Today's Message Index:
----------------------
1. 04:37 AM - Re: spl (Ted Cowan)
2. 04:50 AM - Re: Re: spl (Kirk Smith)
3. 05:17 AM - SP/LSA (Paul Petty)
4. 06:28 AM - sport pilot (Charles & Meredith Blackwell)
5. 06:29 AM - floats (Charles & Meredith Blackwell)
6. 06:45 AM - Re: Huh?? Rudder and Elevator front cable guides sn (Jack & Louise Hart)
7. 06:51 AM - Re: Kolb-List Digest: 28 Msgs - 07/20/04 (boyd young)
8. 06:52 AM - Re: catching up (Steve Kroll)
9. 07:14 AM - Re: IVO with Power Tips (Jack & Louise Hart)
10. 07:59 AM - Re: SP/LSA (John Williamson)
11. 08:07 AM - Re: Huh?? Rudder and Elevator front cable guides sn 032. (herbgh@juno.com)
12. 08:11 AM - Re: sport pilot (Don Gherardini)
13. 08:47 AM - Re: Rotax , not K&N (WillUribe@aol.com)
14. 08:51 AM - Re: I like this picture (WillUribe@aol.com)
15. 09:16 AM - Re: sport pilot (Olenik Aviation)
16. 10:15 AM - Re: Huh?? Rudder and Elevator front cable guides sn (Jack & Louise Hart)
17. 10:51 AM - Re: Re: You missed info from Chestnut Knolls (N27SB@aol.com)
18. 01:57 PM - Prop bolts (H MITCHELL)
19. 03:04 PM - Fw: [carolinasportflyers] Summary of the Sport Pilot Rule (bryan green)
20. 04:01 PM - Rotax 912 UL Engine Temps / Flight testing. (H MITCHELL)
21. 05:18 PM - slip/Compass Indicator (jerb)
22. 05:41 PM - Oil Pump Wanted (al bumhoffer)
23. 05:57 PM - Re: Rotax 912 UL Engine Temps / Flight testing. (Mark German)
Message 1
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--> Kolb-List message posted by: Ted Cowan <tcowan1917@direcway.com>
Okay. We have a whole bunch of very intellegent people on this list and
others and I would like to challenge someone to print out something on this
list and would pretty much explain to the rest of us dummies who do not
fully understand FAA lingo, exactly what is required of us to do to qualify,
test and receive our SPLs. I know it has been hashed and hashed but I have
never ever been able to really understand what they are talking about in
some areas. I do not have an extensive aviation background as many of you
do. I would like to know pretty much how you start and finish this thing.
There has been much talk about grandfathering in and such but how does it
work and who do we see and how do we get the actual flying tests if
necessary for endorsements on tail wheel, etc. How do we go about getting
our old fat ultralights registered and such. anyone up to the challenge?
Call it Aviation for Dummies!! Ted
Message 2
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--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
> Call it Aviation for Dummies!! Ted
Good questions Ted. Same ones I got. Hopefully the EAA or some organization
will come with something that will address these things. Kirk
Message 3
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--> Kolb-List message posted by: "Paul Petty" <Lynnp@c-gate.net>
Ted,all
Try this link http://www.sportpilot.org/index2.html
Hope it is helpful
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
do not archive
Message 4
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--> Kolb-List message posted by: Charles & Meredith Blackwell <wozani@optonline.net>
The rules for sport pilot and light sport aircraft are available (http://www.usua.org) for us to read. There are many pages and quite a few explanations covering most of the comments mailed to them. I'v gotta say that it is a bit tough to make sense of when I am trying to see how my plane will be covered in the new rules. The grandfathering is obvious, but runs out in about 4 years if I read it correctly. Getting my plane covered as experimental in one of the categories when time runs out is where my questioning begins.
Because it is a MKII from the now defunct Kolb and not manufactured by TNK
does it fit into the rules somehow without any manufacturer submitting the design?
I did not build it, and am third owner, how do I prove it is built to some
standard? Will I have to remove the fabric and have the inspector go over
it again? Without my having built it, can I repair it in the future? It looks
like the part 103 is being kept for ultralights, but the two seat exemption
is being removed and replaced by the LSA rules with a grace period. Am I reading
that correctly? How do I keep flying my plane after the grace period?
