Today's Message Index:
----------------------
1. 04:32 AM - Re: Cracks in 912 oil reservoirmounting bracket (Kirk Smith)
2. 06:41 AM - Re: 912 oil tank support CRACKS (BICUM@aol.com)
3. 08:35 AM - Re: Transition from C-172 (William George)
4. 08:43 AM - Re: Broken throttle cable (William George)
5. 08:49 AM - cut gussets (boyd young)
6. 09:41 AM - plans (Paul Petty)
7. 10:11 AM - Re: Transition from C-172 (GeoR38@aol.com)
8. 10:14 AM - Re: Transition from C-172 (GeoR38@aol.com)
9. 10:27 AM - Re: Cracks in 912 oil reservoirmounting bracket aka ottering (Bob N.)
10. 11:31 AM - Re: Cracks in 912 oil reservoir mounting bracket (Christopher J Armstrong)
11. 12:15 PM - Re: plans (James and Cathy Tripp)
12. 12:17 PM - [ Dave Comer ] : New Email List Photo Share Available! (Email List Photo Shares)
13. 12:46 PM - Speed #s (Blackwell, Charlie & Meredith)
14. 12:46 PM - [ Paul Petty ] : New Email List Photo Share Available! (Email List Photo Shares)
15. 01:32 PM - plans (Paul Petty)
16. 01:45 PM - Re: Cracks in 912 oil reservoir mounting bracket (Richard & Martha Neilsen)
17. 02:17 PM - Re: plans (John Williamson)
18. 02:55 PM - Re: Speed #s (Richard Pike)
19. 03:10 PM - Re: plans (James and Cathy Tripp)
20. 03:15 PM - Re: [ Paul Petty ] : New Email List Photo Share Available! (Duncan McBride)
21. 03:35 PM - Re: Cracks in 912 oil reservoir mounting bracket (Kirk Smith)
22. 03:36 PM - Re: Speed #s (Duncan McBride)
23. 04:13 PM - Re: Speed #s (Richard Pike)
24. 05:04 PM - ambition (Bob Bean)
25. 05:24 PM - Was Speed #s, now waxing nostalgia (Duncan McBride)
26. 06:05 PM - Re: Speed #s (John Hauck)
27. 07:23 PM - Re: Speed #s (Duncan McBride)
28. 07:29 PM - Airport access (Fackler, Ken)
29. 07:55 PM - Re: Airport access (John Hauck)
30. 08:16 PM - Re: Airport access (dama)
31. 10:07 PM - Re: Airport access (Richard Pike)
Message 1
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| Subject: | Re: Cracks in 912 oil reservoirmounting bracket |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
...........gonna hafta start calling myself Big Lar
> Dangerfield. Hrumphf ! ! !
I started my Mark 3 in Feb 93 Lar. Can't finish till you're done. Got to
have the record in something. Sniffling Snuffy.........
Do not archive
Message 2
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| Subject: | Re: 912 oil tank support CRACKS |
--> Kolb-List message posted by: BICUM@aol.com
Hello List,
I was gonna post a message on this. I have a Mark III with a 912. My Mark
III was purchased from the Old Kolb. The engine kit came with the oil tank
support that mounted on the engine, right in front of the flywheel.
Over a two and half year period, experience three cracks in different
locations. Repaired first two. Cracks were usually adjacent to welds. Found
the
third crack during inspection, while getting ready for flight to Kitty Hawk and
TNK fly-in. Short on time, called TNK. They are using a bracket that mounts
directly to the main tube. Ordered it ($126.00). Had to modify gap seal to
allow for new mount.
It appears that TNK doesn't use the same gap seal hold down hook as the Old
Kolb. The new bracket mounts have to be installed a good ways forward to have
clearance on the 1/2" X brace tubing. I got around this by modifying the
mount system with 1 x 1 x 1/8" alum angle runners. This allowed me to move the
rear clamp back and avoid the cross brace tubing. Worked fine. Took a while
to think of it though.
I would have make the bracket myself but was running short on time getting
ready for the big trip.
If you have the old style reservoir bracket that mounts directly to the
engine. Inspect it carefully. A good tug back and forth may surprise you.
