Kolb-Archive.digest.vol-lb
February 10, 2011 - Present
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell1020(at)gmail.com> |
| Subject: | Re: Heavy Passengers |
"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. "
I bought a Mark III when I was taking my P.Pilots training. I talked my
young instructor into going around with me to sign off on it so that I
could fly it with a Student lic. Every thing was fine and when I lined
up for short final at 1000 feet above the ground, I put in full flaps
when I was almost over the numbers, brought it back to a bit of a mush
and landed on the numbers with no incident other than having to pull my
instructor out of the wing gap seal. He did sign me off, but would not
fly with me any more. Puss!
Pat attempted to link heavy passengers and crashes with a weight and
balance issue. Much too simple an answer, most likely it would be due to
not taking into account the different flight requirements with a heavy
passenger in the front.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
________________________________________________________________________________
| Subject: | Operating at maximum weight |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
You guys remember that part of your operating instructions that says you'll
test the aircraft at max gross weight while in phase 1 testing? You know,
buy four bags of sand or cement and put them in the passenger seat and test
in all configurations and put this statement in the aircraft's log book,
=93I
certify that the prescribed flight test hours have been completed and the
aircraft is controllable throughout its normal range of speeds and
throughout all maneuvers to be executed, has no hazardous operating
characteristics or design features, and is safe for operation. The
flight test was completed under the following conditions: *maximum
operating weight*, style/set of wing or sail, maximum demonstrated airspeed
,
and minimum demonstrated stall speed.=94? You all did that, right? By this
discussion, I'd say not.
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: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Heavy Passengers |
That sounds interesting. -anybody else have stories about passengers
invading the flight controls?
Personally I have never experienced anything like that and I have given
a lot of free rides. I did have one guy get so
distraught at being too far away from mother earth that I immediately
turned downwind and landed.
Thankfully he didn't grab anything but the pipes in the windshield.
I think full flaps with a passenger in a MkIII is not necessary and
possibly hazardous.
Now, getting on in years, I think I will discourage would be riders.
BB
On 10, Feb 2011, at 1:02 PM, Rick Neilsen wrote:
> 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)
> bscription,
> www.matronics.com/Navigator?Kolb-List"
target="_blank">http://www.matronics.com/Navigator?Kolb-List
> ronics.com/" target="_blank">http://forums.matronics.com
> Matt Dralle, List Admin.
> ====
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Heavy Passengers |
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
Richard P/Kolbers:
> 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
Maybe I should correct the above and further explain my maneuver with full
flaps that caused the elevator to stall. I was not performing a full flap
stall, but a dive with full flaps, idle power, and an abrupt pull out when
we reached 85 mph.
Was down at Sun and Fun demonstrating my MKIII to a reporter for an aviation
magazine. We were having a good time wringing out most of the neat little
things a MKIII is capable of doing safely, when I got the idea to try
something I had never done before. That was to pull in full flaps, idle
power, push the nose over and dive to 85 mph. At 85 mph pull out of the
dive abruptly. When I pulled the stick back abruptly the MKIII kept heading
earthward with the elevator fully stalled. Surprise, surprise!
First and only time I have had the elevator stall on my MKIII. I can not
think of a scenario I could get myself into that would result in a replay of
that maneuver.
I normally use full flaps for every landing, unless it is really turbulent
and/or a severe cross wind, and have no issues with elevator authority.
Nope, not ready for VGs under my tail. ;-)
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Operating at maximum weight |
Rick, I didn't enter the specific exercise in my log book but I did
strap several 80 lb salt bags in the passenger seat for
a free excursion before I took a passenger. I didn't want to hurt the
salt bags.
BB
On 10, Feb 2011, at 2:29 PM, Richard Girard wrote:
> You guys remember that part of your operating instructions that says
you'll test the aircraft at max gross weight while in phase 1 testing?
You know, buy four bags of sand or cement and put them in the passenger
seat and test in all configurations and put this statement in the
aircraft's log book, =93I certify that the prescribed flight test hours
have been completed and the aircraft is controllable throughout its
normal range of speeds and throughout all maneuvers to be executed, has
no hazardous operating characteristics or design features, and is safe
for operation. The flight test was completed under the following
conditions: maximum operating weight, style/set of wing or sail,
maximum demonstrated airspeed, and minimum demonstrated stall speed.=94?
You all did that, right? By this discussion, I'd say not.
>
> 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
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Heavy Passengers |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
I have calculated this again it has been a while and I agree with you a Fa
t man was not meant to fly in a small airplane, however if i fill my 20 ga
llon fuel tank it would help the CG issue but then send the weight over th
e Gross limit so I will tell him if he wants to fly to leave 100 lbs home
or buy a ticket on a Delta Flight
Ellery Batchelder Jr.
-----Original Message-----
From: Kirby, Dennis Civ USAF AFMC AFNWC/EN <Dennis.Kirby(at)kirtland.af.mil>
Sent: Thu, Feb 10, 2011 11:19 am
Subject: Kolb-List: Re: 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, the most
I have had with me is 250 lbs and 20 gallons fuel Ellery Batchelder Jr.
>>
Ellery =93
When I calculated the Weight & Balance for my Mark-3, it came out that the
MOST heavy passenger I could =9Csafely=9D carry was 250 lbs.
This was based on my weight of 190 lbs, and minimal fuel (less than a qu
arter tank). In this configuration, the CG was at its forward-most allowa
ble point, as specified by Homer. It=99s not a gross weight limitat
ion =93 it=99s an out-of-CG issue.
I suspect that you are correct =93 taking a 350 lb passenger in your
Mark-3 might be a tad risky. Might even put your Kolb at the brink of de
struction.
Dennis Kirby
Mark-III N93DK, =9CMagic Bike=9D
New Mexico
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________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Operating at maximum weight |
You guys remember that part of your operating instructions that says you'll
test the aircraft at max gross weight while in phase 1 testing? Rick Girard
Rick G/Kolbers:
Sorry about the previous. I fired a blank. ;-(
Was that 91.319?
I have trouble remembering 5 minutes ago, much less when I test flew my
MKIII. ;-)
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Operating at maximum weight |
You guys remember that part of your operating instructions that says you'll
test the aircraft at max gross weight while in phase 1 testing? You know,
buy four bags of sand or cement and put them in the passenger seat and test
in all configurations and put this statement in the aircraft's log book, I
certify that the prescribed flight test hours have been completed and the
aircraft is controllable throughout its normal range of speeds and
throughout all maneuvers to be executed, has no hazardous operating
characteristics or design features, and is safe for operation. The
flight test was completed under the following conditions: *maximum
operating weight*, style/set of wing or sail, maximum demonstrated airspeed,
and minimum demonstrated stall speed.? You all did that, right? By this
discussion, I'd say not.
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
-----
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Heavy Passengers |
Ellery:
This is bc.
You made me laugh out loud when I read your comment below.
Maybe I should keep quiet and not share my crazy experiences with these
little airplanes. I seem to get folks upset easily. ;-)
How are you all making it up in iceland? It never got above 32F here today
with snow last night.
john
----- Original Message -----
From: "Ellery Batchelder Jr" <elleryweld(at)aol.com>
Sent: Thursday, February 10, 2011 2:03 PM
Subject: Re: Kolb-List: Re: Heavy Passengers
I have calculated this again it has been a while and I agree with you a Fat
man was not meant to fly in a small airplane, however if i fill my 20 gallon
fuel tank it would help the CG issue but then send the weight over the Gross
limit so I will tell him if he wants to fly to leave 100 lbs home or buy a
ticket on a Delta Flight
Ellery Batchelder Jr.
-----Original Message-----
From: Kirby, Dennis Civ USAF AFMC AFNWC/EN <Dennis.Kirby(at)kirtland.af.mil>
Sent: Thu, Feb 10, 2011 11:19 am
Subject: Kolb-List: Re: 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, . 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
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Checked by AVG - www.avg.com
________________________________________________________________________________
| Subject: | Re: Operating at maximum weight |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Rick
Yes I did load my plane up with salt bags to gross weight and test flew it.
The suprising thing was my lack of understanding how much further forward
the CG was with a real person than I had figured with the salt bags. The
other suprising think was how much worse it gets with a high thrust line an
d
the extra thrust with the redrive. I did three different maximum weight
flight tests with different engine configurations.
Rick Neilsen
Redrive VW Powered MKIIIC
On Thu, Feb 10, 2011 at 2:29 PM, Richard Girard wrote
:
> You guys remember that part of your operating instructions that says you'
ll
> test the aircraft at max gross weight while in phase 1 testing? You know,
> buy four bags of sand or cement and put them in the passenger seat and te
st
> in all configurations and put this statement in the aircraft's log book,
=93I
> certify that the prescribed flight test hours have been completed and the
> aircraft is controllable throughout its normal range of speeds and
> throughout all maneuvers to be executed, has no hazardous operating
> characteristics or design features, and is safe for operation. The
> flight test was completed under the following conditions: *maximum
> operating weight*, style/set of wing or sail, maximum demonstrated
> airspeed, and minimum demonstrated stall speed.=94? You all did that, rig
ht?
> By this discussion, I'd say not.
>
> Rick Girard
>
> --
> Zulu Delta
> Mk IIIC
> Thanks, Homer GBYM
>
> It isn't necessary to have relatives in Kansas City in order to be unhapp
y.
> - Groucho Marx
>
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
| Subject: | Re: Operating at maximum weight |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Rick
I didn't build this particular airplane in fact I am the third owner of it
,it was not my job to do all this testing so I am using the numbers that
have been scribed in stone in the paperwork that was included with it
Ellery Batchelder Jr.
-----Original Message-----
From: Richard Girard <aslsa.rng(at)gmail.com>
Sent: Thu, Feb 10, 2011 2:29 pm
Subject: Kolb-List: Operating at maximum weight
You guys remember that part of your operating instructions that says you'l
l test the aircraft at max gross weight while in phase 1 testing? You know
, buy four bags of sand or cement and put them in the passenger seat and
test in all configurations and put this statement in the aircraft's log
book, =9CI certify that the prescribed flight test hours have been
completed and the aircraft is controllable throughout its normal range of
speeds and throughout all maneuvers to be executed, has no hazardous oper
ating characteristics or design features, and is safe for operation. The
flight test was completed under the following conditions: maximum operat
ing weight, style/set of wing or sail, maximum demonstrated airspeed, and
minimum demonstrated stall speed.=9D? You all did that, right? By
this discussion, I'd say not.
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
========================
===========
-= - 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!
-
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-
-========================
========================
===========
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-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
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========================
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________________________________________________________________________________
| Subject: | IVO prop for Sale |
I have put it up on barnstormers. I am asking $800 OBO
IVO 3 bladed in flight adjustable Ultralight Model Propller. 35" to 70" pitch range.
72" diameter (may be cut down to as short as 48" diameter). Includes Spinner.
Also includes spacer blocks so you may use it as a 2 bladed propeller. New
price is $1,200 without the spinner and blocks. It can be used on a Rotax 2
stroke in the pusher application or Rotax 912's in the tractor application (it
might need some kind of adapter from IVO to make it fit the 912 bolt pattern)
Jason
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330519#330519
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Heavy Passengers |
> Ellery:
>
> This is bc.
>
> You made me laugh out loud when I read your comment below.
>
> Maybe I should keep quiet and not share my crazy experiences with these
> little airplanes. I seem to get folks upset easily. =3B-)
>
> How are you all making it up in iceland? It never got above 32F here toda
y
> with snow last night.
>
> john
John=2C
Saying it's bc=2C don't necessarily make it so!! Trust me=2C I know thes
e things!! : )
Mike Welch
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Heavy Passengers |
At 02:53 PM 2/10/2011, robert bean wrote:
>That sounds interesting. -anybody else have stories about passengers
>invading the flight controls?
Not a Kolb, but years ago I had a girlfriend whose mother had been a glider
CFI; she owned the school. On a flight with a student, the tow rope broke
on takeoff. Just like an engine out in a powered plane, the procedure is
to land straight ahead, which she attempted to do. The student panicked,
and being male and much stronger than her, overpowered her on the controls
and tried to turn back. About what you'd expect, stall/spin, crash,
injuries. The student (who was a doctor and had money for lawyers) sued
her, claimed the turning back was _her_ idea (she was, of course, legally
PIC). She couldn't afford to fight it and lost her business. When I met
her she was flying for some two bit commuter line.
-Dana
--
Alpha test version: too buggy to release.
Beta test version: still too buggy to release.
Release 1.0: alternate pronounciation of beta test version.
________________________________________________________________________________
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Since I have been correctly accused of not always being easy to get along with,
I've made it a policy not to be worth more dead than alive, so the only life
insurance I ever had was provided by my employers if/when they provided it for
no cost to me. Ooops, not quite true. When I divorced my first wife, I carried
life insurance for our daughter until she came of age.
Life insurance is a misnomer anyway, it is income or wealth insurance that requires
one's death to give it value.
--------
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=330571#330571
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | Re: club planes? |
Another point of view, same basic subject - flight training in ELSA, a diff
erent =0Aconcept of dealing with it.=0ARoger Mills has posted this followin
g a conversation with EAA.=0A=0ADate: Thu, February 10, 2011 11:58 am=0ATo:
<fly-ul@yahoogroups. com>=0A=0APer EAA---(as of 1 hour ago)=0A=0AAn E is a
n E is an E! Regardless of whether it is kit or plans built, EAB or =0AELSA
.=0A=0AAn experimental category aircraft of any type cannot be formally ren
ted out or =0Aused by anyone "for hire" in any way!!!!!=0A=0ACost sharing f
or 'friendly' use by other than the owner is OK to a point--be =0Aready to
prove it.=0A=0AA group of people can form a "club" as an LLC, corp or partn
ership for the =0Apurpose of building, owning and flying any experimental a
ircraft.=0A=0AThe orgainization that functions as a fund raiser must be a s
eparate entity from =0Athe one that owns the experimental aircraft.=0A=0ATh
e members or partners can be the same people, BUT, separate organizational
=0Achart etc.=0A=0A(Even EAA chapters, as the rules stand now, can build bu
t not own an aircraft. =0AThis is being worked on to correct.)=0A=0APlans o
r scratch built automatically qualify for the "51%", only approved kits =0A
qualify, ELSA can be any % but exacly like the SLSA.=0A=0AA repairmans cert
ificate for an EAB can be issued to only one person for any =0Aspecific air
craft by N number only.=0A=0AA repairmans certificate for an ELSA requires
the course and MAY include the =0Amodel???=0A=0AWithout a repairmans certif
icate only an AP or better can sign the annual.=0A=0AAny flight instructor
can be paid to teach in any experimental aircraft as long =0Aas they have t
he qualifications necessary.=0A=0AThe flight instructor may or may not be a
n owner/partner in the aircraft.=0A=0AFlight instruction may be given to th
e level allowed by the equipment installed =0Ain the aircraft.=0A=0A(I thin
k this last one means that you can get full IFR if the aircraft has the =0A
stuff)=0A=0AThe individual owner/builder of a two place aircraft, who has r
eceived an N =0Anumber for that aircraft, is the only one who can "teach" a
nyone else to fly =0Athat aircraft until an otherwise qualified flight inst
ructor has been "taught".=0A=0A(I am not sure how to really works--on the s
urface it seems to mean that if you =0Abuilt it, flew off the restrictions
and got an N number-you are a qualified =0Aflight instructor for that aircr
aft only?????, and can be paid to teach in that =0Aaircraft???)=0A=0A=0A(I
was specifically told that since flight instruction is desired--the FAA has
=0Anot restricted the ability of a flight instructor to teach in an experi
mental- =0A--EAB or ELSA. You just CANNOT charge a fee for the aircraft its
elf.)=0A=0A(I was also told that insurance is problematic in an experimenta
l of any =0Akind--Falcon insurance does it---rates are much different for a
Christen Eagle =0Avs a Pete etc. I have not spoken with them.)=0A=0AAgain,
Per the EAA. (my comments)=0A=0A-One small item to add--my comment---bas
ed on the sum of the conversation and =0Anot specifically stated:=0A=0AThe
way the rule is written it gets real grey if one partner pays more than his
=0Aor her share of the hourly cost. Say 6 people form a partnership to bui
ld an =0Aexperimental aircraft---If one partner pays the entire cost of a o
ne hour flight =0Athen the others partners benefit. Confused me for a while
but I can see where =0Athe FAA may see that as 5 owners renting the aircra
ft to the sixth partner. I =0Asuspect that this kind of thing is why the FA
A frouns on "club" ownership of an =0Aexperimental.=0APosted by : Roger Mil
ls on UL forum=0A=0A=0A-Malcolm Brubaker =0AMichigan Sport=0APilot Repair
=0ALSRM-A, PPC, WS=0A(989)513-3022 =0A=0A=0A=0A=0A________________________
________=0AFrom: Malcolm Brubaker <brubakermal(at)yahoo.com>=0ATo: kolb-list@m
atronics.com=0ASent: Tue, February 8, 2011 10:45:26 AM=0ASubject: Re: Kolb-
List: Re: club planes?=0A=0A=0AThere has been some significant discussion o
n the topic of training in ELSA =0Aaircraft on some other forums which I am
involved in. -CGS Hawk, FLY UL, and =0ALINKDIN are a few. -The respons
es in those forums spurred me to write this in =0Aresponse. -Please check
out those forums if you are interested!=0A=0Asent to LINKDIN=0A=0AI want t
o keep the focus. What we will be doing is essentially taking hamburger =0A
and putting it all back together to make a steak.-=0AUltra light flying i
s getting more difficult because of the non-availability of =0Atraining. No
one is going to give hours of training time and the use of an =0Aaircraft
for free. Ultra lights therefore, literally, fly under the radar.-=0ASpor
t pilots can't do that quite so readily, but unfortunately, many are trying
. =0AWhile an ELSA built to SLSA standards is an appropriate aircraft, many
=0Aexperimentals simply do not fit the bill for appropriate training aircr
aft. I =0Amake this statement to have it understood that I do not advocate
training in ALL =0Aexperimental aircraft.-=0ABack to the focus of this di
scussion.-=0AI do not have the background I believe is required for devel
oping the type of =0Aformat needed here. I came up through the ranks of ult
ra lights as a self taught =0Apilot. I received my BFI, trained several peo
ple in ultra lights, then received =0Athe training I needed when Sport Pilo
t came to be to transition to a sport pilot =0Alicense.-=0AI have passed
the first step - the FOI test - toward getting my CFI. But I do =0Anot have
the legal background or the depth of knowledge regarding the FARs I =0Afee
l is needed to produce this format in a viable and usable program for the
=0ASport Pilot training arena.-=0AMark, if you or someone else who is fol
lowing this thread, or even a group of =0Aothers, have the knowledge to pul
l this together, I would be willing to =0Acontribute what I can.-=0AThis
subject has spurred a lot of discussion as you know here and in other =0Afo
rums.-=0ALet's see if we can take it to a desired completion.-=0AThere
are some people who would be comfortable training with only a verbal =0Acon
tract.-=0AOthers will require a written contract with the basics of cost
and damage =0Adeposit and a disclaimer of liability in the event of an acci
dent included. =0AStill others will want a written contract in triplicate s
pelling out every =0Apossible nuance, required insurances, and a liability
waiver signed by the =0Atrainee's family before they feel comfortable takin
g on the responsibility. And, =0Ayet others, will require a corporation dev
elopment, corporate insurance, an =0Aaircraft meeting specified standards..
