C Change the way you fly?? Could you elaborate? I'm curious what you mean=2C since I've never neen a (running) Kolb. So far=2C 99% of my flying experience has been my own 172's=2C and about 15-20 hours of Quicksilver II=2C dual=2C never soloed. Mike Welch MkIII CX ________________________________________________________________________________
Date: Jan 28, 2011
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: New Dremel accessory
I bought a Sears Craftsman Trade name Rotary grinder, it may be a Dremel or Dremel look alike over 10 years ago. I use it often. So far it has held up well. I see no sign of it giving up the ghost. ============================== ---- Mike Welch wrote: ============ Hi Rick, The disks that I was referring to were fragile, unreinforced kind. If you breathed on them hard, they broke!! Pretty near useless, IMO, unless you were cutting balsa wood....slowly!! The 'much better' ones I was referring to are the fiber reinforced ones. I generally got lots of mileage out of these....that is, unless I bumped them sideways, or layed the tool down too hard. I have bent in half dozens of these. Yes, they do have the rediculously little 1/16" hole!! I haven't seen the new cut-off discs you're referring to. I'll make it a point to check them out. As I previously stated, I really liked the Ryobi rotary tool. But, I'm open to recommendations regarding the Dremel. Does anyone have a "preferred model" they like.....and why? Mike Welch -- kugelair.com ________________________________________________________________________________
Date: Jan 28, 2011
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: Dependable instruments
Talking about instruments. I had to convert to a mode S trnspndr FAA requirement for me. Anyway I have available for sale a mode C trnsponder including the mode C encoder. The stuff works when I removed it. I thought I am going to use it on my M3X, but I rather have the money. If anyone wants to buy it contact me offline and make an offer. Ron @ KFHU ===================== ---- Vic Peters wrote: ============ Anyone I have a UMA asi. It stopped working a couple times. 1st I thought it was the air flow pitot cover. Not. Started woking during climb. 2nd time I hit ET (gauge cluster) on the head and it worked. What should I look for besides a new one? Vic 912ul xtra -------- Vic 912ul Xtra Maine Too old to cut the mustard but not the cheese. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=328430#328430 -- kugelair.com ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: BFR
Date: Jan 28, 2011
I meant "been in" a running Kolb, I've never been in a running Kolb. In other words....what's it like, especially compared to a 172? Thanks, Mike There is no comparison between flying a Kolb and a 172. Kolbs make one free and alive. Kolbs do things spam cans can not do. Kolbs are an adventure. john h Kolb builder/pilot Titus, Alabama ________________________________________________________________________________
Date: Jan 28, 2011
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: Dependable instruments
That damned Pterodactyl I flew a while ago had no gauges at all, not even a one. I bought an ASI the plastic tube one to feel fancy in the last couple of flights. Really don't need gauges, its easy to sense when you ain't feeling no wind and the nose points down. Flew the Sierra that way too a couple of times back when I used a tennis ball for pitot tube cover. No big deal either. It does not take long to get the feel for it, like 30 seconds. ============ Yes, Frank, but how many BRAND NEW, NEVER FLOWN airplanes, with "never proven that they even work" airpeed indicators in them have you flown?? When I take my maiden flight, it will be the FIRST time my plane will have ever been in the air. It will also be the FIRST time the airspeed instruments will ever be asked to show a useful reading. No one, (NONE) has said anything about needing an airspeed instrument, or NOT needing one. The subject has just been about the accuracy of cheaper vs. more expensive ones. When I had my Cessna 172, I used to fly all the time not looking at the airspeed indicator. I especially like "super slow flight", where I was practically hanging on the prop, and the stall horn 'a blarin'. I've crashed an ultralight once. Hurt so damn bad, I can't even face thinking about it. I darn sure don't want to do that again. It was one of the top two injuries in my life!!! Sorry if I sound miffed, but you make it seem as if I'm concerned about nothing, either that, or you didn't catch the point of the discussion. Several of our Kolb friends are not with us anymore. I'd like to NOT join them!! After a person is familiar with their plane, sure, then they can practice lots of flying without an airspeed indicator. But for me, I'd rather be over-cautious with my track record of new flights. Mike Welch Date: Tue, 25 Jan 2011 09:40:49 -0800 From: frank.goodnight(at)att.net Subject: Re: Kolb-List: Re: Dependable instruments All the talk about airspeed indicaters leads to me to ask if I am the only one that routinely practices flying with out useing the ASI ,take off, landings, slow flight , stalls ,unsual attitudes .especially takeoffs and landings from differant alt above sea level --35ft to over 6000ft .different aproch speeds , landing uphill- downhill or anythin else I can think of that will help me to fly the airplane. Frank Goodnight From: Mike Welch <mdnanwelch7(at)hotmail.com> Sent: Tue, January 25, 2011 11:18:09 AM Subject: RE: Kolb-List: Re: Dependable instruments > I have a UMA asi. It stopped working a couple times. > Vic > 912ul > xtra Hi Vic, I took apart a poorly working TSO'd airspeed indicator once. (I've taken apart two airspeed indicators, and put them back together) If I remember correctly, there was very slight metal corrosion on the internal moving and touching parts. I carefully cleaned them up with an electronic parts cleaner product, put on a couple of tiny drops of mineral oil (really tiny!!!) on the moving parts where they contact, and it worked like a champ!! I even took the time to clean the dial face real nice, and purdy. I polished the glass lens, and put the whole arrangement back together. It was given to me for free. I sold it for $130 to a guy on eBay. He installed it immediately after getting it, and said it worked flawlessly for his flight back to Los Angeles. So, in a nutshell, I'd say you might have some light corrosion. Take it apart, and look. BTW, you'll want a spotless work environment!! Lay out a clean light colored towel. Light colored so you can see the tiny little screws, when you drop them. Just a thought.... Mike Welch -- kugelair.com ________________________________________________________________________________
Subject: Re: Firestar to MK III C transition.
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Jan 28, 2011
John Hauck wrote: > Forgot to include the rpm in my previous msg. > > Fuel consumption is based on how the MKIII is flown. Most 582's on MKIII's > burn 5 gph at 5800. > > john h > mkIII > Titus, Alabama I guess that explains why I never go anywhere, 5800 is above my comfort zone. I would rather roll with the punches than fight back. Have to be content with looking at the pictures the rest of you take. So keep taking those pictures & post them. (But not at full size, please) Richard Pike MKIII N420P (420ldPoops) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=328881#328881 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: BFR
Date: Jan 29, 2011
Beauford, come to think of it, sounds a lot my first wife. Your first one must have been a hoot! Anybody know how to compare a 172 to a Kolb? I don't. john h mkIII Titus, Alabama .....except for the alimony part, you have come very close to describing my first wife.... Crazy Louise... beauford FF-076 Brandon, FL ________________________________________________________________________________
From: "PCKing" <pc.king(at)comcast.net>
Subject: Re: BFR
Date: Jan 29, 2011
John, You are comparing a full size Buick sedan to a rag top MG TD. PCKing ----- Original Message ----- From: John Hauck To: kolb-list(at)matronics.com Sent: Saturday, January 29, 2011 10:38 AM Subject: Re: Kolb-List: BFR Beauford, come to think of it, sounds a lot my first wife. Your first one must have been a hoot! Anybody know how to compare a 172 to a Kolb? I don't. john h mkIII Titus, Alabama .....except for the alimony part, you have come very close to describing my first wife.... Crazy Louise... beauford FF-076 Brandon, FL ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: BFR
Date: Jan 29, 2011
Close, but I would prefer an analogy to a VW bug. MG TDs had a reliability problem. The 172 is a fine airplane but these days cost a bunch to own and fly. -besides needing WAY too much runway. What always perplexed me were the guys who would sign one out at the local FBO to fly SOLO on saturday morning.??? 150s were cheaper and did the same thing. An 85 hp 140 will run right alongside a 172 and consume much less fuel. I guess some guys just like to cruise down the expressway in a Buick. BB (I only had a first wife. There isn't any replacement) On 29, Jan 2011, at 10:50 AM, PCKing wrote: > > John, > > You are comparing a full size Buick sedan to a rag top MG TD. > > PCKing > > ----- Original Message ----- > From: John Hauck > To: kolb-list(at)matronics.com > Sent: Saturday, January 29, 2011 10:38 AM > Subject: Re: Kolb-List: BFR > > > Beauford, come to think of it, sounds a lot my first wife. > > Your first one must have been a hoot! > > Anybody know how to compare a 172 to a Kolb? I don't. > > john h > mkIII > Titus, Alabama > > > .....except for the alimony part, you have come very close to describing my > first wife.... Crazy Louise... > > beauford > FF-076 > Brandon, p; Navigator Photoshare, and href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronicp ; via the Web href="http://forums.matronics.com">http://forums.matronics.com > _p; generous bsp; href="http://www.matronics.com/contribution">http://www.matronics.com/c= =============== > > > > > > ________________________________________________________________________________
Date: Jan 29, 2011
From: frank goodnight <frank.goodnight(at)att.net>
Subject: Re: BFR
Hi Robert,=0AI like your analogy- of the VW to the Buick ,-Both have th ier place, and will =0Aboth get you where are going.=0AYou would probally h ave a better chance of haveing fun in the vw.=0A- Same with the kolb,-o n any trip ,lots-more opportunitys for fun.=0AI have regained my-apprec iation for the flying qualities of the firestar2. And =0Ahope not to take -it for granted again.=0AFrank=0A=0A=0A=0A=0A____________________________ ____=0AFrom: robert bean <slyck(at)frontiernet.net>=0ATo: kolb-list(at)matronics. com=0ASent: Sat, January 29, 2011 10:46:35 AM=0ASubject: Re: Kolb-List: BFR =0A=0AClose, but I would prefer an analogy to a VW bug. -MG TDs had a rel iability =0Aproblem. =0A=0A=0AThe 172 is a fine airplane but these days cos t a bunch to own and fly. --besides =0Aneeding WAY too much runway.=0AWha t always perplexed me were the guys who would sign one out at the local FBO =0Ato fly SOLO on saturday morning.???=0A150s were cheaper and did the sam e thing. -An 85 hp 140 will run right alongside =0Aa 172 and consume much less fuel.=0A=0AI guess some guys just like to cruise down the expressway in a Buick.=0ABB=0A(I only had a first wife. -There isn't any replacement )=0A=0AOn 29, Jan 2011, at 10:50 AM, PCKing wrote:=0A=0A-=0A>John,=0A>- =0A>You are comparing a full size Buick sedan to a rag top MG TD.=0A>-=0A >PCKing-=0A>-=0A>----- Original Message -----=0A>>From:-John Hauck=0A >>To:-kolb-list(at)matronics.com=0A>>Sent:-Saturday, January 29, 2011 10:3 8 AM=0A>>Subject:-Re: Kolb-List: BFR=0A>>=0A>>--> Kolb-List message poste d by: "John Hauck" =0A>>=0A>>Beauford, come to think of it, sounds a lot my first wife.=0A>>=0A>>Your first one must have been a hoot!=0A>>=0A>>Anybody know how to compare a 172 to a Kolb?- I don't.=0A >>=0A>>john h=0A>>mkIII=0A>>Titus, Alabama=0A>>=0A>>=0A>>-.....except for the alimony part, you have come very close to describing my=0A>>first wife ....-- Crazy Louise...=0A>>=0A>>-beauford=0A>>FF-076=0A>>Brandon, p; -------- Navigator Photoshare, and =0A>>href="http://www. matronics.com/Navigator?Kolb-List">http://www.matronicp;--- via =0A>> the Web href="http://forums.matronics.com">http://forums.matronics.com=0A >>_p;-------- generous bsp;---------- --------- =0A>>href="http://www.matronics.com/contribut ion">http://www.matronics.com/c============== ====0A>>=0A>>=0A>>=0A>>=0A =0Ahref="http://www.matronics.com/Navig ator?Kolb-List">http://www.matronics.com/Navigator?Kolb-Listhref="http:// forums.matronics.com">http://forums.matronics.com=0Ahref="http://www.matr onics.com/contribution">http://www.matronics.com/contribution=0An =0A=0A> ============== =0A ________________________________________________________________________________
Subject: Re: Firestar to MK III C transition.
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Jan 29, 2011
[quote="lcottrell"]The comparison that I would make is that you are trading a sports car for a van, but you will have more range and can carry more stuff. Larry Oregon > [b] Having owned a MKIII since 1995 and having a FSII in the hangar next to me since 2005 (which I could fly whenever I wanted,) let me weigh in on this. If you leave the aileron bellcrank which connects to the aileron pushrods the standard distance between the two pushrod bolt holes, then I would agree with you, and would also add that both of them require heavy stick forces to extract maximum agility. If you reduce the distance between the bolt holes to improve your stick leverage on both airplanes, then the FSII simply becomes a lot less labor intensive to fly, and the MKIII becomes not only less labor intensive, but a lot more agile in the process. This might seem a bit counter-intuitive, nonetheless that is how it works, probably because none of us is likely to try and get serious agility out of an airplane when it seems like it takes "too much muscle" to do it. Modified you have a situation where the FSII handles like a smaller sports car, and the MKIII like a well designed sports sedan with all the handling options. Plus room for sweet thing & a picnic lunch... MKIII aileron mod: http://www.bcchapel.org/pages/0003/pg7.htm FSII aileron mod: http://www.bcchapel.org/pages/0003/FSII%20ailerons.html Richard Pike MKIII N420P (420ldPoops) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=328936#328936 ________________________________________________________________________________
Date: Jan 30, 2011
Subject: FSII
From: Mike Hale <halesbeer(at)gmail.com>
I have just purchased a firestar two in flying condition after working on one in my basement for 15 years. I realized I would never finish it before I got too old. It is as much fun to fly as I have imagined, particularly after adding the vortex generators. my 503 has a clutch in the C gearbox and a three bladed warp drive prop. As you know this allows the prop to freewheel when gliding and adds a lot of drag. also if it ever quit on me in flight an air restart would be impossible. are the advantages of the easier start and smoother idle worth the tradeoff? Thanks, ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell1020(at)gmail.com>
Subject: Re: FSII
Date: Jan 30, 2011
If you are expecting the air to turn your prop fast enough to restart, it won't do that with or without a clutch, but you can add a starter and start it anywhere. Larry Note: If you forward this email, please delete the forwarding history, which includes my email address. ________________________________________________________________________________
Date: Jan 31, 2011
Subject: Re: FSII
From: Richard Girard <aslsa.rng(at)gmail.com>
Mike, I voted with my feet, as they say. The first major work I did on my engine / drive when I got home from Rotax school was to get that rice king clutch out. Some like them, I don't. Rick Girard On Sun, Jan 30, 2011 at 9:03 PM, Mike Hale wrote: > I have just purchased a firestar two in flying > condition after working on one in my basement for 15 years. I realized I > would > never finish it before I got too old. > It is as much fun to fly as I have imagined, particularly after adding the > > vortex generators. > > my 503 has a clutch in the C gearbox and a three bladed warp drive > prop. As you know this allows the prop to freewheel when gliding and adds > a lot > of drag. also if it ever quit on me in flight an air restart would be > impossible. > are the advantages of the easier start and smoother idle worth the > tradeoff? > Thanks, > > * > > * > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
Date: Jan 31, 2011
Subject: Re: FSII
From: Rick Neilsen <neilsenrm(at)gmail.com>
I'm not sure what voting with my feet means??? >From a engine/drive line stand point the clutch does a lot of good things. Assuming that the clutch is reliable the reduced stress on the airframe, engine crank shaft, reduction drive, prop, prop bolts, etc. etc. there should be a big gain on over all reliability. As for increased drag: If I want to land and stop short this might be good. If you land on black top you could actually slow down without heavy braking action. I had a reduction drive failure a few years back that allowed my three bladed F Model PowerFin prop to free wheel. During the excitement of the uneventful forced landing I didn't notice any increased drag but again I was busy. As always worth what you paid for it Rick Neilsen Redrive VW Powered MKIIIC Back from Panama & Costa Rica On Mon, Jan 31, 2011 at 7:27 AM, Richard Girard wrote: > Mike, I voted with my feet, as they say. The first major work I did on my > engine / drive when I got home from Rotax school was to get that rice king > clutch out. > Some like them, I don't. > > Rick Girard > > On Sun, Jan 30, 2011 at 9:03 PM, Mike Hale wrote: > >> I have just purchased a firestar two in flying >> condition after working on one in my basement for 15 years. I realized I >> would >> never finish it before I got too old. >> It is as much fun to fly as I have imagined, particularly after adding the >> >> vortex generators. >> >> my 503 has a clutch in the C gearbox and a three bladed warp drive >> prop. As you know this allows the prop to freewheel when gliding and adds >> a lot >> of drag. also if it ever quit on me in flight an air restart would be >> impossible. >> are the advantages of the easier start and smoother idle worth the >> tradeoff? >> Thanks, >> >> * >> >> get="_blank">http://www.matronics.com/Navigator?Kolb-List >> tp://forums.matronics.com >> _blank">http://www.matronics.com/contribution >> * >> >> > > > -- > Zulu Delta > Mk IIIC > Thanks, Homer GBYM > > It isn't necessary to have relatives in Kansas City in order to be unhappy. > - Groucho Marx > > > * > > * > > ________________________________________________________________________________
Date: Jan 31, 2011
Subject: Re: FSII
From: Richard Girard <aslsa.rng(at)gmail.com>
