Today's Message Index:
----------------------
1. 02:06 AM - Re: I Found Engine Cowl Photos :-) (WillUribe@aol.com)
2. 02:25 AM - Re: Some old pictures I found, enjoy (WillUribe@aol.com)
3. 05:31 AM - Re: I Found Engine Cowl Photos :-) (BMWBikeCrz@aol.com)
4. 08:15 AM - manual (Paul Petty)
5. 12:43 PM - back in the saddle (Ben Ransom)
6. 12:46 PM - New SPAM and Virus Filtering Appliance At Matronics... (dralle@matronics.com (Matt Dralle))
7. 01:42 PM - Re: back in the saddle (Richard & Martha Neilsen)
8. 01:58 PM - diabetes question (Charles & Meredith Blackwell)
9. 02:22 PM - Re: back in the saddle (Larry Bourne)
10. 02:24 PM - Re: back in the saddle (Larry Bourne)
11. 03:43 PM - Re: back in the saddle (Gherkins Tim-rp3420)
12. 04:13 PM - Kitty Hawk/TNK Fly-In (John Williamson)
13. 04:35 PM - Re: Kitty Hawk/TNK Fly-In (HShack@aol.com)
14. 05:26 PM - Re: Kitty Hawk/TNK Fly-In (John Hauck)
15. 05:27 PM - Re: back in the saddle (bryan green)
16. 05:29 PM - Re: Kitty Hawk/TNK Fly-In (John Hauck)
17. 05:37 PM - UL's and Airport and the FAA (MEMATUZAK@aol.com)
18. 05:41 PM - Re: back in the saddle (John Hauck)
19. 06:04 PM - Re: UL's and Airport and the FAA (tony webster)
20. 06:13 PM - check in (Paul Petty)
21. 06:15 PM - First Firestar Flight (J.L.Turner)
22. 06:23 PM - Re: back in the saddle (GeoR38@aol.com)
23. 06:41 PM - Re: First Firestar Flight (John Hauck)
24. 06:58 PM - Re: Kitty Hawk/TNK Fly-In (HShack@aol.com)
25. 07:12 PM - first firestar flight (Bob Bean)
26. 07:25 PM - UL's and Airport s (boyd young)
27. 08:01 PM - Re: First Firestar Flight (J.L.Turner)
28. 08:07 PM - Hurling at the ground??? (Richard Pike)
29. 08:23 PM - Re: back in the saddle (WillUribe@aol.com)
30. 08:28 PM - Re: Hurling at the ground??? (John Hauck)
31. 08:35 PM - Re: back in the saddle (dama)
32. 09:30 PM - Re: Kolb technique (Ben Ransom)
33. 09:50 PM - Re: New SPAM and Virus Filtering Appliance At Matronics... (Don Gherardini)
Message 1
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| Subject: | Re: I Found Engine Cowl Photos :-) |
--> Kolb-List message posted by: WillUribe@aol.com
http://mae.engr.ucdavis.edu/~ransom/BensAlbum/build/a7cowling.html
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
do not archive
----- Original Message ----- From: <BMWBikeCrz@aol.com>
Subject: Kolb-List: I Found Engine Cowl Photos :-)
> --> Kolb-List message posted by: BMWBikeCrz@aol.com
>
> Hi all I found the photos of the magnificent Fiberglass engine Cowl ...And
> put them up on photo share ...( did not make it ) just found the photo
somewhere
> ...and put it up=A0 ... If any has clues to its origin=A0 , let me know ...
>
=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0
>Dave
Message 2
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| Subject: | Re: Some old pictures I found, enjoy |
--> Kolb-List message posted by: WillUribe@aol.com
Someone on the listed asked about a tinted windshield for his Kolb. I have a
gold tint on my windshield and it works find. The only problem I have found
is it's hard to see when I get stuck flying after dark.
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
do not archive
----- Original Message ----- From: <GeoR38@aol.com>
Subject: Re: Kolb-List: Some old pictures I found, enjoy
> --> Kolb-List message posted by: GeoR38@aol.com
>
> In a message dated 9/11/03 9:25:15 PM Eastern Daylight Time,
> WillUribe@aol.com writes:
>
>
> > http://members.aol.com/WillUribe/FireStar.jpg
> >
>
> Sure is soupy, Will ...and look at all the badlands below....wassup?
>
> George Randolph
> KX driver
Message 3
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| Subject: | Re: I Found Engine Cowl Photos :-) |
--> Kolb-List message posted by: BMWBikeCrz@aol.com
Thank You ! You could sell those u know ... Dave
Message 4
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--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Kolbers,
Talked to Linda at TNK this morning and the manual was shipped separate. I should
receive it tomorrow. Also said to bring the damaged fuselage tube and they
would replace it. Great folks. She also said there will be 5 hook ups for motor
homes. 2 of them are already taken. 1 for us and one for Jim and Dondi Miller.
So if you need a RV hook up call Linda and reserve one. Also the factory is
located in a dry county. So if you wish to have a recreational beverage at the
end of the day you will need to bring it along.
pp
Building King Kolbra #12
do not archive
Message 5
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| Subject: | back in the saddle |
--> Kolb-List message posted by: Ben Ransom <bwr000@yahoo.com>
Hi folks,
Happy to report that my Firestar KXP is back in the air. :))
4 years, 4 months since the blow-over accident. Briefly, this ruined
one wing and aileron, 20% of 2nd wing and aileron, 20% of each
elevator, and bent the cage and lift struts in a few places. After
rebuilding structurally, all of the plane was recovered except for the
horiz stabs, vert stab and rudder. Modification in this rebuild
included shortening the wings by 4.5" each, changing the wing tip shape
(top is airfoil, bottom is cupped instead of flat), changed to spring
steel tube gear legs, added a little reinforcement to the rear cage
longerons, added a little reinforcement to wing ribs, and improved the
interior mounting of my BRS -- it no longer is a pregnant bulge out the
right side of the aft "cabin". I'm sure all the things I was tempted
to change, but decided not to, are at least as important.