Headed to airport for finishing touches for trip. Hope the Isabel is a
non-factor.
Thanks,
John Bickham
St. Francisville, LA
Mark III - 912
190 hrs.
Message 3
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| Subject: | Re: Transition from C-172 |
--> Kolb-List message posted by: William George <wgeorge@mountainmeadowranch.com>
Right on John. Good post.
The bad news is that very light/high drag airplanes lose speed quickly. The
good news is very light/high drag airplanes lose speed quickly. Where being
"hot" in a heavier machine would result in a long float to touchdown, using
up valuable runway in the process, the Kolbs will bleed the excess airspeed
and have minimal float.
That said, the standard 1.3 XC Vso plus half the wind and all of the gust
will result in a pretty good cushion. Example: airplane Vso 38 mph, wind 10
mph wind gusting to 15 results in a 59 mph approach. Using the high drag
X1.5 Vso results in a speed of 67 mph. Theses indicated speeds are close to
cruise in some airplanes.
Coming from an airline environment I am fanatical about airspeed control.
Though the Kolbs are forgiving in most ways, they can bite if airspeed is
not given proper attention, particularly during deceleration.
Bill George
Kolb Mk-3/Verner1400SVS/Powerfin 68" "F"
> From: Kolb-List Digest Server <kolb-list-digest@matronics.com>
> Reply-To: kolb-list@matronics.com
> Date: Fri, 12 Sep 2003 23:56:25 -0700
> To: Kolb-List Digest List <kolb-list-digest@matronics.com>
> Subject: Kolb-List Digest: 44 Msgs - 09/12/03
>
>
>
> Time: 12:36:36 PM PST US
> From: "John Williamson" <kolbrapilot@comcast.net>
> Subject: Re: Kolb-List: Transition from C-172
>
> --> Kolb-List message posted by: "John Williamson" <kolbrapilot@comcast.net>
>
> Charlie, George R and all,
>
> To set the record straight, approach speed is calculated at 1.3 times the
> stall speed in whatever configuration the aircraft is in. The mass or weight
> only determines how fast the stall speed will be or weather you are an
> ultralight or a GA pilot.
>
> Here are a few excerpts from the FAA:
> 1. On final approach, the aircraft speed should be no less than 1.3 but no
> more than 1.4 times the pre-stall speed. Homebuilt biplanes (high drag)
> should use an approach speed of 1.5 times stall speed on landings.
>
> 2. Ultralights by their very nature are highly susceptible to winds above 15
> mph. All ultralight aircraft test flights should be conducted in light or
> no-wind conditions.
>
> 3. Even more so than America's top fighter pilots, ultralight pilots must
> manage airspeed. Due to its small speed range between stall and full power;
> high drag and low weight, airspeed should become the single most important
> concern of the ultralight pilot.
>
> Besides approach speed being 1.3 times the stall speed, don't forget to add
> half the wind speed and the gust spread if any. These additives stop at
> stall plus 20 mph if they exceed that speed.
>
> Stall plus 20 can be relatively fast and yes I have landed the Kolbra at 70
> mph. Remember we fly indicated airspeed so the ground speed was back at 50
> mph when I touched down.
>
> Do go by the Book. The book is the one you write after you determine what
> the performance numbers are for your Kolb.
Message 4
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| Subject: | Re: Broken throttle cable |
--> Kolb-List message posted by: William George <wgeorge@mountainmeadowranch.com>
Thanks Lar. Reducing spring tension might be a possibility. Wonder what the
other folks have done. I already had a plan in place if it broke in the air.
Haven't flight tested it though.