...-=0AWe now need to develop a format that can easily be adapted to allo
w each =0Ainstructor to use their own level of comfort as a guide to what t
ype of contract =0Athey want to use.-=0AFrom hamburger .... to steak.-M
alcolm Brubaker =0AMichigan Sport --=0APilot Repair =0ALSRM-A, PPC, WS
=0A(989)513-3022 =0A=0A=0A=0A=0A________________________________=0AFrom: Ma
lcolm Brubaker =0ATo: kolb-list(at)matronics.com=0ASent
: Mon, February 7, 2011 5:19:27 PM=0ASubject: Re: Kolb-List: Re: club plane
s?=0A=0A=0AWe have established the need. -We have proven viability. -We
even have an =0Aapparent precedent. -So, what next?=0AAn easy to follow
format with all the "legal" jargon included for the average =0A"layman" CFI
or old BFI properly providing for that "equity position". -Could =0Asuch
a "position" be covered by something so simple as a "damage deposit" on th
e =0Aaircraft??-=0A-Malcolm Brubaker =0AMichigan Sport=0APilot Repair
=0ALSRM-A, PPC, WS=0A(989)513-3022 =0A=0A=0A=0A=0A_________________________
_______=0AFrom: Mike Welch <mdnanwelch7(at)hotmail.com>=0ATo: kolb-list@matron
ics.com=0ASent: Mon, February 7, 2011 9:27:30 AM=0ASubject: RE: Kolb-List:
Re: club planes?=0A=0A> The FAA regs allow instruction in any experimental
aircraft which is owned by =0A>the person receiving the instruction. > ----
----=0A> Thom Riddle=0A=0AThom, & knowledgeable 'regs'-guys,=0A-=0A-
Your statement above is excellent information, but what about the situation
=0Awhere a plane is just given it's airworthiness certificate?=0A- I get
the impression what you said is fine for a fully built, previous flown=0Aai
rplane, but what about a brand new one?=0A- Once a plane is finally finis
hed, aren't you supposed to fly off a certain=0Anumber of hours before some
one can be in the plane also?=0A- How does that work?- I never have cle
arly understood how this part works.=0A-=0A- After rereading your state
ment, I think I'm getting more confused.- If a =0Aperson=0Ahad a CFI teac
h him to fly, OF COURSE he could be taught in ANY (legal) =0Aairplane.=0A
-=0A- My question is;- How can a guy learn to fly his brand new, neve
r flown, just =0Alicenced, experimental airplane?- Can he have an instruc
tor go with him on his=0Amaiden flight?- Does anyone know how this works?
?- =0A-=0A- We've had a few recent incidents where lowtime Kolb pilot
s bent their planes =0A(and themselves).- What does the FAA regs-say to
address this problem?=0A-=0AThanks.=0AMike Welch=0AMkIII=0A =0A=0A=0A
============ =0A=0A=0A=0A
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: club planes? |
I think you ought to tell him to contact his Congressional representatives. I wrote
a fairly large detailed letter to my reps and others a while ago explaining
the strangulation the FAA is placing on aviation. So far I have heard zeep
from the over 40 letters that I sent. My take is that the mostly old gizzers in
DC there would not know how to approach that, since the FAA is executing policy
via a congressional mandate. I suppose if enough people contact their Reps,
it may create enough pressure to have them look at the overly broad mandate
that they gave the FAA, or conversely discover that the FAA is way overreaching,
which is what I think.
It's a political struggle that we in aviation cannot afford to ignore or loose,
we are already seeing the results of us deferring to AOPA and EAA, who in general
are no better than the FAA itself, or to express it clearly they are just
as much of an "Organization Men" as the drones at the FAA are. They see things
in "terms of control" not the way most of us see it as in "terms of freedom".
I think it ought to become more obvious that part of our flying will have to start
incorporating personal involvement in the political process to truncate FAA
budget (most effective) and FAA power (somewhat effective), or else sooner or
later they will start coming after our Kolbs Challengers or whatever we fly.
The FAA is an agency that is running amok intoxicated by its own power and hubris.
---- Malcolm Brubaker wrote:
============
Ok Group. This was posted on the CGS hawk forum. I want to say Thank You to
Danny Dezauche for a well thought out and candid statement. I agree. So, after
you all have read it, chime in here and let's figure out what we are going to do
about it!
To whom it may interest
I was told by the FAA that clubs were considered a commercial
Entity and therefore were only legal for training with "certified
Aircraft". I was also told "primary" training such as a sport pilot
License has to be in a certified aircraft. I have been a member
Of the oldest club in mobile ala for several years which used
Cessnas etc for rent and training. These of course were certified
Aircraft
We here at cgs have lived with the loda and club question for
Several years now. The belief and hope that training can and will
Be allowed in Elsa aircraft has existed since the advent of the
Light sport category
Cgs has only sold 2 slsa models since 2005 and none since
April 2009 since I purchased the business. I too see the need
For trainers of the ultralight type. Remember. Two seat ultralights
Were only allowed by waiver for training purposes only from the start
The sale and use of two seaters outside the waiver was one of the reasons for
the faa to
implement this grand experiment in the U.S.known as
Sport pilot. The word from the FAA now is that they will not
Allow any More lsa models into the market without prior
Audit by the FAA as to their qualifications and engineering
Those of us in the lsa market can also expect to be audited
By the FAA In The near future to make sure we are in compliance
With all astm standards.
The confusion over the elsa training issue has had a detremental effect on this
segment of aviation obviously.
i want to make it clear what my personal and business position is on this issue
once and for all i have also said this to the faa
we as manufacturers cannot force people to buy slsa aircraft. however if no
trainers are available either slsa or elsa no new customers
are trained or exposed to our aircraft. i would rather see training in elsa
aircraft instead of not at all and that is where we are today
we can build slsa's all day long but if no one buys them whats the point an
elsa aircraft built by an individual puts most legal ramifications
on the owner builder not the factory
so i support any measures that will get this segment going and training again
however faa is not happy with the results of their audit on the lsa industry
which was done over the past two years. So we manufacturers await
the future with some fear of the unknown.
in a further effort to get slsa trainers out in the field cgs is putting on a
sun n fun sale which will be posted on the web site
i implore the group to choose someone whom is respected among you to contact the
faa and report on their findings
i dont expect anyone here to take my word for it and i prefer another voice to
concur what ive said
sincerely
danny dezauche
president/cgs aviation
Malcolm Brubaker
Michigan Sport
Pilot Repair
LSRM-A, PPC, WS
(989)513-3022
________________________________
From: Thom Riddle <riddletr(at)gmail.com>
Sent: Mon, February 7, 2011 8:49:22 AM
Subject: Kolb-List: Re: club planes?
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
===
--
kugelair.com
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: club planes? |
I have an old article maybe a year old. In it it cites EAA exemption #7162 where
a person is allowed to rent and instruct in experimental. If that exemption
has not been revoked which I don't see where that happened although it may?
All FAA approved!!!!!
Ron @ KFHU
============================
---- Malcolm Brubaker wrote:
============
Another point of view, same basic subject - flight training in ELSA, a different
concept of dealing with it.
Roger Mills has posted this following a conversation with EAA.
Date: Thu, February 10, 2011 11:58 am
Per EAA---(as of 1 hour ago)
An E is an E is an E! Regardless of whether it is kit or plans built, EAB or
ELSA.
An experimental category aircraft of any type cannot be formally rented out or
used by anyone "for hire" in any way!!!!!
Cost sharing for 'friendly' use by other than the owner is OK to a point--be
ready to prove it.
A group of people can form a "club" as an LLC, corp or partnership for the
purpose of building, owning and flying any experimental aircraft.
The orgainization that functions as a fund raiser must be a separate entity from
the one that owns the experimental aircraft.
The members or partners can be the same people, BUT, separate organizational
chart etc.
(Even EAA chapters, as the rules stand now, can build but not own an aircraft.
This is being worked on to correct.)
Plans or scratch built automatically qualify for the "51%", only approved kits
qualify, ELSA can be any % but exacly like the SLSA.
A repairmans certificate for an EAB can be issued to only one person for any
specific aircraft by N number only.
A repairmans certificate for an ELSA requires the course and MAY include the
model???
Without a repairmans certificate only an AP or better can sign the annual.
Any flight instructor can be paid to teach in any experimental aircraft as long
as they have the qualifications necessary.
The flight instructor may or may not be an owner/partner in the aircraft.
Flight instruction may be given to the level allowed by the equipment installed
in the aircraft.
(I think this last one means that you can get full IFR if the aircraft has the
stuff)
The individual owner/builder of a two place aircraft, who has received an N
number for that aircraft, is the only one who can "teach" anyone else to fly
that aircraft until an otherwise qualified flight instructor has been "taught".
(I am not sure how to really works--on the surface it seems to mean that if you
built it, flew off the restrictions and got an N number-you are a qualified
flight instructor for that aircraft only?????, and can be paid to teach in that
aircraft???)
(I was specifically told that since flight instruction is desired--the FAA has
not restricted the ability of a flight instructor to teach in an experimental-
--EAB or ELSA. You just CANNOT charge a fee for the aircraft itself.)
(I was also told that insurance is problematic in an experimental of any
kind--Falcon insurance does it---rates are much different for a Christen Eagle
vs a Pete etc. I have not spoken with them.)
Again, Per the EAA. (my comments)
One small item to add--my comment---based on the sum of the conversation and
not specifically stated:
The way the rule is written it gets real grey if one partner pays more than his
or her share of the hourly cost. Say 6 people form a partnership to build an
experimental aircraft---If one partner pays the entire cost of a one hour flight
then the others partners benefit. Confused me for a while but I can see where
the FAA may see that as 5 owners renting the aircraft to the sixth partner. I
suspect that this kind of thing is why the FAA frouns on "club" ownership of an
experimental.
Posted by : Roger Mills on UL forum
Malcolm Brubaker
Michigan Sport
Pilot Repair
LSRM-A, PPC, WS
(989)513-3022
________________________________
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Sent: Tue, February 8, 2011 10:45:26 AM
Subject: Re: Kolb-List: 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 regssay to address this problem?
Thanks.
Mike Welch
MkIII
============
--
kugelair.com
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: club planes? |
I have an old article maybe a year old. In it it cites EAA exemption #7162
where a person is allowed to rent and instruct in experimental. If that
exemption has not been revoked which I don't see where that happened
although it may?
All FAA approved!!!!!
Ron @ KFHU
Ron/Kolbers:
Try this one:
http://www.eaa.org/news/2007/2007-11-01_exemption.asp
Folks, see if you can clean up your posts prior to hitting the send button.
Leave enough of the previous post as a reference to know where you are
coming from. Helps a whole bunch when we are searching for info in the Kolb
List Archives.
Thanks,
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Heavy Passengers |
Hello All,
When I was flying off my 40 hours I loaded up the cockpit with a couple of 80#
bags of cement and tested the forward limit, I then strapped some diving weights
around the tail to test the aft limit. The plane flew much better (lighter
on the controls) near the aft limit than the forward limit. So much better that
I would suggest anyone building a MKIII to set the airplane up so that with
you in the pilots seat, you are at the aft limit. This would allow the you
to put more weight in before you reach the forward limit and will make the airplane
feel lighter on the controls when just tooling around solo.
My $.02
Jason
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330613#330613
________________________________________________________________________________
| Subject: | Re: club planes? |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
*"ELSA can be any % but exacly like the SLSA."* This statement is true at
the time the DAR or FAA inspector is examining the aircraft for issuance of
the airworthiness certificate. At that time the aircraft must be exactly
like the qualifying S-LSA *OR* there must be Letters of Authorization from
the manufacturer listing the change and the specific N number of the
aircraft with the change. Once the airworthiness certificate is issued, an
E-LSA is no different than an E-AB. Any modification the owner wishes to do
may be done. As Edsel Ford of the FAA's Light Sport Branch told me,
"experimental is experimental".
Rick Girard
On Fri, Feb 11, 2011 at 11:01 AM, Malcolm Brubaker wrote:
> Another point of view, same basic subject - flight training in ELSA, a
> different concept of dealing with it.
> Roger Mills has posted this following a conversation with EAA.
>
> Date: Thu, February 10, 2011 11:58 am
> To: <fly-ul@yahoogroups. com >
>
> Per EAA---(as of 1 hour ago)
>
> An E is an E is an E! Regardless of whether it is kit or plans built, EAB
> or ELSA.
>
> An experimental category aircraft of any type cannot be formally rented out
> or used by anyone "for hire" in any way!!!!!
>
> Cost sharing for 'friendly' use by other than the owner is OK to a
> point--be ready to prove it.
>
> A group of people can form a "club" as an LLC, corp or partnership for the
> purpose of building, owning and flying any experimental aircraft.
>
> The orgainization that functions as a fund raiser must be a separate entity
> from the one that owns the experimental aircraft.
>
> The members or partners can be the same people, BUT, separate
> organizational chart etc.
>
> (Even EAA chapters, as the rules stand now, can build but not own an
> aircraft. This is being worked on to correct.)
>
> Plans or scratch built automatically qualify for the "51%", only approved
> kits qualify, ELSA can be any % but exacly like the SLSA.
>
> A repairmans certificate for an EAB can be issued to only one person for
> any specific aircraft by N number only.
>
> A repairmans certificate for an ELSA requires the course and MAY include
> the model???
>
> Without a repairmans certificate only an AP or better can sign the annual.
>
> Any flight instructor can be paid to teach in any experimental aircraft as
> long as they have the qualifications necessary.
>
> The flight instructor may or may not be an owner/partner in the aircraft.
>
> Flight instruction may be given to the level allowed by the equipment
> installed in the aircraft.
>
> (I think this last one means that you can get full IFR if the aircraft has
> the stuff)
>
> The individual owner/builder of a two place aircraft, who has received an N
> number for that aircraft, is the only one who can "teach" anyone else to fly
> that aircraft until an otherwise qualified flight instructor has been
> "taught".
>
> (I am not sure how to really works--on the surface it seems to mean that if
> you built it, flew off the restrictions and got an N number-you are a
> qualified flight instructor for that aircraft only?????, and can be paid to
> teach in that aircraft???)
>
>
> (I was specifically told that since flight instruction is desired--the FAA
> has not restricted the ability of a flight instructor to teach in an
> experimental- --EAB or ELSA. You just CANNOT charge a fee for the aircraft
> itself.)
>
> (I was also told that insurance is problematic in an experimental of any
> kind--Falcon insurance does it---rates are much different for a Christen
> Eagle vs a Pete etc. I have not spoken with them.)
>
> Again, Per the EAA. (my comments)
>
> One small item to add--my comment---based on the sum of the conversation
> and not specifically stated:
>
> The way the rule is written it gets real grey if one partner pays more than
> his or her share of the hourly cost. Say 6 people form a partnership to
> build an experimental aircraft---If one partner pays the entire cost of a
> one hour flight then the others partners benefit. Confused me for a while
> but I can see where the FAA may see that as 5 owners renting the aircraft to
> the sixth partner. I suspect that this kind of thing is why the FAA frouns
> on "club" ownership of an experimental.
> Posted by : Roger Mills on UL forum
>
>
> Malcolm Brubaker
> Michigan Sport
> Pilot Repair
> LSRM-A, PPC, WS
> (989)513-3022
>
>
> ------------------------------
> *From:* Malcolm Brubaker
> *To:* kolb-list(at)matronics.com
> *Sent:* Tue, February 8, 2011 10:45:26 AM
> *Subject:* Re: Kolb-List: 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
> *To:* kolb-list(at)matronics.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
> *To:* kolb-list(at)matronics.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
>
> *
>
> *
>
>
> **
>
>
> *
>
> *
>
>
--
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: Heavy Passengers |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Jason, Please define "test the aft limit".
Rick Girard
On Fri, Feb 11, 2011 at 12:04 PM, Jason Omelchuck <jason@trek-tech.com>wrote:
>
> Hello All,
>
> When I was flying off my 40 hours I loaded up the cockpit with a couple of
> 80# bags of cement and tested the forward limit, I then strapped some diving
> weights around the tail to test the aft limit. The plane flew much better
> (lighter on the controls) near the aft limit than the forward limit. So
> much better that I would suggest anyone building a MKIII to set the airplane
> up so that with you in the pilots seat, you are at the aft limit. This
> would allow the you to put more weight in before you reach the forward limit
> and will make the airplane feel lighter on the controls when just tooling
> around solo.
>
> My $.02
> Jason
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=330613#330613
>
>
--
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: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: club planes? |
On 2/11/2011 11:01 AM, Malcolm Brubaker wrote:
> Another point of view, same basic subject - flight training in ELSA, a
> different concept of dealing with it.
> Roger Mills has posted this following a conversation with EAA.
>
> Date: Thu, February 10, 2011 11:58 am
> To: <fly-ul@yahoogroups. com >
>
> Per EAA---(as of 1 hour ago)
> An E is an E is an E! Regardless of whether it is kit or plans built,
> EAB or ELSA.
> An experimental category aircraft of any type cannot be formally
> rented out or used by anyone "for hire" in any way!!!!!
> Cost sharing for 'friendly' use by other than the owner is OK to a
> point--be ready to prove it.
> A group of people can form a "club" as an LLC, corp or partnership for
> the purpose of building, owning and flying any experimental aircraft.
> The orgainization that functions as a fund raiser must be a separate
> entity from the one that owns the experimental aircraft.
> The members or partners can be the same people, BUT, separate
> organizational chart etc.
> (Even EAA chapters, as the rules stand now, can build but not own an
> aircraft. This is being worked on to correct.)
> Plans or scratch built automatically qualify for the "51%", only
> approved kits qualify, ELSA can be any % but exacly like the SLSA.
> A repairmans certificate for an EAB can be issued to only one person
> for any specific aircraft by N number only.
> A repairmans certificate for an ELSA requires the course and MAY
> include the model???
> Without a repairmans certificate only an AP or better can sign the annual.
> Any flight instructor can be paid to teach in any experimental
> aircraft as long as they have the qualifications necessary.
> The flight instructor may or may not be an owner/partner in the aircraft.
> Flight instruction may be given to the level allowed by the equipment
> installed in the aircraft.
> (I think this last one means that you can get full IFR if the aircraft
> has the stuff)
> The individual owner/builder of a two place aircraft, who has received
> an N number for that aircraft, is the only one who can "teach" anyone
> else to fly that aircraft until an otherwise qualified flight
> instructor has been "taught".
> (I am not sure how to really works--on the surface it seems to mean
> that if you built it, flew off the restrictions and got an N
> number-you are a qualified flight instructor for that aircraft
> only?????, and can be paid to teach in that aircraft???)
> (I was specifically told that since flight instruction is desired--the
> FAA has not restricted the ability of a flight instructor to teach in
> an experimental- --EAB or ELSA. You just CANNOT charge a fee for the
> aircraft itself.)
> (I was also told that insurance is problematic in an experimental of
> any kind--Falcon insurance does it---rates are much different for a
> Christen Eagle vs a Pete etc. I have not spoken with them.)
>
> Again, Per the EAA. (my comments)
>
> One small item to add--my comment---based on the sum of the
> conversation and not specifically stated:
>
> The way the rule is written it gets real grey if one partner pays more
> than his or her share of the hourly cost. Say 6 people form a
> partnership to build an experimental aircraft---If one partner pays
> the entire cost of a one hour flight then the others partners benefit.
> Confused me for a while but I can see where the FAA may see that as 5
> owners renting the aircraft to the sixth partner. I suspect that this
> kind of thing is why the FAA frouns on "club" ownership of an
> experimental.