My first flight this time had a similarity to the first flight of the
plane in March 1994: the brakes are worthless. I am using a flaky
self-design that somehow my memory preserved as better than they really
are. Worse, I had the left side jam (on) this time, so I proceeded
thru the rest of the flight testing without using them at all. (First
flight in 1994 I disconnected the factory drum brakes.) But anyway,
the rest of the flying was uneventful, except to say that my technique
is rusty as hell! I banged this thing down pretty good, several times
-- just plain embarrassing! I did 15-20 min of static ground running
of the engine, then taxi testing, then came back in the evening for 4
runs at barely flying speed down the runway (crow-hops -- always good
for fevered debate here, but I'm a believer), then a quick preflight to
see if I broke anything from all my bounces before taking off for 2k
feet agl. Flying presented no problems. Power off stall at 35
indicated with a little rt wing drop -- no biggy. Flew hands off with
maybe a very slight left wing low. Roll stability neutral (i had
forgotten about that). Climb performance -- other worldly -- i had not
forgotten about that! :)
Rebuilding was much more challenging technically and motivationally
than the first build, but it feels just as good getting it done this
time as the first. More info to come as I hopefully regain some flying
skills and iron out the minor details.
Many thanks to those of you who helped with advice and inspiration
during my rebuild.
-Ben
=====
http://mae.ucdavis.edu/~ransom
__________________________________
http://sitebuilder.yahoo.com
Message 6
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| Subject: | New SPAM and Virus Filtering Appliance At Matronics... |
--> Kolb-List message posted by: dralle@matronics.com (Matt Dralle)
Dear Listers,
I will be installing a new SPAM and virus blocking appliance this
evening or tomorrow. The installation will involve some changes
in the Matronics DNS MX records, and will impact how incoming
email is handled. While I expect these changes to be transparent
to all of the List subscribers, things might go differently... ;-)
The Lists get bombarded with tons of SPAM messages and viruses
each day and fortunately my custom filters have been extremely
effective at filtering most of this from redistribution. Its
time to move to the next level of technology, however, and this
SPAM and Virus filtering appliance seems like an excellent
solution.
I will post a follow up message later in the week when things
have stabilized and I have some filter statistics to share.
Best regards,
Matt Dralle
Matronics Email List Admin.
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle@matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
Message 7
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| Subject: | Re: back in the saddle |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Congratulations Ben good to hear from you again. Maybe this will inspire
some of our more motivationally challenged members to get their airplanes
flying.
Rick Neilsen
Redrive VW powered MKIIIc
Do not archive
----- Original Message -----
From: "Ben Ransom" <bwr000@yahoo.com>
Subject: Kolb-List: back in the saddle
> --> Kolb-List message posted by: Ben Ransom <bwr000@yahoo.com>
>
> Hi folks,
> Happy to report that my Firestar KXP is back in the air. :))
>
> 4 years, 4 months since the blow-over accident. Briefly, this ruined
> one wing and aileron, 20% of 2nd wing and aileron, 20% of each
Message 8
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| Subject: | diabetes question |
--> Kolb-List message posted by: Charles & Meredith Blackwell <wozani@optonline.net>
Ken,
I am not familiar with the diabetes rules and how strict they get or how much
you need to do to get a waiver. But if you want to do some phone inquiring
you can start with the AOPA. They have a good website with some common questions
and if you are a member can access their doctors for some direction on rules
and waiver requirements. Try AOPA.org. By the way, everyone should atleast
consider joining AOPA to help save our right to fly in the face of new regulations
and TFRs....
This is from their website:
Pilots with a diagnosis of diabetes mellitus controlled by diet alone are considered
to meet the medical standards and are eligible for medical certification
under the revised Part 67 medical standards. Medical documentation as described
below is required at the time of the FAA medical examination. The aviation
medical examiner may issue a certificate to applicants with this history, if the
necessary documentation is provided, and the applicant is found otherwise qualified.
Use of oral diabetes medication (or insulin) is disqualifying for medical certification
under the regulations. Therefore, applicants using oral medications may
not be issued a certificate by the aviation medical examiner. After initial
clearance, however, the FAA may authorize the examiner to reissue future certificates
at the time of the next scheduled FAA medical examination, if there are
no significant adverse changes noted on the follow-up reports.
a.. Applicants who are controlling diabetes with oral medications should demonstrate
adequate control, stabilization, and no evidence of adverse side effects
or complications from medication for at least 60 days.
b.. Request in writing to the FAA for Special Issuance under FAR 67.401 (a simple
request will be adequate).
c.. After the 60 day control period is completed, and within the next 30 days,
a glycosolated hemoglobin (HgbA1C) should be done. Normal laboratory values
for A1C hemoglobin will range from about 4.0%-7.5%. The FAA allows up to 9%.
d.. There should be no evidence of significant medical or surgical complications,
including cardiac, peripherovascular, renal, neurological, or ophthalmologic
disease.
e.. No beta-adrenergic blocking (beta-blockers) antihypertensive agents should
be used. These medications can mask the symptoms of hypoglycemia and prevent
the pilot from being aware of a low blood sugar (hypoglycemic) condition. However,
certain newer oral medications do not pose this risk and may be used with
beta-blockers. These medications include:
acarbose (Precose)
rosiglitazone (Avandia)
miglitol (Glyset) pioglitazone (Actos)
metformin (Glucophage)
nateglinide (Starlix)
Minimum requirements for follow up evaluation will vary with the class of medical
certificate held. 1st and 2nd Class certificate holders will usually be required
to submit follow-up evaluations annually. For 3rd Class, reevaluation will
normally be required at the time of the regular FAA medical renewal. Individual
cases may require more frequent follow-up evaluations based on history.
NOTE: Express mail will usually expedite the delivery
The FAA may consider certification, under the Special Issuance provisions of the
Federal Aviation Regulations, of individuals with insulin-treated diabetes mellitus
(ITDM). The following restrictions apply:
ITDM individuals:
a.. may be issued only a third-class medical certificate;
b.. may exercise only the privileges of a student, recreational, or private pilot
certificate;
c.. are prohibited from operating an aircraft as a required crew member on any
flight outside the airspace of the United States of America;
d.. are required to be in compliance with the monitoring requirements of the
protocol outlined below while exercising the privileges of a third-class medical
certificate.
In order to be considered for aeromedical certification, an individual with ITDM
should have been receiving appropriate insulin treatment for at least 6 months
prior to submitting a request for medical certification. Consideration will
be given to individuals using insulin alone or a combination insulin/oral medication
regimen. However, two oral medications, pioglitazone (Actos) and rosiglitazone
(Avandia) may not be used in combination with insulin therapy. If an
insulin pump replaces injections, the FAA then requires an additional 90 days
of stability with the pump followed by a current status report and Hgb. A1C.