Now--get ur malingering butt out there in the heat and massage Vamoose.
do not archive
Bill George
Kolb Mk-3/Verner1400SVS/Powerfin 68" "F"
> From: Kolb-List Digest Server <kolb-list-digest@matronics.com>
> Reply-To: kolb-list@matronics.com
> Date: Fri, 12 Sep 2003 23:56:25 -0700
> To: Kolb-List Digest List <kolb-list-digest@matronics.com>
> Subject: Kolb-List Digest: 44 Msgs - 09/12/03
>
> Time: 10:58:25 PM PST US
> From: "Larry Bourne" <biglar@gogittum.com>
> Subject: Re: Kolb-List: Broken throttle cable
>
> --> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>
> Thanks George..............it's with just that in mind that I've fooled
> around some with a spring on the throttle arm to bring it to about 3/4 power
> if the throttle cable breaks. Some one (Don ??) mentioned quite a while ago
> that the solid type cables like I used (similar to outboard motor controls)
> are prone to breakage. His point was well taken - I've had it happen on
> boats. On the ground is one thing - interesting, but work-able as you
> proved. In the air, if the linkage took it to idle in an awkward area,
> things could get................awkward..............fairly quickly. It's
> good to hear it worked out OK. Lar.
Message 5
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--> Kolb-List message posted by: "boyd young" <by0ung@brigham.net>
And on that note, what's the
best way for cutting the sheet AL for the rest of the gusset's?
I used the big old style of tin snips..... the ones with about 2 1/2 to 3 inch
cutting surface and 10 inch handels... very easy to keep a smooth edge and strait
cut.
boyd
Message 6
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--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Kolbers,
Do plans normally come with these kits or just a building manual? The factory is
closed so I thought I'd ask the list.
pp
do not archive
Message 7
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| Subject: | Re: Transition from C-172 |
--> Kolb-List message posted by: GeoR38@aol.com
In a message dated 09/12/2003 3:37:24 PM Eastern Daylight Time,
kolbrapilot@comcast.net writes:
> Charlie, George R and all,
>
> To set the record straight, approach speed is calculated at 1.3 times the
> stall speed in whatever configuration the aircraft is in. The mass or weight
> only determines how fast the stall speed will be or weather you are an
> ultralight or a GA pilot.
>
> Here are a few excerpts from the FAA:
> 1. On final approach, the aircraft speed should be no less than 1.3 but no
> more than 1.4 times the pre-stall speed. Homebuilt biplanes (high drag)
> should use an approach speed of 1.5 times stall speed on landings.
>
> 2. Ultralights by their very nature are highly susceptible to winds above 15
> mph. All ultralight aircraft test flights should be conducted in light or
> no-wind conditions.
>
> 3. Even more so than America's top fighter pilots, ultralight pilots must
> manage airspeed. Due to its small speed range between stall and full power;
> high drag and low weight, airspeed should become the single most important
> concern of the ultralight pilot.
>
> Besides approach speed being 1.3 times the stall speed, don't forget to add
> half the wind speed and the gust spread if any. These additives stop at
> stall plus 20 mph if they exceed that speed.
>
> Stall plus 20 can be relatively fast and yes I have landed the Kolbra at 70
> mph. Remember we fly indicated airspeed so the ground speed was back at 50
> mph when I touched down.
>
> Do go by the Book. The book is the one you write after you determine what
> the performance numbers are for your Kolb.
>
>
> John Williamson
> Arlington, TX
>
> Kolb Kolbra, SN: 008, Jabiru 2200, 444 hours
> http://home.comcast.net/~kolbrapilot/
>
>
John and all,
I appreciate your solicitation to "go by the book"....shall we do a little
book math?
I have tested out my plane to stall at 26 IAS....this is not MUSH speed
...but the actual stall break speed when I'm up high, practicing. You know , when
a
wing usually drops and the nose goes over.
1.3 times 26 = 33.8 or 34 mph appoach speed.
Whenever I land my Kolb at 34 or thereabouts, I risk bending a gear Now it is
true that I weigh 215 now, so that is no doubt a factor on my skinny little
aluminum original legs. As a precaution, I never land less than 40 and
sometimes 45 if there is a little gustiness which cranks out to be:
40/ 26 = 1.54....which becomes my minimun ratio for landing...which exceeds
your "book" 1.4 maximum
So I have concluded that Kolb landings should either be hotter than the book
or I am looking at something wrong.
please flame away folks
George Randolph
KX Firestar driver with 7 bent landing gear, since '93...(but none since 99
or landing at 1.54)
Message 8
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| Subject: | Re: Transition from C-172 |
--> Kolb-List message posted by: GeoR38@aol.com
In a message dated 09/12/2003 5:50:13 PM Eastern Daylight Time,
rwpike@charter.net writes:
> These little airplanes can dissipate a lot of
> speed in a hurry once you get to know them, and IMHO, speed easily
> dissipated is better than speed needed.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
good point!!!