> Posted by : Roger Mills on UL forum
>
> Malcolm Brubaker
> Michigan Sport
> Pilot Repair
> LSRM-A, PPC, WS
> (989)513-3022
A couple of thoughts:
quote
The individual owner/builder of a two place aircraft, who has received
an N number for that aircraft, is the only one who can "teach" anyone
else to fly that aircraft until an otherwise qualified flight instructor
has been "taught".
unquote
I've never seen that in the form that it's written. I wonder if it is
specific to the 'exemption' for transition training in a homebuilt
experimental. That exemption isn't for what most would consider flight
training; it's an exemption to provide *transition* instruction for a
qualified pilot to get comfortable in *that particular design*,
new-to-him/her experimental a/c. For example, a 5000 hr ex-military
pilot who's only flown C-130's & never a light plane, would need
instruction to handle a taildragger homebuilt like a Thorp T-18 (or Kolb).
On the overall question of 'club' a/c: people may be getting the wrong
(undesirable) answer because they are asking the wrong question. The
word 'club' probably does trigger a reaction from the FAA, because most
clubs operate as businesses, charging monthly dues, etc. If the question
was phrased as 'multiple owners', or 'partnership', there would
probably be a different answer. If you search FAA records, you'll find
many experimental homebuilts registered to partnerships, and even
corporations. As the EAA said, any experimental can be used for
instruction, as long as there is no payment to the owner for the use of
the a/c (commercial use). I have read about (but have no direct
experience) that an experimental can even be loaned to a non-owner for
training. Memory is less clear on whether a third-party instructor can
be paid in that scenario. The question of 5 owners 'renting' to the 6th
owner probably wouldn't come up as long as most of the owners fly at
least occasionally, & all share more or less equally in fixed costs like
insurance & annuals.
I'd bet that a more likely problem is going to be finding an instructor
whose liability insurance will cover him while instructing in a
homebuilt. Not saying it makes sense; it's just an unfortunate reality.
Charlie
________________________________________________________________________________
| Subject: | Re: Heavy Passengers |
its the opposite of testing the forward limit :) I did not test how far aft the
CG could be, I tested it at the aft limit that was published in the builders
manual (or what I got from searching this list). I am not brave enough nor
do I have the skill to actually test it to the physical limit. I just felt that
if I was going to make the entry in the log that I had tested it through out
is operating range I should take it to the limits I published in my weight and
balance documents. I do not remember what those limits are off the top of
my head.
[quote="rickofudall"]Jason, Please define "test the aft limit".
Rick Garrard
On Fri, Feb 11, 2011 at 12:04 PM, Jason Omelchuck wrote:
>
>
> Hello All,
>
> When I was flying off my 40 hours I loaded up the cockpit with a couple of 80#
bags of cement and tested the forward limit, I then strapped some diving weights
around the tail to test the aft limit. The plane flew much better (lighter
on the controls) near the aft limit than the forward limit. So much better
that I would suggest anyone building a MKIII to set the airplane up so that with
you in the pilots seat, you are at the aft limit. This would allow the you
to put more weight in before you reach the forward limit and will make the airplane
feel lighter on the controls when just tooling around solo.
>
> My $.02
> Jason
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=330613#330613 (http://forums.matronics.com/viewtopic.php?p=330613#330613)
>
>
>
>
>
>
>
> ==========
> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
> ==========
> http://forums.matronics.com
> ==========
> le, List Admin.
> ="_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
> [b]
[Wink] [Wink]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330666#330666
________________________________________________________________________________
| Subject: | Re: Heavy Passengers |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
I understand setting weight and balance for the aft range of the cg
envelope. The question was meant as what did you test? Stalls with all flap
settings, both approach and departure? Stalls while banked to right and
left? Accelerated stalls?
Rick Girard
On Fri, Feb 11, 2011 at 5:49 PM, Jason Omelchuck <jason@trek-tech.com>wrote
:
>
> its the opposite of testing the forward limit :) I did not test how far
> aft the CG could be, I tested it at the aft limit that was published in t
he
> builders manual (or what I got from searching this list). I am not brave
> enough nor do I have the skill to actually test it to the physical limit.
I
> just felt that if I was going to make the entry in the log that I had tes
ted
> it through out is operating range I should take it to the limits I publis
hed
> in my weight and balance documents. I do not remember what those limits
are
> off the top of my head.
>
>
> [quote="rickofudall"]Jason, Please define "test the aft limit".
>
> Rick Garrard
>
> On Fri, Feb 11, 2011 at 12:04 PM, Jason Omelchuck wrote:
>
> >
> >
> > Hello All,
> >
> > When I was flying off my 40 hours I loaded up the cockpit with a coupl
e
> of 80# bags of cement and tested the forward limit, I then strapped some
> diving weights around the tail to test the aft limit. =EF=BDThe plane
flew much
> better (lighter on the controls) near the aft limit than the forward limi
t.
> =EF=BDSo much better that I would suggest anyone building a MKIII to s
et the
> airplane up so that with you in the pilots seat, you are at the aft limit
.
> =EF=BDThis would allow the you to put more weight in before you reach
the forward
> limit and will make the airplane feel lighter on the controls when just
> tooling around solo.
> >
> > My $.02
> > Jason
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=330613#330613 (
> http://forums.matronics.com/viewtopic.php?p=330613#330613)
> >
> >
> >
> >
> >
> >
> >
> > ==========
> > arget="_blank">http://www.matronics.com/Navigator?Kolb-List
> > ==========
> > http://forums.matronics.com
> > ==========
> > le, List Admin.
> > ="_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 unhapp
y.
> =EF=BD - Groucho Marx
>
>
> > [b]
> [Wink] [Wink]
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=330666#330666
>
>
===========
===========
===========
===========
>
>
--
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: | "Dennis Souder" <flykolb(at)pa.net> |
| Subject: | Re: Heavy Passengers |
Several heavy pilot vignettes from of old:
#1
In the M2 days I took up a passenger who weighed 350 lb.; this with a 503.
Hardest part was keeping his overflowing blubber from interfering with the
control stick. Take off and climb were predictably anemic, but once cruise
was established it wasn't too bad. This was from Kolb Int. where we had
3,000 ft of runway. I forgot how long the TO roll was. Significant back
stick pressure was required.
#2
An impromptu flying session of hopping rides from a mowed hayfield with a
582 M3 went well until someone got in who was very heavy. He was huge!. I
figured I could get him off the ground, but the gear and very nice wheel
pants would take a beating on the rough field. What to do?? The answer was
on short final and about to arrive . the seat belts would not reach around
his considerable girth. But! Then he said, that's ok - I don't need a seat
belt. Well . the conservative side of a very wild flyer surfaced surprising
quickly and spurted, sorry - can't do that - not safe. Saved by the belt!
So, this is a very diplomatic solution to the overweight problem - just
provide enough belt length to encompass a passenger you don't mind hauling
and you won't have too worry about what to say to the wide bodies that plop
in you airplane.
#3
Take-off from SNF with heavy passenger and stiff cross wind in 582 M3 with
full swivel non-steering tailwheel. Not very smart! Crosswind soon had me
at full rudder and still drifting to the right toward planes and people.
Too much momentum toward the crowd to stop. All of a sudden I realized how
much directional control the tailwheel provided :-o But too late to do
anything except push the throttle harder and start praying for altitude. The
passenger looked over at me wondering if I was paying attention to our
heading. Just in time we were in the air with a bit more speed and control
reestablished. That was the end of our non-steering tailwheel project.
Dennis
_____
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Girard
Sent: Friday, February 11, 2011 9:21 PM
Subject: Re: Kolb-List: Re: Heavy Passengers
I understand setting weight and balance for the aft range of the cg
envelope. The question was meant as what did you test? Stalls with all flap
settings, both approach and departure? Stalls while banked to right and
left? Accelerated stalls?
Rick Girard
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Heavy Passengers |
Several heavy pilot vignettes from of old:
Dennis
Dennis S/Kolbers:
Thanks for sharing your stories. I am looking forward to many more. There
is a lot of Kolb history, but most of it is in our memories and not on
paper. What I thought would remain vivid in my memory yesterday is not
necessarily so today.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Heavy Passengers |
When I was flying off my 40 hours I loaded up the cockpit with a couple of
80# bags of cement and tested the forward limit, I then strapped some diving
weights around the tail to test the aft limit. Jason
Jason O/Kolbers:\
John Williamson did the same thing you did during testing of his Kolbra,
only he took it a bit further. John kept increasing weight until the Kolbra
would not fly, either forward or aft excess cg.
During one test of the rear CG limit, John stalled the Kolbra to discover it
would not recover from the stall. Full power was required to get out of the
stall and fly again.
I sure miss my flying buddy.
john h
MKIII
Titus, Alabama
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | Re: club planes? |
for those following this thread in-depth and looking toward a solution, ple
ase =0Aread this article and give your feed-back.=C2- also, looking into
templates for =0Aagreements...=0A=0ACo-Ownership: Navigating Airplane Partn
erships -=C2-Plane=C2-& Pilot...=0A21 Oct 2008=C2- This is t
he simplest=C2-multiple-owner=C2-arrangement.=C2- There are
=0Aseveral agreement=C2-templates=C2-online (for example, try=C2-AOPA
's=C2- indirect operating =0Acosts like pilot=C2-training, han
gars, etc.=C2-=0A=C2-Malcolm Brubaker =0AMichigan Sport=0APilo
t Repair =0ALSRM-A, PPC, WS=0A(989)513-3022 =0A=0A=0A=0A=0A________________
________________=0AFrom: Charlie England <ceengland(at)bellsouth.net>=0ATo: ko
lb-list(at)matronics.com=0ASent: Fri, February 11, 2011 2:58:00 PM=0ASubject:
Re: Kolb-List: Re: club planes?=0A=0AOn 2/11/2011 11:01 AM, Malcolm Brubake
r wrote: =0AAnother point of view, same basic subject - flight training in
ELSA, a different =0Aconcept of dealing with it.=0A>Roger Mills has posted
this following a conversation with EAA.=0A>=0A>Date: Thu, February 10, 2011
11:58 am=0A>To: <fly-ul@yahoogroups. com>=0A>=0A>Per EAA---(as of 1 hour a
go)=0A>An E is an E is an E! Regardless of whether it is kit or plans built
, EAB or =0A>ELSA.=0A>An experimental category aircraft of any type cannot
be formally rented out or =0A>used by anyone "for hire" in any way!!!!!=0A>
Cost sharing for 'friendly' use by other than the owner is OK to a point--b
e =0A>ready to prove it.=0A>A group of people can form a "club" as an LLC,
corp or partnership for the =0A>purpose of building, owning and flying any
experimental aircraft.=0A>The orgainization that functions as a fund raiser
must be a separate entity from =0A>the one that owns the experimental airc
raft.=0A>The members or partners can be the same people, BUT, separate orga
nizational =0A>chart etc.=0A>(Even EAA chapters, as the rules stand now, ca
n build but not own an aircraft. =0A>This is being worked on to correct.)
=0A>Plans or scratch built automatically qualify for the "51%", only approv
ed kits =0A>qualify, ELSA can be any % but exacly like the SLSA.=0A>A repai
rmans certificate for an EAB can be issued to only one person for any =0A>s
pecific aircraft by N number only.=0A>A repairmans certificate for an ELSA
requires the course and MAY include the =0A>model???=0A>Without a repairman
s certificate only an AP or better can sign the annual.=0A>Any flight instr
uctor can be paid to teach in any experimental aircraft as long =0A>as they
have the qualifications necessary.=0A>The flight instructor may or may not
be an owner/partner in the aircraft.=0A>Flight instruction may be given to
the level allowed by the equipment installed =0A>in the aircraft.=0A>(I th
ink this last one means that you can get full IFR if the aircraft has the
=0A>stuff)=0A>The individual owner/builder of a two place aircraft, who has
received an N =0A>number for that aircraft, is the only one who can "teach
" anyone else to fly =0A>that aircraft until an otherwise qualified flight
instructor has been "taught".=0A>(I am not sure how to really works--on the
surface it seems to mean that if you =0A>built it, flew off the restrictio
ns and got an N number-you are a qualified =0A>flight instructor for that a
ircraft only?????, and can be paid to teach in that =0A>aircraft???)=0A>(I
was specifically told that since flight instruction is desired--the FAA has
=0A>not restricted the ability of a flight instructor to teach in an exper
imental- =0A>--EAB or ELSA. You just CANNOT charge a fee for the aircraft i
tself.)=0A>(I was also told that insurance is problematic in an experimenta
l of any =0A>kind--Falcon insurance does it---rates are much different for
a Christen Eagle =0A>vs a Pete etc. I have not spoken with them.)=0A>=0A>Ag
ain, Per the EAA. (my comments)=0A>=0A>=C2-One small item to add--my comm
ent---based on the sum of the conversation and =0A>not specifically stated:
=0A>=0A>The way the rule is written it gets real grey if one partner pays m
ore than his =0A>or her share of the hourly cost. Say 6 people form a partn
ership to build an =0A>experimental aircraft---If one partner pays the enti
re cost of a one hour flight =0A>then the others partners benefit. Confused
me for a while but I can see where =0A>the FAA may see that as 5 owners re
nting the aircraft to the sixth partner. I =0A>suspect that this kind of th
ing is why the FAA frouns on "club" ownership of an =0A>experimental.=0A>Po
sted by : Roger Mills on UL forum=0A>=0A>=0A>=C2-Malcolm Brubaker =0A>Mic
higan Sport=0A>Pilot Repair =0A>LSRM-A, PPC, WS=0A>(989)513-3022=0A>A coupl
e of thoughts:=0A=0Aquote=0AThe individual owner/builder of a two place air
craft, who has received an N =0Anumber for that aircraft, is the only one w
ho can "teach" anyone else to fly =0Athat aircraft until an otherwise quali
fied flight instructor has been "taught".=0Aunquote=0A=0AI've never seen th
at in the form that it's written. I wonder if it is specific =0Ato the 'exe
mption' for transition training in a homebuilt experimental. That =0Aexempt
ion isn't for what most would consider flight training; it's an exemption
=0Ato provide *transition* instruction for a qualified pilot to get comfort
able in =0A*that particular design*, new-to-him/her experimental a/c. For e
xample, a 5000 =0Ahr ex-military pilot who's only flown C-130's & never a l
ight plane, would need =0Ainstruction to handle a taildragger homebuilt lik
e a Thorp T-18 (or Kolb).=0A=0AOn the overall question of 'club' a/c: peopl
e may be getting the wrong =0A(undesirable) answer because they are asking
the wrong question. The word 'club' =0Aprobably does trigger a reaction fro
m the FAA, because most clubs operate as =0Abusinesses, charging monthly du
es, etc. If the question was phrased as 'multiple =0Aowners', or 'partnersh
ip',=C2- there would probably be a different answer. If you =0Asearch FAA
records, you'll find many experimental homebuilts registered to =0Apartner
ships, and even corporations. As the EAA said, any experimental can be =0Au
sed for instruction, as long as there is no payment to the owner for the us
e of =0Athe a/c (commercial use). I have read about (but have no direct exp
erience) that =0Aan experimental can even be loaned to a non-owner for trai
ning. Memory is less =0Aclear on whether a third-party instructor can be pa
id in that scenario. The =0Aquestion of 5 owners 'renting' to the 6th owner
probably wouldn't come up as =0Along as most of the owners fly at least oc
casionally, & all share more or less =0Aequally in fixed costs like insuran
ce & annuals. =0A=0A=0AI'd bet that a more likely problem is going to be fi
nding an instructor whose =0Aliability insurance will cover him while instr
ucting in a homebuilt. Not saying =0Ait makes sense; it's just an unfortuna
====================== =0A=0A
=0A=0A =0A_________________________________________________________________
___________________=0ADon't get soaked. Take a quick peek at the forecast
/shortcuts/#loc_weather
________________________________________________________________________________
| Subject: | Re: club planes? |
| From: | "Ralph B" <rstar447(at)gmail.com> |
John Hauck
> Folks, see if you can clean up your posts prior to hitting the send button. Leave
enough of the previous post as a reference to know where you are
> coming from. Helps a whole bunch when we are searching for info in the Kolb
> List Archives.
>
> Thanks,
>
> john h
> mkIII
> Titus, Alabama
Posts can be cleaned up using the "edit" button to the right. Here's how you do
it: Log in and go to your post that you made. It doesn't matter how old it is.
Click the "edit" button to the right (not the right mouse click) and change/delete
what you need to and click on "submit" below. That's it. Try it and then
look for the new posting.
I thought you guys might like to know since there are a lot of posts that are sent
and later changed by adding a new posting.
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
24 years flying it
Kolbra 912UL
N20386
3 years flying it
150 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330784#330784
________________________________________________________________________________
| Subject: | changing a posting |
| From: | "Ralph B" <rstar447(at)gmail.com> |
Posts can be cleaned up using the "edit" button to the right. Here's how you do
it: Log in and go to your post that you made. It doesn't matter how old it is.
Click the "edit" button to the right (not the right mouse click) and change/delete
what you need to and click on "submit" below. That's it. Try it and then
look for the new posting.
I thought you guys might like to know since there are a lot of posts that are sent
and later changed by adding a new posting.
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
24 years flying it
Kolbra 912UL
N20386
3 years flying it
150 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330785#330785
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: changing a posting |
- Ralph- I don't have an "edit" button, or a "submit" button.- Maybe yo
u have a different format than I get.
-
-------------------------
-------------------- Bill Sullivan
-------------------------
-------------------- Windsor Locks,
Ct.
-------------------------
-------------------- FS 447
--- On Sat, 2/12/11, Ralph B wrote:
From: Ralph B <rstar447(at)gmail.com>
Subject: Kolb-List: changing a posting
Date: Saturday, February 12, 2011, 2:19 PM
Posts can be cleaned up using the "edit" button to the right. Here's how yo
u do it: Log in and go to your post that you made. It doesn't matter how ol
d it is. Click the "edit" button to the right (not the right mouse click) a
nd change/delete what you need to and click on "submit" below. That's it. T
ry it and then look for the new posting.
I thought you guys might like to know since there are a lot of posts that a
re sent and later changed by adding a new posting.
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
24 years flying it
Kolbra 912UL
N20386
3 years flying it
150 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330785#330785
le, List Admin.
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: changing a posting |
ME EITHER=0A-Chris Davis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled from
crash building Firefly =0A=0A=0A=0A=0A________________________________=0AF
rom: william sullivan =0ATo: kolb-list(at)matronics.
com=0ASent: Sat, February 12, 2011 2:33:03 PM=0ASubject: Re: Kolb-List: cha
nging a posting=0A=0A=0A- Ralph- I don't have an "edit" button, or a "sub
mit" button.- Maybe you have a =0Adifferent format than I get.=0A=0A-
-------------------------
------------------- Bill Sullivan=0A
-------------------------
-------------------- Windsor Locks,
Ct.=0A----------------------
----------------------- FS 44
7=0A=0A--- On Sat, 2/12/11, Ralph B wrote:=0A=0A=0A>Fr
om: Ralph B =0A>Subject: Kolb-List: changing a posting
=0A>To: kolb-list(at)matronics.com=0A>Date: Saturday, February 12, 2011, 2:19
m>=0A>=0A>Posts can be cleaned up using the "edit" button to the right. Her
e's how you do =0A>it: Log in and go to your post that you made. It doesn't
matter how old it is. =0A>Click the "edit" button to the right (not the ri
ght mouse click) and =0A>change/delete what you need to and click on "submi
t" below. That's it. Try it =0A>and then look for the new posting. =0A>=0A>
=0A>I thought you guys might like to know since there are a lot of posts th
at are =0A>sent and later changed by adding a new posting. =0A>=0A>=0A>Ralp
h B=0A>=0A>--------=0A>Ralph B=0A>Original Firestar 447=0A>N91493 E-AB=0A>1
000 hours=0A>24 years flying it=0A>Kolbra 912UL=0A>N20386=0A>3 years flying
it=0A>150 hrs=0A>=0A>=0A>=0A>=0A>Read this topic online here:=0A>=0A>http:
//forums.matronics.com/viewtopic.php?p=330785#330785 =0A>http://www.matro
nics.com/Navigator?Kolb-Lis-----> http://forums.matronbsp; - -
- =0A>---- List Contribution Web Site - http://www=====
===================0A>=0A>=0A>=0A> =0A
============ =0A=0A=0A=0A
________________________________________________________________________________
| Subject: | Re: changing a posting |
| From: | "Ralph B" <rstar447(at)gmail.com> |
williamtsullivan(at)att.n
> Ralph- I don't have an "edit" button, or a "submit" button. Maybe you have a
different format than I get.