Just wanted to start a thread and get some input from other owners on how they
read the new rules. I will go over them again a few times and try to get
past what I saw as contradictions in the rule and omissions. It is quite long
and probably complete enough that I can find answers. But I would appreciate
anyone else's ability to find the part of the rule answering my questions if
they can find it.
Charlie in NJ, MKII 503
Message 5
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--> Kolb-List message posted by: Charles & Meredith Blackwell <wozani@optonline.net>
Should have mentioned that I think I now want a MKIII on floats, those pics
are exciting. Maybe my trouble can be solved by throwing money and build time
at it.
Charlie, MKII
do not archive
Message 6
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| Subject: | Re: Huh?? Rudder and Elevator front cable guides sn |
032.
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net> 032.
At 07:09 PM 7/20/04 -0500, you wrote:
>--> Kolb-List message posted by: herbgh@juno.com
>
>Kolbers
>
> What I meant to show was the right and left Cable guides for the Rudder
>and elevator. The brackets are welded at angles to 90 degrees . 10
>degrees or so toe out. This causes the cables to try to ride on the rim
>of the pulley instead of in the grove. What gives? Herb
>On Tue, 20 Jul 2004 18:58:02 -0500 herbgh@juno.com writes:
Herb,
I have an older FireFly (004) and so I do not have the same control system.
If you do not like the way it is set up, now is the time to change it. From
looking at the drawings of the new system, it seems that one could slip a hack
saw blade in and cut the welds part way through, and then apply a little
twisting moment to the brackets to line the pulleys up in the direction you
would like. Then re weld the bracket.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 7
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| Subject: | Re: Kolb-List Digest: 28 Msgs - 07/20/04 |
--> Kolb-List message posted by: "boyd young" <by0ung@brigham.net>
a friend sent me this.... not necessarly kolb related but funny in its own
kind of way.... do not archive
boyd
Passengers on a small commuter plane are waiting for the flight
to leave. They're getting a little impatient, but the airport staff
assures them that the pilots will be there soon, and the flight
can take off. The entrance opens, and two men dressed in
Pilots' uniforms walk up the aisle. Both are wearing dark
glasses, one is using a guide dog, and the other is tapping his
way along the aisle with a cane. Nervous laughter spreads
through the cabin, but the men enter the cockpit, the door
closes, and the engines start up. The passengers begin
glancing nervously around; searching for
some sign that this is just a little practical joke. None is
forthcoming. The plane moves faster and faster down the
runway, and the people sitting in the window seats realize that
they're headed straight for the water at the edge of the airport
territory. As it begins to look as though the plane will plow
into the water, panicked screams fill the cabin. At that
moment, the plane lifts smoothly into the air. The passengers
relax and laugh a little sheepishly and soon all retreat into their
magazines, secure in the knowledge that the plane is in good
hands. In the cockpit, the co-pilot turns to the pilot and says,
"You know, Don, one of these days, they're gonna scream too
late, and we're all gonna die."
Message 8
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--> Kolb-List message posted by: Steve Kroll <muso2080@yahoo.com>
I agree with the BFR Idea Thom. I don't like Gov. interference any more than anybody
else but I do notice that as I get older, I tend to forget some real important
preflight checks If I'm not following my checklist closely. Of course
a BFR is not necessarily going to make a pilot more prudent in this area but
the idea that SOMEBODY is going to check out your flying routien once in awhile
will help keep the process centered in your mind.
The ultimate decision of whether or not a pilot is physically and mentally qualified
to fly is still going to be the pilot's responsibility and that will always
be a tough, heart-rending, important decision when it comes. Our machines
are, for the most part, simple mechanical devices but there are many things to
remember and keep track of if we are going to be safe.