For initial certification:
1.. Applicants must have no otherwise disqualifying conditions, especially significant
diabetes-related complications such as arteriosclerotic coronary or
cerebral disease, retinal disease, or chronic renal failure, and must have had
no recurrent (two or more) hypoglycemic reactions within the past 5 years that:
resulted in a loss of consciousness or seizure;
required intervention by another party;
resulted in impaired cognitive function without warning symptoms.
A period of 1 year of demonstrated stability is required following the first episode
of hypoglycemia.
2.. In order to provide an adequate basis for an individual medical determination,
the applicant seeking special issuance of a medical certificate must submit
the following:
1.. Copies of all medical records concerning the individual's diabetes diagnosis
and disease history and copies of all hospital records, if admitted for
any diabetes-related cause, including accidents and injuries;
2.. Copies of complete records of any incidents or accidents, particularly
involving moving vehicles, whether or not the event resulted in injury or property
damage, if due in part or totally to diabetes complications;
3.. Results of a complete medical evaluation by an endocrinologist or other
diabetes specialist. This report should detail the individual's complete medical
history and current medical condition. The report must include a general physical
examination and the following:
1.. Two measurements of glycated hemoglobin (total A1 or A1C concentration
and the laboratory reference normal range), the first at least 90 days prior
to the second measurement;
2.. A detailed report of the individual's insulin dosages (including types)
and diet utilized for glucose control;
3.. Appropriate examinations and tests to detect any peripheral neuropathy
or circulatory compromise of the extremities and any other tests deemed necessary
by the treating specialist or that are clinically indicated; and
4.. Confirmation by an ophthalmologist of the absence of clinically significant
eye disease. The eye examination should assess visual acuity, ocular hypertension,
and presence of lenticular opacities, if any, and include an examination
of the retina for evidence of any diabetic retinopathy or macular edema.
Individuals with active retinopathy or vitreous hemorrhages will not be considered
until the condition has been confirmed as stabilized by an ophthalmologist.
3.. If the applicant is age 40 or older, a report of a maximal graded exercise
stress test, including complete tracings.
4.. The applicant shall submit a statement from his/her treating physician, aviation
medical examiner, or other knowledgeable person attesting to the applicant's
dexterity and ability to determine blood glucose levels using a recording
glucometer.
5.. Verification that the individual has been educated in diabetes and its control
and has been thoroughly informed of and understands the monitoring and management
procedures for the condition and the actions that should be followed
if complications of diabetes, including hypoglycemia, should arise. The examining
physician should also verify that the applicant has the ability and willingness
to properly monitor and manage his or her diabetes.
6.. The individual must agree to immediately report any adverse medical changes
to the FAA.
7.. Applicants shall maintain appropriate medical supplies for glucose management
while preparing for flight and while exercising piloting privileges. Such
supplies shall include:
1.. a whole blood digital glucose monitor with memory;
2.. supplies needed to obtain blood samples and to measure whole blood glucose;
and
3.. an amount of rapidly absorbable glucose, in 10 gram (gm) portions, appropriate
for the planned duration of the flight.
8.. All disposable supplies listed above must be within their expiration dates.
Preflight:
Not more than 1/2 hour before takeoff, the pilot shall establish and document a
blood glucose concentration equal to or greater than 100 milligrams/deciliter
(mg/dl) but not greater than 300 mg/dl. If the concentration is within 100-300
mg/dl, flight operations may commence. If less than 100 mg/dl, an appropriate
glucose snack (at least 10 gm.) must be ingested and a recheck done. If over
300 mg/dl, the flight must be postponed.
In flight:
One hour into the flight, at subsequent hourly intervals, and within one half hour
of landing, the pilot shall monitor the blood glucose concentration. If the
concentration is less than 100 mg/dl, a 20 gm snack shall be ingested. If the
concentration is between 100-300 mg/dl, no action is required. If the concentration
is greater than 300 mg/dl, the pilot must land at the nearest suitable
airport and may not resume flight until the glucose concentration can be maintained
in the 100-300 mg/dl range.
With respect to determining blood glucose determinations in flight, the airman
must use good judgment in deciding whether measuring concentrations or operational
demands of the flight environment, such as adverse weather, air traffic control
concerns, or engine trouble should take priority. In cases where operational
considerations take priority, the airman should ingest a 10 gm glucose snack,
fly the airplane, and measure blood glucose concentrations one hour later.
If measurement is not practicable at that time, the airman must ingest a 20
gm glucose snack and land at the nearest suitable airport until a determination
of the blood glucose concentration can be made.
For subsequent recertification:
Individuals who are granted special issuance of third-class airman medical certificates
must:
1.. Submit to a medical evaluation by a specialist every 3 months. This evaluation
must include a general physical examination, a review of the interval medical
history, and a report of glycated hemoglobin (total A1 or A1C) concentrations
and any other tests deemed necessary by the treating specialist or that
are clinically indicated. Also, the examining physician must review the record
of the airman's daily blood glucose measurements and comment on the results.
The evaluation shall also contain an assessment of the individual's continued
ability and willingness to monitor and properly manage his or her diabetes and
whether the diabetes or its complications could reasonably be expected to adversely
affect the airman's ability to safely control an aircraft.
2.. Provide to the FAA, immediately upon request, a report by a specialist or
other physician, of any evidence of loss of diabetes control, significant complications,
or inability to manage the diabetes. In such a case, the individual
shall cease exercising the privileges of his or her airman certificate until
again medically cleared by the FAA.
Aerospace Medical Certification Division
(AAM-300)