>
>
William, you can get on the list here instead of getting your Kolb postings in
your email. This will free up your email from the Kolb postings and then you can
edit and post as I stated. This is much better than the email version.
http://forums.matronics.com/viewforum.php?f=5
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
24 years flying it
Kolbra 912UL
N20386
3 years flying it
150 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330800#330800
________________________________________________________________________________
| Subject: | Re: Heavy Passengers |
I understand setting weight and balance for the aft range of the cg envelope. The
question was meant as what did you test? Stalls with all flap settings, both
approach and departure? Stalls while banked to right and left? Accelerated stalls?
Rick Girard
Hello Rick
I did power off stalls only, with flaps and no flaps. All of the other configurations
are too exciting for me.
Jason
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330801#330801
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: changing a posting |
On 2/12/2011 2:58 PM, Ralph B wrote:
> --> Kolb-List message posted by: "Ralph B"
>
> williamtsullivan(at)att.n
>> Ralph- I don't have an "edit" button, or a "submit" button. Maybe you have
a different format than I get.
>>
>>
>
> William, you can get on the list here instead of getting your Kolb postings in
your email. This will free up your email from the Kolb postings and then you
can edit and post as I stated. This is much better than the email version.
>
> http://forums.matronics.com/viewforum.php?f=5
>
> Ralph B
>
> --------
> Ralph B
> Original Firestar 447
> N91493 E-AB
> 1000 hours
> 24 years flying it
> Kolbra 912UL
> N20386
> 3 years flying it
> 150 hrs
Or, if you prefer email, like me, then start with opening your email by
clicking 'reply', as you normally would.
Then, just point your mouse at the starting point of the text you want
to delete, hold down the left mouse button, & drag the mouse to the end
of the text you want to delete, and release the button.
That text will be highlighted (typically changed to a blue background on
a 'stock' windows system).
Then, hit your choice of or or or
or just about any other text or number key, & all the
highlighted text will disappear & be replaced by one keystroke of
whatever key you hit (enter, space, backspace, etc).
Type your response normally & hit send.
(But please leave enough of the original message that your response has
some context. Some of us get hundreds of emails a day in our inboxes &
may skip to the most recent post to save time.)
While we're talking about list courtesy, how about this: If we reply to
a message that already has a previous reply, try to follow the reply
format of the previous reply (top reply, top reply again, or bottom
reply, bottom reply again). We each have our preferences, but a
half-dozen replies with half on bottom (where they should be :-) ) &
half on top & the email has become nothing but gibberish. It would be
nice to preserve chronological order, even if it's backward order.
Thanks,
Charlie
________________________________________________________________________________
| Subject: | Re: Heavy Passengers |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
..."During one test of the rear CG limit, John stalled the Kolbra to discover it
would not recover from the stall. Full power was required to get out of the
stall and fly again..."
John,
You just pointed out one of the very few, if not the only, real advantages of high
thrust line aircraft like our Kolbs. Other aircraft with "normal" thrust lines
may not have been able to recover from this condition.
--------
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=330867#330867
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | registering an experimental aircraft |
Kolb guys=2C
I am nearing the final stages of building my MkIII=2C or at least I can s
ee light
at the end of the tunnel. If I were to 'guess' at this point when I think
I may be
finished=2C I'd say around May. (one things for sure=2C I can get more don
e when the
temos warm up!! Supposed to be upper 50s today...woo hoo!!)
Back to my point. I have just gone to the EAA "OSHKOSH 365" for members
=2C
and read their directions for registering an experimental aircraft.
First question=3B Has anyone bought their "$12.99 forms/instructions kit
"=2C and found
it not worth the money......or is it a pretty good deal?
The reason I ask is because they do list all the forms=2C etc=2C online
=2C and give a brief
synopsis of the steps involved. They even provide links to all the referen
ced forms
so a guy could print them. Any thoughts on their kit?
Since I have never gone through this process=2C I have very little idea o
f what
to expect. I have plenty and sufficient=3B photos=2C receipts=2C logs=2C
parts brochures=2C etc.
I think I have this part covered fairly well. Of course=2C I will have the
W&B and
Aircraft Limitations already filled out.
Does anyone have a sample of their "OPERATOR LIMITATIONS" handbook they
are proud of=2C and wouldn't mind sharing a copy of??
From your experience=2C what are the types of things a DAR is going to lo
ok for?
Will he be mostly concerned with documentation=2C or will he be focused on
the
airplane itself? Or both??
Do you have any recommendations=2C so I can save myself the added expense
of
a second trip for him?
Like I said=2C I'm beginning the initial stages of registration. All adv
ice and pointers are
greatly appreciated.
Mike Welch
MkIII
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | registering an experimental aircraft |
Kolb guys=2C
when the 'temps' warm up. I'm not sure what a temo is.
M
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: registering an experimental aircraft |
Like I said, I'm beginning the initial stages of registration. All advice
and pointers are
greatly appreciated.
Mike Welch
Call your nearest FSDO. Get them to send you a packet for registration and
inspection of your homebuilt.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: registering an experimental aircraft |
Hi Mike/Gang.
I just got my Airworthyness Cert last week.
I did all my registration paperwork using the KOLB instructions and sending
all that off to the FAA before I got the EAA package.
That part is straightforward and you just need the correct documents and ma
il it all off. Don't forget to get correct notarization.
The EAA package is worth it , IMHO, because they give you the stickers you
need. and its all very clear. I only got one "EXPERIMENTAL" sticker but wan
ted two, so got some more from Aircraft Spruce. They even send you a firep
roof plate to attach to the tail after you get it engraved.
All the rest to label the cockpit was in the package.
I got in touch with the Local EAA chapter and got a volunteer to come and d
o an inspection of my plane, boy was I surprised at all the stuff he "Sugg
ested" I change.. mostly making sure bolts and nuts were put on correctly a
nd had two treads showing on locknuts. This cost me lunch..Good deal.
I would highly recommend this step.
This REALLY helped. Then I called the FSDO and they said use a DAR. I cal
led the DAR and he quoted $500 to come do the airworthyness check, but he
would also do a thorough inspection.,. (But Expensive!!)
I got back in touch with the FSDO after talking to my local flight school a
nd getting a contact they deal with, and got a schedule for an inspection
within a week... Great.
They came and took a look at the aircraft, asked a few questions and then w
e sat down and went thru the paperwork for the Airworthyness.. and that wa
s it... Cost = Taxes $0. = Cool.
The contents of the EAA package were complete and the FSDO folks liked what
they saw. I'm sure it would work for a DAR too.
Good luck,
frankD
M3X, N1014S.
-----Original Message-----
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Sent: Sun, Feb 13, 2011 8:08 am
Subject: RE: Kolb-List: registering an experimental aircraft
Kolb guys,
when the 'temps' warm up. I'm not sure what a temo is.
M
________________________________________________________________________________
| From: | frank goodnight <frank.goodnight(at)att.net> |
| Subject: | Re: registering an experimental aircraft |
The $ 12.99 was, for me money well spent.- My DAR was mostly interested i
n =0Apaperwork.=0AFor what it's worth=0AFrank=0A=0A=0A=0A=0A_______________
_________________=0AFrom: Mike Welch <mdnanwelch7(at)hotmail.com>=0ATo: kolb-l
ist(at)matronics.com=0ASent: Sun, February 13, 2011 9:25:14 AM=0ASubject: Kolb
-List: registering an experimental aircraft=0A=0AKolb guys,=0A-=0A- I a
m nearing the final stages of building my MkIII, or at least I can see =0Al
ight=0Aat the end of the tunnel.- If I were to 'guess' at this point when
I think I may =0Abe =0A=0Afinished, I'd say around May.- (one things for
sure, I can get more done when =0Athe =0A=0Atemos warm up!!- Supposed to
be upper 50s today...woo hoo!!)=0A-=0A- Back to my point.-- I have
just gone to the EAA "OSHKOSH 365" for members, =0Aand read their directio
ns for registering an experimental aircraft.=0A-=0A- First question;-
Has anyone bought their "$12.99 forms/instructions kit", and =0Afound =0A
=0Ait not worth the money......or is it a pretty good deal?-- =0A- Th
e reason I ask is because they do list all the forms, etc, online, -and g
ive =0Aa brief =0A=0Asynopsis-of the steps involved.- They even provide
links to all the-referenced =0Aforms =0A=0Aso a guy could print them.-
------Any thoughts on their kit?=0A-=0A- Since I have never
gone through this process, I have very little idea-of what=0Ato expect.
-- I have plenty and sufficient; photos, receipts, logs, parts =0Abroch
ures, etc.=0AI think I have this part covered fairly well.- Of course, I
will have the W&B =0Aand=0AAircraft Limitations already filled out.=0A- D
oes anyone have a sample of their "OPERATOR LIMITATIONS" handbook they=0Aar
e proud of, and wouldn't mind sharing a copy of??=0A-=0A- From your exp
erience, what are the types of things a DAR is going to look for?=0AWill he
be mostly concerned with documentation, or will he be focused on the=0Aair
plane itself?- Or both??=0A- Do you have any recommendations, so I can
save myself the added expense of =0Aa second trip for him?=0A-=0A- Like
I said, I'm-beginning the-initial stages of registration.- All advic
e and =0Apointers are =0A=0Agreatly appreciated.=0A-=0AMike Welch=0AMkIII
============== =0A
________________________________________________________________________________
| Subject: | Re: Heavy Passengers |
| From: | "Ralph B" <rstar447(at)gmail.com> |
I hope this fellow doesn't mind me using his picture to show for weight and balance
purposes. He would be the limit on passenger weight I would take in my Kolbra.
On takeoff with the 80hp 912, it climbed ever so slow. I let him have the
stick after reaching altitude and we flew for about 15 minutes. I brought him
back to the airport and came in hotter than usual to make a very smooth landing.
He was impressed and it was a good day. The weight and balance states that
I can take no more than 250 lbs in passenger weight with a full tank of fuel.
I feel more comfortable with 200 lbs or less. He was well over 200 lbs and over
6 feet. I'm at 200 lbs and my wife is a 200 lb lady, so I got used to carrying
heavy loads.
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
24 years flying it
Kolbra 912UL
N20386
3 years flying it
150 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330892#330892
Attachments:
http://forums.matronics.com//files/paul__139.jpg
________________________________________________________________________________
| Subject: | Re: registering an experimental aircraft |
| From: | "Frankd" <frankd(at)foundrynet.com> |
Hi Mike/Gang.
I just got my Airworthyness Cert last week.
I did all my registration paperwork using the KOLB instructions and sending all
that off to the FAA before I got the EAA package.
That part is straightforward and you just need the correct documents and mail it
all off. Don't forget to get correct notarization.
The EAA package is worth it , IMHO, because they give you the stickers you need.
and its all very clear. I only got one "EXPERIMENTAL" sticker but wanted two,
so got some more from Aircraft Spruce. They even send you a fireproof plate
to attach to the tail after you get it engraved.
All the rest to label the cockpit was in the package.
I got in touch with the Local EAA chapter and got a volunteer to come and do an
inspection of my plane, boy was I surprised at all the stuff he "Suggested"
I change.. mostly making sure bolts and nuts were put on correctly and had two
treads showing on locknuts. This cost me lunch..Good deal.
I would highly recommend this step.
This REALLY helped. Then I called the FSDO and they said use a DAR. I called
the DAR and he quoted $500 to come do the airworthyness check, but he would also
do a thorough inspection.,. (But Expensive!!)
I got back in touch with the FSDO after talking to my local flight school and getting
a contact they deal with, and got a schedule for an inspection within
a week... Great.
They came and took a look at the aircraft, asked a few questions and then we sat
down and went thru the paperwork for the Airworthyness.. and that was it...
Cost = Taxes $0. = Cool.
The contents of the EAA package were complete and the FSDO folks liked what they
saw. I'm sure it would work for a DAR too.
Good luck,
frankD
M3X, N1014S.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330893#330893
________________________________________________________________________________
| Subject: | Registering an aircraft |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
No matter FSDO or DAR, make sure you get your repairman's certificate for
the aircraft. Without it you'll be paying an A & P for an annual conditional
inspection every 12 months. Some do it without being asked, some don't. Just
be sure you get it.
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: | Re: registering an experimental aircraft |
Frank=2C
Thank you for that very informative=2C and up-to-date response!! I'll pr
int
it out and make sure I have all the bases covered you suggested. Excellent
detail
of what I'm about to go through. Thanks!
Rick=2C
Yeah=2C re=3B the repairman's certificate. That's a biggie for me. I sa
w the
form and it is one of my "favorites". Thanks for the reminder!!
John H=2C
I did contact my FSDO a couple of years ago=2C and had then send me some
of the necessary registration forms=2C but it's been so long=2C I can't rem
ember
exactly what the guy sent. (I'll bet it didn't include the rep'r certifica
te form).
I wanted to know if spending the money on the EAA kit was worth it. (but it
looks
like I have this part covered thanks to Mike S)
I think rounding up all the right forms is one of the easier parts of the
process.
Like I said=2C the EAA membership can download all the forms from their onl
ine
tutorial. If I can do that=2C I will=2C otherwise I will get ahold of my a
rea FSDO=2C
like you suggested. Thanks!!!
Mike Sharp=2C
Mike Sharp had purchased the EAA registration kit=2C and has sent me a co
py
of the booklet. All I need now are the actual forms. Thanks=2C Mike!!! Th
e only thing
I don't get is the 'experimental' stickers=2C or the engraveable plate. No
problem on
those=2C I know they are obtainable elsewhere.
All=2C
I appreciate everyone's help. Thanks a bunch!!
I have one more question regarding DAR's and FSDO inspectors. Do I have
to
find a DAR AND also a FSDO inspector? Can just the FSDO guy do the job??
There's not likely going to be even a DAR near me. I'll probably have to r
un the plane
up to K.C. or St Louis.=2C or does the FSDO guy come to me if I ask him to?
Mike Welch
MkIII installing the ELT
________________________________________________________________________________
| Subject: | Re: registering an experimental aircraft |
| From: | "ces308" <ces308(at)ldaco.com> |
Mike...
check with FSDO on your repairman's cert too...Here in Michigan, you had to do
it on line and they gave you a number for one of the FSDO guys to look over then
I had to bring my build book,and all paperwork for them to go over,then we
both sat at the computer and filled out the rest of the forms...Whew !! an
hour and a half later I had my temporary cert. It's not like it used to be ,so
make sure you check !
Good luck!
chris ambrose
M3X/Jab
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330914#330914
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: registering an experimental aircraft |
I did contact my FSDO a couple of years ago, and had then send me some
of the necessary registration forms, but it's been so long, I can't remember
exactly what the guy sent. (I'll bet it didn't include the rep'r
certificate form).
I wanted to know if spending the money on the EAA kit was worth it. (but it
looks
like I have this part covered thanks to Mike S)
Mike W/Kolbers:
The Birmingham FSDO will send you a packet, as I mentioned in my previous.
This packet will consist of all necessary instructions and forms to prepare
for your upcoming aircraft inspection and air worthiness certificate.
I can not vouch for other FSDO's, but I would think they would also offer a
similar packet for homebuilt/experiemental aircraft. May have to ask them.
Never know when you might be talking to a newbie that does not know about
the packet.
It worked for me in 1991, bet it will still work.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: registering an experimental aircraft |
| From: | "Frankd" <frankd(at)foundrynet.com> |
Hi Mike,
Regarding my local FSDO, San Jose, Ca. they used to be open to walk-ins, now
the door is locked and you have to schedule a visit by phone.
The reply I first got when I called was " We don't have the manpower to do air
worthyness inspections, go see a DAR!" OK.
It took me awhile to find a cooperative person and they came to where the plane
was hangered, 42 miles from the office.. No charge.
The DAR would have come to the plane too but would have charged $100 for travel.
I guess that manpower scheduling is an issue and that cutbacks are part of the
FSDO around here. I hope you have an easier time.
I asked about the repairman cert and was told to fly off the 40Hrs first and then
apply, so I don't believe you have to hurry about that, but its a good thing
to have.
One document I got from the FSDO years ago (When the doors were open) is the Advisory
Circular "Amateur-built aircraft and ultralight flight testing handbook"
AC No:- 90-89A.
Its full of advise on preparing for test flight, and its my bible right now.
Have fun
FrankD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330947#330947
________________________________________________________________________________
| Subject: | Re: registering an experimental aircraft |
| From: | "Frankd" <frankd(at)foundrynet.com> |
Hi Mike/Gang,
to answer Mike's question about the test flight, I have found a local guy with
a MKiii that will take me up to get the "Sight Picture" of the Kolb, especially
at landing.
I am also doing quite a few hours landing practice in a Champ, 85hp, to make sure
I get my feet and stick skills up to par.
I am writing a test plan for each phase of the flight and will have buddies on
the ground help me when I do high speed taxi, 1st flight, 2nd flight, etc. using
this test plan. That booklet helps.
I will also wait for no wind conditions. I've spent 10 years building this thing
and am not going to rush now.
I have asked around and some folks who were GA pilots just got in and went fly!
And lived to tell the tale. I believe its "When YOU are GOOD & ready" is the
trick. I also am getting lots of advise from local EAA members.
The operating limitations the FAA lady gave me is a two page document to be kept
in the aircraft. BTW, she told me there is no FAA definition of congested areas
so I guess its up for interpretation.. (Loop hole!)
Fly safe.
FrankD, M3X.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331027#331027
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: registering an experimental aircraft |
I also am getting lots of advise from local EAA members.
FrankD, M3X.
Frank D/Kolbers:
If I may guess, I would say most new Kolb pilots make the mistake of not
managing airspeed. Low altitude stalls get a lot of good Kolb people.
Until one gets used to flying the Kolb, any model, an approach, and
landing/touch down speed of 50 to 60 mph will keep you above the stall. 50
to 60 mph is a good flying speed.
I like the instruction Homer Kolb made in my 1984 Ultrastar Builders and
Flyers Manual. Take off, climb to about 1,000 feet above the ground, stall
the airplane to get an indicated stall speed, then keep the airspeed above
the stall. It worked for me then and it still works for me.
john h
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: registering an experimental aircraft |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Frank
Getting landing hours in a champ is good but your Kolb will slow down a
whole lot quicker than a champ when you flair for touch down. Review this in
your intro flight in the Kolb. On your first landing carry lots of power to
touch down. Power will make the Kolb land like a champ. Then
"*gradually"*reduce the approach power a bit with each landing. Get
used to starting your
landing flair at around one-two foot. The normal GA landing flair at
twenty-fifty foot will bite you in a Kolb.
Rick Neilsen
Redrive VW Powered MKIIIC
On Mon, Feb 14, 2011 at 11:01 AM, Frankd wrote:
>
> Hi Mike/Gang,
>
> to answer Mike's question about the test flight, I have found a local guy
> with a MKiii that will take me up to get the "Sight Picture" of the Kolb,
> especially at landing.