Steve Kroll
Mk-2 #171
---------------------------------
Message 9
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| Subject: | Re: IVO with Power Tips |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 03:24 PM 7/13/04 -0500, you wrote:
>--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
>
>Terry and Kolbers,
>
To see how it can and was done can be found on the bottom of:
http://www.thirdshift.com/jack/firefly/firefly100.html
The bad/good news is that I cannot verify Terry's increase in speed, but the
tip has improved performance in a positive way. I took an out and back trip
from K02. I flew upwind for a gps distance of 27 miles and then reversed
course and flew back to the airport. A cold front had come through and so
the EGT was running 50 degrees higher, and so one would expect better engine
performance but also a higher air density should increase drag too.
Comparing this data to the previous 94 mile 90+ degree round trip data, I
gained l.2 mph with the addition of the power tips. Fuel flows were the
same at 2.20 gph, but the power tips added a little range going from 22.1 to
22.7 mpg.
Currently, I have not protected the tips, but I am working on it. The
FireFly is quieter, so much so, that I can hear the wing swivel hinges
rattling. So next, I have to tighten and shim them.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 10
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--> Kolb-List message posted by: "John Williamson" <kolbrapilot@comcast.net>
Morning Ted, Kirk, Paul, Charles and all,
Instead of looking for Sport Pilot and Light Sport Aircraft information at
the alphabet groups, please go the source and read the Rule. Then go the
other groups and read what they think it says.
All the info can be found on this website:
http://www.faa.gov/newsroom/index.cfm
The important link on that page is: Sport Pilot Final Rule:
http://www.faa.gov/avr/arm/rulemaking/SportPilotRule7_19.doc
Remember that the rule covers several specific new and separate areas.
If you want to know what it takes to fly under the Sport Pilot privileges,
you have to determine what your starting point is, i.e.. ATP, Commercial,
Private, Recreational, Student licensed or Ultralight pilot registered with
and alphabet group or new or never registered with a group. The answers are
quite different depending on where you start.
If you want to operate and aircraft under the Light Sport Aircraft category,
it all depends on what you have, whether it is "N" numbered or registered
with an alphabet group or not. This is an over simplification but you should
see that the answers will be specific to a particular situation.
If you send me your specific situation, pilot or airplane, and give me some
time I will start a Q&A section that will help us Kolb pilots out.
John Williamson
Arlington, TX
CFI, CFII, ASEL, AMEL
Kolb Kolbra, Rotax 912ULS, 608 hours
http://home.comcast.net/~kolbrapilot
Zenith CH701 Project
http://home.comcast.net/~stol_airplane
http://www.zenithair.com/bldrlist/profiles/stol_airplane
do not archive
Message 11
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| Subject: | Re: Huh?? Rudder and Elevator front cable guides sn 032. |
--> Kolb-List message posted by: herbgh@juno.com
Jack
Sent you a pic. What is the difference between yours and mine? I
have 4 pulleys at the front end of the boom tube. Two sets of two pulleys
just behing the joy stick and a set of fairleads for the rudder cables
beyond that. Herb
On Wed, 21 Jul 2004 08:29:31 -0500 Jack & Louise Hart <jbhart@ldd.net>
032. writes:
Message 12
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--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Charlie,
I too have been reading this newly released rule...spent most of last
evening...until my eyes went crossed study'ing it.
ANyway....the general drift I get is.....an homebuilt LSA bird will be
generally be subjected to the sme rules as an Certificated Experimental in
this regard of maintanance , (builder only) until the owner has completed a
"manufacturer approved" training course . Engine maintanence seems to be
also covered in this same way.
Now the subject of engine maintanance might be described as in fact a
little more stringent thru the LSA rule..than previously an Exp
registration...as owners can do the engine work....IT is hard to tell
here.there are alot of referrals to previously written FAR's...and these
will undoubtdly influence the interpretation of the new rule so as to
comply...and there is no doubt that a whole mirad of AC's (advisory
circulars) will be printed to clear this up. Keep in mind..this is the
normal FAA method....they write a rule in "FAA legal language" and then
write AC's to explain what they intended for it to mean. Nuttin new there.!
Overall....bringing your bird..and any other into a "regulated status" will
not be easy, if previously operated as an "outlaw" so to speak.