FAA Civil Aerospace Medical Institute
6700 South MacArthur Blvd.
Oklahoma City, OK 73169
Phone 800/350-5286
Message 9
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| Subject: | Re: back in the saddle |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Why, who could you possibly be referring to ?? Vamoose went back
to the A&P shop in the high desert today for his new landing gear. It's
also cooler up there, so we'll be back to work on it this weekend. Finally
! ! ! Slowpoke Lar. Do not Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Subject: Re: Kolb-List: back in the saddle
> --> Kolb-List message posted by: "Richard & Martha Neilsen"
<NeilsenRM@comcast.net>
>
> Congratulations Ben good to hear from you again. Maybe this will inspire
> some of our more motivationally challenged members to get their airplanes
> flying.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
> Do not archive
>
> ----- Original Message -----
> From: "Ben Ransom" <bwr000@yahoo.com>
> To: <kolb-list@matronics.com>
> Subject: Kolb-List: back in the saddle
>
>
> > --> Kolb-List message posted by: Ben Ransom <bwr000@yahoo.com>
> >
> > Hi folks,
> > Happy to report that my Firestar KXP is back in the air. :))
> >
> > 4 years, 4 months since the blow-over accident. Briefly, this ruined
> > one wing and aileron, 20% of 2nd wing and aileron, 20% of each
>
>
Message 10
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| Subject: | Re: back in the saddle |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Doesn't seem possible that it's been over 4 years, or anything even close to
that. Good for you, Ben. It's good to have ya back. Watch those
tie-downs, now.................... :-) Lar. Do
not Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Ben Ransom" <bwr000@yahoo.com>
Subject: Kolb-List: back in the saddle
> --> Kolb-List message posted by: Ben Ransom <bwr000@yahoo.com>
>
> Hi folks,
> Happy to report that my Firestar KXP is back in the air. :))
>
> 4 years, 4 months since the blow-over accident. Briefly, this ruined
> one wing and aileron, 20% of 2nd wing and aileron, 20% of each
> elevator, and bent the cage and lift struts in a few places. After
> rebuilding structurally, all of the plane was recovered except for the
> horiz stabs, vert stab and rudder. Modification in this rebuild
> included shortening the wings by 4.5" each, changing the wing tip shape
> (top is airfoil, bottom is cupped instead of flat), changed to spring
> steel tube gear legs, added a little reinforcement to the rear cage
> longerons, added a little reinforcement to wing ribs, and improved the
> interior mounting of my BRS -- it no longer is a pregnant bulge out the
> right side of the aft "cabin". I'm sure all the things I was tempted
> to change, but decided not to, are at least as important.
>
> My first flight this time had a similarity to the first flight of the
> plane in March 1994: the brakes are worthless. I am using a flaky
> self-design that somehow my memory preserved as better than they really
> are. Worse, I had the left side jam (on) this time, so I proceeded
> thru the rest of the flight testing without using them at all. (First
> flight in 1994 I disconnected the factory drum brakes.) But anyway,
> the rest of the flying was uneventful, except to say that my technique
> is rusty as hell! I banged this thing down pretty good, several times
> -- just plain embarrassing! I did 15-20 min of static ground running
> of the engine, then taxi testing, then came back in the evening for 4
> runs at barely flying speed down the runway (crow-hops -- always good
> for fevered debate here, but I'm a believer), then a quick preflight to
> see if I broke anything from all my bounces before taking off for 2k
> feet agl. Flying presented no problems. Power off stall at 35
> indicated with a little rt wing drop -- no biggy. Flew hands off with
> maybe a very slight left wing low. Roll stability neutral (i had
> forgotten about that). Climb performance -- other worldly -- i had not
> forgotten about that! :)
>
> Rebuilding was much more challenging technically and motivationally
> than the first build, but it feels just as good getting it done this
> time as the first. More info to come as I hopefully regain some flying
> skills and iron out the minor details.
>
> Many thanks to those of you who helped with advice and inspiration
> during my rebuild.
> -Ben
>
> =====
> http://mae.ucdavis.edu/~ransom
>
> __________________________________
> http://sitebuilder.yahoo.com
>
>
Message 11
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| Subject: | back in the saddle |
--> Kolb-List message posted by: Gherkins Tim-rp3420 <rp3420@motorola.com>
Ben,
Way to go!!!!! Good to hear your back! Keep us posted on future flights.
Tim
-----Original Message-----
From: Ben Ransom [mailto:bwr000@yahoo.com]
Subject: Kolb-List: back in the saddle
--> Kolb-List message posted by: Ben Ransom <bwr000@yahoo.com>
Hi folks,
Happy to report that my Firestar KXP is back in the air. :))
4 years, 4 months since the blow-over accident. Briefly, this ruined
one wing and aileron, 20% of 2nd wing and aileron, 20% of each
elevator, and bent the cage and lift struts in a few places. After
rebuilding structurally, all of the plane was recovered except for the
horiz stabs, vert stab and rudder. Modification in this rebuild
included shortening the wings by 4.5" each, changing the wing tip shape
(top is airfoil, bottom is cupped instead of flat), changed to spring
steel tube gear legs, added a little reinforcement to the rear cage
longerons, added a little reinforcement to wing ribs, and improved the
interior mounting of my BRS -- it no longer is a pregnant bulge out the
right side of the aft "cabin". I'm sure all the things I was tempted
to change, but decided not to, are at least as important.
My first flight this time had a similarity to the first flight of the
plane in March 1994: the brakes are worthless. I am using a flaky
self-design that somehow my memory preserved as better than they really
are. Worse, I had the left side jam (on) this time, so I proceeded
thru the rest of the flight testing without using them at all. (First
flight in 1994 I disconnected the factory drum brakes.) But anyway,
the rest of the flying was uneventful, except to say that my technique
is rusty as hell! I banged this thing down pretty good, several times
-- just plain embarrassing! I did 15-20 min of static ground running
of the engine, then taxi testing, then came back in the evening for 4
runs at barely flying speed down the runway (crow-hops -- always good
for fevered debate here, but I'm a believer), then a quick preflight to
see if I broke anything from all my bounces before taking off for 2k
feet agl. Flying presented no problems. Power off stall at 35
indicated with a little rt wing drop -- no biggy. Flew hands off with
maybe a very slight left wing low. Roll stability neutral (i had
forgotten about that). Climb performance -- other worldly -- i had not
forgotten about that! :)
Rebuilding was much more challenging technically and motivationally
than the first build, but it feels just as good getting it done this
time as the first. More info to come as I hopefully regain some flying
skills and iron out the minor details.
Many thanks to those of you who helped with advice and inspiration
during my rebuild.
-Ben
=====
http://mae.ucdavis.edu/~ransom
__________________________________
http://sitebuilder.yahoo.com
Message 12
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| Subject: | Kitty Hawk/TNK Fly-In |
--> Kolb-List message posted by: "John Williamson" <kolbrapilot@comcast.net>
Fellow Flyers,
If anybody wants to join our gaggle going to Kitty Hawk or on to TNK, please join
us.
Here is a list of planned fuel stops along the route. Feel free to join us at a
location convenient for you. These time are just approximate since we might have
to make an extra fuel stop or rest stop along the way. We only promise that
we will have a good time.