George Randolph
do not archive
Message 9
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| Subject: | Re: Cracks in 912 oil reservoirmounting bracket aka ottering |
--> Kolb-List message posted by: "Bob N." <ronoy@shentel.net>
BigLar,
At yer age, you otter know better!
Bob N.
do not archive
Message 10
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| Subject: | Cracks in 912 oil reservoir mounting bracket |
--> Kolb-List message posted by: "Christopher J Armstrong" <tophera@centurytel.net>
I started my Firestar II in 91... then I started Caitlin Bobby and
Jennifer. then moved to Michigan then to Wisconsin. I have the frame
done on gear, engine mounted, wings done tails done. Only things left to
build I the ailerons, fuel system and wiring. If I could string together
1 month of work I would have it ready for covering.
Topher
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Kirk Smith
Subject: Re: Kolb-List: Cracks in 912 oil reservoirmounting bracket
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
...........gonna hafta start calling myself Big Lar
> Dangerfield. Hrumphf ! ! !
I started my Mark 3 in Feb 93 Lar. Can't finish till you're done. Got to
have the record in something. Sniffling Snuffy.........
Do not archive
---
Incoming mail is certified Virus Free.
---
Message 11
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--> Kolb-List message posted by: "James and Cathy Tripp" <jtripp@elmore.rr.com>
Paul,
Some kits do and some don't. The FS for example has a big set of plans and
also a small instruction manual. The Kolbra only has a set of instructions
but has lots of good pictures. Most of that is that was because of the
effort John Williamson put into him Kolbra and then helped TNK with the
manual. Your instruction manual is much better than my plans ands
instructions combined. I'm sure someone will correct me if I'm wrong on this
but I'm pretty sure that's the way it is.
James Tripp, FS II, Covering
----- Original Message -----
From: "Paul Petty" <ppetty@c-gate.net>
Subject: Kolb-List: plans
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> Kolbers,
> Do plans normally come with these kits or just a building manual? The
factory is closed so I thought I'd ask the list.
>
> pp
>
> do not archive
>
>
Message 12
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| Subject: | [ Dave Comer ] : New Email List Photo Share Available! |
--> Kolb-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Dave Comer <BMWBikeCrz@aol.com>
Subject: Kolb Engine Cowling
http://www.matronics.com/photoshare/BMWBikeCrz@aol.com.09.13.2003/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures@matronics.com
Message 13
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--> Kolb-List message posted by: "Blackwell, Charlie & Meredith" <wozani@optonline.net>
Thanks guys for describing it more clearly than I had it. Having so many opinions
on this list is very helpful to fully clarify things. I was just using
the 1.2X speed as a personal reference. My ASI does not quite match the GPS
numbers I get, seems to vary with speed, but is within 5% most of the time.
Good enough to work with for me.
I did not remember the FAA had actual recommendations on the flight numbers
for final and such, but am glad someone mentioned them. It seems like I came
close from practice and my instructor's recommendations. Long final at 50 mph
is actually close to 1.6X my stall speed of 30mph indicated. Which is like
the homebuilt bi-plane number. Over the numbers at 40/42 is close to 1.3/1.4X
stalling speed. This means that I am still roughly 10 feet high over the end
of the runway. And then I continue the descent til the wheels rub and cut the
throttle back to zero as it touches, which is usually passing 35mph on its way
to the 30mph stalling. But by then I am bouncing down the grassy places anyway.
My above #s are for single occupancy.
Some of you have much tighter runways apparently and the short landing distance
is very important to you. Does your technique vary much? I don't think
I would get the: over the wires/down the gully/over the lip and uphill landing
strip without a lot of practice. The MK II does not have flaps or flaperons,
just lots of drag to help things. How does you short strip change the above
technique?