About the only conclusion I have come to so far is....many fellas I know
whom have been awaiting in hopes to slip an "outlaw bird" into the realm of
regulated......wont!
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
Message 13
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--> Kolb-List message posted by: WillUribe@aol.com
Here are some pictures of Don's FireFly before he sold it. The Rotax filter
came with a stamped out metel ring that caps on the end of the filter it is
used to safety wire the filter in place.
Take a look
http://www.members.aol.com/willuribe/Filter1.jpg
http://www.members.aol.com/willuribe/Filter2.jpg
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
Do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Olenik Aviation
Subject: RE: Kolb-List: Rotax , not K&N
--> Kolb-List message posted by: "Olenik Aviation"
<olenik-aviation@buyitsellitfixit.com>
It's a K&N Filter made for Rotax. Actually that filter costs more because
of the lawsuits and the fact that they have to make it special for aircraft
use with provision for safety wire and no metal on it.
Tom OLenik
Olenik Aviation - Supplying the lighter side of sport aviation.
Message 14
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| Subject: | I like this picture |
--> Kolb-List message posted by: WillUribe@aol.com
No, still grounded :-(...
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
Do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of rr@htg.net
Subject: Re: Kolb-List: I like this picture
--> Kolb-List message posted by: rr@htg.net
Way Cool! Where was it taken? Did you get your medical back?
Dave.
Quoting WillUribe@aol.com:
> --> Kolb-List message posted by: WillUribe@aol.com
>
> http://www.members.aol.com/willuribe/FireStar.jpg
Message 15
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--> Kolb-List message posted by: "Olenik Aviation" <olenik-aviation@buyitsellitfixit.com>
Don,
I think you are right about the maintenance issues. In experimental amatuer
built someone can even have thier engine overhauled by someone other than an
A&P and sign off on that work as long as they hold the repairman certificate
for that aircraft. In Light Sport it specifically prohibits a light sport
repairman from signing off on someone else's work, and they are not allowed
to perform major alterations or repairs. Therefore, if you need to help
with any kind of maintenance or need a major repair, the helper is going to
have to at least be a light sport repairman with maintenance rating which
requires a 120 hour course or about 3 weeks or you will need to send it to
the manufacturer or thier designated representative. That's the way I'm
reading it.
Guys like me, who have been doing this for 15 years but do not have an A&P
license are going to have to spend 8 weeks in training away from home to be
able to keep doing what we are doing because I work on fixed wing, ppc and
trikes. 120 hours + 104 hours + 104 hours. Based on 40 hours per week,
that is 8 weeks. I figure it will cost $10,000 plus tuition, plus the
disruption in business from being away that long.
The other group of people who sort of got bad news was those who turned to
the UL trainers because they lost thier medical. Those guys are going to be
left out completely.
Other than those two items, it seems like a good rule.
Tom Olenik
Olenik Aviation - Supplying the lighter side of sport aviation.
Level III Repair Station for Rotax Aircraft Engines
Dealer for Summit Powered Parachutes
http://www.buyitsellitfixit.com
Toll Free: 877-AIR-MOTORS
Buy from a dealer who can support what they sell......
(DO NOT USE THIS E-MAIL ADDRESS FOR DIRECT E-MAIL. WE WILL NEVER SEE IT.
USE THE ABOVE CONTACT INFORMATION TO CONTACT US DIRECTLY)
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com]On Behalf Of Don Gherardini
Subject: Re: Kolb-List: sport pilot
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Charlie,
I too have been reading this newly released rule...spent most of last
evening...until my eyes went crossed study'ing it.
ANyway....the general drift I get is.....an homebuilt LSA bird will be
generally be subjected to the sme rules as an Certificated Experimental in
this regard of maintanance , (builder only) until the owner has completed a
"manufacturer approved" training course . Engine maintanence seems to be
also covered in this same way.
Now the subject of engine maintanance might be described as in fact a
little more stringent thru the LSA rule..than previously an Exp
registration...as owners can do the engine work....IT is hard to tell
here.there are alot of referrals to previously written FAR's...and these
will undoubtdly influence the interpretation of the new rule so as to
comply...and there is no doubt that a whole mirad of AC's (advisory
circulars) will be printed to clear this up. Keep in mind..this is the
normal FAA method....they write a rule in "FAA legal language" and then
write AC's to explain what they intended for it to mean. Nuttin new there.!