ARLINGTON MUNI [GKY]
Arlington, TX Dep: 0700 23 Sep
BRUCE CAMPBELL FLD [MBO] ETE 5:28 Arriv: 1330
Jackson, MS Dep: 1430
WETUMPKA MUNI [08A] ETE 2:56 Arriv:1700 Overnight
Wetumpka, AL Dep: 0730 24 Sep
BALDWIN CO [MLJ] ETE 2:28 Arriv: 1058
Milledgeville, GA Dep: 1145
EDGEFIELD COUNTY [6J6] ETE 1:13 Arriv: 1258
Trenton, SC Dep: 1400
COLUMBIA OWENS DOWNTOWN [CUB] ETE 0:41 Arriv: 1441
Columbia, SC Dep: 1600
CURTIS L BROWN JR FIELD [EYF] ETE 1:57 Arriv: 1757
Elizabethton, NC Dep: 1840
MICHAEL J SMITH FLD [MRH] ETE 1:29 2Arriv: 009 Overnight
Beaufort, NC Dep: 0800 25 Sep
DARE CO RGNL [MQI] ETE 1:39 Arriv: 0939
Manteo, NC Dep: 1015
FIRST FLIGHT [FFA] ETE 0:05 Arriv: 1020
Kill Devil Hills, NC Dep: 1200
MARTIN COUNTY [MCZ] ETE 1:08 1308
Williamston, NC Dep: 1415
MEADOW BROOK FIELD [N63] ETE 2:15 Arriv: 1630
Walnut Cove, NC Dep: 1715
LONESOME PINE [LNP] ETE 1:52 Arriv: 1907 Overnight
Wise, VA Dep: 0800 26 Sep
LONDON CORBIN ARPT [LOZ] ETE 1:08 Arriv: 0908
London, KY Dep: 0945
CHESNUT KNOLLS [3KY2] ETE 0:08 Arriv: 0953 Overnight
Kolb Factory, Chesnut Knolls Air Foundation, KY
If you can't join us then I hope to see a lot of you at the Fly-In.
John Williamson
Arlington, TX
Kolb Kolbra, SN: 008, Jabiru 2200, 446 hours
http://home.comcast.net/~kolbrapilot/
do not archive
Message 13
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| Subject: | Re: Kitty Hawk/TNK Fly-In |
--> Kolb-List message posted by: HShack@aol.com
In a message dated 9/15/03 7:14:08 PM Eastern Daylight Time,
kolbrapilot@comcast.net writes:
> EDGEFIELD COUNTY [6J6] ETE 1:13 Arriv: 1258
> Trenton, SC Dep: 1400
>
John, we anxiously await your arrival. We are doing the luncheon at our
clubhouse so as to keep you on schedule. If anyone in your flight has any special
needs, let me know.
You are invited to visit our website at www.trenflyers.com . Click on
"Bulletin Board".
Howard Shackleford
FS II
Trenton Flyers, SC
do not archive
Message 14
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| Subject: | Re: Kitty Hawk/TNK Fly-In |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> John, we anxiously await your arrival.
> Howard Shackleford
Shack/All:
And we anxiously await our departure. I think all of us are
getting a little antsy for time to fly. I worked on my
airplane all day today. Primarily routine maintenance:
plugs, points (no......we don't have those anymore), fuel
fil, oil and fil, hard wired 12VDC outlet for new Garmin
GPSMAP 196 (too sophisticated for a fella that has been
using a 55AVD and a 95XL for the last 10 years), and dropped
the nose of the engine 5/8" by removing the shims I have
been flying with for years.
Looking forward to landing at Trenton and meeting up with
your fine group of aviators.
Take care,
john h
Message 15
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| Subject: | Re: back in the saddle |
--> Kolb-List message posted by: "bryan green" <lgreen1@sc.rr.com>
Congratulations Ben looking forward to hearing more about your modifications
and maybe some pics.
Bryan Green (Elgin SC)
----- Original Message -----
From: "Gherkins Tim-rp3420" <rp3420@motorola.com>
Subject: RE: Kolb-List: back in the saddle
> --> Kolb-List message posted by: Gherkins Tim-rp3420 <rp3420@motorola.com>
>
> Ben,
> Way to go!!!!! Good to hear your back! Keep us posted on future flights.
>
> Tim
>
> -----Original Message-----
> From: Ben Ransom [mailto:bwr000@yahoo.com]
> To: kolb-list@matronics.com
> Subject: Kolb-List: back in the saddle
>
>
> --> Kolb-List message posted by: Ben Ransom <bwr000@yahoo.com>
>
> Hi folks,
> Happy to report that my Firestar KXP is back in the air. :))
>
> 4 years, 4 months since the blow-over accident. Briefly, this ruined
> one wing and aileron, 20% of 2nd wing and aileron, 20% of each
> elevator, and bent the cage and lift struts in a few places. After
> rebuilding structurally, all of the plane was recovered except for the
> horiz stabs, vert stab and rudder. Modification in this rebuild
> included shortening the wings by 4.5" each, changing the wing tip shape
> (top is airfoil, bottom is cupped instead of flat), changed to spring
> steel tube gear legs, added a little reinforcement to the rear cage
> longerons, added a little reinforcement to wing ribs, and improved the
> interior mounting of my BRS -- it no longer is a pregnant bulge out the
> right side of the aft "cabin". I'm sure all the things I was tempted
> to change, but decided not to, are at least as important.
>
> My first flight this time had a similarity to the first flight of the
> plane in March 1994: the brakes are worthless. I am using a flaky
> self-design that somehow my memory preserved as better than they really
> are. Worse, I had the left side jam (on) this time, so I proceeded
> thru the rest of the flight testing without using them at all. (First
> flight in 1994 I disconnected the factory drum brakes.) But anyway,
> the rest of the flying was uneventful, except to say that my technique
> is rusty as hell! I banged this thing down pretty good, several times
> -- just plain embarrassing! I did 15-20 min of static ground running
> of the engine, then taxi testing, then came back in the evening for 4
> runs at barely flying speed down the runway (crow-hops -- always good
> for fevered debate here, but I'm a believer), then a quick preflight to
> see if I broke anything from all my bounces before taking off for 2k
> feet agl. Flying presented no problems. Power off stall at 35
> indicated with a little rt wing drop -- no biggy. Flew hands off with
> maybe a very slight left wing low. Roll stability neutral (i had
> forgotten about that). Climb performance -- other worldly -- i had not
> forgotten about that! :)
>
> Rebuilding was much more challenging technically and motivationally
> than the first build, but it feels just as good getting it done this
> time as the first. More info to come as I hopefully regain some flying
> skills and iron out the minor details.