Rick, Take it as putting my money where my mouth is. Experience and reporting on the effect of the clutch seems to be dependent on one's feelings for it. I didn't like it. I've landed my Mk IIIC engine out with the prop stopped and with the prop freewheeling and the clutch reduced the glide by half. Rick On Mon, Jan 31, 2011 at 11:59 AM, Rick Neilsen wrote: > I'm not sure what voting with my feet means??? > > From a engine/drive line stand point the clutch does a lot of good things. > Assuming that the clutch is reliable the reduced stress on the airframe, > engine crank shaft, reduction drive, prop, prop bolts, etc. etc. there > should be a big gain on over all reliability. > > As for increased drag: If I want to land and stop short this might be good. > If you land on black top you could actually slow down without heavy braking > action. I had a reduction drive failure a few years back that allowed my > three bladed F Model PowerFin prop to free wheel. During the excitement of > the uneventful forced landing I didn't notice any increased drag but again I > was busy. > > As always worth what you paid for it > > Rick Neilsen > Redrive VW Powered MKIIIC > Back from Panama & Costa Rica > > On Mon, Jan 31, 2011 at 7:27 AM, Richard Girard wrote: > >> Mike, I voted with my feet, as they say. The first major work I did on my >> engine / drive when I got home from Rotax school was to get that rice king >> clutch out. >> Some like them, I don't. >> >> Rick Girard >> >> On Sun, Jan 30, 2011 at 9:03 PM, Mike Hale wrote: >> >>> I have just purchased a firestar two in flying >>> condition after working on one in my basement for 15 years. I realized I >>> would >>> never finish it before I got too old. >>> It is as much fun to fly as I have imagined, particularly after adding >>> the >>> vortex generators. >>> >>> my 503 has a clutch in the C gearbox and a three bladed warp drive >>> prop. As you know this allows the prop to freewheel when gliding and >>> adds a lot >>> of drag. also if it ever quit on me in flight an air restart would be >>> impossible. >>> are the advantages of the easier start and smoother idle worth the >>> tradeoff? >>> Thanks, >>> >>> * >>> >>> get="_blank">http://www.matronics.com/Navigator?Kolb-List >>> tp://forums.matronics.com >>> _blank">http://www.matronics.com/contribution >>> * >>> >>> >> >> >> -- >> Zulu Delta >> Mk IIIC >> Thanks, Homer GBYM >> >> It isn't necessary to have relatives in Kansas City in order to be >> unhappy. >> - Groucho Marx >> >> >> * >> >> get="_blank">http://www.matronics.com/Navigator?Kolb-List >> ttp://forums.matronics.com >> _blank">http://www.matronics.com/contribution >> * >> >> > * > > * > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell1020(at)gmail.com>
Subject: Re: FSII
Date: Jan 31, 2011
Rick, Take it as putting my money where my mouth is. Experience and reporting on the effect of the clutch seems to be dependent on one's feelings for it. I didn't like it. I've landed my Mk IIIC engine out with the prop stopped and with the prop freewheeling and the clutch reduced the glide by half. As I understood the mans question- it was concerning restarting his engine by diving to build up airspeed to turn the prop fast enough to restart. I am not sure what that speed would be, but I am sure it is past VNE. In other words, it isn't gonna happen. Larry Note: If you forward this email, please delete the forwarding history, which includes my email address. ________________________________________________________________________________
Subject: bad news good news
From: "ktnc420" <ktony20(at)hotmail.com>
Date: Jan 31, 2011
Bad news is there's one less Kolb out there. Good news is the pilot survived to fly again. Ron M. owner of 57 Alpha Cafe at Rutherford Co. Airport (KFQD) crashed his Mark III yesterday. Plane is totaled but Ron escaped with a broken leg and serious cuts. Reports I've read say it's a miracle he survived. I moved to the area recently and Ron and I had talked about flying together when the weather got better and he could take the time. Oh well. KT Mark III, NC http://www.57alpha.com/ Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329149#329149 ________________________________________________________________________________
Subject: Re: bad news good news
From: "ces308" <ces308(at)ldaco.com>
Date: Jan 31, 2011
Hello, I am glad he's, relatively speaking,ok.... does anyone know how or why this happened ? chris ambrose M3X/Jabiru n327CS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329156#329156 ________________________________________________________________________________
Subject: Re: bad news good news
From: "ktnc420" <ktony20(at)hotmail.com>
Date: Jan 31, 2011
I don't know any details for sure. I'll try to report when I see him again. The FAA was called but said since it was a "light-weight"??? aircraft, they would not investigate. I should be so lucky if something like this happened to me. KT Mark III, NC Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329161#329161 ________________________________________________________________________________
Date: Feb 01, 2011
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: bad news good news
At 12:32 AM 2/1/2011, ktnc420 wrote: >The FAA was called but said since it was a "light-weight"??? aircraft, >they would not investigate. I should be so lucky if something like this >happened to me. I am sure the FAA will investigate. More likely, somebody called it an ultralight, so the reporter called the FAA about an "ultralight crash" and the FAA would naturally say, "we don't investigate ultralight crashes." When they learn that it was a certificated aircraft they will look into it. -Dana -- Place a half full glass of water before a pessimist, optimist and an engineer: The pessimist says the glass is half empty. The optimist says the glass if half full. The engineer says the glass is larger than it needs to be. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: bad news good news
Date: Feb 01, 2011
I am sure the FAA will investigate. More likely, somebody called it an ultralight, so the reporter called the FAA about an "ultralight crash" and the FAA would naturally say, "we don't investigate ultralight crashes." When they learn that it was a certificated aircraft they will look into it. -Dana IDENTIFICATION Regis#: 457A Make/Model: EXP Description: KOLB MARK III Date: 01/30/2011 Time: 2000 Event Type: Incident Highest Injury: None Mid Air: N Missing: N Damage: Unknown LOCATION City: RUTHERFORDTON State: NC Country: US DESCRIPTION AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES, RUTHERFORDTON, NC ________________________________________________________________________________
Subject: 503 clutch
From: Hales West <halesbeer(at)gmail.com>
Date: Feb 01, 2011
Thanks fellows for the info Looks like an air restart is out as the prop will stop turning if the engine quits in flight? Right? So I would need an electric starter. However double the glide would be very handy as my plane drops like a rock How bad is the vibration at idle? I have no relatives in Kansas City but I was born there. Mike in Seattle Sent from my iPhone Cell 206-963-2118 ________________________________________________________________________________
Date: Feb 01, 2011
Subject: Re: 503 clutch
From: Richard Girard <aslsa.rng(at)gmail.com>
Mike, I lived in the Seattle area for 28 years. Lovely place to fly when the sun is out. The "C" gearbox on my 582 has 4.00 to 1 gears and when the engine stopped so did the prop. I can't say if the 2.62 or 3.00 gear set would make a difference, but I doubt it. Even though my 582 has an electric start, I restrung the pull starter so I could pull it from the cockpit (the Mk III has a pulley bracket to redirect the rope and a loop to hold the handle built in so it was easy. Should be a relatively easy project to adapt to the FS II. Where do you fly out of, Arlington? Rick On Tue, Feb 1, 2011 at 10:28 AM, Hales West wrote: > > Thanks fellows for the info > Looks like an air restart is out as the prop will stop turning if the > engine quits in flight? Right? So I would need an electric starter. > However double the glide would be very handy as my plane drops like a rock > How bad is the vibration at idle? > I have no relatives in Kansas City but I was born there. > Mike in Seattle > > Sent from my iPhone > Cell 206-963-2118 > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
Date: Feb 01, 2011
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: bad news good news
Glad the man is okay. What kind of motor did he have in there. Too many Kolb crushes in the past few years. Has anyone tried to compile Kolbs V/s say a Challenger in terms of accident stats? I think the Kolb is good stats wise just that we here keep track pretty well of anything Kolb related. But still I would be interested in the stats if anyone ever compiled them. Ron @ KFHU ============================ ---- ktnc420 wrote: ============ Bad news is there's one less Kolb out there. Good news is the pilot survived to fly again. Ron M. owner of 57 Alpha Cafe at Rutherford Co. Airport (KFQD) crashed his Mark III yesterday. Plane is totaled but Ron escaped with a broken leg and serious cuts. Reports I've read say it's a miracle he survived. I moved to the area recently and Ron and I had talked about flying together when the weather got better and he could take the time. Oh well. KT Mark III, NC http://www.57alpha.com/ Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329149#329149 -- kugelair.com ________________________________________________________________________________
Date: Feb 01, 2011
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: bad news good news
Good point! Well, the first thing I would say to any Samaritan if I can say anything is " my *ultralight* lost power even if a frigging wing came off". The last thing I want is some guy from a FSDO adding to my misery, which they will. ---- ktnc420 wrote: ============ I don't know any details for sure. I'll try to report when I see him again. The FAA was called but said since it was a "light-weight"??? aircraft, they would not investigate. I should be so lucky if something like this happened to me. KT Mark III, NC Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329161#329161 -- kugelair.com ________________________________________________________________________________
Date: Feb 01, 2011
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: 503 clutch
At 11:28 AM 2/1/2011, Hales West wrote: > >Thanks fellows for the info >Looks like an air restart is out as the prop will stop turning if the >engine quits in flight? Right? So I would need an electric starter. If the starter rope is routed right, you may be able to pull start it from the seat (I can on my UltraStar). -Dana -- I'm as confused as a baby in a topless bar. ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: bad news good news
Date: Feb 01, 2011
> IDENTIFICATION > Regis#: 457A Make/Model: EXP Description: KOLB MARK III Ron=2C I was curious what particular model the MkIII was (for no particular reason other than I was just curious). According to the FAA registration records=2C the MFR year (manufacture date) is listed as '1991'. I guess this may be the year the kit was sold a nd this would evidently make it a "Classic"=2C I suppose. The engine was listed as a Rotax 912S. It appears the owner has had it flying for about 3 years=2C since the registration was issued in early 2008. Here's the MkIII's FAA registration info=3B http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=457A Too bad the plane was total loss. Best regards for Don=2C hoping for a s peedy recovery. Mike Welch ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: bad news good news
Date: Feb 01, 2011
According to the FAA registration records, the MFR year (manufacture date) is listed as '1991'. I guess this may be the year the kit was sold and this would evidently make it a "Classic", I suppose. Mike Welch Mike W/Folks: Prior to acquisition of Kolb Aircraft by Bruce Chesnut and Bryan Blackwood, there was no MKIII Classic. It was simply a MKIII. When TNK (The New Kolb Aircraft Company) redesigned the MKIII and designated it the MKIII Xtra, the MKIII began to be referred to as the MKIII Classic. My MKIII is a MKIII because if was built and flown long before the MKIIIx came into existence. It is not a MKIIIc. john h mkIII Titus, Alabama ________________________________________________________________________________
From: K I <wrk2win4u(at)msn.com>
Subject: Re: bad news good news
Date: Feb 01, 2011
http://www.thedigitalcourier.com/#top_stories_anchor From: mdnanwelch7(at)hotmail.com Subject: RE: Kolb-List: Re: bad news good news Date: Tue=2C 1 Feb 2011 10:35:02 -0800 > IDENTIFICATION > Regis#: 457A Make/Model: EXP Description: KOLB MARK III Ron=2C I was curious what particular model the MkIII was (for no particular reason other than I was just curious). According to the FAA registration records=2C the MFR year (manufacture date) is listed as '1991'. I guess this may be the year the kit was sold a nd this would evidently make it a "Classic"=2C I suppose. The engine was listed as a Rotax 912S. It appears the owner has had it flying for about 3 years=2C since the registration was issued in early 2008. Here's the MkIII's FAA registration info=3B http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=457A Too bad the plane was total loss. Best regards for Don=2C hoping for a s peedy recovery. Mike Welch ________________________________________________________________________________
Subject: Re: bad news good news
From: "Rick Lewis" <cktman(at)hughes.net>
Date: Feb 01, 2011
The more MKIII x built without detailed plans the more likely that accidents may happen. I get all the help I think I need by calling the factory and talking to Brian. Hopefully I ask the right questions to make my plane safe to fly but I have to admit that at times I'm building scared. This is not my first plane I have built. My first aircraft was totally plans built, every piece built from raw material. This 3 passenger, 180 MPH airplanes plans were very detailed and I had no problem building it and did so with complete confidence. Even though the Kolb is simple to build it still needs to be done correctly and properly rigged. I've been told I will get a good set of plans when they come out. I wounder how much longer I should wait to cover the wings............ -------- Rick Lewis (VW Watercooled Engine) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329257#329257 ________________________________________________________________________________
Date: Feb 01, 2011
Subject: Re: bad news good news
From: Richard Girard <aslsa.rng(at)gmail.com>
Mike, A lot of surmises, but the aircraft was probably flying as a fat ultralight, then brought into the system under the provisions of FAR 21.191i(1). That would explain the category "registered prior to 1/31/2008" in the Airworthiness block as that was the expiration date of that provision. Rick Girard On Tue, Feb 1, 2011 at 5:59 PM, K I wrote: > http://www.thedigitalcourier.com/#top_stories_anchor > > ------------------------------ > From: mdnanwelch7(at)hotmail.com > To: kolb-list(at)matronics.com > Subject: RE: Kolb-List: Re: bad news good news > Date: Tue, 1 Feb 2011 10:35:02 -0800 > > > IDENTIFICATION > > Regis#: 457A Make/Model: EXP Description: KOLB MARK III > > Ron, > > I was curious what particular model the MkIII was (for no particular > reason other than I was just curious). > > According to the FAA registration records, the MFR year (manufacture > date) is listed as '1991'. I guess this may be the year the kit was sold > and > this would evidently make it a "Classic", I suppose. > > The engine was listed as a Rotax 912S. > > It appears the owner has had it flying for about 3 years, since the > registration was issued in early 2008. > > Here's the MkIII's FAA registration info; > > http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=457A > > > Too bad the plane was total loss. Best regards for Don, hoping for a > speedy > recovery. > > Mike Welch > > > * > > arget=_blank>http://www.matronics.com/Navigator?Kolb-List > ttp://forums.matronics.com > =_blank>http://www.matronics.com/contribution > * > > * > > * > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: bad news good news
Date: Feb 01, 2011
>but the aircraft was probably flying as a fat ultralight=2C >Rick Girard Rick=2C You may be right. Thanks for the clarification. Mike W MKIII not C ________________________________________________________________________________
From: "The Kuffels" <kuffel(at)cyberport.net>
Subject: Re: bad news good news
Date: Feb 01, 2011
<< The last thing I want is some guy from a FSDO adding to my misery, which they will. >> Not always. After I went mountain logging with my Prospector I got a call from my FSDO while still in ICU. While really drugged up I told him what I still say: I let myself get distracted and ignored the many warning signs of carburetor icing until it was too late. Totally my fault. He said: I think the proper action in this case is counseling and we just did that. Never heard from them again. Couldn't ask for better treatment given my stupidity. Tom Kuffel ________________________________________________________________________________
Date: Feb 02, 2011
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: bad news good news
If it was not the motor, I wonder if he wants to sell it and what price would he want for it. Seeing that the fellow is okay sans some none life threatening injuries. Ron @ KFHU ================================ ---- Mike Welch wrote: ============ > IDENTIFICATION > Regis#: 457A Make/Model: EXP Description: KOLB MARK III Ron, I was curious what particular model the MkIII was (for no particular reason other than I was just curious). According to the FAA registration records, the MFR year (manufacture date) is listed as '1991'. I guess this may be the year the kit was sold and this would evidently make it a "Classic", I suppose. The engine was listed as a Rotax 912S. It appears the owner has had it flying for about 3 years, since the registration was issued in early 2008. Here's the MkIII's FAA registration info; http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=457A Too bad the plane was total loss. Best regards for Don, hoping for a speedy recovery. Mike Welch -- kugelair.com ________________________________________________________________________________
Date: Feb 02, 2011
Subject: Re: bad news good news
From: Rick Neilsen <neilsenrm(at)gmail.com>
Rick Wow I'm more than a bit surprised. I got my kit from Kolb before New Kolb. The kit had large rolled blue prints for most of the plane and two 8 1/2 X 11 booklets. One booklet had text instructions but not real detailed. The second booklet had detailed drawings and modifications. Did you get that much? At no time did I feel that the instructions weren't clear enough for me as a first time builder. What do others think? Are there others that have received New Kolb kits that are less than comfortable with the instructions? The Kolb MKIII & MKIIIX are very close I'm sure someone would share the older plans with you but I would talk to Travis and /or Brian first. I can't believe they would leave you hanging if they knew. Rick Neilsen Redrive VW Powered MKIIIC On Tue, Feb 1, 2011 at 9:19 PM, Rick Lewis wrote: > > The more MKIII x built without detailed plans the more likely that > accidents may happen. I get all the help I think I need by calling the > factory and talking to Brian. Hopefully I ask the right questions to make > my plane safe to fly but I have to admit that at times I'm building scared. > This is not my first plane I have built. My first aircraft was totally > plans built, every piece built from raw material. This 3 passenger, 180 MPH > airplanes plans were very detailed and I had no problem building it and did > so with complete confidence. Even though the Kolb is simple to build it > still needs to be done correctly and properly rigged. I've been told I > will get a good set of plans when they come out. I wounder how much longer > I should wait to cover the wings............ > > -------- > Rick Lewis > > (VW Watercooled Engine) > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=329257#329257 > > ________________________________________________________________________________
Date: Feb 02, 2011
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: bad news good news
Thanks I was almost expecting to hear that it was a 582. I don't think we should discount a motor malfunction as it could be fuel starvation etc.. Now its even more curious as to what happened. Ron @ KFHU ====================== ---- Mike Welch wrote: ============ > IDENTIFICATION > Regis#: 457A Make/Model: EXP Description: KOLB MARK III Ron, I was curious what particular model the MkIII was (for no particular reason other than I was just curious). According to the FAA registration records, the MFR year (manufacture date) is listed as '1991'. I guess this may be the year the kit was sold and this would evidently make it a "Classic", I suppose. The engine was listed as a Rotax 912S. It appears the owner has had it flying for about 3 years, since the registration was issued in early 2008. Here's the MkIII's FAA registration info; http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=457A Too bad the plane was total loss. Best regards for Don, hoping for a speedy recovery. Mike Welch -- kugelair.com ________________________________________________________________________________