Overall....bringing your bird..and any other into a "regulated status" will
not be easy, if previously operated as an "outlaw" so to speak.
About the only conclusion I have come to so far is....many fellas I know
whom have been awaiting in hopes to slip an "outlaw bird" into the realm of
regulated......wont!
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
Message 16
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| Subject: | Re: Huh?? Rudder and Elevator front cable guides sn |
032.
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net> 032.
At 10:04 AM 7/21/04 -0500, you wrote:
>--> Kolb-List message posted by: herbgh@juno.com
>
>Jack
> Sent you a pic. What is the difference between yours and mine? I
>have 4 pulleys at the front end of the boom tube. Two sets of two pulleys
>just behing the joy stick and a set of fairleads for the rudder cables
>beyond that. Herb
>On Wed, 21 Jul 2004 08:29:31 -0500 Jack & Louise Hart <jbhart@ldd.net>
>032. writes:
>
Herb,
I will be going to the airport this afternoon. I will take the camera along
and take some photos so you can see the difference. The old system had many
more parts and many more places for play and slop to creep in. In some ways
the old system is better in that the elevator cables are not affected by
moving the stick sideways. This should not be a problem since the elevator
cables are quite long and if they are not set bow string tight. Also, in
the new system the pivot point for aileron movement is much lower which
gives you a better mechanical advantage in roll.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 17
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| Subject: | Re: You missed info from Chestnut Knolls |
--> Kolb-List message posted by: N27SB@aol.com
--> Kolb-List message posted by: Jbowaaf@wmconnect.com
steve boetoo at chestnut knolls -- amphib floats.=A0 i m sure i missed some
posts with this info, but could u say again the manufacturer/ etc, costs or
web
site of these floats.=A0 tnx john b in baton rouge.
This will be a Kolb marketed product, pricing is in the works as we speak.
Thanks for your support
Steve Boetto
Message 18
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Seal-Send-Time: Wed, 21 Jul 2004 16:57:16 -0400
--> Kolb-List message posted by: "H MITCHELL" <mitchmnd@msn.com>
Question for members that may have experience in high class hardware:
I have a dozen or so "NAS 6605-38 ma" bolts. These appear to be the correct length
for mounting my 3-blade IVO prop to the 4" extension on my 912-UL engine.
These bolts have a dished-out center in the head and I suspect that they are high
strength (~160K psi), close-tolerance bolts. They may be terrific for shear
applications but not recommended for tension applications like squeezing the
prop hub tightly in place but I may be wrong. I have tried to find them in all
the standard handbooks with no luck. 'Hate to waste them.
Duane the Plane, Tallahassee, FL, Mk3 Classic / 912
Message 19
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| Subject: | Fw: [carolinasportflyers] Summary of the Sport Pilot Rule |
--> Kolb-List message posted by: "bryan green" <lgreen1@sc.rr.com>
Bryan Green (Elgin SC)
----- Original Message -----
From: "John W.Davis" <patches11us@yahoo.com>
Subject: [carolinasportflyers] Summary of the Sport Pilot Rule
"Jon Thornburgh" <JonThornburgh@p...> wrote:
The FAA finally promulgated the Sport Pilot initiative on July 20,
2004. The
rule becomes effective on September 1, 2004.
Here's a quick summary of the salient features regarding the Sport
Pilot
certificate and Light Sport Aircraft (LSA):
LIGHT SPORT AIRCRAFT
* The allowable gross weight is 1,320 pounds. Aircraft operated on
water
can weigh 1,430 pounds.
* The stall speed must be not greater than 45 knots, max speed: 120
knots.
* LSA cannot have an in-flight propeller or retractable gear.
* Seaplanes can have "repositionable gear." The rule specifically
says that
the gear must be operated in either the down position throughout the
entire
flight, or in the up position throughout the entire flight. In other
words,
it appears that an amphibious seaplane may not take off from land
with the
gear down, raise the gear, and then land on water. This seems to
preclude
the Aventura from qualifying as an LSA.