Charlie MKII, 503
Message 14
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| Subject: | [ Paul Petty ] : New Email List Photo Share Available! |
--> Kolb-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Paul Petty <ppetty@c-gate.net>
Subject: Reveiving Kit
http://www.matronics.com/photoshare/ppetty@c-gate.net.09.13.2003/index.html
o Main Photo Share Index
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If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
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Message 15
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--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Thanks James,
I was wondering because I figured the plans fell out of the beat up shipping tube
somewhere along the trail. It looks as if only the Boom tube was damaged. I'm
going to the hangar this afternoon to mic the other smaller thin wall tubing
to see if any of them are damaged. I figure I'll just haul the damaged parts
with me to the fly in and get them replaced there. I posted a few pictures of
the damage on the photo share.
pp
do not archive
Message 16
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| Subject: | Re: Cracks in 912 oil reservoir mounting bracket |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Ohooooooo Say it aint so!!!
The thought of one taking longer than Big Lar just about did me in but
TWO!!! OK you guys get off the computers RIGHT NOW and get building.
For the rest of you that just started the build process, it doesn't take
that long if you don't make many changes and aren't on vacation all the time
like Big Lar. I set a schedule of one hour per day on the average and it
took me two years plus another year to get the direct drive VW all sorted
out. If you can work more and/or you don't have to redo as many things two
or three times it will take you less. There are stories of people building
Kolbs in less than six months.
Do not archive
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Christopher J Armstrong" <tophera@centurytel.net>
Subject: RE: Kolb-List: Cracks in 912 oil reservoir mounting bracket
> --> Kolb-List message posted by: "Christopher J Armstrong"
<tophera@centurytel.net>
>
> I started my Firestar II in 91... then I started Caitlin Bobby and
> Jennifer. then moved to Michigan then to Wisconsin. I have the frame
> done on gear, engine mounted, wings done tails done. Only things left to
Message 17
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--> Kolb-List message posted by: "John Williamson" <kolbrapilot@comcast.net>
Paul,
For the Kolbra, all you get is a construction manual.
John Williamson
Arlington, TX
Kolb Kolbra, SN: 008, Jabiru 2200, 444 hours
http://home.comcast.net/~kolbrapilot/
do not archive
Message 18
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--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
No, I try not to vary my technique any. No matter if I have 500' or 5,000'
or runway, I try to shoot every approach the same - steep, 60 mph and full
flaps at idle power aimed at a point just prior to the runway, (or where I
imagine the runway threshold to be) then start to round out the steep
descent at the threshold, 8 feet up with airspeed approx 50 crossing the
threshold, and plan to touch down at approx 35 after 100-150' of float down
the runway.
Since I only have one technique, I don't have to try and remember any
variations. I have one technique and I practice it consistently.
Richard Pike
MKIII N420P (420ldPoops)
do not archive
At 03:45 PM 9/13/03 -0400, you wrote:
>--> Kolb-List message posted by: "Blackwell, Charlie & Meredith"
><wozani@optonline.net>
>
> Does your technique vary much? I don't think I would get the: over
> the wires/down the gully/over the lip and uphill landing strip without a
> lot of practice. The MK II does not have flaps or flaperons, just lots
> of drag to help things. How does you short strip change the above technique?
>
>Charlie MKII, 503
>
>
Message 19
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--> Kolb-List message posted by: "James and Cathy Tripp" <jtripp@elmore.rr.com>
BTW, if the damage is right on the end of the tube and not a couple of feet
in, you can bang out the dent and still use it.
James Tripp, FSII, Covering
----- Original Message -----
From: "Paul Petty" <ppetty@c-gate.net>
Subject: Kolb-List: plans
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> Thanks James,
> I was wondering because I figured the plans fell out of the beat up
shipping tube somewhere along the trail. It looks as if only the Boom tube
was damaged. I'm going to the hangar this afternoon to mic the other smaller
thin wall tubing to see if any of them are damaged. I figure I'll just haul
the damaged parts with me to the fly in and get them replaced there. I
posted a few pictures of the damage on the photo share.