Subject: Mark-III Plans
Date: Feb 02, 2011
From: "Kirby, Dennis Civ USAF AFMC AFNWC/EN" <Dennis.Kirby(at)kirtland.af.mil>
- NOTE - Subject Line changed Formerly "bad news good news" << Even though the Kolb is simple to build it still needs to be done correctly and properly rigged. I've been told I will get a good set of plans when they come out. I wounder how much longer I should wait to cover the wings............Rick Lewis >> Hi, Rick - I was not aware Kolb's blueprints for the Mark-III were not a good set of plans. I built mine from an "Old Kolb" 1997 model year set of plans, and my Mark-III seems OK. I discovered a few typos here and there, but overall, a sound aircraft resulted from those drawings. I still have my set of plans - if there's a detail you need (wings?), I'll be happy to copy a page or two for you ... lemme know. Dennis Kirby 912ul, Powerfin-72, 130 hrs tt Sandia Park, NM ________________________________________________________________________________
Date: Feb 02, 2011
From: jerb <ulflyer(at)verizon.net>
Subject: Re: kolb plans
Hey folks, are the construction documentation (plans) presently being shipped with a FS-III from the factory conveying any less information or detail than the plans for a FS-II or the FireFly? jerb ________________________________________________________________________________
Subject: Re: Mark-III Plans
From: "Rick Lewis" <cktman(at)hughes.net>
Date: Feb 02, 2011
Thanks Dennis but Travis e-mailed me on this and was told that Brian has completed the plans for the MKIII Xtra and is sending them. There is differences in the two panes. The plans I received, when buying the kit, was bits and pieces of the MKIII clasic. There was no blue print. -------- Rick Lewis (VW Watercooled Engine) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329392#329392 ________________________________________________________________________________
Subject: Re: kolb plans
From: "Rick Lewis" <cktman(at)hughes.net>
Date: Feb 02, 2011
Rick The plans I received, when I bought the kit, were bits and pieces of the MKIII classic and had no full size drawings of the plane I was about to build. I did see those nice blueprints your talking about for there other planes and they were in such great detail that anyone could easily build from them. Travis e-mailed me on this and was told that when Brian took over ownership of Kolb, his first priority was to finally come up with usable plans for the MKIII xtra. Travis has sent the new plans to me and they should arrive soon. I am really looking forward to looking them over and see what, if anything, I have done wrong. -------- Rick Lewis (VW Watercooled Engine) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329396#329396 ________________________________________________________________________________
Date: Feb 04, 2011
From: frank goodnight <frank.goodnight(at)att.net>
Subject: viking engines
Hi All,=0AIs it just me or- does any one else think that the kolb list is turning into a =0Acomercial for Viking=0Aengines?Frank ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: viking engines
Date: Feb 04, 2011
>Hi All=2C >Is it just me or does any one else think that the kolb list is turning in to a comercial for Viking >engines?Frank Frank=2C I'm not sure I understand what you're getting at. I don't recall seeing anything about Viking engines. In fact=2C I don't think I've ever heard of a Viking engin e. What references are there to these engines are there? I must have missed them. ???? Mike Welch MkIII GEO turbo PS I hope to be able to start my engine soon=2C but if it would warm up=2C it would be a lot sooner!!! Sure is hard to get a lot done in my shop=2C when my soda pop fr eezes up solid. (it really did!!!) ________________________________________________________________________________
Date: Feb 04, 2011
From: Herb <herbgh(at)nctc.com>
Subject: RE: suds
Mike!!! Beer has a lower freezing point!! :-) Herb At 10:25 AM 2/4/2011, you wrote: > >Hi All, > >Is it just me or does any one else think that the kolb list is > turning into a comercial for Viking > >engines?Frank > >Frank, > > I'm not sure I understand what you're getting at. I don't recall > seeing anything about >Viking engines. In fact, I don't think I've ever heard of a Viking >engine. What references >are there to these engines are there? I must have missed them. ???? > >Mike Welch >MkIII GEO turbo > >PS I hope to be able to start my engine soon, but if it would warm >up, it would be a lot >sooner!!! Sure is hard to get a lot done in my shop, when my soda >pop freezes up solid. >(it really did!!!) > > ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: RE: suds
Date: Feb 04, 2011
>Mike!!! >Beer has a lower freezing point!! :-) Herb Herb=2C Hahahahaha!! That it does=2C Herb=2C that it does!!! Today=2C I'm taking hot coffee=2C tho. I'm trying to get that nosecone ready for it's final installation. I redid the airspeed indicator mount=2C after I walked into it a couple of times. (and I was worried about the need to zap 10 year old kids. ha) I backed it up about 3". Still will work fine=2C and not so easy to bump into. Mounted my comm radio antenna in the nosecone=2C too. Kind of funny how the location works out. I used a 1/8" steel welding rod to make the an tenna=2C and mounted it where it sticks up through the nosecone about 3" ahead of the Lexan windscreen. The rod protrudes about 4-5"=2C so I bent the top end into a little loop=2C perfect for tying a little length of yarn. Looks like it was planned! Well=2C I guess it was!! I've got a small project to complete before I can permanently mount the nosecone. I have to make a little mounting device for the Dynon magnatomet er (for the EFIS). Easy job=2C shouldn't take but a few minutes. Got to get at it! Mike Welch ________________________________________________________________________________
From: "Larry Cottrell" <lcottrell1020(at)gmail.com>
Subject: Fw: hello
Date: Feb 04, 2011
Am I the only one getting these? Larry Note: If you forward this email, please delete the forwarding history, which includes my email address. ----- Original Message ----- From: celinah koneh Sent: Tuesday, February 01, 2011 1:24 AM Subject: hello Hello dear Greetings to you,My name is Celinah, a young girl, i saw your profile in this site at (forums.matronics.com) and i decide to communicate with you and it will please me if you will be my friend, i wish if you will respond to my mail box so that i will tell you more about my self, i hope to hear from you. yours Celinah ________________________________________________________________________________
Date: Feb 04, 2011
Subject: Re: Fw: hello
From: Richard Girard <aslsa.rng(at)gmail.com>
No, you're not. Most of the time Chrome sends them to my spam folder, but occasionally one sneaks through. Rick Girard On Fri, Feb 4, 2011 at 12:58 PM, Larry Cottrell wrote: > Am I the only one getting these? > Larry > > Note: If you forward this email, please delete the forwarding history, > which includes my email address. > ----- Original Message ----- > *From:* celinah koneh > *To:* undisclosed recipients > *Sent:* Tuesday, February 01, 2011 1:24 AM > *Subject:* hello > > Hello dear > Greetings to you,My name is Celinah, a young girl, i saw your profile in > this site at (forums.matronics.com) and i decide to communicate with you > and it will please me if you will be my friend, i wish if you will respond > to my mail box so that i will tell you more about my self, i hope to hear > from you. > yours Celinah > > * > > * > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
From: Sky Biker Richardson <smlplanet(at)msn.com>
Subject: Re: viking engines
Date: Feb 04, 2011
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From: "Larry Cottrell" <lcottrell1020(at)gmail.com>
Subject: Re: Hello
Date: Feb 04, 2011
well perhaps I should be flattered, she sounds just dumb enough to be interested in my finer points. What had me surprised was that she got my name not from a porn site, but from the Matronics forum? I thought that I had sent it to Matt, because I thought he might be interested, but I while I am getting invitations from (probably an unwashed hairy dude) this little chick, I haven't heard anything from Matt. Larry Note: If you forward this email, please delete the forwarding history, which includes my email address. ________________________________________________________________________________
From: "Vic" <vicsv(at)myfairpoint.net>
Subject: Re: Fw: hello
Date: Feb 04, 2011
No your not! Have anything against young girls? ________________________________________________________________________________
Date: Feb 04, 2011
From: frank goodnight <frank.goodnight(at)att.net>
Subject: Re: viking engines
Apoligies to- Kolb list, Some how I got on an E-mail list from Viking Eng ines =0A(Honda Fit) got-about-dozen a day. They=0Awere mixed up with th ose from the Kolb list. I just didn't pay enough attention =0Ato who they w ere coming from. Been going on for about a week. try to stay more =0Aalert in the future. Thanks for your patience.=0A=0AFrank=0A=0A=0A=0A=0A_________ _______________________=0AFrom: frank goodnight <frank.goodnight(at)att.net> =0ATo: kolb-list(at)matronics.com=0ASent: Fri, February 4, 2011 8:37:46 AM=0AS ubject: Kolb-List: viking engines=0A=0A=0AHi All,=0AIs it just me or- doe s any one else think that the kolb list is turning into a =0Acomercial for ==================== =0A ________________________________________________________________________________
Date: Feb 04, 2011
From: "Dallas Shepherd" <cen23954(at)centurytel.net>
Subject: Re: Hello
------------Boundary-00=_6074DL51VA4000000000-- ________________________________________________________________________________
Subject: BRS mount on FSII?
From: "gotime242" <dylanshine(at)gmail.com>
Date: Feb 04, 2011
Hello all, Im looking to pickup a used brs from a trike and am curious as to how i would mount it on my firestar II. If have seen brs's mounted with what looks like an angles bracket, but it doesnt look like the one im looking at comes with it. Its pictured below. Would this mount work at all or would the angled mount be needed? Thanks! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329658#329658 Attachments: http://forums.matronics.com//files/45345435_105.jpg ________________________________________________________________________________
Date: Feb 04, 2011
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Fw: hello
Several people on the Homebuiltairplanes.com forums have gotten this exact same email. All of the recipients were people who had put their email address "in the clear" in a forum post (never a good idea). -Dana At 01:58 PM 2/4/2011, Larry Cottrell wrote: >Am I the only one getting these? >Larry > >Note: If you forward this email, please delete the forwarding history, >which includes my email address. >----- Original Message ----- >From: <mailto:celinahkoneh28(at)att.net>celinah koneh >To: undisclosed recipients >Sent: Tuesday, February 01, 2011 1:24 AM >Subject: hello > >Hello dear >Greetings to you,My name is Celinah, a young girl, i saw your profile in >this site at (forums.matronics.com) and i decide to communicate with you >and it will please me if you will be my friend, i wish if you will respond >to my mail box so that i will tell you more about my self, i hope to hear >from you. >yours Celinah > > > ><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navigator?Kolb-List ><http://www.matronics.com/contribution>http://www.matronics.com/contribution > -- Clothes make the man. Naked people have little or no influence on society. ________________________________________________________________________________
Subject: Christmas Came Today
From: "Rick Lewis" <cktman(at)hughes.net>
Date: Feb 04, 2011
Today I received my long awaited plans for my MKIII xtra. I bought the plane over three years ago and have been using a set of plans that were for another type and a lot of things simply didn't make sense so there were a lot of calls to Brian. He is a great guy to talk to and was always able to answer any questions I had. The first set of plans were given to me by Donnie and I was told to use them until they had the xtra plans re-done. Brian bought the Kolb company and one of his first projects was to make a good set of plans for the MKIII xtra. I have looked over these new plans and they are outstanding. They came with over 600 pictures on cd and a notebook of detailed text and drawings. I now also have the blueprints others have talked about. Brian has done a wonderful job on these. They are some of the best set of plans I have ever seen. I know this was a lot of work, he obviously took great care in making them. Thank you Brian, Travis, and Dennis. :D -------- Rick Lewis (VW Watercooled Engine) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329666#329666 ________________________________________________________________________________
Subject: Re: BRS mount on FSII?
From: "gotime242" <dylanshine(at)gmail.com>
Date: Feb 04, 2011
Looks like ill just call Brs and see if this mount is available to buy: Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329669#329669 Attachments: http://forums.matronics.com//files/mount_415.jpg ________________________________________________________________________________
From: russ kinne <russkinne(at)mac.com>
Subject: Re: Fw: hello
Date: Feb 04, 2011
Pity. Sounds like fun! On Feb 4, 2011, at 3:10 PM, Vic wrote: > No your not! > > Have anything against young girls? ________________________________________________________________________________
Subject: Re: bad news good news
From: "ktnc420" <ktony20(at)hotmail.com>
Date: Feb 04, 2011
Update: Well ol' Ron really balled that thing up. I saw the wreckage yesterday and it is truly amazing he lived through the crash. I only know a Mark III from an extra by the nose and there's no way I could tell by what I saw. He's in worse shape than I had heard. Both legs, pelvis, 7 ribs and some vertebrae. No health insurance either. Friends are asking for donations. It was not mechanical but pilot error. He had 300 hrs. in the plane but got behind it and it was a stall-spin, almost a snap, and it just dropped from about 75'. FAA did investigate. Over and done. The 912 ULS is undamaged I've been told. My Mark III with it's maligned 582 is my first plane and I wasn't really planning to upgrade but I may put a bid in on the 912. My thoughts and prayers are with Ron and his family. KT MarkIII NC Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329676#329676 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: bad news good news
Date: Feb 04, 2011
It was not mechanical but pilot error. He had 300 hrs. in the plane but got behind it and it was a stall-spin, almost a snap, and it just dropped from about 75'. My thoughts and prayers are with Ron and his family. KT My thoughts and prayers for Ron and his family also. Very few Kolb crashes are caused by mechanical failure of the airframe. Engines, components, pilots, and Murphy, seem to be a major contributing factor though. john h mkIII titus, alabama ________________________________________________________________________________
Subject: Re: bad news good news
From: "Jason Omelchuck" <jason@trek-tech.com>
Date: Feb 04, 2011
Hello All, In my opinion, 90% of all Kolb (especially MKIII) accidents are the classic stall at low altitude. They slow down so darn fast and if you do have enough altitude to recover it is almost impossible to get yourself to push the nose down when you are low. Jason Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329693#329693 ________________________________________________________________________________
Subject: Re: bad news good news
From: "Jimmy Young" <jdy100(at)comcast.net>
Date: Feb 05, 2011
"He's in worse shape than I had heard. Both legs, pelvis, 7 ribs and some vertebrae. No health insurance either. Friends are asking for donations. " KT, If you can, find out where one could send a donation to help Ron out. -------- Jimmy Young Missouri City, TX Kolb FS II/HKS 700 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329697#329697 ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: RE: suds
Date: Feb 05, 2011
I redid the airspeed indicator mount, after I walked into it a couple of times.>> Mike, cut the probe off. Put a short piece of the appropriate diameter plastic tube over the stump. Reinsert the probe. This makes a flexible hinge which can be walked into without causing damage. But of course you knew that. Cheers Pat ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Kolb list: Pitot probe
Date: Feb 05, 2011
Pat=2C Cutting off the probe is not possible. I have a Dynon EFIS probe=2C with the built-in AOA sensor port. It is exactly like this one=3B http://www.dynonavionics.com/images/AOA_new_unheated.jpg I added my own extension=2C to get it down low enough to not be affected by diverted air from the nosecone. (see photo) Besides=2C I've already relocated it. Now=2C I'm on to my next fiasco!!! My brake caliper leaked yesterday whe n I tried to bleed the brake system on the left one. The 1/8" NPT ports cracke d as I tried to tighten the fittings. Crap!! Plus=2C the discs brakes hav e NO identifying marks=2C writing=2C numbers=2C anything. I suspect my disc brakes are from a company no longer in business. I got the complete kit=3B discs=2C rotors=2C axles =2C bearings=2C wheels=2C etc) I got them in trade a few years ago. Nice parts=2C and all=2C but there is no way of knowing who the company is that made them!! Doesn't look like it should be too hard to duplicate the "puck holder" as they call it. 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v1N4xbdjK1G3WC5SF237TjKt0FNt7poXZV4Vfm4/lVaTjqZv93MJri1n3yTB1mbOAOlWNLSGS4ja cK8aglgeuff2qJc0YsqLhKabFm1Eq6RPAu1HO3aeADUg8qXfGSY2dgc54I6mpcXFXRrzKUrMuzTq bRrUv8m3aSDkEVyTKMuFB4PXPUVNBNJl4vldmvQh2kYbJOKkwCpbrntXbex5i7EsAxI67zGrDrnA B9669WCWkAQ7v3Yyw7+9cNdXPUwzd9GQNNM1uxKnaWJ2+lZUdyt0ywyqS0X3fzrKmkrtG9VvRPqV 764xC0X8benasVTiUbhkdcetdkFaJ5dZpzNOC482+jdht5Ge9bDAR6dIu/b1Jbp1PWsprVI3pO92 U3lkt1tf3hI3YdyM7q1pt32Zpt+UxnceoP0qX0ZrG9nczHuWa2EvzM+cLjuM9atXIdrbzIm2uRkH pVWV0Rdu5//Z ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Kolb list: Pitot probe
Date: Feb 05, 2011
Hi Mike, << I added my own extension>> Nice neat job. Pat ________________________________________________________________________________
Subject: Re: BRS mount on FSII?
From: "Ducati SS" <hiwingflyer6219(at)yahoo.com>
Date: Feb 05, 2011
Is the 2nd photo a flying airplane? Looks like the universal bolt is backed out. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329720#329720 ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: Kolb list: Pitot probe
Date: Feb 05, 2011
A word of caution to those who may encounter it: (Mike, not necessarily you). ---never use teflon tape on a tapered, pipe type fitting going into a casting. I learned that painful lesson many years ago. Stick with old fashioned permatex or a similar product. BB On 5, Feb 2011, at 9:36 AM, Mike Welch wrote: > Pat, > > Cutting off the probe is not possible. I have a Dynon EFIS probe, with the > built-in AOA sensor port. It is exactly like this one; > > http://www.dynonavionics.com/images/AOA_new_unheated.jpg > > I added my own extension, to get it down low enough to not > be affected by diverted air from the nosecone. (see photo) > > Besides, I've already relocated it. > > Now, I'm on to my next fiasco!!! My brake caliper leaked yesterday when I > tried to bleed the brake system on the left one. The 1/8" NPT ports cracked > as I tried to tighten the fittings. Crap!! Plus, the discs brakes have NO identifying > marks, writing, numbers, anything. I suspect my disc brakes are from a company > no longer in business. I got the complete kit; discs, rotors, axles, bearings, wheels, etc) > I got them in trade a few years ago. Nice parts, and all, but > there is no way of knowing who the company is that made them!! > > Doesn't look like it should be too hard to duplicate the "puck holder" as they call it. > > I've got master machinist Rick G giving me pointers. > > > >cut the probe off > > >Pat > > ________________________________________________________________________________
Subject: Re: BRS mount on FSII?