* An LSA can have only one engine
* Hang gliders and foot-launched powered and unpowered paragliders
are
specifically excluded from being LSA, and a Sport Pilot certificate
does not
allow a sport pilot to fly a tandem hang glider or tandem paraglider.
* Weight-shift trikes are limited to two-axis control only. No
rudder is
allowed for yaw control.
SPORT PILOTS
* Contrary to the Sport Pilot NPRM, a sport pilot need not obtain a
logbook endorsement for each make and model that he wants to fly. The
FAA
will create a "set" of similar LSA make and models. You'll need
additional
instruction and an instructor's logbook endorsement for each new make
and
model "set" that you want to check out in.
* Sport Pilot Instructors must have 5 hours of PIC in each make and
model
set before they can teach in that aircraft.
* Powered parachutes are divided into "land" and "sea" classes.
* Pilots will be allowed to take a practical test (flight test) in a
single
seat LSA. The examiner will observe him from the ground. The pilot
will have
a "single-seat" limitation on his certificate.
* Sport pilots will have to take a biennial flight review (BFI). A
pilot
with a "single-seat" limitation will still have to take a BFI, and he
will
have to take it in a two seat LSA.
* The "driver's license medical" is not as liberal as many people
thought
it would be. If you have failed your aviation medical exam, you
cannot fly
with just a driver's license. If you lose your driver's license for
any
reason (like failure to have insurance) you cannot fly an LSA (unless
you
get a third class medical.) If your doctor tells you that you can't
operate
a motor vehicle (vision impairment, taking prescription drugs, etc.)
you
cannot fly an LSA.
* A sport pilot may not fly above 10,000 feet MSL. He cannot fly
above
10,000 feet even to cross over high terrain. (If you live near
Denver, you
won't be able to fly more than 5,000 feet AGL.)
* A sport pilot must have at least 3 miles visibility to fly.
* No night flying.
* No towing.
* You cannot demonstrate LSA for sale if you are a "salesman." (The
definition of a "salesman" is not given.)
* A sport pilot may fly in airspace where radio control is required,
but
only with additional training and a logbook endorsement.
* Although an LSA is allowed to have a top speed (in level flight)
of 120
knots, a sport pilot must have additional training and a logbook
endorsement
to fly an LSA with a level flight speed of more than 87 knots.
LSA MAINTENANCE
* On "Special" LSA (those LSA delivered "turn-key" flyable by the
manufacturer,) you are only allowed to do "preventative maintenance",
and
only if you are the owner of the Special LSA. (Preventive maintenance
options are listed in FAR Part 43, Appendix "A".) If you want to do an
annual inspection you must attend a 16-hour maintenance course. The
16-hour
course only allows you to inspect your airplane for defects, it does
not
allow you to perform maintenance on the airplane.
* If you want to do actual maintenance on the aircraft, you must
attend a
maintenance course of 80 hours for gliders and lighter-than-air
aircraft,
120 hours for airplanes and 104 hours for weight-shift (trikes) and
powered
parachutes. (The original NPRM proposed 80 hours.) Maintenance
students must
pass a maintenance knowledge test with a score of at least 80%.
An applicant for an LSA repairman certificate must take a
maintenance
course for each class of LSA
* LSA will be subject to Airworthiness Directives ("AD") notices
* Maintenance must be performed in accordance with the general
aviation
standards of FAR Part 43.
* There can be no alternations made to an LSA unless it is approved
by the
manufacturer or the FAA.
LSA EQUIPMENT
* All two-seat LSAs must have an ELT.
* LSA will be required to have a transponder to fly within Class B
and
Class C airspace, and the Class B "Mode C veil."
* LSA must comply with FAR 91.213 (Inoperative Equipment) also known
as the
"Minimum Equipment List." This means that if you're on a cross-country
flight and your tachometer breaks, you cannot fly home until it's
fixed.
ULTRALIGHT TRAINING
* The two-seat ultralight Exemption for ultralight training will
expire on
January 31, 2008. After then, ultralight BFIs and AFIs will cease to
exist.