>
> Many thanks to those of you who helped with advice and inspiration
> during my rebuild.
> -Ben
>
> =====
> http://mae.ucdavis.edu/~ransom
>
> __________________________________
> http://sitebuilder.yahoo.com
>
>
Message 16
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| Subject: | Re: Kitty Hawk/TNK Fly-In |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> You are invited to visit our website at www.trenflyers.com . Click on
> "Bulletin Board".
>
> Howard Shackleford
Shack/All:
I think your web site url needs a "ton" between tren and flyers.
HTTP://www.trentonflyers.com
See if this one works better.
john h
Message 17
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| Subject: | UL's and Airport and the FAA |
--> Kolb-List message posted by: MEMATUZAK@aol.com
Our county tried to get rid of ULs. We were about to get Jet A fuel. The GAs
said that the interface of such fast and slow airplanes would not mix. An
airport is about REAL ACs. To top it off we had an UL driver cross the active a
few times. Once giving a ride. After a few aborted TOs we the UL drivers really
looked bad!!!! This was for about 1 year on and off.
Now the elders of our local gov't met to make it so. No ULs on the
AP............
RE: 1. Liability issues.
2. Real AC jets were coming to our non controlled AP. They were fast,
we were too slow. IE they had $$$$$$, we ,ULs, were a problem.
The public meeting started. All talked and it sounded sealed. NO ULs!!! When
my time came to speak I deferred to guests I brought to the meeting, 3
retired FFA gentleman and one of their x trainees, now head of funding for public
GA APs.
It was short and sweet. I read his credits, he introduced himself and music
filled the room.
" The FAA recognized ULs in P-103 and because this was a public AP, and since
public funds were given to maintain it. ULs had a LEGAL right to be there :)
And if the fathers of our county decided any different, not only would they
forego any future funding, but also would have to REPAY any and all funding
recieved in the last 20 years!!!! "
YESSSSSSS.!!!!
The leaders looked to the county attny. He reviewed the document forwarded to
him and said it must be true.
That was 12 years ago. Never once since challenged.
Hope this helps.
Mike (MEMatuzak) in FL.
FSII
Message 18
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| Subject: | Re: back in the saddle |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Happy to report that my Firestar KXP is back in the air. :))
> -Ben
Ben/All:
Good on ya!!!
For me it has always been tough to rebuild. I have had to
do it a lot, especially in the beginning of my ultralighting
experience. However, it is nice to be able to have the
capability to rebuild what we break.
Glad to have you back and flying again.
Going to be wandering about in your neck of the woods during
October. Hope to find you at home.
Take care,
john h
DO NOT ARCHIVE
Message 19
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| Subject: | Re: UL's and Airport and the FAA |
--> Kolb-List message posted by: tony webster <caw@nctc.com>
you know you said something about the one idiot that did stupid things well what
everyone needs to do is get together and police yourselves GET RIDID of the idiots
yourselves and you should have less problems with the city fathers and airport
G A
jockeys
MEMATUZAK@aol.com wrote:
> --> Kolb-List message posted by: MEMATUZAK@aol.com
>
> Our county tried to get rid of ULs. We were about to get Jet A fuel. The GAs
> said that the interface of such fast and slow airplanes would not mix. An
> airport is about REAL ACs. To top it off we had an UL driver cross the active
a
> few times. Once giving a ride. After a few aborted TOs we the UL drivers really
> looked bad!!!! This was for about 1 year on and off.
>
> Now the elders of our local gov't met to make it so. No ULs on the
> AP............
> RE: 1. Liability issues.
> 2. Real AC jets were coming to our non controlled AP. They were fast,
> we were too slow. IE they had $$$$$$, we ,ULs, were a problem.
>
> The public meeting started. All talked and it sounded sealed. NO ULs!!! When
> my time came to speak I deferred to guests I brought to the meeting, 3
> retired FFA gentleman and one of their x trainees, now head of funding for public
> GA APs.
>
> It was short and sweet. I read his credits, he introduced himself and music
> filled the room.
> " The FAA recognized ULs in P-103 and because this was a public AP, and since
> public funds were given to maintain it. ULs had a LEGAL right to be there :)
> And if the fathers of our county decided any different, not only would they
> forego any future funding, but also would have to REPAY any and all funding
> recieved in the last 20 years!!!! "
>
> YESSSSSSS.!!!!
>
> The leaders looked to the county attny. He reviewed the document forwarded to
> him and said it must be true.
>
> That was 12 years ago. Never once since challenged.
>
> Hope this helps.
> Mike (MEMatuzak) in FL.
> FSII
>
Message 20
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--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Kolbers,
Completed the check in of shipment 2 of kit one. Everything is there including
three parts not on the list. Was confusing at first because they shipped almost
every size tubing from two different vendors. Kaiser al has small hard to read
ID and Precision used big easy to read ID. Still waiting for the manual and
wondering... what are the 1.50" x.250"x 80" pieces used for? Lift struts perhaps?
Anyway Very pleased at this point, the freight company said no prob on the
claim for 198.00 bucks on the fuselage tube. And the factory will be able to
salvage the tube for a shorter application.Getting ready to start building tomorrow
if the manual arrives..
pp
building King Kolbra #12
"The Screaming Eagle"
Message 21
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| Subject: | First Firestar Flight |
--> Kolb-List message posted by: "J.L.Turner" <jimturner@mwt.net>
Fellow Kolbers:
Last week I posted an inquiry regarding whether I needed additional flight training
to fly my Firestar 1. Although I had completed my private pilot 40 hours
of classroom, 15 hours in a Cessna 172, 150+ hours in a powered parachute, and
had my Basic Flight Instructor rating in Powered Parachutes, the previous owner
insisted that the Kolb was difficult to fly and that I'd better take additional
lessons.
This evening I went back to the airport, rolled the Firestar out, and was prepared
to once again just practice high speed taxi runs. This got old pretty quick!
The 3 mph wind was coming right down runway two niner. So I completed a
tax run back to the threshold of two niner, turned the nose around and pointed
the nose into the breeze. One more check of my instruments, a scan around me
for other aircraft and it was time to roll. Reading about frequent nose overs
in Kolbs made me very hesitant, but I built speed up slowly, feeling the tail
getting lighter and lighter. A quick glance to the airspeed indicator showed
25 mph and climbing. The Firestar was pointed perfectly straight and I poured
the coals to the 377. Once I was certain I was past stall speed, I eased
the stick back. WOW! Do these Kolbs climb like a rocket!!! The first inclination
is to cut the throttle back. But I knew better and dropped the nose a tad
and kept my airspeed at 55 mph. Once I'd gotten to 1000' AGL, I leveled out
and eased back on the throttle until I was maintaining 50 mph in level flight.