From: "gotime242" <dylanshine(at)gmail.com>
Date: Feb 05, 2011
Good catch...not sure. It was just a picture for one currently for sale on barnstormers. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329745#329745 ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Kolb list: brake capliper
Date: Feb 05, 2011
Mr. Bob=2C Hmmm? You might have mentioned this earlier!! haha Yep=2C that's what I did=2C use the teflon tape. I think one thing that compounded the problem is that the "pu ck housing" was a cast unit=2C and when it was machined for the various needs like moun tig holes=2C puck recepicle=2C etc.=2C they drilled out the NPT holes too close to the edge. This only left about 1/16" of meat on the sides of the hole. I suppose this might be beefy enough if you knew when to stop cranking in the fitting=2C of if you knew that the casting was going to crack=2C you could stop=2C but unfortunately you don't know this stuff until it's too late. The squirting brake fluid i s a dead give-away!! The good news is it's a really simple part. The original piece is a cast unit=2C but carving a new one out of solid aluminum ought to be fairly easy. Since the puck si mply presses on the back of flat brake pad=2C if it's off by a 1/16" in any direction=2C it isn't going to hurt a thing. Plus=2C when I duplicate the part=2C I'm going to be sure and give the NP T holes some extra edge distance....more like 3/16" minimum. Plus=2C next time=2C I'll find my container of pipe thread sealer=2C too! ! Mike W From: slyck(at)frontiernet.net Subject: Re: Kolb-List: Kolb list: Pitot probe Date: Sat=2C 5 Feb 2011 13:18:11 -0500 A word of caution to those who may encounter it: (Mike=2C not necessarily y ou). ---never use teflon tape on a tapered=2C pipe type fitting going into a casting. I learned that painful lesson many years ago. Stick with old fashioned permatex or a similar product. BB On 5=2C Feb 2011=2C at 9:36 AM=2C Mike Welch wrote: Pat=2C Cutting off the probe is not possible. I have a Dynon EFIS probe=2C with the built-in AOA sensor port. It is exactly like this one=3B http://www.dynonavionics.com/images/AOA_new_unheated.jpg I added my own extension=2C to get it down low enough to not be affected by diverted air from the nosecone. (see photo) Besides=2C I've already relocated it. Now=2C I'm on to my next fiasco!!! My brake caliper leaked yesterday whe n I tried to bleed the brake system on the left one. The 1/8" NPT ports cracke d as I tried to tighten the fittings. Crap!! Plus=2C the discs brakes hav e NO identifying marks=2C writing=2C numbers=2C anything. I suspect my disc brakes are from a company no longer in business. I got the complete kit=3B discs=2C rotors=2C axles =2C bearings=2C wheels=2C etc) I got them in trade a few years ago. Nice parts=2C and all=2C but there is no way of knowing who the company is that made them!! Doesn't look like it should be too hard to duplicate the "puck holder" as they call it. I've got master machinist Rick G giving me pointers. >cut the probe off >Pat ________________________________________________________________________________
From: Eugene Zimmerman <etzimm(at)gmail.com>
Subject: Re: BRS mount on FSII?
Date: Feb 05, 2011
The plane is listed is for sale on Barnstormers. At that price it seems like a pretty good deal. It is a five rib original Firestar however, with a Rotax 503. I've seen the plane when owned by 2 previous owners. It was an immaculate Firestar. Unfortunately according to the add, it doesn't seem like the present owner will be flying it. Kolb Firestar KOLB FIRESTAR - $6,000 - AVAILABLE FOR SALE - N-93396 1050 HRS, 503 Rotax 290 HRS, New 2 Blade Prop, New Aircraft Tires, Alt, Airspeed, CHT, EGT, New Garmin 196 GPS, New David Clark Headset, Icom A-22 Radio, Eelectric Start, BRS, Hydraulic Disc Brakes, Streamline Wing Struts, Spare Nose Cone, Spare Tundra Tires, Spare Wing Struts, Completely Enclosed, Always Hangared, Patch On Right Wing, Aircraft in very good condition, Recent broken back has left me paralyzed below the waist and unable to fly it. Located in Orange, VA. 22960 Contact Mike French 540-219-6157 - Contact Michael W. French, Owner - located Orange, VA USA - Telephone: 540-219-6157 . - Fax: 540-672-5065 - Posted February 2, 2011 - Show all Ads posted by this Advertiser - Recommend This Ad to a Friend - Email Advertiser - Save to Watchlist - Report This Ad - View Larger Pictures - Finance Gene Z On Feb 5, 2011, at 11:30 AM, Ducati SS wrote: > > Is the 2nd photo a flying airplane? Looks like the universal bolt is backed out. > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=329720#329720 > > > > > > > > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb list: brake capliper
Date: Feb 05, 2011
Stick with old fashioned permatex or a similar product. BB BB/Gang: I have been using Aviation Permatex No. 2 since my Model A Ford days in the mid-1950's. Probably same formula. Sure has the same look and smell as it did back then, 55 years ago. Had to run downstairs and check - Permatex Form-A-Gasket Part No. 2B, in a tube. I also have a 16 oz container of Aviation For-A-Gasket Sealant Liqauid Part No. 3B. I intend to use the 3B to put a 1936 John Deere D radiator and engine back together. Probably take the whole 16 oz. The engine is a 520 cu in two cylinder. That's 260 cubes a cylinder. High idle and max power is obtained at 900 rpm. Yes, it is hand start. Only thing electric on it is the spark the magneto generates. Sorry. Got carried away. Easy to do with something you love. I also use Permatex on my airplane and 912ULS. john h - Wishing for Spring. mkIII Titus, Alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: BRS mount on FSII?
Date: Feb 05, 2011
I've seen the plane when owned by 2 previous owners. It was an immaculate Firestar. Gene Z Gene Z/Gang: Boy! That brings back some memories. In 1986, I was still building my FS. Drove down to Lakeland for Sun and Fun 1986. I was drooling on Homer's FS, the 1985 Oshkosh Grand Champion Ultralight. Homer asked me if I wanted to fly it. Told him I only had 385 hours in my US before I destroyed it, and that I had never flown a FS. He said, "Get in John. You won't have any problem with it." Homer was right. It was an easy, beautiful little airplane to fly in all the UL traffic at Lakeland, for the first time. That flight gave me a lot of incentive to head back to Alabama and complete my little bird. What is unique about this FS is the factory design and colors of the paint job. We had some fun, fun days back then. john h mkIII titus, alabama ________________________________________________________________________________
Date: Feb 05, 2011
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: bad news good news
My injuries were almost identicle I hope he can walk I can with two quad canes but cant stand up without somthing to holds on to .I have very little income but I will give what I can .Please post wherewe can donate Chris Davis KXP 503 492 hrs Glider Pilot Disabled from crash building Firefly ----- Original Message ---- From: Jimmy Young <jdy100(at)comcast.net> Sent: Sat, February 5, 2011 6:32:01 AM Subject: Kolb-List: Re: bad news good news "He's in worse shape than I had heard. Both legs, pelvis, 7 ribs and some vertebrae. No health insurance either. Friends are asking for donations. " KT, If you can, find out where one could send a donation to help Ron out. -------- Jimmy Young Missouri City, TX Kolb FS II/HKS 700 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329697#329697 ________________________________________________________________________________
Subject: Re: Kolb list: brake capliper
From: robert bean <slyck(at)frontiernet.net>
Date: Feb 05, 2011
AHA! gotcha!. the offishall Kolb PC police hereby declare that post not entirely true to our bylaws. well, sure I gotta backtrack a little, as I was the instigator. Truth is that old permatex, in spite of it being made of mostly pine resins and alcohol, has never failed me. Low tech. BB, geothermal heat pump compressor crapped out early this morning. Space heater time. good thing the refrigeration supply was open. Getting a little old for this kind of thing. ouch, my achin' back MkIII, covered with sawdust On 5, Feb 2011, at 2:38 PM, John Hauck wrote: > > > Stick with old fashioned permatex or a similar product. > BB > > > BB/Gang: > > I have been using Aviation Permatex No. 2 since my Model A Ford days in the > mid-1950's. Probably same formula. Sure has the same look and smell as it > did back then, 55 years ago. > > Had to run downstairs and check - Permatex Form-A-Gasket Part No. 2B, in a > tube. I also have a 16 oz container of Aviation For-A-Gasket Sealant > Liqauid Part No. 3B. I intend to use the 3B to put a 1936 John Deere D > radiator and engine back together. Probably take the whole 16 oz. The > engine is a 520 cu in two cylinder. That's 260 cubes a cylinder. High idle > and max power is obtained at 900 rpm. Yes, it is hand start. Only thing > electric on it is the spark the magneto generates. Sorry. Got carried > away. Easy to do with something you love. > > I also use Permatex on my airplane and 912ULS. > > john h - Wishing for Spring. > mkIII > Titus, Alabama > > > > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb list: brake capliper
Date: Feb 05, 2011
Truth is that old permatex, in spite of it being made of mostly pine resins and alcohol, has never failed me. Low tech. BB BB/Kolbers: As the matter of fact, the cleanup method for permatex is 188 proof denatured alcohol. I know it is difficult to get it off your hands. Usually wears off eventually. Of course, I have never tried to use 188 proof denatured alcohol. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: Feb 05, 2011
From: jerb <ulflyer(at)verizon.net>
Subject: Re Kolb list: Caliper
Most folks will over torque a AN3 bolt, and often a AN4. A warning given me our AP&I. We checked a few practice ones with after tightening with a torque and he was right. Biggest problem are AN3's. jerb At 08:36 AM 2/5/2011, you wrote: >Pat, > > Cutting off the probe is not possible. I have a Dynon EFIS probe, with the >built-in AOA sensor port. It is exactly like this one; > > > Now, I'm on to my next fiasco!!! My brake caliper leaked yesterday when I >tried to bleed the brake system on the left one. The 1/8" NPT ports cracked >as I tried to tighten the fittings. Crap!! Plus, the discs >brakes have NO identifying >marks, writing, numbers, anything. I suspect my disc brakes are >from a company >no longer in business. I got the complete kit; discs, rotors, >axles, bearings, wheels, etc) >I got them in trade a few years ago. Nice parts, and all, but >there is no way of knowing who the company is that made them!! > > Doesn't look like it should be too hard to duplicate the "puck > holder" as they call it. > > I've got master machinist Rick G giving me pointers. > > > >cut the probe off > > >Pat > > ________________________________________________________________________________
Subject: New Kolb mechanic
From: "cristalclear13" <cristalclearwaters(at)gmail.com>
Date: Feb 05, 2011
My daughter helping me put my carbs back on my Rotax 503. Maybe I'll have everything ready to fly again by end of February...that's my goal anyways. -------- Cristal Waters Kolb Mark II Twinstar Rotax 503 DCSI Sept 2007 Private Pilot Aug 2008 ELSA Repairman for N193Y April 2008 Rotax 2 stroke maintenance April 2009 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329799#329799 Attachments: http://forums.matronics.com//files/imag0034_754.jpg http://forums.matronics.com//files/imag0033_335.jpg ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: New Kolb mechanic
Date: Feb 05, 2011
My daughter helping me put my carbs back on my Rotax 503. Maybe I'll have everything ready to fly again by end of February...that's my goal anyways. -------- Cristal Waters Looks like she has airplane in her blood, Kolb airplane. ;-) john h mkIII Titus, Alabama ________________________________________________________________________________
From: Arksey(at)aol.com
Date: Feb 05, 2011
Subject: Re: New Kolb mechanic
My daughter helping me put my carbs back on my Rotax 503. Maybe I'll have everything ready to fly again by end of February...that's my goal anyways. -------- Cristal Waters Nice picture, good looking daughter....thanks for posting I and my wife enjoyed it....Jim Swan Do not archive FIRESTAR ll 503 Michigan jswan GPS FOR MY RUNWAY N 42 deg 28.581 W084deg 44.825 ph. 517-663-8488 ________________________________________________________________________________
Date: Feb 05, 2011
From: jerb <ulflyer(at)verizon.net>
Subject: Use of gasket punches - non-Kolb related
NOT KOLB RELATED - HELP - LOOKING FOR SUGGESTIONS Email me direct if you do not want to post to the group. Actually the answer make be useful to others punching out gaskets, etc. I ordered some gasket punches off eBay. I tried the 3/4" one on a paper plate stamping it against a 2x4. It wasn't totally cutting through the paper plate all the way around and I was hitting it pretty good. I also tried a nicer ($$) set of punches I have, not much difference. Instead punching against a 2x4, do I need to punch it on a harder wood surface or a soft piece of material like a 1/16" - 1/8" thick sheet of rubber. What I will be punching out 3/4" dia circles of the suit symbol of playing cards. Will glue them into a wood block with slightly larger counter sunk holes. The block is used to indicate what is trump. They work great, hard part is punching out the circles where they are clean cut all the way through. Suggestions welcome. Thanks jerryb ________________________________________________________________________________
From: <aoldman(at)xtra.co.nz>
Subject: Re: Use of gasket punches - non-Kolb related
Date: Feb 06, 2011
Do not puch it against the grain on your 2x4 or the smooth side. Instead punch it on the end ,you know the bit the saw went through, The punch is going the same way as the grain this way. Will cut much better Downunder MK111c Sweltring in 40deg c today. Too windy to fly ________________________________________________________________________________
Date: Feb 06, 2011
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: club planes?
We had an interesting- discussion on linkedin this-weekend.-All about -flight =0Ainstruction and the idea of turning an experimental into a clu b plane so an =0Ainstructor could legally-use it to-teach-the owners - to fly.-- This theory is =0Aviable and there is-FAA approval to d o this.- =0A=0AWhat-I think would really jump start the process is a pr e-developed general =0Aformat.--One that would be easy for-people to follow- in developing their =0Aown-club and fractional ownership;-- not much different than the downloads a =0Aperson can buy to write their ow n will or start a non profit 401c3 corporation. =0AThese always contain sev eral disclaimers and liability waivers just like the =0Aones we used in the old days to teach ultralight flying.- =0A=0AThis would help the ultralig ht pilot and sport pilot want-to-be, as well as the =0Ainstructor. =0A=0ATh e idea of teaching someone to fly in a $14,000 plane with a 582 is not that =0Afar fetched. We all know people that-have.- It seemes like a better option than =0Athe $60,000 to $100,000 planes everyone thinks they current ly need .-When =0Aa-student-becomes a licensed pilot-they can trans ition up.- =0A=0AWhat this sport needs now is for people to stop focusing on the problem and =0Adevelope a solution.- The ultralight trainer was s o successful that it was =0Aturned into a sport pilot plane; and that took 20 years.----Even a 2 place Kolb =0Aclassic could qualify.=0A-Mal colm Brubaker =0AMichigan Sport=0APilot Repair =0ALSRM-A, PPC, WS=0A(989)51 3-3022 =0A=0A=0A=0A=0A________________________________=0AFrom: Pat Ladd <pj .ladd(at)btinternet.com>=0ATo: kolb-list(at)matronics.com=0ASent: Sat, February 5 , 2011 10:45:06 AM=0ASubject: Re: Kolb-List: Kolb list: Pitot probe=0A=0A =0AHi Mike,=0A<<-I added my own extension>>=0A=0ANice neat job.=0A-=0AP ============== =0A=0A=0A=0A ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Use of gasket punches - non-Kolb related
Date: Feb 06, 2011
stamping it against a 2x4. > It wasn't totally cutting through the paper plate all the way around > and I was hitting it pretty good. > Thanks > jerryb Jerry=2C I made a few gaskets in my time=2C and what you are trying to do isn't much different. IMO=2C you are trying to use too soft of a backup surface to cut against. If it were me=2C I'd get a small piece of 1/8" thick aluminum sheet. (maybe 6" X 6" X 1/8") Next=2C I'd get something like a bigger piece of steel plate=2C or any in credibly non-deforming solid surface. Use a couple of strips of duct tape to secur e the aluminum sheet in place=2C centered on your steel surface. Then=2C stamp out your designs. The aluminum shouldn't hurt the stamp=2C unless of course=2C we're talking about Harbor Freight stuff. Mike Welch ________________________________________________________________________________
Date: Feb 06, 2011
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: club planes?
Had a discussion like awhile ago also on Oshkosh365, I think it was. Unfortunately the Oshkosh365 forum software is so bad participating there is a painful ordeal. I think it's a viable approach. I'd be pursuing it if there was a field near here suitable for instruction. -Dana At 08:49 AM 2/6/2011, Malcolm Brubaker wrote: >We had an interesting discussion on linkedin this weekend. All about >flight instruction and the idea of turning an experimental into a club >plane so an instructor could legally use it to teach the owners to >fly. This theory is viable and there is FAA approval to do this. >What I think would really jump start the process is a pre-developed >general format. One that would be easy for people to follow in >developing their own club and fractional ownership; not much different >than the downloads a person can buy to write their own will or start a non >profit 401c3 corporation. These always contain several disclaimers and >liability waivers just like the ones we used in the old days to teach >ultralight flying. >This would help the ultralight pilot and sport pilot want-to-be, as well >as the instructor. >The idea of teaching someone to fly in a $14,000 plane with a 582 is not >that far fetched. We all know people that have. It seemes like a better >option than the $60,000 to $100,000 planes everyone thinks they currently >need . When a student becomes a licensed pilot they can transition up. >What this sport needs now is for people to stop focusing on the problem >and develope a solution. The ultralight trainer was so successful that it >was turned into a sport pilot plane; and that took 20 years. Even a 2 >place Kolb classic could qualify. > >Malcolm Brubaker >Michigan Sport >Pilot Repair >LSRM-A, PPC, WS >(989)513-3022 > > >From: Pat Ladd <pj.ladd(at)btinternet.com> >To: kolb-list(at)matronics.com >Sent: Sat, February 5, 2011 10:45:06 AM >Subject: Re: Kolb-List: Kolb list: Pitot probe > >Hi Mike, ><< I added my own extension>> > >Nice neat job. > >Pat > > > ><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navigator?Kolb-List ><http://www.matronics.com/contribution>http://www.matronics.com/contribution > -- The gene pool could use a little chlorine. ________________________________________________________________________________
Subject: Re: Kolb list: brake capliper
From: "Roger Lee" <ssadiver1(at)yahoo.com>
Date: Feb 06, 2011
Matco (brake company) recommends and uses Loctite 567. It is specifically for tapered threads for your application. I have used it for years on all my tapered threads and have never had a leak. http://www.rshughes.com/products/079340_56707.html -------- Roger Lee Tucson, Az. Light Sport Repairman - Maintenance Rated Rotax Repair Center Home 520-574-1080 TRY HOME FIRST Cell 520-349-7056 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329853#329853 ________________________________________________________________________________
Date: Feb 06, 2011
From: "Ron @ KFHU" <captainron1(at)cox.net>
Subject: Re: club planes?