* All "fat" single seat ultralights and all two-seat ultralight
trainers
must be FAA inspected and converted to "experimental" LSA by August
31,
2007. (Apparently, if an ultralight trainer is not converted by
August 31,
2007 it may still be used as an ultralight trainer until January 31,
2008,
after which it must be junked.)
* After an ultralight trainer is converted to an experimental LSA a
Sport
Pilot Instructor may use the converted experimental LSA as a Sport
Pilot
trainer (for compensation) until September 1, 2009.
* An ultralight pilot must register with a national ultralight
organization
(ASC, EAA, USUA) by September 1, 2004 if he wants to have his
ultralight
flight time to count toward his sport pilot license. He must then
take his
Sport Pilot practical test by January 31, 2007.
* Prospective LSA examiners who inspect and issue experimental LSA
airworthiness certificates (DPEs) must attend a three-day FAA course.
SPORT PILOT TRAINING
* Prospective Sport Pilot Examiners must attend a 5-day FAA course.
* Sport pilot instructors must have 150 hours of flight time.
A sport pilot must be at least 17 years old, an Sport Pilot
instructor 18
years.
This an abbreviated summary of the minimum required flight
experience to
be a sport pilot:
Airplane: 20 hours total, 75 mile solo cross country
Glider: 10 hours total
Gyroplane: 20 hours total, 50 mile solo cross country
Powered parachute: 12 hours total, 10 mile solo cross country
Weight shift (trike): 20 hours total, 50 miles solo cross country
This an abbreviated summary of the minimum required flight
experience to
be a private pilot weight shift or powered parachute:
Powered parachute:: 25 hours total, including 3 hours of night
flight, and a
25 mile solo cross country
Weight-shift: 40 hours total, including 3 hours of night flying with
a 75
mile night cross country, and a 100 mile solo cross country
Summary of sport pilot instructor requirements:
--18 years of age
--Knowledge exams on aeronautics and fundamental of instruction
--Practical test
--Have a sport pilot certificate or higher rating. A sport pilot
instructor may teach private pilot weight-shift or private pilot
powered parachute if the sport pilot instructor has at least a
private pilot rating himself.
--Required flight time:
Airplane: 150 hours total time, 25 hours of cross
country
time
Glider: 25 hours flight time
Gyroplane: 125 hours flight time (at least 50 hours in a
gyroplane) and 10 hours cross country
Weight-shift: 150 hours total (50 in weight-shift,) 25 hours
cross country
Powered parachute: 100 hours total (50 in a powered parachute,)
15
hours cross country
--5 hours in the same make and model "set"
--The sport pilot instructor must renew his instructor's
certificate
every two years, just as a general aviation instructor must do
--an ultralight instructor must transition to sport pilot
instructor
by January 31, 2008 if he wants credit for his ultralight flight
time
MISCELLANEOUS
* In the original Sport Pilot NPRM the FAA estimated the cost of
implementing Sport Pilot (to the government and to the pilot
community) to
be $40.3 million dollars. After the OMB said that the FAA's economic
figures
were hogwash, the FAA went back to the ouiji board and revised their
estimate of the cost of Sport Pilot to $221 million!