> I am also doing quite a few hours landing practice in a Champ, 85hp, to
> make sure I get my feet and stick skills up to par.
> I am writing a test plan for each phase of the flight and will have buddies
> on the ground help me when I do high speed taxi, 1st flight, 2nd flight,
> etc. using this test plan. That booklet helps.
> I will also wait for no wind conditions. I've spent 10 years building this
> thing and am not going to rush now.
>
> I have asked around and some folks who were GA pilots just got in and went
> fly! And lived to tell the tale. I believe its "When YOU are GOOD &
> ready" is the trick. I also am getting lots of advise from local EAA
> members.
> The operating limitations the FAA lady gave me is a two page document to be
> kept in the aircraft. BTW, she told me there is no FAA definition of
> congested areas so I guess its up for interpretation.. (Loop hole!)
> Fly safe.
> FrankD, M3X.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=331027#331027
>
>
________________________________________________________________________________
| Subject: | Ameri-King ELT - the remote control |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
I noticed that the sticker I placed on my instrument panel that shows the expiration
date of the battery on my ELT remote control is Dec 2010. I want to replace
the batteries before flying again.
The itty-bitty nuts and bolts holding it on the panel are in a difficult place
to reach.
Does anyone have one of those remotes for the Ameri-King 406 not installed right
now that you can tell me where the battery compartment is on it? I'm feeling
for it and can't find it by just feeling. And I looked as far as I could...could
only see the underside, and didn't see any battery compartment opening.
Thanks!
--------
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=331058#331058
________________________________________________________________________________
| Subject: | Plastic gas tank grommets, etc |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
While putting in my new battery I had to take out my gas tanks since my battery
is at the back of the cage. I cleaned out the plastic gas tanks but then noticed
that the metal fuel thing-a-ma-jig where the gas comes out is really rusted.
I see that jbm industries sells the grommet but who sells the metal thing-a-ma-jig
that the grommet goes around?
Next question...how to get it out and back in? There is no way I can reach through
the opening of the gas tank to work on it (too small and too far of a reach)...does
it just pull out with force through the hole and then force it back
in with the new grommet and metal thing-a-ma-jig (yes you can correct me to what
it is actually called).
Thanks!
--------
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=331061#331061
Attachments:
http://forums.matronics.com//files/plastic_gas_tank_grommet_3_211.jpg
http://forums.matronics.com//files/plastic_gas_tank_grommet_2_130.jpg
http://forums.matronics.com//files/plastic_gas_tank_grommet_1_207.jpg
________________________________________________________________________________
| Subject: | Re: Plastic gas tank grommets, etc |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Cristal, This is probably what you have.
http://www.aircraftspruce.com/catalog/appages/ffelbow.php
<http://www.aircraftspruce.com/catalog/appages/ffelbow.php>A PITA to remove,
especially with the tank in place, more so if the grommet has age hardened.
Basically it's an Armstrong removal. Support the area around the grommet as
you pull the barbed fitting out so you don't damage the tank. Twisting as
you pull helps. Coat the new fitting with some lithium grease when
installing.
Rick Girard
On Mon, Feb 14, 2011 at 3:20 PM, cristalclear13 <
cristalclearwaters(at)gmail.com> wrote:
> cristalclearwaters(at)gmail.com>
>
> While putting in my new battery I had to take out my gas tanks since my
> battery is at the back of the cage. I cleaned out the plastic gas tanks but
> then noticed that the metal fuel thing-a-ma-jig where the gas comes out is
> really rusted.
> I see that jbm industries sells the grommet but who sells the metal
> thing-a-ma-jig that the grommet goes around?
> Next question...how to get it out and back in? There is no way I can reach
> through the opening of the gas tank to work on it (too small and too far of
> a reach)...does it just pull out with force through the hole and then force
> it back in with the new grommet and metal thing-a-ma-jig (yes you can
> correct me to what it is actually called).
> Thanks!
>
> --------
> 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=331061#331061
>
>
> Attachments:
>
> http://forums.matronics.com//files/plastic_gas_tank_grommet_3_211.jpg
> http://forums.matronics.com//files/plastic_gas_tank_grommet_2_130.jpg
> http://forums.matronics.com//files/plastic_gas_tank_grommet_1_207.jpg
>
>
--
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: | Stephen Spence <sspence801(at)sbcglobal.net> |
| Subject: | Re: Plastic gas tank grommets, etc |
Just pull it out, when you get it out you will be able to clearly see how t
he =0Aelbow presses the grommet out to seal the fitting.=0A=0ASteve Spence
=0AMk3X-tra=0AAuburn Hills, MI=0A=0A=0A=0A=0A______________________________
__=0AFrom: cristalclear13 <cristalclearwaters(at)gmail.com>=0ATo: kolb-list@ma
tronics.com=0ASent: Mon, February 14, 2011 4:20:37 PM=0ASubject: Kolb-List:
talclear13" =0A=0AWhile putting in my new bat
tery I had to take out my gas tanks since my battery =0Ais at the back of t
he cage.- I cleaned out the plastic gas tanks but then =0Anoticed that th
e metal fuel thing-a-ma-jig where the gas comes out is really =0Arusted.=0A
I see that jbm industries sells the grommet but who sells the metal =0Athin
g-a-ma-jig that the grommet goes around?=0ANext question...how to get it ou
t and back in?- There is no way I can reach =0Athrough the opening of the
gas tank to work on it (too small and too far of a =0Areach)...does it jus
t pull out with force through the hole and then force it =0Aback in with th
e new grommet and metal thing-a-ma-jig (yes you can correct me to =0Awhat i
t is actually called).=0AThanks!=0A=0A--------=0ACristal Waters=0AKolb Mark
II Twinstar Rotax 503 DCSI- Sept 2007=0APrivate Pilot Aug 2008=0AELSA Re
pairman for N193Y April 2008=0ARotax 2 stroke maintenance April 2009=0A=0A
=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.matronics.com/view
topic.php?p=331061#331061=0A=0A=0A=0A=0AAttachments: =0A=0Ahttp://forums.
matronics.com//files/plastic_gas_tank_grommet_3_211.jpg=0Ahttp://forums.mat
ronics.com//files/plastic_gas_tank_grommet_2_130.jpg=0Ahttp://forums.matron
- - - - - - - - - - - - - - - -Matt Dralle, L
=======
________________________________________________________________________________
| From: | Stephen Spence <sspence801(at)sbcglobal.net> |
| Subject: | Re: Ameri-King ELT - the remote control |
I don't recall on mine, thought it was just a switch/reset/test button.-
I =0Adidn't think there were any batteries in it.- Are you sure that isn'
t just a =0Areminder to change the ELT battery?=0A=0ASteve Spence=0AAuburn
Hills, MI=0A=0A=0A=0A=0A________________________________=0AFrom: cristalcle
ar13 =0ATo: kolb-list(at)matronics.com=0ASent: M
on, February 14, 2011 3:55:42 PM=0ASubject: Kolb-List: Ameri-King ELT - the
stalclearwaters(at)gmail.com>=0A=0AI noticed that the sticker I placed on my i
nstrument panel that shows the =0Aexpiration date of the battery on my ELT
remote control is Dec 2010.- I want to =0Areplace the batteries before fl
ying again.=0AThe itty-bitty nuts and bolts holding it on the panel are in
a difficult place =0Ato reach.=0A=0ADoes anyone have one of those remotes f
or the Ameri-King 406 not installed right =0Anow that you can tell me where
the battery compartment is on it?- I'm feeling =0Afor it and can't find
it by just feeling.- And I looked as far as I =0Acould...could only see t
he underside, and didn't see any battery compartment =0Aopening.=0AThanks!
=0A=0A--------=0ACristal Waters=0AKolb Mark II Twinstar Rotax 503 DCSI- S
ept 2007=0APrivate Pilot Aug 2008=0AELSA Repairman for N193Y April 2008=0AR
otax 2 stroke maintenance April 2009=0A=0A=0A=0A=0ARead this topic online h
ere:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=331058#331058=0A=0A
================
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Ameri-King ELT - the remote control |
> Does anyone have one of those remotes for the Ameri-King 406 not installe
d right now that you can tell me where the battery compartment is on it? I'
m feeling for it and can't find it by just feeling. And I looked as far as
I could...could only see the underside=2C and didn't see any battery compar
tment opening.
> Thanks!
>
> --------
> Cristal Waters
Cristal=2C
I am in the very process of installing my ELT today. I have the Ameri-Ki
ng AK450. I don't know
what the difference is between yours and mine=2C but according my booklet
=2C you're going to have to
pull out the 4 retaining screws and be able to hold the remote unit in your
hand.
There are 3 screws on the side of the remore unit. You need to remove th
ese to have access
to the battery. The AK-450 uses the Duracell MN1300.
Hope this helped.
Mike Welch
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Ameri-King ELT - the remote control |
I don't recall on mine=2C thought it was just a switch/reset/test button.
I didn't think there were any batteries in it. Are you sure that isn't jus
t a reminder to change the ELT battery?
Steve Spence
Auburn Hills=2C MI
Hi Steve=2C
Like I told Cristal=2C I am in the very process of installing the
ELT locator in my MkII today. Yesterday=2C when I was reading the installa
tion
manual=2C I was surprised to find out that there is=2C indeed a little one
of those flat=2C round batteries in the remote unit.
Now that Cristal mentioned it=2C I looked at my AK-450 remote on my workb
ench.
I've had this ELT for quite a while=2C and what do you know? My remote uni
t's
battery was due to be replaced by NOV 2010!! Thanks for the heads-up=2C Cr
istal.
Mike Welch
________________________________________________________________________________
| Subject: | Re: Ameri-King ELT - the remote control |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Cristal, There are three small phillips head screws in the side of the case.
There's a 6V Lithium Ion battery in the leg of the "Ell" next to the socket
for the line cord coming from the ELT. The case splits down the middle, you
have to remove it from the panel to disassemble.
Rick Girard
On Mon, Feb 14, 2011 at 3:51 PM, Stephen Spence wrote:
> I don't recall on mine, thought it was just a switch/reset/test button. I
> didn't think there were any batteries in it. Are you sure that isn't just a
> reminder to change the ELT battery?
>
> Steve Spence
> Auburn Hills, MI
>
> ------------------------------
> *From:* cristalclear13
> *To:* kolb-list(at)matronics.com
> *Sent:* Mon, February 14, 2011 3:55:42 PM
> *Subject:* Kolb-List: Ameri-King ELT - the remote control
>
> cristalclearwaters(at)gmail.com>
>
> I noticed that the sticker I placed on my instrument panel that shows the
> expiration date of the battery on my ELT remote control is Dec 2010. I want
> to replace the batteries before flying again.
> The itty-bitty nuts and bolts holding it on the panel are in a difficult
> place to reach.
>
> Does anyone have one of those remotes for the Ameri-King 406 not installed
> right now that you can tell me where the battery compartment is on it? I'm
> feeling for it and can't find it by just feeling. And I looked as far as I
> could...could only see the underside, and didn't see any battery compartment
> opening.
> Thanks!
>
> --------
> 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. -Matt=============
>
>
> *
>
> *
>
>
--
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: Plastic gas tank grommets, etc |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
Thank you Rick and Steve. If I don't have the strength to do it, I'll find someone
who does! :)
--------
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=331075#331075
________________________________________________________________________________
| Subject: | Re: Plastic gas tank grommets, etc |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Cristal
That thing-a-jig is called a in tank elbow in the Lockwood catalog. Grab the
elbow with a pair of pliers and twist it while pulling and it will come out.
I recommend you get replacements that have the finger strainer and a shut
off valve. Be sure to lube the elbow before installing the new elbow in the
bushing
Also my ELT remote doesn't have a battery that I know of. I think it is
powered by the main unit that my remote is wired to.
Rick Neilsen
Redrive VW Powered MKIIIC
On Mon, Feb 14, 2011 at 4:20 PM, cristalclear13 <
cristalclearwaters(at)gmail.com> wrote:
> cristalclearwaters(at)gmail.com>
>
> While putting in my new battery I had to take out my gas tanks since my
> battery is at the back of the cage. I cleaned out the plastic gas tanks but
> then noticed that the metal fuel thing-a-ma-jig where the gas comes out is
> really rusted.
> I see that jbm industries sells the grommet but who sells the metal
> thing-a-ma-jig that the grommet goes around?
> Next question...how to get it out and back in? There is no way I can reach
> through the opening of the gas tank to work on it (too small and too far of
> a reach)...does it just pull out with force through the hole and then force
> it back in with the new grommet and metal thing-a-ma-jig (yes you can
> correct me to what it is actually called).
> Thanks!
>
> --------
> 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=331061#331061
>
>
> Attachments:
>
> http://forums.matronics.com//files/plastic_gas_tank_grommet_3_211.jpg
> http://forums.matronics.com//files/plastic_gas_tank_grommet_2_130.jpg
> http://forums.matronics.com//files/plastic_gas_tank_grommet_1_207.jpg
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Ameri-King ELT - the remote control |
I don't recall on mine=2C thought it was just a switch/reset/test button.
I didn't think there were any batteries in it. Are you sure that isn't jus
t a reminder to change the ELT battery?
Steve Spence
Auburn Hills=2C MI
Steve=2C everyone=2C
Now that I think about it=2C I'll bet that itty-bitty battery's main
function is to light that little red LED on the remote unit.
Yes=2C the remote unit has a little battery=2C and yes=2C it also has an
expiration date.
Now=2C I'm headed back out to my shop to get it installed...
Mike Welch
________________________________________________________________________________
| Subject: | Re: Ameri-King ELT - the remote control |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
Thank you Rick and Mike. That isn't the news I wanted to hear, but it was what
I was expecting. Thanks again!
--------
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=331076#331076
________________________________________________________________________________
| Subject: | Re: Sun and Fun 2011 |
| From: | "JoergW" <joerg(at)wekenborg.de> |
I will be in close pursuit of Kip's Waiex workschedule permitting.
Not with the Kolb though, but with my VariEZE.
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
--------
Kolb Mark III Xtra (under construction)
Rutan VariEZE (flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331079#331079
________________________________________________________________________________
| Subject: | Re: Ameri-King ELT - the remote control |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
Mike Welch wrote:
> I don't recall on mine, thought it was just a switch/reset/test button. I didn't
think there were any batteries in it. Are you sure that isn't just a reminder
to change the ELT battery?
>
> Steve Spence
> Auburn Hills, MI
>
> Steve, everyone,
>
> Now that I think about it, I'll bet that itty-bitty battery's main
> function is to light that little red LED on the remote unit.
> Yes, the remote unit has a little battery, and yes, it also has an
> expiration date.
> Now, I'm headed back out to my shop to get it installed...
>
> Mike Welch
>
>
Yes, my DAR specifically made me label the expiration date for the remote unit.
--------
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=331080#331080
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | Re: club planes? |
There has been a lot of discussion, mostly positive, and it has all been
=0Ainteresting, much of it very helpful. =0A=0AFrom the Sport Pilot Instruc
tors forum Phil Dietro, Arlynn McMahon, and a few =0Aothers have discussed
the options they have utilized. Thom Riddle has posted =0Asome inciteful qu
estions and possible solutions. =0A=0AThis is what we are looking for : oth
er "outside the box" forward thinking =0Agroups or individuals who can help
us generate a solution to the growing problem =0Aof SPCFI shortages and th
e costs involved in being able to operate. =0A=0AArlynn has offered to shar
e info regarding how an SPCFI might go about =0A"affordably" operating with
out the backing of a "regular" flight school. This is =0Anot a sarcastic st
atement. =0A=0APhil mentioned the addition of PPC & WS training - are there
existing LODAs in =0Aforce to provide for that training in ELSAs? =0A=0AHa
ving come up through the ranks of Ultralight to Sport Pilot, I also know ma
ny =0Anew UL flyers who are desperate for training they can't get. =0A=0AOu
r focus is how to go about establishing an LLC and fractional ownership pla
n =0Acentered around ELSA craft & EABs to use for the additional purpose of
training =0ASP & UL student pilots; and making this information available
to all SPCFIs. =0A=0AI have priced even the USED (aka- well flown) SLSAs, t
here aren't many =0Aavailable, and they are still in the $70,000 to $100,00
0 range. =0A=0ANot exactly within the "affordable" range of even a school w
ith more than 1 =0Ainstructor. =0A=0AThere has been response from the NAFI
(National Association of Flight =0AInstructors) that has been on a positive
note. They are very interested in =0Aworking on this solution as well. =0A
=0AAs a group, Sport Pilot may simply need to do the same thing that other
=0Aminorities have done in the past, Stand up, be counted, be recognized, a
nd not =0Atake NO for an answer. It will take time. We all realize this. Bu
t with more of =0Aus working toward the same goal, we will obtain it sooner
rather than later.-=0A-Malcolm Brubaker =0AMichigan Sport=0APilot Repa
ir =0ALSRM-A, PPC, WS=0A(989)513-3022 =0A=0A=0A=0A=0A______________________
__________=0AFrom: Charlie England <ceengland(at)bellsouth.net>=0ATo: kolb-lis
t(at)matronics.com=0ASent: Fri, February 11, 2011 2:58:00 PM=0ASubject: Re: Ko
lb-List: Re: club planes?=0A=0AOn 2/11/2011 11:01 AM, Malcolm Brubaker wrot
e: =0AAnother point of view, same basic subject - flight training in ELSA,
a different =0Aconcept of dealing with it.=0A>Roger Mills has posted this f
ollowing a conversation with EAA.=0A>=0A>Date: Thu, February 10, 2011 11:58
am=0A>To: <fly-ul@yahoogroups. com>=0A>=0A>Per EAA---(as of 1 hour ago)=0A
>An E is an E is an E! Regardless of whether it is kit or plans built, EAB
or =0A>ELSA.=0A>An experimental category aircraft of any type cannot be for
mally rented out or =0A>used by anyone "for hire" in any way!!!!!=0A>Cost s
haring for 'friendly' use by other than the owner is OK to a point--be =0A>
ready to prove it.=0A>A group of people can form a "club" as an LLC, corp o
r partnership for the =0A>purpose of building, owning and flying any experi
mental aircraft.=0A>The orgainization that functions as a fund raiser must
be a separate entity from =0A>the one that owns the experimental aircraft.
=0A>The members or partners can be the same people, BUT, separate organizat
ional =0A>chart etc.=0A>(Even EAA chapters, as the rules stand now, can bui
ld but not own an aircraft. =0A>This is being worked on to correct.)=0A>Pla
ns or scratch built automatically qualify for the "51%", only approved kits
=0A>qualify, ELSA can be any % but exacly like the SLSA.=0A>A repairmans c
ertificate for an EAB can be issued to only one person for any =0A>specific
aircraft by N number only.=0A>A repairmans certificate for an ELSA require
s the course and MAY include the =0A>model???=0A>Without a repairmans certi
ficate only an AP or better can sign the annual.=0A>Any flight instructor c
an be paid to teach in any experimental aircraft as long =0A>as they have t
he qualifications necessary.=0A>The flight instructor may or may not be an
owner/partner in the aircraft.=0A>Flight instruction may be given to the le
vel allowed by the equipment installed =0A>in the aircraft.=0A>(I think thi
s last one means that you can get full IFR if the aircraft has the =0A>stuf
f)=0A>The individual owner/builder of a two place aircraft, who has receive
d an N =0A>number for that aircraft, is the only one who can "teach" anyone
else to fly =0A>that aircraft until an otherwise qualified flight instruct
or has been "taught".=0A>(I am not sure how to really works--on the surface
it seems to mean that if you =0A>built it, flew off the restrictions and g
ot an N number-you are a qualified =0A>flight instructor for that aircraft
only?????, and can be paid to teach in that =0A>aircraft???)=0A>(I was spec
ifically told that since flight instruction is desired--the FAA has =0A>not
restricted the ability of a flight instructor to teach in an experimental-
=0A>--EAB or ELSA. You just CANNOT charge a fee for the aircraft itself.)