Well that's a good idea. Could certainly use it (My M3X) here in KFHU, it may even motivate me more to finish my project faster, which is 90% complete with 100% left to do kinda thing. However ignoring the FAA in this equation is pretty much kicking the can down the road. I think in terms of movement there has to be a wide ranging recognition the the FAA is the problem in general aviation. Fearing the FAA or thinking in terms of compliance with FAA all the time as we do now is strangling aviation. If there is no concerted effort to truncate their pervasive intrusion into aviation; the contraction will continue. I think I mentioned before that I almost never see young kids around taking flying lessons anymore. Its not because aviation has stopped firing up the imagination of the younger generation, its because the fun the freedom and the joy have been stomped out of flying by the FAA to an alarming degree. By all rights the Kolb factory should be busy and backlogged for orders, yet it is not happening. So the idea of a club to circumvent FAA rules is a valid and good, but it will not reverse the difficulty of being an aircraft owner aviator. The future is as it has always been in people owning their aircraft and plying the skies in freedom. I have yet to see an organization come about that makes it as its prime objective to restore freedom to aviate, by going after the source of the constraints. That is what we need most of all right now. ---- Malcolm Brubaker wrote: ============ We had an interesting discussion on linkedin thisweekend.All aboutflight instruction and the idea of turning an experimental into a club plane so an instructor could legallyuse it toteachthe owners to fly. This theory is viable and there isFAA approval to do this. WhatI think would really jump start the process is a pre-developed general format.One that would be easy forpeople to follow in developing their ownclub and fractional ownership;not much different than the downloads a person can buy to write their own will or start a non profit 401c3 corporation. These always contain several disclaimers and liability waivers just like the ones we used in the old days to teach ultralight flying. This would help the ultralight pilot and sport pilot want-to-be, as well as the instructor. The idea of teaching someone to fly in a $14,000 plane with a 582 is not that far fetched. We all know people thathave. It seemes like a better option than the $60,000 to $100,000 planes everyone thinks they currently need .When astudentbecomes a licensed pilotthey can transition up. What this sport needs now is for people to stop focusing on the problem and develope a solution. The ultralight trainer was so successful that it was turned into a sport pilot plane; and that took 20 years.Even a 2 place Kolb classic could qualify. Malcolm Brubaker Michigan Sport Pilot Repair LSRM-A, PPC, WS (989)513-3022 ________________________________ From: Pat Ladd <pj.ladd(at)btinternet.com> Sent: Sat, February 5, 2011 10:45:06 AM Subject: Re: Kolb-List: Kolb list: Pitot probe Hi Mike, <> Nice neat job. P============== -- kugelair.com ________________________________________________________________________________
Subject: Re: club planes?
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Feb 07, 2011
When our group of three owned a Rans S6 Exp A/B and I had an active instructor's certificate, I considered this. I spoke to our insurance agent about it and learned the following. - Every member in the group must have an equity stake in the organization. Some "significant" equity at risk is required but need not be equal for all members. - The group instructor does not have to be a member. - Our insurance limited the total membership to 5 (at one time). Over that and the insurance policy would have to be for a commercial operation which would make the premiums on the order of 3 times as high. - Do not use the term "CLUB" because this implies (to insurance folks) a non-equity membership organization. - Students would have to pay an extra insurance premium until they received their full certificate (sport or private). So, this idea is viable and the aircraft insurable for small groups, but not for large clubs. -------- Thom Riddle Buffalo, NY (9G0) Kolb Slingshot SS-021 Jabiru 2200A #1574 Tennessee Prop 64x32 Don't accept your dog's admiration as conclusive evidence that you are wonderful. Ann Landers Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329942#329942 ________________________________________________________________________________
Date: Feb 07, 2011
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: club planes?
At 08:05 AM 2/7/2011, Thom Riddle wrote: > >When our group of three owned a Rans S6 Exp A/B and I had an active >instructor's certificate, I considered this. I spoke to our insurance >agent about it... That addresses the insurance aspects and is useful information, but doesn't address the FAA (paid instruction in an experimental) aspect... although a similar logic _might_ apply. -Dana -- 2000 mockingbirds = two kilomockingbirds ________________________________________________________________________________
From: "Kolb Aircraft" <customersupport(at)tnkolbaircraft.com>
Subject: Re: Christmas Came Today
Date: Feb 07, 2011
You are very welcome Rick. Travis Kolb CO. ----- Original Message ----- From: "Rick Lewis" <cktman(at)hughes.net> Sent: Friday, February 04, 2011 6:50 PM Subject: Kolb-List: Christmas Came Today > > Today I received my long awaited plans for my MKIII xtra. I bought the > plane over three years ago and have been using a set of plans that were > for another type and a lot of things simply didn't make sense so there > were a lot of calls to Brian. He is a great guy to talk to and was always > able to answer any questions I had. The first set of plans were given to > me by Donnie and I was told to use them until they had the xtra plans > re-done. Brian bought the Kolb company and one of his first projects was > to make a good set of plans for the MKIII xtra. > > I have looked over these new plans and they are outstanding. They > came with over 600 pictures on cd and a notebook of detailed text and > drawings. I now also have the blueprints others have talked about. Brian > has done a wonderful job on these. They are some of the best set of > plans I have ever seen. I know this was a lot of work, he obviously took > great care in making them. > > Thank you Brian, Travis, and Dennis. :D > > -------- > Rick Lewis > > (VW Watercooled Engine) > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=329666#329666 > > > ________________________________________________________________________________
Subject: Re: club planes?
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Feb 07, 2011
Dana, The FAA regs allow instruction in any experimental aircraft which is owned by the person receiving the instruction. My FSDO said that partial ownership or indirect ownership (share holder in a corporation that owns the aircraft) qualifies as long as there is an equity position in the aircraft. -------- Thom Riddle Buffalo, NY (9G0) Kolb Slingshot SS-021 Jabiru 2200A #1574 Tennessee Prop 64x32 Don't accept your dog's admiration as conclusive evidence that you are wonderful. Ann Landers Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329948#329948 ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: club planes?
Date: Feb 07, 2011
> The FAA regs allow instruction in any experimental aircraft which is owne d by the person receiving the instruction. > -------- > Thom Riddle Thom=2C & knowledgeable 'regs' guys=2C Your statement above is excellent information=2C but what about the situa tion where a plane is just given it's airworthiness certificate? I get the impression what you said is fine for a fully built=2C previous flown airplane=2C but what about a brand new one? Once a plane is finally finished=2C aren't you supposed to fly off a cert ain number of hours before someone can be in the plane also? How does that work? I never have clearly understood how this part works. After rereading your statement=2C I think I'm getting more confused. If a person had a CFI teach him to fly=2C OF COURSE he could be taught in ANY (legal) a irplane. My question is=3B How can a guy learn to fly his brand new=2C never flow n=2C just licenced=2C experimental airplane? Can he have an instructor go with him o n his maiden flight? Does anyone know how this works?? We've had a few recent incidents where lowtime Kolb pilots bent their pla nes (and themselves). What does the FAA regs say to address this problem? Thanks. Mike Welch MkIII ________________________________________________________________________________
Subject: Re: club planes?
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Feb 07, 2011
Mike, You are correct. The phase one flying must be complete for more than required crew to be aboard. The builder of an experimental aircraft who is not already a certificated pilot must learn to fly like the rest of us, in another airplane that is legal for instruction. In the case of experimental aircraft that means one that is in phase 2 testing and owned, at least partially, by the wannabe pilot. -------- Thom Riddle Buffalo, NY (9G0) Kolb Slingshot SS-021 Jabiru 2200A #1574 Tennessee Prop 64x32 Don't accept your dog's admiration as conclusive evidence that you are wonderful. Ann Landers Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329956#329956 ________________________________________________________________________________
Date: Feb 07, 2011
Subject: Re: club planes?
From: Richard Girard <aslsa.rng(at)gmail.com>
Mike, You cannot take anyone along for any reason during phase 1 testing, UNLESS, you can show that that person is essential for some aspect of your test program and would have to be cleared by the FSDO that sets your test area and phase 1 testing requirements. Teaching you to fly your aircraft is not part of a test program of the aircraft. Your best bet is to get someone else, who has the experience, to do your initial test flights. Rick Girard On Mon, Feb 7, 2011 at 8:27 AM, Mike Welch wrote: > > The FAA regs allow instruction in any experimental aircraft which is > owned by the person receiving the instruction. > -------- > > Thom Riddle > > Thom, & knowledgeable 'regs' guys, > > Your statement above is excellent information, but what about the > situation > where a plane is just given it's airworthiness certificate? > I get the impression what you said is fine for a fully built, previous > flown > airplane, but what about a brand new one? > Once a plane is finally finished, aren't you supposed to fly off a > certain > number of hours before someone can be in the plane also? > How does that work? I never have clearly understood how this part works. > > After rereading your statement, I think I'm getting more confused. If a > person > had a CFI teach him to fly, OF COURSE he could be taught in ANY (legal) > airplane. > > My question is; How can a guy learn to fly his brand new, never flown, > just > licenced, experimental airplane? Can he have an instructor go with him on > his > maiden flight? Does anyone know how this works?? > > We've had a few recent incidents where lowtime Kolb pilots bent their > planes > (and themselves). What does the FAA regs say to address this problem? > > Thanks. > Mike Welch > MkIII > > * > > * > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: club planes?
Date: Feb 07, 2011
- good advice. And be sure his experience isn't limited to the Cessna 150/cherokee varieties. That is how I came to buy a "slightly" damaged cage assembly for my hybrid MkIII. Some assembly was required. BB On 7, Feb 2011, at 10:57 AM, Richard Girard wrote: > Mike, You cannot take anyone along for any reason during phase 1 testing, UNLESS, you can show that that person is essential for some aspect of your test program and would have to be cleared by the FSDO that sets your test area and phase 1 testing requirements. Teaching you to fly your aircraft is not part of a test program of the aircraft. Your best bet is to get someone else, who has the experience, to do your initial test flights. > > Rick Girard > > On Mon, Feb 7, 2011 at 8:27 AM, Mike Welch wrote: > > The FAA regs allow instruction in any experimental aircraft which is owned by the person receiving the instruction. > -------- > > Thom Riddle > > Thom, & knowledgeable 'regs' guys, > > Your statement above is excellent information, but what about the situation > where a plane is just given it's airworthiness certificate? > I get the impression what you said is fine for a fully built, previous flown > airplane, but what about a brand new one? > Once a plane is finally finished, aren't you supposed to fly off a certain > number of hours before someone can be in the plane also? > How does that work? I never have clearly understood how this part works. > > After rereading your statement, I think I'm getting more confused. If a person > had a CFI teach him to fly, OF COURSE he could be taught in ANY (legal) airplane. > > My question is; How can a guy learn to fly his brand new, never flown, just > licenced, experimental airplane? Can he have an instructor go with him on his > maiden flight? Does anyone know how this works?? > > We've had a few recent incidents where lowtime Kolb pilots bent their planes > (and themselves). What does the FAA regs say to address this problem? > > Thanks. > Mike Welch > MkIII > > > > get="_blank">http://www.matronics.com/Navigator?Kolb-List > tp://forums.matronics.com > _blank">http://www.matronics.com/contribution > > > > > -- > Zulu Delta > Mk IIIC > Thanks, Homer GBYM > > It isn't necessary to have relatives in Kansas City in order to be unhappy. > - Groucho Marx > > > > > ________________________________________________________________________________
Subject: Re: bad news good news
From: "ktnc420" <ktony20(at)hotmail.com>
Date: Feb 07, 2011
Contact me via e-mail and I'll give address. Thanks! KT Mark III NC ktony20(at)hotmail.com Read this topic online here: http://forums.matronics.com/viewtopic.php?p=329998#329998 ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: club planes?
Date: Feb 07, 2011
Hi Rick=2C Thanks for the clarification. This is a confirmation of what I have alw ays understood. Mike Welch >Mike=2C You cannot take anyone along for any reason during phase 1 testing =2C UNLESS=2C you can show that that person is essential for some >aspect o f your test program and would have to be cleared by the FSDO that sets your test area and phase 1 testing requirements. >Teaching you to fly your airc raft is not part of a test program of the aircraft. Your best bet is to get someone else=2C who has the >experience=2C to do your initial test flights . >Rick Girard ________________________________________________________________________________
Date: Feb 07, 2011
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: Re: club planes?
We have established the need. We have proven viability. We even have an apparent precedent. So, what next? An easy to follow format with all the "legal" jargon included for the average "layman" CFI or old BFI properly providing for that "equity position". Could such a "position" be covered by something so simple as a "damage deposit" on the aircraft?? Malcolm Brubaker Michigan Sport Pilot Repair LSRM-A, PPC, WS (989)513-3022 ________________________________ From: Mike Welch <mdnanwelch7(at)hotmail.com> Sent: Mon, February 7, 2011 9:27:30 AM Subject: RE: Kolb-List: Re: club planes? > The FAA regs allow instruction in any experimental aircraft which is owned by the person receiving the instruction. > -------- > Thom Riddle Thom, & knowledgeable 'regs' guys, Your statement above is excellent information, but what about the situation where a plane is just given it's airworthiness certificate? I get the impression what you said is fine for a fully built, previous flown airplane, but what about a brand new one? Once a plane is finally finished, aren't you supposed to fly off a certain number of hours before someone can be in the plane also? How does that work? I never have clearly understood how this part works. After rereading your statement, I think I'm getting more confused. If a person had a CFI teach him to fly, OF COURSE he could be taught in ANY (legal) airplane. My question is; How can a guy learn to fly his brand new, never flown, just licenced, experimental airplane? Can he have an instructor go with him on his maiden flight? Does anyone know how this works?? We've had a few recent incidents where lowtime Kolb pilots bent their planes (and themselves). What does the FAA regs say to address this problem? Thanks. Mike Welch MkIII ________________________________________________________________________________
Date: Feb 07, 2011
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: club planes?
At 09:27 AM 2/7/2011, Mike Welch wrote: > Your statement above is excellent information, but what about the situation >where a plane is just given it's airworthiness certificate? > I get the impression what you said is fine for a fully built, previous > flown >airplane, but what about a brand new one? > Once a plane is finally finished, aren't you supposed to fly off a certain >number of hours before someone can be in the plane also? As others have said, the aircraft must be flown solo during the initial testing. I believe, however, than an instructor can sign a student off for solo in an aircraft still in Phase 1 testing... but of course the student would have to have prior instruction in something else, and the instructor confident in the student's ability to handle anything that might arise. -Dana -- The Definition of an Upgrade: Take old bugs out, put new ones in. ________________________________________________________________________________
Date: Feb 07, 2011
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: club planes?
At 05:19 PM 2/7/2011, Malcolm Brubaker wrote: >We have established the need. We have proven viability. We even have an >apparent precedent. So, what next? >An easy to follow format with all the "legal" jargon included for the >average "layman" CFI or old BFI properly providing for that "equity >position". Could such a "position" be covered by something so simple as a >"damage deposit" on the aircraft?? You could pitch it to the prospective student as a "damage deposit". However, I think it would have to be, in writing, a purchase of a "share" of the corporation owning the aircraft. -Dana -- Come to think of it, there already are a million monkeys at a million typewriters, and the Internet is _NOTHING_ like Shakespeare! ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: Re: club planes?
Date: Feb 07, 2011
>As others have said=2C the aircraft must be flown solo during the initial testing. I believe=2C however=2C than an instructor can sign a student >of f for solo in an aircraft still in Phase 1 testing... but of course the stu dent would have to have prior instruction in something else=2C and >the ins tructor confident in the student's ability to handle anything that might ar ise. >Dana Dana=2C In a private conversation=2C Thom Riddle and I came to the opinion that a student pilot can NOT fly an experimental airplane in 'phase 1' testing. For clarification's sake=2C could someone look this up? Thanks=2C Mike W ________________________________________________________________________________
Date: Feb 07, 2011
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: club planes?
At 06:47 PM 2/7/2011, Mike Welch wrote: > > In a private conversation, Thom Riddle and I came to the opinion >that a student pilot can NOT fly an experimental airplane in 'phase 1' >testing. > > For clarification's sake, could someone look this up? It may depend on the operating limitations which are, I believe, at the discretion of the FAA inspector or DAR. Back in the Bensen Gyrocopter days (pre 103), it was permissible for a helicopter CFI to sign a student off for solo in their brand new never flown single seat homebuilt gyro (since there were no 2-seat gyros and no gyro CFIs). I don't know what the deal is nowadays. -Dana -- Giving money and power to government is like giving whiskey and car keys to teenage boys. ________________________________________________________________________________
Date: Feb 07, 2011
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: club planes?
At 06:47 PM 2/7/2011, Mike Welch wrote: > > In a private conversation, Thom Riddle and I came to the opinion >that a student pilot can NOT fly an experimental airplane in 'phase 1' >testing. > > For clarification's sake, could someone look this up? It may depend on the operating limitations which are, I believe, at the discretion of the FAA inspector or DAR. Back in the Bensen Gyrocopter days (pre 103), it was permissible for a helicopter CFI to sign a student off for solo in their brand new never flown single seat homebuilt gyro (since there were no 2-seat gyros and no gyro CFIs). I don't know what the deal is nowadays. -Dana -- Giving money and power to government is like giving whiskey and car keys to teenage boys. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: club planes?