Deadlines to remember:
September 1, 2004 Effective date of the Sport Pilot rule. Deadline
for an ultralight pilot to register with a
national
ultralight organization in order to have his
ultralight flight time count toward his sport
pilot
certificate
August 31, 2005 Deadline for recreational pilots and higher
rated pilots to acquire the necessary flight
time to apply for a category and class rating
limited to a specific make and model of
experimental aircraft
January 31, 2007 Deadline for an ultralight pilot to take his sport
pilot practical test if he wants his ultralight
flight time to count toward his required sport
pilot flight experience
August 31, 2007 Last day that an experimental certificate will be
issued to a "fat" ultralight or two-seat trainer
January 31, 2008 Deadline for an ultralight instructor to take the
practical test for sport pilot instructor and
still
receive credit for his ultralight instructing
experience
January 31, 2008 Ultralight two-seat training exemption expires
September 1, 2009 Last day to be able to use an ultralight converted
to an experimental LSA as a sport pilot trainer
for
compensation
--- End forwarded message ---
http://us.click.yahoo.com/Z1wmxD/DREIAA/yQLSAA/jrDrlB/TM
<*> To visit your group on the web, go to:
http://groups.yahoo.com/group/carolinasportflyers/
<*> To unsubscribe from this group, send an email to:
carolinasportflyers-unsubscribe@yahoogroups.com
http://docs.yahoo.com/info/terms/
Message 20
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| Subject: | Rotax 912 UL Engine Temps / Flight testing. |
Seal-Send-Time: Wed, 21 Jul 2004 19:00:40 -0400
--> Kolb-List message posted by: "H MITCHELL" <mitchmnd@msn.com>
I took 7078A up for testing in the pattern this morning and got nervous when the
EMS limit light came on during climbout. The EGT was reading ~1500 Deg., the
limit was set at 1450 (old habits die hard). CHT, Oil Pres, Oil Temp were all
normal. Rate of climb was immediately reduced and the light went out. I nursed
it up to about 1000' AGL, did a few gentle turns back to an approach heading,
made a good landing and went for the manuals. 'Did not see anything in the
Operators or Maint. manuals so I called Lockwood.
The fellow who answered the phone advised me that climbout EGT limit is 1620 Deg.,
normal is 1470 and the high is 1560. He also gave me page and paragraph of
the Installation Manual(?) that shows these figures. I will now review that manual,
re-set the EGT limit on my EMS and try again.
Should I set the limit at 1620 or 1560 ?
Flying and learning,
Duane the plane Mitchell, Tallahassee, FL, Mk3/912
do not archive
Message 21
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| Subject: | slip/Compass Indicator |
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
Any one see these sold by some US company?
jerb
Message 22
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--> Kolb-List message posted by: al bumhoffer <abumhoffer@yahoo.com>
I'm looking to buy a oil pump for my oil injected
503DCDI on my Firestar II, Does anyone have one that
they removed from a new engine that they decided to
use premix instead?
Al Bumhoffer
Elkton, MI
Firestar II, Installing
tail feathers
Do Not Archive
__________________________________
http://advision.webevents.yahoo.com/yahoo/votelifeengine/
Message 23
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| Subject: | Re: Rotax 912 UL Engine Temps / Flight testing. |
--> Kolb-List message posted by: "Mark German" <aerofab@worldnet.att.net>
Hi Duane and all.
About you high EGT temps. I have been flying my 912-Kolbra now for 80-Hrs.
and have found my EGT temps are going this high during climbout. I have my
EMS set @ 1620/F. When it does this I just back off a bit and let it cool
off. I don't quite know what to do about it. The first time the light came
on realy gets your attention. I thought I would check it out at OSH next
week at the Rotax booth
Mark German.
912-Kolbra. 80-Hrs.
----- Original Message -----
From: "H MITCHELL" <mitchmnd@msn.com>
Subject: Kolb-List: Rotax 912 UL Engine Temps / Flight testing.
> --> Kolb-List message posted by: "H MITCHELL" <mitchmnd@msn.com>
>
>
> I took 7078A up for testing in the pattern this morning and got nervous
when the EMS limit light came on during climbout. The EGT was reading ~1500
Deg., the limit was set at 1450 (old habits die hard). CHT, Oil Pres, Oil
Temp were all normal. Rate of climb was immediately reduced and the light
went out. I nursed it up to about 1000' AGL, did a few gentle turns back to
an approach heading, made a good landing and went for the manuals. 'Did not
see anything in the Operators or Maint. manuals so I called Lockwood.
>
> The fellow who answered the phone advised me that climbout EGT limit is
1620 Deg., normal is 1470 and the high is 1560. He also gave me page and
paragraph of the Installation Manual(?) that shows these figures. I will now
review that manual, re-set the EGT limit on my EMS and try again.
>
> Should I set the limit at 1620 or 1560 ?
>
> Flying and learning,
>
> Duane the plane Mitchell, Tallahassee, FL, Mk3/912
>
>
> do not archive
>
>
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