For an hour straight I practiced turns and just got used to the responsive
handling of the Kolb. You guys were right.....the Kolb scrubs off speed very
fast and I consciously lowered the nose a little while in turns.
Finally it was time to test my skills by seeing if I could set the traildragger
down for the first time. Landing procedures I'd read on the list flooded through
my head. I knew I was supposed to fly it to the ground and keep the speed
up. I turned on my final for two niner, lowered the nose, and cut back a little
on the power. I passed the runway threshold at about 75' AGL, but I knew
I had about 3200' to eat up, if I had to. I kept the airspeed at about 40 mph,
flew it to about 3' AGL, slowly cutting back the power, and then did a gentle
flare, bringing the Kolb down for a perfect landing.
So it was rewarding evening. Everything I'd heard about the Kolb was true....that
it's a great little plane. The only thing I found was that I had to keep
just a little left rudder into it at all times. Anybody else have this experience?
Did you install a trim tab on the rudder?
Thanks to all on the list who offered words of encouragement to me. I've enjoyed
reading on the posts and hope to join the Kolb Caravan next year!
Regards,
Jim Turner
Viroqua, WI
Message 22
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| Subject: | Re: back in the saddle |
--> Kolb-List message posted by: GeoR38@aol.com
In a message dated 09/15/2003 3:44:42 PM Eastern Daylight Time,
bwr000@yahoo.com writes:
> I did 15-20 min of static ground running
> of the engine, then taxi testing, then came back in the evening for 4
> runs at barely flying speed down the runway (crow-hops -- always good
> for fevered debate here, but I'm a believer), then a quick preflight to
> see if I broke anything from all my bounces before taking off for 2k
> feet agl. Flying presented no problems. Power off stall at 35
> indicated with a little rt wing drop -- no biggy
Good for you Ben...Man must fly....geeeez, and I have only flown twice this
year because of the "move" to Florida. I personally think that taxiing and crow
hops for an experienced pilot like yourself will raise no eyebrows at all,
therefore there will be no fever nor debate ..and anyway...I'm a believer in
them too. Besides you had to check out your new gear anyway.
I was surprised that your stall was so high, though...seems that mine is more
like 26...but that is power "on". But I have plans tips too...and length on
my 447 KX...Oh but you probably built 7 ribs didn't you...I still have 5.
Now you can do a bunch more reef landings on sand bars n stuff. That is
something I never forgot as it seemed so great!
George Randolph
Firestar driver from Akron....er... The Villages, Fla
Message 23
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| Subject: | Re: First Firestar Flight |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Last week I posted an inquiry regarding whether I needed
> additional flight training to fly my Firestar 1.
> Although I had completed my private pilot 40 hours of
> classroom, 15 hours in a Cessna 172, 150+ hours in a
> powered parachute, and had my Basic Flight Instructor
> rating in Powered Parachutes, the previous owner insisted
> that the Kolb was difficult to fly and that I'd better
> take additional lessons.
> Jim Turner Viroqua, WI
Jim/All:
Congratulations!
Not being rated in powered parachutes, I am not able to see
what the relationship is between PP BFI with 150 hrs in one,
and flying the Kolb Firestar.
Perhaps you can enlighten us rigid wing Kolb fellers.
john h
Message 24
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| Subject: | Re: Kitty Hawk/TNK Fly-In |
--> Kolb-List message posted by: HShack@aol.com
In a message dated 9/15/03 8:30:46 PM Eastern Daylight Time,
jhauck@elmore.rr.com writes:
> Shack/All:
>
> I think your web site url needs a "ton" between tren and flyers.
>
> HTTP://www.trentonflyers.com
>
> See if this one works better.
>
>
I must have been asleep or something.........
Shack
Trenton Flyers, SC
do not archive
Message 25
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| Subject: | first firestar flight |
--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
Congratulations Jim. Wish we all had 3200' in front of us for the first
landing, maybe
even Richard Pike wouldn't hurl himself at the ground if he saw that out
the window.
-BB, determined to do a little terrain smoothing as soon as the ground
softens up
a little. do not archive
Message 26
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<beauford@tampabay.rr.com>
| Subject: | UL's and Airport s |
--> Kolb-List message posted by: "boyd young" <by0ung@brigham.net>
beauford@tampabay.rr.com wrote
Losing the UL war can come about in several ways... getting thrown off
airports because the local airport management/GA community doesn't like UL's
is only one way we can lose...
supose you and others that are knowledgeable and following the local airport rules
go first to the airport management and tell them you can see a problem in
the makeing... get their ideas on how to address the problem... and if the
idots dont improve there act.... see if there is a way to have only the idots
kicked off.... or some type of an exception for those of you that are following
the rules....
it seems that by being proactive you may be able to plead your case to those who
will listen if you do it before they offer the ultimatium.
my .06 worth....
boyd
Message 27
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| Subject: | Re: First Firestar Flight |
--> Kolb-List message posted by: "J.L.Turner" <jimturner@mwt.net>
John:
I guess what I was trying to convey is that many aspects of flying powered
parachutes crosses over to flying a fixed wing aircraft. Understanding Rotax
engines, weather conditions, radio communications, airport patterns,
principals of flight, landing & take-off procedures, ground procedures, FAA
Part 103, emergency procedures, flying etiquette and much more are all part
of flying a PPC properly. Because I followed proper procedures at our
airport while flying a PPC, I never had any problems with the GA guys. And
by the way, this isn't the backpack type that many people confuse.
Just as flying a blimp is different than flying a fixed wing aircraft, I'm
certain many parts of the training and experience would carry over. What I
was trying to convey to the list is that I had at the very least some prior
exposure to aviation. I've seen people jump into a PPC AND ultralights
without even an understanding of WHY it flies and how. This wasn't the case
with me. I'll be the first to admit that I've got a lot to learn, and I'll
continue to do so. But I still insist that I had at least a solid foundation
to start with. This included ground school, fixed wing flying, AND powered
parachute testing, flying, and certification.
Jim
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: First Firestar Flight
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
> > Last week I posted an inquiry regarding whether I needed
> > additional flight training to fly my Firestar 1.