Date: Feb 07, 2011
For clarification's sake, could someone look this up? Thanks, Mike W Q: I've just finished building my Pietenpol, which is an experimental amateur-built aircraft that meets the LSA definition. I'm ready to begin the phase-one flight testing. I'm a student pilot working toward my sport pilot certificate and I don't hold a current medical. Is it legal for me to do the flight testing as a student pilot? Can a student pilot fly an experimental aircraft at all? A: Let's take the second part of your question first. There is no regulatory prohibition on a student pilot (sport pilot or otherwise) flying an experimental aircraft. Pilot requirements, privileges, and limitations are found in 14 CFR Part 61, and student pilot privileges and limitations are specifically found in subpart C. There is no specific limitation in that section prohibiting a student pilot from flying an aircraft with an experimental airworthiness certificate. Now let's look at the first part of your question regarding a student pilot (sport pilot or otherwise) flying an experimental aircraft during flight testing. Certification requirements for the pilot in command of an experimental aircraft are not found in the FAA regulations themselves but rather in the operating limitations of the individual aircraft. These operating limitations are issued by the FAA as a part of the aircraft's airworthiness certificate and will vary depending on exactly what type of airworthiness certificate the aircraft holds. For an amateur-built aircraft such as your Pietenpol, the operating limitations will contain the following statement: "The pilot in command of this aircraft must hold a pilot certificate or an authorized instructor's logbook endorsement. The pilot in command must meet the requirements of 61.31(e), (f), (g), (h), (i), and (j) as appropriate." Note that the pilot may hold a pilot certificate (which would include sport pilot) or an authorized instructor's endorsement. This would open the door for a properly endorsed student pilot (including a sport pilot student) to fly the aircraft. The limitation makes no distinction between phase-one flight testing and phase-two normal operations. This limitation is in place for all operations. The limitation does go on to require any appropriate endorsements called out by 14 CFR 61.31(e) though (j). The most common of these endorsements are for tailwheel aircraft, high-performance aircraft, and complex aircraft. The only endorsement applicable to the Pietenpol would be the tailwheel endorsement, so the instructor would have to endorse the student appropriately before allowing him or her to solo a tailwheel aircraft as well as give the standard solo endorsement in order to be in compliance with this operating limitation. Remember that, if the student seeks to solo an aircraft that does not meet the definition of a light-sport aircraft he/she would also need to hold a 3rd class FAA medical certificate. This would be the case whether the aircraft holds a standard or special (such as experimental) airworthiness certificate. The question you did not ask, but one I will answer anyway, is whether it is smart for a student pilot to perform the flight testing on an experimental aircraft. This is the most important question, and the answer is, no, it is not a good idea for a student pilot to perform flight testing on a new amateur-built aircraft. The purpose of flight testing is to verify the aircraft's handling characteristics and make sure it does not have any issues that would affect the safety of flight. Flight testing a new aircraft should be left to experienced pilots who are familiar with the normal handling characteristics of the aircraft being tested and are prepared to handle possible emergency situations that might arise. A student pilot does not have the background and experience to identify abnormal handling characteristics and may not be prepared to handle an emergency situation if one should present itself. So while it may be technically legal for a student pilot (sport pilot or otherwise) to fly an aircraft during the initial flight-test period, I strongly discourage this. Find an appropriate test pilot to perform the flight tests on the aircraft, then find a qualified instructor to check you out in the aircraft after it has been tested. ________________________________________________________________________________
Subject: Re: club planes?
From: "Thom Riddle" <riddletr(at)gmail.com>
Date: Feb 07, 2011
Ok. Perhaps a student pilot working toward sport pilot can legally fly an Exp a/b aircraft during phase 1 with proper endorsements. But, 61.87 states clearly that solo endorsements must be for a particular make and model aircraft. So the solo training and endorsement for the student pilot working toward sport pilot certificate to fly his Pietenpol must get that solo training and endorsement in a Pietenpol, not some other type of tail dragger. Since a phase 1 test flights in a Pietepol must be done solo, this student pilot must get his solo training for a Pietenpol in another Pietenpol which is not in phase 1 test phase. If he does not own the other Pietenpol then the instructor can not charge for his instruction in that airplane, since it is an experimental aircraft. So as a practical matter, it will be somewhat difficult to make happen, not impossible though. But definitely not wise for an inexperienced student pilot to be doing any testing of any newly built experimental aircraft. -------- Thom Riddle Buffalo, NY (9G0) Kolb Slingshot SS-021 Jabiru 2200A #1574 Tennessee Prop 64x32 Don't accept your dog's admiration as conclusive evidence that you are wonderful. Ann Landers Read this topic online here: http://forums.matronics.com/viewtopic.php?p=330078#330078 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Firestar Crash
Date: Feb 07, 2011
Kolbers: Bill Belcher of Brent, AL, crashed his FS into the trees near West Blocton, AL. He is in serious condition. It happened about 1730 yesterday. That's all I know of the accident. Bill flew out of Centerville Airport, a few miles from his home. I met him by chance when I landed at Centerville on the way to Tuscaloosa, Alabama, a few years ago. http://www.faa.gov/data_research/accident_incident/preliminary_data/media/A_0207_N.txt Then scroll down to accident number 9. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: Firestar Crash
From: Daniel Myers <h20maule(at)hotmail.com>
Date: Feb 07, 2011
Terrible news. Hope he pulls through Thanks, Daniel Myers Cell: 407 920 7700 On Feb 7, 2011, at 10:04 PM, "John Hauck" wrote: > > Kolbers: > > Bill Belcher of Brent, AL, crashed his FS into the trees near West Blocton, > AL. He is in serious condition. It happened about 1730 yesterday. That's > all I know of the accident. > > Bill flew out of Centerville Airport, a few miles from his home. I met him > by chance when I landed at Centerville on the way to Tuscaloosa, Alabama, a > few years ago. > > http://www.faa.gov/data_research/accident_incident/preliminary_data/media/A_0207_N.txt > > Then scroll down to accident number 9. > > john h > mkIII > Titus, Alabama > > > > > > > ________________________________________________________________________________
Date: Feb 08, 2011
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: Re: club planes?
There has been some significant discussion on the topic of training in ELSA aircraft on some other forums which I am involved in. CGS Hawk, FLY UL, and LINKDIN are a few. The responses in those forums spurred me to write this in response. Please check out those forums if you are interested! sent to LINKDIN I want to keep the focus. What we will be doing is essentially taking hamburger and putting it all back together to make a steak. Ultra light flying is getting more difficult because of the non-availability of training. No one is going to give hours of training time and the use of an aircraft for free. Ultra lights therefore, literally, fly under the radar. Sport pilots can't do that quite so readily, but unfortunately, many are trying. While an ELSA built to SLSA standards is an appropriate aircraft, many experimentals simply do not fit the bill for appropriate training aircraft. I make this statement to have it understood that I do not advocate training in ALL experimental aircraft. Back to the focus of this discussion. I do not have the background I believe is required for developing the type of format needed here. I came up through the ranks of ultra lights as a self taught pilot. I received my BFI, trained several people in ultra lights, then received the training I needed when Sport Pilot came to be to transition to a sport pilot license. I have passed the first step - the FOI test - toward getting my CFI. But I do not have the legal background or the depth of knowledge regarding the FARs I feel is needed to produce this format in a viable and usable program for the Sport Pilot training arena. Mark, if you or someone else who is following this thread, or even a group of others, have the knowledge to pull this together, I would be willing to contribute what I can. This subject has spurred a lot of discussion as you know here and in other forums. Let's see if we can take it to a desired completion. There are some people who would be comfortable training with only a verbal contract. Others will require a written contract with the basics of cost and damage deposit and a disclaimer of liability in the event of an accident included. Still others will want a written contract in triplicate spelling out every possible nuance, required insurances, and a liability waiver signed by the trainee's family before they feel comfortable taking on the responsibility. And, yet others, will require a corporation development, corporate insurance, an aircraft meeting specified standards..... We now need to develop a format that can easily be adapted to allow each instructor to use their own level of comfort as a guide to what type of contract they want to use. >From hamburger .... to steak. Malcolm Brubaker Michigan Sport Pilot Repair LSRM-A, PPC, WS (989)513-3022 ________________________________ From: Malcolm Brubaker <brubakermal(at)yahoo.com> Sent: Mon, February 7, 2011 5:19:27 PM Subject: Re: Kolb-List: Re: club planes? We have established the need. We have proven viability. We even have an apparent precedent. So, what next? An easy to follow format with all the "legal" jargon included for the average "layman" CFI or old BFI properly providing for that "equity position". Could such a "position" be covered by something so simple as a "damage deposit" on the aircraft?? Malcolm Brubaker Michigan Sport Pilot Repair LSRM-A, PPC, WS (989)513-3022 ________________________________ From: Mike Welch <mdnanwelch7(at)hotmail.com> Sent: Mon, February 7, 2011 9:27:30 AM Subject: RE: Kolb-List: Re: club planes? > The FAA regs allow instruction in any experimental aircraft which is owned by the person receiving the instruction. > -------- > Thom Riddle Thom, & knowledgeable 'regs' guys, Your statement above is excellent information, but what about the situation where a plane is just given it's airworthiness certificate? I get the impression what you said is fine for a fully built, previous flown airplane, but what about a brand new one? Once a plane is finally finished, aren't you supposed to fly off a certain number of hours before someone can be in the plane also? How does that work? I never have clearly understood how this part works. After rereading your statement, I think I'm getting more confused. If a person had a CFI teach him to fly, OF COURSE he could be taught in ANY (legal) airplane. My question is; How can a guy learn to fly his brand new, never flown, just licenced, experimental airplane? Can he have an instructor go with him on his maiden flight? Does anyone know how this works?? We've had a few recent incidents where lowtime Kolb pilots bent their planes (and themselves). What does the FAA regs say to address this problem? Thanks. Mike Welch MkIII ________________________________________________________________________________
Subject: Re: Sun and Fun 2011
From: "Kip" <klaurie(at)mindspring.com>
Date: Feb 09, 2011
I'll probably fly down with the the Waiex (boo...hisss, I know... [Embarassed] ) After making the 7+45 hour flight (one-way) three times I look forward to making it in 2+45. See you there...! Kip -------- 2000 Firestar II R503 DCDI VLS 750 2010 Waiex Jabiru 3300 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=330264#330264 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Sun and Fun 2011
Date: Feb 09, 2011
I'll probably fly down with the the Waiex (boo...hisss, I know... [Embarassed] ) After making the 7+45 hour flight (one-way) three times I look forward to making it in 2+45. See you there...! Kip Kip/Kolbers: Looking forward to seeing you and the rest of the Kolbers at Lakeland. Kolb Aircraft has invited Miss P'fer, my MKIII, to spend the week with them as part of their display. Nothing new for her. She is 20 years old, faded paint, rock and gravel damage, but she still flies great. Unfortunately, her pilot doesn't look any better than she does. john h mkIII Titus, Alabama ________________________________________________________________________________
Date: Feb 09, 2011
Subject: Re: Sun and Fun 2011
From: Robert Laird <rlaird(at)cavediver.com>
On Wed, Feb 9, 2011 at 8:58 AM, John Hauck wrote: > Kolb Aircraft has invited Miss P'fer, my MKIII, to spend the week with them > as part of their display. Nothing new for her. She is 20 years old, faded > paint, rock and gravel damage, but she still flies great. Unfortunately, > her pilot doesn't look any better than she does. > > But as long as HE still flies great, then no one should care! :-) -- Robert ________________________________________________________________________________
Date: Feb 09, 2011
From: Herb <herbgh(at)nctc.com>
Subject: Re: Sun and Fun 2011
Yeah!!! anyone that flies a Kolb don't need no stinking viagra!! :-) Herb At 09:03 AM 2/9/2011, you wrote: >On Wed, Feb 9, 2011 at 8:58 AM, John Hauck ><jhauck(at)elmore.rr.com> wrote: >Kolb Aircraft has invited Miss P'fer, my MKIII, to spend the week with them >as part of their display. Nothing new for her. She is 20 years old, faded >paint, rock and gravel damage, but she still flies great. Unfortunately, >her pilot doesn't look any better than she does. > > >But as long as HE still flies great, then no one should care! :-) > > -- Robert > > ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: nose hoop
Date: Feb 09, 2011
Kolb guys=2C In an 'off list' conversation with a fellow Kolber=2C I asked about his thoughts on the MkIII nose hoop. He has chosen to go with one=2C but I know several Xtra owners have not. My question is=3B Is there a big need for a nose hoop? Are a lot of guys standing their planes up on their noses a lot? As best as I can guess=2C 99.9% of my MkIII T/O & landings will be on asphalt runways. There aren't very many grass strips around here=2C at least=2C not that I'll likely fly in to. Any thoughts on having a nose hoop? If I'm gonna add one=2C the time is now! Mike Welch ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: nose hoop
Date: Feb 09, 2011
Any thoughts on having a nose hoop? If I'm gonna add one, the time is now! Mike Welch >>>>>>>>>>>>>>>>>>>>>>>>mike where is your peto static system in relation to where your nose hoop will be located... would it protect it? boyd youngmkiii ________________________________________________________________________________
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: nose hoop
Date: Feb 09, 2011
>mike where is your peto static system in relation to where your nose hoop will be located... would it protect it? >boyd young Hi Boyd=2C The pitot probe is at the bottom=2C front=2C just off-center.....in other words=2C exactly where it would get wiped out first. I kind of always accepted the fact that if I ever stood it up on it's nos e=2C that the pitot probe would be on the list of repairs. Do you think flying from asphalt runways virtually all the time makes any difference in the need for a nose hoop? Mike W ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: nose hoop
Date: Feb 09, 2011
My question is; Is there a big need for a nose hoop? Are a lot of guys standing their planes up on their noses a lot? As best as I can guess, 99.9% of my MkIII T/O & landings will be on asphalt runways. There aren't very many grass strips around here, at least, not that I'll likely fly in to. Any thoughts on having a nose hoop? If I'm gonna add one, the time is now! Mike Welch Mike W/Kolbers: Homer Kolb designed the nose hoop as a training wheel for those that don't fly well. ;-) Homer's factory MKIII did not have a nose hoop on it. However, I did put it on its nose at Sun and Fun one year with a very large, max capacity passenger. It happened when I stopped at the fence to unload my healthy passenger, hit the brakes with the stick full aft, tail in a good Lakeland wind, and up she went. No damage because we were stopped. That was pilot error, not MKIII error. If I had not gotten preoccupied with all that goes on when flying passengers at Lakeland, I would not have put the airplane on its nose, even with heavy cargo on board. Just as easy to put the mkIII on its nose on pavement as grass under the right conditions. If you don't fly off grass you are missing the best part of flying a Kolb airplane. Grass strips are what Kolbs were designed for and are where the good folks hang out. ;-) If you have doubts about keeping the tail on the ground, put a training wheel on it. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: nose hoop
Date: Feb 09, 2011
Do you think flying from asphalt runways virtually all the time makes any difference in the need for a nose hoop? Mike W Mike W/Kolbers: Grass or asphalt runways do not put Kolbs on their nose, but pilots do. Stay ahead of the aircraft and you will do just fine. There are no guarantees in aviation except one: Gravity and Murphy rule! john h mkIII Titus, Alabama ________________________________________________________________________________
From: Sky Biker Richardson <smlplanet(at)msn.com>
Subject: nose hoop
Date: Feb 09, 2011
Having nosed mine over a couple times it helps when going slow but if at hi gher speeds I think it does more damage than helps. I am in the process of installing a Deleon skid plate in place of the hoop such as used on gliders . My battery and a 3 gal reserve fuel tank are located in the nose section. I was coming home from a XC when I encountered very strong winds which bow ed my windshield in. After pushing it back out a couple times I located a f ield to land in and when about 5-8 foot above the ground the windshield blo w in again and this time splitting and hitting me in the face knocking my g lass's and head phones off. Being to late to abort I set it down hard bendi ng the landing gear and nosing it over causing damage to the nose section a lso. I always carry duct tape=2C and after the winds let up flew it home bu t I was VERY lucky!!! From: byoungplumbing(at)gmail.com Subject: Re: Kolb-List: nose hoop Date: Wed=2C 9 Feb 2011 08:55:12 -0700 Any thoughts on having a nose hoop? If I'm gonna add one=2C the time is now! Mike Welch >>>>>>>>>>>>>>>>>>>>>>>> mike where is your peto static system in relation to where your nose hoop will be located... would it protect it? boyd yo ungmkiii ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: nose hoop
Date: Feb 09, 2011
I was coming home from a XC when I encountered very strong winds which bowed my windshield in. After pushing it back out a couple times Sky Biker/Kolbers: Curious why your windshield bowed in? Are you using 1/8" Lexan? john h mkIII Titus, Alabama ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: nose hoop
Date: Feb 09, 2011
I asked about his thoughts on the MkIII nose hoop.>> Hi Mike, As JH says. Its the pilot, not the plane. I don`t have a hoop on my Xtra and I wiped the pitot off a couple of times when I had her first. I was doing taxying runs prior to my first flight and after several years in the tricycle Challenger I didn`t keep the stick aft. Not sure that a hoop would have helped as I was weaving after a weathercock and trying to get used to indiviual toe brakes. Something else I didn`t need in the Challenger. I am sure that the hoop would have been wiped off by the sideways motion of the nose cone and probably done damage to the fixings. Pat ________________________________________________________________________________
From: Sky Biker Richardson <smlplanet(at)msn.com>
Subject: nose hoop
Date: Feb 09, 2011
I was using .092 Lexan > From: jhauck(at)elmore.rr.com > To: kolb-list(at)matronics.com > Subject: Re: Kolb-List: nose hoop > Date: Wed=2C 9 Feb 2011 10:52:53 -0600 > > > > I was coming home from a XC when I encountered very strong winds which > bowed my windshield in. After pushing it back out a couple times > > > > Sky Biker/Kolbers: > > Curious why your windshield bowed in? > > Are you using 1/8" Lexan? > > john h > mkIII > Titus=2C Alabama > > > =========== =========== =========== =========== > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: nose hoop
Date: Feb 09, 2011
Kolbers: I was very fortunate to help fly off the test time on the first MKIII in Feb 1991, while I was building my MKIII and helping Homer build a lot more of them. During those test flights I was able to determine what I needed to change on my MKIII to make me happy. Notice, I did not say to make my MKIII better, but to satisfy me and my style of flying. First thing my Brother Jim, who was working with Homer at that time, and I decided was to move the main gear 8" forward, put some weight on the tailwheel, and keep the tail on the ground. Jim designed new main gear and my MKIII has no tendancy to want to nose over. The reason we made the decision to go with the Hauck Main Gear was because Homer put the MKIII on its nose when he was carrying a very light passenger at the farm, turned the tail into the wind and promptly put the nose on the ground. We figured we were going to need to move the gear forward from experience with the FS. Using 35.5" long main gear legs helped reduce the nose over tendancy of the FS. Yep, I had an engine failure, put the FS in a pasture, one wheel hit a big fire ant bed just before it stopped rolling, I had no brakes, and she went right up on its nose. The more weight you put in the seats of the standard MKIIIc or x, the easier it will be to nose it over. john h - With well over 100 lbs on a tailwheel at the end of a long tailboom. mkIII Titus, Alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: nose hoop