>
>
> pp
> do not archive
>
>
Message 20
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| Subject: | Re: [ Paul Petty ] : New Email List Photo Share Available! |
--> Kolb-List message posted by: "Duncan McBride" <duncanmcbride@comcast.net>
I used a piece of the big fiberboard shipping tube for a scrap bin for a
year, then I screw it to a base and made a cat tree out of it for my
girlfriend's cats. Covered it with brown and green carpet, and cut some
branches out of plywood for the little hairballs to sleep on. They like it,
they've torn it to shreds.
----- Original Message -----
From: "Email List Photo Shares" <pictures@matronics.com>
Subject: Kolb-List: [ Paul Petty ] : New Email List Photo Share Available!
> --> Kolb-List message posted by: Email List Photo Shares
<pictures@matronics.com>
>
>
> A new Email List Photo Share is available:
>
> Poster: Paul Petty <ppetty@c-gate.net>
>
>
> Subject: Reveiving Kit
>
>
http://www.matronics.com/photoshare/ppetty@c-gate.net.09.13.2003/index.html
>
>
> o Main Photo Share Index
>
> http://www.matronics.com/photoshare
>
> o Submitting a Photo Share
>
> If you wish to submit a Photo Share of your own, please include
the
> following information along with your email message and files:
>
> 1) Email List or Lists that they are related to:
> 2) Your Full Name:
> 3) Your Email Address:
> 4) One line Subject description:
> 5) Multi-line, multi-paragraph description of topic:
> 6) One-line Description of each photo or file:
>
> Email the information above and your files and photos to:
>
> pictures@matronics.com
>
>
Message 21
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| Subject: | Re: Cracks in 912 oil reservoir mounting bracket |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
> The thought of one taking longer than Big Lar just about did me in but
> TWO!!! OK you guys get off the computers RIGHT NOW and get building.
I'm gonna need a grizzled old Drill sergeant to kick me in the b---- every
day too. At least I'm not in last place ...... Slowpoke snuf........
Do not archive
Message 22
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--> Kolb-List message posted by: "Duncan McBride" <duncanmcbride@comcast.net>
Yeah, me too. A lot of the guys at my field carry power all the way to
touchdown, but I just like the habit of practicing the landing technique
you'll have to use someday, every time. Every landing is a routine
power-off, short field, emergency landing. What I do to allow for
crosswinds, headwinds, thermals and the like is to fly the approach a little
high and tight and go to half flaps and full flaps when I'm certain I can
make the threshold. The Mark III slows down so fast, if you are a little
high and hot over the numbers (or trees), you'll slow down quick when you
round out. The only thing is, when I land at Gardner, a 4000' grass strip,
I have to power up and taxi a half-mile to the ramp. The guys ask me why I
wanted to land way out there, and I say, "I'm practicing."
I have 82 hours on the Mark III, and I'm really beginning to like it. It's
great getting to know the plane so well. Hope to see you all at the fly-in.
My hope is Isobel will suck all the bad weather out of the southeast and
take it somewhere off the coast of Delaware. Clear blue skies, everybody.
Duncan McBride
319DM
Mark III, 912
----- Original Message -----
From: "Richard Pike" <rwpike@charter.net>
Subject: Re: Kolb-List: Speed #s
> --> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
>
> No, I try not to vary my technique any. No matter if I have 500' or 5,000'
> or runway, I try to shoot every approach the same - steep, 60 mph and full
> flaps at idle power aimed at a point just prior to the runway, (or where I
> imagine the runway threshold to be) then start to round out the steep
> descent at the threshold, 8 feet up with airspeed approx 50 crossing the
> threshold, and plan to touch down at approx 35 after 100-150' of float
down
> the runway.
> Since I only have one technique, I don't have to try and remember any
> variations. I have one technique and I practice it consistently.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> do not archive
>
>
> At 03:45 PM 9/13/03 -0400, you wrote:
>
> >--> Kolb-List message posted by: "Blackwell, Charlie & Meredith"
> ><wozani@optonline.net>
> >
> > Does your technique vary much? I don't think I would get the: over
> > the wires/down the gully/over the lip and uphill landing strip without a
> > lot of practice. The MK II does not have flaps or flaperons, just lots
> > of drag to help things. How does you short strip change the above
technique?