=0A>(I was also told that insurance is problematic in an experimental of an
y =0A>kind--Falcon insurance does it---rates are much different for a Chris
ten Eagle =0A>vs a Pete etc. I have not spoken with them.)=0A>=0A>Again, Pe
r the EAA. (my comments)=0A>=0A>-One small item to add--my comment---base
d on the sum of the conversation and =0A>not specifically stated:=0A>=0A>Th
e way the rule is written it gets real grey if one partner pays more than h
is =0A>or her share of the hourly cost. Say 6 people form a partnership to
build an =0A>experimental aircraft---If one partner pays the entire cost of
a one hour flight =0A>then the others partners benefit. Confused me for a
while but I can see where =0A>the FAA may see that as 5 owners renting the
aircraft to the sixth partner. I =0A>suspect that this kind of thing is why
the FAA frouns on "club" ownership of an =0A>experimental.=0A>Posted by :
Roger Mills on UL forum=0A>=0A>=0A>-Malcolm Brubaker =0A>Michigan Sport
=0A>Pilot Repair =0A>LSRM-A, PPC, WS=0A>(989)513-3022=0A>A couple of though
ts:=0A=0Aquote=0AThe individual owner/builder of a two place aircraft, who
has received an N =0Anumber for that aircraft, is the only one who can "tea
ch" anyone else to fly =0Athat aircraft until an otherwise qualified flight
instructor has been "taught".=0Aunquote=0A=0AI've never seen that in the f
orm that it's written. I wonder if it is specific =0Ato the 'exemption' for
transition training in a homebuilt experimental. That =0Aexemption isn't f
or what most would consider flight training; it's an exemption =0Ato provid
e *transition* instruction for a qualified pilot to get comfortable in =0A*
that particular design*, new-to-him/her experimental a/c. For example, a 50
00 =0Ahr ex-military pilot who's only flown C-130's & never a light plane,
would need =0Ainstruction to handle a taildragger homebuilt like a Thorp T-
18 (or Kolb).=0A=0AOn the overall question of 'club' a/c: people may be get
ting the wrong =0A(undesirable) answer because they are asking the wrong qu
estion. The word 'club' =0Aprobably does trigger a reaction from the FAA, b
ecause most clubs operate as =0Abusinesses, charging monthly dues, etc. If
the question was phrased as 'multiple =0Aowners', or 'partnership',- ther
e would probably be a different answer. If you =0Asearch FAA records, you'l
l find many experimental homebuilts registered to =0Apartnerships, and even
corporations. As the EAA said, any experimental can be =0Aused for instruc
tion, as long as there is no payment to the owner for the use of =0Athe a/c
(commercial use). I have read about (but have no direct experience) that
=0Aan experimental can even be loaned to a non-owner for training. Memory i
s less =0Aclear on whether a third-party instructor can be paid in that sce
nario. The =0Aquestion of 5 owners 'renting' to the 6th owner probably woul
dn't come up as =0Along as most of the owners fly at least occasionally, &
all share more or less =0Aequally in fixed costs like insurance & annuals.
=0A=0A=0AI'd bet that a more likely problem is going to be finding an instr
uctor whose =0Aliability insurance will cover him while instructing in a ho
mebuilt. Not saying =0Ait makes sense; it's just an unfortunate reality.=0A
================= =0A=0A=0A=0A
________________________________________________________________________________
| Subject: | Minimum allowable altitude |
| From: | "Kirby, Dennis Civ USAF AFMC AFNWC/EN" <Dennis.Kirby(at)kirtland.af.mil> |
(NOTE - subject line changed, to reflect current topic. Formerly
"registering an experimental aircraft.")
"Frankd" wrote: << BTW, she told me there is no FAA definition of
congested areas so I guess its up for interpretation.. (Loop hole!) >>
Frank, and Kolb Friends -
The reason a clear definition of "congested areas" is important to us is
so we know when it's necessary to keep 1000 feet above the ground, as
dictated to us by the FARs. Due to a lack of a definitive definition
for this term, the criteria I use is the yellow area on a sectional
chart that depicts towns and cities. Many other pilots I know also use
this as their interpretation of a "congested area." If I'm not flying
over yellow, I know it's legal to be only 500 feet above the ground and
man-made structures. And if it's a remote area with no man-made
structures (which is most of the state of New Mexico), the FARs allow us
to fly as low as we wish, consistent with safety.
How could the FAA ever argue against THAT interpretation?
Dennis Kirby
Mark-3, 912ul in
Sandia Park, NM
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Cristal=2C
I gave you the wrong battery number for the little battery in the ELT rem
ote unit.
The battery number I gave you is the Duracell "D" batteries=2C that go to t
he main unit=2C
and according to the booklet=2C it is mandatory to use that specific Durace
ll brand and
that specific battery number=2C the MN1300 "D" cells.
I should have given you the correct remote unit number=2C which is "DL1/3
NB".
If you need me to scan the battery R&R directions=2C let me know=2C and I c
an scan
the sections on battery replacements.
Mike Welch
MkIII
________________________________________________________________________________
| Subject: | Re: Minimum allowable altitude |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
"How could the FAA ever argue against THAT interpretation?
Dennis Kirby
Mark-3, 912ul in
Sandia Park, NM "
The FAA argues whatever it wants to argue and each case is taken in context of
whatever else they can think of. There have been many cases (I can't quote them
but have read about them) where the FAA ruled against pilot flying less than
1,000' over a group of three houses close together but a long way from any other
buildings. If the FAA wants to rule against you they will with little reliance
on logic.
The cynic in me says they refuse to quantitatively define a congested area for
just that reason, as a catch all infraction. Because it is not quantified it is
applied inconsistently and could probably be beat by a good expensive attorney.
But even if you win, then you are on their "we don't like you" list. Once
you are on that list, I suspect some FAA employees take great pleasure in making
your life less fun than it should be.
Because of that I rarely fly below 1,000' AGL in western New York, which is nothing
at all like New Mexico's outback. The only places in this part of the world
that don't have communities fairly close together are the swamps, forests and
of course the Great and Finger Lakes... and who wants a close to ground engine
out over these areas?
If I lived in NM, I'd probably fly a lot lower a lot of the time.
--------
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=331160#331160
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
Hello all....
Well,I got the head back on yesterday and flew it todayfor .5 hrs and it
ran perfect ! Ellery's catch can worked perfect and my fuel pressure stays
between 1.4 to 1.7 and absolutely no problems running what so ever!
Thank you Thom for making me look closer and the crankcase vent system as that
was my problem from the start. I believe condensation in the line froze blocking
the venting and raising the pressure in the engine causing the fuel pump to
go wild!. It was 16* today when I flew it and all was good ! Now to build trust
in her again...lol
chris ambrose
M3X/Jabiru A-2200 175.0 hrs
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331167#331167
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "Frankd" <frankd(at)foundrynet.com> |
Hi Chris,
Glad its back working again. Good to hear your back in the air
Fly safe.
FrankD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331175#331175
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Chris, all, One trick to keep the oil vent line from freezing shut is to cut
a slit in the line about 1/3rd of the line diameter near where the line
attaches to the engine. In normal usage the slit won't leak as the structure
of the line keeps it closed. Should condensation freeze the line shut the
slit is near enough to the warmth of the engine there will be no ice there
and the excess pressure will be vented. Picked this one up from the LongEZ
drivers.
Rick Girard
On Tue, Feb 15, 2011 at 4:57 PM, ces308 wrote:
>
> Hello all....
>
> Well,I got the head back on yesterday and flew it todayfor .5 hrs and
> it ran perfect ! Ellery's catch can worked perfect and my fuel pressure
> stays between 1.4 to 1.7 and absolutely no problems running what so ever!
>
> Thank you Thom for making me look closer and the crankcase vent system as
> that was my problem from the start. I believe condensation in the line froze
> blocking the venting and raising the pressure in the engine causing the fuel
> pump to go wild!. It was 16* today when I flew it and all was good ! Now to
> build trust in her again...lol
>
>
> chris ambrose
> M3X/Jabiru A-2200 175.0 hrs
> N327CS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=331167#331167
>
>
--
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: Kolb/Jabiru carb overflow |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Chris,
I am happy to have helped and more importantly, that you found and fixed the problem.
--------
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=331187#331187
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | landing gear toe in - out |
OOOOOKKKKKK
i need to apologize to the list... in the past the question has come up
as to what the value of toe in - out was necessary. many on the list
have said you need some toe in,, and my response has always been copied
from the kolb builders manual. which states in short, neutral, if you
have to err, err on the side of toe out. from my experience this
week that is wrong. toe in is needed,, but how much is still evading
me.
while driving the kolb around on snow and ice,, i would notice that
when 1 tire was on a slick spot and the other on dry surface, my mkiii
would jump in the direction of the tire on the ice, now i had
believed my gear to be quite neutral when i last visited the subject 9
years ago.... but this experience convinced me i was toe in by quite a
bit. and more sophisticated measurements has confirmed that. now i am
using the solid tapered steel legs i bought from kolb. and the camber
has always been off since i installed them new, so i have decided to
do something about it. so i did some work on the calculator to decide
how much i wanted to bend the gear legs down to correct the camber, then
how much i wanted to bend the gear back to eliminate the toe in,,
figured the angles to do both with 1 bend. after bending the camber is
perfect, and i left a tiny bit of toe in, and figured before i tried
bending more i would try it. it felt as if i was driving down the
railroad track on the railroad ties. it was near impossible to look
out the windows to see and keep things straight down the runway,,, but
what i think was happening is the rolling resistance would flex the gear
backwards, till i was in a toe out position,,, that would increase the
rolling resistance, bend back more till the wheel would loose traction
then the gear would spring forward, the wheel would slide, skip, roll,
bounce, all at the same time and do it at 30 times a second. or there
about.
long story, but i will start bending some toe in back in the gear, bit
by bit,, and keep trying till i get a smooth roll out. in the past if
i inflated my tires to 15 lb or so, it could get a bit darty, but if i
kept the tire pressure at 8 psi or so, there would be enough flex in the
side walls to roll correct. so i will be doing the test with 15 psi in
the tires and try and get the toe in so that when the gear flexes back,
the tires will be tracking true. so i am thinking my final be will be
back near where i started.
when i come up with some final answers i will post to the list... one
last thought, when i had the alum, gear legs it seems that they flexed
less than the spring steel legs. so my results may not fit everyone's
needs. but my lessons and experience may help.
boyd young
mkiii utah.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: landing gear toe in - out |
when i come up with some final answers i will post to the list... one
last thought, when i had the alum, gear legs it seems that they flexed less
than the spring steel legs. so my results may not fit everyone's needs.
but my lessons and experience may help.
boyd young
Boyd Y/Kolber:
I always use a lot of camber and a tad of toe in.
Heat treated (48rc) 4130 gear legs are more flexible in all directions than
7075 aluminum legs, especially the extra long legs on the stock MKIII.
Braking will cause the main gear to toe out. Toe out spreads the gear legs
and reduces camber.
My gear legs are 24" total with 18" outside the gear leg sockets. Don't get
near the flex with the short stubby legs.
john h
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: landing gear toe in - out |
| From: | "Ralph B" <rstar447(at)gmail.com> |
Boyd,
The gear is toed in slightly on both my Firestar and Kolbra. It taxies fine on
both aircraft and have not noticed the type of problem you are seeing. When either
aircraft is picked up by the tail and moved backwards, the gear spreads out
and it looks like I had a very hard landing. I will usually put my back to
the cockpit and lift underneath with my hands. This will spring the gear back
to their original position to make it look like it's not spread out like that.
If one side is not sprung back, it can make your wings look like they are not
level even if it's sitting on level ground.
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
24 years flying it
Kolbra 912UL
N20386
3 years flying it
150 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331231#331231
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: landing gear toe in - out |
I always use a lot of camber and a tad of toe in.
john h
Titus, Alabama
>>>>>>>>>
john and kolbers
been doing a lot of investigating the last couple days... it seems the
best i have learned about camber,,, it that it should be positive, on
an empty plane,,, but when the plane is loaded to grose wt,, they
should be netural. i guess the book furtherer clairified that they
should be netural at the normal loading of the plane,,, example,, if
you normaly fly at 80 % gr, wt. then you should set it at netural at
that wt.... if occasional you are at 60 or 100 % you would be only
slightly pos, or neg, camber. this will maximize the tire wear.
likewise the 'toe in' should be equal to the amount the wheel pulls back
due to the rolling resistance,, which will vary depending on the flex
for and aft in the gear leg, and the loading of the plane. kind of
hard to measure at 50 mph... guess you go by feel at that point..
everything else is just a starting point. trouble in a kolb,,, once it
is set,,, its kind of hard to change.
boyd young
mkiii utah
________________________________________________________________________________
| Subject: | Re: landing gear toe in - out |
| From: | "Ralph B" <rstar447(at)gmail.com> |
> kind of hard to measure at 50 mph... guess you go by feel at that point..
everything else is just a starting point. trouble in a kolb,,, once it is
set,,, its kind of hard to change.
>
> boyd young
> mkiii utah
This obviously is one of the shortcomings of Kolb aircraft. It's a guessing game
on toe-in. What I did for the Firestar is to adjust it to neutral to begin with
and then equally toe in on both sides. With the aluminum gear, it tends to
toe out quite a bit with added weight. Once the gear leg hole is drilled, there's
no re-drilling, unless you get another gear leg. One advantage to this type
of gear, is that it can be removed easily. That's got to be a big plus.
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
24 years flying it
Kolbra 912UL
N20386
3 years flying it
150 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331234#331234
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: landing gear toe in - out |
Boyd,
The gear is toed in slightly on both my Firestar and Kolbra. It taxies
fine on both aircraft and have not noticed the type of problem you are
seeing. When either aircraft is picked up by the tail and moved
backwards, the gear spreads out and it looks like I had a very hard
landing. I will usually put my back to the cockpit and lift underneath
with my hands. This will spring the gear back to their original position
to make it look like it's not spread out like that. If one side is not
sprung back, it can make your wings look like they are not level even if
it's sitting on level ground.
Ralph B
>>>>>>>>>>>>>>>>>>>
what type of gear legs do you have?
other than my camber being way off... it drove ok before i started..
except when i was on ice. i may end back wher i started with toe in.
wish now i had only adjusted camber. hind sight. i am getting too soon
old and too late smart
boyd
________________________________________________________________________________
| Subject: | South Florida Flyers |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Hey South Florida Flyers or any one that wants to fly in somewhere
in Florida some morning.
I don't have my Kolb down here this winter but I'm renting a SportCruiser
out of Charlotte county and I can meet most any where. How about it? Gary A,
Buford, George A, and anyone else want to meet some where? I have a plane
available (right now) this Saturday 2/19/ 11 AM we could meet at Arcadia or
Wauchula.
Rick Neilsen
Redrive VW Powered MKIIIC
________________________________________________________________________________
| Subject: | Re: landing gear toe in - out |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Boyd
It sounds like I have the same solid steel gear legs. I really like the gear
but don't like the look of negative camber. Where/how did you bend the gear
and did you remove the gear to bend it? I clamped a staight 2X4 between both
axles notched for the brake attachment while installing my gear legs so I
think they are neutral. But they flex under load so much that things could
change.
Keep us posted
Rick Neilsen
Redrive VW Powered MKIIIC
On Wed, Feb 16, 2011 at 11:03 AM, b young wrote:
> OOOOOKKKKKK
>
> i need to apologize to the list... in the past the question has come up as
> to what the value of toe in - out was necessary. many on the list have said
> you need some toe in,, and my response has always been copied from the kolb
> builders manual. which states in short, neutral, if you have to err, err on
> the side of toe out. from my experience this week that is wrong. toe
> in is needed,, but how much is still evading me.
>
> while driving the kolb around on snow and ice,, i would notice that when 1
> tire was on a slick spot and the other on dry surface, my mkiii would jump
> in the direction of the tire on the ice, now i had believed my gear to be
> quite neutral when i last visited the subject 9 years ago.... but this
> experience convinced me i was toe in by quite a bit. and more sophisticated
> measurements has confirmed that. now i am using the solid tapered steel
> legs i bought from kolb. and the camber has always been off since i
> installed them new, so i have decided to do something about it. so i did
> some work on the calculator to decide how much i wanted to bend the gear
> legs down to correct the camber, then how much i wanted to bend the gear
> back to eliminate the toe in,, figured the angles to do both with 1
> bend. after bending the camber is perfect, and i left a tiny bit of toe
> in, and figured before i tried bending more i would try it. it felt as
> if i was driving down the railroad track on the railroad ties. it was near
> impossible to look out the windows to see and keep things straight down the
> runway,,, but what i think was happening is the rolling resistance would
> flex the gear backwards, till i was in a toe out position,,, that would
> increase the rolling resistance, bend back more till the wheel would loose
> traction then the gear would spring forward, the wheel would slide, skip,
> roll, bounce, all at the same time and do it at 30 times a second. or there
> about.
>
> long story, but i will start bending some toe in back in the gear, bit
> by bit,, and keep trying till i get a smooth roll out. in the past if i
> inflated my tires to 15 lb or so, it could get a bit darty, but if i kept
> the tire pressure at 8 psi or so, there would be enough flex in the side
> walls to roll correct. so i will be doing the test with 15 psi in the
> tires and try and get the toe in so that when the gear flexes back, the
> tires will be tracking true. so i am thinking my final be will be back near
> where i started.
>
> when i come up with some final answers i will post to the list... one
> last thought, when i had the alum, gear legs it seems that they flexed less
> than the spring steel legs. so my results may not fit everyone's needs.
> but my lessons and experience may help.
>
> boyd young
> mkiii utah.
>
>
> *
>
> *
>
>
________________________________________________________________________________
| Subject: | New Videos to watch.... |
| From: | "ces308" <ces308(at)ldaco.com> |
Hi All!
Took these yesterday...first will be the flight...second will be us digging out
the plane after it fell through the crusty snow....third is taxiing out of the
mess....and forth is of the well jacks I made to get the plane in and out of
the hangar....
http://www.youtube.com/watch?v=kM3zDj729Wc
http://www.youtube.com/watch?v=4BiwRQX6VfY
http://www.youtube.com/watch?v=rvYpzzN64nE
http://www.youtube.com/watch?v=vNfz07uUfwM
chris ambrose
M3X/Jabiru A-2200
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331239#331239
________________________________________________________________________________
| Subject: | Re: South Florida Flyers |
| From: | "gotime242" <dylanshine(at)gmail.com> |
I fly out of Lantana Airport in west palm beach and have been considering heading
to okeechobee airport one of these days...
Here are some other florida flyers:
http://forums.matronics.com/viewtopic.php?t=55393&highlight
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331249#331249
________________________________________________________________________________
| From: | mark rinehart <capt_riney(at)yahoo.com> |
| Subject: | Runway Lenght for Kolb M3 |
I'm wanting to create a grass strip for my Mark3 on a farm my brother owns in central
Indiana. How much runway do I need assuming clear approaches (no obstacles)
at both ends. This is all level land and is currently being farmed in corn
or beans. Thanks.