> > Although I had completed my private pilot 40 hours of
> > classroom, 15 hours in a Cessna 172, 150+ hours in a
> > powered parachute, and had my Basic Flight Instructor
> > rating in Powered Parachutes, the previous owner insisted
> > that the Kolb was difficult to fly and that I'd better
> > take additional lessons.
>
> > Jim Turner Viroqua, WI
>
> Jim/All:
>
> Congratulations!
>
> Not being rated in powered parachutes, I am not able to see
> what the relationship is between PP BFI with 150 hrs in one,
> and flying the Kolb Firestar.
>
> Perhaps you can enlighten us rigid wing Kolb fellers.
>
> john h
>
>
Message 28
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| Subject: | Hurling at the ground??? |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Bob, a MKIII with full flaps and idle power HAS to hurled toward the ground,
or the airspeed goes away... <grin>
Richard Pike
MKIII N420P (420ldPoops)
At 10:19 PM 9/15/03 -0400, you wrote:
>--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
>
>Congratulations Jim. Wish we all had 3200' in front of us for the first
>landing, maybe
>even Richard Pike wouldn't hurl himself at the ground if he saw that out
>the window.
>-BB, determined to do a little terrain smoothing as soon as the ground
>softens up
>a little. do not archive
>
>
Message 29
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| Subject: | Re: back in the saddle |
--> Kolb-List message posted by: WillUribe@aol.com
Ben,
Boy time flies, has it been over 4 years? I remember when I was building my
FireStar I would look at your web page and dream of the time when I would have
the same adventure you had in your FireStar. Your webpage was a big
motivator during the long building period.
Glad to hear your in the saddle again.
Regards,
Will Uribe
El Paso, TX but still stuck in Indy.
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
do not archive
Message 30
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| Subject: | Re: Hurling at the ground??? |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Bob, a MKIII with full flaps and idle power HAS to hurled toward the ground,
> or the airspeed goes away... <grin>
>
> Richard Pike
Richard/All:
That's because you made all those modifications to it. I
have no problem persuading Miss P'fer ("P" fer plane), to
find the ground, whether I am in charge or not.
john h
DO NOT ARCHIVE
Message 31
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| Subject: | Re: back in the saddle |
--> Kolb-List message posted by: "dama" <dama@mindspring.com>
I second Will. I remember looking at Ben's page what seems like not long
ago, working on my FS. I have always wanted to land in a nice open flower
strewn field with a lake and mountains in the background like I remember in
your site but have yet to duplicate that scene here in Georgia though. I've
been flying 3 years now...glad you are back up.
kip
http://www.springeraviation.net/
----- Original Message -----
From: <WillUribe@aol.com>
Subject: Re: Kolb-List: back in the saddle
> --> Kolb-List message posted by: WillUribe@aol.com
>
> Ben,
> Boy time flies, has it been over 4 years? I remember when I was building
my
> FireStar I would look at your web page and dream of the time when I would
have
> the same adventure you had in your FireStar. Your webpage was a big
> motivator during the long building period.
> Glad to hear your in the saddle again.
> Regards,
> Will Uribe
> El Paso, TX but still stuck in Indy.
> FireStar II N4GU
> C-172 N2506U
> http://home.elp.rr.com/airplane/
> do not archive
>
>
Message 32
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| Subject: | Re: Kolb technique |
--> Kolb-List message posted by: Ben Ransom <bwr000@yahoo.com>
Hi George,
I guess I'm not quite positive how close the indicated 35mph is to TAS,
but, I expect to have raised the speed a tad with the 4.5" cut off
each wing. I plan to get the stall speed back down adding vortex
generators. Funny thing, the top speed was not as fast as I expected
either, and I'm attributing that to being a little flat pitched and
using the Powerfin instead of the Warp Drive. I didn't really push too
much to find the top WOT level speed yet either tho.
Another thing that surprised me Sunday was how easy it was to still hit
the tail wheel first on landing. I had thought that with my longer
gear legs, that would be tough to do, but no, the rear hit first more
than once. I'm thinking now that perhaps this was poor technique, e.g.
that I would get close to touching and try to pull it back up by
pulling back on the stick instead of adding power. Will experiment in
this regard next flight. These Kolbs are so light in pitch control
compared to GA that it is easy to pop that tail up or down. (My last
flying was in a Grumman Cheetah -- fun excuse for sloppy Kolb driving,
eh? :) )
-Ben
--- GeoR38@aol.com wrote:
> --> Kolb-List message posted by: GeoR38@aol.com
>
> In a message dated 09/15/2003 3:44:42 PM Eastern Daylight Time,
> bwr000@yahoo.com writes:
>
> > I did 15-20 min of static ground running
> > of the engine, then taxi testing, then came back in the evening for
> 4
> > runs at barely flying speed down the runway (crow-hops -- always
> good
> > for fevered debate here, but I'm a believer), then a quick
> preflight to
> > see if I broke anything from all my bounces before taking off for
> 2k
> > feet agl. Flying presented no problems. Power off stall at 35
> > indicated with a little rt wing drop -- no biggy
>
> Good for you Ben...Man must fly....geeeez, and I have only flown
> twice this
> year because of the "move" to Florida. I personally think that
> taxiing and crow
> hops for an experienced pilot like yourself will raise no eyebrows at
> all,
> therefore there will be no fever nor debate ..and anyway...I'm a
> believer in
> them too. Besides you had to check out your new gear anyway.
> I was surprised that your stall was so high, though...seems that mine
> is more
> like 26...but that is power "on". But I have plans tips too...and
> length on
> my 447 KX...Oh but you probably built 7 ribs didn't you...I still
> have 5.
>
>
> Now you can do a bunch more reef landings on sand bars n stuff. That
> is
> something I never forgot as it seemed so great!
>
> George Randolph
> Firestar driver from Akron....er... The Villages, Fla
>
>
>
>
>
>
>
>
=====
http://mae.ucdavis.edu/~ransom
__________________________________
http://sitebuilder.yahoo.com
Message 33
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| Subject: | Re: New SPAM and Virus Filtering Appliance At Matronics... |
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Matt, My isp uses a spam/virus filter service, Its Postini, (postini.com)
and I think is the best thing for computers and internet next to
electricity.
I have never had a problem with it >I dont know who you are talking to, but
if you have problems, you might contact them also.
I cant imagine you trying to manage this matronics monster without one!
Good luck.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
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