Date: Feb 09, 2011
I was using .092 Lexan Skybiker/Kolbers: .125" is what the plans call for. Haven't gotten any feedback on windshild problems using .125" (1/8"). Are you flying a MKIII? john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: nose hoop
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Feb 09, 2011
I started out with a nose hoop and am glad I did. On my first flight with a passenger, managed to nose it up during a full throttle runup with the brakes locked, even with the stick back. The hoop prevented any damage. John has covered a tailing wind with locked brakes, let me bring up locked brakes and the high thrust line. With the high thrust line, it is very easy to pick the tail up off the ground with any of our Kolbs. In order to save abuse on the tail wheel, boom, and lower vertical stab assembly (since my tail wheel is not full swivel) I blow the tail up off the ground with forward stick, locked left brake, and a shot of power to spin the airplane around to position it in front of the hangar so I can use the pulley and winch to haul it uphill and in. Obviously it is very different doing a tail-up turn when I have a passenger versus solo, and the potential is very high to screw up and stick the nose in the dirt. With the MKIII gear being where it is, when you have a passenger, locked brakes, and enough power to raise the tail off the ground, there comes a definite "tipping point" and it is probably not very high. Also, in that situation, careful power modulation is probably at least if not more important than what you are doing with the elevators, however I am not planning to experiment, I have enough repair projects going on. Anyway, tail up turns are definitely an acquired skill, not without certain obvious risks. And maybe the next time I go fly, I'll be patching the nose & pitot system - it could easily happen. But back to the hoop - once I had enough hours in it to get fully acquainted with what the MKIII would and would not do, I took the hoop off and just put the screws back in the holes, and in the 15 years I have flown it since, have not missed it. But when you are first getting started, as easy an option as it is to put it on or take it off, why not use it initially? Kinda like feeding crackers to a dead man - it isn't going to hurt anything... Richard Pike MKIII N420P (420ldPoops) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=330295#330295 ________________________________________________________________________________
From: Sky Biker Richardson <smlplanet(at)msn.com>
Subject: nose hoop
Date: Feb 09, 2011
I have and fly both=2C a CWS 2 Challenger and a MK111 and used the .092 thi nk ness for several years with out any problem. The material broke around t he rivet holes which attached it to the nose section which caused bowing in at the bottom and then splitting up words. I have snce made fiberglass pie ces that form to the nose section and better secure the windshield plus a g ap seal that fits between the center gap and the windshield which stopped the air from blowing in between the center gap section and the windshield. The air felt good in the summer but in the winter it was cold and I live in Florida. I have gotten older and remember the days when I would fly the ul tralights in the winter with skis ..no more!!! The cockpit heater feel grea t. LOL From: pj.ladd(at)btinternet.com Subject: Re: Kolb-List: nose hoop Date: Wed=2C 9 Feb 2011 08:57:53 -0800 I asked about his thoughts on the MkIII nose hoop.>> Hi Mike=2C As JH says. Its the pilot=2C not the plane. I don`t have a hoop on my Xtra and I wiped the pitot off a couple of times when I had her first. I was doing taxying runs prior to my first flight and after several years in the tricycle Challenger I didn`t keep the stick aft. Not sure that a hoop would have helped as I was weaving afte r a weathercock and trying to get used to indiviual toe brakes. Something else I didn`t need in the Challenger. I am sure that the hoop would have been wiped off by the sideways motion of the nose cone and probably done damage to the fixings. Pat ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: nose hoop
Date: Feb 09, 2011
John has covered a tailing wind with locked brakes, Richard Pike Not exactly locked brakes, but using a little brake as I taxied up to the fence to drop off my passenger. I might add, we were on the brink of destruction as soon as my passenger got on board. Homer put most of the weight on the main gear, nearly all of it, to make his airplanes docile ground handlers. They are very easy to taxi compared to the SS and the few MKIII's that sport Hauck Main Gear. Mine is a little more difficult to control, but she doesn't try to go up on her nose, never has. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: nose hoop
From: "racerjerry" <gki(at)suffolk.lib.ny.us>
Date: Feb 09, 2011
With the Firestar II, a nose hoop is not an option. If you are foolish enough (like me) to try and power out of some tall grass or snow, you will get a chance to practice fiberglass repair. At zero forward speed it didnt do excessive damage, but it twice cost me some nice nose art. Because of the high thrust line, my Firestar II can nose over quite easily; maybe I could use a training wheel. The other problem is once up on the nose, it goes over center (CG slightly forward of main wheels) and wants to stay there. It takes some agility to climb out without letting the tail crash to the ground and cause more damage. -------- Jerry King Read this topic online here: http://forums.matronics.com/viewtopic.php?p=330304#330304 ________________________________________________________________________________
Date: Feb 09, 2011
From: Lanny Fetterman <donaho1(at)verizon.net>
Subject: Question for Richard Pike (winch attach point)
Richard, Where do you attach the winch cable to the airframe? I have a winch on my FSII trailer, but I only used it once in 10 years. I attached the cable to the tail wheel, (as I load the FSII tail first). However, I thought it put a lot of stress on the tail wheel strut as I pulled it up the loading ramps, and never used it again. As I get older, it gets more difficult to drag the Kolb up on the trailer by brute strength. I trailer every time I fly, as there is no hanger space at Numidia International. Thanks Lanny ________________________________________________________________________________
Date: Feb 09, 2011
From: william sullivan <williamtsullivan(at)att.net>
Subject: Re: Question for Richard Pike (winch attach point)
- I had the same problem.--I have a converted boat trailer, with a ha nd crank winch.- I loop the cable around the tail wheel strut, and then r un it forward to the main gear.- I run it around both legs near the top, and put the hook back on the cable.- The tail strut acts only as a guide, and all stress is at the top of the main gear.- Works like a charm.- J ust be careful that the loop on the tail strut has the cable over the secti on of cable running forward, so it won't straighten on you, and the cable i s inside the tailwheel cables.- I do this with the wings extended, and fo ld them after it's on the trailer.- The plane comes up with one finger. - ------------------------- ------------------------- Bill Sullivan ------------------------- ------------------------- Windsor Locks, Ct. ------------------------- ------------------------- FS 447 --- On Wed, 2/9/11, Lanny Fetterman wrote: From: Lanny Fetterman <donaho1(at)verizon.net> Subject: Kolb-List: Question for Richard Pike (winch attach point) Date: Wednesday, February 9, 2011, 2:04 PM Richard, Where do you attach the winch cable to the airframe? I have a winc h on my FSII trailer, but I only used it once in 10 years. I attached the c able to the tail wheel, (as I load the FSII tail first). However, I thought it put a lot of stress on the tail wheel strut as I pulled it up the loadi ng ramps, and never used it again. As I get older, it gets more difficult t o drag the Kolb up on the trailer by brute strength. I trailer every time I fly, as there is no hanger space at Numidia International. Thanks Lanny le, List Admin. ________________________________________________________________________________
Subject: Re: Sun and Fun 2011
From: "Jimmy Young" <jdy100(at)comcast.net>
Date: Feb 09, 2011
I'll probably make my annual 1 day visit. Work load will dictate what day I get to sneak off and come down. Look forward to eating collard greens and pot roast again, along with all the Kolb pilot fellowship. -------- Jimmy Young Missouri City, TX Kolb FS II/HKS 700 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=330318#330318 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Sun and Fun 2011
Date: Feb 09, 2011
Look forward to eating collard greens and pot roast again, along with all the Kolb pilot fellowship. -------- Jimmy Young Where'd we get those collards? Good eat'n is a big part of Kolbs and Sun & Fun. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: nose hoop
Date: Feb 09, 2011
Hi Boyd, The pitot probe is at the bottom, front, just off-center.....in other words, exactly where it would get wiped out first. I kind of always accepted the fact that if I ever stood it up on it's nose, that the pitot probe would be on the list of repairs. Do you think flying from asphalt runways virtually all the time makes any difference in the need for a nose hoop? Mike W i think flying from asphalt would just about eliminate the chance of a nose over. and even with the hoop. the peto may get wiped off anyway.boyd ________________________________________________________________________________
Subject: Re: nose hoop
From: robert bean <slyck(at)frontiernet.net>
Date: Feb 09, 2011
For those who are curious about the MkIII being "over center" in a tail up position.... When I did the engine out into the tall alfalfa three years ago it went on its nose for a distance and then plopped back on the tail. I was solo (good thing). It snapped off the tailspring. I could see from the stress marks at the break that it was going to go eventually anyway. The benefit was a shorter spring and a new pitot. :) BB genuinely ugly here in western NY today. ( the weather, not me) On 9, Feb 2011, at 1:09 PM, racerjerry wrote: > > With the Firestar II, a nose hoop is not an option. If you are foolish enough (like me) to try and power out of some tall grass or snow, you will get a chance to practice fiberglass repair. At zero forward speed it didnt do excessive damage, but it twice cost me some nice nose art. Because of the high thrust line, my Firestar II can nose over quite easily; maybe I could use a training wheel. The other problem is once up on the nose, it goes over center (CG slightly forward of main wheels) and wants to stay there. It takes some agility to climb out without letting the tail crash to the ground and cause more damage. > > -------- > Jerry King > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=330304#330304 > > > > > > > > > > ________________________________________________________________________________
Subject: Re: nose hoop
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Feb 09, 2011
John Hauck wrote: > John has covered a tailing wind with locked brakes, > > Richard Pike > > Not exactly locked brakes, but using a little brake as I taxied up to the > fence to drop off my passenger. > > I might add, we were on the brink of destruction as soon as my passenger got on board. > > john h > mkIII > Titus, Alabama "Brink of destruction" WooHoo - Best line of the week! Thanks for the LOL! moment. I have taken a few of those sort for a ride, so I know whereof you speak! Richard Pike MKIII N420P (420ldPoops) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=330345#330345 ________________________________________________________________________________
Subject: Re: Heavy Passengers
Date: Feb 09, 2011
From: Ellery Batchelder Jr <elleryweld(at)aol.com>
speaking of passengers I have a friend that wants a ride in my MK3c and he is 350 lbs im not sure I should even attempt it, I am 190 lbs what's you r thoughts on giving a heavy guy a ride? the most I have had with me is 250 lbs and 20 gallons fuel Ellery Batchelder Jr. I might add, we were on the brink of destruction as soon as my passenger got n board. ________________________________________________________________________________
Date: Feb 09, 2011
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Heavy Passengers
At 07:19 PM 2/9/2011, Ellery Batchelder Jr wrote: >speaking of passengers I have a friend that wants a ride in my MK3c and he >is 350 lbs im not sure I should even attempt it, I am 190 lbs what's your >thoughts on giving a heavy guy a ride? >the most I have had with me is 250 lbs and 20 gallons fuel It's your plane... what do the weight and balance limits say? -Dana -- Psychiatrists say that one of four people are mentally ill. Check three friends. If they're OK, you're it. ________________________________________________________________________________
Date: Feb 09, 2011
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Heavy Passengers
At 07:19 PM 2/9/2011, Ellery Batchelder Jr wrote: >speaking of passengers I have a friend that wants a ride in my MK3c and he >is 350 lbs im not sure I should even attempt it, I am 190 lbs what's your >thoughts on giving a heavy guy a ride? >the most I have had with me is 250 lbs and 20 gallons fuel It's your plane... what do the weight and balance limits say? -Dana -- Psychiatrists say that one of four people are mentally ill. Check three friends. If they're OK, you're it. ________________________________________________________________________________
From: "b young" <byoungplumbing(at)gmail.com>
Subject: Re: Heavy Passengers
Date: Feb 09, 2011
speaking of passengers I have a friend that wants a ride in my MK3c and he is 350 lbs im not sure I should even attempt it, I am 190 lbs what's your thoughts on giving a heavy guy a ride? the most I have had with me is 250 lbs and 20 gallons fuel Ellery Batchelder Jr. >>>>>>>>>>>>>>> what does your plane weigh,, say 600 +you at 190 say 5 gal fuel. +30 you are up to 820 lb.. if you have 1000 lb gross,,, minus 820 leaves 180 pound passenger, you are up to gross wt.. maybe your plane weighs less or you could takeoff with less fuel... my .02 worth boyd young mkiii ________________________________________________________________________________
Subject: Re: Heavy Passengers
Date: Feb 09, 2011
From: Ellery Batchelder Jr <elleryweld(at)aol.com>
I calculated and if I only used 3 gallons fuel ( A short Flight ) I woul d still be in the W&B window but I have never flown with that much weight in the MK3C Ellery Batchelder Jr. -----Original Message----- From: b young <byoungplumbing(at)gmail.com> Sent: Wed, Feb 9, 2011 8:39 pm Subject: Re: Kolb-List: Heavy Passengers speaking of passengers I have a friend that wants a ride in my MK3c and he is 350 lbs im not sure I should even attempt it, I am 190 lbs what's you r thoughts on giving a heavy guy a ride? the most I have had with me is 250 lbs and 20 gallons fuel Ellery Batchelder Jr. >>>>>>>>>>>>>>> what does your plane weigh,, say 600 +you at 190 say 5 gal fuel. +30 you are up to 820 lb.. if you have 1000 lb gross,,, minus 820 leaves 180 pound passenger, you are up to gross wt.. maybe your plane weighs less or you could takeoff with less fuel... my .02 worth boyd young mkiii ======================== =========== -= - 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: Feb 09, 2011
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: Re: nose hoop
Mike, The FireFly does not have a hoop, but it is very easy to put on it's nose. I have had it on it's nose several times. The first nose over can when making my first flight from grass. This was followed by trying to taxi across a wet soft grass field. My wife got me some red colored Duct Tape, and that is what holds the bottom front of the nose cone together. To keep from repeating the nose over, I chocked the main gear and tied a ground loop over the tail boom just a head of the vertical fin. Then I started the engine, climbed in and slowly advanced the throttle to see when the tail would lift off the ground. This gives me the maximum initial throttle opening for the take off roll. Your problem is a little more difficult, in that, you can carry a passenger, etc, but if you load up the passenger seat and test with a low fuel load should give you a workable rpm number. The snow and ice and ice and snow continue. Jack B. Hart FF004 Winchester, IN ________________________________________________________________________________
Date: Feb 09, 2011
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Sun and Fun 2011
john , Glad to hear that you will be there ! Hope we can afford the trip hope to see you there . Chris&BeckyChris Davis KXP 503 492 hrs Glider Pilot Disabled from crash building Firefly ----- Original Message ---- From: John Hauck <jhauck(at)elmore.rr.com> Sent: Wed, February 9, 2011 9:58:54 AM Subject: Re: Kolb-List: Re: Sun and Fun 2011 I'll probably fly down with the the Waiex (boo...hisss, I know... [Embarassed] ) After making the 7+45 hour flight (one-way) three times I look forward to making it in 2+45. See you there...! Kip Kip/Kolbers: Looking forward to seeing you and the rest of the Kolbers at Lakeland. Kolb Aircraft has invited Miss P'fer, my MKIII, to spend the week with them as part of their display. Nothing new for her. She is 20 years old, faded paint, rock and gravel damage, but she still flies great. Unfortunately, her pilot doesn't look any better than she does. john h mkIII Titus, Alabama ________________________________________________________________________________
Subject: Re: Heavy Passengers
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Feb 09, 2011
Run a W & B and you will find out. Assuming that your W & B says it's ok - bear in mind that with full flaps and a forward CG, the MKIII runs out of elevator authority in a hurry in that situation, so NO FLAPS. Even if the numbers come out right, I would add a strip of tape to the gap between the elevator and stab, and land w/o flaps, and keep the airspeed to 60 or 65 on final. With a LONG runway... Or just say no. (How would a 350 pound person even fit? That is going to foul your elevator push rod. Not to mention getting them back out of the bucket after the flight is over. Unless they are unusually agile for that weight, you are going to do some serious pulling and tugging) Richard Pike MKIII N420P (420ldPoops) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=330391#330391 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Heavy Passengers
Date: Feb 09, 2011
speaking of passengers I have a friend that wants a ride in my MK3c and he is 350 lbs Ellery Batchelder Jr. Ellery B/Kolbers: Sometimes, especially at Oshkosh and S&F, flying for Kolb Aircraft, we pushed the limits in order to satisfy customers and bosses. The largest guy I ever got off the ground in the factory MKIII was a lopper. That means he lopped over the aileron torque tube between the pilot and passenger. It takes a big guy or gal to be a lopper, probably over 300 lbs. On take off to the north out of the UL strip at Oshkosh, it was up hill with a 90 deg brisk cross wind. I had everything working against me to include my decision to fly this guy. Finally broke ground about midfield. Soon as we got airborne the MKIII began drifting right towards the fence and spectator bleachers. I had full left stick and it was still trying to roll and drift right. A quick prayer and some luck, it slowly started to roll left and away from the fence before I hit it. I was able to climb out between and over the trees at the north end. Flew the traffic pattern at full throttle. Shot my approach at 75 mph. Did not chop power until the mains touched down. The only thing that flight proved was I had made a very stupid, dangerous decision that could have turned deadly. Sometimes it is hard to say no. After that incident, I never had a problem turning down a passenger when I felt the least bit unsure of a safe flight. Since then I have aborted flights on take off at S&F with extra heavy passengers. Didn't hurt a thing and the passengers were very happy that I made the decision when I sat them down and explained my actions. There's a lot of difference in handling and performance between solo and flying a normal category passenger. Takes a lot more up elevator trim. With no up elevator trim there are heavy nose down stick forces. This situation plays hell with low time MKIII pilots, and is not much fun for those with lots of experience. Don't make the same poor decision I did. You may not be as lucky. 350 lbs!!! I wouldn't even talk about flying with him. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Heavy Passengers
Date: Feb 09, 2011
I calculated and if I only used 3 gallons fuel ( A short Flight ) I would still be in the W&B window but I have never flown with that much weight in the MK3C Ellery Batchelder Jr. Ellery B/Kolbers: My max gross is 1,200 lbs. When I make a serious, long cross country, my take off weight is approximately 1,200 lbs. However, my fuel and most cargo is behind the bulkhead and I don't have 350 lbs in the front seat beside me. I have never been able to make the W&B on a MKIII work out for me on paper. Through experiementation and experience I know how much weight and where it will fly safely with a very wide margin. If I am going to push the fore or aft limit, I will push the aft limit. I can't prove that on paper, but I can in the air. Remember, that is the way I do it. I do not recommend that anyone else fly their Kolb that way. john h mkIII Titus, Alabama ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Heavy Passengers
Date: Feb 10, 2011
If I am going to push the fore or aft limit, I will push the aft limit. >> Thats interesting John. Whats the reasoning? I would have thought that tail heavy the most dangerous. When the speed comes back ,for landing, and you are low a heavy tail is asking for a stall. If you are nose heavy at least when the nose goes down your speed goes up and that gives you more elevator control. Hopefully. Your all up weight is way above ours. Not to say that the Kolb wont handle it but here if you are overweight then you are no longer a `microlight`. That means that your pilots license is not valid and therefore your insurance is invalid as well.. You cannot fly legally here without third party insurance so you are in trouble with the law as well as the CAA. Pat ________________________________________________________________________________
Date: Feb 10, 2011
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: Re: club planes?