> >
> >Charlie MKII, 503
> >
> >
>
>
Message 23
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--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
At 06:44 PM 9/13/03 -0400, you wrote:
>--> Kolb-List message posted by: "Duncan McBride" <duncanmcbride@comcast.net>
<snip>
>The only thing is, when I land at Gardner, a 4000' grass strip,
>I have to power up and taxi a half-mile to the ramp. The guys ask me why I
>wanted to land way out there, and I say, "I'm practicing."
>
>Duncan McBride
>319DM
>Mark III, 912
Visualize yourself a threshold closer to parking???
Richard Pike
MKIII N420P (420ldPoops)
do not archive
Message 24
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--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
Paul P. - nice organized shop, at least now. Just looking at all those
parts is
making me tired. -The season has arrived to restart the old snowplow, pick
the hops vine for a batch-o-brew, make some frozen tomato sauce.
-Kick back and enjoy the waning days of warmth. -BB do not archive
Message 25
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| Subject: | Was Speed #s, now waxing nostalgia |
--> Kolb-List message posted by: "Duncan McBride" <duncanmcbride@comcast.net>
Yeah, aiming at the end of the runway is a hard habit to break, but that
would be the place to do it. I could take off again and fly up to the north
end and land, but it would make the guys putting their sailplanes together
nervous anyway. Gardner Field, they're still teaching in a Schweizer 2-22.
What a tank, it weighs more than my Mark III. A few 1-26s on the field and
a 1-35. I hope to get my sailplane rating there this winter. Drive to the
field, fly to Gardner, fly sailplanes, fly home. There's a Saturday for
you. They even have peanuts and RC Cola for lunch. Sure we have mosquitos
and hurricanes and 100% humidity from June to September, but wintertime in
South Florida can be real nice.
Seeya,
Duncan McBride
Mark III, 319DM
do not archive
----- Original Message -----
From: "Richard Pike" <rwpike@charter.net>
>
> >The only thing is, when I land at Gardner, a 4000' grass strip,
> >I have to power up and taxi a half-mile to the ramp. The guys ask me why
I
> >wanted to land way out there, and I say, "I'm practicing."
> >
>
> Visualize yourself a threshold closer to parking???
>
> Richard Pike
Message 26
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> The only thing is, when I land at Gardner, a 4000' grass
strip,
> I have to power up and taxi a half-mile to the ramp. The guys ask me why I
> wanted to land way out there, and I say, "I'm practicing."
> Duncan McBride
Duncan/All:
If you don't want to get all that taxi practice at Gardner,
shoot your approach to the midfield taxiway, or whatever
taxiway is nearest the hangers. Seems you could still use
you same technique for landing. Pick a spot, get a sight
picture, a spot of the windshield, and fly to it.
I usually try to land as near the turn off to taxiway at
large airports to keep from speeding more time taxiing than
crosscountrying.
john h
DO NOT ARCHIVE
Message 27
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--> Kolb-List message posted by: "Duncan McBride" <duncanmcbride@comcast.net>
Sure enough, it's just that it's still such a novelty to land in about 400'.
I don't have the facility to see just how much space I need, so I aim at the
edge of the field. I'm getting used to landing with a whole lot of airport
left, so I'll start to work on judging just what I need. Even when flying
hang gliders, the discipline is to leave as much space in front of you as
you can - a hard habit to break, but 4000' is ridiculous, I agree. I'll
work on it.
Thanks to all for the suggestions about mountain flying. I especially
appreciated the advice about the specific terrain to avoid. I'm going to
leave as early as I can to allow the time to take the easy route, and wait
out less than perfect weather.
See y'all
Duncan McBride
Mark III, 319DM
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: Speed #s
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
> > The only thing is, when I land at Gardner, a 4000' grass
> strip,
> > I have to power up and taxi a half-mile to the ramp. The guys ask me
why I
> > wanted to land way out there, and I say, "I'm practicing."
>
> > Duncan McBride
>
> Duncan/All:
>
> If you don't want to get all that taxi practice at Gardner,
> shoot your approach to the midfield taxiway, or whatever
> taxiway is nearest the hangers. Seems you could still use
> you same technique for landing. Pick a spot, get a sight
> picture, a spot of the windshield, and fly to it.