Mark Rinehart
Indy Kolb Mark3 N68MR
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: landing gear toe in - out |
Boyd
It sounds like I have the same solid steel gear legs. I really like the
gear but don't like the look of negative camber. Where/how did you bend
the gear and did you remove the gear to bend it? I clamped a staight 2X4
between both axles notched for the brake attachment while installing my
gear legs so I think they are neutral. But they flex under load so much
that things could change.
Keep us posted
Rick Neilsen
>>>>>>>>
Rick yes i had to remove the gear,,, my son bought a pipe bender that
goes up to 2 inch,, the bending was easy,, but wish i had left toe in
alone and only did the camber.
b oyd
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: Runway Lenght for Kolb M3 |
I'm wanting to create a grass strip for my Mark3 on a farm my brother
owns in central Indiana. How much runway do I need assuming clear
approaches (no obstacles) at both ends. This is all level land and is
currently being farmed in corn or beans. Thanks.
Mark Rinehart
Indy Kolb Mark3 N68MR
>>>>>>>>>>>>
with good skills and lo altitude,, 600 ft seems to work for some,,,
less skills and higher altitude = longer. mark it out on the
runway you are using now and compare, your mileage may vary.
boyd young mkiii
________________________________________________________________________________
| Subject: | Re: Runway Lenght for Kolb M3 |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
A friend of mine has a level strip with good approaches in both directions that
is exactly 1,000' long, and when I have a passenger and it is hot, I wouldn't
want any less. What works when things are optimum is not what you want on those
occasions when things are less than ideal. If you can come up with 1,200'
- take all of it.
My home field (3TN0) is 750' long, but it has a good slope to it, takeoff is downhill
into the prevailing wind and landing is uphill, and a sloped runway makes
a huge difference. I wouldn't want any less, because every once in a while
I use most all of it. Not all landings turn out the way you plan, and once I touch
down, (headed uphill towards the neighbor's house and trees) there is no
go-around.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331273#331273
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Runway Lenght for Kolb M3 |
How much runway do I need assuming clear approaches (no obstacles) at both
ends.
Mark Rinehart
Mark R/Gang:
Gantt International Airport is 750 feet useable. Approaches aren't all that
clear. Plenty room for me and my mkIII. I also fly passengers out of
Gantt, which is a cow pasture.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell1020(at)gmail.com> |
| Subject: | Re: Runway Lenght for Kolb M3 |
Mark,
I would consider John's 750 feet, a bare minimum, get more if you
can. Keep in mind that John is a much better pilot than most of us. The
only time the runway is too long is when you have to push the plane.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: John Hauck
To: kolb-list(at)matronics.com
Sent: Wednesday, February 16, 2011 3:55 PM
Subject: Re: Kolb-List: Runway Lenght for Kolb M3
How much runway do I need assuming clear approaches (no obstacles)
at both
ends.
Mark Rinehart
Mark R/Gang:
Gantt International Airport is 750 feet useable. Approaches aren't
all that
clear. Plenty room for me and my mkIII. I also fly passengers out of
Gantt, which is a cow pasture.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Runway Lenght for Kolb M3 |
I would consider John's 750 feet, a bare minimum, get more if you can.
Keep in mind that John is a much better pilot than most of us. The only time
the runway is too long is when you have to push the plane.
Larry
Larry/Kolbers:
I beg to disagree.
Gantt International was 600 feet when I made my first solo flight in a fixed
wing aircraft, the Ultrastar I built in 1984. Of course, I crashed on my
first landing, but two weeks later armed with new main gear, nose, and prop,
I learned to land on my second ever attempt. That was without brakes too.
I'd have a longer strip if I could. Get all you can get while you can.
Larry is used to flying off his own 2,600 foot gravel strip with no trees in
his part of the State of Oregon.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Runway Lenght for Kolb M3 |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Take all that is available you will be coming up with friends that can not
use a kolb strip
Ellery Batchelder Jr.
-----Original Message-----
From: mark rinehart <capt_riney(at)yahoo.com>
Sent: Wed, Feb 16, 2011 2:18 pm
Subject: Kolb-List: Runway Lenght for Kolb M3
I'm wanting to create a grass strip for my Mark3 on a farm my brother owns
in
entral Indiana. How much runway do I need assuming clear approaches (no
bstacles) at both ends. This is all level land and is currently being far
med
n corn or beans. Thanks.
Mark Rinehart
ndy Kolb Mark3 N68MR
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===========
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell1020(at)gmail.com> |
| Subject: | Re: Runway Lenght for Kolb M3 |
I am not sure which part John is disagreeing with, but I am used to it.
:-) I didn't always fly where there were no trees. My last runway before
this one was about 400 feet. I had to touch down under power lines, the
small ones, and there was a wall of Ponderosa trees that I was landing
up against. I did it, didn't like it! You just had to get it right,
every time. It was always exciting.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: John Hauck
To: kolb-list(at)matronics.com
Sent: Wednesday, February 16, 2011 4:54 PM
Subject: Re: Kolb-List: Runway Lenght for Kolb M3
I beg to disagree.
Gantt International was 600 feet when I made my first solo flight in a
fixed
wing aircraft, the Ultrastar I built in 1984. Of course, I crashed on
my
first landing, but two weeks later armed with new main gear, nose, and
prop,
I learned to land on my second ever attempt. That was without brakes
too.
I'd have a longer strip if I could. Get all you can get while you
can.
Larry is used to flying off his own 2,600 foot gravel strip with no
trees in
his part of the State of Oregon.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: New Videos to watch.... |
| From: | "Ralph B" <rstar447(at)gmail.com> |
Chris, good videos. You could have plowed through that snow if the skis were waxed.
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
24 years flying it
Kolbra 912UL
N20386
3 years flying it
150 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331309#331309
________________________________________________________________________________
| Subject: | Re: New Videos to watch.... |
| From: | "ces308" <ces308(at)ldaco.com> |
Ralph,
The snow was to deep and packed and frozen...once it broke through,it was all done...I
have Lexan on the bottom of the skis and it really works good ! The first
flight with the skis was without the Lexan and there was still some grass
showing...maybe an inch or 2 of snow and I could feel the drag on the skis...next
day I put the Lexan on the bottoms and holy cow...what a difference ! I
had to be careful with the throttle coming up to the hangar it was so slippery!
chris ambrose
M3X/Jabiru A-2200
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331312#331312
________________________________________________________________________________
| From: | David Kulp <undoctor(at)ptd.net> |
| Subject: | Re: landing gear toe in - out |
railroad track on the railroad ties. it was near impossible to look
out the windows to see and keep things straight down the
runway,,, but
what i think was happening is the rolling resistance would flex
the gear
backwards, till i was in a toe out position,,, that would
increase the
rolling resistance, bend back more till the wheel would loose
traction
then the gear would spring forward, the wheel would slide, skip,
roll,
bounce, all at the same time and do it at 30 times a second. or
there
about.
Boyd/list
This brings to mind years ago when they first started putting radial
tires on
the steering axles of 18 wheelers. For a while we had our jobs cut out
for us to
keep the it in one lane. The rig would lurch right, then left; kind of
where ever it
wanted to go, and the driver was left with the task of getting safely to
our destination.
Through experimentation and testing they found that the toe in normal for
years with bias tires didn't work with radials. I believe the amount of
weight
had something to do with it. The greater rolling resistance with bias tires
pulled back on the steering and suspension, causing the wheels to roll
parallel. But with the reduced rolling resistance of radials, the toe
in remained
intact, consequently the steering axle wheels "argued" with each other which
one was in charge at any given moment.
The resolution of this problem was welcome for those of us who fought with
it for thousands of miles!!
Good luck getting it right. Hope this info gives you some insight, like
experimenting
with tire pressure, which is easier to change than bending, and not
nearly as "permanent."
Dave Kulp
Bethlehem, PA
FireFly 11DMK
________________________________________________________________________________
| From: | Mark Rinehart <capt_riney(at)yahoo.com> |
| Subject: | Grass Strip for Mark3 |
Thanks to all for the responses. Sounds like I don't want anything less than 750
ft, and more is better. I'm going to the farm this weekend to walk the ground
and see what location would be best.
Mark Rinehart
Indy Mark3 N68MR
Sent from my iPad
________________________________________________________________________________
| Subject: | Re: Grass Strip for Mark3 |
Mark,
from my experience flying a MK lll with a 80 hp rotax at 900' above sea
level with a full load you should be ok with a 1000' with clear approach
on both ends....more of course would be better....for what it is
worth....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
________________________________________________________________________________
| Subject: | Re: South Florida Flyers |
| From: | zeprep251(at)aol.com |
Rick,
I'm good for that on Sat,either place.Been off line until today (fri.A.M.)3
30-819-3000 verizon.Let me know
G Aman
-----Original Message-----
From: Rick Neilsen <neilsenrm(at)gmail.com>
Sent: Wed, Feb 16, 2011 2:11 pm
Subject: Kolb-List: South Florida Flyers
Hey South Florida Flyers or any one that wants to fly in somewhere in Flori
da some morning.
I don't have my Kolb down here this winter but I'm renting a SportCruiser o
ut of Charlotte county and I can meet most any where. How about it? Gary A,
Buford, George A, and anyone else want to meet some where? I have a plane
available (right now) this Saturday 2/19/ 11 AM we could meet at Arcadia or
Wauchula.
Rick Neilsen
Redrive VW Powered MKIIIC
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Fw: Plane crash- Ellery |
- Ellery is okay.
http://new.bangordailynews.com/2011/02/17/news/bangor/ultralight-plane-cras
hes-in-stetson/#
-
-------------------------
------------------------ Bi
ll Sullivan
-------------------------
------------------------ Wi
ndsor Locks, Ct.
-------------------------
------------------------ FS
447
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fw: Plane crash- Ellery |
Ellery is okay.
http://new.bangordailynews.com/2011/02/17/news/bangor/ultralight-plane-crashes-in-stetson/#
Bill Sullivan
Bill S/Kolbers:
Glad Ellery is ok.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: South Florida Flyers |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Gary & Other South Florida Kolb Flyers
I can't get a plane for tomorrow. How about next Saturday 2/26
Rick Neilsen
Redrive VW Powered MKIIIC
On Fri, Feb 18, 2011 at 8:23 AM, wrote:
> Rick,
> I'm good for that on Sat,either place.Been off line until today (fri.A.M.)
> 330-819-3000 verizon.Let me know
> G Aman
>
>
> -----Original Message-----
> From: Rick Neilsen <neilsenrm(at)gmail.com>
> To: kolb-list
> Sent: Wed, Feb 16, 2011 2:11 pm
> Subject: Kolb-List: South Florida Flyers
>
> Hey South Florida Flyers or any one that wants to fly in somewhere
> in Florida some morning.
>
> I don't have my Kolb down here this winter but I'm renting a SportCruiser
> out of Charlotte county and I can meet most any where. How about it? Gary A,
> Buford, George A, and anyone else want to meet some where? I have a plane
> available (right now) this Saturday 2/19/ 11 AM we could meet at Arcadia or
> Wauchula.
>
> Rick Neilsen
> Redrive VW Powered MKIIIC
>
> *
>
>
> ==========
>
> tor?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
>
> ==========
>
> tp://forums.matronics.com
>
> ==========
>
> bution">http://www.matronics.com/contribution
>
> ==========
>
> *
>
> *
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: South Florida Flyers |
| From: | zeprep251(at)aol.com |
Rick,
Just give me notice when and where.I could also keep a seat open for a pass
enger I could pick up anywhere in between.
Thanx G.Aman
-----Original Message-----
From: Rick Neilsen <neilsenrm(at)gmail.com>
Sent: Fri, Feb 18, 2011 10:54 am
Subject: Re: Kolb-List: South Florida Flyers
Gary & Other South Florida Kolb Flyers
I can't get a plane for tomorrow. How about next Saturday 2/26
Rick Neilsen
Redrive VW Powered MKIIIC
On Fri, Feb 18, 2011 at 8:23 AM, wrote:
Rick,
I'm good for that on Sat,either place.Been off line until today (fri.A.M.)3
30-819-3000 verizon.Let me know
G Aman
-----Original Message-----
From: Rick Neilsen <neilsenrm(at)gmail.com>
Sent: Wed, Feb 16, 2011 2:11 pm
Subject: Kolb-List: South Florida Flyers
Hey South Florida Flyers or any one that wants to fly in somewhere in Flori
da some morning.
I don't have my Kolb down here this winter but I'm renting a SportCruiser o
ut of Charlotte county and I can meet most any where. How about it? Gary A,
Buford, George A, and anyone else want to meet some where? I have a plane
available (right now) this Saturday 2/19/ 11 AM we could meet at Arcadia or
Wauchula.
Rick Neilsen
Redrive VW Powered MKIIIC
tor?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
tp://forums.matronics.com
bution">http://www.matronics.com/contribution
get="_blank">http://www.matronics.com/Navigator?Kolb-List
ttp://forums.matronics.com
_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: South Florida Flyers |
Just give me notice when and where.I could also keep a seat open for a
passenger I could pick up anywhere in between.
Thanx G.Aman
Wish I could go with you all, but started an annual inspection on my MKIII
yesterday. Will be a while until she is flying again.
Still planning on flying to Lakeland about 28 Mar 2011, for S&F.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Sun and Fun 2011 |
| From: | "209GS" <guebbing(at)aol.com> |
I'll be driving down for the week. Looking forward to meeting up with Bryan, and
meeting any other Kolbers!
--------
Gerry Uebbing
Firestar II 503 b-box
(not flying yet)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331421#331421
________________________________________________________________________________
| Subject: | Astro Pneumatics |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
About 4 years ago I bought an Astro Pneumatics PR36 pneumatic pop rivet gun.
At the time I bought it specifically for pulling 3/16" stainless steel
rivets. If memory serves it was about $70 at the time (I just came across
the current price at Pegasus Racing and they're $77 now).
Anyway, I was getting ready to make an extended nose piece for pulling some
rivets that were exceptionally close to a flange when I discovered the other
three nose pieces were missing from the bag I keep the riveter in. The next
morning I did a search and found Astro Tools in Mount Airy, NC, got their
service dept on the phone and asked them about replacement nose pieces.
Maybe it was because it was Valentines Day, I don't know, but they sent me
out a new set for free. They didn't even charge for shipping.
So, if you're in the market for a pneumatic riveter, Astro Tool makes a good
one, and they certainly have my 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
________________________________________________________________________________
| Subject: | cheap alternative to SPOT |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
NOT Kolb specific but may be of interest to Kolbers and other aviators. I'm not
selling or pushing this just thought some might be interested, if they have an
iPhone. If you are not interested, just skip on to the next or flame me, as
you see fit.
A couple days ago I downloaded a free App to my iPhone, called MotionX GPS Lite.
It is the free version of their have-to-pay-for version. Yesterday I tried it
out to see how the tracking and notification service went, not in an airplane
but in my car. It works. The difference between the free version and the oh-so-expensive
version ($3) is the number of tracks and waypoints you can save and
a few other features.
This is what was sent to my email when I told it to do so.
Name: Track 001
Date: Feb 17, 2011 2:18 pm
Map:
(valid until Aug 16, 2011) View on Map
Distance: 22.8 miles
Elapsed Time: 39:03.1
Avg Speed: 35.0 mph
Max Speed: 59.9 mph
Avg Pace: 01' 43" per mile
Min Altitude: 526 ft
Max Altitude: 626 ft
Start Time: 2011-02-17T19:18:30Z
Start Location:
Latitude: 42.985869 N
Longitude: 78.828044 W
End Location:
Latitude: 42.985917 N
Longitude: 78.828064 W
The "View On Map" shown above was actually this link:
http://maps.google.com/?t=p&z=15&ll=42.985869,-78.828044&q=http://share.gps.motionxlive.com/shr/x/kmz/1eabb671c39da7bbb21cbc14b09e6ca5
For more info, see:
http://news.motionx.com/category/motionx-gps/
I don't think it is as functional as SPOT but it appears to do all I want it to
do, so I may pop for the expensive $3 version!
--------
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=331430#331430
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Astro Pneumatics |
Rick=2C
Positive feedback about various companies is always good to hear.
My Icom A200 comm radio rubber knob covers were old and dry rotted. I
called the Icom Co. to order some more (3 pcs.). The guy said=2C send me y
our
address via email=2C and I'll ship them out to you. I did=2C and they did
=2C for free.
It didn't even cost me the postage.
Great customer service is ALWAYS good advertisement!!! Thanks for the
plug for Astro Pneumatics. We know where to go to get a good riveter!
Mike Welch
So=2C if you're in the market for a pneumatic riveter=2C Astro Tool makes a
good one=2C and they certainly have my thanks.
--
Zulu Delta
Mk IIIC
Thanks=2C Homer GBYM
________________________________________________________________________________
| Subject: | Re: Plane crash- Ellery |
| From: | "Kip" <klaurie(at)mindspring.com> |
Glad to hear that you are OK, Ellery.
I like the comments in the article...good job... [Laughing]
--------
2000 Firestar II
R503 DCDI
VLS 750
2010 Waiex
Jabiru 3300
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331454#331454
________________________________________________________________________________
| Subject: | Re: South Florida Flyers |
| From: | "George Alexander" <gtalexander(at)att.net> |
neilsenrm(at)gmail.com wrote:
> Gary &Other South Florida Kolb Flyers
>
> I can't get a plane for tomorrow. How about next Saturday 2/26
>
> Rick Neilsen
> Redrive VW Powered MKIIIC
>
>
There is an "event" at Venice Municipal Airport (KVNC) on 26 Feb. They bill it
as an Open House and Fly In.
If I get any more info on it, I'll post.
--------
George Alexander
FS II R503 N709FS
http://www.oh2fly.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331474#331474
________________________________________________________________________________
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Well Here is The skinny of me and N213 thursday afternoon I was out flying
when all of a sudden I got a real violent Vibration enough to set the ELT
off it shook the whole airplane this way and it was violent enough to she
d both carbs then I was getting some glider time in, and only one small bo
g covered with 3 feet of snow I was not... in a panic mode at all I ended
up landing 200 yards short and in the woods the mk3 didnt make it but I
got a bruised ankle and a small scratch on the back of my hand, I spent
the day with the FAA and talking to the NTSB and insurance company and th
e rest of the day taking what was left of the airplane apart and out of th
e woods before the airplane pirates could find it
The FAA guy said the propellor was the cause of this situation as far as
he can see, one of the three Warp Drive Blades lost 2/3 of its blade. I
never been fond of Warp drive Props and now I can never change my mind ab
out what I thought of them, im Thinking this could have taken my life or
worse someone elses life, The NTSB wants to take possession of this Prop
Ellery N213 Down & Out
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
Ellery, glad to year you're OK, sorry about the plane.
Funny, I always had the impression that Warp Drives were the toughest out
there?
-Dana
At 09:16 PM 2/18/2011, Ellery Batchelder Jr wrote:
>
>Well Here is The skinny of me and N213 thursday afternoon I was out flying
>when all of a sudden I got a real violent Vibration enough to set the ELT
>off it shook the whole airplane this way and it was violent enough to shed
>both carbs then I was getting some glider time in, and only one small bog
>covered with 3 feet of snow I was not... in a panic mode at all I ended up
>landing 200 yards short and in the woods the mk3 didnt make it but I got a
>bruised ankle and a small scratch on the back of my hand, I spent the day
>with the FAA and talking to the NTSB and insurance company and the rest of
>the day taking what was left of the airplane apart and out of the woods
>before the airplane pirates could find it
>The FAA guy said the propellor was the cause of this situation as far as
>he can see, one of the three Warp Drive Blades lost 2/3 of its blade. I
>never been fond of Warp drive Props and now I can never change my mind
>about what I thought of them, im Thinking this could have taken my life or
>worse someone elses life, The NTSB wants to take possession of this Prop
>
--
Do YOU trust a government that won't obey it's OWN LAWS?