Ok Group. This was posted on the CGS hawk forum. I want to say Thank You to =0ADanny Dezauche for a well thought out and candid statement. I agree. So , after =0Ayou all have read it, chime in here and let's figure out what we are going to do =0Aabout it! =0A=0A=0ATo whom it may interest =0A=0AI was told by the FAA that clubs were considered a commercial =0AEntity and there fore were only legal for training with "certified =0AAircraft". I was also told "primary" training such as a sport pilot =0ALicense has to be in a cer tified aircraft. I have been a member =0AOf the oldest club in mobile ala f or several years which used =0ACessnas etc for rent and training. These of course were certified =0AAircraft =0AWe here at cgs have lived with the lod a and club question for =0ASeveral years now. The belief and hope that trai ning can and will =0ABe allowed in Elsa aircraft has existed since the adve nt of the =0ALight sport category =0ACgs has only sold 2 slsa models since 2005 and none since =0AApril 2009 since I purchased the business. I too see the need =0AFor trainers of the ultralight type. Remember. Two seat ultral ights =0AWere only allowed by waiver for training purposes only from the st art =0AThe sale and use of two seaters outside the waiver was one of the re asons for =0Athe faa to =0Aimplement this grand experiment in the U.S.known as =0ASport pilot. The word from the FAA now is that they will not =0AAllo w any More lsa models into the market without prior =0AAudit by the FAA as to their qualifications and engineering =0AThose of us in the lsa market ca n also expect to be audited =0ABy the FAA In The near future to make sure w e are in compliance =0AWith all astm standards. =0AThe confusion over the e lsa training issue has had a detremental effect on this =0Asegment of aviat ion obviously. =0Ai want to make it clear what my personal and business pos ition is on this issue =0Aonce and for all i have also said this to the faa =0Awe as manufacturers cannot force people to buy slsa aircraft. however i f no =0Atrainers are available either slsa or elsa no new customers =0Aare trained or exposed to our aircraft. i would rather see training in elsa =0A aircraft instead of not at all and that is where we are today =0Awe can bui ld slsa's all day long but if no one buys them whats the point an =0Aelsa a ircraft built by an individual puts most legal ramifications =0Aon the owne r builder not the factory =0Aso i support any measures that will get this s egment going and training again =0A=0Ahowever faa is not happy with the res ults of their audit on the lsa industry =0Awhich was done over the past two years. So we manufacturers await =0Athe future with some fear of the unkno wn. =0A=0Ain a further effort to get slsa trainers out in the field cgs is putting on a =0Asun n fun sale which will be posted on the web site =0A=0Ai implore the group to choose someone whom is respected among you to contact the =0A=0Afaa and report on their findings =0Ai dont expect anyone here to take my word for it and i prefer another voice to =0Aconcur what ive said =0A=0Asincerely =0Adanny dezauche =0Apresident/cgs aviation=C2-=0A=0A=0A =C2-Malcolm Brubaker =0AMichigan Sport=0APilot Repair =0ALSRM-A, PPC, WS =0A(989)513-3022 =0A=0A=0A=0A=0A________________________________=0AFrom: Th om Riddle =0ATo: kolb-list(at)matronics.com=0ASent: Mon, F ebruary 7, 2011 8:49:22 AM=0ASubject: Kolb-List: Re: club planes?=0A=0A--> Kolb-List message posted by: "Thom Riddle" =0A=0ADana, =0AThe FAA regs allow instruction in any experimental aircraft which is own ed by =0Athe person receiving the instruction. My FSDO said that partial ow nership or =0Aindirect ownership (share holder in a corporation that owns t he aircraft) =0Aqualifies as long as there is an equity position in the air craft.=0A=0A--------=0AThom Riddle=0ABuffalo, NY (9G0)=0AKolb Slingshot SS- 021=0AJabiru 2200A #1574=0ATennessee Prop 64x32=0A=0A=0ADon't accept your d og's admiration as conclusive evidence that you are =0Awonderful.=9D =C2-=0A=94Ann Landers=0A=0A=0A=0A=0ARead this topic online here:=0A =0Ahttp://forums.matronics.com/viewtopic.php?p=329948#329948=0A=0A=0A=0A =====0A=0A=0A ________________________________________________________________________________
Subject: Re: Question for Richard Pike (winch attach point)
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Feb 10, 2011
Took these this morning, the swivel tail wheel is on the FSII, the black and blue one (needs painting, huh?) is a Sorrell Hyperlight tail wheel on the MKIII. (The groove in the middle of the tire is because of a stone that got caught there and scored the solid rubber tire) The yoke for the MKIII is just a bent piece of aluminum flat stock with a couple holes in it. It slips over axle extensions that protrude from either side of the tailwheel yoke, and is tightened or removed with a thumbscrew. So it is removable from the airplane. The full swivel tailwheel on the FSII is the kind that Kolb sells, took two flat washers and welded a 3/16" bent rod to them to make the yoke extension, the washer on one side has two 3/16" rod extensions welded on to keep it from flopping up or down. It stays on the airplane. We have used this method for years to drag the airplanes up the hill into the hangar. I had to replace the tailwheel strut on the MKIII last year when it broke at the lower through bolt, but I seriously doubt that pulling the airplane into the hangar by the tailwheel was a factor. Since this is a hangar situation and not a trailer situation, we are using 100' of nylon rope to pull with. Just pick up the loose end (which has a loop in it) stick a screwdriver through the loop, and start walking backwards. When the tailwheel drops over the lip at the end of the track, stop. And that lip on the track keeps it from rolling back out of the hangar. Richard Pike MKIII N420P (420ldPoops) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=330420#330420 Attachments: http://forums.matronics.com//files/p1190143_large_120.jpg http://forums.matronics.com//files/p1190144_large_109.jpg http://forums.matronics.com//files/p1190150_large_209.jpg http://forums.matronics.com//files/p1190157_large_591.jpg http://forums.matronics.com//files/p1190168_large_192.jpg ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Heavy Passengers
Date: Feb 10, 2011
Thats interesting John. Whats the reasoning? I would have thought that tail heavy the most dangerous. When the speed comes back ,for landing, and you are low a heavy tail is asking for a stall. If you are nose heavy at least when the nose goes down your speed goes up and that gives you more elevator control. Hopefully. Your all up weight is way above ours. Not to say that the Kolb wont handle it but here if you are overweight then you are no longer a `microlight`. That means that your pilots license is not valid and therefore your insurance is invalid as well.. You cannot fly legally here without third party insurance so you are in trouble with the law as well as the CAA. Pat Patrick L/Gang: My MKIII is placarded for 1,200 lbs maximum gross weight based on modifications the manufacturer (me) made during construction to satisfy me, the FAA, and my insurance company. I have difficulty making the Kolb paper weight and balance work in actual flight. I flew my MKIII with a 12 lb Maule 8" Tundra Tailwheel for several years. This blows the paper weight and balance away. My airplane is not supposed to fly on paper, yet it flew quite well. I stalled it in every attitude I could think of and the nose always dropped. I don't like the idea of running out of elevator before the wing stalls. The Kolb's high pusher configuration compounds the forward cg with a heavy passenger, especially on take off and in the event of a go around. I have never had the courage to stall a MKIII with a very heavy passenger, so I really do not know how the aircraft would respond. I don't have to worry about that anymore because I won't be flying large passengers in my aircraft, and I don't fly demonstration flights for Kolb anymore. I have stalled my MKIII with full flaps and a passenger on board. To my surprise, the elevator stalled when I attempted to recover. That'll get your attention. Have no statistics to back me up, but there seem to be many fatal Kolb crashes while carrying passengers. I don't know how valid that is. I have always flown with a recovery parachute. ;-) john h Titus, Alabama ________________________________________________________________________________
Subject: Re: nose hoop
Date: Feb 10, 2011
From: "Kirby, Dennis Civ USAF AFMC AFNWC/EN" <Dennis.Kirby(at)kirtland.af.mil>
<< Kolb guys . Is there a big need for a nose hoop? Are a lot of guys standing their planes up on their noses a lot? Mike Welch >> Hi, Mike - As you are seeing from the replies, opinions on the Kolb nose hoop are varied. Here's my story, from last year: http://forums.matronics.com/viewtopic.php?t=75581 <http://forums.matronics.com/viewtopic.php?t=75581&highlight=nose+hoop> &highlight=nose+hoop And so, MY opinion is, I was glad I had it - saved me from scraping up the bottom of my fiberglass nose cone. Dennis Kirby Mark-3, 912ul (flew it last week in 16 degree F weather) Sandia Park, NM ________________________________________________________________________________
Subject: Re: Heavy Passengers
From: "Frankd" <frankd(at)foundrynet.com>
Date: Feb 10, 2011
Hi Guys, responding to Pats comment about weight and insurance, do aircraft in the US require insurance to legally fly?? I know you have to have car insurance but I can't find anything that says you have to have aircraft insurance. Also, has anyone had luck getting life insurance when you fly an experimental?? (My wife REALLY would like this!) I can get life but only if I fly certified aircraft and no ACRO.. Looking for answers. FrankD MkIII Xtra, Now legally airworthy. Soon to fly. no more excuses. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=330451#330451 ________________________________________________________________________________
Subject: Re: Heavy Passengers
Date: Feb 10, 2011
From: "Kirby, Dennis Civ USAF AFMC AFNWC/EN" <Dennis.Kirby(at)kirtland.af.mil>
<< speaking of passengers I have a friend that wants a ride in my MK3c and he is 350 lbs im not sure I should even attempt it, ... the most I have had with me is 250 lbs and 20 gallons fuel Ellery Batchelder Jr. >> Ellery - When I calculated the Weight & Balance for my Mark-3, it came out that the MOST heavy passenger I could "safely" carry was 250 lbs. This was based on my weight of 190 lbs, and minimal fuel (less than a quarter tank). In this configuration, the CG was at its forward-most allowable point, as specified by Homer. It's not a gross weight limitation - it's an out-of-CG issue. I suspect that you are correct - taking a 350 lb passenger in your Mark-3 might be a tad risky. Might even put your Kolb at the brink of destruction. Dennis Kirby Mark-III N93DK, "Magic Bike" New Mexico ________________________________________________________________________________
Date: Feb 10, 2011
From: Lanny Fetterman <donaho1(at)verizon.net>
Subject: Life insurance
Frank and All, I bought life Ins. through the EAA. They were the only one that I could find, that covered you, if you were PIC. However, everything must be legal. Both the aircraft and the pilot, or the coverage is void. Lanny N598LF ________________________________________________________________________________
Subject: Re: Heavy Passengers
From: "racerjerry" <gki(at)suffolk.lib.ny.us>
Date: Feb 10, 2011
You do not have to say NO. Do him and yourself a great favor and rent a 172 for an hour and take him up. Or give him a present and BUY him a sightseeing flight at your local airport and go with him. Good advice about No flaps and increasing landing speed; but with such a large percentage change in gross weight and CG, even if successful, you will be operating in very unfamiliar and dangerous territory. Flight characteristics will change greatly, at which point you will become a test pilot with a large frightened passenger who is most likely restricting stick movement. -------- Jerry King Read this topic online here: http://forums.matronics.com/viewtopic.php?p=330462#330462 ________________________________________________________________________________
From: "Pat Ladd" <pj.ladd(at)btinternet.com>
Subject: Re: Heavy Passengers
Date: Feb 10, 2011
there seem to be many fatal Kolb crashes while carrying passengers. >> Do you think that by some extraordinary chance that might be telling us that there is something in weight and balance after all? Cheers Pat (off to Tenerife and some sunshine at sparrows tomorrow. See you in a week) ________________________________________________________________________________
Date: Feb 10, 2011
Subject: Insurance
From: Rick Neilsen <neilsenrm(at)gmail.com>
I have been flying legally for thirty years, ultralights (no license), general aviation (private pilot), and now LSA (private pilot without medical) with no insurance. Quite a few life insurance companies don't have any flying exemption. I once checked the wording on a term life policy I had that my work provided and there was no stipulation against flying. I have a friend that is a insurance agent. His comment is if you ask a agent they are very well trained to answer in a way that will indicate you need more insurance. Rick Neilsen Redrive VW Powered MKIIIC On Thu, Feb 10, 2011 at 11:37 AM, Frankd wrote: > > Hi Guys, > > responding to Pats comment about weight and insurance, do aircraft in the > US require insurance to legally fly?? > > I know you have to have car insurance but I can't find anything that says > you have to have aircraft insurance. > > Also, has anyone had luck getting life insurance when you fly an > experimental?? (My wife REALLY would like this!) I can get life but only if > I fly certified aircraft and no ACRO.. > > Looking for answers. > FrankD > > MkIII Xtra, > Now legally airworthy. > Soon to fly. no more excuses. > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=330451#330451 > > ________________________________________________________________________________
Date: Feb 10, 2011
Subject: Re: Heavy Passengers
From: Rick Neilsen <neilsenrm(at)gmail.com>
I have been flying quite a bit near or slightly over gross weight lately. Yes the plane does fly differently the most concerning is the bad combination of high power and flaps. I use flaps on landing but I tell myself and my passenger that if I have to add power for a go around that all flaps must be retracted. With that said my personal feeling is that Kolb accidents are mostly caused by passengers panicking on approach to landing. I have had a number of people get excited and later comment that I didn't warn them strongly enough. The normal Kolb approach is a bit unsettling to everyone and even more so to private pilots. The best advice I can give is to make it clear what the approach will look like and to warn you passenger to never never touch the controls without permission. Also be ready to use your elbow as much as necessary to enforce that rule. Rick Neilsen Redrive VW Powered MKIIIC On Thu, Feb 10, 2011 at 12:25 PM, Pat Ladd wrote: > > there seem to be many fatal Kolb crashes while carrying passengers. >> > > Do you think that by some extraordinary chance that might be telling us > that there is something in weight and balance after all? > > Cheers > > Pat (off to Tenerife and some sunshine at sparrows tomorrow. See you in a > week) > > ________________________________________________________________________________
Date: Feb 10, 2011
From: Dana Hague <d-m-hague(at)comcast.net>
Subject: Re: Heavy Passengers
At 11:37 AM 2/10/2011, Frankd wrote: > >responding to Pats comment about weight and insurance, do aircraft in the >US require insurance to legally fly?? > >I know you have to have car insurance but I can't find anything that says >you have to have aircraft insurance. There is no legal requirements for insurance, but many airports require insurance for aircraft based there. -Dana -- I only drink to make other people more interesting. ________________________________________________________________________________
Subject: Re: Heavy Passengers
From: "Richard Pike" <richard(at)bcchapel.org>
Date: Feb 10, 2011
John Hauck wrote: > > > I have stalled my MKIII with full flaps and a passenger on board. To my > surprise, the elevator stalled when I attempted to recover. That'll get > your attention. > john h > Titus, Alabama You nailed that one. Several years ago I gap sealed my elevator to the horizontal stab in an effort to eliminate that particular problem. At the same time, added VG's to the lower forward horizontal stab. Should have done them one at a time to see which was the most effective. Not sure which of those 2 things helped the most, but together it has made a huge improvement in elevator authority with flaps and a passenger. (massive forward CG) Richard Pike MKIII N420P (420ldPoops) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=330482#330482


January 20, 2011 - February 10, 2011

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