>
> I usually try to land as near the turn off to taxiway at
> large airports to keep from speeding more time taxiing than
> crosscountrying.
>
> john h
>
> DO NOT ARCHIVE
Message 28
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--> Kolb-List message posted by: "Fackler, Ken" <kfackler@ameritech.net>
DO NOT ARCHIVE
Dear fellow Kolbers:
There appears to be a strong probability that I may have to sell my Kolb
Mark II in the near future. The airport where I'm based, Ray Community
(57D), formerly known as New Haven Macomb (whose motto is "The Friendliest
Little Airport in Michigan"), appears to be near to banning all ultralight
operations there. They are in the process now of kicking off a skydiving
club and this evening I received information that leads me strongly to
believe that the ultralighters are next. I've been in
communication/consultation with the airport management to the extent
possible but it appears that my appeals, suggestions, and arguments are
falling on deaf ears.
There are no other airports with available hangar space anywhere near me, so
this may well force me out of aviation. If any of you have had experience
with a situation like this, or if you have any suggestions for approaches
that might forestall this dreadful event, please contact me off-list, direct
at:
kfackler@ameritech.net
-Ken Fackler
Kolb Mark II / A722KWF (for now)
Rochester MI
Message 29
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| Subject: | Re: Airport access |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
I received information that leads me strongly to
> believe that the ultralighters are next.
> -Ken Fackler
Ken/All:
Try registering your MK II. That seems to change the entire
aircraft, with application of "N" number.
john h
DO NOT ARCHIVE
Message 30
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| Subject: | Re: Airport access |
--> Kolb-List message posted by: "dama" <dama@mindspring.com>
Yep, this just happend to 4 "ultralighters" at my field (Monroe, GA). A new
city councilman decided that tax revenue would be increased by getting more
expensive aircraft in the hangars. He tried just kicking ultrtlights out but
quickly realized that his federal airport funding would be in jeopardy
because of discrimination (see 'aviation ignorance' in the dictionary). He
then re-wrote the lease which required insurance and to be "FAA registered".
I am now the only one left as I have all of the requirements of a Citation
10 per the lease. It is nice to have an N#. You have to pay for for some
items (taxes, insurance, FAA inspection) but idiots like those mentioned
above can't touch you...
Good luck.
Kip
http://www.springeraviation.net/
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: Airport access
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
> I received information that leads me strongly to
> > believe that the ultralighters are next.
> > -Ken Fackler
>
> Ken/All:
>
> Try registering your MK II. That seems to change the entire
> aircraft, with application of "N" number.
>
> john h
>
> DO NOT ARCHIVE
>
>
Message 31
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| Subject: | Re: Airport access |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
I would think being registered with USUA would meet the requirements of
being FAA registered.
Richard Pike
MKIII N420P (420ldPoops)
do not archive
At 11:20 PM 9/13/03 -0400, you wrote:
>--> Kolb-List message posted by: "dama" <dama@mindspring.com>
>
>Yep, this just happend to 4 "ultralighters" at my field (Monroe, GA). A new
>city councilman decided that tax revenue would be increased by getting more
>expensive aircraft in the hangars. He tried just kicking ultrtlights out but
>quickly realized that his federal airport funding would be in jeopardy
>because of discrimination (see 'aviation ignorance' in the dictionary). He
>then re-wrote the lease which required insurance and to be "FAA registered".
>I am now the only one left as I have all of the requirements of a Citation
>10 per the lease. It is nice to have an N#. You have to pay for for some
>items (taxes, insurance, FAA inspection) but idiots like those mentioned
>above can't touch you...
>Good luck.
>Kip
>
>http://www.springeraviation.net/
>----- Original Message -----
>From: "John Hauck" <jhauck@elmore.rr.com>
>To: <kolb-list@matronics.com>
>Subject: Re: Kolb-List: Airport access
>
>
> > --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> >
> > I received information that leads me strongly to
> > > believe that the ultralighters are next.
> > > -Ken Fackler
> >
> > Ken/All:
> >
> > Try registering your MK II. That seems to change the entire
> > aircraft, with application of "N" number.
> >
> > john h
> >
> > DO NOT ARCHIVE
> >
> >
>
>
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