________________________________________________________________________________
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
I thought they were the toughest out there but I just didn't like the ide
a of how they
pitch the blades and the design of the Prop Hub on this particular model
Ellery Batchelder Jr.
-----Original Message-----
From: Dana Hague <d-m-hague(at)comcast.net>
Sent: Fri, Feb 18, 2011 10:05 pm
Subject: Re: Kolb-List: N213 Wreck
Ellery, glad to year you're OK, sorry about the plane.
Funny, I always had the impression that Warp Drives were the toughest out
there?
-Dana
At 09:16 PM 2/18/2011, Ellery Batchelder Jr wrote:
Well Here is The skinny of me and N213 thursday afternoon I was out flying
when all of a sudden I got a real violent Vibration enough to set the ELT
off it shook the whole airplane this way and it was violent enough to she
d both carbs then I was getting some glider time in, and only one small bo
g covered with 3 feet of snow I was not... in a panic mode at all I ended
up landing 200 yards short and in the woods the mk3 didnt make it but I
got a bruised ankle and a small scratch on the back of my hand, I spent
the day with the FAA and talking to the NTSB and insurance company and th
e rest of the day taking what was left of the airplane apart and out of th
e woods before the airplane pirates could find it
The FAA guy said the propellor was the cause of this situation as far as
he can see, one of the three Warp Drive Blades lost 2/3 of its blade. I
never been fond of Warp drive Props and now I can never change my mind ab
out what I thought of them, im Thinking this could have taken my life or
worse someone elses life, The NTSB wants to take possession of this Prop
--
Do YOU trust a government that won't obey it's OWN LAWS?
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________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
ok kolbers..
my toe in numbers are in. this is quite long,,, and if you are not
interested hit delete now.
my starting numbers may not be as accurate as I would have liked them to
be, my measuring technique improved with time. but not with standing
this is what I have.
the camber of both wheels was a neg 3 deg. this was due to the way the
axels were bent at the factory, when the plane was hoisted in the air
the axels were parallel to the ground, and when the weight of the
aircraft was put on them, both wheels went neg, and when I climbed in
with a passenger it went to 4 1/2 deg neg, the tops of the tires were
angled in and the gear looked squatted down.
recent post about toe in had me wondering. and I had quoted what was
in the mkiii construction manual for "toe in". which was "neutral, and
if you have to err, err on the side of toe out."
a while back my son bought a very nice pipe bender. so I had him bring
it over and we did some work on the gear.
my original measurements which may not be as accurate as I would have
liked,, best I knew how at the time, were:
left wheel .70 deg toe in,,, right wheel 1.000 deg toe in
total for both wheels of 1.70 with neg 3 deg camber each side. with
the air pressure in the tires low (6 to 8 psi) it drove around what I
thought was ok... if I pumped the air pressure up to 15 it would dart
across the runway and made it hard to keep the white line between the
tires. so for 600 hours I ran low tire pressure.
I figured if I was going to put in a bit of positive camber, I could
correct the toe in at the same time. so my son and I proceeded to bend
steel. and by varying the bend angle, I could adjust for camber and
toe in at the same time with one bend. what we ended up with was
about 3/4 deg pos camber on the right and 1 deg pos camber on the
other right (left), and the toe in was neutral on both sides,,, I was
quite thrilled, until I took it out for a drive.
from the neutral toe in as I started rolling for take off, the rolling
resistance pulled the gear back till I was in a toe out condition. at
that time the drag on the wheel increased and the gear flexed back till
the tire started sliding, and the gear would spring forward.. it felt
like I was riding a jack hammer. so back to the drawing board.
a friend and I went out this afternoon and started bending some "toe in"
back in the gear. what we ended up with was:
left wheel .78 deg right wheel .70 deg both wheels 1.48 deg...
my goal was 1.5 deg,, I came real close. it was less then my 1.7
I started with,,, I went for a test taxi and it would dart across the
runway,, not as bad as before,,,, and the jack hammer was gone,, I
figured if I lowered the tire pressure it would be ok... but we tried
one more time. this time we only bent 1 gear, and I ended up with
left .52 deg "toe in" and right stayed .7 deg "toe in" total for both
wheels 1.22 deg,,, I increased the camber to 1.5 deg pos camber each
side. with my friend sitting on the side each side would go to neutral
camber. I went for another taxi test,,, the darting across the runway
went from manageable to barely noticeable.. but there was a tiny bit of
shake in the right side when I hit the brakes. I am quite certain that
if I lower the air pressure it will go away. a test for another day. I
ran out of daylight.
from my experience and if I had computerized bending equipment, I would
go with .625 deg toe in per side for 1.25 deg for the combined figure.
or I would redesign the landing gear sockets to make them adjustable.
for "toe in" then you could dial in exactly what you need. I will fly
like this for a while.. but I may experiment again with the tubular
steel, hardened to 48 rockwell.
my gear is the solid tapered spring steel gear legs that the new kolb
company sold for the mark iii. your mileage may vary. the aluminum
gear (i think) would not be as flexable, so less toe in would be
required.
I took a few pictures if any one is interested.. I will have to get
them off the camera, resized and posted.
boyd young
mkiii
utah
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
I thought they were the toughest out there but I just didn't like the idea
of how they
pitch the blades and the design of the Prop Hub on this particular model
Ellery Batchelder Jr.
Ellery B/Kolbers:
What model hub and blades were you flying?
Have you talked to Darryl at Warp Drive?
First time I have heard of a blade seperating on a Warp Drive.
Again, glad you are ok.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "209GS" <guebbing(at)aol.com> |
I'm just glad to hear that your ok. Insurance can replace the bird so you can fly
again. It does speak volumes on the safety of the design. One of the reasons
I picked a Kolb.
--------
Gerry Uebbing
Firestar II 503 b-box
(not flying yet)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331485#331485
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
kolbers,,
this is how I calculated the angles for toe in on my mkiii
initial figures were done by hanging a pipe under the fuselage on the
centerline, then hanging a 5 ft pipe along the outside of the wheel,
then measuring from each side to center,, I think this was prone to
more error as the pipe along the wheels could vary in angle by whether
the pipe was on the sidewall or on a raised letter.
subsequent measurements were made after picking the brain of an a&p
I made a piece of wood cut to the diameter of the wheel , and placing a
piece of sheet metal to keep it centered on the rim. then added a side
piece to help hold a carpenter square. then placed the wheel on a grease
plate, (2 pieces of floor tile with a layer of grease between them.
could use alum sheets)
by putting a straight board, or I used a steel angle supported with
sections of 2x8 to hold it at the correct height. and held against the
back of both tires. then used a carpenters square to hold against the
straight angle. and laid it on the wheel bracket.
then holding the square against the back of the block measured the
distance from the edge of the square to the front of the block. or more
specific a spot on the block 5.725 inches from the back edge of the
block. this measurement was chosen because of the ratio between the
measurement and the angle.
if the measurement from the square to the tick mark on the front (left)
side of the block was .052 inches the angle is determined by moving
the dismal 1 space to the right. or .52 deg (I learned this nice
little association with the distance from the square and tick mark at
5.725 inches and angle quite by accident while playing with a spread
sheet,) and it will only work while the angles are very small.
the tangent of the angle = the measurement of the opposite side
divided by the adjacent side. but we know the opposite and adjacent, we
use the inverse tangent function. the inverse tangent function =
the ratio .052/5.725 or TAN-1 power is .52 deg Toe In.
I measured the distance using a caliper depth indicator, on the back
of the block it measured 1.5 inches, or the width of the square, and
the left side measured at the tick mark 1.552 for the difference of
.052 inch.
to measure the camber, place the wood block vertical, and hold the
square on the floor and against the block going vertical.
boyd young mkiii
utah
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Fw: Plane crash- Ellery |
Great to know Ellery is alright.
Ron @ KFHU
--- william sullivan wrote:
============
Ellery is okay.
http://new.bangordailynews.com/2011/02/17/news/bangor/ultralight-plane-crashes-in-stetson/#
Bill Sullivan
Windsor Locks, Ct.
FS 447
--
kugelair.com
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
Great that you made it out. Well I guess I am not going to get a Warp drive either.
I like that Tennessee prop anyway. Too bad they don't make a 3, 4 blader's.
---- Ellery Batchelder Jr wrote:
============
Well Here is The skinny of me and N213 thursday afternoon I was out flying when
all of a sudden I got a real violent Vibration enough to set the ELT off it shook
the whole airplane this way and it was violent enough to shed both carbs
then I was getting some glider time in, and only one small bog covered with 3
feet of snow I was not... in a panic mode at all I ended up landing 200 yards
short and in the woods the mk3 didnt make it but I got a bruised ankle and a small
scratch on the back of my hand, I spent the day with the FAA and talking
to the NTSB and insurance company and the rest of the day taking what was left
of the airplane apart and out of the woods before the airplane pirates could
find it
The FAA guy said the propellor was the cause of this situation as far as he can
see, one of the three Warp Drive Blades lost 2/3 of its blade. I never been
fond of Warp drive Props and now I can never change my mind about what I thought
of them, im Thinking this could have taken my life or worse someone elses life,
The NTSB wants to take possession of this Prop
Ellery N213 Down & Out
--
kugelair.com
________________________________________________________________________________
| Subject: | Re: registering an experimental aircraft |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Jason,
Roger willco. My plan is to borrow a copy of more reasonable Operating Limitations
from a friend's airplane and offer that as a model for emulation.
Wish I had kept a copy from my previous airplane.
--------
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=331497#331497
________________________________________________________________________________
| From: | "Ralph B" <rstar447(at)gmail.com> |
Ellery, I'm glad to see that you made it out ok.
How many hours did you have on the Warp Drive prop? Did it have any nicks that
you could see? How many hours did it have?
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
24 years flying it
Kolbra 912UL
N20386
3 years flying it
150 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331500#331500
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
There is an easy way to see toe-in that I think I may have gotten off
this list several years ago.
BTW, the steel legs that I bought from TNK to replace the aluminums a
couple years back installed with a
mild but visible amount of positive camber. Positive camber wheels,
when installed parallel will want to
track wider and need compensating toe-in.
I just guessed at what would do the job.
If you have a concrete floor with enough room, mark a center line from
the tail through the cage to a spot at least ten feet forward of the
nose.
Chalk line works, then mark the floor with a felt tip.
Now run the chalk line from behind the wheels, touching at the
centerline of the tire and just grazing the front to a point ten feet
out.
Snap the chalk line at both wheels and measure the half distances for
individual toe and compare to the distance at the main wheels.
I think I did something like 1/4" each wheel. It handles the same on
either grass or pavement.
BB
On 19, Feb 2011, at 12:18 AM, b young wrote:
> kolbers,,
>
> this is how I calculated the angles for toe in on my mkiii
>
>
________________________________________________________________________________
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Boyd,
Thanks for the explanation and photos of how you did the toe-in measurements. If
you experiment with the hardened tubular steel gear leg toe-in and and camber,
please let us know how it goes.
After bending my Slingshot hardened tubular steel gear legs last summer, I straightened
them by eyeball in my tube bender. Once mounted on the airplane the
left gear has negative camber (eyeball) but appears to be about neutral in toe-in.
The right gear appears neutral in camber with some apparent toe-in. This
is with full fuel but nobody in the seats. I flew it several times after this
mod before winter came.
It now tracks perfectly true during slow taxi on paved runway but darts side-to-side
at a faster pace with much higher pressure in the 600-6 tires than you normally
carry. There is no tendency whatsoever to vibrate fore-and aft as you
described but this could be due to the completely different angle the gear legs
come out of the sockets compared to the standard MkIII leg angles. I'm not satisfied
with this so I plan to do some more adjusting(bending) when weather warms
up and will try your method of checking the toe-in/out angles.
The only thing I see wrong with this measurement method is that it does not reference
the centerline of the fuselage, so it is possible to get camber and toe-in
on both sides adjusted just the way you want them and yet the fuselage could
be going down the runway at an angle. That should not be a big issue though
as it won't affect the tracking on the ground, but could look a little peculiar.
To check for this all you have to do is measure the angle between the piece
behind the tires and the boom tube. If it is 90 degrees, it is square with
the fuselage.
Please keep us posted on further adjustments or handling results.
--------
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=331505#331505
________________________________________________________________________________
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
I will be looking for the paperwork on that Prop and get that info out
the NTSB wants to know also I'll get you guys that info
Ellery Batchelder Jr.
-----Original Message-----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Fri, Feb 18, 2011 11:03 pm
Subject: Re: Kolb-List: N213 Wreck
I thought they were the toughest out there but I just didn't like the ide
a
f how they
itch the blades and the design of the Prop Hub on this particular model
llery Batchelder Jr.
Ellery B/Kolbers:
What model hub and blades were you flying?
Have you talked to Darryl at Warp Drive?
First time I have heard of a blade seperating on a Warp Drive.
Again, glad you are ok.
john h
kIII
itus, Alabama
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________________________________________________________________________________
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
171 Hours on the Prop
Ellery Batchelder Jr.
-----Original Message-----
From: Ralph B <rstar447(at)gmail.com>
Sent: Sat, Feb 19, 2011 8:51 am
Subject: Kolb-List: Re: N213 Wreck
Ellery, I'm glad to see that you made it out ok.
How many hours did you have on the Warp Drive prop? Did it have any nicks
that
ou could see? How many hours did it have?
Ralph B
--------
alph B
riginal Firestar 447
91493 E-AB
000 hours
4 years flying it
olbra 912UL
20386
years flying it
50 hrs
ead this topic online here:
http://forums.matronics.com/viewtopic.php?p=331500#331500
========================
===========
-= - The Kolb-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
-
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-
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-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
-
-========================
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-= - List Contribution Web Site -
-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
========================
===========
________________________________________________________________________________
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
and not a nick visible until this incident
Ellery Batchelder Jr.
-----Original Message-----
From: Ralph B <rstar447(at)gmail.com>
Sent: Sat, Feb 19, 2011 8:51 am
Subject: Kolb-List: Re: N213 Wreck
Ellery, I'm glad to see that you made it out ok.
How many hours did you have on the Warp Drive prop? Did it have any nicks
that
ou could see? How many hours did it have?
Ralph B
--------
alph B
riginal Firestar 447
91493 E-AB
000 hours
4 years flying it
olbra 912UL
20386
years flying it
50 hrs
ead this topic online here:
http://forums.matronics.com/viewtopic.php?p=331500#331500
========================
===========
-= - 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
-
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========================
===========
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-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
-
-========================
========================
===========
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-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
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________________________________________________________________________________
| From: | "SAILNROCK" <SAILNROCK(at)verizon.net> |
Ellery glad to hear your Ok
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331511#331511
________________________________________________________________________________
| Subject: | Firestar II wing tips |
| From: | "SAILNROCK" <SAILNROCK(at)verizon.net> |
Hi all
Thinking of putting MK3 droop wing tips on my Firestar II
Has any one done this and with what out come?
Thanks all .
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=331512#331512
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
-second try...........
There is an easy way to see toe-in that I think I may have gotten off
this list several years ago.
BTW, the steel legs that I bought from TNK to replace the aluminums a
couple years back installed with a
mild but visible amount of positive camber. Positive camber wheels,
when installed parallel will want to
track wider and need compensating toe-in.
I just guessed at what would do the job.
If you have a concrete floor with enough room, mark a center line from
the tail through the cage to a spot at least ten feet forward of the
nose.
Chalk line works, then mark the floor with a felt tip.
Now run the chalk line from behind the wheels, touching at the
centerline of the tire and just grazing the front to a point ten feet
out.
Snap the chalk line at both wheels and measure the half distances for
individual toe and compare to the distance at the main wheels.
I think I did something like 1/4" each wheel. It handles the same on
either grass or pavement.
BB
On 19, Feb 2011, at 12:18 AM, b young wrote:
> kolbers,,
>
> this is how I calculated the angles for toe in on my mkiii
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
>There is an easy way to see toe-in that I think I may have gotten off this
list several years ago.
>I just guessed at what would do the job.
>BB
Hi Bob=2C
When setting up my gear legs=2C I used a nylon string=2C rather than a ch
alkline. I set a very heavy weight
on each end=2C after I found the centerline of the plane with a plumb bob.
However=2C later=2C I found this
isn't really necessary to have a centerline.
Here's why=3B If you slide two 5/8"tubes (like chromoly tubing) EXACTLY
the same amount=2C into the axle
sleeves=2C they will meet at the exact center of the fuselage (assuming the
fuselage is square). By eyeballing
between the two tubes=2C you can mark a spot that is dead-nuts straight bet
ween the two gear legs. You can see
this in my second photo (except my axles are twisted forward for toe out).
The cinderblock/wood shims show
how I came up with the positive camber=2C because you also see where the fu
selage is shimmed to be level.
Using my digital level showed the tubes were raised 3 degrees up from pure
level.
In the second photo=2C you can see how I came up with 1) the tow out=2C a
nd 2) the positive camber. Once
I was satisfied with the chromoloy tubing being perfect=2C I tack welded th
em in place. Next=2C I cut off the excess
tubing=2C and took them to my welder buddy to TIG weld them.
All this talk about toe out=2C tow in=2C etc. was mostly after I set the
tow out on my axles. However=2C the
concensus seems to be I would have been better off with a slight toe in=2C
rather than the tow out I did.
For setting toe in or out=2C I find it easier to slide the 5/8" tubes thr
ough the axle sleeves (to the exact midpoint)=2C
mark them for zero=2C (straight line between axles)=2C and twist the axles
for adjusting toe in/out.
Yes=2C this DOES affect the camber a little twisting the axle=2C but not
enough to change it much.
Rather than using trigonometry like Boyd did=2C I did it a little differe
nt. I'll use example numbers=3B let's say the
tape measure gap between the axle sleeves is 80". Because I have a tiny bi
t of camber=2C this causes the distance
to increase a small amount=2C when using two tubes. I mark each chromoly t
ube exactly 40"=2C and slide them in
the axle sleeves. The marks are about 1/4" each inside the sleeve. I can
eyeball the 1/4" each side to insure
the tubes are equal!! By definition=2C they meet at the plane's centerline
!!
Mark a spot on something that helps support the two tubes (like my cinder
block/wood support)=2C at a point
that is straight (zero toe).
Here is my math=3B let's say the axle is actually rotating from 2 3/4" f
rom the tube marks. This adds up to
40" + 1/4" gap + 2 3/4" = 43" So=2C we have 43" from axle pivot point to
the centerline of the plane.
The circumference of a circle pi x D=2C where 'D' is 86" (2 x 43"). 3.1
4 x 86" = 270.04 inches. I know
a circle has 360 degrees=2C so I divide 270 by 360=2C which equals .75". T
herefore=2C if I want to adjust those
gear legs=2C I know every 3/4" I rotate the axle equals 1 degree.
In the final product=2C my gear legs ended up being 2 1/2 degrees positve
camber=2C which I really like=2C
and 1.25 degrees toe out. I'm willing to listen to arguments recommending
toe in=2C tho.
Very easy way to set the gear legs. Anybody care to recommend the EXACT
toe in they find that works
the best on a MkIII?
Mike Welch
MkIII
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Bob=2C everyone=2C
I had pictures attached=2C but had to run off for a minute=2C so I sent m
y email to the
'drafts' box. When I pulled my message back from the draft box=2C I didn't
notice my
photos were dropped.
Here are the two pictures I took while setting up my gear legs.
Mike Welch
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February 10, 2011 - Present
Kolb-Archive.digest.vol-lb